Mir w270 - Inglese

MODELS
Service Manual
W270
W270
WHEEL LOADER
Service Manual
Print N° 604.02.247 English
Updating 01 october
THIS ALERT SYMBOL SIGNALS IMPORTANT MESSAGES INVOLVING YOUR SAFETY.
Read and heed carefully the safety instructions listed and follow the precautions recommended to avoid
potential risks and to safeguard your health and your safety.
You will find this symbol in the text of this Manual referred to the following key words:
WARNING - Cautions directed to avoid improper repair interventions involving potential consequences
for the operator’s safety.
DANGER - These warnings qualify specifically potential dangers for the safety of the operator or other
persons directly or indirectly involved.
IMPORTANT NOTICE
All maintenance and repair interventions explained in this Manual must be performed exclusively by the
Service Organization of the Manufacturer, observing strictly the instructions explained using, whenever
necessary, the recommended specific tools.
Whoever performs the operations reported without following exactly the precautions is responsible on his own,
for the damages that may result.
Neither the Factory nor any Organizations in its Distribution Network, including but not limited to national, regional
or local distributors, are responsible for any liability arising from any damage resulting from defects caused by
parts and/or components not approved by the Factory for use in maintaining and/or repairing products
manufactured or merchandized by the Factory.
In any case, no warranty of any kind is made or shall be imposed with respect to products manufactured or
merchandized by the Factory, when failures are caused by the use of parts and/or components not approved by
the Factory.
AVOID ACCIDENTS
Most accidents and injuries occurring in industry, on the

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

and/or cable controlled equipment (such as
showels, loaders, dozers, scrapers etc.) be certain
the equipment is lowered to the ground before
servicing, adjusting and/or repairing.
If it is necessary to have the equipment partially or
fully raised to gain access to certain items, be sure
the equipment is suitably supported by means
other than the hydraulic lift cylinders, cable and/or
mechanical device used for controlling the
equipment.
S U M M A RY
SAFETY RULES ............................................................................................. pag. 1
SPECIFICATIONS .......................................................................................... pag. 8
FLUIDS AND CAPACITY TABLE ................................................................... pag. 10
UNITS OF MEASURE USED IN THE MANUAL ............................................. pag. 11
TIGHTENING TORQUES .............................................................................. pag. 12
ENGINE................................................................. Section 1
TRANSMISSION ................................................... Section 2
BRAKING SYSTEM .............................................. Section 3
STEERING SYSTEM ............................................ Section 4
BUCKET BOOM AND FRAME ............................. Section 5
ATTACHMENT HYDRAULIC SYSTEM ................. Section 6
ELECTRICAL SYSTEM ........................................ Section 7
CAB ...................................................................... Section 8
W270 0-1
SAFETY RULES
GENERALITIES Ensure that nobody is in the machine operating range
Read this Manual carefully before starting, operating, before moving off or operating the attachment. WALK
maintaining, fuelling or servicing the machine. COMPLETELY AROUND the machine before mounting.
Sound the horn.
Read and comply with all safety precautions before any
intervention. Before starting machine, check, adjust and lock the driver's
seat for maximum comfort and control of the machine.
Do not allow unauthorised personnel to operate or service
this machine. Fasten your seat belts(when fitted).
Do not wear rings, wrist watches, jewellery, loose or hang- Obey all flag signals and signs.
ing garments, such as ties, torn clothing, scarves, unbut- Due to the presence of flammable fluids on the machine,
toned or unzipped jackets that can get caught in moving never check or fill fuel tanks or accumulator batteries near
parts. Wear certified safety clothes such as: hard hat, no- fires, open flames, or sparks.
slip footwear, heavy gloves, ear protection, safety glasses,
REMEMBER THAT SPECIAL STARTING FLUIDS ARE
reflector vests, respirators. Ask your employer about spe-
FLAMMABLE. Scrupolously follow recommendations
cific safety equipment requirements. printed on the containers and in this Manual.
Keep the operator’s compartment, step plates, grab-rails
DO NOT PUNCTURE OR BURN CONTAINERS.
and handles clean and clear of foreign objects, oil, grease,
mud or snow to minimize the danger of slipping or stum- Containers must be stored in fresh, well ventilated places
bling. Remove mud or grease from your shoes before and out of the reach of unauthorised persons. Strictly
attempting to mount or operate the machine. follow the instructions provided by the Manufacturer.
Do not jump on or off the machine. Always keep both hands Never use these products near fires, open flames, or
and one foot, or both feet and one hand in contact with sparks.
steps and grab rails.
Do not use controls or hoses as hand holds when climbing
on or off the machine. Hoses and controls are movable
parts and do not provide solid support. Besides, controls
may be inadvertently moved and cause unexpected move- OPERATING
ment of the machine or its attachments.
Check wheel and rim retainers before each working shift. If
Never operate the machine or its attachments from any necessary, tighten to the torque specified.
position other than sitting in the driver’s seat.
Do not run the engine of this machine in closed buildings
Keep head, body, limbs, hands and feet inside the opera- without proper ventilation capable to remove harmful ex-
tor’s compartment at all times to reduce exposure to haust gases.
external hazards .
Roll Over Protective Structures (ROPS) are required on
Be careful of possible slippery conditions of the steps and wheel or crawler loaders, dozers, or graders. NEVER
hand rails as well as of the ground around the machine. OPERATE the machine if such protective structure is
Do not leave the machine until it is has come to a complete removed.
stop. Keep the operator’s compartment free of foreign objects,
Check the seat safety belt at least twice per year and especially if not firmly secured. Never use the machine to
replace it if it shows signs of wear, fraying or other transport objects, unless proper securing points are pro-
weakness that could lead to failure. vided.
DO NOT CARRY RIDERS ON THE MACHINE
Study and familiarize with escape routes alternate to nor-
mal exit routes.
According to law provisions, seat belts must be fitted with
STARTING Roll Over Protection Structures or cabs. Keep safety belts
fastened during operation.
NEVER START OR OPERATE A FAILED MACHINE.
Before operating the machine, always ensure that any For your personal safety, do not climb on or off the machine
unsafe condition has been satisfactorily corrected. while it is in motion.
Check brakes, steering and attachment controls before Make sure that bystanders are clear of the machine oper-
moving off. Report any malfuctioning part or system to the ating range before starting the engine and operating the
maintenance managers for proper action. attachment. Sound the horn. Obey all indications provided
by flags, signs and signals.
Ensure all protective guards and panels as well as all
safety devices provided are in place and in good operating DO NOT COAST OR FREEWHEEL down hills. Engage the
condition. most suitable gear speed to keep the machine under control.
Carefully read personal and machine SAFETY PRECAUTIONS (at the beginning of this manual)
0-2 W270
SAFETY RULES
Do not operate the machine if you are extremely tired or feel ground is loose or soft since overturn or loss of machine
ill. Be especially careful towards the end of the working shift. control could result.
Do not operate a machine with misadjusted brakes. If noise level is high and continuosly exceeds 90 dBA over
Operate the machine at low speed which can ensure 8 hours at the operator's ear, wear approved ear
complete control at all times. protection in compliance with local regulations.
Travel slowly over very rough terrain, slopes or near drop- Where counterweights are provided, do not operate the
offs, in congested areas or on frozen or slippery surfaces. machine if they have been removed.
When backing, always look to where the machine is to be When transporting a loaded bucket, keept it as rolled-back
moved. Be alert of the position of bystanders. Should and low as possible for maximum visibility, stability and
someone enter the work area, STOP THE MACHINE. safety of there machine. Ground speed should be ad-
equate to the load and ground conditions.
Maintain a safe distance from other machines or obstacles
to ensure required visibility conditions. Give way to loaded The load must always be properly arranged in the bucket;
machines. move with extreme care when transporting oversize loads.
Maintain a clear vision of the surroundings of the travel or Use only the type of bucket recommended for the machine
work area at all times. Keep cab windows clean and and the materials to be handled. Follow the recommenda-
repaired. tions concerning loading capacity, arrangement of the
When machines are operating in tandem, the pusher materials, characteristics of the ground and job to be
(rear) must be equipped with the appropriate deflectors to performed.
protect the front unit driver against the air stream coming Do not lift and move loads overhead where persons are
from the blower fan. standing or working, nor downhill when working crosswise
When pulling or towing through a cable or chain, do not on slopes. In this case, the bucket should be unloaded on
start suddenly at full throttle. Take-up slack carefully. the uphill side, whenever possible.
Carefuly inspect the towing items for flaws or problems Start and stop the machine carefully when the bucket is
before proceedig. full. Do not move off without first reducing engine speed.
Avoid kinking or twisting chains or cables. Do not pull Overtaking manoeuvres should be performed only when
through a kinked chain or cable as the high stresses absolutely necessary and unavoidable. Beware possible
existing in this condition may induce failures. Always wear uneven terrains, poor visibility, presence of other machin-
heavy gloves when handling chains or cables. ery or persons out of sight.
Chains and cables should be securely anchored. Anchor Operate the machine at a speed adequate to the working
points should be strong enough to withstand the expected site conditions and in any case slow enough to ensure
load. Keep anyone clear of anchor points and cables or complete control at all times.
chains.
Check instruments at start-up and frequently during
DO NOT PULL UNLESS THE OPERATOR’S COMPART- operation. Stop the machine immediately should any
MENTS OF THE MACHINES INVOLVED ARE PROP- malfunction be signalled.
ERLY PROTECTED AGAINST POSSIBLE BACKLAS IN
Never use the bucket as a man lift or to carry riders.
CASE OF CABLE OR CHAIN FAILURE OR DETACH-
MENT. Never use the machine as a work platform or scaffolding,
Be alert of soft ground conditions close to newly con- nor for other improper use (such as pushing railway cars,
structed walls. The fill material and machine weight may trucks or other machines).
cause the wall to collapse. Pay attetion to people within the machine operating range.
In darkness, check area of operation carefully before Load trucks from the driver’s side whenever possible.
moving in with the machine. Use all lights provided. Do not Prior to operating the machine, check which obstacles
move into low visibility areas. and/or difficulties you will encounter, such as narrow
If the engine tends to stall for whatever reason under load streets, overhead doors, cables, piping, as well as ground,
or at idle, immediately report this problem to the main- bridges, paving and ramps bearing load limitations.
tenance managers for proper action. Do not operate the In case of road transfers, find out beforehand what
machine until this condition has been corrected. conditions are likely to be encountered, such as size
On machines fitted with suction radiator fans, regularly restrictions, heavy traffic, paving type, etc. . Beware fog,
check the engine exhaust system for leaks, as exhaust smoke or dust that obscure visibility.
fumes expelled towards the operator are toxic.
When crossing gullies or ditches, move at an angle with
Operators must know thoroughly the performances of the reduced speed after ensuring ground conditions will
machine they are driving. When working on slopes or near permit a safe traverse.
sudden level drops in the terrain, avoid areas where Always inspect the working area to identify potential risks
W270 0-3
SAFETY RULES
such as: inclines, overhangs, trees, demolition rubble, Always remember to move the gearshift lever to the
fires, ravines, steep slopes, rough terrain, ditches, crowns, neutral position and engage the control lever lock for
ridge trenches, heavy traffic, crowded parking and service safety purposes.
areas, closed ambients. In such conditions, proceed with
Apply the parking brake (if fitted).
extreme care.
NEVER LEAVE THE MACHINE UNATTENDED with the
Whenever possible, avoid going over obstacles such as
engine running.
very rough terrain, rocks, logs, steps, ditches, railroad
tracks. When obstructions must be crossed, do so with Prior to leaving the operator’s seat,and after making sure
extreme care and at an angle, if possible. Slow down and that all people are clear of the machine, always slowly
select a lower gear. Ease up to the break-over point, pass lower the attachment until resting it safely to the ground
the balance point slowly and ease down the other side. Park the machine in a non-operating and no-traffic area.
In steep down-hill operation, do not allow the engine to Park on firm level ground. If this is not possible, position the
over-speed. Select the proper gear before starting down machine at a right angle to the slope, making sure there is
grade. no danger of uncontrolled sliding. Apply the parking brake.
Avoid crosswise hill travel, whenever possible. Drive up If parking in traffic lanes cannot be avoided, provide
and down the slope. Should the machine start slipping appropriate flags, barriers, flares and signals as required
sideways when going uphill, steer and turn machine front to adequately warn the oncoming drivers.
immediately downhill. Keep head, body, limbs, hands and feet clear of the dozer,
The gradient you may attempt to overcome is limited by arms, bucket or ripper when raised.
factors such as ground conditions, load being handled, Always switch off the battery isolator switch before serv-
machine type and speed, and visibility. icing the machine in whatever manner (i.e., cleaning,
There is no substitute for good judgement and experience repairing, maintaining, etc.). Do the same when the
when working on slopes. machine is to remain parked for prolonged periods of time
to avoid accidental or unauthorized starting.
Avoid operating the attachment too close to an overhang
or high wall, either above or below the machine. Beware of Never lower the attachments other than sitting in the
caving edges, falling objects and landslips. Remember operator’s seat. Sound the horn. Make sure that nobody
that such hazards are likely to be concealed by bushes, is within the machine operating range. Lower the
undergrowth and such. attachment slowly. DO NOT USE FLOAT POSITION in
case of hydraulic controls.
When pushing-over trees, the machine must be equipped
with proper overhead guards. Never drive a machine up Securely block the machine and lock it every time you
the roots, particularly while the tree is being felled. Use leave it unattended. Return keys to authorized security.
extreme care when pushing over any tree with dead Perform all necessary operations as detailed in the
branches. Operation and Maintenance Instruction Manual. Apply the
parking brake (if fitted) every time you leave the machine.
Avoid faggots, bushes, logs and rocks.
NEVER DRIVE OVER THEM, nor over any other surface
irregularities that discontinue adherence or traction with
the ground, especially near slopes or drop-offs.
Be alert to avoid changes in traction conditions that could MAINTENANCE
cause loss of control. AVOID driving on ice or frozen
ground when working on steep slopes or near drop-offs.
GENERALITIES
Working in virgin rough terrains is characterized by the
presence of all the perils and risks listed above. In these Before operating or performing any intervention on the
conditions, it is emphasised the danger represented by machine:
large tree limbs (possibly falling on the machine), large - carefully read all the norms contained in this Manual;
roots (which may act as a leverage under the machine
- read and observe all safety plates and instructions
when up-rooted and cause the unit to overturn), etc.
located on the machine.
Do not allow unauthorized personnel to service the ma-
chine. Do not carry out any maintenance work without prior
authorization. Follow all recommended maintenance and
service procedures.
STOPPING
Keep the operator’s compartment free of loose objects
When the machine is to be stopped for whatever reason,
that are not properly secured.
do so following the instructions given in chapters
“Stopping the machine” and “Shutting off the engine" Do not wear rings, wrist watches, jewellery, loose or
in the Operation and Maintenance Instruction Manual. hanging garments, such as ties, torn clothing, scarves,
0-4 W270
SAFETY RULES
unbuttoned or unzipped jackets that can get caught in The fuel filler pipe nozzle must be constantly kept in
moving parts. Wear certified safety clothes such as: hard contact with the filler neck. Keep this contact from the
hat, no-slip footwear, heavy gloves, ear protection, safety beginning to the end of the fuelling operation to avoid
glasses, reflector vests, respirators. Ask your employer possible generation of sparks due to static electricity.
about specific safety equipment requirements.
Tow the machine only from the attaching points provided.
Never service the machine with someone sitting in the Use care in making connections and ensure pins and/or
driver's seat, unless this person is an authorized operator bolt are firmly secured before pulling. Stay clear of draw-
assisting in the maintenance being carried out. bars, cables or chains under load.
Keep the operator’s compartment, step plates, grab rails To move a failed machine, use a trailer or a low platform
and handles clear of foreign objects, oil, grease, mud or truck, if available. In case towing is needed, use all
snow to minimize the danger of slipping or stumbling. necessary signals required by local regulations, and follow
Clean mud or grease from your shoes before climbing on directions provided in this Manual.
the machine or driving it. Load/unload the machine from transporter on firm level
Never attempt to operate the machine or its attachments ground providing safe support to the wheels of the truck or
from any position other than sitting in the operator’s seat. trailer. Use strong access ramps, with adequate height
and angle. Keep the loading platform free of mud, oil or
Never stand under the boom. slippery materials.
Should it be necessary to move the attachment through
Tie the machine securely to the platform of the truck or
the hydraulic controls for maintenance purposes,
trailer and opportunely wedge machine wheels or tracks
remember that this should be done while sitting in the
as required.
operator’s seat. Before starting the machine or moving its
attachment, apply the brakes, sound the horn and call that Never align holes or slots using your fingers; always use
you are about to manoeuvre. Raise the attachment slowly. appropriate aligning tools.
Always lock machine arms or any other parts that must be Remove all sharp edges and burrs from re-worked parts.
lifted for maintenance purposes using adequate external
means. Do not allow anyone to pass near or even below Use only approved and effectively grounded auxiliary
a raised yet unlocked attachment. If you are not absolutely power sources for heaters, battery chargers, pumps and
sure about your safety, do not stay under a raised similar equipment to reduce electrical shock hazard.
attachment, even if it is locked. Lift and handle heavy components using hoisting devices
Do not place body, limbs, or fingers near articulated cutting of appropriate capacity. Ensure the sling has been
edges of uncontrolled machine parts or deprived of the correctly applied. Use lifting eyes if provided. Pay attention
necessary guards, unless they are suitably and safely to bystanders.
locked. Never pour gasoline or diesel fuel into open, wide and low
Never perform any work on the machine with the engine containers. Never use gasoline, solvents or other flamma-
running, except when this is specifically required. Do not ble fluids to clean parts. Use proprietary certified non-
wear loose clothing, jewellery or such near moving parts. flammable, non-toxic solvents only.
When service or maintenance require access to areas that When using compressed air to clean parts, wear safety
cannot be reached from the ground, use a ladder or step glasses with side shields. Limit pressure to max 2 bars, in
platform conforming to regulations in force. If such means accordance with local safety regulations in force.
are not available, use machine grab rails and steps.
Do not run the engine in closed buildings without proper
Always perform all service or maintenance work with the
ventilation capable to remove lethal fumes.
greatest care and attention.
Shop and/or field service platforms or ladders should be Do not smoke, use open flames or produce sparks nearby
manufactured in accordance with safety regulations in while refuelling the unit or handling highly flammable
force. materials.
Disconnect batteries and label all controls to warn that Do not use any flame as a light source during maintenance
service work is in progress. Block the machine and all work or to look for leaks anywhere on the machine.
attachments to be raised. Make sure that all tools provided are in good condition at
Do not check or fill fuel tanks, batteries and accumulators, all times. NEVER USE tools with mushroomed or
nor use the starting liquid if you are smoking or near open damaged heads. Always wear eye protections.
flames. These fluids are flammable!
Move with extreme care when working under the machine,
BRAKES ARE INOPERATIVE when manually released its attachments, and even on or near them. Always wear
for servicing. Provisions must be made to maintain control protective safety equipment as required, such as hard hat,
of the machine using suitable blocks or other means. goggles, safety shoes, and ear plugs.
W270 0-5
SAFETY RULES
In case tests during which the engine should be kept Metal cables get frayed after prolonged use. Always wear
runinng, a qualified operator must sit in the driver’s seat appropriate protections (heavy gloves, goggles, etc.)
with the mechanic in sight at all times. Place the transmis- while handling them.
sion in neutral, apply and lock the brakes. KEEP HANDS
Handle all parts carefully. Keep hands and fingers away
OFF MOVING PARTS.
from gaps, gears, and similar. Always use and wear the
In case of field service, move machine to level ground, if appropriate protections.
possible, and block it. If work on an incline cannot be
Water can build up in pneumatic systems from
advised, block the machine and its attachments securely.
condensate moisture due to changes in atmospheric
Move damaged to level ground as soon as possible.
conditions. If necessary, drain such deposits following
Do not trust worn and/or kinked chains and cables. Never instructions.
use them for lifting or pulling. Always wear heavy gloves to
Before carrying out any maintenance work or service, lock
handle chains or cables.
the machine articulated frame modules using the appro-
Be sure chains and cables are firmly fastened and that priate safety device. Remember to remove and store it
anchor points are strong enough to withstand the properly at the end of work.
expected load. Nobody should stay near the anchor If the machine is equipped with hydraulic brakes, make
points, cables or chains. DO NOT PULL OR TOW sure that the reservoir is always filled up to the correct
UNLESS THE OPERATOR’S COMPARTMENTS OF level.
THE MACHINES INVOLVED ARE FITTED WITH THE
PROPER GUARDS AGAINST BACKLASH IN CASE OF Always block all wheels, front and rear, before bleeding
CABLE OR CHAIN FAILURE OR DETACHMENT. the braking system or disconnecting control hoses and/or
Keep the area where maintenance is carried out CLEAN cylinders.
and DRY at all times. Clean immediately all water and oil
spillages.
Do not pile up oily or greasy rags as they represent a major
fire hazard. Always store them in closed metal containers.
Before starting the machine or its attachment, check,
adjust and lock the operator’s seat. Also ensure that STARTING
nobody is within the machine operating range. Sound the Do not run the engine in closed buildings without proper
horn. ventilation capable to remove lethal exhaust fumes.
Rust inhibitors are volatile and flammable. Use them only Do not place head, body, limbs, feet, hands or fingers near
in well ventilated areas. Keep open flames away - DO NOT rotating fans or belts.
SMOKE - Store containers in a cool well ventilatedplace
where they could not be reached by unauthorised people. Be especially careful near blower fans.
Do not carry loose objects in your pockets that might fall REMEMBER THAT THE STARTING FLUID IS HIGHLY
unnoticed into open compartments. FLAMMABLE. Follow recommendations provided in this
Manual and printed on the containers. Containers must be
Wear safety glasses with side shields, hard hat, safety stored in a cool, well ventilated place out of the reach of
shoes, heavy gloves when metal particles or similar may unauthorised persons.
be ejected and hit you. DO NOT PUNCTURE OR BURN CONTAINERS.
Wear appropriate protective equipment such as dark
safety glasses, hard hat, protective clothing, special
gloves and footwear while welding. Nearby persons
should also wear dark safety glasses even if they are not
welding. DO NOT LOOK THE WELDING ARC WITHOUT
PROPER EYE PROTECTION. ENGINE
Become acquainted with all your jacking equipment and its Loosen the radiator cap very slowly to relieve system
capacity. Remember that the jacking point on the machine pressure before removing it. Always top-up coolant level
should be appropriate for the load applied. Also, be sure with the engine off.
the support area of the jack at the machine and on the
Avoid that flammable materials could touch exhaust parts.
ground is appropriate and stable.
If not possible, provide necessary protections.
Any load supported by a jack represents a possible
Do not refuel with the engine running, especially if hot, as
hazard. Always transfer the load onto appropriate support
this increases fire hazard.
means according to local or national safety requirements
before proceeding with service or maintenance work. Never attempt to check or adjust fan belt tensions when
0-6 W270
SAFETY RULES
the engine is running. to any intervention, install all safety devices according to
current regulations. In case the attachment is to be
Do not adjust the fuel pump when the machine is motion.
operated through the machine hydraulic system for
Do not lubricate the machine with the engine running. maintenance purposes, remember to do so only while
sitting in the driver's seat. Make sure that nobody is within
Do not run the engine with air intakes, door or guards
the machine operating range. Before operating the
open.
attachment, alert people by sounding the horn and by
voice. Raise the attachment slowly.
Do not use the machine to transport loose objects, unless
ELECTRICAL SYSTEM proper devices to this purpose are provided.
Always disconnect the batteries prior to any intervention Clutches and brakes of this machine as well as auxiliary
on the machine or its electrical system (cleaning, repair, devices and attachments (such as drive cylinder or winch
maintenance). control valves) should always be properly adjusted in
accordance with the instructions provided by the Manu-
Should booster batteries be used, remember to connect facturer. Never perform adjustments with the engine
ends of the booster cables in the proper manner: (+) to (+) running, except when this is specifically required by the
and (-) to (-). Do not short-circuit terminals. Thoroughly relevant procedures.
follow instructions given in this Manual.
Before any intervention, make sure that the battery
isolator switch is off.
BATTERY GAS IS HIGHLY FLAMMABLE. Leave the
battery compartment open during recharging to improve TYRES AND WHEELS
ventilation. Never check battery charge by placing metal Make sure that the tyre inflation pressure corresponds to
objects across the posts. Keep sparks or open flames specifications issued by the Manufacturer. Regularly
away from batteries. Do not smoke near the battery to check inflation pressure.
prevent explosion hazard.
Should pressure be changed, do this while staying on the
Before any intervention, make sure that there are no fuel tyre side and at a safe distance.
or electrolyte leakages. If any, correct prior to proceeding
Pressure checks should always be carried out with the
with further work. Do not recharge batteries in confined machine unloaded and cold tyres.
spaces. Ensure proper ventilation is provided to avoid
accidental explosions due to build-up of gas released Never use reconditioned tyre rims, since possible
during charging. weldings, incorrect heat-treatments or repairs can
weaken the wheels and cause damages or failures.
Do not cut, nor weld rims with inflated tyres installed.
HYDRAULIC SYSTEM The spare tyre should be inflated only enough to keep the
rim components assembled. Remember that when not
Pressure fluid escaping from a very small hole can be installed on the disc, a tyre inflated to maximum pressure
almost invisible and still have sufficient force to penetrate can explode.
the skin. Always check any suspected pressure leaks
Therefore, maximum care must be taken when handling a
using a piece of cardboard or wood. DO NOT USE
fully inflated tyre.
HANDS. If injured by escaping fluid, obtain medical
attention immediately or serious infection or reaction may Before servicing tyres, block all wheels, front and rear.
develop. After jacking up the machine, block it in the raised position
using suitable stands conforming to current safety
Stop the engine and relieve all system pressure before
regulations.
removing panels, housings, caps, plugs or covers.
Deflate the tyre before removing objects from the tyre
Always use gauges of adequate capacity (end-of-scale
tread.
reading) and follow recommended procedures.
Never inflate tyres with flammable gas: explosions and
severe bodily injuries may result.
When starting your work shift, check for loose wheel or rim
bolts and brackets and retighten to correct torque as
TOOLS necessary.
Always keep head, body, limbs, feet, or hands away from
bucket, blade, or ripper when in the raised position. Prior
W270 0-7
SAFETY RULES
DECOMMISSIONING THE MACHINE

WARNING
• The decommissioning of the machine must be

For the decommissioning of the machine, the
performed exclusively by personnel trained,
availability of particular tooling (hoists, hydraulic
qualified and authorised to perform such
presses. containers for liquids etc.) is required as
operation.
well as specific tools listed in the Repair Manuals,
available from FIAT-HITACHI Dealers.
• Start the disassembly of hydraulic
This has the purpose of avoiding that during
components only after the same, the hydraulic
disassembly operations, dangerous situations may
oil and lubricants have fully cooled-off and
arise both for the personnel involved and the
after all residual pressures have been
environment.
released, as described by the Repair
Instruction Manual.
In the machine are present:
• Fluids under pressure (hydraulic system, cooling
• Prior to proceeding with disassembly
system etc.)
operations, comply with the GENERAL
• Gases (air conditioning system and accumulator, if
SAFETY RULES and drain each components
installed)
of the machine filled with fluids, both in the
• Mechanical devices mounted under pressure
reservoirs and the relevant systems.
(track tensioner etc.)
• Heavy machine components (frames, blades,
buckets etc.)
WARNING
Ensure that the attachment is safely resting on to the ground before repairing,adjusting, or servicing
machines fitted with hydraulically, mechanically or cable controlled attachments (such as excavators,
loaders, dozers, scrapers, etc.). Should it be necessary to partially or fully raise the hydraulically,
mechanically, or cable controlled attachment to gain access to certain items, make sure the attachment
is adequately retained in the raised position by means other than the hydraulic lift cylinders, cable and/or
mechanical devices used for controlling it.
0-8 W270
SPECIFICATIONS - WHEEL LOADER W270
IDENTIFICATION - 2678.260.00.1 Oil pump flow rate (at 2100 rpm) ............................
..................................................... Front 84.2 lt/min.
MARKING: W270 ..................................................... Rear 92.7 lt/min.
Main pressure on the control valve ....... 21 ÷ 24 bar
ENGINE Transmission disengagement sensor ..... 15 ± 1 bar
Make and model .......................... CUMMINS M11C Transmission induction sensors to gear teeth adjust
Net power at the flywheel ........................... 199 kW
clearance ........................................... 0.5 ÷ 0.8 mm
Maxi power speed ................................... 2100 rpm
Max torque .......................................... 128.5 daNm Transmission oil high temperature sensor setting ...
Max torque speed .................................... 1300 rpm ............................................................... 122 ± 3°C
Diesel type, 4 stroke, direct injection, turbocharged
Number of cylinders .............................................. 6
Bore x stroke .................................... 125 x 147 mm
Total displacement ................................ 10800 cm3 AXLES
Valve/rocker operation lash: Axles complete with disc brakes in oil bath.
- intake ..................................................... 0.35 mm Self-locking differentials.
- exhaust .................................................. 0.70 mm Planetary final drives.
Firing order ........................................... 1-5-3-6-2-4 Stiff front axle, support structure type
Minimum starting temperature: ..................... - 20°C - reduction ratio ...................................... 1 : 25.381
Engine coolant high temperature sender setting ..... Oscillating rear axle, support structure type
.............................................................. 101 + 2 °C - reduction ratio ...................................... 1 : 25.381
Engine oil low pressure switch setting ....................
.................................... 0,5 ± 0,1 bar (at idle speed)
TYRES
ENGINE SPEEDS Type .................................. 26.5 R25 XHA tubeless
Minimum idle speed (no load) .................... 720 rpm Inflating pressure
Maximum idle speed (no load) ................. 2310 rpm - Work: front = 4.25 bar
Converter stall speed ....................... 2200 ± 50 rpm rear = 2.75 bar
Steering stall at idle speed > ...................... 600 rpm - Transfer: front = 2.00 bar
Attachment stall ............................... 2250 ± 50 rpm rear = 2.00 bar
Full stall ......................................... 1990 ± 100 rpm Wheel tightening torque ......................... 78.8 daNm
BRAKES
TORQUE CONVERTER Delivery brakes pump at nominal speed .. 29.7 lt/min.
Type: Niigata 13.5" (MS370) single-stage, single- Accumulator recharge start pressure ...... 80 ± 5 bar
phase Accumulator recharge end pressure ..... 110 ± 5 bar
Main converter pressure ................................... bar Accumulator pre-charge pressure (1.4 lt) ..... 45 bar
Converter safety valve pressure .................. 7.2 bar Transmission disengagement pressure switch
setting ........................................................... 15 bar
Brake oil low pressure sensor setting ........... 60 bar
TRANSMISSION Brake lights pressure switch setting ............ 1.8 bar
Maximum ground speeds (forward/reverse) in kph Parking brake applied pressure switch setting ........
(with 26.5 R25 XHA tyres): ON 10 bar - OFF 15 bar
Forward speed kph Reverse speed kph

st st
1 7.58 1 8.16
2nd 13.81 2nd 14.85 STEERING SYSTEM
3rd 22.12 3rd 23.66 Cylinders ........................................ 2 double-acting
4th 37.14 4th 38.62 - bore x stroke ................................... 80 x 542 mm
Stand-by/main priority valve setting ............ 206 bar
W270 0-9
ATTACHMENT HYDRAULIC SYSTEM Three-position control switch as follows:

Sealed type with anti-cavitation and safety valves. Position 0: disengaged
- Pump flow rate at rated speed ............. 193 lt/min. Position 1: LTS engaged with speeds exceeding 7
2 or 3 spool control valve kph
Piloted control Position 2: (to be used only for maintenance or repair)
Hydraulic double-acting cylinders: LTS engaged at all times.
- Boom control ..................................................... 2 - Accumulator safety valve setting .............. 120 bar
- Bore x stroke ................................ 170 x 920 mm
- Bucket control cylinder ELECTRICAL SYSTEM

- Bore x stroke ................................ 210 x 570 mm Operating voltage ............................................ 24 V
- Pressure relief valve setting ..................... 206 bar Batteries in series ................................... 2 - 160 Ah
- Lift safety valve setting ......................... ...274 bar - maintenance - free type
- Bucket roll-back safety valve setting (A1) 230 bar DELCO starter motor
- Bucket roll-out safety valve setting (B1) ... 186 bar Rated power ........................ 42MT - 24V - 7.8 kW
DELCO alternator with voltage regulator
.................................................... 21SI - 24V - 70A
OPTIONS
Electronic anti-pitch LTS (Load Travel Stabilizer)
system. WEIGHT
Loader weight with 26.5 R25 tyres, 4 m3 bucket, fully
filled with fluids and operator 22000 kg.
MAIN DIMENSIONS
Dimensions taken with machine with the loader fitted with 26.5 R25 XHA tyres and 4 m3 load capacity bucket.
Notes: Dimensions in mm 3050

Toothed bucket
40°
6800
45°
5770
1275
4360
3500
2965
°
48
1070
530
570
30
1700
3400 2230
2960
8860
0 - 10 W270
FLUIDS AND CAPACITY TABLE
Component to Capacity Fluids and Lubricants Technical data and Viscosity Temperature of
be filled (lts) classification (SAE) operation (°C)
Engine 34 AMBRA - Super Gold API CF-4/SG, CCMCD4, 15W-40 -10 +50
MIL-L-2104E, NH 324 G 10W-30 -30 +20
Cooling 77 AMBRA - Agriflu NH 900 A - -38 +50

system (Mixed with
water at 50%))
Transmission 35 AMBRA - Super Gold API CF-4/SG, CCMCD4, 15W-40 -10 +50
MIL-L-2104E, NH 324 G 10W-30 -20 +50
Hydraulic and 220 AMBRA - Hi Tech 46 ISO VG46, DIN 51524 - -20 +50
brake system Part 1 e 2, QFH583/HD
front 48
Axles AMBRA TX Fluid API GL5, QFH 586 TR 85W-90 -20 +50
rear 48
Lubrication of
- AMBRA - MG2 QFH 585 GR, NLGI 2 - -40 +50
pivot points
Fuel tank 320 - - - -
The capacity are intended as "total"
W270 0 - 11
UNITS OF MEASURE CLASSIFICATION OF STANDARD COMPO-

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

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

item. Its meaning is indicated in the table that follows.
g - Coating index digit
It indicates the coating applied to a defined item.
0 - 12 W270
Resistance class and material

Material
index (f)
FIAT UNI DIN SAE BSI BNA
0 R 40 4D - 4S - 4A 1 A 42
1 R50 5S - 6S 3 P 56
2 R80 8G 5 T 80
3 R100 100 10K 8 V 100
4 Brass Brass Messing Brass Brass Laiton
5 Aluminium Aluminium Aluminium Aluminium Aluminium Aluminium
6 Copper Copper Kupfer Copper Copper Cuivre
7 Blank for other metallic materials
WARNING TORQUE TABLES
- Lubricate all hardware until 24 dia., with engine oil. If correct torque is not specifically indicated in the
Use grease for larger diameters. relevant pages, refer to the following tables.
- Tolerance on torque: ± 5%
- Resistance classes R80, R100, R120 must be

understood as follows:
10.9 replaces R100

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

galvanised.
W270 0 - 13
NUTS (ZNT) SCREWS (ZNT/DEIDR)
Strength grade: 10 (R80) Strength grade: 10.9 (R100)
Diameter normal low type with polyamide ring Diameter normal self-locking
and pitch normal low type and pitch ZNT ZNT
mm daNm daNm daNm daNm mm daNm daNm
M6 x 1 1.3 1.2 - - M6 x 1 1.3 -
M8 x 1.25 3.2 2.6 3.9 3.2 M8 x 1.25 1.3 3.5
M10 x 1.25 7.2 5.2 8.2 6.2 M10 x 1.25 7.1 7.9
M10 x 1.5 6.5 5 7.7 6 M10 x 1.5 6.5 7
M12 x 1.25 13 8.7 14.5 10.2 M12 x 1.25 12.7 13.9
M12 x 1.75 11 8.1 12.9 9.6 M12 x 1.75 11 12
M14 x 1.5 19.5 13 21.6 15 M14 x 1.5 20 22
M14 x 2 18 12.5 20 14.6 M14 x 2 18 19
M16 x 1.5 30 17 34 20 M16 x 1.5 30 33
M16 x 2 - - - - M16 x 2 - -
M18 x 1.5 45 25 50 29 M18 x 1.5 45 48
M18 x 2.5 - - - - M18 x 2.5 - -
M20 x 1.5 60 30.5 64.5 35 M20 x 1.5 60 65
M20 x 2.5 - - - - M20 x 2.5 - -
M22 x 1.5 80 41 - - M22 x 1.5 80 90
M22 x 2.5 - - - - M22 x 2.5 - -
M24 x 2 100 47 108 52.5 M24 x 2 100 110
M24 x 3 - - - - M24 x 3 - -
M27 x 2 95 40.1 - - M27 x 2 100 -
M30 x 2 130 49.4 - - M30 x 2 140 -
M33 x 2 170 - - - M33 x 2 190 -
M36 x 3 220 - - - M36 x 3 240 -
SECTION 1
ENGINE
TABLE OF CONTENTS
PARAGRAPH SUBJECT PAGE
1.1 IDENTIFICATION DATA ........................................................................................... 1
1.2 GENERAL SPECIFICATIONS OF SERIES “M11” ENGINE .................................... 2
1.3 ENGINE SUPPORTS ............................................................................................. 5
1.4 DIAGRAMS OF SERIES “M11” ENGINES .............................................................. 6

W270 ENGINE 1-1
1.1 IDENTIFICATION DATA
Data plates of series M11 engine

The engine identification plate provides specific
information for your engine.
Note: the Engine Data plate must not be replaced

without approval by Cummins Engine Company
Inc.
The identification plate is located on the injection pump

side of the engine, on the rocker arm cover side.
1. Engine serial number (ESN)

2. Model
Fig. 1-1 3. Engine power and speed
Fig. 1-2
Data plate of fuel injection pump

The data plate for fuel injection pump is located on
the upper side of the pump itself.
It provides information relative to the calibration of
the pump.
1-2 ENGINE W270
1.2 GENERAL SPECIFICATIONS OF

“M11” SERIES ENGINE
Engine General Data
Power (please refer to the engine identification plate)

Engine speed at maximum power :
Rated setting ... .................................................................................................................. 2100 rpm
Bore and stroke .... ......................................................................... 125 x 147 mm [4.921 x 5.787 in]
Displacement . ........................................................................................................... 10.8 lt [661 C.I.D.]
Firing order ........................................................................................................................... 1-5-3-6-2-4
Engine weight (with standard accessories)
Weight dry: ............................................................................................................. 929 kg [2045 lbs]
Weight supplied (with engine fluids) . ..................................................................... 981 kg [2160 lbs]
Engine rotation (seen from front side of engine): ................................................................... Clock wise
Fuel system
For the performances and the fuel delivery values, please refer to the engine data sheet or the fuel pump code for
the specific models involved.
Maximum restriction of fuel feeding pump inlet

Clean fuel filter ................................................................................................. 102 mm Hg [4 in Hg]
Dirty fuel filter .. ............................................................................................... 204 mm Hg [8 in Hg]
Maximum restriction of fuel discharge piping
Without check valves ...................................................................................... 63 mm Hg [2.5 in Hg]
With check valves . ...................................................................................... 165 mm Hg [6.5 in Hg]
Maximum fuel inlet temperature .. ...................................................................................... 71°C [160°F]
Minimum engine starting speed .................................................................................................150 rpm
Lubrication system
Oil pressure:
At idle speed (minimum allowed) ............................................................... 0.69 bar (70 kPa) [10 psi]
At 1200 rpm or Torque Peak (minimum allowed) ............................................ 2 bar (207 kPa) [30 psi]
Oil capacity of standard engine

