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Service
Instructions
Atlas Copco Wagner Inc.
Section 1
Introduction
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Introduction Service Manual Wagner Scooptrams
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Description
The Wagner Scooptram consists of a Power
Frame and a Load Frame connected by an articu-
lating joint that permits 45-degree turns, in com-
bination with an oscillating joint that permits the
units to tilt relative to each other to accommo-
date uneven surfaces.
The Power Frame includes the diesel engine and
a powershift transmission. The canopy has been
approved by U.S. government authorities and
satisfies FOPS standards in accordance with
pamphlets ISO 3471 and SAE J1040C.
The boom, the bucket, and the front axle are
mounted on the load frame. The bucket may be
either of a standard design or an eject-o-dump
design consisting of a push plate assembly con-
trolled by the operator.
The entire vehicle is designed for maximum
durability and easy maintenance.
This manual is intended to be used in conjunc-
tion with the Operators Manual and Parts Cata-
log for this vehicle. Use only Wagner approved
replacement parts when servicing Wagner prod-
ucts.
This manual provides you with a generalized
overview and theory of operation of various
components and systems on the scooptram. It
also covers all routine service by service hour
maintenance interval .
By using this manual you will be able to under-
stand how complex systems work, how to trou-
bleshoot problems in operation, and how to
safely and effectively remove and replace worn
or damaged components.
This manual does not deal with component
rebuilding. Wagner recommends that component
level repair be conducted through Atlas Copcos
worldwide dealer network.
E-O-D, Rock Torque, Rock Tough, SAHR, Scooptram
, Scoopy, and Teletram
are trademarks of
Atlas Copco Wagner Inc.
1995, Atlas Copco Wagner Inc.
P.O. Box 20307 Portland, OR 97220-0307 USA
Wagner Scooptrams Service Manual Introduction
5566071301 07-96 5
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5566071301 07-96 7
Introduction 3
Safety 13
General Safety Precautions 14
Safety During Maintenance 14
Parking the Scooptram and Stopping the En-
gine 16
Burn, Fire, and Explosion Prevention 16
RollOver Protective Structure (ROPS) and
Falling Object Protective Structure (FOPS)
17
Tire and Wheel Safety 17
Safety Signs 17
General Maintenance 19
Independent Oil Analysis 20
Electric Welding 20
Hydraulic System Cleanliness 21
Daily or Shift Schedule (Walk-Around) 21
50 - 100 Hour Maintenance Schedule 28
250 Hour Maintenance Schedule 32
Fuel System 48
Fuel System Components 48
Typical Deutz Fuel System 52
Typical Detroit Diesel Fuel System 53
General Maintenance Information 54
Engine Oil System 55
System Operation 55
55
System Components 55
Air Supply System 58
Air Cleaner Operation 58
Air Exhaust System 60
Cooling System 68
Engine Accessories Removal & Replacement
69
Removing the Cooling System Package 69
Removing the Transmission Oil Radiator 70
Removing the Transmission Oil Tube and
Shell Heater/Cooler 70
Removing the Engine Coolant Radiator 70
Removing the Purifier 71
Removing Fuel Filters 71
Removing Fuel Valves or Lines 72
Removing Fuel Tank 72
Electronic Engine Control System 73
Removing the Engine Package 73
Power Train 77
Transmission System 78
Torque Converter Theory Of Operation 80
Transmission & Torque Converter 81
Transmission Control Valve 82
Transmission Charge Pump 83
Transmission/Converter Oil Filter 83
Transmission/Converter Oil Cooler 83
Auxiliary Cooling Pump 83
Transmission Modulator Valve 84
Drivelines 87
Wheels And Tires 92
Type of Differential 94
Removal & Replacement 95
Transmission Cooling System 95
Removing the Transmission 95
Axles 100
Tire Demounting And Mounting Procedures
101
Inspection 104
Wheel Nut Torque 109
Operating Precautions 109
Recapping 110
Tire Storage 110
Section 6 Frame 111
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Removing the bucket 112
Removing the boom 112
Separating the Load Frame from the Power
Frame 113
Stops 118
Installation 119
Section 7 Hydraulics 123
Hydraulic System 124
Theory of Operation 124
Pumps 124
Starting New Pumps 125
Cylinders 126
Accumulators 127
Accumulator Charging Valve 129
Tank and Filters 130
Hydraulic Reservoir (Tank) 130
Oil Filters 130
Internal Filter Cartridge with Indicator 131
Off-line Hydraulic Filter 131
Hoses and Tubing 131
Monostick Steering Schematic 134
Wheel Steering System Schematic 135
Steering System 136
System Operation 136
Flow Amplified Steering 137
Steering Valve 138
SPC50 Steering Control Valve 138
Wheel Steering Pilot Valve 139
Priority Flow Divider Valve 140
Bi-Directional Control Valve 140
Pressure Reducing Valve 141
Pressure Relief Valve 141
Cushion Valve 141
Demand Valve 142
Dump and Hoist System 143
Dump and Hoist Components 144
Pilot Control Valve 144
Pilot Pressure (Sequence) Valve 144
Main Control Valve 145
Load-check valve function: 146
System Checks & Pressures 146
Brake System 146
SAHR Brake System Operation 147
System Pressures & Flows 149
Brake System Components 149
SAHR Brake 149
Park Brake Control Valve 150
Park Brake Relay Valve 151
Secondary Mode Pressure Switch 151
Accumulator Pressure Gauge 151
Foot Pedal Control Valve 152
Emergency Tow System 153
Emergency Tow System Components 154
Hand-Operated Hydraulic Pump 154
Relay Override Button 154
Hydraulic Check Valve 154
Brake Cooling System 155
System Operation 155
Brake Cooling System Components 157
65 PSI Check Valve 157
Hydraulic Oil Cooler 157
20 PSI Check Valve 158
Sump Cooled Brake Assembly 158
Multi-disc Liquid Cooled Brake Assembly
158
Hydraulic Throttle System 159
Throttle Treadle Valve 160
Throttle Control Cylinder 160
System Schematic 160
Servicing After Overhaul 161
Level of Oil in Reservoir 162
Importance of Cleanliness 162
Oil Changes 163
Oil Storage and Handling 164
Prevention of Foaming 165
Hydraulic Oil Change After Failure 165
Troubleshooting 168
Basic Causes of Hydraulic System Failures
168
Eliminating Air From the System 169
Checking for Component Failure 170
5566071301 07-96 9
Checking Hydraulic Systems for Leaks 170
Leak Problem Areas 171
SAE 4-Bolt Split Flange Connection 173
Pipe Thread Leaks 174
Removal and Replacement Procedures 174
Steering Cylinder Removal 175
Dump Cylinder Removal 176
Hoist Cylinder Removal 177
Pump Removal 177
Preparation for trial run 178
Trial Run 178
Electrical 181
Theory of Operation 182
Electrical Ladder Diagram 182
Electrical Wiring Diagram 183
Electrical System Components 183
Wiring Harnesses 183
Master (Battery Isolation) Switch 183
Component Box 184
Park Brake Switch 184
Charging & Ignition System 184
Instrument Panel and Controls 186
Light System 186
Horn and Alarm Systems 186
Options 187
Engine System 187
Transmission System 187
Batteries 188
Factors affecting battery life 191
Detecting Potential Failures 192
Cell charge test 193
Using Battery Booster Cables 194
Storage Of Lead Acid Batteries 194
Alternators 194
Removal and Replacement 195
Electrical Glossary 196
Miscellaneous Systems 201
Fire Suppression System 202
Actuator 204
Cartridge Receiver/Expellant Gas Cartridge
205
Dry Chemical Tank 205
Nozzles 205
Troubleshooting 207
Engine 208
213
215
Appendix 231
Specifications 232
Pressure Settings 259
Electrical System 264
Batteries 265
Recommended Torques SAE (U.S.) 266
Recommended Torques SAE (Metric) 267
Fluids and Lubrication Specifications 268
Diesel Fuel Specifications 268
International Fuel Specifications 268
Fuel Oil Selection Chart 269
Lubricating Oil Specifications 270
Engines 270
Transmissions and Converters 271
Axles 271
Viscosity Grade / Ambient Temperature
Charts 272
Wagner Hydraulic Fluid Specifications 274
274
Grease Specification 275
275
Coolant Specifications 275
Water Quality 275
Antifreeze 276
Cross Reference List 276
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This safety alert symbol means
Attention! Become Alert! Your
Safety Is Involved. All personal
safety messages in this manual
and the safety decals on the
vehicle are identified by this symbol.
The safety messages that are shown in this man-
ual include a signal word. That word shows the
degree or level of hazard. The signal words are
DANGER, WARNING, and CAUTION.
DANGER indicates an imminently hazardous
situation that, if not avoided, will result in death
or serious injury.
WARNING indicates a potentially hazardous
situation that, if not avoided, can result in death
or serious injury.
CAUTION indicates a potentially hazardous sit-
uation that, if not avoided, can cause minor or
moderate injury.
IMPORTANT indicates information to the
operator that may prevent potential damage to
the vehicle.
NOTE indicates information that may be useful
to the operator.
General safety precautions are listed in the
safety section of this manual. Specific safety pre-
cautions are put in the body of the manual where
specific hazards exist. Safety signs are also put
on the vehicle to warn against potential exposure
to hazards that can be incurred during the rea-
sonable use or operation of the vehicle.
All possible circumstances that may involve a
potential hazard can not possibly be included in
this manual. Therefore, you must make a judge-
ment that an operation, service procedure, etc.,
will be safe for you and others around you. If
you damage the vehicle, know that something is
not adjusted correctly, or know there are missing
parts, make sure that the damage, adjustment, or
missing parts are repaired, adjusted, or replaced
before you continue to operate.
Read the safety messages in this manual, the
safety signs on the vehicle and the safety manual
provided with the vehicle. Make sure that all
warning signs are in place, and that they are
clean and legible.
A warning sign locator diagram is included later
in this section. See the Parts Catalog for part
numbers if you need to replace worn or missing
signs. Contact your Atlas Copco Wagner Inc.
sales company or authorized dealer if you have
any questions.
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Section 2
Safety
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Safety Service Manual Wagner Scooptrams
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General Safety Precautions
Before performing any maintenance on the
Scooptram, review the following safety precau-
tions. Theyre included for your protection.
Always observe the following general safety
rules during operation of the vehicle. Also
observe the safety rules set forth in the work
place and develop additional rules as particular
mine applications may require for safe opera-
tion.
Read and carefully follow all instructions as
outlined in the Operator and Service manu-
als.
Make sure that all operating controls and
indicators are functioning properly.
Never use controls as mounting assists.
Never stand while operating the vehicle.
Avoid wearing loose clothing when operat-
ing the vehicle or working around engines
and other moving or rotating equipment.
Never allow riders.
Never leave the vehicle unless the brakes are
set.
Block wheels when parked.
Never smoke around fuel.
Always shutdown engine when refueling
vehicle.
Always know the location of the nearest fire
extinguisher.
Check safety system shutdown prior to each
shift.
Watch out for others - They may not be
watching out for you.
Safety During Maintenance
WARNING: Incorrect maintenance or
service can cause injury or death. If you
do not understand a procedure, service, or
adjustment, contact your Wagner sales company
or dealer for more information.
Before you service this Scooptram, always put a
DO NOT OPERATE tag in the cab on the steer-
ing control. If applicable, remove the key from
the Scooptram.
DE02I011.EP
Do not make unauthorized modifications to this
Scooptram. Before you drill holes, cut, or weld
on this Scooptram, always contact your Atlas-
Copco Wagner sales company or dealer for
authorization first.
Before you perform service, always wear the
correct protective items. Face protection, safety
shoes, heavy gloves, etc. may be required.
Wear eye or face protection when using a ham-
mer. Chips or debris can cause eye injury. When
driving hardened pins, use a hammer with a soft
face.
If you must perform service under the Scoop-
tram, always engage the parking brake and block
the front and rear of each wheel.
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Never enter the articulation area of the Scoop-
tram unless you have first installed the articula-
tion locking bar.
Always consult the proper section of the service
manual before performing maintenance.
Perform maintenance in a safe area away from
vehicle traffic, with a stable roof area and ade-
quate ventilation. The vehicle should be on level
ground when performing maintenance. Before
you start, make sure that the wheels are blocked.
Before performing any maintenance in the artic-
ulation area of the vehicle:
1. Make sure the articulation (swivel) locking
bar is connected between the load frame and
power frame to prevent the vehicle from
articulating.
2. Remove the key from the OFF/ON/START
switch, if applicable, and hang a DO NOT
OPERATE tag on the switch.
3. Turn the MASTER (battery disconnect)
switch to OFF and hang with a DANGER
tag.
Stop engine before adjusting or repairing engine
or engine-driven equipment.
If you must service the Scooptram with the
engine running, have a second person help you.
The second person must be in the operators seat
during any servicing or adjustment.
To prevent hearing damage, wear ear protection
devices when working inside an enclosed room
with the motor running.
Make sure that all pressure is vented prior to
working on any fluid system.
When you check for a high pressure hydraulic
leak, always use cardboard or paper to locate the
leak.
WARNING: Hydraulic fluid injected into
your skin can cause severe injury or death.
Keep your hands and body away from the leak.
If this fluid is injected into your skin, see a doc-
tor immediately and have the fluid removed.
Stay away from rotating or moving parts.
Make sure to re-install guards over all exposed
rotating parts.
Never work under a raised hood unless the hood
is secured with a prop bar.
Wear protective glasses, clothing, hard hat, res-
pirator, or other protective items when necessary.
Insulate all electrical connections and discon-
nected wires
Pressurized air for cleaning the vehicle should
not exceed 30 psi (20 kPa). Wear protective face
shield and clothing.
Use proper tools. Replace broken or damaged
servicing equipment.
Remove all tools, electrical cords and other
loose items from the vehicle before starting
Locking bar should be re-stowed and secured on
pin mounts when work is complete.
Wipe up spilled oil.
Provide a safe and adequate method for waste oil
disposal.
Store oily rags in fireproof containers. Do not
leave rags on engine.
Never store flammable liquids near the engine.
Before performing any work under a raised
boom, perform the following:
1. Empty the bucket and set the park brake.
2. Place a safety bar under the boom, and have
bucket in full dump position.
3. Shut down the engine.
4. Turn the on/off and master switches to off
position.
5. Block the wheels.
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Important: Do not attempt to make repairs to
components of the vehicle without full under-
standing of the component and system. Always
use the service manual when working on the
vehicle.
Parking the Scooptram and
Stopping the Engine
When you stop and park the Scooptram, make
sure the area is safe and level.
1. Make sure the bucket is completely down
with the bucket blade on the ground.
2. Engage the parking brake, stop the engine,
put all controls in neutral, and remove the
key, if one is available.
3. Release the seat belt.
4. Exit the Scooptram.
Important: If you must park the Scooptram on a
grade, always put the front of the Scooptram
toward the bottom of the grade with the bucket
up against the sidewall, if possible. Make sure
the Scooptram is parked behind an object that
will not move. Engage the parking brake and put
blocks on the downhill side of each tire.
Burn, Fire, and Explosion
Prevention
WARNING: Batteries contain acid.
Severe burns can result if acid comes in
contact with your skin or your eyes,. If you do
get acid on you by accident, flush with water for
at least 15 minutes and see a doctor immedi-
ately.
WARNING: Sparks or flame can cause
gas from the batteries to explode.
When working on the Scooptrams electrical
system, always:
1. Disconnect the negative (-) battery cable first
and when reconnecting, connect the negative
(-) battery cable last.
2. Do not short across the battery terminals to
check a charge. Sparks can cause an explo-
sion.
3. Do not weld, grind, or have an open flame
near a battery.
4. When you charge a battery, always remove
the caps and have good ventilation.
5. If the engine must be jump started, refer to
the Operator manual for the correct proce-
dure.
On water cooled engines, hot coolant in the radi-
ator can rush out if you remove the radiator cap
too quickly. Always allow the radiator to cool
before removing the cap. Turn the radiator cap to
the first notch to vent any pressure in the system.
After all pressure has been released, remove the
cap.
All fuels and most lubricants are flammable.
Always handle with care.
Store all oil-soaked rags or other flammable
material in an approved protective container.
Always use nonflammable cleaning solvent to
clean parts.
Always have a good fire extinguisher on your
Scooptram. Make sure the fire extinguisher is
serviced according to the manufacturers instruc-
tions.
If your fire extinguisher has been used, always
make sure to recharge or replace the fire extin-
guisher before you operate the vehicle again.
Remove all trash or debris from the Scooptram.
Check the engine area, especially around the
exhaust.
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If the Scooptram has had a fuel or oil leak, repair
the leak and clean the Scooptram before operat-
ing.
WARNING: Ether starting fluid can
explode and can cause injury or death.
If ether is used to start the engine in cold
weather, only use in accordance with the manu-
facturers recommendations. Always use face
protection when you use ether starting fluid.
Note: Atlas Copco Wagner does not recommend
the use of ether starting fluid.
Before welding or using a torch on the scoop-
tram, always clean the area around your work
first.
Check the electrical system for loose wires, con-
nections, or frayed insulation. Repair or replace
damaged parts.
RollOver Protective Structure
(ROPS) and Falling Object
Protective Structure (FOPS)
Your scooptram may have a RollOver Protective
Structure (ROPS) or Falling Object Protective
Structure (FOPS). Our ROPS are designed to
provide operator protection in a rollover by con-
trolling the bending of the structure. The FOPS
provides the operator protection from falling
debris.
If your Scooptram is so equipped, a ROPS or
FOPS label is attached to the exterior of the
structure on the forward side. The ROPS or
FOPS serial number, Scooptram weights,
approval numbers, model number, and engine
model and serial numbers are on this label.
Do not modify a ROPS or FOPS structure. Mod-
ifications such as welding, drilling holes, cutting,
or adding attachments, can weaken the structure,
void the ROPS/FOPS certification, and reduce
your protection. If your ROPS or FOPS has
structural damage, contact your Atlas-Copco
Wagner sales company or dealer before attempt-
ing any repairs. (See Product Service Bulletin
PSB-339.)
Do not add attachments to the Scooptram that
will cause the total weight of the Scooptram to
exceed the total gross weight shown on the
ROPS or FOPS label.
The seat belt is an important part of the ROPS
system. Always fasten and adjust the seat belt
before you operate this Scooptram.
WARNING: If you roll this scooptram
over and you do not have the seat belt fas-
tened, you may be seriously injured or
killed.
If you have any questions about the ROPS or
FOPS on your Scooptram, contact your Atlas-
Copco Wagner sales company or dealer.
Tire and Wheel Safety
WARNING: Tires and wheels can
explode and cause injury or death.
Always keep yourself and others out of the dan-
ger areas of tires and wheels. Stand on the roll-
ing surface (tread) side of a tire when you
perform service.
Always inflate the tires to the recommended
pressure.
If the tire and wheel assembly is removed from
the scooptram, always put it into a tire inflation
cage before adding air.
Safety Signs
WARNING: Injury or death can result if
a safety sign is missing and instructions
are not followed.
Replace all missing or damaged signs. Keep the
signs clean. Contact your Atlas-Copco Wagner
sales company or dealer for new safety signs. To
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clean a sign, use only a soft cloth, water, and
soap. Do not use solvent, gasoline, etc.
Important: The meanings of all safety signs are
described in the introduction to the Operators
Manual. There are also locator diagrams show-
ing the location of all safety signs. (Additional
diagrams are provided for European Community
[EC] customers, showing the location of all
safety guards.) The scooptram should never be
operated without all safety signs and guards in
place. If a safety or instructional sign is on a
part that must be replaced, make sure the same
sign(s) is on the new part. Contact your Atlas-
CopcoWagner sales company or dealer for new
signs.
Section 3
General
Maintenance
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General Maintenance Information
This section complements and expands upon
information contained in the preventive mainte-
nance section of your operators manual.
Safe, efficient operation of the vehicle depends
on the proper maintenance of the engine, drive
train, chassis and all related systems.
Regular inspections must be made to see that the
all system components are in safe operating con-
dition.
All bolts, nuts, screws, and other fasteners must
be in place, properly tightened, and secured.
Special care must be taken when making repairs
and replacing components. Use only new parts
as furnished by Atlas Copco Wagner Inc.
Use only new fluids, filters and gaskets and have
all mating surfaces clean and in proper condi-
tion.
The labeled diagram in your operators manual
shows all maintenance check points. Because of
individual mine requirements, some check
points on your vehicle may not be located as
shown. If so, consult your supervisor for addi-
tional supporting literature.
Record Keeping
Good record keeping is essential to a proper
maintenance program. Each scheduled mainte-
nance form should be checked off as the inspec-
tion or procedure is completed. Quantities of
replenished lubricants and fluids, and pressure
and flow readings, should be recorded.
All discrepancies should be recorded whether
remedied or pending. Operators and mechanics
should sign off forms and return them to mainte-
nance supervisor for approval and retention in a
vehicle maintenance file.
Accurately recorded maintenance forms will
give maintenance personnel an overview of
equipment condition on an individual or fleet
basis.
Good records enable maintenance personnel to
identify and evaluate problem and/or high cost
areas which can then be targeted for improve-
ments or solutions.
Good record keeping will identify certain items
on the schedules which may need to occur more
or less often, depending upon the vehicles oper-
ating environment.
Finally, good maintenance records aid in the
planning and scheduling of maintenance and
repair procedures, which result in the efficient
use of maintenance resources and maximum
equipment reliability and availability.
Independent Oil Analysis
Atlas-Copco Wagner highly recommends the
regular use of an oil analysis program. Regular
oil analysis can indicate problems and approach-
ing maximum wear limits significantly before
they are discovered by system performance
checks.
The objective of a preventative maintenance
program is diagnosis and repair before failure.
Good sampling techniques and independent lab-
oratory analysis are considered primary elements
of a good program.
Important: Oil analysis is not to be used to
determine if oil can be re-used past recom-
mended service life. Change oil during recom-
mended service intervals even when oil analysis
shows oil to be up to standards. A comprehen-
sive analysis program can aid in establishing
optimum service intervals.
Electric Welding
Important: Use caution in electric welding on
the Scooptram. Serious damage to the engine
Wagner Scooptrams Service Manual General Maintenance
5566071301 07-96 21
control computer and the battery isolator can
occur.
Before any electric welding on the Scooptram,
perform the following:
1. Open the battery compartment.
2. Set the MASTER (battery disconnect)
switch to the OFF position.
3. Connect the welding machine ground clamp
on the vehicle as closely as possible to the
point at which the welding is to be done.
Hydraulic System Cleanliness
Important: Foreign matter of any kind will
cause problems in hydraulic systems. Absolute
cleanliness is essential for all work done on the
Scooptram hydraulic systems. Always follow
these six primary rules regarding cleanliness in
maintenance operations on the hydraulic sys-
tems:
1. Steam clean the area of the Scooptram on
which the work will be performed.
2. Wipe all hose and pipe connections before
opening any connections.
3. Remove all loose paint before opening any
connections.
4. Plug or cap any hose, pipe, valve, or cylinder
immediately after opening a connection.
5. Flush any unsealed hose or pipe with
hydraulic oil before installing it in the sys-
tem.
6. Install all hoses, pipes, valves, or cylinders
immediately after unplugging or uncapping
connections.
Periodic Scheduled Maintenance
Periodic scheduled maintenance is required to
keep your vehicle in peak operating condition.
Included below is a recommended schedule of
maintenance and inspection, based on vendor
recommendations and Wagner Service Depart-
ment experience.
The timely scheduling and completion of these
periodic inspections and procedures will deter-
mine the availability and reliability of a particu-
lar vehicle. Therefore, proper maintenance
scheduling is a critical factor in the effective use
of maintenance resources and the availability of
production equipment.
All periodic maintenance is designed to be per-
formed in an adequately equipped complete
maintenance facility by trained personnel.
Each successive schedule builds on the previous
schedules. They are cumulative in nature. For
example, when performing the 400 Hour mainte-
nance schedule, the mechanic will first perform
the Daily/Shift schedule, then the 50/100 Hour
and 250 Hour schedules, and finally meet the
requirements of the 400 Hour schedule.
Important: If your mine is operating its vehicle
more than one shift per day, the Daily schedule
should be performed Each Shift.
Daily or Shift Schedule (Walk-
Around)
Prior to each shift, the operator (or maintenance
personnel) should conduct a thorough walk-
around inspection of the vehicle to assure it is in
sound condition and can be operated safely.
Debris should be cleaned from the vehicle to
minimize wear and damage from abrasive con-
tamination. Regular inspection and care of the
vehicle usually results in decreased downtime
and greater reliability.
22 07-96 5566071301
When the daily shift maintenance and walk-
around is performed by the vehicle operator, any
defects or problems that are found should be
reported to maintenance personnel for correc-
tion.
Record the hourmeter reading. Keep this meter
in good working condition since it will assist
you in accurately scheduling preventative main-
tenance.
Power Train System Checks
Safe and efficient operation of the vehicle,
including the control of toxic fume emissions,
depends on the proper maintenance of the engine
and its related systems.
Fuel
Check that the fuel tank is full at the beginning
of each shift. A full tank prevents condensation
and keeps water from collecting in the tank.
When fueling the vehicle, make sure the area
around the filler tube is clean and that the vehi-
cle is sitting on level ground.
Always refuel the vehicle with the engine shut-
down.
Use only diesel fuel recommended by the engine
manufacturer that gives satisfactory engine oper-
ation. The flash point must not be less than 38C
(100F) or the sulfur content greater than .5% by
weight. Keep fuel clean. Precautions should be
taken to keep the fuel free from dirt and water.
CAUTION: The surface temperature of
hydraulic oil tank can reach temperatures
of up to 60 C (140 F) after vehicle has
been operating. If vehicle has not been allowed
to cool down before refueling, spillage of fuel
onto tank could result in a flash fire.
When filling the fuel tank underground, fuel
should be transported in strong, tight metal con-
tainers with positive closing devices. Store fuel
containers in closed compartments constructed
of incombustible materials while awaiting trans-
fer to fuel tanks.
Check the primary fuel filter (or fuel/water sepa-
rator). Loosen the drain cock and drain off water
or sediment that accumulates in the bottom of
the filter bowl. Tighten the drain cock securely.
Check to see the emergency fuel shut off valve is
in the open position.
Inspect the secondary fuel filters for leakage or
damage. Check for loose fittings or mounting
hardware.
Make a visual inspection of the fuel injection
pump and injector lines to assure that no fuel
leaks are present. Any leakage is not only a
potential fire hazard, but also could result in
rough running or lack of power. Fuel leaks must
be noted and reported.
Drive Belts
Check the tension of the drive belts by pressing
with a thumb on the belt half way between the
pulleys. The belts should not move more than
13-19 mm (1/2 - 3/4 in).
Report any loose or worn belt to maintenance
personnel. When belt replacement is necessary,
belts must be replaced as a complete set. Never
replace a single belt since the new belt will carry
all the load and fail rapidly.
Engine Oil
Check engine oil level. The engine lubricating
oil should be kept between the FULL and ADD
marks on the dipstick.
It is important that the dipstick is read correctly
and only the required quantity of oil is added. To
accurately check the oil level, the engine should
have been stopped long enough to allow for the
oil to drain off engine internal parts (at least 5
minutes for Deutz engines, 10 minutes for Cater-
pillar engines and 20 minutes for Detroit Diesel
engines). This eliminates the possibility of over-
ACW0 0073. pict
5566071301 07-96 23
filling. Too high a level of oil in the sump is
often indicated by a smoky exhaust.
When checking the oil level, make sure that the
area around the dipstick is clean and the vehicle
is setting on level ground.
Pull out the dipstick, wipe it with a non-fraying
rag, push it in as far as it will go and then with-
draw it again.
The coating of oil should extend to the upper
mark. If it reaches the lower mark only, oil must
be added immediately.
Note: Do not add engine oil until level is below
the ADD mark on the dipstick. A major cause of
engine oil consumption on a Detroit engine is
overfilling the crankcase.
Note: Dipsticks on Deutz engines use both Dot
and Dash markings. Dash marks are for check-
ing oil level after engine has been running (2-20
minutes after shutdown).
Note: On Caterpillar engines with newer dip-
sticks the correct oil level is indicated by the
FULL RANGE zone marked immediately below
Full on the dipstick, with the engine stopped.
Add oil when the level indicates below this zone,
in the ADD OIL portion of the dipstick.
Note: Some engines will have dipsticks with two
dots following the words FULL and ADD. Cor-
rect engine oil level is indicated between these
dots. Do not use the words as indicating marks.
Some dipstick may be stamped on both sides of
the blade. One side is for checking with the
Engine Stopped and the other side is for check-
ing with the Engine Idling Hot Oil. Be sure to
read the correct side of the dipstick as the levels
are not the same for the engine stopped and for
idling. (Refer to the applicable engine manual
for additional guidance.)
Important: Failure to promptly add oil when
indicated may result in serious engine damage
due to piston and bearing seizure.
Once the vehicle has been started, record engine
oil pressure on Shift Maintenance Report.
Air Intake and Exhaust
Note: An adequate supply of clean, filtered air is
necessary to maintain correct fuel/air ratios,
resulting in a cleaner burning engine. Free flow
of air to the intake must not be restricted in any
way. The maximum pressure drop through the
intake system, at full throttle and no load, at
2200 rpm should not exceed specified engine
manufacturers recommendations.
Important: Always service the air filter system
with the engine stopped. You can damage the
engine severely with dust and debris.
Dry Type Filters
Each shift, check the air cleaner service indica-
tors, usually located at the outlet connection of
the filter assembly. The indicator on your vehicle
may be one of two types.
The first has a calibrated scale in inches of water
(in. H
2
O). A Yellow visual reference is also pro-
vided to indicate when within specifications. As
the air filter becomes restricted with dust, the
reading on the scale will increase. The filter
should be cleaned or changed when the scale
reads above 20 inches or when it indicates Red.
Reset the indicator when the element is replaced.
The second type of indicator will show either a
Green or Clear window when the filter is clean.
The indicator will show a Red window when the
filter is restricted. If Red appears in the window,
clean or replace the air filter element. Be sure to
press the reset button on the indicator.
Important: Air filter indicator can be damaged
if stepped on. Care should be taken when work-
ing around air filter housing.
24 07-96 5566071301
Oil Bath Filters
Each shift before starting the engine, the pre-
cleaner bowl on vehicles equipped with oil bath
air cleaners must be emptied of any accumulated
dirt or dust. In extremely dusty conditions, the
pre-cleaner may have to be emptied more often.
Never allow the plastic bowl to become more
than half full.
Depending on operating conditions, the Oil Bath
filter may require cleaning and re-filling.
1. Remove the oil bowl and filter element. Be
careful not to damage the rubber seal.
2. Clean the bowl, and properly dispose of dirty
oil and sludge.
3. Rinse filter element in diesel fuel and allow
to dry.
4. Clean filter housing, if required, and inspect
rubber seals. Replace, if necessary.
5. Fill the oil bowl with clean engine oil to the
mark indicated on the bowl, insert the filter
element, and re-install in housing.
Note: Engine should be shutdown for at least 10
minutes prior to servicing filter.
Intake Piping and Hoses
Check all clamps for tightness and visually
inspect hoses, piping and rubber connections for
cracks and holes.
