sm_W190_EN

Copyright © New Holland

W190 Workshop Manual

Workshop Manual

Print No. 604.13.502.01 English - Printed in Italy

W190

PROVEN PERFORMANCE


W190 WHEEL LOADER

Workshop Manual Print N° 604.13.502.01 English IX - 2005

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.


SUMMARY

SAFETY RULES .............................................................................................. page 1 SPECIFICATIONS - WHEEL LOADER ............................................................ page 8 TABLE OF FLUID CAPACITIES ...................................................................... page 11 UNITS OF MEASURE ..................................................................................... page 12 TORQUE TABLES ........................................................................................... page 13

ENGINE ................................................................ Section 1 TRANSMISSION .................................................. Section 2 BRAKE SYSTEM ................................................. Section 3 STEERING SYSTEM ........................................... Section 4 BUCKET BOOMS AND FRAME ........................ Section 5 EQUIPMENT HYDRAULIC SYSTEM ................. Section 6 ELECTRICAL SYSTEM ...................................... Section 7 CAB ...................................................................... Section 8



W190

0-1

SAFETY RULES GENERALITIES Read this Manual carefully before starting, operating, maintaining, fuelling or servicing the machine. Read and comply with all safety precautions before any intervention. Do not allow unauthorised personnel to operate or service this machine.

Ensure that nobody is in the machine operating range before moving off or operating the attachment. WALK COMPLETELY AROUND the machine before mounting. Sound the horn. Before starting machine, check, adjust and lock the driver's seat for maximum comfort and control of the machine. Fasten your seat belts(when fitted).

Do not wear rings, wrist watches, jewellery, loose or hanging garments, such as ties, torn clothing, scarves, unbuttoned or unzipped jackets that can get caught in moving parts. Wear certified safety clothes such as: hard hat, no-slip footwear, heavy gloves, ear protection, safety glasses, reflector vests, respirators. Ask your employer about specific safety equipment requirements.

Obey all flag signals and signs.

Keep the operator’s compartment, step plates, grab-rails and handles clean and clear of foreign objects, oil, grease, mud or snow to minimize the danger of slipping or stumbling. Remove mud or grease from your shoes before attempting to mount or operate the machine.

DO NOT PUNCTURE OR BURN CONTAINERS.

Do not jump on or off the machine. Always keep both hands and one foot, or both feet and one hand in contact with steps and grab rails.

Never use these products near fires, open flames, or sparks.

Do not use controls or hoses as hand holds when climbing on or off the machine. Hoses and controls are movable parts and do not provide solid support. Besides, controls may be inadvertently moved and cause unexpected movement of the machine or its attachments. Never operate the machine or its attachments from any position other than sitting in the driver’s seat. Keep head, body, limbs, hands and feet inside the operator’s compartment at all times to reduce exposure to external hazards . Be careful of possible slippery conditions of the steps and hand rails as well as of the ground around the machine. Do not leave the machine until it is has come to a complete stop. Check the seat safety belt at least twice per year and replace it if it shows signs of wear, fraying or other weakness that could lead to failure.

Due to the presence of flammable fluids on the machine, never check or fill fuel tanks or accumulator batteries near fires, open flames, or sparks. REMEMBER THAT SPECIAL STARTING FLUIDS ARE FLAMMABLE. Scrupolously follow recommendations printed on the containers and in this Manual. Containers must be stored in fresh, well ventilated places and out of the reach of unauthorised persons. Strictly follow the instructions provided by the Manufacturer.

OPERATING Check wheel and rim retainers before each working shift. If necessary, tighten to the torque specified. Do not run the engine of this machine in closed buildings without proper ventilation capable to remove harmful exhaust gases. Roll Over Protective Structures (ROPS) are required on wheel or crawler loaders, dozers, or graders. NEVER OPERATE the machine if such protective structure is removed. Keep the operator’s compartment free of foreign objects, especially if not firmly secured. Never use the machine to transport objects, unless proper securing points are provided. DO NOT CARRY RIDERS ON THE MACHINE Study and familiarize with escape routes alternate to normal exit routes.

STARTING NEVER START OR OPERATE A FAILED MACHINE. Before operating the machine, always ensure that any unsafe condition has been satisfactorily corrected. Check brakes, steering and attachment controls before moving off. Report any malfuctioning part or system to the maintenance managers for proper action. Ensure all protective guards and panels as well as all safety devices provided are in place and in good operating condition.

According to law provisions, seat belts must be fitted with Roll Over Protection Structures or cabs. Keep safety belts fastened during operation. For your personal safety, do not climb on or off the machine while it is in motion. Make sure that bystanders are clear of the machine operating range before starting the engine and operating the attachment. Sound the horn. Obey all indications provided by flags, signs and signals. DO NOT COAST OR FREEWHEEL down hills. Engage the most suitable gear speed to keep the machine under control.

Carefully read personal and machine SAFETY PRECAUTIONS (at the beginning of this manual)


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W190 SAFETY RULES

Do not operate the machine if you are extremely tired or feel ill. Be especially careful towards the end of the working shift. Do not operate a machine with misadjusted brakes. Operate the machine at low speed which can ensure complete control at all times. Travel slowly over very rough terrain, slopes or near dropoffs, in congested areas or on frozen or slippery surfaces. When backing, always look to where the machine is to be moved. Be alert of the position of bystanders. Should someone enter the work area, STOP THE MACHINE. Maintain a safe distance from other machines or obstacles to ensure required visibility conditions. Give way to loaded machines. Maintain a clear vision of the surroundings of the travel or work area at all times. Keep cab windows clean and repaired. When machines are operating in tandem, the pusher (rear) must be equipped with the appropriate deflectors to protect the front unit driver against the air stream coming from the blower fan.

When working on slopes or near sudden level drops in the terrain, avoid areas where ground is loose or soft since overturn or loss of machine control could result. If noise level is high and continuosly exceeds 90 dBA over 8 hours at the operator's ear, wear approved ear protection in compliance with local regulations. Where counterweights are provided, do not operate the machine if they have been removed. When transporting a loaded bucket, keept it as rolled-back and low as possible for maximum visibility, stability and safety of there machine. Ground speed should be adequate to the load and ground conditions. The load must always be properly arranged in the bucket; move with extreme care when transporting oversize loads. Use only the type of bucket recommended for the machine and the materials to be handled. Follow the recommendations concerning loading capacity, arrangement of the materials, characteristics of the ground and job to be performed.

When pulling or towing through a cable or chain, do not start suddenly at full throttle. Take-up slack carefully.

Do not lift and move loads overhead where persons are standing or working, nor downhill when working crosswise on slopes. In this case, the bucket should be unloaded on the uphill side, whenever possible.

Carefuly inspect the towing items for flaws or problems before proceedig.

Start and stop the machine carefully when the bucket is full. Do not move off without first reducing engine speed.

Avoid kinking or twisting chains or cables. Do not pull through a kinked chain or cable as the high stresses existing in this condition may induce failures. Always wear heavy gloves when handling chains or cables. Chains and cables should be securely anchored. Anchor points should be strong enough to withstand the expected load. Keep anyone clear of anchor points and cables or chains. DO NOT PULL UNLESS THE OPERATOR’S COMPARTMENTS OF THE MACHINES INVOLVED ARE PROPERLY PROTECTED AGAINST POSSIBLE BACKLAS IN CASE OF CABLE OR CHAIN FAILURE OR DETACHMENT. Be alert of soft ground conditions close to newly constructed walls. The fill material and machine weight may cause the wall to collapse. In darkness, check area of operation carefully before moving in with the machine. Use all lights provided. Do not move into low visibility areas. If the engine tends to stall for whatever reason under load or at idle, immediately report this problem to the maintenance managers for proper action. Do not operate the machine until this condition has been corrected. On machines fitted with suction radiator fans, regularly check the engine exhaust system for leaks, as exhaust fumes expelled towards the operator are toxic. Operators must know thoroughly the performances of the machine they are driving.

Overtaking manoeuvres should be performed only when absolutely necessary and unavoidable. Beware possible uneven terrains, poor visibility, presence of other machinery or persons out of sight. Operate the machine at a speed adequate to the working site conditions and in any case slow enough to ensure complete control at all times. Check instruments at start-up and frequently during operation. Stop the machine immediately should any malfunction be signalled. Never use the bucket as a man lift or to carry riders. Never use the machine as a work platform or scaffolding, nor for other improper use (such as pushing railway cars, trucks or other machines). Pay attetion to people within the machine operating range. Load trucks from the driver’s side whenever possible. Prior to operating the machine, check which obstacles and/or difficulties you will encounter, such as narrow streets, overhead doors, cables, piping, as well as ground, bridges, paving and ramps bearing load limitations. In case of road transfers, find out beforehand what conditions are likely to be encountered, such as size restrictions, heavy traffic, paving type, etc. . Beware fog, smoke or dust that obscure visibility. When crossing gullies or ditches, move at an angle with reduced speed after ensuring ground conditions will permit a safe traverse.



W190

0-3 SAFETY RULES

Always inspect the working area to identify potential risks such as: inclines, overhangs, trees, demolition rubble, fires, ravines, steep slopes, rough terrain, ditches, crowns, ridge trenches, heavy traffic, crowded parking and service areas, closed ambients. In such conditions, proceed with extreme care. Whenever possible, avoid going over obstacles such as very rough terrain, rocks, logs, steps, ditches, railroad tracks. When obstructions must be crossed, do so with extreme care and at an angle, if possible. Slow down and select a lower gear. Ease up to the break-over point, pass the balance point slowly and ease down the other side. In steep down-hill operation, do not allow the engine to over-speed. Select the proper gear before starting down grade. Avoid crosswise hill travel, whenever possible. Drive up and down the slope. Should the machine start slipping sideways when going uphill, steer and turn machine front immediately downhill. The gradient you may attempt to overcome is limited by factors such as ground conditions, load being handled, machine type and speed, and visibility.

Always remember to move the gearshift lever to the neutral position and engage the control lever lock for safety purposes. Apply the parking brake (if fitted). NEVER LEAVE THE MACHINE UNATTENDED with the engine running. Prior to leaving the operator’s seat,and after making sure that all people are clear of the machine, always slowly lower the attachment until resting it safely to the ground Park the machine in a non-operating and no-traffic area. Park on firm level ground. If this is not possible, position the machine at a right angle to the slope, making sure there is no danger of uncontrolled sliding. Apply the parking brake. If parking in traffic lanes cannot be avoided, provide appropriate flags, barriers, flares and signals as required to adequately warn the oncoming drivers. Keep head, body, limbs, hands and feet clear of the dozer, arms, bucket or ripper when raised.

There is no substitute for good judgement and experience when working on slopes.

Always switch off the battery isolator switch before servicing the machine in whatever manner (i.e., cleaning, repairing, maintaining, etc.). Do the same when the 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 caving edges, falling objects and landslips. Remember that such hazards are likely to be concealed by bushes, undergrowth and such.

Never lower the attachments other than sitting in the operator’s seat. Sound the horn. Make sure that nobody is within the machine operating range. Lower the 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 the roots, particularly while the tree is being felled. Use extreme care when pushing over any tree with dead branches.

Securely block the machine and lock it every time you leave it unattended. Return keys to authorized security. Perform all necessary operations as detailed in the 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.

MAINTENANCE

Be alert to avoid changes in traction conditions that could 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 conditions, it is emphasised the danger represented by large tree limbs (possibly falling on the machine), large roots (which may act as a leverage under the machine when up-rooted and cause the unit to overturn), etc.

- carefully read all the norms contained in this Manual;

Before operating or performing any intervention on the machine: - read and observe all safety plates and instructions located on the machine. Do not allow unauthorized personnel to service the machine. 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 that are not properly secured.

When the machine is to be stopped for whatever reason, do so following the instructions given in chapters “Stopping the machine” and “Shutting off the engine" in the Operation and Maintenance Instruction Manual.

Do not wear rings, wrist watches, jewellery, loose or hanging garments, such as ties, torn clothing, scarves,unbuttoned or unzipped jackets that can get caught in moving parts.



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W190 SAFETY RULES

Wear certified safety clothes such as: hard hat, no-slip footwear, heavy gloves, ear protection, safety glasses, reflector vests, respirators. Ask your employer about specific safety equipment requirements.

The fuel filler pipe nozzle must be constantly kept in contact with the filler neck. Keep this contact from the beginning to the end of the fuelling operation to avoid possible generation of sparks due to static electricity.

Never service the machine with someone sitting in the driver's seat, unless this person is an authorized operator assisting in the maintenance being carried out.

Tow the machine only from the attaching points provided. Use care in making connections and ensure pins and/or bolt are firmly secured before pulling. Stay clear of drawbars, cables or chains under load.

Keep the operator’s compartment, step plates, grab rails and handles clear of foreign objects, oil, grease, mud or snow to minimize the danger of slipping or stumbling. Clean mud or grease from your shoes before climbing on the machine or driving it. Never attempt to operate the machine or its attachments from any position other than sitting in the operator’s seat. Never stand under the boom. Should it be necessary to move the attachment through the hydraulic controls for maintenance purposes, remember that this should be done while sitting in the operator’s seat. Before starting the machine or moving its attachment, apply the brakes, sound the horn and call that you are about to manoeuvre. Raise the attachment slowly. Always lock machine arms or any other parts that must be lifted for maintenance purposes using adequate external means. Do not allow anyone to pass near or even below a raised yet unlocked attachment. If you are not absolutely sure about your safety, do not stay under a raised attachment, even if it is locked. Do not place body, limbs, or fingers near articulated cutting edges of uncontrolled machine parts or deprived of the necessary guards, unless they are suitably and safely locked. Never perform any work on the machine with the engine running, except when this is specifically required. Do not wear loose clothing, jewellery or such near moving parts.

To move a failed machine, use a trailer or a low platform truck, if available. In case towing is needed, use all necessary signals required by local regulations, and follow directions provided in this Manual. Load/unload the machine from transporter on firm level ground providing safe support to the wheels of the truck or trailer. Use strong access ramps, with adequate height and angle. Keep the loading platform free of mud, oil or slippery materials. Tie the machine securely to the platform of the truck or trailer and opportunely wedge machine wheels or tracks as required. Never align holes or slots using your fingers; always use appropriate aligning tools. Remove all sharp edges and burrs from re-worked parts. Use only approved and effectively grounded auxiliary power sources for heaters, battery chargers, pumps and similar equipment to reduce electrical shock hazard. Lift and handle heavy components using hoisting devices of appropriate capacity. Ensure the sling has been correctly applied. Use lifting eyes if provided. Pay attention to bystanders. Never pour gasoline or diesel fuel into open, wide and low containers. Never use gasoline, solvents or other flammable fluids to clean parts. Use proprietary certified nonflammable, non-toxic solvents only.

When service or maintenance require access to areas that cannot be reached from the ground, use a ladder or step platform conforming to regulations in force. If such means are not available, use machine grab rails and steps. Always perform all service or maintenance work with the greatest care and attention.

When using compressed air to clean parts, wear safety glasses with side shields. Limit pressure to max 2 bars, in accordance with local safety regulations in force.

Shop and/or field service platforms or ladders should be manufactured in accordance with safety regulations in force.

Do not smoke, use open flames or produce sparks nearby while refuelling the unit or handling highly flammable materials.

Disconnect batteries and label all controls to warn that service work is in progress. Block the machine and all attachments to be raised.

Do not use any flame as a light source during maintenance work or to look for leaks anywhere on the machine.

Do not check or fill fuel tanks, batteries and accumulators, nor use the starting liquid if you are smoking or near open flames. These fluids are flammable! BRAKES ARE INOPERATIVE when manually released for servicing. Provisions must be made to maintain control of the machine using suitable blocks or other means.

Do not run the engine in closed buildings without proper ventilation capable to remove lethal fumes.

Make sure that all tools provided are in good condition at all times. NEVER USE tools with mushroomed or damaged heads. Always wear eye protections. Move with extreme care when working under the machine, its attachments, and even on or near them. Always wear protective safety equipment as required, such as hard hat, goggles, safety shoes, and ear plugs.



W190

0-5 SAFETY RULES

In case tests during which the engine should be kept runinng, a qualified operator must sit in the driver’s seat with the mechanic in sight at all times. Place the transmission in neutral, apply and lock the brakes. KEEP HANDS OFF MOVING PARTS. In case of field service, move machine to level ground, if possible, and block it. If work on an incline cannot be advised, block the machine and its attachments securely. Move damaged to level ground as soon as possible. Do not trust worn and/or kinked chains and cables. Never use them for lifting or pulling. Always wear heavy gloves to handle chains or cables. Be sure chains and cables are firmly fastened and that anchor points are strong enough to withstand the expected load. Nobody should stay near the anchor points, cables or chains. DO NOT PULL OR TOW UNLESS THE OPERATOR’S COMPARTMENTS OF THE MACHINES INVOLVED ARE FITTED WITH THE PROPER GUARDS AGAINST BACKLASH IN CASE OF CABLE OR CHAIN FAILURE OR DETACHMENT. Keep the area where maintenance is carried out CLEAN and DRY at all times. Clean immediately all water and oil spillages.

Metal cables get frayed after prolonged use. Always wear appropriate protections (heavy gloves, goggles, etc.) while handling them. Handle all parts carefully. Keep hands and fingers away from gaps, gears, and similar. Always use and wear the appropriate protections. Water can build up in pneumatic systems from condensate moisture due to changes in atmospheric conditions. If necessary, drain such deposits following instructions. Before carrying out any maintenance work or service, lock the machine articulated frame modules using the appropriate safety device. Remember to remove and store it properly at the end of work. If the machine is equipped with hydraulic brakes, make sure that the reservoir is always filled up to the correct level. Always block all wheels, front and rear, before bleeding the braking system or disconnecting control hoses and/or cylinders.

STARTING

Do not pile up oily or greasy rags as they represent a major fire hazard. Always store them in closed metal containers.

Do not run the engine in closed buildings without proper ventilation capable to remove lethal exhaust fumes.

Before starting the machine or its attachment, check, adjust and lock the operator’s seat. Also ensure that nobody is within the machine operating range. Sound the horn.

Do not place head, body, limbs, feet, hands or fingers near rotating fans or belts. Be especially careful near blower fans.

Rust inhibitors are volatile and flammable. Use them only in well ventilated areas. Keep open flames away - DO NOT SMOKE - Store containers in a cool well ventilatedplace where they could not be reached by unauthorised people. Do not carry loose objects in your pockets that might fall unnoticed into open compartments.

REMEMBER THAT THE STARTING FLUID IS HIGHLY FLAMMABLE. Follow recommendations provided in this Manual and printed on the containers. Containers must be stored in a cool, well ventilated place out of the reach of unauthorised persons. DO NOT PUNCTURE OR BURN CONTAINERS.

Wear safety glasses with side shields, hard hat, safety shoes, heavy gloves when metal particles or similar may be ejected and hit you. 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. Become acquainted with all your jacking equipment and its capacity. Remember that the jacking point on the machine should be appropriate for the load applied. Also, be sure the support area of the jack at the machine and on the ground is appropriate and stable. Any load supported by a jack represents a possible hazard. Always transfer the load onto appropriate support means according to local or national safety requirements before proceeding with service or maintenance work.

ENGINE Loosen the radiator cap very slowly to relieve system pressure before removing it. Always top-up coolant level with the engine off. Avoid that flammable materials could touch exhaust parts. If not possible, provide necessary protections. Do not refuel with the engine running, especially if hot, as this increases fire hazard. Never attempt to check or adjust fan belt tensions when the engine is running. Do not adjust the fuel pump when the machine is motion. Do not lubricate the machine with the engine running. Do not run the engine with air intakes, door or guards open.



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W190 SAFETY RULES

ELECTRICAL SYSTEM Always disconnect the batteries prior to any intervention on the machine or its electrical system (cleaning, repair, maintenance). Should booster batteries be used, remember to connect ends of the booster cables in the proper manner: (+) to (+) and (-) to (-). Do not short-circuit terminals. Thoroughly follow instructions given in this Manual.

Do not use the machine to transport loose objects, unless proper devices to this purpose are provided. Clutches and brakes of this machine as well as auxiliary devices and attachments (such as drive cylinder or winch control valves) should always be properly adjusted in accordance with the instructions provided by the Manufacturer. Never perform adjustments with the engine running, except when this is specifically required by the relevant procedures.

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 ventilation. Never check battery charge by placing metal objects across the posts. Keep sparks or open flames away from batteries. Do not smoke near the battery to prevent explosion hazard. Before any intervention, make sure that there are no fuel or electrolyte leakages. If any, correct prior to proceeding with further work. Do not recharge batteries in confined spaces. Ensure proper ventilation is provided to avoid accidental explosions due to build-up of gas released during charging.

TYRES AND WHEELS Make sure that the tyre inflation pressure corresponds to specifications issued by the Manufacturer. Regularly check inflation pressure. Should pressure be changed, do this while staying on the tyre side and at a safe distance. Pressure checks should always be carried out with the machine unloaded and cold tyres. Never use reconditioned tyre rims, since possible 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 Pressure fluid escaping from a very small hole can be almost invisible and still have sufficient force to penetrate the skin. Always check any suspected pressure leaks using a piece of cardboard or wood. DO NOT USE HANDS. If injured by escaping fluid, obtain medical attention immediately or serious infection or reaction may develop. Stop the engine and relieve all system pressure before removing panels, housings, caps, plugs or covers. Always use gauges of adequate capacity (end-of-scale reading) and follow recommended procedures.

The spare tyre should be inflated only enough to keep the rim components assembled. Remember that when not installed on the disc, a tyre inflated to maximum pressure can explode. Therefore, maximum care must be taken when handling a fully inflated tyre. Before servicing tyres, block all wheels, front and rear. After jacking up the machine, block it in the raised position using suitable stands conforming to current safety regulations. Deflate the tyre before removing objects from the tyre tread. 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 necessary.

TOOLS Always keep head, body, limbs, feet, or hands away from bucket, blade, or ripper when in the raised position. Prior to any intervention, install all safety devices according to current regulations. In case the attachment is to be operated through the machine hydraulic system for maintenance purposes, remember to do so only while sitting in the driver's seat. Make sure that nobody is within the machine operating range. Before operating the attachment, alert people by sounding the horn and by voice. Raise the attachment slowly. Carefully read personal and machine SAFETY PRECAUTIONS (at the beginning of this manual)


W190

0-7 SAFETY RULES

DECOMMISSIONING THE MACHINE For the decommissioning of the machine, the availability of particular tooling (hoists, hydraulic presses. containers for liquids etc.) is required as well as specific tools listed in the Repair Manuals, available from FIAT KOBELCO Dealers. This has the purpose of avoiding that during disassembly operations, dangerous situations may arise both for the personnel involved and the environment. In the machine are present: • Fluids under pressure (hydraulic system, cooling system etc.) • Gases (air conditioning system and accumulator, if installed) • Mechanical devices mounted under pressure (track tensioner etc.) • Heavy machine components (frames, blades, buckets etc.)

WARNING • The decommissioning of the machine must be performed exclusively by personnel trained, qualified and authorised to perform such operation. • Start the disassembly of hydraulic components only after the same, the hydraulic oil and lubricants have fully cooled-off and after all residual pressures have been released, as described by the Repair Instruction Manual. • Prior to proceeding with disassembly operations, comply with the GENERAL SAFETY RULES and drain each components of the machine filled with fluids, both in the reservoirs and the relevant systems.

WARNING Ensure that the attachment is safely resting on to the ground before repairing,adjusting, or servicing machines fitted with hydraulically, mechanically or cable controlled attachments (such as excavators, loaders, dozers, scrapers, etc.). Should it be necessary to partially or fully raise the hydraulically, mechanically, or cable controlled attachment to gain access to certain items, make sure the attachment is adequately retained in the raised position by means other than the hydraulic lift cylinders, cable and/or mechanical devices used for controlling it.



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W190

SPECIFICATIONS - WHEEL LOADER W190 IDENTIFICATION - 530.130.190 MARKING: ZEF00W19100940XXX ENGINE Make and model ................... IVECO NEF-TEKTOR Net power at the flywheel .......... (ISO 9249) 151 kW Max power speed ...................................... 2175 rpm Max torque .................................................. 860 Nm Max torque speed ..................................... 1500 rpm Diesel type, 4 stroke, direct injection, turbocharged Number of cylinders .............................................. 6 Bore x stroke .................................... 102 x 120 mm Total displacement ................................ 5880 cu cm Valve/rocker operation lash: - intake .......................................... 0.25 ± 0.05 mm - exhaust ....................................... 0.50 ± 0.05 mm Firing order .............................................. 1-5-3-6-2-4 Minimum starting temperature: ........... - 20 °C (-4 °F) Engine coolant high temperature sender setting ...................................... 107 + 2 °C (224 + 35.6 °F) Pressure, engine oil at low idle ................. 1.2 bar Thermostat: starts opening ............ (177.8 °F) 81 °C max, opening ............. (204.8 °F) 96 °C

ENGINE SPEEDS Minimum idle speed (no load) ...................... 850 rpm Maximum idle speed (no load) ................... 2300 rpm Converter stall speed ........................ 2110 ± 50 rpm Steering stall at idle speed > .......................840 rpm Attachment stall ................................ 2190 ± 50 rpm Full stall .......................................... 1900 ± 100 rpm

TORQUE CONVERTER Type ... : single stage, single phase, three elements Torque converter pressure ........................... 4.3 bar Conversion ratio at stall ............................... 2.813:1

TRANSMISSION Maximum ground speeds (forward/reverse) in kph (with 23.5 R25 tyres): Forward speed

km/h (Mp/h)

Reverse speed

km/h (Mp/h)

1° 2° 3° 4°

7.4 (4.5) 12.9 (8) 23.8 (14.7) 36.6 (22.7)

1° 2° 3° –

7.8 (4.8) 13.7 (8.5) 25.2 (15.6) –

Main pressure on the control valve .......... 16 + 2 bar Transmission disengagement sensor ...... 15 ± 1 bar Transmission induction sensors to gear teeth adjust clearance ........................................... 0,5 ÷ 0,8 mm Transmission oil high temperature sensor setting .... ...................................... 119 ± 3 °C (246 ± 37.4 °F) AXLES Axles complete w/ oil-bath disc brakes. Self-locking differentials. Limited slip differential (as alternative). Planetary final drives. Stiff front axle, support structure type - reduction ratio ........................................ 1 : 24.05 Oscillating rear axle, support structure type - reduction ratio ........................................ 1 : 24.05

TYRES Type ................................... 23.5 R25 XHA tubeless Inflating pressure - Work: front = 3.25 bar rear = 2.00 bar - Transfer: front = 2.00 bar rear = 2.00 bar Wheel tightening torque ............................... 788 Nm BRAKES Delivery brakes pump at nominal speed ............... 32 lt/min (7.03 USG/min) Accumulator recharge start pressure ....... 90 ± 5 bar Accumulator recharge end pressure ...... 130 ± 5 bar Pre-charge pressure, service brake accumulator (1.4 lt) ............................................................ 45 bar Pre-charge pressure, parking brake accumulator (1.4 lt) ........................................................... 70 bar Setting of pressure switch, transmission cut-off . 15 bar Setting of sensor, brake oil low pressure ...... 73 bar Setting of pressure switch, stop lights ........ 1.8 bar Setting of pressure switch, parking brake ...... 82 bar STEERING SYSTEM Type ..................... Orbitrol, hydraulically controlled with integrated priority valve Pump ....................it uses one body of the hydraulic system pump Max. flow ...................... 162 lt/min (35.63 USG/min) Max. operating pressure ............................... 210 bar Cylinders ........................................ 2, double stroke bore x stroke .................................... 80 x 422 mm Emergency steering w/ bi-directional gear pump actuated by the transmission.



W190

0-9

EQUIPMENT HYDRAULIC SYSTEM Type ................ sealed w/ anti-cavitation and safety valve Pumps ............. gear, steel made w/ wear automatic compensation A sequence valve cuts-off the pump when the pressure exceeds 175 bar. - max. flow ..... 325 lt/min between (71.49 USG/min) 175 and 210 bar - max. operating pressure ............................ 210 bar Control valve ................................................ 2-spool 3-spool Control ......................................... piloted, dual lever piloted, single lever Hydraulic cylinders, double stroke boom control ...................................................... 2 bore x stroke .................................... 140x960 mm bucket control .................................................... 1 bore x stroke .................................... 190x505 mm Times of equipment manoeuvres lifting ........................................................ 6.2 sec. lowering .................................................... 3.1 sec. dumping ................................................... 1.4 sec. Pipes and connecting flanges are equipped with O-Ring seals. L.T.S. device Electronic Load Travel Stabiliser device. Ideal during loading applications and travel over rough ground. - Setting of accumulator safety valve ............ 120 bar

ELECTRICAL SYSTEM Operating voltage ........................................ 24 Volt Batteries in series ............................. 2 - 160 Amph - Maintenance-free Starter motor ............................................... 24 Volt Alternator w/ voltage regulator ...... 24 Volt - 70 Amp

WEIGHT Weight of machine with tyres 23.5 R25 and 3.1 cu m bucket, supplied and w/operator 17,200 kg (37,920 lbs).



0 - 10

W190

*

DIMENSIONS AND WEIGHT

*

40˚

3350

*

*

45˚

1230

49˚ 445 322

1600

95

2065

2160 2760

*

3200

Dimensions in mm (in) Operating weight: 17.200 kg (37919 lbs) Note – Machine equipped with tyres 23.5R25XHA, fluids and operator. * Please refer to the table

Type of bucket With teeth and segments 3.2

3.5

With suppl. cutting edge 3.2

3.5

With teeth

Bucket capacity

cu cm

3.1

3.4

Bucket weight

kg (lbs) 1520 (3351) 1605 (3538) 1465 (3229) 1550 (3417) 1425 (3141) 1510 (3328)

Bucket width

mm (in) 2960 (116.5) 2960 (116.5) 2920 (114.9) 2920 (114.9) 2960 (116.5) 2960 (116.5)

Dumping height at 45° mm (in) 2890 (113.7) 2810 (110.6) 2980 (117.3) 2895 (113.9) 2890 (113.7) 2810 (110.6) Dumping reach at 45°

mm (in) 1135 (44.6)

Max. length (w/ bucket on ground)

mm (in) 8030 (316.1) 8110 (319.3) 7920 (311.8) 8000 (314.9) 8030 (316.1) 8110 (319.3)

Max. height (w/ bucket raised)

mm (in) 5380 (211.8) 5435 (213.9) 5380 (211.81) 5435 (213.9) 5380 (211.8) 5435 (213.9)

Turning radius (in transportation position) m (ft)

6.5 (21.3)

1200 (47.2)

6.5 (21.3)

1060 (47.7)

6.5 (21.3)

1125 (44.2)

6.4 (21)

1135 (44.6)

6.5 (21.3)


1200 (47.2)

6.5 (21.3)

0.2 (0.05)

AIR CONDITIONER COMPRESSOR

L BAR 134

Ambra-MG-2

–

QFH 585 GR, NLG12

–

–

–

–

85W-90

–

–40 To 50° C (-40 To 122° F)

–

–20 To 50° C (-4 To 122° F)

–20 To 50° C (-4 To 122° F)

–30 To 20° C (-22 To 68° F)

–35 To 50° C (-31 To 122° F)

–10 To 50° C (14 To 122° F)

–10 To 50° C (14 To 122° F) –30 To 20° C (-22 To 68° F)

OUT DOOR TEMPERAT. OF REFERENCE (°C)

W190


Oil quantities indicated are those required for periodical changes following the draining and filling procedures indicated in detail for each group. * In the event engine oil with "CH4" classification is used, the change interval can be prolonged to 500 hours providing that the outer temperature of operation does not exceed 38 °C (100 °F) and that the percentage of sulphur in the fuel does not exceed 0.5 %. In the event of really heavy duty conditions, reduce the greasing intervals.

–

GREASE FITTINGS

–

252 (66.57)

FUEL TANK

API GL5 QFH 584 TR

Ambra-TX Fluid

front 31 (8.2) rear 31 (8.2)

AXLES

–

ISO VG 46, DIN 51524 Part. 1 and 2, QFH583/HD

Ambra-Hydrosystem or Ambra Hi-Tech 46

135 (35.7)

HYDRAULIC SYSTEM

10W-30

Ambra-Super Gold

22 (5.8)

TRANSMISSION

15W-40

API CH-4 ACEA E3

API CF-4/SG MIL-L-2104E ACEA E2

Ambra-Agriflu (50%)

15W-40 10W-30

VISCOSITY (SAE)

API CF-4/SG MIL-L-2104E ACEA E2

CLASSIFICATION SPECIFICATIONS

–

27 (7.1)

RADIATOR

Ambra-Super Gold HSP*

or Ambra Master Gold

Ambra – Super Gold

FLUIDS OR LUBRICANT

NH-900A

1 (3)

16 (4.2)

QUANTITY LITRES (USG)

OIL FILTER

ENGINE

ITEM

TABLE OF FLUID CAPACITIES


0 - 11


0 - 12

W190

UNITS OF MEASURE Units of measure used in this manual are those adopted by the International System which replace the units previously used by the M.K.S. system. Force:

newton (N)

Pressure:

bar

Torque:

newton x meter (Nm)

CLASSIFICATION OF STANDARD COMPONENTS TO DETERMINE THE TIGHTENING TORQUES

Note - In case, in the different sections, the tightening torque is not listed, refer to the table “TIGHTENING TORQUES”, only after identifying exactly the component.

The latter is identified by a coded eight digit number, allowing a complete description of the item.

Example. I / a

b

c

d e / f

g

I - Standard index digit It is always represented by the digit 1. This number indicates that the item can be fabricated in a number of versions differing for material and coating.

a - b - c - d - e - Standard base digits 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.



W190

0 - 13 Resistance class and material Material index (f)

FIAT

0

R40

1

R50

2

R80

3

R100

4

Brass

5

Aluminium

6

Copper

UNI

DIN

SAE

BSI

1

A

42

3

P

56

5

T

80

10K

8

V

100

Messing

Brass

Brass

Laiton

Aluminium

Aluminium

Aluminium

Copper

Copper

Cuivre

4D - 4S - 4A 5S - 6S 8G 100 Brass

Aluminium Aluminium Copper

7

Kupfer

BNA

Blank for other metallic materials

WARNING

TORQUE TABLES

- Lubricate all hardware until 24 dia., with engine oil. Use grease for larger diameters.

If correct torque is not specifically indicated in the 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 10

"

R120

replaces R80 for nuts

12

"

R100

CDT= cadmed; FOSF= phosphated; ZNT= galvanised.



0 - 14

W190

NUTS (ZNT)

SCREWS (ZNT/DEIDR)

Strength grade: 10 (R80)

Strength grade: 10.9 (R100)

normal

Diameter and pitch

low type

with polyamide ring

Diameter and pitch mm

normal ZNT Nm

self-locking ZNT Nm

M6 x 1

13

-

Nm

normal Nm

low type Nm

13

12

-

-

M8 x 1.25

32

26

39

32

M8 x 1.25

13

35

M10 x 1.25

72

52

82

62

M10 x 1.25

71

79

M10 x 1.5

65

50

77

60

M10 x 1.5

65

70

M12 x 1.25

130

87

145

102

M12 x 1.25

127

139

M12 x 1.75

110

81

129

96

M12 x 1.75

110

120

M14 x 1.5

195

130

216

150

M14 x 1.5

200

220

M14 x 2

180

125

200

146

M14 x 2

180

190

M16 x 1.5

300

170

340

200

M16 x 1.5

300

330

-

-

-

-

-

-

M18 x 1.5

450

250

500

290

M18 x 1.5

450

480

M18 x 2.5

-

-

-

-

M18 x 2.5

-

-

M20 x 1.5

600

305

645

350

M20 x 1.5

600

650

M20 x 2.5

-

-

-

-

M20 x 2.5

-

-

M22 x 1.5

800

410

-

-

M22 x 1.5

800

900

M22 x 2.5

-

-

-

-

M22 x 2.5

-

-

M24 x 2

1000

470

1080

525

M24 x 2

1000

1100

M24 x 3

-

-

-

-

M24 x 3

-

-

M27 x 2

950

401

-

-

M27 x 2

1000

-

M30 x 2

1300

494

-

-

M30 x 2

1400

-

M33 x 2

1700

-

-

-

M33 x 2

1900

-

M36 x 3

2200

-

-

-

M36 x 3

2400

-

mm

Nm

M6 x 1

M16 x 2

M16 x 2



SECTION 1

ENGINE INDEX

PARAGRAPH

SUBJECT

1.1

ENGINE IDENTIFICATION ..................................................................................... 1-1

1.2

GENERAL FEATURES ........................................................................................... 1-5

1.3

DESCRIPTION OF ENGINE OPERATION ............................................................. 1-14

1.4 1.4.1 1.4.2 1.4.3 1.4.4

DESCRIPTION OF MAIN GROUPS ....................................................................... Lubrication .............................................................................................................. Cooling .................................................................................................................... Fan Drive System ................................................................................................... High pressure electronic fuel injection system (Common Rail) ................................

1-16 1-17 1-18 1-19 1-21

1.5 1.5.1 1.5.2 1.5.3

TROUBLESHOOTING GUIDE ................................................................................ Troubleshooting with PT-01 instrument ................................................................... Troubleshooting with blink code .............................................................................. Diagnosis of main malfunctions ..............................................................................

1-33 1-34 1-35 1-37

1.6

ENGINE SUPPORTS ............................................................................................. 1-46

1.7 1.7.1

1.7.2

ENGINE OVERHAUL .............................................................................................. Repair interventions ................................................................................................ Cylinder group .................................................................................................... Timing ................................................................................................................ Bushes .............................................................................................................. Crankshaft ......................................................................................................... Conrod-Piston assemgly .................................................................................... Pistons .............................................................................................................. Flywheel ............................................................................................................ Cylinder head ..................................................................................................... Valves ............................................................................................................... Guide valves ...................................................................................................... Valve seats ........................................................................................................ Valve seats in cylinder head .............................................................................. Valve springs ..................................................................................................... Assembly of the cylinder head ........................................................................... Rods .................................................................................................................. Tightening torques ..................................................................................................

1.8

TOOLING ................................................................................................................ 1-107

PAGE

1-47 1-59 1-59 1-61 1-62 1-65 1-69 1-70 1-80 1-86 1-87 1-88 1-88 1-89 1-91 1-91 1-93 1-104



W190

ENGINE

1.1 ENGINE IDENTIFICATION Engine data plate The engine data plant provides specific information about your engine. Note – The engine plate must not be replaced without the authorisation by the manufacturer.

TYPE - SERIAL NUMBER - APPROVAL

IVECO N. V. ENGINE TYPE ENGINE FAMILY EEC APPR. N

F4AE0684F*D101 F4AE43B00A

E3

SERIAL NUMBER

000000

e3*97/68EA*0005*00 e3*85R02*1507 e3*24R03*1503

Fig. 1-1

ENGINE DATA

Fig. 1-2


1-1


1-2

W190

ENGINE

ENGINE DIAGRAMS The illustrations here below provide information about the components of the engine, the location of filters, draining points and the access location for the instrumentation and controls of the engine.

The illustrations and the configuration of components described in these diagrams are of a general nature. the locations of some components can change, depending upon the arrangement.

Engine oil dipstick

Air intake (from after-cooler) Common rail

Engine oil filler neck High pressure pump

Engine flywheel cover

VIEW INJECTION PUMP SIDE Turbine exhaust (silencer)

Exhaust manifold

Electronic controller (EDC)

Fuel filter Turbocharger Pressure relief valve

Alternator

Engine oil filter

VIEW TURBOCHARGER SIDE Fig. 1-3



W190

1-3

ENGINE

Flex-disc mounting holes

Flywheel

Fig. 1-4 Rear view

Water pump pulley

Alternator pulley

Belt tensioner

Drive belt

Fig. 1-5 Front view



1-4

W190

ENGINE

Engine coolant by-pass seat

Tappet cover

Injector

Fig. 1-6 Top view



W190

GENERAL FEATURES

Type

IVECO NEF F4AE0684F

Cycle

Diesel 4-stroke

Air intake

Turbocharged w/aftercooler

Injection

Direct

Number of cylinders

6 in-line

Ø

+

+

Bore

mm

102

Stroke

mm

120

+.. = Total displacement

5900

cu cm

∂

1.2

1-5

ENGINE

Compression ratio Max. power

17 : 1 kW (CV)

155 211

rpm

2175

Nm (kgm)

860 87.6

rpm

1500

rpm

850

rpm

2300

Torque converter stall rpm

2110

Equipment stall

rpm

2190

Total stall

rpm

1960

Max. torque

Engine speed at low idle

Engine speed at high idle



1-6

W190

ENGINE

TURBOCHARGING

w/after-cooler

Turbocharger type Radial play of turbocharger shaft Axial play of turbocharger shaft Minimum stroke of pressure relief valve: Maximum stroke of pressure relief valve: Pressure corresponding to minimum stroke: Pressure corresponding to maximum stroke:

HOLSET HY 35 W – – mm

–

mm bar bar

– – –

LUBRICATION

Forced by gear pump, pressure relief valve, oil filter

bar

Oil pressure w/hot engine: – at low idle – at high idle

bar bar

COOLING

1.2 3.8 By centrifugal pump, regulating thermostat, radiator, heat exchanger, after-cooler

Water pump drive Thermostat – begins to open at: – max. opening at

Belt driven 81 °C (177 °F) 96 °C (204.8 °F)

CAPACITY Total capacity of first filling: litres (USG) kg (lbs)

23 (6.07) –

Ambra Super Gold or Ambra Master Gold 15W40 10W30



W190

1-7

ENGINE

TIMING beginning BTDC end ATDC

A B

8.5° 8.5°

beginning BBDC end ABDC

D C

51° 12.5°

For timing check X X

{

mm

–

mm

–

Operational

X

{

mm

0.25 ÷ 0.05

mm

0.50 ÷ 0.005

FUEL Injection Type:

Bosch CP3.3

high pressure, common rail EDC7 controller

Nozzle type

Electric injectors

Firing order

1-5-3-6-2-4

bar

Injection pressure Setting of injector

bar bar

1350



1-8

W190

ENGINE

DATA - MOUNTING PLAYS (1 mm = 0.03937 in) CYL. GROUP & CRANKING COMPONENTS

mm

Ø Cylinder sleeves

X Ø

Ø1

102.009 ÷ 102.031

Ø2 L

– –

Cylinder sleeves - seats in cylinder block (interference)

–

Outer diameter

–

Cylinder sleeves: L

outer diameter length

Ø2

Ø3 X Cylinder sleeves:

Ø1 X Ø

inner diameter

Ø2

Spare pistons type: Dimension for measurement Outer diameter Pin seat

X Ø1 Ø2

Piston - cylinder sleeve

Piston diameter

12 101.883 ÷ 101.897 40.008 ÷ 40.014 0.116 ÷ 0.134

Ø1

0.5

X Position of pistons from cylinder block

Ø3

Piston pin

Piston pin - pin seat

X

Ø3

0.28 ÷ 0.52

39.996 ÷ 40.003

0.005 ÷ 0.018



W190

1-9

ENGINE

(1 mm = 0.03937 in) CYL. GROUP & CRANKING COMPONENTS X 1 Piston ring seat X2 X3

S1 S2 S3

mm X 1* X 2* X 3*

* measured on Ø 99 mm Piston rings

S 1* S 2* S 3*

1 2 3

Piston rings

X3

Ø2

0.100 ÷ 0.175 0.040 ÷ 0.90 0.020 ÷ 0.065 0.5

Gap of tips piston rings in cyl. sleeves:

X3

Ø1

2.560 ÷ 2.605 2.350 ÷ 2.380 3.975 ÷ 4.000

* measured on Ø 99 mm Piston rings - seats

X3

2.705 ÷ 2.735 2.420 ÷ 2.440 4.020 ÷ 4.040

X1 X2 X3 Seat of conrod small end bush Ø1 Seat of conrod bearing Ø2

0.20 ÷ 0.32 0.60 ÷ 0.80 0.25 ÷ 0.45

42.987 ÷ 43.553 72.987 ÷ 73.013

Ø4 Ø3 S

Diameter of conrod small end bush Outer Ø4 Inner Ø3 Spare conrod half bearing S

43.279 ÷ 43.553 40.019 ÷ 40.033 1.955 ÷ 1.968

Conrod small end bush seat

0.266 ÷ 0.566

Piston pin - bush

0.037 ÷ 0.016

Conrod half-bearings

–



1 - 10

W190

ENGINE

(1 mm = 0.03937 in) CYL. GROUP & CRANKING COMPONENTS X Measuring dimension

X

–

Max. out-of-line of parallelism of conrod centre lines

–– ––

–

Ø1 Ø2

82.99 ÷ 83.01 68.99 ÷ 69.01

S1

2.456 ÷ 2.464

S2

1.955 ÷ 1.968

Ø2

Ø1

S1

S2

Crankshaft journals Conrod journals

mm

Crankshaft half bearings Conrod half bearings * supplied as spare part

Crankshaft journal supports Ø 3 Nos. 1 - 5 Ø3 nos. 2 - 3 - 4 Ø3

87.982 ÷ 88.008 87.977 ÷ 88.013

Crankshaft journal half bearings - journals Nos. 1 - 5 nos. 2 - 3 - 4

0.041 ÷ 0.119 0.041 ÷ 0.103

Half bearings conrod journals

0.033 ÷ 0.041

Crankshaft half bearings Conrod half bearings

Thrust crankshaft journal

X1

–

37.475 ÷ 37.545

X1

Thrust crankshaft journal support X2

25.98 ÷ 26.48

Thrust half bearings

37.28 ÷ 37.38

X2 X3

Crankshaft thrust

X3

0.068 ÷ 0.41



W190

1 - 11

ENGINE

(1 mm = 0.03937 in) CYLINDER HEAD - TIMIMG

mm

Ø1 Valve guide seats on cylinder head

Ø1

7.042 ÷ 7.062

Ø2

–

Ø3

–

Ø2 Valve guide

Ø3

Ø4

Valve guides and seats on head

–

Valve guide

–

Valves:

α

Ø4 α

6.970 ÷ 6.999 60° ± 0.25°

Ø4 α

6.970 ÷ 6.999 45° ± 0.25°

Valve stem and relevant guide

0.052 ÷ 0.092

Seat on head for valve seat: Ø1 – Ø1

Ø1

–

Outer diameter of valve seat; Angle of valve seat on cylinder head:

Ø2

α

X Sinking

Ø2 α

– 60°

Ø2 α

– 45

X

0.59 ÷ 1.11

X

0.96 ÷ 1.48

Between valve seat and head

– –

Valve seats

–



1 - 12

W190

ENGINE

(1 mm = 0.03937 in) CYLINDER HEAD - TIMIMG

mm

Height of valve spring:

H

H1

free spring

H

47.75

H 2 under a load of: 339.8 ± 9 N 741 ± 39 N

H1 H2

35.33 25.2

X

–

Protrusion of injectors X

Ø Ø 1 2 3 4

Ø 5

Sets for camshaft bushes nos. 1-5

59.222 ÷ 59.248

Seats for camshaft nos. 2-3-4

54.089 ÷ 54.139

Ø2

Ø1

Camshaft support pins: 1⇒5

Ø

53.995 ÷ 54.045

Ø

Outer diameter of camshaft bushes:

Ø

–

Ø

Inner diameter of bushes

Ø

54.083 ÷ 54.147

Ø3

Bushes and seats in cylinder block

–

Bushes and support pins

0.038 ÷ 0.162

Cam lift: H

H H

6.045 7.582



W190

1 - 13

ENGINE

(1 mm = 0.03937 in) CYLINDER HEAD - TIMIMG Ø1

Ø2 Ø3

Seat of tappet in cylinder block

mm

Ø1

16.000 ÷ 16.030

Ø2 Ø3

15.924 ÷ 15.954 15.960 ÷ 15.975

Outer diameter of tappet:

Ø2

Between tappets and seats

Tappet rods

0.025 ÷ 0.070

–

Ø1 Rocker arm shaft

Ø1

21.965 ÷ 21.977

Rocker arms

Ø2

22.001 ÷ 22.027

Ø2 Between rocker arms and shaft

0.024 ÷ 0.162



1 - 14

1.3

ENGINE

W190

DESCRIPTION OF ENGINE OPERATION

The illustrations the configuration and the shape of some components illustrated in these diagrams can

show some differences, being they indicative only.

ENGINE CROSS SECTION

Fig. 1-7



W190

ENGINE

ENGINE LONGITUDINAL SECTION

Fig. 1-8


1 - 15


1 - 16

1.4

W190

ENGINE

DESCRIPTION OF MAIN GROUPS

CYLINDER HEAD On the pig iron made heads, the seats of the following items are located: – Valve seats: • A directly machined for lower power engines; • B inserted, on higher power 4 or 6 cylinder engines. – Fuel discharge duct from the electric injectors, obtained directly during the casting inside the cylinder head.

– Electric injectors (2). – Thermostat (4). – Fuel neck (9) for electric injectors. Also, on the cylinder heads are mounted: – Exhaust manifold (1): – Support (7) for the electric injectors wiring 3. – Intake manifold (5) with seat for cold starting air heater (6).

5 1

6

7 2

3

8

9 4

A

For engines with valve seats directly machined in the cylinder head

B For engines with valve seats inserted in the cylinder head

Fig. 1-9



W190

1 - 17

ENGINE

1.4.1 LUBRICATION The forced circulation lubrication is provided by the following components: – rotor type oil pump (5), located in the front of the cylinder block, driven by a straight teeth gear; – water/oil heat exchanger (3) located in the cylinder block, with oil filter support;

• oil pressure relief valve (1) incorporated in the filter support; • by-pass valve (4) cutting-off the oil filter when clogged, incorporated in the filter support; • cartridge oil filter (2).

4

1

2 3

5

Flow of oil under pressure Return flow of oil by gravity

Ö

Oil filler

Fig. 1-10



1 - 18

ENGINE

W190

1.4.2 COOLING The engine cooling system, of a closed-circuit, forced circulation type, includes the following components: – radiator, dissipating the heat removed from the engine by the coolant; – fan;

– a heat exchanger cooling lubricating oil (see lubrication); – a centrifugal type water pump located in the front side of the cylinder block; – a thermostat regulating the circulation of the coolant.

Water flowing from the thermostat Water re-circulating the engine Water entering the pump

Fig. 1-11



W190

1 - 19

ENGINE

1.4.3 FAN DRIVE SYSTEM General description The configuration of the cooling system of the engine is as follows: A hydraulic pump connected to engine (1) (fuel pump side) powers two hydraulic motors driving, respectively, the coolant radiator fan and the aftercooler fan. A controlling valve is located between the two circuits having a dual function: to modulate the oil flow to the hydraulic motors according to the engine rpm and to invert the rotation direction of the radiator fan upon a command by the button located in the cab.

Once the oil is sucked by pump (1) it is forwarded to controlling valve block (2) and through solenoid valve (3) it reaches bi-directional hydraulic motor (4) driving the main fan. Also through solenoid valve (3) oil under pressure reaches the second hydraulic motor (5) driving the aftercooler fan, then it is discharged.

TO DISCHARGE LINE

BI-DIRECTIONAL MOTOR (14 cu cm/rev.) (ENGINE RADIATOR)

SINGLE DIRECTION MOTOR (14 cu cm/rev.) (AFTERCOOLER)

4 5 1/2 BGP

10 220 BAR

1/2 BGP

11 220 BAR

3

2

7 G1

9

1/4 BGP

200 BAR

8

B

A 6

P1 3/4"BSP

1

Fig. 1-12 1. Pump - 2. Fan hydraulic control block - 3. Solenoid valve - 4. Bi-directional hydraulic motor - 5. Single direction hydraulic motor - 6. Proportional valve - 7. Safety valve - 8. Orifice (2 mm) - 9. Safety valve - 10. Safety valve - 11. Safety valve.



1 - 20

W190

ENGINE

FAN HYDRAULIC CONTROL BLOCK

3

DIMENSIONS OF PORTS P1 T A B G1 MT

THREADED 3/4" BSP T1

THREADED 1/2" BSP

6

THREADED 1/4" BSP

1

9

7

T1

MT1

B

P1

8

A C1

T

4

5

2

Fig. 1-13 1. Drilled block - 2. Safety valve - 3. Proportional valve - 4. Safety valve - 5. Solenoid valve - 6. Anti-cavitation valve 7. Safety valve - 8. Safety valve - 9. Dowel.



W190

1 - 21

ENGINE

1.4.4 HIGH PRESSURE ELECTRONIC FUEL INJECTION SYSTEM (COMMON RAIL) DESCRIPTION OF SYSTEM

Electrical system

The system is composed of the electrical system and the hydraulic system.

The controller directs the operation of the engine through the sensors installed on it.

5

1

6 2

7 3 8 9 4

10

Fig. 1-14

1. Fuel pressure sensor - 2. Engine coolant temperature sensor - 3. Engine oil temperature and pressure sensor 4. Engine crankshaft sensor - 5. Electric injector - 6. Air pressure temperature sensor - 7. Camshaft sensor - 8. Fuel heater and fuel temperature sensor - 9. Pressure regulator - 10. EDC 7 controller.



1 - 22

ENGINE

INJECTION SYSTEM ASSEMBLY REF. DESCRIPTION 1

Position sensor on accelerator pedal

2

Key switch

3

Parking brake engaged switch

4

Gearshift in neutral switch

5

EDC main fuse (20 Amp)

6

Diagnostic connector

7

Blink-Code button

8

Engine oil pressure

9

Coolant temperature

10

Revolution counter

11

Pre-heater ON indicator

12

Starter motor

13

Crankshaft sensor

14

Pre-heater activation solenoid switch

15

Fuel temperature sensor

16

Fuel heater resistor

17

Timing sensor

18

Pressure regulator solenoid valve

19

Coolant temperature sensor

20

Pre-heater resistor

21

Electric injectors

22

Air temperature/pressure sensor

23

Fuel pressure sensor

24

Oil temperature/pressure sensor


W190


W190

1 - 23

ENGINE

INJECTION SYSTEM ASSEMBLY

21

22

20

19

23

18

16

17 15 24 14 12

13

7 6 8

9

10

5 MEGA FUSE

w …\

w …\ E ¤H@

w …\ E ¤H@

w …\

w… w…

w…

11

2

P

N

3

4

CAN LINE

1 OFF

ACC. ON

ACCELERAT. PEDAL

START

PEDAL PROXIMITY SENSOR POTENTIOMETER

Fig. 1-15 Carefully read personal and machine SAFETY PRECAUTIONS (at the beginning of this manual)


1 - 24

ENGINE

W190

DESCRIPTION OF INJECTION SYSTEM Control of engine pre-heater resistor

Limitation of maximum speed

The pre-heater is activated every time even just one of the coolant, air or fuel sensors measures a temperature < 5 °C (41 °F).

At 2300 rpm, the controller limits the delivery of fuel by reducing the opening time of the electric injectors.

Timing recognition Through the signals of the sensor on the camshaft and the one on the crankshaft, the starting cylinder where the fuel must be injected is identified.

Cut-off The cutting-off of fuel during the engine slow down or when used to brake is managed by the controller by performing these logics: – it cuts-off supply to the electric injectors;

Control of injection The controller, in accordance with the information provided by the sensors, controls the pressure regulator, changing the modes of the pre-injection and the main injection. On tector engines, the pre-injection is activated at all engine speeds. Closed circuit control of the injection pressure Depending upon the engine load, determined by the processing of the signals provided by the various sensors, the controller controls the regulator to provide constantly an optimised pressure. Control of pilot and main injection advance The controller, depending upon the signals provided by the various sensors, defines the optimised injection point in accordance with an internal mapping.

– it reactivates the electric injectors just before reaching low idle speed; – it controls the fuel pressure regulator. Control of smoke emission during accelerations When high loads are required, the controller, depending upon the signals provided by the air intake measuring device and the crankshaft speed sensor, controls the pressure regulator and changes the actuation time of the electric injectors, to prevent the engine from smoking. After Run When cutting-off the engine, the microprocessor of the controller memorises some data in the EPROM including a trouble memory, so that the data are available when a new starting occurs.

Control of low idle speed The controller processes the signals provided by the various sensors and regulates the quantity of fuel injected. It controls the pressure regulator and changes the injection timing of the electric injectors. Within certain thresholds, it considers also the voltage of the batteries. Overheating protection In the event the coolant temperature reaches 110 °C (230 °F) the controller decreases the performance of the engine. Once the temperature drops below 100 °C (212 °F) the engine resumes normal operations.



W190

1 - 25

ENGINE

Hydraulic system The common rail system is equipped with a special pump keeping the fuel constantly at high pressure, independently from the timing and the cylinder going to receive the injection and accumulates it in a common rail duct for all the electric injectors.

When the solenoid valve of an electric injector is energised by the controller, fuel is injected into the relevant cylinder directly from the rail. The hydraulic system is composed of a low-pressure circuit and a high-pressure circuit.

Thus, at the inlet of the electric injectors fuel at the injection pressure calculated by the controller is always available.

3 1 4 2 5

8

6 7

Low pressure High pressure Fig. 1-16 1. Electric injector - 2. Common rail - 3. Pressure limit device for fuel return - 4. Common rail pressure relief valve 5. Pre-filter installed on the frame - 6. High pressure pump - 7. Rotor type mechanical pump - 8. Fuel filter.

The high-pressure circuit is composed of the following pipes: – piping connecting the high pressure pump outlet to the common rail; – pipes from the common rail supplying the electric injectors. The low-pressure circuit includes the following pipes:

– pipes supplying the mechanical fuel pump through the controller heat exchanger, the manual priming pump and the pre-filter; – pipes supplying the high pressure pump through the fuel filter. The fuel system is completed by the fuel discharge circuit from the common rail, the injectors and the high-pressure pump cooling circuit.

– fuel suction pipe from tank to pre-filter;



1 - 26

W190

ENGINE

Hydraulic diagram

4

5

6

7 DISCHARGE SUCTION (LOW PRESSURE) HIGH PRESSURE PUMP SUPPLY (LOW PRESSURE) HIGH PRESSURE

3 18 8 13

17

2

ECU EDC7

1

9 10

16

11

15

12

14 Fig. 1-17 1. High pressure pump - 2. High-pressure pump pressure relief valve, 5 bar - 3. Modulating valve installed on fuel return from the injectors 1,3 - 2 bar - 4. Common rail pressure relief valve - 5. Common rail - 6. Pressure sensor - 7. Electric injector - 8. Return pipe - 9. Controller heat exchanger - 10. Mechanical priming pump - 11. Pre-filter mounted on frame 12. Fuel tank - 13. Mechanical fuel pump - 14. Fuel filter - 15. Pressure regulator - 16. High-pressure pump cooling pipe 17. By-pass valve - 18. By-pass valve.

The pressure regulator, located after the high-pressure pump, regulates the flow of fuel required by the low-pressure system. Subsequently, the high-pressure system supplies correctly the common rail. This solution, pressurising the fuel required only, improves the energetic performance and limits the heating of the fuel in the system. Pressure relief valve (2) installed on the high-pressure pump, keeps the pressure at the inlet of the pressure regulation constantly at 5 bar (71.51 psi).