Filter combination . .............................................................................................. 2.6 lt [0.7 U.S. gal]
Oil sump (high - low) .................................................................................. 34 - 26.5 lt [9 -7 U.S. gal]
W270 ENGINE 1-3
Cooling system
Cooling capacity (engine only - Aftercooled) ............................................................ 12.9 lt [3.4 U.S. gal]
Thermostat range ........................................................................................... 82 - 93°C [180° to 200°F]
Coolant pressure in cylinder block (pressure cap removed):
Minimum
Thermostat closed - 1800 rpm - no load . ........................................... 1,37 bar (138 kPa) [20 psi]
Maximum
Thermostat closed ............................................................................ 2.75 bar (275 kPa) [40 psi]
Maximum allowed operating temperature .. ...................................................................... 100°C [212°F]
Minimum recommended operating pressure ....................................................................... 71°C [160°F]
Maximum allowed de-aeration time .. ........................................................................................... 35 min
Maximum recommended cap pressure ............................................................... 0.42bar (48 kPa) [7 psi]
Intake system
Maximum temperature increase between ambient and engine intake air:

(ambient temperature higher than 0 °C - 32 °F) ..................................................................... 17°C [63°F]
Maximum intake restriction (air cleaner element clean) .................................... 254 mm H2O [10 in H2O]
Maximum intake restriction (air cleaner element clean) .................................... 635 mm H2O [25 in H2O]
Exhaust system
Maximum counterpressure from piping to silencer (combined):

Hg ................................................................................................................................ 76 mm [3 in ]
H2O ......................................................................................................................... 1016 mm [40 in ]
Dimension of exhaust pipe (normally acceptable inner diameter) . ................................... 102 mm [4 in ]
1-4 ENGINE W270
Electrical system
Voltage of system
Ambient temperature
-18°C (0°F) 0°C (32°F)
Cold starting Reserve Cold starting Reserve

1
Amp Cap. Amp Amp Cap.1 Amp
12 Volt 1800 640 1280 480

24 Volt 90 320 640 240
1. The quantity of plates for a certain dimension of batteries determines the capacity.
The reserve capacity derives from the length of the time the starting is operated.
2. The CCA specifications are based upon two 12 Volt batteries in series.
Batteries (Specific gravity)
Specific gravity at State of the charge

27°C [80°F]
1.260 - 1.280 100%

1.230 - 1.250 75%
1.200 - 1.220 50%
1.170 - 1.190 25%
1.110 - 1.130 Discharged
W270 ENGINE 1-5
1.3 ENGINE SUPPORTS
The engine is mounted on the rear module of the fra- bolted on elastic pads and on the rear, by plates bolted
me in four points: frontally, by the transmission-torque to the engine and supported by elastic pads as well.
converter group, that in turn, is supported by brackets
2 1
4 1
10 3
6
11
7
12 1
8
14
13 4
Fig. 1-3 Engine supports
Notes - 1 22.4 daNm 3 19.5 daNm

.
2 6 daNm 4 22.4 daNm
1. SCREW M10x1.5x110 6. PLATE 11. LEFT FRONT SUPPORT

2. WASHER 7. WASHER 12. SCREW M16x2x110
3. LEFT REAR SUPPORT 8. NUT 13. WASHER
4. SCREW M16x2x110 9. LOWER PAD 14. SCREW M16x2x45
5. UPPER PAD 10. SCREW M16x2x45
1-6 ENGINE W270
1.4 SERIES "M11" ENGINE DIAGRAMS
The illustrations here below contain information relative The illustrations and the configuration of the components
to the engine components, the location of the filters, illustrated in these diagrams are of a general nature.
the draining points and the access positions for the The locations of some components change, depending
instrumentation and controls of the engine. upon the application and installation.
For the disassembly, check, overhaul and reassembly of

the engine, please refer to the specific CUMMINS Manuals.
Oil pressure
Fume recirculation port check point
Fuel return to reservoir
Engine serial number

and data plate
STC oil feeding

piping
Fuel delivery piping
to injectors
Fuel inlet
Fuel filter
STC oil distributor
STC fuel pressure pick-

up piping
Power steering pump Flywheel ring gear

arrangement sensor
Starter motor
Fuel pump Arrangement for

oil sump heater
Fig. 1-4 Side wiew of STC fuel pump
W270 ENGINE 1-7
Coolant temperature Coolant tempera-

pick-up point Turbo charger ture sender Engine breather
(coolant)
Heater delivery Partialiser
Fan sensor
Arrangement for Alternator

coolant heating
Heater
return
Coolant
filter
Radiator return
piping
Jacobs motor
brakes oil delivery
Engine oil filter

Oil side draining
Dipstick
Oil filler neck Coolant inlet Oil draining
Fig. 1-5 Exhaust side view
SECTION 2
TRANSMISSION
TABLE OF CONTENTS
2.1 GENERAL DESCRIPTION .................................................................................... 1
2.2 TORQUE CONVERTER - TRANSMISSION ........................................................... 2
2.3 TORQUE CONVERTER ......................................................................................... 8
2.4 TRANSMISSION - TORQUE CONVERTER PUMP ................................................ 10
2.5 TRANSMISSION ................................................................................................... 11

2.5.1 Power train diagram ............................................................................................... 15
2.5.2 Transmission control valve ..................................................................................... 17
2.6 AUTOMATIC TRANSMISSION CONTROL SYSTEM ............................................. 32
2.7 TRANSMISSION SELECTOR ............................................................................... 39
2.8 OIL CIRCUIT ......................................................................................................... 44
2.9 DISASSEMBLY TRANSMISSION .......................................................................... 46
2.10 REASSEMBLY TRANSMISSION ........................................................................... 73
2.11 TROUBLESHOOTING GUIDE ............................................................................... 100
2.12 MAINTENANCE REFERENCE VALUES ............................................................... 103
2.13 TIGHTENING TORQUES ....................................................................................... 107
2.14 PROP SHAFTS ..................................................................................................... 108
2.15 FRONT AND REAR AXLES .................................................................................. 110

2.15.1 Description of axles ............................................................................................... 110
2.15.2 Description of differential ....................................................................................... 115
2.15.3 Description of final drives ...................................................................................... 117
2.16 DISASSEMBLY OF AXLES ................................................................................... 119
2.17 REASSEMBLY OF AXLES .................................................................................... 130
2.18 TROUBLESHOOTINGS ......................................................................................... 150
2.19 STANDARD VALUES FOR MAINTENANCE .......................................................... 151
2.20 TIGHTENING TORQUE VALVE FOR MAIN BOLTS ............................................... 152
2.21 WHEELS ............................................................................................................... 153

2.21.1 Tyres...................................................................................................................... 153
W270 TRANSMISSION 2-1
2.1 GENERAL DESCRIPTION
The transmission power train is made of a drive group is increased. The power driven to each axle reaches,
(torque converter and transmission), prop shafts, front through the wheels, the tires, thus driving the loader.
and rear axles and tires. Here below a diagram of the transmission power train
The engine power is driven to the converter-transmis- is provided.
sion group, where the r.p.m. are reduced and the torque
Front axle Front wheel

Engine Torque Transmission
converter
Rear Rear
axle wheel
: Prop shaft
Tire and wheel assembly
Torque converter
Rear axle
Prop shaft
Transmission
Front axle
Fig. 2-1 Composition of transmission power train
2-2 TRANSMISSION W270
2.2 TORQUE CONVERTER - TRANSMISSION
TORQUE CONVERTER
- Designation .................................................................................... TCM 678-25 (NIIGATA 13.5" MS370)
- Type ............................................................................................ 3 elements, single stage, single phase
- Radiator ................................................................................... Water cooled, with multiple radiating fins
- Minimum operation pressure ........................................................................................... 2.8 bar (40 psi)
TRANSMISSION PUMP
- Designation ............................................................................................................................. SDB 4044
TRANSMISSION
- Control .................................................................................................................... Manual or automatic
- Type .................................................. Controlled by solenoid valves, full power-shift with constant mesh
gears with controlled modulation
- Speeds .............................................................................................................. 4 forward and 4 reverse
CLUTCHES (TRANSMISSION)
- Type ...................................................................................................................... Oil bath, multiple disc
- Operation ................................................................................................................................. Hydraulic
- Setting pressure ............................................................................................ 21 ÷ 24 bar (299 ÷ 341 psi)
- Oil capacity.................................................................................................................. 40 l (6.6 U.S. gal)
- Weight (converter - transmission) ............................................................................... 838 Kg (1850 lbs)
GENERAL DESCRIPTION
The control group of the transmission is made of a The engine power is driven to the transmission unit
combination of the torque converter and the by the flywheel and the converter.
transmission, in a single body. The engine and the torque converter - transmission
The power train system is connected to the engine group are connected by means of a splined flange.
and is installed on the rear frame.
Transmission - Torque converter Besides for the removal of the parking brake, it is
necessary to compress the engagement springs by
Countershaft power-shift type with 6 clutch packs for means of a screw placed on it.
4 forward and 4 reverse speeds. The torque converter This operation must be carried out each time the
is mounted are the transmission housing and is a 3 machine must be moved with a dead engine.
element type, single stage, single phase.
The hydraulic circuit has:
- The lubrication fo the shaft with the directional
Transmission control
clutches assured by a section of the feed pump.
The gear shifting is completely electric and there are
- The second speed clutch engagement modulation
various gearshifting modes:
is assured by an accumulator and a no-return val-
ve with an orifice.
- Normal working phase in automatic and manual
The hydraulic circuit is feed by a two-section gear
modes.
type pump. The first section feeds the clutch
- Kick-down function.
engagement circuit, the torque converter and assure
- Shift-down function (only for automatic mode).
the lubrication of the shafts with the speed clutch
- Transmission disengagement when braking.
packs.
The second section assures the lubrication of the
All the components are located inside the cab. the
directional clutch packs.
gear selector located on the steering column, a switch
On the second speed shaft is installed the multiple
located under the throttle pedal and a switch located
disc parking brake. It is disengaged by hydraulic
at the base of the bucket control for "Kick-down"
pressure and engaged by spiral type springs. The
function, a series of relays and fuses located in the
control is assured by means of a steel cable actuated
main electric board and the transmission electronic
by a control knob placed on the dashboard and
unit located behind the seat the main difference
operating an hydraulic control valve.
between a machine with automatic transmission and
The selection of the various speeds is obtained through
one with manual transmission is given by the fact
a control valve incorporating all the valves, such as,
that all functions described above are in an automatic
the spools, the main pressure regulating valve and
transmission controlled by the electronic unit, while
the modulating valves.
in the manual transmission the sames are controlled
Totally there are 4 solenoids that are controlled by a
by the relays and fuses console.
speeds selector installed on steering wheel support.
The only valves placed outside the control valve are
the torque converter inlet safety valve and the
modulating valve with accumulator for the engagement Advantages of automatic transmission:
of the second speed. - Confort.
To avoid traction losses during shifting operations from - Modulation.
second to first speed, a non-return valve with orifice - Less gearshifting requirements.
and accumulator is fitted or the second speed supply - Less noise (two to medium low no-load engine
retarding the disengagement of the clutch pack. speeds during gearshifting).
As a result there will be a temporary pressure - No loads on transmission.
overload in the first and second clutch packs (also of - Optimized use of power-train components (engine,
the third clutch pack as a result of the system transmission, axles).
arrangement) with partial engagement of the two - No possibility of incorrect operation.
clutch packs. - Performance and production.
In this way the machine is not moving backward during - Maximum use of engine output.
shifting from second to first speed in uphill operations. - Overall efficiency of torque converter.
The emergency pump is connected to the output shaft - Less fuel consumption.
through on idler gear placed on 3rd and 4th gear shaft. - Reduction in travel times.
The transmission disassembly does not reguire - Increased production.
particular cautions, there are no adjustment either for - Easy and safe driving.
clutch packs or shafts. - More operator concentration on production.
All shafts are rotating on ball bearings. The only caution
to be observed regards the removal of the torque
converter that must be removed together with thee
transmission front cover to which it is connected with
screws mounted on the inside.
1
1 4
10
2
3 7
9 1
6
2 1 8
Fig. 2-2 Supports of the transmission-torque converter group
2 5 daNm
Note - 1 20 daNm
3 18 daNm
1. ENGINE 7. SECURING SCREWS FOR BRACKET ON ENGINE

2. TRANSMISSION-TORQUE CONVERTER GROUP 8. SECURING SCREWS FOR BRACKET ON
3. TRANSMISSION FEED PUMP TRANSMISSION
4. ENGINE SUPPORT TO FRAME SECURING 9. SECURING SCREW FOR TRANSMISSION
SCREW SUPPORT TO FRAME
5. UPPER AND LOWER SUPPORT PAD 10. ENGINE SUPPORT
6. SUPPORT BRACKET FOR TRANSMISSION-
ENGINE
TRANSMISSION - TORQUE CONVERTER GROUP OF MODEL W270
2-5
Clutch engagement oil pressure: 21 - 24 bar (299 - 342 psi) 1. From HEAT EXCHANGER Note:
Opening pressure of safety valve: 7.2 bar (102 psi) 14. 2nd SPEED CLUTCH 21 - 24 bar PRESSURE PORT
2. OIL FILLER HOLE
15. 3rd SPEED CLUTCH 21 - 24 bar PRESSURE PORT 1 Threaded part : LOCTITE 572
3. PARKING BRAKE DISENGAGEMENT PRESSURE
daNm Value of tightening torque 16. 4th SPEED CLUTCH 21 - 24 bar PRESSURE PORT
4. To HEAT EXCHANGER 2 Energizing table of transmission control valve solenoid valves
17. PRESSURE SWITCH MOUNTING PORT
5. From FILTER
Pressure test point 18. TEMPERATURE SENSOR MOUNTING PORT
11. REVERSE CLUTCH 21 - 24 bar PRESSURE PORT
19. CONVERTER OUTPUT PRESSURE PORT
( : Energized)
12. FORWARD CLUTCH 21 - 24 bar PRESSURE PORT
31. TRANSMISSION PUMP
13. 1st SPEED CLUTCH 21 - 24 bar PRESSURE PORT sol. FWD. sol. REV. sol. A sol. B
32. SUCTION PIPE
33. STRAINER
th
4 FWD.
• •
34. OIL LEVEL
3rd FWD.
•
35. CONTROL VALVE
2nd FWD.
• • •
36.
37.
HOSE
BREATHER
1st FWD.
N
• •
38. SPRING
st
1 REV.
• •
Section A-A
39. PLUNGER (SAFETY VALVE) 2nd REV.
• • •
40. MOUNTING FOR EMERGENCY STEERING PUMP 3rd REV.
•
View from G
41. MOUNTING FOR EQUIPMENT-STEERING/BRAKES PUMP 4th REV.
• •
Note - For sections D-D, E-E, J-J, please refer to the page to follow. Fig. 2-3 Transmission - torque converter group of model W270 (1)
2-7
2 TRANSMISSION -TORQUE CONVERTER GROUP OF MODEL W190
1. POWER PUMP 15. DRAINING PLUG 29. OIL CONTROL VALVE COVER
2. PUMP SLEEVE 16. REVERSE GEAR 30. 3RD - 4TH SPEED CLUTCHES SHAFT
3. PUMP DRIVE GEAR 17. SHAFT 31. 5TH - 4TH SPEED GEAR
4. BEARING SUPPORT 18. OIL DISTRIBUTION COVER 32. PLATE
5. TORQUE CONVERTER TURBINE 19. FOR/REV CLUTCHES SHAFT 33. SPEED SENSOR (FOR SPEEDOMETER)
6. TORQUE CONVERTER HOUSING 20. GEAR 34. PISTON MOUNTING
7. IDLE GEAR 21. 1ST-2ND SPEED GEAR 35. BRAKE MOUNTING
8. IDLE GEAR 22. PARKING BRAKE DISC HUB 36. INNER TOOTHED DISCS
9. COVER 23. PLUG 37. OUTER TOOTHED DISC
10. 1ST - 2ND SPEED CLUTCHES SHAFT 24. PARKING BRAKE RELEASE SCREW 38. COVER
11. FLANGE 25. OIL BAFFLE 39. PISTON
12. OIL SEAL 26. REAR TRANSMISSION HOUSING 40. SPRING
13. PLUG 27. TRANSMISSION HOUSING 41. FINAL DISC HOLDING PLATE
14. SEAL RETAINING COVER 28. GEAR
Note - 1 Torque converter housing connection flange : LOCTITE FMD-127
2 Threaded part: LOCTITE 262

4 Outer diameter: LOCTITE 572
5 Setting of gap E: after bringing the sensor against the gear, move it away, by
loosening it, 1.5 turn.
3
Note - procedure for the installation of seals
Seal outer diameter (metal): LOCTITE 262
Seal lip: Grease

2
Bevel and sliding surface of connection flanges: Grease
4
Green Black
35 34
3 1 38
5 3
39
2 40
41
36
37
Section J-J Section E-E Section D-D Detail area Z
Fig. 2-4 Transmission - torque converter group of model W270 (2)

2.3 TORQUE CONVERTER
The torque converter consists of a torque converter the torque converter housing, filled with oil.
group, an hydraulic pumps drive gear and a turbine The hydraulic pumps drive actuates the transmission
shaft. power pump, the equipment pump and the steering
The torque converter group is composed of a pump pump, through the drive gear, mounted on the pumps
wheel and a turbine wheel, positioned one in front of drive hub.
the other, with an intermediate stator, located inside
1 9
2
10
3
11
4 2
5
12 3
1
13
6
3 7
8
14
15
Fig. 2-5 Torque converter group
Nota - 1 4.0 ÷ 4.6 daNm (29 ÷ 33 ft-lbs) 3 Align the arrows with the oil outlet grooves in the
stator holder and the stator hub
2 5.2 ÷ 6.0 daNm (38 ÷ 43 ft-lbs)
1. TAPER PLUG 9. IMPELLER COVER

2. PUMP WHEEL COVER 10. PUMP WHEEL
3. COUPLING GEAR 11. PUMP DRIVE GEAR
4. TURBINE 12. STATOR RETAINER
5. PUMP HUB 13. TURBINE SHAFT
6. INPUT GUIDE 14. SEAL
7. STATOR HUB 15. SEAL
8. STATOR
Power train
The engine power is transmitted through the engine

flywheel, the disc joint or the coupling gear, the front
cover, the pump wheel, the turbine and the
transmission.
Oil flow (see fig. 2.5)
The oil of the torque converter coming from the

transmission control valve enters the torque converter
wheel through the duct in the stator support.
As soon as the engine starts, the pump wheel rotates,
throwing oil from the vanes of the blades of the wheel
(under the effect of centrifugal force), towards the
vanes of the turbine wheel blades. The oil flow hits
the turbine with an angle such that, in turn, the turbine
shafts rotates. The reaction torque produced by the
oil flow which hits the turbine blades, represents the
output torque provided by the turbine shaft.
The stator diverts the oil flow coming from the turbine
vanes, directing it into the pump vanes, thus creating
an increase of the torque.
Part of the oil contained by the torque converter wheel
is directed into the heat exchanger through the
appropriate duct in the stator suppor t. In
correspondence with the oil inlet into the torque
converter, a safety valve is mounted, which discharges
excess oil into the torque converter housing.
2 - 10 TRANSMISSION W270
2.4 TORQUE CONVERTER PUMP
The pump is mounted on the torque converter cover. It speed clutches, it provides lubrication to the inner
powers, through the control valve, the forward-reverse and components of the transmission, feeds the torque converter.
4 3 1
Pump main data:
Type: ................................. 2 sections, gear 2
Drive: .................................................. gear
Delivery front sect. at 2100 rpm: . 84.2 l/min
Delivery rear sect. at 2100 rpm: .. 92.7 l/min
Engine/pump speed ratio: ............. 1 : 1.018
1. TRANSMISSION CONVERTER-TRANSMISSION GROUP

2. TORQUE CONVERTER PUMP
3. SLEEVE
4. PUMP SECURING SCREW
5. TORQUE CONVERTER
Fig. 2-6 Installation of pump on transmission-torque converter group
5 13
11-12 11-12
13
7
8
10
6 14
Z 3 15
2
17 16
View from Z 18
1
9
16
16
4
16
Fig. 2-7 Composition of transmission-torque converter pump

1. FRONT COVER 6. PLATE 11. SUPPORT 16. BUSHING S
2. PUMP BODY 7. BODY 12. SEAL 17. SEAL
3. GEAR 8. GEAR 13. SEAL 18. SNAP RING
4. GEAR 9. GEAR 14. SCREW
5. SIDE PLATE 10. TOP COVER 15. WASHER
W270 TRANSMISSION 2 - 11
2.5 TRANSMISSION DIRECTION CLUTCHES SHAFT
The transmission changes the speeds and the travel The direction clutches allow the engagement or
direction. discugagement of power, under load, no matter what
speed is engaged.
The transmission includes three clutch shaft groups,
one inverter gear, one output shaft, a parking brake
and a control valve.
16
1 2 3 4 5 6 1 8 9 11 12 13
7 10 1
FORWARD REVERSE
14 15
Detail A Detail B
Fig. 2-8 Typical configuration of directional clutch packs shaft
Nota - 1 Sliding surfaces: grease.

(Pay attention to the mounting direction. Please refer to the enlarged views shown above).
1. SHAFT AND DRUM 7. DISCHARGE VALVE 13. GEAR

2. GEAR 8. SEALING RING (OUTER) 14. SEALING RING
3. INNER TOOTHED DISC 9. O-RING 15. PLUG
4. RETURN SPRING 10. SEALING RING (INNER) 16. SPRING
5. OUTER TOOTHED DISC 11. PISTON
6. SPACER 12. END DISC
(Forward/reverse shaft)
FORW. REV.
(1st/2nd speed shaft)
2a 1a
(3rd/4th speed shaft)
4a 3a
Q.ty FW.-R. 1st - 2nd 3rd - 4th

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

1
2
2 nd speed
3 clutch
5
6 To reservoir
Fig. 2-12 1st - 2nd speed oil distribution cover
1. PLUG 6. COVER
2. ADAPTER 7. PLUG
3. SPRING 8. SPOOL
4. BALL 9. SPRING
5. 1.0 mm (0.039 in) ORIFICE
The accumulator comes into action when a sudden In graph of fig. 2.21, it is possible to note how the
pressure drop accours in the actuating clutch packs pressure changes with and without accumulator.
as it happens for example when passing from 2nd to The engagement time of 1st speed t2 is distinctly lower
1st speed with a full bucket on step gradient. The then time t1 without accumulator. This translates into
accumulator therefore releases pressure to prevent an almost constant availability of the power during
the rolling backward of the machine when using the gearshifting, preventing unwanted backing of the
"Down-Shift System" that is the automatic selection machine, under the operating conditions described
of lower speeds. above.
The accumulator operates, also, in the same manner
Clutch
during normal gearshifting (from 2nd to 1st, from 2nd to
pressure
t1 3rd).
1
t2 Clutch engage-
ment oil
2 pressure
2 Operation
Time 1. When the 2nd gear is engaged, pressurised oil
1 1st speed engagement pressure
flowing out the control valve flows through the
2 2nd speed engagement pressure
check valve, to the 2nd speed clutch pack and into
(without accumulator)
the accumulator.
2 2nd speed engagement pressure 2. When from the 2nd gear the operator shifts to another
(with accumulator) speed, pressurised oil is discharged through an
orifice, so that the oil pressure in the 2nd speed
Fig. 2-13 Graph of accumulator operation clutch decreases gradually.
2.5 .1 POWER TRAIN DIAGRAM

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

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

D
– – – – – – – 2nd reverse speed
–– – –– – –– 3rd reverse speed
–– – – –– – 4th reverse speed
C A
4a 3a
D
B
Fig. 2-15 Power train diagram in reverse speed
2.5.2 TRANSMISSION CONTROL VALVE
The transmission control valve allows the selection the distribution spools regulating the oil under pressure.
of the clutches receiving oil at the engagement pres-
sure to shift direction and speed of the loader.
The control valve is equipped, also, with a modulation
The control valve includes a body and 4 solenoid device operating distinctly, depending upon the speed
valves that are energised and de-energized by the engaged. If the electrical system fails, it is possible
transmission gearshift selector (control lever), to move to operate manually the control valve.
A A
B B
C C 3 4
D 2
Fig. 2-16 Transmission control valve
1. PLATE (FOR MANUAL OPERATION) 16. ORIFICE [W] ACCESS PLUG

2. COVER 17. ORIFICE [Z] ACCESS PLUG see note
3. COVER 18. ORIFICE [Y] ACCESS PLUG
4. COVER 19. ORIFICE [X] ACCESS PLUG
5. SOLENOID VALVE 20. CONTROL VALVE BODY (UPPER)
6. CONNECTION BLOCK 21. SPRING
7. CONTROL VALVE BODY (LOWER) 22. FLOW VALVE
8. FORW./REV. SELECTOR SPOOL 23. SPRING
9. ADAPTER 24. PIN
10. SPRING 25. ROD
11. SPOOL (A) 26. INNER SPRING
12. SELECTOR SPOOL SPRING 27. INTERMEDIATE SPRING
13. SPOOL (B) 28. OUTER SPRING
14. SELECTOR SPOOL SPRING 29. LOAD PLUNGER (H)
15. ORIFICE 0.8 mm (0.031 in) diam. 30. PRESSURE REGULATING VALVE
(for SOLENOID VALVE) 31. PLUNGER
7
15
sol 8
IND.
9
sol 10
AV. (W)
11
12
A sol (Z) (X)
13
14
B sol (Y)
Sezione A-A
6 16 17 18 19
Vista da B-B
20
30
21
31
22
39
32
23
24 33
25 34
26 35
27 36
28 29 38 37 Section D-D
Section C-C
Fig. 2-17 Transmission control valve
Note - Orifices diam. in mm (inches)
Feeding 1st / 2nd 2nd 3rd / 4th

orifice [W] orifice [X] orifice [Y] orifice [Z]
6.0 (0.24) 0.9 (0.035) 0.9 (0.035) 1.5 (0.059)
32. OUTER SPRING 37. OUTER SPRING

33. INNER SPRING 38. LOAD PISTON L
34. MODULATING SPOOL 39. MANUAL SPOOL (FOR EMERGENCY
35. INNER SPRING MOVEMENTS)
36. INTERMEDIATE SPRING
1 ÷ 4 , FWD. , REV. : Clutches
Accumulator
1 2
FOR./REV
selector spool AV. IND. One way
restriction
4
sol. REV.
sol. B
sol. FWD.
to torque Spool B
converter
Manual
spool
sol. A
Spool A
Pressure
regulating (Y)
valve (Z)
(W)
(X)
Flow valve
Modulating valve
from Pump
Accumulator
(load plunger)
Fig. 2-18 Transmission control valve - Hydraulic circuit diagram
OPERATION
The modulating valve of this control valve changes The intervention of the modulating valve is represented
the time required to increase the oil pressure up to in the diagram by points A - E. The intervention of the
the clutch engagement value, modifying the pressure solenoid valves and the manual spool (emergency
increment curve, in accordance with the transmission travel spool) is explained in the pages to follow.
speed, allowing a smother gearshifting.
Speed
A D
2nd
Oil pressure
speed
3rd/4th
speed E
C
1st
speed
B
0 Time
Fig. 2-19 Variation curves of clutches engagement oil pressure
3rd speed in Neutral

(Point A of fig. 2-19)
1. The oil delivered by the transmission pump to the are connected with the discharge.
pressure regulating valve through duct (1) of the
control valve, flows through a small calibrated hole 4. The oil in circuit (8) flows through the axial hole of
“a”: filling chamber (2) behind the spool, moving it spool A, reaching circuit (19). Then, the oil goes
leftward, as in the figure. through orifice [Z] and joins chamber (20) of the
The oil, which pressure is regulated at the value of accumulator.
engagement of the clutch, travels circuit (3) to reach In this chamber there are two load plungers, one
the circuit of modulation valve (5). Oil in excess is for low pressure, the other for high pressure. After
discharged into the torque converter, through circuit the movement of the low pressure plunger moves
(4). to contact the rod, the high pressure plunger starts
moving.
2. The oil in circuit (5) flows through the gap left open
by the chamfer of the modulating valve plunger, 5. The oil in circuit (12) is stopped by the FORW./
reaching circuit (6), communicating, through ori- REV. selector spool. Both the forward and reverse
fice [W] with the circuits of the gear shift spool (8), clutches are disengaged (neutral).
of flow valve (9) and forward/reverse selector spool
(12). 6. All solenoid valves are in “OFF” (not energized)
condition, thus the oil reaching them through the
3. The oil sent into circuit (8) reaches, through relevant orifices is discharged.
passages (8) → (16) → (17) → (18) to the piston
chamber of the 3rd speed clutch. The other clutches
W270
FWD. CLUTCH
CLUTCH 4 1
REV.
3 2
TRANSMISSION CONTROL VALVE
“OFF” 18
sol. “OFF”
IREV. sol. B
Fig. 2-20 3rd speed in Neutral

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

DRAIN OIL LUBRICATION OIL
2 - 21
Transmission gearshifting with 1st in Forward

(Point B)
1. Solenoid valves AV and A are energized.

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

the oil from circuit (12) can reach circuit (21) where
the FORW. clutch is located. During the oil filling
of the FORW. clutch piston chamber, a pressure
differential is created between the circuits (6 for
modulating valve, 22 for the left side-flow valve)
upstream, and the downstream circuits (8 of
gearshifting selection spool A, 9 for the right side-
flow valve, 12 for FORW./REV. selection spool),
with respect to orifice [W]. The upstream circuit
have a higher pressure).
Speed
A D
2nd
Oil pressure
speed
3rd/4th
speed E
C
1st
speed
B
0 Time
Variation curves of clutches engagement oil pressure
REV. CLUTCH
CLUTCH 4 1
W270
IND.
Fig. 2-21
3 2
“OFF” 26 21 18
sol. F “OFF”
FWD. sol. B
“ON”
sol. FORW./REV. 12
REV. SELECTION
“ON” SPOOL 17
w sol. A B
FORW. N REV. 6 16
25 A
MANUAL SPOOL
Transmission in 1st Forward

SPOOL
A 8
5 MODULATOR
To TRANSMISSION
(LUBRICATION)
TORQUE
CONVERTER
HEAT Z X Y
EXCHANGER 9
TRANSMISSION
SAFETY
VALVE
FLOW VALVE
22
FILTER
PUMP PRESSURE RELIEF

VALVE
1
20
HIGH PRESSURE LOW PRESSURE ACCUMULATOR
SUCTION AND PRESSURE OIL CONVERTER VARIABLE
DRAIN OIL LUBRICATION OIL PRESSURE OIL
2 - 23
Engagement of clutches - 1st speed Forward

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

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

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

the pre-established value, the load plunger in
chamber (20) of the accumulator stops against
the rod.
Speed
A D
2nd
Oil pressure
speed
3rd/4th
speed E
C
1st
speed
B
0 Time
FWD. CLUTCH
CLUTCH
W270
4 1
Fig. 2-22
REV.
3 2
“OFF”
sol. “OFF”
REV. sol. B
“ON”
sol.
FWD. FORW./REV.
SELECTION
w “ON” SPOOL
sol. A B
FORW. N REV. 6
MANUAL SPOOL
25
7 SPOOL
A 23 24
Engagement of clutches (1st forward)

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

DRAIN OIL LUBRICATION OIL
2 - 25
After the engagement of the clutches - 1st speed

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

are both engaged, the pressure in chamber (20)
of the accumulator tends to raise, forcing the load
plunger to move, until it touches the stop rod
(maximum load).
At the same time, the pressure increases also in
chamber (25) of the modulating valve, until it
balances the pressure existing on the other side
(7) of the modulating valve plunger, which, in any
case, moves leftward, thanks to the combined
action of pressure and spring.
At this point, the pressure has reached its
maximum value, corresponding to the setting
pressure of the relief valve.
Speed
A D
2nd
Oil pressure
speed
3rd/4th
speed E
C
1st
speed
B
0 Time
FWD. CLUTCH
CLUTCH
W270
4 1
REV
3 2
“OFF”
sol. “OFF”
REV.
sol. B
“ON”
sol. FORW./REV.
FWD.
SELECTION
“ON” SPOOL B
w sol. A
FORW. N REV.
MANUAL SPOOL
25
7 SPOOL A
To TRANSMISSION MODULATOR
(LUBRICATION)
Fig. 2-23 Conditions with clutches engaged (1st Forward)

TORQUE
CONVERTER
TRANSMISSION
HEAT EXCHANGER
Z X Y
SAFETY
VALVE
FLOW VALVE
FILTRO
ACCUMULATOR
POMPA PRESSURE RELIEF
VALVE
HIGH 20 LOW
PRESSURE PRESSURE

2 - 27
Engagement of the clutches Forward and 2nd

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

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

A flows into circuit (23). Thus it goes to power,
through the holes drilled in the spool, circuit (24)
from which, a portion of the oil flow is directed
through calibrated orifice X to chamber (20) of the
accumulator.
At the same time, the other portion passes from
circuit (24) to circuit (27) of gearshifting spool b.
From circuit (27) the oil passes through circuit (28)
and calibrated orifice Y of circuit (29) flowing into
chamber (20) of the accumulator.
Thus, when the control lever is shifted into 2nd
speed, the oil flows through calibrated orifices X,
Y causing a fast increment of the pressure, with
an immediate engagement of the clutch packs of
the 2nd speed, with respect to the selection of the
1st speed.
Speed
A D
2nd
Oil pressure
speed
3rd/4th
speed E
C
1st
speed
B
0 Time
FWD. CLUTCH
W270
CLUTCH 4 1
Fig. 2-24
REV
3 2
“OFF”
sol. “ON”
REV. sol. B 28
“ON”
sol. FORW./REV.
FWD.
SELECTION
“ON” SPOOL B 8
w sol. A 27
FORW. N REV.
MANUAL SPOOL
SPOOL A
23 24
To TRANSMISSION MODULATOR
(LUBRICATION) 29
TORQUE
Engagement of clutches (2nd speed Forward)

CONVERTER
TRANSMISSION
HEAT EXCHANGER Z X Y
SAFETY
VALVE
FLOW VALVE
FILTER
ACCUMULATOR
PUMP PRESSURE RELIEF VALVE
HIGH LOW
PRESSURE 20 PRESSURE
2 - 29
Operation of the solenoid valves Solenoid valve not-energized
Four solenoid valves are mounted on the control valve. Oil at the pressure controlled by the pressure relief
When selecting speeds, an electric signal is valve, flows constantly through the calibrated orifice
transmitted to the solenoid valves of the control valve. and enters the solenoid valve. When the solenoid is
For each speed selected, a combination of solenoid not energized, the oil flows through it and discharges
valves are energized (see tables here below) which to tank.
have the purpose of controlling the selecting spools The oil pressure in point B is 0 bar.
“FOR and REV “A and B”.
sol. FOR sol. REV sol. A sol. B
4a
• •
FOR
3 a
•
2a
• • • NOT ENERGIZED "OFF"
P
1a
• • CALIBRATED
ORIFICE
1 a
• •
REV
2 a
• • • FROM PRESSURE RELIEF VALVE
Fig. 2-26
3a
•
4a
• • Solenoid valve energized
When the solenoid valve is energized, the oil passage

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

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

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

due to a cut-off electrical connection or any other elec-
trical fault, it is possible to actuate the transmission
control valve in 3rd forward or reverse, using this spool.
It is recommended that this spool is used when the
loader has to be moved away from a traffic area or to
be repaired.
2
WARNING
Ensure that the engine is not running prior to operate
the manual spool. Should the spool actuated when
the engine is running, the loader could move sud-
denly, causing accidents. Fig. 2-28 Tansmission control valve
1.Control valve - 2. Solenoid valves -

3. Screw - 4. Spools retainer plate - 5. Manual spools
“OFF” FOR. CLUTCH

Sol.
REV.
REV.
“OFF”
Sol.
FOR.
26
FOR. N. REV.
FORW./REV.
MANUAL SPOOL SELECTOR SPOOL
32 31
33
Drain oil
Pressure oil From MODULATING VALVE
From PRESSURE RELIEF VALVE
Fig. 2-29 Angaged forward gear by means of manuals spool
Transmission in 3rd Forward 2.6 AUTOMATIC TRANSMISSION CON-

To shift into 3rd forward, pull-out the manual spool
TROL SYSTEM
about 10 mm (0.39 in).
The entire control system of the transmission is man-
1. The oil, at the pressure set by the relief valve, aged by the ATC electronic unit, which receives all
goes through the orifices and reaches the circuits the signals of each component of the transmission,
of the manual spool (31, 32). Since circuit (31) is controlled by solenoid valves in the transmission con-
blocked by the spool, the oil is diverted from cir- trol valve, the oil passages flowing to the clutches of
cuit (33) into circuit (26) of the FORW./REV. selec- each speed and travel direction of the machine.
tor spool, moving it rightward, as indicated in the
figure, so that the oil pressure in the FORW. clutch The control system is composed of the following items:
increases.
- transmission control selector;
2. The oil of circuit (32) goes through the spool and - switch for actuation of automatic shifting;
the REV. solenoid valve to be discharged. - Kick-down and Shift-down button.
3. Being both solenoid valves A and B of the gear- Note - the connection of the wires on the ATC with the
shift spools not energized, the pressure in the 3rd system energised could result in damaging the
speed clutch increases (refer to Fig. 2-24). Conse- electronic components of the unit with the subsequent
quently, the loader will travel in 3rd forward. zeroing of all the ATC functions.
b. Transmission in 3rd reverse
To shift into 3rd reverse, push-in the manual spool

about 10 mm (0.39 in).
The operation principle is the same as in the case
of 3rd forward.
Fig. 2-30 WIRING DIAGRAM OF THE AUTOMATIC

TRANSMISSION
1. ATC control unit Numbered wires are located outside the cab.
2. Transmission control selector Coloured wires are located inside the cab.
3. Brake pedal valve pressure switch
4. Proximity sensor Colours of wires:
5. Parking brake pressure switch
6. Solenoid valves AV - IND - A - B
A: Light blue
7. Shift-down and Kick-down button
8. Automatic engagement switch B: White
9. Speed engaged indicator C: Orange
10. Tachometer D: Yellow
11. Parking brake indicator E: Grey
12. Back-up relay F: Blue
13. Back-up alarm G: Brown
14. Solenoid relay N: Black
15. Starter key R: Red
16. Switch 1-2 S: Pink
17. Resistor V: Green
18. Transmission sensor
Z: Violet
19. Capacitor
F5A - F6A - F8B - F10A Fuses
Connectors B-G-M-D-E-P-C-N-S
Connectors C-D-B
Transmission selector wire Connectors
"ACC"
14 15
D10
D38 R9
3 S37
FB11A
974 FB9
18 B16
P9
M8 B20 B6 D3 P8
PARKING
17 C24 C21 C4 C15

11 6
D11 D9 D17 D10 D15 D14 D19 6
OUT
Q5
C1 5 AV IND A B
4
+
C4 C8 C2
16 19
C3 C5 D6 D3
C19 C20 C16 C17
SW1-3 D31 D28 D32 D30