Evacuator Valve
Check and clean the evacuator valve before
every shift.
Press sides of rubber valve to allow discharge of
dust or dirt.
Make sure there is no obstructions inside the
evacuator valve.
Check the evacuator valve more often when you
operate in severe dust or wet conditions.
Exhaust Water Scrubber
Note: Some vehicles may be equipped with a
batch type exhaust scrubber.
The water make-up tank should be refilled at the
start of each shift and again throughout the shift,
as necessary.
When refilling the scrubber tank, it should be
filled to approximately the level of the perfo-
rated plate visible inside the tank.
Important: Do not overill the scrubber. Overfill
will result in large amounts of water thrown out
of the scrubber when the engine is started, and
can result in excessive back pressure in the
engine.
Following the end of each operating shift, the
scrubber drain plug should be opened and the
tank flushed with clean water.
To do this:
1. Remove filler cap (or plug) and open drain
valve (or plug) on scrubber tank.
2. Insert water hose into filler hole and flush
out tank with clean water under pressure.
Continue flushing until sludge and solid
deposits are removed and the draining water
is clear.
3. Inspect zinc anode attached to the filler cap
(or plug). Replace as necessary.
4. Close the drain valve (or reinstall the plug)
and fill the tank.
5. Replace the filler cap (or plug) and refill the
scrubber tank.
Engine Coolant
On most vehicles the operator is provided with
engine high temperature or low coolant indica-
tion and protection. However, it is good practice
to visually check coolant level prior to each
shift.
5566071301 07-96 25
WARNING: Hot coolant can rush out of
the radiator or coolant reservoir and
cause serious burns. Check the coolant
level only when the system is cool. If you add
coolant, turn the radiator or reservoir cap to the
first notch and wait for the pressure to release.
Remove the cap and add the coolant.
The method for checking coolant level may vary
by vehicle, and will depend on the type of radia-
tor and model engine.
Vertical Flow Radiator
To check the water /coolant level in the radiator;
Slowly turn the radiator cap to relieve pressure.
Remove the cap and view the coolant level.
Coolant should be within 13 mm (1/2 inch) of
the bottom of the fill pipe.
Note: On some radiators, a sight glass may be
provided.
Add clean water/coolant as required. (See speci-
fication table for proper mixture.)
Cross Flow Radiator
Check the water /coolant level in the radiator by
viewing the surge tank sight glass. Coolant level
should be observable from the upper sight glass.
Note: On some vehicles equipped with DDEC
Series 60 engines, a sight glass is not always
provided. Coolant level is automatically moni-
tored and a low level condition will be indicated
by the Red Stop Engine light.
Add clean water/coolant as required.
WARNING: Do not remove the cap from
the radiator. Check and fill through the
surge tank only.
Drive Train System Checks
Torque Converter and Transmission Oil
WARNING: Crushing hazard. Operator
can be injured or killed if the vehicles
hydraulic steering is actuated while oper-
ator is in the articulation area. Always install
the locking bar, pinning it in the Locked position
before servicing the vehicle.
Important: The transmission oil level must be
checked at operating temperature, approxi-
mately 82 - 93

C (180 -200 F).
Check that the parking brake is applied.
Engage the transmission in SECOND gear and
depress the throttle pedal to achieve a converter
stall. Repeat this action until the converter tem-
perature gauge reads 180 F.
Important: Do not stall the converter for more
than 30 seconds at a time. Rapid buildup of
excessive heat can damage the seals.
Shift the transmission to NEUTRAL. With the
engine running at idle, check the transmission oil
level:
Note: On most vehicles, a dipstick and fill tube
are located under a hinged cover at the center of
the vehicle, although this may vary.
Correct level is at the FULL mark on the dip-
stick (or upper sight glass). Make sure that the
area around the dipstick is clean before check-
ing. Never overfill the transmission.
Record Convertor/Transmission oil pressure on
Shift Maintenance Report.
Oil Cooler
On air cooled engines, the transmission oil
cooler should be checked each shift for leaks and
buildup of dirt on the cooling fins.
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26 07-96 5566071301
Wheels and Tires
explode and cause injury or death. Always
keep yourself and others out of the danger
areas of the tires and wheels. Stand on the tread
side of a tire when you perform service.
Make a visual inspection of the wheel studs and
nuts. Check for loose, damaged, or missing studs
and nuts. Report any damage to maintenance
personnel for corrective action.
Check the general condition of the tires. Check
each tire for deep cuts, breaks or loose tread.
Look for exposed cord. Report any damage to
maintenance personnel for corrective action.
Visually check for proper inflation of the tires.
Brakes
Test the service brakes. Place the transmission
selector lever in second gear forward and firmly
press the service brake pedal and hold. Release
the park brake. Slowly press the throttle pedal to
the floor. The service brakes should keep the
vehicle from moving.
Test the parking brakes. With the transmission
selector lever in second gear forward, push in the
park brake knob. Slowly press the throttle pedal
to the floor. The parking brakes should keep the
vehicle from moving.
Chassis / Frame Checks
Visually inspect the driveline and the midship
area for cracks or missing components.
Check for any leaks.
Inspect hoses, wiring, and general condition of
vehicle and components.
In the articulation area, inspect the condition of
the steering stops. Do not operate the vehicle
with damaged or missing stops. Check articula-
tion pins are properly lubricated and not missing
hardware.
WARNING: Crushing hazard. Operator
can be injured or killed if the vehicles
hydraulic steering is actuated while oper-
ator is in the articulation area. Always install
the locking bar and pin in the Locked position
before servicing the vehicle.
Check the condition of the bucket and boom
stops.
WARNING: Do not walk under the
raised bucket. Always make sure the
bucket is properly supported, as stated in
the operator's manual, before walking or work-
ing beneath it!
With the bucket raised, visually inspect for
leaks, missing hardware, and general condition.
Report any visible defects to maintenance per-
sonnel prior to operating the vehicle.
Lubrication
Lubricate each grease point shown in the shift
maintenance diagram every shift or every 50
hours as indicated. Use a high pressure gun,
except as indicated on the lubrication checks.
The following points must be greased prior to
each shift:
Dump cylinder pins stem and base end pins
Hoist cylinder pins stem and base end pins
Steering cylinder stem and base end pins
Bucket pins
Boom pins
Z-link pins
Articulation pins
Oscillation bearing
On vehicles equipped with automatic central
lubrication, check the level of the grease reser-
voir before each shift.
ACW0 0073. pict
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ACW0 0073. pict
5566071301 07-96 27
Hydraulic System Checks
Check the hydraulic oil level every shift.
Park the vehicle on a level surface and put the
boom in the LOWERED position with the
bucket rolled back on the stops.
Stop the engine and allow time for accumulator
to bleed down.
Vent the reservoir by loosening the filler cap (or
depressing the bleeder valve) on top of the tank.
Check the hydraulic oil in the hydraulic tank
with all cylinders retracted. Upper sight glass (or
sight gauge) should show the bead floating
inside the gauge.
Report to maintenance personnel if oil does not
appear in upper sight gauge.
Note: Hydraulic reservoir can be filled either
through the filler cap or through a quick discon-
nect fitting, using the accompanying hose and
hand pump, depending on the model vehicle.
Vehicles equipped with internal cartridge-type
filters have a sight gauge that indicates when
service is needed.
Vehicles equipped with external return filter
assemblies may also have a restriction indicator.
Check filter indicators each shift to ensure that
hydraulic oil filters are functioning properly.
Service is required when the indicator is in the
red position. If the gauge shows in change filter
zone, report to maintenance personnel for cor-
rective action.
Electrical System Checks
Check that all circuit breakers and fuses are
properly set.
An electrical component box containing ther-
mal/magnetic circuit breakers provides primary
protection for the electrical system should the
first-line load breakers or fuses fail. These 30-
150 amp breakers are equipped with an internal
contact that prohibits reset while the fault still
exists, even if the circuit breaker is manually
held in the reset position.
The lower amperage (1-40 amp) breakers are
push-pull which allows for manually isolating
particular circuits for troubleshooting.
All breakers are manually reset. Should an elec-
trical fault occur, try resetting the appropriate
breaker. If the breaker cannot be reset, contact
maintenance personnel to resolve the problem
before continuing operation.
Control System Checks
Once the engine is started, you should conduct
the following checks and tests prior to operating
the vehicle to make sure the vehicle is function-
ing properly.
Check bucket and boom operation.
Actuate the bucket control and hoist control
lever. Check for excessive play in the controls.
Check for full, free movement of the boom and
bucket through their entire cycles.
Check vehicle lights.
Set the light switches to the ON position and
check that the front and rear lights are function-
ing properly.
Check the operation of the throttle, transmission
and steering controls to make sure they are func-
tioning properly.
Check converter/transmission oil pressure.
With the engine at low idle (650 rpm) the engine
oil pressure gauge should read 11.6-14.5 psi (80-
100 kPa). At 1200-2500 rpm pressure should be
58-72 psi (400-500 kPa).
28 07-96 5566071301
50 - 100 Hour Maintenance
Schedule
Note: Operating schedules and weekly vehicle
hours vary. Atlas-Copco Wagner weekly mainte-
nance recommendations are usually based on
100 hours. Maintenance personnel should refer
to each vehicle or fleet maintenance history file
to determine optimum interval.
Perform the Daily/Shift maintenance schedule
prior to beginning this maintenance schedule.
Clean the vehicle thoroughly, especially the oil
coolers and radiator.
Fuel
Replace the fuel filters every 100 hours of opera-
tion.
Wipe clean the exterior of both fuel filters and
the area around each filter.
Turn the fuel line shutoff valve 90 degrees to the
OFF position.
Turn each filter counterclockwise and remove
from the filter head. Discard the old filters.
Use a clean cloth and wipe the mounting surface
of each filter. Make sure this area is clean.
Apply a thin layer of clean oil to the gasket of
each new filter.
Fill each new filter with clean diesel fuel and
install each filter.
Turn each filter clockwise to install. When the
gasket of each filter touches the filter head, con-
tinue to tighten each filter 2/3 turn.
Note: It may be necessary to bleed air from the
fuel system
To bleed air from the Fuel System:
Remove the air bleed plug(s) on the top of the
primary fuel filter.
Operate the hand primer pump until you see air
free fuel coming out of the plug hole.
Note: On Deutz and Caterpillar engines, this is
a separate pump with knurled knob. Turn knob
counter-clockwise to unlock, before pumping.
On Detroit Diesel engines, priming pump is a
pushbutton on top of the primary fuel filter.
Install the bleed plug(s) and start the engine. Run
at idle speed and check for fuel leaks.
Continue priming if the engine fails to start
immediately.
CAUTION: When performing any checks
or maintenance on the fuel system, be cer-
tain to clean up all fuel that has spilled on
the engine or vehicle.
Engine Oil
Engine oil and engine oil filter should be
changed after every 100 hours of operation.
The drain interval may be gradually increased,
or decreased, following the recommendations of
an independent oil analysis laboratory or the oil
supplier (based upon the oil sample analysis)
until the most practical oil change period has
been established.
Oil changes should be made when the engine is
warm, as the oil will drain more completely than
when cold.
CAUTION: Engine oil can reach temper-
atures exceeding 104 C (220F). Do not
change oil immediately following engine
shutdown.
Select a container sufficient to hold the entire
amount of oil in the system and place underneath
the oil pan drain.
Proceed with removing the crankcase oil drain
plug. After the oil has drained off, clean and
reinstall the drain plug.
ACW0 0073. pict
ACW0 0073. pict
5566071301 07-96 29
Remove the oil filters by turning counterclock-
wise using a strap wrench or filter removal tool.
Discard the filters.
Clean the filter sealing surface with a clean
cloth.
Apply clean oil to the gasket of each new filter.
Fill each new filter with new engine oil and
install each filter.
Turn each filter clockwise until the gasket makes
contact with the filter base. Continue to turn the
filter 2/3 turn by hand.
Fill the crankcase through the filler tube to the
top dipstick mark.
Start the engine and run at idle speed and check
the engine oil pressure. Then, check for oil leaks
around the filter.
Stop the engine and check the engine oil level
after a few minutes.
Note: On vehicles equipped with Detroit Diesel
two-stroke engines, use of a single weight oil is
required.
Crankcase Breather
Inspect the crankcase breather to assure than the
mesh element is not clogged. Remove the
breather and clean if it is found to be restricted.
Check the piping as well as all connections and
mounts for tightness, leaks, cracks, or holes.
Replace gaskets and rubber connections as
needed. If the system looks damaged, inspect it
thoroughly to insure that there are no leaks that
could admit dirty air into the engine.
The air intake system is provided with test ports
for measuring vacuum. A visual check should be
made to insure that plugs are installed.
Dry Type Filters
Replacement of primary filter will vary accord-
ing to operating conditions. Wagner recom-
mends initially checking the primary (or outer)
air filter visually every shift to determine proper
inspection and change interval.
Replace the primary (or outer) filter element
when air restriction is in the red or every 100
hours of operation.
Loosen and remove the air filter cover.
Loosen and remove the primary (or outer) filter
element wing nut and remove the element.
Inspect filter gasket surface and replace if
needed.
Install a new primary (or outer) element. Rotate
the element as you tighten the wing nut to make
sure there is a good gasket seal.
Reset filter service indicator.
Start the engine, if the filter service indicator
indicates red again, replace the secondary (or
inner) filter element.
Note: Air filter restriction indicators are subject
to damage in the course of vehicle operation and
maintenance. Visually inspecting filter will
ensure proper change interval.
Oil Bath Filters
Inspection and change interval may be increased
to weekly, as determined by operating condi-
tions.
Pre-Cleaner
Note: Some vehicles may be equipped with an
Air Intake Pre-cleaner for operation in extreme
environments.
Pre-cleaner should be inspected periodically for
dust and dirt buildup. This will help prolong the
life of the air filters.
Loosen and remove pre-cleaner from air filter
housing.
Shake or blow out with air to remove any dirt or
dust that has accumulated.
Re-install in vehicle.
30 07-96 5566071301
Engine Coolant
Inspect radiator hoses for loose fittings, leaks
and damaged condition.
Test coolant for proper additives concentration
and water quality levels.
Note: Add/replenish supplemental corrosion
inhibitor if indicated by test results.
Fan Hub Assembly
If cooling fan hub is supplied with a grease fit-
ting, apply one (1) hand pump of grease. Do not
over grease. Shaft seals will be blown out by
excessive greasing.
Torque Converter and Transmission
Transmission Breather
Inspect the transmission breather, which is
located on top of the transmission. Check for
blockage. Remove and clean if restricted.
Check the transmission filter indicator. If it is in
the red zone, the filter must be replaced.
Inspect the converter breather, which is located
on top of the converter. Check for blockage.
Remove and clean if restricted.
Axles
Check oil level for each axle differential and all
planetary wheel ends as indicated below. (See
specification tables for proper oil type.)
Important: Check fluid levels when oil is cold.
Do not check with hot oil, as incorrect level will
be indicated.
Visually inspect axle oscillating bushings for
excessive wear and overall condition.
Check that the oscillating mounting cap bolts
and axle mounting bolts are torqued to specifica-
tion.
Differential
Park the vehicle on a level surface, apply the
parking brake, and stop the engine.
Let vehicle to stand 5 minutes to allow oil to set-
tle to normal level.
Remove the oil level plug. The oil level must be
up to the bottom of the plug hole. Add oil as
required.
Install the oil level plug and check the other dif-
ferential.
Planetary
With the vehicle on a level surface, move the
vehicle forward or back until the oil level/drain
plug is horizontal with the wheel centerline and
the direction arrow is pointing down.
Apply the parking brake, and stop the engine.
Remove the oil level/drain plug. The oil level
must be up to the bottom of the plug hole. Add
oil as required.
Install the oil level/drain plug and check the
other planetaries.
Axle Breathers
Check axle breathers for blockage. They should
be cleaned if plugged or restricted. They are
located on top of each axle housing.
Brakes
Note: Some vehicles (ST-3.5) equipped with
Rock Torque axles have self-contained brake
coolant reservoirs. Check fluid level at same
interval as Differentials and Planetaries.
Remove one of the two oil level plugs. The oil
level must be up to the bottom of the plug hole.
Add oil as required.
5566071301 07-96 31
Install the oil level plug and check the other
brakes. Plug torque is 81-102 N-m (60-75 ft. lb).
Note: Oil level plugs are located on the inside
wheel hub and may be difficult to reach. Use of
special tools may be required.
Wheels and Tires
Check tire pressure. Maintain pressure at recom-
mended level.
explode and cause injury or death. Always
keep yourself and others out of the danger
areas of the tires and wheels. Stand on the tread
side of a tire when servicing.
Note: The vehicle must be empty before servic-
ing the tires.
Use a long hose and self-attaching air valve fit-
ting so that you can be outside of the danger
zone when checking or inflating the tires.
Always check tire pressure when tire is cold.
If the tire and wheel assembly is removed from
the vehicle, always put it into a tire inflation
cage before adding air.
Deflate the tire before attempting to repair tire
tread or removing foreign objects.
Be aware that in extremely cold temperatures,
inflation pressures will vary from those listed in
this manual. Contact your Atlas-Copco Wagner
sales company or dealer.
Inspect for missing nuts or studs. Replace any
damaged or missing wheel retaining hardware
with Grade 8 or equivalent.
Check wheel nut torque. Proper torque is indi-
cated in the Appendix.
Check articulation and steering pin cap bolt
torque.
Check steering cylinder mounting pins and
bushings for wear or excessive clearances. If any
pin free-play exceeds 3.175 mm (1/8 in.),
replace pin and/or bushing, or repair pin bore as
required.
Check all boom, bucket and steering stops for
wear and cracks. Wear should not exceed 1.59
mm (1/16 in.) from original condition.
Lubrication
Grease all driveline slip-joints and U-joints (50 -
100 hours).
Grease the driveline flange bearings and steering
column U-joint and bearing (50 - 100 hours).
Batteries
Check electrolyte level (50 - 100 hours).
Note: Frequency of battery maintenance depen-
dent on type of battery (i.e. Conventional, Low-
Maintenance or Maintenance-Free).
Check and record battery voltage level (50 - 100
hours).
Inspect and clean terminals.
Check that hold down brackets are tight and in
good condition.
Visually inspect all plumbing lines and piping
connections for leakage and/or breaks and
replace as necessary.
Visually inspect all hydraulic hoses for tears,
buckling, and leaks.
Inspect hydraulic tank breather valve for block-
age, and clean if necessary.
Check accumulator pre-charge pressure. Pres-
sure should be 1200 100 psi (8300 690 kPa).
To test pre-charge pressure in the accumulator:
ACW0 0073. pict
32 07-96 5566071301
1. Start the vehicle and observe the brake
hydraulic pressure build up on the accumula-
tor pressure gauge.
2. Shutdown the vehicle once pressure has sta-
bilized.
3. Pump either the SAHR brake override button
or the brake pedal, depending on your vehi-
cle. System pressure should fall gradually to
1200 psi (8300 kPa), then drop immediately
to zero.
Pre-charge pressure can also be checked using
the Wagner Accumulator Pre-charging tool. (See
Hydraulics, Section 6.)
Note: On vehicles with more than one accumula-
tor, pre-charge pressure must be tested at each
accumulator, using the pressure gauge on the
Wagner Accumulator Pre-charging tool.
Batteries
Each week, the battery should be checked and
cleaned.
Ensure that battery tops are kept clean and free
of dirt and electrolyte. Check that all terminals
and connectors are clean and tight. Replace any
wire or cable with damaged insulation. Make
sure that the battery box cover is secured before
vehicle is placed in operation.
Clean battery with a weak solution of baking
soda and warm water. Ensure no cleaning solu-
tion reaches electrolyte in battery.
Fill all battery cells with distilled water to inside
top of battery.
CAUTION: Avoid contact with electro-
lyte. Acid burns! Personal injury can
result.
Check battery hold-downs for tightness, and
clean if needed with solution used on battery.
Ensure integrity of hold-downs, and replace if in
doubt.
WARNING: When working around bat-
teries, avoid any sparks and/or flame.
Hydrogen gas given off by batteries is
explosive.
Fire Suppression System Checks
Inspect over-all condition of hoses, discharge
nozzles, and activator valve for damage, block-
age, or any sign of possible failure.
Nozzles should be filled with silicone grease or
plastic blow-off caps. Actuator and expellant
cartridge seals and disks must be intact. Repair
as needed.
Check level of dry chemical extinguisher
tank(s). Extinguishers should contain an active
charge of not less than five pounds (2.3 kg) nom-
inal weight.
250 Hour Maintenance Schedule
Perform Daily/Shift Maintenance Schedule.
Perform 50 - 100 Hour Maintenance Schedule.
Engine Coolant
Replace the coolant system filter every 250
hours of operation or when the cooling system is
drained, flushed and refilled.
Rotate the two filter shutoff valves clockwise to
the OFF position.
Use a strap wrench and turn the filter counter-
clockwise to remove. Discard the old filter.
Use a clean cloth and clean the filter mounting
area on the filter head.
Apply a thin layer of clean grease or oil to the
gasket of the new filter.
Turn the new filter clockwise onto the filter base
until the filter gasket makes contact. Continue to
turn the new filter 2/3 turn.
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5566071301 07-96 33
Rotate the two filter shutoff valves counterclock-
wise to the OPEN position.
Torque Converter and Transmission
Stall and Idle Speed tests
Two stall speeds need to be measured:
(a) Converter
(b) Converter with dump actuated
To test converter stall:
Start engine and operate hydraulic controls until
hydraulic oil temperature is at operating temper-
ature (66 C / 150 F).
To heat the hydraulic system to operating tem-
perature, roll the bucket back against the stops
until the overpressure relief valve lifts, then
release. Continue cycling the system in this man-
ner until operating temperature is reached.
Note: To determine hydraulic oil temperature,
any probe type temperature gauge may be
inserted into the tank. If a gauge is not available,
assume an average cycling time of 10 - 15 min-
utes. This will vary, depending on the size of the
vehicle and ambient operating conditions.
Place the vehicle in its highest forward gear.
With park brake applied, depress throttle pedal
completely down and observe Converter Oil
Temperature gauge. When gauge reads 88 C
(190 F) measure and record engine RPM using
phototachometer or DDEC reader.
CAUTION: Do not hold stall for more
than a few seconds.
With steering in neutral repeat the test with the
dump rolled back against the stops and the dump
control lever held back.
To test idle speeds, place vehicle in neutral. With
throttle pedal completely depressed, measure
and record High Idle engine RPM.
Release throttle pedal and allow engine speed to
drop. Measure and record Low Idle engine RPM
Perform 100 Hour Maintenance Schedule.
Fuel
Check fuel tank for water and sediment.
Loosen the drain plug on the bottom of the fuel
tank and check for presence of water or sedi-
ment.
CAUTION: If the fuel tank is full, there
will be pressure on the drain plug. To
remove the water, only loosen the plug.
Do not remove the plug.
Engine Intake and Exhaust Valves
Valve Adjustment (Deutz only):
The valve clearance adjustment should be
checked every 400 operating hours (more often
under severe operating conditions).
Note: Deutz stipulates a first oil change and
then every 500 hours.
Improper valve clearances can cause rough
engine running, power loss, and incomplete
combustion.
When adjusting valves, follow the instructions
outlined in the engine manufacturers service
manual.
Transmission Oil
Change the transmission oil filter(s) every 400
hours of operation.
ACW0 0073. pict
ACW0 0073. pict
34 07-96 5566071301
Important: Oil and filter(s) should be changed
anytime there are signs of contamination or
burnt appearance. Always clean the outside of
the filter(s) and the area around the filter(s)
before changing.
With the engine stopped, turn each filter counter-
clockwise and remove. Discard the old filters.
Use a clean cloth and wipe the filter mounting
surface on the filter head.
Apply a coat of transmission oil to the seal of
each new filter and fill each filter with transmis-
sion oil.
Install the new filter(s) and turn until the seal
contacts the filter head. Continue to turn each fil-
ter clockwise 3/4 turn.
Note: Use of a catch basin or container is rec-
ommended when changing filter(s).
Oil Cooler
On air cooled engines, the transmission oil
cooler should be externally cleaned every 400
hours using high-pressure steam or by properly
soaking in a cold cleansing agent.
Note: Make sure to cover the injection pump,
alternator, voltage regulator and starter motor
to protect them from moisture. After wet-clean-
ing, let the engine run long enough to evaporate
all water to avoid rust problems.
Compressed air can be used for dry-cleaning by
starting from the exhaust-air side. Clean all dirt
blown into the air cowling space after using
compressed air.
Transmission Breather
Every 400 hours, remove and clean the breather
with solvent. Blow dry with compressed air and
re-install.
Brakes
Test all automatic brake apply functions.
Emergency brake application will occur when
converter oil pressure and/or brake accumulator
pressure is lost.
Test the accumulator pressure switch to ensure
proper operation.
To test:
1. Disconnect the electrical connection to the
accumulator pressure switch.
2. With accumulators above 1400 psi (9650
kPa), test continuity between the C (#2)
and NO (#1) terminals. Circuit should
indicate closed.
3. Test continuity between the C (#2) and
NC (#3) terminals. Circuit should indicate
open.
4. With the same continuity hook-ups, pump
the brake pedal with the engine shutdown.
Observe the accumulator pressure gauge.
Continuity should reverse when accumulator
pressure drops below 1400 psi (9650 kPa).
The C (#2) -NO (#1) circuit should indi-
cate open and the C (#2) - NC (#3) cir-
cuit should indicate closed.
5. Replace the switch if continuity does not
shift at the proper pressure.
6. Re-connect the pressure switch connector.
Test the converter pressure switch to ensure
proper operation.
To test:
1. Start the engine.
2. Disconnect the electrical connection to the
converter pressure switch.
3. With converter pressure above 60 psi (415
kPa), test continuity between the C (#2)
and NO (#1) terminals. Circuit should
indicate closed.
5566071301 07-96 35
4. Test continuity between the C (#2) and
NC (#3) terminals. Circuit should indicate
open.
5. With the same continuity hook-ups, shut-
down the engine. Observe the converter
pressure gauge. Continuity should reverse
when converter pressure drops below 60 psi
(415 kPa). The C (#2) -NO (#1) circuit
should indicate open and the C (#2) -
NC (#3) circuit should indicate closed.
6. Replace the switch if continuity does not
shift at the proper pressure.
7. Re-connect the pressure switch connector.
Note: On some older vehicles, the converter
pressure switch may not be easily accessible. To
test for proper operation of the switch, place the
vehicle in neutral, with the engine running.
Release the Park Brake. With the vehicle still in
neutral, shutdown the engine and observe the
converter pressure switch. The brakes should
apply as the pressure drops below 60 psi. Reset
the Park Brake.
Inspect all power and load frame welds for
cracks, or broken welds. Check for any bent or
warped frame components.
Repairs should be made immediately for opti-
mum safety. Repairs must be as recommended
by Atlas Copco Wagner Inc. in writing and be
performed buy a certified welder to current AWS
standard.
WARNING: To prevent a possible weak-
ening of the structure, obtain written
approval from the manufacturer before
welding, cutting, drilling, bolting or installing
an attachment or device to the mounting or
before altering the cab/canopy or its mounting in
any way.
Articulation Joint
Check bearings for looseness.
The hinge pin needs to be checked for end play,
and if end play is evident, adjustment is neces-
sary.
Refer to Articulation Pins on page 115 for
instructions on proper adjustment.
Driveline Slip-Joints
Check driveline bolt torques. (See specified
torque values in Appendix.)
Driveline Yokes and Flange Bearings
Check driveline bolt torques. Check flange bear-
ing caps for looseness and tighten if necessary.
(See specified torque values in Appendix.)
Inspect the spline shaft and slip yoke when the
drive shaft assembly is removed for universal
joint maintenance.
Replace the drive shaft if the splines are galling,
becoming loose, or the spline shaft shows signs
of twisting.
When driveline is removed for servicing, rotate
the flange bearing and note any roughness.
Replace if bearing is found to be rough.
Driveline Universal-Joint
Check for proper torque setting on universal
joint bearing caps. If found loose, install new
Grade 8 capscrews on clean threads and tighten
to correct torque.
Important: Do not use lock washers, lock
plates, or lock wires to secure capscrews on uni-
versal joint bearings.
Important: Applying proper torque to bearing
cap fasteners is the best method to ensure that
the capscrews do not loosen. Improper torque
can cause universal joint failure.
Note: Torque settings apply to clean, non-coated
threads. Torque settings do not apply to plated
bolts. Grade 8 identification is 6 radial dashes,
ACW0 0073. pict
36 07-96 5566071301
60 degrees apart on head of capscrew. Bolt
thread class to be SAE standard Class 2.
Check universal joints and support bearings for
excessive heat immediately after vehicle is shut-
down after a work cycle. Excessive heat, more
than 38 C (100 F) above ambient temperature
is a sign of friction and deteriorating bearings.
Check the universal joints for wear as follows:
Grasp the universal joint center cross (spider)
with one hand. With the other hand, work the
drive shaft up and down (or back and forth) at
90 to each of the trunnion axes. Check for
looseness (sideways) between the trunnion and
the bearing cap.
Check all four trunnions in this manner. If loose-
ness is detected at any of the trunnions, replace
the universal joint as an assembly.
Note: Do not confuse end-to-end play between
opposite bearing with excessive wear. Some
thrust movement is normal.
Engine and Transmission Mounts
Inspect mounts for cracks. Inspect for missing or
cracked mounting bolts. Inspect condition of
rubber mounting pads. Keep pads free of oil.
Oscillation Bearings
Check oscillation cradle to frame bushings and
thrust washers for vertical movement and end
play.
To check cradle bushings:
Using a suitable lifting device, raise the rear of
the vehicle until the wheels are off the ground.
Observe for movement of the axle. If excessive
drop is seen when the vehicle weight is removed
from the wheels, replace the cradle bushings
To check thrust washers:
With the vehicle securely supported by blocks or
a maintenance stand, remove the wheels from
the axle.
Insert a pry bar between the frame and the cra-
dle. With the pry bar, attempt to shift the cradle.
If excessive movement is detected, replace the
thrust washers.
Note: Excessive wear of the thrush washers and
bushings is often indicated audibly during vehi-
cle operation by a loud metal on metal clunk.
Important: Daily lubrication of the bushings is
essential to the prevention of premature oscilla-
tion bearing wearout.
Ensure that an amount of grease sufficient to
flush out the existing lubricant is supplied dur-
ing each lubrication cycle to remove contami-
nants. Check to make sure enough grease is
being distributed to the bushings and is actually
exiting from the bushing housing area. Failure to
properly flush the bushing housing area will
allow dirt and contaminants to adhere to the
bushing and harden . This will lead to wearing
away of the metal and eventual weld repair and
bore-lining of the axle housing to correct.
Replace the hydraulic oil filters every 400 hours
of operation or when indicated.
The system must be shut down and tank pressure
released to be sure no positive pressure remains
on the fluid in the filter.
Important: On vehicles with both suction and
return line filters, you must change both filters
as a set. Do not change just one filter.
To change filter(s):
1. Vent the system by loosening the filler cap or
depressing the relief valve.
2. For vehicles having two filters, turn each fil-
ter counterclockwise and remove. Discard
the old filters.