Pressure relief valve (3) located on the cylinder head, installed on the return of the electric injectors, regulates the fuel return flow from the electric injectors at a pressure of 1.3 to 2 bar (18 to 29 psi). Two by-pass valves are located in parallel to the fuel pump. By-pass valve (18) makes the fuel to re-flow from the outlet of the mechanical pump to its inlet, when the pressure at the inlet of the fuel filter exceeds the allowed value. By-pass valve (17) allows the filling of the fuel system by manual priming pump (10).



W190

1 - 27

ENGINE HIGH PRESSURE PUMP CP3

FUEL MECHANICAL PUMP A

Sect. A-A

A

Fig. 1-18 A Pressure regulator on inlet Located on the inlet of the high-pressure pump, (3, Fig. 1-19) on the low-pressure system, it modulates the quantity of fuel supplied to the high-pressure pump in accordance with the commands received from the controller.

1

B C 3

2

It is mainly composed of the following components: – trapezoidal section plunger; – valve control pin; – pre-load spring; – solenoids.

D E

When no command signal is received, the pressure regulator is normally open, thus the high-pressure pump is in maximum flow condition.

Fig. 1-19

The controller modulates a PWM command to control in a larger or smaller manner the fuel passage section toward the high-pressure pump.

A. Connection for fuel discharge outlet to filter support. B. Connection for fuel inlet from controller heat exchanger C. Connection for fuel inlet from fuel filter - D. Connection for fuel outlet from fuel pump to filter - E. Fuel outlet connection to rail - 1. High pressure pump - 2. Fuel pump 3. Pressure regulator (solenoid valve NA modulated by controller with PWM signal).

The component cannot be replaced individually; thus it must not be removed.

3-radial piston pump driven timing gear, without need for timing setting, with fuel rotor pump mounted on the rear side.



1 - 28

W190

ENGINE

Internal structure of the high pressure pump Sect. B-B 7 B

C

B

C

1 5

Sect. C-C

6

3

2

4

8

Fig. 1-20 1. Cylinder - 2. Three lobe element - 3. Plate type inlet valve - 4. Ball delivery valve - 5. Piston - 6. Pump shaft - 7. Lowpressure fuel inlet - 8. Fuel ducts for pumping element supply.

Each pumping group is composed of: – piston (5) actuated by a three-lobe element floating on pump shaft (6). Element (2), floating on a out-ofline part of shaft (6) during the rotation of the shaft does not rotate with it but it is only moved circularly on a larger radius, with the result that it actuates, alternatively, the three pumping elements; – a plate type suction valve (3); – a ball delivery valve (4).

Note – The high pressure-fuel pump group cannot be overhauled, thus the securing screws must not be tempered with nor it must be removed. The only intervention allowed is replacing the drive gear and replacing pressure regulator (3).



W190

1 - 29

ENGINE Rail

Operation The cylinder is filled through the plate intake valve only when the supply pressure is capable of opening the delivery valves located on the pumping elements (about 2 bar) (29 psi).

2

The quantity of fuel supplying the high-pressure valve is dosed by the pressure regulator, located on the low-pressure system; the pressure regulator is controlled by the EDC7 controller through a PWM signal. When fuel is forwarded to the pumping element, the relevant piston is moving downward (suction stroke). Once the stroke of the piston is inverted, the intake valve closes and the fuel in the pumping element chamber, being prevented from getting-out, is compressed over the value of the supply pressure in the rail. The pressure generated in this manner causes the opening of the discharge valve and compressed fuel reaches the high-pressure circuit. The pumping element compresses the fuel until it reaches the TDC (delivery stroke). Then, the pressure decreases until the discharge valve closes. The piston of the pumping element returns toward the BDC and the residual fuel decompresses. Once the pressure in the pumping element chamber becomes lower than the supply pressure, the intake valve opens again and the cycle is repeated. Delivery valves must always be free in their movement, free from impurities and oxidation.

4

5

3

1

Fig. 1-21 1. Rail - 2. Flow limiters - 3. Fuel inlet from high pressure pump - 4. Pressure sensor - 5. Pressure relief valve.

The volume of the rail has reduced dimensions to provide a fast pressurisation when starting, at low idle and in case of large flows. It has anyway, a volume sufficient to minimise the fluctuations caused by the opening and the closing of the injectors and the operation of the high-pressure pump. This function is further eased by a calibrated orifice located after the high-pressure pump. A fuel pressure sensor (4) is screwed on the rail. The signal forwarded by this sensor to the controller provides a feedback information, on which the pressure value in the rail is measured and corrected, if required.

The delivery pressure to the rail is modulated between 250 and 1350 bar (3625 to 19580 psi) by the controller, through the solenoid valve of the pressure regulator. The pump is lubricated and cooled by the fuel itself. The cut-off/reactivation time of the radialjet pump on the engine is greatly reduced compared with traditional injection pumps, since it does not require timing setting. In case of removal-reinstallation of the piping between fuel filter and high-pressure pump, keep your hands and components perfectly clean.



1 - 30

W190

ENGINE

Pressure relief valve The pressure relief valve (1750 bar) (25381 psi) on the common rail protects the components of the 4

system in the event a flow limiter intervenes.

4

4

B A

5

3

2

1

6

3

5

1

2

6

Fig. 1-21 1. Body - 2. Piston - 3. Stop - 4. Spring - 5. Discharged directed to tank - 6. Seat on rail.

A. Normally, the tapered end of the piston keeps the discharge toward the tank closed.

B. In case the fuel pressure of 1750 bar (25381 psi) in the rail is exceeded, the piston moves and the pressure excess is discharged into the tank.

Flow limiters They are located on the rail fuel outlet connections. Their function is to protect the integrity of the engine or the vehicle in the event of internal spills (example injector stuck open) or external (example: damaged high-pressure pipes). If this occurs, the operation of the system is provided, within certain limits, by the components of the other cylinders in operational conditions.

WARNING After the intervention to block the leakage of fuel from the rail, the flow limiter is automatically reset under the action of the spring. However, f the cause of its intervention is not eliminated, at the next starting tentative the engine could operate only at low idle or at low speed or to be cut-off again, depending upon the entity of the leakage.

1 1

A

B

3 5 2

3

4

5 2

4

Fig. 1-22 1. Body - 2. Piston - 3. Fuel inlet - 4. Spring - 5. Securing thread on rail.

A. The passage of fuel from the rail to the electric injectors occurs through holes drilled on the small diameter of the piston. Under normal conditions, the fuel pressure is on both sides of the piston, kept by the spring in open position.

B. In the event of a large pressure drop after the limiter, the inlet pressure prevails and moves the piston toward the opposite side, cutting-off the outflow of fuel.



W190

1 - 31

ENGINE

Electric injector The injector has a design similar to traditional ones. The electric injector can be considered composed of two parts:

The solenoid valve controls the lifting of the injector needle.

– actuator-nozzle composed of pressure rod (1), needle (2) nozzle (3); – control solenoid valve composed of coil (4) and pilot valve (5).

Injector in rest condition

12

6

4

9

5

7 11

1 10

13

2 8

3 Fig. 1-23 1. Pressure rod - 2. Needle - 3. Nozzle - 4. Coil - 5. Pilot valve - 6. Ball plunger - 7. Control area - 8. Pressure chamber 9. Control volume - 10. Supply-control duct - 11. Outlet of control fuel - 12. Electric connector - 13. Spring.



1 - 32

W190

ENGINE

Beginning of injection When solenoid (4) is energised it moves ball plunger (6) upward. The fuel of control volume (9) flows toward re-flow duct (12) causing a pressure drop in control volume (9).

At the same time the fuel pressure in pressure chamber (8) causes the lifting of needle (2) with the subsequent injection of the fuel into the cylinder.

12

4

6 9

5

7 11

1 10

13

2 8

3

Fig. 1-24 1. Pressure rod - 2. Needle - 3. Nozzle - 4. Solenoid - 5. Pilot valve - 6. Ball plunger - 7. Control area - 8. Pressure chamber 9. Control volume - 10. Supply-control duct - 11. Outlet of control fuel - 12. Electric connector - 13. Spring.

End of injection Once solenoid (4) is de-energised, plunger (6) returns into position closed, re-creating equilibrium of forces

returning needle (2) into closed position, terminating the injection.



W190

ENGINE

1.5 TROUBLESHOOTING GUIDE FOREWORD Experience is the factor facilitating the solution of troubles. To partially overcome the lack of experience by the repair engineer on this new electronic device, since no previous systems to which refer existed, we list in the pages to follow a TROUBLESHOOTING GUIDE. The troubleshooting guided is composed of two sections, neatly defined: – the first one, organised by Blink Code, refers to troubles that can be directly identified by the EDC7 controller. These troubles are of are mostly of an electric- electronic nature; – the second, organised by symptom, describes possible troubles not directly identifiable by the controller. These troubles are mostly of a mechanical-hydraulic nature. The troubleshooting guides do not replace the diagnosis with electronic diagnostic equipment, but should be considered as integration to the same.


1 - 33


1 - 34

W190

ENGINE

1.5.1 TROUBLESHOOTING WITH PT-01 INSTRUMENT The PT-01 380001218 diagnostic instrument shown

in the illustration is supplied with a set of connecting cables as well as an Operation Manual.

1. outer power connection 2. diagnostic connecting cable

1. 2. 3. 4. 5.

P T- 0 1

HW failure transm. K line comun. transm. line K reception transmission L line communication line bus CAN 1. serial port 2. porta USB

!

K

K

L

CAN

6. power

7. navigation buttons 8. communication status indicators

1 4 7

2 5 8 0

3 6 9 X 1010

9. numerical buttons

10. CANCEL button 11. USB port indicator

12. OK button 13. serial port indicator

Controller-instrument connecting cable Connection point

P T- 0 1

!

K

K

L

CAN

Fig. 1-25



W190

1 - 35

ENGINE

1.5.2 TROUBLESHOOTING WITH BLINK CODE Performance of the EDC indicator lights The panel with the trouble indicator light is located in the cab and can be reached after removing the plastic cover behind the operator's seat.

ON ENGINE DIAGNOSTIC

1-26

Fig. 1-26

ACTIVATION/READING THE BLINK CODE By actuating the "ENGINE DIAGNOSTIC" switch it is possible to monitor the operational condition of the controller and to identify the presence of the error codes activated. Method:

Engine inoperative Key on second click (ON) "Diagnostic" switch ON

The code is composed of two digits divided by a dot (Ex. "2.3") and it is shown by slow flashes followed by fast flashes. If no troubles are identified in the system, the EDC indicator light does not provide any information and comes ON once only. If, as an example, the first active code is "2.3" we have: a. 2 slow flashes; b. pause; c. 3 fast flashes. Important – The connection and disconnection operations of the controller must be performed with the positive terminal of the battery disconnected.



1 - 36

W190

ENGINE

TROUBLE CODES FLASH CODE 1.4 1.8 2.1 2.2 2.3 2.4 2.5 2.6 2.7 2.8 2.9 3.7 3.8 3.9 5.1 5.5 5.3 5.6 5.2 5.4 5.7 5.8 6.1 6.2 6.3 6.4 6.5 7.2 7.6 7.8 8.1 8.2 8.3 8.4 8.5 9.4 9.6 9.7

DESCRIPTION OF TROUBLE VEHICLE Signal, accelerator pedal Indicator EDC on dashboard ENGINE 1 Signal, coolant temperature sensor Signal, turbo-charging air temp. sensor Signal, fuel temp. sensor Signal, turbo-charging pressure sensor Signal, ambient pressure sensor Signal, oil pressure sensor Signal, oil temperature sensor Relay, heated filter control Relay, control for pre-post heater resistor ENGINE 2 Battery voltage Indicator, pre-post heater Resistor, pre-post heater INJECTORS Solenoid valve, injector cylinder 1 Solenoid valve, injector cylinder 5 Solenoid valve, injector cylinder 3 Solenoid valve, injector cylinder 6 Solenoid valve, injector cylinder 2 Solenoid valve, injector cylinder 4 Bank 1 (cylinders 1-2-3) Bank 2 (cylinders 4-5-6) ENGINE RPM Signal, crankshaft sensor Signal, camshaft sensor Engine speed conformity Engine over-speed Starter motor relay INTERFACES Line CAN DASHBOARD Indicator light, oil pressure Indicator light, coolant temperature FUEL PRESSURE Fuel pressure control Signal, fuel pressure Solenoid valve, pressure regulator Monitoring of rail press. regulation valve Pressure drop in rail CONTROLLER Main relay Internal error in the controller Sensors power

TYPE OF FLASHING: POWER REDUCTION:

2 = Intermittent 1 = Continuous 0 = 0% reduction 1 = Power curve reduced 4 = Engine inoperative

CODE

SAE CODE

TYPE OF FLASH

POWER REDUCTION

APP1 LP6

0120 1675

1 0

3 0

CTS BTS FTS BPS APS OPS OTS HP7 HP1

0115 0110 0180 0235 0105 0520 0195 1686 1680

1 0 0 1 0 1 0 0 0

0 0 0 0 0 1 0 0 0

BAT LP1 TGHV

0560 1670 1875

1 0 0

2 0 0

SV1 SV2 SV3 SV4 SV5 SV6 C1 C2

0201 0202 0203 0204 0205 0206 1606 1607

1 1 1 1 1 1 1 1

2 2 2 2 2 2 3 3

CRK CAM ESS CMOL HP8

0335 0340 0320 0219 1687

1 1 1 2 0

2 2 0 0 0

CANDEF

1611

0

0

LP4 LP5

1673 1674

0 0

0 0

MPROP FPS HPC1 MPRV DRV

0233 0190 1690 0231 0233

2 2 2 2 2

3 3 3 3 4

MMR STSP PSS

1625 1285 0561

1 1 1

0 3 0

0 = OFF 2 = 50% torque

3 = Engine speed reduced



W190

1 - 37

ENGINE

1.5.3 DIAGNOSIS OF MAIN MALFUNCTIONS The main malfunctions of the engine are: 1 – The engine fails to start; 2 – The engine overheats; 3 – The engine is low powered; 4 – The engine produces black or dark grey smoke; 5 – The engine produces grey smoke (tending to white);

1

6 7 8 9 10

– – – – –

The engine produces blue smoke; The engine makes unusual knocks; The engine stops; Excessive or insufficient oil pressure; Excessive fuel consumption.

THE ENGINE FAILS TO START

Connections of the battery terminals efficient.

NO

Clean, check, tighten or replace terminal nuts.

NO

Perform checks described in Repair Manual.

YES

Batteries efficient.

YES

Starter motor efficient.

NO

Perform checks described in Repair Manual ".

YES

No air leakages in low pressure supply system.

NO

Eliminate cause of leakage. Bleed system.

YES

No traces of water in supply system.

NO

Eliminate causes for infiltration.Clean fuel system, including tank.

NO

Replace.

YES

Fuel pre-filter - filter efficient.



1 - 38

W190

ENGINE

Pre-post heater system efficient.

NO

Diagnose with PT-01.

YES

High-pressure pump efficient.

NO

Test engine with PT-01.

NO

Test engine with PT-01. Check efficiency of O-Ring.

YES

Injector efficient.

YES

Compression ratio correct.

2

NO

Overhaul the engine or restrict intervention to components involved, (valves, piston rings etc.).

NO

Check for possible spills and top-up level.

NO

Check, adjust tension and replace parts as required.

THE ENGINE OVERHEATS

Coolant level correct.

YES

Water pump and fan drive belts efficient.



W190

1 - 39

ENGINE

Water pump efficient.

NO

Overhaul or replace group.

YES

Thermostat efficient.

NO

Replace.

NO

Perform an accurate washing; check if there are spills. Replace item if required.

NO

Clean or replace defective parts.

NO

Check and replace as required.

NO

Replace.

NO

Replace.

YES

Radiator efficient.

YES

Air cleaner and circuit piping efficient.

YES

Engine brake disengages.

YES

Cylinder head gasket efficient.

YES

Fan efficient.



1 - 40

3

W190

ENGINE

THE ENGINE LACKS POWER

Fuel filters efficient.

NO

Replace, proceeding as described in "Operation and Maintenance" Manual.

YES

Low and high-pressure supply systems efficient.

NO

Check tightness of system connections.

YES

Thermostat efficient.

NO

Replace.

YES

Tank filled with fuel.

NO

Check fuel level.

NO

Check transfer pump and clean suction form possible impurities.

NO

Engine test with PT-01, replace as required.

NO

Engine test with PT-01, replace required.Check tightness of O-Ring.

NO

Disconnect the fuel return pipe from the rail and check if leaking.

YES

Fuel suction in tank efficient.

YES

High-pressure pump efficient.

YES

Injectors efficient and flow limiter correctly operating.

as

YES

Rail pressure relief valve efficient.



W190

1 - 41

ENGINE

Compression rate correct.

NO

Engine test with PT-01.

NO

Repair or replace the group.

NO

Check - recondition.

YES

Turbocharger efficient (integrity of blades, bearings, actuators). YES

Valve clearance correct.

4

THE ENGINE PRODUCES BLACK OR DARK GREY SMOKE

Air cleaner efficient.

NO

Replace.

YES

Injectors efficient.

NO

Engine test with PT-01.Check tightness of O-Ring.

NO

Engine test with PT-01.

YES

Compression rate correct.



1 - 42

5

W190

ENGINE

THE ENGINE PRODUCES GREY SMOKE (TENDING TO WHITE)

Injectors efficient.

NO

Engine test with PT-01.Check tightness of ORing.

YES

Level of coolant correct.

6

NO

Probable passage of coolant into the combustion chambers. Replace cylinder head gasket or overhaul engine.

THE ENGINE PRODUCES BLUE SMOKE

Presence of oil in the cylinders.

YES

Excessive oil consumption.Oil leaking from the turbine. Leakage from valve guides.



W190

7

1 - 43

ENGINE

THE ENGINE MAKES UNUSUAL KNOCKS

Knock in crankshaft.

YES

Check: plays and out-of round of main journals, securing of main journal caps and flywheel; oil pressure. Replace parts or overhaul engine.

NO

Knock in conrods.

YES

Check: plays and out-of round of conrod journals, securing of conrod journal caps conrod square; oil pressure. Replace parts or overhaul engine.

NO

Knock in pistons.

YES

Check: play between pitons - cylinder sleeves; integrity of piston rings; play pins-piston seats.Replace parts or overhaul engine.

NO

Knock in cylinder heads.

YES

Check: clearance between rocker arms and valves, timing. Adjust.

NO

YES

Knock in timing.

Check gears and replace as required.

NO

Knock in air compressor.

YES

Overhaul or replace air compressor.

YES

Check and calibrate them as prescribed by S.I. 1094 or replace them.

NO

Knock in injectors.



1 - 44

8

W190

ENGINE

THE ENGINE STOPS

Tank filled with fuel.

NO

Refuel and bleed, if required.

YES

Fuel filters efficient.

NO

Replace.

YES

Fuel supply circuit efficient.

9

NO

Check the circuit and bleed.

INSUFFICIENT OR ESCESSIVE OIL PRESSURE

Pressure relief valve works correctly.

NO

Check and replace, if required.

YES

Oil pump and delivery piping efficient.

NO

Check and replace, if required.

YES

Main and conrod journals efficient.

NO

Replace bearings and grind crankshaft, if required.

NO

Change engine oil with other with appropriate viscosity.

YES

SAE viscosity of engine oil correct.



W190

10

1 - 45

ENGINE

EXCESSIVE FUEL CONSUMPTION

Fuel tank and pipes efficient.

NO

Eliminate possible leakages and replace faulty parts.

YES

Air cleaner efficient.

NO

Replace.



1 - 46

W190

ENGINE

1.6 ENGINE SUPPORTS The engine is secured to the rear module of the frame in four points by brackets.

1

1 6

2

2

Frontally by the torque converter-transmission group and rearward by the engine itself. All the brackets, in turn, rest on elastic pads.

5 1

1

3

3 8 9 7 10

4

1 6

1

2

2

4

11 12

1

1

5

5

4

3

4

3

7

5 Fig. 1-27 Engine supports

Notes - 1

224 Nm

3

110 Nm

2

110 Nm

4

380 Nm

1. Screw M16 x 110 - 2. Screw M12 x 40 - 3. Screw M20 x 45 - 4. Screw M10 x 100 - 5. Nut - 6. Rear bracket - 7. Rear bracket - 8. Washer - 9. Upper plate - 10. Elastic pad - 11. Lower plate - 12. Washer



W190

1 - 47

ENGINE

1.7 ENGINE OVERHAUL 4 – Remove fuel filter (5) from support (1); – Disconnect the low-pressure fuel pipes (2 - 3 - 4) from support (1); – Remove support bracket (1) from the cylinder block.

2

9

6

1

10

7

Fig. 1-30 5 Disconnect fuel piping (2) from the rail and high-pressure pump (9) and remove from the cylinder block by removing securing screws (4 and 6).

2

4

3

Note – When loosening connection (7) of piping (2) it is necessary to prevent the rotation of connection (10) of high-pressure pump (9) with an appropriate wrench.

Fig. 1-28

A

B

2

1

1

3

1

4

1-31

Fig. 1-29

Fig. 1-31

Note – To disconnect the low-pressure fuel pipes (2 - 3 - 4 Fig. 28) from the relevant connecting joints, it is necessary to press stop (1) as shown in Figure B.

Remove screws (2) and disconnect oil piping (3) from compressor pipe (1) and from the cylinder block. Remove starter motor (4) from the flywheel cover.

After disconnecting the piping, return stop (1) into locking position of Fig. A to prevent that it could be deformed.



1 - 48

ENGINE

1

2

Fig. 1-32 Install brackets (1) on the engine cylinder block and secure them to an overhaul stand (2).


W190


W190

1 - 49

ENGINE

1 6 2 7

8

3

4

9

10

5 11

Fig. 1-33 1. Connections for electric injectors - 2. Engine coolant temperature sensor - 3. Fuel pressure sensor - 4. Engine oil temperature and pressure sensor - 5. Crankshaft sensor - 6. Electric injector - 7. Air pressure-temperature sensor 8. Timing sensor - 9. Fuel heater and fuel temperature sensor - 10. Pressure regulator - 11. EDC 7 controller.

Disconnect the engine cable disconnecting connectors (1) from electric injectors harness (6), (7) air pressure/temperature sensor, (3) fuel pressure sensor, (11) controller, (10) high-pressure pump sensor, (8) timing sensor, (2) engine coolant temperature sensor, (5) engine rpm sensor. Disconnect from rail (2): fuel piping (7) following the procedures described in Fig. 29. Disconnect fuel pipes (5) from rail (2) and from electric injectors manifolds (6).

1

5

6

2 3

Note – When disconnecting connections (4) securing pipes (6) to rail (2) it is necessary to prevent the rotation of flow limiters (3) with an appropriate wrench. Remove screws (1) and remove rail (2).

4

6 Fig. 1-34


7


1 - 50

W190

ENGINE

1 2

7

1

8

2 3

9 10 11

4

12

6

5 6 7 8

13 Fig. 1-37

Fig. 1-35 Disconnect fuel return pressure relief device (1), piping (2) as described in Fig. 29.

Loosen nuts (1) securing tappet adjustment and loosen the adjusters.

Remove nut (10). Loosen band (6) and remove oil fume pipe (9).

Remove screws (2), remove rocker arm group (3) composed of support (6), rocker arms (4) pins (5) and remove bridges (7) from the valves.

Remove connections (13-11) and remove piping (12).

Remove tapped rods (8).

Remove nuts (7) and remove tappet cover (8) complete with gaskets.

1 7

1

2

2 8

3 4

5

6

Fig. 1-36

Fig. 1-38

Remove nuts (7) and disconnect the electric wiring of electric injectors (8). Remove screws (1) and disconnect electric injector wiring support (2) complete with gaskets. Remove screws (5) disconnect air temperature/pressure sensor (6). Remove nuts (3) and extract fuel manifolds (4).

Remove the screws securing the electric injectors with tool 380001099 (1) and extract electric injectors (2) from the cylinder head.

Note – The fuel manifolds (4) removed, must not be reused, but replaced by new ones.



W190

1 - 51

ENGINE

3 2

2 3

1

4

6 6

4

5

1

5 7

Fig. 1-40

Fig. 1-39 Remove screw (4) securing oil piping retainer (5). Disconnect oil piping (5) from oil heat exchanger/filter support (7). Remove nuts (2) and remove turbocharger (3) from exhaust manifold (1).

Remove screws (1) and remove the air conveyor assembly from the heater. Remove screws (3) remove cover (2) and the thermostat underneath (5). Note – The outer screws marked are shorter.

Remove securing screws (6) and remove the exhaust manifold in two pieces with the relevant gaskets. 1

2 Fig. 1-41 Sling brackets (1) with steel ropes and a hoist to remove cylinder head (2) from the cylinder block.



1 - 52

W190

ENGINE

1 2 1 3

2

4

3

Fig. 1-42

Fig. 1-44

Remove cylinder head gasket (1).

Remove screws (2) and remove alternator support (3).

Using the appropriate wrench on the automatic belt tensioner (3) loosen the tension of belt (2) and remove it.

Remove oil filter (1).

Remove screw (4) and remove automatic belt tensioner (3). 6 1 2 3

1

4

2

5

Fig. 1-45

Fig. 1-43

Remove screws (4) and remove oil temperature sensor (3).

Remove screws (2) and remove alternator (1).

Remove screws (1) and remove oil heat exchanger filter support (2), intermediate plate (6) and the relevant gaskets. Remove oil level sensor (5).



W190

1 - 53

ENGINE

1 1

4 2 2

3

Fig. 1-46

Fig. 1-48

Remove screws (1) and remove controller (2) complete with heat exchanger.

Install tool (2) on flywheel housing (1) to prevent the rotation of flywheel (3). Loosen screws (4).

1 4

1

4

2

5

2

3 5 6 3 Fig. 1-47

Fig. 1-49

Remove nut (1) and remove timing sensor (2).

Remove screws (2) and remove pulley (3) and damper flywheel (1).

Remove nuts (3) and remove high-pressure pump (4) complete with fuel pump (5).

Remove screws (6) and remove hub (5) and phonic wheel (4).



1 - 54

W190

ENGINE

1 2

5 1

3

2 6

4 Fig. 1-50

Fig. 1-52

Remove screws (1) and remove water pump (2).

Remove screws (1) and remove oil pump (2).

Remove screw (3) and remove roller (4).

Note – Oil pump (2) cannot be overhauled.

Remove screw (5) and disconnect rpm sensor (6).

3

1 1

2 4

2 Fig. 1-51

Fig. 1-53

Remove screws (1) and remove front cover (2).

Remove tool (2).

Note – Record the installation position of screws (1) since they have different length.

Remove screws (1) securing flywheel (3) to crankshaft (4).



W190

1 - 55

ENGINE

1

1

2 2

3

3 Fig. 1-54

Fig. 1-56

Install two pins (2) of appropriate length in the holes of crankshaft (3).

Turn the engine upside down.

Pullout engine flywheel (1) so that it is possible to sling it with a hoist and store it.

Remove screws (2) to remove plate (3) and remove oil sump (1).

3

1

1 2 1

4 2

Fig. 1-55

Fig. 1-57

Remove screws (1) and remove rear cover (2).

Remove screws (1) and remove oil suction strainer (3).

Note – Record the installation position of screws (1) since they have different dimensions.

Remove screws (2) and remove stiffening plate (4).



1 - 56

W190

ENGINE

1 1

2

3 2 Fig. 1-58

Fig. 1-60

Remove screws (1) and remove gear (3) from camshaft (2).

Remove screws (1) securing conrod cap (2) and remove them. Extract the pistons complete with conrods from the top of the cylinder block. Note – Keep the half-bearings in the relevant seats, since, in the event they are reused, they must be installed in the same position found at the removal.

1

2 1 2

Fig. 1-59

Remove screws (2) and remove timing gear housing (1).

Fig. 1-61

Note – Record the installation position of screws (2) since they have different dimensions. Remove screws (1) and remove main journal caps (2).



W190

1 - 57

ENGINE

1

1

2

2

3 Fig. 1-62

Fig. 1-64

The last but one main journal cap (1) and the relevant support have half- bearing (2) equipped with a thrust ring.

Remove main journal half-bearings (1). Remove screws (2) and remove oil jets (3).

Note – Record the installation position of the upper and lower half-bearings, since in case of reinstallation they must be placed in the same location they had before being removed.

1

2

2

1 3

Fig. 1-63

Fig. 1-65

With tool (1) and a hoist remove crankshaft (2) from the cylinder block.

Remove screws (1) and remove plate (2) retaining camshaft (3). Note – Record the installation position of plate (2).



1 - 58

ENGINE

W190

1

Fig. 1-66

Extract carefully camshaft (1) from the engine cylinder block.

1 1

Fig. 1-67 Extract tappets (1) from the cylinder block.



W190

1 - 59

ENGINE

1.7.1 REPAIR INTERVENTIONS CYLINDER GROUP Inspections and measurements Once the engine disassembly is over, proceed with a thorough cleaning of the cylinder- cylinder block group. Use the appropriate rings to handle the cylinders group. Check accurately that the cylinder block is free from cracks. Check the condition of machining plugs. If they are rusty or there is a slightest doubt about their sealing, replace them. Examine the surfaces of the cylinder sleeves; they must be free from signs of seizing, scratches, ovalisation, tapering and excessive wear. Measure the inner diameter of the cylinder sleeves, to identify the amount of ovalisation, tapering and wear using bore gauge (1) equipped with dial meter previously zeroed on ring caliper (2) for the cylinder sleeve diameter.

The measurements must be performed for each single cylinder at three different sleeve heights and on two planes perpendicular between them: one parallel to the longitudinal centre line of the engine (A) the other perpendicular (B). On the latter plane and in correspondence with the first measurement the maximum wear is normally found. When an ovalisation, tapering or any wear is found, proceed with a grinding and reconditioning of the sleeves. The reconditioning of the cylinder sleeves must be performed in relation to the diameter of the spare pistons oversized 0,5 mm from the nominal value and at the prescribed installation play.

Note – In the event a ring caliper is not available, use a micrometer for the zeroing.

1st B 2nd

A

3rd 1 1 2 Fig. 1-69 2

s

Fig. 1-68



1 - 60

W190

ENGINE

Check that the mounting face of the cylinder head, on the cylinder group, is not deformed 102,02 + 0,01 0,4 S F S W D SEE NOTE

0,06 F 0,015

1,25 + 0,25

2

Rz 12,0 ISO CUT OFF 2,5

(25° - 30°)

3

4

1 (25° - 30°)

Fig. 1-71 This check can be performed, after removing dowel (4) with calibrated ruler (2) and feeler gauge (3). After identifying deformed zones, grind flat the mounting face. The flatness error must not exceed 0.075 mm.

D

W

Fig. 1-70 Note – In case of reconditioning, all the cylinder sleeves must have the same over-sizing (0.5) (mm).

Note – The grinding of the cylinder block can be made only after making sure that, after the operation, the protrusion of the cylinder sleeve from the cylinder block does not exceed the prescribed value. Check the conditions of machining plugs (1) of the cylinder group. If rusty or in case of any doubt about their tightness, replace them. Once the grinding is done, cut-off the cylinder sleeves as indicated in the figure.

Check the main journal bearing seats proceeding as follows: – install the main journal caps without bearings; – tighten the securing screws to the prescribed torque; – using an appropriate bore gauge, check that the diameter of the seats has the prescribe value. In the event a larger dimension is found, replace the cylinder block.



W190

1 - 61

ENGINE

TIMING Camshaft 54.005 54.035

Fig. 1-72

CAMSHAFT MAIN DATA The data listed refer to the normal diameter of the journals. The surfaces of the camshaft journals and the cams must be extremely smoothed. In the event they show

Checking the lifting of the cams and the alignment of the pins Place the camshaft on centres and, using a dial gauge in hundredths of mm placed on the central journal, check that the alignment error does not exceed 0.04 mm, otherwise replace the camshaft. Also, check the lifting of the cams: it must be 6.045 mm for the exhaust and 7.582 mm for the intake ones. If different values are measured, replace the camshaft. Check the diameter of camshaft (2) support journals with micrometer (1) on two centre lines perpendicular between them.

signs of seizing and scratches, replace the shaft and the relevant bushes.

1 2

Fig. 1-73



1 - 62

W190

ENGINE

BUSHES Camshaft bushes (2) must force into the relevant seats. The inner surfaces must be free from traces of seizing or wear. Measure the diameter of the camshaft front and rear bushes (2) and intermediate seats (1) with bore gauge (3). The measurements must be made on two lines perpendicular between them.

2 1

3

Fig. 1-74

Sect. A-A A

54.089 54.139 59.222 59.246 54.083 54.147

*

A

Fig. 1-75

MAIN DATA OF CAMSHAFT BUSHES AND RELEVANT SEATS * Dimension to be obtained after pressing the bushes.



W190

1 - 63

ENGINE

Replacing the bushes To replace the front and rear bushes use to remove and reinstall them puncher 380000667 (2) and handle 380000668 (3).

Installation of tappets - camshaft

Note – During the installation bushes (1) must be oriented that lubrication holes (2) coincide with the ones on the seats of the cylinder block.

1

1

2

Fig. 1-78

1 3

Lubricate tappets (1) and install them in the relevant seats of the cylinder block.

2 Fig. 1-76

Tappets

16.000 16.030

15.924 15.954 15.960 15.975

1

11 29 47

15.924 15.954 Fig. 1-77 MAIN DATA OF TAPPETS AND RELEVANT SEATS ON THE CYLINDER BLOCK

Fig. 1-79

Lubricate the camshaft support bushes and install camshaft (1) taking care during the operation, the bushes or the support seats in the cylinder block are not damaged.



1 - 64

W190

ENGINE

1 1

1

3 2

2

Fig. 1-80

Fig. 1-82

Position plate (1) retaining camshaft (3) with the groove directed toward the upper side of the cylinder block and the stamping toward the operator, tighten screws (2) to the prescribed torque.

Install jets (2) and tighten securing screws (1) to the prescribed torque.

1

Fig. 1-81

Check the axial play of camshaft (1). It must be 0.23 ± 0.13 mm.



W190

1 - 65

ENGINE

CRANKSHAFT Measuring main and conrod journals

CAUTION

1

All the main and conrod journals must always be ground to the same reduced diameter class. The diameter reduction of the main and conrod journals must be recorded by an appropriate stamping on the side of crank no. 1. For reduced conrod journals digit M. For reduced main journals digit B. For reduced conrod and main journals digits MB.

2

Fig. 1-83 In the event excessive traces of seizing, scratches or ovalisation are identified, it is necessary to regenerate the journals, by grinding them. Prior to proceeding with the journal (2) grinding operation, measure the crankshaft journals with micrometer (1), to define the diameter to which the journals must be reduced. Note – It is recommended to record the value measured on a table. See Figure 85. The reduction classes are:

*

82.99 83.01

Ø MIN Ø MAX

68.99 69.01

*

Fig. 1-84 TABLE ON WHICH THE VALUES RELATIVE TO THE MEASUREMENT OF THE MAIN AND CONROD JOURNALS OF THE CRANKSHAFT * Nominal value



W190

ENGINE

0.06 B-C

0.03 B-C 0.03 B-C

0.150 B-C 0.007 0.007

0.03 B-C

0.5

F

0.03 B-C

1 - 66

L

B

C

F

0.05 B-C 0.017

0.03 B-C 0.022 B-C

L 0.03 B-C 0.007 0.007

Fig. 1-85 * **

Measured on a radius exceeding 45.5 mm

↑

0.500 between adjacent main journals MAIN CRANKSHAFT TOLERANCES FRAME ON TIMING SIDE

45°

INTERMEDIATE FRAMES

2 x 45°

FIRST FRAME FRONT SIDE

45°

Fig. 1-86 TOLERANCES OF SHAPE

OF ORIENTATION OF POSITION OF OSCILLATION

FEATURES SUBJECT OF THE TOLERANCE Roundness Cylindricality Parallelism Perpendicularity Straightness Concentricity Circular oscillation Total oscillation Taper

CLASS OF IMPORTANCE GIVEN TO THE FEATURES OF THE PRODUCT

GRAPHIC SYMBOL /

/ //

GRAPHIC SYMBOL

CRITICAL IMPORTANT SECONDARY


©

+ –


W190

1 - 67

ENGINE

Replacement of oil pump drive gear

1

Main journal installation protrusion

2

2 3 Fig. 1-87

Fig. 1-89

Check that the teeth of gear (1) are not damaged or worn, otherwise pull it out with the appropriate puller (3). When installing a new gear, it is necessary to warm it up for 10 minutes in an oven at 180 °C (355 °F) and key it on the crankshaft.

Install crankshaft (2). Check the play between main journal and the relevant

Installation of crankshaft bearings 1 2 3

1

4

Fig. 1-90

Fig. 1-88 Note – When it is found that the bearings do not need to be replaced, it is necessary to re-install them in the same order and position found when disassembling. Main journal bearings (1) are supplied as spares reduced on the inner diameter 0.25 - 0.500 mm. Note – Do not attempt adapting the bearings. Clean accurately main journal half-bearings (1) with lube hole and install them in their seats. The last but one main journal bearing (1) is equipped with thrust washers.

bearings as follows: – clean accurately all the components and eliminate all traces of oil; – place on the main journals (4) of the crankshaft a piece of calibrated wire (3); – install caps (1) complete with half-bearings (2) on the relevant caps.



1 - 68

W190

ENGINE

1

1 2 Fig. 1-91

Fig. 1-93

Install screws (1) pre-lubricated and tighten them in three subsequent phases. – 1st phase with torque wrench at 50 ± 6 Nm. – 2nd phase with torque wrench at 80 ± 6 Nm.

– remove the caps from the supports. The play between the main bearings and the relevant journals is measured by comparing the width of calibrated wire (2) in the max. squeezing point with the graduated scale printed on wrapping (1) of the calibrated wire. The numbers listed on the scale indicate the play in mm of the matching. In the event a play value is measured different from the one prescribed, replace the bearings and repeat the measurement. Once the correct play is obtained, lubricate the main journal bearings and install permanently the supports, tightening the securing screws as previously described.

1

2

Fig. 1-92

– 3rd phase with tool (1) positioned as indicated in the figure and tighten further screws (2) with an angle of 90° ± 5°.

1 2 3 Fig. 1-94 Checking the end play of the crankshaft The endplay check is done by placing a magnetic base dial gauge (2) on crankshaft (3) as indicated in the figure. Normal play is 0.068 ÷ 0.41. In the event a larger play is measured, replace the journal half bearings of the last but one rear support (1) with thrust washers and repeat the play check between crankshaft main journals and half-bearings.



W190

1 - 69

ENGINE

CONROD - PISTON ASSEMBLY

4

3 1 2

1 2 7

1

5

3

8 6

Fig. 1-95

Fig. 1-97

COMPONENTS OF THE CONROD PISTON ASSEMBLY

The removal of circlips (2) retaining piston pin (2) is done sing scribing point (3).

1. Circlips - 2. Pin - 3. Piston - 4. Piston rings - 5. Screws 6. Half bearings - 7. Conrod - 8. Bush.

Note – Spare pistons oversized 0.5 mm are provided as spare parts.

1 2

3

Fig. 1-96 Removal of piston rings (1) from piston (2) using pliers (3).



1 - 70

W190

ENGINE

Pistons Measuring the piston diameter

1

1

2

Fig. 1-99

Fig. 1-98 Measurement using micrometer (2) of the diameter of piston (1) to determine the installation play.

The play between piston and cylinder sleeve can be measured also as indicated in the figure with a feeler gauge (1).

Note – The diameter must be measured at 12 mm from the base of the skirt of the piston.

1.5 2.705 2.735

2.560 2.605

2.350 2.380

3.975 4.000

2.420 2.440

4.020 4.040

2°±20'

40.008 40.014

39.996 40.003

Fig. 1-100

MAIN DATA OF KS. PISTON PINS AND PISTON RINGS * The dimension is measured on a diameter of 99 mm



W190

1 - 71

ENGINE

Piston pins

Piston rings

1 1 2

2

Fig. 1-101

Fig. 1-103

Measurements of the diameter of piston pin (1) using micrometer (2).

Check the thickness of piston rings (2) using micrometer (1).

Conditions for a correct pin-piston matching

1 2

1 3

Fig. 1-104

Fig. 1-102

Lubricate pin (1) and the relevant seat on the piston with engine oil. The pin must enter the piston with a slight pressure of the fingers and must not come-out from it under its own weight.

Check the play between piston rings (3) of the second and third grooves and the relevant seats on piston (2) with feeler gauge (1).



1 - 72

W190

ENGINE Conrods 1 42.987 43.013 3 2

** **

43.279 43.553

40.019 40.033

*

39.996 40.003

Fig. 1-105 DIAGRAM FOR THE MEASUREMENT OF PLAY X BETWEEN THE FIRST PISTON GROOVE AND TRAPEZOIDAL RING

Due to the peculiar shape of the first trapezoidal ring, the play between groove and the ring itself must be measured as follows: have piston (1) protruding from the cylinder block so that ring (2) protrudes about half from cylinder sleeve (3). In this position, use a feeler gauge to check play (X) between ring and seat: this play must be within the prescribed value.

72.987 73.013

1.955 1.968

Fig. 1-107 MAIN DATA OF CONROD, PISTON PIN BUSH AND HALF BEARINGS *

Dimension of inner diameter to be obtained after pressing into the conrod small end and boring.

** Dimension not measurable at free conditions.

1 2

3

Fig. 1-106

Measurement of the play between the tip of piston rings (2) installed in cylinder sleeve (3) using feeler gauge (1).



W190

1 - 73

ENGINE

Bushes Check that the bush of the conrod small end is not loose and that it is free from scratches or traces of seizing. The removal and installation is done using an appropriate puncher. During the installation, make sure scrupulously that the oil duct holes on the bush and conrod coincide. Using a borer recondition the bush so that the prescribed diameter is obtained.

CONROD BODY 1234 W CONROD WEIGHT NO. 0001 V W 9999 X

*

Checking the conrods

CAP 1234 A CONROD NO. YEAR 0001 A 1998 B 1999 9999 C 2000 D 2001

123 DAY 001 366

Fig. 1-108 1 Each conrod is marked: – On the body and on the big-end cap indicating the matching and the cylinder in which it is installed. Thus, in case of replacement it is necessary to proceed with the numbering of the new conrod with the same numbers of the old one. – A letter on the conrod body indicating the weight class of the conrod mounted in production: • V, 1820 ÷ 1860 (marked yellow); • W, 1861 ÷ 1900 (marked green); • X, 1901 ÷ 1940 (marked blue); Spare conrods are provided in class We marked green*. No removal of material is allowed.

2 5 3 4

Fig. 1-109

Check the parallelism of the conrod centre lines (1) using device (5) operating as follows: – install conrod (1) on the mandrel of tool (5) and lock it with screw (4); – place mandrel (3) on "V" prisms resting conrod (1) on stop bar (2).



1 - 74

W190

ENGINE

Checking the torsion

Checking the flexion

1 2

1

C

D

2 B

A

3 5

3

5

4 4

Fig. 1-110

Fig. 1-111

Check the torsion of conrod (5) comparing two points (A and B) of pin (3) on the horizontal plane of the conrod. Place support (1) of dial gauge (2) so that the latter is pre-loaded ~ 0.5 mm on pin (3) in point A and zero dial gauge (2). Move mandrel (4) with conrod (5) and compare on the opposite side (B) of pin (3) any possible discrepancy; the difference between A and B must not exceed 0.08 mm.

Check the flexion of conrod (5) by comparing two points C and D of pin (3) on the vertical plane of the conrod centre line. Position vertical support (1) of dial gauge (2) so that the latter rests on pin (3) in point C. Swing the conrod for and back trying to find the highest position of the pin and zero dial gauge (2) under this condition. Move the mandrel (4) with conrod (5) and repeat on the opposite side D of pin (3) the position of the highest point. The difference between point C and point D must not exceed 0.08 mm.



W190

1 - 75

ENGINE

Installation of conrod-piston group Conrods-pistons matching

1 2

1

3

2 3 4

Fig. 1-114 Position piston (1) on the conrod following the configuration of the figure, insert pin (3) and secure it with circlips (2).

Fig. 1-112

On the crown of the piston the following references are engraved: 1. Spare part number and design modification number; 2. Arrow indicating the installation sign of the piston into the cylinder sleeve; it must be oriented toward the front side of the cylinder block; 3. Etching indicating the inspection of the 1st groove insert; 4. Date of manufacture.

Installation of piston rings

1 2

3

1 2 3 4

Fig. 1-115 5 To reinstall piston rings (1) into piston (2) use pliers (3). The rings must be installed with the wording "TOP" upward. Also, the ring gaps must be placed so that they are shifted 120° among them.

Fig. 1-113

Install piston (2) on conrod (4) with pin (3) so that reference arrow (1) for installation of piston (2) in the cylinder sleeve and digits (5) etched on conrod (4) are seen as indicated in the figure.

Note – Piston rings are provided as spares in the following dimensions: – standard, marked by yellow paint; – oversized 0.5 mm and marked by yellow/green paint;



1 - 76

W190

ENGINE

1

1

1

Fig. 1-116

Fig. 1-118 CONROD - PISTON ASSEMBLY IN THE PASSAGE

Install half bearings (1) both on the conrod and the cap. Note – If the replacement of the conrod bearings is not required, it is necessary to reinstall them in the same order and in the same position they were before being removed. Do not attempt adapting the half bearings.

Installation of conrod piston assembly into the cylinder sleeves

– the gap of the piston rings are shifted 120° among them; – the conrod/piston assemblies have the same weight; – the arrow engraved on the crown of the pistons is directed toward the front side of the cylinder block or the recession on the skirt of the piston corresponds to the oil jets.

Measuring the mounting play of the conrod journals To measure the play perform the following operations:

1 2

1

3 2

4

Fig. 1-117

Fig. 1-119

Lubricate well the pistons, including the piston rings and the inside of the cylinder sleeves. Using band 380000220 (2) install conrod-piston assemblies (1) into the cylinder sleeves, checking that: – the number of each conrod corresponds to the matching number on the cap; DIAGRAM FOR THE INSTALLATION OF THE

– clean accurately the parts and eliminate all traces of oil; – place a piece of calibrated wire (2) on the journals; – install conrod caps (3) with the relevant half bearing (4).



W190

1 - 77

ENGINE

2

2 1

1

Fig. 1-122

Fig. 1-120

– tighten screws (1) previously lubricated with engine oil, with torque wrench (2) to the prescribed torque.

– remove the cap and determine the play comparing the width of calibrated wire (1) with the data of the scale printed on wrapping (2) containing the wire.

2

1 1

2

Fig. 1-123 Fig. 1-121

– install tool (1) on the ratchet wrench and tighten screws (2) 60° further.

In the event a play value is measured different from the one prescribed, replace the bearings and repeat the measurement. Once the correct play is obtained, lubricate the main journal bearings and install permanently the supports, tightening the securing screws as previously described. Note – Prior to the final installation of the securing screws of the conrod cap, check that their diameter, measured in the centre of the thread length, is not 0.1 mm smaller than the diameter measured at about 10 mm from the tip of the screw. Check manually that conrods (1) slide axially on the crankshaft journals and that the their axial play measure with feeler gauge (2) is 0.10 ÷ 0.33 mm.



1 - 78

W190

ENGINE

Check of piston protrusion

1

3

2

It must be uniform (no crumbs) free from air bubbles, thin or discontinued zones. Imperfections must be corrected in the shortest time. Avoid using excess material to seal the joint. Excessive sealant tends to escape on both sides of the joint and clog the passage of lubricants. After completing the application of sealant, the joints require an immediate installation (10 - 20 minutes).

9

1 Fig. 1-124

6 4

Once the reassembly of the conrod-piston assemblies is completed check with dial gauge (1) equipped with base (2) the protrusion of pistons (3) at TDC with respect to the upper face of the cylinder block. It must be 0.28 ÷ 0.52 mm.

10

8 3

2

7

5

Timing gear housing Fig. 1-126 1

TIGHTENING DIAGRAM OF GEAR REAR SECURING SCREWS

Reinstall housing (1) on the engine cylinder block. Install the securing screws in the position found at the disassembly and tighten them to the torque indicated here below, in the sequence illustrated in the figure. Screws M12 65 ÷ 89 Nm Screws M8 20 ÷ 28 Nm Screws M10 42 ÷ 52 Nm Fig. 1-125 DIAGRAM OF APPLICATION ZONE FOR LOCTITE 5999 SEALANT

Clean accurately the mounting faces of flywheel housing (1) and of the timing gear housing. The cleaning of the surfaces to be sealed is required and absolutely required to ensure an effective sealing. Apply LOCTITE 5999 sealant on housing (1) so that a seam a few mm thick in diameter is formed.



W190

1 - 79

ENGINE

Setting of timing 1

1 2

3

2

Fig. 1-129 Tighten screws (1) securing gear (2) to camshaft (3) to the prescribed torque.

Fig. 1-127

Flywheel housing Use a felt pen to mark the tooth of drive gear (1) mounted on crankshaft (2) on the side face of which →) for the timing setting is engraved. mark (→

1

1

3 4

Fig. 1-130

2 DIAGRAM OF APPLICATION ZONE FOR LOCTITE 5999 SEALANT

Fig. 1-128

Turn crankshaft (4) and camshaft (2) so that when installing on the latter driven gear (1) the signs engraved on gears (1 and 3) coincide.

Clean accurately the mounting faces of flywheel housing (1) and of the timing gear housing. The cleaning of the surfaces to be sealed is required and absolutely required to ensure an effective sealing. Apply LOCTITE 5999 sealant on housing (1) so that a seam a few mm thick in diameter is formed. It must be uniform (no crumbs) free from air bubbles, thin or discontinued zones. Imperfections must be corrected in the shortest time. Avoid using excess material to seal the joint. Excessive sealant tends to escape on both sides of the joint and clog the passage of lubricants. After completing the application of sealant, the joints require an immediate installation (10 - 20 minutes).



1 - 80

W190

ENGINE

1 17

8

16

15

6

18

14

5

1

13

19 20

FLYWHEEL

7

2

12 1 3

11 4

2

9

10

Fig. 1-131 Fig. 1-133 DIAGRAM OF THE TIGHTENING SEQUENCE OF THE SCREWS SECURING THE FLYWHEEL HOUSING Reinstall housing (1) on the engine cylinder block. Install the securing screws in the position found at the disassembly and tighten them to the torque indicate here below, in the sequence illustrated in the figure. Screws M12 75 ÷ 95 Nm Screws M10 44 ÷ 53 Nm

1

7

2

Check the mounting face of the clutch disc. If signs of scratching are found turning is required. The nominal thickness of the flywheel is 49.6 ± 0.13 mm.

Replacing the engine flywheel ring gear Check the conditions of the teeth of ring gear (2). If failures or excessive wear of the teeth are found remove it from the flywheel (1 Fig. 134) with a punch and install a new one, previously heated to 150 °C (302 °F) for 15 ÷ 20 minutes. The bevel on the inner diameter must be directed toward the flywheel.

3 1

4 6 5

2

Fig. 1-132

Install item (5) of tool 380000666 on the tail (6) of the crankshaft, secure it with screws (4) and key a new seal (3) on it. Place item (1) on item (5) tightening nut (2) until seal (3) is fully installed in flywheel housing (7).

3 Fig. 1-134

Install two pins (2) of appropriate length in the holes of crankshaft (3) and install flywheel (1) using a sling and a hoist (1).



W190

1 - 81

ENGINE

3

1

2

1

4

2

Fig. 1-135

Fig. 1-137

Install screws (4) securing flywheel (3) to the crankshaft. Install tool (2) on flywheel housing (1) to prevent flywheel (3) from turning.

Install oil pump (1). Tighten securing screws (2) to the prescribed torque.

1

1 2

2

Fig. 1-136

Fig. 1-138

Tighten screws (1) securing flywheel (2) in two phases: – 1st phase, tightening with torque wrench to a torque of 30 ± 4 Nm; – 2nd phase, tightening to an angle of 60° ± 5°.

Install a new seal (2) on water pump (1).

Note – The angular tightening is performed using the appropriate measuring tool.



1 - 82

W190

ENGINE

1 1

2 2 Fig. 1-139

Fig. 1-141

Install water pump (1). Install screws (2) and tighten them to the prescribed torque.

Clean accurately the mounting face of the cylinder block front cover (2) and install it. Install screws (1) and tighten it to the prescribed torque.

1

7

2 1 2

3 4 6 5

Fig. 1-140

Fig. 1-142

Remove seal (2) from front cover (1) clean accurately the mounting face and apply LOCTITE 5999 sealant on it.

Install item (5) of tool 380000666 on the tail (6) of the crankshaft, secure it with screws (4) and key a new seal (3) on it. Place item (1) on item (5) tightening nut (2) until seal (3) is fully installed in flywheel housing (7).



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1 - 83

ENGINE 2

1

1 2 3

3

Fig. 1-143

Fig. 1-145

Install plate (1) suction strainer (2) install securing screws (3) and tighten them to the prescribed torque.

Install oil sump (1) and install plate (3) on it. Install screws (2) and tighten them to the prescribed torque.

5 6 1 1 2 2 3 4

7

Fig. 1-144

Fig. 1-146

Arrange gasket (1) on oil sump (2).

Key phonic wheel (1) and hub (2). Install securing screws (3) and tighten them in two phases. – 1st phase with torque wrench to a torque of 50 ± 5 Nm – 2nd phase, tightening to an angle of 60° ± 5°.

Note – The gaskets free from defects can be reused.

Note – The angular tightening is performed using the appropriate measuring tool (4).



1 - 84

W190

ENGINE

1 4 2

5

1 3

6

2 3

Fig. 1-147

Fig. 1-149

Install anew sealing ring on rpm sensor (3). Install rpm sensor (3) in front cover (1) and tighten securing screw (2) to the prescribed torque.

Lubricate sealing ring (2) with engine oil and place it on oil filter (3). Tighten manually oil filter (3) on the connection of support (1) until it contacts it; tighten oil filter (3) 3/4 turn further. Install a new sealing ring on oil temperature/pressure sensor (4) and install it on support (1). Install screws (5) and tighten them to the prescribed torque. Install a new sealing ring (6) in the seat in the cylinder block.

1 2 3 4

1

5 2

3 4

Fig. 1-148 Install on the cylinder block: a new seal (1) heat exchanger (2) a new seal (3) and oil filter support (4). Install screws (5) and tighten them to the prescribed torque.

Fig. 1-150 Position alternator support (1) so that pins (3 and 4) are against the engine block. Install screws (2) and tighten them to the prescribed torque.



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1 - 85

ENGINE

4 1

1

2 2

5

3 6

Fig. 1-151

Fig. 1-153

Reinstall alternator (1). Install screw (2) and tighten it to the prescribed torque.

Reinstall high-pressure pump (6) complete with fuel supply pump (5) and tighten nuts (3) to the prescribed torque. Install support (4) with a new sealing ring, timing sensor (2) with a new sealing ring and tighten the relevant securing nut (1) to the prescribed torque.

1 2 1 2 3 3

Fig. 1-152

Fig. 1-154

Reinstall automatic belt tensioner (2). Install screw (3) and tighten it to the prescribed torque with an appropriate wrench, turn belt tensioner (2) so that belt (1) is engaged on the pulleys and guide rollers.

Reinstall controller (3) complete with heat exchanger to the cylinder block and tighten screws (2) to the prescribed torque. Note – It is advisable to replace support elastic pads (1).



1 - 86

W190

ENGINE

CYLINDER HEAD Disassembly of valves 2 A

1

1 2

Fig. 1-157 S

Remove sealing rings (1 and 2) from the relevant valve guides.

Fig. 1-155 Intake (1) and exhaust (2) valves have the head with the same dimensions. The central slot (→) of the head of exhaust valve (2) discriminates it from the intake valve.

Note – Sealing rings (1) for the intake valve are yellow; sealing rings (2) for exhaust valves are green.

Hydraulic test of the cylinder head

Note – Prior to disassembling the valves from the cylinder head number them so that, in case they are not replaced, it is possible to reinstall them in the original position. A = suction side

S = exhaust side

2 1

3

1 4

Fig. 1-158

5

Check the hydraulic tightness using an appropriate tooling. Inject, using a pump, water heated to ~ 90 °C (195 °F) at a pressure of 2 ÷ 3 bar. If spills occur at cup plugs (1) replace them, using an appropriate punch to remove and reinstall them.

Fig. 1-156 The disassembly of the valves is performed with tool (1) pressing plate (3) so that, compressing springs (4) it is possible to remove cotters (2). Then remove: plate (3) springs (4). Repeat the operation for all the valves. Turn the cylinder head upside down and extract valves (5).

Note – Prior to installing the plugs, apply a hydro-reactive sealant to the sealing face. In case of spills from the cylinder head it is necessary to replace it.



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1 - 87

ENGINE

The check of the mounting face of cylinder head

2

VALVES MAIN DATA OF THE INTAKE AND EXHAUST VALVES

EXHAUST VALVE

INTAKE VALVE 6.970 6.990

3

6.970 6.990

1 Fig. 1-159

59.75° 60.25°

44.75° 45.25° The check of the mounting face of cylinder head (1) on the cylinder block is done using ruler (2) and feeler gauge (3). The deformation measured along the entire of the cylinder head must not exceed 0.2 mm. For higher values, recondition the cylinder head in accordance with the values and precautions indicated in the figure. 0.025/25x25 04 C

32.87 33.13

32.87 33.13

Fig. 1-161

De-scaling inspection and grinding of the valves

D A B C

0 3 TOTAL 0.01/50 x 50 Fig. 1-160

Nominal thickness A of the cylinder head is 105 ± 0.25 mm. The maximum amount of metal B allowed to be removed must not exceed 1 mm. Note – After the reconditioning, check the depression of the valves and recondition the valve seats if required to reobtain the valve prescribed depression.

Fig. 1-162 Remove carbon scaling from the valves using an appropriate metal brush. Check that the valves do not show signs of seizing, cracking or burning. Regrind, as required, the valve seats with grinder adequate removing as little material as possible.



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W190

ENGINE GUIDE VALVES 7.051 7.053

1

2

Fig. 1-163 Measure valve stem (1) with micrometer (2). It must be 6.970 ÷ 6.999.

INTAKE

EXHAUST

Fig. 1-165

Check of play between valve stem, valve guide and valve roundness

Use a bore gauge to measure the inner diameter of the valve guides. It must be the value indicated in the figure.

VALVE SEATS Regrinding - replacement of valve seats

1 2

1 2 Fig. 1-164 The inspections must be done using dial gauge (1) with a magnetic base place as illustrated. The play must be 0.052 ÷ 0.092 mm. Turn valve (2) to check that the out-of-round does not exceed 0.03 mm.

Fig. 1-166 Check valve seats (2). When slight scratches or burnings are found, regrind using adequate (1) in accordance with the angle values indicated in the Figure.



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ENGINE

VALVE SEATS IN CYLINDER HEAD

Ø 30.8 EXHAUST

69.5° 70.5°

69.5° 70.5°

45°

60°

29.5° 30.5°

29.5° 30.5°

Ø 30.7

3.4 3.6

INTAKE

3.02 3.28

Fig. 1-167 MAIN DATA OF VALVE SEATS The valve seats are obtained when casting the cylinder head and subsequently machined.