E16
10 P5 P10 P7 P6
3 2 1 SW1-4
E17 E10 E3 E12
F7
D10 D43 D42
E11 CN1-4 CN1-3 CN2-13 CN2-12 CN1-9
CN2-1
ATC
+30
E4 N11
E14 N9 N7 N8 S3
CN2-2
D29
SW1-1
E13
CN2-11 CN1-2
CN2-17 RELE'
SW1-2 SERVIZI
E15
CN2-16
CN2-10
1 CN2-15
S2 VC2
1 G17 E9
G1 CN2-4 CN2-14
M-B
2 G18 E8
CN2-3
M-N
9 3 G15 E7
CN1-13
+VC2
M-V CN1-7 CN1-5 CN1-11 CN2-7 CN2-8 CN2-9 CN2-6

4 G14 E6 F7A
H-L
B-N
D17 E1 N2 N6 N3 12
N1 +VC
D27
B16 E2 033
H-L
D33
O3 O2
SW2/3 SW2/4
DSS 07 05 04
06 MV3
M3 M14 M4
MAN - OFF
AUT - ON
7 3 1 2 2 2 B10 B12 B12
1 3
SW2-1
8 B10
4 N
1 R F
13
2
Fig. 2-31Transmission electric diagram

2.6.1 Electronic unit atc for automatic

transmission control
Operation
Rotating the starting key on the ON position: 2) The gear shifting depends on the speed and is
1) Are under control: the warning lamps, the solenoid actuated accroding to three different logics: same
circuits, the solenoids A and B of the speeds, the direction of travel, inversion of direction, use of Kick-
rev sensors and the L.T.S. circuit. down button.
2) The solenoids F and R (forward and reverse) are 3) The gear up shifting it is possible only with the
controlled when actuated. throttle pedal pressed down. The hold function is
3) If during the check a malfunction is noticed the possible only when the foot releases the accelerator.
situation is indicated by the flashing of one of the 4) The Kick-down function is automatically released
warning lamps. when the travel speed reaches a certain value.
5) The electronic unit reads the signal in H3 sent by
AT/MAN switch in manual mode: two sensors located in transmission.
1) The logic of gear shifting depends on the position 6) The two sensors read the same signal on the same
of the selector. gear. A malfunction of a sensor is indicated as error.
2) With the Kick-down button it is possible to shift
down from 2nd to 1st speed both in forward or reverse The L.T.S. (Load Travelling System) operates in all
without limitation values. speeds. It engages at 7 km/h and disengages at 5
3) The disengagement of the Kick-down is obtained km/h.
by moving the selector either in neutral position or
in another speed.
4) The L.T.S. operates in all speeds, it engages at 7
km/h and disengages at 5 km/h.
The switch AT/MAN in automatic mode:

1) The logic of gear shifting is controlled by the
electronic unit according to the following table.
Selector Operating onditions Speeds engaged With kick-down
1st 1st only 1st

2nd loading 2nd only 1st
3rd loading and travel 2nd → 3rd aut. 2 - 1st
nd
4th travel 2 - 3rd - 4th aut.

nd
3 - 2nd - 1st
rd
F 8
A
6 1
2
F
3
4
N
R
9
F/R
C H C H
COOLANT OIL TRAM
1 2 3 4
E\G OIL BRAKE PRESS
COOLANT TEMP T\M OIL TEMP

20 30
12 CHARGE E F
10
40
ENG STE
1\10 h PARKING
GENERAL
FUEL 50 HOUR METER WARNING
13 km\h
10
5
CN1
4 3 11
ATC
2 1. ELECTRONIC UNIT
2. LOGIC BOARD
3. L.T.S. SOLENOID VALVE (OPTIONAL)
4. SENSOR UNDER THE THROTTLE PEDAL (FOR FUNCTION HOLD)
5. BUTTON FOR "KICK DOWN" FUNCTION
1 6. INTERRUTTORE INSERIMENTO L.T.S.
CN2 7. L.T.S. ENGAGEMENT SWITCH
8. TRANSMISSION PILOT VALVE
9. SPEED ENGAGED INTICATORS
10. TACHOMETER
11. ENGAGEMENT SOLENOID VALVES ON TRASMISSION CONTROL VALVE
12. DIRECTION REVERSER AUXILIARY SWITCH CONTROL BUTTON
13. "FORWARD/REVERSE" FUNCTION SWITCH
14. "FORWARD/REVERSE" CONTROL UNIT
14
Fig. 2-31 Arrangement of the automatic transmission devices on the machine

BIANCA
W230 TRASMISSIONE 2 - 37
CN1-4 CN1-3 CN2-13 CN2-12 CN1-9

CN2-1
Fig. 2-32 Auxiliary reverser electric diagram CN2-2 ATC "ST"
CN2-11 CN1-2
1. ATC UNIT B1
CN2-17 M
2. SAFETY SWITCH OR FORW./REV. AUXILIARY DIVERTER CN2-16
3. FORW./REV. AUXILIARY DIVERTER
CN2-10
1 CN2-15 F4A
F4B
4. FORW./REV. MICRO CONTROLLER CN2-4 CN2-14
5. TRANSMISSION PILOT CONTROL R5

CN2-3
6. FORW./REV. AUXILIARY DIVERTER ARRANGEMENT ON "SINGLE LEVER 07
EQUIPMENT CONTROL" CN1-13
CN1-7 CN1-5 CN1-11 CN2-7 CN2-8 CN2-9 CN2-6
937
033 R4
022
N1
N2 N6 N3
D37 033
SW2-3 SW2-4 H13

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

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

SPEED ENGAGED BY THE SELECTOR
FORWARD SOLENOIDS RELAY

A B FORW. REV. NEUTRAL
1st 1 0 1 0
2nd 1 1 1 0
3rd 0 0 1 0
4th 0 1 1 0
NEUTRAL SOLENOID VALVE
1
REVERSE SOLENOID VALVE

A B FORW. REV.
1st 1 0 0 1
2nd 1 1 0 1
3rd 0 0 0 1
4th 0 1 0 1
(1) SOLENOID VALVE ENERGIZED

(0) SOLENOID VALVE NOT ENERGIZED
Speed selected A CD B F (REV.) E (FORW.) G (F.)
1 = 1st speed 2 3 REV.

F.
FORW.
1 4
nd
2 = 2 speed
3 = 3rd speed
4 = 4th speed
H VP
Transmission selector electrical system
Fig. 2-33 Transmission control selector
TRANSMISSION CONTROL LEVER AUTOMATIC GEARSHIFTING
The speeds and the inversion of directions are choosen Forward ("F")
by a transmission control selector located on the left Push the button of the transmission automatic sys-
side of the steering column, under the steering wheel tem (on the right panel) to engage the automatic mode,
(see figure). rotate the knob to position 3 or 4 and move the gear-
The knob of the selector incorporates a horn button; shift lever to forward (“F”).
the speeds which can be selected are eight (four for- In this position the transmission ratios are changed
ward and four reverse). automatically as a function of the speed of the ma-
A particular feature distinguishing machines equipped chine, from second to third respectively or from sec-
with “Automatic Power-shift” is to have available both ond to forth. The display indicating the transmission,
gearshifting modes, in automatic and manual. shows the ratio being used.
When the gearshift lever is in this position and the
machine is at a standstill, the second gear is auto-
MANUAL GEARSHIFTING matically engaged (the first being not enabled).
The following gears (third and fourth) will be engaged
Forward ("F") as you accelerate.
When the lever is moved to the forward position (“F”) Dowhshifting from fourth to third to second occurs
the machine moves forward. automatically as the loader ground speed decreases.
Rotate the knob to positions 1, 2, 3, and 4 to select However, when moving on steep slopes, the machine
the first, second, third, and fourth gear ratios, respec- does not change the gear ratio even if the throttle is
tively. The gear ratio selected will be displayed on the fully released. This is due to the action of a sensor
dashboard display (automatic gearshift option only). located under the throttle pedal, which will be described
in detail further on.
Transition from the automatic to the manual mode is
Neutral ("N") always possible, while it is necessary to reduce en-
When the gearshift lever is in the middle position (“N”), gine rpm and machine ground speed adequately to
the trasmission is in neutral. change the direction of travel.
In practise, the second gear is maintained as it is the
“basic ratio”, i.e. the one to which the transmission
always returns when no specific control is provided. Neutral ("N")
When the gearshift lever is moved to the middle po-
sition (“N”), the transmission is in neutral.
Reverse ("R") The second gear, however, remains engaged as it is
When the gearshift lever is in this position, the ma- the basic ratio.
chine can move only rearwards, with the possibility to
select the first, sescond, third or fou rth gears.
Change of direction is always possible independently Reverse ("R")
of the gear selected. When the gearshift lever is in this position, the ma-
For example, if you are working using the second for- chine can move only rearwards and the gears change
ward and reverse the direction of travel by moving the automatically according to the the ground speed.
gearshift lever to the “R” position, the transmission Operation modes and gear selection are same as for
will automatically switch from second forward to sec- forward travel.
ond reverse.
“HOLD” function
When operating on steep ramps or downhill, it is easy
overheating the brakes while slowing down continu-
ously the machine, to prevent a galloping speed un-
der the effect of the automatic shifting to higher
speeds.
The HOLD function provides that, when the foot re-
leases the accelerator, the transmission keeps the
speed engaged, without allowing the shifting into higher
Automatic transmission speeds.
switch In the event the speed of the machine results to be
too high, it is possible to slow-down further, without
Fig. 2-34 Kick-Down button to downshift using the brakes, with the function described below.
2.7.1 Shift-Down device Operation of Kick-Down device

(down-shifting button)
When the loader start digging operations in 2nd speed
The Shift-Down device is actuated by the automatic forward, actuating the Kick-Down device, the
transmission button engaged, on the right console. transmission is automatically shifted in 1st speed by
This function allows, under steep gradient situations, the action of the downshifting relay, allowing power to
the down-shifting by simply pressing button A located be transfered to the inmplement.
between the equipment control levers. The device is When the control lever is shifted in reverse after loading
composed of a down-shifting button and two relays. or digging operations, the transmission ratio is
automatically returned in 2nd speed to have an
2.7.2 Kick-Down” Function (with manual and au-
tomatic gearshift) increased travel speed in reverse.
Whit this device, it is possible, by actuating button In other words, with the Kick-Down device, it is
“A”, to change from the 2nd to 1st ratio. This is particu- possible to control both the bucket break-out force, or
larly useful, as an example, under all circumstances the travel speed of the loader.
when it is necessary to change frequently from 1st to
2nd speed and viceversa. To zero the Kick-Down, re- To activate this direction reversing auxiliary function,
verse the motion or, with an automatic transmission, it is necessary that the gearshifting lever is in neutral
to increase the speed, move the selector to neutral. and the reverser auxiliary switch neutraliser button
(fig. 2-39) is engaged.
Switch pressed forward: forward speed
2.7.3 Forward/reverse function switch (variant) Switch pressed backward: reverse speed
In the event, during the use of the function, the
gearshifting lever is moved, the device is cut-off.
To re-engage it, return the gearshifting lever into
A neutral and press the neutraliser button again.
REVERSE
FORWARD
NEUTRAL
Fig. 2-35 Kick-Down button to downshift
Fig. 2-36 "FORWARD/REVERSE" function on "piloted

single lever" on equipment control (variant)
Engine starting safety system in Neutral
The engine starting safety system in neutral prevents
the starting of the engine in the event the pilot valve
is not in neutral. This allows avoiding that the loader
is suddenly moving, when the starter key is moved to
START.
Make sure that the pilot valve is in neutral, prior to
starting the engine.
The engine starting safety system in neutral is incor-
porated in the circuit of the engine starting system.
Operation
1. When the key is moved into START with the pilot
valve lever in neutral, the neutral relay is closed,
allowing electric power to go through the safety
relay, thus powering the starter motor of the en-
gine.
2. When the starter key is moved to START with the
pilot valve not in neutral, the neutral relay stays
open, preventing the power from crossing the
safety relay. The engine cannot be started.
Operation of the electrical system of the Kick-

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

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

Kick-down “g” to engage the transmission in 2nd reverse.
Relay 2 f button “OFF”
14
f
Transmission
Solenoid selector ––
valve A ––
1a 2a 3a 4a
Relè 1
b
14
b
13
Solenoid f Kick-down
valve B Relè 2 button
14
f
13 FOR. F. REV.
Solenoid valve FOR d Transmission
Solenoid d selector
11 valve A 1a 2a 3a 4a
Solenoid valve REV
14
9
Solenoid d
15 valve B
d
13 b FOR. F. REV.
Solenoid valve FOR
11 g
Fig. 2-39 Solenoid valve REV
g
9
15
Fig. 2-40
2.8 OIL CIRCUIT
General description
The oil used to engage the clutches is taken from the The oil drain by the rear pump passes, with the oil
transmission housing. leaving the converter, into the heat excharger to be
As soon as the engine starts, the dual power pump cooled. After leaving the heat exchanger, the oil lubri-
sucks the oil from the sump of the transmission hous- cates and cools all the speed clutch packs, prior to
ing, through the mesh filter. The oil sucked by the returning into the sump of the transmission housing.
front pump flows through the delivery filter, to the trans-
mission control valve. The control valve divides the Note - The heat exchanger is located inside the lower
oil flow into two parts: one for the operation of the tank of the engine coolant radiator. For the heat
torque converter and the other for the actuation of the exchanger, please refer to chapter "1.9 COOLING
transmission clutches. SYSTEM".
2 1 9
8 6
3
7 10
Fig. 2-41 Transmission oil circuit
1. HEAT EXCHANGER 6. TRANSMISSION CONTROL VALVE

2. TORQUE CONVERTER 7. STRAINER
3. OIL DISTRIBUTION COVER (FORW./REV. SHAFT) 8. DELIVERY FILTER
4. OIL DISTRIBUTION COVER (1st / 2nd SPEED SHAFT) 9. OIL DISTRIBUTION COVER (3rd / 4th SPEED SHAFT)
5. FEEDING DOUBLE PUMP 10. TRANSMISSION HOUSING
Delivery filter
The delivery filter is located in the transmission clutch When the filtering element is clogged, the pressure at
engagement control oil delivery circuit. the filter inlet port increases so that the by-pass val-
The oil flows through the filtering element from the ve opens, letting the oil flow directly to the outlet port
outside to the inside and filtered oil is sent to the of the filter.
transmission control valve.
Operating pressure of the by-pass valve: 1.75 bar (24.9 psi)

Filtering capacity: 25 µ
A A
3
1
Section A-A
Fig. 2-42 Delivery filter
1. FILTER SUPPORT
2. FILTER BODY
3. FILTER SAFETY VALVE (BY-PASS)
2.9 DISASSEMBLY TRANSMISSION
Nota:
• Use a working bench, hoist, bearing puller and hang-
ers for easy and safe disassembly.
• Put the disassembled parts to insure speedy parts
in order, and efficient reassembly of them.
• Unit weight: 804 kg (1770 lbs).
a) Torque converter disassembly

Draining oil and removing charging pump
1. Lift the drive unit in an upright position or put on

the working bench to drain the oil from the drain
outlet.
Quantity oil: 40 l (10.6 U.S. gal)
Fig. 2-43
2. Remove the tube from the charging pump.
Fig. 2-44
3. Remove the 2 bolts securing the charging pump.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

twenty-four bolts securing the impeller wheel and
cover wheel.
Fig. 2-58
2. Disconnect the cover wheel with a copper ham-

mer.
Fig. 2-59
3. Loosen the 6 bolts securing the input guide and

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

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

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

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

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

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

and remove the pump drive gear from the impeller
wheel. Remove the bearing from inside the pump
drive gear.
11. Remove the remaining impeller hub at the center

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

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

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

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

into the case. Do not remove it as long as it is nor-
mal.
Fig. 2-72
1. Put the transmission case upright. Loosen the 6

bolts securing the distributor cap of the forward/
reverse shaft and remove the distributor cap.
Fig. 2-73
2. Remove the snap ring from the groove at the outer

diameter of the bearing.
Fig. 2-74
3. Put the transmission case with its opening up-

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

remove it from the case using a hoist.
Clutch shaft: Approx. 45 kg (100 lbs)
Fig. 2-77
6. Using the same procedure, remove the 1st/2nd

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

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

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

and remove the brake assembly.
Fig. 2-81
3. Remove the "O-ring" from the contact surface.
Fig. 2-82
4. Remove the snap ring from the shaft.
Fig. 2-83
5. Remove the disk hub, end plate, 6 palates and 5

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

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

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

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

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

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

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

outer diameter of the piston.
Fig. 2-90
m) Removing and disassembling rear case

1. Remove the snap ring from the case groove next
to the brake shaft (1st/2nd speed shaft) bearing.
Fig. 2-91
2. Loosen the 4 bolts securing the cover plate of

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

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

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

and detach the seal retainer. If it is too hard to
remove, rise it using a bar.
6. Remove the "O"-ring and oil seal from the seal

retainer.
Fig. 2-95
7. Remove the spacer from the output shaft.
Fig. 2-96
8. Remove the speed sensor.
Fig. 2-97
9. Attach a hanger to the rear case and temporarily

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

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

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

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

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

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

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

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

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

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

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

detach the bearing and gear using a puller.
Fig. 2-107
9. Remove the 2 bolts securing the seal retainer

from the front side of the transmission case.
Remove the seal retainer.
Remove the oil seal and "O"-ring from the seal
retainer.
Fig. 2-108
10. Remove the output shaft and bearing as one unit

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

spanner.
Note - Special spanner size

Width across flat: 34 mm (1.34 in)
Thickness: 3 mm (0.12 in)
Fig. 2-136
4. Remove the 8 bolts securing the cover. Remove

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

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

the valve body surface which mates with the upper
valve body. They can be removed using a plug
wrench.
Note - The throttle plugs are select fit. If more than 2

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

ton.
Note - As shown in the sketch on the right, make sure
the seal ring's lip pointed upward.
Fig. 2-160
3. Put the shaft upright with its forward clutch (spline

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

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

press it to compress the return spring until the
snap ring groove inside the drum comes into view.
Note - Put the belleville spring with its concave side
pointed upward.
Fig. 2-163
8. Remove all the rod jigs and attach the snap ring
into the groove in the drum.
Fig. 2-164
9. Fit the hub gear ball bearing (inner) onto the clutch
shaft.
Note - Remember that the inner bearing does not have
a shield.
Fig. 2-165
10. Make sure the 2 snap rings are installed inside

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

same procedure for the forward clutch shaft.
(Refer to step 1 to 12.)
14. Install the snap ring onto the clutch shaft. Install
the bearing onto the shaft with its snap ring groove
on its outer diameter pointing upward.
Install the snap ring onto the shaft.
Fig. 2-168
15. Install the 3 seal rings onto the clutch shaft.
Fig. 2-169
f) Reassembling 3rd/4th speed clutch shaft

1. Using the same procedure for the forward clutch
pack reassemble the 3rd speed clutch pack (spline
shaft side) till the hub gear shield bearing.
Refer to (1) Reassembling forward/reverse clutch
shaft, step (2) to (12).
Remember that a spacer is not used between
the drum and piston. A belleville spring is not
used either.
2. Install the spacer onto the shaft's hub gear shield

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

ring into the 3 snap ring grooves in the idler shaft.
Install the roller bearing to the step of the shaft
and secure it with a snap ring.
Fig. 2-188
2. Install the snap ring and 61T gear onto the oppo-
site end of the shaft. Press the roller bearing and
secure it with a snap ring.
Fig. 2-189
3. Put the reassembles idler shaft with the 38T gear

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

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

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

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

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

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

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

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

pointed downward.
13. Install the snap ring onto the output shaft. Install
the 34T gear into the spline.
Fig. 2-199
14. Press the roller bearing into the high gear and
15. Install the assembled high gear into the spline

on the 3rd/4th speed shaft, engaging it with the
output gear.
Fig. 2-200
16. Install the 66T gear into the output shaft. Install
the snap ring.
Fig. 2-201
17. Press the roller bearing inner race onto the low
gear. Install it into the 1st/2nd speed shaft engag-
ing with the output gear.
Fig. 2-202
18. Install the oil baffle and two two tubes on the
transmission case and tighten the two mounting
bolts.
Fig. 2-203
n) Reinstalling rear case
1. Apply LOCTITE FMD-127 linearly on the trans-

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

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

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

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

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

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

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

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

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

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

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

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

in the holes on the cap side.
5. Tighten 2 hex. bolts alternately to properly com-
press the spring inside.
Fig. 2-218
6. Install the brake disk hub onto the low gear

splines of the 1st/2nd speed shaft and secure with
the snap ring.
Fig. 2-219
7. Install the 2 "O"-rings in the brake housing.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

mission clutch
Check operating conditions and Use properly
Excessive use
operation
Transmission failure Refer to "2.10.2 TRANSMISSION"
Defective oil baffle oil Check for oil leak to flywheel Replace parts
seal
Oil leak (from
flywheel)
Defective O-ring of oil baffle Check for oil leak to flywheel Replace parts
Observe foreign material in Disassemble and re-

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

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

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

Broken bearing transmission drain Disassemble and
replace parts
Check line filter and oil
Low engine output and Check stolen speed Adjust engine

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

assembling transmission drain replace parts
Check with sound checker

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

Seizing clutch transmission clutch replace parts
Check oil level with oil level gauge Add oil to the speci-
Low oil level
fied level
Machine won't Measure oil pressure of Replace charging
travel forward/ Malfunction of changing pump
transmission clutch (lowered in pump
reverse all ranges)
Regulator valve stayed open Measure oil pressure of Disassemble and

transmission clutch (lowered in replace parts
all ranges)
Machine won't Broken bolts securing torque Check the operation of load Replace parts
travel forward/ converter input plate handling system
reverse Parking brake won't release
Refer to "2.11.3 PARKING BRAKE"
(stuck or dragged)

Manual spool (emergency Check manual spool position at Raise the spool to
travel spool) is pressed in the the control valve locate it in the normal
position for reverse travel condition
Machine won't
travel forward Slipping forward clutch (F Measure oil pressure of forward Disassemble and
(can travel solenoid valve is not operated clutch replace parts
reverse)
Seizing reverse clutch Check if machine travels reverse Disassemble and
with clutch in neutral replace parts
Manual spool (emergency Check manual spool position at Lower the spool to
travel spool) is pulled in the the control valve locate it in the normal
position for forward travel) condition
Machine won't
travel reverse
(can travel Slipping reverse clutch (R so- Measure manual spool position Disassemble and
forward) lenoid valve is not operated) at the control valve replace parts
Check if machine travels forward Disassemble and

Seizing forward clutch with clutch in neutral replace parts
Machine won't Slipping 2nd clutch (A and B Measure oil pressure of 2nd clutch Disassemble and
travel in solenoid valves are not replace part
2nd gear operated)
Machine won't Slipping 1st clutch (A solenoid Measure oil pressure of 1st clucth Disassemble and
travel in 1st valve is not operated) replace parts
gear
Machine won't Slipping 4th clutch (B solenoid Measure oil pressure of 4th clutch Disassemble and
travel in 4th valve is not operated) replace parts
gear
2.11.3 Parking brake
Oil leak from parking brake Measure braking oil pressure

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

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

Item Standard value Useful limit Remarks
0.13 - 0.23
Pump drive gear backlash -
(0.0051 - 0.0091)
3.0 - 3.1 2.6
Turbine shaft seal ring Width (axial)
(0.118 - 0.122) (0.102)
2.9 2.76
Thickness (radial)
(0.114) (0.109)
3.2 - 3.3 3.5
Width o seal ing groove in turbine shaft
(0.126 - 0.130) (0.138)
50 50.05
I.D. of stator holder in turbine shaft seal ring sliding area
(1.969) (1.970)
2.99 - 3.09 2.6
Stator holder seal ring Width (axial)
(0.118 - 0.122) (0.102)
3.3 3.14
Thickness (radial)
(0.130) (0.124)
3.2 - 3.3 3.5
Width of seal ring roove in stator holder
(0.126 - 0.130) (0.138)
I.D. of Pump drive gear in stator holder seal ring 84 84.05
sliding area (3.307) (3.309)
2.12.2 Control valve Unit: mm (in)
Free heiht 97.9 (3.85) 94.0 (3.70)

Regulator spring Setting load kg (lbs) 31.62 (69.71) 28.5 (62.83)
Setting height 82.4 (3.24) -
Free height 53.1 (2.09) 50.1 (1.97)
Inner Setting load kg (lbs) 3.61 (7.96) 3.3 (7.28)
Modulation spring
Free height 53.1 (2.09) 51.0 (2.01)
Outer Setting load kg (lbs) 7.27 (16.0) 6.5 (14.3)
Free heigh 65.4 (2.57) 62.8 (2.47)
Flow sensing spring Setting load kg (lbs) 0.90 (2.0) 0.8 (1.8)
Free height 116 (4.57) 111.4 (4.386)
Setting height 90 (3.54) -
Load piston L spring
Free height 116 (4.57) 111.4 (4.386)
Center Setting load kg (lbs) 27.38 (60.36) 24.6 (54.2)
Free height 91 (3.58) 87.4 (3.44)
Free height 109.9 (4.327) 105.5 (4.154)
Free height 109.9 (4.327) 105.5 (4.154)
Load piston H spring Center Setting load kg (lbs) 23.23 (51.21) 20.9 (46.1)
Free height 84.9 (3.34) 81.5 (3.21)
Free height 39 (1.54) 37.4 (1.47)
F/R select spool spring Setting load kg (lbs) 8.47 (18.7) 7.6 (16.8)
Free height 43 (1.69) 41.3 (1.63)
Spool a spring Setting load kg (lbs) 6.84 (15.1) 6.2 (13.7)
Spool B spring
main (W) 6.0 (0.236) -
1st/2nd speed (X) 0.9 (0.035) -
Throttle diameter 2nd speed (Y) 0.9 (0.035) -
3rd/4th sped (Z) 1.5 (0.059) -
solenoid valve 0.8 (0.031) -
2.12.3 Transmission Unit: mm (in)

I.D. of distributor cap in clutch shaft seal ring sliding area 55.00 - 55.02 55.07
(fwd/rev, 1st/2nd, 3rd/4th) (2.165 - 2.166) (2.168)
1.95 - 2.05 1.7
Width (axial)
(0.0768 - 0.0807) (0.067)
Clutch shaft seal ring
1.95 - 2.05 1.9
Thickness (radial)
(0.0768 - 0.0807) (0.075)
2.10 - 2.15 2.3
Width of seal ring groove in clutch shaft
(0.0827 - 0.0846) (0.091)
1.65 - 1.75 1.5
Clutch plate thickness
(0.0650 - 0.0689) (0.059)
2.12 - 2.28 1.9
Clutch disk thickness
(0.0835 - 0.0898) (0.075)
Return spring Free height 4.105 - 4.355 3.94
(0.1616 - 0.1715) (0.155)
Compression load 92.2 - 112.8 83.0
when height is (203.3 - 248.7) (183.0)
2.20 mm (0.0866 in) kg (lbs)
89.9 - 90.0 89.863

O.D. of companion flange in oil seal sliding area
(3.539 - 3.543) (3.5379)
2.12.4 Accumulator Unit: mm (in)

24.967 - 24.980
O.D. of accumulator spool
(0.9830 - 0.9835)
Clearance
25.000 - 25.021 0.064 (0.0025)
I.D. of distributor cap in accumulator spool sliding area
(0.9843 - 0.9851)
Accumulator spring Free hight 56.3 (2.22) 54.0 (2.13)
Setting load kg (lbs) 2.142 (4.722) -
Orifice diameter 1.0 (0.039) -
Note: The accumulator is incorporated in the distributor cap of the 1st/2nd speed shaft.
2.12.5 Parking brake Unit: mm (in)

Brake plate thickness 1.65 - 1.75 1.53
(0.0650 - 0.0689) (0.0602)
Brake disk thickness 2.12 - 2.28 1.98
(0.0835 - 0.0898) (0.0780)
Free hight 77 (3.03) 75.6 (2.98)
Brake spring Setting load kg (lbs) 53.5 (118) 48.2 (106)
2.13 Tightening torques of main fixture
2.13.1 Torque converter
Item Tightening torque kg-m (ft-lbs) Remarks

Pump drive gear fiting bolt 20.9 (151) Apply LOCTITE#262
Stator holder fitting bolt 10.6 (76.7)
Bolt securing impeller wheel to cover wheel 4.01 - 4.58 (29.0 - 33.1)
Bolt securing pump drive gear to impeller hub 5.21 - 5.95 (37.7 - 43.0)
Input guide fitting bolt 4.01 - 4.58 (29.0 - 33.1)
Charging pump fitting bolt 3.49 (25.2)
2.13.2 Transmission
Item Tightening torque kg-m (ft-lbs) Remarks
Distributor cap fitting bolt 3.49 (25.2)
Output shaft bearing cap fitting bolt 23.7 (171)
Output shaft companion flange retainer plate
9.0 (65) Apply LOCTITE#262
fitting bolt
Brake housing fitting socket bolt 5.31 (38.4)
Parking brake assembly hex. Bolt 9.30 (67.3)
Parking brake fiting socket bolt 9.30 (67.3)
Converter housing fitting bolt 3.49 (25.2)
Control valve fitting bolt 5.31 (38.4)
2.14 PROP SHAFTS
The prop-shafts transfer the power of the transmis- Type ...................................................... universal
sion to the front and rear axles.
The prop-shaft connected to the front axle is equipped Length (between pins):
with an intermediate support, secured to the front Front .....................................................796 mm
frame, as a stopping element, since the loader is Intermediate ..........................................784 mm
articulated. Rear ................................................... 226,6 mm
The prop-shafts have the purpose of compensating
the changes of the distance and angle between the
transmission output shafts and input shafts of each
axle, thus ensuring a smooth transfer of power from
the transmission to the axles.
4 1 7 2
2 2 2 1 3 6
Fig. 2-241 Prop-shafts group
Nota - 1 14.6 daNm (106 ft-lbs) 2 8.8 ÷ 10.2 daNm
Threaded part: LOCTITE 262 Threaded part: LOCTITE 262
1. FRONT PROP SHAFT 5. TRANSMISSION

2. INTERMEDIATE PROP SHAFT 6. REAR AXLE
3. REAR PROP SHAFT 7. RIGID SUPPORT
4. FRONT AXLE
3 4 1 1 2 3 7 5 8
1. SHAFT
2. BEARING SUPPORT
3. BEARING
4. SPIDER
5. FLANGE 6
6. GREASE FITTING
7. WASHER
8. NUT
Fig. 2-242 Front prop-shaft
4 3 6 5 4 2 2
3
3 1
1. SPIDER
2. SPIDER
3. SHAFT
4. SCREW 3/8" - 24
5. SPIDER GREASE FITTING 1
6. SHAFT GREASE FITTING
Fig. 2-243 Intermediate prop-shaft
1 2 2
2 2
4
3
1. SHAFT
2. SCREW 1/22 - 20UNF
3. SPIDER
4. GREASE FITTING
Fig. 2-244 Rear prop-shaft
Note - 1 15.5 ÷ 18.5 daNm 2 15 ÷ 16 daNm
3 Lubricate the spider with litium base EP grease NIG L 2
2.15 FRONT AND REAR AXLES
Drive: 4 wheel
Front axle: Fixed to the frame

Semi floating type
Rear axle: Pivot pin

Semi floating type
Reduction unit and differential

Model: TCM 678-30
Type: Current, 2 stage reduction
Differential housing: Single piece
Differential limiting device: Torque proportioning differential
Final reduction:
Model: TCM 678-30
Type: Planetary
Weight:
Front: 1216 Kg (2680 lbs)
Rear: 1184 Kg (2609 lbs)
2.15.1 AXLE Axle mounting
The axle is composed of a differential, final reduction The front axle is mounted directly on the front axle by
units, oil-bath disc brakes and axle shafts connected screws.
to the wheels.
The power output from the transmission is driven by The rear axle is mounted with a pivot pin, using
the prop shafts to the front and rear axles. Thus, the supports on both sides of the axle, secured by screws
power is driven to the differential that splits it to the to the rear frame. Consequently, the rear axle can pivot
axle right and left shafts driving the final drives, around the axle of the differential with an amplitude
reaching the wheels. depending upon the ground conditions travelled by the
The oil bath disc brake is mounted in front of the final loader. The drive axle mounted with a pivoting pin
drive and operates as service brake. As for the improves the driving conditions of the loader when
operation of the service brakes, please refer to section travelling on rough terrain, since the loader jumps at a
"3 - BRAKES SYSTEM". lesser extent than a loader with axle supported by a
traditional oscillating cradle system.
1 2
2 1
3 4
5 6
Fig. 2-245 Mounting of axles
Note - 1 78.8 daNm
2 161 daNm
1. FRONT PIVOTING SUPPORT 4. RIM

2. REAR PIVOTING SUPPORT 5. FRONT AXLE
3. TYRE 6. REAR AXLE
1 3 2 1 3 3 4 3 5 6 7
1
8 4 5 4 9 2 10
Fig. 2-246 Assembly of rear axle and pivoting supports
Note - 1 22.7 daNm (164 ft-lbs) Threaded parts: LOCTITE 262
2 Install with the groove toward plate (6)
3 Install with lip outwards
4 Grease the inner surface of the bushes. Install the bevel towards the axle.
5 Align the greasing holes with the grooves. Grease until it flows out the opposite side.
1. DUST SEAL 6. THRUST PLATE

2. FRONT PIVOTING SUPPORT 7. COVER
3. REAR AXLE 8. BUSHING
4. DUST SEAL 9. BUSHING
5. REAR PIVOTING SUPPORT 10. SPACER DISCS
4 1 2 3 4 5 8
6 7
1
9 10 3 3 11 12 3 13 5 A
A Brake piping connection 5

ports, 2 points 3 14 2
Fig. 2-247 Front axle
Note - 1 23 daNm (170 ft-lbs) Threaded part: LOCTITE 262
2 23 daNm (170 ft-lbs) Threaded part: LOCTITE 262
4 Lip: Grease
5 Mating surfaces: LOCTITE FMD-127
1. OIL SEAL 6. CROWN GEAR HUB 11. BLEEDING SCREW

2. AXLE SHAFT 7. PIN 12. BLEEDING SCREW
3. FINAL DRIVE 8. DOWEL 13. COVER
4. DIFFERENTIAL HOUSING 9. AXLE SHAFT HOUSING 14. DRAINING PLUG
5. DIFFERENTIAL 10. DIPSTICK
4 1 2 3 4 5 8
1
6 7
9 3 10 11 3 12 5 A 3 15
5
A Brakes piping connection 3 13 3 14 2
parts, 2 points
Fig. 2-248 Rear axle
Note: 1 23 daNm (170 ft-lbs) Threaded part: LOCTITE 262
4 Lip: Grease
5 Mating surfaces: LOCTITE FMD-127
1. OIL SEAL 6. PIN 11. BLEEDING SCREW

2. AXLE SHAFT 7. CROWN WHEEL 12. COVER
3. FINAL DRIVE 8. DOWEL 13. PLUG (LEVEL CHECK)
4. HOUSING 9. AXLE HOUSING 14. DRAINING PLUG
5. DIFFERENTIAL 10. BLEEDING SCREW 15. DIPSTICK
2.15.2 DIFFERENTIAL Operation of the differential
The differential forms a single body with the reduction When the loader is moving straight, the bevel ring
unit. gear, the differential gear cage and the differential side
The power is driven from the prop shafts to the gears rotating together; the idle pinions inside the gear
differential gear housing through the pinion/bevel gear cage do not rotate. Thus the right and left side gears
group. Thus, it is driven through the right and left gears, drive the power to the wheels. When the loader turns,
to the final drives. The reduction of r.p.m. is obtained the right and left wheels turn at different speeds, the
by the pinion/bevel gear ratio. idle pinions in the gear cage rotate around their pin,
proportionally with the speed difference between the
right and left side gears.
While travelling straight While making turns

1
2
High Low
speed speed
4 5
6 7
Fig. 2-249 Operation of differential
1. IDLE GEAR 5. IDLE PINION SPIDER

2. SIDE GEAR 6. BEVEL DRIVE PINION
3. AXLE SHAFT 7. BEVEL DRIVE RING GEAR
4. DIFFERENTIAL GEAR CAGE
Proportional torque differential
Wheel loaders often operate under severe terrain A proportional torque differential design is almost
conditions, such as sandy or muddy grounds. Under identical to a normal differential, with the exception of
such unfavourable terrain conditions, a loader the idle pinions, having an odd number of teeth with a
equipped with a standard differential could experience special profile. When the tyres start spinning on soft
a spinning of the wheels, thus making difficult to ground, the idle pinions continue to drive both side
exploit fully its potential performance. Also, the tyres gears, without turning on their pins, until the difference
could wear quickly. To avoid this, some models are of the adhesive force of the right and left tyres on the
equipped with a proportional torque type differential, ground reach a certain value. In this manner, the
limiting its function. spinning of the tyres is prevented.
1 2 3 2 4 5 3 1
7 12
8 13
9 14
6 10 15
11 5 20 19 18 4 17 7 16
Fig. 2-250 Differential
Note -
1
9 daNm (65 ft-lbs) Threaded part: LOCTITE 262
5 Outer diameter: LOCTITE 262 Lip: Grease
6
Backlash between bevel pinion/crown gear: 0.25 ÷ 0.36 mm (0.000 ÷ 0.014 in)
7 After reassembling the differential, set the spacer so that the rolling torque is 0.01 ÷ 0.04 daNm, without seal.
1. ADJUSTING NUT 8. THRUST WASHER 15. SHIM

2. BEARING RETAINER 9. SPIDER 16. SPACER
3. HALF-HOUSING (B) 10. DRIVE PINION 17. SPACER (for W190)
4. BEVEL CROWN GEAR 11. BEARING HOLDER HOUSING 18. NUT
5. HALF-HOUSING (A) 12. IDLE GEAR 19. FLANGE
6. LOCKING PLATE 13. PIN 20. OIL SEAL
7. THRUST WASHER 14. PLANET GEAR
2.15.3 FINAL DRIVES
The final drive units are of a planetary type and crea- shaft rotates the three planet gears inside the toothed
te the final rpm reduction in the power train. drum, thus driving the axle shaft through the planet
gear carrier.
The power driven by the differential to the sun gear
8 7 6 5 4 3 2
Section A-A Power transmission

(Operation of planet gears)
Fig. 2-251 Drive of power
1. PINION 5. PLANET GEAR

2. DIFFERENTIAL 6. TOOTHED DRUM
3. SUN GEAR SHAFT 7. PLANET CARRIER
4. PLANET GEAR PIN 8. AXLE SHAFT
1 2 2 3 4 5 6 7 8 9 10 11 12 1
13 14 15 16 17 18 19 20
Fig. 2-253 Final drive
Note - 1 5 daNm (36 ft-lbs) Threaded part: LOCTITE 262
2 Procedure for the setting of shims
1) Tighten screw (1) to a torque of 5 daNm (36 ft-lbs) and set inward the taper bearing, by rotating the
axle shaft.
2) Loosen screw (1) without turning the shaft
3) Measure the gap between thrust ring (3) and axle shaft. Value measured = Y.
4) Select the adjusting shims to form a stack no thicker than 0.03 to 0.10 mm than value Y.
5) Install the shim pack, the retaining ring and the screw.
111 daNm (803 ft-lbs) Threaded part: LOCTITE 262
The rolling torque of the bearing must be included between 2 and 4 daNm (4.4 ÷ 8.8 ft-lbs).
1. SCREW 8. ADAPTER 15. BALL

2. SPACER 9. O-RING 16. THRUST RING
3. RETAINING PLATE 10. SPRING 17. NEEDLE BEARING
4. THRUST RING 11. O-RING 18. PLANET GEAR
5. LOCK PIN 12. PISTON 19. DISC HUB
6. BRAKE DISC (OUTER TOOTHED) 13. PLANET CARRIER 20. SUN GEAR
7. BRAKE DISC (INNER TOOTHED) 14. PIN
2.16 AXLE DISASSEMBLY
Cautions to be used when disassembling
• The illustrations for disassembly and reassembly in this manual show the front axle of the model W190. The
construction of the inner components of the motor axle is the same for models from W190 through W270.
• When disassembling and reassembling the drive axle, it is good practice to place it on a unit table and use
disassembly and reassembly jigs.
• Unit weight: front: 1216 kg (2680 lbs) rear: 1184 kg (2610 lbs)
1) Removing axle tube
1. Remove the drain plug and drain gear oil.