5566071301 07-96 37
3. Use a clean cloth and wipe the filter mount-
ing surface for each filter.
4. Apply a thin layer of clean grease or oil to
the seal of each new filter.
5. Install both filters. Turn each filter clockwise
until the seal touches the filter head. Con-
tinue to turn each new filter for 1/2 to 2/3
turn.
6. Start the engine and run at idle speed. Check
each filter for oil leaks.
7. Stop the engine and check the hydraulic oil
level.
On vehicles with the hydraulic filter located in
the hydraulic tank, the filter is accessed from the
top. The bleed port is used to relieve pressure
inside the filter body before removing the head
assembly.
1. Loosen the bleed valve on the filter housing
top to relieve suction pressure. Turning the
fitting in a counter-clockwise direction opens
the valve.
2. Remove the filter housing top by unscrewing
the hex nut, or loosening the band clamp.
3. Ensure the indicator valve operates correctly
by pushing down on both indicator posts.
Posts should move freely.
4. Remove indicator valve assembly by lifting
the two indicator posts.
5. Remove the element assembly from the body
assembly and discard the element.
6. Remove O-ring from the head assembly and
inspect for cuts or excessive wear and
replace if necessary.
7. Wipe head assembly O-ring with clean cloth,
Apply a thin layer of clean grease or oil to
the O-ring and reinstall on the head assem-
bly.
8. Check seal on the indicator valve assembly
for cuts or excessive wear and replace if nec-
essary.
9. If applicable, wipe optional magnet assem-
bly with clean cloth to remove all ferrous
particles.
10. Place a new filter element into the housing
assembly.
Important: When changing filter ensure that it
has completely filled with hydraulic oil prior to
closing the filter housing and starting the vehi-
cle. Air pockets can cause cavitation and dam-
age the hydraulic pump.
11. Reinstall indicator valve assembly in filter
housing and replace housing top. Hex nut
type filter assembly requires 102 N-m (75 ft-
lbs) of torque.
12. Start the engine and run at idle speed.
13. Stop the engine and check the hydraulic oil
level.
If leakage appears at top of the body, replace the
head assembly O-ring. If this does not stop the
leakage, the body may be nicked or distorted by
over torquing, and should be repaired or
replaced. If the body is welded into the reservoir,
straighten or repair flare as required. Consult
factory if major problem exists.
If leakage appears around the hex nut, remove
snap ring and remove hex nut from the head
assembly. Remove O-ring and inspect for nicks
or cuts and replace if necessary. Wipe hex nut
and O-ring groove. Then oil and replace O-ring,
insert hex nut into head assembly and replace
snap ring.
The optional power-fill port is used to fill the
reservoir through the filter without removing the
head assembly. An O-ring fitting can be screwed
into this port and oil pumped under pressure
through the filter and into the system.
38 07-96 5566071301
In the rare instance the threads on the bolt
become damaged, consult your Atlas Copco
Wagner service representative for repair instruc-
tions if housing assembly cannot be replaced.
Cylinders
Inspect all hydraulic cylinders for signs of dam-
age or leakage.
Check mountings for cracks and pins and bush-
ings for wear and excessive clearances.
Cylinders need to be checked for leaks, scored,
bent or damaged stems and condition of eye
bushings.
Dump/Hoist and Steering
Test and record dump/hoist and steering cycle
times.
Fuel
Drain and flush the fuel tank.
1. Loosen the drain plug on the bottom of the
fuel tank and drain fuel into a proper con-
tainer.
CAUTION: If the fuel tank is full, there
will be pressure on the drain plug. Recom-
mend draining tank with low fuel level.
2. Flush tank with clean diesel fuel. Make sure
that all contaminants are dislodged and
removed from the tank.
3. Remove any feed line screens or strainers,
clean and re-install.
4. Re-install fuel tank drain plug and re-fill
tank with diesel fuel.
5. Bleed all air from the fuel system.
Engine
Pressure wash engine block and radiator (or
blower screen on Deutz equipped vehicles).
Drive Belts
Replace engine drive (V-belts) to alternator and
fan.
Manifolds
Inspect the cylinder head(s) and the intake and
exhaust manifolds.
Check bolts or capscrews for correct torque,
according to the engine manufacturers specifi-
cations.
Check that manifolds are secure and properly
sealed to cylinder head(s). Check also that mani-
folds are free of holes or cracks and that no oil
leaks and/or coolant leaks are present. Make
replacements or repairs as necessary.
Dry Type Filters
Replace the inner (or secondary) filter element
after 1000 hours in the vehicle, or if the outer
element has been replaced and the service indi-
cator still shows RED with the engine running.
Important: Do not attempt to clean the inner
filter element, always replace the element with a
new one.
1. Remove the filter cover.
2. Remove the outer filter.
3. Remove the wing nut for the inner filter and
remove the filter.
4. Inspect filter gasket surface and replace if
needed.
5. Replace the inner filter, install the outer fil-
ter, and install the filter cap.
ACW0 0073. pict
5566071301 07-96 39
Diesel Purifier
1. Loosen/remove purifier housing retaining
clamps. Slide out purifier.
2. Wire brush inlet and outlet faces of purifier
to remove carbon buildup.
3. Using low pressure air (200 kPa / 30 psi),
blow through outlet side of purifier.
4. Continue steps 2and 3 until the inlet and out-
let faces are clean.
5. Completely soak purifier in a non-flammable
cleaning solution (one hour).
6. Blow low pressure air (200 kPa / 30 psi)
through outlet side of purifier to remove
dirty solvent.
7. Repeat steps 5 and 6 until the purifier is as
clean as possible.
8. Flush purifier through outlet side using high
pressure water (340 kPa / 50 psi max) and air
dry.
9. Reinstall purifier in the reverse position of
how it was previously installed.
Note: If high pressure steam is available, it may
be substitute for the solvent solution. Steam
clean through the outlet side, keeping nozzle 5
cm (2 in) away from the catalyst.
Compression Check
Check and record compression. If the recorded
readings are not within specifications for the
engine application, repair as necessary.
Transmission Oil
Change the transmission oil every 1000 hours.
Clean the area around the transmission oil filler
tube and drain plug.
Remove the drain plug and oil strainer assembly.
Drain all the transmission oil.
Note: Use of a catch basin or container is rec-
ommended when changing oil.
Replace the transmission oil filters and clean the
strainer assembly and breather.
Install the drain plug and strainer and add new
oil to FULL mark. (See lubrication specification
tables.)
Start the engine and run at idle for a few minutes
with the transmission in NEUTRAL. Check for
oil leaks.
Check the transmission oil level once oil temper-
ature has reached normal operating range. Level
should be between the ADD and FULL mark.
Clutch Pressure
Clutch pressure should be checked regularly. A
drop in pressure will allow the clutch plates to
slip, which increases friction and causes wearout
of the clutch disc.
Check at low engine idle (500-600 rpm) with oil
temperature 82-93 C (180-200F). Pressure
should be between 180 - 220 psi (1240-1520
kPa) or 240 - 280 psi (1650-1930 kPa), depend-
ing on the model transmission.
Attach a calibrated pressure gauge to the trans-
mission charging pump pressure port. (Refer to
the manufacturers service manual for location.)
Start the vehicle and shift the transmission lever
into forward (or reverse), then shift through all
the gears. Record the pressure reading for each
gear. All speed clutch pressures must be within 5
psi (34 kPa) of each other. If clutch pressure var-
ies more than 5 psi (34 kPa) in any one gear,
repair the clutch.
Attach the gauge to the transmission forward
clutch pressure port and shift direction from for-
ward to reverse and record the pressure. Repeat
40 07-96 5566071301
this test with the gauge attached to the transmis-
sion reverse clutch pressure port.
Note: Atlas-Copco Wagner Scooptrams are
equipped with modulated shift transmissions.
Due to the combination of clutch leakage, piston
bleed orifice flow rate and flow limiting orifices,
directional clutch pressures can be as much as
30 psi (200 kPa) lower than system pressure.
Engine speed must remain constant during the
entire leakage test.
Another test that may help warn of failing
clutches before the 5 psi (34 kPa) pressure vari-
ance shows up is the pressure drop test. In this
test, the drop in pressure and the speed of return
to original pressure is monitored. When the
transmission is shifted into gear, the needle on
the transmission/converter oil pressure gauge
will drop off quickly as oil enters the clutch. As
the clutch fills, the needle will slowly return to
original reading.
With oil temperature at 82-93 C (180-200F)
and the engine at idle, go through each gear and
note the drop in pressure and the speed of recov-
ery back to original pressure. The clutch that
may drop to a lower pressure and/or return to
original pressure slower than the others should
be suspect and may signal the need to make a
pressure test with the master gauge.
Note: Larger size clutch packs (usually 1st and
2nd gears), will fall off to a lower pressure than
smaller size clutches (forward and reverse and
higher gears), and will also return more slowly
to the original reading. Be sure to compare read-
ings of the same size clutches.
Axles
Adjust wheel bearing pre-load following axle
manufacturers recommendation in the vendor
service manual. (See Product Service Bulletins
280 and 355.)
Change the oil of the differentials and planetar-
ies every 1000 hours of operation.
Note: Draining of oil is best accomplished after
vehicle has been operated and oil has warmed
up. Use of a catch basin or container is recom-
mended when changing oil.
Differential
Remove the oil drain plugs and completely drain
each differential.
Install the oil drain plugs.
Remove the oil level plug and put new oil in
each differential. (See lubrication specification
tables.) The oil level must be up to the bottom of
the oil level plug hole.
Install the oil level plug.
Planetary
With the vehicle on a level surface, move the
vehicle forward or back until the oil level/drain
plug is at the bottom of the hub.
Apply the parking brake, and stop the engine.
Remove the oil level/drain plug.
After all the oil has been drained, reposition the
vehicle so that the oil level/drain plug is in the
level check position.
Put new oil into the planetary. (See lubrication
specification tables.) The oil level must be up to
the bottom of the oil level/drain plug hole.
Install the oil level/drain plug, then repeat proce-
dure with the other planetaries.
Brakes
Note: On vehicles not equipped with force-
cooled brakes and having self-contained brake
coolant reservoirs, brake coolant oil level must
be checked/changed. Perform at same interval
as Differentials and Planetaries.
5566071301 07-96 41
Remove both oil level plugs and oil drain plug.
(Both oil level plugs must be removed to allow
for easy filling of the housing.)
Replace drain plug and add new oil until it
reaches the bottom of the oil level plug holes.
(See lubrication specification tables.)
Install the oil level plugs and repeat process for
the other brakes.
Note: Oil level plugs are located on the inside
wheel face and may be difficult to reach. Use of
special tools may be required.
Change the hydraulic oil and clean/replace the
reservoir breather every 1000 hours of operation.
Raise the boom to its full height so that the pis-
tons will be extended in the hoist cylinders.
Move the bucket to its full dump position so that
the piston will be extended in the stabilizer cyl-
inder.
Note: In these positions the hydraulic oil in the
cylinders will be below the pistons and will
drain more completely.
Secure the boom with a chain hoist or by
securely blocking the boom and bucket assem-
bly with support stands.
CAUTION: Perform this step carefully to
prevent the possibility of an accident.
With the oil drained there will be nothing
to support the boom
Vent the reservoir by loosening the filler cap on
top of the tank.
CAUTION: Make sure the hydraulic oil is
just warm from operation before you
drain the oil. Hydraulic oil temperature
can reach 121 C (250F).
Select a container sufficient to hold the entire
amount of oil in the system and place underneath
the reservoir drain.
Remove the drain plug from the reservoir and
drain the oil.
Disconnect the hoist and stabilizer cylinders
hoses at the lowest points so as to completely
drain the cylinders.
Clean the inside of the reservoir. If it is difficult
to clean, use a mixture of five parts fuel oil to
one part of clean lubricating oil. Be sure to flush
out the bottom of the tank. Make sure that all of
the flushing solution is removed from the reser-
voir.
Disconnect any other hoses that might trap
hydraulic oil in the system and shift the hydrau-
lic control levers to permit any oil in the control
valves to drain.
Replace the hydraulic filter(s).
Re-connect all hoses and fittings previously dis-
connected.
Install the reservoir drain plug.
Pump new oil into the hydraulic reservoir. (See
lubrication specification tables.)
Important: On vehicles with internal filter car-
tridge, ensure that the filter has completely filled
with hydraulic oil prior to closing the filter
housing and starting the vehicle. Air pockets can
cause cavitation and damage the hydraulic
pump. Wagner recommends filling the tank
through the filter on these vehicles.
Start the engine, cycle dump/hoist and steering
and check for oil leaks.
Stop the engine and check the hydraulic oil
level.
ACW0 0073. pict
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42 07-96 5566071301
Charge Valve Kick-In and Kick-Out
Check and record kick-in and kick-out pressures
on the accumulator charging valve.
Attach pressure gauge between the charging
valve and the main accumulator, or use the accu-
mulator pressure gauge mounted in the opera-
tors compartment.
Start and run the vehicle. Observe gauge and
record highest pressure reading attained (kick-
out).
Cycle brakes. Observe and record the lowest
pressure reading before pressure starts to
increase (kick-in).
Pressures should be:
Kick-in 1600 psi (11030 kPa)
Kick-out 2000 psi (13790 kPa)
If these readings are not observed, the charge
valve needs adjustment. Follow adjustment pro-
cedure:
Note: Hydraulic oil must be at operating tem-
perature (66 C / 150 F).
1. Shut off engine.
2. Remove cap and loosen the adjustment
screw locking nut on regulator section of the
charge valve.
3. Using an Allen wrench or screw driver, turn
the adjustment screw. Turn counter-clock-
wise to reduce pressure and clockwise to
increase pressure. Turning adjustment screw
will automatically adjust both kick-in and
kick-out pressures.
4. Restart vehicle.
5. Bleed off accumulator pressure by cycling
park brake knob, and recheck pressures.
When the correct kick-out pressure is
achieved, relock adjustment screw.
6. Re-install cap and tighten with wrench.
Steering and Dump Main Relief
Adjusting pressure setpoints is accomplished in
the same manner as with the charging valve. An
adjustment screw locking nut and adjustment
screw is provided for each pressure setting.
Remove cap and loosen locking nut. Turn
counter-clockwise to reduce pressure and clock-
wise to increase pressure.
Note: Check that cap seal washer is present and
in good condition.
Install a pressure gauge in the test port fitting on
the pressure port of the steering control valve.
Note: Atlas-Copco Wagner recommends use of a
calibrated test gauge. This will allow operator to
check the accuracy and calibration of instru-
ment panel gauge.
Start the engine. With hydraulic oil at operating
temperature and the engine at high idle, steer the
vehicle up against the stops and hold.
Record the indicated pressure and adjust if nec-
essary.
Remove pressure gauge from the steering con-
trol valve and install it on the pressure test port
on the dump/hoist control valve.
With the engine at high idle, operate any dump/
hoist function to its limit of travel and hold.
Record the indicated pressure and adjust if nec-
essary.
Note: Pressures should be within 50 psi (340
kPa) of specified setpoint.
Steering and Dump Port Relief
Check port relief pressures. The steering and
dump control valve main relief pressure settings
must be adjusted to a point just above the port
relief set point.
To test Dump Port Relief setpoints:
5566071301 07-96 43
Place the boom in the fully raised position
and move the bucket to the full dump posi-
tion and hold.
Using an attached pressure gauge slowly
adjust the dump control valve main relief
setpoint until it is just above the specified
port relief pressure .
The highest pressure that the valve can be
adjusted to indicates the actual port relief
pressure.
Note: Turn the main relief adjusting screw
approximately 1/4 to 1/2 past the point where the
test pressure gauge reading stops increasing.
This ensures that the gauge is reading port relief
pressure.
Next, roll the bucket back against the stops
and check the indicated pressure on the
gauge. It should remain the same as before.
Lower the boom against the ground and
hold. The indicated pressure should not
change
Record the indicated pressure and adjust port
relief pressures to specified setpoint, if nec-
essary.
Reset the dump main relief pressure to the
specified setpoint.
Note: The recommended technique for adjusting
setpoints is to bring the pressure down to a point
slightly below the setpoint, then adjust up.
To test Steering Port Relief setpoints:
Install the articulation lock(s).
Steer the vehicle against the locks, in both
directions, and observe the pressure gauge
readings.
Using the attached pressure gauge slowly
adjust the steering control valve main relief
setpoint until it is just above the specified
port relief pressure.
Record the indicated pressures and adjust
port relief pressures to specified setpoint, if
necessary
Reset the steering main relief pressure to the
specified setpoint.
Steering and Dump Pilot Valve
Install a pressure gauge in the test port fitting on
the pressure port of the pilot valve.
Remove cap and loosen locking nut.
Start the engine. With hydraulic oil at operating
temperature and the engine at high idle, record
the indicated pressure and adjust if necessary.
Note: Some pilot valves utilize a shim type
adjustment in place of an adjusting screw. These
units usually do not require re-adjustment.
Adjustments are made by changing number or
size of washers.
Sequence Valve
The sequence (pilot pressure) valve in the
hydraulic brake system is checked by attaching a
gauge at the quick disconnect fitting on the
valve. Record this reading. It should be 200 psi
(1380 kPa) at low idle.
Cooler Check Valves
Install gauge between sequence valve and check
that pressure is within specifications (65 psi /
350 kPa).
Fire Suppression System Checks
Inspect fire suppression system to ensure that
system is charged and operable:
1. Note general appearance for mechanical
damage or corrosion.
2. Check that nameplate is readable.
44 07-96 5566071301
3. Remove fill cap assembly. Inspect gasket
and threads.
4. Check pressure relief vent in fill opening for
obstructions.
5. Make certain extinguisher is filled with free-
flowing Ansul dry chemical. Level should be
no more than 3 inches from the bottom of the
fill opening.
6. Re-install the fill cap. Hand tighten.
7. Remove cartridge from extinguisher and
examine disc. Seat should not be ruptured.
8. Weigh cartridge. Replace if weight is 1/4 oz.
less than weight stamped on cartridge.
9. Inspect threads on cartridge and in receiver/
actuator for nicks, burrs, cross threading,
rough, or feather edges.
10. Check pressure vents in receiver/actuator for
obstructions.
11. Examine cartridge receiver gasket for elas-
ticity. Clean and coat lightly with a good
grade of high heat-resistant grease. Return
cartridge to receiver/actuator. Hand tighten.
12. Disengage bursting disc union and open
bracket clamp.
13. Lift extinguisher partially out of bracket and
examine bursting disc. It should be installed
with full disc side facing extinguisher. Make
sure disc is properly seated and undamaged.
14. Check piping (hose), fittings and nozzles for
mechanical damage and cuts.
15. Check nozzle openings. Nozzles should be
capped or closed with silicone grease.
16. Remove cartridge from remote actuator, and
examine disc. Seal should not be ruptured.
17. Weigh cartridge. Replace if weight is 7 g (1/
4 oz.) less than weight stamped on cartridge.
18. Inspect threads on cartridge and in receiver/
actuator for nicks, burrs, cross threading,
rough, or feather edges.
19. Check pressure vents in remote actuator for
obstructions.
20. Examine cartridge receiver gasket for elas-
ticity. Clean and coat lightly with a good
grade of high heat-resistant grease. Return
cartridge to remote actuator. Hand tighten.
21. Replace any broken or missing lead and wire
seals and record date of inspection.
To return your system to service after use:
1. Pull ring on safety/relief valve to relive actu-
ator system pressure.
2. Disconnect actuation system hose at car-
tridge receiver/actuator assembly.
3. Open bursting disc union assembly.
4. Remove extinguisher from bracket.
5. Replace ruptured bursting disc with new
disc.
6. Full disc side must face extinguisher.
7. Fill extinguisher to rated capacity with dry
chemical specified on nameplate.
8. Clean fill opening threads and gasket seating
surface.
9. Secure fill cap. Hand tighten.
10. Remove cartridge guard assembly.
11. Remove empty cartridge.
12. Make certain receiver/actuator puncture pin
is fully retracted.
Note: Weigh new cartridge. Weight must be
within 7 g (1/4 oz.) of weight stamped on car-
tridge.
5566071301 07-96 45
13. Screw fully charged cartridge (part number
specified on nameplate) into receiver/actua-
tor assembly. Hand tighten.
14. Replace cartridge guard.
15. Secure extinguisher in bracket.
16. Assemble bursting disc union. Wrench
tighten.
17. Connect actuator system hose at cartridge
receiver/actuator assembly. Wrench tighten.
Engine Coolant
Drain, flush, and refill the engine coolant every
2000 hours of operation. After cleaning the sys-
tem, replace the coolant filter.
Note: If the cooling system is drained, flushed,
and refilled with new coolant, use a precharge
filter instead of the service filter to ensure the
correct concentration of Supplemental Coolant
Additive (SCA).
Open the radiator drain valve/cap and the two
drain valves on the engine.
Remove the coolant reservoir cap (if applicable).
After all coolant is removed, close the drain
valves.
Add a cleaning solution to the cooling system
and fill the system with clean water. Follow the
directions included with the cleaning solution.
After you drain the cleaning solution from the
cooling system, flush with clean water.
Remove and replace the cooling system filter
with a new precharge filter.
Fill the cooling system with premixed coolant
(No supplemental coolant additive).
Start the engine and run at idle speed for two
minutes. Check for leaks during this period.
Stop the engine and check the coolant level. Add
coolant as required to raise the level up to the top
of the sight window (or within 0.5 in / 13mm of
the radiator fill pipe for vehicles not equipped
with surge tanks).
Ensure the two filter shutoff valves are fully
counter clockwise in the OPEN position.
Engine
Test thermostat and replace seals.
Test fuel injectors and replace if necessary.
Torque Converter
Measure the amount of converter leakage and
record.
Start the engine and run until converter oil is
at operating temperature. (See Measuring
Converter Stall Speed.)
46 07-96 5566071301
Shutdown the engine. Disconnect converter
drainback line at converter and install a drain
hose. Run oil drain hose to a suitable con-
tainer.
Note: If converter is installed at or below level
of transmission, measure leakage at scavenger
pump.
Re-start engine and run at 2000 RPM.
Measure oil leakage for 15 seconds. Multiply
the volume of oil by four to get gallon per
minute leakage.
Leakage limits for Clark converters:
Oil Cooler
Coolers on both air and water cooled engines
should be internally cleaned every 4000 hours.
Drain the transmission oil system thoroughly.
Disconnect all hydraulic lines and clean.
Thoroughly clean the oil cooler by back flushing
it with clean oil and compressed air until all for-
eign material has been removed. The cooler
should be flushed in the opposite direction of
normal flow to properly clean it.
Note: Do not use flushing compounds to clean
the cooler.
Reassemble and refill using the proper oil.
Test alternator and starter for voltage and amper-
age. Replace if necessary.
Engine and Transmission Mounts
Check mounting bolts for proper torque. (See
specified torque values in Appendix.)
Replace rubber mounting pads.
Hoses
Replace all rubber intake piping and clamps.
This will insure clean air reaching the engine.
Replace all hydraulic system and engine fuel and
coolant system hoses.
U-Joints
Replace U-joints.
Pin Joints
All pin joints must be inspected. If any are found
to be worn out, replace pin and hushings and
repair bores as required.
Model Specification
(not to exceed)
C270 series 7.6 liters / (2 gal)
Section 4
Power Unit
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Power Unit Service Manual Wagner Scooptrams
48 07-96 5566071301
Fuel System
Theory of Operation
Efficient engine operation depends upon correct
operating practices and proper protective main-
tenance. Operating temperatures, air supply, and
the general mechanical condition of the engine
have an important bearing on its efficiency. As
important as all of these factors are, however,
none is more important than using a fuel which
is of a grade and quality that meets requirements
and specifications.
Diesel fuel has two (2) basic functions in an
engine. First, of course, it is the source of energy
for all of the work done by the engine. Second, it
lubricates many parts of the fuel system.Todays
fuel pump and injector parts are precision made
to provide accurate metering and fuel injection.
Many of these closely fitted parts depend
entirely upon fuel oil for lubrication. If a fuel
does not have good lubricating qualities, these
parts will soon be damaged and will need to be
replaced.
An additional function of diesel fuel in some
systems is to act as a coolant for various parts of
the fuel injection system. Excessive fuel, not uti-
lized by the injector, is circulated back to the
fuel tank. This circulation of fuel not only cools
the various parts of the injection system, it also
warms the fuel in the tank slightly. This pre-
heated fuel helps to ensure more complete com-
bustion, particularly during cold weather
operation.
The fuel is drawn from the lower-most fitting on
the fuel tank, through the primary fuel filter, and
into the lift pump which, once primed by the
hand primer pump, will supply all of the fuel
through the secondary fuel filters, to the injec-
tion pump (valves on Detroit Diesel engines).
The fuel is then supplied to the individual cylin-
ders of the engine. Excess or unused fuel is
returned to the fuel tank.
Fuel System Components
Fuel Tanks
The fuel tanks on any diesel installation are as
important as the other components of the fuel
system. Maintenance personnel sometimes have
a tendency to overlook this fact. It is up to the
fuel supply tank and fuel lines to store and trans-
port the fuel from one part of the system to
another without failures and without the possi-
bility of air getting into the system. Therefore,
they must receive the same careful maintenance
that the other parts of the engine and fuel system
receive.
Carelessness when filling fuel tanks can allow
dirt to get into the fuel system. It takes very little
dirt to damage fuel injection pumps and injec-
tors, and the repair of these engine components
can be expensive.
Note: Fuel is taken from the bottom fittings on a
fuel tank to provide the most air free fuel as pos-
sible and to utilize the full tank capacity.
Wagner Scooptrams Service Manual Power Unit
5566071301 07-96 49
Primary Filter/Water Separator
The life and effective operation of any diesel fuel
system depends upon fuel which is free from dirt
particles and water. Diesel fuels are higher in
viscosity than gasoline because diesel fuels must
have the ability to provide lubrication for many
parts of the fuel system. However, diesel fuels
also contain more gums and abrasive particles
which are difficult to extract during refining.
Therefore, an efficient fuel filter or filters are
provided by engine manufacturers.
The primary filter is located between the fuel
tank and the fuel supply pump. The primary fil-
ter contains a cartridge which is made of filter
media and is equipped with a draincock at the
bottom for draining water and sediment which
collects at the bottom of the filter shell. This
should be done whenever water can be seen in
the clear filter bowl.
Hand Primer Pump
The primer pump is used to draw diesel from the
fuel tank and deliver it to the injector pump prior
to starting the engine.It is also used when the
engine runs out of fuel, to bleed air from the sys-
tem. On Deutz and Caterpillar engines, this is a
separate pump with knurled knob (above). Turn
the knob counter-clockwise to unlock, before
pumping. On DDEC engines, the priming pump
is a pushbutton on top of the primary fuel filter
(below).
1. Fuel Hand Primer Pump
50 07-96 5566071301
Fuel Lift Pump
On Deutz engines, the fuel supply (or lift) pump
is located on the injector pump and is driven by
the camshaft. It supplies fuel flow to the injector
pump through the secondary filters during
engine operation. On Detroit Diesel engines, a
gear pump supplies fuel to the injectors, through
the secondary filter.
Secondary Fuel Filter
The secondary fuel filter(s) is located between
the supply pump and the injection pump on vehi-
cles equipped with Deutz engines. The second-
ary filter removes additional impurities from the
fuel before it enters the injector pump.
On the Detroit Diesel engine, this filter is located
between the fuel pump and the injector.
Injection Pump
On most Deutz engines, the injector pump is
located on top of the engine and is driven by the
engine. It delivers a specific amount of fuel to
each injector at a correct time.
Note: The 4 and 6 cylinder model 912 Deutz in-
line engines locate the injector pump on the side,
between the engine oil dipstick and fill port.
Some engines, particularly the Detroit Diesel,
are equipped with electronic engine controls and
injectors and do not use an injector pump. The
fuel pump supplies fuel directly to the injectors,
each of which meters and injects the correct
amount of fuel required to handle the load.
Injectors
Solenoid operated injector valves are installed at
each cylinder and disperse a specific pattern and
pressure of fuel for proper combustion of the air/
fuel mixture. The engine cam/rocker arm pro-
vides the mechanical pumping for high pressure
5566071301 07-96 51
fuel delivery. When the solenoid closes, fuel is
injected into the cylinder. Fuel injection stops
when the valve opens. The length of time the
solenoid valve is closed determines the amount
of fuel injected into the engine.
Fuel Lines
On conventional diesel engines, rigid fuel lines
are used between the fuel injection pump and the
fuel nozzles. Because these lines must carry fuel
under pressures which may be greater than 2000
psi (138 bar), they must meet exacting require-
ments to provide reliable fuel injection. If injec-
tion pressures are to be the same for each engine
cylinder, the high pressure tubing must have a
uniform inside diameter.
Also, engine specifications often require that the
fuel lines be exactly the same length. This is
because the inner walls of any fuel line provide a
certain amount of resistance to the fuel flow.
Therefore, the longer the line, the greater the
resistance
High pressure fuel discharge lines are manufac-
tured from seamless, cold-drawn, high tensile
steel. They must be of sufficient strength to with-
stand fuel pressures as high as 9000 psi (620.5
bar), and yet they must be fully annealed so that
they can be bent to the desired shapes and their
ends swagged without splitting or cracking.
Note: The Detroit Diesel engine, with its elec-
tronic engine controls and electronic injectors,
has no injector pump and is plumbed with flexi-
ble hose in place of rigid fuel lines. The fuel
pump is used to deliver fuel to the injectors, each
of which measures and injects the correct
amount of fuel required to handle the load.
52 07-96 5566071301
Typical Deutz Fuel System
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5566071301 07-96 53
Typical Detroit Diesel Fuel System
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Clearances between the moving parts of a fuel
injection pump are often less than one ten-thou-
sandths (0.0001) of an inch (0.0025 mm). A very
small amount of dirt can quickly cause perma-
nent damage to such parts.
Water can be damaging to the fuel system by
causing rust and corrosion inside the fuel pump
and injectors.
Such damage can be prevented through careful
fuel handling procedures.
Engine manufacturers have established, in their
fuel specifications, the maximum percentage of
sediment and water allowable.
Instructions for servicing fuel filters and strain-
ers are provided in the Operators and Service
Manuals. If such procedures are followed care-
fully, the fuel system will provide long, reliable
service.
Maintenance personnel can help prevent con-
tamination of fuel in many ways:
Keep the number of times that fuel must be han-
dled at a minimum. Delivery of fuel by the dis-
tributor to your storage tanks and then direct
pumping from the storage tanks to the vehicle
fuel tanks will reduce fuel handling.
It is important to always use clean containers and
funnels.
Fuel should be allowed to stand at least 24 hours
in the main storage tanks after filling before any
fuel is transferred to a vehicle fuel tank. This
allows for natural settling of dirt particles and is
an effective method for keeping diesel fuel
clean.
Prior to re-filling the storage tank, drain all of the
remaining fuel and any water from the tank and
clean the tank thoroughly.
Always check for water in the vehicle fuel sys-
tem daily and drain water and sediment from
vehicle tanks monthly.
Water in a vehicle tank can be kept at a mini-
mum by filling the tank at the end of the day
rather than at the beginning of the day. In this
way the incoming fuel will drive out any mois-
ture-laden air, thus preventing condensation.