1.1 1.5 EXHAUST

27.25 27.75

INTAKE

27.25 27.75

39.5 40.5

34.837 34.863

34.837 34.863

36.78

36.78

Fig. 1-168 The valve seats are obtained when casting the cylinder head and subsequently machined. In the event it is not possible to recondition the valve seats by just regrinding them, it is possible to use inserts supplied as spare parts. Under these conditions, the seats with the dimensions indicated in the figure must be obtained, then install the valve seats.

To install the valve seats into the cylinder heads, warm the cylinder head to 80 ÷ 100 °C (176 ÷ 212 °F) and, using an appropriate puncher, install new valve seats (2) previously cooled. Then, regrind the valve seats adequate in accordance with the values listed in Fig. 169.



1 - 90

W190

ENGINE

EXHAUST

69.5° 70.5°

69.5° 70.5°

45°

60°

29.5° 30.5°

29.5° 30.5°

3.37 3.63

3.02 3.28

INTAKE

Fig. 1-169 MAIN DATA OF VALVE SEATS

1 2 3

Fig. 1-170

After the reconditioning operations, use dial gauge (1) with base (2) to check valve depression (3) is at the prescribed value.



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1 - 91

ENGINE

Note – Sealing rings (2) for intake valves are yellow; sealing rings (3) for exhaust valves are green.

VALVE SPRINGS P1 P2

2 1

H

H1

3

H2 4 5

Fig. 1-171 MAIN DATA FOR THE INSPECTION OF INTAKE AND EXHAUST VALVE SPRINGS

Prior to the installation, check the flexion of the valve springs using the spring load device. Check the load and elastic deformation data with those of new valves indicated in the table here below.

H H1 H2

Height mm 47.75 35.33 25.2

Under a load of kg Free P 339.8 ± 9 Nm P1 741 ± 39 Nm

Install on the cylinder head: spring (4) upper cup (3). Use tool (1) to press spring (4) and secure the valve parts with cotters (2).

Reinstallation of the cylinder heads

1

ASSEMBLY OF THE CYLINDER HEAD

1

Fig. 1-173

3

2

Fig. 1-174

Fig. 1-172 Lubricate the stem of valves (1) and insert them into the relevant valve guide in accordance with the position recorded during the disassembly. Install sealing rings (2 and 3) on the valve guides.

Check that the mounting faces of the cylinder head and cylinder block are clean. Do not soil the cylinder head gaskets. Place cylinder head gasket (1) with the wording "ALTOTOP" oriented toward the cylinder head. The arrow indicates the point where the thickness of the gasket is measured.



1 - 92

W190

ENGINE 12

20 16

24 23

8

15 19

1

4 1

7 11

5 9

2 3

17

10 6

21

13

25

18 14

26 22

Diagram of the cylinder head securing screws tightening sequence: – 1st phase, pre-tightening with torque wrench: • Screw 12x1.75x130 ( ) 35 ± 5 Nm • Screw 12x1.75x150 ( ) 55 ± 5 Nm – 2nd tightening phase with angle 90° ± 5° – 3rd tightening phase with angle 90° ± 5° Front side

2

Fig. 1-175

Before re-using screws (2) securing the cylinder heads, measure the diameter of the thread of the screws with micrometer (1) checking that it is no less than ….. mm in all points, otherwise replace them.

Tightening of cylinder head securing screws

3 1 2

1 2 Fig. 1-177 Install a new O-Ring (2) lubricated with vaseline and a new sealing washer (3) on electric injector (1).

1 Fig. 1-176 2 Install cylinder head (1) install screws (2) and tighten them in three subsequent sequences, following the sequence and the procedures indicated in the figure to follow. 3 Note – The angle tightening is done using tool (3). Fig. 1-178 Install electric injectors (1) in the seats on the cylinder heads, oriented so that fuel inlet hole (2) is directed toward seat side (3) of the fuel manifolds.



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1 - 93

ENGINE

1

1

2

2

3

Fig. 1-179

Fig. 1-181

Use tool 380001099 (1) to set electric injector (2) in its seat. Install the electric injector securing screws without tightening them.

Using a torque wrench, tighten gradually and alternatively screws (1) securing the electric injectors to a torque of 8.5 ± 0.8 Nm. Tighten nuts (2) securing fuel manifolds (3) to a torque of 50 Nm.

1 4 RODS

2

5

3 Fig. 1-180 Install a new O-Ring (3) lubricated with vaseline on fuel manifold (2) and introduce it into the cylinder head seat so that positioning ball (5) coincides with the relevant seat (4). Note – The fuel manifolds (2) removed must not be reinstalled. Replace them with new parts.

Fig. 1-182

Install securing nuts (2, Fig. 181) without tightening them.

The rocker arm rods must be free from deformations; the spherical contact seats with the setting screw and the tappet (arrows) must be free from traces of seizing or wear, otherwise replace them. The rods controlling the intake and exhaust valves are identical and interchangeable.

Note – During the operation, handle electric injector (1) so that manifold ( 2 ) enters fuel intake hole (2, Fig. 179) of the same correctly.



1 - 94

W190

ENGINE

Rocker arm group

1 4

2

1

3

3

2

Fig. 1-183

Fig. 1-185

COMPONENTS OF THE ROCKER ARM GROUP: 1. Screws - 2. Support - 3. Pins - 4. Rocker arms.

Install rods (2). Install the valves on bridges (1) with mark (→) directed toward the exhaust manifold.

1 22.001 22.027 2 21.965 21.977

6

3 4 5

Fig. 1-184

Fig. 1-186

MAIN DATA OF PIN - ROCKER ARM Check the pin / rocker arm mating surfaces that must be free from excessive wear or damages.

Check that rod setting screws (1) are fully loosen to prevent stiffening of the same on rods (2, Fig. 186) when installing the rocker arm group. Then install the rocker arm groups composed of support (5) rocker arms (3) pins (4) and secure them on the cylinder head tightening securing screws (6) to a torque of 36 Nm.



W190

ENGINE

Setting of the valve clearance

3 1 2

Fig. 1-187

Set the clearance between rocker arms and valves using Allen wrench (1) wrench (3) and feeler gauge (2). The operating clearance is: – ± 0.05 – intake valves 0.25 ± 0.05 mm – exhaust valves 0.51 ± 0.05 mm. Note – To speed-up the setting of the rocker arm-valve clearance, proceed as follows: Turn the crankshaft, balance the valves of cylinder no. 1 and adjust the valves marked by an asterisk as indicated in the table:

cylinder no. intake exhaust

1 -

2 *

3 * -

4 *

5 * -

6 * *

Turn the crankshaft, balance the valves of cylinder no. 6 and adjust the valves marked by an asterisk as indicated in the table: cylinder no. intake exhaust

1 * *

2 * -

3 *

4 * -

5 *

6 -


1 - 95


1 - 96

W190

ENGINE

Intake manifold

6

7

8

1

4

3 2

3

1-190

5 Fig. 1-188 Cold starting air heater (5) is located inside intake manifold (4). In case of malfunction, it is necessary to replace it, removing nuts (1) insulating washer (2) and spacers (3). Install the new heater (5) reversing the removal operations.

Install a new O-Ring (8) to air temperature/pressure sensor (7) and install the latter on intake manifold (4) tighten screws (6) to the prescribed torque.

Note – Insulating washer (2) must be replaced with a new one. Nuts (1) must be tightened to the prescribed torque.



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1 - 97

ENGINE 1

1

2

3 2

Fig. 1-189

Fig. 1-191

Apply LOCTITE 5999 to the mounting face of intake manifold (1) and install it on the cylinder head. Tighten screws (2) to the prescribed torque.

Connect new fuel pipes (1) to rail (3) and electric injector manifolds (2). Note – Pipes (1) must always be replaced when removed.

1

4

2

5 1 2

3 4

3

6 7

5

Fig. 1-190

Fig. 1-192

Install rail (2) and tighten securing screws (1) to the prescribed torque, connect ground cable (3) to intake manifold (4) and tighten securing nut (5) to the prescribed torque.

Note – The connections of pipes (7) must be tightened to a torque of 20 Nm, using the appropriate wrench (5) and torque wrench (4). Connections (6) must be tightened holding the key section of flow limiters (1) with the appropriate wrench (1). Connect fuel pipe (3) to rail (2) following the procedures described in the figure to follow.



1 - 98

W190

ENGINE

A

B

1

1

1 2 Fig. 1-193

Fig. 1-195

Press holder (1) in the direction of the arrow (Fig. B) and connect the pipe to rail (2, Fig. 190) return the holder into the initial locking position "A".

Install harness support (2) install screws (1) and tighten them to the prescribed torque.

Note – make sure that the fuel pipe is connected correctly.

4 2 1 Harness support 3 1

5

Fig. 1-196

2

4 3

Connect electric wires (1) to electric injectors (3) and tighten securing nuts (2) with the torque wrench 380000158 (4) to the prescribed torque.

Fig. 1-194

Check the conditions of electric wires (5); if damaged, replace them cutting the bands tightening them to support (2) removing screws (4) securing it to connectors (3). Install a new gasket (1) on support (2).



W190

1 - 99

ENGINE

1 7

3 2

4

1 2

5 6

Fig. 1-197

Fig. 1-199

Install a new gasket (2) on rocker arm cover (1).

Re-install exhaust manifold (1) with new gaskets. Install securing screws (7) and tighten them to the prescribed torque. Re-install exhaust manifold (1) turbocharger (3) with anew gasket and tighten securing nuts (2) to the prescribed torque. Connect oil pipe(5) to heat exchanger support (6) and secure it to exhaust manifold (1) with screw (4).

1 2

Fig. 1-198

Install rocker arm cover (1) install nuts (2) and tighten them to the prescribed torque.



1 - 100 1 2

W190

ENGINE

9

A

10 11

1

B

12 13 14 6 7

1

15

8 Fig. 1-200

Fig. 1-201

Connect piping (14) with connections (13-15) and new copper washers to rocker arm cover (10) and timing housing (6). Connect piping (7) to the connection located on timing housing (6) and tighten it with elastic band (8). Install a new O-Ring on the connection of piping (11) and install it on rocker arm cover (10). Secure piping (11) to rocker arm (10) with band and nut (12). Connect piping (2) to pressure limiter (1) as described in the figure to follow.

Press holder (1) in the direction of the arrow (Fig. B) and connect the piping. Return the holder into the original locking position A. Note – Make sure that fuel piping is correctly installed.



W190

ENGINE

1 - 101

6

1

2 7

8

3

4 9

10

5 11 Fig. 1-202 1. Connections for electric injectors - 2. Engine coolant temperature sensor - 3. Fuel pressure sensor - 4. Engine oil temperature and pressure sensor - 5. Crankshaft sensor - 6. Electric injector - 7. Air pressure temperature sensor 8. Timing sensor - 9. Fuel heater and fuel temperature sensor - 10. Pressure regulator - 11. EDC7 controller.

Reconnect the engine cable using connectors (1) electric injector harness (6); air pressure/temperature sensor (7); rail pressure sensor (3); high pressure pump sensor (11); timing sensor (8); coolant temperature sensor on thermostat; rpm sensor (5).

Install the lifting device to the engine lifting eyes, sling it to the hoist and remove the engine from the rotary stand. Remove the securing brackets to the stand.



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W190

ENGINE 2

1

1 2 3 3

4

1-31

Fig. 1-203

Fig. 1-205

Complete the assembly of the engine: Reinstall starter motor (4) onto the flywheel housing and tighten the securing nuts to the prescribed torque. Insert oil pipe (3) with a new O-Ring and secure it to turbocharger (1) with screws (2) tightening them to the prescribed torque.

Reinstall bracket (2) complete with fuel filter support (1) to the cylinder block, install screws (3) and tighten them to the prescribed torque.

4 1 2

9 6 7

10

2 3 4 5

Fig. 1-204

Fig. 1-206

From the left side. Connect fuel pipe (2) to the rail and to high-pressure pump (9) and secure it to the cylinder block with screws (4 and 6) tightening them to the prescribed torque.

Tighten manually the fuel filter on support (1) until it touches, then tighten further 3/4 turn, connect pipes (2-3-4) and the relevant connectors of support (1) as described in the figure to follow.

Note – the connections of pipe (2) must be tightened to a torque of 20 Nm using an appropriate wrench and torque wrench. Connection (7) must be tightened holding at the same time the wrench pattern (10) of the high-pressure pump. Piping (2) must always be replaced with a new one during the reassembly.



W190

A

ENGINE

B

1

1

Fig. 1-207

Press holder (1) as indicated in figure B. After disconnecting the piping, return holder (1) into the locking position of figure A to prevent possible deformation of the same. Once the assembly is completed, fill the engine with lube oil in the prescribed quantity and quality.


1 - 103


1 - 104

W190

ENGINE

1.7.2 TIGHTENING TORQUES ITEM

TORQUE

Screw M8 securing the cylinder sleeve lube jets Screw M12 securing the crankshaft main journal caps

1st phase 2nd phase 3rd phase

Studs M6 for camshaft sensors Studs M8 for supply pump Screw M12 securing gear rear housing Screw M10 securing gear rear housing Screw M8 securing gear rear housing Nut M6 securing camshaft sensor Screw M8 securing front cover

1st phase 2nd phase

Screw M8 securing camshaft longitudinal retaining plate Screw M8 securing camshaft longitudinal retaining plate Screw M8 securing camshaft gear Screw M11 securing conrod caps

1st phase 2nd phase

Screw M10 securing under cylinder block plate Nut M18 securing high-pressure gear Nuts M8 securing fuel pump Plug 1/2 in on cylinder head Plug 1/4 in on cylinder head Plug 3/4 in on cylinder head

90° ± 5° 8±2 12 ± 2 77 ± 12 47 ± 5 24 ± 4 10 ± 2 8±1 24 ± 4 24 ± 4 24 ± 4 36 ± 4 60 ± 5

0.8 ± 0.2 1.2 ± 0.2 7.7 ± 1.2 4.7 ± 0.5 2.4 ± 0.4 1 ± 0.2 0.8 ± 0.1 2.4 ± 0.4 2.4 ± 0.4 2.4 ± 0.4 3.6 ± 0.4 6 ± 0.5 60° ± 5° 4.3 ± 0.4 10.5 ± 0.5 2.4 ± 0.4 2.4 ± 0.4 3.6 ± 0.5 1.2 ± 0.2 0.35 ± 0.035 75° ± 5°

1st phase

50 ± 5 8±2 24 ± 4 77 ± 12 24 ± 4 20 ± 2 35 ± 5 55 ± 5

2nd phase 3rd phase Screw securing rocker arm support Nuts valve clearance setting Nuts M14 securing supply piping from high-pressure pump to Common rail Screw M8 securing high pressure pipe connection Screw M6 securing wall hole head for harness Screw M8 securing electric injector harness support Nuts securing electric injector single harness Screw M12 securing fuel filter bracket holder Screw M8 securing fuel filter holder Fuel filter

kgm 1.5 ± 0.3 5 ± 0.6 8 ± 0.6

43 ± 5 105 ± 5 24 ± 4 24 ± 4 36 ± 5 12 ± 2 3.5 ± 0.35

Screws M6 securing electric injectors Nut securing connection for injector supply Nut M6 pre-heater grill on intake manifold Screw M8 securing intake manifold Screw M12 securing rear brackets for engine lifting Screws M8 securing Common rail Connections M14 high pressure fuel pipes Screw M12 (12 x 1.75 x 130) securing cylinder head Screw M12 (12 x 1.75 x 150) securing cylinder head

Nm 15 ± 3 50 ± 6 80 ± 6

5 ± 0.5 0.8 ± 0.2 2.4 ± 0.4 7.7 ± 1.2 2.4 ± 0.4 2 ± 0.2 3.5 ± 0.5 5.5 ± 0.5 90° ± 5° 90° ± 5°

36 ± 5 24 ± 4

3.6 ± 0.5 2.4 ± 0.4

20 ± 2

2 ± 0.2

24 ± 4 10 ± 2

2.4 ± 0.4 1 ± 0.2

24 ± 4

2.4 ± 0.4

1.5 ± 0.25 0.15 ± 0.025 77 ± 8 7.7 ± 0.8 24 ± 4 2.4 ± 0.4 contact + 3/4 turn



W190

1 - 105

ENGINE

ITEM

TORQUE

Nm kgm Screw M22 securing oil pressure relief 80 ± 8 8 ± 0.8 valve on oil filter support Screw M8 radiator gasket and oil filter support 24 ± 4 2.4 ± 0.4 Oil filter contact + 3/4 turn Mounting 1/8 in on turbine lubrication filter support 24 ± 4 2.4 ± 0.4 Nut M12 securing turbine lubrication piping 10 ± 2 1 ± 0.2 Screw M10 securing engine coolant inlet mounting 43 ± 6 4.3 ± 0.6 Securing 90° joint (if required) on engine coolant inlet 24 ± 4 2.4 ± 0.4 Piping on cylinder head for compressor cooling 22 ± 2 2.2 ± 0.2 Screw M6 securing connection for engine coolant draining 10 ± 2 1 ± 0.2 Mounting of pins on cylinder block for exhaust manifold 10 ± 2 1 ± 0.2 Screw M10 securing exhaust manifold on cylinder head 53 ± 5 5.3 ± 0.5 50 ± 5 Screw M12 securing damper adapter 1st phase 5 ± 0.5 and damper on crankshaft 2nd phase 90° Screw M10 securing pulley on crankshaft 68 ± 7 6.8 ± 0.7 Screw M8 securing water pump 24 ± 4 2.4 ± 0.4 Screw M10 securing auxiliary components drive belt tensioner 43 ± 6 4.3 ± 0.6 Screw M10 securing fixed pulleys for auxiliary components drive belt 43 ± 6 4.3 ± 0.6 Screw M10 securing flywheel housing 85 ± 10 8.5 ± 1 Screw M12 securing flywheel housing 49 ± 5 4.9 ± 0.5 Screw M6 securing heat exchanger for controller 10 ± 2 1 ± 0.2 Screw M8 securing heat exchanger for controller 24 ± 4 2.4 ± 0.4 Connection M12 inlet-outlet for fuel on heat exchanger 12 ± 2 1.2 ± 0.2 Nut M8 securing valve cover 24 ± 4 2.4 ± 0.4 Screw M6 securing camshaft sensor 8±2 0.8 ± 0.2 Screw M6 securing crankshaft sensor 8±2 0.8 ± 0.2 Screw M14 securing engine coolant temperature sensor 20 ± 3 2 ± 0.3 Screw M5 securing oil pressure-temperature sensor 6±1 0.6 ± 0.1 Screw securing fuel pressure sensor 35 ± 5 3.5 ± 0.5 Screw M14 securing fuel temperature sensor 20 ± 3 2 ± 0.3 Screw securing air temperature-pressure sensor on intake manifold 6±1 0.6 ± 0.1 Screw M12 securing engine oil level sensor 12 ± 2 1.2 ± 0.2 pins M10 7±1 0.7 ± 0.1 Securing of turbine to exhaust manifold: 6 cylinders nuts M10 43 ± 6 4.3 ± 0.6 Adapter M12 on turbine for lube oil pipes (inlet) 35 ± 5 3.5 ± 0.5 Fixture piping on M10 adapter for turbine lubrication 35 ± 5 3.5 ± 0.5 Fixture oil piping on M10 adapter 43 ± 6 4.3 ± 0.6 for turbine lubrication to cylinder block Fixture M8 oil discharge piping on turbine 24 ± 4 2.4 ± 0.4 Fixture connection M6 for oil return from cylinder head to flywheel housing 10 ± 2 1 ± 0.2 1st phase 30 ± 4 3 ± 0.4 Screw M12 securing engine flywheel 2nd phase 60° ± 5° Screw M8 securing front bracket for lifting of engine 24 ± 4 2,4 ± 0,4 Screw securing engine oil sump 24 ± 4 2.4 ± 0.4

{



1 - 106

W190

ENGINE

AUXILIARY COMPONENTS ITEM

TORQUE

Air compressor: Nut 5/8 in securing drive gear on compressor shaft Nut M12 securing to flywheel housing Alternator: Screw M10 securing bracket on water inlet connection Nut M10 securing alternator Climate conditioner: Screw M10 securing bracket Screw M10 securing compressor Starter motor: Screw securing starter motor

Nm

kgm

125 ± 19 77 ± 12

12.5 ± 1.9 7.7 ± 1.2

43 ± 6 43 ± 6

4.3 ± 0.6 4.3 ± 0.6

43 ± 6 24 ± 4

4.3 ± 0.6 2.4 ± 0.4

43 ± 6

4.3 ± 0.6



W190

1.8

ENGINE

TOOLING

TOOL NUMBER

DESIGNATION

P T- 0 1

380001218

PT-01 Diagnostic software !

K

1 4 7

K

L

2 5 8 0

CAN

3 6 9 X 1010

380000665

Puller for crankshaft front seal

380000663

Puller for crankshaft rear seal

380001099

Injector puller

380000666

Tool for the installation of crankshaft front seal

380000664

Tool for the installation of crankshaft rear seal

380000732

Tool for crankshaft cranking

380000667

Punch for the removal and installation of camshaft bushes (use with 380000668)


1 - 107


1 - 108

ENGINE

W190

TOOLING TOOL NUMBER

DESIGNATION

380000220

Band for the insertion of pistons into the cylinder sleeve (60 - 120 mm)

380000668

Handle for interchangeable punches

380000158

Dynamometric screwdriver for the setting of injector solenoid valve securing nut

380000216

Engine lifting hook

380000301

Engine overhaul rotary stand

380000661

Engine support brackets to be used with 380000301

380000362

Crankshaft lifting tool



W190

ENGINE

TOOLING TOOL NUMBER

DESIGNATION

380000304

Angle tightening measuring tool

380000221

Piston ring removal and installation pliers (65 - 110 mm)

380000302

Engine valve spring compression tool

380001223

Hydraulic steering pump securing screw wrench

380000228

Dial gauge (0 - 5 mm)

380000669

Seal puller tool

380000670

Oil filter wrench


1 - 109


1 - 110

ENGINE

TOOLING TOOL NUMBER

DESIGNATION

380000144

Engine flywheel retaining tool

380000364

Dial gauge holder base


W190


SECTION 2

TRANSMISSION INDEX

PARAGRAPH

SUBJECT

2.1

GENERAL CHARACTERISTICS ............................................................................. 2-1

2.2

GENERAL DESCRIPTION ...................................................................................... 2-1

2.3 2.3.1 2.3.2 2.3.3 2.3.4 2.3.5

TRANSMISSION ASSEMBLY ................................................................................ Internal configuration of the transmission ................................................................ Transmission power diagram ................................................................................... Pressure pick-up points and connections ................................................................ Transmission hydraulic diagram (1st speed forward) ................................................ Transmission control valve .....................................................................................

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

2.4 2.4.1 2.4.2 2.4.3

AUTOMATIC TRANSMISSION CONTROL SYSTEM ............................................. "Est-37" electronic controller ................................................................................... Start-up procedure of transmission electronic controller .......................................... Transmission pilot valve .........................................................................................

2-11 2-12 2-13 2-16

2.5

AUTOMATIC TRANSMISSION ELECTRIC DIAGRAM ........................................... 2-18

2.6 2.6.1 2.6.2 2.6.3 2.6.4 2.6.4.1 2.6.4.2

TROUBLESHOOTING GUIDE ................................................................................ Display during the operation of the machine ............................................................ Display, during the start-up procedure with ab instrument ........................................ Table of trouble codes ............................................................................................. Troubleshooting using the "TESTMAN" device ....................................................... Connections and settings of the DPA-03 ............................................................ Configuration of testman software menu ............................................................

2.7 2.7.1 2.7.2

TRANSMISSION OVERHAUL ................................................................................ 2-46 Disassembly of control valve .................................................................................. 2-46 Re-assembly ........................................................................................................... 2-49

2.8 2.8.1 2.8.2 2.8.3

DISASSEMBLY OF THE TRANSMISSION ............................................................ Removal of the transmission control valve and the oil ducts plate from the transmission housing ................................................................................................................... Disassembly ........................................................................................................... Assembly ................................................................................................................

2.9

PROPELLER SHAFTS ........................................................................................... 2-108

2.10 2.10.1 2.10.2 2.10.3 2.10.4 2.10.5 2.10.6 2.10.7 2.10.8

AXLES .................................................................................................................... General description ................................................................................................. Differential description ............................................................................................. "LSD" differential ..................................................................................................... Final drives description ........................................................................................... Disassembly of the axle .......................................................................................... Axle reassembly ..................................................................................................... Installation and inspection of the pinion bearings pre-load ....................................... Correct mounting position of the pinion ...................................................................

2-110 2-110 2-115 2-117 2-118 2-120 2-132 2-155 2-156

2.11 2.12 2.13 2.13.1

WHEEL/TYRES ...................................................................................................... TROUBLESHOOTING ............................................................................................ VALUES OF REFERENCE FOR THE MAINTENANCE .......................................... Tithtening torque values for main bolts ....................................................................

2-157 2-158 2-160 2-161

2.14

LIST OF OVERHAUL SPECIAL TOOLS ................................................................. 2-162

PAGE

2-19 2-20 2-21 2-22 2-43 2-44 2-45

2-55 2-55 2-55 2-72



W190

TRANSMISSION

2-1

2.1 GENERAL CHARACTERISTICS TORQUE CONVERTER - Name - Type - Radiator - Minimum operating pressure

ZF - F&S 340 3 elements, single stage, single phase Water cooling, with multiple radiating fins 4,3 bar

TRANSMISSION PUMP - Name TRANSMISSION - Name - Control - Type - Speeds

ZF WG 210 Manual or automatic Controlled by solenoid valves, Integral Power-Shift, with constant mesh gears with controlled modulation 4 forward and 3 reverse

CLUTCHES (TRANSMISSION) - Type - Actuation - Pressure setting - Oil capacity - Weight (torque converter-transmission)

Oil-bath, multiple disc Hydraulic 16 + 2 bar 26 l 470 kg

2.2 GENERAL DESCRIPTION The W190 transmission is composed of a torque converter group and 7 speed transmission, 4 forward and 3 reverse (with automatic and manual control) transfers the power to the two axles through three propeller shafts, respectively two for the front one and one for the rear.

The axles include a bevel gear set with proportional torque differential (limited slip on request).

Front Engine

Torque

Front

Transmission Rear

Rear

Torque converter cover Transmission ZF 4WG210 Hydraulic pumps Front axle

Support

Front shaft Fig. 2-1

Intermediate shaft

Rear shaft

Rear axle

Composition of the transmission



2-2

TRANSMISSION

W190

POWERSHIFT TRANSMISSION The multi-speed reversible countershaft transmission is hydraulically controlled by multiple disc clutches. Al the gears are constant mesh and are supported by anti-friction bearings. The gears, bearings and clutches are cooled and lubricated by oil. The 4-speed reversible transmission is equipped with 6 multiple disc clutches. When shifting gear, the clutch pack involved is compressed by the mobile piston in an axial direction, under the effect of pressurised oil. A reaction spring controls the return of the piston, releasing the clutch pack.

Transmission control The transmission pump required to supply oil to the torque converter and to control the transmission is mounted on the input shaft of the transmission itself. The pump delivery is Q = 105 lt/min at 2000 engine rpm. The pump sucks oil through a mesh filter from the oil sump and forwards it through a delivery filter to the pressure relief valve. In case of clogging of the delivery filter, the flow is diverted by the by-pass valve ∆p = 5.5 bar to ensure lubrication. If this occurs, the indicator on the display is activated.

Delivery filter Filtering ratio in accordance with ISO 4572: β15 = 25 β10 = 5.0 β30 ≥ 75 Filtering surface, at least: 6700 sq. cm Collecting capacity in accordance with ISO 4572 at least: 17 g The six transmission clutches are selected through proportional valves from P1 through P6 (Fig. 2 - 6). The proportional valve (pressure regulating unit) is composed of pressure regulator (Y6) mobile element and vibration damper.

The 9 bar pressure controlling the mobile element is regulated by the pressure regulation valve. The oil pressure (16 + 2 bar) is directed through the mobile element to the relevant clutch. Due to the direct proportional selection with separate pressure modulation for each clutch the clutch pressures of the transmission clutches involved are controlled. In this manner, the engagement and release of the clutches by a hydraulic intersection becomes possible. This causes a smooth gearshifting, without cuttingoff power. During the gearshifting, the following criteria must be considered: - Speed of engine, turbine, central and output gear train. - Transmission temperature. - Gearshifting mode (upshifting, downshifting reversing and shifting from Neutral). - Load conditions (full or partial load, traction, overspeeding, considering the loading cycles during the gearshifting). The pressure relief valve limits the maximum control pressure at 16 + 2 bar and directs the main flow to the converter and lubrication circuit. At the inlet of the torque converter a safety valve is installed, protecting the converter from internal overpressures (it opens at 11 bar). The oil in the torque converter transfers the power following the well-known hydrodynamic principle. To prevent cavitation, the torque converter is constantly filled by oil. This is obtained by a pressure retaining valve, installed on the rear of the torque converter, set at least 4.5 bar. The oil discharged by the torque converter is directed to the heat exchanger. From the heat exchanger, the oil is directed to the transmission and the lubrication circuit, so that all lube points are supplied by cooled oil. Six pressure regulators are installed in the ElectroHydraulic control valve - see Fig. 2-7. The correspondence of the pressure regulators to the single speeds can be seen in Fig.s 2-5, 2-6.


Copyright © New Holland W190

TRANSMISSION

2-3

2.3 TRANSMISSION ASSEMBLY

1

2 14

16

2

13 13

12 3 11

10

6

6

6

6

4

5 9 15

6

6

8

17

7

18

19

Fig. 2-2

1. Lifting eyes - 2. P.T.O - 3. Electro-hydraulic control valve - 4. Connection of return line from parking brake M26x1.5 - 5. Hydraulically actuated parking brake - 6. Transmission mounting holes M20 - 7. Connection for oil filler neck and dipstick - 8. Brake disc - 9. Output flange - 10. Delivery filter (fine) - 11. Filter head - 12. Pressure system connection M16 x 1.5 - 13. P.T.O. 1 - 14. Torque converter - 15. Steering emergency pump -16. Breather - 17. Transmission output front shaft - 18. Oil draining plug - 19. I.D. plate



2-4

TRANSMISSION

W190

2.3.1 INTERNAL CONFIGURATION OF THE TRANSMISSION 12 1 11

2

10 3 9 4 GEAR DIAGRAM 5 KR AN

KV

K4

K2

8

K1

K3

AB

6 7

13 14 15

Fig. 2-3 1. "KR" clutch shaft - 2. P.T.O. coaxial with engine - 3. "KV" clutch shaft - 4. "K2" clutch shaft - 5. "K3" clutch shaft - 6. Rear output flange - 7. Converter side output flange - 8. Output shaft - 9. Transmission pump - 10. Input flange - Input through universal joint - 11. Torque converter - 12. Engine speed induction sender - 13. "K4" clutch shaft - 14. Torque converter pressure relief valve - 15. "K1" clutch shaft



TRANSMISSION

2-5

2.3.2 TRANSMISSION POWER DIAGRAM

1st speed forward

2nd speed forward KR

KR KV

Turning direction 106 Z=51 113 Z=23

104 Z=32

Engine speed induction sensor

KR KV

K4

K2

AN

K4

K2

K1 K1

K1

K3

K1

K3

K1

K3

204 Z=63

AB

AB

KR

115 Z=52 101 Z=54

102 Z=55

Gear set speed induction sensor

AN

K4

108 Z=58

AN

K4

K2

4th speed forward

KR KV

AN

K4

K2

K3

112 Z=36

KV

AN

3rd speed forward

103 Z=56

201 Z=55

110 Z=52

KV 111 Z=23

Turbine speed induction sensor

Legenda: KV = Forward clutch KR = Reverse clutch K1 = 1st speed clutch K2 = 2nd speed clutch K3 = 3rd speed clutch K4 = 4th speed clutch AN = Input AB = Output

AB

AB

1st speed reverse

2nd speed reverse

K2

105 Z=44

K3 Transmission output speed sensor AB

Idle gears

AN

Clutch diagram Travel direction Forward

107 Z=49

AB Reverse

Legenda: Power flow

KV

AN

KV

AN

KR

KR

KR KV 114 Z=55

3rd speed reverse

Speed 1 2 3 4 1 2 3

Clutch KV/K1 KV/K2 KV/K3 K4/K3 KR/K1 KR/K2 KR/K3

Ratio 3,745 2,089 1,072 0,636 3,551 1,981 1,017

K4

K2

K1

K3

AB

K4

K2

K1

K3

AB

K4

K2

K1

K3

AB

Fig. 2-4


Copyright © New Holland 2-6

TRANSMISSION

2.3.3 PRESSURE PICK-UP POINTS AND CONNECTIONS

48

47

W190

21

VIEW X

The locations indicated (53) correspond to the positions of Fig. 2-6. The measurements are performed with hot transmission (about 80 ÷ 95 °C) (176 ÷ 203 °F).

65

51

69

H G

K

57 54

68

X

49

J

A

F

B

E

C

D

60 53

34

55

58

56

16

Y No. DESIGNATION OF POSITION

51 = 52 = 53 = 55 = 56 = 57 = 58 = 60 = 63 = 65 = 15 = 16 = 21 = 34 = 47 = 48 = 54 = 49 = 68 = 69 = 70 = 71 =

CONNECTION

HYDRAULIC OIL AND TEMPERATURE MEASURING POINTS: Front side of converter - opening pressure 11 bar M10x1 Rear side of converter - opening pressure 4.3 bar M14x1.5 Forward clutch 16 + 2 bar KV M10x1 Reverse clutch 16 + 2 bar KR M10x1 Clutch 16 + 2 bar K1 M10x1 Clutch 16 + 2 bar K2 M10x1 Clutch 16 + 2 bar K3 M10x1 Clutch 16 + 2 bar K4 M10x1 Rear side of converter M14x1.5 temperature 100 °C (212 °F) for short time 120 °C - 248 °F) System pressure 16 + 2 bar M10x1 Flow measuring points: Connection to heat exchanger 1 5/16"-12 UN-2B Connection from heat exchanger 1 5/16"-12 UN-2B INDUCTION SENDERS, SPEED SENSOR AND SWITCHES: Induction sender n Turbine M18x1.5 Speed sensor n Output and tachometer Induction sender n Central gear train M18x1.5 Induction sender n Engine M14x1.5 Filter contanimation switch M14x1.5 CONNECTIONS: Connection plugs on electric-hydraulic control Pressure system (Optional) M16x1.5 Control (Optional) M16x1.5 Steering emergency pump - Pressure line M22x1.5 Steering emergency pump - Pressure line M22x1.5

INDICATION ON VALVE BLOCK

VIEW Y

15 52/63

H

16

70

B E D A C F

D S

15

71

52/63

K CODES Travel direction FORWARD

REVERSE

J G

NEUTRAL Clutches engaged Location on block Number of measuring point


Speed

1 2 3 4 1 2 3

• Pressure regulator active Y1 Y2 Y3 Y4 • • •

•

K4 F 60

• • •

•

KR E 55

K1 D 56

Clutch engaged

Y5 • • •

•

•

• K3 C 58

Y6

KV B 53

K1 KV K3 K4 KR KR KR

KV K2 KV K3 K1 K2 K3

K2 A 57

Fig. 2-5


TRANSMISSION

2-7

2.3.4 TRANSMISSION HYDRAULIC DIAGRAM (1st speed forward) The locations indicated (53) correspond to locations of Fig. 2-5. Legenda: WT = Heat exchanger WGV = Torque converter rear pressure valve 4.3 bar WSV = Torque converter safety valve 11 bar HDV = Main pressure relief valve 16 + 2 bar RV-9 = Pressure reduction valve 9 bar NFS = Mobile element D = Vibration damper B = Orifice P1 = Proportional valve K4 P2 = Proportional valve KR P3 = Proportional valve K1 P4 = Proportional valve K3 P5 = Proportional valve KV P6 = Proportional valve K2 Y1..Y6 = Pressure regulators TEMP = Temperature sensor FDV = Filter differential pressure valve (by-pass valve) ∆p = 5.5 bar

K4

F

P1 B

60

KR

D

Y1

E

P2 B

NFS

Y2

55

D

K1

D

P3 B

NFS

Y3

56

D

K3

C

P4 B

NFS

Y4

58

KV

B

P5

D

B

Y5

NFS

53

K2

A

P6

D

B

Y6

NFS

57

D

NFS

RV-9 TEMP HDV

K

Hydraulic control valve diagram

65

Torque converter 51

H

Legenda:

63

= Main pressure = Main regulated pressure = Piloting pressure = Converter inlet pressure = Converter outlet pressure = Lubrication = Oil return to sump

Travel direction FORWARD

REVERSE

NEUTRAL Clutches engaged Location on block Number of measuring point

Speed 1 2 3 4 1 2 3

• •

•

K4 F 60

• • •

•

KR E 55

K1 D 56

52

By-pass valve p=1.5 bar

15

16

Transmission pump p = 16 + 2 bar Qp 0 105 lt/min n = Engine at 2000 rpm

Oil sump Lubrication Y5 • • •

•

KV B 53

Main hydraulic diagram

Clutch engaged

Y6

•

• K3 C 58

Fine filter Filtering ratio in accordance with ISO 4572: β30 75 β15 25 β10 5 Collecting capacity in accordance with ISO 4572 at least: 17 g Filtering surface, at least: 6700 sq. cm

FDV

WGV

CODES • Pressure regulator active Y1 Y2 Y3 Y4 •

WSV

K1 KV K3 K4 KR KR KR

KV K2 KV K3 K1 K2 K3

K2 A 57

Fig. 2-6



2-8

TRANSMISSION

W190

2.3.5 TRANSMISSION CONTROL VALVE Main pressure relief valve 16 + 2 bar Pressure reduction valve 9 bar Housing

A

A

Connector/harness

B

Cover

Cover

Cover

Control valve body

SECTION A - A Main pressure relief valve 16 + 2 bar

Control valve body

Pressure reduction valve 9 bar

Connector/ harness

Intermediate plate

Oil ducts plate

Power socket SECTION B - B PROPORTIONAL VALVE P5

Pressure regulator

Vibration damper

Follow-up plunger Discharge line

Fig. 2-7

Pressure reduction Carefully read personal and machine SAFETY PRECAUTIONS (at the beginning of this manual)

Operating pressure


W190

TRANSMISSION

2-9

TRANSMISSION CLUTCH ENGAGEMENT PRESSURE VARIATION GRAPHS

Clutch 1 beginning of disengagement

G ra d ie n t (nEng)

= f

Pressure

Clutch 2 End of engagement

Clutch 2 Beginning of engagement

Clutch disc slipping phase

Fast filling

Time

Modulation

2-8

Fig. 2-8

Gearshifting

The fast filling time depends upon: - dimension of clutch - play of clutch Pressure

Clutch filling Clutch filling

Fast filling time

Modulating time

The modulating pressure depends upon: - pressure regulator - flow amplification valve - clutch spring - clutch ring

Pressure Compensazione

Pressione Veloce

The piston moves against the discs

Fig. 2-9

Time

Clutch filling



2 - 10

TRANSMISSION


W190


TRANSMISSION

2 - 11

2.4 AUTOMATIC TRANSMISSION CONTROL SYSTEM

Kick-down + down shift button

Direction reverser auxiliary switch

Transmission gearshift lever

Automatic transmission selector switch

A

"EDC" engine controller

"Brown Box" controller

"est-37" transmission controller

Auxiliary direction inversion actuation switch

"LTS" switch Multi function display

Transmission sensors

C

H

C

1

2

3

COOLANT TEMP

"LTS" solenoid valve

T\M OIL TEMP

20 F

E

H

4

30

10 40 50

FUEL

1\10 h

HOURMETER HOUR

km\h

Dashboard

Fig. 2-10



2 - 12

TRANSMISSION

W190

2.4.1 "EST-37" ELECTRONIC CONTROLLER The transmission control unit consists of a control electronic unit EST-37 and a hydraulic control unit. The EST-37 electronic control unit, connected to a 32-bit microprocessor, controls the gearshifting sequence of the transmission. The optimised modulating pressure is calculated for each gearshifting as a function of the load and the speed for the clutch involved.

A continuous regulation of the parameters constantly ensures a high quality of the gearshifting. Also, the software includes extended functions to ensure the line of command and to support the diagnostic system. The control electronic unit has a CAN interface for the exchange of data with the vehicle and engine electronic system.

Technical specifications: Nominal voltage: 24 Volt Max. current absorbed: 10 Amp Operating temperature: -40 °C (- 40 °F) through + 70 °C (158 °F) Protection class: IP54 Weight: 0.9 kg

Identification plate

Connection

▲

Protections: The controller is protected against - short-circuits - voltage jumps - wrong connections Fig. 2-11



W190

TRANSMISSION

2 - 13

2.4.2 START-UP PROCEDURE OF TRANSMISSION ELECTRONIC CONTROLLER In order to optimise the operational parameters of the transmission it is necessary to start-up the controller every time one of the following conditions occur: - disassembly/assembly of the transmission; - replacement of an electronic component or a transmission component. The same procedure should be performed when the modulation of the gearshifting is insufficient. In fact, the clutch packs, after a certain use, have different plays from the original values.

The determination of the filling parameters, in fact, provides the optimisation of the tolerances, the disc play, the pressure level inside the clutches and the filling speed of the clutches during the gearshifting. The start-up of the controller is possible using the following tooling: AEB Starter (tool No. 380000818) DISPLAY (tool No. 380001297)

DISPLAY 380001297

AEB-STARTER 380000818

W190-2R001

Fig. 2-12 Connection of the transmission start-up tooling. The display and the AEB must be connected to the sockets indicated, located behind the plastic panel of the cab, behind the operator's seat.



2 - 14 1.

TRANSMISSION

W190

Introduction

The AEB starter is a tool for the start-up of Ergopower transmissions. It is especially useful when used together with the ZFDisplay, since it provides all the messages on the conditions of the AEB. The AEB "per se" does not provide any information.

2.

List of abbreviations

AEB: setting of automatic filling parameter TCU: transmission control unit

3.

Procedure for the start-up of the AEB

Note — The AEB does not start when any trouble code is present on the display, except trouble "F6".

Step to do

Display message

Remarks

1

Transmission heating

normal operating messages

2

Disengage starting

none

3

Connect the AEB-Starter

4

• move gearshift lever into N • engage parking brake

5

Start the engine

"PL"

6

Bring the engine speed to 800 rpm

"PL" if starting conditions OK

7

Press the AEB-Starter button

"ST" if starting conditions OK

The button must not be released before the TCU has started the AEB or an error code is shown

8

Keep the button until AEB starts

"K1"… (Information about the AEB conditions)

TUC started the AEB and moves to regulate K1, K2,… KR. (the button can be released)

9

Wait until the AEB finishes

"OK" (AEB successful)

10

Disengage the starting and disconnect the AEB-Starter

none

TCU must identify PL for at least 2 sec.s before it is possible to press the button



W190 4.

TRANSMISSION

2 - 15

Display

Symbol

Meaning

PL

AEB-Starter is connected to diagnostic pick-up

ST

The AEB-Starter is pressed

K1,..K4,KV,KR

Calibration of clutches K1, …K4,KV,KR

e Kx

Remarks

Wait for starting, start-up of clutch Kx

= e Kx

Fast filling time determination clutch Kx

= e Kx

Determination of compensation pressure of clutch Kx

OK

Calibration of all clutches terminated

The transmission stays in neutral, the TCU must be restarted (starting on/off) after removing the AEB

STOP

AEB cancelled (activation stopped)

The transmission stays in neutral, the TCU must be restarted (starting on/off)

STOP e Kx

AEP stopped, clutch Kx cannot be calibrated


Wrench e Kx

Kx cannot be calibrated, AEB terminated


×E

Engine speed too low ➝ increase engine speed

ØE

Engine speed too high ➝ reduce engine speed

×T

Transmission oil temperature too low ➝ warm-up transmission

ØT

Transmission oil temperature too high ➝ cool-down transmission

FT

Transmission temperature not in the range defined during the calibration


FB

ABNORMAL operating mode or transmission temperature sensor defective or recording of values calibrated by EEPROM failed


FO

Output speed is not zero


FN

Gearshift lever not in position Neutral


FP

Parking brake not engaged


STOP

AEB-Starter used in incorrect manner or defective




2 - 16

TRANSMISSION

W190

2.4.3 TRANSMISSION PILOT VALVE

2

N-LOCK

3 4

ND

IN N (NEUTRAL) POSITION F. R. CANNOT BE SELECTED

A BC D

RED Y E L LOW PINK GREEN BLACK GREEN BLUE VIOLET

A BC D

A B C D

A B C D

▲

F

▲

X2

X1 F N R D 1 2 3 4

F

N

1 2 3

N

ZF

R

R

= = = = = = = =

FORWARD NEUTRAL REVERSE NEUTRAL MECHANICAL LOCKING 1st SPEED 2nd SPEED 3rd SPEED 4th SPEED

ZF TECHNICAL SPECIFICATIONS CONNECTION DIAGRAM OF RANGE SELECTOR NOMINAL VOLTAGE

UN =12 Volt UN =24 Volt

OPERATING VOLTAGE

UDIR =9 - 15 Volt UDIR =19 - 23 Volt

TESTING VOLTAGE

UPR =14 ± o.5 Volt 28 ± 0.5 Volt

OUTPUT CURRENT (INDUCTIVE LOAD)

AD1 … AD7 ILmin = 10 mAmp ILPR = 0.6 Amox

OUTPUT LEVEL (ACTIVE) OPERATING TEMPERATURE

UA = US - 0.3 Volt - 30 °C .. + 70 °C

PROTECTION CLASS DIN 40050 BL.9 ELECTRIC COMPONET PARTS IN THE ELECTRIC CONNECTION BOX

IP 65 IP 20

(+) X2,A

A2

X1,D X1,C X1,B X1,A X2,B X2,C X2,D

A1 K1

K2

(-) K1 K2 A1 A2

= = = =

STARING BLOCK RELAY BACK-UP LIGHT RELAY CONTROLLER EST-2/EST-17 GERASHIFT SELECTOR

Fig. 2-13



W190

TRANSMISSION

2 - 17

VALVE ENERGISING TABLE OUTPUT SIGNAL OUTPUT SIGNAL SPEED GEAR

FORWARD FORW.

1

2

3

KD

REVERSE REV.

4

1

2

3

4

NEUTRAL NEUTRAL. 1 2 3 4

AD1 B1 AD2 B2 AD3 B3 AD4 V AD5 R AD6 AS AD7

PILOT VALVE ELECTRIC DIAGRAM CONNECTION DIAGRAM

SW S6

1 S4 2

1 2

1 S5 2

A

GN BL VI XI RT

S1 3 S2 3 S3 3

1 2

1 2 1 2

AD3 (B3)

B

AD2 (B2)

C

AD1 (B1)

D

AD7 (KD)

A ED1 (+/VP)

GR

D AD6 (N)

GE

B AD4 (AVANTI)

RS X2

C AD5 (RETROMARCIA)

X1 CONTACT PATTERN

X2 CONTACT PATTERN

A B C D

A B C D

CABLE COLOUR CODE WS BR GN GE GR RS BL RT SW VI

WHITE BROWN GREEN YELLOW GREY PINK BLUE RED BLACK VIOLET

Fig. 2-14



2 - 18

TRANSMISSION

W190

2.5 AUTOMATIC TRANSMISSION ELECTRIC DIAGRAM F1

K1.38 K1.15 F2

# S35 no with # S35 not FNRI with push button FNR ! button pressed

1 P

VP (+)

A2

F N R B1 B2 Function B3 function button button

S2

S35# 45 3

B4

VP (+) F

A2.2

R N

SignalC-Signal C function function button button

B C D E F

2

62

1

4 44 31 20 30

X3:B X3:D X3:C X2:C X2:B X2:A X2:D

43 67 64 63 65 22

XX 86

K1

P

XX 85

B1 B2 B3

1 2

19 3

1 2

41

1 2

42

23

68

1

2

2

S31

S3

66

VP1 VPE1VPE2 EF4

1

21

ED3

ED18

H1

K2

29

52

ED11

ADM1

XX

S38

XX 2

XX

2

A

X3:A

1

K5

7 ADM2

VMG2

XX 5 ADM4 SD4

SDDK

ED9 3ED13 ED3 ED12

EUPR

36

1

A9

15

2

18

4

1

A5 3

SD1

ED4 ED6 ED5 ED1 ED2

AIP1 AIP2 AIP3 AIP4 AIP5 AIP6 VPS1 VPS1 ER1 VMGR2

A1

ED7

EF1 VMG1

EF2

ER2

EF3 VCS 28

CANF_H

CANF_L CANF_T

25

26

27

1 2 3 4 5 6 7

56 10 32 33 9 51 12 13 39 46

8 9

49 1

4 1

A6 3

Y1 Y2 Y3 Y4 Y5 Y6 VPS1(+)

A3

TEMP TEMP

2 ϑ

B15

VM1 VM2 1

14

2

4

1 2

A7

Recommended screening K1.31

Twisted pair (38 rev/min) for L > 2 m

Fig. 2-15

POS.

LEGENDA

A1 A2.1 A2.2 A3 A5 A6 A7 A9

EST-37 CONTROLLER DM-3 CONTROL LEVER SWITCH - FNR TRANSM. HYDRAULIC LOCK DIAGN. INTERFACE (CONNECTOR) DISPLAY INTERFACE-CAN (CONNECTOR) TACHOMETER WITH FREQUECY DIVIDER (CLIENT SCOPE) ENGINE SPEED PICK-UP TRBINE PICK-UP INNER SPEED PICK-UP OUTPUT SPEED SENSOR SENSOR - CONVERTER TEMPERATURE FUSE 7.5 Amp FUSE 7.5 Amp INDICATOR LIGHT STARTING SAFETY REALY INVERTER CONTROL RELAY SPEED SIGNAL RELAY

B1 B2 B3 B4 B15 F1 F2 H1 K1 K2 K5

POS.

LEGENDA

S2 S3 S31 S35 S38

CLUTCH CUT-OFF SWITCH AUTO7MANUAL MODE SELECTION SWITCH PARKING BRAKE RETURN SWITCH GEARSHIFT LEVER SWITCH SPEED SIGNAL SWITCH



W190

TRANSMISSION

2 - 19

2.6 TROUBLESHOOTING GUIDE The diagnosis of possible operating malfunctions on the transmission group can be performed using the display indicated here below tool 380001297. Under engine operating conditions and gearshift selector in neutral position, the troubles are displayed by symbol "g" and the showing of an alpha-numerical code identifying the type of failure.

The error codes are composed of two decimal digits. The first one indicates the type of signal, the second the signal and the type of error

Definition of error codes First digit

h

f ed

a bc

left digit

right digit

g

Fig. 2-16

The display must be connected through harness 380001297 provided to the socket indicated located behind the plastic panel in the cab, behind the operator's seat.

1 hex 2 hex 3 hex 4 hex 5 hex 6 hex 7 hex 8 hex 9 hex A hex B hex C hex D hex E hex F hex

Meaning of digit

Input digital signal Input analogical signal Speed signal CAN error signal CAN error signal CAN error signal Output current analogical signal Output current analogical signal Output analogical signal Output analogical signal Transmission error. Clutch error Logic error Power supply High speed signal General error

Please find here below some symbols relative to different operating conditions of the machine and the list of trouble codes with their meaning and the possible repair intervention.

Fig. 2-17



2 - 20

TRANSMISSION

W190

2.6.1 DISPLAY DURING THE OPERATION OF THE MACHINE Symbol

Meaning

1F, 1R 2F, 2R 3F, 3R 4F 5F 6F LF, LR F or R no speed F or R flashing NN

Effective speed and direction the left digit indicates the speed the right digit indicates the direction

** *N 1 bar (special symbol) 2 bars 3 bars 4 bars 4 bars and 2 arrows Flashing lbars Wrench Defect code WS WR WT WE PN

F or R flashing

EE flashing

recovery speed clutch disengagement F or R direction selected while the turbine speed is too high No neutral, wait for neutral after supply or serious trouble Oil temperature too low, no speed available Oil temperature too low, one speed only available Manual mode 1st speed

Remarks

WARNING — The speed engages if the turbine speed decreases To engage speed, move gearshift lever into neutral at first then into position F or R Warm-up engine/transmission Warm-up engine/transmission

Manual mode 2nd speed Manual mode 3rd speed Manual mode 4th speed Automatic mode 4 WG: downshifting mode activated Engine and turbine speed differential exceeds a certain limit and the clutch lock is not activated At least one defect activated Select neutral to read trouble code See trouble code list Alarm, sump temperature Shifting between speeds/direction while moving, in neutral only indicated if no defects monitored (wrench) Alarm delay temperature Shifting between speeds/direction while moving, in neutral only indicated if no defects monitored (wrench) Alarm, torque converter Shifting between speeds/direction while moving, in temperature neutral only indicated if no defects monitored (wrench) Alarm, high engine speed Shifting between speeds/direction while moving, in neutral only indicated if no defects monitored (wrench) Direction F or R selected with Transmission in neutral until the parking brake parking brake engaged is released WARNING — The machine starts moving after releasing the parking brake Selection of forward or reverse Speed selected if engine speed is decreased direction while the turbine speed is too high WARNING — The rotor is engaged when the turbine speed decreases No communication with Check connections between TCU and display display



W190

TRANSMISSION

2.6.2 DISPLAY, DURING THE START-UP PROCEDURE WITH AB INSTRUMENT Symbol

Meaning

PL

FO

AEB-Starter is connected to diagnostic pick-up AEB-Starter button pressed Calibration clutch K1 …K4, KV,KR Wait for starting, start-up clutch Kx Fast filling time determination clutch Kx Determination compensation pressure of clutch Kx Calibration of all clutches determined AEB cancelled (activation terminated) AEB stopped, clutch Kx cannot be calibrated Kx cannot be calibrated, AEB terminated Engine speed too low ⇒ increase engine speed Engine speed too high ⇒ decrease engine speed Transmission oil temperature too low ⇒ warm-up transmission transmission oil temperature too high ⇒ cool down transmission Transmission temperature not within the range defined during the calibration Operating mode ABNORMAL or transmission temperature sensor defective or recording of values calibrated by EPROM failed Output speed not at zero

FN

Control lever not in neutral

FP

Parking brake not engaged

STOP

AEB-Starter used in incorrect or defective manner. Device wrong or wrong cable.