Front 38l (8.4 U.S. gal)
Rear 38l (8.4 U.S. gal)
Fig. 2-253
2. Remove the axle tube mounting bolts.

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

ing the axle tube at the opposite side to prevent
it from lowering.
Fig. 2-255
4. Remove the axle tube from the differential body.

If they are joined, separate one from the other
using a screwdriver and soft mallet.
Fig. 2-156
5. Remove the sun gear and shaft from the differ-

ential.
Fig. 2-157
6. Remove the snap ring and disk hub from the

splines. Then, remove the snap ring.
7. Remove the axle tube and shaft at the opposite
side, using the same procedure as above.
Fig. 2-158
2) Disassembling axle tube
1. Put the axle tube with the differential mounting

side upward. Using a nut runner (special tool),
loosen the retainer plate mounting bolt and re-
move it from the axle shaft.
Fig. 2-159
2. Using a prying tool, separate the final reduction

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

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

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

tial side upward to let the axle shaft drop from
opposite side.
Fig. 2-263
6. Using a gas burner, heat up the bearing cone at-

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

one.
7. Remove the oil seal from the axle shaft.
Fig. 2-264
8. Remove the bearing cups from the differential and

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

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

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

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

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

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

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

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

carrier. Keep any shim, if attached.
Fig. 2-271
4) Removing brake unit
1. Remove the end plate, brake ring, brake disk,

brake ring, brake disk and brake ring in this order
from the differential body. Then, remove the 8 pins.
Fig. 2-272
2. Remove the bolt (3), adapter (2) and spring (1)

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

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

diameter and smaller diameter of the brake pis-
ton.
6. Remove the brake unit at the opposite side, us-
ing the same procedure.
Fig. 2-275
5) Removing drive pinion (bearing cage)
1. Remove the bolts securing the cover from the

differential body, and remove the cover.
Number of bolts: 28
Fig. 2-276
2. Check the ring gear for tooth surface contact pat-

tern and backlash. Refer to steps (5) and (6) in
"2. Reassembly".
3. Remove the bolts securing the bearing cage.
Number of bolts: 8 for front axle
10 for rear axle
Fig. 2-277
4. Install two of the bolts removed at step (3), into

the puller screw holes in the bearing cage. Tighten
both evenly to separate the seating surface. Hold-
ing the bolts, remove the bearing cage and the
drive pinion as a unit.
5. Remove the half shim from between the differen-
tial body and bearing cage.
Fig. 2-278
6) Disassembling drive pinion
1. Put the drive pinion with the flange side upward.

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

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

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

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

driver and remove it.
Fig. 2-283
8. Remove the other bearing cone.
Fig. 2-284
9. Remove the two bearing cups from inside the

bearing cage, tapping their outer diameter evenly.
10. Remove the O-ring from the outer diameter of
the bearing cage.
Fig. 2-285
7) Removing differential case
1. Lift the differential case with a crane temporarily.

2. Remove the bolts securing the bearing retainer,
along with the lock plate.
Number of bolts: 10
Fig. 2-286
3. Install two of the bolts removed at step (2), into

the puller screw holes in the bearing retainer and
tighten both evenly. Remove the bearing retainer,
holding the bolts.
Fig. 2-287
4. Remove the adjusting nut from the retainer. Then

turn the retainer upside down and remove the
bearing cup.
5. Remove the bearing retainer at the opposite side,
using the same procedure as above.
Fig. 2-288
6. Remove the ring gear and differential case as-

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

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

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

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

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

from the plane half case and flange half case.
Fig. 2-294
2.17 AXLE REASSEMBLY
Precautions to be implemented during the re-assembly
• Wash disassembled parts with a clean washing oil and dry by blowing air.
• Handle the washed parts, with care not to damage or contaminate them.
• Check the disassembled parts for wear or damage and replace any worn or damaged part with a new one.
Refer to "4. STANDARD VALUES FOR MAINTENANCE".
• Replace all the seals with new ones.
1) Reassembling differential case
1. Place the flanged half case (differential case A)

on a work bench, and press the bearing cone
using a press or soft mallet.
Fig. 2-295
2. Make sure the (2) dowel pins in the differential

case. Align the (2) holes in the thrust washer with
the dowel pins and install the thrust washer into
the case.
Fig. 2-296
3. Install the side gear.
Fig. 2-297
4. Install the (4) pinion gears and (4) thrust washers

onto the spider, and install them as a unit on the
side gear, engaging the gears.
Fig. 2-298
5. Using a soft mallet, lock-up the spider to the

mounting holes in the case.
Fig. 2-299
6. Put the plane half case (differential case B) on

the work bench and press the bearing cone into
it using a press or soft mallet.
Fig. 2-300
7. Turn the plane half case upside down and align

the thrust washer with the pins and paste it with
grease.
Fig. 2-301
8. Engage the other side gear with the pinion gears

and install the plane half case, matching the
marks. Tap the case with a soft mallet to make
sure that the two case halves are closely fitted
to each other.
Fig. 2-302
9. Apply LOCTITE 262 to the threaded area of each

of 12 case bolts. Install the bolts and tighten them
in a diagonal order.
Fig. 2-303
10. Install the ring gear from upward. Using a soft

mallet, bring it into close contact with the flange
surface of the case. Tighten the mounting bolts
from downward temporarily.
Fig. 2-304
11. Turn the differential case upside down. Apply

LOCTITE 262 to the threaded area of each of
the ring gear mounting bolts and tighten them.
Number of bolts: 20
Fig. 2-305
2) Reassembling drive pinion (bearing cage)
1. Press the smaller-diameter bearing cup into the

bearing cage. Turn the bearing cage upside down
and using a press the larger-diameter bearing cup.
Fig. 2-306
2. Apply grease to the O-ring and install into the

groove at the outer diameter of the bearing cage.
Fig. 2-307
3. Press the bearing cone into the drive pinion.
Fig. 2-308
4. Install the longer spacer into the bearing cone

with the chamfered area at the inner periphery
pointed downward, and install the shorter spacer.
Fig. 2-309
5. Put the bearing cage on the drive pinion. Then

put the bearing cone on it.
Fig. 2-310
6. Press the bearing cone into the drive pinion.
Fig. 2-311
7. After pressing, give a load to the bearing cone

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

the rotational torque may be measured after installing
the companion flange temporarily; putting the washer
on it and tightening the flange nut to the specified
torque value.
Fig. 2-312
8. If the rotational resistance torque is lower than

the standard value, remove the drive pinion and
grind the shorter spacer properly.
The standard value of the drive
pinion's rotational resistance torque
(value by a spring balancer)
1.3 to 2.3 kg (2.9 to 5.1 lbs)
9. Apply a thin coat of LOCTITE on the outer diam-

eter of the oil seal.
Fig. 2-313
10. Using a jig, press the oil seal into the cage.
Fig. 2-314
11. Apply grease to the oil seal lip.
Fig. 2-315
12. Install the companion flange onto the drive pin-

ion splines. Slide the flange several times to elimi-
nate strain on the seal lip.
Fig. 2-316
13. Then put the O-ring into the groove between the
flange and pinion, and put the washer on it.
Fig. 2-321
14. Apply LOCTITE 262 to the threaded area of the

lock nut and tight the lock nut using a nut runner.
Make sure that the drive pinion turns smoothly
without binding.
Fig. 2-322
3) Installing differential case
1. Install the bearing cup to the (2) bearing retain-

ers.
Fig. 2-323
2. Screw in the adjust nut until it comes in contact

with the cup.
Fig. 2-324
3. Lift the reassembled differential case with a crane

and put the case in the differential body, aligning
the ring gear with the notch in the differential body.
Fig. 2-321
4. Install the bearing retainers at the right and left

sides of the differential body to hold the differen-
tial case. Tighten the mounting bolts.
Number of bolts (at one side): 10
Fig. 2-322
4) Installing drive pinion (bearing cage)
1. Putting shims between the bearing cage and the

differential body, install the drive pinion (bearing
cage) to the differential body.
Fig. 2-323
2. Tighten the bearing cage with the mounting bolts.

Number of bolts: 8 for front axle
10 for rear axle
Fig. 2-324
3. Using a jig (1), tighten the right and left adjusting

nuts to 10 to 12 kg-m (72 to 87 ft-lbs).
Use a torque wrench to check the tightening
1
torque.
Fig. 2-325
4. Carry out steps "(5) Adjusting backlash of ring

gear" and "(6) Adjusting the tooth surface con-
tact pattern of ring gear". After that, install the
lock plate and lock the adjusting nut.
Fig. 2-326
5) Adjusting backlash of ring gear
1. Set a dial gauge on the tooth profile outer edge

of the ring gear.
2. Fix the drive pinion, and turn the ring gear back
and forth to measure the backlash.
Fig. 2-327
3. If the backlash is too large, loosen the adjusting

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

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

teeth and turn the ring gear back and forth with a
hand to check the tooth surface contact pattern.
Fig. 2-328
2. Adjust the tooth surface contact pattern, refer-

ring to the following steps a. to e. Toe (small end)
3. After acquiring the normal tooth surface contact
pattern, check the backlash again. Heel (big end)
Face
Frank
Fig. 2-329
a. Normal contact pattern (Fig. 330)
The normal contact pattern of the tooth surface

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

the procedures for checking the convex surface side
of the tooth. Remember that the concave surface side
Ring gear
has opposite contact conditions.
Fig. 2-330
b. Adjusting contact condition at toe (Fig. 331)
Loosen the adjusting nuts on the flange half case,

tighten the adjusting nuts on the plane half case
and shift the ring gear away from the drive pinion.
Then, reduce the shim thickness of the bearing
cage and bring the drive pinion closer to the ring
gear.
Ring gear
Drive pinion
Fig. 2-331
c. Adjusting contact condition at heel (Fig. 332)
Loosen the adjusting nuts on the plane half case

side, tighten the adjusting nuts on the flange half
case, bring the ring gear closer to the drive pin-
ion. Then, increase the shim thickness of the
bearing cage and shift the drive pinion away from
the drive gear. Ring gear
Drive pinion
Fig. 2-332
d. Adjusting contact condition at face (Fig. 333)
Reduce the shim thickness of the bearing cage

and bring the drive pinion closer to the ring gear.
Then, loosen the adjusting nuts on the flange half
case, tighten the adjusting nuts on the plane half
case and shift the ring gear away from the drive
pinion.
Ring gear
Drive pinion
Fig. 2-333
e. Adjusting contact condition at frank (Fig. 334)
Increase the shim thickness of the bearing cage

and shift the drive pinion away from the ring gear.
Then, loosen the adjusting nuts on the plane half
case, tighten the adjusting nuts on the flange half
case and bring the ring gear closer to the drive
pinion.
Ring gear
Drive pinion
Fig. 2-334
7) Installing brake unit
1. Install D-rings at the (2) grooves at the outer di-

ameter of the brake piston. After that, apply
grease.
Fig. 2-335
2. Press the piston into the differential body using

an installing jig (refer to the illustration on the
right). Trust bolt
Plate
Block
Brake piston
Fig. 2-336
3. Install the spring (1), adapter (2) and bolt (3) of

the piston return mechanism onto the differential
body passing through each of the (6) piston holes.
2 1
3
Fig. 2-337
4. Install the snap ring, disk hub and snap ring onto
the sun gear and shaft.
Note - Direct the stepped area of the disk hub up-

ward.
Fig. 2-338
5. Install the sun gear and shaft which has the disk
hub, onto the side gear splines installed in the
differential case.
6. Install the (2) lock pins into the lower part of the
differential body. Install the brake ring aligning
them.
Fig. 2-339
7. Install the brake disk onto the disk hub splines,

and then install the brake ring.
Fig. 2-340
8. Install the second brake disk, aligning with the

first disk.
9. Then, install the brake ring and end plate in this
order.
Fig. 2-341
10. Install the other (6) lock pins using a soft mallet.
11. Install the brake unit at the opposite side, using
Fig. 2-342
8) Reassembling axle tube
1. If the ring gear was replaced with a new one,

press the ring gear onto the axle tube using a
press or soft mallet and secure with (4) pins.
Fig. 2-343
2. Turn the tube upside down, press the bearing cup

from the wheel side and install the bearing cone.
Fig. 2-344
3. Then press the oil seal and apply grease to the

lip.
Note - Install the inner sleeve to the oil seal.
Fig. 2-345
4. Turn the tube upside down and lift it by the differ-

ential side with a crane. Lower it onto the stand-
ing axle shaft.
Fig. 2-346
5. Put the tube jig (item (1) in Fig. 560) onto the
axle shaft and press the oil seal and bearing of
the wheel onto the shaft.
Fig. 2-347
6. Install the bearing (cup and cone) onto the axle

tube.
Fig. 2-348
7. Using a jig, press the bearing between the shaft

and tube.
Fig. 2-349
9) Adjusting the preload of axle shaft bearing
(shim adjustment)
1. Install the planet carrier without gear on the axle

shaft splines.
Fig. 2-350
2. Put the retainer plate in the planet carrier.

Turning the axle tube, tighten the retainer plate
mounting bolt to the torque of 5 kg-m (36 ft-lbs).
Fig. 2-351
3. Loosen the retainer plate mounting bolt and re-

move the retainer plate. Measure the difference
in height (Y in Fig. 352) between the axle shaft
end surface and the planet carrier.
Fig. 2-352
4. Select a shim which is 0.03 to 0.10 mm (0.0012

to 0.0039 in) thicker than the height difference
(Y).
(Y)
Note - The measurement position of the height differ-
ence (Y) is shown in Fig. 353.
Fig. 2-353
5. Install the selected shim on the axle shaft and

the retainer plate in this order. Tighten the bolt.
Fig. 2-354
6. Hook a spring balancer on the knock pin of the

axle tube, and measure the bearing's rotational
resistance torque by pulling it along the fitting
pitch circle.
7. If the measurement is not within the range (2) to
(4) kg (4.4 to 8.8 lbs), readjust the shim. If the
value is smaller, reduce the shim thickness, and
if it is larger, increase the shim thickness.
Fig. 2-355
8. After the shim thickness is determined, loosen

the bolt securing the retainer plate and remove
the planet carrier which was temporarily installed.
Fig. 2-356
10) Reassembling and installing final reduction

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

dle rollers are arranged in two rows with (1) spacer
at the center. Apply grease properly to prevent
the rollers from dropping off.
Number of needle rollers: 66
Fig. 2-357
2. Install the (2) thrust washers in the planet carrier.
Note - Set the washer's torque in the groove of the

carrier.
Fig. 2-358
3. Insert the planet gear between the thrust wash-

ers.
Fig. 2-359
4. Install the lock ball on the planet shaft and press

the planet shaft into the planet carrier.
Fig. 2-360
5. Install the snap ring in the groove of the carrier to

lock the shaft.
Fig. 2-361
6. Put the retainer plate into the planet carrier.

7. Reassemble the other (2) planet gears and in-
stall them in the planet carrier, using the same
procedure as above.
Fig. 2-362
8. Put the selected shim on the axle shaft and in-

stall the reassembled planet carrier on the shaft.
Fig. 2-363
9. Apply LOCTITE 262 to the threaded area of the

retainer plate mounting bolt and tighten the bolt
to the specified torque to secure the planet car-
rier. Fig. 364 shows the planet carrier being in-
stalled with the nut runner.
10. Reassemble the other axle tube, using the same
procedure as above. Refer to the (8) to (9).
Fig. 2-364
11) Installing axle tube
1. Apply LOCTITE FMD-127 to the differential body

surface which will mate with the axle tube.
Make sure that the beads of LOCTITE are ap-
plied, without a break, on the differential body
surface inside row of the bolt holes.
The bead width is 2 to 3 mm (0.08 to 0.12 in)
each.
Fig. 2-365
2. Lift axle tube horizontally and install it onto the

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

Fig. 2-366
4. Apply LOCTITE FMD-127 to the cover mounting

area of the differential body. Make sure that the
beads of LOCTITE are applied, without a break,
on the body surface inside row of the bolt holes.
Fig. 2-367
5. Fill the differential with gear oil before mounting

the cover.
Oil capacity Unit: l (U.S. gal.)
Axle (front) 38 Axle (rear) 38
Fig. 2-368
6. Install the cover on the differential body and

tighten the mounting bolts.
Number of bolts 28
Fig. 2-369
2.18 Troubleshooting
Trouble Problem Cause Remedy
Gear worn, damaged or broken. Replace.
Excessive backlash of each gear. Adjust or replace.
Bearing worn, damaged or broken. Replace bearing.

Noisy differential.
Loose engagement of side gear and shaft splines. Replace.
Loose bolts. Retighten.
Low gear oil. Add oil to specified level.
Gear (final reduction gear) worn, damaged or broken. Replace.
Excessive backlash of each gear. Replace.
Bearing worn, damaged or broken. Replace bearing.

Noisy axle tube.
Loose planet carrier holding bolt (retainer plate
Retighten (Adjust shims).
mounting bolt).
Improper preload of axle shaft bearing. Adjust shims.
Low gear oil. Add oil to specified level.
Broken liquid packing of differential cover. Apply liquid packing.
Broken liquid packing of axle tube. Apply liquid packing.

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

Oil leakage from
axle shaft. Oil seal installed improperly. Repair or replace.
Brake piston seal (D-ring) deteriorated or damaged.
Brake disk or brake ring worn or damaged.

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

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

Dragging brake. Overhaul and replace.
Brake disk and brake ring seized.
2.19 STANDARD VALUES FOR MAINTENANCE
Item Standard Size Useful limit Remarks
Thickness of bearing cage shim 0.1, 0.2, 0.25

-
(0.004, 0.008, 0.010)
Inner diameter of differential 35.05 to 35.13
pinion gear (1.380 to 1.383)
Clearance
34.90 to 34.93
Diameter of differential spider pin 0.2 (0.0079)
(1.374 to 1.375)
Thickness of differential pinion 1.575 to 1.625 1.44
gear thrust washer (0.06201 to 0.06398) (0.0567)
Thickness of differential side gear thrust washer 2.31 to 2.36 2.24
(0.0909 to 0.0929) (0.0882)
Backlash between drive pinion and ring gear 0.25 to 0.36 - Adjustment by
(0.0098 to 0.0142) adjusting nut
Rotational resistance torque of drive pinion 0.15 to 0.26 - Adjustment by
(no oil seal) kg-m (ft-lbs) (1.08 to 1.88) machining spacer
Outer diameter of the companion 89.913 to 90.000 89.863
flange in the oil seal sliding area (3.540 to 3.543) (3.538)
Rotational resistance torque of axle shaft bearing 2.0 to 4.0 Shim
-
(tube fitting bolt pitch circle) kg (lbs) (4.4 to 8.8) adjustment
0.1, 0.2, 0.25, 0.5
Shim thickness of axle shaft (0.004, 0.008, 0.010, -
0.020)
Item Standard Size Useful limit Remarks
Brake disk thickness 5.9 to 6.5 5.58

(0.232 to 0.256) (0.220)
4.9 to 5.1 4.5
Brake ring thickness
9.9 to 10.1 9.5
(0.193 to 0.201) (0.177)
Free height 33 (1.30) 31.7 (1.25)
Settings load 18.8 (41.4)

20.8 (45.9)
kg (lbs)
Setting
20.0 (0.787)
height
2.20 TIGHTENING TORQUE VALUES FOR MAIN BOLTS
Item Tightening torque Remarks
Ring gear mounting bolt 23 (166) Apply LOCTITE 262.
W170 9 (65)
Differential case mounting bolt Apply LOCTITE 262.
W190 15 (108)
Differential bearing retainer mounting bolt 9 (65) Apply LOCTITE 262.
W170 9 (65)
Bearing cage mounting bolt Apply LOCTITE 262.
W190 23 (166)
Flange nut W170 55 (398)

Apply LOCTITE 262.
W190 67 (485)
Brake piston return spring mounting bolt 5 (36) Apply LOCTITE 262.
Planet carrier holding bolt

111 (803) Apply LOCTITE 262.
(Retainer plate mounting bolt)
Axle tube mounting bolt 23 (166) Apply LOCTITE 262.
Differential cover mounting bolt 5 (36)
2.21 WHEELS 2.21.1 Tyres
The wheel is composed of rim and disc. In a standard configuration, the loader is equipped
The wheel disc is bolted to the axle shaft. The tyre is with radial type tyres with tread type L3, having high
mounted on the rim forming a single body with it. Con- traction characteristics. It is recommended that the
sequently, it is of the utmost importance that the cor- most appropriate tyres are selected, since a large
rect rim is used, based upon the type of tyre to be variety of types is available, based upon the type of
mounted. The use os a inappropriate rim could shorten operation and working requirements.
the life of the tyre and, in the worst cases, cause
serious accidents. Example: 23.5 R 25 XHA TL
Also, the dimensions of the rim is provided in inches.
The first number indicates the width of the rim and 23.5 = Width of the tyre (~ 600 mm)
the second indicates the diameter. R = Radial
25 = Diameter of rim (~ 635 mm)
XHA = Type of tread
TL = Tubeless
F
A
Fig. 2-370 Rim Q.ty 5 pieces
Fig. 2-371 Thread of XHA tyre
Coppia di serraggio viti fissaggio ruote 78,8 da Nm
MODEL RIM WORK TRAVEL

(F x A)
FRONT REAR FRONT REAR
26.5R25 GP-2B G.Y. 22.00x25 4.00 2.50 2.75 2.75
26.5R25 XHA Mich. 22.00x25 4.25 2.75 2.00 2.00
26.5R25 XLD D2 Mich. 22.00x25 4.25 2.75 2.00 2.00
26.5R25 XLD D1 Mich. 22.00x25 4.25 2.75 2.00 2.00
26.5R25 XMINE D2 Mich. 22.00x25 4.25 2.75 2.00 2.00
26,5R25 RL-5K G.Y. 22.00x25 4.00 2.50 2.75 2.75
(*) The pressure can be increased 0.5 bar when the working conditions do not
require particular floating capabilities
SECTION 3
BRAKES SYSTEM
TABLE OF CONTENTS
3.2 OPERATION .......................................................................................................... 3

3.2.1 Operation conditions .............................................................................................. 3
3.3 DISC BRAKE ......................................................................................................... 6
3.4 BRAKE PEDAL VALVE ........................................................................................... 7

3.4.1 Operation of circuit separation valve in the brake group ......................................... 9
3.5 BRAKES/POWER SYSTEM PUMP ....................................................................... 10
3.6 PARKING BRAKE CONTROL VALVE .................................................................... 11
3.7 PARKING BRAKE .................................................................................................. 12

3.7.1 Procedure for manual disengagement .................................................................... 12
3.7.2 Operation of discs parking brake ............................................................................ 13
3.7.3 Disengagement of brake ........................................................................................ 13
3.8 OTHER COMPONENTS ........................................................................................ 14

3.8.1 Service brakes accumulator ................................................................................... 14
3.8.2 Check valve ............................................................................................................ 14
3.9 HYDRAULIC CONNECTIONS OF BRAKE PEDAL VALVE ................................... 15
3.10 TROUBLE SHOOTING - TESTS ........................................................................... 16

3.10.1 Test of brakes actuation pressure .......................................................................... 18
3.10.2 Setting of minimum and maximum accumulators recharge pressure ..................... 19
3.10.3 Inspection of parking brake engagement................................................................ 20
3.10.4 Inspection of accumulator pre-charge .................................................................... 21
3.10.5 Instructions for the pre-charging of the service brakes accumulator ...................... 22
3.10.6 Air bleeding of brakes system ................................................................................ 23
3.10.7 Check of brake discs wear ..................................................................................... 24
W270 BRAKES SYSTEM 3-1
The brake system consists of (refer to Fig. 3-1):

- a recharge pump, gear type;
- a two sections feed pump of the gear type (11) i
flanged to the torque converter cover; - a three-way diverter valve (14) which controls
engagement and disengagement of the parking
- a filter (10) on pump outlet; brake (16);
- a brake pedal valve (5) controlling simultaneously - a hydraulic ram (16) composed of springs and a
front and rear brakes (1 and 2, respectively), which hydraulic cylinder to counter-act them. Spring force
are located inside the drive axles; is used to lock the parking brake discs when
pressure oil in the cylinder is dumped by means of
- two accumulators (8 and 9) which during normal the diverter/control valve. When fed with pressure
operation stabilise system pressure and, in case of oil (by means of the diverter/control valve), the
emergency, with the engine stopped, allow to cylinder overcomes spring action and consequently
positively apply the brakes for several times; the brake is released;
- the oil used in the brakes system is the same of the - an accumulator (not illustrated) mounted on the
equipment hydraulic system and it is taken from pressure relief valve, that during normal operation
hydraulic reservoir (S) through a filter. stabilises the pressure inside the circuit, and, with
engine inoperative, allows the disengagement of the
parking brake, for a certain number of times.
The parking brake consists in:
3-2 BRAKES SYSTEM W270
1 1
6
7
9
5
4
8
12
3
V
M
10
13
T 11
S
14
15
16 2 2
Fig. 3-1 Brakes system
S. Reservoir - M. To pressure regulating valve - V. To pressure regulating valve - T. Discharging (hydraulic reservoir) - 1. Front
brakes-2. Rear brakes - 3. and 4. Quick release pressure pick-up points - 5. Brake pedal valve - 6. Stop light pressure switch
7. Transmission cut-off pressure switch - 8. and 9. Brakes system accumulators - 10. Oil delivery filter - 11. Brakes oil pump -
12. Check valve - 13. Parking brake control three way diverter - 14. Parking brake pressure switch - 15. Hydraulic cylinder
(included in the parking brake) - 16. Parking brake.
3.2 OPERATION
GENERALITIES 3.2.1 OPERATING CONDITIONS

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

- engine running
The brake system is fed by the pump (10) which draws
- brakes released
oil from the attachment oil reservoir and sends it to
- parking brake applied
the flow regulator valve (24). This valve is pilot
- accumulators being recharged
controlled by the accumulator recharge valve (16).
Two hydraulic accumulators (7 and 8) and two check
The flow from the pump (10) reaches the flow regulating
valves (17 and 18) allow to store an amount of pressure
valve (24). The oil flow opens and goes through the
oil sufficient to positively apply the brakes a limited
primary check valve (19), then opens and goes
number of times, also with the engine stopped, and
through the check valves (17 and 18) thereby charging
therefore without pump (10) delivery.
the brake accumulators (7 and 8).
The brake pedal (P) being released, the distributing
spools (20 and 21) stop oil flowing from the pump and
keep dumping oil from the brake pistons (1 and 2).
The brakes are disengaged.
Parking brake The parking brake diverter/control valve (12) is
positioned as to dump oil from the parking brake
The parking brake is composed of a disc brake (15) chamber. Therefore the parking brake (15) is kept
acting on the output shaft of the transmission. The applied by the spring force.
system receives pressurised oil from the power Accumulator recharge ends when the maximum
system pressure relief valve (25). The braking force recharge pressure has been attained, the plunger of
is applied by springs (23); the release of the brake is the valve (16) moves to the right.
actuated by sending oil under pressure into the cylinder,
through diverter (12). In this manner, the springs are
pressed and the brake is released.
Pressure switch (13) closes the electric circuit “parking
brake engaged” when the pressure drops below the
value of 15 bar, with the consequential engagement With:
of the parking brake.
- engine running
- brakes released
- parking brake applied
- accumulators charged
Under the conditions represented in the diagram the

Service brakes plunger of valve (16) when it opens, allows the oil in
the spring side cavity of valve (24) to discharge, thus
The brakes are disc type, in oil bath, and are located the valve moves rightward, deviating the oil of the
within the axle side reduction gears (1 and 2). When pump toward (M).
the brake pedal is pressed, the valve (5) supplies At the same time, the primary check valve (19) closes
control oil to the braking circuit at a pressure (and and traps pressure oil inside the brake hydraulic circuit.
consequently with braking action) proportional to the When, following braking or leakage in the brake valves,
travel of the brake pedal (Pf max = 45 bar). pressure after the valve (19) drops below the minimum
When the pedal is released, the valve (5) dumps brake preset value, the spool of the valve (16) moves to the
circuit oil and nullifies the braking action on the discs left closing the valve (24) and the accumulators start
(1 and 2). being recharged.
During braking, the sensor (4) activates the stop lights
electrical circuit. The sensor (3) controls the
transmission disengagement system (22).
With: The braking pressure acting on the bottom side of the

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

accumulators being recharged, brakes
P 11
disengaged, parking brake applied.
3.3 DISC BRAKE
The disc brake is composed of two oil-bath, discs The inner circumference of the discs is splined
and it is mounted inside the axle housing. On this and it is keyed to the axle shaft. The outer
loader, four brake groups are mounted in axle, one on circumferences of the pressure plate and reaction
each axle shaft. plate are secured to the axle housing by dowels,
The structure of the disc brake is described in the so that, the locking of the brake discs causes the
“TRANSMISSION” section. stopping of the axle, thus braking.
OPERATION 2) Releasing the brakes

When oil pressure is relieved from the brake piston,
1) Actuation of the brake this moves slightly rearwards to release the brake
The pressure of the brake oil acts on the rear face disc and the the braking action stops.
of the brake piston and locks the brake discs
between the disc pressure plate and the reaction
plate.
4 5 6 7 8 11 9 10
Brake pressure
Drive line
oil
1 2 3
12
13
14
Fig. 3-3 Operation of disc brake
1. Axle shaft - 2. Planetary carrier - 3. Solar shaft - 4. Disc hub - 5. Reaction plate - 6. Pin - 7. Disc brake - 8. Disc pressure
plate - 9. Piston - 10 and 11. Sealing ring - 12. Spring - 13. Piston guide - 14. Screw.
3.4 BRAKE PEDAL VALVE
To dump
To other users
or dump
T1
Rear brake feed
port (45 bar)
T2
Accumulator pressure Front brake feed port
adjustment (80 - 110 bar) (45 bar)
Fig. 3-4 Brake pedal valve
Flow regulating valve
Accumulator maximum recharge

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

released 40° to 60°
Min. angle from released

position to start sending
3°
pressure oil to the brakes
Max working angle

16°
Pedal angle adjust

screw
Backlash
take-up screw
Brake oil delivery

spools
Brake feed ports
Brake pressure adjustment stop

screw = Pf Max.
Fig. 3-6 Section view of oil delivery spools to users
From the recharge valve
To accumulator no. 1
4
2
3
To accumulator no. 2
5
Fig. 3-7 Section view of circuit separation valve and accumulator recharge one-way valves
1. ONE-WAY VALVE 3. CIRCUIT SEPARATION VALVE 5. SPRING
2. ONE-WAY VALVE 4. TAPERED PISTON 6. PISTON SEAL SEAT
3.4.1 CIRCUIT SEPARATION VALVE OPERATION

INSIDE THE BRAKING SYSTEM
This valve allows, once a determined pressure value Note - If the leak from the accumulator charge valve
is exceeded, to connect the reference accumulator is considerable due to pressure drop, the piston (4)
and the sensing element to the charging pressure and, pin closes the valve/accumulator communication port
below it, the distinct separation of the valve and the before the reference accumulator attains minimum
accumulator. pressure. This feature is to the advantage of normal
operation, but it alters pressure reading. Therefore, it
is important that the oil leak purposely created be
Operation description small.
The charge valve starts operating by sending oil to
Possible failures
the accumulators through the one-way valves (see
figure). The pressure created acts also on the tapered 1. Failure in the accumulator no. 2 side, not used as
piston (4) which after reaching a certain pressure, a reference for the charge valve.
overcomes the spring (5) action and moves away from In this case, pressure in accumulator no. 1
the sealing seat (6). decreases to the setting value given by the spring
At charge end, the one-way valves close, and the (5).
charge valve senses only pressure in accumulator Note - If the oil leak is considerable, the accumulator
no. 1 through the piston (4) and its seat (6). The spring pressure remains at the value as it is.
(5) pin depends upon accumulator pressure and it is
usually kept at -10/-15 bars maximum below the 2. Failure accumulator no. 1 side.
accumulator recharge pressure. This adjustment is In this case, accumulator no. 2 remains in the
obtained by means of shims. condition as it is.
To test the separation valve operation and setting, 3. Accumulator charge valve failure.
cause a minor oil leak in the accumulator feed line If the leak is small, accumulator no. 2 remains at
and read the pressure at the reference accumulator the pressure as it is, while reference accumulator
no. 1. Pressure decreases, the spring (5) overcomes no. 1 drops to the cut-out pressure given by the
the pressure on the piston (4) which closes the valve/ spring.
accumulator communication port. Residual pressure If the leak is considerable, accumulator pressures
into accumulator no. 1 corresponds to the valve remain as they are as the piston (4) immediately
regulation pressure. closes the accumulator/valve port.
3 - 10 BRAKES SYSTEM W270
3.5 BRAKES/POWER SYSTEM PUMP
The brakes circuit is powered by the hydraulic oil de-

livered by the pump keyed on the transmission hous-
ing, together with the steering pump. The same pump
powers the power system.
BRAKES PUMP (AND POWER SYSTEM)
Designation: ............................................................................................................ Kayaba KP1013CBG

Type: ................................................................................................................................................. gear
Drive: .............................................................................................................. mounted on steering pump
Delivery: ..................................................................................................................................... 13.2 gpm
Maximum pressure: ...................................................................................................................... 170 bar
Engine/pump speed ratio: ........................................................................................................... 1 : 0.982
5 4 3 2 1
10 9 8 7 6
Item "C"
Section A-A Section B-B 13 12 11
Fig. 3-8 Brakes/power steering pump sections
1. Driven gear 6. Oil seal 11. Sealing device

2. Mounting flange 7. Driving gear 12. Gasket B
3. Gear plate 8. Side plate 13. Gasket A
4. Centering dowel 9. Side plate
5. Closing plate 10. O-Ring
W270 BRAKES SYSTEM 3 - 11
3.6 PARKING BRAKE CONTROL

VALVE
The parking brake valve controls the delivery of pres- The parking brake is equipped with detent devices to
surised oil to the disc brake. hold the spool, in each position.
The movement of the parking brake valve is controlled
by the appropriate knob actuating the discs brake.
A
T
11 12
A T
2 1
A T
7 6 5 4 3
8 9 10
B
Fig. 3-9 Parking brake valve
1. Rod - 2. Valve body - 3. Gland ring - 4. Ring - 5. O-Ring seal - 6. Cover - 7. Spool - 8. Detent spring - 9. Sleeve - 10. Detent
ball - 11. Dust ring - 12. Oil seal.
3.7 PARKING BRAKE
Parking brake manual disengagement (in case of

emergency)
WARNING WARNING
If it is not possible to release the parking brake by Disengage the parking brake manually only if it is
means of the control knob following pump failure or absolutely necessary. Namely, this should be done
for any other reason, disengage it manually through only when towing a failed loader to traffic-free areas.
the parking brake release screw. If the loader is on an incline, check that the wheels
are securely blocked with wedges or stones prior to
releasing the parking brake.
3.7.1 MANUAL RELEASE PROCEDURE
1. Remove the manual release bolt and nut (1) from into the threaded hole at the centre of the brake
the parking brake cover on the transmission piston (3), as shown in Fig. 3-11.
housing.
4. Screw the release bolt fully in to retract the brake
2. Remove the plug (2) from the middle of the cover. piston (3) and release the brake disc.
3. Insert the bolt (1) into the plug hole and screw it
2 3
1
1
Fig. 3-10 Fig. 3-11
The parking brake is of an oil-bath, multiple disc type packs the brake discs (rotating) against the fixed
and it is mounted on the intermediate shaft of the plates.
transmission.
The brake is actuated by a series of inner springs and 2. The inner toothing of the rotating brake discs is
it is disengaged by the oil pressure controlled by the keyed to the transmission shaft by the brake discs
parking brake valve. hub. The outer toothing of the fixed brake discs is
Its structure is described in the section “2. TORQUE keyed to the brake seat. As the rotating brake discs
CONVERTER - TRANSMISSION”. are locked with the fixed brake discs, they stop
rotating. This causes the stopping of the rotation
of the transmission shaft, by the disc carrier hub,
thus braking the loader.
3.7.2 DISC PARKING BRAKE OPERATION
1. When pressure oil acting on the piston brake is

dumped, this is pushed by the spring force and
Brake pressure
oil dump
8 6 1
7 5 4 3
Fig. 3-12 Parking brake
1. Brake piston - 2. Spring - 3. Support plate - 4. Brake housing - 5. Brake discs - 6. Disc hub - 7. Bearing - 8. Transmission
shaft.
3.7.3 BRAKE DISENGAGEMENT
1. When pressure oil is sent to the rear surface of 2. A clearance is established between each brake
the brake piston, this overcomes the spring action disc and fixed plate, the brake discs are released
and moves. and the brake is disengaged.
3.8 OTHER COMPONENTS
3.8.1 SERVICE BRAKES ACCUMULATOR

Oil from the charge pump is diverted by the check
The membrane accumulator is used to store pressure valve to the accumulator which maintains the pressure
oil to release the parking brake. at a certain value.
CAPACITY ..................................................................................... 1.4 lt.