When transferring fuel from a storage tank to a
vehicle, make sure that a strainer or filter is
present in the tank outlet or vehicle tank inlet.
The vehicle fuel tank strainer should be removed
and cleaned whenever the fuel filter is changed.
5566071301 07-96 55
Engine Oil System
System Operation
Oil from the sump is drawn up by the oil pump.
From the pump a portion of the oil circulates
through the oil cooler, and flows to the oil filters.
The remainder flows directly to the oil filters.
From the filters, the oil flows through the main
oil gallery, and is distributed to various parts of
the engine. It then flows by gravity back to the
engine sump.
System Components
The major components in the Scooptram engine
oil system are:
Oil pump.
Oil filters.
Oil cooler, (if equipped).
Pressure gauge.
Engines
Scooptrams may be equipped with Deutz,
Detroit Diesel or Caterpillar engines. Lubricat-
ing oil systems for each of these engines operate
similarly. Where there are differences, they are
noted.
Lubricating Oil Pump
56 07-96 5566071301
The oil lubrication pump is a gear pump
mounted to the cylinder block and driven off the
engine. It is the heart of the engine oil system
and is usually equipped with an inlet screen
located in the oil pan to strain out any contami-
nants that could damage the pump.
Oil Filters
The location of the oil filters depends on the
engine. The Deutz engine has both spin-on filters
located on the side and a centrifugal oil filter on
the front of the engine. The centrifugal oil filter
is a bowl that covers the cooling blower drive
coupling and catches impurities in the system.
On the Detroit Diesel, the filters are located on
the right hand side of the engine, below and to
the rear of the turbocharger. The filters are the
disposable spin-on type that require changing
every time the engine oil itself is changed, usu-
ally every 100-150 hours, depending on the
manufacturers specifications.
Engine Oil Cooler
Engine oil coolers are usually found on air-
cooled engines. Forced air from the engine
blower circulates through the cooler. Most
water-cooled engines rely on cooling the block
to keep the oil at a safe temperature. The Detroit
Diesel engine is available with an optional oil
cooler. Location will vary depending on the
model vehicle and package of options selected.
Cooling water from the engine coolant system is
circulated through the cooler housing.
Engine Oil Pressure Gauge
A gauge in the instrument panel indicates engine
lubricating oil pressure. On most vehicles, the
gauge will be color-coded. The green area indi-
cates a normal operating pressure. The pressure
may briefly be in the red (high pressure) area
when the engine is cold, but should drop to nor-
mal once the engine warms up. The yellow area
indicates low oil pressure.
During normal operation, engine oil pressure
should read in the green zone. At idle speed, the
pressure will normally be lower. If the engine oil
pressure drops and enters the yellow zone during
normal operation, safely park the vehicle and
stop the engine. Correct the problem before re-
starting the engine.
Newer model vehicles may use a gauge
equipped with LED warning lights that indicate
abnormal conditions. If a gauge light comes on,
5566071301 07-96 57
stop the vehicle in a safe location and report the
problem to maintenance personnel.
Engines equipped with DDEC will indicate low
engine oil pressure by illuminating the Stop
Engine warning light and initiating engine ramp-
down. (See Controls and Indicators section of
Operators Manual.)
1. Change oil every 100 hours of operation.
2. Change oil filters every time the oil is
changed.
3. Monitor engine oil pressure constantly.
58 07-96 5566071301
Air Supply System
The Air Supply system fulfills two (2) primary
functions:
1. Provides clean, contaminant free combustion
air to the engine.
2. Provides forced-air cooling to the engine
and/or various sub-systems.
Air Cleaner Operation
The function of the air cleaner is to remove abra-
sive airborne particles from the air, furnishing a
supply of clean air to the engine. Major manu-
facturers of engines have stated that anywhere
from 1 tablespoon to 1 cup of dust ingested into
a diesel engine can ruin that engine. The air
cleaner is of vital importance to engine life and
performance.
Outside air enters through the air cleaner inlet
(1). Angled pre-cleaner vanes (2) give a cyclonic
twist to the entering air which spins out the large
contaminants and approximately 85% of all
water.
Centrifuged contaminants are carried along the
wall of the cleaner and ejected through slots into
the baffled dust cup.
The evacuator valve (6) located in the bottom of
the dust cup continually expels dust and mois-
ture as it is accumulated in the dust cup.
Contaminants remaining in pre-cleaned air are
removed by the primary filter.
Air flows through both the primary (3) and sec-
ondary (4) elements. In case of accidental perfo-
ration of primary filter, the secondary element
protects the engine.
The clean outlet air is then ducted to the engine
(5).
5566071301 07-96 59
1. Filter Housing
2. Restriction Indicator
3. Evacuator Valve
On Detroit Diesel engines, the combustion air
flows through a turbo-charger, driven off engine
exhaust air, and an after-cooler before entering
the cylinders. Deutz engines can be supplied
with altitude compensation packages, for high-
altitude operation option.
In addition to combustion air, Wagner scoop-
trams rely on forced air cooling to dissipate vari-
ous engine heat loads.
Deutz equipped vehicles use an engine driven
ducted-fan blower to circulate air through the
cylinder heads and transmission, hydraulic and
engine oil coolers.
Detroit Diesel engines use an engine driven fan
blade to circulate air through the engine cooling
radiator. This radiator also serves as the combus-
tion air after cooler. An auxiliary cooler, with
blower, is available for handling engine fuel,
transmission and hydraulic oil heat exchange.
Standard Installation Criteria
Most vehicles are equipped with a service (or
restriction) indicator. All hose clamps are the T-
bolt type.
The air intake is located to minimize ingestion
of:
1. Engine exhaust fumes
2. Pre-heated engine cooling air
3. Haulage way dust
If engine is soft-mounted and air cleaner is
frame-mounted, at least one flexible joint will be
in the piping between the air cleaner and the
engine.
Atlas-Copco Wagner Scooptrams come with
both a primary and secondary filter element. It is
important that both elements are used, to ensure
that engine intake air is free of contaminants.
Service Indicators
As the air cleaner element becomes dirty the
flow of air to the engine will become restricted.
This can limit engine performance.
Visual inspection of the filters is not always suf-
ficient for determining replacement. In some
cases, there may little visual indication of dirt,
yet the filter may be internally plugged with very
fine particles.
Restriction indicators are provided as an easy
reference to the operator that the engine is not
getting the necessary amount of intake air.
The type of indicator can vary and may or may
not indicate the amount of vacuum in inches of
water. The maximum vacuum trip point will vary
according to the model engine.
Engine
Trip Point
(in. H
2
0 / mm Hg)
Deutz (w/F12L-
511W)
15 / 28
Deutz (except
F12L-511W)
20 / 37.3
Detroit Diesel 25 / 46.7
Cat 25 / 46.7
60 07-96 5566071301
However, all restriction indicators are color
coded. Normal indication is indicated by a Yel-
low, Green or Clear indicating window. When
intake air restriction has reached the allowed trip
point, the indicator will show Red. This notifies
the operator that the filter requires changing.
It is important that operators and maintenance
personnel remember to reset these indicators
after each filter change.
Air Exhaust System
Most vehicles are equipped with an engine
exhaust system. The system may include a:
Water Exhaust Scrubber
Catalytic Exhaust Converter
Exhaust Fume Diluter
ECS Purifilter
Silencer
Engine Exhaust Fumes Can Kill
In an ideal engine, fuel mixed with air burns
completely to form non-toxic carbon dioxide
and water vapor. However, the ideal engine does
not exist and unburned or partially burnt prod-
ucts are present in varying degrees in the exhaust
of every engine.
These include
Carbon monoxide
Toxic gas which can cause headaches, nausea,
unconsciousness, and eventually death if present
in sufficient quantities.
Aldehydes/acroleins
In small quantities, these gases irritate eyes and
nose.
Unburned fuel
Can give rise to characteristic odor, e.g., diesel.
5566071301 07-96 61
Catalytic Converter
The catalytic converter contains platinum
impregnated materials within a steel housing.
The platinum causes incomplete combustion
products to finish burning as they pass through
the purifier.
This burning does not take place unless the
exhaust temperature is at least 400 to 500 C. in
the converter.
If the purifier is undersized, the exhaust passes
through too fast for the catalyst to function. Back
pressure will also be excessive, resulting in
higher emissions.
Effects Of Catalytic Converter
1. Completes combustion of carbon monoxide.
Products are carbon dioxide (same gas that
we exhale) and water.
2. Completes combustion of hydrocarbons
(organic chains of carbon and hydrogen
atoms). Products are carbon dioxide and
water.
3. Above processes generates additional heat.
Gas temperature increase for a diesel engine
will be 30 C. or less.
4. Some residual amounts of carbon monoxide
and carbon dioxide will not get burned and,
thus, will remain in the exhaust. The amount
depends on exhaust gas temperature and the
design of the catalytic converter.
5. Catalytic converters do not function at all
unless the exhaust gas temperature is 100 to
150 C. Approximately 80 to 90% efficiency
of carbon monoxide conversion is achieved
at 500 C. About 50% conversion of hydro-
carbons is achieved at 500 C. When an
engine is idling, the exhaust gas temperature
is too low to achieve conversion.
6. There is little or no effect on nitric oxides.
7. Catalytic converters may oxidize some sulfur
compounds; i.e., may convert SO
2
to SO
3
,
which is more harmful. This is not a problem
unless sulfur is present in the fuel in large
quantities (over 1/2%).
Catalytic Converter
Catalytic converters oxidize the carbon monox-
ides (CO), hydrocarbons (HD), and aldehydes
(HCHO) present in the exhaust gas. The conver-
sion efficiency is a function of converter design
and conditions, exhaust temperatures, etc.
Since catalytic converters are ineffective at
exhaust temperatures below approximately 450
F., they must be installed as close as possible to
the engine exhaust manifold.
The initial flow restriction of a catalytic con-
verter can be relatively low. However, as the car-
bon particles present in the exhaust gas deposit
in the converter, the restriction increases. Failure
to regularly clean/regenerate a converter will
lead to excessive exhaust back pressure. Some
converters are provided with a port that allows
for back pressure monitoring.
Some states and local regulations require the use
of catalytic converters on diesel engines utilized
in underground mining operations.
62 07-96 5566071301
Catalytic Converter Plugging
Converters can plug up (particulate builds up on
pellets or honeycomb structure). This results in
high engine exhaust back pressure, increased
emissions, and reduced converter efficiency (the
particulate coating keeps the exhaust from con-
tacting the platinum).
Causes of plugging:
Excessive idling (low exhaust temperature)
Over-fueling
Engine out of time
Recommended Cleaning Procedure for the Diesel Puri-
fier
1. Dry brush inlet face to catalyst.
2. Air clean through outlet face of catalyst.
3. Continue Steps 1 and 2 until inlet face is
clean.
4. Completely soak catalyst in cleaning solu-
tion for one (1) hours. Note caution below.
5. Solvent/air clean through outlet face of cata-
lyst for ten (10) minutes.
6. Air clean through outlet face.
7. Repeat Steps 4, 5 and 6 until purifier is as
clean as possible.
8. High-pressure water-wash purifier through
outlet face and air dry. Maximum pressure
50 psi.
9. Reinstall purifier.
NOTE: If high pressure steam is available, it
may be substituted for the solvent solution.
Steam clean through outlet face, keeping nozzle
2" away from catalyst face.
Recommendation:
Incorporate this procedure into preventive main-
tenance schedule of vehicle for minimal particu-
late accumulation and maximum performance.
Exhaust Diluters
Diluters design and operation are based on the
Venturi principle...mixing large amounts of
ambient air with the exhaust gas before releasing
it to the atmosphere. This action cools and
dilutes the exhaust gas to acceptable levels for
operators or other personnel in the vicinity of the
machine.
Exhaust diluters are required by few mine's regu-
lations.
Exhaust diluters must also be checked and main-
tained periodically. Carbon build up on the tight
nozzle gap will rapidly increase the diluter's
back pressure.
Dilution System
Most depend on Venturi effect. A small amount
of air (or exhaust) moving very rapidly can cre-
ate a low pressure region. If this is done through
an opening or along a curved surface, a large
amount of ambient air can be drawn along to
dilute the exhaust.
Venturi systems have relatively high back pres-
sure (15 to 25" of water). This is necessary to
create high exhaust velocity and a high dilution
ratio.
Maintenance consists of periodic cleaning with
solvent.
Fume diluters are the most prevalent type. Care
must be taken to keep shimming correct as this
has a dramatic effect on back pressure and dilu-
tion ratio
Small engines may achieve adequate dilution
with a baffle- type diffuser. The resultant back
pressure is minimal.
Water Scrubbers
Water scrubbers consist of a perforated pipe sub-
merged in a water tank. They are designed for
cooling the exhaust gas being discharged by the
engine. Bypassing the exhaust gas through
water, some carbon particles (soot) and soluble
5566071301 07-96 63
gases (SO
2
, HC) are retained in the water. As a
result, the soot and odor emissions of the exhaust
gas are slightly reduced.
Water scrubbers require regular cleaning and
water replenishment.
Some state and local regulations require the use
of water scrubbers on engines utilized in under-
ground mining operation.
Care must be taken when testing water scrubber
back pressure. The resistance caused by the
water head is independent from engine load or
speed.
Baffled tank contains water. Exhaust gas is
forced through the water to cool the exhaust and
remove noxious emissions. Requires a large tank
or level sensor and water make up system.
Maintenance
Change water each shift to remove suspended
solids and to reduce acidity in water.
Do not operate without water. Some systems
have a plastic float and/or seals which may be
damaged by heat.
Check valve in exhaust pipe keeps water in
scrubber tank from entering the exhaust mani-
fold if the engine rolls backwards.
Has stainless steel construction to reduce corro-
sion.
Purifilter System Operational Instructions
Although catalytic purifiers are very efficient in
converting unburned fuel (hydrocarbons) and
carbon monoxide to harmless gases, they pro-
vide no protection from black smoke (or par-
ticulate) which is emitted by all diesel engines.
Outline of Theory
Diesel smoke consists of a complex mixture of
carbon and hydrocarbons. It contributes to the
characteristic odor of diesel exhaust as well as
causes visibility problems in enclosed areas.
More importantly, several elements of diesel
smoke can be traced as the cause of health prob-
lems in workers continually exposed to it.
The purifilter smoke filter consists of a ceramic
honeycomb substrate in which alternate flow
cells are blocked on each end. The exhaust gas
is, therefore, forced to flow through the four (4)
ceramic porous walls of each cell into adjacent
cells. The gas portion of the exhaust will pass
through. However, particles are trapped and col-
lected on the walls of each cell. Eventually, due
to the positing of carbon soot on the cell walls,
clogging of the porous cells will occur, resulting
in increased back pressure.
This means particulate filters must be cleaned
from time to time. This is referred to as regener-
ation. On certain vehicles with high duty cycles,
exhaust temperatures are high enough to produce
what is called auto-regeneration. This is when
the carbon soot will actually ignite and burn on
its own. A general exhaust temperature range
during which this occurs for uncatalyzed filters
is about 500 C. For catalyzed filters, this range
is lowered to about 400 C., due to the applica-
tion of a special catalyst coating that reacts with
the carbon build up.
However, in the case of lightly loaded engines,
the temperatures are rarely in excess of 400 C.
for any length of time. Hence the filter requires
manual cleaning. Methods of manual cleaning
are discussed later.
Back Pressure Alarm
A back pressure warning system is included
with each filter. This unit is connected to the
exhaust pipe near the exhaust manifold, and
monitors the engine's exhaust back pressure.
This back pressure is a function of exhaust flow
velocity and exhaust system components.
Engines have a maximum back pressure level set
by the engine manufacturer. The alarm is set to
indicate if this maximum level is reached. Since
ramp climbs are the most commonly sustained
64 07-96 5566071301
high load condition, this is the most common
time when the alarm lights will go off.
Since the alarms turn off when the pressure
drops, an alarm that lights up only at the end of a
long ramp haul indicates an exhaust system run-
ning on the borderline of the allowable limit. As
the system clogs up, the light will come on more
often. If the light starts coming on regularly dur-
ing normal operation, the need for servicing or
filter cleaning becomes more critical.
Auto-Regeneration/Operation Procedures
and Troubleshooting
For systems set up for auto-regeneration, the fil-
ters should not need any attention during normal
engine operation. If the engine goes out of tune,
the exhaust temperature is affected and so will
the amount of soot caught in the filters until the
point will be reached where the engines back
pressure limit will be exceeded. At this point, the
back pressure alarm light will go off and warn of
an engine problem.
At this point, the machine requires maintenance.
It is not advisable to delay this maintenance
since the engines problems could be of a major
nature such as piston or ring problems. If the
machine is allowed to continue, it is possible to
reach the point where the filter is so badly
clogged that the engine will not run. At this
level, it is possible to damage the exhaust valves
so it is best to service the engine within a reason-
able time after the warning light starts to go off.
Normally extremely high back pressures are
accompanied by engine power loss.
Another indication of engine problems is bad
aldehyde emissions. These are the hydrocarbon
emissions that sting the eyes. When this condi-
tion is encountered, it means there is fuel or oil
being dumped into the exhaust. This is usually
due to leaking injectors, improper ignition tim-
ing or low cylinder compression.
Manual Cleaning Procedures For Purifilters
In the event the regeneration system fails to
operate, manual cleaning of the filter is possible.
There are two (2) methods of manual filter
cleaning. The first method involves using com-
pressed air, the second involves combusting the
collected soot in a kiln or oven.
In the compressed air method, compressed air is
blown through a nozzle into the filter block
channels in the reverse direction of the exhaust
flow. Care should be taken not to chip the filter
block with the nozzle. Also, remember that the
collected material in the filter is considered a
health risk if inhaled in large quantities or over a
long period of time. Worker protection in the
form of adequate ventilation and breathing filters
should be observed. The cleaning of filters by
compressed air only removes, at best, about half
of the soot collected by the filters. If complete
soot removal is desired, the soot must be burnt
out.
The second method of cleaning filters involves
heating the filter up to engine exhaust tempera-
tures in a kiln and allowing the collected soot to
burn.
The block should be heated to approximately
550 C. (1020 F.), and kept at that level for sev-
eral hours. The control of the temperature is
important. Below about 500 C. (930 F.), the
soot will not burn. Above 600 C. (1100 F.) and
the ceramic or catalyst could be damaged. Care
must be taken with the emissions coming out of
the oven vents. These emissions will contain
high levels of carbon monoxide.
Another method of combusting the soot is with a
specialized burning system. These custom units
are designed to heat the blocks and burn out the
collected soot. Again, care must be taken with
the emissions that are produced by this combus-
tion process.
5566071301 07-96 65
Smells and Odors
During the initial few hours of filter operation,
an unusual smell similar to that of burning paint
may be detected. This is the final curing stage of
the filter packing material. A production baking
process removes most of this odor but usually
some is still present for the initial filter use. The
emission levels from this packing material have
been analyzed and deemed to be less than gov-
ernment TLVs.
Other comments about odors have been traced to
differences in smell. Since many of the predomi-
nant odor-causing hydrocarbons are caught in
the collected soot, the small of the engine
exhaust changes. The main concern of the work-
ers is that the smell is different than before.
The Removal Of Excess Soot
This can be achieved by several methods. In
order of preference, they are as follows:
Back-Flushing with Compressed Air
1. Remove the filter from the machine.
2. Place the filter on a support in open air, take
a high pressure air line and nozzle, and using
80 psi, blow from the exit side into the chan-
nels. Passing the air gun slowly at about 2"
from the exit side face of the filter enables
the high velocity air to enter the channels and
dislodge the soot on the entry side.
3. This procedure takes approximately 10 min-
utes and must be carried out in an area where
the soot clouds will not be a nuisance.
Back-Flushing with Engine Exhaust
1. If the removal of the filter to an open area is
inconvenient, then the following may be
adopted.
2. Move the machine to a location where the
return air is picked up and the soot cloud will
not inconvenience operations
3. Take the filters and reverse them in the
exhaust system. This is achieved by means of
the quick release clamps and the fact that the
filter center-bodies are symmetrical.
4. With the filters reversed, rev the engine to
high idle several times until the smoke out-
put reduces to a minimum. Note the soot
cloud will be extensive and should be vented
to the waste return air.
Back-Flush with a Steam Cleaner
This procedure is the same as A, but utilizes a
steam cleaner to achieve the same results. This
system, however, is more arduous on the cata-
lytic coating and is not the first choice.
Exhaust Back Pressure
The exhaust system will produce a certain resis-
tance to the exhaust gas flow which is defined as
exhaust back pressure, consisting of the total
resistance of the system, including the pipes,
pipe bends, muffler, tailpipe and/or exhaust
accessories.
The exhaust back pressure of a given engine
installation will depend upon the size of the
pipes, the number and types of bends and joints,
and the chosen muffler. Undersized pipes and
too sharp bends are usually the most likely con-
tributors to high back pressures.
The effects of excessive exhaust back pressure
(i.e., higher than recommended) are:
1. Loss of power.
2. Higher fuel consumption.
3. Higher combustion temperatures.
These conditions can also produce excessive
smoke and will cause engine overheating with
consequent lower life for valves and valve seats.
The maximum recommended exhaust back pres-
sures for the Deutz air- cooled engines are pub-
lished on the Engine Data Sheet (see back of the
66 07-96 5566071301
engine curves published in the Engine Output
section of this manual).
Back Pressure Measuring Location
Manometer Reading
In it's simplest form, the manometer is a U-tube
about half filled with liquid. With both ends of
the tube open to atmosphere, the liquid is the
same height in each leg of the tube.
When positive pressure is applied to one leg of
the tube, the liquid is forced down in that leg and
up in the other. The difference in height (H),
which is the sum of the readings above and
below zero, indicates the pressure.
When a vacuum is applied to one leg, the liquid
rises in that leg and falls in the other. The differ-
ence in the height (H), which is the sum of the
readings above and below zero, indicates the
amount of vacuum.
Exhaust System
Measuring Back Pressure
A port is provided at the inlet of the purifier and/
or in the manifold-to-purifier exhaust tube for
measuring back pressure.
It is important to take back pressure readings
periodically to determine the extent of carbon
build up on the catalyst. A significant increase in
back pressure reading will tell you that cleaning
is required.
It is recommended that back pressure be mea-
sured at the time the machine is initially put into
operation and remeasured at regular intervals
thereafter until a definite pattern is established.
Pressure checks made at every other weekly
maintenance inspection (200 to 250 hours) is
suggested.
The recommended procedure is as follows:
1. Start the engine and run to governed speed,
no load, for 5 to 10 minutes to bring the
exhaust up to operating temperature.
2. Measure the back pressure using a gauge
which reads in inches of water (use a slack
tube manometer, either water or mercury
filled, or other suitable gauge connected to
the exhaust port). Record this reading for
future reference in comparing back pressure
increased.
Exhaust Back Pressure Measurement
A water manometer (U-tube) scaled to read in
excess of 30" should be used. The U-tube is to be
connected as specified to the exhaust system in a
straight section of pipe, downstream of the
engine exhaust manifold flange (in the case of
naturally aspirated engines) or downstream of
the turbocharger (in case of turbocharged
engines).
Naturally aspirated engines
The test must be run at engine full load, rated
speed. If this is not practical, a less precise
method is to run the engine at no load rated
speed. In this case, the back pressure must not
exceed 60% of the permissible full load value.
Turbocharged engines
The test must be conducted exclusively at engine
full load, rated speed.
In mobile type of equipment, load may be
applied by operating against the brakes or the
hydraulic system (hydraulic stall).
Cowl Silencer
The cowl silencer employs an extremely effec-
tive principle which allows it to be much smaller
than a comparable conventional silencer.
Because space is usually limited, the smaller size
is easier to fit into the design, or adapt to the
vehicle. A less complex supporting structure is
required to withstand the G forces of vehicle
operation, resulting in overall cost savings in the
exhaust system, and allowing greater flexibility
of installation.
5566071301 07-96 67
The cowl spiral silencer design embodies a spiral
passage of constant cross-sectional area. The
spiral is partially lined with noise absorbing
stainless steel wool. Exhaust gases can pass from
one spiral passage to another through bleed
holes within the spiral body.
Sound waves travel in straight line paths at a
speed much higher than the speed of the exhaust
gases passing through and, therefore, are contin-
ually bounced off the smooth wall of the spiral.
Some of these sound waves are reflected into the
wool covered wall where they are diffused.
Other sound waves pass through the bleed holes
progressively attenuating the sound by wave
cancellation as the gases pass through the multi-
ple turns of the spiral. The relatively unrestricted
path for the gasses and the absence of resonant
chambers results in minimum back pressure that
often permits a small cowl silencer to replace a
large reactive muffler.
68 07-96 5566071301
Cooling System
Scooptrams furnished with Detroit Diesel or
Caterpillar engines will require removal of cool-
ing system components. On vehicles supplied
with Deutz air-cooled engines, the blower and
coolers are integral to the engine and do not
require removal.
New model vehicles use a skid mounting
arrangement that eliminates the requirement for
disassembly and removal of the cooling system
prior to engine removal.
On Detroit Diesel and Caterpillar equipped vehi-
cles, the cooling system can include four sepa-
rate heat exchange components:
1. Engine coolant radiator (a water-to-air heat
exchanger that cools the engine block and
head).
2. Combustion air intercooler (an air-to-air heat
exchanger that cools the pressurized air from
the turbocharger before it is pushed into the
combustion chambers).
3. Transmission oil cooler (an oil-to-air heat
exchanger that cools the transmission).
4. Transmission oil heater/cooler (an oil-to-
water heat exchanger that uses engine cool-
ant to warm the transmission oil after a cold
start and cool the transmission oil after the
transmission is warm).
5. Fuel, hydraulic and transmission oil cooler (a
three section oil-to-air heat exchanger with
blower).
The first two components are an integral pack-
age, installed in front of the engine. The third
component is usually located just in front of the
radiator/intercooler, and can be removed sepa-
rately or with the radiator/intercooler. The
heater/cooler component is usually installed
inside the power frame, either under or to the
side of the engine. The final component is
located on the underside of the midframe com-
partment hood on new model vehicles.
Note: On scooptrams, the engine faces away
from the front of the vehicle. Any position
description given relative to the engine will be
the opposite in relation to the scooptram.
CAUTION: If the engine has been run-
ning within the previous hour, the tem-
perature of the engine components, the
coolant, the oil, and radiators can be high
enough to cause serious burns. Allow the engine
and the entire cooling system to cool before initi-
ating removal procedures.
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5566071301 07-96 69
Engine Accessories Removal &
Replacement
Note: This section contains removal and
replacement instructions covering the engine
and its accessories. All engine specific mainte-
nance procedures are included in a separate
engine manual.
The procedures in the following paragraphs
describe removal and replacement of the various
engine accessory components and of the engine
as a package.
Wherever possible, procedures are presented in
the sequence required for orderly removal; that
is, if an item must be removed before another
item can be removed, that item is covered first.
WARNING: Block all wheels, set the
parking brake, remove the key (if avail-
able) from the ignition switch, and place
a Do Not Operate tag on the steering wheel or
Off/On/Start switch before performing mainte-
nance on the power train systems.
Removing the Cooling System Package
Remove the cooling system package as follows:
1. Remove the engine hoods.
2. Place a suitable receptacle below the engine
coolant radiator drain cock and drain the
coolant from the system.
3. If the engine is to be removed, place the
receptacle below the two engine block drains
and open the drains. While the system is
draining, perform the next three steps.
4. Disconnect the air intake hoses that connect
to the combustion air intercooler.
5. If applicable, disconnect the oil lines that
connect to the transmission oil radiator.
Immediately cap or plug each line and con-
nection.
6. If applicable, remove the hoses that connect
to the tube and shell heater/cooler. Cap or
plug each line and connection.
7. Remove the hoses that connect to the engine
block and oil cooler. Cap or plug each line
and connection.
8. Rig the hoist above the cooling system pack-
age.
9. Remove the radiator support arms (one on
each side).
10. Using the holes in which the support arms
were bolted, fasten a lifting chain to each
side of the cooling system shell, fasten the
chains to a short spreader bar attached to the
hoist, and take up the slack in the chains.
11. Remove the two bolts that fasten each side of
the cooling system shell to the power frame.
12. Lift the cooling system package clear of the
scooptram and store it in a safe location.
Reinstalling the Cooling System Package
Reinstall the cooling system package as follows:
1. Using the hoist and lifting chains arrange-
ment used in the removal, lift the cooling
system package into position on the power
frame.
2. Reinstall the two bolts that fasten each side
of the cooling system shell to the power
frame. Torque the bolts to specification. (See
torque chart.)
3. Remove the lifting chains and hardware and
the hoist.
4. Reinstall the angled radiator support arms
(one on each side). Torque the bolts to speci-
fication.
5. Reinstall the hoses that connect to the engine
block and oil cooler.
ACW00073 pict
70 07-96 5566071301
6. Reinstall the hoses that connect to the tube
and shell heater/cooler.
7. Uncap or unplug and reinstall the oil lines
that connect to the transmission oil radiator.
8. Reinstall the air hoses that connect to the
charge air intercooler.
9. Close the engine coolant radiator drain cock.
If the engine block was drained, close the
two drains on the engine.
10. Fill the radiator with the proper coolant mix-
ture.
11. Reinstall the engine hoods.
Removing the Transmission Oil Radiator
Remove the transmission oil radiator as follows:
1. Disconnect the oil lines that connect the
transmission oil radiator to the transmission.
Immediately cap or plug each line and con-
nection.
2. Remove the bolts that secure the transmis-
sion oil radiator to the cooling system shell.
3. Remove the transmission oil radiator.
Reinstalling the Transmission Oil Radiator
Reinstall the transmission oil radiator in the
reverse order of removal.
Removing the Transmission Oil Tube and
Shell Heater/Cooler
Remove the transmission oil tube and shell
heater/cooler as follows:
coolant from the engine coolant radiator.
2. Disconnect the hoses that connect the tube
and shell heater/cooler to the engine coolant
radiator.
3. Disconnect the transmission oil lines con-
necting the tube and shell heater/cooler to
the transmission, and immediately cap or
plug each line or connection.
4. Remove the bolts that secure the tube and
shell heater/cooler to the power frame.
Remove the heater/cooler.
Replacing the Transmission Oil Tube and
Shell Heater/Cooler
Reinstall the transmission oil tube and shell
heater/cooler as follows:
1. Place the tube and shell heater/cooler in
position and reinstall the bolts that secure the
heater/cooler to the power frame.
2. Uncap or unplug and reconnect the transmis-
sion oil lines that connect the tube and shell
heater/cooler to the transmission.
3. Reconnect the hoses that connect the tube
and shell heater/cooler to the engine coolant
radiator.
4. Fill the radiator with the proper coolant mix-
ture.
Removing the Engine Coolant Radiator
Remove the engine coolant radiator as follows:
ning within the previous hour, the engine
components and the coolant tempera-
ture can be high enough to cause serious burns.
Allow the engine and cooling system to cool
before initiating removal procedures.
coolant from the radiator.
ACW00073 pict
5566071301 07-96 71
3. If applicable, remove the transmission oil
radiator as outlined in the earlier paragraph
entitled Removing the Transmission Oil
Radiator.