ST K1,..K4,KV,KR - e Kx = e Kx = e Kx OK STOP STOP and Kx Chiave and Kx ∆E ∇E ∆T

∇T

FT FB

Remarks

The transmission stays in neutral, TCU must be restarted (starting off/on) after removing AEB The transmission stays in neutral, TCU must be restarted (starting off/on) The transmission stays in neutral, TCU must be restarted (starting off/on) The transmission stays in neutral, TCU must be restarted (starting off/on)

The transmission stays in neutral, TCU must be restarted (starting off/on) The transmission stays in neutral, TCU must be restarted (starting off/on)

The transmission stays in neutral, TCU must be restarted (starting off/on) The transmission stays in neutral, TCU must be restarted (starting off/on) The transmission stays in neutral, TCU must be restarted (starting off/on) The transmission stays in neutral, TCU must be restarted (starting off/on)


2 - 21

TCU shifts transmission to neutral OP mode: transmission shutdown

LOGICAL ERROR AT GEAR RANGE SIGNAL TCU detected a wrong signal combination for the gear range • cable from shift lever to TCU is broken • cable is defective and is contacted to battery voltage or vehicle ground • shift lever is defected

LOGIC ERROR AT DIRECTION SELECTION SIGNAL • wire from gearshift lever to TCU cut-off • wire defective and connected to battery voltage or ground of vehicle • gearshift lever defective

LOGIC ERROR IN THE PARKING BRAKE STATUS Parking brake status signal monitored by TCU and signal forwarded to CAN do not coincide • one of the wires from status switch to electronic box defective • one of the status switches is defective

11

12

14

TCU moves the transmission into DCO status OP-Mode: normal

• check the cables from electronic boxes to status switches • check signals of the status switches

• check cables between TCU to gearshift lever • check combination of signals of gearshift lever in positions F-N-R

Failure cannot be detected in systems with DW2/DW3 shift lever

• check the cables from TCU to shift lever • check signal combinations of shift lever positions for gear range

The defect is identified if TCU monitors a valid signal for the direction at the gearshift lever

Fault is taken back if TCU detects a valid signal for the position

Remarks

Possible step or intervention

transmission control unit Electronic control unit power take-off

2 - 22

TCU moves transmission into neutral OP mode: transmission cut-off

Reaction TCU

TCU EEC PTP

MEANING OF TROUBLE CODE Possible cause identification of trouble

open circuit short circuit mode of operation

Abbreviations:

Trouble Code (hex)

o.c. s.c. OP-Mode

2.6.3 TABLE OF TROUBLE CODES


TRANSMISSION W190



LOGIC ERROR AT SIGNAL 2 GEARSHIFT LEVER DIRECTION SELECTION TCU detected a wrong signal combination for the direction • wire from gearshift lever 2 to TCU cut-off • wire defective and connected to battery voltage or ground of vehicle • gearshift lever defective

S. C. TO BATTERY VOLTAGE AT CLUTCH CUT OFF INPUT the measured voltage is too high: • cable is defective and is contacted to battery voltage • clutch cut off sensor has an internal defect • connector pin is contacted to battery voltage

S. C. TO GROUND OR O.C. IN CLUTCH CUTOFF INPUT • voltage measure is too low: • wire defective contacting ground of vehicle • wire not connected to TCU • clutch cut-off sensor defective • connection terminal connected to battery voltage

S. C. VOLTAGE BATTERY AT LOAD SENSOR INPUT • the voltage measured is too high: • wire defective and connected to battery voltage • load sensor defective • the terminal is connected to battery voltage

Trouble Code (hex)

15

21

22

23

The delay function is in trouble TCU uses lack of load OP-Mode: normal

• check wire between TCU and sensor • check connectors • check load sensor • check mounting tolerance of load sensor

• check wire between TCU and sensor • check connectors • check clutch cut-off sensor

Availability of retarder depends on default load

The defect is identified if TCU monitors a valid signal for the direction at the gearshift lever

• check the cables from TCU to shift lever 2 • check signal combinations of shift lever positions F-N-R

• check the cable from TCU to the sensor • check the connectors • check the clutch cut off sensor

Remarks


W190

The clutch cut-off function is inoperative OP-Mode: normal

Clutch cut off function is disabled OP-Mode: normal

TCU shifts transmission into neutral when selector is activated OP-Mode: transmission inactive when selector activated

Reaction TCU


TRANSMISSION 2 - 23


Reaction TCU

No reaction TCU use lack of temperature OP-Mode: normal

No reaction TCU use lack of temperature OP-Mode: V normal




S. C. TO GROUND OR O.C AT CONVERTER OUTPUT TEMPERATURE SENSOR • the voltage measured is too high: • wire defective and connected to battery voltage • wire not connected to TCU • temperature sensor defective • the terminal is connected to battery voltage or is broken

S. C. TO GROUND OR O.C. AT CONVERTER OUTPUT TEMPERATURE SENSOR • the voltage measured is too low: • wire defective contacting ground of vehicle • temperature sensor defective • connection terminal connected to ground

S. C. TO GROUND TO TRANSMISSION DISCHARGE LINE TEMPERATURE INPUT the voltage measured is too low: • wire defective contacting ground of vehicle • temperature sensor defective • connection terminal connected to ground

S. C. TO BATTERY VOLTAGE OR O. C. TO MODULATOR TEMPERATURE SENSOR INPUT the voltage measured is too high: • wire defective contacting ground of vehicle • wire not connected to TCU • temperature sensor defective • connection terminal connected to battery or broken

Trouble Code (hex)

24

25

26

27

• check wire between TCU and sensor • check connectors • check temperature sensor

Remarks

2 - 24






TRANSMISSION W190



S.C. ON BATTERY VOLTAGE OR O. C. AT CONVERTER OUTPUT TEMPERATURE SENSOR INPUT the voltage measured is too high: • wire defective and connected to battery voltage • wire not connected to TCU • temperature sensor defective • connection terminal connected to battery or broken

S. C. TO GROUND AT CONVERTER OUTPUT TEMPERATURE SENSOR INPUT the voltage measured is too low: • wire defective contacting ground of vehicle • temperature sensor defective • connection terminal connected to ground

S.C. BATTERY VOLTAGE OR O. C. ENGINE SPPED INPUT TUC monitors a voltage exceeding 7.00 Volt at speed input terminal • wire defective and connected to battery voltage • wire not connected to TCU • wire not connected to TCU • speed sensor defective

Trouble Code (hex)

27

28

31





Remarks

W190




Reaction TCU


TRANSMISSION


2 - 25

OP-Mode: replaces clutch controlIf trouble occurs at output speed, TCU moves to Neutral OP-Mode: recovery


LOGIC ERROR AT ENGINE SPEED INPUT TCU monitors an engine speed higher than threshold and immediately after it monitors zero speed • wire/connection defective and grounding on vehicle • speed sensor defective • sensor gap wrong

S. C. TO BATTERY VOLTAGE OR O. C. AT TURBINE SPEED INPUT TCU monitors a voltage exceeding 7.00 Volt at speed input terminal • wire defective and connected to battery voltage • wire not connected to TCU • speed sensor defective • terminal connected to battery voltage or broken

S. C. TO GROUND AT TURBINE SPEED INPUT TCU measures a voltage lower than 0.45 Volt at speed input terminal • wire/connection defective and grounding on vehicle • speed sensor defective

33

34

35


S. C. TO GROUND AT ENGINE SPEED INPUT TCU measures a voltage lower than 0.45 volt at speed input terminal • wire/connection defective and grounding on vehicle • speed sensor defective

32

Reaction TCU


Trouble Code (hex)


This trouble is reset after powering TCU

Remarks

2 - 26

• check wire between TCU and sensor • check connectors • check speed sensor





TRANSMISSION W190


Reaction TCU


OP-Mode: replaces clutch control




LOGIC ERROR AT TURBINE SPEED INPUT TCU monitors an engine speed higher than threshold and immediately after it monitors zero speed • wire/connection defective and grounding on vehicle • speed sensor defective • sensor gap wrong

S. C. TO BATTERY VOLTAGE OR O. C. AT INNER SPEED INPUT TCU monitors a voltage exceeding 7.00 Volt at speed input terminal • wire defective and connected to battery voltage • wire not connected to TCU • speed sensor defective • terminal connected to battery voltage or broken

S. C. TO GROUND AT INNER SPEED INPUT TCU measures a voltage lower than 0.45 Volt at speed input terminal • wire/connection defective and grounding on vehicle • speed sensor defective

LOGIC ERROR AT INNER SPEED INPUT TCU monitors an engine speed higher than threshold and immediately after it monitors zero speed • wire/connection defective and grounding on vehicle • speed sensor defective • sensor gap wrong

Trouble Code (hex)

36

37

38

39

• check wire between TCU and sensor • check connectors • check engine speed sensor • check sensor gap

W190

• check wire between TCU and sensor • check connectors • check engine speed sensor



• check wire between TCU and sensor • check connectors • check temperature sensor • check sensor gap

• check wire between TCU and sensor • check connectors • check engine speed sensor

Remarks



TRANSMISSION 2 - 27


Special mode for speed selection OP-Mode: replaces clutch controlI trouble occurs at turbine level, TCU moves to neutral OP-Mode: recovery Special mode for speed selection OP-Mode: replaces clutch controlI trouble occurs at turbine level, TCU moves to neutral OP-Mode: recovery

S. C. TO GROUND AT OUTPUT SPEED TCU measures a voltage lower than 1 Volt at speed input terminal • wire/connection defective and grounding on vehicle • speed sensor defective

LOGIC ERROR AT OUTPUT SPEED INPUT TCU monitors an engine speed higher than threshold and immediately after it monitors zero speed • wire/connection defective and grounding on vehicle • speed sensor defective • sensor gap wrong

• check wire between TCU and sensor • check connectors • check speed sensor • check sensor gap





Remarks

2 - 28

3C

3B

Special mode for speed selection OP-Mode: replaces clutch controlI trouble occurs at turbine level, TCU moves to neutral OP-Mode: recovery

S. C. TO BATTERY VOLTAGE OR O. C. AT OUTPUT SPEED INPUT TCU monitors a voltage exceeding 12.5 Volt at speed input terminal • wire defective and connected to battery voltage • wire not connected to TCU • speed sensor defective • terminal connected to battery voltage or fails to make contact

3A

Reaction TUC


Trouble Code (hex)


TRANSMISSION W190


No reaction

No reaction

TCU moves to neutral OP-Mode: recovery if trouble is monitored on other clutch TCU moves to neutral OP-Mode: stop TCU

MODE SIGNAL TEST CAN signal for test status mode is wrong • cluster controller defective • interference on Can-Bus

Signal request AEB Signal CAN for AEB mode is wrong • I/O controller defective • interference on Can-Bus

S. C. ON BATTERY VOLTAGE AT K1 CLUTCH The value of the resistance monitored by the valve is off-limits, the voltage at valve K1 is too high. • wire/connection defective and connected to battery voltage • wire/connection defective and connected to another regulator output of TCU • regulator defective

59

61

71

Special mode for speed selection OP-Mode: replaces clutch controlI trouble occurs at turbine level, TCU moves to neutral OP-Mode: recovery

ZERO OTPUT SPEED DOES NOT MATCH ANY OTHER SPEED SIGNAL TUC monitors zero output speed and turbine speed or inner speed different from zero • speed sensor defective • sensor gap wrong

3E

Reaction TCU


Trouble Code (hex)


• check signal of output speed sensor • check output speed sensor gap • check wire between TCU and sensor

• check wire from TCU to controller • check connections between TCU and transmission • check resistance of regulator • check inner harness of transmission

W190

• check I/O, Omron master controller • check CAN-bus wire • check wire between I/O, Omron master controller

• check cluster controller • check CAN-bus wire • check wire to cluster controller

Remarks



TRANSMISSION 2 - 29



S. C. TO GROUND AT CLUTCH K1 The value of the resistance monitored by the valve is off-limits, the voltage at valve K1 is too low. • wire/connection defective and connected to battery voltage • regulator defective

O. C. ON CLUTCH K1 The resistance value is off-limits. • wire/connection defective and connected to battery voltage • regulator defective

S. C. ON BATTERY VOLTAGE AT CLUTCH K2 The value of the resistance monitored by the valve is off-limits; the voltage at valve K2 is too high. • wire/connection defective and connected to battery voltage • wire/connection defective and connected to another regulator output of TCU • regulator defective

S. C. TO GROUND AT K2 CLUTCH The value of the resistance monitored by the valve is off-limits; the voltage at valve K2 is too low. • wire/connection defective and connected to battery voltage • regulator defective

Trouble Code (hex)

72

73

74

75






Possible step or intervention Remarks

2 - 30


TCU moves to neutral OP-Mode: recovery if trouble is monitored on other clutchTCU moves to neutral OP-Mode: stop TCU


Reaction TCU


TRANSMISSION W190




S. C. TO BATTERY VOLTAGE AT K3 CLUTCH The value of the resistance monitored by the valve is off-limits; the voltage at valve K3 is too high. • wire/connection defective and connected to battery voltage • wire/connection defective and connected to another regulator output of TCU • regulator defective


77

78


O. C. ON CLUTCH K2 The value of the resistance is off-limits. • wire/connection defective and connected to battery voltage • regulator defective

76

Reaction TCU


Trouble Code (hex)

Remarks

W190






TRANSMISSION 2 - 31




S. C. TO BATTERY VOLTAGE AT K3 CLUTCH The value of the resistance monitored by the valve is off-limits; the voltage at valve K3 is too high. • wire/connection defective and connected to battery voltage • wire/connection defective and connected to another regulator output of TCU • regulator defective

Trouble Code (hex)

79

81


• check wire from TCU to controller • check connections between TCU and transmission • check resistance of regulator • check inner harness of transmission • check wire from TCU to controller • check connections between TCU and transmission • check resistance of regulator • check inner harness of transmission

Reaction TCU



Remarks


2 - 32 TRANSMISSION


W190




S. C. TO BATTERY VOLTAGE AT KV CLUTCH The value of the resistance monitored by the valve is off-limits; the voltage at valve KV is too high. • wire/connection defective and connected to battery voltage • wire/connection defective and connected to another regulator output of TCU • regulator defective

83

84



82

Reaction TCU


Trouble Code (hex)

Remarks

W190






TRANSMISSION


2 - 33



O. C. ON CLUTCH KV The value of the resistance is off-limits. • wire/connection defective and connected to battery voltage • regulator defective

S. C. TO BATTERY VOLTAGE AT KR CLUTCH The value of the resistance monitored by the valve is off-limits; the voltage at valve KR is too high. • wire/connection defective and connected to battery voltage • wire/connection defective and connected to another regulator output of TCU • regulator defective

86

87


S. C. TO GROUND AT KV CLUTCH The value of the resistance monitored by the valve is off-limits, the voltage at valve KV is too low. • wire/connection defective and connected to battery voltage • regulator defective

85

Reaction TCU


Trouble Code (hex)

Remarks

2 - 34






TRANSMISSION


W190

TCU moves to neutral OP-Mode: recovery if trouble is monitored on other clutch TUC moves to neutral OP-Mode: stop TCU

TCU shifts to neutral OP-Mode: limp home if failure at another clutch is pending TCU shifts is neutral OP-Mode: TCU shutdown

O. C. ON CLUTCH KR The value of the resistance is off-limits. • wire/connection defective and connected to battery voltage • regulator defective

SLIPPAGE AT CLUTCH K1 TCU calculates a differential speed at closed clutch K1. If this calculated value is out of range, TCU interprets this as slipping clutch. • low pressure at clutch K1 • low main pressure • wrong signal at internal speed sensor • wrong signal at turbine speed sensor • wrong size of the sensor gap • clutch is defective

89

B1


S. C. TO GROUND AT KR CLUTCH The value of the resistance monitored by the valve is off-limits, the voltage at valve KR is too low. • wire/connection defective and connected to battery voltage • regulator defective

88

Reaction TCU


Trouble Code (hex) Remarks

W190

• check pressure at clutch K1 • check main pressure in the system • check sensor gap at internal speed sensor • check sensor gap at turbine speed sensor • check signal at internal speed sensor • check signal at turbine speed sensor • replace clutch





TRANSMISSION


2 - 35




Trouble Code (hex)

B2

B3


• check pressure at clutch K2 • check main pressure in the system • check sensor gap at internal speed sensor • check sensor gap at turbine speed sensor • check signal at internal speed sensor • check signal at turbine speed sensor • replace clutch • check pressure at clutch K3 • check main pressure in the system • check sensor gap at internal speed sensor • check sensor gap at turbine speed sensor • check signal at internal speed sensor • check signal at turbine speed sensor • replace clutch

Reaction TCU



Remarks


2 - 36 TRANSMISSION


W190



SLIPPAGE AT CLUTCH KV TCU calculates a differential speed at closed clutch KV. If this calculated value is out of range, TCU interprets this as slipping clutch. • low pressure at clutch KV • low main pressure • wrong signal at internal speed sensor • wrong signal at turbine speed sensor • wrong size of the sensor gap • clutch is defective

Trouble Code (hex)

B4

B5


• check pressure at clutch K4 • check main pressure in the system • check sensor gap at internal speed sensor • check sensor gap at turbine speed sensor • check signal at internal speed sensor • check signal at turbine speed sensor • replace clutch • check pressure at clutch KV • check main pressure in the system • check sensor gap at internal speed sensor • check sensor gap at turbine speed sensor • check signal at internal speed sensor • check signal at turbine speed sensor • replace clutch

Reaction TCU



Remarks


W190 TRANSMISSION


2 - 37

No reaction OP-Mode: normal

OVERTEMP SUMP TCU measured a temperature in the oil sump that is over the allowed threshold.

CONVERTER LOCKING CLUTCH SLIPPING TCU monitors a different speed on the converter locking clutch. If the value monitored is off-limits, TCU interprets it as a clutch slipping. • low pressure at converter locking clutch • low main pressure • wrong signal at engine speed sensor • wrong signal at turbine speed sensor • wrong sensor gap • clutch defective

CONVERTER OUTPUT OVERHEATING TCU measures a temperature at the converter output higher than allowable value.

B7

BB

C3


• cool down machine • check oil level • check temperature sensor

• check pressure at converter lockup clutch • check main pressure in the system • check sensor gap at engine speed sensor • check sensor gap at turbine speed sensor • check signal at engine speed sensor • check signal at turbine speed sensor • replace clutch

• cool down machine • check oil level • check temperature sensor

• check pressure at clutch KR • check main pressure in the system • check sensor gap at internal speed sensor • check sensor gap at turbine speed sensor • check signal at internal speed sensor • check signal at turbine speed sensor • replace clutch


Normal resistance to ambient temperature: 1000-1500 Ω.

Remarks

2 - 38

No reaction OP: normal


SLIPPAGE AT CLUTCH KR TCU calculates a differential speed at closed clutch KR. If this calculated value is out of range, TCU interprets this as slipping clutch. • low pressure at clutch KR • low main pressure • wrong signal at internal speed sensor • wrong signal at turbine speed sensor • wrong size of the sensor gap • clutch is defective

B6

Reaction TCU


Trouble Code (hex)


TRANSMISSION W190

• check wires and connectors to sensors powered by AU1 • check power to terminal AU1 (it must be about 5 Volt)

It moves to neutral OP-Mode: Stops TCU



S.C. TO GROUND AT SENSOR POWERING TCU monitors less than 4 Volt at terminal AU1 (5 Volt sensor power)

LOW BATTERY VOLTAGE the voltage monitored at powering is lower than 10 Volt (12 Volt device)lower than 18 Volt (24 Volt device)

HIGH BATTERY VOLTAGE the voltage monitored at powering is higher than 18 Volt (12 Volt device)higher than 32.5 Volt (24 Volt device)

ERROR IN POWER VPS1 TCU switched on VPS1 monitoring VPS1 OFF or TCU switched on VPS1 monitoring VPS1 still ON • wire/connection defective and connected to battery voltage • wire/connection defective and connected to vehicle ground • lack of permanent power at KL30 • TCU defective

D2

D3

D4

D5

• check fuses • check wires between batteries and TCU • check connections between batteries and TCU • replace TCU

• check powering battery • check wires between batteries and TCU • check connections between batteries and TCU

Remarks

W190

• check powering battery • check wires between batteries and TCU • check connections between batteries and TCU

• check wires and connectors to sensors powered by AU1 • check power to terminal AU1 (it must be about 5 Volt)

S. C. VOLTAGE BATTERY TO SENSOR POWERING TCU monitors more than 6 Volts at terminal AU1 (5 Volt sensor power)


D1

Reaction TCU


Trouble Code (hex)


TRANSMISSION 2 - 39





S. C. BATTERY VOLTAGE AT DISPALY OUTPUT TCU forwards data to the display and monitors always a high voltage on connectors • wire/connection defective and connected to vehicle ground • display defective

S. C. TO GROUND AT DISPALY OUTPUT TCU forwards data to the display and monitors always a high voltage on connectors • wire/connection defective and connected to vehicle ground • display defective

COMUNICATIONS TROUBLE ON NET DEVICE

E3

E4

E5

• check Omron Master • check cable of Device Net-Bus • check cable of Omron Master

Remarks

2 - 40

• check wire between TCU and display • check connections at display • replace display

• check wire between TCU and display • check connections at display • replace display

• check fuse • check wires from transmission to TCU • check connectors from gearbox to TCU • replace TCU


ERROR IN POWER VPS2 TCU switched on VPS2 monitoring VPS2 OFF or TCU switched on VPS2 monitoring VPS2 still ON • wire/connection defective and connected to battery voltage • wire/connection defective and connected to vehicle ground • lack of permanent power at KL30 • TUC defective

D6


Reaction TCU


Trouble Code (hex)


TRANSMISSION W190


Transmission stays in neutral

OP-Mode: TCU stop No reaction OP-Mode: normal

CL1 OUT OF TIME CAN CL1 message from cluster controller out of time • interference on CAN-Bus • CAN cable/connector broken • CAN cable/connector defective or connected to vehicle ground or battery voltage

ILLEGAL ID REQUEST TRHOUGH CAN

GENERAL DEFECT EEPROM TCU unable to read a volatile memory • TCU defective

LOSS OF CONFIGURATION TCU lost the correct configuration and is unable to control the transmission • interference during saving of data or on a volatile memory • new TCU or from another machine

E5

E6

F1

F2

Often indicated by trouble code F2

• Check display controller • Check CAN-Bus cable • Check cable of display controller

• Reprogram the correct configuration for vehicle (ex. With cluster controller etc.)

• Replace TCU

• Check display controller • Check CAN-Bus cable • Check cable of display controller

Remarks


W190

Transmission stays in neutral OP-Mode: TCU stop

TCU keeps the old information for: test status modeplock statusgearshifting quality selection OP-Mode: normal

TCU selects parameter defined by ID0 OP-Mode: recovery

DISPID1-OUT-OF-TIME Out of time of message DISPID1 from display controller • interference on CAN-Bus • CAN cable/connector broken • CAN cable/connector defective or connected to vehicle ground or battery voltage

E5

Reaction TCU


Trouble Code (hex)


TRANSMISSION 2 - 41


It moves to neutral

The transmission stays in neutral OP-Mode: stop TCU

No reaction default values = 0 for AEB offset used OP-Mode: normal

REQUEST FOR RECOVERY No fault! Indicates that another computer requested the recovery via CAN

CLUTCH FAILURE AEB was unable to regulate the correct clutch load parameters • one of the AEB values off limits

LOSS OF CLUTCH REGULATION DATA TCU was unable to monitor the correct clutch regulation parameters • interference during saving of data or on a volatile memory • new TCU or from another machine

F4

F5

F6

TCU indicates the clutch involved on the display

Remarks

2 - 42

• perform AEB

• check clutch

• the outer controller cancelled the request

• re-configure with TCU configuration command (IDPC)

Speed range regulated from 1st through 4th

LOSS OF CONFIGURATION fwd TUC lost the FWD configuration • interference during saving of data or on a volatile memory • new TCU or from another machine

F2


Reaction TCU


Trouble Code (hex)


TRANSMISSION


W190


W190

TRANSMISSION

2 - 43

2.6.4 TROUBLESHOOTING USING THE "TESTMAN" DEVICE A complete instrument for the troubleshooting and repair of ZF transmissions is represented by the 2TESTMAN"standard set:

Windows 95/98 Pentium MB/NT ≥ 32 MB RAM Free Hard disk capacity Floppy disk drive

SYTEM

▲ ❙

≥ 90 Mhz ≥ Windows 95/98 16 ≥ 20 MB 3 1/2" COM 1 or COM2

Basic - Software

Diagnostic set 380001217

▲ ❙ ❙ ❙ ❙

ZF Diagnostic adapter DPA - 04

Ad 602

+ EST - 37 Diagnosis Software

W190-2R002



2 - 44

TRANSMISSION

W190

2.6.4.1 CONNECTIONS AND SETTINGS OF THE DPA - 03

n e to ctio cabl e n ic Con nost g a i D

pi

up ck-

"A"

C le P tab OM2 r o p C On 1 or M CO

The DPA-03 adapter must be connected by the cable provided to the pick-up indicated located behind the plastic panel in the cab, behind the operator's seat.

A

Fig. 2-19 For Fortroubleshooting Diagnostic always position = OFF always in positio = “ OFF”

Diagnose- und Programmier-Adapter DPA 03

Lighted during the operation

Data U Batt

AUS

UPRG

KL30

KL15 ECU

EIN

V-24

Fig. 2-20

ISO 9141

DATA DATA Flashing during . flashes at operation the operation

SAE J 1708

No connections L-Ltg. unbenutz

L-Ltg.

KL15 Fzg. 0501 211 102

Diagnosis - ERGOPOWER Troubleshooting always on posiitionalways “KL 30”in ERGOPOWER position "KL 30"



W190

TRANSMISSION

2.6.4.2 CONFIGURATION OF TESTMAN SOFTWARE MENU

MAIN MENU

Repair assistance Maintenance ➞ To sub-programs Tightening limit ➞ To sub-programs Setting values ➞ To sub-programs Special tools/Testers ➞ To sub-programs Repair ➞ To sub-programs Harnesses and connections diagrams ➞ To sub-programs Pressure ➞ To sub-programs Electric measurements values ➞ To sub-programs Troubleshooting Reading of accumulation of defects Cancellation of accumulation of defects Reading of identification block Inputs and Outputs - test Test of system inoperative Test of system in operation Test device Analogical display, speed, current etc. Vehicle configuration Starting AEB - Recording of values Display AEB - Values K1, K2, K3 Display AEB - Values K4, KV, KR ZF service telephone list


2 - 45


2 - 46

TRANSMISSION

W190

2.7 TRANSMISSION OVERHAUL 2.7.1 DISASSEMBLY OF CONTROL VALVE The figure on the left illustrates the transmission control valve assembly.

Fig. 2-21 Mark the disassembly location of the various covers, housings and cable connector with respect to the control valve body.

Fig. 2-22 Remove the recessed head screws using tool 380001295. Remove the oil ducts plate from the control valve body, the first gasket, the intermediate plate and the second gasket.

Fig. 2-23



W190

TRANSMISSION

2 - 47

Remove the retaining ring.

Fig. 2-24 Remove the recessed head screws using tool 380001295. Remove the cover from the housing and from the cable/connector.

Fig. 2-25 Remove the cover on the opposite side. Remove the pressure regulators and remove the cable and connector.

Fig. 2-26 Remove the recessed head screws using tool 380001295; remove the securing plates and pressure regulators (x3).

Fig. 2-27



2 - 48

TRANSMISSION

Remove the two recessed head screws and secure temporarily the housing with setting screws 380001276. (The housing is subject to the action of the springs) Remove the remaining screws.

W190

S S

(S) setting screws.

Fig. 2-28 Separate the housing from the control valve body, loosening uniformly the setting screws. S (S) setting screws. S

Fig. 2-29 Remove the components (fig. 2-30). Remove in the same manner from the opposite side, the pressure regulators, the housing and the relevant components (Fig. 2-31).

Fig. 2-30

Fig. 2-31



W190

TRANSMISSION

2 - 49

2.7.2 RE-ASSEMBLY Note — Inspect all the components and replace them as required. Prior to their re-installation, check that all the moving parts are free to slide in the housing. The spools are individually interchangeable. Prior to the installation, lubricate all the components. Insert fully the diaphragms with the concave side facing upward. Note — Mounting positions indicated by arrows!

Fig. 2-32 The figure on the left illustrates the following components: 1 = Vibration damper 2 = Follow-up slider 3 = Pressure relief valve

1

(3x Spool and spring) (3x Spool and spring) (1x Spool and spring)

3 2

1

2

Fig. 2-33 Install the components as indicated in Fig. 2-33. Note — Press the spring of the follow-up sliders and install temporarily the spools using the 5.0 mm diameter cylindrical pins as illustrated by the arrows in Fig. 2-34.

Fig. 2-34

1

2

Install the two setting screws 380001276. Install the gasket (arrow 1) and the housing cover (Fig. 2-35). Install the cover tightening uniformly the setting screws until it contacts the housing, then remove the cylindrical pins (mounting help) - See Fig. 2-36. Note — Pay attention with the different housing covers. Install the cover with the 15 mm diameter cavity (arrow 2) oriented toward the pressure relief valve spring.

Fig. 2-35



2 - 50

TRANSMISSION

W190

Fig. 2-36 Secure the hosing cover tightening the recessed hex screws with tool 380001295. Tightening torque ......................................... 5.5 Nm

Fig. 2-37 Install the pressure regulators and secure them using the securing plates and the recessed hex head screws. Note — Install the securing plates with the fork facing downward. Pay attention to the radial mounting position of the pressure regulators, see Figure. Tightening torque ......................................... 5.5 Nm

Fig. 2-38



W190

TRANSMISSION

2 - 51

Preliminary installation on the opposite side The figure on the right illustrates the following components: 1 = Main pressure relief valve 2 = Follow-up slider 3 = Vibration damper 1

(1x Spool and spring) (3x Spool and spring) (3x Spool and spring)

3

2

3

2

Fig. 2-39 Install the components as illustrated in Figure 2-39. Press the springs of the follow-up sliders and install temporarily the spools using the 0.5 mm cylindrical pins (mounting help) as illustrated by the arrows. Install the two setting screws. 2

1

Install the gasket (Arrow 1) and the housing cover and move them uniformly to contact the housing using the setting screws. Note — Pay attention with the different housing covers. Install the cover with the 19 mm diameter cavity (Arrow 2) oriented toward the pressure main relief valve! Secure the housing cover tightening the recessed hex head screws.

Fig. 2-40

Tightening torque ......................................... 5.5 Nm Remove the cylindrical pins (mounting help).

Install the pressure regulators and secure them using the securing plates and tighten the recessed hex head screws using tool 380001295. Note — Install the securing plates with the fork facing downward. Pay attention to the radial mounting position of the pressure regulators. see Figure. Tightening torque ......................................... 5.5 Nm

Fig. 2-41



2 - 52

TRANSMISSION

W190

Install the connector and the harness and connect the pressure regulators (x 6). Note — pay attention to the mounting position of the connector and harness, considering the marks as well (Fig. 2-22).

Fig. 2-42 Insert the female connector into the housing with the slide in correspondence with the guide in the cover. Install the gasket (Arrow) and secure the cover with the recessed hex head with tool 380001295. Tightening torque ......................................... 5.5 Nm

Fig. 2-43 Secure the female connector using the retaining ring, see Figure 2-44. Install the opposite cover.

Fig. 2-44



W190

TRANSMISSION

2 - 53

Install the oil ducts plate and secure it uniformly using the recessed hex head screws. Tightening torque ......................................... 9.5 Nm

Fig. 2-45 Install the threaded plugs (8x) with new O-rings. Tightening torque ............................................. 6 Nm Note — The installation of the transmission control valve is described at page 2-102.

Fig. 2-46 Tighten the two setting screws and install gasket (1). Note — Pay attention to the different gaskets, see figures 2-47 and 2-50.

1 Fig. 2-47 Intermediate plate - Version with mesh filter: Insert the mesh filters (x6) into the relevant holes in the intermediate plate, see arrows. Note — Pay attention to the mounting position - The meshes must be oriented upward (directed toward the oil ducts plate).

Fig. 2-48



2 - 54

TRANSMISSION

W190

Install the intermediate plate with the mesh filters oriented upward.

Fig. 2-49 Install gasket (2).

2 Fig. 2-50



W190

TRANSMISSION

2 - 55

2.8 DISASSEMBLY OF THE TRANSMISSION 2.8.1 REMOVAL OF THE TRANSMISSION CONTROL VALVE AND THE OIL DUCTS PLATE FROM THE TRANSMISSION HOUSING Remove the two recessed head hex screws and install to setting screws 380001277 instead. Remove the remaining screws and separate the control valve from the oil ducts plate. Fig. 2-51 Remove both gaskets and the intermediate plate. Remove the recessed head hex screws with tools 380001296 and hex nuts (fig. 2-52) and remove the oil ducts plate from the transmission housing. Remove the gasket.

Fig. 2-52 Extract the converter safety valve from the hole in the housing.

Fig. 2-53

2.8.2 DISASSEMBLY Remove the cover indicated from the side of the engine and remove the two M10 Allen screws securing the converter to the engine through the flex disc. Use an appropriate tooling to turn the crankshaft so that the said screws are visible through the hole indicated.

Fig. 2-54



2 - 56

TRANSMISSION

W190

Hold the transmission-torque converter housing slinging it in four points (two frontally and two in the rear). Remove the screws indicated and separate the transmission from the engine. Note — Be careful to prevent the converter from falling out its seat.

Fig. 2-55

Remove the four screws indicated and remove the flex disc. Install four hooks in lieu of the screws and extract the converter using a lifting device.

Extract the torque converter wheel drive shaft from the cover (ball bearing). Fig. 2-56

Remove the induction sender (Engine).

Fig. 2-57



W190

TRANSMISSION

2 - 57

Remove the recessed head hex screws and separate the converter bell.

Fig. 2-58 Hydraulic pump Remove the recessed head hex screws.

Fig. 2-59 Place a puller separator on the stator shaft and use a two-leg puller to pull carefully the pump assembly from the housing holes.

Fig. 2-60 Remove the hydraulic pump from the stator shaft. Remove the timing plate from the pump. Note — In the event signs of wear are found on the pump housing or the timing plate, the entire pump must be overhauled! Reinstall the timing plate and secure it with the pins in the slide (2x).

Fig. 2-61



2 - 58

TRANSMISSION

W190

Remove the recessed head hex screws with tool 380001296 and the two hex screws and remove the oil supply housing. Remove the seal.

Fig. 2-62 Torque converter pressure relief valve Press the spring and remove the safety plant. Then, remove the relevant components.

Fig. 2-63 Remove the recessed head hex screws. Remove the cover and gasket.

Fig. 2-64 Disassembly of output and input shafts and clutches Remove the safety plate, remove the recessed head hex screws and extract the shaft, pushing with a pry bar, the converter output flange. Then, pushing again, extract the sealing ring from the transmission housing hole. Turn the transmission 180° and remove the rear output flange in the same manner. Fig. 2-65



W190

TRANSMISSION

2 - 59

Remove the speed sensor and the induction sensors (Arrows).

Fig. 2-66 Remove the hex nuts and remove both covers (Arrows). Remove the screws securing the cover to the transmission housing.

Fig. 2-67 Extract the two cylindrical pins (arrow).

Fig. 2-68



2 - 60

TRANSMISSION

W190

Note — The figures to follow illustrate the normal removal procedure for all the clutches! The removal of the single clutches without using the special tool (Clutch locking tool 380001279) makes the disassembly extremely difficult!

Hold all the clutches in their position with locking tools (380001279) installed on the transmission housing cover. Install the lifting hooks and sling them to a lifting device.

Fig. 2-69 Use a lifting device to remove the transmission housing cover with the clutches from the housing.

Fig. 2-70 Install the transmission housing cover on a rotary stand.

Fig. 2-71



W190

TRANSMISSION

2 - 61

Remove the recessed head hex screws and extract the output shaft with the two oil buffer plates.

Fig. 2-72 Extract the taper roller bearing. Remove the opposite taper roller bearing in the same manner. Bush 380001293

Fig. 2-73 KR

Turn the transmission housing cover 180°.

AN KV

K4

K2

K1

K3

Fig. 2-74

The figure on the right illustrates the arrangement of the single clutches and the output shaft in the transmission housing cover. AN = Input KV = Forward clutch KR = Reverse clutch K1 = 1st speed clutch K2 = 2nd speed clutch K3 = 3rd speed clutch K4 = 4th speed clutch Remove clutch locking tools (380001279).

Fig. 2-75



2 - 62

TRANSMISSION

W190

Slightly lift clutch K4 with a pry bar and remove clutch K1.

Fig. 2-76 Remove clutch K2.

Fig. 2-77 Remove clutch K3.

Fig. 2-78 Lift clutches KV and KR with two pry bars and remove clutch K4.

Fig. 2-79



W190

TRANSMISSION

2 - 63

Lift and remove clutches KV and KR from the transmission housing cover as well as the input shaft. Extract the bearing outer races from their holes on the transmission housing. Note — in the event the taper roller bearings of the clutches and the input and output shafts are not replaced, at least maintain the original mating positions (outer races with inner races) for each bearing! Mark the outer and inner races respectively for each bearing. Fig. 2-80

Turn the transmission housing cover 90°. Extract the retaining ring and remove the pump shaft from the transmission housing cover.

Fig. 2-81

Remove the rectangular ring (arrow) and extract the ball bearing from the shaft.

Fig. 2-82



2 - 64

TRANSMISSION

W190

Disassembly of KV and KR clutches Note — The figures to follow illustrate the disassembly of clutch KV. The disassembly of clutch KR is similar. Remove the ring (arrow).

Fig. 2-83 Remove the taper roller bearing from the shaft. Then remove the opposite taper roller bearing. Bush 380001289

Remove the retaining ring.

Fig. 2-84

Extract the disc drum from the shaft.

Fig. 2-85

Fig. 2-86



W190

TRANSMISSION

2 - 65

Remove the retaining ring and the clutch discs.

Fig. 2-87 Press the spring with tool 380001280; remove the circlip and the components.

Fig. 2-88 Use compressed air to pullout the piston from the cylinder.

Fig. 2-89 Remove both O-Rings (arrows).

Fig. 2-90



2 - 66

TRANSMISSION

W190

Lift slightly the idle gear using two pry bars (fig. 2-91).

Fig. 2-91 Use a puller to separate the idle gear from the clutch shaft (Fig. 2-92).

Fig. 2-92

Remove the circlip and extract the ball bearing. Note — Clutch KR is disassembled in the same manner.

Fig. 2-93



W190

TRANSMISSION

2 - 67

Disassembly of clutches K1, K2 and K3 Note — The figures here below illustrate the disassembly of clutch K3. The disassembly of clutches K1 and K2 is similar.

Remove the rectangular ring. Remove the taper roller bearing from the shaft. Then remove the opposite taper roller bearing.

Bush 380001293

Fig. 2-94 Remove the sliding disc, the axial needle cage and the axial thrust washer.

Fig. 2-95 Remove the idle gear.

Fig. 2-96



2 - 68

TRANSMISSION

W190

Remove both needle bearings and the axial bearing.

Fig. 2-97 Remove the retaining ring and extract the clutch pack.

Fig. 2-98 Press the cup spring using tool 380001280 and remove the circlip. Remove the components that are free.

Fig. 2-99 Insert retaining ring 380001269 in the slot of the clutch drum. Place the puller with the legs holding the retaining ring and pullout the clutch drum from the relevant shaft.

Fig. 2-100



W190

TRANSMISSION

2 - 69

Disassembly of clutch K4 Remove the ring (arrow).

Fig. 2-101 Remove the taper roller bearing from the shaft. Then remove the opposite taper roller bearing in the same manner. Bush 380001289

Fig. 2-102 Remove the retaining ring and separate the disc drum from the shaft.

Fig. 2-103 Remove the retaining ring and extract the clutch pack.

Fig. 2-104



2 - 70

TRANSMISSION

W190

Press the cup spring and remove the circlip. Remove the components that are free. Remove the piston.

Fig. 2-105 Use compressed air to push the piston out the cylinder.

Fig. 2-106 Remove the idle gear and remove the components that are free. Note — It is not possible to separate the shaft from the gear (hot pressed).

Fig. 2-107



W190

TRANSMISSION

2 - 71

Disassembly of the drive shaft Remove the rectangular ring. Extract the taper roller bearing. In the same manner, remove the opposite taper roller bearing. Bush 380001294

Fig. 2-108 If required, use a press to pullout the turbine shaft from the drive shaft. Note — The turbine shaft is secured axially by a retaining ring that is broken during the extraction operation.

Fig. 2-109



2 - 72

TRANSMISSION

W190

2.8.3 ASSEMBLY Reinstallation of oil pipes

2

WARNING To ensure a correct reinstallation of the oil pipes the use of the special tools indicated in this manual is mandatory.

3

Install suction pipe (1), pressure pipes (2) and lube pressure pipe (3) in the hole of the transmission housing.

1

Secure the suction and pressure pipes using recessed head hex screws. Maximum torque (M8/8.8) ............................. 23 Nm Fig. 2-110 Turn the housing 180°. Head the suction and pressure pipes (Arrows) in the relevant holes of the housing, using special tools 380001287 - 380001286 - 380001289.

WARNING The tips of the pipes must be perfectly flushed with the face of the housing. If required, correct the protrusion of the pipe to make it flush. Fig. 2-111 Install the O-Rings (2 x/pipe) in the slots of the two oil pipes, lubricating them with clean oil.

Fig. 2-112



W190

TRANSMISSION

2 - 73

Install the two pipes (Arrows) until they bottom into the housing. Install e new O-Ring on the treaded plug and install it. Tightening torque ........................................ 140 Nm

Fig. 2-113 Install the two oil pipes (Arrows) into the transmission housing cover; turn the cover 180 ° and head the oil pipes into the relevant holes.

WARNING The tips of the pipes must be perfectly flushed with the face of the housing. If required, correct the protrusion of the pipe to make it flush.

Fig. 2-114 Install the studs (M8 x 25). Tightening torque (studs) .............................. 9.0 Nm Note — Apply Loctite (type No. 262) on the thread. Install new O-Rings on the plugs (Arrows) and install them into the relevant holes. Tightening torque .......................................... 40 Nm Tightening torque .......................................... 50 Nm Tightening torque .......................................... 80 Nm Fig. 2-115 Press the sealing covers with the concave face upward. Note — Apply Loctite (type No. 262) on the thread.

Fig. 2-116



2 - 74

TRANSMISSION

W190

Assembly of clutches KV and KR Note — The figures here below illustrate the reassembly of clutch KV. The disassembly of clutch K3 is similar.

Fig. 2-117 Preliminary reassembly of the clutch drum Check the operation of the oil discharge centrifugal valve. Note — The ball must be free. Clean it with compressed air, as required. Install the two O-Rings (arrows) without twisting them, into the relevant slots of the piston, lubricating them with clean oil. Insert the piston until it bottoms in the clutch drum. Fig. 2-118 Note — Pay attention to the mounting position, see the Figure. Install the inner ring, the spring and the guide ring.

Fig. 2-119 Press the spring with tool 380001280 and secure it with a retaining ring.

Fig. 2-120



W190

TRANSMISSION

2 - 75

Clutch pack KV - KR Note — The arrangement of the clutch discs KV and KR is the same.

The drawing shown here below illustrates the arrangement of the components. Drawing ref: 1 = Clutch drum 2 = Piston 3 = Outer disc - lined with friction material on one face only (q.ty 1) 4 = Inner discs (q.ty 10) 5 = Outer discs - with lining on both faces (q.ty 10) 6 = Retaining ring (upon request s = 2.1 …. 4.2 mm) 7 = End spacer Effective number of friction surfaces = 20.

2.7+0.2 mm 6

5

3

2 7

4

1

Fig. 2-121 WARNING Install outer disc 3 with the unlined face directed toward the piston.



2 - 76

TRANSMISSION

W190

Setting the play between the discs = 2.7+ 0.2 mm Note — To set the play among the discs, retaining rings with different thickness are available. To ensure an error free measuring, install the discs without oil at this stage. Insert the clutch pack as indicated in the drawing at page 72.

Fig. 2-122 Install the end spacer and insert the retaining ring (ex. s = 2.55 mm).

Fig. 2-123 Press the end spacer with a force of 100 N (10 kg) and place a dial gauge and zero it. Then, push the end spacer with a screwdriver toward the retaining ring until it contacts in (upward) and read the play among the discs on the dial gauge (Fig. 2-124). Note — In the event the reading gives a value different from the required one, correct it with a different retaining ring (s = 2.1 …. 4.2 mm). Fig. 2-124 After completing the setting of the play among the discs, remove the clutch pack, lubricate the discs with clean oil and reinstall them.

WARNING Use oil complying with the specifications of the list of lubricants (section 0 of the Manual).

Fig. 2-125



W190

TRANSMISSION

2 - 77

Insert the idle gear until all the inner discs are mounted on the splined hub. Note — This operation facilitates the later installation of the idle gear. Then remove the idle gear again.

Fig. 2-126 Install the stud (arrow). Note — Apply Loctite (Type No. 241) on the threads. Tightening torque (M10) ................................ 17 Nm

Fig. 2-127 Insert the ball bearing until it bottoms and secure it with the retaining ring.

Fig. 2-128



2 - 78

TRANSMISSION

W190

Install the needle bearing.

Fig. 2-129 Move the idle gear until it bottoms against the stop. Note — Support it on the inner race of the bearing.

Fig. 2-130 Warm-up the inner part of the clutch drum (to about 120 °C - 248 °F).

Fig. 2-131 Install the clutch drum previously assembled until it bottoms.

Fig. 2-132



W190

TRANSMISSION

2 - 79

Secure the clutch drum axially using the circlip.

Fig. 2-133 Check with compressed air the operation of the clutch. Note — If the components are installed correctly, the opening and closing of the clutch can be heard distinctly.

Fig. 2-134 Press the taper roller bearing against the stop. Install the opposite taper roller bearing in the same manner.

Fig. 2-135 Install the rings (arrows).

Fig. 2-136



2 - 80

TRANSMISSION

W190

Reassembly of clutches K1, K2 and K3 Note — The figures here below illustrate the assembly of clutch K3. The assembly of clutches K1 and K2 is similar. Install the stud (arrow). Note — Apply Loctite (Type No. 241) on the threads. Tightening torque (M10) ................................ 17 Nm Fig. 2-137 Warm-up the inner part of the clutch drum (fig. 2-135) and install the drum until it bottoms (Fig. 2-136).

Fig. 2-138

Fig. 2-139 Check the operation of the oil discharge centrifugal valve. Note — The ball must be free; clean with compressed air as required. Install the two O-Rings (arrows) without twisting them, into the relevant slots of the piston, lubricating them with clean oil.

Fig. 2-140



W190

TRANSMISSION

2 - 81

Insert the piston until it bottoms in the clutch drum. Note — Pay attention to the mounting position, see the Figure.

Fig. 2-141 Install the cup spring pack and the guide ring. Note — Pay attention to the arrangement of the cup spring elements; see the drawing at page 2-79.

Fig. 2-142 Press the cup spring and secure it with the retaining ring.

Fig. 2-143



2 - 82

TRANSMISSION

W190

WARNING The arrangement of the discs of clutch K1 and K2 is different from the one of clutches K2 and K3. Please refer to the drawings to follow.

Clutch pack K1 2,4+0,2 mm

Drawing reference: 1 = Clutch drum 2 = Piston 3 = Outer disc - lined with friction material on one face only (q.ty 1) 4 = Inner discs (q.ty 9) 5 = Outer discs - with lining on both faces (q.ty 9) 6 = Retaining ring (upon request s = 2.1 …. 4.2 mm) 7 = End spacer

5

6

3 7

2

1

4 Effective number of friction surfaces = 18. Note — Install outer disc 3 with the unlined face directed toward the piston.

Fig. 2-144

Clutch pack K2 Drawing reference:

6

1,8+0,2 mm 1 = Clutch drum 2 = Piston 3 = Outer disc - lined with friction material on one face only (q.ty 1) 4 = Inner discs (q.ty 7) 5 = Outer discs - with lining on both faces (q.ty 7) 6 = Retaining ring (upon request s = 2.1 …. 4.2 mm) 7 = End spacer

5

3

2

1 Effective number of friction surfaces = 14.

4

7

Note — Install outer disc 3 with the unlined face directed toward the piston. Fig. 2-145



W190

TRANSMISSION

2 - 83

Setting of the disc play Disc play of clutch K1 Disc play of clutches K2 and K3

= 2.4+0.2 mm = 1.8+0.2 mm

Note — To set the play among the discs, retaining rings with different thickness are available. To ensure an error free measuring, install the discs without oil at this stage. Insert the clutch pack as indicated in the drawing at page 2-79. Fig. 2-146 Install the end spacer and insert the retaining ring (ex. s = 3.1 mm).

Fig. 2-147 Press the end spacer with a force of 100 N (10 kg) and place a dial gauge and zero it (Fig. 2-148). Then, push the end spacer with a screwdriver toward the retaining ring until it contacts in (upward) and read the play among the discs on the dial gauge (Fig. 2-149). Note — In the event the reading gives a value different from the required one, correct it with a different retaining ring (s = 2.1 …. 4.2 mm).

Fig. 2-148 After completing the setting of the play among the discs, remove the clutch pack, lubricate the discs with clean oil and reinstall them.


Fig. 2-149



2 - 84

TRANSMISSION

Install sliding disc (1) (55 x 78 x 5) needle axial cage (2) and axial thrust ring (3) (55 x 78 x 1). Note — Install sliding disc 1 with the bevel directed toward the needle axial cage.

W190

3 2 1

Fig. 2-150 Install both needle bearings.

Fig. 2-151 Insert the idle gear until all the inner discs are inserted into the splined hub.

Fig. 2-152



W190

TRANSMISSION

1 2 3

2 - 85

Install axial thrust ring (3) (55 x 78 x 1), needle axial cage (2) and sliding disc (1) (55 x 78 x 5). Note — Install sliding disc 1 with the bevel directed toward the needle axial cage.

WARNING To ensure that all the inner discs are inserted in the splined hub, the sliding disc must coincide with the shaft collar. Fig. 2-153 Press the taper roller bearing against the shoulder. Press the opposite taper roller bearing against the shoulder.

Fig. 2-154 Check the operation of the clutch using compressed air. Note — If the components are installed correctly, the opening and closing of the clutch can be heard distinctly.

Fig. 2-155 Install the ring (arrow) making sure that it is well seated. Install the opposite ring in the same manner.

Fig. 2-156



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TRANSMISSION

W190

Reassembly of clutch K4 Cool-down the shaft (about - 80 °C) (- 110 °F), warmup the gear (about + 120 °C) (250 °F) and install the shaft until they contact.

Fig. 2-157 Secure the gear axially using the circlip.

Fig. 2-158 Install the stud (arrow). Note — Apply Loctite (Type No. 241) on the threads. Tightening torque (M10) ................................ 17 Nm

Fig. 2-159 Check the operation of the oil discharge centrifugal valve. Note — The ball must be free; clean with compressed air as required. Install the two O-Rings (arrows) without twisting them, into the relevant slots of the piston, lubricating them with clean oil.

Fig. 2-160



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TRANSMISSION

2 - 87

Insert the piston until it bottoms in the clutch drum. Note — Pay attention to the mounting position, see the Figure.

Fig. 2-161 Install the cup spring pack and the guide ring. Note — Pay attention to the arrangement of the cup spring elements; see drawing.

Fig. 2-162 Press the cup spring with tool 380001280 and secure it with the retaining ring.

Fig. 2-163



2 - 88

TRANSMISSION

W190

Clutch pack K4 The drawing here below illustrates the arrangement of the components. Drawing reference: 1 = Clutch drum 2 = Piston 3 = Outer disc - lined with friction material on one face only (q.ty 1) 4 = Inner discs (q.ty 5) 5 = Outer discs - with lining on both faces (q.ty 5) 6 = Retaining ring (upon request s = 2.1 …. 4.2 mm) 7 = End spacer

1,2+0,2 mm 5 6

3

7

2

Effective number of friction surfaces = 10. 4

1

WARNING Install outer disc 3 with the unlined face directed toward the piston. Fig. 2-164

Setting of the disc play = 1.2+0.2 mm Note — To set the play among the discs, retaining rings with different thickness are available. To ensure an error free measuring, install the discs without oil at this stage. Insert the clutch pack as indicated in the drawing.

Fig. 2-165 Install the end spacer and insert the retaining ring (ex. s = 3.4 mm).

Fig. 2-166



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TRANSMISSION

2 - 89

Press the end spacer with a force of 100 N (10 kg) and place a dial gauge and zero it (Fig. 2-167). Then, push the end spacer with a screwdriver toward the retaining ring until it contacts in (upward) and read the play among the discs on the dial gauge (Fig. 2-168). Note — In the event the reading gives a value different from the required one, correct it with a different retaining ring (s = 2.1 …. 4.2 mm). Fig. 2-167 After completing the setting of the play among the discs, remove the clutch pack, lubricate the discs with clean oil and reinstall them.


Fig. 2-168 Insert the idle gear until all the inner discs are inserted on the splined hub. Note — This operation facilitates the later installation of the idle gear. Then remove the idle gear again.

Fig. 2-169 Install the two axial shoulder rings and the needle cage. Note — The upper and lower axial shoulder rings have the same thickness (55 x 78 x 1).

Fig. 2-170



2 - 90

TRANSMISSION

W190

Install the new needle bearings.

Fig. 2-171 Install the idle gear.

Fig. 2-172 Install axial thrust ring (3) (55 x 78 x 1), needle axial cage (2) and sliding disc (1) (55 x 78 x 5).

1 2

Note — Install sliding disc 1 with the bevel directed toward the needle axial cage.

3

Fig. 2-173 Warm-up the inner part of the clutch drum (about 120 °C 250 °F). Install the clutch drum previously assembled until all the inner discs are inserted on the splined hub.

WARNING Wear protective gloves.

Fig. 2-174



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TRANSMISSION

2 - 91

Secure axially the clutch drum using the circlip.

Fig. 2-175 Check the operation of the clutch using compressed air. Note — When the components are installed correctly, the opening and closing of the clutch is perceived perfectly.

Fig. 2-176 Press the taper roller bearing against the shoulder. Install the opposite taper roller bearing.

Fig. 2-177 Install the ring (arrow) making sure that it is properly seated. Install the opposite rectangular ring.

Fig. 2-178



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TRANSMISSION

W190

Pre-assembly of the drive shaft Cool-down the shaft (about - 80 °C - 110 °F), warmup the gear (about + 120 °C 250 °F) and install the shaft until they contact.

Fig. 2-179 Secure the gear axially using the circlip.

Fig. 2-180 Press the circlip in the appropriate slot of the turbine shaft.

Fig. 2-181 Insert the turbine shaft and insert the circlip in the slot of the drive shaft - thus the turbine shaft is axially secured.

Fig. 2-182



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TRANSMISSION

2 - 93

Press the taper roller bearing against the shoulder. Then install the rectangular ring in the slot of the drive shaft. Press the opposite taper roller bearing.

Fig. 2-183 Pre-assembly and reinstallation of output shaft Position the oil buffer plate.

Fig. 2-184 Warm-up the taper roller bearing and install it against the shoulder. Install the opposite taper roller bearing in the same manner.

Insert the bearing outer races of all the bearings in their seats on the transmission housing. Install the O-Rings (arrows). Fig. 2-185 KV

K2 K3

AN

Note — When bearings that have many work hours are reused, pay attention that the initial location of the outer races are respected.

KR

K4 K1 AB

AN KV KR K1 K2 K3 K4 AB

= Input = Forward clutch = Reverse clutch = 1st speed clutch = 2nd speed clutch = 3rd speed clutch = 4th speed clutch = Output

Fig. 2-186



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TRANSMISSION

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Position the oil buffer plate.

Fig. 2-187 Insert the output shaft previously assembled. Secure the oil buffer plate with the recessed head hex screws. Tightening torque (M8/8.8) ............................ 23 Nm

Fig. 2-188



W190

TRANSMISSION

2 - 95

Reassembly of drive shaft and clutches KR

Insert the bearing outer races of all the bearings in their seats on the transmission housing.

AN KV

Note — When bearings that have many work hours are reused, pay attention that the initial location of the outer races are respected. K4

K2 K1

K3

AB

AN KV KR K1 K2 K3 K4 AB

= Input = Forward clutch = Reverse clutch = 1st speed clutch = 2nd speed clutch = 3rd speed clutch = 4th speed clutch = Output

Fig. 2-189 WARNING Prior to reinstalling the clutches and drive shaft, smear grease on the rectangular rings and centre them on the relevant shafts. Insert clutch KR, drive shaft and clutch KV together in the transmission housing cover.

Fig. 2-190 Lift the drive gear and position clutch K4.

Fig. 2-191



2 - 96

TRANSMISSION

W190

Reinstall clutch K3.

Fig. 2-192 Position clutch K2.

Fig. 2-193 Lift clutch K4 and position clutch K1.

Fig. 2-194 The figure on the left illustrates the reinstallation position of the single clutches in the transmission housing cover. Smear grease on the rectangular rings (arrows) and centre them on the relevant shafts.

KR KV K2 K4

K3

K1

Fig. 2-195



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TRANSMISSION

2 - 97

Secure all the clutches using the appropriate tools 380001279.

Fig. 2-196 Turn the stand 180°. Install lifting hooks (arrows).

Fig. 2-197 Smear grease on the O-Rings of the two oil pipes. Smear the mating faces with sealing compound Loctite (type No. 574). Position carefully, using an appropriate lifting rig, the cover previously pre-assembled on the transmission housing until they contact. Note — Make sure that the oil pipes coincide with the relevant holes of the transmission housing cover. Fig. 2-198 Remove the clutch locking tools 380001279.

Fig. 2-199



2 - 98

TRANSMISSION

W190

Insert the two dowels centrally on the front side of the housing.

Fig. 2-200 Secure the transmission housing cover with the recessed head hex screws. Tightening torque (M10/8.8) ......................... 46 Nm Note — Pay attention to the position of the lifting hook; see the figure).

Fig. 2-201 Assembly of the pump shaft (P.T.O.) Install the ball bearing. Install the rectangular ring (arrow) in the relevant slot.

Fig. 2-202 Smear grease on the rectangular ring, centre it with the shaft and insert the pump shaft until it shoulders.

Fig. 2-203



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TRANSMISSION

2 - 99

Secure the pump shaft using the circlip.

Fig. 2-204 Insert the O-Ring (arrow) in the ring slot of the oil supply covers.

Fig. 2-205 Install the two covers (arrows) using hex nuts (use flat washers). Tightening torque .......................................... 23 Nm

Fig. 2-206



2 - 100

TRANSMISSION

W190

Reassembly of the output flanges Install the seal with the lip directed toward the cavity containing the oil. Note — Use the appropriate punch 380001271 to obtain the correct mounting position. Wet the rubber lined outer diameter with alcohol. Smear grease on the sealing lip.

Fig. 2-207 Install the output shaft. Install the O-Ring (arrow) in the gap between flange and shaft.

Fig. 2-208 Secure the output flange using the retaining plate and the recessed head hex screws. Tightening torque (M10/8.8) ......................... 46 Nm

Fig. 2-209 Secure the recessed head hex screws using the safety plates. Punch 380001272. Punch handle 380001278. Install the converter side output flange in the same manner.

Fig. 2-210



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TRANSMISSION

2 - 101

Torque converter pressure valve The figure on the left illustrates the components of the torque converter pressure valve.

4 1 2 3 Fig. 2-211

1 = Plunger 2 = Spring 3 = Resting plate 4 = Retaining plate Note — Install the resting plate with the point (6 mm diam) directed toward the retaining plate. Insert the components in the sequence illustrated in Fig. 2-211, press the spring and secure the valve with the retaining plate. Tighten the plug (arrow) equipped with a new O-Ring. Tightening torque (M14x1.5)......................25 Nm

Fig. 2-212 Oil supply housing - Transmission pump Install setting screws 380001275 (arrows) and install the seal.

Fig. 2-213 Position the oil supply housing and secure it temporarily using the recessed head hex screws. Note — Install only the screws required to obtain a good contact – do not tighten.

Fig. 2-214



2 - 102

TRANSMISSION

W190

Install the two setting screws 380001274 and insert the stator shaft until it shoulders. Note — Pay attention that the holes coincide.

Fig. 2-215 Insert the O-Ring (arrow) in the slot and lubricate it with oil.

Fig. 2-216 Install the transmission pump assembly and rest it against the shoulder in a uniform manner, using the recessed head hex screws (at this time without O-rings). Then remove the recessed head hex screws again.

Fig. 2-217 Install new O-Rings (figure) on the recessed head hex screws. Note — Smear grease on the O-Rings.

Fig. 2-218



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TRANSMISSION

2 - 103

Secure the pump the transmission using the recessed head hex screws. Tightening torque .......................................... 46 Nm

Fig. 2-219 Secure the oil supply housing using recessed head hex screws and hex head screws (q.ty 2). Tightening torque (Recessed head screw) ........23 Nm Tightening torque (Hex head screw) ... .......... 46 Nm Note — Pay attention to the position of the lifting hook; see arrow. Hex wrench 380001296.

Fig. 2-220 Installation on engine - Torque converter Tighten the torque converter bell with hex head screws. Tightening torque (M10/10.9) ......................... 68 Nm

Fig. 2-221 Install the gasket and secure the cover with hex head screws. Tightening torque (M8/8.8) ........................... 23 Nm

Fig. 2-222



2 - 104

TRANSMISSION

W190

Insert the torque converter bringing it to contact. Note — The impulse generating disc on the torque converter must be located in a central position with respect to the hole of the induction sender; see arrow/ figure 2-221. This is the only way to make sure that the torque converter is perfectly inserted into the bell.

Fig. 2-223 Secure the flex disc on the torque converter tightening the hex head screws to the prescribed torque. Tightening torque (M12/10.9) ....................... 115 Nm Note — Install the screws with Loctite (Type no. 262)

Fig. 2-224 Torque converter safety valve Insert the safety valve (assembled) into the hole on the transmission housing.

Fig. 2-225



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TRANSMISSION

2 - 105

Installation of the oil ducts plate and transmission control valve Install the components as illustrated in the sketch here below. Tightening torque (M8) ................................. 23 Nm (Hex nuts and recessed head hex screws) Note — Pay attention to the mounting position of the various gaskets.

Drawing ref. 1= 2= 3= 4= 5=

Gasket Oil ducts plate Gasket Intermediate plate Gasket

Adapted Setting screws Hex wrench 380001296 Fig. 2-226 Tighten the plug (arrow) with a new O-Ring. Tightening torque (M16x1.5) ......................... 30 Nm

Fig. 2-227 Secure the transmission control valve with two adapted setting screws then install the recessed head hex screws with tool 380001295. Tightening torque (M6) ................................ 9.5 Nm

Fig. 2-228



2 - 106

TRANSMISSION

W190

Installation of plugs and oil level pipe Install the two plugs (arrows) with new O-Rings. Tightening torque (M18 x 1.5) ....................... 50 Nm Tightening torque (M26 x 1.5) ....................... 80 Nm

Fig. 2-229 Install the oil dipstick pipe (arrow) Note — Install a new gasket. Tightening torque (M8/10.9) ......................... 34 Nm

Fig. 2-230 Install the cover (arrow 1) Note — Install a new gasket. Tightening torque (M8/8.8) ........................... 23 Nm Install the plug (arrow 2) with a new O-Ring. 1

Tightening torque (M38x1.5) ....................... 140 Nm

2 Fig. 2-231 Speed sensor and induction senders Figures 2-232 and 2-233 illustrate the mounting location of each induction sender and the speed sensor. 34 = Speed sensor 21 = Induction sender 47 = Induction sender 48 = Induction sender

n – Tachometer output n – Turbine n – Central sender n – Engine 34 Fig. 2-232



W190

TRANSMISSION

Apply grease on the O-Rings and install on the speed sensor and induction senders.