MAX. WORKING PRESSURE PER ACCUMULATOR ............ 210 bar
3 GAS TO BE USED ............................................................ NITROGEN

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

from the accumulator.
. . . . .
A . . . . . B
A B
Fig. 3-14 Check valve
A. From the accumulator - B. To parking brake control valve.
3.9 BRAKE PEDAL VALVE HYDRAULIC CONNECTIONS
N M
T1
F R1 R2
T2
T2
TI2
P
T1
P
M
R1
F
N
R2
TI1
Fig. 3-15 Brake pedal valve hydraulic connections
F. Accumulator control pressure switch - M. Other users or to dump - N. Dump - P. Inlet - R1-2. Accumulator - T1-2. To the
brakes -TI1-2. Brake control pressure switch.
3.10 DIAGNOSTICS AND TESTING
2
1
6
5
7
T1
T2
4
From equipment
10
N
reservoisar
3
To steering
valve
14
8
12
19
P
T
20
PV
11
To hydraulic oil
reservoir
13
To pilot valve
15
18
locking
17
16
Fig. 3-16 Braking system schematic
Brake system schematic
13. Check valve

T1. Front brakes delivery port. (P Max 45 bar)
14. Pressure relief valve (setting 30 bar)
T2. Rear brakes delivery port. (P Max 45 bar)
15. Three way diverter, parking brake engagement/
1. Rear axle brakes disengagement control
2. Front axle brakes 16. Parking brake pressure switch (setting of

pressure switch: OFF = 15 bar; ON = 10 bar)
3. Quick release pressure pick-up
17. Parking brake caliper cylinder
4. Quick release pressure pick-up
18. Brake disc
5. Transmission cut-off pressure switch (setting =
15 bar) 19. Heat exchanger
6. Stop lights pressure switch (setting = 1.8 bar) 20. Accumulator (capacity 0.7 litres - pre-charge 19
bar)
7. Brake pedal valve (operating pressure = 45 bar)
8. Accumulator control pressure switch (60 ± 5 bar)
9. Brake accumulator (capacity = 1.4 litres - pre-

charge = 45 bar)
WARNING - DANGER
10. Brake accumulator (capacity = 1.4 litres - pre-
Always disconnect and connect all fittings with the
charge = 45 bar)
engine stopped and braking system disabled.
Accumulators keep some branches of the circuit under
11. Powering pump (for brake system)
pressure even if the engine is stopped.
Pressure oil escaping from loose fittings may cause
12. Delivery oil filter
personal injury and damages to things.
Wear safety glasses with side shields.
3.10.1 BRAKE CONTROL PRESSURE TESTING
Connect two pressure gauges (end of scale 100 bar) approximately 45 bar.
to the pressure ports shown in Fig. 3-17.
Release the lock-nut (E, Fig. 3-17) and turn the screw
Apply the parking brake. in or out if pressure values are not within the rated
range.
Start machine engine and wait until it settles to
maximum torque speed. Such a pressure must be measured after a pedal stroke
of about 70 mm (2.79 in).
With the engine idling, press the brake pedal and
check that pressure reading on the gauges is Seal the screw after adjustment.
Rear axle
pressure port
Front axle
pressure port
Fig. 3-17 Braking pressure adjustment
3.10.2 MINIMUM AND MAXIMUM ACCUMULATOR

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

of the parking brake control linkage.
2 1 4 7
M P
TO BRAKE
VALVE
PV T
5 6
TO PILOT VALVE
BLOCKING
3
T
TO HYDRAULIC OIL
RESERVOIR
Fig. 3-19 Parking brake diagram
T. Discharge to oil reservoir - 1. Parking brake locking/release - 2. Three way valve - 3. Heat exchanger - 4. Check valve -
5. Ram - 6. Parking brake - 7. Pressure relief valve.
3.10.4 ACCUMULATORS PRE-CHARGE TEST
Accumulators fitted to the braking system are mem- - disconnect tool (D) from the accumulator;
brane type, pre-charged using nitrogen.
- tighten the screw (2) to a torque of 1.1 daNm;
Normal minimum membrane porosity and continued
use reduce pre-charge pressure in time and limit - test accumulator sealing using soapy water;
accumulator efficiency.
- screw on protective cover (1).
It is advised to check the nitrogen pre-charge every
six months and restore it, if necessary. Recharge the accumulator if the pressure is lower than
rated value.
Pre-charge pressure should never drop below
approximately 90% of the rated value.
Check is to be carried out with the accumulators

drained of hydraulic oil. This condition is obtained as
follows:
- as regards accumulators (7 and 8, Fig. 3-2) by
pressing the brake pedal slowly several times;
- as regards the parking brake release accumulator D1
(13, Fig. 3-2) by operating repeatedly the diverter
valve (14) with the engine stopped.
D
Check the pre-charge as follows:
- remove protection cover (1, Fig. 3-20);

M
- loosen the screw (2) by half turn using an hexagonal
Allen wrench; M D1
- screw in tool (D) on the accumulator connection;
- ensure that tap (D2) is closed;
- turn the handwheel (D1) to loosen the screw (2);
- when the pointer of the pressure gauge (M) starts D

moving, turn out the handwheel (D1) by one more D2
turn.
1
Now the pressure gauge shows the accumulator pre-
charge pressure, which should be 45 bar.
2
If pressure is within the specified range of values,

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

OF THE SERVICE BRAKES ACCUMULA-
TORS PRE-CHARGE
Using tool (D, Fig. 3-21) screwed to the accumulator Close the nitrogen bottle tap.
connection (see 3.10.4 before) proceed as follows. Wait five minutes.
Check on the pressure gauge (M) that inflating
Loosen the plug and screw in the hose from a nitrogen pressure is 45 bar. Repeat the operation if lower.
bottle complete with safety valve (V). If pressure is higher, proceed as follows:
- slowly turn the handwheel (D2) to let the nitrogen

WARNING - DANGER out and close;
Use only nitrogen to recharge accumulators. Never - check on the pressure gauge (M) that pressure is
use oxygen or other gases for any reason whatever as required. If not, repeat the operation;
as explosion hazard may result.
- turn the handwheel (D1) to screw in the accumulator
screw (2);
Slowly open the nitrogen bottle tap and check refilling
pressure as it increases on the pressure gauge (M). - remove tool (D);
IMPORTANT - Refilling pressure should be 10% at - tighten the screw (2) to a torque of 1.1 daNm;
least higher than rated pressure considering that
pressure inside the accumulator decreases when the - check accumulator sealing using soapy water;
compressed gas cools down.
- screw on protection cover (1).
D1
D
M D1
V
M
D
1 D2
A
2
Fig. 3-21 Accumulators recharge device
D. Accumulators pre-charge test tool - D1. Plug control handwheel (2) - D2. Discharge tap - A. Nitrogen bottle - M. Pressure
gauge - V. Safety valve - 1. Protection cover - 2. Threaded plug.
3.10.6 BLEEDING THE BRAKE SYSTEM
It is necessary to bleed the brake system when anyone - position the machine on a level surface and start
of the conditions here below occurs: the engine;
- after replacing hydraulic oil in the attachment oil - with the engine idling, one operator should release
reservoir; the bleed screw (two on each axle) while the other
is pressing the brake valve pedal. Tighten the bleed
- when air has entered the system because of poor screw before releasing the brake pedal;
sealing of hoses or charge pump;
- repeat this operation until bleeding all air from the
- after disconnecting or replacing any of the system system (fluid should come out of the bleed screw
parts. free of bubbles);
Bleed the system as detailed below (this is a two- - repeat for the other axle.
man operation):
S S
Fig. 3-22 Brake oil bleed screw (S) locations on the axle (1 per brake)
3.10.7 BRAKE DISC WEAR CHECK
A B
Fig. 3-23 Brake disc wear check hole locations
Threads: LOCTITE 572
The control of the wear on the 4 brake discs (for each

axle) is carried out after draining the oil from the group.
Remove inspection plugs (A) and (B);
The brake discs are to be replaced if a thickness gauge
blade of the 5,3 mm can be made to pass through the
steel discs.
SECTION 4
STEERING SYSTEM
TABLE OF CONTENTS
4.2 STEERING GROUP ............................................................................................... 5
4.3 STEERING VALVE ................................................................................................. 7
4.4 STEERING SYSTEM PUMP ............................................................................... 9
4.5 STEERING VALVE CONTROL LINKAGE ............................................................. 12

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

4.6.1 Removal ............................................................................................................... 18
4.6.2 Disassembly and reassembly ............................................................................... 19
4.6.3 Installation ............................................................................................................ 19
4.7 EMERGENCY STEERING CIRCUIT ................................................................... 20

4.7.1 Components of the emergency steering .............................................................. 21
W270 STEERING SYSTEM 4-1
Type: ..................................................................................................................................................... follower

Mechanism: ................................................................................................................................... linkage chain
Articulation angle of frames: ...................................................................................... 40° rightward and leftward
Number of turns of steering wheel: ................................................................................................................ 4.2
Steering reduction unit: ............................................................................................................... worm and balls
Pressure setting: .................................................................................................................... 206 bar (2980 psi)
Flow setting: ..................................................................................................................... 100 lt/min (26.4 gpm)
Steering pump: .......................................................................................................................... See “4.4 PUMP”
Steering cylinder:
Type: ........................................................................................................................ double acting piston
Q.ty: ...................................................................................................................................................... 2
Cylinder stroke: ........................................................................................................................ 542 mm (21.3 in)
Weight (per piece): ........................................................................................................................ 34 kg (75 lbs)
The loader is of the articulated frames type. The emergency;

steering system uses two hydraulic cylinders controlled - a steering valve with priority valve;
by a control valve, to which the steering wheel is - two hydraulic cylinders;
connected through a set of rods, links and levers. The - connecting pipes;
steering force is applied between the front and rear - steering box/steering column;
modules by a couple of cylinders powered by the - steering wheel.
steering valve. Also, the emergency steering circuit, besides the
The complete system includes: pump, includes a multiple check valve and a diverter
- two gear pumps, one of which is used in case of valve.
Cylinder
Steering
Steering valve
box
To main circuit
Linkage Pump
Hydraulic reservoir
Fig. 4-1 Chained leverage steering system
4-2 STEERING SYSTEM W270
NOTES:
Fig. 4.2 STEERING HYDRAULIC CIRCUIT
EMERGENCY STEERING
The oil taken from the reservoir by the steering pump is delivered to the steering valve.
The steering valve regulates the pressure and the flow of the oil. Also, it is equipped with a
priority valve sending the excess oil from the steering circuit to the equipment circuit, when the
steering does not require all the oil. When the steering wheel is actuated, the steering valve is
activated, intercepting the oil coming from the pump, sending it to the steering cylinders.
The oil discharged returns through the steering wheel to the oil reservoir.
STEERING CYLINDERS
IN
1,5 bar A B STEERING VALVE
245
245 bar bar
T 206 bar
EMERGENCY
STEERING PUMP DISCHARGE (IN COMMON WITH
EQUIPMENT CONTROL VALVE)
TO EQUIPMENT CONTROL P PB
VALVE DELIVERY
TO BRAKE
VALVE
PILOT VALVE/BRAKE AND

STEERING PUMP
HYDRAULIC OIL RESERVOIR

BIANCA
4.2 STEERING GROUP

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

pipes and the circuit of the “Emergency steering”
Steering wheel
Upper shaft
Shaft support
Universal joint
Lower shaft Spring cylinder
Steering column
support
Steering wheel
Power link
Steering valve
Steering cylinder
Fig. 4-3 Steering system
4 2
9 2
4 10 1
3
11 5
4 5
12
6
5 13 14 15 16
8 5
2 9
1
SECTION A-A
Fig. 4-4 Steering box
Notes - 1 2-3 daNm (14-22 ft-lbs) 2 3.5-5.4 daNm (25-39 ft-lbs)
3 20-24 daNm (140-170 ft-lbs) 5 Sliding area: grease
4 Lip area: grease
1. DUST COVER 7. SHAFT 13. BUSH

2. DUST SEAL 8. BEARING 14. SETTING SCREW
3. REAR COVER 9. PITMAN ARM 15. SHIM
4. SHIM 10. DUST SEAL 16. SIDE COVER
5. STEERING BOX 11. BUSH
6. BALL BLOCK 12. GEAR SECTOR
4.3 STEERING VALVE

Designation: ..................................................................................................................................... KVMT-200L
Type: ................................................................................................. Valve with pressure compensation device
Maximum regulated flow: .............................................................................................. 100 lt/min (19.8 US gal)
Main pressure setting: ............................................................................................................ 206 bar (2980 psi)
Safety and anticavitation valve setting: .................................................................................. 245 bar (3550 psi)
Weight: ...................................................................................................................................... 22 kg (48.5 lbs)
The steering valve is a control valve with a pressure cylinders.

compensation valve providing a delivery proportional The steering valve consists of a valve body, spool,
to the movement of the steering valve spool, priority plunger, main pressure relief valve and two
independently from the variation of the load pressure anticavitation safety valves.
(steering cylinder pressure). The steering valve is The main pressure relief valve limits the pressure in
equipped with a priority valve that, when no oil is the steering cylinders to 206 bar.
required by the steering system, commutes As soon as such value is exceeded, the valve opens,
automatically toward the equipment system. Thus, all connecting the steering system to the discharge.
the oil coming from the steering pump flows to the The excess oil, then, is directed to the hydraulic
equipment control valve. reservoir and the pressure returns within the maximum
As soon as the steering wheel is actuated, the priority value.
valve feels the pressure drop at one of its ends. The The safety/anticavitation valves, set at 245 bar, protect
action of the spring, plus the action of the pressure, the two circuits of the steering cylinders from
acting from the opposite side, is capable of moving overloads, when the control valve is in neutral.
the valve plunger, directing the oil toward the steering
1
2
Stroke
Fig. 4-5 Steering valve

1. MAIN PRESSURE RELIEF VALVE P. PUMP PORT
2. SAFETY AND ANTICAVITATION VALVE PB. OUTLET PORT (to main hydraulic circuit)
A. CYLINDER PORT T. DISCHARGE PORT
B. CYLINDER PORT
1 P 4
2
5
T
SECTION A-A
3
SECTION B-B
P
7
A B
7
SECTION C-C
T
Fig. 4-6 Configuration of steering valve sections
1. PLUNGER 5. SPRING
2. MAIN PRESSURE RELIEF VALVE 6. SAFETY AND ANTICAVITATION VALVE
3. SPOOL 7. SAFETY AND ANTICAVITATION VALVE
4. SPRING 8. SPOOL SPRING COVER
4.4 STEERING SYSTEM PUMP
The steering cylinders control circuit is powered by a the steering system at rest, sending it to the equipment
two section hydraulic pump. control valve. The oil flow in the delivery circuit is
One section of the pump powers, through a priority proportional to the performance required.
valve, the steering system.. A main pressure relief valve, set at 206 bar, regulates
The other section powers the brakes system and the the maximum pressure of the system, discharging
power system pilot valve. the pressure in excess.
The pump sucks oil from the hydraulic reservoir, with
Fig. 4-7 Installation of the steering pump on the transmission-torque converter group
Notes: 1 Pay attention to the installation 2 Mating surface LOCTITE 509

position of the elastic ring
1. STEERING PUMP 3. COUPLING SLEEVE

2. BRAKES/POWER SYSTEM PUMP 4. TORQUE CONVERTER
Steering section
Designation: ................................................................................................................ Kayaba KFP5190

Type: ............................................................................................................................................... gear
Drive: .............................................................................................................................................. gear
Delivery at rated speed: ................................................................................ 193 lit/min (50.9 U.S. gpm)
Maximum pressure: ................................................................................................... 210 bar, 2200 rpm
Engine/pump speed ratio: .......................................................................................................... 0.982 : 1
4 - 10 STEERING SYSTEM W270
Delivery side
Suction side
Suction Delivery
Rotation direction
1. STEERING PUMP (CENTRAL)

2. BRAKES AND POWER SYSTEM PUMP (REAR)
Fig. 4-8 Steering/brakes and power system pump
W270 STEERING SYSTEM 4 - 11
Section B-B Section A-A
Fig. 4-9 Steering pump sections
1. MOUNTING FLANGE 6. ADAPTER 11. DRIVING GEAR

2. DRIVEN GEAR 7. BRAKES/POWER SYSTEM PUMP (see fig. 4.11) 12. COUPLING SLEEVE
3. INTERMEDIATE PLATE 8. SEALS 13. PLATE
4. CENTERING DOWEL 9. WASHER 14. BACK-UP RING
5. COVERING PLATE 10. PLATE 15. SEAL
4.5 STEERING VALVE CONTROL LINKAGE
10
9
2
10
2 3 2
11
4 5 10
1
View from A
6 7 1 8
Fig. 4-10 Control linkage
Notes: 1 Threaded area: LOCTITE 262 2 Align with central articulation pin centre line
1. STEERING VALVE 5. BALL JOINT 9. BEARING

2. STROKE END SCREW 6. SUPPORT PLATE 10. LEVER
3. STEERING BOX 7. RUBBER PAD 11. PIN
4. ROD 8. ROD
The steering control linkage transfers the movement rod and lever 10 (fig. 4.11) passes exactly through
of the steering wheel to the spool of the steering valve, the centre line of the pivot of the two frames of the
through the steering box located under the steering machine. In this manner, a perfect operation of valve
column (cab). 1 is ensured, independently from the steering angle
The pivot centre line between the steering valve control of the loader.
Unit: mm (in)
[ ]: Reference dimension A
10
1
(L)
M 1
Fig. 4-11 Installation of linkage
L (ref) M
Notes: 1 Length of rod mm (in)
494 (19.4) 697 (27.4)
2 Tighten the screw at the top of the threaded area
4.5.1 Installation procedure for the linkage
- Set the rod length at the value indicated in the - Rotate the loader on the place and set the length of
sketch, prior to assembling the linkage. stop screw (A) so that the gap between the front
- Set the length of stop (A) connected to the driver and rear frame becomes 15 mm.
compartment at 28 mm.
4.5.2 Operation
1. Steering valve in neutral

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

direction
Operation of the linkage steering the loader in a clockwise direction.
- When turning the steering wheel in a clockwise - The movement of the steering valve spool, thus the
direction, the gear sector shaft of the steering box entire linkage, is proportional to the turns made by
turns to move the pitman arm in the direction of the the steering wheel. Thus, the steering radius of the
rear side of the loader. loader changes with the rotation of the steering
- The movement of the arm, moves the lever through wheel.
the rod, pushing the spool of the steering valve. - The speed of operation of the linkage is determined
- When the steering valve is open, pressurised oil by the rotation speed of the steering wheel and
from the steering pump is delivered to the steering changes with the opening of the oil passage to the
cylinders, that move the front frame rightward, cylinders.
ROD
ROTATION OF
LEVER
SUPPORT
POINT
LEVER
ROTATION OF ROTATION OF STEERING

RELAY LEVER WHEEL CLOCKWISE
SPOOL PUSHED
LEFTWARD
POWER LINK
Fig. 4-13 Rotation of steering wheel in clockwise direction
3. Operation of the linkage under reaction
- After rotating the steering wheel clockwise, stop it as well as the spool.
and hold it in position. The steering linkage stops. - At his point, the front frame stops rotating,
- Under the effect of the consequential rotation of maintaining the steering angle arranged by the
the front frame, the linkage returns the rod connected rotation of the steering wheel.
to the spool of the steering valve into neutral position
ROTATION OF THE SPOOL DRAGGED INTO

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

direction
When the steering wheel is rotated leftward, the spool Also the operation of the linkage under reaction is
is pulled toward the rear side of the loader, allowing opposite, although the spool is returned, in any case,
pressurised oil to flow toward the cylinders in a into neutral, as a consequence of the stopping of the
direction opposite to the situation of the clockwise steering wheel (see page 4-18).
steering.
LEVER ROTATION
SUPPORT
POINT
ROTATION OF STEERING
WHEEL ANTICLOCKWISE
RELAY LEVER
ROTATION
SPOOL PULLED
RIGHTWARD
Fig. 4-15 Rotation of the steering wheel in anticlockwise direction
4.6 STEERING CYLINDERS 4.6.1. Removal
The two, double acting, steering cylinders, with rod Proceed as follows:
and cylinder sleeve mounted, respectively, to the front
and rear module of the frame. - drain the oil from the equipment reservoir;
The loader is steered by extracting or retracting the - disconnect the oil pipes;
rod.
- from the rod side, loosen the retaining plate securing
Specifications: screw and extract the pin;
Cylinder bore ................................................ 80 mm - disconnect the greasing pipe of the pivot pin from
Rod diameter................................................ 45 mm the left cylinder;
Piston stroke........................................ 542 ± 2 mm
Weight ................................................. 34 kg 70 lbs - from the bottom side, loosen the retaining plate
1 1 2 3 4 8 9 10 11 12 2
13 3
5 6 7 Section 14
17 4 15
16
Fig. 4-16 Steering cylinder components
Notes - 1 46 daNm (330 ft-lbs) 4 Pressure pick-up (PT 1/8)
2 105 daNm (759 ft-lbs)

Threaded area: LOCTITE 767
3 1.65 daNm (11.9 ft-lbs)
1. Cylinder head - 2. O-Ring - 3. Back-up ring - 4. O-Ring - 5. Mud scraper - 6. Bushing - 7. Seal - 8. Cylinder rod - 9. Cylinder
sleeve - 10. Piston seal -11. O-Ring - 12. Piston - 13. Stop screw - 14. Steel ball - 15. Ball bushing - 16. Snap ring - 17. Pressure
pick-up plug.
securing screw and extract the pin; 4.6.3 Installation
- remove the cylinder assembly. Reinstall the cylinder on the machine, reversing the
removal sequence.
4.6.2 Disassembly and reassembly After starting the engine, check, with repeated
movements of the steering, that the cylinder rod does
Loosen cylinder head (1) and extract rod (8) complete not show signs of leakages.
with piston (12).
Handle all components with great care.
Loosen the piston securing screw (13), then loosen it Do not place hands and fingers between parts. Wear
from the cylinder rod (8). glasses, gloves and safety shoes.
In the event the ball bushing has an excessive play,

replace it as follows:
- remove retaining snap rings (16);

- using a punch or a press, extract bushing (15) from
its seat, taking care to push on the outer side of the
bushing only.
Check that the rod is free from signs of denting, burring

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

phases considering the following:
- lubricate all parts appropriately;

- install new seals, ensuring the correct position and
direction;
- tighten the piston to torque 2 ;
- tighten screw (13) to torque 3 and stake;
- tighten front head (1) to torque .
1
4.7 STEERING EMERGENCY CIRCUIT
General description
The emergency steering circuit has the purpose of the flow of oil to the emergency circuit is ensured.
allowing the steering of the machine, in the event of The oil sucked by the emergency pump flows, through
accidental cutting-off of the engine or in case of failure a multiple check valve, to the diverter valve that, in
of the main steering pump. case of failure of the steering pump, acts in a manner
Its intervention is signalled by the activation of an allowing the flow of oil toward the steering control valve
indicator light located on the right of the dashboard. and the cylinders.
The configuration of the device includes a gear pump
keyed directly to the 3rd - 4th speed shaft, so that,
when the machine is moving forward or backward,
STEERING VALVE
1.0
E/G
EQUIPMENT-
STEERING-BRAKES
PUMP
IN 1,5 bar
A T
STEERING T/M
EMERGENCY
PUMP
CAB DASHBOARD
C H
EMERGENCY
STEERING
1\10 h
INDICATOR
HOURMETER
Fig. 4-17 Emergency steering diagram
4.7.1 COMPONENTS OF EMERGENCY STEERING
Emergency Steering
From Steering
Pump
Pump
Multiple Check
Valve
Diverter
Valve Check Valve
Check Valve
Fig. 4-18 Components of the emergency steering circuit
1. PUMP
Designation: ................................................................................................................................ R20 150M

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

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

5.1.1 Bucket .................................................................................................................... 5
5.1.2 Bucket positioner device ......................................................................................... 6
5.1.3 Boom kick-out setting ............................................................................................. 7
5.2 FRAME ................................................................................................................... 8

5.2.1 Frame centre pivoting .............................................................................................. 9
5.3 BUCKET ABUTTING .............................................................................................. 11

W270 BUCKET BOOMS AND FRAME 5-1
The load handling system is composed of: The bucket positioner device and the boom kick-out
- booms ensure an optimised efficiency of the equipment.
- strut All pivot pins of the handling system have dust seals
- link to prevent the entry of debris.
- bucket The three bucket pivot pins and the lower strut hing-
- bucket cylinder ing pin are equipped with O-rings. All pivot pins are
- boom cylinders mounted with securing screws.
- pins For the part relative to bucket and boom cylinders,
please refer to Section 6 (Hydraulic system).
Linkage ........................................................................................................................................ Zed

Bucket shape ................................................................................................... DEB, general purpose
Bucket capacity:
Heaped ................................................................................................................ 4 cu m (3.92 cu yd)
Struck ............................................................................................................... 3.4 cu m (3.77 cu yd)
Bucket positioner ........................................................................................ Mounted (proximity type)
Boom kick-out ............................................................................................. Mounted (proximity type)
Weight:
Booms .................................................................................................................. 1490 kg (3284 lbs)
Strut .......................................................................................................................... 390 kg (860 lbs)
Link ............................................................................................................................. 72 kg (258 lbs)
DEB bucket (without cutting edge) ........................................................................ 1675 kg (3690 lbs)
5-2 BUCKET BOOMS AND FRAME W270
3 4
11
8 9
7 7
12
8
12
9 11
10 10
Detail of typical pin Bucket pins
Fig. 5-1 Booms, strut and bucket
Note: Apply grease to the inner surfaces of the bushings and dust seals, prior to inserting the pins. Apply rust
preventing oil to the inner surfaces of the bosses.
1. BUCKET 7. LOCKING SCREW

2. STRUT 8. DUST SEAL
3. BOOM 9. BUSHING
4. BUCKET CYLINDER 10. PIN
5. LINK 11. GREASE FITTING
6. BOOM CYLINDER 12. O-RING
1 1
Section A-A Section B-B Section C-C
1
1
1
Section D-D Section E-E Section F-F
Section G-G Section H-H Section I-I
Fig. 5-2 Booms, Strut and Bucket
Note - 1 Set a maximum play at 1. 5 mm (0.059 in) or less.
The 5 mm. diam. hole of the bush

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

edge, DEB)
Note - 1 107 daNm (788 ft-lbs)

1
(Multiple purpose bucket with bolted teeth)
Notes - 1 194 daNm (1430 ft-lbs)
2 107 daNm (788 ft-lbs)

2
1
Fig. 5-4 Bucket
5.1.2 BUCKET POSITIONER DEVICE
Setting of automatic bucket positioner WARNING

The purpose of the bucket positioner is to stop the Prior to setting the bucket automatic positioner, ap-
bucket at a predetermined digging angle. (It is set at ply the parking brake. Do not allow anyone to stand
the Plant so that the bucket is parallel with the ground near the loader equipment.
surface)
As an example, when the equipment control lever is
moved into the roll-back position, after dumping a load,
the lever is kept in this position until the bucket reaches
the pre-defined angle. Then the lever is automatically
returned to neutral. Setting procedure
1. Position the bucket with the desired angle. Stop the
engine: The bucket can be tilted forward up to 6°.
Notice - Do not apply an excessive force on the bucket 2. Loosen the nuts securing the proximity switch and
cutting edge during the roll-back. Cracks and damages slide the rear end of the positioner bar to full stroke,
could be caused to the bucket and other accessories until it is positioned in the middle of the sensing
that could have been mounted. The setting of the surface (orange). Tighten the securing nuts.
bucket automatic positioner can be performed, by 3. If a bucket angle exceeding 6° is required, loosen
setting the position of the proximity switch. the two nuts securing the U clamps and move the
The bucket automatic positioner is set so that the bracket into the appropriate position and retighten
bucket is parallel with the ground surface. In the event them.
it is necessary to change the setting, operate as 4. After the setting, start the engine and check that
follows: the bucket stops at the desired angle.
Fig. 5-5 Installation of the bucket positioner
1. POSITIONING BAR 4. WIRING

2. PROXIMITY SWITCH 5. BUCKET CYLINDER
3. BRACKET
5.1.3 SETTING OF BOOMS KICK-OUT
The kick-out device stops the loader booms at a pre- When the loading work is almost continuously the
determined heights, during the raise phase. (It is set same, it is good practice to set the raise kick-out in a
at the Plant at a height just below full stroke). predetermined position, appropriate for the job to be
When the booms raise lever is pulled backward, performed.
beyond the stroke end, it is kept automatically in To set the position, it is necessary to act upon the
detent by a solenoid inside the pilot valve. This type two screws securing bracket 2, so that proximity
of detent makes the loader booms to raise sensor 1 is moved with respect to plate 5 fixed to the
automatically until a pre-determined height is reached, booms. In this manner, it is possible to obtain an
to which corresponds the release of the control lever, anticipated or retarded intervention, with respect to
that returns to neutral position. the value arranged on new machines.
1 2 3
Wiring diagram
Proximity
switch
Fuse Booms kick-out
Float
Proximity
switch
Bucket positioner
Fig. 5-6 Installation of booms kick-out
1. PROXIMITY SWITCH 4. FRONT FRAME

2. BRACKET 5. PLATE
3. BOOMS
5.2 FRAME
WARNING
The frame is of a welded steel plate type and is di-
Do not attempt any modification on the ROPS (Roll
vided into two parts: front and rear frames.
over protection structure), if installed, without prior
The cab is mounted on the rear frame.
authorisation by the Manufacturer. In the event the
ROPS is damaged or deformed, as a consequence
of a roll over or a collision, it is recommended that it
is replaced by a new one, since a damaged or
deformed ROPS has a low structural resistance.
COWLING
ROPS
CAB
BALANCE
WEIGHT
OPERATOR
COMPARTMENT
REAR AXLE
FRONT AXLE
FRONT FRAME REAR FRAME
Fig. 5-7 Frame
Fig. 5-8 Rear ballast installation
Note - 1 151 daNm (1110 ft-lbs)
1. PIN
2. REAR BALLAST - (2550 kg - 56100 lbs)
5.2.1. FRAME CENTRAL PIVOT
The loader is of an articulated frames type: the front

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

the two modules (front and rear) of the frame. Block
the articulation with the safety bar, prior to transporting
the machine or performing repair interventions. On
(With loader under repairs)
the other hand, relocate the safety bar in its original
position, prior to starting operating the machine.
Fig. 5-9 Safety bar
5 - 10 BUCKET BOOMS AND FRAME W270
(Upper hinging)
3 1 4
1 7
4 2
3 8
(Lower hinging)
9 13
3 1 14
15
16
10 17 4
11 18
12
1 2
Fig. 5-10 Central hinging
Notes - 1 9 daNm (65 ft-lbs) 3 Threaded area: LOCTITE 262
2 22.3 daNm (165 ft-lbs) 4 Ring outer area: LOCTITE 262
1. COVER 7. BEARING 13. PIN

2. DUST SEAL 8. PIN 14. COVER
3. BUSHING 9. BUSHING 15. SHIM
4. COVER 10. COVER 16. BEARING
5. SHIM 11. SHIM 17. DUST SEAL
6. GREASE FITTING 12. WASHER 18. BUSHING
W270 BUCKET BOOMS AND FRAME 5 - 11
5.3 BUCKET ABUTTING END PLUGS
MAX LENGHTH -5 mm
A
30
640
Fig. 5-11
Set lower bucket hinging pin axis at 640 mm from ground.

Extend bucket cylinder to its max. position and then retract it by 5 mm.
Weld the two upper abutting end plugs "A" to the bucket. Plug thickness shall be equal to the span between boom
and bucket.
5 - 12 BUCKET BOOMS AND FRAME W270
20
Fig. 5-12
Set booms to max. height.

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

TABLE OF CONTENTS
6.2 HYDRAULIC SYSTEM PUMP ............................................................................... 5

6.2.1 By-pass valve ......................................................................................................... 7
6.2.2 Inspection and repair of equipment pump .............................................................. 8
6.3 EQUIPMENT CONTROL VALVE ............................................................................ 10

6.3.1 General description ................................................................................................ 10
6.3.2 Main pressure relief valve ....................................................................................... 12
6.3.3 Safety and anti-cavitation valves ............................................................................ 13
6.4 CONTROL VALVE CONTROLS ............................................................................. 15

6.4.1 Control valve hydraulic control ................................................................................ 16
6.4.2 Supplementary hydraulic function (variant) ............................................................. 20
6.5 HYDRAULIC OIL RESERVOIR............................................................................... 26
6.6 CYLINDERS ........................................................................................................... 27

6.6.1 Boom cylinders ....................................................................................................... 27
6.6.2 Bucket tilt cylinder .................................................................................................. 27
6.7 LOAD TRAVEL STABILISER L.T.S. (variant) ......................................................... 30

6.7.1 Description ............................................................................................................. 30
6.7.2 Discharging the accumulators ................................................................................ 30
6.7.3 L.T.S. hydraulic diagram ......................................................................................... 32
6.7.4 Functional tests of L.T.S. system ............................................................................ 33
6.7.5 Check of L.T.S. accumulator pre-charge ................................................................ 34
6.7.6 Instructions for the resetting of the accumulator pre-charge .................................. 35
W270 EQUIPMENT HYDRAULIC SYSTEM 6-1
The configuration of the hydraulic system is as follows: Once the speed of 7 km/h (3.1 m/h) is exceeded, a
An hydraulic oil reservoir with a capacity of 124 l (32.7 solenoid valve automatically activates the system,
U.S. Gal), capacity of the system about 220 l (58 U.S. connecting the cylinder chambers with the
Gal) mounted centrally on the right side of the loader, accumulator and allowing the actuation of the damping
complete with filter protected by a by-pass valve set effect.
at 1 bar, located on the return oil circuit from the A sequence valve set at 120 bar, has the function of
actuators. protecting the accumulator from pressure peaks.
An hydraulic pump with a by-pass valve mounted on
the transmission housing and driven by a gear secured
to the converter pump wheel.
A two-section, monobloc type control valve receives
the oil from the pump, setting the system pressure
through a main pressure relief valve set at 206 bar.
The control valve, as already stated is a two section
series type feeding two circuits: bucket roll back/dump
and boom raising and lowering.
Each one of these two circuits is equipped with safety
and anti-cavitation valves, preventing dangerous
pressure peaks that could occur in the pipes and
cylinders. Each section is equipped with a spool,
hydraulically piloted by a power assisted pilot valve;
the control valve control circuit operates at a pressure
of about 30 bar and it is connected with the brakes
circuit. The pilot valve can be hydraulically cut-off by
a three-way diverter valve (stop valve), so that the
accidental actuation of the levers, causing possible
undesired reactions by the equipment, is prevented.
The equipment control valve is connected with the
steering circuit. The excess oil arriving from the
steering pump is sent, with steering in neutral, to the
equipment circuit through a priority valve.
The circuit includes also, as an optional, a stress
reducing device when the machine is travelling on
rough terrain with a full bucket, the device is called
L.T.S. (Load Travel Stabiliser).
It is known, in fact, that during the travel of the
machine on rough terrain, the load of materials causes
a troublesome pitching of the unit, reflecting on the
stability of the machine itself, of the load and on the
operator’s comfort.
In this case, a big hydraulic accumulator, pre-loaded
with nitrogen and capable of absorbing the dynamic
loads, is connected through a block of valves with
the boom cylinders.
6-2 EQUIPMENT HYDRAULIC SYSTEM W270
Control valve lever
Control lines
Control
Oil reservoir
valve
Pump
Bucket tilt
cylinder
Control
valve
Main hydraulic
circuit
Boom left
cylinder
Fig. 6-1 Equipment hydraulic system
Fig. 6-2 Equipment hydraulic system
A T
NEUTRAL
BOOM
CYLINDERS
STEERING VALVE
B STOP VALVE
P
B2
EQUIPMENT 1 3
274 bar
PILOT VALVE
X A2
Pb2 Pa2 A1
B1 B1
230 bar 186 bar
2
A1
BUCKET Pb1 Pa1 A2

CYLINDER
B2
206 bar T
T1
ACCUMULATOR P1 P2 T2
TO PARKING BRAKE
Y PRESSURE
TO DISCHARGE FROM RELIEF VALVE
STEERING VALVE
0,7 l
0.7 l
X2 FROM STEERING VALVE 19 bar (5 l/min)
B FROM BRAKE VALVE
(PRIORITY VALVE)
(FEEDING)
M P
X1
MX MA A Y T 30 bar
LTS VALVE PV T
(OPTIONAL)
HEAT
EXCHANGER
EQUIPMENT PUMP
WITH QUICK
DISCHARGE VALVE
172
x
bar
RETURN
FILTER
EQUIPMENT PUMP
1 bar
OIL RESERVOIR
BIANCA
6.2 HYDRAULIC SYSTEM PUMP
The circuit controlling the hydraulic cylinders is This valve, set at 206 bar, regulates the maximum
powered by an hydraulic pump sucking oil from the pressure of the system, discharging pressure in
hydraulic reservoir and sending it to the equipment excess.
control valve.
The pressure established in the delivery circuit is
proportional to the performance required and it is, in
any case, limited by the pressure relief valve.
Note: 1 Pay attention to the mounting

position of the circlip
2 1
1
Fig. 6-3 Installation of pump on transmission/torque converter group
A. from HYDRAULIC OIL RESERVOIR (suction) 3. TORQUE CONVERTER

B. to EQUIPMENT CONTROL VALVE (delivery) 4. TRANSMISSION PUMP
1. EQUIPMENT PUMP 5. BY-PASS VALVE
2. PUMP DRIVE SLEEVE
Designation: .................................................................................................................. Kayaba KFP5190

Type: ................................................................................................................................................. gear
Drive: ................................................................................................................................................ gear
Flow rate at nominal speed: ..................................................................................... 193 ltr/min a 170 bar
Max. pressure: .............................................................................................................................. 206 bar
Engine/pump speed ratio: ........................................................................................................... 0.982 : 1
Pump speed: ................................................................................................................... 600 ÷ 2500 rpm
Weight: ......................................................................................................................... 22.3 kg (49.2 lbs)
5 10 1 3 11 4 12
B A
B A
6 2 6 14 13
9 8 7 7 8 9
Section B - B Section A - A
Fig. 6-4 Sectional views of equipment pump
1. INTERMEDIATE PLATE 8. BACK UP RING

2. DRIVE GEAR 9. PLATE
3. DRIVEN GEAR 10. DOWEL
4. MOUNTING FLANGE 11. O-RING
5. LOCK PLATE 12. SEAL
6. PLATE 13. SNAP RING
7. SEAL 14. WASHER
6.2.1 BY-PASS VALVE
The by-pass valve, mounted on the equipment pump the equipment circuit.
outlet, allows the by-passing of the oil delivered by The setting value is 172 bar.
the pump itself, in the event of excessive pressure in
Section B - B 7 6 5 4 3 2 1
15
View from A
14 13 12 11 10 9 8
Sezione C - C
Fig. 6-5 By-pass valve section
1. PLUG 6. RETAINING VALVE 11. SPRING GUIDE

2. SPRING 7. PLUG 12. SETTING VALVE
3. BODY 8. PLUG 13. LOCKNUT
4. PLUNGER 9. TAPER VALVE 14. NUT
5. PLUG 10. SPRING 15. ADAPTER
6.2.2 INSPECTION AND REPAIR OF EQUIPMENT

PUMP Suction
chamber
When disassembling, mark all components so that
they can be re-installed in the correct position. a
After cleaning each individual item, inspect all the parts
of the pump.
1) Gear plate
One of the methods to obtain a better volumetric
efficiency of a gear pump is the design allowing
the end of the teeth to stay in contact with the
inner wall of the chamber containing the gear itself.
Consequently, once the pump starts running, marks
left by the gear teeth are shown around the suction
port (fig. 6-6).
The contact mark is normal as long as it is less
than 1/2 the inner circumference of the gear cavity.
Dimension a of the mark depth (fig. 6-7) is normal Contact
if it as about 0.05 mm (0.00196 in). When dimension mark
a exceeds 0.15 mm (0.00589 in) also the shaft
and bearings can wear out. Thus, these items as
well, must be thoroughly checked. Fig. 6-7 Dimension of mark depth
If a is ≥ 0.15 mm (0.00589 in), replace the pump
with a new one.
2) Driving and driven gear

In case the shaft or the gear surface shows
roughness felt by running a finger nail, or in case
the surface of the teeth shows excessive wear
zones, it is necessary to replace the item.
Suction
chamber d
Ø
Contact
mark
Fig. 6-6 Gears intermediate plate Fig. 6-8
3) Pressure plate (9, fig. 6-4)

As shown in fig. 6-9, the pressure plate, under Sliding
normal conditions, shows smoothed irregularities bearing
on the copper alloy side of the surface touching
the gear.
If during the disassembly operation, the following
situation is found, replace the part with a new one:
– In case the level of roughness found shows

several scratches that can be felt by a finger
nail.
Suction side
Irregularities Discharge
side
Fig. 6-10 Irregularities on the bearings
Suction side
Irregularities
Fig. 6-9 Irregularities on the plates
4) Mounting flange (4) and covering plate (5)