4. If applicable, disconnect the hoses that con-
nect to the tube and shell heater/cooler and
immediately cap or plug each line or connec-
tion.
5. Disconnect the hoses that connect to the
engine block and oil cooler and immediately
cap or plug each line or connection.
6. Remove the bolts that secure the coolant
radiator to the cooling system shell.
7. Remove the radiator.
Reinstalling the Engine Coolant Radiator
Reinstall the engine coolant radiator in the
reverse order of removal:
Exhaust System
Your Scooptram may be equipped with either a
water exhaust scrubber or a catalytic exhaust
purifier. The water exhaust scrubber requires
routine maintenance. The catalytic exhaust puri-
fier does not require operator maintenance.
Removing the Purifier
Remove the purifier as follows:
1. Remove the purifier heat shield and upper
clamps.
2. Remove the two bolts on the lower purifier
clamp.
3. Remove the purifier.
Reinstalling the Purifier
Reinstall the purifier in the reverse order of
removal.
Fuel System
Remove and reinstall the fuel system compo-
nents as outlined in the following paragraphs.
perature of the engine and exhaust
system components can be high enough to cause
serious burns. Allow the engine and exhaust sys-
tem to cool before initiating removal procedures.
CAUTION: Cleanliness is absolutely
essential in all work done on the Scoop-
tram fuel system. Always follow these
rules regarding cleanliness in maintenance
operations on the fuel system.
Steam clean the area of the Scooptram on
which the work will be performed.
Wipe clean hose and pipe connections before
opening any connection.
Remove all loose paint before opening any
section of the head pipe to the rear section
connections.
Plug or cap any hose or connection immedi-
ately after opening it.
Flush any unsealed hose or pipe with fuel
before installing it in the system.
Removing Fuel Filters
Remove the fuel filters as follows:
1. Clean the fuel filters and the surrounding
area.
2. Turn the two fuel line valves 90 degrees to
the off position.
3. Turn each filter counterclockwise and
remove it.
Reinstalling Fuel Filters
Reinstall the fuel filters as follows:
ACW00073 pict
ACW00073 pict
72 07-96 5566071301
1. Wipe the mounting surface for each filter
with a clean cloth.
2. Apply a thin layer of grease to each filter
gasket.
3. Fill each filter with clean diesel fuel.
4. Install each filter on the filter mount, turning
it clockwise. After the filter gasket contacts
the mount, continue to turn the filter two
thirds of a turn.
5. Turn the two fuel line valves to the on posi-
tion.
6. Start the engine, run it at idle speed, and
check for fuel leaks.
Removing Fuel Valves or Lines
Remove a fuel valve or line as follows:
1. Clean the fuel valve or ends of the fuel line
and the surrounding area.
2. If the component to be removed is after the
fuel filters, turn the two filter fuel line valves
to the off position. If the component to be
removed is before the fuel filters, turn the
fuel shut-off valve to the off position.
3. Disconnect the component and remove it.
Reinstalling Fuel Valves or Lines
Reinstall a fuel valve or line as follows:
1. Make certain that the connections are clean,
both on the component to be replaced and
the components to which it connects.
2. Install the component.
3. Turn the fuel valve(s) to the on position.
4. Start the engine, run it at idle speed, and
check for fuel leaks.
Removing Fuel Tank
Many Atlas-Copco Wagner vehicles incorporate
the hydraulic and fuel tanks into the major weld-
ment structure. However, on some units, these
tanks may be drop-in and fastened to the
frame with bolts. To remove a drop-in fuel tank
as follows:
1. Close the fuel shut-off valve to the fuel tank.
2. Place a suitable receptacle under the fuel
drain of the tank, open the drain valve (or
remove drain plug), and drain the tank.
3. Position a hoist over the fuel tank and rig
chains from the hoist hook to the lifting rings
at the front and rear of the tank.
4. Take up the slack in the chains, but do not lift
the tank yet.
5. Remove the bolts that attach the fuel tank to
the Power Frame.
6. Lift the tank from the frame and set it on
blocks in a safe location.
7. Remove the receptacle from under the power
frame.
8. Close the fuel valve of the tank and tempo-
rarily seal all fittings and outlets.
Reinstalling the Fuel Tank
Reinstall the fuel tank as follows:
1. Lift the tank from the storage position and
place it on the frame.
2. Re-install the bolts that secure the tank to the
power frame. Torque the bolts to specifica-
tion.
3. Remove the hoist and the chains.
4. Remove all temporary seals from fittings and
outlets and re-install any hoses.
5. Open the fuel valve to the tank.
5566071301 07-96 73
Electronic Engine Control System
The engine electronic control system is an inte-
gral part of the engine package. Refer to the
engine manual for removal and replacement
information.
Engine
Note: This procedure is primarily applicable to
vehicles using water cooled engines. In most
cases, the degree of component removal will be
less for air cooled engines. New model vehicles
have a modular design skid that can be removed
as a package.
WARNING: The engine package could
weigh more than 1134 kilograms (2500
pounds). Do not reach or lean under-
neath the engine as it is being removed or re-
installed.
perature of the engine and exhaust
system components can be high enough to cause
serious burns. Allow the engine and exhaust sys-
tem to cool before initiating removal procedures.
Removing the Engine Package
Remove the engine package as follows:
1. Complete any of the proceeding component
removal procedures that are applicable.
2. Turn the master battery isolation switch to
the off position.
4. Pull grill door. Unbolt two grill to radiator
stops.
5. Unbolt fan guard.
6. Drain radiator, and unhook surge tank hoses.
7. Unplug low coolant level sensor from engine
block.
8. Unhook engine oil pressure line from engine.
9. Remove DDEC wires from back of engine.
10. Unhook starter wire and alternator.
11. Remove radiator (or the cooling system
package).
12. Disconnect all radiator tubes and combustion
air tubes.
13. Remove the bolts that secure the fan to the
water pump shaft.
14. Relieve any residual pressure in the hydrau-
lic systems by pressing or venting the
breather or loosening the tank filler cap.
15. Remove the hydraulic lines connected to the
steering/dump and brake systems pumps.
Remove the converter pump hoses. Immedi-
ately cap or plug each line and connection.
Secure the lines out of the way.
16. Disconnect air intake tube from filter to
turbo and fully remove.
17. Remove exhaust heat blanket
18. Remove the clamp that secures the front end
of the exhaust system head pipe to the turbo-
charger.
19. Turn the filter fuel line inlet valve to the off
position. Turn the fuel tank valve(s) to the off
position.
20. Disconnect the inlet fuel line from the fuel
filter block.
21. Unhook fuel line from bottom of DDEC
22. Disconnect and remove battery and box (if
applicable).
23. Remove guard.
ACW00073 pict
ACW00073 pict
74 07-96 5566071301
24. Remove the converter-transmission drive-
line.
25. Unbolt and remove power frame crossmem-
ber.
26. Position a hoist capable of lifting 1193 kilo-
grams (2630 pounds) above the engine.
Attach the engine lift spreader bar to the
hoist, and attach chains from the spreader bar
to the engines front and rear lifting eyes.
27. Remove the bolts that secure each rear
engine mount to the power frame.
28. Remove the bolts that secure the front engine
mount to the power frame.
29. While watching carefully to make certain
that it does not catch on any engine compart-
ment items, lift the engine to the point at
which it is possible to reach the sides of the
rear engine mounts. Remove the bolts that
secure the mounts to the engine.
30. Lift the engine clear of the engine compart-
ment and place it securely on blocks or a
support structure on the floor.
Reinstalling the Engine Package
Reinstall the engine as follows:
1. Using the same hoist, spreader bar, and
chains as were used for removal, lift the
engine from the blocks or support structure
to a point above its position in the engine
compartment.
2. While watching carefully to make certain
that it does not catch on any engine compart-
ment items, lower the engine to the point at
which the rear mounts were removed from
the engine. Reinstall the mounts and torque
the bolts to specification (See Appendix).
3. Carefully lower the engine until it rests on
the three engine mounts and is in proper
alignment between the turbocharger and the
exhaust head pipe.
4. Reinstall the two bolts that secure the front
engine mount (center) to the power frame,
but do not tighten.
5. Reinstall the two bolts that secure each rear
engine mount (left and right) to the power
frame, but do not tighten.
6. Inspect the engine position. If it is in the cor-
rect position, tighten and torque the six
engine mount bolts to specification (See
Appendix).
7. Remove the chains, spreader bar, and hoist
from above the engine.
8. Reinstall the power frame crossmember.
9. Reinstall the engine-transmission driveline.
10. Reconnect the electrical connectors to the
alternator, starter solenoid, and engine man-
agement controller.
11. Reconnect the inlet fuel line from the fuel fil-
ter block.
12. Turn the filter fuel line inlet valve to the on
position. Turn the fuel tank valve(s) to the on
position.
13. Reinstall the clamp that secures the front end
of the exhaust system head pipe to the turbo-
charger.
14. Move the coolant surge tank into correct
position and reinstall.
15. Remove the caps or plugs and reconnect the
hydraulic lines to the steering/dump and con-
verter pumps.
5566071301 07-96 75
16. Place the fan in position on the water pump
shaft, and lubricate and screw in each of the
six bolts. Torque the bolts to specification
(See Appendix).
17. Reinstall the cooling system package.
18. Reconnect air intake hose and pipe connec-
tions.
19. Connect engine oil lines.
20. Reinstall the engine hoods.
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Section 5
Power Train
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Power Train Service Manual Wagner Scooptrams
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Scooptram Drivetrain
1. Transmission
2. Torque Converter
3. Diesel Engine
4. Planetary Drive Axles
Transmission System
Theory of Operation
Power from the diesel engine is transmitted
directly from the engine flywheel to the torque
converter. The converter output shaft transmits
the power via driveline to the transmission input
shaft. The transmission output shafts transmit
power via drivelines to the front and rear differ-
entials. The bevel gear and bevel pinion of each
differential transmits power through the differen-
tial to the free floating axles. The planetary final
drive sun gears are splined to the axles.
As the axles rotate, planet gears, mounted in the
carrier, are forced to walk around the stationary
ring gear, imparting rotation to the hub and
wheel which is attached to it.
The transmission and converter also use a com-
mon hydraulic system to lubricate, cool, transmit
torque and apply clutches.
The transmission control valve assembly is com-
prised of a valve body with selector valve spools.
It is a remote control system, with the transmis-
sion control valve located in the operators com-
partment and connected to the transmission by
hoses.
The selector spool detent ball and spring provide
a position for each speed range. The direction
spool detent provides three positions: forward,
neutral, and reverse.
When the engine is running and the directional
control lever is in the neutral position, oil pres-
sure is blocked at the control valve, and the
transmission is disengaged. Moving the forward
and reverse spool directs oil to the appropriate
clutch and opens the opposite one to relieve
pressure.
The transmission control lever (or button) in the
operators compartment can be either electrically
wired or mechanically linked to the transmission
control valve.
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Wagner Scooptrams Service Manual Power Train
5566071301 07-96 79
In the neutral position, oil from the pressure reg-
ulating valve on the charge pump is deadheaded
at the remote shift valve. When forward gear is
selected, oil pressure is directed to the forward
clutch.The flow for reverse goes to the reverse
clutch.
1. Transmission Pressure Switch
2. Converter Lockup (Optional)
3. Transmission Pressure Gauge
4. To Throttle
5. Transmission
6. Oil Cooler
7. Converter
8. Pump
9. Transmission Filter
Both the direction and speed clutch assemblies
consist of a drum with internal gear teeth and a
bore to hold a hydraulically actuated piston. The
piston has oil tight sealing rings. A friction
disc with internal teeth is also inserted into the
drum and contacts the piston. Discs with splines
at the outer diameter are alternately inserting
into the drum until the required total is met.
Finally, a series of springs and pins are assem-
bled so that the springs rest on the teeth of the
piston, and a back-up plate is inserted and
secured by a snap ring.
A hub with inner and outer diameter splines is
inserted into the splines of discs with teeth on
the inner diameter and a splined shaft extending
through the clutch support and is secured by a
snap ring.
So long as there is no pressure to the direction or
speed clutch, the disc and inner shaft can
increase in speed or rotate in the opposite direc-
tion.
When the control valve is activated, oil under
pressure flows from the control valve, through a
tube in the transmission case, to a specific
clutch. Once in the drum, oil is directed into the
rear side of the piston bore, where its pressure
forces the piston and discs over against the back-
up plate.
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This forces discs to engage and lock the clutch
drum and drive shaft together so they turn as a
single unit.
Bleed balls in the clutch drums let oil escape
quickly when pressure to the piston is released.
A screen filter is located in the sump pump pan
at the bottom of the transmission case.
Torque Converter Theory Of Operation
A torque converter transmits energy from an
engine to a transmission through the use of
hydraulic oil. A hydrostatic system is based on
the principle that restricted liquids will transmit
pressure. Hydrostatic systems are generally used
for brakes, steering, and controls.
Hydrodynamic systems are based on the princi-
ple that a fluid in motion has force. A torque con-
verter is a hydrodynamic system.
A torque converter consists of three elements:
A rotating impeller which causes oil within it
to flow outward by centrifugal force.
A turbine which is driven by the flowing oil,
and
A stator to increase torque.
The impeller is connected to the engine fly
wheel. It rotates the entire time the engine is run-
ning. The turbine is connected to the transmis-
sion by gears and a prop shaft.
So long as no demand (load) is placed on the
scooptram (transmission is in neutral), the oil,
the impeller, and the turbine rotate as one mass
at whatever RPM the engine is turning.
When a load is applied to the scooptram drive
train system, it reduces the turbine speed. The
impeller continues to rotate at the same RPM as
the engine. This causes oil to flow from the
impeller through the turbine.
The stator intercepts the oil so that its force is
redirected against the blades of the impeller in
the same direction as the impeller is already
rotating. This increases torque.
When the engine is running, a charging pump
draws oil from the transmission sump and sends
it through filters to the pressure regulating valve
in the control cover, which is mounted on top of
the transmission. Oil travels from the regulating
valve to the transmission clutches and to the con-
verter.
The pressure regulating valve is closed until
pressure is applied to the transmission to activate
the direction and speed clutches. The regulator
valve is a hardened spool in a tight-fitting bore.
A spring keeps the spool seated until oil pressure
overcomes the spring force. Then the spool
moves to expose a port through which oil can be
directed through a line to the converter inlet port.
Once in the converter, the oil is sent into the con-
verter support through the impeller bearing.
The blades of the turbine, impeller, and stator are
designed to circulate oil from the impeller to the
turbine, through the stator, and back to the
impeller. This circulation makes the turbine and
impeller to rotate in the same direction.
Oil enters the inner diameter of the impeller and
exits from its outer diameter into the outer diam-
eter of the turbine. When it exits the inner diam-
eter of the turbine, oil is forced by the stator back
into the inner diameter of the impeller.
5566071301 07-96 81
Oil leaves the converter between the turbine
shaft and converter support. From there it is
routed through a regulating valve to the oil
cooler. From there it goes to the lubricating oil
inlet on the transmission, and through a series of
lines to the transmission bearings and clutches.
Oil collects in the transmission sump.Converter
lube and leakage oil is routed to the transmission
sump by gravity flow through a flexible hose.
Component Description
Transmission & Torque Converter
The transmission and torque converter system
are used to control and adapt energy from the
engine so the Scooptram can be made to travel
forward and reverse in four different speed
ranges.
The Transmission/Torque Converter System
consists primarily of:
the transmission,
control valve
torque converter
the charge pump
the system filters
the transmission/converter oil cooler
The transmission consists of a set of gears and
shafts which convey energy from the engine to
the drive wheels.
A transmission allows the running engine to be
totally disengaged from the drive wheels (put in
neutral) so that the Scooptram doesn't have to be
moving all the time.
A transmission also allows engine power to be
adjusted to the conditions of operation. Manual
transmissions use sliding gears and a mechanical
friction clutch to operate.
Automatic transmissions have gears which are
always meshed. Hydraulics are used to activate
whichever clutch bands give the best gear ratio
for the work being done.
In a power shift transmission, there are hydrauli-
cally activated clutch discs instead of bands, and
these disks are activated under operator control
through the transmission control valve.
82 07-96 5566071301
Transmission Control Valve
1. Converter
2. Pump
3. Coverter Safety Valve
4. Oil Cooler
5. Lube Manifold
6. Automatic Clutch Release Valve
7. Forward
8. 1st
9. 2nd
10. 3rd
11. 4th
12. Speed Selector Valve
13. Reverse
14. Direction Selector Valve
15. Clutch Pressure Regulating Valve
16. Filter
17. Suction From Transmission Sump
The control valve directs oil under pressure to
the desired speed or directional clutches. A pres-
sure regulating valve maintains the proper pres-
sure needed to actuate the clutches.
When the transmission control lever is in the
neutral position, with the engine running, the
direction selector spool assembly in the control
valve is in the center open position, allowing oil
to pass through to the speed clutch.. Shifting the
transmission control lever to either forward or
reverse moves the direction selector spool
accordingly, allowing hydraulic oil to the appro-
priate clutch. Shifting the transmission (or
speed) control lever moves the speed selector
spool accordingly, allowing hydraulic oil to the
appropriate clutch.
Once in the clutch drum, oil goes to the rear of
the piston bore, forcing the piston and disc
against the back-plate. This forces the disc to
engage, locking the clutch drum and drive shaft
together, so they turn as a single unit.
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5566071301 07-96 83
Transmission Charge Pump
The Transmission/Torque Converter charge
pump is directly mounted on the converter and
supplies the converter with oil .
Transmission/Converter Oil Filter
After oil leaves the charging pump and before it
moves to the pressure regulating valve, it is sent
through a filter to remove impurities from the
fluid.
This is a 10 micron filter with built in relief for
25 psi differential pressure. It should be changed
every 400 hours or as indicated by the service
indicator.
Transmission/Converter Oil Cooler
The friction from oil slippage, which occurs
when a load on the transmission causes the
impeller and turbine to rotate at different speeds,
causes the oil in the torque converter to heat up.
To bring the oil back to normal operating tem-
perature it is routed through an oil cooler. From
there it flows through a lubrication distributor to
the transmission where it is distributed for lubri-
cation and cooling of the transmission clutches
and bearings, before ending up back at the trans-
mission sump.
The cooler on vehicles equipped with Deutz
engines is an integral part of the engine. It is
located on top of the engine directly over the cyl-
inder heads. Cooling air is provided by the
engine blower fan located at the rear of the
engine.
On Detroit Diesel and Caterpillar equipped vehi-
cles the transmission oil cooler is water-cooled
with a water-jacketed cooler plumbed into the
engine cooling system.
Auxiliary Cooling Pump
On some scooptrams, an auxiliary cooling pump
is mounted on the converter to provide additional
flow of oil through the transmission oil cooler.
Oil from the transmission is pumped through the
converter inlet to the cooler out port to the
cooler. From the cooler, oil is routed back to the
transmission.
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Transmission Modulator Valve
Atlas-Copco Wagner Scooptrams are usually
equipped with a modulated transmission that
allows the vehicle to be shifted from forward to
reverse without stopping.
Important: Whenever practical come to a com-
plete stop before changing directions. Direc-
tional changes may be made while the vehicle is
in motion but must be restricted to 1st gear only.
The modulator valve acts to control the increase
in hydraulic system pressure to the clutch plates.
This permits the smooth application of the clutch
when shifting direction while moving.
The valve consists of two differential pressure
regulating valves, one for each direction, and
two spring-loaded accumulators.
When the transmission direction is changed,
hydraulic oil enters the differential pressure reg-
ulator and, overcoming spring pressure, shifts
the spool and allows oil to vent back to the tank.
The regulator valve also ports oil to fill the accu-
mulator.
As the accumulator fills and the accumulator
spring compresses, oil pressure increases. This
increasing pressure gradually shifts the regulator
valve spool, until the vent orifice is closed. The
accumulator thus acts to control the rate of flow
(or venting) of hydraulic oil. As flow through the
vent orifice drops, pressure increases at the
selected directional clutch. Once the accumula-
tor is full, the regulator spool is returned to its
original position and oil to the clutch is supplied
at normal operating pressure.
1. Oil Cooler
2. Cooler Out Line
3. Converter In Line
4. Oil Filter
5. Transmission
6. Suction Line
7. Converter Return Line
8. Drain
Converter
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5566071301 07-96 85
Check the oil regularly, and keep it topped
up with recommended oil or equivalent.
Make sure the vehicle is not being operated
at too high a speed range for the task.
Make sure the converter temperature stays
within the recommended range.
Don't operate a vehicle with an overheated
engine.
Watch for excessive leakage in the transmis-
sion.
Watch for excessive leakage in the converter.
Monitor the converter charging pump oil
flow. Contact maintenance personnel if the
flow is low.
Check for restricted oil cooler flow.
Monitor engine stall speed.
Change oil and filters regularly, according to
the recommended schedule.
Transmission oil should be changed every 1,000
hours of operation.
Transmission oil filters should be changed every
400 hours, with every oil change and as indi-
cated by the service indicator .
The transmission oil cooler must be inspected
daily on Deutz engines to assure it is not dam-
aged or leaking. It should be cleaned weekly to
avoid a build up of dirt that can restrict the flow
of air past the cooling fins.
The best method for cleaning the oil cooler is to
use a high-pressure steam jet. A cold cleansing
agent will also work if allowed to soak in prop-
erly before being hosed off with a strong water
jet.
Note: When using a cold water or steam spray,
make sure to cover the injection pump, alterna-
tor, voltage regulator and starter motor as pro-
tection. After wet-cleaning, let the engine run
long enough to evaporate all water to avoid rust
problems.
starting from the exhaust-air side. Clean all dirt
compressed air.
The shell and tube oil coolers on Detriot Diesel
and Caterpillar engines should be drained and
cleaned once a year.
Make sure that vehicle operators immediately
inform maintenance personnel at any sign of
problems. Timely corrective action can prevent
small problems from developing into large scale
equipment failure.
Towing
Towing speeds cannot exceed 5 kph (3.1 mph),
and the towing distance may not exceed 5 km
(3.1 miles).
These limits must not be exceeded, to prevent
gear box damage from insufficient oil supply.
For longer distances the vehicle must be loaded
on a transporter.
Checking oil temperature
The oil temperature of the gear box is monitored
by a temperature sensor and gauge. A maximum
temperature of 120 C (248 F) at the converter
outlet may not be exceeded. Under normal ser-
vice conditions, higher temperatures will not be
reached, unless a problem exists.
If the temperature exceeds 120 C (248 F), the
scooptram must be stopped and inspected for
external oil leakage. Let the engine idle at 1200
to 1500 RPM with the gear box in the neutral
position.
Under this condition, the temperature should
drop quickly (in about 2 to 3 minutes) to normal
values. If this does not occur, there is a problem
86 07-96 5566071301
in the system which must be corrected before
operations can be continued.
Checking control pressure
Clutch pressure should be checked regularly. A
drop in pressure will allow the clutch plates to
slip, which increases friction and causes wearout
of the clutch disc.
Check at low engine idle (500-600 rpm) with oil
temperature 82-93 C (180-200 F). Pressure
should be between 180-220 psi (12.4-15.2 bar)
or 240-280 psi (16.5-19.3 bar), depending on the
model transmission. (See transmission table in
Appendix.)
Attach a calibrated pressure gauge to the trans-
mission charging pump pressure port. (Refer to
the manufacturers service manual for location.)
Start the vehicle and shift the transmission lever
into forward (or reverse), then shift through all
the gears. Record the pressure reading for each
gear. All speed clutch pressures must be within 5
psi (.34 bar) of each other. If clutch pressure var-
ies more than 5 psi (.34 bar) in any one gear,
repair the clutch.
Attach the gauge to the transmission forward
clutch pressure port and shift direction from for-
ward to reverse and record the pressure. Repeat
this test with the gauge attached to the transmis-
sion reverse clutch pressure port.
Note: Atlas-CopcoWagner Scooptrams are
equipped with modulated shift transmissions. Do
to the combination of clutch leakage, piston
bleed orifice flow rate and flow limiting orifices,
directional clutch pressures can be as much as
30 psi (2.1 bar) lower than system pressure.
Engine speed must remain constant during the
entire leakage test.
Another test that may help warn of failing
clutches before the 5 psi (.34 bar) pressure vari-
ance shows up is the pressure drop test. In this
test, the drop in pressure and the speed of return
to original pressure is monitored. When the
transmission is shifted into gear, the needle on
the transmission/converter oil pressure gauge
will drop off quickly as oil enters the clutch, and
as the clutch fills, the needle will slowly return to
original reading.
With oil temperature at 82-93 C (180-200 F)
and the engine at idle, go through each gear and
note the drop in pressure and the speed of recov-
ery back to original pressure. The clutch that
may drop to a lower pressure and/or return to
original pressure slower than the others should
be suspect and may signal the need to make a
pressure test with the master gauge.
Note: Larger size clutch packs (usually 1st and
2nd gears), will fall off to a lower pressure than
smaller size clutches (forward and reverse and
higher gears), and will also return more slowly
to the original reading. Be sure to compare read-
ings of the same size clutches.
5566071301 07-96 87
Drivelines
1. Mating Yoke
2. Needle Bearings
3. Grease Seal
4. Grease Fitting
5. Dust Cap
6. Spline Shaft
7. Seal
8. Slip Yoke
9. Slip Yoke Plug
10. Grease Fitting
11. Bearing Cap
12. Lube Channel
13. Center Cross-Spide
Theory of Operation
The purpose of the driveline is to transmit power
from the engine to the drive axles. Wagner
equipment uses both non-telescoping and tele-
scoping drive shafts, and drive shaft support
bearings. All of the drive shafts have a universal
joint located at each end to permit pivoting, and
accommodate angularity between two (2) inter-
secting shafts. Telescoping shafts have a splined
slip joint to compensate for movement between
the connected components.
During normal operation, the chassis, engine,
transmission, and axles all experience some
movement relating to surface irregularities and
varying stress loads. Each time these conditions
are encountered, a change in the overall length
of the drive shaft occurs.
When a telescoping shaft runs at an angle to its
mating shaft or yoke, it will slip in and out
slightly. It does this to compensate for the work-
ing action of the universal joint as it rotates. The
slip joint accommodates these variations by tele-
scoping at the spline portion of the shaft. The
slip joint shaft is particularly necessary in the
swivel hinge area of the Scooptram; the articula-
tion point of the Scooptram which allows the
vehicle to turn. The drive shafts telescoping fea-
ture eliminates tension forces that could develop
in conventional drive shafts.
Seal
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Component Description
Universal Joint Bearings
Universal joints employ various types of bearing
assemblies. They are specified on any particular
Scooptram based on their torque loading capa-
bilities.
Driveline Support Bearings
1. Delta Wing
2. High Block (High Wing)
3. Low Block (Low Wing)
Drive shaft support bearings are used at loca-
tions where a driveline passes through a frame
bulkhead, usually at the midship area; or in the
middle of a long span.
Driveline support bearings are generally flange
type bearings that are bracket mounted to a
frame cross member. These bearings require reg-
ular lubrication and are provided with lube fit-
tings for that purpose. Most support bearings are
lubricated directly, but in some cases a remote
access lube line and fitting is installed for conve-
nience of servicing.
The following list of maintenance checks repre-
sent some of the most important procedures that
will provide maximum driveline dependability.
1. Always clean universal joint bearing caps
and mating yoke surface of all dirt, paint,
nicks and burrs. Surfaces must be absolutely
clean to metal. Any foreign matter caught
between the surfaces will cause the bearing
capscrews to loosen; even after being prop-
erly torqued. Loose capscrews will cause
universal joint failure.
2. Always use grade 8 capscrews to fasten bear-
ing caps to the mating yokes.
3. Always tighten bearing cap fasteners to the
proper torque values (See Appendix).
4. Never use lockwashers, lockplates or lock-
wire in an attempt to secure the bearing cap
fasteners. Only proper torque provides posi-
tive assurance against loosening fasteners.
5. Always replace the entire universal joint
(center cross, bearing caps and fasteners)
when rebuilding a universal joint that has
failed.
6. Lubricate all universal joint and driveline
support bearings at regular and frequent
intervals. Use a hand grease gun, or a low
pressure attachment on pressurized lubricat-
ing equipment. High pressure grease injec-
tion can damage the bearing seals.
7. When replacing a driveline support bearing,
always reinstall the new bearing in the same
vertical and horizontal planes that it was
originally supplied with. Improper remount-
ing will cause misalignment of the driveline
and cause failure due to vibrations.
8. During periodic maintenance, check the
yoke flanges for distortion at the torque con-
verter, transmission, and differential flanges.
Total indicated runout, for both axial and
radial reading, should not exceed.005 inch
(.127 mm).
9. Individual drive shafts should be checked for
straightness and balance.
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5566071301 07-96 89
10. Always properly phase drive shafts by
assembling the slip yoke and spline yoke so
that the flanges are in line with each other.
Mis-alignment can cause vibrations within
the driveline components.
Inspection
Check all universal joints, splined slip joints,
drive shaft yokes, companion yokes, and drive
shaft support bearings.
1. Check the universal joints for wear:
(a) Grasp the universal joint center cross
(spider) with one (1) hand. With the
other hand, work the drive shaft up
and down (or back and forth) at 90
to each of the trunnion axis. Check
for looseness (sideways) between the
trunnion and bearing cap.
(b) Check all four (4) trunnions in this
manner. If looseness is detected at
any of the trunnions, replace the uni-
versal joint as an assembly.
Note: Do not confuse end-to-end play between
opposite bearings with excessive wear. Some
thrust movement is normal.
2. Inspect the spline shaft and slip yoke when
the drive shaft assembly is removed for uni-
versal joint maintenance.
3. Replace the drive shaft if the splines are gall-
ing, becoming loose, or the spline shaft
shows signs of twisting.
4. Check for loose capscrews at the universal
joint bearing caps. If loose, install new Grade
8 capscrews on clean threads, and tighten to
correct torque setting.
CAUTION: Do not use lock washers, lock plates
or lock wires to secure capscrews on universal
joint bearings.
5. Check universal joints and support bearings
for excessive heat immediately after the
Scooptram is shut down after a work cycle.
Excessive heat, detected to be 100 F. (38
C.) above ambient temperature, is a sign of
friction and deteriorating bearings.
6. During Scooptram operation, check for driv-
eline noise and vibration. if these symptoms
are observed, it is an indication of impending
driveline failure. Possible problem areas
include: failed u-joint bearings, drive shaft
support bearing, mis-aligned drive shaft, dis-
torted yokes, unbalanced drive shaft assem-
bly, etc.
Adjustments
Distortion & Runout - Mating Yokes
Vibrations can be induced into the driveline if
the drive shaft companion yokes (i.e., on the
torque converter, transmission, differentials, etc.)
are found to be distorted. Any yoke is subject to
being distorted if a universal joint fails and
comes apart during operation, for example.
To check these yokes for distortion and runout:
1. First, remove the interconnecting drive
shafts. Now check that the yoke retaining nut
is properly torqued. For proper torque refer
to the service manual for the specific con-
verter, transmission or differential.
2. Check for radial or circular runout by posi-
tioning a dial indicator pointer against the
machined pilot surface near the outside
diameter (OD) of the yoke. Rotate the yoke
and observe the dial indicator. The total indi-
cator reading must not exceed .005 inch
(.127 mm).