48

2 - 107 47

21

Tightening torque .......................................... 23 Nm (Recessed head hex screw/Speed sensor) Tightening torque .......................................... 30 Nm (Induction sensor)

Fig. 2-233 Install the breather (arrow). Tightening torque .......................................... 12 Nm

Fig. 2-234 Secure the transmission torque converter group to the engine block with four screws M10 of the flex disc with Loctite 262 and tightening the screws to 68 Nm. Then tighten the 12 securing screws to the engine to a torque of 46 Nm after applying Loctite 262.

Fig. 2-235



2 - 108

TRANSMISSION

W190

2.9 PROPELLER SHAFTS GENERAL CHARACTERISTICS DISTANCE BETWEEN PINS (mm)

MAX TRANSMISSION TORQUE (STALL) (Nm)

Front shaft

Universal joint

565.8

5855

Intermediate shaft

Universal joint

1037.3

5855

Rear shaft

Universal joint

105.6

5855

Front axle

Propeller shaft

Intermediate shaft Rear axle 2

1 2

Fig. 2-233 Note -

1

Support

1

Rear shaft

2

Propeller shaft group 149 - 163 Nm

Threaded part: LOCTITE 262

2

88 - 102 Nm




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TRANSMISSION

2 - 109

5

4

6 1

3

2 10

1 2

1

7

4 2

2

5 9

Fig. 2-237

10

Front and intermediate prop-shafts

1. Spider - 2. Spider grease fitting - 3. Washer - 4. Front shaft - 5. Intermediate support - 6. Bearing 7. Seal - 8. Intermediate shaft - 9. Screw - 10. snap ring

3

4

2 1

5

5

Fig. 2-238

Rear prop-shaft

1. Screw 1/2"-20 - 2. Spring washer - 3. Spider - 4. Rear shaft - 5. Spider grease fitting



2 - 110

TRANSMISSION

W190

2.10 AXLES Traction

4-wheel drive Ratio at bevel gear 1 : 4.625 Ratio at wheels 1:5.2 Ratio at axle 1:24.05

Front axle

Rear axle

Secured to frame Rigid type Pivot pin Semi-swinging type

Reduction and differential Type

Common, 2 stage reduction

Differential housing

Integral type

Differential limiter

Torque proportional differential

Final drive Type

Epicyclic

Weight Rear Front

926 Kg (2041 lbs) 900 Kg (1984 lbs)

2.10.1 GENERAL DESCRIPTION The axle is composed of a differential, final reduction units, oil-bath disc brakes and axle shafts connected to the wheels. The power output from the transmission is driven by the prop shafts to the front and rear axles. Thus, the power is driven to the differential that splits it to the axle right and left shafts driving the final drives, reaching the wheels. The oil bath disc brake is mounted in front of the final drive and operates as service brake. As for the ope "3 - BRAKES SYSTEM".

The front axle is mounted directly on the front axle by screws. The rear axle is mounted with a pivot pin, using supports on both sides of the axle, secured by screws to the rear frame. Consequently, the rear axle can pivot around the axle of the differential with an amplitude depending upon the ground conditions travelled by the loader. The drive axle mounted with a pivoting pin improves the driving conditions of the loader when travelling on rough terrain.



W190

TRANSMISSION

2 - 111

2

1

1

2

3

4

5

6

Fig. 2-239

Note -

1

1

Installation of axles on frame

788 Nm Threaded parts: LOCTITE 262

2

1150 Nm

1. Front pivoting support - 2. Rear pivoting support - 3. Tyre - 4. Rim - 5. Front axle - 6. Rear axle



2 - 112

TRANSMISSION

1

8

Fig. 2-240

Note -

1

2

3

4

1

3

3

5

5

3

6

9

2

10

7

1

Assembly of rear axle and pivoting supports

227 Nm Install with the groove toward plate (6)

3

Install with lip outwards

5

4

4

2

4

W190

Threaded parts: LOCTITE 262

Grease the inner surface of the bushes. Install the bevel towards the axle Align the greasing holes with the grooves. Grease until it flows out the opposite side

1. Dust seal - 2. Front pivoting support - 3. Rear axle - 4. Dust seal - 5. Rear pivoting support - 6. Thrust plate - 7. Cover 8. Bushing - 9. Bushing - 10. Spacer discs



W190

TRANSMISSION 4

1

2

3

4

6

2 - 113

5

8

7 1

9

10

3

3

11

12

3

13

5

A

5

A

Brake piping connection ports, 2 points

Fig. 2-241

Note -

14

2

Front axle

1

230 Nm

2

230 Nm

3


4

Lip: Grease

5

3


Mating surfaces: LOCTITE 509

1. Oil seal - 2. Axle shaft - 3. Final drive - 4. Differential housing - 5. Differential - 6. Crown gear hub - 7. Pin - 8. Dowel 9. Axle shaft housing - 10. Dipstick - 11. Bleeding screw - 12. Bleeding screw - 13. Cover - 14. Draining plug



2 - 114

TRANSMISSION

4

1

2

3

4

6

9

A

Fig. 2-242

5

8

1

7

3

Brake piping connection ports, 2 points

W190

3

10

11

13

3

3

14

12

5

A

3

15

5 2

Rear axle

Note - 1

230 Nm

2

230 Nm

3

Threaded parts: LOCTITE 572

4

Lip: Grease

5


Threaded part: LOCTITE 262 Threaded part: LOCTITE 262

1. Oil seal - 2. Axle shaft - 3. Final drive - 4. Housing - 5. Differential - 6. Pin - 7. Crown wheel - 8. Dowel - 9. Axle housing - 10. Bleeding screw - 11. Bleeding screw - 12. Cover - 13. Plug (level check) - 14. Draining - 15. Dipstick



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TRANSMISSION

2 - 115

2.10.2 DIFFERENTIAL DESCRIPTION

Operation of the differential

The differential forms a single body with the reduction unit. The power is driven from the prop shafts to the differential gear housing through the pinion/bevel gear group. Thus, it is driven through the right and left gears, to the final drives. The reduction of r.p.m. is obtained by the pinion/bevel gear ratio. The turn reduction is obtained by the bevel pinion/crown set.

When the loader is moving straight, the bevel ring gear, the differential gear cage and the differential side gears rotating together; the idle pinions inside the gear cage do not rotate. Thus the right and left planetary gears transfer the motion to the wheels at the same speed, through the half-shafts. When the loader turns, the right and left wheels turn at different speeds, the planetary gears in the differential housing turn around their pin proportionally with the speed difference between the right and left side gears.

While travelling straight 1 2

While making turns

3

High speed

4

5 6

Fig. 2-243

Low speed

7

Operation of differential

1. Idle gear - 2. Side gear - 3. Axle shaft - 4. Differential gear cage - 5. Idle pinion spider - 6. Bevel drive pinion - 7. Bevel drive ring gear

Proportional torque differential Wheel loaders often operate under severe terrain conditions, such as sandy or muddy grounds. Under such unfavourable terrain conditions, a loader equipped with a standard differential could experience a spinning of the wheels, thus making difficult to exploit fully its potential performance. Also, the tyres could wear quickly. To avoid this, some models are equipped with a proportional torque type differential, limiting its function.

A proportional torque differential design is almost identical to a normal differential, with the exception of the idle pinions, having an odd number of teeth with a special profile. When the tyres start slipping in soft ground, the planetary gears continue transferring power to both side gears, until the adhesion difference on the ground of the right and left tyre reach a low value; thus the tyres are prevented from slipping.



2 - 116

TRANSMISSION

1

2

2

3

4

5

W190

3

1

6

6

7

12

8

13

9

14

10

15

11 Fig. 2-244

5

20

19

18

4

17

7

16

Differential

Note -

1

90 Nm (66.4 ft-lbs)

2

150 Nm (110.6 ft-lbs)

3

230 Nm (169.6 ft-lbs)

4

670 Nm (494.2 ft-lbs)

5

Outer diameter: LOCTITE 262

Threaded Part: LOCTITE 262

___

Lip: Grease

6

Bevel pinion/crown gear teeth backlash. 0.25 ÷ 0.36 mm.

7

After reassembling the differential, set the spacer so that the rolling torque is 0.1 ÷ 0.4 Nm, without seal.

1. Adjusting nut - 2. Bearing retainer - 3. Half-housing (B) - 4. Bevel crown gear - 5. Half-housing (A) - 6. Locking plate 7. Thrust washer - 8. Thrust washer - 9. Spider - 10. Drive pinion - 11. Bearing holder housing - 12. Idle gear - 13. Pin 14. Planet gear - 15. Shim - 16. Spacer - 17. Spacer - 18. Nut - 19. Flange - 20. Oil seal



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TRANSMISSION

2 - 117

2.10.3 "LSD" DIFFERENTIAL

2 10 11

4

1

1 1

3

Fig. 2-245

1

6

7

5

9

8

Limited Slip differential

270-300 Nm


1. Reaction disc - 2. Clutch disc - 3. Thrust washer - 4. Semi-housing connection screw - 5. Half housing - 6. Flange halfhousing - 7. Spider - 8. Side gear - 9. Planetary gear - 10. Spacer - 11. Shim.



2 - 118

TRANSMISSION

W190

2.10.4 FINAL DRIVES DESCRIPTION The final drive units are of a planetary type and create the final rpm reduction in the power train.

6 8

7

A

5

4

The power driven by the differential to the sun gear shaft rotates the three planet gears inside the toothed drum, thus driving the axle shaft through the planet gear carrier.

3

2

A

1 Section A-A (Operation of planet gears) 4 6

3

5 Power drive

Fig. 2-246

Drive of power

1. Pinion - 2. Differential - 3. Sun gear shaft - 4. Planet gear pin - 5. Planet gear - 6. Toothed drum - 7. Planet carrier - 8. Axle shaft



W190

TRANSMISSION

1

13

Fig. 2-247

Note -

1 2

2

14

2

3

4

15 16

5

6 7

8

9

2 - 119

10

17 18

11

12

1

19 20

Final drive

50 Nm


Procedure for the setting of shims 1) Tighten screw (1) to a torque of 50 Nm 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. 1110 Nm


The rolling torque of the bearing must be included between 20 and 40 Nm

1. Screw - 2. Spacer - 3. Retaining plate - 4. Thrust ring - 5. Lock pin - 6. Brake disc (outer toothed) - 7. Brake disc (inner toothed) - 8. Adapter - 9. O-ring - 10. Spring - 11. O-ring - 12. Piston - 13. Planet carrier - 14. Pin - 15. Ball - 16. Thrust ring 17. Needle bearing - 18. Planet gear - 19. Disc hub - 20. Sun gear



2 - 120

TRANSMISSION

W190

2.10.5 DISASSEMBLY OF THE AXLE Precautions to be implemented during the disassembly • During the disassembly and reassembly of the axle, it is good practice to install it on an overhaul stand and to • Weight of unit: front: ........................................ 950 kg (2094 lbs) rear: ......................................... 930 kg (2050 lbs)

1)

Removal of the axle housing

1.

Remove the draining plug and drain the gear oil. Quantity of oil: front ..................................... 30 l (7.92 US/gal) rear ...................................... 30 l (7.92 US/gal)

Fig. 2-248 2.

Remove the screws securing the axle housing. Q.ty of screws: 20

Fig. 2-249 3.

Sling and hold the axle housing with a hoist and support it on the opposite side to prevent that it lowers.

Fig. 2-250



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TRANSMISSION

2 - 121

4.

Remove the axle tube from the differential body. If they are joined, separate one from the other using a screwdriver and soft mallet.

5.

Remove the sun gear and shaft from the differential.

6.

Remove the snap ring and disk hub from the splines. Then, remove the snap ring. Remove the axle tube and shaft at the opposite side, using the same procedure as above.

Fig. 2-251

Fig. 2-252

7.

Fig. 2-253

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 remove it from the axle shaft.

Fig. 2-254



2 - 122 2.

TRANSMISSION

W190

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. 2-255

3.

Lay the axle tube on the bench. Using a screwdriver, remove the oil seal from the axle tube.

Fig. 2-256 4.

Remove the bearing cone from the differential side of the axle tube.

Fig. 2-257 5.

Using a crane, lift the axle tube with its differential side upward to let the axle shaft drop from opposite side.

Fig. 2-258



W190

TRANSMISSION 6.

2 - 123

Using a gas burner, heat up the bearing cone attached 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.

8.

Remove the bearing cups from the differential and wheel sides of the axle tube by tapping their outer diameter evenly.

9.

Using a portal jig, remove the ring gear from the axle tube.

3)

Disassembling final reduction gear assembly

1.

Remove the snap ring from the planet gear shaft.

Fig. 2-259

Fig. 2-260

Thrust bolt Portal jig

Plate

Ring gear

Fig. 2-261

Fig. 2-262



2 - 124 2.

TRANSMISSION

W190

Drive the shaft from the gear. Use caution not to lose the lock ball that the shaft has.

Fig. 2-263 3.

Remove the planet gear and the (2) thrust washers.

Note — Use caution not to lose the needle roller because they may come off with the planet gear.

Fig. 2-264 4.

Remove the needle rollers and the spacer from inside the gear. Number of needle rollers: 50

5.

Remove the (2) other planet gear shafts, using the same procedure as above.

Fig. 2-265 6.

Remove the retainer plate from inside the planet carrier. Keep any shim, if attached.

Fig. 2-266



W190

TRANSMISSION

2 - 125

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.

2.

Remove the bolt (3), adapter (2) and spring (1) from the brake piston. Remove the bolts, adapters and springs from other five positions in the same way.

3.

Then install three screws (3) previously removed complete with adapter (2) on the mounting face of the differential body housing to prevent the piston from getting out accidentally. Supply compressed air through the oil pressure port to remove the piston from the differential body.

Fig. 2-267

3

2 1

Fig. 2-268

3

2 4.

W190-2R004

Fig. 2-269 5.

6.

Remove the O-rings respectively from the larger diameter and smaller diameter of the brake piston. Remove the brake unit at the opposite side, using the same procedure.

Fig. 2-270



2 - 126

TRANSMISSION

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

W190

Fig. 2-271 2.

3.

Check the ring gear for tooth surface contact pattern and backlash. Refer to steps (5) and (6) in "2. Reassembly". Remove the bolts securing the bearing cage. Number of bolts: 8 for front axle 10 for rear axle

Fig. 2-272 4.

5.

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. Holding the bolts, remove the bearing cage and the drive pinion as a unit. Remove the half shim from between the differential body and bearing cage.

Fig. 2-273 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. 2-274



W190

TRANSMISSION 2. 3.

2 - 127

Remove the nut and detach the washer ring and O-ring. Remove the flange from the drive pinion.

Fig. 2-275 4.

Using a press, push down the drive pinion and remove it from the bearing cage.

5. 6.

Remove the two spacers from the pinion shaft. Using a separator, remove the bearing cone from the pinion shaft.

7.

Break the oil seal on the bearing cage with a screwdriver and remove it.

Fig. 2-276

Fig. 2-277

Fig. 2-278



2 - 128 8.

TRANSMISSION

W190

Remove the other bearing cone.

Fig. 2-279 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. 2-280 7)

Removing differential case

1. 2.

Lift the differential case with a crane temporarily. Remove the bolts securing the bearing retainer, along with the lock plate. Number of bolts: 10

Fig. 2-281 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. 2-282



W190

TRANSMISSION 4.

5.

2 - 129

Remove the adjusting nut from the retainer. Then turn the retainer upside down and remove the bearing cup. Remove the bearing retainer at the opposite side, using the same procedure as above.

Fig. 2-283 6.

Remove the ring gear and differential case assembly from the differential body.

8)

Disassembling differential case

1.

Loosen the bolts securing the ring gear and remove the ring gear. Number of bolts: 20

2.

Turn the differential case upside down and remove the 12 bolts securing the case from the plane half case side.

Fig. 2-284

Fig. 2-285

Fig. 2-286



2 - 130 3.

TRANSMISSION

W190

Tap the center of the spider with a rod to separate the case into two halves.

Fig. 2-287 4.

Remove the 2 side gears, spider, 4 pinion gears and 6 thrust washers from inside the differential case.

Fig. 2-288 5.

Using the bearing puller, remove the bearing cone from the plane half case and flange half case.

Fig. 2-289



W190

TRANSMISSION

2 - 131

9)

Disassembly of the "LSD" differential housing

1.

Mark the two differential half-housings and remove the 12 connecting screws. To separate the two halves of the differential, tap the centre of the spider using a soft metal bar.

2.

Extract five discs (A) four clutch discs (B) and the relevant pack. Remove side gear (C).

3.

Then extract the spider (D) complete with thrust washers (E).

4.

Remove the other side gear and the relevant clutch pack.

Fig. 2-290 A B C

Fig. 2-291

E

D

Fig. 2-292

If required, remove the bearings from the halfhousings with a double jaw puller.

Fig. 2-293



2 - 132

W190

TRANSMISSION

2.10.6 AXLE REASSEMBLY Precautions to be implemented during the re-assembly • Wash disassembled parts with a clean washing oil and dry by blowing air. • Handle the washed parts, with care not to damage or contaminate them. • Check the disassembled parts for wear or damage and replace any worn or damaged part with a new one. • Refer to "2.13 VALUES OF REFERENCE FOR THE 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.

A

Fig. 2-294 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. 2-295 3.

Install the side gear.

Fig. 2-296



W190

TRANSMISSION

2 - 133

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.

5.

Use a rubber mallet to arrange the spider in the housing.

6.

Place the half housing (differential housing B) on a work bench and press the taper bearing with a press or a rubber headed hammer.

7.

Turn the plane half case upside down and align the thrust washer with the pins and paste it with grease.

Fig. 2-297

Fig. 2-298

B

Fig. 2-299

Fig. 2-300



2 - 134 8.

TRANSMISSION

W190

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. 2-301 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. 2-302 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. 2-303 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. 2-304



W190

TRANSMISSION

2 - 135

3)

Reinstallation of "LSD" differential housing

1.

Place the flanged half housing on a workbench and press the taper bearing with a press or a soft metal mallet after warming-up the bearing inner race.

Note — Clean accurately all the parts before assembling them using non-flammable and non-toxic solvents. Fig. 2-305 2.

Turn the flanged half-housing upside down and insert, in sequence: - an outer lobe counter-disc (A), a inner toothed disc (B), an outer lobe counter-disc (A), and so on, completing the clutch pack with spacer (C).

Fig. 2-306 A clutch pack complete with: q.ty 4 clutch discs (inner toothed) q.ty 5 reaction discs (outer lobes) q.ty 1 spacer plus possible shim discs.

B

C A Fig. 2-307 3.

D

Insert the shim/s on spacer (C) smearing a film of grease between the contact faces before installing them.

C

Fig. 2-308



2 - 136 4.

TRANSMISSION

W190

Install side gear (P) making sure that the splines engage the inner teeth of the discs.

P

Fig. 2-309 5.

Install the 4 planetary gears and the 4 thrust washers on the spider and install them on the side gear, engaging the teeth. Use a soft material mallet to set the spider in the mounting seats of the half-housing.

Fig. 2-310 6.

Engage the second side gear on the planetary gears, then inset the second disc pack in a reversed sequence with respect to what described in items "2" and "3". Insert shims, if any, smearing some grease on the contact faces. Continue inserting the spacer, then an outer lobe disc, an inner toothed disc etc.

Fig. 2-311 7.

Align carefully the lobes of the reaction discs.

8.

Install the two differential half housings matching the marks made before the disassembly and tighten the screws indicated to a torque of 90 Nm.

Fig. 2-312



W190

TRANSMISSION 9.

➤

➤

0.05-0.15

2 - 137

Check using a feeler gauge on both sides of the differential in two points at spaced 180 ° that each clutch pack has a play 0.05 to 0.15 mm (condition required for a correct operation of the L.S.D. differential) Prior to measuring, make sure that the planetary and side gears are well set. Measure the tolerance through the holes on each one of the two half-housing. In the event the clutch pack play is different from the prescribed value, disassemble the differential and rebuild the clutch packs using shims of appropriate thickness. Value of the shims available in mm: 0.1 - 0.2 - 0.25 - 0.5.

10. Close the differential and check again the correct operation.

Fig. 2-313

Fig. 2-314



2 - 138

TRANSMISSION

3)

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.

W190

Fig. 2-315 2.

Apply grease to the O-ring and install into the groove at the outer diameter of the bearing cage.

Fig. 2-316 3.

Press the bearing cone into the drive pinion.

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. 2-317

Fig. 2-318



W190

TRANSMISSION

2 - 139

5.

Insert the pinion shaft into the support, then install the bearing race on the drive pinion.

6.

Press the bearing on the drive pinion using a normal puncher.

7.

After pressing, give a load to the bearing cone using a hydraulic press. Measure the rotational resistance torque 0.20 - 0.30 Nm with a spring balancer. The capacity of the press should be high enough to give a load of about 9500 kg (21000 lbs).

Fig. 2-319

Fig. 2-320

Reference - Instead of giving a load using a press, the rotational torque may be measured after installing the companion flange temporarily; putting the washer on it and tightening the flange nut to the specified torque value.

8.

If the rotational resistance torque is lower than the standard value, remove the drive pinion and grind the shorter spacer properly.



2 - 140 9.

TRANSMISSION

W190

Apply a thin coat of LOCTITE on the outer diameter of the oil seal.

Fig. 2-321 10. Using a jig, press the oil seal into the cage.

Fig. 2-322 11. Apply grease to the oil seal lip.

Fig. 2-323 12. Install the companion flange onto the drive pinion splines. Slide the flange several times to eliminate strain on the seal lip.

Fig. 2-324



W190

TRANSMISSION

2 - 141

13. Then put the O-ring into the groove between the flange and pinion, and put the washer on it.

Fig. 2-325 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. 2-326 4)

Installing differential case

1.

Install the bearing cup to the 2 bearing retainers.

2.

Screw in the adjust nut until it comes in contact with the cup.

Fig. 2-327

Fig. 2-328



2 - 142 3.

TRANSMISSION

W190

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. 2-329 4.

Install the bearing retainers at the right and left sides of the differential body to hold the differential case. Tighten the mounting bolts. Number of bolts (at one side): 10

Fig. 2-330 5)

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. 2-331 2.

Tighten the bearing cage with the mounting bolts. Number of bolts: 8 for front axle 10 for rear axle

Fig. 2-332



W190

TRANSMISSION

2 - 143

3.

Use special tool 380002499 (1) and tighten the right and left setting ring gears to 100 - 120 Nm (72 to 87 Ft.lbs).

4.

Carry out steps "(5) Adjusting backlash of ring gear" and "(6) Adjusting the tooth surface contact pattern of ring gear". After that, install the lock plate and lock the adjusting nut.

6)

Adjusting backlash of ring gear

1.

Set a dial gauge on the tooth profile outer edge of the ring gear. Fix the drive pinion, and turn the ring gear back and forth to measure the backlash.

1

Fig. 2-333

Fig. 2-334

2.

Fig. 2-335 3.

Ring gear backlash Standard value: 0.25 - 0.36 mm (0.0098 - 0.0142 in)

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 opposite procedure as above.



2 - 144

W190

TRANSMISSION

7)

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. 2-336 2. 3.

Adjust the tooth surface contact pattern, referring to the following steps a. to e. After acquiring the normal tooth surface contact pattern, check the backlash again.

Toe (small end) Heel (big end)

Face Frank

Fig. 2-337 a.

Normal contact pattern (Fig. 2-338) 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 has opposite contact conditions.

Ring gear

Fig. 2-338 b.

Adjusting contact condition at toe (Fig. 2-339) 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. 2-339



W190

TRANSMISSION c.

2 - 145

Adjusting contact condition at heel (Fig. 2340) 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 pinion. Then, increase the shim thickness of the bearing cage and shift the drive pinion away from the drive gear.


Fig. 2-340

d.

Adjusting contact condition at face (Fig. 2-341) 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.


Fig. 2-341

e.

Adjusting contact condition at frank (Fig. 2-342) 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.


Fig. 2-342 8)

Installing brake unit

1.

Install O-rings at the 2 grooves at the outer diameter of the brake piston. After that, apply grease.

Fig. 2-343



2 - 146 2.

W190

TRANSMISSION

Press the piston into the differential body, using three screws (3) and adapter (2) previously removed (see illustration on the right). 3

2

W190-2R005

Fig. 2-344 3.

Install the spring (1), adapter (2) and bolt (3) of the piston return mechanism onto the differential body passing through each of the piston holes. Then loosen the screws with the relevant adapter used to press the piston into the differential body and insert spring (1). Retighten the screws.

3

2

1

Fig. 2-345 4.

Install the snap ring, disk hub and snap ring onto the sun gear and shaft.

Note — Direct the stepped area of the disk hub upward.

Fig. 2-346 5.

6.

Install the sun gear and shaft which has the disk hub, onto the side gear splines installed in the differential case. Install the 2 lock pins into the lower part of the differential body. Install the brake ring aligning them.

Fig. 2-347



W190

TRANSMISSION

2 - 147

7.

Install the brake disk onto the disk hub splines, and then install the brake ring.

8.

Install the second brake disk, aligning with the first disk. Then, install the brake ring and end plate in this order.

Fig. 2-348

9.

Fig. 2-349 10. Install the other 6 lock pins using a soft mallet. 11. Install the brake unit at the opposite side, using the same procedure as above.

Fig. 2-350 9)

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. 2-351



2 - 148 2.

W190

TRANSMISSION

Turn the tube upside down, press the bearing cup from the wheel side and install the bearing cone.

Fig. 2-352 3.

Then press the oil seal and apply grease to the lip.

Note — Install the inner sleeve to the oil seal.

Fig. 2-353 4.

Turn the tube upside down and lift it by the differential side with a crane. Lower it onto the standing axle shaft.

1

Fig. 2-354 5.

Place the tool (item 1 Fig. 2-354) on the axle shaft and press the oil seal and the wheel bearing on the shaft.

Fig. 2-355



W190

TRANSMISSION

2 - 149

6.

Install the bearing (cup and cone) onto the axle tube.

7.

Use a normal puncher to install the bearing between the shaft and the differential body.

Fig. 2-356

W190-2R006

Fig. 2-357 10) Adjusting the preload of axle shaft bearing (shim adjustment) 1.

Install the planet carrier without gear on the axle shaft splines.

2.

Put the retainer plate in the planet carrier. Turning the axle tube, tighten the retainer plate mounting bolt to the torque of 50 Nm.

Fig. 2-358

Fig. 2-359



2 - 150 3.

W190

TRANSMISSION

Loosen the retainer plate mounting bolt and remove the retainer plate. Measure the difference in height (Y in Fig. 2-361) between the axle shaft end surface and the planet carrier.

Fig. 2-360 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 difference (Y) is shown in Fig. 2-361.

Fig. 2-361 5.

Install the selected shim on the axle shaft and the retainer plate in this order. Tighten the bolt.

Fig. 2-362 6.

7.

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. 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. 2-363



W190

TRANSMISSION 8.

2 - 151

After the shim thickness is determined, loosen the bolt securing the retainer plate and remove the planet carrier which was temporarily installed.

Fig. 2-364 11) Reassembling and installing final reduction gear assembly 1.

Install the needle bearing on the planet gear. Needle 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: 50

2.

Install the 2 thrust washers in the planet carrier.

Fig. 2-365

Note - Set the washer's torque in the groove of the carrier.

Fig. 2-366 3.

Insert the planet gear between the thrust washers.

Fig. 2-367



2 - 152 4.

TRANSMISSION

W190

Install the lock ball on the planet shaft and press the planet shaft into the planet carrier.

Fig. 2-368 5.

Install the snap ring in the groove of the carrier to lock the shaft.

Fig. 2-369 6. 7.

Put the retainer plate into the planet carrier. Reassemble the other 2 planet gears and install them in the planet carrier, using the same procedure as above.

Fig. 2-370 8.

Put the selected shim on the axle shaft and install the reassembled planet carrier on the shaft.

Fig. 2-371



W190

TRANSMISSION

2 - 153

9.

Apply LOCTITE 262 to the threaded area of the retainer plate mounting bolt and tighten the bolt to 1110 Nm torque to secure the planet carrier. Fig. 2-374 shows the planet carrier being installed with the nut runner. 10. Reassemble the other axle tube, using the same procedure as above. Refer to the (8) to (9).

Fig. 2-372 12) Installing axle tube 1.

Apply LOCTITE 509 to the differential body surface which will mate with the axle tube. Make sure that the beads of LOCTITE are applied, 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.

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 Install the axle tube at the opposite side, using the same procedure as above.

Fig. 2-373

3.

Fig. 2-374 4.

Apply LOCTITE 509 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. 2-375



2 - 154 5.

TRANSMISSION

W190

Fill the differential with gear oil before mounting the cover. Oil capacity Unit: l (US/gal) Axle (front): 31 (8.2) Axle (rear): 31 (8.2)

Fig. 2-376 6.

Install the differential body cover and tighten the securing screws to 100 Nm. Q.ty of screws: 28

Fig. 2-377



W190

TRANSMISSION

2 - 155

2.10.7 INSTALLATION AND INSPECTION OF THE PINION BEARINGS PRE-LOAD 1. Measure the dimension between the inner and outer race of the bearing. a. Zero caliper A 380002600 after positioning over measuring plane. b. After positioning the bearing on the measuring table as indicated in the figure, measure with caliper A 380002600 dimension X of the pinion bearing dimension after placing the outer race flat and turning the bearing. Record dimension X. W190-2R007

2. Measure the dimension between spacer and bearing seat. a. Insert the pinion head bearing on the pinion using press. b. Insert the outer race on the pinion support. c. Install the outer support complete with pinion bearing race, install the long spacer and turn to settle the rollers (ten turns with a weigh equal to 10 kg). d. Install temporary calibrated spacer (d) (d=13 mm) and measure with caliper A 380002600 (after zeroing it) dimension Y between spacer and bearing seat (contact on pinion tail bearing support).

W190-2R008

3. Determine final spacer L to be installed, being equal to calibrated spacer D minus dimension Y measured plus dimension X measured at point 1b plus theoretical bearing play Z (Z=2,20 mm); thus L= (d-Y) + X + Z example: x=2,60 y=2,83 L= (13-2,83)+2,60+0,20 L=10,17+2,60+0,20 L=12,97 spacer to be installed

4. Install the spacer measured at point (3), install the bearing and turn the pinion support (4/5 turns) under load. Install flange B without seal, install nut C and tighten to torque: 67 da Nm.

5. Check that the rolling torque must be included within 0,20-0,30 da Nm. If required, repeat the operations of point (3) increasing or decreasing the value of spacer L to be installed.


W190-2R009


2 - 156

TRANSMISSION

W190

2.10.8 CORRECT MOUNTING POSITION OF THE PINION 1. Install the pinion assembly on the axle body and secure it with four screws tightened to the prescribed torque. 2. Install the calibrated tool on the body. 3. Define shims s to be installed between the axle body and the pinion support: - S = X ± dimension stamped on the pinion; - dimension stamped on the pinion = 136,725 ± dimension obtained by supplier. Example: - dimension stamped on the pinion 152,7mm; - Q = 153 - 152,7 = 0,3mm; - X = 0,95mm (dimesnion measured with digital dial gauge); - S = 0,95 – 0,3 = 0,65mm shims to be installed.

W190-2R010



W190

2 - 157

TRANSMISSION

2.11 WHEELS/TYRES Wheels

Tyres

The wheel is composed of rim and disc. The wheel disc is bolted to the axle shaft. The tyre is mounted on the rim forming a single body with it. Consequently, it is of the utmost importance that the correct rim is used, based upon the type of tyre to be mounted. The use os a inappropriate rim could shorten the life of the tyre and, in the worst cases, cause serious accidents. Also, the dimensions of the rim is provided in inches. The first number indicates the width of the rim and the second indicates the diameter.

In a standard configuration, the loader is equipped with radial type tyres with tread type L3, having high traction characteristics. It is recommended that the most appropriate tyres are selected, since a large variety of types is available, based upon the type of operation and working requirements. Example: 23.5 R 25 XHA TL

= = = = =

23.5 R 25 XHA TL Width of the tyre (~ 600 mm) Radial Diameter of rim (~ 635 mm) Type of tread Tubeless

F

A

Fig. 2-378

Rim for mod. W190 - Q.ty 5 pieces Fig. 2-379

Thread of XHA tyre

Wheel securing screws tightening torque 788 nm TYRE NORMAL INFLATING PRESSURE WORK bar (psi) TYRE

TRAVEL bar (psi)

FRONT

REAR

FRONT

REAR

Good Year

3.75 (54.3)

2.50 (36.2)

2.75 (39.8)

2.75 (39.8)

23.5 R25 XHA

Michelin

3.00 (43.5)

2.00 (29)

2.00 (29)

2.00 (29)

23.5 R25 XRD 1A

Michelin

3.25 (47)

2.00 (29)

2.00 (29)

2.00 (29)

23.5 R25 XLD-D2

Michelin

3.00 (43.5)

2.00 (29)

2.00 (29)

3.00 (43.5)

650/65 R25

Michelin

3.00 (43.5)

2.00 (29)

2.00 (29)

2.00 (29)

23.5 R25 XRD 1A

Michelin

3.25 (47)

2.00 (29)

2.00 (29)

2.00 (29)

23.5 R25 MINE D2 YELLOW COLOR

Michelin

3.25 (47)

2.00 (29)

2.00 (29)

2.00 (29)

23.5 R25 RL 5K (*)

Good Year

3.75 (54.3)

2.50 (36.2)

-

-

23.5 R25 RT 3B

Good Year

3.75 (54.3)

2.50 (36.2)

2.75 (39.8)

2.75 (39.8)

23.5 R25 RT 5C L5

Good Year

3.75 (54.3)

2.50 (36.2)

2.50 (36.2)

2.50 (36.2)

23.5 R25 GP 4B

Good Year

3.75 (54.3)

2.50 (36.2)

2.72 (34.9)

2.75 (39.8)

23.5 R25 20PR L3

Galaxy

2.50 (36.2)

2.25 (32.6)

-

-

23.5 R25 16PR L3

Alliance

2.50 (36.2)

1.50 (21.7)

-

-

23.5 R25 GP-2B

(*) It is suggested to load the machine on a trailer for road transit. Carefully read personal and machine SAFETY PRECAUTIONS (at the beginning of this manual)


2 - 158

W190

TRANSMISSION

2.12 TROUBLESHOOTING Trouble

Problem Cause

Noisy differential.

Remedy

Gear worn, damaged or broken.

Replace.

Excessive backlash of each gear.

Adjust or replace.

Bearing worn, damaged or broken.

Replace bearing.

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.

Noisy axle tube.

Oil leakage from differential

Oil leakage from axle shaft.

Excessive backlash of each gear.

Replace.

Bearing worn, damaged or broken.

Replace bearing.

Loose planet carrier holding bolt (retainer plate mounting bolt).

Retighten (Adjust shims).

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.

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 seal installed improperly.

Repair or replace.



W190

2 - 159

TRANSMISSION

Trouble

Problem Cause

Remedy

Brake piston seal (O-ring) deteriorated or damaged. Brake disk or brake ring worn or damaged. Poor braking.

Overhaul and replace.

Brake piston rusted. Foreign matter caught on brake disk. Loose or damaged bleeder screw of disk brake.

Erratic braking.

Brake disk or brake ring run-out or worn unevenly.

Retighten or replace. Overhaul and replace.

Wornparallel pin of disk brake. Dragging brake.

Rusted brake piston.

Overhaul and replace.

Brake disk and brake ring seized.



2 - 160

W190

TRANSMISSION

2.13 VALUES OF REFERENCE FOR THE MAINTENANCE Values in mm Item Thickness of bearing cage Inner diameter of differential pinion gear

Standard dimension

Allowable limit

0.1 - 0.2 - 0.3

-

35.05 through 35.13 Tolerance 0.2

Diameter of differential spider pin Thickness of differential pinion gear thrust washer

Remarks

1.562 through 1.613

1.41

Thickness of differential side gear thrust washer

2.31 through 2.36

2.24

Backlash between bevel pinion/crown gear teeth

0.25 through 0.36

-

Set by nut

Turning resistance torque of bevel pinion Nm

0.20 through 0.30

-

Set by spacer

Outer diameter of mating flange in the oil seal rotation area

89.913 through 90.000

89.863

Turning resistance torque of axle shaft bearing bearing (pitch line housing securing screws) Nm

from 2.0 through 4.0

-

Value of shaft shims

0.1 - 0.2 - 0.25 - 0.5

-

Setting shims



W190

2 - 161

TRANSMISSION

Values in mm Item

Standard Size

Useful limit

Brake disk thickness

5.9 to 6.5 mm (0.232 to 0.256 inch)

5.58 mm (0.220 inch)

Brake ring thickness

4.9 to 5.1 mm (0.193 to 0.201 inch)

4.5 mm (0.177 inch)

Free height

33 mm (1.30 inch)

31.7 mm (1.25 inch)

Settings load kg (lbs)

20.8 kg (45.9 lbs)

18.8 kg (41.4 lbs)

20.0 mm (0.787 inch)

–

Brake piston riturn spring

Setting height

Remarks

2.13.1 TIGHTENING TORQUE VALUES FOR MAIN BOLTS Item

Tightening torque Nm (lbs.ft)

Remarks

Ring gear mounting bolt

230 (170)

Apply LOCTITE 262

Differential case mounting bolt

150 (110)

Apply LOCTITE 262

90 (66)

Apply LOCTITE 262

Bearing cage mounting bolt

230 (170)

Apply LOCTITE 262

Flange nut

670 (494)

Apply LOCTITE 262

50 (37)

Apply LOCTITE 262

Planet carrier holding bolt (Retainer plate mounting bolt)

1110 (818)

Apply LOCTITE 262

Axle tube mounting bolt

230 (170)

Apply LOCTITE 262

Differential bearing retainer mounting bolt

Brake piston return spring mounting bolt

Differential cover mounting bolt

50 (37)


–


2 - 162

TRANSMISSION

2.14 LIST OF OVERHAUL SPECIAL TOOLS TOOL NUMBER

DESIGNATION

380001274

Control valve screws (M10) adjusting tool

380001275


380001276


380001277


380001280

Clutch pack spring removal and assembly tool

380001281

Transmission overhaul rotary stand

380001288

Shaft bearing puller


W190


W190

TRANSMISSION

2 - 163

TOOLING TOOL NUMBER

DESIGNATION

380001291

Shaft bearing puller

380001295

Control valve tightening screw wrench (TX27)

380001296

Control valve tightening screw wrench (TX40)

380001292

Primary shaft bearing mounting tool

380001269

Bearing half-ring holder tool

380001283

Bracket supporting the transmission on rotary stand to be used with 380001281

380001271

Primary shaft bearing mounting tool To be used with 380001278



2 - 164

TRANSMISSION

TOOLING TOOL NUMBER

DESIGNATION

380001272

Bearing mounting tool on transmission housing

380001273

Bearing mounting tool on transmission housing

380001290

Adapter for bearing pulling

380001294


380001289


380001293


380001278

Handle for mounting tool


W190


W190

TRANSMISSION

2 - 165

TOOLING TOOL NUMBER

DESIGNATION

380001279

Mounting tool for primary shaft oil seal To be used with 380001278

380001270

Bearing puller bridge

380001284

Hydraulic pipe rolling tool

380001285


380001286


380001287


380000818

AEB Starter



2 - 166

TRANSMISSION

TOOLING TOOL NUMBER

DESIGNATION

380001217

Pag 2-161DPA 04 Testman kit assembly composed of: 380001224, 380001225, 380001226, 380001227

380001219

Diagnostic software English

380001221

Diagnostic software German

380001222

Diagnostic software French

380001224

DPA 04 interface

380001226

Testman basic software

380001225

Cable RS 232 connecting Sartor and DPA-04 interface


W190


W190

TRANSMISSION

TOOLING TOOL NUMBER

DESIGNATION

380001227

Connecting cable DPA-04 Interface to transmission

380001297

Display assembly

380002499

Differential ring nut removal tool

380002600

Caliper inspection of the pinion bearings pre-load


2 - 167


2 - 168

W190

TRANSMISSION 380060208 CE - EST DIAGNOSTIC KIT KEYBOARD version 380060157 CE - EST DIAGNOSTIC KIT TABLET version

A. A. A. A. B. C. D. E. F. F. G. H. K. I. L.

STHP HDD 80 GB DVD 8x Battery for PC STHPX Computer English Vehicle interface module DPA-3 DPA-3 to multibrand interface cable PC to DPA-3 interface cable STHP Computer Docking Station "SMS key" application software 12V Vehicle Power Supply Bag PC to vehicle interface Cable PC to vehicle Cable PC to vehicle interface Cable PC to vehicle

M. N. O. P. Q. R. S. T. T. U. V.

Engine diagnosis cable Cable from multibrand interface to ZF AEB starter. Grader diagnosis cable Cable motor BB3 diagnosis cable Special keyboard I/O Stick Excavator connecting cable 3,5 FDD 24V Vehicle Power Supply Printer Printer cable 1850-2R520



W190

TRANSMISSION

380001594 PFT-8 HYDRAUIC TEST KIT

1850-2R521

A. B. C. D. D. E. F.

750L/M Flow block 700 bar pressure sensors Temperature sensors 150 °C Sensor cables Cable temperature sensors Suitcase Module PFT-8


2 - 169


2 - 170

W190

TRANSMISSION 380060209 CE - EST KIT COMPLETE KEYBOARD version 380060165 CE - EST KIT COMPLETE TABLET version

KIT Hydraulic PFT-8 380001594

CE - EST KIT DIAGNOSTIC 380060209


CE - EST KIT DIAGNOSTIC 380060165 W190-2R003



W190 EVOLUTION

BRAKE SYSTEM

3-1

SECTION 3

BRAKE SYSTEM INDEX

PARAGRAPH

SUBJECT

3.1


3.2 3.2.1 3.2.2

OPERATION ........................................................................................................... 3-3 Generalities ............................................................................................................. 3-3 Operating conditions ............................................................................................... 3-3

3.3 3.3.1

DISC BRAKE .......................................................................................................... 3-5 Operation ................................................................................................................ 3-5

3.4

BRAKE PEDAL VALVE ........................................................................................... 3-6

3.5

BRAKES/POWER SYSTEM PUMP ....................................................................... 3-7

3.6 3.6.1 3.6.2

PARKING BRAKE CONTROL ................................................................................. 3-8 Checking the wear of the parking brake ................................................................... 3-9 Setting the parking brake ........................................................................................ 3-9

3.7 3.7.1 3.7.2 3.7.3

PARKING BRAKE .................................................................................................. Releasing the parking brake .................................................................................... Operation of the disc parking brake ......................................................................... Brake disengagement .............................................................................................

3.8 3.8.1

OTHER COMPONENTS ......................................................................................... 3-12 Service brakes accumulator .................................................................................... 3-12

3.9

BRAKE PEDAL VALVE HYDRAULIC CONNECTIONS .......................................... 3-13

3.10 3.10.1 3.10.2 3.10.3 3.10.4 3.10.5 3.10.6

DIAGNOSTICS AND TESTING .............................................................................. Brake control pressure testing ................................................................................. Minimum and maximum accumulator recharge pressure adjustment ....................... Accumulator pre-charge test ................................................................................... Instructions for the restoration of the service brakes accumulators pre-charge ....... Bleeding the brake system ...................................................................................... Brake disc wear check ............................................................................................


PAGE

3-10 3-10 3-11 3-11

3-14 3-14 3-15 3-16 3-17 3-18 3-19



W190

BRAKE SYSTEM

3-1

3.1 GENERAL DESCRIPTION The braking system includes:

The parking brake circuit is composed of:

- a two stage gear type powering pump (8) flanged on the torque converter cover;

- solenoid valve (14) controlling the engagement and disengagement of parking brake (6);

- filter (7) on the pump delivery;

- the parking brake group (6) is composed of a few springs and a reaction hydraulic cylinder. The springs provide the force locking the discs of the parking brake when, through the solenoid valve, pressurised oil in the cylinder is discharged. The hydraulic cylinder, when activated by pressurised oil, (by the solenoid valve) neutralises the action of the springs, thus disengaging the brake;

- brake pedal valve (15) controlling simultaneously front (1) and rear (9) brakes located inside the axles; - two accumulators (4 and 13) that during normal operation stabilise the pressure in the circuit and, in case of emergency, with engine inoperative, allow the actuation of the brakes for a certain number of times;

- accumulator (11) installed on the parking brake power line, during normal operation stabilises the pressure in the circuit and, with engine inoperative, allows the disengagement of the parking brake, a few times.

- the oil used by the circuit is the same of the equipment hydraulic system and it is taken from hydraulic tank (S).

4 R

13 R1

R2

15

T2

9

1

P

TO STEERING/EQUIPMENT CIRCUIT

TO PILOTED SYSTEM CIRCUIT

7

M T1

14 N

11 8 6 S

Fig. 3-1



3-2

BRAKE SYSTEM

1

W190

1

2 16

3

15

4

14

5 6

13

12 M

7 8 S

11

17

10

9

9

Fig. 3-2 Brake system S. Tank - M. Pilot system circuit - 1. Front brakes - 2. Stop light pressure switch - 3. Accumulators control pressure switch 4 and 13. Brake system accumulators - 5 and 12. Quick release pressure pick-ups - 6. Parking brake - 7. Oil delivery filter 8. Brake oil pump - 9. Rear brakes - 10. Parking brake pressure switch - 11. Parking brake accumulator - 14. Parking brake control solenoid switch - 15. Brake pedal valve - 16. Transmission cut-off pressure switch - 17. Quick release pressure pick-up point.


Copyright © New Holland BRAKE SYSTEM

W190

3-3

3.2 OPERATION

4

3

3.2.1 GENERALITIES

3.2.2 OPERATING CONDITIONS

Brake system

Conditions of:

The brake system is powered by pump (8) sucking oil from oil tank (S) and forwards it to flow regulation valve (18), filtered by filter (7). Two hydraulic accumulators (4 and 13) and two check valves provide the accumulation of a quantity of oil under pressure sufficient to actuate the brakes a limited amount of times, even with the engine inoperative, thus when the flow of pump (8) is nil.

-

Parking brake Parking brake (6) is composed of a disc brake operating on the output shaft of the transmission. The equipment receives oil under pressure from the regulation valve. Pressure switch (10) closes the "parking brake engaged" signal electric circuit when the pressure drops below the value of 15 bar, with the consequent engagement of the parking brake.

Service brakes Of an oil-bath, disc type, they are located inside the final drives of the axles (1 and 9). When pressing the brake pedal, valve (15) supplies the braking circuit with a controlling pressure (thus a braking force) proportional to the stroke of the brake pedal (Pf Max = 45 bar). When releasing the pedal, valve (15) discharges the brake circuit oil zeroing the braking action on discs (1 and 9). During the braking phase pressure switch (2) activates the electric circuit of the stoplights. Pressure switch (16) controls the transmission cut-off device.

13

12

5 R1

R

P

R2

15

22

engine running service brakes disengaged parking brake engaged accumulators during recharging phase

19

The delivery of pump (8) reaches flow regulation valve (18). The oil flow opens and passes main check valve (19) then opens and passes check valves (22 and 23) charging the accumulators of service brakes (4 and 14) and parking brake accumulator (11). Controlling spools (20 and 21) when brake pedal (P) is released, block the flow of the oil coming from the pump and keep the brake disc actuating pistons (1 and 9) in discharge. Thus the service brakes are disengaged. Solenoid valve (14) controlling parking brake (6) is positioned so that the oil flowing from the parking brake chamber is discharged thus parking brake (6) is actuated by the action of the springs.

21

18

T2

P

9

1

16

M

T1

20 2

7 23 14 N

Conditions of: -

10

engine running service brakes engaged parking brake disengaged accumulators charged.

This condition occurs when braking while the machine is operating. The parking brake is disengaged since solenoid valve (14) forwarding oil under pressure to the brake piston neutralises the action of the springs. Brake pedal (P), when pressed, presses the springs actuating controlling spools (20 and 21) determining the opening of the delivery gaps to the brakes (1 and 9). In the lower part of controlling spool (21) the barking pressure starts operating, pushing the disc pack of brakes (1 and 9). In this manner, while the pressure on the discs increases, controlling spools (20 and 21) are pushed upward and close the delivery gaps. In this manner a pressure is obtained on brake discs (1 and 9) thus a braking force proportional to the pressure on pedal (P). The presence of two accumulators (4 and 13) and two controlling spools (20 and 21) allow the operation of two separate circuits for the front and rear brakes. The failure of one circuit does not influence the operation of the other one.

17 V = 0,71 Po = 19 bar

M

11

TO ENGINE HYDRAULIC FAN

V = 1,41 Po = 70 bar

6

T 30 bar PV

Fig. 3-3 Brakes hydraulic system circuit Steering/Equipment Q=162 l/min

Brakes/Pilot valves Q=32 l/min

8 63 cc/rev.

13 cc/rev.

S


P. Brakes pedal - S. Tank - M. Pilot system circuit - 1. Front brakes - 2. Stop light pressure switch - 3. Accumulators control pressure switch - 4. and 13. Brake system accumulators - 5. and 12. Quick release pressure pick-ups 6. Parking brake - 7. Oil delivery filter - 8. Brake oil pump 9. Rear brakes - 10. Parking brake pressure switch 11. Parking brake accumulator - 14. Parking brake control solenoid switch - 15. Brake pedal valve - 16. Transmission cut-off pressure switch - 17. Quick release pressure pick-up point - 18. Flow regulation valve - 19. Main check valve - 20. Front axle brakes control spool 21. Rear brake control spool - 22. and 23. Check valves.


3-4

BRAKE SYSTEM


W190


W190

BRAKE SYSTEM

3-5

3.3 DISC BRAKE The disc brake is composed of two oil-bath, discs and it is mounted inside the axle housing. On this loader, four brake groups are mounted in the axles, one on each axle shaft. The structure of the disc brake is described in the “TRANSMISSION” section.

The inner circumference of the discs is splined and it is keyed to the axle shaft. The outer circumferences of the pressure plate and reaction plate are secured to the axle housing by dowels, so that, the locking of the brake discs causes the stopping of the axle, thus braking.

2) Releasing the brakes When oil pressure is relieved from the brake piston, this moves slightly rearwards to release the brake disc and the the braking action stops.

3.3.1 OPERATION 1) Actuation of the brake The pressure of the brake oil acts on the rear face of the brake piston and locks the brake discs between the disc pressure plate and the reaction plate.

4

5

6

7

8 Brake pressure oil

11 9 10

3 2 1

12

13 14

Fig. 3-4 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.



3-6

BRAKE SYSTEM

W190

3.4 BRAKE PEDAL VALVE

max 19°

To dump To other users or dump

T1 Rear brake feed port (45 bar)

T2 Front brake feed port (45 bar)

Accumulator pressure adjustment

Fig. 3-5 Brake pedal valve

3°

Angle adjustment with pedal released 40° to 60° Min. angle from released position to start sending 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



W190

BRAKE SYSTEM

3-7

3.5 BRAKES/POWER SYSTEM PUMP The brakes circuit is powered by the hydraulic oil delivered by the pump keyed on the transmission housing, together with the steering pump. The same pump powers the power system.

BRAKES PUMP (AND POWER SYSTEM) Designation: ........................................................................................................... Kajaba KP1013ABGH Type: ........................................................................................................................................ Gear type Drive: .............................................................................................................. mounted on steering pump Delivery ............................................................................................................ 32 lt/min (7.03 USG/min.) Maximum pressure: ..................................................................................................... 170 bar (2465 psi)

5

4

10

3

9

2

8

1

7

6

Item "C"

13

12

11

Fig. 3-7 Brakes/power steering pump sections

1. Driven gear - 2. Mounting flange - 3. Gear plate - 4. Centering dowel - 5. Closing plate - 6. Oil seal - 7. Driving gear 8. Side plate - 9. Side plate - 10. O-Ring - 11. Sealing device - 12. Gasket B - 13. Gasket A



3-8

BRAKE SYSTEM

W190

3.6 PARKING BRAKE CONTROL WARNING To prevent possible damages to mechanical components, do not engage the parking brake while the machine is moving. The parking brake (button B) operates on the transmission output shaft blocking the machine when parking. Every time the machine is parked, move the gearshift lever into neutral and engage the parking brake. Brake engaged = ON Brake disengaged = OFF

C

B

W190-3R001

Fig. 3-8

ON

OFF

Note – When the engine is cut-off the parking brake is automatically engaged.

If during a stoppage the engine has been cut-off and the switch was left in position "OFF", it is necessary to move the switch into position "ON" first and then into "OFF" to re-start the machine.

P

P Fig. 3-9

Hazard light switch In the event of a failure or a forced stoppage, actuate hazard light switch "C" as well as the parking brake.



W190

BRAKE SYSTEM

3-9

3.6.1 CHECKING THE WEAR OF THE PARKING BRAKE Check that the minimum thickness of the friction material is not less than 2 mm (0.07 in) for each braking element “F”. If not, replace the braking elements following this procedure: 1. Block the wheels of the loader with wedges; 2. After cleaning the surrounding area, remove piping “T”; 3. Remove cover “C” and unlock locknut “D”; 4. Turn screw “E” anticlockwise until pressure cylinder “P” is fully retracted. Under this condition, the brakes can be replaced; 5. Install the oil piping previously disconnected and apply the pressure required to pre-charge spring “M” (about 85 bar - 1232 psi); 6. Turn screw “E” clockwise until the braking elements touch disc “G” then unscrew screw “E” 4/5 turn. Under this condition, the play between disc and braking elements is 2 mm (0.07 in). 7. Tighten locknut “D” holding screw “E” in its position. 8. Reinstall cover “C” tightening manually with a filter wrench as much as possible; 9. If required, bleed the air through valve “S”.

B T

C

A

Fig. 3-10 P

S M

3.6.2 SETTING THE PARKING BRAKE To set the parking brake, follow points 1 through 3 and 6 through 8 of the procedure described here above.

F G

E

D

C

Fig. 3-11



3 - 10

BRAKE SYSTEM

W190

3.7 PARKING BRAKE Parking brake manual disengagement (in case of emergency). B WARNING

T

Disengage the parking brake manually only if it is absolutely necessary. Namely, this should be done only when towing a failed loader to traffic-free areas. If the loader is on an incline, check that the wheels are securely blocked with wedges or stones prior to releasing the parking brake.

C

A

Fig. 3-12

3.7.1 RELEASING THE PARKING BRAKE P

F G

Fig. 3-13

S

M

D C E

Parking brake "A" operates on disc "B" keyed on the transmission output shaft. In the event the engine fails to start or the hydraulic pumps fail, or other troubles occur blocking the machine, proceed as follows: – Block the wheels of the loader with wedges. – After cleaning the surrounding area, loosen cover "C". – Unlock locknut "D" and loosen setting screw "E" anticlockwise, until the brake is released. – Reinstall nut "D" and cover "C" tightening manually as far as possible with a filter tool. The parking brake is of an oil-bath, multiple disc type and it is mounted on the intermediate shaft of the transmission. The brake is actuated by a series of inner springs and it is disengaged by the oil pressure controlled by the parking brake valve. Its structure is described in the section “2 TORQUE CONVERTER - TRANSMISSION”.

Fig. 3-14



W190

BRAKE SYSTEM

3 - 11

3.7.2 OPERATION OF THE DISC PARKING BRAKE When the oil under pressure actuating brake piston (1) is discharged, this is pushed by the force of spring (2) closing the brake rotary discs against transmission output disc (4).

1

2

3

5 4

Fig. 3-15

Parking brake

1. Brake piston - 2. Springs - 3. Support plate - 4. Transmission output shaft disc - 5. Brake discs.

3.7.3 BRAKE DISENGAGEMENT 1. When pressure oil is sent to the rear surface of the brake piston, this overcomes the spring action and moves. 2. A clearance is established between each brake disc and fixed plate, the brake discs are released and the brake is disengaged.



3 - 12

BRAKE SYSTEM

W190

3.8 OTHER COMPONENTS 3.8.1 SERVICE BRAKES ACCUMULATOR The membrane accumulator is used to store pressure oil to release the parking brake. Oil from the charge pump is diverted by the check

valve to the accumulator which maintains the pressure at a certain value.

1

2

CAPACITY ...................................................................... 1.4 l (0.36 gal) MAX. WORKING PRESSURE FOR ACCUMULATOR .................................................... 210 bar (3045 psi)

3

Fig. 3-16

GAS TO BE USED ............................................................ NITROGEN GAS PRE-CHARGE PRESSURE .............................. 45 bar (652 psi) WEIGHT ............................................................. 5.4 kg abt (11.90 lbs)

Accumulator

1. Gas filling plug - 2. Accumulator body - 3. Oil inlet connection.



W190

BRAKE SYSTEM

3 - 13

3.9 BRAKE PEDAL VALVE HYDRAULIC CONNECTIONS

max 19°

N M T1 F

R2

R1

T2

R3

TI2 P T1

R1

F

P

R2

B T2

TI1 X

Fig. 3-17

M

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 - 14

BRAKE SYSTEM

W190

3.10 DIAGNOSTICS AND TESTING 3.10.1 BRAKE CONTROL PRESSURE TESTING Connect two pressure gauges (end of scale 100 bar (1450 psi)) to the pressure ports shown in Fig. 3-18.

Release the lock-nut (E, Fig. 3-18) and turn the screw in or out if pressure values are not within the rated range.

Apply the parking brake. 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). Seal the screw after adjustment.

With the engine idling, press the brake pedal and check that pressure reading on the gauges is approximately 45 bar (652 psi).

Rear axle pressure port Front axle pressure port

E

Fig. 3-18

Braking pressure adjustment



W190

BRAKE SYSTEM

3 - 15

3.10.2 MINIMUM AND MAXIMUM ACCUMULATOR RECHARGE PRESSURE ADJUSTMENT Connect two pressure gauges (end of scale 200 bar (2900 psi)) to the quick coupling pressure ports (7 and 8, Fig. 3-19) on the accumulators. Start machine engine and bring oil temperature to approximately 40 to 50 °C (104 to 122 °F) by means of the attachment control lever. Cycle the brake pedal several times to make oil temperature even.

different from the rated value, remove the plug (1), release the lock-nut (5) and turn the screw (4) with micrometric variations until obtaining correct value. Check pressure again before tightening the lock-nut (5). Maximum recharge value With the engine idling and the parking brake applied, observe maximum recharge pressure on pressure gauges M1 and M2. Pressure should be 130 ± 5 bar (188 ± 72 psi). If maximum recharge pressure is different from the rated value, remove the plug (1), release the lock-nut (3) and turn the screw (2) out to increase the accumulator maximum recharge pressure.

Minimum recharge value With the engine idling and machine at a standstill, brake slowly 4 or 5 times. Observe minimum pressure values on pressure gauges M1 and M2 before recharge starts. The pressure gauges should momentarily read 80 ± 5 bars (1160 ± 72 psi). If minimum recharge pressure is

M1 M2

7 8

5

1

2

Fig. 3-19

34

6

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 - 16

BRAKE SYSTEM

W190

3.10.3 ACCUMULATOR PRE-CHARGE TEST Accumulators fitted to the braking system are membrane type, pre-charged using nitrogen. Normal minimum membrane porosity and continued use reduce pre-charge pressure in time and limit accumulator efficiency. It is advised to check the nitrogen pre-charge every six months and restore it, if necessary. Pre-charge pressure should never drop below approximately 90% of the rated value. Check is to be carried out with the accumulators drained of hydraulic oil. This condition is obtained as follows: - as regards accumulators (4 and 13, Fig. 3-3) by pressing the brake pedal slowly several times; - as regards the parking brake release accumulator (11, Fig. 3-2) by operating repeatedly the diverter valve (14) with the engine stopped.