(fig. 6-4)
Regarding the mounting flange and the cover plate,
check to find out it there is an eventual wear in the
bearing zone (fig. 6-13).
If the teflon film is worn-out and the red surface of
the copper base metal is showing for an arc larger
than 150° along the inner circumference of the
bearings, change the part.
6 - 10 EQUIPMENT HYDRAULIC SYSTEM W270
6.3 EQUIPMENT CONTROL VALVE
EQUIPMENT CONTROL VALVE

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

Type: ................................................................................................... In series - 2 spools pilot controlled
Spool sequence: .............................................................................. P ––> BUCKET ––> BOOMS ––> T
Setting of main valve: ........................................................................................................... 206 ± 10 bar
Setting of safety and anticavitation valve (A1): ...................................................................... 230 ± 10 bar
Setting of safety and anticavitation valve (B1): ...................................................................... 186 ± 10 bar
Setting of safety and anticavitation valve (A2): .............................................................................. 274 bar
Delivery: .................................................................................................................................... 270 l/min
Weight: ........................................................................................................................................... 54 Kg
6.3.1 GENERAL DESCRIPTION
The equipment control valve is a 2 spools monobloc

type.
The internal oil passages are of the series type so
that the bucket function has the priority on the boom
function. The pressure oil therefore reaches the boom
outlet port only when the bucket spool is in neutral
position.
The control valve is hydraulically actuated by means
of a pilot valve located in the cab; it is equipped with a
main pressure relief valve and three safety and
anticavitation valves.
When the pressure in the system exceeds the value
of 206 bar, the main pressure relief valve discharges
oil to protect cylinders and pipes.
The safety and anti-cavitation valves protect the
relevant circuits from sudden pressure peaks due to
mechanical loads on the equipment capable of causing
a pressure increase beyond the pre-set value, and they
are mounted on the single spools of the control valve.
W270 EQUIPMENT HYDRAULIC SYSTEM 6 - 11
View from C
3 4
Fig. 6-11 Equipment 2 spool control valve
1. SAFETY AND ANTICAVITATION VALVE (186 bar ± 10) A2 BOOMS SPOOL SECTION
2. MAIN PRESSURE RELIEF VALVE (206 bar ± 10) B2 BOOMS SPOOL SECTION
3. SAFETY AND ANTICAVITATION VALVE (274 bar ± 10) P1. OIL INLET (FROM PUMP)
4. SAFETY AND ANTICAVITATION VALVE (230 bar ± 10) P2. OIL INLET (FROM STEERING VALVE)
A1 BUCKET SPOOL SECTION T1. DISCHARGE
B1 BUCKET SPOOL SECTION T2. DISCHARGE (FROM STEERING VALVE)
6.3.2 MAIN PRESSURE RELIEF VALVE

The main pressure relief valve is located in the inlet b) Operation (A)
section, between the neutral duct and the low pressure
duct (discharge duct). When the pressure in neutral duct (HP) increases
and exceeds the pressure setting of the main relief
valve piloted valve (5) opens. Pressurised oil,
discharged by the pilot valve, enters low pressure
Operation duct (LP), flowing through sleeve (4) and valve
seat (6).
a) At rest
Oil at the delivery pressure in neutral duct (HP)

flows through orifice (2) of main valve (1) filling
inner cavity (3). Because of the surface difference
on which the pressure actuates, main valve (1)
4
stays closed in its seat in sleeve (4).
6
LP
HP
LP
4
5
LP
Fig. 6-13 Operation (A)

HP
LP
1 2 3
Fig. 6-12 At rest
c) Operation (B) Operation
When pilot valve (5) opens, the pressure in inner a) At rest

cavity (3) decreases, moving main valve (1), so
that pressurized oil in neutral duct (HP) can Pressurized oil, in the port connected to cylinder
discharge directly into low pressure duct (LP). (HP), flows through the orifice in piston valve (1)
and acts on the opposite surfaces of make-up valve
(2) and safety valve (3). Due to the surface
difference on which the pressure works, the two
valves are kept closed, one against the other.
LP
2
LP
HP
HP
LP
1 3 5
1 LP 3
Fig. 6-15 At rest
Fig. 6-14 Operation (B)
b) Operation (A)
6.3.3 SAFETY AND ANTI-CAVITATION VALVES When the pressure in the port connected to cylinder
(HP) increases and exceeds the setting of the
The safety and anti-cavitation valves are mounted in safety pressure, pilot valve (4) opens.
the bucket and booms sections. Pressurized oil, discharged by the pilot valve,
In the bucket section, a valve is located between port enters low pressure duct (LP) flowing through
(A1) connected with the cylinder (bottom side) and the make-up valve (2) and valve seat (5).
discharge duct, and a valve between port (B 1)
connected with the cylinder (rod side) and the
discharge duct. 5
The booms section is equipped with a single safety LP
valve, located between port (A2) connected with the 2
cylinders (bottom side) and the discharge duct.
The eventual auxiliary section is also equipped with
two valves configurated, respectively, between the
HP
ports connected with the cylinder chambers and the
discharge.
4
LP
Fig. 6-16 Operation (A)
c) Operation (B) e) Operation in make-up
When pilot valve (4) opens, the pressure on the If the pressure at port (HP) connected to the
raer side of piston valve (1) decreases, moving cylinder is lower than the value in low pressure
piston valve (1). Consequently, the orifice of piston duct (LP), being a condition for potential cavitation,
valve (1) closes so that the pressure on the rear make-up valve (2) moves proportionally to the
side of safety valve (3) decreases further. surface difference on which a negative pressure
intervenes. Consequently, to avoid cavitations, oil
can flow from low pressure duct (LP) to port (HP)
connected to the cylinder.
LP
LP 2
HP
HP
1 LP 3 4
LP
Fig. 6-17 Operation (B)
Fig. 6-19 Operation in make-up
d) Operation (C)
The pressure acting on the opposite surfaces of

safety valve (3) are unbalanced. Due to this
pressure difference, the safety valve opens so that
pressurized oil can be discharged directly from port
(HP) connected to the cylinder, to low pressure
duct (LP).
LP
HP
LP 3
Fig. 6-18 Operation (C)
6.4 CONTROL VALVE CONTROLS
The control system of the control valve is of a power purpose, the support in the cab is arranged for
assisted type with different levers for the functions: receiving a third control spool.
booms lowering/raising and bucket roll-back/dumping.
The control valve spools are actuated by hydraulic
connections. The circuit pressure (30 bar) is ensured WARNING
by a pressure relief valve equipped with an hydraulic
accumulator. The piloting system of the control valve is equipped
It is possible to install, upon request, a third lever with a safety device allowing its cutting-off. Actuate
controlling a third spool of the control valve, in case it the cut-off device to lock the control levers in neutral
becomes necessary to mount a special type of position when the equipment is not in use.
equipment requiring a third hydraulic function. For this
Fig. 6-20 Spool valve hydraulic controls assembly
6.4.1 CONTROL VALVE HYDRAULIC CONTROL
Pilot valve
The pilot valve is of a modular type and is composed equipped with solenoid type detents that hold them
of two valve assemblies connected by two screws. If respectively in booms max. raise, float and bucket
the booms or the bucket lever is actuated, the plunger roll-in positions. The detent occurs when the relevant
of the pilot valve moves to direct pressurised oil to control levers are forced full stroke. The levers can
the port of the equipment control valve selected, be, in any case, disengaged at any moment.
moving the corresponding spool. The plungers of the
booms valve body and the bucket roll-in plunger are
20.5° 20.5°
Valve body
assembly
Valve body (for booms)
assembly
(for bucket)
Connecting
screw
(Code)
1: Port A1 - coil side (booms raise)

2: Port A2 - coil side (bucket roll-
in)
3: Port B1 - coil side (float)
[3]
P
A2 A1
P [1] [3]
T Booms
B2 B1
A1
[1] B1
[2]
[2]
Bucket
A2
B2
Bucket Booms T
Fig. 6-21Pilot valve
16
1
17
2
3
4
12
13
5 14
15
6
7
8
9
19 18
10
11
T
B2 A2
View from A
Fig. 6-22 Bucket control valve body
1. NUT 8. SPLIT PIN 15. GUIDE

2. ROCKER ARM 9. SPRING 16. SCREW CONNECTING UPPER
3. ADJUSTING SCREW 10. PLUNGER AND LOWER BODIES
4. SUPPORT FLANGE 11. VALVE BODY 17. DUST BOOT
5. PISTON 12. SOLENOID 18. O-RING
6. SPRING 13. PLATE 19. ELECTRICAL CONNECTION
7. CUP 14. PISTON
1 18
19
2
3
4
14
5 15
16
6 17
7
8
9
20
10
11 21
12
13
B1 A1
View from A
Fig. 6-23 Bucket control valve body
1. NUT 9. SPRING SUPPORT RING 17. GUIDE

2. ROCKER ARM 10. SPLIT PIN 18. SCREW CONNECTING UPPER
3. ADJUSTING SCREW 11. SPRING AND LOWER BODIES
4. SUPPORT FLANGE 12. PLUNGER 19. DUST BOOT
5. PISTON 13. VALVE BODY 20. O-RING
6. SPRING GUIDE 14. SOLENOID 21. ELECTRICAL CONNECTIONS
7. SPRING 15. CAP
8. CUP 16. PISTON
3 functions hydraulic
pilot valve
Three way pilot valve

cut-off
Radiator
Piloting/brakes
pump
From brake
valve Steering
pump
To brake
valve
Pilot system
pressure
regulating valve
accumulator
Brakes/pilot valve
high pressure filter
Implement
Heat
control valve
exchanger
Third hydraulic
function lever
To reservoir
To control valve To control valve Feeding
(port PV)
Fig. 6-24 Equipment control valve assembly
Note - The lay-out represent the variation regarding the 3 functions hydraulic pilot valve.
6.4.2 SUPPLEMENTARY HYDRAULIC FUNCTION (Variant)
The variant allows the use of a multi-purpose bucket A three spool equipment control valve is arranged, a
(4 in 1) or other attachements requiring a third hydraulic third control lever in the cab besides the hydraulic
function. piping.
Lever of supplementary
hydraulic function
Fig. 6-25 Configuration of supplementary hydraulic function
Safety and pressure relief valve

B1 set at 230 ± 10 bar
Auxiliary section
A1
Safety and pressure relief valve

set at 230 ± 10 bar
Fig. 6-26 Configuration of 3 section control valve for 3rd hydraulic function
A3 A2 (3) A1
T P
B3 B2 (1) B1
(2)
BUCKET BOOMS AUX. “AUX.” valve section
Fig. 6-27 Three levers pilot control valve
6.4.3 Equipment single lever control (variant)
Output
Maximum torque on levers: 8 DaN.m pressure (bar)
15˚ Tightening torque on ports: 3 DaN.m
24˚ 17˚
Prefeeling on ports 1,3,4
Push rod
stroke (mm)
Lever
angle (dg)
4 P
2
T 1
View F F
2
1 2 3
4
4 5 6
7 8 9
View F F
1 2 3
4 5 6
REPERE
CONNECT. REPERE COLOR
CONNECT. WIRE
1
El. detent port 1 1 Gray
4
2 2 Black
El. detent port 3 3 Red
5
3 4 Blue
El. detent port 4 5 Yellow
6
6 Green
7 White
8 Brown
9 None
Fig. 6-28 Single lever pilot control
DECRIPTION OF OPERATION
Piloting device with stroke-end detent.

The pilot valve operates as a direct control pressure
reduction valve.
It includes, essentially, control lever (1), four pres-
sure reduction valves, body (6) and stops. Each pres-
sure reduction valve is composed of control spool (2)
actuating spring (3) reaction spring (4) plunger (5). In
rest condition, control lever (1) is held in neutral posi-
tion by reaction springs (4). Ports (1, 2, 3, 4) are con-
nected to tank port T through duct (8). When control
lever (1) is pulled, pusher group (5) is moved against
reaction spring (4) and actuating spring (3). Actuating
spring (3), at first, moves control spool (2) downward
and closes the connection between the relevant port
and tank port T. At the same time, the relevant port is
connected to port P through duct (8). The control
phase begins as soon as spool (2) balancing between
the force of actuating spring (3) and the force result-
ing from the hydraulic pressure in the relevant ports
1, 2, 3, 4. Due to the interaction between actuating Electro-magnetic
spool (2) and actuating spring (3) the pressure in the lock
relevant ports is proportional to the stroke of pusher
group (5) thus to the position of control lever (1).
This controls allows the proportional hydraulic actua-
tion of the equipment control valve.
Rubber boot (9) protects the mechanical components
from contamination, thus these piloting units are suit-
able also under the most unfavourable operating con-
ditions.
Stroke-end detent
Only the ports requiring a stroke-end detent of the
control lever are equipped with this device.
Solenoid block
An additional spring (7) under plate (12)warns by in-
creasing the force required to press this spring, that
the stroke of pusher group (5) and control lever (1) is
nearing its limit. Once this limit is reached, ring (10) is
touching solenoid armature (11). If the solenoid is
energised, control lever (1) is held in this position by
the magnetic force. The block is released automati-
cally, once the solenoid is de-energised.
Hydraulic system Port 4 Port 2
Fig. 6-29
2
3
Torque: 30 Nm
5
7
Torque: 10 Nm 9 Port 2
Port 1-3-4 8
Torque: 10 Nm
9
Torque: 10 Nm 1 HANDGRIP ASS.LY
6 2 LEVER GROUP
Torque: 48 Nm 3 GROMMET
10 4 BUTTON KIT
5 NUT
13 Port 2 6 SHIM SET
11 7 JOINT HOLDER PLATE
14 Port 2
8 U-JOINT GROUP
18 9 PUSHER GROUP
Port 1-3-4 12 10 CENTRAL U-JOINT
11 FLANGE
12 SOLENOID 24 VOLT
13 INTERMED. PISTON
14 PISTON GUIDE
16 15
Torque: 5 Nm
16 PROT. BUSH GROUP
19
17 PLUGS
17 18 6-WAY BLOCK
19 VALVE BODY
Fig. 6-30 Single lever pilot valve components
CONTROL PORT DESCRIPTION HIDRAULIC SPCIFICATIONS
PORT FUNCTION DETENT TYPE BACKPRESSURE AT PORT T ≤ 3 bar
1 BOOM LOWERING/ FLUID FLOW ON PILOT LINES
FLOAT ELECTRICAL (PTO 1, 2, 3, 4) 16 L/min. Max
2 BUCKET DUMP WITHOUT DETENT HYDRAULIC FLUID Mineral oil
(HI-TECH 46)
3 BOOM RAISE ELECTRICAL WORKING TEMPERATURE RANGE -20 ~ +80 °C
4 BUCKET ROLL-BACK ELECTRICAL FLUID VISCOSITY RANGE 10 ~ 380 mm2/sec
SOLENOID POWER SUPPLY: (20V – 27V) FLUID MAX DEGREE OF CONTAMINATION NAS 1638
class 9
POWER CONSUMPTION FOR EACH
SOLENOID: 8W FLUID RECOMMENDD FILTRATION ß10 ≥ 75
pressure (bar)
6.4.4 3rd function control for single lever pilot valve
Output
1 2
1 25˚ 25˚ 2
Pushing stroke
T Lever angle
T
T P
P P
1 2
4
1 HYDRAULIC CONNECTIONS DATA:
Ports P, T, 1, 2: G1/4 Pipe thread ISO228-1;
ISO 1179 matching port type
5 2 1 HANDGRIP
2 GROMMET
3 LEVER
6 4 LEVER SECURING GROUP
3 (tightening torque of screws: 1.2 Nm)
5 LEVER FULCRUM
6 COVER GROUP (tightening torque of
screws: 8 Nm)
7 PLATE
7 8 PISTON GROUP
9 SPRINGS
10 VALVE BODY
Technical data, mechanical
8 Inlet pressure bar up to 50

Back presure at port T bar up o 3
Control fluid flow (P to 1-2) L/min up to 16
Hysterisis bar up to 1
1)
Pressure fluid Mineral oils (HL, HLP) to DIN 51524
9 1)
suitable for NBR seals Phosphate aster (HFD-R) 2)
2)
suitable for FPM seals
Pressure fluid temperature range °C -20 to ÷ 80
Viscosity range mm2/s 10 to 380
Degree of fluid contamination maximum permissible degree of contami-
nation of the pressure fluid is to NAS 1638
class 9. We, therefore, recommnd a filter
10 with a mini-mum retention rate of ß10 ≥ 75
Max. permissible lever actuating
moment Nm 10 in operation
Nm 80 for an exceptional, one time loading
Weight (dependent on the
actuating element) kg 1.6 to 2
Fig. 6-31 3 rd hydraulic function pilot valve for single lever equipment control
6.5 HYDRAULIC OIL RESERVOIR
Type ................................................................................................................................................. Pressurised

Capacity of reservoir ......................................................................................................... 124 l (32.74 U.S. Gal)
Setting of by-pass valve on oil filter ........................................................................................................... 1 bar
Filter on return ................................................................................................................... filtering capacity 15µ
The reservoir contains the hydraulic oil for the main line, equipped with a by-pass valve that, in case of
hydraulic system, the steering system and the brakes clogging of the filtering element, discharges the oil
system. directly into the reservoir.
Inside the reservoir a filter is mounted, on the oil return
1
2
3
4
5 6
C
10 A
D
E
F
11 12 13
Fig. 6-32 Hydraulic oil reservoir
1. OIL FILTER COVER 8. BREATHER PIPE B. from EQUIPMENT CONTROL VALVE

2. O-RING 9. RESERVOIR C. to STEERING PUMP
3. SPRING 10. OIL LEVEL INDICATOR D. to EQUIPMENT PUMP
4. FILTER HOLDER 11. COVER E. to DIVERTER VALVE (EM.ST.)
5. OIL RETURN FILTER 12. O-RING F. to EMER. ST. PUMP
6. PLUG 13. INSPECTION PASSAGE
7. INTRODUCTION FILTER A. from HEAT EXCHANGER
6.6 CYLINDERS
Booms cylinders:
Type: ......................................................................................................................... Kayaba double acting
Q.ty: ........................................................................................................................................................ 2
Inside diameter of cylinder: ................................................................................................... 170 mm (6.7")
Diameter of rod ....................................................................................................................... 95 mm (3.7")
Cylinder rod stroke .............................................................................................................. 920 mm (36.2")
Weight (unit) ....................................................................................................................... 200 Kg (441 lbs)
Bucket cylinder:
Type: ......................................................................................................................... Kayaba double acting
Q.ty: ........................................................................................................................................................ 1
Inside diameter of cylinder: ................................................................................................... 210 mm (8.3")
Diameter of rod: .................................................................................................................... 110 mm (4.3")
Cylinder rod stroke .............................................................................................................. 570 mm (22.4")
Weight (unit) ...................................................................................................................... 245 Kg (540 lbs)
6.6.1 BOOMS CYLINDER
The two boom cylinders are double acting. The

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

upon the extension or retraction of the cylinder, the
bucket is rolled-in or tilted by the linkage composed
of the strut and rod.The bucket cylinder is composed
of: cylinder sleeve, head, rod, piston and seal pack.
1
5 6 3 8 7 9 10 11 12 2
13 3
1 2 4 (Inner Section) 15 14
17 18
16
4
Fig. 6-33 Boom cylinder
2 571 daNm (4128 ft-lbs)
3 5.7 daNm (41 ft-lbs) after tightening cold head in 2 places
4 5.1 daNm (36 ft-lbs)
1. MUD SCRAPER 7. CYLINDER SLEEVE 13. LOCK SCREW

2. SLIDING RING 8. ROD 14. STEEL BALL
3. O-RING 9. SLIDE RING 15. SHIM
4. SEAL 10. SEAL RING/O-RING 16. STEEL PIPE
5. FRONT HEAD 11. PISTON 17. BUSHING
6. O-RING RETAINER 12. LOCK NUT 18. MUD SCRAPER
12 2 3 5 4 7 9 8 6 2
1
10 3
(Inner Section)
1 7 6 13 11
14 15
16
4
Fig. 6-34 Bucket cylinder
2 1723 daNm (12460 ft-lbs)
3 5.8 daNm (42 ft-lbs) (fter tightening cold-head in two places)
4 9.42 daNm (68.1 ft-lbs)
1. MUD SCRAPER RING 7. O-RING 12. FRONT SLEEVE

2. O-RING HOLDER 8. PISTON 13. SHIM
3. O-RING 9. SEAL/O-RING 14. BUSH
4. CYLINDER SLEEVE 10. HOLDING SCREW 15. MUD SCRAPER
5. ROD 11. STEEL BALL 16. STEEL PIPE
6. SEAL
6.7 L.T.S. ANTI-PITCHING SYSTEM Position 0 (L.T.S. OFF)

(Variant)
Position 1 (L.T.S. ON)
6.7.1 DESCRIPTION Automatic gearbox
The transmission control unit automatically engages
The L.T.S. (Load Travel Stabilizer) system, supplied the L.T.S. system whenever the speed of the machine
as an optional, ensures a better driving comfort and a exceeds 7 km/h (3.1 mph) and disengages it when
reduction of dynamic loads on the components of the the speed drops, thus allowing the loading and dumping
machine (frame, axles etc.) when the unit travels with of the bucket without unwanted movements of the
or without load. boom. The indicator comes on when the system is
Without the L.T.S. system, the machine is subject, ON and stays out when the system is OFF.
as a result of irregular terrains, to unwanted pitching, This position is recommended for normal use of the
increasing with the travel speed. system.
With the L.T.S. system ON, the terrain irregularities
are absorbed by the equipment. In this manner, it is Manual gearshifting
possible to exploit completely the potential of the The L.T.S. is OFF when the gearshift lever is in first
machine, especially on uneven terrains, without speed.
stressing mechanical components and providing max.
comfort for the operator. Position 2 (L.T.S. constantly ON)
The indicator stays constantly ON.
The system includes, essentially: This position is useful only to allow the discharge of
- A switch (incorporating the indicator) located on the the accumulator in view of maintenance or repair
dashboard, to activate or disactivate the system; interventions (for this purpose, it is necessary to place
- A piston type accumulator (oil capacity = 5.5 Liters; the equipment control valve in float position).
gas capacity = 6 Liters) preloaded with nitrogen and This position can be used for occasional operation
connected to the boom raise/lowering cylinders; only, to obtain the cushion effect at speeds below
- A valve block controlled by a solenoid valve. 5 km/h (3.1 mph).
IMPORTANT - For an efficient performance of the

L.T.S. system, the boom must be free to move.
L.T.S. system ON Do not use the L.T.S. system when travelling on open
roads requires the locking of the boom.
The system is activated by a switch (incorporating an
indicator) located on the dashboard.
WARNING - DANGER
The L.T.S. switch has three positions:
Prior to any maintenance intervention on the equipment
and the L.T.S. system it is required that the
accumulator is discharged to avoid the exit of
pressurised fluid.
6.7.2 DISCHARGE OF THE ACCUMULATORS
To discharge the accumulator, proceed as follows:

- start the engine at idle speed;
- place the L.T.S. switch on position 2 (the indicator
must come ON);
0 1 2 - position the bucket flat on the ground;
- lock the equipment control lever in "Float" position;
- waiting a few seconds in this position the
Fig. 6-35 L.T.S. three position switch accumulator is discharged.
Transmission selector
Automatic
L.T.S. control transmission logic box
switch To electronic
unit
A.T.C.
Steering
valve
L.T.S. valve
Hydraulic Accumulator
Fig. 6-36 Components of L.T.S. system
6.7.3 L.T.S. HYDRAULIC DIAGRAM
1
2
6 Y
X2 B
7 5
X1 4 DISTRIBUTORE
COMANDO
ATTREZZO
MX MA A Y T
T A VALVOLA LTS
TIPO MHRSM25 B2X/EG26C4M
X2 B
Y
X1
MA
MX
Fig. 6-37 L.T.S. hydraulic system diagram
1. ACCUMULATOR 5. CYLINDER ROD SIDE VALVE

2. SOLENOID VALVE "1" 6. SEQUENCE VALVE
3. DISCHARGE 7. EQUIPMENT CONTROL VALVE
4. CYLINDER BOTTOM SIDE VALVE 8. BOOM CYLINDERS
6.7.4 FUNCTIONAL TESTS OF L.T.S. SYSTEM
Testing of electrical system
Start the engine. position (valve activation) for about five seconds.
Lower the bucket to the ground.
Place the L.T.S. switch on position 2; the indicator
must come ON. Engage the L.T.S. system placing the L.T.S. switch
into position 2 (the indicator must come ON).
Bring the engine to medium/high speed and raise the
boom to max. height. The bucket should raise about 200 mm (7.87 in).
Lower quickly the boom and stop it suddenly at

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

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

(4 and 5, fig. 6-37).
Start the engine and run it at idle speed.
Move the L.T.S. switch to position 2; the indicator must

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

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

position 0.
Raise the boom to max. height and insist in this
6.7.5 TEST OF L.T.S. ACCUMULATOR

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

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

the nitrogen precharge. The checking operation must
be performed with the accumulator emptied of
hydraulic oil.
M
D1
M
WARNING
Prior to any maintenance intervention on the equipment

and the L.T.S. systems it is required that the
accumulator is discharged to avoid pressurised fluid
from escaping.
D
D2
For the accumulator discharge procedure, please refer

to point 6.7.2.
1
Check the pre-load, proceeding as follows:
- remove protection cover (1, fig. 6-38); Accumulator
- loosen 1/2 turn screw (2) with an Allen wrench;
- install tool (D) on the accumulator connection;
- ensure that valve (D2) is closed;
- rotate handle (D1) so as to loosen screw (2);
- when the pointer of pressure gauge (M) starts
moving, unscrew handle (D1) a turn further.
At this point, the pressure gauge indicates the
precharge pressure of the accumulator, that must
result 18 bar.
If the pressure is below the nominal value, recharge

the accumulator. 2
After re-closing screw (2) using handle (1) discharge
the nitrogen accumulated in block (D) opening cock
(D2).
Fig. 6-38
D. Tool - D1. Handle - D2. Discharge cock - M. Pressure

gauge - 1. Protection cap - 2. Threaded plug.
6.7.6 INSTRUCTIONS FOR THE RESETTING OF

ACCUMULATOR PRECHARGE
With tool applied to the accumulator connection - Close the valve of the nitrogen bottle.
proceed as explained below: Wait for about five minutes.
- Remove the cap and install the hose of the nitrogen - Check on pressure gauge (M) that the filling pressure
bottle equipped with pressure reduction valve (V). is 18 bar. If it is lower, repeat the operation.
If the pressure is higher, proceed as follows:
- Rotate slowly handle (D2) so as to make the nitrogen

flow and re-close it.
WARNING - DANGER
- Check on pressure gauge (M) that the pressure is
To recharge accumulators use nitrogen only. Never
at the desired value, otherwise repeat the operation.
and for no reasons use oxygen or other gases, since
there is a great risk of explosions.
- Move handle (D1) so as to tighten screw (2) on the
accumulator.
- Remove the filling rig.

- With valve (D2) closed, open slowly the valve of
the nitrogen bottle and check the filling pressure - Tighten screw (2) to a torque of 1.1 daNm.
increment on the pressure gauge (M).
- Check that the accumulator is not leaking, using
soapy water.
Important - The filling pressure must be at least 10%
higher than the nominal value, considering that the - Retighten the protective cap of the accumulator.
pressure in the accumulator decreases when the
compressed gas cools.
M D1
A
V
D
D2
Fig. 6-39
A. Nitrogen bottle - D. Tool - D1. Handle - D2. Discharge valve- M. Pressure gauge.
SECTION 7
ELECTRICAL SYSTEM
CONTENTS
SAFETY RULES ............................................................................................................ 7-1
7.1 GENERAL LAY-OUT OF ELECTRICAL SYSTEM ......................................................... 7-2
7.2 LOGIC BOARD AND CAB CONNECTIONS ................................................................. 7-3

7.2.1 Connections - Relays - Timers ....................................................................................... 7-3
7.2.2 Fuses table .................................................................................................................... 7-4
7.3 CAB INSTRUMENTS CLUSTER ................................................................................... 7-5

7.3.1 Indicators on instrument cluster ..................................................................................... 7-7
7.4 SWITCH PANEL ............................................................................................................ 7-7
7.5 TRANSMISSION CONTROL SELECTOR .................................................................... 7-8
7.6 ATC ELECTRONIC UNIT .............................................................................................. 7-9
7.7 CONNECTORS ........................................................................................................... 7-11
7.8 COLD START AND LINK FUSES ................................................................................ 7-13
7.9 STARTER SWITCH ..................................................................................................... 7-14
7.10 MAIN SWITCH ............................................................................................................ 7-14
7.11 SOLENOID SWITCHES .............................................................................................. 7-16
7.12 PRESSURE SWITCHES-SENSOR-SWITCHES ........................................................ 7-17
7.13 ACOUSTIC TRANSDUCERS ...................................................................................... 7-26
7-14 ALTERNATOR ............................................................................................................. 7-27
MACHINE GROUPS ELECTRIC DIAGRAMS ............................................................. 7-29

W270 ELECTRICAL SYSTEM 7-1
SAFETY RULES
WARNING: When working on the electrical

system, always wear safety glasses and remove
rings, wrist watches or any other metal jewellery.
DISCONNECT
WARNING: Prior to any maintenance or repair of
electrical components, disconnect the A
GROUNDING CABLE “A” from the negative post C
B
“B” of the battery. DISCONNECT CABLE “C”
FROM POSITIVE POST “D”.
BATTERY 12V x 2
GROUND
WARNING: NEVER PLACE METAL OBJECTS

on the battery to avoid short-circuits.
WARNING: BATTERY GASES ARE FLAMMABLE.

Never get near batteries with open flames or sparks. During recharging, the generation of gases is
higher.
WARNING: BATTERY GASES ARE DANGEROUS if contacting the skin or other materials.
7-2 ELECTRICAL SYSTEM W270
7.1 GENERAL LAY-OUT OF ELECTRI-

CAL SYSTEM
The electric wirings are divided into three main 3. Rear frame wiring group, identified by numbers,
groups: connected to all the electrical components
involving the rear frame.
1. Cab wiring group, identified by different colours
connected to all the electrical components in the
cab. The three groups of main wirings are connected
among themselves by four connectors (A-B-C-D)
2. Front frame wiring group identified by numbers, located in the area under the cab floor. All wires are
connected to all the electrical components connected to the logic board (S) located inside the
involving the front frame. rear panel behind the operator’s seat.
A B C D
1 3
A-B-C-D. Connectors - S. Logic board - 1. Cab wiring - 2. Front frame wiring - 3. Rear frame wiring.
7.2 LOGIC BOARD AND CAB CONNEC-

TIONS
The logic board is located inside the rear panel be- Here are also located the fuses, the solenoid switches
hind the operator seat. To reach it, loosen the four (“R” relays), the timers “Z” and two switches “SW1”
retaining knobs. All the components of the machine and “SW2” to divert the gearshift control from auto-
are connected to the board by the “CN” connections. matic to manual and viceversa
7.2.1 CONNECTIONS - RELAYS - TIMERS - BUZZER
CONNECTIONS CN
CN LINE CONNECTED COLOUR TERMINALS
A cab violet 17
B switches black 21
A B
C engine white 17
D switches brown 17
R2 R3 R4 R5
E transmission box white 17
F dashboard and lights red 17 C D
G dashboard yellow 17 SW1
1 INPUT Km/h
2 INPUT Km/h
H engine black 19 3 MODE SELECT
4 MODE SELECT
J switches green 11 Z1 Z2
K engine violet 21
E F
L optional instruments light blue 13
M engine white 21
N transmission white 11
O gearshift white 7
G H Z3
P engine yellow 13
FUSES
Q voltage reduction white 5
R thermo starter white 13
S service relay, buzzer black 5 R7
SW2 J K R6 R8
N-N bridges manual gearshift white 11
SYSTEM
1
2
ATC
3
4
RELAY R
R=relay FUNCTION
L M R9 R10 R11 R12
2 horn
3 light switching
4 starter and anti repetition N O P
5 neutral starter safety
6 clock
7 back-up lights and alarm
8 air cond. condenser fan N-N Q R
9 transmission cut-off
10 L.T.S.
11 kick-down
12 kick-down
TIMERS AND OTHERS

Z1 steering low pressure switch
Z2 check timer
Z3 emergency flasher
C1 capacitor 4
C2 capacitor
SW1 micro switch
SW2 micro switch 5
JP1 bridge
S
JP2 bridge
R1 resistor 6
7
3
P
2
1
P. Engine warm-up control unit - S. Logic board - 1. Wiper timer - 2. Steering column wire - 3. Front dashboard wire - 4. Cab
roof wire - 5. Heater wire - 6. Side dashboard wire - 7. Cab wire
7.2.2 FUSES TABLE
A SPARE
F1 B SPARE
C SPARE
A RH SIDE LIGHTS FUSE

F2 B LH SIDE LIGHTS FUSE
C OPTIONAL FUSE
A FRONT WORK LIGHT FUSE

F3 B LIGHTS CONTROL SWITCH FUSE
C SIDE LIGHTS SWITCH POWER FUSE
A FUSE FOR COIL OF STARTING IN NEUTRAL RELAY

ELECTRIC STOP - CONTATS FOR STARTING
F4 B IN NEUTRAL RELAY (R5) - COIL FOR STARTING
AND REPEATED ACTUATION PREVENTION
RELAY (R4)
C HAZARD LIGHTS FUSE
A REAR WORK LIGHS FUSE

F5 B OPTIONAL FUSE
C FRONT WINDSCREEN WIPER FUSE
HIGH BEAM LAMPS (UNSTABLE)
A POWER VOLTAGE DIVIDER FUSE

F6 B MAIN BEAM FUSE
C BUCKET SOL/V, MAX. HEIGHT SOL/V,
FLOAT SOL/V, SENSORS FUSE
A REVERSE LIGHTS / REVERSE HORN FUSE

F7 B OPTIONAL FUSE
C FANS CONDITIONER FUSE
A REAR WINDSCREEN WIPER FUSE

TURN LIGHT FUSE
F8 B DIP BEAM FUSE
C FAN CAB FUSE
A BEACON AND 4TH FUNCTION

SWITCH FUSE
F9 B TIMERS Z1, Z2, BUZZER,
SERVICE RELAY FUSE
C ROOF LIGHT, HORN,
CLOCK FUSE
A STOP LIGHTS FUSE

F10 B CIGAR LIGHTER FUSE
C RADIO AND 12 V SOCKET FUSE
A ATC CONTR.UNIT, MONITOR,

LTS - TRANSMISSION SOLENOIDS FUSE
F11 B OPTIONAL FUSE
C (NOT USED)
7.3 CAB INSTRUMENTS CLUSTER
The operating status monitor system monitors the The cluster guage unit consists of meters including
loader operating status by means of the sensors and the speedometer, monitor lamps (warning lamps)
switches installed on the loader and siplays the which indicates whether or not each system is
information on the cluster guage unit in the operator's operating properly, and indicator lamps.
compartment to inform the operator of the current
operating status of the loader.
4-6-
13 22 12 25 2 3 8-15 5 7 16 21 26 1 23 11 18-19
10 17 27-28
CN1 CN3
CN2
1 Indicat. accumul. oil low pressure 18 Buzzer

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

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

temperature gauge temperature gauge meter
67°C 135°C 150°C

102°C 120°C E F
Scale 50°C 50°C
▲ E F
C ▲
▲
▲ H C ▲
▲
▲ H
▲ ▲
↑ ↑ ↑ ↑ ↑
↑
Measurement point 67°C00 102°C00 50°C00 120°C00 E00 F00
Standard value Ω
49.8Ω Ω
16.8Ω Ω
91.7Ω Ω
10.4Ω Ω
80Ω Ω
10Ω
7.4 SWITCH PANEL
2 3 17 4 5
1 12
13
11 6
7
10 14
8
16
15
9
18
1. Front washer button - 2. Rear wiper switch - 3. Rotary beacons switch - 4. Automatic transmission switch - 5. Pre-heating
indicator - 6. Emergency lights switch - 7. Rear work light switch - 8. Front work lights switch - 9. Head lights and low beams
switch - 10. L.T.S. engagement switch - 11. Transmission cut-off switch - 12. Fan switch - 13. Warm-cold switch - 14. Air re-
circulation switch - 15. Air conditioner switch - 16. Cigarette lighter - 17. Boom kick-out function switch - 18. Direction
reverser auxiliary switch control button.
7.5 TRANSMISSION CONTROL SELECTOR (S41, TAB. 2)
CONNECT. WIRE TERMINAL COLOUR

1 VP RED
X1 2 E YELLOW
3 F PINK
4 G GREY
1 C BROWN
X3 2 D GREEN
3 A BLUE
4 H VIOLET
X2 1 B WHITE
3
4
ND
ND
X1
4
3
2
1
1
X2
1
2
3
4
X3
SPEED SELECTION
1 = 1st speed SPEED SELECTION
2 = 2nd speed F = FORWARD
3 = 3rd speed R = REVERSE
4 = 4th speed N = NEUTRAL
A CD B F (R) E (F) G
(N)
2 3 N
1 4 R F
H VP
Diagram of electric gearshift selector
7.6 ATC ELECTRONIC UNIT (K8, TAB. 2)
17 16 15 14 X 13 12 11 10 13 12 11 X 10 9 8
9 8 7 6 5 4 3 2 1 7 6 5 4 3 2 1
CN2 CN1
WARNING: To prevent ATC control unit damages, the electrical system must not be powered (battery switch and
starting switch to OFF) during ATC connection and disconnection operations.
CN2 CN1
Position Connection Wire Position Connection Wire
1 Speed sensor 537 1 - -
2 Ground 535 2 Switch, parking brake 665
3 nd
2 indicator 531 engaged
4 1st indicator 530 3 Selection “2” 541
5 LTS solenoid 865 4 Selection “1” 540
6 Switch “B” 937 5 Selection AUTOM./MANUAL 539
7 Switch “A” 849 6 - -
8 Reverse selector 022 7 4th indicator 533
9 Forward selector 033 8 - -
10 Tachometer 515 9 Accelerator pedal sensor 538
11 nd
2 speed sensor 534 10 - -
12 Ground 000 11 Shift down switch 815
13 Batteries 960 12 - -
14 Solenoid “B” 002 13 3rd indicator 532
15 Solenoid “A” 001
16 Solenoid “Reverse” 004
17 Solenoid “Forward” 003
7 - 10 ELECTRICAL SYSTEM W270
CONFIGURATION OF AUTOMATIC
TRANSMISSION
MECHANICAL AUTOMATIC
TRANSMISSION TRANSMISSION
JP1 JP1
BRIDGE BRIDGE
POSITION OF MICROSWITCH "SW1"-"SW2" ON LOGIC BOARD 2-3 1-2
SW1-1 SW1-2 SW1-3 SW1-4 CODE SW2-1 SW2-2 SW2-3 SW2-4 CODE
W170 OFF ON OFF OFF 12 W170 12
W190 OFF ON OFF ON 13 W190 13 SW1
JP1
W230 OFF ON ON OFF 14 W230 14
▲
W270 OFF ON ON ON 15 W270 ON OFF ON ON 15
FUSES
▲ SW2
BUTTON AUTOMATIC R11