90 07-96 5566071301
3.
1. Checking Radial (Circular) Runout
2. Checking Axial (Face) Runout
4. Check for axial or face runout by positioning
the dial indicator pointer against the face of
the yoke, as close as possible to the capscrew
holes. Rotate the yoke while observing the
dial indicator. Total indicator reading must
not exceed .005 inch (.127 mm).
5. These same steps can also be used to check
runout and distortion of all other driveline
yokes on the Scooptram.
Balancing Drive Shafts
Driveline failures can occur due to excessive
vibrations from an unbalanced drive shaft. If this
is found to be the case, the drive shaft should be
checked for straightness and proper balance.
Check straightness by mounting the shaft assem-
bly in a lathe. Install a dial indicator and check
that the total indicated runout does not exceed
.002 inch (.051 mm) at both ends and at the cen-
ter of the shaft as the shaft is rotated. To
straighten the drive shaft, flame heat is applied to
the appropriate yoke-to-tube welded fitting.
Balancing is accomplished by mounting the
entire drive shaft assembly in a dynamic balanc-
ing machine, and attaching the universal joint to
master companion yokes. The shaft is then
rotated at its specific operating speed and check
for .005 inch (.127 mm) maximum total indi-
cated runout at various points over its length.
Balancing weights are spot welded at locations
necessary to offset any imbalance in the rotating
shaft assembly.
Lubrication
Proper lubrication must be maintained in univer-
sal joints, slip assemblies, and driveline support
bearing for satisfactory operation and depend-
ability. Since the complete driveline is normally
subjected to severe service on a daily basis, it is
critically important that the Scooptram operator
or mechanic maintain a regular daily or shift
lubrication interval.
Important: Over lubrication of spider bearings
and flange bearings can lead to premature drive-
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5566071301 07-96 91
line failure. Refer to the maintenance section of
the Service Manual for specific lubrication
information.
Type of Lubricant
Use a lithium soap base grease containing 3-5%
molybdenum disulfide (MoS2) and a suitable
rust inhibitor. NLGI Grade 2 is suitable for most
temperatures; -5 F. to +250 F. (20 C. to 85
C.) NLGI Grades 1 or -0- are recommended for
extremely low temperatures.
Lubrication Cycles
Lubrication cycles for drive shaft universal
joints, slip splines, and support bearings will
vary with service requirements and operating
conditions.
Refer to the schedules in Section 2, Maintenance
Schedules when lubricating the drivelines.
Universal Joints
Inject grease into the universal joint center cross
lube fitting until all four (4) bearings are purged
of air and old grease. Continue to lube until new
grease appears at the four (4) bearings caps. If
the old grease appears rusty, gritty, or burnt,
replace all the universal joint parts.
Note: A special needle nose adapter must be
used when lubricating high block u-joint assem-
blies where the grease fitting is not otherwise
accessible.
Splined Slip Joints
Initial Lubrication (shaft out of Scooptram):
To best lubricate the slip joint, disassemble the
spline shaft from the slip yoke. Coat all splined
surfaces of both the slip yoke and spline shaft
with grease.
Lubricating on the Scooptram:
Lubricate the slip joints through the grease fit-
ting on the slip yoke, and provide a uniform coat
of grease over both male and female splines.
Note: Do not over-lubricate. Inject only one or
two (1 or 2) strokes from a hand grease gun at
the slip yoke grease fitting.
Driveline Support Bearings
When servicing driveline support bearings, fill
the entire cavity around the bearing with water-
proof grease to shield the bearing from water
and contaminants. Inject a sufficient amount to
fill the bearing cavity to the extreme edge of the
slinger surrounding the bearing.
92 07-96 5566071301
Wheels And Tires
General
Tires are among the most expensive maintenance
items on a Scooptram. As a result, an effective
wheel and tire maintenance program can pay big
dividends in improved productivity and longer
tire life.
The material in this section will not attempt to
establish a detailed tire maintenance program,
but will identify several major areas to consider
in establishing your own maintenance program.
They include: Road Maintenance, Wheel and
Tire Inspection and Maintenance, Air Pressure
Inspection, and Tire Sizing Policy.
Other areas not included in this section, but must
be included as an integral part of any mainte-
nance programs, are: Records Maintenance, Per-
sonnel Training (both mechanic and driver), and
Wheel and Tire Handling Equipment.
Road Maintenance
Efficient and systematic maintenance of haul-
ageways is very important, but is usually over-
looked as a means of improving tire life.
Conscientious maintenance prevents excess road
crown and ensures prompt repair of ruts or
chuckholes, and removal of rock spillage or
sharp objects imbedded in the road surface.
Maintaining proper drainage of the haulageway
will prevent water from accumulating and hiding
tire damaging road hazards.
Maintenance of loading and dumping areas is
just as important as the haulageway. The same
hazards outlined above will put a tire out of ser-
vice just as quickly in these areas as on the haul-
ageway.
Inspection And Maintenance
Tires
Failure to make regular inspections and repairs
when needed will result in unrepairable damage
to the cord body.
Small rocks and dirt will get into shallow cuts in
the tread and, if neglected, will be gradually
pounded through the cord body. Separation of
either tread and/or plies can result from
neglected cuts.
One simple method of preventing this from
occurring is to use an awl or similar tool to clean
out the cut and remove any stones or other mat-
ter lodged in the cut. Next, use a sharp, narrow-
bladed knife and cut away the rubber around the
cut to form a cone-shaped cavity extending to
the bottom of the cut.
The sides of the cavity should be slanted enough
to prevent stones from wedging into it. Tires
with tread cuts treated in this manner may be
continued in service without danger of further
growth of these injuries.
Large cord body breaks over 1/3 of the width of
the tire cannot be economically repaired for use
in normal service.
When the damage is repairable, it should be
determined whether the anticipated remaining
service life of the tire justifies the cost of the
required repair. Tire repair records have shown
that the older the tire, the less service is received
from repairs.
Keep tires free from oil, grease, and fuel. Rubber
quickly absorbs petroleum products and then
swells and becomes soft and spongy. The dam-
age is permanent and fatal. Never clean tires
with petroleum products or allow tires to stand in
puddles of (or areas saturated with) petroleum
products. If a petroleum product does get on a
tire, promptly flush off or wipe off with water.
5566071301 07-96 93
Maintain ample tire-to-Scooptram clearance.
Maintenance personnel should carefully check
all tires on each Scooptram to make sure the tires
will not rub against any part of the Scooptram,
either on straight-away driving or on turns. Fail-
ure to ensure ample clearance results in prema-
ture tire replacement.
Wedged stones are one source of trouble. Proper
maintenance requires stones or other objects
which have become wedged between the tire and
Scooptram to be removed promptly to prevent
serious tire damage. Improperly sized fender
bolts can be another cause of premature wear.
Wheels
Wheels should be visually inspected for signs of
rust, cracking or other damage that would reduce
their reliability. If any of these conditions are
observed, take the necessary corrective action.
Damaged wheels under pressure are dangerous
and can cause severe personal injury.
Air Pressure Maintenance
Recommended Tire Pressures
A maintenance program that ignores frequent
checking of tire inflation pressures can cause the
tire to operate at temperatures which exceed the
tire capabilities and may result in premature tire
failure.
A slow loss of inflation pressure is normal.
Unless lost pressure is restored, there will be a
reduction in tire service life. Measure pressure
when tire is cold.
Inflation pressures are based on the standard
scooptram configuration; a 8 kph (5 mph) maxi-
mum speed; and the off-road rating by the Tire
and Rim Association, Inc.
Proper Inflation
1. Overinflation
2. Underinflation
3. Proper Inflation
The importance of correct inflation in off-road
tires cannot be over-emphasized. Poor tire main-
tenance almost always results in underinflated
tires, and, therefore, unnecessary tire expense.
Over-inflation results in:
1. Excessive cutting.
2. Lower impact resistance.
3. Rapid center wear.
4. Cut growth.
5. Poor re-treadability.
Under-inflation results in:
1. Ply and tread separation as a result of exces-
sive heat build up.
2. Cracking and excessive flexing.
3. Bead failures from excessive strain.
4. Tubeless liner separation from heat.
5. Rapid wear from tread disfiguration.
6. Rapid wear from heat, reducing the cut resis-
tance and wearing ability of the tread rubber
compound.
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94 07-96 5566071301
Tire Rolling Radius
Another important item to consider in your tire
maintenance program is the rolling radius of the
tires on a vehicle.
Important: NEVER put different sized tires on a
Scooptram.
When the rolling radius of tires on the same axle
is different, they are not traveling at the same
speed. The tire with the smaller rolling radius is
traveling faster than the one with the larger roll-
ing radius. This sets up a continuous stress on
the axle components which is relieved by tire
skid. When the rolling radius difference occurs
between the front and rear axles on a four-wheel
drive vehicle this additional stress is amplified
throughout the entire drivetrain.
Improper inflation is the most common cause of
a difference in rolling radius. Two identical tires
which are not equally inflated will have a differ-
ent rolling radius. The tire with less air in it will
have to turn more revolutions to cover a given
distance than the tire with more air in it.
Other reasons for a difference in the rolling
radius would be the use of different sized tires,
or unequally worn tires, on the vehicle.
Atlas-Copco Wagner, Inc. recommends that the
tire rolling radius tolerances be matched as
shown in the following table:
Type of Differential
Standard:
Side to side 4%
Front to rear 4%
No-Spin:
Side to side 2%
Front to rear 4%
Limited Slip:
Side to side 2-3%
Front to rear 4%
Note: If the mis-match is larger than 2%, one
side of the no-spin will disengage (the smaller
tire). The other side will carry all of the torque.
Example:
30" RR tire +/- 4% = 31.2" RR to 28.8" RR.
Driving Practices
A proper tire maintenance program and main-
taining haulageways in good condition cannot
guarantee optimum service life of tires. Poor
driving practices are a major cause of excessive
wear and permanent damage.
Drivers can help to reduce tire costs by:
Avoiding obstacles and keeping away from
chuckholes or other hazards, which can damage
tires.
Not climbing or driving up on the ore pile. Such
practice subjects tires to cutting and concen-
trated impact. Operators should lower the bucket
when approaching the ore pile, to clear the work
area.
Preventing excessive braking. Heat developed by
braking may be transferred to the beads (and/or
inner liner of tubeless tires), causing these areas
to become charred or cracked.
Not letting tires rub against side walls or against
barriers erected to facilitate unloading.
Avoiding taking turns at high speeds and driving
in the lowest gear applicable.
The driver who drives carefully and who makes
a reasonable attempt to prevent tire damage
saves a substantial amount of money on tire
costs.
5566071301 07-96 95
Removal & Replacement
Transmission/ Accessories
Note: This section contains removal and
replacement instructions covering the transmis-
sion, torque converter, and their accessories.
Refer to the manufacturers maintenance and
service manual for the transmission and torque
converter in your Scooptram when servicing
those components.
item can be removed, the first item is covered
first.
WARNING: Block all wheels, set the
parking brake, remove the key from the
ignition switch, and place a Do Not Operate tag
in the operators compartment before perform-
ing maintenance on the power train systems.
CAUTION: If the Scooptram has been in
operation within the previous hour, the
temperature of the engine, the engine cooling
and exhaust systems, and the transmission com-
ponents can be high enough to cause serious
burns. Allow all components to cool before initi-
ating removal procedures.
Transmission Cooling System
The transmission cooling system consists of the
transmission oil radiator (which is installed in
front of the engine coolant radiator) or the tube
and shell heater/cooler (which is installed on the
power frame to the right of the engine). See Sec-
tion 4 for procedures on how to remove and
replace the transmission cooling system compo-
nents.
Transmission Control System
Control of gear selection in the transmission can
be controlled mechanically, hydraulically, or
electronically, depending on your Scooptram
configuration. The following procedures cover
standard Atlas-Copco Wagner transmission con-
trol installations.
Removing the Transmission
Remove and replace the transmission assembly
as outlined in the following paragraphs.
CAUTION: Removing any driveline sec-
tion on vehicles not equipped with SAHR
brakes reduces the effectiveness of the parking
brake. Make certain that all wheels are blocked
securely before removing a driveline section.
1. Remove hood(s) above transmission com-
partment.
2. Place a suitable receptacle below the trans-
mission and drain the oil from the transmis-
sion. After the oil has drained, reinstall the
drain plug and remove the oil receptacle.
lic system by venting the breather or loosen-
ing the cap on the hydraulic tank.
4. Remove any hydraulic lines that run above
the transmission. Immediately cap or plug
each line and connection.
5. Remove the transmission oil filters and lines
and the mounting bracket.
6. Disconnect the electrical controls lines from
the transmission.
7. Remove the driveline sections that connect to
the transmission.
8. Remove the bolts that secure each transmis-
sion mounting bracket to the power frame.
9. Install two transmission lifting fittings to the
transmission mounts.
ACW00073. pi ct
ACW00073. pi ct
ACW00 073. pict
96 07-96 5566071301
10. Position a hoist above the transmission.
Attach a transmission lift spreader bar to the
hoist, and attach chains from the spreader bar
to the lift fittings on the transmission.
11. Lift the transmission from the power frame,
taking care that it does not catch on anything
in the frame. Place the transmission securely
on a maintenance stand.
Reinstalling the Transmission
Install the transmission as follows:
1. Using the same hoist, spreader bar, chains,
and lift fittings as used in removal, lift the
transmission from the transmission stand
and, taking care that it does not catch on any-
thing, lower it into the power frame until the
mounting brackets set solidly on the frame.
2. Reinstall the bolts that secure each transmis-
sion mounting bracket to the power frame.
3. Remove the hoist, transmission lift spreader
bar, chains, and lift fittings.
4. Reinstall the driveline sections.
5. Reconnect the electrical controls lines to the
transmission.
6. Reinstall the transmission oil filters and lines
and the mounting bracket.
7. Uncap or unplug and reinstall the hydraulic
lines that run above the transmission.
8. Fill the transmission with proper oil.
9. Reinstall the hood above the transmission
compartment.
Driveline
Most driveline sections are removed and
replaced in a similar manner. Included here are
general instructions applicable to all driveline
sections, in addition to specific removal and
reinstallation instructions for each section.
CAUTION: Removing any driveline sec-
tion on vehicles not equipped with SAHR
brakes reduces tthe effectiveness of the parking
brake. Make certain that all wheels are blocked
securely before removing a driveline section.
General Driveline Assembly and
Disassembly Instructions.
Phasing the Driveline
1. Yokes Must Be In Line
When a splined shaft is assembled to a slip yoke,
the splines must be aligned so that the yokes at
either end of the shaft are in the same plane, or
in phase. When the shaft is assembled with the
yokes in different planes, the driveline will be
out of phase. Drive shafts are phased and bal-
anced at the Factory and are marked for cor-
rect assembly with match marks at the yoke
flange ends and on the propeller shaft.
Lubricate the splines thoroughly, and properly
assemble and phase the shaft. Misphasing the
drive shaft can cause vibrations throughout the
driveline, contributing to bearing failure.
Drive Shaft Slip Yokes
Install drive shafts with the slip yoke toward the
source of power (torque). Reverse installation is
acceptable if doing so provides better access to
the lube fitting on the slip yoke.
ACW00073 i t
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5566071301 07-96 97
Note: The lube fitting on each of the universal
joints and the fitting on the slip yoke should all
be on the same side of the shaft for ease of ser-
vicing.
Yokes and Bearing Mounts
Important: Mating surfaces must be absolutly
clean. Yoke faces, bearing mounting faces, and
keyways must be free of burrs, nicks, dirt and
paint to allow proper assembly and retention of
the bearings.
When assembling a cross and bearing assembly
to a yoke, insert the key of one bearing cap into
the keyway of the yoke flange. Insert the key of
the opposite bearing cap into the yoke. The bear-
ing cap has a machined surface keyway, so some
compression of the seals may be required to seat
the second bearing. This can be done using a C
clamp, tapping with a soft hammer, or by using
hand pressure.
Note: Do not use bearing mounting capscrews
as jacking screws in order to seat the bearing in
the yoke.
Once the bearings are properly seated, insert the
capscrew fasteners and torque them to the proper
values using a suitable torque wrench.
Important: Do not use lockwashers, lockplates
or lockwire to secure the fasteners. These
devices will not prevent the fasteners from loos-
ening. Proper torquing is the most reliable
method of securing fasteners.
Driveline Guards
Driveline guards help restrain a drive shaft when
a universal joint fails. The guard prevents the
drive shaft from rotating out of control within
the frame of the Scooptram and damaging other
components, and causing possible injury to per-
sonnel.
If the Scooptram is missing any driveline guards,
it is recommended that these devices be fabri-
cated and installed on the Scooptram, or ordered
from Atlas-Copco Wagner, Inc.
WARNING: Always make sure there is a
driveline guard installed around or over
the midship drive shaft. This guard provides pro-
tection for the operator.
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98 07-96 5566071301
Spider Bolt Torque Specifications
Converter to Transmission Driveline
Removal and reinstallation of the converter to
transmission driveline may first require the
removal of several intervening components.
Depending on the specific configuration of your
vehicle, a bolted crossmember between the
engine and midship compartments must be
removed to facilitate access and removal of the
driveline. Remove the bolts attaching the cross-
member to the frame and lift out.
On some vehicles, the coolant system surge tank
and/or the electric component box may be
attached to the crossmember. The electric com-
ponent box must be unbolted from the cross-
member and secured out of the way. The surge
tank may be unbolted and secured, or discon-
nected and removed with the crossmember,
depending on the specific arrangement and
maintenance personnel preference. It may also
be neccessary to remove the intake air piping
and certain engine oil and coolant hosing.
Removal:
1. Remove the bolts attaching the finger guard
and the guard.
2. Remove the bolts attaching the driveline
guard and the guard.
3. Secure the spider bearings on the universal
joints at each end of the drive line with sev-
eral layers of tape or with tie wraps.
4. Remove the bolts that secure the universal
joint cross to the converter yoke. Make cer-
tain that the bearings are held in place on the
cross.
joint cross to the transmission input shaft
yoke. Make certain that the bearings are held
in place on the cross.
6. Remove the driveline section, using a suit-
able lifting device, in the rear direction
through the engine compartment.
Reinstallation:
1. Place the converter to transmission driveline
section in approximate position.
2. Reinstall the bolts that secure the universal
joint to the transmission input shaft yoke, but
do not tighten yet. Remove the tape from the
bearings on the cross.
3. Reinstall the bolts that secure the universal
joint to the converter yoke, but do not tighten
yet. Remove the tape from the bearings on
the cross.
4. Inspect the positions of the bearings. If all
are in the correct position, torque the bolts to
specification.
Swing Dia.
(inch)
Joint Size Bolt Size
(inch)
Torque
(ft-lbs)
Torque
(Nm)
3.34
2C 5/16-24 22 - 27 30 - 37
3.81
3C 5/16-24 22 - 27 30 - 37
4.50
4C 5/16-24 22 - 27 30 - 37
4.78
5C 3/8-24 37 - 49 50 - 66
5.84
6C 3/8-24 37 - 49 50 - 66
6.22
7C wing 7/16-20 65 - 75 88 - 102
6.22
7C block 1/2-20 70 - 80 95 - 108
8.50
8C wing 7/16-20 65 - 75 88 - 102
8.50
8C block 1/2-20 70 - 80 95 - 108
6.88
8.5C 1/2-20 110-120 149-163
8.62
9C 1/2-20 110-120 149-163
8.88
10C 5/8-18 230-240 312-325
5566071301 07-96 99
Transmission to Oscillating Axle Driveline
Remove and replace the transmission to oscillat-
ing (rear) axle driveline as outlined in the fol-
lowing paragraphs.
Removal:
and the guard.
joint cross to the oscillating axle yoke. Make
certain that the bearings are held in place on
the cross.
joint cross to the transmission output shaft
yoke. Make certain that the bearings are held
6. Remove the driveline section.
Reinstallation:
1. Place the transmission to rear axle driveline
in approximate position.
2. Reinstall the bolts that secure the forward
universal joint cross to the transmission out-
put shaft yoke, but do not tighten yet.
Remove the tape from the bearings on the
cross.
3. Reinstall the bolts that secure the back uni-
versal joint cross to the rear axle input shaft
yoke, but do not tighten yet. Remove the tape
from the bearings on the cross.
specification.
Midship Driveline
Remove and replace the midship driveline as
outlined in the following paragraphs.
Note: On some model vehicles, the midship
driveline is connected to the front axle driveline
by a central bearing assembly.
Removal:
3. Remove the bolts that secure the back uni-
versal joint cross to the transmission front
output shaft yoke. Make certain that the tape
holds the bearings in place on the cross.
4. Remove the bolts that secure the forward
universal joint cross to the front axle rear
yoke (or the central bearing assembly yoke).
Make certain that the tape holds the bearings
Reinstallation:
1. Place the midship driveline in approximate
position.
universal joint cross to the front axle drive-
line rear yoke (or the central bearing assem-
bly yoke), but do not tighten yet. Remove the
tape from the bearings on the cross.
3. Reinstall the bolts that secure the the back
universal joint cross to the transmission front
output shaft yoke, but do not tighten yet.
cross.
100 07-96 5566071301
specification.
Front Axle Driveline
Remove and replace the midship-to-pillow block
bearing driveline as outlined below.
Removal:
and the guard.
4. Remove the bolts that secure the back uni-
versal joint cross to the midships driveline
front shaft yoke (or the central bearing
assembly yoke). Make certain that the tape
holds the bearings in place on the cross.
5. Remove the bolts that secure the forward
universal joint cross to the front axle yoke.
Make certain that the tape holds the bearings
Reinstallation:
1. Place the midship driveline in approximate
position.
universal joint cross to the front axle yoke
(or the central bearing assembly yoke), but
do not tighten yet. Remove the tape from the
bearings on the cross.
3. Reinstall the bolts that secure the back uni-
versal joint cross to the midships driveline
front shaft yoke (or the central bearing
assembly yoke), but do not tighten yet.
cross.
specification.
Axles
Note: The following procedures assume that the
vehicles wheels have been removed. (See below
for wheel removal procedure.)
Front Axle
Remove and replace the front axle as outlined in
the following paragraphs.
CAUTION: Always make sure that the
axle is properly supported using jacks or
blocking before attempting to remove it from the
vehicle.
Note: The following procedures are not applica-
ble to the ST-2D, which uses an axle intregal to
the load frame.
Removal:
1. Relieve all pressure from the hydraulic sys-
tem by venting at the breather and/or loosen-
ing the tank cap. Be sure that brake pressure
is relieved.
2. Disconnect the front axle driveline from the
front axle yoke.
3. Disconnect the brake and brake cooling lines
from the wheel ends. Immediately cap or
4. Remove the 8 small bolts (4 each side) and 8
large bolts (4 each side) that secure the axle
to each side of the axle hanger.
ACW00073 i t
5566071301 07-96 101
5. Using either a hoist and sling or a dolly,
lower the axle and place it on blocks or a
maintenance stand.
Note: On the HST-1A there are no hydraulic
lines connected to the front axle, and only 4 bolts
are used to connect it to the axle hanger.
Reinstallation:
1. Using a hoist and sling or a dolly, lift the axle
from the blocks or maintenance stand and set
it in place on jacks under the vehicle.
2. Reinstall the bolts (16) that secure the axle to
each side of the hanger and hand tighten the
nuts at this time.
3. Torque the bolts to specification. Install a
lock nut over the nut on each of the bolts and
torque it to specification.
4. Uncap or unplug the brake and brake cooling
lines and reconnect them.
5. Reinstall the front axle driveline to the front
axle.
Rear Axle
Remove and replace the rear axle as outlined in
the following paragraphs.
CAUTION: Always make sure that the
axle is properly supported using jacks or
blocking before attempting to remove it from the
vehicle.
Removal:
1. Relieve all pressure from the hydraulic sys-
tem by venting at the breather and/or loosen-
ing the tank cap. Be sure that brake pressure
is relieved.
2. Disconnect the transmission to rear axle
driveline.
3. Disconnect the brake and brake cooling lines
from the wheel ends. Immediately cap or
4. Loosen and remove the trunnion caps that
secure the the oscillating cradle to each side
of the power frame.
Note: On the HST-1A and ST-2D, the axle
hanger - oscillation cradle is attached by a trun-
nion cap at the rear and a socket assembly at the
front. Remove the rear trunnion cap and lower
the cradle assembly from the rear and slide
back.
5. Using either a hoist and sling or a dolly,
lower the axle and place it on blocks or a
maintenance stand.
6. To remove the axle from the cradle, remove
the 8 small bolts (4 each side) and 8 large
bolts (4 each side) that secure the axle to
each side of the oscillation cradle.
Reinstallation:
1. Using a hoist and sling or a dolly, lift the axle
from the blocks or maintenance stand and set
it in place on jacks under the vehicle.
2. Reinstall the trunnion caps that secure the
the oscillating cradle to each side of the
power frame and hand tighten at this time.
3. Torque the bolts to specification.
4. Uncap or unplug and reconnect the brake
and brake cooling lines.
5. Reinstall the transmission to rear axle drive-
line to the rear axle.
Tire Demounting And Mounting
Procedures
WARNING: Tire and rim servicing can be
dangerous, and should be done by trained
personnel using proper tools and procedures.
WARNING: Failure to comply with these
procedures may result in faulty positioning
of the tire and/or rim, and cause the assembly to
102 07-96 5566071301
burst with explosive force, sufficient to cause
serious physical injury or death.
Demounting
1. Connect articulation lock to the frame
mounts prior to lifting the vehicle.
2. Attach a Do Not Operate tag to the Off/On/
Start switch.
3. Block wheels not being serviced.
4. Using a jack, hoist, or other suitable method,
raise the vehicle until the wheel to be ser-
viced just clears the ground.
WARNING: Ensure that the method used
to elevate the Scooptram is stable and
capable of raising and supporting the weight. If
the tire being removed is on an oscillating axle,
be sure to block the carrier.
5. Crib or securely block the vehicle before
proceeding with wheel removal.
WARNING: DO NOT attempt to remove
any rim or wheel components such as lugs
or wheel clamps before all pressure in the tire is
exhausted. A broken rim part under pressure can
blow apart and cause severe injury or death.
6. Remove the valve core and exhaust all air
from the tire. Stand clear or to the side dur-
ing deflation.
7. Check the valve stem by running a piece of
wire through the stem to make sure it is not
plugged before proceeding with wheel ser-
vice.
WARNING: DO NOT look into the valve
stem while clearing restrictions.
8. Loosen and remove the wheel lug nuts.
Remove the wheel using a hoist and sling
capable of supporting the load.
CAUTION: Use caution when removing
wheels or heavy rim components. Stand to
one side and keep hands and fingers clear when
using demounting tools. The tool may slip and
cause injury.
9. Demount tire from wheel using accepted
shop practices.
Mounting
Review safety warnings and cautions for dis-
mounting before beginning work.
1. Verify articulation locking bar is secured
between both frame mounts and Do Not
Operate tag is in place on Off/On/Start
switch.
2. Verify all blocking and cribbing is securely
in place.
3. Clean all wheel and hub mounting surfaces.
Remove all dirt, grease or paint before
installing wheel.
4. Replace the wheel using a hoist and sling or
forklift capable of safely supporting the load.
Make sure the valve stem is aligned with any
clearance slot in the axle hub.
5. Install mounting hardware and secure the tire
and rim in accordance with the torque set-
tings specified in Section 3 of the Service
Manual.
6. Once the tire is mounted, remove all cribs
and blocks.
7. Lower the vehicle to the ground, using jacks,
hoists or other suitable method.
8. Remove and stow articulation lock.
9. Remove Do Not Operate tag from Off/On/
Start switch.
As a reference the following illustrations show
cross-sections of the wheels in common use.
5566071301 07-96 103
Type STN or SC earthmover rim double
flange
1. Rim base weldment
2. Bead seat
3. Lock ring
4. Flange
5. O-ring
Type T Grader - industrial construction rim
single flange
2. Lock ring
3. Flange
4. O-ring
Type HTN or HC earthmover rim double
flange or locking wheel flange with or without
heavy duty driver.
2. Bead seat
3. Lock ring
4. Flange
5. O-ring
6. Heavy duty driver
7. Locking wheel flange
Type LW highway rim single flange.
2. Flange
104 07-96 5566071301
Type M earthmover rim single flange.
2. Lock ring
3. Flange
Type HTHM earthmover rim locking wheel
flange with heavy duty driver
2. Bead seat
3. Lock ring
4. Flange
5. O-ring
6. Heavy duty driver
7. Locking wheel flange
Inspection
Inspect wheel components for defects, observing
the following precautions:
1. Clean rims and repaint to prevent corrosion
and to facilitate inspection and tire mount-
ing. Be very careful to clean all dirt and rust
from the lock ring and gutter. This is impor-
tant to secure the lock ring in its proper posi-
tion. A filter on the air inflation equipment to
remove the moisture from the air line helps
prevent corrosion. The filter should be
checked periodically to be sure that it is
working properly. Parts must be clean for a
proper fit, particularly the gutter section
which holds the lock ring in proper position.
2. Periodically check the rim for cracks by
removing all dirt and paint and visually
inspecting. Replace all cracked, badly worn,
damaged, and severely rusted components
with new parts of the same size and type.
Replace a component when condition is in
doubt. Parts that are cracked, damaged, or
excessively corroded are weakened. Bent or
repaired parts may not engage properly.
Note: Additional inspection for cracks using
either dye penetrant or magnetic testing methods
is also recommended. Contact your Atlas Copco
or tire service representative for further infor-
mation.
3. Dont re-inflate a tire that has been run flat
without first inspecting the tire, tube, flap,
rim, and wheel assembly. Double check the
side ring, flange, bead seat, lock ring, and o-
ring for damage and make sure that they are
secure in the gutter before installation. Com-
ponents may have been damaged or dislo-
cated during the time the tire was run flat or
seriously under-inflated.
5566071301 07-96 105
4. Do not, under any circumstances, attempt to
re-work, weld, heat, or braze any rim compo-
nents that are cracked, broken, or damaged.
Replace them with new parts, or spare parts
that are not cracked, broken, or damaged and
which are of the same size and type. Heating
a part may weaken it to the extent that it is
unable to withstand forces of inflation or
operation.
5. Make sure the correct parts are being assem-
bled. If you are not sure about the proper
mating of rim and wheel parts, consult a rim
and wheel chart.
A - Correct
1. Base
2. Side Ring
3. Proper Fit
4. Lock Ring
5. Improper Fit
6. Flange
7. Loose Fit
8. Bead Seat Too High
B - Incorrect
1
1
1
1
1
2
2
2
2
3
3
3
4
4
1
5
7
5
4
8
6
7
A
B
6
8
106 07-96 5566071301
WARNING: Mismatched rim parts are
dangerous!!!
Improper rim selection can cause these operating
problems:
Tire Slippage
Excessive Flexing
Tube Pinching
Overheating
Valve Stem Tear Outs
Sidewall Failure
Ply Separation
Blowouts
Most rims look alike but all vary somewhat in
certain design features. It is these differences
between rims of different types that make part
mixing a hazardous business. A close, proper
fit between rim parts is essential to long tire life
as well as to operating safety.