Check the pre-charge as follows: 1. Connect a drain hose to the test connector in each brake circuit to release any pressure in the brake circuit. 2. Close valves (B) and (C) on the nitrogen charging kit, refer to the illustration 3-20.

C

E

F

3. Turn the stem out of valve (F) until the stem stops. 4. Remove the cap screws and guard from the accumulator. 5. Remove the cap from the accumulator valve stem. 6. Connect valve (F) to the accumulator valve stem.

D

B

Fig. 3-20 Nitrogen charging kit 380001737

7. Make sure that valve (D) is open. 8. Turn the stem into valve (F) and read the pressure gauge (E). 9. The pressure must result 45 bar (652.6 psi). If the pressure is too low, charge the accumulator with dry nitrogen.


A

94L95


W190

BRAKE SYSTEM

3.10.4 INSTRUCTIONS FOR THE RESTORATION OF THE SERVICE BRAKES ACCUMULATORS PRECHARGE Note – Check the pressure of the accumulator ion accordance with the instructions listed in "Check the accumulator pre-load". Keep the nitrogen charging kit connected to the accumulator.

3 - 17

C

E

F

1. Close (turn counterclockwise) valve (A) and open valve (B). Close valves (C) and (D). 2. Turn the stem out of valve (F) until the stem stops moving. Disconnect valve (F) from the accumulator valve stem.

D

B


3. Connect the nitrogen charging kit to a dry nitrogen tank. 4. Slowly turn valve (A) clockwise and read gauge (E) until the pressure is 45 bar (652.6 psi). Stop turning valve (A). 5. If the pressure increases above 45 bar (652.6 psi), quickly open and close valve (D) and read gauge (E). If the pressure is still too high, close valve (A) (turn counterclockwise) a small amount and quickly open and close valve (D). The pressure shown on gauge (E) is the charge pressure. 6. Connect valve (F) to the accumulator valve stem. Turn the stem into valve (F) until the stem stops moving and open valve (D) to charge the accumulator. 7. After the accumulator stops charging, turn the stem out of valve (F) until the stem stops moving. 8. Close valve (B) and disconnect the nitrogen charging kit from the accumulator valve stem. 9. Install the cap on the accumulator valve stem. Install the guard and cap screws on the accumulator.


A

94L95


3 - 18

BRAKE SYSTEM

W190

3.10.5 BLEEDING THE BRAKE SYSTEM It is necessary to bleed the brake system when anyone of the conditions here below occurs: - after replacing hydraulic oil in the attachment oil reservoir; - when air has entered the system because of poor sealing of hoses or charge pump; - after disconnecting or replacing any of the system parts.

Bleed the system as detailed below (this is a twoman operation): - position the machine on a level surface and start the engine; - with the engine idling, one operator should release the bleed screw (two on each axle) while the other is pressing the brake valve pedal. Tighten the bleed screw before releasing the brake pedal; - repeat this operation until bleeding all air from the system (fluid should come out of the bleed screw free of bubbles); - repeat for the other axle.

S

Fig. 3-22

S

Brake oil bleed screw (S) locations on the axle (1 per brake)



W190

BRAKE SYSTEM

3 - 19

3.10.6 BRAKE DISC WEAR CHECK

1

Fig. 3-23

1

A

1

B

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.

Note — The check of the operation play must be performed using air pistols.



3 - 20

BRAKE SYSTEM


W190


SECTION 4

STEERING SYSTEM INDEX

PAGE

PARAGRAPH

SUBJECT

4.1 4.1.1

GENERAL DESCRIPTION ...................................................................................... 4-1 Description of the steering system operation ........................................................... 4-2

4.2 4.2.1 4.2.2 4.2.3 4.2.4

MAIN AND SECONDARY PRIORITY VALVES ...................................................... Description of operation of main priority valve ......................................................... Main priority valve diagram ..................................................................................... Steering emergency circuit ...................................................................................... Secondary priority valve ..........................................................................................

4-6 4-6 4-8 4-9 4-9

4.3 4.3.1 4.3.2 4.3.3 4.3.4

POWER STEERING ............................................................................................... Power steering (removal) ......................................................................................... Disassembly of power steering ............................................................................... Assembly of the power steering .............................................................................. Disassembly of the valve block ..............................................................................

4-10 4-11 4-12 4-14 4-16

4.4

TEST OF THE STEERING SYSTEM ..................................................................... 4-17

4.5

EMERGENCY STEERING PUMP .......................................................................... 4-20

4.6 4.6.1 4.6.2 4.6.3

STEERING CYLINDERS ........................................................................................ Removal ................................................................................................................. Disassembly and reassembly ................................................................................. Installation ..............................................................................................................

4-21 4-21 4-22 4-22



W190

4-1

STEERING SYSTEM

4.1 GENERAL DESCRIPTION Type: ............................................................. hydraulically controlled by orbitrol actuated by the steering wheel Angle of articulation of the frames .............................................................................. 40° rightward and leftward Number of turns of steering wheel: ................................................................................................................ 3.7 Setting of pressure relief valve ............................................................................................... 210 bar (3045 psi) Setting of safety valve pressure ............................................................................................. 280 bar (4061 psi) Steering pump: ..................................................................................................................................... gear type Steering cylinder: Type: ................................................................................................................ Stantuffo a doppia azione Q.ty: ...................................................................................................................................................... 2 Cylinder stroke: ...................................................................................................................... 422 mm (16.61 in) Weight (each): ............................................................................................................................ 31 kg (68.4 lbs) The loader is of an articulated frame type. The steering force is applied between the front and rear modules by a couple of double stroke cylinders actuated by an orbitrol, directly connected to the steering column. The loader is also equipped with an emergency steering system. The steering system uses the same oil of the equipment system. The two systems are combined, since the oil in excess of the steering pump is forwarded to the equipment system. The system is made of hydraulic tank (S) pump (1) main priority valve (2) steering unit

(orbitrol 5) complete with check valves and steering cylinders (4). The emergency steering system is composed of the following components: - emergency pump (14); - secondary priority pump (12); - two check valves on main and secondary priority valve; - one check valve (8) with pressure switch (7) installed on the oil return pipe to the tank.

4 5 4

To equipment control valve

2

1

12

To brakes circuit

14 Hydraulic tank (S)

Fig. 4-1 Steering system 1. Main pump - 2. Main priority valve - 4. Steering cylinders - 5. Orbitrol - 12. Secondary priority valve - 14. Emergency pump.



4-2

STEERING SYSTEM

W190

4.1.1 DESCRIPTION OF THE STEERING SYSTEM OPERATION The oil in tank (S) is sucked by pump (1) composed of two sections: one section powers the steering/ equipment system, the other powers the brake system. The oil is directed toward priority valve (2) containing a spool that, in case of steering, sends the oil directly to orbitrol (5). The hydraulic oil pressure at input (P) of orbitrol (5) is controlled by pressure relief valve (6) set at 210 bar (3045 psi), that discharges the oil in case the said value is exceeded. When required, the oil is directed to the steering system and the equipment system. With the steering at rest, the oil at the end of the priority spool upward, thus allowing the oil of the pump to flow to the equipment system. The steering system has priority and gets oil first. The priority valve together with the orbitrol make the LOAD SENSING system.

Operation of the LOAD SENSING system The load sensing system provides the powering of the orbitrol with a quantity of oil (taken from the main pump delivery) required by the steering action, letting the residual flow of the pump into the equipment hydraulic system (equipment control valve). As an example, when the steering wheel is in neutral position, the majority of the pump oil flow is forwarded to the hydraulic control valve operating the equipment hydraulic system, so that the oil delivered by the main pump is used in an efficient manner to achieve the maximum saving of energy. When the operator actuates the steering wheel, the oil is directed to the steering control cylinders through the orbitrol. Two safety and anti-cavitation valves (1) located inside valve block (10) operate in the event of shocks on the wheels, absorbing their effects. The valve have also an anti cavitation function, ensuring that with the orbitrol in neutral, the cylinder chambers are always filled with oil, thus preventing oil vacuums in the circuit in case of intervention of the safety (shockless) valves protecting against hard shocks on the wheels. Under normal operation conditions of supply pump (1) the oil delivered by emergency steering pump (14) flows through secondary priority valve (12) to hydraulic tank (S) with a pressure exceeding 1.5 bar (21.75 psi). On the tank check valve (8) set at 1.5 bar (21.75 psi) and pressure switch (7) are installed, that under normal conditions keep the emergency steering indicator light in the cab OFF. In the event, while the wheels are moving, a sudden cut-off of the engine or supply pump (1) (steering section) occur, orbitrol (5) sends a signal (LS) to secondary priority valve (12) that positions itself so that the oil flow delivered by steering emergency pump (14) to the orbitrol circuit. The oil directed to the orbitrol is sufficient to ensure the steering, even with engine inoperative. Under these conditions, since the oil is diverted to the orbitrol, pressure switch (7) monitors a pressure drop (lower than 1.5 bar (21.75 psi)) and signals to the operator the intervention of the emergency steering pump (14) activating the relevant indicator light in the cab.



W190

4-3

STEERING SYSTEM

7 8 L

P

R T LS

S

5-6

9

4

2

10

3

11 4

D F 12 13 14

1

Fig. 4-2 Emergency steering circuit D. To equipment control valve - F. To brake pedal valve - L. To left cylinder (bottom side) - LS. Load Sensing signal P. Supply form pump - R. To right cylinder (bottom side) - T. Discharge to tank - 1. Dual supply pump (steering/brakes) 2. Main priority valve - 3. Check valves - 4. Steering cylinders - 5. Orbitrol - 6. Pressure relief valve - 7. Pressure switch for emergency steering pump low pressure - 8. Check valve on tank (from emergency steering pump) - 9. Check valve (from orbitrol) - 10. Valve block - 11. Safety and anti-cavitation valve - 12. Secondary priority valve - 13. Check valves on LS (load sensing) circuit - 14. Emergency steering pump



4-4

W190

STEERING SYSTEM

4

11

L

R

10 T

P

5 bar

9

6

5 LS

D 13

3 3

CF PP

EF

EF 0.8

CF PP

0.8

2 0.8

1.0

LS

12

0.8

1.0

7 14

1

1,5 bar

F

S

Fig. 4-3 Steering hydraulic system


8


W190

STEERING SYSTEM

LEGENDA OF STEERING HYDRAULIC SYSTEM D - To control valve F - To brake pedal valve L - To left cylinder (bottom side) LS - Load-Sensing signal P - Supply from pump R - To right cylinder (bottom side) T - Discharge to tank 1 - Dual supply pump - Steering/equipment section (max flow Q = 162 lt/min) (35.63 USG/min) - Brakes/pilot system section (max flow Q = 32 lt/min) (7.03 USG/min) 2 - Main priority valve (stand-by setting 12 bar) (174 psi) 3 - Check valves 4 - Steering cylinders 5 - Orbitrol 6 - Pressure relief valve (setting 210 bar) (3045 psi) 7 - Pressure switch for emergency steering pump low pressure 8 - Check valve on tank (emergency steering circuit - setting 1.5 bar) (21.75 psi) 9 - Check valve (orbitrol circuit - setting 5 bar) (21.75 psi) 10 - Valve block 11 - Safety and anti-cavitation valve (setting 280 bar) (4061 psi) 12 - Secondary priority valve (setting stand by 4 bar) (58.01 psi) 13 - Check valves on LS (Load Sensing) circuit


4-5


4-6

W190

STEERING SYSTEM

4.2 MAIN AND SECONDARY PRIORITY VALVES 4.2.1 DESCRIPTION OF OPERATION OF MAIN PRIORITY VALVE Item (g) represents the position of the spool under the conditions of equipment (booms and bucket) operation only without intervention by the steering. Check valve (1) is closed due to the lack of flow toward the orbitrol, keeping the latter under pressure. This condition is maintained for a few instants, due to the dynamic leakage inside the orbitrol, from which an alternate closing and opening movement of supply duct (CF) occurs. If the steering is continued to stroke-end and the circuit pressure increases, the pressure relief valve inside the orbitrol opens discharging excess pressure directly to the hydraulic oil tank. Two orifices (S1 and S2) creating a pressure gradient downstream, provide a gradual movement of spool (2) during the various phases of operation.

Oil is sucked by the pump and forwarded directly to the main priority valve. The oil powers the valve from duct (P). In the event the steering of the machine is required, spool (2) is positioned as in detail a. This position is maintained by the return spring and by the oil coming from duct (LS). Duct (LS) is connected to the orbitrol and the pressure is directly proportional to the steering speed. If the steering is gradually zeroed (item b) the pressure in the orbitrol decreases thus it decreases in duct (LS) as well. Being the delivery pressure to the orbitrol (duct CF) higher, under these conditions, spool (2) moves and presses the return spring gradually uncovering the delivery to control valve (EF).

S2

2

1

EF

123456 123456 123456 Static oil

Oil to discharge

Oil under pressure

1

1

CF

EF

LS

CF

EF

CF

LS

LS PP

PP

PP

S1 P

a

P

P

b

c

Fig. 4-4 Main priority valve operation phases a. Full flow delivery phase to orbitrol - b. Simultaneous flow delivery to orbitrol and equipment control valve - c. Full cutting -off to orbitrol and full delivery to control valve - S1 and S2. Orifices - 1. Check valve - LS. From orbitrol - CF. To orbitrol and (upon request) to secondary priority valve - P. From hydraulic pump - 2. Spool.



W190

4-7

STEERING SYSTEM

Removal

Disassembly

The valve is installed on the frame on the left side of the machine, under the cab.

To disassemble the priority valve proceed as follows:

Drain the hydraulic oil from the tank, tagging and disconnecting the oil hoses. Remove the securing screws and remove the valve.

1) remove plug (1) and relevant O-Ring (2) from port (PP); 2) remove plug (6) and relevant O-Ring (2) from port (LS) and extract spring (5); 3) extract spool (3) using a nylon rod pushing from the opposite side of the valve.

1

1 2 3

5 2 6 4

Fig. 4-5 Main priority valve 1. Plug - 2. O-Ring - 3. Spool - 4. Valve body - 5. Spring - 6. Orifice plug

1

60 Nm

Reassembly and installation The reassembly and installation are performed reversing the operations above. Tighten the components to the prescribed torque indicated in Fig. 4-5.


1


4-8

W190

STEERING SYSTEM

4.2.2 MAIN PRIORITY VALVE DIAGRAM The priority valve is combined with the orbitrol to make the "load sensing" system that distributes the flow of the main pump to the steering and equipment hydraulic systems.

EF

CF EF

CF PP

PP

LS

LS

P P

Fig. 4-6 Priority valve diagram P: LS: EF: CF: PP:

PUMP (from main pump) LOAD SENSING (from Orbitrol) MAIN CIRCUIT (to equipment control valve) STEERING CIRCUIT (to orbitrol) PILOTING CIRCUIT (by-passed inside the valve)

Setting = 12 bar (174.04 psi)



W190

4-9

STEERING SYSTEM

4.2.3 STEERING EMERGENCY CIRCUIT General description The configuration of the device includes a gear pipe directly keyed on the transmission to ensure, when the machine is moving (forward or reverse) the flow of oil to the emergency system. Oil sucked by the emergency pump reaches the secondary priority valve that, in case of operating failure of the steering pump, is positioned in a manner to ensure the flow of oil toward the orbitrol and the cylinders.

The emergency steering circuit has the purpose of allowing the steering of the machine, in the event of accidental cutting-off of the engine or in case of failure of the main steering pump. Its intervention is signalled by the activation of an indicator light located on the right of the dashboard.

TO ORBITROL TO EQUIPMENT CONTROL VALVE TO ORBITROL

EF

TO MAIN PRIORITY VALVE

EF 0.8

0.8

CF

0.8

1.0

LS

1.0

PP

0.8

EMERGENCY STEERING PUMP

STEERING/ BRAKES POWER PUMP

1.5 bar

CF PP

TO SECONDARY PRIORITY VALVE

TANK

CAB DASHBOARD C

H

STEERING EMERGENCY INDICATOR LIGHT

Fig. 4-7 Emergency steering diagram

4.2.4 SECONDARY PRIORITY VALVE The secondary priority valve is equal to the main priority valve, being the "stand-by" pressure different at 4 bar 58 psi, is installed on the frame, on the right side, under the cab.

The removal/disassembly/reassembly and installation are the same of the main priority valve.



4 - 10

W190

STEERING SYSTEM

4.3 POWER STEERING Its normal function is the one of a hydraulic motor to perform dosing operations. In case of emergency, it is made to operate as a manual pump for manual steering (without hydraulic power).

The power steering is composed of the controlling valve and rotor group. The controlling valve is a rotary valve that, with its rotation changes the oil passages, thus actuating the steering cylinders. The rotor group is located under the controlling valve.

3

6

4 T

L

LS

5

DANFOSS

7

R

P

1 2

Fig. 4-8 Power steering 1. Valve block - 2. Power steering - 3. To main and secondary priority valves (unit with emergency steering) - 4. To tank - 5. From pump - 6. To left steering cylinder - 7. To right steering cylinder.

PT L

R OVPL 28

OSPL 1000 LS

LS

Fig. 4-9 Hydraulic diagram



W190

4 - 11

STEERING SYSTEM

4.3.1 POWER STEERING Removal The power steering is complete with valve block (2) that is flanged on the steering. It is suggested to mark the sections of the steering, so that the same position is ensured when reassembling. Remove the securing screws and remove valve block (2) and power steering (1).

Drain the hydraulic oil from the tank, steer fully rightward or leftward to reach the zone under the cab. Tag and disconnect the oil pipes from valve block (2). From the inside of the cab, remove the steering column guard, until the steering securing screws are reached, then remove the four screws (5). Remove the steering complete with valve block.

2

4

3

3 5

4

1

6

1

2

Fig. 4-10

Steering column complete

1. Power steering - 2. Valve block - 3. Steering column - 4. Steering wheel - 5. Power steering securing screws - 6. Valve block securing screws. Note -

1

65 Nm

3

20 Nm

2

35 - 45 Nm

4

65 Nm ± 0.5



4 - 12

STEERING SYSTEM

4.3.2 DISASSEMBLY OF POWER STEERING Remove securing screws (22) and remove cover (19). Remove fixed ring (17) complete with inner rotor (15). Pullout spacer (14) and O-Ring (13). Extract the rotor drive shaft (12). Remove threaded bush (4) and extract ball (3) from the check valve. To remove the springs, it is necessary to pullout slightly the rotary valve from the sleeve, remove blade springs (9), extract the valve pushing it out from the sleeve, paying attention to rotate it slowly to facilitate the operation. Check carefully all the components. Check that the sliding surfaces are free from scratches and are not deformed. Replace all damaged parts. Replace all seals and possibly the blade springs as well. It is important that the assembly of the parts making the power steering done with the maximum cleanliness. Lubricate freely the parts with hydraulic oil. Check that all oil ducts are unclogged. Extract sleeve (11) complete with rotary valve (8). Extract thrust bearing (6) and the sleeve return spring retaining ring. Disassemble the rotary valve from the sleeve, removing drive pin (10).


W190


W190

4 - 13

STEERING SYSTEM

1

5

23

6

24

7 3

8

4

2

10 11 12 9

13 14 15

16

17 19 18

20 21 22

W190-4R001

Fig. 4-11

Power steering parts

1. Seal - 2. Power steering body - 3. Check valve ball - 4. Treaded bush - 5. Seal - 6. Thrust bearing parts - 7. Ring 8. Rotary valve - 9. Sleeve (11) return springs - 10. Sleeve (11) and shaft (12) drive pin - 11. Valve (8) seat sleeve 12. Rotor (17) drive shaft - 13. O-Ring - 14. Ring - 15. Rotor - 16. O-Ring 17. Rotor (15) fixed ring - 18. O-Ring - 19. Cover - 20. Washers - 21. Screw with pin - 22. Cover (19) securing screws 23. Pressure relief valve - 24. Pressure relief valve seat.


-


4 - 14

W190

STEERING SYSTEM

4.3.3 ASSEMBLY OF POWER STEERING Install the seal in the power steering body. Reinstall rotary valve (8) into sleeve (11) turning it slowly while installing it. Align the spring passage cuts and insert the springs inside the sleeve and rotary valve. Note – In the event a tool is required to install the springs, make it from a recessed head screw wrench of appropriate size. The long part of the wrench must be splined for a depth of about 13 mm and a width of 3.2 mm. Centre correctly the springs installed so that they result flush with the outer diameter of the sleeve. Insert ring (7) retaining the springs. Install pin (10) driving the sleeve/rotary valve.

Insert ball (3, Fig. 4-12) into its seat on the body and install threaded bush (4). To facilitate the operations to follow, before installing the drive shaft, mark it with a sign parallel to the pin cutting. Install drive shaft (12) checking that the slot is inserted on the pin. Note – Mark (B) on the shaft must be parallel (C) to the drive pin and surface (D) securing the valves block. Arrange shoulder ring (14) with the relevant O-ring seals. Install fixed ring (17) complete with rotor (15). Note – Make sure that the two vanes of the rotor indicated in the figure are parallel (A) to mark (B) made previously on the shaft, thus to drive pin (C) and surface (D) securing the valve block.

Install thrust bearing (6). Insert the sleeve assembly into the orbitrol body, making sure that all parts are free to turn. Note – During the installation of sleeve ( 11 ) in the orbitrol body, make sure that the drive pin remains horizontal.

Install the cover checking that the marks made prior to the disassembly coincide. Assemble the group tightening the screws to the torque of 35 Nm. following the sequence indicated in Fig. 4-12. Note – Screw w/ pin (21) must be inserted in the hole where threaded bush (4) is.

A

6

4

B C A

D

2

1

B C

D

3

7 5

Fig. 4-12

Timing of power steering

A - B - C - D. Surfaces that must result parallel among them at the reassembly.



W190

4 - 15

STEERING SYSTEM

1

5

23

6

24

7 3

8

4

2

10 11 12 9

13 14 15

16

17 19 18

20 21 22

W190-4R001

Fig. 4-13

Power steering parts



4 - 16

W190

STEERING SYSTEM

4.3.4 DISASSEMBLY OF THE VALVE BLOCK Remove plugs (8) from the valve block as well as the multiple safety, shockless and anti-cavitation valves (5).

Replace the O-Rings.

Extract from the block check valves (9).

Reassemble the component parts reversing the disassembly sequence.

Lubricate all parts.

Clean accurately all the components and check that the sliding surfaces are free from scratches.

Install the valve block assembly on the orbitrol tightening the screws to a torque of 65 Nm.

1 C1

2

9

3 8 10 6

7

5

5 6 7 8 1

4

Fig. 4-14 Exploded view of the valve block 1 and 2. O-Rings - 3. Dowel - 4. Securing screws - 5. Multiple safety valves - 6. Springs - 7. O-Ring - 8. Plugs - 9. Check valves - 10. Valve body.

Note -

1

37 - 43 Nm



W190

4 - 17

STEERING SYSTEM

4.4 TEST OF THE STEERING SYSTEM The steering cylinder control circuit is powered by a hydraulic pump in two sections. One section of the pump powers, through a priority valve, the steering system. The other section powers the brakes system and the pilot valve.

The pump sucks oil from the hydraulic tank and forwards it, with the steering inoperative, to the equipment control valve. The oil flow in the delivery circuit is proportional to the performance required. A main pressure relief valve set at 210 bar (3045 psi) regulates the maximum pressure of the system, discharging the excess pressure.

3

2

1

1

Fig. 4-15 Installation of the steering pump on the transmission-torque converter group 1. Steering pump - 2. Brakes/pilot system pump - 3. Torque converter. Note:

1


Steering section

Designation: Type: Drive: Maximum delivery: Maximum pressure: Engine/pump speed ratio:

Kayaba KFP5163 gear gear 162 lt/min (35.63 US/gal) 210 bar, 2300 rpm (3045 psi) 0.894 : 1



4 - 18

W190

STEERING SYSTEM

Delivery side

Suction side

2

1

Delivery

IN

Suction

Rotation direction

Fig. 4-16 Steering and brakes/pilot valve pump

1. Front pump (steering) - 2. Rear pump (brakes-power system)



W190

7

6

5

4

3

12

15

Section B-B

Fig. 4-17

4 - 19

STEERING SYSTEM

14

2

B

A

B

A 10 11

13

1

13

10

14

9

8

15

Section A-A

Steering pump section

1. Mounting flange - 2. Driven gear - 3. Intermediate plate - 4. Centering dowel - 5. Covering plate - 6. Adapter - 7. Brakes/ power system pump (see fig. 4.11) - 8. Seals - 9. Washer- 10. Plate - 11. Driving gear - 12. Coupling sleeve - 13. Plate 14. Back-up ring - 15. Seal.



4 - 20

STEERING SYSTEM

W190

4.5 EMERGENCY STEERING PUMP Designation: ......................................................................................................... ZF driven by the transmission Type: ............................................................................................................................. bi-directional, gear type Drive: .......................................................................................................................................................... gear Delivery: ...................................................................................................................................... 32 cu cm /turn

3

4

2 1

Fig. 4-18

Removal

Reinstallation

Disconnect the hydraulic pipes from emergency steering pump (2) remove securing screws (1) and remove the pump. Recover spacer (4) and O-Ring (3).

Position correctly spacer (4) and O-Ring (3) then install steering emergency pump (2). Tighten securing screws (1) and connect the hydraulic pipes.



W190

4 - 21

STEERING SYSTEM

4.6 STEERING CYLINDERS The two, double acting, steering cylinders, with rod and cylinder sleeve mounted, respectively, to the front and rear module of the frame. The loader is steered by extracting or retracting the rod. Specifications: Cylinder bore ................................... 80 mm (3.14 in) Rod diameter ................................... 45 mm (1.77 in) Piston stroke ............... 422 ± 2 mm (1661 ± 0.07 in) Weight ............................................... 31 kg (68 lbs)

1

1

2

3

4

8

4.6.1 REMOVAL Proceed as follows: - drain the oil from the equipment reservoir; - disconnect the oil pipes; - from the rod side, loosen the retaining plate securing screw and extract the pin; - disconnect the greasing pipe of the pivot pin from the left cylinder; - from the bottom side, loosen the retaining plate securing screw and extract the pin; - remove the cylinder assembly.

9

10

11

12

2

13

5

6

7

17

3

14

Section

4

15

16

Fig. 4-19 Steering cylinder components Notes - 1

451 Nm (333 ft-lbs)

2

1030 Nm (760 ft-lbs)

3

16 Nm (11.8 ft-lbs)

4

Pressure pick-up (PT 1/8) Threaded area: LOCTITE 767

1. Cylinder head - 2. O-Ring - 3. Back-up ring - 4. O-Ring - 5. Mud scraper - 6. Bushing - 7. Seal - 8. Cylinder rod 9. Cylinder sleeve - 10. Piston seal - 11. O-Ring - 12. Piston - 13. Stop screw - 14. Steel ball - 15. Ball bushing - 16. Snap ring - 17. Pressure pick-up plug.



4 - 22

STEERING SYSTEM

W190

4.6.2 DISASSEMBLY AND REASSEMBLY

4.6.3 INSTALLATION

Loosen cylinder head (1) and extract rod (8) complete with piston (12).

Reinstall the cylinder on the machine, reversing the removal sequence.

Loosen the piston securing screw (13), then loosen it from the cylinder rod (8).

After starting the engine, check, with repeated movements of the steering, that the cylinder rod does not show signs of leakages.

In the event the ball bushing has an excessive play, replace it as follows: - 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.

Handle all components with great care. Do not place hands and fingers between parts. Wear glasses, gloves and safety shoes.

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 .



SECTION 5

BUCKET BOOMS AND FRAME INDEX

PARAGRAPH

SUBJECT

PAGE

5.1 5.1.1 5.1.2 5.1.3

GENERAL DESCRIPTION ...................................................................................... Bucket .................................................................................................................... Bucket automatic positioner .................................................................................... Setting the boom maximum height ..........................................................................

5-1 5-5 5-6 5-7

5.2 5.2.1 5.2.2

FRAME ................................................................................................................... 5-8 Frame central pivot ................................................................................................. 5-9 Removal-installation of frame central pivot ............................................................. 5-11

5.3

BUCKET STOPS .................................................................................................... 5-20

5.4

LIST OF OVERHAUL SPECIAL TOOLS ................................................................. 5-22



W190

5-1

BUCKET BOOMS AND FRAME

5.1 GENERAL DESCRIPTION The load handling system is composed of: - booms - strut - link - bucket - bucket cylinder - boom cylinders - pins

Linkage Bucket shape Bucket capacity: Heaped Struck Bucket positioner Boom kick-out Weight: Booms Strut Link DEB bucket (without cutting edge)

The bucket positioner device and the boom kick-out ensure an optimised efficiency of the equipment. All pivot pins of the handling system have dust seals to prevent the entry of debris. The three bucket pivot pins and the lower strut hinging pin are equipped with O-rings. All pivot pins are mounted with securing screws. For the part relative to bucket and boom cylinders, please refer to Section 6 (Hydraulic system).

Zed DEB, general purpose 3.4 cum 3.1 cum Mounted (proximity type) Mounted (proximity type) 1100 kg (2420 lbs) 275 kg (606 lbs) 58 kg (128 lbs) 1275 kg (2810 lbs)



5-2

W190


3

4

2

1

6 5

8

11

9

7 7

12 12

8

11 9

10

10 Detail of typical pin

Bucket pins

Fig. 5-1 Booms, strut and bucket

Note – Apply grease to the inner surfaces of the bushings and dust seals, prior to inserting the pins. Apply rust preventing oil to the inner surfaces of the bosses.

1. Bucket - 2. Strut - 3. Boom - 4. Bucket cylinder - 5. Link - 6. Boom cylinder - 7. Locking screw - 8. Dust seal - 9. Bushing 10. Pin - 11. Grease fitting - 12. O-Ring.



W190

5-3


Section A-A

Section B-B

Section C-C

1

1 1

Section D-D

Section G-G

Section E-E

Section H-H

Section F-F

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.



5-4

W190


The 5 mm. diam. hole of the bush must be aligned with 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 – In the central hinging of the link (section D-D), the bushes must be oriented with the outer grooves directed inword.



W190


5-5

5.1.1 BUCKET A standard bucket, with a screw-on reversible cutting edge, is supplied as a standard. Upon request, a welded cutting edge and a bolted teeth version is available.

The choice of the type of bucket, as a function of the material and the work conditions, is essential, to ensure an efficient performance

(Multiple purpose bucket with reversible cutting edge, DEB) Note -

1070 Nm (788 ft-lbs)

1

1

(Multiple purpose bucket with bolted teeth) Note -

1

1940 Nm (1430 ft-lbs)

2

1070 Nm (788 ft-lbs) 2 1

Fig. 5-4 Bucket



5-6


W190

Removal of the bucket Rest the bucket on the ground on a flat surface. Position some wooden shims under the booms so that, when the booms are separated, the position remains unchanged, facilitating the reinstallation. Remove the screws securing the link and boom pins, pullout pins (1 and 2) paying attention that the grease fittings are not damaged, recovering eventual shims in place.

Sling a hoist to the bucket, using the two existing eyes, then disconnect it from the booms and lift it carefully. Reverse the operations to re-install the bucket. 1

2

Fig. 5-5

5.1.2 BUCKET AUTOMATIC POSITIONER WARNING Mark

A

Fig. 5-6

C

Fig. 5-7

B

Before setting the bucket automatic positioner, engage the parking brake. Do not allow any bystander to linger near the loader. The tilt circuit is equipped with a bucket automatic positioner. This device has the purpose of returning automatically the bucket to a horizontal position, every time, after dumping the material, the machine is going to return to a new work cycle. For this purpose, when the bucket is dumped forward, move the bucket tilt lever backward, beyond strokeend (to the left in case of a single lever control). The lever is held by an appropriate detent and returns by itself into neutral position once the bucket reaches the pre-established position, being when the two red mark overlap (horizontal bucket). The horizontal positioning of the bucket is set as follows: – start the engine and position the bucket parallel to the ground; – cut-off the engine; – loosen nut A; – slide the device in the slot until the final end of rod B is aligned with sensor C. – tighten nut A. The maximum actuating distance of device C indicated with respect to rod B is 5 mm (0.20 in). Comply with this tolerance, using nut A as required.



W190

5-7


5.1.3 SETTING THE BOOM MAXIMUM HEIGHT Sensor "A" provides the automatic detent of the boom raise control lever, with the subsequent return to neutral of the same lever each time the booms reach maximum height. The maximum raise of the booms is set proceeding as follows: – Start the engine and raise the booms to the highest position desired; – Cut-off the engine; – Loosen securing screws "B" and move plate "C" as required; – Fasten the securing screws; – Start the engine and operate the boom raising a few times to verify the correct positioning. The maximum actuating distance of the device with respect to plate "E" is 5 mm (0.20 in). Comply with this tolerance, positioning sensor "A" using the securing nuts.

E

A C

B

Fig. 5-8



5-8

W190


5.2 FRAME The frame is of a type with welded steel plates with two modules pivoting between them, and the equipment mounted on the front module and the enginetransmission on the rear one.

WARNING Do not attempt any modification on the ROPS (Roll over protection structure) if mounted, without the previous 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 with a new one, since a damaged or deformed ROPS has a low structural strength.

20 21 19 22

6 4 2 5 1 14 18 5 3 4 13

15

11 9

22 23 32 24 25

17 12 8

26 28

29 31 30 26 27

14 12 10 11

Fig. 5-9 Frame

1. Bearing - 2. Plug - 3. Cover - 4. Seal - 5. Shim - 6. Valve - 7. Split pin - 8. Bearing - 9. Plug - 10. Plug - 11. Seal - 12. Shim13. Screw 16x120 - 14. Grease fitting - 15. Front frame - 16. Pin - 17. Shim - 18. Shim - 19. Pin - 20. Screw 16x25 - 21. Flat washer - 22. Bush - 23. Pin - 24. Bush - 25. Bush - 26. Flat washer 16x30x3 - 27. Screw 16x55 - 28. Screw 16x100 - 29. Shim 30. Flat washer - 31. Shim - 32. Rear frame



W190

5-9


1

Fig. 5-10 Rear ballast installation

Note -

1510 Nm

1

Ballast weight: 1965 kg (4332 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 the other hand, relocate the safety bar in its original position, prior to starting operating the machine.

(With loader under repairs)

Fig. 5-11

Safety bar



5 - 10

W190


(Upper hinging)

4

1

3

5

6 7

1 2

4

3

8

9

13

(Lower hinging)

3

14

1

15 6 16 10

17

11

18

4

12 2

1

Fig. 5-12 Central hinging

Note -

1

88 Nm

3

Threaded area: LOCTITE 262

2

215 Nm

4

Ring outer area: LOCTITE 262

1. Cover - 2. Dust seal - 3. Bushing - 4. Cover - 5. Shim - 6. Grease fitting - 7. Bearing - 8. Pin - 9. Bushing - 10. Cover 11. Shim - 12. Washer - 13. Pin - 14. Cover - 15. Shim - 16. Bearing - 17. Dust seal - 18. Bushing



W190

5 - 11


5.2.2 REMOVAL-INSTALLATION OF FRAME CENTRAL PIVOT PREPARATION Prior to removing the central pivot: – remove all the parts connected between the front and rear frame, precisely: • • • • •

propeller shaft; steering cylinders; hydraulic pipes; brake pipes; electric wires; ATTENTION

Do not work under or near attachments of the machine or any part of them that are not adequately supported or blocked. Insert under the front and rear frame adequate resting supports providing conditions of stability and safety during the disassembly phase. W190-5R001

Fig. 5-13 ATTENTION Do not allow unauthorised personnel to repair or to maintain this machine. Read and head carefully the Operation andMaintenance InstructionManual prior to starting, operating, maintaining, refuelling or repairing this machine.

1

DISASSEMBLY 2

Remove spacer (1) of the central pivot lower pin by removing securing screws (2).

W190-5R002

Fig. 5-14 ATTENTION Handle all parts with great care. Do not place hands or fingers between pieces.Wear authorised protective clothing/devices such as glasses, gloves and safety shoes.

Recover shims (3).

3 W190-5R003



5 - 12

W190


Then extract frame central pivot lover pin (1) using a punch and a mallet. 1

W190-5R004

Fig. 5-16 Remove locking screw (2) complete with washer (3) from flange (4) of the upper pin.

2

3

4

W190-5R005

Fig. 5-17 Extract frame central pivot upper pin (5).

5

W190-5R006

ATTENTION

Fig. 5-18

Do not work under or near attachments of the machine or any part of them that are not adequately supported or blocked. Lift and handle all heavymaterials witha liftingdevice with appropriate capacity. Make sure that all items are properly secured by appropriate slings and hooks. Use the lifting eyes provided for this purpose. Beware of persons standing near the load to be lifted. Use a hoist and lifting chains to sling and extract the front frame to separate it from the rear frame.

W190-5R007

Fig. 5-19



W190

5 - 13


Remove positioning bush (1) of the pivot pin from the front frame lower support.

1

W190-5R008

Fig. 5-20 Remove covers (2) by removing screws (3). 3

2 W190-5R009

Fig. 5-21 Remove shims (4).

4

W190-5R010

Fig. 5-22 Extract the two seals (5) from lower pivot covers (2) and proceed in the same manner for the upper pivot seals. 2

5 W190-5R011



5 - 14

W190


Use a punch of adequate dimensions to extract the bearings pack assembly from the lower pin pivot seat. Proceed in the same manner for the removal of the bearing pack from the upper pivot.

W190-5R012

Fig. 5-24 REASSEMBLY LOWER HINGING Prior to re-assembly, clean thoroughly all parts. Check the wear conditions of the bearings and replace them if required.

2 1

Lubricate adequately the seats of front frame bearing support (1) and the seats of the rear frame pins seats. Install outer race (2) of the lower bearing. W190-5R013

Fig. 5-25 ATTENTION Handle all parts with great care. Do not place hands or fingers between pieces.Wear authorised protective clothing/devices such as glasses, gloves and safety shoes.

3

Lubricate lower bearing (3).

W190-5R014

Fig. 5-26 ATTENTION Do not allow unauthorised personnel to repair or to maintain this machine. Read and head carefully the Operation andMaintenance InstructionManual prior to starting, operating, maintaining, refuelling or repairing this machine.

4

3

Install bearing (3) and spacer (4). W190-5R015



W190

5 - 15


Install upper bearing (1). 1

W190-5R016

Fig. 5-28 Install outer race (2) of the upper bearing. 2

W190-5R017

Fig. 5-29 Apply LOCTITE 262 in the dust seal seat of lower cover (3).

3

W190-5R018

Fig. 5-30 Place dust seal (4) on cover (3). 3 4

W190-5R019



5 - 16

W190


Use punch (1) 380002594 to press dust seal (2) into the relevant mounting seat of cover (3).

1 3

2 W190-5R020

Fig. 5-32 Proceed in the same manner for the installation of dust seal (4) on upper cover (5).

5

4 W190-5R021

Fig. 5-33 Install the two covers and close the bearing pack tightening the two screws to a torque of 88 Nm. Measure the gap existing between upper cover (5) and frame (6). The shim pack must be equivalent to the gap measured + 0.2 mm, where 0.2 mm represents the right tolerance for the correct rolling of the bearings.

5

6 W190-5R022

Fig. 5-34 Insert shims (7) corresponding to the value identified.

7

W190-5R023



W190

5 - 17


Reinstall the covers using six securing screws (1) after previously applying LOCTITE 262 on the threaded part. Use a torque wrench to tighten the screws o a torque of 88 Nm.

1

W190-5R024

Fig. 5-36 Install grease nipple (2). Proceed in the same manner for the installation of the bearings on the upper pivot.

2

W190-5R025

Fig. 5-37 Insert positioning bush (3) on the front frame lower support.

ATTENTION

3

W190-5R026

Fig. 5-38

Do not work under or near attachments of the machine or any part of them that are not adequately supported or blocked. Lift and handle all heavymaterials witha liftingdevice with appropriate capacity. Make sure that all items are properly secured by appropriate slings and hooks. Use the lifting eyes provided for this purpose. Beware of persons standing near the load to be lifted. Using a host and lifting chains, hook and assemble the front frame to the rear frame.

W190-5R007



5 - 18

W190


Insert frame central pivot upper pin (1) using a mallet.

ATTENTION 1

Handle all parts with great care. Do not place hands or fingers between pieces.Wear authorised protective clothing/devices such as glasses, gloves and safety shoes.

W190-5R027

Fig. 5-40 Insert lower pin (2).

2

W190-5R028

Fig. 5-41 Lock upper pivot pin (1) using screw (3) complete with washer (4).

3

4

1

W190-5R029

Fig. 5-42 Use a wrench drive to install two screws, lower pivot pin locking plate (5) and measure the gap present between plate (5) and the face of lower frame (6).

6

5 W190-5R030



W190

5 - 19


Insert shims (1) corresponding to the value identified.

1

W190-5R031

Fig. 5-44 Reinstall plate (2) complete with shims using six screws (3) tightened by a torque wrench to a torque of 88 Nm. Tighten the three screws (4) to a torque of 215 Nm.

4 3

2

W190-5R032

Fig. 5-45



5 - 20


W190

5.3 BUCKET STOPS

580

A

30

MAX LENGHTH -5 mm

Fig. 5-46

Set lower bucket hinging pin axis at 580 mm (22.82 in) 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.



W190

5 - 21


20

C B

Fig. 5-47

Set booms to max. height. Weld the two lower abutting end plugs "B" to the bucket so that with completely tilted bucket, "C" span is equal to 2 mm (0.07 in) max.



5 - 22


5.4 LIST OF OVERHAUL SPECIAL TOOLS TOOL NUMBER

DESIGNATION

380002594

Punch dust seal


W190


SECTION 6

EQUIPMENT HYDRAULIC SYSTEM INDEX

PARAGRAPH

SUBJECT

PAGE

6.1 6.1.1

GENERAL DESCRIPTION ...................................................................................... 6-2 Hydraulic system diagram ....................................................................................... 6-3

6.2 6.2.1

HYDRAULIC SYSTEM PUMP ................................................................................ 6-5 Inspection and repair of equipment pump ................................................................ 6-7

6.3 6.3.1 6.3.2 6.3.3

EQUIPMENT CONTROL VALVE ............................................................................ General description ................................................................................................. Main pressure relief valve ....................................................................................... Safety and anti-cavitation valves ............................................................................

6.4 6.4.1 6.4.2

CONTROL VALVE CONTROLS .............................................................................. 6-13 Control valve hydraulic control ................................................................................ 6-15 Supplementary hydraulic function (variant) .............................................................. 6-18

6.5

HYDRAULIC OIL RESERVOIR ............................................................................... 6-20

6.6 6.6.1 6.6.2

CYLINDERS ........................................................................................................... 6-21 Booms cylinders ..................................................................................................... 6-21 Bucket tilt cylinder .................................................................................................. 6-22

6.7 6.7.1 6.7.2 6.7.3 6.7.4 6.7.5 6.7.6

L.T.S. ANTI-PITCHING SYSTEM (Variant) ............................................................. Description .............................................................................................................. Discharge of the accumulators ................................................................................ L.T.S. hydraulic diagram .......................................................................................... Functional tests of L.T.S. system ............................................................................ Test of L.T.S. accumulator precharge ..................................................................... Instruction for the resetting of accumulator precharge .............................................

6.8 6.8.1

TROUBLESHOOTING ............................................................................................ 6-30 Troubleshooting using the "ELECTRONIC SERVICE TOOL" device. ...................... 6-30

6.9

TOOLING ................................................................................................................ 6-31

6-9 6-9 6-11 6-12

6-23 6-23 6-23 6-25 6-26 6-27 6-28



W190

EQUIPMENT HYDRAULIC SYSTEM

6-1

Equipment pump

Hydraulic oil tank

Main hydraulic circuit Bucket dumping cylinder

Equipment control valve

Right boom cylinder

Left boom cylinder

Fig. 6-1 Equipment hydraulic system



6-2


W190

6.1 GENERAL DESCRIPTION The configuration of the hydraulic system is as follows: A hydraulic oil tank with a 97 lt (25.62 US gal) capacity (capacity of system 135 lt (35.6 US gal)) mounted centrally on the right of the loader, complete with filter and by-pass valve set at 1 bar (14.50 psi), located on the return circuit from the actuators. A hydraulic pump with discharge valve mounted on the transmission housing driven by the gear mounted on the torque converter pump wheel. An equipment monobloc control valve with two sections receiving the oil from the pump, with a main pressure relief valve set at 210 bar (3045 psi). The control valve has two sections in series, controlling two circuits respectively: bucket rollback/dumping and boom raising/lowering. Each one of the two circuits is equipped with safety and anti-cavitation valves preventing dangerous pressure peaks that could overload pipes and cylinders. Each section has a spool hydraulically piloted by a power assisted pilot valve. The control valve piloting system operates at a pressure of about 30 bar (435 psi) and it is connected to the brakes system. The pilot valve can by hydraulically cut-off by a threeway stop valve so that accidental movements of the levers are not causing undesired movements of the equipment.

The equipment control valve is connected the steering circuit. The oil in excess coming from the steering pump is directed, when the steering is inoperative, to the equipment circuit by the main priority valve. Also, the circuit includes, upon request, a system reducing the stress caused by the travelling of the machine on rough terrain with a loaded bucket, designated as L.T.S. (Load Travel Stabiliser). I fact it is known that when travelling on rough ground, the bucket load causes a disturbing pitching of the machine, influencing the stability of the load and of the loader besides the discomfort of the operator. In this instance, a large hydraulic accumulator preloaded with nitrogen, is capable of absorbing the dynamic loads, is connected to the boom cylinders through a valve block. Once the speed of 7 kph (4.35 mph) is exceeded, a solenoid valve automatically actuates the circuit, connecting the cylinder chambers with the accumulator, providing the damping action. A sequence valve set at 120 bar (1740 psi) protects the accumulator from pressure peaks.


Copyright © New Holland W190 ATTACHMENT

1

EQUIPMENT HYDRAULIC SYSTEM BUCKET CYLINDER

BOOM CYLINDERS

6-3

6.1.1 HYDRAULIC SYSTEM DIAGRAM

3

2

F

7 4 B

A T

P

6 Y

8

A1

X2

B

B2 A

Y

A2

274 bar

Pb3

MX MA

Pa3

B3 A3

X1

5

B1

230 bar

T

M

B2

186 bar

A2 Pb2

Pa2 A3

P1

T1

9

T

210 bar

B1

P

B3

175 bar

T

V = 0,71 Po = 19 bar

175 bar

A1 Pa1

Pb1

30 bar

B

PV

P2

T2

10

S

Implement

Q = 162 1/ min

Brake / Manipulator / Orbitrol Q = 32l / min.

Q = 162 1/ min Steering / implement

VPP

12

Engine rated speed : 2175 rpm Engine / Pump ratio : 0,894 Pump rated speed : 2300 rpm

63cc/rev. 13cc/rev.

172 bar 63cc/rev.

1 bar

11

Fig. 6-2


1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. B. F. M. S. VP.

Auxiliary application Bucket cylinder Boom cylinder Load Travel Stabiliser (LTS) valve Three-spool equipment control valve Pilot valve Pilot valve cut-off valve Pilot valve - brakes filter Pilot system pressure relief valve Heat exchanger Hydraulic oil tank Equipment pump From Fan Drive system valve block To brake pedal From brake pedal From steering main priority valve To steering main priority valve inlet


6-4



W190


W190


6-5

6.2 HYDRAULIC SYSTEM PUMP The hydraulic cylinder control is powered by a hydraulic pump sucking oil from the hydraulic tank and forwarding it to the equipment control valve. The pressure to be established in the delivery system is proportional to the performance required and it is in any case, limited by the pressure relief valve.

This valve set at 210 bar (3045 psi) regulates the maximum pressure in the system, discharging the pressure in excess through a quick discharge valve installed at the output of the equipment pump.

Specifications of equipment pump Designation: ................................................................................................... KayabaKFP5163AY-APNH Type: ................................................................................................................ gear with discharge valve Drive: ................................................................................................................................................ gear Delivery at 2300 rpm: .................................................... 162 lt/min (35.62 USG/min) at 170 bar (2465 psi) Maximum pressure at nominal speed: .......................................................................... 210 bar (3045 psi) Engine/pump speed ratio: ...........................................................................................................0.894 : 1 Pump rotation ranges: ...................................................................................................... 600 ÷ 2500 rpm Weight ........................................................................................................................ 28.7 kg (63.27 lbs)

5 4 A

1 2

3 B

Fig. 6-3 Installation of pump on transmission-torque converter group

A. From hydraulic oil tank (suction) - B. To equipment control valve (delivery) - 1. Equipment pump - 2. Quick discharge pump - 3. Transmission - 4. Steering - brakes pump - 5. O-Ring.



6-6


36

35 37

38

14

W190

9 5 1

3

4

13

11

B A D

C

B A 6

7

6

Detail C

10

7

Detail D

6

7

2

5

8

10

7

12

6

8

26 30 29 28 27 24 30 25 30 32 23

20 22

22

31 17 19 21

34

33 15 16 18 Section B - B

Longitudinal section of discharge valve

Section A - A

172 Bar

Fig. 6-4 Equipment pump

1. Gear plate - 2. Drive gear - 3. Driven gear - 4. Mounting flange - 5. Plate - 6. Seal - 7. Retainer - 8. Plate - 9. Dowel 10. O-Ring (high temperature) - 11. Seal (high temperature) - 12. Circlip - 13. Washer - 14. Pump cover - 15. Plunger 16. Check valve - 17. Plug - 18. Circlip - 19. Spring - 20. Plug - 21. O-Ring - 22. O-Ring - 23. Nut - 24. Setting screw 25. Nut - 26. Plug - 27. Spring guide - 28. Spring - 29. Push rod - 30. O-Ring - 31. Plug - 32. O-Ring - 33. Plug - 34. O-Ring 35. Screw (L=85.8 mm (3.37 in)) - 36. Screw (L=132 mm (5.19)) - 37. Screw (L=188.5 mm (7.42 in)) - 38. Washer.



W190


6.2.1 INSPECTION AND REPAIR OF EQUIPMENT PUMP

Suction chamber

When disassembling, mark all components so that they can be re-installed in the correct position. 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. 6-5). The contact mark is normal as long as it is less than 1/2 the inner circumference of the gear cavity. Dimension a of the mark depth (fig. 6-6) is normal if it as about 0.05 mm (0.00196 in). When dimension 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. If a is ≥ 0.15 mm (0.00589 in), replace the pump with a new one.

a

Contact mark

Fig. 6-6 Dimension of mark depth

2) Driving and driven gear In case the shaft or the gear surface shows roughness felt by running a finger nail, or in case the surface of the teeth shows excessive wear zones, it is necessary to replace the item.

Ø

d

Suction chamber

6-7

Contact mark

Fig. 6-5 Gear intermediate plate

Fig. 6-7



6-8


3) Pressure plate As shown in fig. 6-8, the pressure plate, under normal conditions, shows smoothed irregularities 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:

W190

Sliding bearing

– In case the level of roughness found shows several scratches that can be felt by a finger nail. Suction side

Irregularities

Discharge side

Fig. 6-9 Irregularities on the bearings Suction side

Irregularities

Fig. 6-8 Irregularities on the plate

4) Mounting flange (1) and covering plate (8) (fig. 6-7) Regarding the mounting flange and the cover plate, check to find out it there is an eventual wear in the bearing zone (fig. 6-9). If the teflon film is worn-out and the red surface of the copper base metal is showing for an arc larger than 150° along the inner circumference of the bearings, change the part.



W190


6-9

6.3 EQUIPMENT CONTROL VALVE 6.3.1 GENERAL DESCRIPTION The oil ducts inside it are of a series type, so that the bucket function has priority over the booms function. Thus, pressurised oil reaches the booms port only when the bucket spool is in neutral. The control valve is hydraulically actuated by the pilot valve located in the cab; it is equipped with a main pressure relief valve and three safety and anti-cavitation valves.

When the pressure in the system exceeds the value of 210 bar (3045 psi), the main pressure relief valve discharges oil to protect cylinders and pipes. The safety and anti-cavitation valves protect the relevant circuits from sudden preassure 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.

SPECIFICATIONS OF EQUIPMENT 2-SPOOL CONTROL VALVE Model Type Spool sequence Setting of main valve Setting of secondary valve (A1) Setting of secondary valve (B1) Setting of secondary valve (A2) Delivery Weight

Kayaba KVML-270-2 series, hydraulically piloted P ⇒ BUCKET ⇒ BOOMS ⇒ T 210 bar ± 5 (3045 psi ± 72) 230 bar ± 5 (3336 psi ± 72) 186 bar ± 5 (2698 psi ± 72) 274 bar ± 5 (3974 psi ± 72) 270 l/min (59.39 USG/min) 54 kg (119 lbs)



6 - 10


1 2

View from C

3

Fig. 6-10 1. 2. 3. 4.

4

Equipment 2 spool control valve

SAFETY AND ANTI-CAVITATION VALVE (186 bar ± 5) (2698 psi ± 72) MAIN PRESSURE RELIEF VALVE (210 bar ± 5) (3045 psi ± 72) SAFETY AND ANTI-CAVITATION VALVE (274 bar ± 5) (3974 psi ± 72) SAFETY AND ANTI-CAVITATION VALVE (230 bar ± 5) (3336 psi ± 72)

A1 - B1 BUCKET SPOOL SECTION A2 - B2 BOOMS SPOOL SECTION P1. OIL INLET (FROM PUMP) OIL INLET (FROM STEERING VALVE) P2. T1. DISCHARGE DISCHARGE (FROM STEERING VALVE) T2.


W190


W190


6 - 11

6.3.2 MAIN PRESSURE RELIEF VALVE The main pressure relief valve is located in the inlet section, between the neutral duct and the low pressure duct (discharge duct).

Operation

b) Operation (A) 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 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) stays closed in its seat in sleeve (4).

4 6 LP

HP 4 LP 5

LP

HP Fig. 6-12

Operation (A)

LP

2

1

Fig. 6-11

3

At rest



6 - 12


c) Operation (B)

W190

Operation

When pilot valve (5) opens, the pressure in inner cavity (3) decreases, moving main valve (1), so that pressurized oil in neutral duct (HP) can discharge directly into low pressure duct (LP).

a) At rest Pressurized oil, in the port connected to cylinder (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

1

5

Fig. 6-14

Fig. 6-13

LP

3

At rest

Operation (B)

b) Operation (A)

6.3.3 SAFETY AND ANTI-CAVITATION VALVES The safety and anti-cavitation valves are mounted in the bucket and booms sections. In the bucket section, a valve is located between port (A1) connected with the cylinder (bottom side) and the discharge duct, and a valve between port (B1) connected with the cylinder (rod side) and the discharge duct. The booms section is equipped with a single safety valve, located between port (A2) connected with the cylinders (bottom side) and the discharge duct. The eventual auxiliary section is also equipped with two valves configurated, respectively, between the ports connected with the cylinder chambers and the discharge.

When the pressure in the port connected to cylinder (HP) increases and exceeds the setting of the safety pressure, pilot valve (4) opens. Pressurized oil, discharged by the pilot valve, enters low pressure duct (LP) flowing through makeup valve (2) and valve seat (5).

5 LP

2

HP

LP Fig. 6-15

Operation (A)


4


W190


c) Operation (B)

6 - 13

e) Operation in make-up

When pilot valve (4) opens, the pressure on the raer side of piston valve (1) decreases, moving piston valve (1). Consequently, the orifice of piston valve (1) closes so that the pressure on the rear side of safety valve (3) decreases further.

If the pressure at port (HP) connected to the cylinder is lower than the value in low pressure duct (LP), being a condition for potential cavitation, make-up valve (2) moves proportionally to the 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

Fig. 6-16

3

LP

4 LP

Operation (B) Fig. 6-18

Operation in make-up

6.4 CONTROL VALVE CONTROLS 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

The control system of the control valve is of a power assited type with different levers for the functions: booms lowering/raising and bucket roll-back/dumping. The control valve spools are actuated by hydraulic connections. The circuit pressure (30 bar) (435 psi) is ensured by a pressure relief valve equipped with an hydraulic accumulator. It is possible to install, upon request, a third lever controlling a third spool of the control valve, in case it becomes necessary to mount a special type of equipment requiring a third hydraulic function. For this purpose, the support in the cab is arranged for receiving a third control spool.

HP WARNING

3

LP

Fig. 6-17

Operation (C)

The piloting system of the control valve is equipped with a safety device allowing its cuttingoff. Actuate the cut-off device to lock the control levers in neutral position when the equipment is not in use.



6 - 14


W190

3 functions hydraulic pilot valve Three way valve pilot valve cut-off

From brake valve

Radiator

Piloting/brakes pump

To brake valve

Steering pump

Pilot system pressure regulating valve accumulator

Brakes/pilot valve high pressure filter

Heat exchanger

Implement Control valve Third hydraulic function lever

To reservoir To control valve

Fig. 6-19

To control valve

Feeding (port PV)

Equipment control valve assembly



W190


6.4.1 CONTROL CONTROL

VALVE

6 - 15

HYDRAULIC

Pilot valve The pilot valve is of a modular type and is composed of two valve assemblies connected by two screws. If the booms or the bucket lever is actuated, the plunger of the pilot valve moves to direct pressurised oil to the port of the equipment control valve selected, moving the corresponding spool.

The plungers of the booms valve body and the bucket roll-in plunger are equipped with solenoid type detents that hold them respectively in booms max. raise, float and bucket roll-in positions. The detent occurs when the relevant control levers are forced full stroke. The levers can be, in any case, disengaged at any moment.

20.5°

20.5°

Valve body assembly (for booms)

Valve body assembly (for bucket)

Connecting screw

(Code) 1: Port A1 - coil side (boom raise) 2: Port A2 - coil side (bucket rollin) 3: Port B1 - coil side (float) [3] A2

A1

B2

B1

T

P [1]

P

[3] Booms

[1]

A1 B1

[2]

[2] A2 B2

Bucket

Booms

T

Fig. 6-20 Pilot valve


Bucket


6 - 16


16

1

W190

17

2 3 4 12

13 5

14 15

6 7 8 9

19

10 18

11

A

T B2

A2

View from A

Fig. 6-21

Bucket control valve body

1. Nut - 2. Rocker arm - 3. Adjusting screw - 4. Support flange - 5. Piston - 6. Spring - 7. Cup - 8. Split pin - 9. Spring 10. Plunger - 11. Valve body - 12. Solenoid - 13. Plate - 14. Piston - 15. Guide - 16. Screw connecting upper and lower bodies - 17. Dust boot - 18. O-Ring - 19. Electrical connection.



W190


1

6 - 17

18 19

2 3

4

14

5

15 16

6 7 8 9 10

17

20

11

21

12 13 A

B1

A1 P

View from A

Fig. 6-22

Booms control valve body

1. Nut - 2. Rocker arm - 3. Adjusting screw - 4. Support flange - 5. Piston - 6. Spring guide - 7. Spring - 8. Cup - 9. Spring support ring - 10. Split pin - 11. Spring - 12. Plunger - 13. Valve body - 14. Solenoid - 15. Plate - 16. Piston - 17. Guide 18. Screw connec. Upper and lower bodies - 19. Dust boot - 20. O-ring - 21. Electrical connections



6 - 18


W190

6.4.2 SUPPLEMENTARY HYDRAULIC FUNCTION (VARIANT) The variant allows the use of a multi-purpose bucket (4 in 1) or other attachements requiring a third hydraulic function.