TRANSMISSION ENGAGEMENT R12
▲ JP2
▲ ▲
▲
LOGIC BOARD
▲
AUTOMATIC
TRANSMISSION
▲
"ATC" ELECTRONIC
CONTROLLER
▲
"ATC" CONTROLLER
▲
CONNECTING WIRE
▲
▲
TRANSMISSION
▲
SENSOR SPEED
THROTTLE PEDAL
SENSOR
TEST TR = TRANSISTOR SOL = SOLENOIDE

Interruzione
cavo
SOL. FOR Flashing 1st light 0.5 Hz
Rottura
TR. FOR Flashing 1st light 1 Hz
Interruzione
cavo
SOL. REV Flashing 2 nd light 0,5 Hz
Rottura
TR. REV Flashing 2nd light 1 Hz
Indicator
Interruzione
speed engaged cavo
SOL. A Flashing 3rd light 0,5 Hz
Rottura
TR. A Flashing 3 rd light 1 Hz
Interruzione
cavo
SOL. B Flashing 4th light 0,5 Hz
Rottura
TR. B Flashing 4th light 1 H z
OTHER TEST
{ INPUT SIGNAL
OUTPUT SIGNAL
MEMORY
Self troubleshooting on automatic transmission
W270 ELECTRICAL SYSTEM 7 - 11
7.7 CONNECTORS
The connectors (A-B-C-D) are located in the lower On connectors A-B-C (see connectors figure) there
part of the cab, connecting the main wiring to the logic are 24 connecting points while connector D has 18
board (S). connecting points. The description and the function
The coloured wires arrive from the upper side, the of each wire on the connector has a corresponding
numbered wires from the lower side. number/colour, as it can be found in the description
of each connector.
CONNECTOR A
Reference on Description - Function Colour Wire 1 2 3 4 5 6

connector
1) – – 980 995 980 994 981

2) – – 981
3) POWER BOOM KICKOUT 7 103 109 339 330 231 223 12
PROXIMITY S–N 995
4) SIGNAL BOOM KICKOUT S–G 980
5) POWER BUCKET POSIT. PROX. V–B 994 13 221 219 997 138 000 18
6) SIGNAL BUCKET POSITIONER V–N 981
7) RIGHT TURNING LIGHT A 103
8) LEFT TURNING LIGHT L 109 956 954 844
9) LEFT HEAD LIGHT G 339
10) RIGHT HEAD LIGHT G–N 330
11) LEFT LOW BEAM H 231 19 20 21 22 23 24
12) RIGHT LOW BEAM H–N 223
13) RIGHT HIGH BEAM V 221
14) LEFT HIGH BEAM V–R 219
15) EVENTUAL 4TH FUNCTION A–G 997
16) * – –
17) HORN POWER C–N 138
18) GND N 000
19) EVENTUAL LTS Z–N 956
20) GND EVENTUAL LTS B–N 954
21) * – –
22) * – –
23) EMERGENCY STEERING PRESS. 844
24) * – –
* NOT CONNECTED
Symbol of wires A B C D
A = Light blue M = Brown
B = White N = Black
C = Orange R = Red
G = Yellow S = Pink
H = Grey V = Green
L = Blue Z = Purple
A-B-C-D. Connectors
CONNECTOR B
Reference on Description - Function Colour Wire

connector
1) RIGHT REAR WORK LIGHT G 225
2) LEFT REAR WORK LIGHT C 226
3) RIGHT STOP LIGHT G-V 172
4) LEFT STOP LIGHT B-G 177
5) LEFT HEAD LIGHT G 332 1 2 3 4 5 6
6) RIGHT HEAD LIGHT G-N 331 225 226 172
7) RIGHT TURNING LIGHT A 125 177 332 331
8) LEFT TURNING LIGHT L 120
A A B B B B
9) LICENCE PLATE LIGHT L-G 337 125 120 337 163 302 301
10) BACKUP ALARM C-N 163 7 B B A B B B 12
11) RIGHT BACKUP A-G 302
12) LEFT BACKUP LIGHT R-V 301 885 835 886 974 044
13) FRONT WINDSHIELD WASHER 885 13 B A B A A
18
14) EMERG. STEERING PRESSURE
OUTPUT A-B 835 809 824 903
15) REAR WINDSHIELD WASHER – 886 A B B
16) TRANSM. CUTOFF PRESSURE V-B 974
17) GND CLOCK G-R 044
18) * - - 19 20 21 22 23 24
19) * - -
20) AIR CONDITIONING SWITCH - 809
21) COMPRESSOR V-N 824
22) * - -
23) * - -
24) ELECTROSTOP R-N 903
* NOT CONNECTED
CONNECTOR C
connector
1) ALTERNATOR I G 637 1 2 3 4 5 6
2) ALTERNATOR R G-N 522
3) STARTER RELAY SWITCH G-V 802 637 522 802 987 503
4) POWER FOR EVENT. B – 987 B B B B B
5) * – –
6) ENGINE OIL LOW PRESSURE B 503 613 559 663 528 000 552
7) BRAKE ACCUMULATOR LOW 7 A A A B A B 12
PRESSURE A 613
8) TRANSM. OIL TEMPERATURE B-V 559
13 557 555 550 1 2 960 18
9) AIR CLEANER SWITCH C-B 663 B B B B B B
10) COOLANT HIGH TEMPRAT. V-N 528
11) GND N 000 3 4 979 860 986
12) COOLANT TEMP. GAUGE R-V 552 B B B A B
13) FUEL LEVEL Z 557
14) RESERVE INDICAT. - OPTION Z-B 555 19 20 21 22 23 24
15) TRANSM. OIL TEMP. GAUGE A-G 550
16) EV. A A-R 1
17) EV. B A-B 2
18) POWER FOR EV. A A-N 960
19) EV. F L-G 3
20) EV. R Z-N 4
21) POWER FOR EV. F S 979
22) * – –
23) COLD STARTING RELAY – 860
24) POWER FOR EV. R – 986
* NOT CONNECTED
CONNECTOR D
connector
7
6 8
1) CONNECTION BOX R 772
2) *
3) * 18 9
4) * – – 844
5) HORN (PEDAL BUTTON SIGNAL) – 116 A
1 535
6) * - - B
7) * - - 5 772 2
8) * 536 116 A 534
9) GROUND 1st SPEED SENSOR N 535
17 B A 10
A
10) SPEED SENSOR 1 L 534
11) SPEED SENSOR 2 G-R 537 978 537
12) STOP LIGHT SWITCH INPUT R 117 A 4 3 A
13) STOP LIGHT SWITCH OUTPUT R-N 175 11
14) ACC. PEDAL SENSOR SIGNAL INLET B-N 538 16 117
981
15) ACC. PEDAL SENSOR SIGNAL INPUT B 981 B A
16) PARKING BRAKE PRESS.SWITCH SIGNAL – 978 538 175
17) GROUND, 2nd SPEED SENSOR – 536 15 B B 12
18) EMERGENCY STEERING PUMP
OPERATION – 844 14 13
* NOT CONNECTED
7.8 COLD START AND “LINK” FUSES
MACHINE SERVICES “LINK” FUSE (50A)
WIRES
777: to + of batteries
772: to derivation box
777
772
ALTERNATOR “LINK” FUSE (80A)
WIRES
773: to alternator
777 773
COLD START FUSE (150A)
WIRES
780: to thermostarter relay 777 780
LINK FUSES
COLD START FUSE
Fuses location: inside left battery compartment.
7.9 STARTER SWITCH
LOCATION - Right cab console
OFF
AC
H C R B M
ON
STAR
T
L BG
B G1 G2 ACC M ST LOCATION
H B ST
OFF
ACC
G2 G1
ON M ACC
START
WIRES TECHNICAL DATA

RED: location “B” DC: 24 V
BROWN: location “G1” B-G1, G2: 8 A
WHITE/YELLOW: location “ACC” B-ACC: 10 A
BLUE: location “M” B-M: 5A
WHITE: location “ST” B-ST: 3A
7.10 MAIN SWITCH
LOCATION - Inside rear cover of machine.
Battery To Ground
–
SINGLE LEVER SOLENOID VALVE RELAYS
LOCATION: under the equipment pilot valve, inside box "APV12"
86 87 87
85 30
2 WIRE
1 Locat. 86 to cab wire connector
R B N Locat. 86 to location 86 on relay 2 seat
85
30 R Locat. 87 to location 87 on relay 2 seat
87a
87
RELAY 1 M 4 2 Locat. 85 to cab wire connector

86
B Locat. 30 to location 30 on diode seat
M Locat. 87 to cab wire connector
N 1 4 Locat. 30 to equipment pilot valve connector
3
WIRE
N Locat. 86 to location 87a on diode seat
85 R Locat. 87 to location 87 on relay 1 seat
R 30 5
87a
87
RELAY 2 3 Locat. 85 to cab wire connector

86 H 5 Locat. 30 to equipment pilot valve connector
N N
SINGLE LEVER PILOT VALVE DIODE BOX

LOCATION: Under the equipment pilot valve, inside APY12 box
WIRE
B Location 30 to location 30 on relay 1 seat
N Location 87a to location 86 on relay 2 seat and to location 87c
N Location 87c to position 87a on diode seat
H Location 87d to location 30 on relay seat
N 87a
87b
87c B
30 87c
N
30
N
87a 87b 87c
87d H
7.11 SOLENOID SWITCHES
COLD START SOLENOID SWITCH (204, TAB.4)
000
WIRES
870: to starter key through fuse (205)
780: to fuse 150 A (226)
782: to thermostarter resistor (203)
000: to ground
TECHNICAL DATA
Rated voltage: 24 V
870
780
782
STARTER SOLENOID SWITCH (4, TAB.4)
WIRES 802
700: location G to starter switch connection box
802: location g to starter neutralizer solenoid switch
e
888: location B to starter motor
000: location e to ground
700 888
TECHNICAL DATA
Rated voltage: ≤ 24 V G B
Coil rated current: ≤ 2 A
Rated load: 100 A
000 g
FUSE 4 A
STARTER
SOLENOID
COLD START
SOLENOID
SWITCH
Solenoid location:
inside engine compartment (right side)
7.12 PRESSURE SWITCHES - SENSORS-SWITCHES
2 1
1 - STOP LIGHTS CONTROL SWITCH (69, TAB.7b) 3 - BRAKES ACCUMULATOR OIL LOW PRESSURE
SENSOR (117,TAB.3a)
WIRES
117: to fuse F10A on logic board WIRES
175: to stop lights 613: to instrument and switch cluster
000: to ground on front frame
TECHNICAL DATA
Thread: M10 x 1 TECHNICAL DATA
Setting: 1.8 ± 0.5 bar Thread: R 1/8 tapered
Setting: 60 ± 5 bar
2 - TRANSMISSION CUT-OFF SWITCH (75,TAB.2)
WIRES
974: to transmission cut-off switch on right cab
panel
000: to ground
TECHNICAL DATA
Thread: M10 x 1
Tightening torque: 2 daNm
MAIN STEERING CIRCUIT OIL LOW PRESSURE SENSOR (92, TAB.3a)
WIRES
835: to low pressure steering timer “Z1” on logic board
000: to ground
TECHNICAL DATA
Thread: M14 x 1.5
Setting: (Push-OFF)
EMERGENCY STEERING CIRCUIT OIL LOW PRESSURE SENSOR (91,TAB.3a)
WIRES
844: to indicator on instrument cluster
000: to ground
TECHNICAL DATA
Thread: M10 x 1 tapered
Setting: 1 ± 0.2 bar
AIR CLEANER CLOGGING SENSOR (118,TAB.3a)
LOCATION - On air cleaner inside engine compart-

ment
WIRES
000: to ground
TECHNICAL SPECIFICATIONS
Setting (closing of contact): 57 to 67 mbar
Tightening: tighten manually, without using tools
663
000
ENGINE OIL LOW PRESSURE SENSOR (114,TAB.3a)
WIRE
503: to instrument and switch cluster
Thread: R 1/8 tapered
Setting: 0.5 ± 0.1 bar
503
LOCATION - On crankcase
PARKING BRAKE ENGAGED PRESSURE SWITCH (88, TAB. 3a)
LOCATION - On transmission parking brake clutch

000 978
pack
WIRES
000: to ground
Thread: R 1/8 tapered
COOLANT MAX.TEMPERATURE SWITCH (60A, TAB. 3a)
WIRES
528 000
000: to ground
Thread: M16x1.5
Setting: 101 ± 2°C
TRANSMISSION OIL MAX. TEMPERATURE SWITCH (120, TAB. 3a)

WIRES
000: to ground 559 000
Thread: M16x1.5
Setting: 122 ± 3°C
1st TRANSMISSION SPEED SENSOR (181, TAB. 2)
WIRES
537: to ATC control unit
536: to ground
536 537
2nd TRANSMISSION SPEED SENSOR (208, TAB. 2)
WIRES
535: to ground
534: to ATC control unit
534 535
1st speed 2nd speed

sensor sensor
D = distance between sensor and transmission gear

(refer to setting)
Note for the installation of the sensors: Apply LOCTITE 572 to 1st and 2nd sensor.
Setting: In order to obtain a correct installation of the sensors, tighten them to contact the transmission gear,
then loosen the sensor one and 1/2 turn.
BUCKET POSITIONER PROXIMITY SENSOR (136, TAB. 5)
WIRES
981: to bucket solenoid valve "EV11"
994: to F6C fuse on logic board
000: to ground
Thread: M18x1
Tightening torque: 2.5 daNm
Proximity sensor
000
994
981
LOCATION - On end of bucket control right cylinder

rod
BOOM KICK-OUT PROXIMITY SENSOR (132, TAB. 5)
WIRES
980: to bucket positioner exclusion/limitation
switch
995: to F6C fuse on logic board
000: to ground on frame
Thread: M18x1
Tightening torque: 2.5 daNm
000
995
980
LOCATION - On front frame, at the upper end of left

boom
PROXIMITY SENSOR (180, TAB. 2)

(Accelerator pedal)
WIRES
538: to ATC electronic unit
981: to F10A fuse on logic board
000: to ground
Thread: M18x1 538 981
000
ACCELERATOR PEDAL
CAB FLOOR
1.5 - 3 mm SENSOR
LOCATION - Under accelerator pedal
FUEL LEVEL SENSOR
WIRES
555 To fuel level indicator light (dashboard)
557 To fuel level meter (dashboard)
FUEL METER
LOCATION - Inside reservoir
24V3W
A
24V V
3/4 262
409
25
272
(55˚)
1/2
R500
227
110˚
(55˚)
320
1/4
409
WARNING
557
POINT 555
FIAT (Ω)
FULL 10
3/4 19
1/2 32
1/4 49.5
EMPTY 80 Floater
COOLANT TEMPERATURE SENSOR (60B,TAB.3b)
WIRES
552: to coolant temperature indicator on cluster
TECHNICAL DATA
Thread: M16 x 1.5
552
TRANSMISSION OIL TEMPERATURE SENSOR (121,TAB.3b)
WIRES
550: to transmission oil temperature indicator on
cluster
TECHNICAL DATA
Thread: M16 x 1.5
550
7.13 ACOUSTIC TRANSDUCERS
HORN (95,TAB.7b)
LOCATION - Inside front frame
WIRES
138: to horn relay “R2”
000: to ground
TECHNICAL DATA
Rated voltage: 24 V
Current draw: ≤ 5A (0.2 Ω)
Acoustic level: 117 db at 1.2 m
Fundamental frequency: 405 ± 25 Hz
Predominant acoustic level: 710 ÷ 2800 Hz
138 000
BACK-UP ALARM (82, TAB.2)
LOCATION - Radiator compartment 163 000
WIRES
163: to back-up Alarm relay “R7”
000: to ground: + -
TECHNICAL DATA
Rated voltage: 24 V
Acoustic level: adjustable (97-107-112 db)
DETAIL OF BRIDGE TO SELECT

ACOUSTIC LEVEL
MIN. MED.
MAX
7.14 ALTERNATOR
OPTIONAL CONNECTIONS
TO 1 TERMINAL - USE ONE
TYPICAL WIRING DIAGRAM
637 DIODE 15 AMPI
10 OHM. 30 WATT TO
50 OHM. 10 WATT
773 110 OHM. RECOMMENDED
I
I
I
3 CP BULB
BAT
522 R WHEN THE INDICATOR SEE
IGN SWITCH
LIGHT COMES ON B+
I OPTIONS
WARNING: DO NOT
EXCEED 1 Amp output
000 BAT+ SHUNT AMMETER (IF USED)
A
II
CHARGING LINE CABLE
TACHOMETER Ø 6 CABLE OR BAT
CHARGE INDICATOR LARGER V
LOAD
RECOMMENDED
CHARGING
SYSTEM INDICATOR
MOTOR SOLENOID TERMINAL OR A POINT NEAR
THE BATTERY CONNECTED BY A LARGE
DIAMETER CABLE
WIRES
773 To fuse LINK (80 Amp)
637 On connector "C" (cab connections)
522 On connector "C" (cab connections)
000 To ground
LOCATION - Left side of engine compartment
TECHNICAL DATA NOMINAL VOLTAGE OF ELECTRICAL SYSTEM: 24 Volt

NOMINAL CURRENT OUTPUT: 70 Amp
7.15 EQUIPMENT CONTROL SINGLE LEVER PILOT VALVE
KICK-DOWN
YU FORW/REV. SINGLE E-CONTACT
DOUBLE E-CONTACT
1
24˚ 17˚
2
4
NEUTRAL
SINGLE E-CONTACT
YU
3
yellow black grey white
Identification Wire Identification Wire

in the colour in the colour
plug plug
1 grey 5 yellow
green red blue brown
2 black 6 green
Neutral Kick-down
3 red 7 white
Forward/Reverse
4 blue 8 brown
Grip YU F
1 2 3
LOCATION: Right side of operator's seat
4 5 6
7 8 9
View F TECHNICAL DATA

SWITCHES POWER SUPPLY 24V - DC / 1.25 AMP ( )
View F F
A CONTACT RESISTANCE: < 20 MΩ
1 2 3 MAX. CURRENT LOAD PEAK: ≤100 100 Amp / 30 ms
4 5 6
NOTE:
MACHINE GROUPS ELECTRIC DIAGRAMS
TABLE 1 LTS ELECTRIC DIAGRAM
Description of main components
Item Description Position on machine
“ACC” Key switch 1st position ACC Seat right side
Connectors B - D - E - K - N Relays holder slide
Connector A Cab floor
169 Solenoid valve EV1 Front frame
D12-D15-D22 Diode Relays holder slide
F1C-F11A Fuse Relays holder slide
K8 ATC Electronic Unit Near relays holder slide
S38 LTS Switch Swithes panel R. H. of seat
Numbered wires are located outside the cab.

Colored wires are located inside the cab. Colours of wires.
A LIGHT BLUE H GREY R RED
B WHITE L BLUE S PINK
C ORANGE M BROWN V GREEN
G YELLOW N BLACK Z PURPLE
Operation
The current is supplied to the solenoid valve through switch S38. In position 1 the ground is managed by
the transmission control unit. When the speed exceeds 7 km/h the LTS is engaged and disengages when
speed drops below 5 km/h.
With switch S38 in position 2 the LTS is always engaged.
LTS ELECTRIC DIAGRAM

TABLE 1
TABLE 2 AUTOMATIC TRANSMISSION WIRING DIAGRAM
Item Description Location
“ACC” Key switch 1st click "ACC" Right side of seat
Connectors B-G-M-D-E-P-C-N-S-O Relay board
Connectors B-C-D Cab floor
Gearshift wire connections Steering column
Speed indicator lights Dashboard

1-2-3-4
F7A-F9B-F11A Fuses Relay board
75 Cut-off pressure switch Brake pedal valve
82 Back-up alarm Radiator compartment
88 Parking brake pressure switch Parking brake (transm.)
180 Proximity switch Transmission
181 Rpm sensor Transmission
191 Rh back-up light Rear of machine
192 Lh back-up light Rear of machine
208 Rpm sensor Transmission
A Solenoid A Transm. Control valve
B Solenoid B Transm. Control valve
F Forward speed solenoid Transm. Control valve
R Reverse speed solenoid Transm. Control valve
JPI Bridge (ground of sensors) Relay board
K8 ATC transm. Controller Near relay board
MV3 Transitory suppresser Relay board
R7 Back-up alarm relay Relay board
R9 Transm. Solen. Control relay Relay board
SERV. RELAY Accessory relays Under relay board
S29 Transm. Cut-off switch Switch pan. Rh side of seat
S37 Gearshift Steering column
S41 Gearshift Steering column
SW1-3/4 Dip-switch 1 Relay board
SW2-3/4 Dip-switch 2 Relay board
DSS Kick-down switch Equipment control lever
D1,D3, D7, D10
D11, D27, D28, D29 Diodes Relay board
D30, D31, D32, D33
D38, D42, D43
300 Capacitor = µ F 100V Relay board
301 Resistor = 10w Relay board
+30 Relay board power Relay board
VC2 From cont. Closing serv. Relay Under relay board
234 Fuse ATC Near relay board
I Numbered wires are located outside the cab.

Colour coded wires are located inside the cab.
RELAIS
SERVICES
TABLE 2
AUTOMATIC TRANSMISSION
ELECTRIC DIAGRAM
Switches SW1 and SW2 are represented as they must be in the in the automatic transmission version.
Operation
All the functions are controlled by control unit K8. All the components are connected to control unit and the inlet
main signal is supplied by switch S29. In the OFF position the engaged speeds will be and will correspond to
those of the selector.
in the ON position all the shifts are managed by the control unit according to its operating logic. The only engagement
that is not directly controlled by the control unit concerns the parking brake. In fact it is the only one that does not
interfere with the signals of solenoids open circuit and as a conseguence of the indications of the lamps on the
panel.
The bridge JP1 is installed on ground of rev sensor 181 and 208. In the case of the automatic transmission it must
be connected as illustrated in the diagram, in a way to have also this function controlled by the control unit.
Cutt-off operation
The cut-off operates both in forward or reverse and is obtained by the opening of relay R9 contacts. In the normal
position the contacts are as shown in the diagram, closing the circuit of solenoids F and R.
The cut-off can be obtained in two ways: with the parking brake engaged or with the operation of service brakes.
With the parking brake engaged the coil of relay R9 is grounded by pressure switch 88 fitted to the brake itself.
When using the parking brakes it is instead grounded when the contacts of switch S37 and those of pressure
switch 75, fitted on brake pedal valve, are closed.
TABLE 3a & 3b INSTRUMENTAL PANEL

“ACC” “ACC” key switch contact (1st pos.) Cab R. S. of the operator seat
Connettori C-E-F-G-H-M-S Scheda relè
C-E-F-G-H-M-S Connectors Main board
Instrument panel connectors Behind the instrument panel
Instr. panel and m. board connect. Steering column
Gear indicator lamp Instrument panel

1-2-3-4
F9B-F11A Fuses Main board
D8, D9, D11, D14 Diodes Main board
60A Coolant temperature switch Engine
88 Hand brake pressure switch Transmission
91 Emerg. steer. low pressure switch Side of the hydraulic oil tank
92 Main steer. low pressure switch Near the main priority valve
110 Fuel level sensor Fuel tank
114 Eng. oil low pressure switch Engine
117 Brake accumulator low press. sw. Brake pedal valve
118 Air filter clogging switch Air filter housing
120 Transmiss. oil high temp switch Out port of torque converter
BZ1 Warning buzzer Main board
G Alternator Side of engine
h Hourmeter Instrument panel
K8 A.T.C. Near the main board
Z1 Steering alarm timer Main board
Z2 Check timer Main board
C-E-F-G-H-K Connectors Main board
A-B-C-D Connectors Underneath the cab
Connettori del cruscotto Dietro cruscotto
Instrument panel connectors Behind the instrument panel
60B Coolant temperature sensor Engine

110 Fuel lever sensor Fuel tank
121 Transmiss. oil temp. sensor Out port of torque converter
181 Speed sensor Transmission
208 Main speed sensor Transmission
F6B Fuse Main board
K8 A.T.C. Near main board
R3 Lights relay Main board
SW1/2 DIP-Switch 1/2 Main board
JP1 Jump Main board
JP2 Jump Main board
Numbered cables outside the cab.

Coloured cables inside the cab.
PER BUZZER SUPPLEMENTARE

FOR ADDITIONAL BUZZER
TAV. 3a
INSTRUMENT PANEL
1ST PART
TAV. 3b
INSTRUMENT PANEL
2ND PART
Operation
The components connected to other groups such as lights, turn lights are going to be explained with those
groups.
In table 3a are represented all the warning indicators, those of the transmission speeds, the hourmeter, the timers
Z1 for main steering circuit low pressure and Z2 for initial check and buzzer functions. When the key switch is
turned to the first position “ACC” all the indicator lamps light on, and both Z1 than Z2 are supplied, in this condition
the timers are connected to fuse F9B.
The battery charging indicator is connected to terminal +I of alternator that is considered as negative when the
alternator is not rotating.
In the same manner are also connected the terminals 4 of the check timer Z2 and the hourmeter.
This Z2 connection prevents the buzzer intervention during the initial check.
Remember that the initial check is carried out for a 5 seconds interval as soon as the key is turned in 1st position
“ACC”. In effect as the engine starts driving the alternator the terminal +I of the alternator becomes positive and
the buzzer ground is managed by Z2 and goes on each time there is a defect.
The hourmeter, as shown in the diagram with the alternator at rest, is connected to a totally negative circuit
through terminal +I while during alternator rotation the circuit becomes positive and normally operating.
In diagram 3b are represented the components concerning the instruments and indicator lamps for turning lights
and high beam lights. The complete lights circuit is represented in diagrams 7a and 7b. For what concerns the
speedometer are represented the rev sensor for automatic transmission, the dip-switches and the bridge JP1 that
can be positioned differently according to machine model.
Connection CN2-24 on dashboard is positively connected to relays holder slide connection G1, the fuse F11A is
under current when the key is turned in 1st position ACC.
TABLE 4 THERMOSTARTER STARTING AND SAFETY DEVICES ELECTRIC DIAGRAM
“G1” Key switch 1st position at left “H” Seat right side
M Key switch 2nd position “M” Seat right side
“ST” Key switch 3rd position “ST” Seat right side
Connectors B-H-O-R-A-M-P-D Relays holding slide
Connector C-B Cab floor
Connector on transmission selector cable Cab floor

+30 Connection from batteries Relays holding slide
1 Batteries Machine rear side
2 Ground master switch Radiator compartment
4 Starting relay Engine compartment, injection pump side
D20,D36,D12,D7 Diodes Relays holding slide
F4A-F4B Fuses Relays holding slide
50A link Fuse link Battery compartment L.H. (170-230) R.H. 270
80A link Fuse link Battery compartment L.H. (170-230) R.H. 270
229 Stop solenoid (170-190-230) F.V. 270 On injection pump
203 Resistor Engine inlet manifold
204 Thermostarter relay Engine compartment R.H. side
205 Fuse 4A Engine compartment R.H. side
233 Electrostop control relay Engine compartment
L18 Indicator pump Switch panel on R.H. of seat
G Alternator Engine compartment
K6 Cold starting unit Under relays holding slide
M Starter motor Engine compartment inject. pump side
MV1 Transient suppressor Relays holding slide
R10 Relay for transmission solenoids Relays holding slide
R4 Starting inhibitor relay Relays holding slide
R5 Neutral starting safety relay Relays holding slide
S41 Transmission selector Steering column
241 Front wiper timer Engine compartmet
242 Fuse 4A Engine compartmet
243 Diodes box Engine compartmet

Thermostarter operation (170-190)
The thermostarter turn-on is not automatic, but is obtained by turning the starter key to the first position
and keeping it in this position for all the necessary time.
THERMOSTARTER STARTING AND

In any case no more than 30 seconds.
After this rotate the key in the normal starting position.
With the key in position “H”, described above, the relay 204 is energized closing the contacts and connect-
ing directly the battery with resistor 203.
SAFETY DEVICES
Operation of starting and safety rules
There are two 80 Amp LINK fuses in the connection between batteries and alternator and another one 50
TABLE 4
Amp in the batteries starter motor connection.
The main switch installed on the negative pole of the batteries cuts-off all functions, except switch and cab
ceiling light.
When the key of the starter switch is moved into "M", the coil of electric cut-off 229 is powered. The electric
cut-off of models W170-190 consists of two coils, one holder and one puller. When the key is in "M", the
first coil is energised, which is unable to move the magnet. With the key in "M" position, the first coil
(holder) is energised by the electric cut-off and, at the same time, the second coil of the electric cut-off
(puller) is energised for a fraction of a second, which, moving the injection pump link, positions the gover-
nor rod in operation condition.
The starter motor is engaged when relay R4 is energised and this occurs only when relay R5 is energised,
as well, condition obtained when the key is moved into position START (third click) and selector S41 is in
neutral. Please note that the negative of coil R4 is connected to terminal +I of the alternator, which is
negative only when the alternator is not turning. Once the engine is started, this terminal becomes positive
and relay R4 cannot be energised. Consequently, a safety is implemented to avoid further starting opera-
tions while the engine is turning.
This wiring diagram shows that the alternator has an R terminal connected to the relay board to final
connector L4. An electronic rpm counter can be connected to this point.
TABLE 5 EMERGENCY STEERING AND BUCKET-BOOM POSITIONERS ELECTRIC

DIAGRAM

“ACC” Key switch 1st position ACC Seat right side
Connectors F-G-J-H-K-M-S-D Relays holder slide
Connectors A-B-C Cab floor

VC2 From contacts closing of services relay Under relays holding slide
+I Terminal I of alternator Engine compartment
132 Max. boom height proximity switch Boom rear end
136 Bucket position proximity switch Near the bucket cylinder
91 Emergency steering low pressure switch Near hydraulic oil tank
92 Steering low pressure switch On diverter valve
BZ1 Buzzer Under relays holding slide
EV10 Bucket detent. magnet Pilot valve / bucket spool
EV11 Boom max. height detent magnet Pilot valve / boom spool
EV9 Boom float detent magnet Pilot valve / boom spool
F6C-F9B-F11A Fuses Relays holder slide
D16,D13,D19 Diodes Relays holder slide
D9,D8
138 Boom positioner limitation/exclusion switch Switch panel R.H. of seat
137 Indicator lamp Switch panel R.H. of seat
K5 Instrument panel Steering column
Z1 Steering low pressure alarm timer Relays holder slide
Z2 Check timer Relays holder slide
Steering operation
When in the main circuit there is a consistent lowering of pressure, the switch 92 closes and if the pressure
lowering lasts more than 5 seconds, controlled by timer Z1 the dashboard indicator lights up and also the buzzer
goes on. The buzzer is controlled by timer Z2 that is used also by all the other indicators.
When the pressure in the steering emergency circuit is too low the switch 91 closes and the same lamp in the
dashboard immediately lights up.
Bucket and boom positioner

The circuit is activated with the contacts closing of services relay that is energized when the key is rotated in
ACC (1st position). The magnets EV10 and EV11 are controlled by proximity switch 132
and 136. The magnet EV10 is controlled by switch 138 that has 3 position:
a) OFF position - the magnet is never energized
b) position 1st click - the magnet is always energized
c) position 2nd click - the activation of magnet is controlled by sensor 132
The magnet EV9 for boom float position is always energized. This means that everytime the boom control lever
is shifted in float position the lever is held in position and its return must be actuated manually.
EMERGENCY STEERING
TABLE 5
TABLE 6 AIR CONDITIONING AND VENTILATION ELECTRIC DIAGRAM

“ACC” Key switch 1st position “ACC” Seat right side
Connectors J-M Relays holder slide
Connectors B Floor cab

VC2 From contacts closing of services relay Under relays holder slide
F8C Fuses Relays holder slide
145 Triple pressure switch Engine compartment
227 Compressor clutch Engine compartment
302 Condenser Relays holder slide
K3 Electronic control unit Inner side of switches panel
M7 Recirculation control motor Near switches panel
M8 Hot/cold valve motor Near switches panel
M9 Cab fan Inside cab on R.H. side
S21 Recirculation control switch Near switches panel
S22 Temperature control potentiometer Near switches panel
S23 Hot/cold valve knob Near switches panel
S24 Cab fan switch Near switches panel
S25 Air conditioning switch Near switches panel
S26 Conditioner thermostat Inside cab near evaporator
Operation
Air conditioning is optional equipment. Standard equipment is the heater.

Rotating the key in ACC, 1st position the current flows in all the system. With fan off it is possible to open or close
the heating and re-circulation.
Whit fan off it is impossible to turn on the air conditioning.
The triple pressure switch 145 feels the gas pressure in the circuit and has two functions:
1) to engage the compressor clutch
2) system safety: in case of excessive or low pressure in the circuit to stop the compressor.
The thermostat S26 is a safety device of the system. Should the temperature in the evaporator decrease under
the thermostat setting of about 2°C, it will stop the air conditioning.
The cab temperature regulation is obtained by acting exclusively on the cab fan speed and by the opening of the
cold/warm tap.
The potentiometer S22 mounted on small motor opening the hot water tap is used to transmit to the control unit
the rotation value manually obtained through potentiometer S23 this to assure correspondence of values.
The opening position is a function of the S23 setting.
The re-circulation motor, actuated by switch S21, has only two possible positions: open and closed.
Both the re-circulation and the cold/warm tap are controlled by the electronic control unit K3.
AIR CONDITIONING
AND VENTILATION
TABLE 6
TABLE 7a LIGHTING ELECTRIC DIAGRAM

Connectors A-M-K-F-B Relays holder slide
Connector A-B Cab floor

F3B-F5C-F5A-
F3A-F2B-F2A- Fuses Relays holder slide
F6B-F8B-F3C
+30 Connection from batteries Relays holder slide
19 Rear right parking light Rear ballast
21 Front left parking light Front frame
22 Front right parking light Front frame
23 (optional) Left side light T.U.V. Bucket tooth guard
24 (optional) Right side light T.U.V. Bucket tooth guard
26 Rear left parking light Rear ballast
28 License plate light Rear of machine
31 Front left low beam head lamp Front frame
33 Front right low beam head lamp Front frame
34 Front left high beam head lamp Front frame
36 Front right high beam head lamp Front frame
65 Right rear work light Rear of machine
66 Left rear work light Rear of machine
L10 (optional) Parking left road traffic Italy light Side left cab
L11 (optional) Parking left road traffic Italy light Side right cab
L12 Front work light Cab front
L13 Front work light Cab front
R3 Lamps relay switch Relays holding slide
S32 Lights switch Switches panel
S33 Rear work lights switch Switches panel
S34 Front work lights switch Switches panel
S42 Lighting change-over and turn signal switch Steering colunm
Operation
All the system is power supplied when the key switch is turned in ACC, 1st position, through the contacts of
services relay.
The switches S32, S33, S34 incorporate a lamp that lights up when they are closed.
The fuse F3B feeds the high beam and dim lights circuits, but each one of them has its own fuse F8B and F6B.
The passage from high to low beam lights and viceversa is obtained through relay R3 controlled by lever switch
S42 located to the right of steering column.
With the first click of switch S32, the parking lights are actuated, while with the second click also the high and low
beam lights come on according to position S42.
The switch S42 has three positions.
With contact on 56B the low beam lights are activated.
With contacts on 30 (unstable position, the lever is spring loaded) the high beam lights are switched on.
With contact on 56 the high beam lights stay on.
LIGHTING ELECTRIC DIAGRAM

TABLE 7a
TABLE 7b TURN SIGNAL LIGHTS AND HORN ELECTRIC DIAGRAM
“ACC” Key switch 1st position “ACC” Seat right side
Connectors D-K-M-F-C-O Relays holder slide
Connectors A-B-D Cab floor

F8A-F4C- Fuses Relays holder slide
F10A-F9C
25 (optional) Front left turn signal light (T.U.V.) Bucket tooths guard
27 (optional) Front right turn signal light (T.U.V.) Bucket tooths guard
39 Front left turn signal light Front frame
41 Rear left turn signal light Rear of machine
45 Front right turn signal light Front frame
47 Rear right turn signal light Rear of machine
69 Pressure switch Brake valve under cab
71 Left stop light Rear of machine
72 Right stop light Rear of machine
95 Horn Front frame
82 Back-up alarm Radiator compartment
191 Right reversing light Rear of machine
192 Left reversing light Rear of machine
MV3 Transient suppressor Relays holder slide
107 Horn button Cab floor
MV2 Transient suppressor Relays holder slide
R7 Relay Relays holder slide
R1 Horn relay Relays holder slide
S28 Emergency lights switch Switches panel
S41 Speeds selector and horn control L.H. side of steering colunm
S42 Lighting change-over and turn signal switch R.H. side of steering colunm
Z3 Turn signal intermittence Relays holder slide


Operation
Emergency lights
TURN SIGNAL LIGHTS AND HORN

When switch S28 is closed the intermittence unit Z3 flashes all the four directional lights. The normal
direction signal is obtained by placing the contacts of switch S42 to the right or to the left.
The fuse F8A is for turning lights, while the F4C is for emergency lights.
The stop lights are controlled through pressure switch 69 located in brake pedal valve.
The horn is directly connected to batteries through connection +30. Pressing push button 107 or pushing
in the selector lever S41 the relay R2 closes the contacts and the horn goes on.
Note the transient suppressor MB2 that operates as a filter controlling the voltage peaks generated
TABLE 7b
during horn operation. The voltage peaks are discharged to ground.
The back-up alarm 82 and the lamps 191, 192 that indicate the reverse gear engagement are
controlled by the closing of contacts of relay R7 in turn grounded through gearshift selector S41.
TABLE 8 CAB COMPONENTS ELECTRIC DIAGRAM
Connectors B-A-Q-D-F-J-K-M Relays holder slide
Connectors B Cab floor

F7B-F6A-F8A-
F5C-F9A-F9C-F11B Fuses Relays holder slide
F2B-F10C-F10B
D45-D46 Transient suppressor Relays holder slide
VC2 From contact closing of services relay Under relays holder slide
53 Front washer pump Engine compartment
57 Rear washer pump Engine compartment
K4 Front wiper timer Relays holders slide
K7 Tension reducer Under relays holder slide
L14 Ceiling lamp Cab ceiling
L15 Rotary beacon Cab roof
L16 Rotary beacon Cab roof
M10 Front wiper motor Front of cab
M6 Rear wiper motor Rear of cab
N1 Radio Inside cab
N2 Clock Cab ceiling
12V Power socket Seat left side
24V Connector for electric seat Under relays holder slide
S27 Cigarette lighter Seat left side
S30 Rear washer button Switches panel
S31 Rear wiper switch Switches panel
S32 Lights switch (See table 7a) Switches panel
S35 Rotary beacons switch Switches panel
S43 Front wiper and washer switch Steering column
R6 Time relay Relays box


Operation
CAB COMPONENTS
The clock together with the ceiling light are operating independently from the main switch. In fact they
are directly connected to the batteries ground. The clock light goes on when the lights are switched on.
The wipers can be operated when the key is rotated to first position ACC with contacts of services relay
closed.
TABLE 8
The Rear wiper S31 has three positions: in 0 through contacts 7 and 5 the current flows to the motor so
to have the wiper return in rest position. In position 1 the intermittence unit will operate through contacts
3/5 and 4/6 of switch S31.
In position 2 the wiper will remain connected in one frequency speed. The interested contacts are 3/5/1
and 4/2/6.
Each time that the switch is moved in 1 or 2 the inner lamp will light.
The Front wiper has two speeds. As the rear one it is equipped for intermittent operation.
The switch position is represented in this way:
Zero = off
J = intermittence
I = first speed
II = second speed
Wash = washing
The rotary beacons are controlled by switch S21 also housing an inner lamp that lights when closed.
They are connected to machine by means of two sockets mounted outside the cab.
TAV. 9 ELECTRICAL DIAGRAM SINGLE LEVER PILOT CONTROL

ITEM DESCRIPTION LOCATION
Connectors J-K-D Main board
Connector A Underneath the cab

VC2 From contact of tractor relay Underneath the board
F6C Fuse Main board
D13, D16, D19 Diodes Main board
132 Indictive proximity sw. for boom Near to priority valve
136 Indictive proximity sw. for bucket Near to priority valve
137 Indicator light Sw. panel (R. side operator seat)
138 Limitation/off switch Sw. panel (R. side operator seat)
EV. 9 Boom floating detention solenoid Hydr. manipulator
EV. 10 Bucket detention solenoid Hydr. manipulator
EV. 11 Boom max. lift detention solenoid Hydr. manipulator
230 Relay Manipulator support
231 Relay Manipulator support
232 Diode box Manipulator support


SINGLE LEVER PILOT CONTROL

TAV.9
TAV. 10 AUXILIARY INVERTER WIRING DIAGRAM

ITEM DESCRIPTION LOCATION
“ACC” “ST” key switch contact Cab r. s. of the operator seat
O-N Connector Main board
B-G Connectors Near the main board
Selector control transmission Steering colum
F4A-F4B-F5A-F7A Fuses Main board
D7, D27, D33 Diodes Main board

K8 A.T.C. Near the main board
MVI Transient suppresser Main board
R4 One-off starting relay Main board
R5 Starting safety relay Main board
R7 Starting safety relay Main board
235 Aux. F-N-R enabling push-butt. sw. Switches panel
236 Direct. control aux. switch F-N-R Near hidr. manipulators
237 Micro controller Near main board
238 Single lever F-N-R arrangement Underneath the hidr. manipolator
S41 Transmission control switch Steering column


AUXILIARY INVERTER
CN1-4 CN1-3 CN2-13 CN2-12 CN1-9
CN2-1
ATC "ST"
TAV.10
CN2-2
CN2-11 CN1-2 B1
CN2-17 M
CN2-10 CN2-16
K8 CN2-15 F4A
F4B
CN2-4 CN2-14
R5
CN2-3
07
CN1-13
CN1-7 CN1-5 CN1-11 CN2-7 CN2-8 CN2-9 CN2-6
937
033 R4
022
N1
N2 N6 N3
D37 033
SW2-3 SW2-4 H13

H5
C1 F7A
06 07 05 04 03 02 01
R7
R-N
A-R
S-G
C-H
C-V
A-V
C-B
C3
D27
M14
B11
L-B B2 L-B
B-R
R-G B3 G-R
A-V B4 A-B
R-V B5 R-V
C-N B7 C-N
R-N B6 R-N
3 1 2 3 2
2 3
N
1 4 2 R F
541
ACC
D10
F11A
R-G
S-G
C-B
G/V
G/R
A-B
A-V
A-V
H-L
L-B
R
B
G1
235
7 11 1 4 3 5 8 10 9 12 13 2 6
R
1 9 1 3
G1 G3 G5 G2 G4 G6
0 1
236
238
237 5 10
D
R R
SECTION 8
CAB
CONTENTS
8.1 GENERAL DESCRIPTION .................................................................................. 1
8.2 WINDSCREEN WIPERS AND WASHERS .......................................................... 2
8.3 HEATER ............................................................................................................... 4
8.4 GLASSES ............................................................................................................ 5

8.4.1 Characteristics ...................................................................................................... 5
8.4.2 Disassembly and assembly .................................................................................. 5
8.5 REPAIR ................................................................................................................ 6

8.5.1 Cab (removal/installation) ..................................................................................... 7
8.6 AIR CONDITIONING UNIT .................................................................................. 11

8.6.1 Operating istructions ............................................................................................ 11
8.6.2 Technical data ...................................................................................................... 12
8.6.3 Service precautions ............................................................................................. 13
8.6.4 Tool connections .................................................................................................. 15
8.6.5 Discharging .......................................................................................................... 16
8.6.6 Refrigerant charging ............................................................................................ 16
8.6.7 Leak inspection .................................................................................................... 17
8.7 TROUBLESHOOTING ......................................................................................... 19

W270 CAB 8-1
Fig. 8-1
The cab is a tested protection structure against roll-

over hazard (ROPS).
The cab is complete with the driver’s seat, steering
column, controls and instruments to drive and ope-
rate the machine.
Other standard features are the heating system,
demister, front and rear windscreen washer-wipers,
ceiling light, clock/thermometer, loud-speakers,
safety glasses, rear-view mirrors, sun visor, and
emergency exit.
Access inside the cab is through the left-hand door.
The right-hand door is used to gain access to the
heater/air conditioning system compartment. Doors
can be locked wide open and are fitted with a key
lock.
The main components such as the hydraulic
Fig. 8-2
reservoir, hydraulic pump and control valve, steering
control valves and cylinders, and drive shafts can be The cab serial number is etched on a plate located
removed or repaired without disassembling the cab. on the inner side of the cab left-hand post.
Carefully read personal and machine SAFETY PRECAUTIONS at the beginning of this Manual
8-2 CAB W270
8.2 REPAIR
8.2.1 CAB (REMOVAL/INSTALLATION) Loosen the four safety screws and the four screws
securing the cab to the frame.
Removal Provide a suitable hoist above the cab and hook it to
Park the machine on level ground and block wheels the lifting eyebolts(q.ty 4) . These should have been
securely to prevent motion. screwed in at the cab top beforehand (cab weight:
Disconnect the battery isolator switch. 700 kg approx.). Take out any slack in the lifting
chains.
WARNING
Always disconnect the battery isolator switch before
WARNING
cleaning, repairing, overhauling or parking the
machine. Always use hoists or similar devices of suitable
capacity to lift or move heavy components. Ensure
that the sling is perfectly made.
Use the lifting eyes.
Fig. 8-3
Remove rear fenders (1) and steps (2).