Very often side-rings, flanges, and lock rings of
different types appear to be properly seated, but
actually wide gaps are present, frequently diffi-
cult to see. The rim cross-sections above show
correct, safe matchings of rim parts, as well as
mismatched rings and bases which almost
always create an unsafe operating condition.
Mounting and Inflating
Observe the following precautions during
mounting and inflation:
Inflate all tires in a safety cage, then use
safety chains or an equivalent restraining
device during inflation. Mis-assembled parts
may fly apart during inflation.
Dont inflate a tire before all components are
properly in place. With the tire in a safety
cage and safety chains or equivalent restrain-
ing devices installed, inflate to approxi-
mately 10 psi (69 kPa). Recheck the
components for proper assembly. If the
assembly is not proper, deflate the tire and
correct the problem.
NEVER hammer on an inflated or partially
inflated tire/rim assembly. If the assembly is
not proper at 10 psi (69 kPa), deflate the tire
and correct the problem. Dont try to seat
rings or other components by hammering
while the tire is inflated or partially inflated.
Properly matched and assembled compo-
nents will seat without tapping. If a part is
tapped, it or the tapping tool may fly out with
explosive force. Check to make sure all com-
ponents are properly seated prior to inflation.
Don't hammer on rims or components with
steel hammers. Use rubber, lead, plastic, or
brass faced mallets if it is necessary to tap
un-inflated components together. The use of
steel hammers may damage the components
being hammered and cause an improper fit.
Never sit on or stand in front of a tire and rim
assembly that is being inflated. Use a clip-on
fitting or connector with an in-line valve so
that the person inflating the tire can stand to
the side of the tire, not in front or in back of
the tire assembly.
Stand clear when using a cable or chain
sling. The cable or chain may break, lash out,
and cause injury.
Never attempt to weld on an inflated tire/ rim
assembly or on a rim assembly with a
deflated tire. Heat from welding will cause a
sudden, drastic rise in pressure which could
result in an explosion with the force of a
bomb. The heat from welding can also cause
deflated tires to catch fire.
Never mix parts of one type rim with those
of another. Mis-matched parts may appear to
ACW00073 i t
5566071301 07-96 107
fit, but when inflated, can fly apart with
explosive force.
Never add or remove an attachment or other-
wise modify a rim (especially by welding or
brazing) unless the tire has been removed
and you have received approval from the rim
manufacturer. Modification or heating of a
rim or one of its parts may weaken it.
Wheel Assembly
1. Install tire on the wheel. Complete assembly
of wheel components.
2. Align driver pockets in bead seat band and
base.
3. Insert driving key into driver pocket on base.
4. Make certain that all parts are properly
aligned before inflation.
5. When properly aligned, the bead seat band
and pocket will move out and lock the drive
key during inflation.
6. Inflate to recommended pressure.
7. Mount completed wheel and tire assembly
on the axle, then tighten lugs to the specified
torque.
8. Remove cribbing or blocks and lower the
vehicle.
9. Check that tire is inflated to the specified
pressure following the applicable precau-
tions listed above.
10. Recheck lug nut torque after first 8 hours of
operation.
Note: Outboard drivers are on those rims used
in high torque and/or low inflation pressure
applications, preventing circumferential move-
ment of the rim components. Rim assemblies
with an M or L near the end of the style
designation (part number) are so equipped.
108 07-96 5566071301
1. Align driver pockets in bead seat band and
base as shown.
2. Insert driving key in driver pocket of base
3. Make certain that all parts are properly
aligned, as shown above, before inflation
4. When properly aligned, the bead seat band
and pocket will move out and lock the drive
key during inflation.
5566071301 07-96 109
Wheel Nut Torque
Wheel nuts must be tightened in an alternating
pattern.
Wheel nuts are to be tightened to the correct
torque upon initial installation or reinstallation
on the vehicle.
Use only Grade 8 wheel nuts and hardened
washers.
Wheel nuts are to be checked for correct torque
every four (4) hours for the first twelve (12)
hours of operation.
Wheel nuts are to be checked for correct torque
every eight (8) hours for the next thirty-two (32)
hours of operation. Thereafter, check wheel nuts
every one hundred (100) hours, or weekly.
Important: Before mounting and torqu-
ing...Remove all paint, dirt and rust from both
sides of wheels at mating surfaces around lug
bolt holes. THESE AREAS MUST BE
CLEAN. Also, clean axle wheel end surfaces
which mate with back side of wheels. Proper
torque cannot be maintained unless these sur-
faces are clean and free of paint, dirt or grease.
Operating Precautions
Observe the following precautions when putting
the Scooptram back in service:
1. Dont use undersized rims. Use recom-
mended rim for tire. Consult catalogs for
proper time/rim matching.
2. Dont overload or over-inflate tire/rim
assemblies. Check your rim assemblies if
special operating conditions are required.
Excessive overload can cause damage to the
tire and rim assembly.
3. Never install a tube in a tubeless tire/rim
assembly when the rim is suspected of leak-
ing. Loss of air pressure through fatigue,
cracks, or other fractures in a tubeless rim
warns you of a potential rim failure. This
safety feature is lost when tubes are used
with leaking rims. Continued use may cause
the rim to burst with explosive force.
4. Always inspect rims and wheels for damage
during tire checks. Early detection of poten-
tial rim failures may prevent serious injury.
5. Never add or remove an attachment or other-
wise modify a rim (especially by heating,
welding, or brazing) unless the tire has been
removed and approval has been received
110 07-96 5566071301
from the rim manufacturer. Modification or
heating of a rim or one of its parts may
weaken it so that it cannot withstand forces
created by inflation or operation.
Recapping
For some applications, recapping tires can be
cost effective alternative to replacement with
new tires. Most tires are generally recappable,
depending on how well they have been inspected
during their service life.
The deciding factor is the severity of the job the
tire must do. Some jobs are too tough for
recapped tires. High speed, overloading, and
long service at low inflation pressure all take too
much life out of the cord body for it to last
longer than the life of one tread.
Tire Storage
The most important factor about tire storage is to
use the tires which have been in stock the longest
period of time.
If tires are to be stored for a considerable length
of time, the ideal condition is a cool, dry, and
dark location, free from air currents. While low
temperatures are not objectionable, high room
temperature (over 26.7 C / 80 F) is detrimental
and should be avoided.
Always keep the floor clean and free of oil and
grease. Rubber quickly absorbs petroleum prod-
ucts and then swells and becomes soft and
spongy.
Particular care should be taken to store tires
away from electric motors as they generate
ozone which causes rapid aging of the rubber.
Keep the storage room dark, or free from direct
sunlight. Windows, if given a coat of blue paint,
will provide indirect lighting in the daytime
which is not injurious.
Atlas Copco Wagner does not recommend the
storage of tires out of doors. Where this is neces-
sary, whether in transit or stationary storage,
tires should be protected from the elements by
an opaque waterproof covering. Such tires
should be inspected before mounting to be sure
they are clean, dry, and free of foreign objects.
Mounting for Storage
When a Scooptram is to be stored for a period of
time, the mounted and inflated tires should be
blocked up to remove the load, and the inflation
pressure should be reduced to l5 psi (1 bar).
Storage of Scooptrams should be under cover, if
possible, and each tire should be protected from
the elements by an opaque waterproof covering.
If it is not possible to block up the Scooptram,
the tire inflation pressure should be increased to
25% above the rated psi for the actual load on
the tire in the storage condition. The tires should
be checked every two weeks for proper inflation.
The surface area under each Scooptram in stor-
age should be firm, reasonable level, well
drained, and free of all oil, fuel, or grease. A 1/4
inch to 3/ 4 inch (6.4-19.1 mm) layer of clean
gravel under each tire is desirable if the area is
not paved. Storage should not be permitted on
blacktop or oil stabilized surfaces.
Tires must be inflated to the proper operating
pressure before returning a stored Scooptram to
service.
Section 6
Frame
W
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Frame Service Manual Wagner Scooptrams
112 10-95 5566071301
Introduction
This section contains removal and replacement
instructions for the following components:
Major components on the Load Frame other
than the power train, hydraulic systems, and
electrical system.
Major components on the Power Frame other
than the power train, hydraulic systems, and
electrical system.
Separating and reconnecting the Load Frame
and the Power Frame.
item can be removed, that item is covered first.
Load Frame
WARNING: Block all wheels, remove the
key from the ignition switch, and place a Do
Not Operate tag on the steering wheel (or lever)
before removing the bucket or boom.
Removing the bucket
Remove the bucket as follows:
WARNING: Depending on the Scooptram
model, the bucket could weigh up to 6800
kilograms (15,000 lbs.). Do not reach or lean
underneath the bucket unnecessarily.
1. Connect chains to the lifting points on the
bucket and to a hoist. Make certain that the
chain lengths are adjusted to lift the bucket
squarely.
2. Disconnect the Stabilizer (dump) cylinder
from the bucket by removing the cylinder-to-
bucket pin.
Note: On vehicles equipped with a Z-bar,
remove the dog bone pin.
3. Take up the slack in the chains with the hoist,
then lift until the hoist is holding most of the
weight of the bucket.
4. Disconnect the bucket from the boom by
removing the two boom-to-bucket pins.
5. Lift the bucket away from the vehicle and set
it down so that it is securely supported.
Replacing the bucket
Reinstall the bucket in the reverse order of
removal.
Removing the boom
Remove the boom as follows:
model, the boom could weigh up to 5670
kilograms (12,500 lbs.). Do not reach or
lean underneath the boom unnecessarily.
1. Hydraulically raise the boom high enough to
have access to the hoist cylinder-to-boom
pins.
2. Connect chains from the lifting points on the
boom to the lifting hoist hook. Make certain
that the chain lengths are adjusted to lift the
boom squarely.
3. Take up the slack in the chains with the lift-
ing hoist, then lift until the hoist is holding
most of the weight of the boom
4. Disconnect the vehicle hoist cylinders from
the boom by removing the cylinder-to-boom
pins.
5. Disconnect the boom from the Load Frame
by removing the boom-to-load frame pins.
6. Lift the boom away from the vehicle and set
it down so that it is securely supported.
Replacing the boom
Reinstall the boom in the reverse order of
removal.
ACW00073.pict
ACW00073.pict
ACW00073.pict
Wagner Scooptrams Service Manual Frame
5566071301 10-95 113
Separating and Reconnecting the
Load and Power Frames
WARNING: Remove the ignition key, and
place a Do Not Operate tag on the steering
wheel (or lever) before separating the Load
Frame and the Power Frame.
Separating the Load Frame from the Power
Frame
In order to separate the Load Frame and the
Power Frame all tension must be removed from
the articulation joint. Separate as follows:
1. Place blocks in front of and behind all
wheels.
lic system.
3. Disconnect or remove the midship driveline.
4. Install maintenance stands at the rear of the
Power Frame. Adjust until they are tight
against the frame.
5. Attach chains to the lifting points on the
Load Frame and take enough strain with the
lifting hoist to raise the front end of the
Power Frame.
6. Place a maintenance stand under the front of
the Power Frame and lower the vehicle.
7. Disconnect the hydraulic lines between the
Load and Power Frames. Immediately cap or
plug each line and connector.
8. Disconnect the steering cylinders from the
Load Frame by removing the cylinder-to-
load frame (stem end) pins.
9. Perform either of the following:
(a) Place a dolly capable of carrying the
weight of the Load Frame under the
back of the frame. If the vehicle is
not on a concrete surface, place a
steel sheet on the ground on which to
roll the dolly. The steel sheet must be
of sufficient size to allow the Load
Frame to move forward approxi-
mately 1 meter (3 feet).
(b) Position a hoist over the front of the
Load Frame. The hoist must be capa-
ble of carrying the weight of the
Load Frame, and must be capable of
moving approximately 1 meter (3
feet) with the Load Frame. Rig a
sling to lift the frame.
13. Adjust the height of the dolly or hoist so that
the weight is removed from the articulation
joint.
Trunnion Cap Design
ST-7.5Z and ST-15Z
Remove trunnion caps.
Solid Hinge Design
ST-2D, ST-3.5, ST-6C and ST-8B
Remove the bolts that attach the articulation pin
to the hinge plate
to the pin retaining caps and remove the pin.
Note: With some pin designs, the articulation pin
does not bolt directly to the hinge plate. The
retaining cap uses two sets of bolts, one set
attaches the retaining cap to the pin and the
other set attaches the retaining cap to the hinge
plate.
14. Remove the blocks from the Load Frame
wheels.
15. Move the Load Frame forward approxi-
mately 1 meter (3 feet).
114 10-95 5566071301
16. Place blocks in front of and behind the Load
Frame wheels.
17. Securely support the back of the Load Frame
frame with a maintenance stand or wooden
blocks.
Reconnecting the Load Frame and the Power
Frame
Reconnect the Load Frame and the Power Frame
as follows:
Note: This procedure assumes that the vehicle is
in the same condition and position as at the end
of the frame separation procedure.
1. Remove the maintenance stand or wooden
blocks from beneath the back of the Load
Frame.
2. Remove the blocks from in front of and
behind the Load Frame wheels.
3. If trunnion cap design, move the Load Frame
backward until aligned with the articulation
pins.
4. Install the trunnion caps and torque to speci-
fication.
5. If solid hinged design, move the Load Frame
backward until the articulation bores are
roughly aligned.
6. Adjust the height of the rear of the Load
Frame as necessary for proper articulator pin
alignment.
7. Place blocks in front of and behind the Load
Frame wheels.
8. Insert the lower articulation pin. Re-install
the pin retaining cap. Lubricate each articu-
lation pin and retaining cap bolt, and screw
in all bolts. Do not tighten.
plate.
9. Check the positions of all articulation pin
caps If both pins and all caps are in proper
position, properly torque the bolts according
to specification.
10. Remove the dolly and its fittings from
beneath the Load Frame or remove the hoist
and its fittings from the frame.
11. Replace the midship driveline.
12. Reconnect the steering cylinders.
13. Unplug and reconnect the hydraulic lines.
14. Remove the maintenance stands from
beneath the Power Frame.
15. Make sure the parking brake is set.
16. Remove all blocks from all wheels.
5566071301 10-95 115
Articulation Pins
Atlas-Copco Wagner Scooptrams use taper roller
articulation pins. Installation and removal of the
articulation pins may vary somewhat, depending
the vehicle model and specific pin design. How-
ever, the general instructions below should be
sufficient for removal and installation.
.
1. Bearing Cup
2. Bearing Cone
3. Lip of Seal to Point Pout
4. Bearing Cup
5. Bearing Spacer Ring
1
4
5
2
3
116 10-95 5566071301
Trunnion Cap Design
ST-7.5Z and ST-15Z
Removal
1. Remove the trunnion caps.
2. Separate the power and load frames.
Installation
With the trunnion cap design, removal of the
articulation pins is not required, unless replace-
ment of the bearing assembly is necessary. If the
pin is removed, the order of pin removal and
installation (i.e. upper or lower) does not matter.
1. Press insert ring (3) into bore. Ensure that
vertical groove on outside of insert is aligned
with grease hole in hinge plate bore.
Note: If freeze fitting insert for easy installation,
install two or more bolts with flat washers on
underside of hinge plate to prevent insert from
falling out.
Note: Removal of insert is not necessary when
replacing bearings, unless insert shows indica-
tion of wear or damage.
2. Install seals (13) into grooves in bearing
retainer plates (4). Lip should point out of
joint.
Note: Not applicable to all assemblies.
3. Press bearing cup (or race) into insert.
Note: If freeze fitting bearing cup for easy instal-
lation, install bearing retaining plate with two or
more bolts on underside of hinge plate to prevent
bearing cup from falling out.
4. Press one bearing cone onto pin as shown in
Detail B. Make sure it is seated on pin shoul-
der. Pack cones with grease before assembly.
5. Press spacer supplied with bearing assembly
onto pin and seat on cone installed in step 4.
6. Press remaining bearing cone onto pin as
shown in Detail B.
Important: Bearing cone, cup and spacer are
supplied as assemblies and are factory matched
sets by serial number. Parts must not be mixed
between assemblies.
7. Slip pin into bore until seated on cup.
Note: The pin may need to be supported at this
stage.
8. Slip small spacer (5) onto pin with beveled
edge toward bearing.
9. Slip large spacer (6) onto pin with beveled
edge toward top of pin.
10. Bolt retainer plate (7) onto pin assembly
using washer and bolt (11, 12). Torque to
specification (See Appendix) using loctite
242 on clean threads.
11. Slide upper bearing retaining plate (4) over
pin and bolt onto hinge using bolt, washer,
and nut (8, 9, 10). Torque to specification
(See Appendix) using loctite 242 on clean
threads.
12. Bolt lower bearing retaining plate (4) onto
hinge using bolt, washer, and nut (8, 9, 10).
Torque to specification (See Appendix) using
loctite 242 on clean threads.
Note: Exact order of steps 4 through 12 may
vary slightly, depending on style of pin assembly
and the skill of the maintenance personnel.
13. After completing both pin assemblies,
remove trunnion caps from power frame and
align pins and trunnion cap bores. Loosely
install trunnion caps. Align hinge plates until
both A and B dimensions are equal
within 2 mm.
14. Torque trunnion cap bolts per specification
100-4500-001-M. Use C-670 on bolt threads
and washer before assembly.
5566071301 10-95 117
Important: Use only those torque specifications
called out for use with C-670. Do not use dry or
lubed bolt torque specifications.
Solid Hinge Design
ST-2D, ST-3.5, ST-6C and ST-8B
Removal
to the hinge plate
to the pin retaining caps and remove the pin.
Installation
With the solid hinge design, removal of the artic-
ulation pins is required to separate the load and
power frames. Removal of the bearing cup (and
insert) is not required unless replacement of the
bearing assembly is necessary. The order of pin
removal (i.e. upper or lower) does not matter.
However, during installation, the lower pin
should always be installed first.
1. Press insert ring into bore. Ensure that verti-
cal groove on outside of insert is aligned
with grease hole in hinge plate bore.
Note: If freeze fitting insert for easy installation,
install two or more bolts with flat washers on
underside of hinge plate to prevent insert from
falling out.
2. Press bearing cup (or race) into insert.
Note: If freeze fitting bearing cup for easy instal-
lation, on underside of hinge plate to prevent
bearing cup from falling out.
3. Install bearing retaining plate and bolt into
place. Torque to specification (See Appen-
dix) using loctite 242 on clean threads.
4. Stretch and secure o-rings over bosses on the
power frame for later installation.
Note: Use wire formed hooks to position o-ring.
5. Repeat steps 1 through 4 for upper pin
assembly.
6. Align the articulation joint bores.
7. Insert one bearing cone into the bearing cup.
Pack cone with grease before assembly.
8. Insert pin into bore until seated on cup.
9. Press spacer supplied with bearing assembly
onto pin and seat on cone installed in step 7.
10. Press remaining bearing cone onto pin.
Important: Bearing cone, cup and spacer are
supplied as assemblies and are factory matched
sets by serial number. Parts must not be mixed
between assemblies.
11. Bolt pin onto the hinge plate. Torque to spec-
ification, using loctite 242 on clean threads.
Important: On the ST-3.5 and ST-6C check that
bearing retaining plate bolts are flush with the
plate. Remove excess material from bolts if not.
Galling will occur, leading to o-ring failure.
Failure of the o-ring allows entry of dust and
dirt into the articulation joint, shorting operat-
ing life.
12. Bolt pin retaining cap (7) onto pin assembly
specification, using loctite 242 on clean
threads.
plate.
13. Install o-rings.
14. Repeat steps 7 through 10 for the upper pin
assembly.
15. Bolt pin retaining cap (7) onto pin assembly
specification, using loctite 242 on clean
threads.
118 10-95 5566071301
16. Measure and record the space between the
shoulder of the pin the bottom of the lower
insert.
17. Install combination of shims that measure
within 0.127mm (.005 inch) of above mea-
surement.
Note: Loosen bolts securing pin retaining cap to
pin far enough to allow installation of shims. On
some units, retaining cap must be removed to
install shims.
18. Bolt pin to the hinge plate. Torque to specifi-
cation, using loctite 242 on clean threads.
Note: Exact order of steps 7 through 12 may
vary slightly, depending on style of pin assembly
and the skill of the maintenance personnel.
Stops
Atlas-Copco Wagner Scooptrams are designed
for the weight of the load to be carried against
the stops.
Note: Vehicles equipped with Ride Control are
designed so that the load may be carried off the
stops without the following problems occuring.
Digging operations should always be performed
with the boom resting on the stops, whether or
not the vehicle is equipped with Ride Control.
Improper operating technique or worn, missing,
or improperly installed stops can result in a num-
ber of problems.
The most common problems related to missing
or defective stops are:
Blown or leaking seals.
Cylinder seals leaking.
Cylinder barrel failure.
Main control valve seals leaking.
Structural damage.
All vehicles are shipped from the factory with
stops installed. Spare or replacement buckets are
not however, and stops will have to be installed
at the mine. When installing a new bucket, be
sure to verify stop positioning. A slight misalign-
ment can cause damage.
When the vehicle is being operated without
stops, stops that are hammered out, or improp-
erly installed stops, the load will be supported by
the cylinder barrel, load frame, boom, or a com-
bination of the three. If the stops are missing or
badly worn, the cylinder stem can bottom out in
the barrel. With the load supported by the barrel,
any vertical movement of the load (such as
occurs during travel) will cause the piston to
pound the base of the barrel. This will ultimately
result in failure of the cylinder, particularly at the
weld around the end cap and possibly at the cyl-
inder mount as well.
Steering Stops
The steering stops are installed to limit travel of
the steering cylinders to prevent them from bot-
toming out in either direction. The stops also
keep the bogie and chassis from hitting each
other and causing damage.
Oscillating Axle Stops
The oscillating axle stop limits the oscillation of
the rear axle 8 - 10 (depending on the vehicle)
in each direction.
Bucket Rollback Stops
The purpose of the bucket rollback stop(s) is to
limit travel of the stab cylinder and prevent it
from bottoming out. The stop(s) also help pre-
vent the operator from stressing the boom arms,
which can lead to cracking.
Bucket Rollover (Dump) Stops
The purpose of the bucket rollover stop(s) is to
limit travel of the stab cylinder and prevent it
from over extending. The stop(s) also help pre-
vent boom arm cracking, which can result from
5566071301 10-95 119
the operator slamming the bucket against the
arms.
Bucket Stops (Pads)
On vehicles with a Z-bar arrangement (ST-7.5Z
and ST-15Z) a pad is located on the bar to act as
bucket a stop. The purpose of the rear bucket pad
is to prevent the dump cylinders from bottoming
out when the bucket is fully lowered. These
stops are welded into position at the factory.
Boom Stops
The purpose of the boom stop(s) is to prevent the
boom cylinders from bottoming out when the
boom is fully lowered. They also provide protec-
tion to both the boom arms and the load frame.
These stops are welded into position at the fac-
tory.
Inspection and Maintenance
Every 100 hours, all stops must be inspected.
Look for worn or missing stops. When wear is
evident, measure the contact surface of the stop.
Allowable gap:
If the contact surface of a stop exceeds allowable
wear, repair or replace the stop.
Note: Another method for determining stop wear
is to raise the boom a few feet and roll the bucket
back until the dump cylinder bottoms. Then mea-
sure the distance from the front of the cylinder
barrel to the end of the stem. Roll the bucket for-
ward, lower the boom to the stops, then roll the
bucket back to its stops. Measure the distance
from the front of the barrel to the end of the cyl-
inder stem and compare the two measurements.
The dimension taken with the bucket against the
stops should exceed the first measurement by at
least 1/32 inch (.8 mm).
If a stop is found missing, do not operate the unit
until a new stop has been installed.
Check to make sure that the welds on the stops
are not cracked. If cracked, repair crack by:
remove old weld by air-arcing or scarfing
preheating material to 120-150 C (250-
300 F) to remove moisture
re-weld using a low hydrogen weld rod
(7018 or equivalent)
Check to make sure stops always make good and
full contact.
Check that the dump and rollback stops hit the
boom at the same time when dumping or rolling
the bucket back.
WARNING: When working around an
elevated boom, ALWAYS make sure the
boom is securely blocked.
Installation
General Positioning
When installing new stops, always position them
in the same basic location as installed by the fac-
tory. These locations have been determined to be
the most effective for that machine.
Final Positioning
Steering Stops
The best method for properly positioning a steer-
ing stop is to measure the center-to-center dis-
tance between the axles with the vehicle fully
articulated. This distance cannot be greater than
12.7 mm (1/2 inch) than the vehicles specified
distance.
Steering Stops
3.2 mm (1/8 inch)
Bucket Dump Stops
1.6 mm (1/16 inch)
1.6 mm (1/16 inch)
Boom Stops
3.2 mm (1/8 inch)
ACW00073. pi ct
120 10-95 5566071301
Important: This distance cannot be less than
the specified distance.
Oscillating Axle Stops
To determine the final position, place the vehicle
on support stands to allow free movement of the
axles. Move (oscillate) the axle upward, in
accordance with the angle specified (See Appen-
dix). Install the stops, ensuring that full contact
is made across the mating surfaces of the stop
and axle.
ST-3.5, ST-6C, and ST-8B
With the general location established:
1. With the boom lowered on its stops, fully
retract the cylinder.
2. Extend the cylinder stem 9.5 mm (3/8 inch)
to 12.7 mm (1/2 inch).
3. Place the stop(s) so that complete surface to
surface contact occurs between the bucket
and the stop and tack weld in place.
4. Reposition the boom and bucket and weld in
place. Make sure that the boom and bucket
are properly supported.
Note: This additional amount of rod travel, with
the boom and bucket on their stops, prevents the
piston from bottoming and allows for a reason-
able period of wear on the stops.
5. With this position established, check that the
dump cylinder does not contact the boom. If
it does, extend the stem until barrel contact is
eliminated and adjust the stops accordingly.
ST-7.5Z and ST-15Z
1. With the boom lowered on its stops, roll the
bucket back.
2. Extend the cylinder stem until the distance
between the cylinder face and the centerline
of the stem end pin (at Z-bar) measures 836
mm (33 inches).
3. Place the stop(s) so that complete surface to
surface contact occurs between the bucket
and the stop and tack weld in place.
ST-2D
1. With the rollback stops removed, lower the
boom on its stops and fully retract the stabi-
lizer cylinder.
2. Move the bucket slightly forward by hand,
pushing from the backside of the bucket.
3. Place the stop(s) so that they rest completely
flat on the boom arm(s) and tack weld in
place.
Note: The dump cylinder should still be bot-
tomed out.
Bucket Rollover (Dump) Stops
1. Fully raise the boom.
WARNING: When working around an
elevated boom, ALWAYS make sure the
boom is securely blocked.
2. Using a protractor, roll the bucket forward
until it is at the specified angle. (See Appen-
dix for angles.)
3. Insert the stop(s) so that complete surface to
surface contact occurs between the boom and
the stop and tack weld in place on the bucket.
ACW00073.pict
5566071301 10-95 121
Note: On the ST-7.5Z and ST-15Z, the stops are
placed on the Z-bar.
place.
Bucket Stops (Pads)
Relocate stops at existing pad position and weld
into place.
Boom Stops
ST-2D
The boom stops on this vehicle are located on
the sides of both the boom and the side plates.
ST-3.5 and ST-6C
The boom stop on these vehicles is a steel plate
located on top of the axle housing. The entire
stop plate can be replaced by cutting out the
worn plate and rewelding in a new one.
ST-7.5Z
The boom stops on this vehicle are located above
the axle housing, on either side of the boom.
When replacing, install the stops so that they are
square with the side plates and the axle housing.
ST-8B
The boom stop on these vehicles is a steel arch
located on top of the axle housing. When
replacing, install the stop so that it is square with
the side plates and the axle housing. The boom
should make contact at only one point on each
side. As the stop wears, the point of contact will
increase.
Flush Contact
Once the final stop position is established, shape
and orient the stop(s) so they will make contact
along the full mating surface of the frame or
mating stop. Stops that have less than full sur-
face contact will have more rapid wear and
required more frequent replacement.
122 10-95 5566071301
Section 7
Hydraulics
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Hydraulics Service Manual Wagner Scooptrams
124 07-96 5566071301
Hydraulic System
This section covers the theory of operation;
description of common components (reservoirs,
hoses, tubes, cylinders, etc.) found in a typical
vehicle hydraulic system; and general mainte-
nance and troubleshooting information.
Also included are descriptions of specific
hydraulic systems found in the Atlas-Copco
Wagner Scooptram family.
Instructions for the proper removal and replace-
ment of key components are provided.
Theory of Operation
The primary purpose of the hydraulic system is
to transmit power from the engine to the various
working and control systems on the vehicle.
Standard System
Most vehicles use a fixed-displacement hydrau-
lic pump with open-center valves. Starting the
engine drives the pump. With no control func-
tions operating, hydraulic fluid (oil) flows freely
through the system and back to the hydraulic
tank. System pressure is minimal.
Operating a control activates the applicable
valve(s) in the system. The valve(s) then re-
directs oil to the component to be actuated.
When the component being actuated reaches its
limit of travel, system pressure increases until
the main relief valve lifts. Oil is then directed (at
minimal pressure) back to the hydraulic tank.
Pressure on the pump side of the relief valve
remains at the level designated by the relief
valve setpoint, until the control is repositioned.
Load Sensing System
Some model vehicles (ST-2, ST-15Z) use vari-
able displacement axial piston pumps with a
swashplate design. It is designed to lower the
power demand on the engine and transmission.
With the vehicle shutdown, the swashplate is
normally held at maximum swivel angle by a
spring.
When the vehicle is started, system pressure
works in the load sensing valve against a set
spring. When system pressure overcomes the
spring force, the load sensing valve spool shifts,
allowing system pressure into the control piston,
through a variable orifice. This causes the pump
swashplate to move to a regulating point suffi-
cient to maintain standby pressure and provide
lubricating fluid flow.
When the hydraulic system is activated, the load
sensing valve allows a proportional increase in
flow to the control piston, due to a constant pres-
sure drop across the variable orifice. This keeps
the pump output pressure just slightly above the
required load pressure. Only the amount of fluid
necessary to satisfy load conditions is delivered.
If the load condition is such that no flow is
required, only cooling and lubricating fluid is
delivered. Power usage and heating of the
hydraulic fluid are thus kept to a minimum.
When system pressure falls below the compen-
sator setting, spring force returns the spool back
to its normal position, draining the control piston
to the pump case. The load sensing valve then
regulates pump pressure.
Pumps
Hydraulic fluid flow is supplied to the working
cylinders by a pump.
Atlas-Copco Wagner vehicles are usually
equipped with one of two types of pump. Most
vehicles use a fixed-displacement gear pump.
Wagner Scooptrams Service Manual Hydraulics
5566071301 07-96 125
An axial-piston variable displacement pump is
also used on some vehicles.
Hydraulic Gear Pumps
Most vehicles typically have three systems
requiring a hydraulic pump; steering, dump/
hoist, and braking. The pump converts mechani-
cal energy from an engine or electric motor into
hydraulic energy.
Note: A fourth system, transmission/converter
oil pressure, also makes use of a gear pump and
is usually located on the converter, along with
the hydraulic system pumps.