A three spool equipment control valve is arranged, a third control lever in the cab besides the hydraulic piping.

Supplementary hydraulic function lever

Fig. 6-23

Configuration of supplementary hydraulic function



W190


B1 B3

Safety and pressure relief valve set at 230 ± 10 bar (3336 ± 145 psi)

B2

Auxiliary section

P

A3

6 - 19

A2 A1

Safety and pressure relief valve set at 230 ± 10 bar (3336 ± 145 psi)

Fig. 6-24

Arrangement of three section control valve for third hydraulic function

A3

A2

(3)

A1

B3

B2

(1)

B1

P

T (2)

“Aux.” valve section BUCKET

Fig. 6-25

BOOMS

AUX.

Three levers pilot valve



6 - 20


W190

6.5 HYDRAULIC OIL RESERVOIR Type ................................................................................................................................................. Pressurised Capacity of reservoir ................................................................................................................. 130 l (34.34 gal) Setting of by-pass valve on oil filter .......................................................................................... 1 bar (14.50 psi) Filters on return .................................................................................................................. filtering capacity 15µ The reservoir contains the hydraulic oil for the main hydraulic system, the steering system and the brakes system.

Inside the reservoir a filter is mounted, on the oil return line, equipped with a by-pass valve that, in case of clogging of the filtering element, discharges the oil directly into the reservoir.

1 2 3 4 5

6 7

8 9 A G B ➤ ➤ C D

H

➤

➤ F

➤

E

A

B ➤

E

13 12 11 Fig. 6-26

Hydraulic oil reservoir

1. Oil filter cover - 2. O-ring - 3. Spring - 4. Filter holder - 5. Oil return filter - 6. Plug - 7. Introduction filter- 8. Breather pipe 9. Reservoir - 10. Oil level indicator - 11. Cover - 12. O-ring - 13. Inspection passage - A. From heat exchanger - B. From equipment control valve - C. To steering pump - D. To equipment pump - E. To diverter valve (em.st.) - F. To emer. St. Pump



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6 - 21

6.6 CYLINDERS 6.6.1 BOOMS CYLINDERS

Boom cylinder:

The two boom cylinders are double stroke type. The cylinders are extended and retracted, respectively to raise or lower the booms. The boom cylinder is composed of: cylinder sleeve, bottom, rod, piston and seal pack.

Kayaba double stroke 2 140 mm (5.5 in) 75 mm (2.9 in) 960 mm (37.79 in) 130 kg (286 lbs)

Type Q.ty Inner diameter of cylinder Diameter of rod Stroke of cylinder rod Weight (single)

12 1

6

1

3

5

2

8

7 2

11

3

9-10

4

Fig. 6-27

Note

Boom cylinders

1

451 Nm

2

3450 Nm

3

57 Nm

1. Rod - 2. Sleeve - 3. Rod seal - 4. Front sleeve - 5. O-Ring - 6. Screw M20x2.5x55 - 7. Piston seals - 8. Piston - 9. Nut 10. Washer - 11. Threaded dowel - 12. Ball



6 - 22


6.6.2 BUCKET TILT CYLINDER

W190

Boom cylinder:

The bucket tilt cylinder is double stroke. Depending upon the extension or retraction of the cylinder, the bucket rolls-back or is dumped by the linkage made of a strut and rod. The bucket cylinder is composed of: cylinder sleeve, bottom, rod, piston and seal pack.

Type Q.ty Inner diameter of cylinder Diameter of rod Stroke of cylinder rod Weight (single)

Kayaba double stroke 1 190 mm (7.48 in) 95 mm (3.74 in) 505 mm (19.98 in) 190 kg (419 lbs)

1 2 1

6

3

5

8

7 2

11

2

12

9-10

4

Fig. 6-28

Note

Bucket cylinder

1

1140 Nm

2

13900 Nm

3

57 Nm

1. Rod - 2. Sleeve - 3. Rod seal - 4. Front sleeve - 5. O-Ring - 6. Screw M27x3x70 - 7. Piston seals - 8. Piston - 9. Nut 10. Washer - 11. Threaded dowel - 12. Ball



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6 - 23

6.7 L.T.S. ANTI-PITCHING SYSTEM (VARIANT) 6.7.1 DESCRIPTION

Positon 0 (L.T.S. OFF)

The L.T.S. (Load Travel Stabilizer) system, supplied as an optional, ensures a better driving comfort and a reduction of dynamic loads on the components of the machine (frame, axles etc.) when the unit travels with or without load. Without the L.T.S. system, the machine is subject, as a result of irregular terrains, to unwanted pitching, increasing with the travel speed. With the L.T.S. system ON, the terrain irregularities are absorbed by the equipment. In this manner, it is possible to exploit completely the potential of the machine, especially on uneven terrains, without stressing mechanical components and providing max. comfort for the operator.

Position 1 (L.T.S. ON) Automatic gearbox The transmission control unit automatically engages the L.T.S. system whenever the speed of the machine exceeds 7 km/h (4.34 mph) and disengages it when the speed drops, thus allowing the loading and dumping of the bucket without unwanted movements of the boom. The indicator comes on when the system is ON and stays out when the system is OFF. This position is recommended for normal use of the system.

The system includes, essentially: - A switch (incorporating the indicator) located on the dashboard, to activate or disactivate the system; - A piston type accumulator (oil capacity = 5.5 Liters (1.45 gal); gas capacity = 6 Liters (1.58 gal) preloaded with nitrogen and connected to the boom raise/lowering cylinders; - A valve block controlled by a solenoid valve.

Manual gearshifting The L.T.S. is OFF when the gearshift lever is in first speed. Position 2 (L.T.S. constantly ON) This position is useful only to allow the discharge of the accumulator in view of maintenance or repair interventions (for this purpose, it is necessary to place the equipment control valve in float position). This position can be used for occasional operation only, to obtain the cushion effect at speeds below 7 km/h (4.34 mph).

WARNING

L.T.S. system ON The system is activated by a switch (with built-indicator) located on the switch panel.

For an efficient performance of the L.T.S. system, the boom must be free to move. Do not use the L.T.S. system when travelling on open roads requires the locking of the boom.

WARNING - DANGER 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.

The L.T.S. switch has three positions:

6.7.2 DISCHARGE OF THE ACCUMULATORS

0

Fig. 6-29

1

L.T.S. three position switch.

2

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); - position the bucket flat on the ground; - lock the equipment control lever in "Float" position; - waiting a few seconds in this position the accumulator is discharged.



6 - 24


W190

To L.T.S. powering relay (cab)

"Brown box" controller

Transmission pilot valve

Transmission "Est-37" controller

L.T.S. control switch

To transmission "Est-37" controller

Steering valve

L.T.S. valve

Hydraulic accumulator

Fig. 6-30

Components of L.T.S. system



W190


6 - 25

6.7.3 L.T.S. HYDRAULIC DIAGRAM

1 2

6

Y

X2

B 7

X1

5

4

MX MA A

Y

EQUIPMENT CONTROL VALVE T

3

A

T

X2

Y

LTS VALVE TYPE MHRSM 25 B2X/EG26C 4 M

B

X1 MA MX

Fig. 6-31

L.T.S. hydraulic system diagram

1. Accumulator - 2. Solenoid valve "1" - 3. Discharge - 4. Cylinder bottom side valve - 5. Cylinder rod side valve 6. Sequence valve - 7. Pressure relief valve



6 - 26


W190

6.7.4 FUNCTIONAL TESTS OF L.T.S. SYSTEM Testing of electrical system Start the engine.

Raise the boom to max. height and insist in this position (valve activation) for about five seconds.

Place the L.T.S. switch on position 2; the indicator must come ON.

Lower the bucket to the ground.

Bring the engine to medium/high speed and raise the boom to max. height.

Engage the L.T.S. system placing the L.T.S. switch into position 2 (the indicator must come ON).

Lower quickly the boom and stop it suddenly at midlevel.

The bucket should raise about 200 mm (7.87 in).

The boom must oscillate before stopping and no waving movements must be felt in the cab. Bring the engine speed back to idle and move the L.T.S. switch to position 1.

Test of hydraulic circuit between boom cylinders, bottom side, and accumulator Start the engine and run it at idle speed.

The indicator must remain OFF. Engage second speed and start the machine. When the speed of the machine reaches 5 km/h (3.1 mph), the indicator in the switch must come ON. Slow down the machine and stop it; the indicator must go OFF.

With flat bucket, raise it about 30 cm (11.81 in) from the ground. Lift the machine from the ground by tilting the bucket. Move the equipment pilot valve to "Float" position so that the machine drops to the ground. Engage the system positioning the L.T.S. switch on position 2 (the indicator comes ON) so as to discharge the accumulator. Move the pilot valve back to neutral.

Valve opening test The scope of the test is to check the opening of valves (4 and 5, fig. 6-48).

Roll-back the bucket: the boom should drop until touching the ground.

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.



W190


6.7.5 TEST OF L.T.S. ACCUMULATOR PRECHARGE

6 - 27

1

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 (261 psi) at 15 °C (59 °F) with a 6 Ltr (1.6 gal) capacity.

Accumulator

Important – A precharge of the accumulator lower than the nominal value, can cause a defective operation of the L.T.S. anti-pitching system. 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.

2 Fig. 6-32 1. Protection cap - 2. Threaded plug.

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.

For the accumulator discharge procedure, please refer to point 6.7.2.

C

E

Check the pre-load, proceeding as follows: 1. Connect a drain hose to the test connector in each brake circuit to release any pressure in the brake circuit. 2. Close valves (B) and (C) on the nitrogen charging kit, refer to the illustration 6-33.

F

D

B

3. Turn the stem out of valve (F) until the stem stops. 4. Remove the cap screws and guard from the accumulator.


5. Remove the cap from the accumulator valve stem. 6. Connect valve (F) to the accumulator valve stem. 7. Make sure that valve (D) is open. 8. Turn the stem into valve (F) and read the pressure gauge (E). 9. The pressure must result 18 bar (261 psi). If the pressure is too low, charge the accumulator with dry nitrogen.


A

94L95


6 - 28


W190

6.7.6 INSTRUCTIONS FOR THE RESETTING OF ACCUMULATOR PRE-CHARGE With tool applied to the accumulator connection proceed as explained below:

6

1

5

4

3

2

GS98N801

Fig. 6-34 Nitrogen charging kit 380001737 1. To nitrogen tank - 2. Valve A - 3. Valve B - 4. Valve D - 5. To accumulator - 6. Valve C.

WARNING Use only nitrogen when charging the accumulator. Do not use air or oxygen that will cause an explosion. WARNING Do not drop the accumulator. A charged accumulator contains nitrogen compressed to 18 bar (261 psi). If the charging valve breaks away from the accumulator, the escaping nitrogen will propel the accumulator at a dangerous rate of speed.

WARNING Do not expose the accumulator to temperatures above 49° C (120° F). A charged accumulator contains nitrogen compressed to 18 bar (261 psi). High heat will cause the safety plug to blow out of the accumulator and the escaping nitrogen will propel the accumulator at a dangerous rate of speed. Important – The four valves must be in the positions noted in the procedure before connecting the Nitrogen Accumulator Charging Kit to the machine or nitrogen, refer to the above illustration. Important – To help prevent equipment damage, the low pressure gauge valve C MUST BE SHUT OFF during high pressure (10 bar/145 psi and above) applications.



W190


6 - 29

1. Close the shutoff valve A by turning it all the way to the left (counterclockwise), refer to the illustration on page 6-28.

10. Install the charging hose fitting onto the accumulator pressure valve (2), refer to the illustration on page 6-27.

2. Open valve B by turning it out all the way to the left (counterclockwise).

11. Tighten the needle valve by turning it clockwise. Slowly open the gauge valve D and observe the reading on the gauge. This reading is the nitrogen pressure level inside the accumulator, refer to illustration on page 6-28.

3. Close valve C by turning it all the way to the right (clockwise). 4. Close the gauge valve D by turning it all the way to the right (clockwise). 5. Connect the charging hose to the nitrogen supply tank. 6. SLOWLY turn valve A clockwise while watching the high pressure gauge. Stop turning valve A when the needle on the gauge reaches 18 bar (261 psi). Note – If the needle goes over the needed pressure, quickly open and close valve D and check the pressure setting again. The charging kit is now ready to be installed on the accumulator. 7. Remove the two screws and the protection bracket from the accumulator body. 8. Remove the valve cap from the pressure valve (1) on the accumulator; refer to the illustration on page 6-28. 9. Back off the needle valve on the accumulator end of the charging hose by turning it counterclockwise to the maximum amount. This prevents nitrogen from escaping from the accumulator when the charging hose is attached to the accumulator gas charging valve, refer to the illustration on page 6-28.

12. Open the shutoff valve A on the nitrogen supply tank. While observing the pressure on the gauge, slightly open the needle valve on the accumulator charge hose. By regulating the needle valve, fill the accumulator to 18 bar (261 psi). Close the needle valve. Close the shutoff valve A on the nitrogen supply tank. 13. Close valve B by turning to the right (clockwise). After a few minutes, check the accumulator for leakage. 14. Back off the needle valve on the accumulator end of the charging hose by turning it counterclockwise the maximum amount. This will prevent nitrogen from escaping from the accumulator as the hose is removed. Remove the charging hose from the accumulator pressure valve (2), refer to the illustration on page 6-27. 15. Install the valve cap onto the pressure valve (1) on the accumulator. 16. Install the protection bracket on the pressure relief valve using the two screws. 17. Remove the charging hose from the nitrogen supply tank, refer to the illustration on page 6-28.



6 - 30


W190

6.8 TROUBLESHOOTING A series of pressure pick-ups with J.I.C. 37° 7/16-20 joint is located under the panel indicated in the figure on the side. The pressure measurement is done on the following circuits: - front and rear service brakes - boom cylinders circuit - brakes piloting-pilot valve circuit - oil outlet from torque converter - forward (FWD) clutch transmission circuit - reverse (REV) clutch transmission circuit - 1st speed clutch transmission circuit - 2nd speed clutch transmission circuit - 3rd speed clutch transmission circuit - 4th speed clutch transmission circuit FRONT

Note — For the pressure values, please refer to the single sections of this Manual

BRAKES

HYDR.

REAR

6.8.1 USE OF THE ELECTRONIC SERVICE TOOL EST is a specific and indispensable instrument to perform diagnoses on the product. The new instrument designated as Electronic Service Tool, is essentially made of a portable PC with peculiar design features (STHPX) and a technologically advanced flow meter measuring flows, pressures and temperatures. The components equipping the EST system are instruments designed and developed for specific filed usage. In fact, the PC is able to withstand shocks, contact with liquids and substances dangerous for normal PCs on the market. The EST system provides the diagnosis of the main groups of the machine through the measuring of operational parameters of the electronic control components (controllers, sensors etc.) and the measure of flows, pressures and temperature.

MAIN

MAIN

TRANSM.

PILOT

FWD

TRANSM.

T. CONV.

-1-

TRANSM.

REV

-3-

TRANSM.

-2-

-4-

The EST system provides the diagnosis on Excavators, wheeled Loaders Dumpers, Graders and Dozers. The EST system is a data bank. It makes possible saving and forwarding the diagnoses performed, directly from the operation site, loading all the technical information required for service activities (CDs, Manuals, parts Catalogues etc.). The software starts automatically once the STHPX is switched ON. It can provide a report of the tests performed, indicating , besides the i.d. data of the vehicle being tested, the references to the Customer and the Dealer's representative performing the intervention as well. The technical report, in an electronic format, can be forwarded by E-mail or recorded for future inspections and comparison, useful in the implementation of the PTF-8. The software is protected by an access key (SMS key) assuring a protected usage.



W190


6 - 31

6.9 TOOLING 380060208 CE - EST DIAGNOSTIC KIT KEYBOARD version 380060157 CE - EST DIAGNOSTIC KIT TABLET version

A. A. A. A. B. C. D. E. F. F. G. H. K. I. L.

STHP HDD 80 GB DVD 8x Battery for PC STHPX Computer English Vehicle interface module DPA-3 DPA-3 to multibrand interface cable PC to DPA-3 interface cable STHP Computer Docking Station "SMS key" application software 12V Vehicle Power Supply Bag PC to vehicle interface Cable PC to vehicle Cable PC to vehicle interface Cable PC to vehicle

M. N. O. P. Q. R. S. T. T. U. V.

Engine diagnosis cable Cable from multibrand interface to ZF AEB starter. Grader diagnosis cable Cable motor BB3 diagnosis cable Special keyboard I/O Stick Excavator connecting cable 3,5 FDD 24V Vehicle Power Supply Printer Printer cable 1850-2R520



6 - 32


380001594 PFT-8 HYDRAUIC TEST KIT

1850-2R521

A. B. C. D. D. E. F.

750L/M Flow block 700 bar pressure sensors Temperature sensors 150 °C Sensor cables Cable temperature sensors Suitcase Module PFT-8


W190


W190


6 - 33

380060209 CE - EST KIT COMPLETE KEYBOARD version 380060165 CE - EST KIT COMPLETE TABLET version


CE - EST KIT DIAGNOSTIC 380060209


CE - EST KIT DIAGNOSTIC 380060165 W190-2R003



6 - 34



W190


SECTION 7

ELECTRICAL SYSTEM INDEX

PARAGRAPH

SUBJECT

PAGE

SAFETY RULES ...................................................................................................

7-1

7.1

GENERAL LAYOUT OF THE ELECTRICAL SYSTEM ..........................................

7-2

7.2

MAIN CONNECTORS ............................................................................................

7-3

7.3 7.3.1 7.3.2 7.3.3 7.3.4 7.3.5

MAIN COMPONENT CONNECTIONS (CAB) ........................................................ Fuses .................................................................................................................... Cab instrument board ............................................................................................. Indicators on instrument board ............................................................................... Switch board .......................................................................................................... Automatic transmission .........................................................................................

7-8 7-9 7-13 7-16 7-16 7-17

7.4 7.4.1 7.4.2 7.4.3 7.4.4 7.4.5

LOCATION OF MAIN COMPONENTS ON ENGINE .............................................. Main switch ........................................................................................................... Starter switch ........................................................................................................ Solenoid switches and diodes ................................................................................ Pressure switches - sensors - switches ................................................................. Alternator ...............................................................................................................

7-21 7-23 7-23 7-24 7-35 7-58

7.5

ACOUSTIC TRANSDUCERS .................................................................................

7-60

7.6

CLIMATISATION SYSTEM ...................................................................................

7-61



W190

ELECTRICAL SYSTEM

7-1

SAFETY RULES

WARNING When working on the electrical system always wear protective gloves and remove rings, wrist watches and any other metallic jewel.

DISCONNECT WARNING Prior to proceeding with inspection or repair interventions of electrical components DISCONNECT GROUND CABLE "A" from negative terminal "B" of the battery. DISCONNECT THE CABLE from positive terminal "D".

A B

C

BATTERY 12Volt x 2 GROUND

WARNING NEVER REST METALLIC ITEMS on the battery to prevent the danger of short circuits.

WARNING BATTERY GASES ARE FLAMMABLE. Never place open flames or generate sparks near batteries. During the recharging, the emission of gases is higher. WARNING BATTERY GASES ARE DANGEROUS if in contact with the skin or materials.



7-2

ELECTRICAL SYSTEM

W190

7.1 GENERAL LAYOUT OF THE ELECTRICAL SYSTEM The electric wires are divided into five main groups: 1. Cab wires 2. Front frame wires 3. Rear frame wires 4. Engine wires 5. Transmission wires.

WARNING Always disconnect the battery cable prior to cleaning, repairing, connecting or disconnecting any cable of the electrical system to prevent the possibility of personal injuries. Always keep all the lights equipping the machine efficient. Replace at once any burnt-out bulb.

The above mentioned groups are connected among them by five multiple connectors located under the cab, near the front frame fixtures.

1 B

1

1

2

A

3

4

5

Fig. 7-1 A. Left side connectors - B. Right side connectors - 1. Cab wires - 2. Front frame cable - 3. Rear frame cable 4. Transmission cable - 5. Engine cables.



W190

ELECTRICAL SYSTEM

7-3

7.2 MAIN CONNECTORS CABLE CONNECTION ENGINE - CAB 24-31 31

20

30

6

18 29

2 7 1 8

22 11

4

16

LEFT SIDE VIEW OF CAB

10 3

17 28

21 9

19

6 15

23 12

13

27

14 26

24 25

X18

GROUND CABLE (PLAIT)

W190-7R003

Fig. 7-2 MACHINE - CAB INTERFACE CONTACT NUMBER

WIRE NUMBER (MACHINE)

(X18) 24-31 WAY CONNECTOR WIRE SECTION (MACHINE)

LAYOUT

1

EMPTY

2

EMPTY

3

WIRE NUMBER (CAB)

WIRE SECTION (CAB)

EMPTY

4

-

-

5

72

0.5

6

60

0.5

SWITCH

60

0.5

7

19

0.5

ACCELERAROR PEDAL SWITCH

19

0.5

8

81

0.5

ACCEL. PEDAL POTENTIOMETER -

81

0.5

9

83

0.5

ACCEL. PEDAL POTENTIOMETER OUT

83

0.5

10

55

0.5

ACCEL. PEDAL POTENTIOMETER +

55

0.5

11

28

0.5

EDC FAILURE INDICATOR (ENGINE CONTROLLER)

28

0.5

12

43

0.5

AXLE ARRANGEMENT

43

0.5

13

64

0.5

EDC FAILURE INDICATOR (ENGINE CONTROLLER)

64

0.5

14

8

0.5

EMPTY

8

1

15

-

-

EMPTY

-

-

16

-

-

EMPTY

-

-

17

-

-

EMPTY

-

-

18

-

-

EMPTY

-

-

19

27

0.5

27

0.5

20

-

-

21

49

0.5

EMPTY ACCELERAROR PEDAL SWITCH.

TROUBLESHOOTING BUTTON EMPTY

-

-

72

0.5

-

-

TROUBLESHOOTING CONNECTOR

49

0.5

22

22

0.5

ENGINE COOLANT TEMP. INDICATOR CONTROL RELAY (87)

22

0.5

23

23

0.5

ENGINE OIL PRESSURE INDICATOR CONTROL RELAY (87)

23

0.5

24

-

-

25

46

0.5

26

59

27

-

28

-

0.5

29

836

1

WATER IN FUEL SENSOR

30

19

1

GROUND

19

1

31

31

0.5

LINC K31

31

0.5

EMPTY

-

-

COLD STARTING ENGAGED INDIC. CONTROL

46

0.5

0.5

NEUTRAL RELAY CONTACT ARRANGEMENT

59

0.5

0.5

EMPTY

-

-

EMPTY

-

-

836

1



7-4

ELECTRICAL SYSTEM

W190

TRANSMISSION - CAB CABLE CONNECTION

24-23 W V

X K L

J H

B

U

M A

G

C

T

N F

LEFT SIDE VIEW OF CAB

D E

S R

Q

O P

X21

GROUND CABLE (PLAIT)

W190-7R004

Fig. 7-3 MACHINE - CAB INTERFACE

(X21) 24 - 23 WAY COONECTOR

CONTACT NUMBER

WIRE NUMBER MACHINE

WIRE SECTION MACHINE

WIRE NUMBER CAB

WIRE SECTION CAB

A

430

1

B

434

1

SOLENOID Y1

56

1

SOLENOID Y2

10

C

438

1

1

SOLENOID Y3

32

D

1

442

1

SOLENOID Y4

55

1

E

446

1

SOLENOID Y5

9

1

LAYOUT

F

450

1

SOLENOID Y6

51

1

G

454

1

VPSI (+) (TRANSM. HYDRAULIC CONTROLLER)

12

1

H

-

J

458

K L

EMPTY

-

-

1

TEMP.

39

1

574

1

TEMPERATURE SENSOR

49

1

462

1

TEMP.

46

1

M

GE 2

1

SPEED SENSOR B1

19

1

N

BL2

1

SPEED SENSOR B1

3

1

O

GN3

1

SPEED SENSOR B2

41

1

P

SW3

1

SPEED SENSOR B2

3

1

Q

RT4

1

SPEED SENSOR B3

42

1

R

BL4

1

SPEED SENSOR B3

3

1

S

500

1

SPEED SENSOR B4

4

1

T

504

1

SPEED SENSOR B4

62

1

U

508

1

SPEED SENSOR B4

45

1

V

-

-

EMPTY

-

-

W

-

-

EMPTY

-

-

X

570

1

TEMPERATURE SENSOR

46

1



W190

ELECTRICAL SYSTEM

7-5

FRONT CABLE - CAB CONNECTION

24-31

20

31 19

9

7

3

8

4

15

13 24

14

27

RIGHT VIEW OF CAB

23 12

6

16

22 11

1

17 28

10

2

18 29

21

6

30

26

25

X20

W190-7R005


(X20) 24 - 31 WAY CONNECTOR

CONTACT NUMBER

WIRE NUMBER MACHINE


1

169

1

LTS SOL. VALVE

2

-

-

EMPTY

3

613

1

LAYOUT

WIRE NUMBER CAB

WIRE SECTION CAB

169

1

-

-

BRAKES ACCUMULATOR PRESS. SW

613

1

4

116

1

HORN PEDAL BUTTON

116

1

5

138

1

HORN

138

1

6

103

1

RIGHT FRONT TURNING LIGHT

103

1

7

109

1

LEFT FRONT TURNING LIGHT

109

1

8

-

-

EMPTY

-

-

9

-

-

EMPTY

-

-

10

330

1

RIGHT FRONT HEAD LIGHT

330

1

11

339

1

LEFT FRONT HEAD LIGHT

339

1

12

-

-

EMPTY

-

-

13

-

-

EMPTY

-

-

14

231

1

LEFT LOW BEAM LIGHT

231

1

15

223

1

RIGHT LOW BEAM LIGHT

223

1

16

219

1

LEFT HIGH BEAM LIGHT

219

1

17

221

1

RIGHT HIGH BEAM LIGHT

221

1

18

-

-

EMPTY

945

1

19

975

1

TRANS. CUT-OFF PRESSURE SW (+)

975

1

20

974

1

21

995 (M)

0.3

BOOM PROXIMITY SENSOR (+)

TRANS. CUT-OFF PRESSURE SW (OUT)

974

1

995 (980)

0.3

22

980 (N)

0.3

BOOM PROXIMITY SENSOR (OUT)

980

0.3

23

994 (M)

0.3

BUCKET PROXIMITY SENSOR (+)

994 (981)

0.3

24

981 (N)

0.3

BUCKET PROXIMITY SENSOR (OUT)

981

0.3

25

-

-

EMPTY

26

859

1

27

956

28

954

29

-

-

LTS BLOCK SOL. VALVE

859

1

1

LTS (+)SOL. VALVE (+)

956

1

1

LTS SOL. VALVE (-)

954

1

-

-

EMPTY

-

-

30

-

-

EMPTY

-

-

31

-

-

EMPTY

-

-



7-6

ELECTRICAL SYSTEM

W190

REAR CABLE - CAB CONNECTION

24-21 H

X

J

W

K G

B

V

L F

A

C

U

RIGHT VIEW OF CAB

M D

E T

N S R

P

X22

W190-7R006



CONTACT NUMBER

WIRE NUMBER MACHINE


A

978

1

PARKING BRAKE PRESS. SWITCH (+)

B

-

-

EMPTY

C

996

1

PARKING BRAKE PRESS. SW. (OUT)

D

-

-

E

-

-

F

331

1

RIGHT TAIL LIGHT + PLATE

LAYOUT

WIRE NUMBER CAB

WIRE SECTION CAB

978

1

-

-

996

1

EMPTY

-

-

EMPTY

-

-

331

1

G

-

-

EMPTY

-

1

H

332

1

LEFT TAIL LIGHT

332

1 1

J

120

1

LEFT REAR TURNING LIGHT

120

K

125

1

RIGHT REAR TURNING LIGHT

125

1

L

802

1

START. SAFETY (REAR RELAY BOX 87)

802

1

M

556

1

ALARM RELAY B (REAR RELAY BOX 85)

556

1

N

558

1

ALARM RELAY B (REAR RELAY BOX 85)

558

1

P

876

1

FDS FAN INVERSION (REAR RELAY BOX 86)

876

1

R

895

1

LINE "M" FROM 15 Amp FUSE (REAR RELAY)

895

1.5

S

801

1

LINE "ACC" FROM 15 Amp FUSE (REAR RELAY)

804

1.5

T

-

-

EMPTY

-

-

U

-

-

EMPTY

-

-

V

-

-

EMPTY

-

-

W

-

-

EMPTY

-

-

X

-

-

EMPTY

-

-



W190

ELECTRICAL SYSTEM

7-7

REAR CABLE - CAB CONNECTION

24-18 6

7 8

18 9 1 17 10 5

RIGHT VIEW OF CAB

2

16 4

11

3

15 12 14

13

X23

W190-7R007



CONTACT NUMBER

WIRE NUMBER MACHINE


1

772

10

DIVERTER BOX (30)

2

809

1

AIR CONDITIONER PRESSURE SWITCH

3

-

-

4

-

5

LAYOUT

WIRE NUMBER CAB

WIRE SECTION CAB

R

10

809

1

EMPTY

-

-

-

EMPTY

-

-

844

1

EMERG. STEERING PUMP PRESS. SW.

844

1

6

000

2.5

GROUND

N

2.5

7

000

2.5

GROUND

N

2.5

8

225

2.5

RIGHT REAR WORK LIGHT

225

2.5

9

835

1

DIVIDER VALVE (STEERING OIL LOW PRESSURE)

835

1

10

637

1

ALTYERNATOR "L" (BATTERY CHARGE INDICATOR)

637

1

11

-

-

EMPTY

12

663

1

AIR CLEANER CLOGGING (SENSOR)

13

557

1

FUEL LEVEL SENSOR

14

555

1

INDICATOR

15

824

1

16

886

1

17

885

1

FRONT WASHER PUMP

18

-

-

EMPTY

-

-

663

1

557

1

555

1

AIR CONDITIONER PRESSURE SWITCH

824

1

REAR WASHER PUMP

886

1

885

1

-

-

"

"



7-8

ELECTRICAL SYSTEM

W190

7.3 MAIN COMPONENT CONNECTIONS (CAB)

23 14 15

22

24

20

12

19

2 3

34

18

4

9 10

5 1

28 30

21 29 23

16

32

6

11

31

24 27

33 17

26 7

25

8

13

W190-7R009

1. Cable electric - 2. Electronic unit control - 3. Collar - 4. Electronic unit control - 5. Cable - 6. Printed circuit board 7. Printed circuit board - 8. Switch remote control - 9. Washer - 10. Screw - 11. Cable electric-plate - 12. Gasket - 13. Relay -14. Cable electric - 15. Cable electric - 16. Electronic unit control - 17. Cable electric-switch - 18. Plate - 19. Gasket 20. Spacer - 21. Plaque data - 22. Grommet - 23. Screw - 24. Washer - 25. Flasher unit - 26. Fuse - 27. Plate 28. Electronic unit control - 29. Gasket - 30. Printed circuit board - 31. Printed circuit board - 32. Cable electric 33. Flasher unit - 34. Cable.

The main connections in the cab can be reached after removing the rear and right side plastic material panels.



W190

ELECTRICAL SYSTEM

7-9

7.3.1 FUSES

WARNING

3

Always disconnect the battery cable prior to cleaning, repairing, connecting or disconnecting any cable of the electrical system to prevent the possibility of personal injuries. Always keep all the lights equipping the machine efficient. Replace at once any burnt-out bulb.

2 1

Note – In the event a fuse is burnt out, it is necessary to replace it at once. Search for the cause of the failure. If the trouble persists, have the system inspected by competent personnel. The fuses in the cab can be reached by removing the panel located behind the operator's seat on the left side. The burning of a fuse is signalled by the activation of the relevant indicator light.

Fig. 7-8

TABLE OF CAB FUSES FUSE

DESCRIPTION

VALUE

F1A F1B F1C

CEIL. LIGHT/CLIMATE CONTR. + 30 EMERGENCY LIGHTS + 15 LIGHTS/FLASHING SW

7.5Amp 7.5Amp 7.5Amp

F2A F2B F2C

ROTARY BEACON CUMMINS ENG. INDIC. LIGHTS CONTROLLER ACTIVATION FRONT WIPER7PUMP/TIMER

7.5Amp 5Amp 7.5Amp

F3A F3B F3C

HEATER (FAN) LIGHTING SW BUCKET/FAN INVERT. S.V. BOOM AND RAISE SINGLE LEV.

15Amp 5Amp 5Amp

F4A F4B F4C

TURNING LIGHTS VOLT. REDUCT./RADIO/12V JACK/CB (OPT) SEAT HEATER

5Amp 7.5Amp 5Amp

F5A F5B F5C

“ACC” REAR RELAY BOX REAR WORK LIGHT FRONT WORK LIGHTS

15Amp 10Amp 10Amp

F6A F6B F6C

COND. COMP./AUT.LOAD. (OPT) REAR WIPER/PUMP LTS/BLOCK S. V.

7.5Amp 5Amp 5Amp

F7A F7B

"M" REAR RELAY BOX RH TAILIGHT/LH HEADLIGHT /TUV + CSI/INSTR/CIGAR LIGHTER LIGHT RH TAILLIGHT/LH HEAD/TUV + CSI/LHTAIL/LOW BEAM/LICENCE LIGHT

15Amp

SEAT COMPRESSOR EMPTY AUX. INV./ATC FILTERS/ ACC. PEDAL SENS./REVERSE RELAY/TRANSM. SOL./BUZZER/MULTIPLE INSTR.

5Amp 5Amp 7.5Amp

F9A F9B F9C

EMPTY EMPTY CENTRALISED LUBE (OPT)

3Amp 3Amp 7.5Amp

F10A F10B F10C

CIGARETTE LIGHTER “B” CUMMINS CONTROLLER HIGH BEAM

7.5Amp 10Amp 10Amp

F11A F11B F11C

HORN/HORN RELAY STARTER BOARD TROUBLESHOOTING SOCKET

7.5Amp 30Amp 3Amp

F12A F12B F12C

"B" CUMMINS CONTROLLER HEAD/TAIL LIGHT POWERING LOW BEAMS

10Amp 7.5Amp 10Amp

F7C

F8A F8B F8C

Fig. 7-9 Fuse group “1” Indicator light

F1A

F1B

F1C

F2A

F2B

F2C

F3A

F3B

F3C

F4A

F4B

F4C

F5A

F5B

F5C

F6A

F6B

F6C

F7A

F7B

F7C

F8A

F8B

F8C

F9A

F9B

F9C

F10A

F10B

F10C

F11A

F11B

F11C

F12A

F12B

F12C

3Amp 3Amp



7 - 10

ELECTRICAL SYSTEM

W190

A couple of "link" fuses respectively for the machine services (50 Amp) and alternator (80 Amp) are located in the left side of the engine compartment.

50A

80A

Fig. 7-10

Fuse group "2"

Fig. 7-11

Fuse group "3"

The following fuses are located inside the relay box accessible from the right side of the engine compartment: F1 E – Stop lights (4A) F2 E – Moisture in fuel sensor (4A) F3 E – Back-up alarm (7.5A) F4 E – Alternator "S" (4A) F5 E – Alternator "15" (4A) F6 E – EDC controller (4A) F1 D – EDC engine controller (20A) F2 D – Fuel pre-heater resistor (20A) F3 D – Amplifier + FDS solenoid valve (4A) M

– "MEGA" fuse 150 Amp engine cold starting

M

D E

Fig. 7-12



ELECTRICAL SYSTEM

7 - 11

PROTECTION TREE ELECTRIC DIAGRAM +

FUSE 150A

FUSE 80A LINK

FUSE 50A "ACC" “ACC”RALAY

ALTERNATOR

MEGA

STARTER

GRID HEATER F1A - 7.5A

CAB. LIGHTS

LINK

F1D - 20A

EDC CONTROL UNIT

CLIMATE CONTROL UNIT F1B - 7.5A

F11 B - 20A

EMERGENCY LIGHTS

F2D - 20A START ON ACC OFF H

KEY IGNITION

“M” REAR RELAY BOX F6E - 4A F5E - 4A F8B - 5A

BACK-UP ALARM

F10B - 7.5A

BACK-UP LAMPS

F9B - 3A

15 ALTERNATOR

F8A - 5A

PARKING BRAKE SWITCH

F6C - 5A

ZF CONTROL UNIT

F10C - 10A

HEAD LIGHTS F11A - 7.5A

F4E - 4A

EDC CONTROL UNIT

S ALTERNATOR

HORN HORN RELAY SOLENOID

EMPTY

F11C - 3A

SEAT COMPRESSOR - OPTIONAL

F12A - 3A

LTS SOLENOID VALVES

F8C - 7.5A

CONTROL UNIT ZF

F6B - 5A

EDC DIAGNOSTIC CONNECTOR B. BOX CONTROL UNIT

F12B - 7.5A

SIDE AND TAIL LIGHTS 24 V F7B-3A

CUT-OFF SAFETY VALVE

BACK-UP ALARM RELAY SOLENOID SPEED SENSOR

F10A - 7.5A

LIGHTER

F3E - 7.5A

ST M ACC G2 G1 B

F7A - 15A

FUEL PREHEATER RESISTANCE

LTS RELAY SOLENOID

LEFT SIDE LIGHT

REAR WINDSCREEN WIPER MOTOR

LEFT SIDE LIGHT T.U.V. - OPTIONAL

REAR WINDSHIELD MOTOR PUMP

LEFT SIDE LIGHT I.R.T.C. - OPTIONAL

AUXILIARY SELECTOR SW. RANGE SELECTOR

INSTRUMENT LIGHT

F6A - 7.5A

ELECTROMAGNETIC CLUTCH - OPTIONAL

F9A - 3A

EMPTY

LIGHTER LAMP F7C-3A

AUTOMATIC LOADING CONTROL - OPTIONAL

F9C - 7.5A

RIGHT SIDE LIGHT

CLUSTER METER F5C - 10A F5B - 10A

RIGHT SIDE LIGHT T.U.V. - OPTIONAL

REAR FLOOD LIGHTS

RIGHT SIDE LIGHT I.R.T.C. - OPTIONAL

F5A - 15A

“ACC” REAR RELAY BOX

“ACC” RELAY SOLENOID F1C - 7.5A

PLATE LIGHT

F1E-4A

LIGHTS EXCHANGE SWITCH

STOP LIGHTS

F2A - 7.5A

F12C - 10A

LOWER BEAMS

F2E-4A

BEACONS F2B - 7.5A

LEFT TAIL LIGHT

FRONT FLOOD LIGHTS

BUZZER + DIGITAL DISPLAY B. BOX

RIGHT TAIL LIGHT

W.I.F.

CENTRAL GRASE LUBRIFICAT. -

F2C - 7.5A

OPTIONAL FRONT WINDSCREEN WIPER MOTOR

F4C - 5A

SEAT HEATER

FRONT WINDSCHIELD MOTOR PUMP F4B - 7.5A

F3A - 15A

TIMER K4 FRONT WINDSCREEN

POT. DIVIDER

CAB ELECTROFAN - OPTIONAL

RADIO - OPTIONAL

F3B - 5A F3C - 5A

JACK 12 V

LAMPS SWITCH

CB - OPTIONAL

BOOM, BUCKET PROXIMITY SW. BOOM FLOAT/MAX LIFT DETENT SOLEN.

F4A - 5A

TURN LIGHTS

Fig. 7-13

SINGLE LEVER RELAY SOLENOID - OPT.


Carefully read personal and machine SAFETY PRECAUTIONS (at the beginning of this manual) X5 895 804 711 949 724

MPC 2.8 6 VIE 90

1 2 3 4 5 6

5mm

D5

5mm

D4

5mm

D12

5mm

D13

5mm

D11

5mm

D8

5mm

D7

5mm

D17

5mm

D16

5mm

D3

5mm

D6

5mm

D10

5mm

5mm

5mm

5mm

110

922

188

921

921

889

809

809

149 112

889

879

171 995 994

168

168

167

M6

SEAT HEATER

REDUCTION

N.C.

LAMP SW LIGHT SW

+ WIPER + PUMP

CONDITIONER

N.C. N.C.

X1-20 X1-21

X1-19 + ROT.BEACON SW

X1-18

X1-17

X1-16

X1-14 X1-15

X1-13

X1-12

CLIMATE PRESSURE SW

+15 FLASHING

X1-11

+15 LIGHTS SW

X1-10

+ FRONT WIPER + PUMP

+15 EMERGENCY LIGHTS

X1-9

X1-8

X1-7

BOOM SV

+ PROXIMITY

X1-6

BUCKET LEVEL SV

X1-5

+ LTS SV SW

REAR WORK

FRONT WORK

ON HARNESS

X1-4

X1-3

X1-2

X1-1

X27

X 4 = M A R K I I 1 1 WAY 9 0 ˚ N E U T R A L



X 1 = M A R K I I 2 1 WAY 9 0 ˚ G R E E N

N.C.

ACC. REAR CENTR. + HEATING M FROM KEY B+ FROM KEY

M REAR CENTR

2.2K L/4W

R5

F2B 7.5A

2.2K L/4W

R4

F2A 7.5A

2.2K L/4W

R12

F4C 5A

2.2K L/4W

R13

F5A 15A

2.2K L/4W

R11

F4B 7.5A

2.2K L/4W

R8

F3B 15A

2.2K L/4W

R7

F3A 15A

2.2K L/4W

R17

F6B 5A

D9

D18

D14

D15

R6

2.2K L/4W

R20

F7B 3A

2.2K L/4W

R21

F7C 3A

2.2K L/4W

R26

F9B 3A

2.2K L/4W

R27

F9C 7.5A

2.2K L/4W

R26

F9A 3A

2.2K L/4W

R24

F8C 7.5A

2.2K L/4W

R22

F8C 5A

2.2K L/4W

R23

F8B 5A

2.2K L/4W

R19

F7A 15A

5mm

D20

5mm

D21

5mm

D26

5mm

D27

5mm

D26

5mm

D24

5mm

D22

5mm

D23

5mm

D19

166

450 450

333

330

331

339 334

332

858 852

858

B.BOX+15

ZF 45

ZF 45

ZF 45 ZF 45 ZF 45 ZF 45

ZF 45

983

587

+ 15 B. BOX

N.C.

+ F2

+ GEARSHIFT

+ REAR. START. + SPEED SENSOR + ZF + 2 CO. SW + ACC.

+ 15

+ HEATED SEAT

N.C. X3-10

N.C.

N.C. N.C.

N.C. X3-20 X3-21

X3-19

+LIGHT FUSE FROM SW

CIG.LIGHTER LIGHT X3-17

X3-18

INSTR. BACK LIGHT

N.C. X3-16

X3-15

LH HEADLIGHT X3-14

RH HEADLIGHT X3-13

X3-12

RH TAIL LIGHT

N.C. N.C. X3-8 X3-9

X3-11

N.C.

LH TAILLIGHT RH TAIL LIGHT

RH TAIL LIGHT

N.C.

N.C.

X3-7

X3-5 X3-6

X3-4

X3-3

X2-3

+ BUZZER X2-8 FRONT INSTR. POWER X2-9 X2-10 + LCD

X3-2

X3-1

X2-13

X2-12

X2-4 X2-5 X2-6 X2-7

X2-11

X2-2

X2-1 + PARK. BRAKE SW

R1

F1A 7.5A

2.2K L/4W

R30

F10C 10A

2.2K L/4W

R36

F12C 3A

2.2K L/4W

R32

F11B 20A

2.2K L/4W

R33

F11C 3A

2.2K L/4W

R34

F12A 3A

2.2K L/4W

R29

F10B 7.5A

2.2K L/4W

R28

F10A 7.5A

2.2K L/4W

R35

F12B 7.5A

2.2K L/4W

R31

F11A 7.5A

2.2K L/4W

R2

F1B 7.5A

2.2K L/4W

+B

R6

EDC +30

5mm

D30

5mm

D36

5mm

D32

5mm

D33

5mm

D34

708

441

721

153

925

X27

923

924

ZF23-ZF68

B.BOX+30

5mm

D29

5mm

D28

5mm

D35

5mm

D31

5mm

D2

5mm

D1

M5

X8

N.C.

DIAGNOSTIC SOCKET

+30 B. BOX

F1 EST37 +30 EST37 +30

+ CIG. LIGHTER

B+ LIGHTS SW

HORN RELAY

B+ EMERG. LIGHTS

+ CEILING LIGHT

X4-10 + HIGH BEAM RELAY

X4-10 + LOW BEAM RELAY

X4-9

X4-8

X4-7

X4-6

X4-5

X4-4

X4-3

X4-2

X4-1

ON HARNESS

7 - 12

2.2K L/4W

R16

F6A 7.5A

2.2K L/4W

R3

F1C 7,5A

2.2K L/4W

R6

F2C 7.5A

2.2K L/4W

R10

F4A 5A

2.2K L/4W

R9

F3C 5A

2.2K L/4W

R18

F6C 5A

2.2K L/4W

R14

F5B 10A

2.2K L/4W

R15

F5C 10A

+ACC

X7


ELECTRICAL SYSTEM W190

FUSE BOX DIAGRAM

Fig. 7-14


W190

ELECTRICAL SYSTEM

7 - 13

7.3.2 CAB INSTRUMENT BOARD The monitoring system monitors the operating conditions of the loader through sensors and switches installed on the machine and provides information to the instrument board located in the operator's compartment indicating the current operational conditions of the loader.

13

22

12 25

2

3

10

4-68-15

The instrument board is composed of instruments including the tachometer, control indicator lights signalling that all systems are operating correctly or not (alarm indicators) and signalling indicators.

5 7 16

21

26

17

27-28

CN1

CN3

1

23

11 18-19

CN2

Fig. 7-15

CONNECTION CN1

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

Acc. oil low press. Indic. light Eng. coolant high temp. indic. light Eng. coolant temp. indicator Instrument board light Left turning light Instrument board light High beam lights Instrument board light Ground Fuel level Parking brake indic. light Battery failure indic. light Fuel reserve indic. light Not connected Instrument board light Right turning light Tachometer

CONNECTION CN2

CONNECTION CN3

18 19 20 21 22 23 24 25 26 27 28

Buzzer General signal Instrument board light Transm. oil temperat. Indicator Air cleaner clogging indic. light Emergency steering indic. light Batteries Engine oil low press. indic. light Transm. oil high temp. ind. light Hourmeter (ground) Hourmeter (battery)



7 - 14

ELECTRICAL SYSTEM

Connection CN1 1

2

3

4

5

6

7

8

9 10 11 12 13 14 15 16 17

Connection CN2 18 19

20 21

22 23 24 25 26

Connection CN3 28 27

Fig. 7-16

Instrument board electric diagram

FM WTM OTM EHM SM L1-L13 L14 - L21

: : : : : : :

FUEL LEVEL INDICATOR ENGINE COOLANT TEMPERATURE GAUGE TRANSMISSION/TORQUE CONVERTER OIL TMPERATURE GAUGE HOURMETER TACHOMETER INDICATOR LIGHTS INTRUMENT LIGHTS


W190


W190

ELECTRICAL SYSTEM

7 - 15

BUTTON - 0

BUTTON - 1

BUTTON - 2

BUTTON - 3

Fig. 7-17

Electric diagram of digital display



7 - 16

ELECTRICAL SYSTEM

W190

7.3.3 INDICATORS ON INSTRUMENT BOARD Engine coolant temperature indicator

Engine coolant temperat. indicator 150 °C

50 °C ▲

▲

H

F

E

F

▲

↑ 67 °C00

↑ 102 °C00

↑ 50 °C00

↑ 120 °C00

↑

▲

Nominal value of resistance

▲

1st point of measurement

▲

Scale

C

H

▲

50 °C

C

E

120 °C

102 °C

▲

135 °C

67 °C

Fuel level indicator

▲

Instrument

E00

↑ F00

49.8Ω Ω

16.8Ω Ω

91.7Ω Ω

10.4Ω Ω

80Ω Ω

10Ω Ω

Fig. 7-18

7.3.4 SWITCH BOARD

a

b

c

d

e n m f

g

h

i

l W190-7R010

Fig. 7-19 a. Seat heater (opt.) - b. Transmission cut-off when braking - c. Transmission auto engagement - d. Boom raising detent (3 pos.) - e. Pre-heater indicator light + fuel filter with moisture - f. Radiator fan inverter - g. LTS (opt.) - h. Block valve cutoff (opt.) - i. Auxiliary direction reverser safety - l, m, n. Free.



W190

ELECTRICAL SYSTEM

7 - 17

7.3.5 AUTOMATIC TRANSMISSION

C

H

C

1

2

3

T\M OIL TEMP

20 F

E

H

4

COOLANT TEMP

55

30

10 40 50

FUEL

1\10h

44

66

HOURMETER

km\h

3

88 A

11

99

12 12

77

10 10

11 11

Fig. 7-20

Configuration of automatic transmission

1. Automatic transmission controller ATC - 2. Forward-Reverse control unit - 3. Monitoring board - 4. Gearshift pilot valve 5. Kick-down/shift-down functions button - 6. Forward-reverse diverter - 7. Forward-Reverse diverter safety switch 8. Automatic transmission engagement switch - 9. LTS device switch (opt.) - 10. Transmission - 11. Transmission sensors 12. LTS accumulator control group (opt.).



7 - 18

ELECTRICAL SYSTEM

W190

GEARSHIFT SELECTOR

2 3 4

ND

X2 X2

X1 X1

A B C D

A B C D

Fig. 7-21

SPEED SELECTION 1 = 1st speed 2 = 2nd speed 3 = 3rd speed 4 = 4th speed

SPEED SELECTION F = FORWARD R = REVERSE N = NEUTRAL

Fig. 7-22 Gearshift selector electric diagram



W190

ELECTRICAL SYSTEM

7 - 19

ZF ELECTRONIC CONTROLLER

Fig. 7-23

WARNING IT IS ESSENTILA THAT DURING THE CONNECTING AND SICONNECTING PHASES OF THE ZF CONTROLLER THE ELECTRICAL SYSTEM IS DISCONNECTED (BATTERY MAIN SWITCH AND STARTER SWITCH IN POSITION "OFF") TO PREVENT POSSIBLE DAMAGES TO THE UNIT. Connection

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34

Connections

Ground Ground Speed sensor B1 Speed sensor B4 LTS solenoid Back-up alarm relay Hydraulic transmission Hydraulic transmission Hydraulic transmission Hydraulic transmission Display connector Display connector Diagnostic connector Speed sensor B1 Transmission control Parking brake relay Transmission control Fuse 10B (7.5 Amp) Line CAN H Line CAN L Line CAN l Man./Auto SW Transmission control Transmission control Hydraulic transmission -

Wire

Connection

ZF1 ZF2 ZF3 ZF4 ZF5 ZF7 ZF9 ZF10 ZF12 ZF13 ZF14 ZF15 ZF18 ZF19 ZF20 ZF21 ZF22 ZF23 B V V ZF29 ZF30 ZF31 ZF32 -

35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68

Connections

Hydraulic transmission Speed sensor B2 Speed sensor B3 Transmission control Transmission control Fuse 6C (7.5 Amp) Hydraulic transmission Temperature sensor B15 Hydraulic transmission Hydraulic transmission Hydraulic transmission Speed sensor B4 Gearshift selector Gearshift selector Gearshift selector Clutch cut-off sw Gearshift selector Fuse 10B (7.5 Amp)


Wire

ZF39 ZF41 ZF42 ZF43 ZF44 ZF45 ZF46 ZF49 ZF51 ZF54 ZF56 ZF62 ZF63 ZF64 ZF65 ZF66 ZF67 ZF68


ELECTRICAL SYSTEM

W190

CAN L

TRANSM. CONTROL AUXILIARY CONNECTION WITH SINGLE LEVER

X19-26

ZF20

ZF45

ZF31

ZF22

ZF44

X19-27

ZF22

ZF45

CAN H

V

V

7 - 20

ZF5

X19-25

X19-30

ZF1 X19-1

ZF22

X19-22 X19-2

FUSE 7.5A (BOX 8C)

LTS

X19-5

ZF30

ZF2

KICK-DOWN SW. ZF45

ZF45 GND

ZF45

ZF45 TRANSM. CONTROL AUXILIARY CONNECTION F-N-R

ZF31

ZF31

ZF44

ZF44

ZF20

ZF20

ZF45

ZF45

ZF45

X19-31 X19-44

X19-23

X19-20 X19-68

ZF23 FUSE 7.5A (BOX 10B)

ZF68 K2

X19-45

BATT

B3

772

CU 2.5

(A)

ZF65

V

B2

X6

(B) B

Z HORN

K

ZF63

ZF7

X19-65

197 30

87

85

86

556

FUSE 7.5A (BOX 8C) 558

X19-7 (21/M)

163

CU 2.5

ZF45 (21/N)

X19-63

(C)

(D)

ZF67

BACK-UP ALARM RELAY

X19-67

(D)

ZF43

ZF56

X19-43

ZF45

ZF64

ZF

X19-32

ZF67

EST 37

ZF15

ZF15

ZF18

ZF18

X19 X19-15

X19-18

B4 500 ZF45

508 504

(23/U)

GND

438 Y3

(23/C)

442 Y4

ZF4 (23/S)

ZF62

Y5

ZF51

450 Y6

(23/F)

TRANSMISSION CONTROL

TRANSMISSION HYDRAULIC BLOCK

446

(23/E)

X19-51

454

ZF12 (23/G)

X19-13

X19-39

ZF13 ZF39

458 TEMP. (23/J)

X19-4 X19-62

(23/D)

ZF9 X19-9

X19-46

ZF46

462 TEMP. (23/L)

(23/T)

SPEED SENSORS OUTPUT

ZF45

DISPLAY CONNECTOR

ZF32

X19-55

595

X19-12

A5

Y2 (23/B)

ZF55

ZF45

434

X19-10

ZF45

TRANSMISSION SELECTOR

Y (23/A)

ZF10 X19-64

(C)

DIAGNOSTIC-INTERFACE (CONNECTOR)

430

X19-56

(B)

X7

570 X19-49

A6 ZF14

ZF14

(23/X)

ZF49

B15

574

ZF19

X19-19

GE2 (23/M)

ZF3

X19-3

ZF21

B

BL2 (23/N)

X19-21

GN3

ZF41

X19-41

(23/O)

ZF3

B2

SW3

SPEED SENSORS PICK-UP

(23/P)

ZF45 ZF29

ZF29

ZF3

X19-29

BL4

(5/4)

(23/R)

ZF42

X19-42

921

921

P.B.

CONVERTER OUTPUT TEMP. SENSOR

(23/K) X19-14

B3

RT4

(23/Q) 1

S12

ZF21

MAN./AUT. SW.

S2 X19-66

DIODE

ZF30

30

ZF30

975 ZF45

(31/19)

CLUTCH CUT OFF PRESSURE SW.

ZF45 87

975

974

ZF66 (31/20)

87

ZF45

943

CN1-25 B.B.

X19-30

86

921

85

921

ZF45

1

AUXILIARY SELECTOR ENABLE SW.

PARKING BRAKE RELAY

S13

ZF45 567

996

ZF45 996

21/C

Fig. 7-24

1

CLUTCH CUT OFF SW.

S17

S

PARKING BRAKE SW.

978

ZF45

996

ZF45

978 21/A

ZF transmission electric diagram


ZF45


ELECTRICAL SYSTEM

7 - 21

7.4 LOCATION OF MAIN COMPONENTS ON ENGINE VIEW FROM B

RIGHT SIDE SECTION VIEW

Engine coolant temperature sensor Common rail pressure sensor Fuel heater

•

Camshaft sensor

• • •

Crankshaft sensor BOSCH

B➔

EDC7 controller

• BOSCH BOSCH

Alternator Temperature sensor Fuse 80 Amp

Fuse 50 Amp 79102142

Engine rpm sensor

Depression switch

Central gear rpm sensor

Y

Converter turbine rpm sensor Detail Y

Connector x 21 Level indicator sender

A.C. electric compressor

Alternator

•

Pressure switch 82 bar (1189 psi)

A➔ Starter motor Temperature sensor

7-22

TRANSMISSION VIEW FROM A

SIDE VIEW LEFT SIDE


Fig. 7-25

Copyright © New Holland 7 - 22

ELECTRICAL SYSTEM

W190

LOCATION OF MAIN COMPONENTS ON THE MACHINE Batteries (2) Switch 1 bar (14.50 psi) L

Proximity sensors

W

R

Accelerator pedal

Battery cable

Battery starter motor cable

Potentiometer Switch 1 bar (14.50 psi)

DETAIL L

Brake solenoid valve cable

K

Ground cable

DETAIL Z

Z Battery cable

General switch key

➔

➔

A

A

➔

B

B

➔

DETAIL K

➔

Switch

Electric timer

Switch 15 bar (26.10 psi)

Main switch

A

B

➔

L

ELASIS

R

DETAIL R SECT. A-A

VIEW FROM A

Switch 1.8 bar

Proportional amplifier

SECT. B-B

Ground cable

VIEW FROM B DETAIL W Washer tank

Relay Diode Plaid assembly

Pressure switch 73 bar (1059 psi) Washer pump

Solenoid switch


Diverter box fuse 150 Amp

Fuse holder

Fig. 7-26


W190

ELECTRICAL SYSTEM

7 - 23

7.4.1 MAIN SWITCH LOCATION - Inside the battery left panel.

To ground

Battery –

Fig. 7-27

7.4.2 STARTER SWITCH LOCATION - Cab right console OFF

H

AC

C

B

L

BG

ON

R

STAR T B H OFF ACC ON

G1

G2 ACC

M

ST

POSITION B

ST

G2

G1

M

ACC

START

Fig. 7-28

WIRES R724 804 949 907

POSITION "B" "ACC" "M" "ST"

TECHNICAL DATA DC: 24 V B-G1, G2: 8 A B-ACC: 10 A B-M: 5A B-ST: 3A


M


7 - 24

ELECTRICAL SYSTEM

W190

7.4.3 SOLENOID SWITCHES AND DIODES COLD STARTING SOLENOID SWITCH 780 782 IV-4 IV-16

782

To fuse 150 Amp To resistor To EDC7 controller PIN 4 To EDC7 controller PIN 16

TECHNICAL DATA Nominal voltage: ≤ 24 V Solenoid nominal current: ≤ 2 A

IV-4

IV-16

780 Fig. 7-29

1

LOCATION - Inside the connection box, right side of engine compartment W190-7R002

Fig. 7-30 1. Cold starting relay - 2. Engine oil low pressure indicator light relay - 3. Fuel filters heater relay - 4. Back-up alarm relay.