Remove protection panels (3) at the cab bottom, on
both sides.
Disconnect the cab to frame ground braid.
3 2 1
Fig. 8-5 Lifting cab
Slightly raise the cab taking care not to tension any

electrical cables or hoses.
Lifting height should be such to allow detachment of
Fig. 8-4 all lines and cables from machine assemblies.
W270 CAB 8-3
Disconnect the four connections A-B-C-D from the the right side of the cab.
bottom of the cab, on the left side, loosening the Allen Close the heater feeding valves.
screws retaining the connection. Disconnect the two heater hoses located in the rear
Disconnect the throttle pedal linkage, ball joint (5), right side of the cab.
link (6) from steering column (10). Loosen the screws Make sure that all connections on the machine are
securing the brake pedal valve and remove the pedal disconnected, then lift the cab, moving it sideways.
assembly, without disconnecting the pipes.
From the right side of the cab, open the panel and
label the hoses of the equipment control levers (3) Reinstallation
and three way valve (4). Disconnect the piping of the The installation is the reversal of the removal.
windshield washer from the reservoir, and Tighten the cab screws to the frame to the specified
disconnect the piping of the parking brake valve from torque.
4
10 3
5
11
6
1 7 2 A B C D 11
8 1 1
Fig. 8-6
Note - 1 Screw M16 - Tightening torque 23 daNm
1. SAFETY SCREW M30 7. CAB AND FRAME FRONT SECURING NUT

2. SAFETY SCREW M24 M16
3. EQUIPMENT CONTROL LEVER PIPES 8. CAB AND FRAME REAR SECURING NUT M16
4. THREE-WAY VALVE PIPES 9. THROTTLE PEDAL
5. THROTTLE BALL JOINT 10. STEERING COLUMN
6. STEERING LEVER BALL JOINT 11. ELASTIC PADS
8-4 CAB W270
8.3 WINDSCREEN WIPERS AND

WASHERS
The front windscreen wiper motor (1) is located at Note 1 - Before setting the wiper blades in motion,
the front of the steering column. The front windscreen operate the windscreen washer to minimise the risk
wiper has two intermittent working speeds: 35 strokes of scratching the glass.
per min (slow) and 55 strokes per min (fast).
A dog-leg mechanism transforms the motor shaft
Note 2 - Use the cleaning fluid DP1 diluted with water
rotary motion into 45° strokes of the wiping arm.
dependent upon working temperature. A 50%
detergent/water solution does not freeze down to
-10°C. Below this temperature, use cleaning fluid
The rear windscreen wiper motor (2) is located under
only.
the cab trim behind the driver’s seat, on the right-
hand side. The rear windscreen motor has but one
speed (approx. 54 strokes per min).
Internal gears provide an 80° oscillation of the wiping Pump hoses are connected to the nozzles located at
arm. the sides of the wiping arms.
3
5
4
Fig. 8-7
The windscreen washer fluid bottle (3) is located

inside the engine compartment, on the left-hand side.
The bottle is fitted with two pumps (4) and (5) for the Fig. 8-8
front and rear windscreens, respectively.
In case of motor or arm assembly replacement, it

will be necessary to reassemble the arm assembly
Specifications to the drive part correctly to centre the wiping action
Bottle capacity ............................................... 2.5 lt. over the glass width.
Rated voltage ................................................... 24V To this aim, select the most suitable position for the
Absorbed current ............................................. ≤ 2A arm on the knurled drive part shown by the arrow in
Max. flow ................................................ ≥ 3 lt./min the figure.
W270 CAB 8-5
8.4 HEATER
8.4.1 GENERALITIES
6
The cab heater is placed in a special compartment,
on the cab right-hand side. 3
The associated switches are located on the control 2
1
console and are used to:
9
- adjust air temperature;
- control air flow intensity;
- admit air from the outside or recirculate the air
inside the cab.
In case of air intake from the outside, air is drawn in

through the filter A. If air is being recirculated, internal
4
cab air is driven through the filtering panel B.
Both filter A and filtering panel B should be replaced
periodically.
7
8
5
Fig. 8-10
MAIN COMPONENTS AND SPECIFICATIONS
B The heater main components are:
1. Electrical fan
2. Outside air filter
Fig. 8-9 3. Filtering panel
4. Heat exchanger
5. Shroud
6. Housing
7. Water lines
8. Air ducting
9. Feed valve
Specifications
Heat value ........................................ 10,000 Kcal/h

Air flow .......................................... 575 ± 10% m3/h
Absorbed power .......................................... 400 W
Working temperature range ................. –15 + 50°C
8-6 CAB W270
8.5 CAB GLAZING
All cab glasses are differential hardening type.

Glasses should be ordered from FIAT-HITACHI. 4
They should be kept clean at all times to guarantee
good visibility. When cleaning the glasses, pre-wash 6
them with a water and detergent solution or other 2
proprietary product using a squeegee to reduce
abrasion and make cleaning easier.
NOTICE - Never use hot water over cold glasses.
All glasses fitted to the cab have been subjected to

differential hardening and have a 5 ± 0.2 mm 5
thickness. They are firmly bonded to their seats by
means of a polyurethane sealant.
7
5 ± 0.2 mm
3
Fig. 8-11
Fig. 8-12
1. Front windscreen
2. Rear windscreen
3. Door glass
4. RH side glass (emergency exit)
5. LH rear glass
6. RH rear glass
7. Bonding kit
W270 CAB 8-7
8.5.1 DISASSEMBLY AND ASSEMBLY
Disassembly Preparing the replacement glass
1. Push a pointed object through the adhesive from 1. Place the glass momentarily in position and mark
inside the cab and insert the wire. with adhesive tape to position it correctly during
final bonding.
2. Using the wire, cut the adhesive all around the
glass. Lift out the glass using two suction cups.
3. Using a knife, cut off the adhesive left on the body

to leave a smooth bevel of approximately 1 or 2
mm, which should be kept clean as it will be the
bonding base for the polyurethane adhesive.
Should the paint be partially damaged, apply
some glass primer as a protection against
corrosion.
Note - Work only in well ventilated premises. The

polyurethane adhesive does not contain low
molecular weight (monomolecular) volatile
isocyanates. Therefore, there is no danger of
irritation for the respiratory tract. However, all
precautions required when using chemicals should
be observed. Avoid contact with the eyes and skin.
Fig. 8-14
2. Thoroughly clean the glass edge using the special

cloth moistened in the degreaser supplied.
Important - After degreasing, wipe the degreased

part using a clean dry cloth.
Fig. 8-13
WARNING
Always wear gloves and use special suction cups

with handles when replacing the glasses.
Do not strike the glasses to remove.
Fig. 8-15
8-8 CAB W270
3. Shake well the glass activator bottle before use 5. Punch the membrane in the threaded connection.
(at least 1 minute after ball separation from the
sediment). Apply an even continuous bead of
activator along the black stencil using the
applicator supplied.
Important - Once applied, allow the activator to dry

for at least 10 minutes keeping the surface clean.
Fig. 8-18
6. Cut off the nozzle and apply a smooth continuous

bead of BETASEAL sealant-adhesive along the
edge of the body or windscreen keeping the gun
vertical.
Fig. 8-16
4. Remove the sealant cartridge bottom cover and

salts therein.
Fig. 8-19
Fig. 8-17
W270 CAB 8-9
Glass assembly
WARNING
1. Position the glass in its seat slightly pressing it.
Any variation to instructions specified, such as use
of materials after expire date or improper work
procedures, may negatively affect the results of the
operation. The manufacturer does not assume any
responsibility for damages which may derive to
persons and/or things.
Fig. 8-20
Note - The glass must be fitted to the machine within

maximum 15 minutes after applying the BETASEAL
sealant-adhesive.
Note - Work only in well ventilated premises. The

polyurethane adhesive does not contain low
molecular weight (monomolecular) volatile
isocyanates. Therefore, there is no danger of
irritation for the respiratory tract. However, all
precautions required when using chemicals should
be observed. Avoid contact with the eyes and skin.
Note - The BETASEAL sealant-adhesive hardens

with air moisture. Hardening depends upon ambient
humidity and relative penetration degree. Therefore,
machine downtime ranges from 2 to 3 hours at a
temperature of 23°C. During this period the machine
should not be submitted to any stress whatever.
8 - 10 CAB W270
W270 CAB 8 - 11
8.6 AIR CONDITIONING UNIT
8.6.1 OPERATING INSTRUCTIONS

The principle of operation can be summarised as follows: the refrigerant, Freon R134a, in its gaseous state, is
sucked by the compressor at a pressure of 1-5 bar and taken to a final compression at a pressure of 10-20 bar.
The gas, heated by the compression to 89-100 °C, flows, still in a gaseous state, into the condenser where, under
the effect of the cooling provided by the air flowing through it by the action created by the fan, reaches the
condensation point, passing into a liquid state at high pressure.
Subsequently, the refrigerant, at liquid state, reaches a dehydration filter, which has the function of capturing
impurities, absorb moisture trapped into the system and operate as a reserve reservoir for the refrigerant itself.
Then, the Freon reaches the expansion thermostatic valve, which has the purpose of regulating the refrigerant
flow into the evaporator at a pressure of 1~5 bar, causing its passage from liquid to gaseous state. At the same
time, the air flowing through the evaporator, under the action of the fan, having a temperature which is higher than
the refrigerator contained by the evaporator itself, causing its boiling and full evaporation, releasing heat.
The air, being cooled, deposits on the fins of the evaporator parts of its moisture content, under the form of little
drops, which drop into the tanks and are discharged outside the cab.
Air cooled and dehumidified, is sent into the cab. The refrigerant, at the outlet of evaporator, is sucked again by
the compressor, beginning a new cycle.
Expansion valve Fan unit Evaporator Compressor
Condenser
High
pressure
Intake
Low
pressure
Pressure switch Filter
Fig. 8-21
8 - 12 CAB W270
8.6.2 TECHNICAL DATA
Fan
Voltage 24 V
Electrical input 17 A
Air flow 1190 m3/h
Speed 3
Heater
Power 11,7 KW
Rate of flow 500 l/h
Air flow 575 m3/h
Input air temperature -15°C
Evaporator
Power 8,17 KW
Rate of flow 500 l/h
Air flow 575 m3/h
Input air temperature 43°C
Relative humidity 30%
Vaporisation temperature 5°C
Condensation temperature 60°C
Condenser
Mass dimension 375 x 520 x 28 mm
Input air temperature 43°C
Relative humidity 30%
Vaporisation temperature 5°C
Condensation temperature 60°C
Expansion valve
Type TGK TEV 216 PO-2
Gas FREON R134A
Superheat 4°C
Compressor
Type SANDEN SD7H15 md 7948 for 134A
Displacement 154.9 cc
Pulley ø 135,6 mm
Lubricant oil q.ty 200 cc
Filter
Type SKG CC164
Dimension 141 x ø76 mm
Capacity 415 cc
Dehydrating 140 gr
Pipe fitting 5/8'' - 18 UNF
Pressure switch
Type 3L-F LMH-971-641
Interruption: Low pressure OFF 2,45 bar
ON 2,6 bar
High pressure OFF 28 bar
ON 25 bar
(Fan) OFF 12 bar
ON 17 bar
Thermostat
Type RANKO K50-L9421
Setting Cold OUT 0 °C
IN 5 °C
W270 CAB 8 - 13
Conditioning Performance
IN ACCORDING WITH ISO 10263
8.6.3 SERVICE PRECAUTIONS Piping precautions
It is known that CFC refrigerants (including R 12) are - Position the O-ring against the bulge in the pipe
among those substancens that destroy the ozone layer when connecting hoses and pipes.
producing an increase of ultra violet radiation resulting
from the destruction of the ozone layer. - Coat the piping connections and the O-rings with
They stay in the atmosphere for over 00 years, with a PAG oil.
potential increment of cataract and skin cancer. As a
result of the global evaluation of the environmental - Fit the nuts and unions tightly against the base
impact, a new refrigerant R134a has been used. This of the companion pieces then hand tighten the
refrigerant has a potential destruction of the ozone nut as much as possible. Then, tighten to the
(ODP) equal to 0 and a low global warming potential specific torque.
(GWP).
Note
Always use oil specified for R134a systems to coat
the O-rings.
WARNING
Direct contact with refrigerant can cause frostbite or
blindness.
Always wear safety glasses and protective gloves.
Do not work with refrigerant colse to the face.
CAUTION
PAG oil , in the R134a systems, absorbs moisture
quickly when exposed to the atmosphere
Handle the air conditioner componenets carefully. Do

not knock or drop them. Fig. 8-22
8 - 14 CAB W270
Do not mistakes refrigerants CAUTION

Before charging an air conditioning system be sure
that refrigerant is correct. Confirm before charging that Cap the oil container after use and the air conditioner
the type of air conditioner system is in fact an R134a system parts, when servicing.
system. Never mix compressor oil with other types of oil
R 12 R134a
Fig. 8-23
Do not release refrigerant into the air

Although R134a is not subject to CFC regulations, it
can have an effect on global warming, and so should Cap all containers and components
not be released into the air.
Fig. 8-25
The oil must be replaced or replenished in the

following cases:
WARNING - when refrigerant or oil leaks from the system
- when refrigerant is suddenly discharged from
When removing refrigerant from the air conditioner the system
system, always use a refrigerant recovery unit made - when system components are replaced.
especially for R134a
Note
The oil plug O-ring must be replaced with a new one.
Refrigerant charge inspection

As shown in the left hand figure, R134a compressor
oil will not blend with refrigerant (R134a) at certain
temperatures. At these temperatures, the refrigerant
may appear 'cloudy' when checked using the
sightglass,
and the charge may be mistakenly judged as
R134a insufficient.
Fig. 8-24
Compressor oil
Use compressor oil made specifically for use with

R134a.
R134a system compressor oil has an extremely high
moisture absorption capacity. Fig. 8-26
W270 CAB 8 - 15
8.6.4 TOOL CONNECTIONS
WARNING 1. Fully close both manifold gauge valves.

Do not connect hoses to the air conditioner system
2. Connect the three hoses securely to the manifold
when the manifold gauge valves are open.
gauge.
3. Connect the utility hose to the vacuum pump or

refrigerant source
CAUTION 4. Connect the couplers to the high and low
If there is any refrigerant in the air conditioner system, pressure hoses. Turn the knob on the fitting to
connect the hoses only after the service hoses and depress the core if so equipped.
the manifold gauge have been evacuated. Before disconnecting hoses, close both
manifold gauge valves.
Fig. 8-27
8 - 16 CAB W270
8.6.5 DISCHARGING
CAUTION
If the needle moves towards 0, the system is not
WARNING
alright. Check the system for leaks and repair.
Do not release the refrigerant into the air.
Discharge refrigerant only into the refrigerant recovery
unit.
CAUTION
Never use a refrigerant recovery unit for CFC12 on
an HFC134a system.
The recovered refrigerant must be recycled trough a

refrigerant recovery unit to ensure that it is clean and
free of moisture.
Refer to the user's instruction manual for refrigerant

Fig. 8-28
recovery unit handling and operations.
Evacuation
1. Operate the vacuum pump.
2. Open both manifold gauge valves
8.6.6 REFRIGERANT CHARGING 3. Evacuate the system for at least 20 minutes.
4. Close both manifold gauge valves.
There are various methods of charging refrigerant
into the air conditioner system. these include using
refrigerant recovery units and direct charging using a
Initial charge
scale. 1. Put the refrigerant container on the scale.
Note: Change refrigerant in the system of wheel

loader W170/170PL-W190 every 2 years.
Initial evacuation
1. Close both manifold gauge valves.

2. Connect the high and low pressure hoses to the
system.
3. Connect the utility hose to the vacuum pump.
4. Open the manifold gauge's high and low
pressure valves.
5. Operate the vacuum pump.
6. Evacuate the system for at least 5 minutes to
stabilize the vacuum inside the system. Fig. 8-29
7. Close both valves and stop the vacuum pump.
2. Disconnect the utility hose from the vacuum
pump and connect it to the refrigerant container.
3. Purge air from the utility hose.
Checking air tightness 4. Record the refrigerant weight.
5. Open the refrigerant container valve.
1. Leave the system as it is for 5 to 10 minutes. 6. Slowly open the manifold gauge's low pressure
Ensure the low pressure gauge needle does not side valve to charge refrigerant from the low
move towards the atmospheric pressure side pressure side valve to charge refrigerant from
(gauge pressure 0). the low pressure side.
W270 CAB 8 - 17
7. Charge with refrigerant until the low pressure

gauge reaches 0.2 MPa (2 bar, 28psig).
The optimal refrigerant's weight is
approximally 1100 gr.
8. Close the manifold gauge's low pressure valve.
CAUTION
Do not overcharge the system.
Initial Leak check

Using the leak detector, check the system connection
for leaks.
Fig. 8-31
Note
As the system pressure is not yet high, only large
leaks can be detected at this time.
Inspection procedure
Evacuation
Refrigerant
charging
Operate compressor for

Repair
at last 5 min
Fig. 8-30
Check for refrigerant

leaks from high
pressure side parts
8.6.7 LEAK INSPECTION

Operation test
To facilitate refrigerant leak detection, operate the air
conditioner at the full cooling setting with the fan
running at maximum speed for at least 5 minutes.
Stop the engine and, using a leak detector, check for
refrigerant leaks on the high pressure side.
This must be done immediately because when the
refrigerant stops circulating, the high pressure
decreases gradually, as shown in the graph, while
the low pressure side pressure increases gradually.
8 - 18 CAB W270
Inspection sequence
High pressure side
Compressor Condenser Cooling unit Receiver drier inlet

discharge port inlet and outlet inlet and outlet
Low pressure side
Compressor Cooling unit

suction port outlet
CAUTION
Clean all inspection points.

Check all connections carefully.
To prevent incorrect diagnoses, ensure there is no
refrigerant or cigarette smoke in the vicinity of the
vehicle.
Inspection points
Fig. 8-32
W270 CAB 8 - 19
8.7 TROUBLESHOOTING
14
22
8 - 20 CAB W270
Troubleshooting chart
(a) Fan motor does not operate
Possible cause Inspection Remedy
1. Blown fuse Inspect the air conditioner fuse. Replace.
2. Broken wiring Check the fan motor earth and connectors. Repair the wiring or
or bad connection connect correctly.
3. Fan motor Check the two lead wires from the motor with a circuit Replace.
malfunction tester. If there is no conductance, the motor is malfunction-
ing.
4. Broken resistor wiring Check resistor conductance using a circuit tester. If there is Replace.
no conductance, the wiring is broken.
5. fan motor switch Operate the fan switches in sequence and check whether Replace.
failure the fan operates.
(b) Fan motor operates normally, but air flow is insufficient
1. Evaporator iniet Check the iniet. Remove the obstruction

obstruction and clean.
2. Air leak Check the cooling unit case fittings. Repair of adjust.
3. Defective thermo Check whether the evaporator is frozen. Check the switch Replace.
switch using a circuit tester.
(c) Insufficient cooling although air flow and compressor operation are normal
1. Insufficient There will be little temperature difference between the low- Repair any leaks and
refrigerant. and high-pressure sides. Air bubbles or a "cloudy" flow will recharge the refrigerant
be visible in the sightglass. to the correct level.
The high-pressure side pressure will be high and even if Drain small quantity of
2. Excessive refrigerant the condenser is cooled using water, air bubbles will not refrigerant until air
appear in the sightglass. bubbles appear
periodically through the
window.
W270 CAB 8 - 21
(d) The compressor does not operate at all, or operates improperly
1. Loose V-belt The belt oscillates considerably. Adjust the tension.
2. Internal compressor The V-belt slips. Repair or replace.

malfunction
3. Magnetic clutch
related
• Low battery voltage Clutch slips. Recharge the battery.
• Faulty coil Same as above. Replace the magnetic

clutch.
• Oil on the clutch The magnetic clutch face is dirty, causing it to slip. Replace, or clean the
surface clutch surface.
• Excessive clearance Adjust the clearance, or

between the clutch replace.
plate and clutch disk.
The clutch plate clings
when pushed.
• Open coil Clutch does not engage and there is no reading when a Replace.
circuit tester is connected between the coil terminals.
• Broken wiring or poor Clutch will not engage at all. Inspect the earth and connec- Repair.
earth tions.
• Wiring harness Test the conductance of the pressure switch, Check operation,
components thermoswitch, relay, etc. referring to the wiring
diagram, and replace
defective parts.
8 - 22 CAB W270
Normal compressor suction and discharge pressures at an atmospheric temperature of 30 ~ 35° C (86 ~ 95°F) and
engine speed of approx. 1500 rpm are:
High pressure side pressure : 1.47 ~ 1.67 MPa (15 ~ 17 kg/cm2, 213 ~ 242 psi)
Low pressure side pressure: 0.13 ~ 0.2 MPa (1.3 ~ 2.0 kg/cm2, 18 ~ 28 psi)
Low -pressure side pres- The pressure in the low-pressure side becomes, normally, too high
sure too high. when the pressure on the high-pressure side is excessive. As ex-
plained here below, the check that follows is performed only when
the pressure on the low-pressure side is too high.
1. Defective The magnetic clutch switch turns off before the outlet air tempera- Adjust or replace.
thermoswitch. ture is sufficiently low.
2. Defective compressor The high- and low-pressure side gauge pressures equalize when Repair or replace the com-
gasket or valve. the magnetic clutch is turned off. pressor.
3. Poor expansion valve Frost has adhered to the compressor connector so that the tem- Install the temperature sen-
temperature sensor con- perature is lower than that of the evaporator outlet side piping. sor against the low-pressure
tact. pipe.
4. The expansion valve Same as above, or there is little pressure fluctuation when the Replace.
opens too far. temperature sensor is places against the pipe and then removed.
5. Clogged compressor The compressor connector is cool but the low-pressure hose is Remove and clean the fil-
suction filter. not. ter.
Low-pressure side
pressure too low.
1. Insufficient refrigerant. Refer to "Insufficient refrigerant" on previous page. Same as at left.
2. Clogged receiver drier. Considerable temperature difference between the inlet and outlet Replace the receiver drier.
sides, or the tank is frosted.
3. Clogged expansion The expansion valve's inlet side is frosted. Clean the filter or replace
valve. the expansion valve.
4. Expansion valve tem- The expansion valve's outlet side is chilled, and low pressure Clean or replace the piping.
perature sensor gas leak gauge indicates a vacuum.
(damaged capillary tube,
etc.)
5.Clogged or blocked pip- When the piping is clogged or blocked, the low-pressure gauge Clean or replace piping.
ing. reading will decrease, or a negative reading may be shown.
6. Defective thermoswitch. The evaporator is frozen. Adjust or replace.
High-pressure side
pressure too high.
1. Poor condenser cooling. Dirty or clogged condenser. Cooling fan does not operate cor- Clean, and repair the fan.
rectly. Blown fuse, broken wiring or poor contact. Fan motor mal- Repair the wiring or replace
function. the fuses.
2. Excessive refrigerant. Refer to "Excessive refrigerant" on previous page.
3. Air in the system. Evacuate and recharge

with refrigerant.
High-pressure side
pressure too low
1. Insufficient refrigerant. Refer to "Insufficient refrigerant" on previous page.

Same as at left.
W270 CAB 8 - 23
Gauge pressure diagnosis • Problems in the system can be diagnosed using a

manifold gauge by reading the system's low and high
pressures.
Normal pressures
Low pressure side High pressure side
Low-pressure side: 0.13 ~ 0.2 MPa {1.3 ~ 2.0 kgf/
0.13 - 0.2 MPa 1.47 - 1.67 MPa cm2, 18 ~ 28 psig}
{1.3 - 2.0 kg/cm 2, {15 - 17 kg/cm2,
18 - 28 psig} 213 - 242 psig} High-pressure side: 1.47 ~ 1.67 MPa {15 ~ 17 kgf/
6 7 8 1.5 2.0
cm2, 213 ~ 242 psig}
5 9
1.0 15 20 2.5
4 5 10
10 10 25
11
3
2 12
0.5 5
0 35
30 3.0
Conditions
0 15 13 0
1
0
15
14
3.5
Atmospheric temperature: 30 ~ 35°C
(86 ~ 95°F)
Engine speed: 1,500 r/min
Blower speed: HI (high-speed)
Temperature switch: Full cooling
Insufficient refrigerant
Indications:
Fig. 8-33
• Low pressures on both the low pressure and high-
pressure sides.
• Discharge temperature will not decrease.
Cause: Refrigerant leakage.
Remedy: Inspect using a gas leak detector, repair
the leak, and replenish the refrigerant.
98 MPa 0.78 - 0.98 MPa

{1.0 kg/cm2, {8 - 10 kg/cm 2,
18 psig} 114 - 142 psig}
6 7 8 1.5 2.0
5 9
1.0 15 20 2.5
4 5 10
10 10 25
11
3 0.5 5 3.0
30
2 12
0 35
0 15 13
1 0
3.5
0 14
15
Fig. 8-34
8 - 24 CAB W270
Excessive refrigerant (poor condenser

radiation)
0.25 - 0.29 MPa 2.26 MPa
{2.5 - 3.0 kg/cm2, {23 kg/cm2,
36 - 43 psig} 327 psig} Indication: both the low and high pressures are too
5
6 7 8
9
1.0
1.5 2.0
high.
10 15 20 2.5
4 5
10 10 25
11
3
2 12
0.5 5
0
30
35
3.0
Causes:
0
1
0
15
15
14
13 0
3.5 • Pressure increment due to excessive refrigerant.
• Insufficient condenser cooling.
Remedy:
• Clean the condenser.
• Inspect and adjust the fan belt and condenser motor.
• Check the refrigerant level.
Air in cooling system

Fig. 8-35
(insufficient suction)
Indications:
• Both the low and high pressures are too high.
0.25 - 0.34 MPa 1.96 - 2.45 MPa • The low-pressure side piping is not cold.
{2.5 - 3.5 kg/cm2, {20 - 25 kg/cm2,
36 - 50 psig} 284 - 356 psig}
Cause: Air entered the cooling system. When the
5
6 7 8
9
1.5 2.0 suction is not applied, the reading of the instruments
1.0 15 20 2.5
10
3
4 5
10
11
0.5 5
10 25
30 3.0
are indicated in the illustration on the left.
2 12
0 35
1
0
0 15
14
13 0
3.5 Remedy:
15
• Evacuate the system, replenish the refrigerant and

check the gauge readings.
• After prolonged operation with air in the system, the
receiver drier must be replaced.
Fig. 8-36
W270 CAB 8 - 25

Defective expansion valve
0.25 MPa 2.16 - 2.26 MPa
{2.5 kg/cm2, {22 - 23 kg/cm2, Indication: Both the low and high pressures are too
36 psig} 313 - 327 psig}
high.
6 7 8 1.5 2.0
5 9
4 5
10
10
1.0
10
15 20
25
2.5 Causes: Improper refrigerant charge.
11
3
2 12
0.5 5
0
30
35
3.0
Defective expansion valve.
0
1
0
15
15
14
13 0
3.5 Improper temperature sensor installation.
Remedy:
• Check temperature sensor installation, and
insulation.
• If normal, replace the expansion valve.
Insufficient compressor compression

Fig. 8-37 Indications:
• High pressure on the low-pressure side, pressure
Low pressure side High pressure side too low on the high pressure side.
0.39 - 0.59 MPa 0.69 - 1.08 MPa • The high and low pressures are already equal when
{4 - 6 kg/cm 2, {7 - 11 kg/cm2,
18 psig} 99 - 156 psig} operation is stopped.
5
6 7 8
9
1.5 2.0 Causes: Insufficient compression due to a defective
1.0 15 20 2.5
10
3
4 5
10
11
0.5 5
10 25
30 3.0
compressor gasket or damaged suction
2
1
0 15
12
13 0
0 35 valve.
3.5
0 14
15
Remedy: Disassemble and repair the compressor.
Fig. 8-38
8 - 26 CAB W270

Infiltration of moisture
Vide - 0.13 MPa 0.59 - 1.77 MPa
{Vide - 1.3 kg/cm2, {6 - 18 kg/cm2, Indication: The low-pressure side pressure alternates
Vide - 18 psig} 85 - 256 psig} between a vacuum and normal pressure.
5
6 7 8
9
1.5 2.0 Causes: Moisture has frozen in the air conditioner
1.0 15 20 2.5
3
4 5
10
10
11
5
10 25
3.0
system, clogging the expansion valve,
0.5 30
2
1
0 15 13
12
0
0 35 which then blocks the air conditioner
3.5
0
15
14
system. When the ice melts, normal
operation resumes.
Remedy:
• Replace the receiver drier.
• Evacuate the system.
• Recharge with refrigerant to the proper level.
Refrigerant does not circulate

Fig. 8-39
Indications:
Low pressure side High pressure side • The low pressure side pressure becomes a vacuum
and the high pressure side pressure reads 0.49 ~
- 101.3 MPa 0.49 - 0.59 MPa
{- 760 mm Hg, {5 - 6 kg/cm 2, 0.59 MPa {5 ~ 6 kgf/cm2, 71 ~ 85 psig}.
- 29.92 in Hg} 71 - 85 psig}
7
• Ice or condensation are forming on the piping
6 8 1.5 2.0
4
5
5
9
10
1.0 15 20 2.5 connections of the drier receiver or the expansion
10 10 25
3
2
11
12
0.5 5
0
30 3.0 valve.
35
0 15 13
1 0
3.5
0
15
14
Causes:
• The air conditioner system is blocked by ice or dirt.
• The air conditioner system is shut off by a defective
expansion valve temperature sensor.
Remedy: Stop operation and check for ice or
contamination.
• If the problem is moisture, evacuate the system.
• Replace the expansion valve temperature sensor if
Fig. 8-40
defective.
• Replace the receiver drier.
• Recharge with refrigerant to the proper level.
COPYRIGHT BY FIAT-HITACHI EXCAVATORS S.p.A.
Reproduction of text or illustration,

in whole or in part, is strictly prohibited.
FIAT-HITACHI EXCAVATORS S.p.A.

Technical Publications Dept. - Lecce (Italy)
Print No. 604.02.247 - 2000 - GRAFICA DESSÌ S.N.C. • RIVA PR. CHIERI (TO)
Issued by the Technical Publications Dept.
Print No. 604.02.247 - English
Printed in Italy

Mir w270 - Inglese

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MODELS

THIS ALERT SYMBOL SIGNALS IMPORTANT MESSAGES INVOLVING YOUR SAFETY.

Most accidents and injuries occurring in industry, on the

On machines having hydraulically, mechanically

SAFETY RULES ............................................................................................. pag. 1

SPECIFICATIONS .......................................................................................... pag. 8

FLUIDS AND CAPACITY TABLE ................................................................... pag. 10

UNITS OF MEASURE USED IN THE MANUAL ............................................. pag. 11

TIGHTENING TORQUES .............................................................................. pag. 12

DECOMMISSIONING THE MACHINE

• The decommissioning of the machine must be

SPECIFICATIONS - WHEEL LOADER W270

Forward speed kph Reverse speed kph

ATTACHMENT HYDRAULIC SYSTEM Three-position control switch as follows:

- Bucket control cylinder ELECTRICAL SYSTEM

Notes: Dimensions in mm 3050

FLUIDS AND CAPACITY TABLE

Cooling 77 AMBRA - Agriflu NH 900 A - -38 +50

Fuel tank 320 - - - -

The capacity are intended as "total"

UNITS OF MEASURE CLASSIFICATION OF STANDARD COMPO-

Torque: decanewton x meter (daNm) replaces

f - Material index digit

This digit indicates the material used for a defined

g - Coating index digit

It indicates the coating applied to a defined item.

Resistance class and material

3 R100 100 10K 8 V 100

4 Brass Brass Messing Brass Brass Laiton

5 Aluminium Aluminium Aluminium Aluminium Aluminium Aluminium

6 Copper Copper Kupfer Copper Copper Cuivre

7 Blank for other metallic materials

WARNING TORQUE TABLES

- Resistance classes R80, R100, R120 must be

10.9 replaces R100

CDT= cadmed; FOSF= phosphated; ZNT=

NUTS (ZNT) SCREWS (ZNT/DEIDR)

Strength grade: 10 (R80) Strength grade: 10.9 (R100)

M8 x 1.25 3.2 2.6 3.9 3.2 M8 x 1.25 1.3 3.5

M10 x 1.5 6.5 5 7.7 6 M10 x 1.5 6.5 7

M12 x 1.25 13 8.7 14.5 10.2 M12 x 1.25 12.7 13.9

M12 x 1.75 11 8.1 12.9 9.6 M12 x 1.75 11 12

M14 x 1.5 19.5 13 21.6 15 M14 x 1.5 20 22

M14 x 2 18 12.5 20 14.6 M14 x 2 18 19

M16 x 1.5 30 17 34 20 M16 x 1.5 30 33

M18 x 1.5 45 25 50 29 M18 x 1.5 45 48

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

M20 x 1.5 60 30.5 64.5 35 M20 x 1.5 60 65

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

M22 x 1.5 80 41 - - M22 x 1.5 80 90

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

M24 x 2 100 47 108 52.5 M24 x 2 100 110

M27 x 2 95 40.1 - - M27 x 2 100 -

M30 x 2 130 49.4 - - M30 x 2 140 -

M33 x 2 170 - - - M33 x 2 190 -

M36 x 3 220 - - - M36 x 3 240 -

PARAGRAPH SUBJECT PAGE

1.1 IDENTIFICATION DATA ........................................................................................... 1

1.2 GENERAL SPECIFICATIONS OF SERIES “M11” ENGINE .................................... 2

1.3 ENGINE SUPPORTS ............................................................................................. 5

1.4 DIAGRAMS OF SERIES “M11” ENGINES .............................................................. 6

1.1 IDENTIFICATION DATA

Data plates of series M11 engine