W190

ELECTRICAL SYSTEM

7 - 25

HOLDING RELAY 90 Amp

804

85

M

R

30

G 86

N

WIRES 804 to starter switch ("ACC") N to ground R to relay board (+B) M to fuse F5A (15 Amp)

TECHNICAL DATA Nominal voltage: 24 V Nominal current: 90A Resistance: 140 Ω Contact closing voltage: 5 ÷ 18V Contact reopening voltage: 8 ÷ 20V

Fig. 7-32

R

30 85

86 G

Electric diagram

Fig. 7-31

Location of solenoid switch: relay board, inside the cab behind the operator's seat



7 - 26

ELECTRICAL SYSTEM

W190

BACK-UP ALARM RELAY

556

WIRES 772 to battery 197 to fuse 3E (7.5 Amp) 558 to connection 21N 556 to connection 21M

87

87a

85

197

30

772

86

558

TECHNICAL DATA Nominal voltage: 24 V Nominal current: 14 V Releasing voltage: 4.8 V Resistance at 20°: 240 Ω Maximum current 20 A (contacts N.O.) Maximum current 10 A (contacts N.C.)

85 87 87a

Diode 1N4004

86

30

Electric diagram

Fig. 7-33

6 5 4

3 2 1

D 6 5 4

3 2 1

E

Fig. 7-34

Location of relay: inside connection box, right side of engine compartment



W190

ELECTRICAL SYSTEM RELAY 10/20 Amp

87

87a

85 30

86

WIRES 85 To diode (954) 30 To Brown Box controller CN1-23 8956) 86 To fuse 6C (5 Amp) (167) 87 To timer Pin + (B)

RELAY 10/20 Amp

87

87a

85

86

30

WIRES 85 To timer Pin C (H) 30 To solenoid valve 3 (2) 86 To timer Pin b+ (B) 87 To timer Pin +(B) 87a To solenoid valves 1-2 (4)

85 87 87a

Diode 1N4004

86

30

Fig. 7-35


7 - 27


7 - 28

ELECTRICAL SYSTEM LIGHTS RELAY

87

87a

85 30

86

WIRES 85 To ground (N) 30 To fuse 10C (10 Amp) (R923) 86 To dimmer and flash SW PIN 56a (593) 87 To head light (R-H) (221)

LIGHTS RELAY

87

87a

85

86

30

WIRES 85 To ground (N) 30 To fuse 12C (10 Amp) (R294) 86 To dimmer and flash SW PIN 56b (594) 87 To head light (R-H/L-H) (223)

85 87 87a

Diode 1N4004

86

30

Fig. 7-36


W190


W190

ELECTRICAL SYSTEM SOLENOID SWITCH UNDER STARTER SWITCH

87

87a

85 30

WIRES 85 To ground (N) 30 Connector box (R) 86 To key switch ACC (804) 87 To fuse 5 A (15 Amp)

86

RELÈ PARKING BRAKE

87

87a

85

86

30

WIRES 85 To diode (996) 30 Auxiliary detector enable SW (ZF45) 86 To fuse 8C (7.5 Amp) (ZF45) 87a To ZF EST 37 PIN X19/21 (ZF21)

85 87 87a

Diode 1N4004

86

30

Fig. 7-37


7 - 29


7 - 30

ELECTRICAL SYSTEM NEUTRAL RELAY

87

87a

85 30

86

WIRES 85 To diode 30 To EDC7 controller PIN 20 (802) 86 To ZF EST 37 PIN X19/67 (595) 87 To key switch ST (907)

RELÈ DEVICE ENGINE OIL PRESS. INDICATOR LIGHT

87

87a

85

86

30

WIRES 85 To EDC7 controller PIN 63 (63) 30 To ground (000) 86 To EDC7 controller PIN B+ (8) 87 Brown-Box controller CN7-21 (23)

85 87 87a

Diode 1N4004

86

30

Fig. 7-38


W190


W190

ELECTRICAL SYSTEM HORN RELÈ 10/120A

87

87a

85 30

86

WIRES 85 To horn pedal SW (116) 30 To fuse 11A (7.5 Amp) (R925) 86 To fuse 11A (7.5 Amp) (R925) 87 To horn (138)

HORN RELÈ 10/120A

87

87a

85

86

30

WIRES 85 To Ground (N) 30 To fuse 11A (7.5 Amp) (R925) 86 To ZF (Z) 87 To horn (138)

85 87 87a

Diode 1N4004

86

30

Fig. 7-39


7 - 31


7 - 32

ELECTRICAL SYSTEM COLD START RELÈ

87

87a

85 30

86

WIRES 85 EDC7 controller (IV6) 30 Fuse 150A (CU16) 86 Controller EDC 7 (IV4) 87 Grid heater

FUEL PREHEATER RELÈ

87

87a

85

86

30

WIRES 85 EDC7 controller (IV6) 30 Fuse 150A (CU16) 86 Controller EDC 7 (IV4) 87 Resistor

85 87 87a

Diode 1N4004

86

30

Fig. 7-40


W190


W190

ELECTRICAL SYSTEM

7 - 33

LTS TIMER WIRES 3 To connection sol. valve EV2-EV3 B To pos. 87 relay "1" B To pos. 86 relay "2" H To pos. 85 relay "2"

3 B

P

L

B

H

Fig. 7-42 Fig. 7-41

K1 K2 K3 K4 K5 K6 K7 K8

High beam relay Reserve Flasher unit Low beam relay Safety starting relay in neutral Horn relay (control on gearshift selector) Horn relay (control on pedal button) Parking brake relay

Location of LTS relay and timer: inside box APV12 on front frame

K1

K2

K3

Note — For the specific connections of the relays, please refer to the relevant diagram.

K4

Fig. 7-43

K5

K6

K7 K8

Location: relay board, inside the cab behind the operator's seat



7 - 34

ELECTRICAL SYSTEM

W190

RELAY BOARD ELECTRIC DIAGRAM (CAB)

D11 IN4007

P. BRAKE INDIC. X3 - 21

567

D9 IN4007

P. BRAKE PRESS. X3 - 19

K8 V23074

996PB

D10 IN4007

ZF 21

X3 - 13 + F2 X3 - 16 I. P. BRAKE SW

30

996

P. BRAKE X3 - 20

ZF 45

87A

87

X3 - 14 N.C.

86

N.C. X3 - 12

85

X3 - 17 N.C.

D7 IN4007

X3 - 18 N.C. F2 X3 - 11

ZF45

K7 V23074

R925

X3 - 1 + HORN RELAY

87A 30 87

138

X3 - 4 HORN

86 85 D6 IN4007 11

N.C. X3 - 5

X3 - 6 HORN PEDAL. BUTT.

K6 V23074

87A 30 87

DIVERT. BUTT. X3 - 2

86

595

85

X3 - 15 N.C.

D5 IN4007

GND X34 X3 - 3

K1 V23074

R923

87A

87

X2 - 2

594

11 219

30

86 LOW BEAM RELAY

J1 + 30 J2 B + FUSES J3 30 RELAY 90A

N1

221

+B X2 - 6 + HIGH BEAM RELAY X2 - 9 HIGH BEAM IND. X2 - 8 LH HIGH BEAM X2 - 7 RH HIGH BEAM

86 85 D1 IN4007

K4 V23074

R924

X2 - 3 + LOW BEAM RELAY

87A 223

30 87

86 HIGH BEAM X2 - 1 RELAY

593

231

X2 - 4 RH LOW BEAM X2 - 4 LH LOW BEAM

86 85 D3 IN4007

GND K3 FLASHER UNIT

K5 V23074

802

X2 - 11 STAT. SAF. X3 - 10 + FLASHER

87A

102

86

190

85

30

87

30 87

86 START. SAF.

X2 - 15

ZF67

907

X2 - 10 30 START

86

X3 - 7 49 FLASHER

85

87A

D4 IN4007

P.B. PRESS

X2 - 12

996PB K2 V23074

X2 - 14 N.C. 87A

M FROM KEY

ACC FROM KEY X3 - 9

804

87

2

X3 - 13 N.C.

85

X1

B

86

D2 IN4007

1 A

30

N.C. X2 - 16

86 RELAY 90A

GND X34 X3 - 8

N1

85 RELAY 90 A

N.C. X2 - 17

Fig. 7-44



W190

ELECTRICAL SYSTEM

7 - 35

7.4.4 PRESSURE SWITCHES - SENSORS - SWITCHES

3

2 1

Fig. 7-45

1 - STOP LIGHTS PRESSURE SWITCH WIRES 117 To fuse 1E (4E) 175 To stop lights TECHNICAL DATA Thread: M10 x 1 Setting: 1.8 ± 0.5 bar (26.10 ± 7.25 psi)

3 - BRAKE ACCUMULATOR LOW PRESSURE PRESSURE SWITCH WIRES 613 To Brown Box CNI-3 controller 000 To ground on front frame TECHNICAL DATA Thread: R 1/8 taper Setting: 73 ± 5 bar (1058 ± 72.51 psi)

2 - TRANSMISSION CUT-OFF PRESSURE SWITCH WIRES 974 To controller ZF at PIN X/9-66 975 To pos. 1 transmission cut-off switch TECHNICAL DATA Thread: Setting: Tightening torque:

M10 x 1 15 ± 1 bar (217 ± 14.50 psi) 20 Nm



7 - 36

ELECTRICAL SYSTEM

W190

MAIN ELECTRICAL AND ELECTRONIC COMPONENTS OF EDC 7 SYSTEM

2

1

3

4

5

13 6

7

12

11

10

9

8

Fig. 7-46 Ref.

Description

1

Coolant temperature sensor

2

Electric injector

3

Rail pressure sensor

4

Air temperature/pressure

5

Starter motor

6

Timing sensor

7

Pressure regulation solenoid valve

8

Fuel temperature sensor

9

EDC 7 electronic controller

10

Crankshaft sensor

11

Engine oil level sender (*)

12

Engine oil pressure/temperature sensor

13

Pre-post-heater resistor



W190

ELECTRICAL SYSTEM

7 - 37

ELECTRONIC CONTROLLER EDC 7

C

A

B

Fig. 7-47

A. Injector connector - B. connector for powering and for functions scheduled in the application - C. Sensors connector.

It is installed directly on the engine by a heat exchanger providing its cooling, using elastic pads reducing the vibrations transmitted by the engine. It is powered through a 20 Amp fuse. The main relay normally used to power the system is located inside the controller itself.



7 - 38

ELECTRICAL SYSTEM

W190

INJECTOR CONNECTION (A)

12

16

6

11

1

5

Fig. 7-48

View form wire input side ECU PIN

WIRE COLOUR

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

RU WP WV RW RG UN UG WR RY W UO UY

FUNCTION Injector cylinder 2 Injector cylinder 3 Injector cylinder 4 Injector cylinder 2 Ground Ground Injector cylinder 1 Injector cylinder 6 Injector cylinder 5 Injector cylinder 3 Injector cylinder 1 Injector cylinder 4 Injector cylinder 6 Injector cylinder 5

Legenda of colours B black R red U blue W white P ciano G green N brown Y yellow O orange



W190

ELECTRICAL SYSTEM

7 - 39

SENSORS CONNECTORS (C)

6

8

1 3

23

16 9

15 22

4 5

30 36

29

Fig. 7-49

View form wire input side ECU PIN

WIRE COLOUR

2 4 5 7 9 10 12 17 18 19 20 21 23 24 25 27 28 29 30 31 32 33 34 35 36

NW NP PY NY GY YR YN PN GN N U U R GO NG UO R PO YU PG YO

FUNCTION Negative for pressure regulator Positive for pressure regulator Positive for engine oil temperature pressure sensor Positive for air pressure temperature sensor Positive for rail pressure sensor Negative for fuel temperature sensor Negative for coolant temperature sensor Negative for engine oil pressure temperature sensor Negative for rail pressure sensor Positive for air pressure/temperature sensor Camshaft sensor Crankshaft sensor Crankshaft sensor Signal from rail pressure sensor Signal from air pressure sensor Signal from air temperature Signal from camshaft Signal from engine oil temperature sensor Positive from fuel temperature sensor Signal from engine oil pressure sensor Positive from coolant temperature sensor



7 - 40

ELECTRICAL SYSTEM

CONTROL UNIT

CONNECTOR A to C (COMMOIN FOR ALL APPLICATIONS)

Fig. 7-50


W190


W190

ELECTRICAL SYSTEM

7 - 41

CONNECTOR (B) POWERING THE COMPONENTS AND ALL THE FUNCTIONS PROVIDED BY THE APPLICATION

71

89

72

54

6

11

1 7 12

53

35

18

36

17

Fig. 7-51

View form wire input side ECU PIN 1 2 3 4 7 8 9 12 13 14 15 16 19 20 27 28

WIRE 774 2 000 4 774 8 000 774 774 000 000 16 19 802 270156 28

FUNCTION Positive direct from fuse 1E (20 Amp) Fuel pre-heater relay 10/120A Ground Colt start relay Positive direct from fuse 1E (20 Amp) Engine oil pressure device relay indic. Light/switch/ pre-heater indicator/ pus-button/switch/pre-heater indicator light Ground Positive direct from fuse 1E (20 Amp) Positive direct from fuse 1E (20 Amp) Ground Ground Colt start relay Neutral relay Accelerator pedal pressed Push button switch Positive for diagnostic indicator EDC



7 - 42 ECU PIN 31 36 37 39 43 45 46 52 53 55 60 63 64 72 81 83

ELECTRICAL SYSTEM

WIRE 31 36 888 39 43 45 46 V B 55 60 63 64 72 81 83

FUNCTION Line K for 30 pole diagnostic connector Positive for fuel filter heater solenoid switch Positive for starter motor Fuse 6E (4 Amp) Accelerator pedal pressed Positive from stop button inside engine compartment Negative for pre-heater actuated indicator light Line CAN L Line CAN H Positive for accelerator pedal position sensor Switch Engine oil press. Device relay indicator light Negative for EDC diagnostic indicator Negative from accelerator pedal pressed switch Negative for accelerator pedal position sensor Signal from accelerator pedal position sensor


W190


W190

ELECTRICAL SYSTEM

STARTING ENGINE

RELÈ GOLD START

RELÈ PREHEARTER

Fig. 7-52

EDC 7 electronic controller electric circuit diagram


7 - 43


7 - 44

ELECTRICAL SYSTEM

W190

ELECTRIC INJECTORS It is a N.O type solenoid valve. Individually connected to the EDC controller on connector A. The resistance of the solenoid of each individual injector is 0.56 to 0.57 Ω.

Ref. CONNECTOR 1

CONNECTOR 2

CONNECTOR 3

Description Injector cylinder 2 Injector cylinder 2 Injector cylinder 1 Injector cylinder 1 Injector cylinder 4 Injector cylinder 4 Injector cylinder 3 Injector cylinder 3 Injector cylinder 6 Injector cylinder 6 Injector cylinder 5 Injector cylinder 5

1 2 3 4 1 2 3 4 1 2 3 4

1

Controller pin 3A 6A 13 A 9A 5A 14 A 12 A 4A 10 A 15 A 16 A 11 A

2

3

Fig. 7-53

1

2

1

3

4

5

2

Fig. 7-54


6

3


W190

ELECTRICAL SYSTEM

7 - 45

RESISTOR AND SOPLENOID SWITCH FOR PRE-POST-HEATING It is a resistor located in the intake manifold. It is used to warm-up the air in the pre/post heating operations. It is powered by a solenoid switch located on the left side of the frame. The resistance is about 0.5 Ω.

RESISTOR Fig. 7-55

Fig. 7-56 A. Control solenoid switch.

The control solenoid switch is connected to the controller at pins 4B – 16B. The control occurs with water and/or fuel temperature below 5 °C (41 °F). The resistance of the solenoid switch is about 15 Ω.



7 - 46

ELECTRICAL SYSTEM

W190

COOLANT TEMPERATURE SENSOR It is a variable resistance type sensor capable of measuring the coolant temperature to provide the controller with an indication of the thermal condition of the engine. The same signal is used by the controller to pilot a temperature gauge installed on the dashboard (if any). It is connected to controller pins 18C – 36C. The resistance at 20 °C (68 °F) is about 2.50 kΩ

A

Fig. 7-57 A. Coolant temperature sensor.



W190

ELECTRICAL SYSTEM

7 - 47

FUEL TEMPERATURE SENSOR It is a sensor equal to the previous one. It monitors the fuel temperature to provide to the controller an indication of the thermal condition of the fuel. It is connected to controller at pins 17C – 34C. Its resistance at 20 °C (68 °F) is about 2.5 kW

1 2

Fig. 7-58 1. Fuel temperature sensor - 2. Resistor for filter heating.

The ECU pilots the control solenoid valve for the filter heating to a fuel temperature of ≤ 36 °C (97 °F).

CONNECTOR Fig. 7-59

Fig. 7-60

Ref. 1 2

DESCRIPTION Ground Temperature signal

CONTROLLER PIN WATER FUEL 18C 36C


17C 34C


7 - 48

ELECTRICAL SYSTEM

W190

AIR TEMPERATURE-PRESSURE SENSOR It is a component integrating a temperature and a pressure sensor. Installed on the intake manifold, it measures the maximum flow of air taken in and it calculates in an accurate manner the quantity of fuel to be injected at each cycle. It is connected to the controller at pins 21C – 29C – 10C – 28C. It is powered at 5 Volt. The voltage present on the output is proportional to the pressure or temperature measured by the sensor. Pin 21C – 29C Temperature Pin 10C – 28C Pressure ENGINE OIL TEMPERATURE PRESSURE SENSOR It is a sensor equal to the previous one. It is installed vertically on the engine oil filter support. It measures the temperature and pressure of the engine oil. It is connected to the controller at pins 19C - 33C - 9C - 35C. It is powered at 5 Volt. The signal monitored is forwarded to the EDC controller that in turn controls the indicator instrument on the dashboard (indicator + low-pressure indicator light). The oil temperature is not visualised by any instrument; it is only used by the controller.

4

3

2

1

Pin 19C – 33C Temperature Pin 9C – 35C Pressure

ELECTRIC DIAGRAM Fig. 7-61

Fig. 7-62

Ref.

DESCRIPTION

CONTROLLER PIN OIL AIR

1

Ground

19C

21C

2

Signal NTC (temperature)

33C

29C

3

Power + 5 Volt

9C

10C

4

Signal (pressure)

35C

28C



W190

ELECTRICAL SYSTEM

7 - 49

HIGH-PRESSURE PUMP - PRESSURE REGULATOR

Fig. 7-63 A. Pressure regulator

The quantity of fuel supplying the high-pressure pump is dosed by the pressure regulator located on the lowpressure system; the pressure regulator is controlled by the EDC 7 controller. The delivery pressure to the rail is modulated between 250 and 1450 bar (3626 and 21030 psi) by the electronic controller actuating the pressure regulator solenoid valve. It is a N. O. solenoid valve. It is connected to the controller at pins C5 - C7. Its resistance is about 3.2 Ω.



7 - 50

ELECTRICAL SYSTEM

W190

FUEL PRESSURE SENSOR Installed at one end of the rail, it measures the existing pressure of the fuel and informs the controller (feedback). The value of the injection pressure is used to control the pressure itself and to determine the duration of the electric control of the injection. It is connected to the controller at pins 20C – 27C– 12C. It is powered at 5 Volt.

FUEL PRESSURE SENSOR CONNECTOR Fig. 7-64

Ref. 1 2 3

Description Ground Signal Power

Controller pin 20 °C / 68 °F 27 °C / 80.6 °F 12 °C / 53.6 °F



W190

ELECTRICAL SYSTEM

7 - 51

ENGINE CRANKSHAFT SENSOR It is a sensor of induction type and it is located on the front left side of the engine. It generates signals obtained by the lines of magnetic flow that are closed through the openings of the phonic wheel mounted on the crankshaft. It is connected to the controller at pins 25C-24C. The value of the resistance of the sensor is ~ 900 Ω.

CRANKSHAFT SENSOR

Fig. 7-65

TIMING SENSOR It is a sensor of induction type and it is located on the rear left side of the engine. It generates signals obtained by the lines of magnetic flow that are closed through the openings on the gear installed on the camshaft. The signal generated by this sensor is used by the electronic controller as a timing signal of the injection. Although it is similar to the flywheel sensor it is NOT interchangeable since it has a different external shape. It is connected to the controller at pins 23C-30C. The value of the resistance of the sensor is ~ 900 Ω.

TIMING SENSOR Fig. 7-66 1

2

3 1 3 2

CONNECTOR

ELECTRIC DIAGRAM Fig. 7-68

Fig. 7-67

Controller Pin Ref.

Description

Cranfshaft sensor

1 2 3

Signal Signal Shielding

24C 25C

Timing sensor 30C 23C



7 - 52

ELECTRICAL SYSTEM

W190

ENGINE CLUTCH SENSORS F4AE0684H E It is a proximity electronic switch powered at 24 Volt. It is installed on the clutch pedal and monitors that the clutch engagement occurred. It is equipped with a yellow signalling led lighting when the pedal is released. It is connected to the electronic controller at pins 62B-8B.

1 (GROUND) 2 (+24) 3 (SIGNAL) 1

2

3

4

5

Fig. 7-69 1. Sensor sensing part - 2. Securing screws (torque 10 Nm) - 3. Brass body - 4. Yellow led - 5. Connector.

Ref. 1 2 3

Description Ground Power + 24 V Signal

Controller Pin 8B 62B



W190

ELECTRICAL SYSTEM

PRESSURE SWITCH FOR STEERING MAIN CIRCUIT LOW PRESSURE WIRES 835 To Brown Box CN1-17 000 To ground TECHNICAL DATA Thread: M14 x 1.5 Setting: (Push-OFF)

Fig. 7-70 PRESSURE SWITCH FOR EMERGENCY STEERING CIRCUIT LOW PRESSURE WIRES 844 To Brown Box CN1-19 000 To ground TECHNICAL DATA Thread: M10 x 1 taper Setting: 1 ± 0.2 bar (14.5 ± 2.9 psi)

Fig. 7-71


7 - 53


7 - 54

ELECTRICAL SYSTEM

PARKING BRAKE PRESSURE SWITCH

W190 996 996

978 978

WIRES 978 To ground 996 Parking brake relay TECHNICAL DATA N.C. Thread: M10 x 1 Setting: 82 ± 1 bar (1189 ± 14.5 psi)

LOCATION - Rear side of transmission Fig. 7-72

TRANSMISSION OIL TEMPERAURE SENSOR 570 570

574 574

WIRES 570 To controller ZF PIN X19-46 574 To controller ZF PIN X19-49 TECHNICAL DATA Thread: M16 x 1.5

LOCATION: Left side of torque converter cover Fig. 7-73



W190

ELECTRICAL SYSTEM

7 - 55

BUCKET POSITIONER PROXIMITY SENSOR

WIRES BLUE BROWN BLACK

BLACK

To ground To connection 31 way (994) To connection 31 way (981)

BLUE BROWN

TECHNICAL DATA Thread: M18 x 1 Tightening torque: 25 Nm Setting of sensor intervention gap: 5 mm max.

981

LOCATION: On bucket cylinder Fig. 7-74

BOOM KICK-OFF PROXIMITY SENSOR

WIRES BLUE BROWN BLACK

BLACK

To ground To connection 31 way (995) To connection 31 way (980)

BLUE BROWN

TECHNICAL DATA Thread: M18 x 1 Tightening torque: 25 Nm Setting of sensor intervention gap: 5 mm max.

980

A LOCATION: on front frame, in correspondence with left boom pivot. Fig. 7-75



7 - 56

ELECTRICAL SYSTEM

W190

TRANSMISSION SPEED SENSOR B1

SPEED SNEOR B1 (ENGINE) WIRES GE2 To controller ZF PIN X19-19 BL2 To controller ZF PIN X19-3

536 536

SPEED SENSOR B2 WIRES GN3 To controller ZF PIN X19-41 SW To controller ZF PIN X19-3

537 537

B2

534 534

SPEED SENSOR B3 WIRES BL4 To controller ZF PIN X19-3 RT4 To controller ZF PIN X19-42

SPEED SENSOR B4 WIRES 500 To controller ZF PIN X19-4 504 To controller ZF PIN X19-62 508 508 To use 8C (7.5 Amp)

535 535

B3

534 534

535 535

Fig. 7-76

INSTALLATION NOTE FOR SENSORS: Apply LOCTITE 572 to the sensors. Setting: To obtain a correct installation of the sensors, tighten them until touching the transmission gear, then loosen the sensor one and a half turn.

B1

B2

B3

B4

Fig. 7-77



W190

ELECTRICAL SYSTEM

7 - 57

FUEL LEVEL SENSOR WIRES 555 To Brown Box controller CN1-7 557 To Brown Box controller CN1-22 000 Ground LOCATION: Inside the tank

FULL

3/4 409

262

272

25

(55˚) 1/2

320

409

227

R500 110˚

1/4

(55˚)

557 555

WARNING POINT EMPTY FULL 3/4 1/2 1/4 EMPTY

(Ω) 10 19 32 49.5 80

Floater

Fig. 7-78



7 - 58

ELECTRICAL SYSTEM

W190

7.4.5 ALTERNATOR

BOSCH

B+ BOSCH

BOSCH

BS L IS BS DFN

80A

+

B.B. 4A (4E)

4A (5E)

B+ 707

637

DFN BS 15 L S

875

24V

18/10

B

-

ENGINE SOLENOID TERMINAL OR POINT NEAR THE BATTERY CONNECTED TO THE BATTERY BY LARGE DIAMETER CABLE

Fig. 7-79 WIRES 773 To LINK fuse (80A) 637 To connector "18/10" (cab connections) 000 Ground

TECHNICAL DATA Nominal voltage of electrical system: 24 Volt Nominal current output: 70 Amp

LOCATION: left side of engine compartment



W190

ELECTRICAL SYSTEM

7 - 59

AIR CLEANER CLOGGING PRESSURE SWITCH WIRES 663 To Brown Box controller CN1-11 000 The ground TECHNICAL DATA Setting (closing of contacts): 57 to 67 mbar Tightening: tighten manually, without tools.

LOCATION: On air cleaner inside engine hood.

663

000 Fig. 7-80



7 - 60

ELECTRICAL SYSTEM

W190

7.5 ACOUSTIC TRANSDUCERS HORN LOCATION: Inside front frame WIRES 138 To connector 31/5 000 To ground TECHNICAL DATA Nominal voltage: 24 Volt Current absorption: ≤ 5A (0.2 Ω) Sound level: 117 db at 1.2 m 000

138

Fig. 7-81

BACK-UP ALARM LOCATION: Radiator compartment.

000

163

WIRES 163 To back-up alarm relay through fuse 3E (7.5 Amp) 000 Ground

+

TECHNICAL DATA Nominal voltage: 24 Volt Sound level: adjustable (97 - 107 - 112 db)

-

VIEW OF BRIDGE FOR SETTING OF ACOUSTIC POWER

MIN.

MED.

MAX



W190

ELECTRICAL SYSTEM

7 - 61

7.6 CLIMATISATION SYSTEM When this button is pressed all the climate system functions are fully automatically controlled. The system provides to reach and maintain constant the temperature selected for the compartment.

This button intervenes on the panel switching from outer air to re-circulation and viceversa. The air re-circulation is automatically activated when outside temperature exceeds 26 °C (79 °F).

Fig. 7-83

Selection of desired temperature inside the compartment. Each push corresponds to a variation of ± 1 °C (86 °F) of the value indicated by the display. For values below 8 °C (46.4 °F) or exceeding 30 °C (86 °F). the display shows LO and HI respectively. Under these extreme conditions, the system is configured in a stable setting so that it always provides maximum cold LO or maximum heat HI.

Activation/deactivation of air conditioner compressor. The activation of the compressor is signalled by the activation of the relevant led. In this case if an inner temperature lower than the outer one is required, the led flashes for a few seconds to warn the operator indicating that the system is unable to cool the air. When the outer temperature is below 3 °C (37.5 °F) the compressor is deactivated.

(rightward). Manual selection of the quantity of air injected into the compartment. By actuating these buttons, led AUTO goes OFF. The system still regulates automatically except for the manual selection. By pressing the speed decrement button with zero speed, the controller goes to condition OFF (everything inoperative and functions deactivated).

Indication of outside temperature. When the outside air temperature approaches 0 °C (32 °F) the display flashes for a few seconds at regular intervals, indicating the danger of ice formations on the ground.



7 - 62

ELECTRICAL SYSTEM

W190

CLIMATISATION DIAGRAM 16 AZZURRO-GIALLO/LIGHT BLUE-YELLOW

+Batteria/+Battery

15 ROSSO/RED

+Chiave/+Key

6 BIANCO-NERO/WHITE-BLACK

+Luci/+Light

12 NERO/BLACK

Massa/Ground

Sensore temperatura aria miscelata Mixed air temperature sensor

8 VIOLA-BIANCO/VIOLET-WHITE 18 VIOLA-BIANCO/VIOLET-WHITE

9 ROSA-NERO/PINK-BLACK Sensore temperatura aria esterna External air temperature sensor

19 ROSA-NERO/PINK-BLACK 11 1 12 2

10 ROSSO-NERO/RED-BLACK

13 3 14 4

Sensore temperatura aria interna Internal air temperature sensor

20 ROSSO-NERO/RED-BLACK

15 5 16 6

2 AZZURRO-BIANCO/LIGHT BLUE-WHITE

17 7 18 8

13 BIANCO-WHITE

4

Connettore (per la centralina) da utilizzare nel cablaggio: Molex MiniFit 20 vie porta femmina cod. 557-20R

3

6

19 9 20 10 Centralina Control Unit

2

1

Pin femmina:cod.5556 Valvola ad acqua motorizzata Water valve with motor Energized = blow-by Rel. energized=blow-by 4 MARRONE-BIANCO/BROWN-WHITE

87

Usato per attuatore di ricircolo Used only for recycling acuator

87 85 30

86

1 VERDE/GREEN

87 87 85 30

86

Tasto A/C A/C Switch

All'impianto di condizionamento To A/C system

11 BLU/BLUE 3 GIALLO/YELLOW 5 MARRONE/BROWN 2

+Key +Key

2.5 mm

87 86

87 85 30

87 86

87 85 30

87 86

85 30

+key +Key a 2 Velocità nd 2 Speed

a 3 Velocità th 3 Speed

a 1 Velocità st 1 Speed

Electric Electricfan fan

Brown Black Brown

Blue Blue Light blue-yellow Light blue- yellow



W190

ELECTRICAL SYSTEM

7 - 63

CLIMATISATION ELECTRIC CIRCUIT 711

x1-12 x1-12+24V +24 VALIMENTAZIONE POWER

UI

R1

I

470 ohm 1/2 w +C3 000µF 50V

C1 100nF 63V

+C3 10µF 63V

190

7812 0 GND +C3 10µF 63V

CLIMA04 191 RL1 24V

85

87 87a

86

30

OUT +12

x1-1

GND X1

C2 100nF 63V NI

D1

x1-7

RELAY x1-14 85 85RECIRCULATION RELE' RICIRCOLO MOTOR x1-13 RECIRCULATION MOTORE RICIRCOLO

IN4007

CLIMA11 01

D2

RL2 24V

85

87 87a

86

30

x1-6 x1-4

st RELE’ 1a 185 SPEED RELAYVELOCITA’ VELOCITA’ 11sta SPEED

x1-8 x1-9

nd RELE’ 2a VELOCITA’ 285 SPEED RELAY 22ndaSPEED VELOCITA’

IN4007

CLIMA03 02

D3

RL3 24V

85

87 87a

86

30

IN4007

CLIMA05 03 RL4 24V

85

87 87a

86

30

a rd RELE’ 3 x1-10 386 VELOCITA’ SPEED RELAY x1-13 33rdaSPEED VELOCITA’

D4 IN4007

CLIMA01 824

D5

RL5 24V

85

87 87a

86

30

X1-2 CONDITIONER 86 RELE’ CONDIZIONATORE RELAY X 1-3 CONDITIONER USCITA CONDIZIONATORE OUTPUT

IN4007



7 - 64

ELECTRICAL SYSTEM


W190


SECTION 8

CAB TABLE OF CONTENTS

PAGE

PARAGRAPH

SUBJECT

8.1


8.2 8.2.1

REPAIR .................................................................................................................. 8-2 Cab (Removal/Installation) ...................................................................................... 8-2

8.3

WINDSCREEN WIPERS AND WASHERS .............................................................. 8-4

8.4 8.4.1 8.4.2

HEATER ................................................................................................................. 8-5 Generalities ............................................................................................................. 8-5 Main components and specifications ...................................................................... 8-5

8.5 8.5.1

CAB GLAZING ........................................................................................................ 8-6 Disassembly and assembly ................................................................................... 8-7

8.6 8.6.1 8.6.2 8.6.3 8.6.4 8.6.5 8.6.6 8.6.7 8.6.8 8.6.9 8.6.10

AIR CONDITIONING UNIT ..................................................................................... Operating instructions ............................................................................................ Technical data ....................................................................................................... Cab climate control and error code ......................................................................... Service precautions ............................................................................................... Tools connections .................................................................................................. Discharging ............................................................................................................ Refrigerant charching ............................................................................................. Leak inspection ...................................................................................................... Troubleshooting chart ............................................................................................. Special tools ..........................................................................................................

8-11 8-11 8-12 8-14 8-16 8-18 8-19 8-19 8-20 8-22 8-29



W190

CAB

8-1

8.1 GENERAL DESCRIPTION

Fig. 8-1 The cab is a tested protection structure against rollover hazard (ROPS). The cab is complete with the driver’s seat, steering column, controls and instruments to drive and operate 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 reservoir, hydraulic pump and control valve, steering control valves and cylinders, and drive shafts can be removed or repaired without disassembling the cab.

Fig. 8-2 The cab serial number is etched on a plate located 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

W190

8.2 REPAIR 8.2.1 CAB (REMOVAL/INSTALLATION) Removal Park the machine on level ground and block wheels securely to prevent motion. Disconnect the battery isolator switch.

Loosen the four safety screws and the four screws securing the cab to the frame. Install an appropriate lifting device over the cab hooking the 4 lifting eyes previously tightened (weight of the cab about 700 kg - 1540 lbs) and set a slight tension on the lifting chain.

WARNING Always disconnect the battery isolator switch before cleaning, repairing, overhauling or parking the machine.

WARNING 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.

ON

OFF

Fig. 8-3 Remove the guards around the bottom of the cab from both sides. Disconnect the ground plait and the electric connections between cab and frame.

Fig. 8-5 Lifting cab

Slightly raise the cab taking care not to tension any electrical cables or hoses. Lifting height should be such to allow detachment of all lines and cables from machine assemblies. Fig. 8-4



W190

CAB

8-3 Close the heater feeding valves. Disconnect the two heater hoses located in the rear right side of the cab. Make sure that all connections on the machine are disconnected, then lift the cab, moving it sideways.

Disconnect the sensor and potentiometer wires from the accelerator pedal. Disconnect, after labelling them, the pipes to orbitrol (6). Loosen the screws securing the brake pedal valve and remove the pedal assembly without sisconnecting the pipes. Open the panel on the right side of the machine and label the hoses of equipment control levers (3) and three-way valve (4). Disconnect the pipes of the windshield washer from the washer liquid tank. Close the heater feeding valves.

Reinstallation The installation is the reversal of the removal. Tighten the cab screws to the frame to the specified torque.

9

12

5 4 3 10

11 6 1

7

2

11

8

1

1

Fig. 8-6

Note -

1

Screw M16 - Tightening torque 230 Nm

1. Safety screw M30 - 2. Safety screw M24 - 3. Equipment control lever pipes - 4. Three-way valve pipes - 5. Potentiometer 6. Orbitrol valve - 7. Cab and frame front securing nut M16 - 8. Cab and frame rear securing nut m16 - 9. Accelerator pedal 10. Steering column - 11. Elastic pads - 12. "HOLD" function sensor.



8-4

CAB

W190

8.3 WINDSCREEN WIPERS AND WASHERS The front windscreen wiper motor (1) is located at the front of the steering column. The front windscreen wiper has two intermittent working speeds: 35 strokes per min (slow) and 55 strokes per min (fast). A dog-leg mechanism transforms the motor shaft rotary motion into 45° strokes of the wiping arm.

The rear windscreen wiper motor (2) is located under 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 arm.

Note 1 — Before setting the wiper blades in motion, operate the windscreen washer to minimise the risk of scratching the glass.

Note 2 — Use the cleaning fluid DP1 diluted with water dependent upon working temperature. A 50% detergent/water solution does not freeze down to -10 °C (50 °F). Below this temperature, use cleaning fluid only.

Pump hoses are connected to the nozzles located at the sides of the wiping arms.

1

2

3 4

5

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 front and rear windscreens, respectively.

Specifications Bottle capacity .......................... 2.5 lt. (0.87 US/gal) Rated voltage .................................................... 24V Absorbed current .............................................. ≤ 2A Max. flow ........................ ≥ 3 lt./min (0.6 USG/min)

Fig. 8-8 In case of motor or arm assembly replacement, it will be necessary to reassemble the arm assembly to the drive part correctly to centre the wiping action over the glass width. To this aim, select the most suitable position for the arm on the knurled drive part shown by the arrow in the figure.



W190

CAB

8-5

8.4 HEATER 8.4.1 GENERALITIES The cab heater is placed in a special compartment, on the cab right-hand side. The associated switches are located on the control console and are used to:

6 2

1

3

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 cab air is driven through the filtering panel B. Both filter A and filtering panel B should be replaced periodically.

4

7 5 A

8

Fig. 8-10

8.4.2 MAIN COMPONENTS AND SPECIFICATIONS The heater main components are:

B

Fig. 8-9

1. 2. 3. 4. 5. 6. 7. 8. 9.

Electrical fan Outside air filter Filtering panel Heat exchanger Shroud Housing Water lines Air ducting 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 (14 + 122 °F)



8-6

CAB

W190

8.5 CAB GLAZING All cab glasses are differential hardening type. Glasses should be ordered from the manufactured. They should be kept clean at all times to guarantee good visibility. When cleaning the glasses, pre-wash them with a water and detergent solution or other proprietary product using a squeegee to reduce abrasion and make cleaning easier.

4 6 2

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 thickness. They are firmly bonded to their seats by means of a polyurethane sealant.

5

1 7

3

Fig. 8-12

5 ± 0.2 mm 0.19 ± 0.007 in

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.

Fig. 8-11



W190

CAB

8-7

8.5.1 DISASSEMBLY AND ASSEMBLY Disassembly

Preparing the replacement glass

1. Push a pointed object through the adhesive from inside the cab and insert the wire.

1. Place the glass momentarily in position and mark 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. 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

3. Shake well the glass activator bottle before use (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.

W190 5. Punch the membrane in the threaded connection.

Important - Once applied, allow the activator to dry for at least 10 minutes keeping the surface clean.

Fig. 8-18

Fig. 8-16

4. Remove the sealant cartridge bottom cover and salts therein.

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. 8-19 Fig. 8-17



W190

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 (73 °F). During this period the machine should not be submitted to any stress whatever.



8 - 10

CAB


W190


CAB

8 - 11

8.6 AIR CONDITIONING UNIT 8.6.1 OPERATING INSTRUCTIONS The principle of operation can be summarised as follows: the refrigerant, R134a, in its gaseous state, is sucked by the compressor at low pressure and taken to a final pressure. The gas, heated by the compression, 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 low pressure, 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.

Fan unit

Evaporator Compressor

Expansion valve Condenser

Intake

High pressure

Low pressure

Filter Pressure switch W190-8R001

Fig. 8-21 Carefully read personal and machine SAFETY PRECAUTIONS at the beginning of this Manual


8 - 12

CAB

W190

8.6.2 TECHNICAL DATA Cab Air Fan Voltage Electrical input Air flow Speed

24 V 17 A 1190 m3/h 3

Heater Power Rate of flow Air flow Input air temperature

11,7 KW 500 l/h 575 m3/h -15 °C (5 °F)

Evaporator Power Rate of flow Air flow Input air temperature Relative humidity Vaporisation temperature Condensation temperature

8,17 KW 500 l/h 575 m3/h 43 °C (109 °F) 30% 5 °C (41 °F) 60 °C (140 °F)

Condenser Mass dimension Input air temperature Relative humidity Vaporisation temperature Condensation temperature

375 x 480 x 37,5 mm 35 °C (109 °F) 50% 5 °C (41 °F) 60 °C (140 °F)

Expansion valve Type Gas Superheat

TGK TEV 216 PO-2 Freon R134A 4 °C (39 °F)

Compressor Type Displacement Pulley Lubricant oil q.ty

SANDEN SD7H15 md 7948 for 134A 154.9 cc ø 135.6 mm 200 cc

Dehydrator filter Type Dimension Capacity Dehydrating Pipe fitting

SKG CC164 141 x ø76 mm 415 cc 140 gr 5/8'' - 18 UNF

Pressure switch Type Interruption:

3L-F LMH-971-641 Low pressure High pressure (Fan)

Thermostat Type Setting

RANKO K50-L9421 Cold

OFF ON OFF ON OFF ON

2.45 2.6 28 25 12 17

bar (36 psi) bar (38 psi) bar (406 psi) bar (363 psi) bar (174 psi) bar (247 psi)

OUT 0 °C (32 °F) IN 5 °C (41 °F)



CAB

CONTROL BOARD

8 - 13

ELECTRONIC CONTROLLER

CONDENSER AIR COMPRESSOR

HOSE

DRIVE FAN HOSE

SENDER

FILTER

Sensor

PRIMARY AIR FILTER EVAPORATOR SECONDARY AIR FILTER

Sensor

HYDRAULIC ONNECTION

VALVE

FAN

RADIATOR

ENGINE HOSE

THERMOSTAT

W190-8R002

Conditioner components Carefully read personal and machine SAFETY PRECAUTIONS at the beginning of this Manual


8 - 14

CAB

W190

8.6.3 CAB CLIMATE CONTROL AND ERROR CODES 3

1

4

2

5

6 1. 2. 3. 4. 5. 6. 7. 8. 9.

7

8

9

Inner temperature increment. Inner temperature decrement. Indication of inner temperature. Fan speed increment. Fan speed decrement. Automatic operation. Compressor act./deact. button. Re-circulation. Outer temperature.

ERROR CODES TABLE In the event of troubles, the following error codes are indicated: ERROR

ERROR DESCRIPTION

E1

The outer air temperature sensor is cut-off.

E2

The outer air temperature sensor is short circuited.

E3

The operator’s compartment air temperature sensor is cut-off.

E4

The operator’s compartment air temperature sensor is short circuited.

E5

The mixed air temperature sensor is cut-off.

E6

The mixed air temperature sensor is short circuited.



CAB

Electronic temperature control (E.C.S.) The E.C.S. controls the temperature and the quantity of air flowing into the compartment. This control is ensured within a temperature range between - 20° C (- 4° F) and + 50° C (122° F).

Buttons selecting the desired temperature inside the compartment. A variation of 1 °C of the value displayed corresponds to each pressing. For values lower than 18 °C (64 °F) or exceeding 30 °C (86 °F) the symbols LO and HI respectively, appear on the display. Under these extreme conditions, the system is configurated in a stable manner so that it always provides maximum cold in LO and maximum heat in HI.

8 - 15 the outside temperature exceeds 26° C (79° F)

When actuating this button, the outer temperature is displayed for about 6 seconds. When the temperature of outer air is near 0 °C (32 °F) the display flashes for a few seconds at regular intervals, to warn of danger of formation of ice on the road.

(at the right). Buttons changing manually the quantity of air flowing into the compartment. When actuating these buttons, the AUTO led goes OFF. The system still regulates in automatic mode, with the exception of the manual selection. When pressing the speed decrement button with zero speed, the controller goes into OFF condition (all switched-off and functions deactivated).

When pressing this button, all climatisation functions are automatically controlled.

Button to switch ON/OFF the operation of the air conditioner. The switching ON of the compressor is signalled by the glowing of the relevant led. When the compressor is inoperative (led OFF) the system is not cooling. When the outside temperature drops below 3 °C (37 °F) the compressor is cut-off. This button actuates the panel switching from outside air to re-circulation and viceversa. The air re-circulation is automatically activated when



8 - 16

CAB

W190

Conditioning Performance

Piping precautions

IN ACCORDING WITH ISO 10263

- Position the O-Ring against the bulge in the pipe when connecting hoses and pipes.

8.6.4 SERVICE PRECAUTIONS

- Coat the piping connections and the O-Rings with PAG oil.

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.

- Fit the nuts and unions tightly against the base of the companion pieces then hand tighten the nut as much as possible. Then, tighten to the specific torque. Note – Always use oil specified for R134a system to coat the O-Rings.

CAUTION PAG oil, in the R134a systems, absorbs moisture quickly when exposed to the atmosphere.

O-Ring Union

Handle the air conditioner components carefully. Do not knock or drop them. Nut

1850-2R392

Fig. 8-23



CAB

Do not release refrigerant into the air Although R134a is not subject to CFC regulations, it can have an effect on global warming, and so should not be released into the air.

8 - 17

WARNING Cap the oil container after use and the air conditioner system parts, when servicing. Never mix compressor oil with other types of oil.

WARNING When removing refrigerant from the air conditioner system, always use a refrigerant recovery unit made especially for R134a (Attrezzatura specifica 380001326).

OIL

Do not release the refrigerants into the atmosphere Cap all container and components

Fig. 8-25

R134a The oil must be replaced or replenished in the following cases: - when refrigerant or oil leaks from the system; Recovery unit

- when refrigerant is suddenly discharged from the system; - when system components are replaced.

Fig. 8-24

Note — The oil plug O-ring must be replaced with a new one.

Compressor oil Use compressor oil made specifically for use with R134a. R134a system compressor oil has an extremely high moisture absorption capacity.

Refrigerant charge inspection As shown in the left hand figure seguente, 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 insufficient.

Fig. 8-26



8 - 18

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W190

8.6.5 TOOL CONNECTIONS 1. Fully close both manifold gauge valves. WARNING Do not connect hoses to the air conditioner system when the manifold gauge valves are open.

2. Connect the three hoses securely to the manifold gauge. 3. Connect the utility hose to the vacuum pump or refrigerant source

CAUTION If there is any refrigerant in the air conditioner system, connect the hoses only after the service hoses and the manifold gauge have been evacuated.

4. Connect the couplers to the high and low pressure hoses. Turn the knob on the fitting to depress the core if so equipped. Before disconnecting hoses, close both manifold gauge valves. Manifold gauge Low pressure

High pressure

Charging hose

Charging hose

Coupler

Vacuum pump

Refrigerant container



CAB

8 - 19

8.6.6 DISCHARGING CAUTION WARNING Do not release the refrigerant into the air. Discharge refrigerant only into the refrigerant recovery unit.

If the pointer moves toward 0 (zero) the system is not sealed. Inspect the system to identify the leakages and repair them.

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 recovery unit handling and operations.

8.6.7 REFRIGERANT CHARGING There are various methods of charging refrigerant into the air conditioner system. These include using refrigerant recovery units and direct charging using a scale.

Fig. 8-28

Evacuation 1. Operate the vacuum pump. 2. Open both manifold gauge valves 3. Evacuate the system for at least 20 minutes. 4. Close both manifold gauge valves.

Initial charge 1. Put the refrigerant container on the scale.

Note — Change refrigerant in the system of wheel loader 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. 7. Close both valves and stop the vacuum pump.

Checking air tightness 1. Leave the system as it is for 5 to 10 minutes. Ensure the low pressure gauge needle does not move towards the atmospheric pressure side (gauge pressure 0).

Fig. 8-29 2. Disconnect the utility hose from the vacuum pump and connect it to the refrigerant container. 3. Purge air from the utility hose. 4. Record the refrigerant weight. 5. Open the refrigerant container valve. 6. Slowly open the manifold gauge's low pressure side valve to charge refrigerant from the low pressure side valve to charge refrigerant from the low pressure side.



8 - 20

CAB

W190

7. Charge with refrigerant until the low pressure manometer exceeds the minimum threshold of pressure switch 0.26 mPa (2.6 bar). The optimal refrigerant's weight is approximally 1300 gr. 8. Close the instrument manifold low pressure valve.

CAUTION Do not overcharge the system. Initial check for leakages Use an electronic leakage sensor to check the connections of the system for possible leakages.

Fig. 8-31

Inspection procedure

Evacuation

Refrigerant charging Electronic leak detector 380001327

A22090

Operate compressor for at last 5 min

Check for refrigerant leaks from high pressure side parts

8.6.8 LEAK INSPECTION 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.

Operation test


Repair


CAB

8 - 21

Inspection sequence High pressure side Compressor discharge port

Condenser inlet and outlet

Cooling unit inlet

Receiver drier inlet and outlet

Low pressure side Compressor suction port

Cooling unit 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

W190-8R003



8 - 22

CAB

W190

8.6.9 TROUBLESHOOTING CHART (a) Fan motor does not operate Inspection

Possible cause

Remedy

1. Blown fuse

Inspect the air conditioner fuse.

Replace.

2. Broken wiring or bad connection

Check the fan motor earth and connectors.

Repair the wiring or connect correctly.

3. Fan motor malfunction

Check the two lead wires from the motor with a circuit tester. If there is no conductance, the motor is malfunctioning.

Replace.

4. Broken resistor wiring

Check resistor conductance using a circuit tester. If there is no conductance, the wiring is broken.

Replace.

5. Fan motor switch failure

Operate the fan switches in sequence and check whether the fan operates.

Replace.

(b) Fan motor operates normally, but air flow is insufficient Inspection

Possible cause

Remedy

1. Evaporator iniet obstruction

Check the iniet.

Remove the obstruction and clean.

2. Air leak

Check the cooling unit case fittings.

Repair of adjust.

3. Defective thermo switch

Check whether the evaporator is frozen. Check the switch using a circuit tester.

Replace.

(c)

Insufficient cooling although air flow and compressor operation are normal

Inspection

Remedy

1. Insufficient refrigerant.

There will be little temperature difference between the lowand high-pressure sides. Air bubbles or a "cloudy" flow will be visible in the sightglass.

Repair any leaks and recharge the refrigerant to the correct level.

2. Excessive refrigerant

The high-pressure side pressure will be high and even if the condenser is cooled using water, air bubbles will not appear in the sightglass.

Drain small quantity of refrigerant until air bubbles appear periodically through the window.

Possible cause



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8 - 23

(d) The compressor does not operate at all, or operates improperly Possible cause

Inspection

Remedy

1. Loose V-belt

The belt oscillates considerably.

Adjust the tension.

2. Internal compressor malfunction

The V-belt slips.

Repair or replace.

• Low battery voltage

Clutch slips.

Recharge the battery.

• Faulty coil

Same as above.

Replace the magnetic clutch.

• Oil on the clutch surface

The magnetic clutch face is dirty, causing it to slip.

Replace, or clean the clutch surface.

3. Magnetic clutch related

• Excessive clearance between the clutch plate and clutch disk. The clutch plate clings when pushed.

Adjust the clearance, or replace.

• Open coil

Clutch does not engage and there is no reading when a circuit tester is connected between the coil terminals.

Replace.

• Broken wiring or poor earth

Clutch will not engage at all. Inspect the earth and connections.

Repair.

• Wiring harness components

Test the conductance of the pressure switch, thermoswitch, relay, etc.

Check operation, referring to the wiring diagram, and replace defective parts.



8 - 24

CAB

W190

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) Remedy

Possible cause

Inspection

Low -pressure side pressure too high.

The pressure in the low-pressure side becomes, normally, too high when the pressure on the high-pressure side is excessive. As explained here below, the check that follows is performed only when the pressure on the low-pressure side is too high.

1. Defective thermoswitch.

The magnetic clutch switch turns off before the outlet air temperature is sufficiently low.

Adjust or replace.

2. Defective compressor gasket or valve.

The high- and low-pressure side gauge pressures equalize when the magnetic clutch is turned off.

Repair or replace the compressor.

3. Poor expansion valve temperature sensor contact.

Frost has adhered to the compressor connector so that the temperature is lower than that of the evaporator outlet side piping.

Install the temperature sensor against the low-pressure pipe.

4. The expansion valve opens too far.

Same as above, or there is little pressure fluctuation when the temperature sensor is places against the pipe and then removed.

Replace.

5. Clogged compressor suction filter.

The compressor connector is cool but the low-pressure hose is not.

Remove and clean the filter.

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 sides, or the tank is frosted.

Replace the receiver drier.

3. Clogged expansion valve.

The expansion valve's inlet side is frosted.

Clean the filter or replace the expansion valve.

4. Expansion valve temperature sensor gas leak (damaged capillary tube, etc.)

The expansion valve's outlet side is chilled, and low pressure gauge indicates a vacuum.

Clean or replace the piping.

5. Clogged or blocked piping.

When the piping is clogged or blocked, the low-pressure gauge reading will decrease, or a negative reading may be shown.

Clean or replace piping.

6. Defective thermoswitch.

The evaporator is frozen.

Adjust or replace.

1. Poor condenser cooling.

Dirty or clogged condenser. Cooling fan does not operate correctly. Blown fuse, broken wiring or poor contact. Fan motor malfunction.

Clean, and repair the fan. Repair the wiring or replace the fuses.

2. Excessive refrigerant.

Refer to "Excessive refrigerant" on previous page.

Low-pressure side pressure too low.

High-pressure side pressure too high.

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.



CAB

Gauge pressure diagnosis

Low pressure side

5

6

7

8

5

1.47 - 1.67 MPa {15 - 17 kg/cm2, 213 - 242 psig}

3

1.5

9 10

10

11 12

2 0

1

15

0

1.0

15

2.0 2.5

20

10

25

5

0.5

3.0

30 0

13

15

• Problems in the system can be diagnosed using a manifold gauge by reading the system's low and high pressures.

High pressure side

0.13 - 0.2 MPa {1.3 - 2.0 kg/cm2, 18 - 28 psig}

4

8 - 25

Normal pressures Low-pressure side: 0.13 ~ 0.2 MPa {1.3 ~ 2.0 kgf/ cm2, 18 ~ 28 psig} High-pressure side: 1.47 ~ 1.67 MPa {15 ~ 17 kgf/ cm2, 213 ~ 242 psig}

35

0

3.5

14

Conditions Atmospheric temperature: Engine speed: Blower speed: Temperature switch:

30 ~ 35 °C (86 ~ 95 °F) 1 500 r/min HI (high-speed) Full cooling

Fig. 8-33

Low pressure side

High pressure side

98 MPa {1.0 kg/cm2, 18 psig}

0.78 - 0.98 MPa {8 - 10 kg/cm2, 114 - 142 psig}

5 4

6

7

8

5

10

3

1.5

9 10 11 12

2 0

1 0

15 15

13 14

1.0

15 10 5

0.5

Indications: • Low pressures on both the low pressure and high-pressure sides; • Discharge temperature will not decrease.

2.0 2.5

20 25

3.0

30 0

0

Insufficient refrigerant

35

Cause:

Refrigerant leakage.

Remedy:

Inspect using a gas leak detector, repair the leak, and replenish the refrigerant.

3.5

Fig. 8-34



8 - 26

CAB Low pressure side

High pressure side 2.26 MPa {23 kg/cm2, 327 psig}

0.25 - 0.29 MPa {2.5 - 3.0 kg/cm2, 36 - 43 psig} 5 4

6

7

8

5

10

10

3

1.5

9 11 12

2 0

1

15

0

1.0

2.5 25

5

0.5

Excessive refrigerant (poor condenser radiation) Indication:

Both the low and high pressures are too high.

Causes:

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.

2.0 20

10

3.0

30 0

13

15

15

W190

35

0

3.5

14

Fig. 8-35 Low pressure side

High pressure side

0.25 - 0.34 MPa {2.5 - 3.5 kg/cm2, 36 - 50 psig}

1.96 - 2.45 MPa {20 - 25 kg/cm2, 284 - 356 psig}

5 4

6

7

8

5

3

1.5

9

10

10 11 12

2 0

1 0

15 15

13 14

1.0

15 10 5

0.5

2.5 25 3.0

30 0

0

2.0 20

Air in cooling system (insufficient suction) Indications: Both the low and high pressures are too high. The low-pressure side piping is not cold. Cause:

Air entered the cooling system. When the suction is not applied, the reading of the instruments are indicated in the illustration on the left.

Remedy:

Evacuate the system, replenish the refrigerant and check the gauge readings. After prolonged operation with air in the system, the receiver drier must be replaced.

35 3.5

Fig. 8-36



CAB Low pressure side High pressure side 2.16 - 2.26 MPa {22 - 23 kg/cm2, 313 - 327 psig}

0.25 MPa {2.5 kg/cm2, 36 psig}

5 4

6

7

8

5

3

1.5

9 10

10

11 12

2 0

1

15

0

1.0

15

2.0

Defective expansion valve Indication:

Both the low and high pressures are too high.

Causes:

Improper refrigerant charge. Defective expansion valve. Improper temperature sensor installation.

Remedy:

Check temperature sensor installation, and insulation. If normal, replace the expansion valve.

2.5

20

10

25

0

35

5

0.5

13

15

8 - 27

3.0

30

0

3.5

14

Fig. 8-37 Insufficient compressor compression Low pressure side

High pressure side

0.39 - 0.59 MPa {4 - 6 kg/cm2, 18 psig}

0.69 - 1.08 MPa {7 - 11 kg/cm2, 99 - 156 psig}

5 4

6

7

8

5

3

1.5

9

10

10 11 12

2 0

1 0

15 15

13 14

1.0

15 10 5

0.5

2.5 25 3.0

30 0

0

2.0 20

Indications: High pressure on the low-pressure side, pressure too low on the high pressure side. The high and low pressures are already equal when operation is stopped.

35 3.5

Causes:

Insufficient compression due to a defective compressor gasket or damaged suction valve.

Remedy:

Disassemble and repair the compressor.

Fig. 8-38



8 - 28

CAB High pressure side

Low pressure side

0.59 - 1.77 MPa {6 - 18 kg/cm2, 85 - 256 psig}

Vide - 0.13 MPa {Vide - 1.3 kg/cm2, Vide - 18 psig} 7

6

5 4

8

5

1.5

9

10

3

1.0

10 11 12

2 0

1

15

0

2.5

20 25

5

Indication:

The low-pressure side pressure alternates between a vacuum and normal pressure.

Causes:

Moisture has frozen in the air conditioner system, clogging the expansion valve, which then blocks the air conditioner system. When the ice melts, normal operation resumes.

Remedy:

Replace the receiver drier. Evacuate the system. Recharge with refrigerant to the proper level

35

0

3.5

14

15

3.0

30 0

13

Infiltration of moisture

2.0

15 10

0.5

W190

Fig. 8-39 High pressure side

Low pressure side

0.49 - 0.59 MPa {5 - 6 kg/cm2, 71 - 85 psig}

- 101.3 MPa {- 760 mm Hg, - 29.92 in Hg} 5 4

6

7

8

5

3

10 11 12

2 0

1 0

Fig. 8-40

1.5

9

10

15 15

13 14

1.0

15 10 5

0.5

2.5 25

Indications: The low pressure side pressure becomes a vacuum and the high pressure side pressure reads 0.49 ~ 0.59 MPa {5 ~ 6 kgf/cm2, 71 ~ 85 psi}.

3.0

30 0

0

2.0 20

Refrigerant does not circulate

35

Ice or condensation are forming on the piping connections of the drier receiver or the expansion valve.

3.5

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 defective. Replace the receiver drier. Recharge with refrigerant to the proper level.



CAB

8 - 29

8.6.10 SPECIAL TOOLS

Tool Code

Description

Refrigerant recovery, recycling and changing station 380001326

Electronic leak detector

380001327

Belt tension test tool 380001325

Sanden compressor overhauling tools 380050012



8 - 30

CAB


W190


sm_W190_EN

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