Wagner uses single and tandem hydraulic gear
pumps, depending on the application. A tandem
pump (i.e., with two pumping sections) is usu-
ally plumbed so one section supplies a desig-
nated system (e.g., the steering system) while the
other section supplies a second (the dump or
brake) system. A second, single stage pump pro-
vides flow for the remaining system. Refer to
your parts book to determine the exact configu-
ration of your vehicle.
Note: In the following descriptions of the vari-
ous hydraulic systems (steering, dump/hoist,
brake) and components, pumps will be referred
to by the specific function they fulfill.
Axial Piston Pump
The pump consists of a housing, cylinder barrel,
pistons and shoes, port plate, drive shaft, swash-
plate, control piston, shaft seal and compensator
control.
Rotation of the drive shaft causes a linear piston
movement as the piston shoe slides along the
tilted swashplate.
As the piston retracts in the cylinder bore, fluid
fills the developing vacuum cavity from the suc-
tion port via the suction kidney in the valve
plate.
At maximum retraction of the piston, shaft rota-
tion causes the piston to go beyond the suction
kidney and begin communication with the pres-
sure kidney. Continuing rotation then extends
the piston into the cylinder bore, forcing fluid
into the pressure port.
The stroke length of the piston is directly related
to the swashplate angle, which swivels to pro-
vide stepless flow adjustment.
Starting New Pumps
Make certain that the entire hydraulic system is
clean.
Fill hydraulic reservoir to proper level with rec-
ommended grade of hydraulic fluid.
Bleed air from the pump suction lines by loosen-
ing the connections at the pump inlets and allow
the lines to gravity fill. Do the same for the case
drain lines.
Start the vehicle and run at idle for several min-
utes, without actuating any of the hydraulic sys-
tems.
Note: A new pump and system should not be
started and immediately operated at full speed
or pressure. The recommended procedure is to
gradually speed up to approximately one-half
operational speed or a minimum of 1,000 rpm at
minimum pressure.
126 07-96 5566071301
Cycle the cylinders to work air out of the system.
Do not run the system over the relief valve.
Re-fill the hydraulic tank.
Note: Tank will most likely require re-filling
after each set of cylinders is cycled.
Shut down the vehicle and re-connect the accu-
mulator charging valve.
Re-start the vehicle and set the pilot and relief
valve pressures.
Perform preliminary checks for air entrapment,
loose connections, leaks, etc.
Low Temperature Starting
Relatively hot oil should never be introduced
into a cold pump. Pump seizure may occur from
unequal expansion rates. Fluid temperatures 22
C (40 F) above the surface temperature of the
pump upon introduction of the fluid should be
avoided. To prevent damage from internal cavi-
tation, it is important on cold starting that no
load be placed on the pump until the fluid has
achieved minimum viscosity requirements.
The use of proper hydraulic fluids is especially
important with low temperature starting condi-
tions. A fluid suitable for low temperature start-
ups should have a pour point at least 11 C (20
F) below the lowest anticipated ambient temper-
ature, and should also have a maximum viscosity
of 5,000 SUS at that temperature.
Where environmental conditions make this
impractical, it is advisable to resort to artificial
heating of the hydraulic fluid. If electrical heat-
ing units are employed, it is recommended that
the unit having a maximum rating of approxi-
mately 10 watts per square inch be used and that
the maximum warming temperature for the oil
be set at 10 C (50 F). The hydraulic pumps
will adequately handle the recommended fluids
at this temperature. Further heating of the oil is a
waste of electricity and additional heating will
be accomplished by the normal operating of the
vehicle.
Cylinders
The cylinder does the work of the hydraulic sys-
tem. It converts the fluid power from the pump
to the mechanical power. Cylinders are the
arms of the hydraulic circuit.
Double-acting cylinders provide force in both
directions. Hydraulic fluid enters at one end of
the cylinder to extend it, and at the other end to
retract it. Oil from the unpressurized end of the
cylinder returns to the hydraulic tank.
Steering Cylinders
The steering cylinders are double-acting cylin-
ders which provide force in both directions.
Stabilizer (Dump) Cylinder
The dump cylinder is a double-acting cylinder
with a chrome stem, one-piece screw on piston
with self-locking nut, and is able to withstand
pressures up to 3000 psi (20600 kPa).
Hoist Cylinders
The hoist cylinders are double-acting cylinders
which provide force in both directions.
5566071301 07-96 127
A. Charging
B. Discharging
1. Nitrogen Pre-Charge (1200 PSI)
2. Oil In
3. Lower Housing
4. Oil Out
5. Piston
6. Upper Housing
7. Air Valve
Accumulators
Hydraulic accumulators are used to store energy
and maintain a smooth flow of oil to the brakes
during vehicle operation.
The number of accumulators and their size
depends upon vehicle model and application.
The larger the machine the more the volume of
oil required to activate the braking system. Vehi-
cles equipped with the SAHR brake system have
one master accumulator. Vehicles using wet-disk
braking will have a master accumulator and a
front and rear brake accumulator.
The accumulator consists primarily of a shell,
piston, air valve, and seals. The area above the
piston is precharged with dry nitrogen gas to
approximately 1200 psi (8300 kPa).
When the accumulator is charging, oil at system
pressure enters the chamber below the piston.
This pressure acting on the bottom of the piston
moves the piston up. As the piston travel up, the
nitrogen gas compresses, increasing the charge
pressure above the piston. The piston will be
forced up until the pressure on both sides of the
piston are equal.
This oil will remain at this pressure until a fluid
path is opened. Opening a fluid path (such as
operating the park brake valve) reduces the pres-
sure below the piston. The higher pressure above
the piston will now move the piston down until
the pressure on both sides of the piston is equal.
A
B
1
2
6
3
7
5
4
128 07-96 5566071301
The downward movement of the piston will pro-
vide flow in the system until the fluid path is
closed, or the piston bottoms in the shell.
The accumulators should be checked during
vehicle overhaul to assure proper precharge
pressure is available. An accumulator with low
or no precharge will cause excess cycling of the
accumulator charging valve and excess tempera-
ture in the hydraulic system.
Accumulator Pre-Charge
1. High Pressure Fill and Check Valve
2. Free Piston
3. To Hydraulic System
4. Packing
A piston-type pneumatic accumulator uses dry
nitrogen to precharge the cylinder and store
energy. This energy is used to operate the vehicle
brakes if a failure occurs in the brake hydraulic
system.
The accumulator must be precharged with dry
nitrogen to a pressure of 1200 psi (8300 kPa) to
operate. Pre-charging is performed at the factory
and should not be necessary in the field. Accu-
mulators that undergo repair or replacement will
be charged in the field.
Important: Use dry nitrogen only to precharge
the accumulator. Dry nitrogen does not mix with
oil. It is non-combustible. It will not cause oxi-
dation or condensation within the accumulator
and is not harmful to the piston seal. Do NOT
use air or any combustible gas as these may
cause oxidation and condensation. Oxidation
and condensation are harmful to the oil piston
seal and the accumulator.
Note: When pre-charging an accumulator on the
vehicle make sure the oil side of the accumulator
has zero pressure. Operate the vehicle brakes
while charging the accumulator to bleed off oil
pressure and ensure that the accumulator piston
goes to the oil end of the accumulator.
The accumulator has a free floating piston which
separates the oil from the nitrogen gas. Packing
is used to prevent any leakage past the piston.
1
2
3
4
5566071301 07-96 129
Accumulator Charging Valve
1. To Accumulator(s)
2. Outlet
3. To Tank
4. Relief Valve
5. Air-Bleed and Start-Up Valve
6. Inlet
7. Gauge
8. Ventable Priority Control Valve
9. Charge Valve
The main purpose of this valve is to control the
charging rate of the accumulators. It keeps the
accumulators charged between 1600 psi (11000
kPa) to 2000 psi (13800 kPa) for safe and effec-
tive braking.
As oil is used in the brake system, the accumula-
tor pressure drops. When it falls below 1600 psi
(11000 kPa), the charge valve will re-charge the
accumulators back to 2000 psi (13800 kPa).
The Wagner charge valve consists of four (4)
cartridge valves within a valve body. This allows
repair and maintenance of the valve without
removing the complete valve body.
The first cartridge valve is the air bleed and
start-up valve. This valve will reduce power
requirements and facilitate pump priming during
start-up.
1 2
4
3
8
6 7
5
9
130 07-96 5566071301
The second cartridge valve is the main relief
valve. This valve is pre-set (ref. Specification
table in Appendix) for over-pressure protection
of the system.
The third cartridge valve is the priority flow con-
trol valve. The priority valve has a fixed orifice
(2-3 gpm / 7.6-11.4 liter/m) that controls the pri-
ority flow of oil to the accumulators.
The valve will not bypass oil through the out
port unless priority flow is satisfied. Once prior-
ity flow is satisfied, all excess oil is bypassed to
the out port, except when the vent pilot port is
open to tank.
When the vent pilot port is open to tank, all
pump flow is diverted to the out port. The vent
pilot port is open and closed to tank by the
charge valve.
The fourth cartridge valve is the charge valve.
This valve regulates the pressure at which the
accumulators are charged (kick-in 1600 psi /
11000 kPa to kick-out 2000 psi / 13800 kPa).
This valve is pre-set from the factory, but can be
adjusted to fine tune the system or be used in a
system with different pressure requirements by
adjusting the kick-out pressure. The kick-in
pressure will automatically follow 20% below
kick-out.
Tank and Filters
Hydraulic Reservoir (Tank)
The hydraulic tank has several functions in the
hydraulic system:
Stores hydraulic oil.
Cools hydraulic oil.
Allows air to separate from the oil.
Allows contamination to settle to the bottom
of the tank.
Contains the suction line filter.
Is equipped with a filter/breather check valve
assembly to maintain back pressure in the
tank to 5 psi (34 kPa). This helps force the
oil to the suction side of the pumps.
Oil Filters
Despite utmost care in the handling and dispens-
ing of the hydraulic fluid it is probable that some
foreign particles will find their way into the
hydraulic fluid. Because such particles are apt to
be abrasive in nature and will detract from both
the operation and life of the hydraulic pumps,
motors and valve, Atlas-Copco Wagner always
incorporates filter(s) in its hydraulic systems.
The actual placement of the filter in the system
to achieve maximum filtering efficiency depends
entirely on the circuit design. Correspondingly,
periodic replacement of fully contaminated filter
media must be made to maintain overall effi-
ciency.
25
PSI
P
5566071301 07-96 131
Internal Filter Cartridge with Indicator
A 25-micron hydraulic oil suction filter is
located in the hydraulic tank. Oil being stored in
the hydraulic tank must pass through this filter
prior to entering the system pumps to prevent
damage.
When the filter indicator shows in the change fil-
ter area, the filter should be replaced.
Maintaining a clean hydraulic system is impor-
tant.
Contaminated oil can score or completely freeze
a precisely fitted valve spool.
Dirty oil can ruin the close tolerance of finely
finished surfaces.
A grain of sand in a tiny control orifice can put a
whole machine out of operation.
Dust from the surrounding air is a major source
of contamination. Another source of contami-
nants is the vehicle itself. During normal opera-
tion, the vehicle generates burrs, dust and chips
from metal to metal contact between moving
parts.
A properly maintained oil filter can save signifi-
cant cost by preventing premature equipment
failure and replacement.
Off-line Hydraulic Filter
Atlas-Copco Wagner sometimes uses off-line
hydraulic filter(s) to provide partial flow filtra-
tion of hydraulic oil. The filter can be plumbed
into any of the hydraulic systems. The filter is
equipped with a 25 psi (170 kPa) bypass relief
valve as well as a visual restriction indicator.
The filter elements require changing when the
indicator shows red, and is serviced with two (2)
filter elements.
However, unnecessary replacement of filter ele-
ments is wasteful. Wagner incorporates restric-
tion indicators into its filter installations to help
you determine when a filter needs replacement.
The actual time between replacements fairly
well up to the operator or maintenance
mechanic.
Hoses and Tubing
Hydraulic fluid flows to the various working and
control components through fixed tubing and
flexible hoses. Hydraulic fluid leaks and the
entry of dirt and other foreign matter most often
occurs with these hoses, tubing and their fittings.
In order to prevent leakage, vibration, and abra-
sion of lines and hoses, and also to provide a
neat, orderly hydraulic system, certain rules
should be followed when replacing hoses and
lines.
Replace lines and hoses in the same posi-
tions they were before removal. The routing
of hydraulic lines has been planned to pre-
132 07-96 5566071301
vent exposure to excessive vibration and
abrasion. Many problems can be avoided by
installing lines in the same position when-
ever replacement becomes necessary.
Avoid sharp bends in hoses and tubing.
Sharp bends in hydraulic lines act as restric-
tions and will cause overheating.
When a hose line must be bent for installa-
tion, always check the minimum bend radius
with the manufacturers catalog. If the manu-
facturers specification is not available,
avoid bending the hose to a radius smaller
than ten times the outside diameter of the
hose.
In areas where hose flexing will occur during
operation of the equipment, a larger mini-
mum bend radius is necessary.
When installing tubing or piping, the ideal
bend radius is 2 1/2 to 3 times the inside
diameter.
Keep lines as short as possible. The longer
the line, the more the internal resistance.
Therefore, avoid replacing lines with new
ones that are longer than the originals. Do
not try to shorten lines so that you must use
sharp bends to make them reach the point of
connection. Measure the original line care-
fully. Then replace it with a line of the same
length.
Hoses can decrease in length a small amount
when pressurized. Therefore, never cut a
hose so short that when it is installed it has
no bend whatsoever. Allow a slight bend so
that the hose can shorten in length when it is
pressurized.
Use proper clamps, adapters, and fittings. If
brackets are not used to support hoses as rec-
ommended by the manufacturer, abrasion
will result from hoses rubbing against each
other and against various parts of the equip-
ment. This shortens the life of the hoses,
resulting in premature replacement.
Be sure that hose clamps are the correct size.
A loose clamp is no better than no clamp at
all. The hose can move back and forth in a
loose clamp, causing abrasion. Be sure to use
only recommend fittings. If the fittings do
not match the hoses exactly, restriction or
leakage will result.
Always use the proper tools. Never use tools
such as a pipe wrench on hose or tubing fit-
tings. Instead, use flare nut wrenches when
possible, and when they are not available,
use an open end wrench of the correct size.
Do not over-tighten fittings. If you tighten
them the proper amount, they will seal and
not leak. Never attempt to keep them from
leaking by using sealing compounds.
Always cap or plug a line or hose and the fit-
ting from which it was removed whenever
you disconnect them.This is the best method
for preventing the entrance of dirt into the
system. Never use rags or waste material for
plugging lines or components of the system.
Lint can be just as harmful as other types of
dirt.
Assembling Fittings to Hoses
Normally, hydraulic hose fittings last longer than
hydraulic hoses. Therefore, hose and fitting
manufacturers produce fittings which can be
removed from high-pressure hoses and installed
on new ones. The removal and installation of
high-pressure hose fittings is included below:
1. Insert the hose in a vise.
2. Cut the hose so that it is perfectly straight,
using a hacksaw with a fine-toothed blade.
5566071301 07-96 133
3. Be sure to remove all dirt and foreign matter
from the hose after cutting it.
4. Use the notch on the socket of the high-pres-
sure fitting as a guide to locate the cutting
point for stripping the end of the hose.
5. Use the vise as a guide when making this cir-
cular cut with a hacksaw. Cut only on the
backstroke. Make sure that you cut all the
fiber cords, but do not cut the wire braid.
6. Make a diagonal cut. Be sure that all the
cords are cut. Once again, cut only on the
back stroke.
7. Using a screwdriver, pry the cover loose and
then twist it off with pliers or in a vise.
8. Place the socket in a vise, but do not over
tighten the vise.
9. Screw the stripped end of the hose counter-
clockwise into the socket until it bottoms.
Then back off the hose 1/4 turn.
10. Lubricate the inside of the end of the hose
which has just been screwed into the socket.
Also lubricate the nipple. Use either grease
or heavy oil.
11. Insert the nipple into the hose and start
screwing it clockwise by hand. Then, using a
wrench, screw the nipple into the hose until
it bottoms.
12. To use the fitting again, should the hose fail,
disassemble the fitting from the hose by
reversing the order for assembly. It can then
be used on a new length of hose.
134 07-96 5566071301
Monostick Steering Schematic
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5566071301 07-96 135
Wheel Steering System Schematic
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136 07-96 5566071301
Steering System
Atlas-Copco Wagner offers several different
options in steering systems. Most model Scoop-
trams are equipped with a monostick control
system. An steering wheel controlled system is
also available. In addition, the flow-amplified
steering system is also offered on some models.
System Operation
Monostick System
In the steering system (monostick or steering
wheel), oil flows from the suction tube in the
hydraulic tank through the steering section of the
steering and dump pump to the main steering
control valve at port P.
Hydraulic pressure at port P shifts the com-
pensator spool fully to the left and allows oil to
flow through the high pressure carry-over
(HPCO) to supplement the dump system.
Until a right or left turn is selected by the steer-
ing valve, oil pressure is dead-headed at the cen-
ter section of the main (direction) spool.
When the steering wheel is rotated in either
direction, oil flows and exits out port A or
B. This restricts the flow to the HPCO and
allows more oil flow through the direction spool
to the right or left steering cylinders through the
cushion valve.
As oil pressure extends one of the cylinder rods,
it also retracts the other cylinder rod.
These are double-acting cylinders. Oil in the
non-pressure sides of the cylinders is sent back
through the direction spool and returns to the
hydraulic tank.
Right Turn
Turning the steering wheel in a clockwise direc-
tion shifts the spool shutting off flow to the
dump and hoist system. The oil flow unseats the
check ball and exits out port B to steering cyl-
inders. Port A of the steering valve becomes
common with the port to the hydraulic tank dur-
ing this mode. This allows oil returning from the
steering cylinders to enter the steering valve and
return to hydraulic tank.
Oil flow entering the stem end of the cylinder
encounters resistance and becomes pressure,
forcing the piston toward the base of the cylinder
thus retracting the cylinder.
Oil at the base end of the cylinder exits through
the base port back through the cushion valve and
steering valve where it is directed to the hydrau-
lic tank. This function is reversed when oil is
supplied to the base end of the cylinder.
Left Turn
Turning the steering wheel in a counterclock-
wise direction shifts the valve, shutting off flow
to the dump system. Oil flow unseats the check
ball and exits out port A to the steering cylin-
ders. Port B becomes common with the port to
the hydraulic tank, allowing oil returning from
the steering cylinders to enter the steering valve
and be returned to tank.
Oil flow entering the stem end of the cylinder
encounters resistance and becomes pressure,
forcing the piston toward the base of the cylinder
thus retracting the cylinder.
Oil at the base end of the cylinder exits through
the base port back through the cushion valve and
steering valve where it is directed to the hydrau-
lic tank. This function is reversed when oil is
supplied to the base end of the cylinder.
5566071301 07-96 137
Over-Pressure Protection
Should a shock load be applied (i.e., striking the
rib) and the pressure in any port of the steering
cylinder exceed system design limits, an internal
relief in either the Cushion valve or the Steering
Control valve will open, allowing the high pres-
sure oil to be vented from the affected port back
to the hydraulic tank. The cylinder will either
retract or extend (depending on the affected
port).
Wheel Steering
The wheel steering system differs from the
monostick system ina few ways. An orbital
steering valve replaces the monostick steering
valve. There is a load sensing port and hydraulic
line is installed as part of the Priority Flow
Divider valve. Additionally, a Selector (or Bi-
Directional Control) valve is installed to provide
forward and reverse flow control. Some units
may also be equipped with a Cushion valve, in
place of port reliefs in the Steering Control
valve, to protect against over-pressurization of
the cylinders.
When the steering system is not in use, flow
from the steering pump travels through the
Orbital Steering valve to the dump/hoist Main
Control valve. Turning the steering wheel actu-
ates the Orbital Steering valve and sends some
of the flow through the steering circuit. The
amount of flow is determined by how fast the
wheel is turned.
Note: Fluid flows through the steering valve
only when the wheel is being turned. The wheel
must continue to be turned until the front chassis
has reached the desired position.
From the Steering valve, oil flows to the Selector
valve. This valve is actuated by a small cylinder
which is pressurized and positioned by forward
and reverse clutch pressure. The Selector valve
remains in the last position directed when the
transmission is shifted to neutral.
Flow Amplified Steering
Oil pressure, supplied by the steering pump,
shifts the compensator spool (priority valve) in
the Steering Flow Amplifier and is directed to
the dump/hoist system, through the EF port.
Actuating the steering wheel causes pilot pres-
sure from the Pilot Pressure valve to reposition
the Orbital Steering valve, which shifts the com-
pensation spool to direct oil back to the Orbital
Pilot valve, through the P port. Depending on the
direction of turn, oil then continues on to either
the left (L) or right hand (R) port of the direc-
tional spool in the Flow Amplifier.
As the operator continues turning the wheel,
pilot pressure shifts the directional spool. From
there, oil is moves through the flow amplifier
spool to either the left or right steering cylinder.
When the vehicle has reached its full limit of
travel and is against the stops, oil flow is dead-
headed at the cylinder. Increasing pressure
causes the Main Relief valve to open, venting
flow back to the tank.
Two Shock valves in the Flow Amplifier act to
prevent damage to the cylinder seals from over-
pressurization.
Monostick Steering System Components
The monostick steering system consists of:
The Hydraulic Tank.
The Steering Pump.
The Pilot Pressure Valve.
The Steering Control Valve.
The Priority Flow Divider Valve
Two Steering Cylinders.
138 07-96 5566071301
Wheel Steering System Components
In addition to the monostick system components,
the wheel steering contains:
The Orbital Steering Valve.
The Steering Pilot Valve.
The Bi-Directional Control (Selector) Valve.
A Load Sensing circuit.
The Cushion Valve (optional).
Hydrosol Steering System Components
The Hydraulic Tank.
The Steering Pump.
The Orbital (or Monostick) Pilot Valve.
The SPC50 Control Valve.
Flow Amplified Steering System Components
The Hydraulic Tank.
The Steering Pump.
The Orbital (or Monostick) Pilot Valve.
The Steering Flow Amplifier.
Steering Valve
Depending on the specific system design, the
main steering valve either directly controls, or
works in conjunction with the steering pilot
valve, to control, the flow of oil in the steering
system.
On some vehicles, the steering valve is mechani-
cally linked to the steering control (either wheel
or stick). Other vehicles may employ a low pres-
sure pilot valve. Both options are designed to
protect the operator from the hazards associated
with high pressure hydraulic lines. In either
design, the steering valve works basically the
same. The only difference is in how the valve is
actuated.
A Main Relief valve, Port Relief valves and
Anti-Cavitation valves are located internally in
the Control valve. Some orbital designs use a
separate Main Relief valve and Cushion valves
in place of port reliefs.
SPC50 Steering Control Valve
The SPC50 steering control valve combines the
functions of the main steering valve, priority
flow valve and cushion valve into one compo-
nent. It makes use of 200 psi (1380 kPa) hydrau-
lic system pilot pressure to shift the main spool,
T
H.P.C.O
P
5566071301 07-96 139
which ports hydraulic system main pressure to
the steering cylinders.
End or pilot notches on the spool require conti-
nous flow through the valve, while pilot pressure
is applied. When the operator returns the steer-
ing control wheel (or stick) to its normal, or cen-
tered position, pilot flow to the valve stops, and
spring pressure returns the valve spool to center
position.
An anti-cavitation valve in the internal circuit
prevents voiding the cylinders.
Steering Flow Amplifier
The steering flow amplifier combines the
functions of the pilot pressure valve, main
steering valve, priority flow valve and cushion
valve into one component.
Unlike the SPC50, the flow amplifier uses main
system pressure to position the main spool and
control flow. Steering control flow (from the
pilot valve portion of the amplifier) and main
flow (from the steering pump) are combined to
produce an amplified flow to the steering
cylinders.
Main Relief Function
The main relief valve is located internally in the
steering control valve. The relief valve is shifted
allowing oil to return to the hydraulic tank if sys-
tem pressure goes over 2300 psi (15900 kPa);
e.g., when the vehicle is fully articulated against
either stop.
Port Relief Function
Port relief valves are provided for either direc-
tion turn. (Reference specification table in
Appendix for pressure settings.) Should the
vehicle hit the rib while traveling and apply a
sudden impact load to either cylinder, the port
relief will vent pressure back to tank.
Compensator Function
The internal compensator spool automatically
maintains inlet pressure slightly higher than the
maximum pressure at either cylinder port. This
provides fast steering response when needed.
In the priority position, the spool is seated during
no flow conditions, or when all oil flow is
needed for steering.
The spool shifts to the extreme right when no oil
flow is needed for steering, and the excess flow
is directed to the dump circuit.
The compensator spool also has a flow divider
position which allows the spool to move any-
where between the priority and excess flow posi-
tions to provide needed flow for steering,
maintain working pressure, and send excess flow
out the H.P.C.O. port.
Wheel Steering Pilot Valve
The wheel steering valve is a hydrostatic unit
that is controlled by the steering wheel. The
steering valve is either installed in the steering
column assembly under the steering wheel in the
operator compartment or on the other side of the
T
L
R P
140 07-96 5566071301
bulkhead between the operators compartment
and the engine tub.
Turning the steering wheel actuates three main
parts of the valve:
The control spool,
The control sleeve, and
The metering rotor.
The metering rotor has a direct mechanical link
to the steering wheel.
When the steering wheel is turned in either
direction, the spool begins to rotate and becomes
aligned with the sleeve. Further rotation will
direct oil flow from the pilot valve to the steer-
ing valve and out the right or left direction port
to the steering cylinders.
For a given direction, the oil will flow into the
base end of one cylinder and into the rod end of
the other cylinder to set the proper sequence for
the turn selected.
Priority Flow Divider Valve
Oil flow enters the inlet port and passes through
a controlled orifice. The size of the orifice can be
varied externally. The pressure drop across the
control orifice positions the compensator piston
to limit the flow that is delivered to the steering
system out the port marked CF.
The remaining flow goes to the dump and hoist
system out the port marked EF.
Flow through the valve to the steering system is
49 liter/min (13 gpm) at high idle. This allows
the unit to steer from fully articulated left to
fully articulated right in 6 seconds at full RPM
and vice versa.
Bi-Directional Control Valve
The bi-directional control valve provides the
control to the steering system to allow the opera-
tor to have true right and left movement of the
steering wheel to execute right and left turns
whether traveling in reverse or forward direc-
tions.
When the forward direction is selected by the
transmission direction control, pressure from the
forward port of the transmission control valve
shifts the spool in the bi-directional valve to the
forward orientation.
When reverse direction is selected by the trans-
mission direction control, pressure from the
reverse port of the transmission control valve
shifts the spool in the bi-directional valve to the
reverse orientation.
PR
EF CF
5566071301 07-96 141
Pressure Reducing Valve
The pressure reducing valve is used to step the
2000 psi (13800 kPa) steering system main pres-
sure down to the 200 psi (1380 kPa) used in the
pilot control system.
Pressure Relief Valve
The pressure relief valve is plumbed into the
main steering circuit between the demand valve
and the steering valve to protect against sudden
spikes in pressure
The valve is factory set to relieve excess pres-
sure to tank, and relief will take place between
2250-2350 psi (15500-16200 kPa).
Cushion Valve
In neutral
If a sudden external load is applied to the steer-
ing cylinder(s) creating a pressure spike above
2800 psi (19300 kPa) and the steering valve is in
neutral, the cushion valve reliefs open. This
allows oil to transfer from one end of the steer-
ing cylinders to the opposite end of the steering
cylinders to prevent any damage from occurring
to the steering cylinders or plumbing.
In relief mode
When the steering valve directs oil flow out of
port A to the cushion valve it enters the cush-
ion valve through port A1 and then exits the
cushion valve through two ports. One port A3
directs flow to the base end of the left hand
steering cylinder and the other A2 directs flow
to the stem end of the right cylinder.
Oil flow directed out of port B of the steering
valve to the cushion valve, enters the cushion
valve through port B1 and then exits the cush-
ion valve through two ports. One port B3
directs flow to the stem end of the left hand
steering cylinder and the other B2 directs flow
to the base end of the right cylinder.
P
S T
A1
A3
A2
B1
B3
B2
142 07-96 5566071301
Note: Since the standard Scooptram steering
valve also contains main and port relief valves,
the primary function of the cushion valve in your
circuit is as a J-block. It also provides added
protection to the hydraulic circuit.
When an impact force is applied to the stem of
the left hand (LH) steering cylinder, the piston to
compresses the oil in the base end of the LH cyl-
inder. This pressure is sensed by a relief car-
tridge located at A2 & A3 in the cushion valve.
Once the pressure reaches 2800 psi (19300 kPa),
this pressure will override the cartridge spring,
allowing the cartridge to open.
Once the cartridge opens and allows the high
pressure oil to relieve, the LH steering cylinder
will begin to retract. At the same time, the RH
cylinder will extend.
Oil from the stem end of the RH cylinder will be
forced out by the cylinder piston. This oil, com-
bined with the oil from the base end of the LH
cylinder will flow through the relief cartridge
and out ports B2 & B3.
Should the impact force be applied to the RH
cylinder, the opposite relief cartridge will func-
tion.
Demand Valve
1. Dump
2. Steering
The demand valve is designed to supply the
steering system with a constant flow and stable
pressure regardless of changes in engine speed.
This assures a steady steering rate unaffected by
either engine speed or demands from the dump
system.
The demand valve can be viewed as a priority
valve with a built in unloading valve. It provides
high flow to the steering system with minimum
loss of horsepower. It also enhances perfor-
mance of the steering valve, which performs best
when provided with constant flow.
At low idle, both pumps supply the steering sys-
tem. The check in the spool prevents pump 1
flow from entering the dump circuit if the spool
fails to operate or pump 2 fails.
The check to the dump outlet line prevents back
flow from the dump circuit.
P2
2
1
P1
5566071301 07-96 143
Increasing Idle
As engine RPM increases, so does pump flow.
This increased flow encountering the control ori-
fice(s) results in increased differential pressure
which in turn causes the spool to shift. The
higher the pressure differential, the more oil
from pump 2 is sent to the dump system.
Fully Shifted
When the differential pressure reaches a pre-
determined point, the spool is shifted to cut
pump 2 completely off the steering output, and
pump 1 continues to supply the entire steering
flow.
Dump and Hoist System
System Operation
The dump/hoist system shares many of the same
components used in the steering and brake sys-
tems. Hydraulic oil is supplied by the dump/
hoist pump on the converter directly to the
dump/hoist Main Control valve. The system also
receives additional flow from the steering sys-
tem. With monostick steering, oil flows through
the Steering Control valve from the high pres-
sure carry over (HCPO) port and through the
Priority valve from the excess flow (EF) port to
the dump/hoist Main Control valve. With orbital
(wheel) steering, oil flows from the power
beyond (PB) port of the Steering Control valve
to the dump/hoist Main Control valve.
The Main Control valve is hydraulically oper-
ated by the Pilot Control valve, located in the
operators cab, using 200 (+/- 20) psi (1400 kPa,
140) pressure supplied from the Pilot Pressure
valve. The Pilot Control valve is directly oper-
ated by the operator control lever.
Oil travels from the Main Control valve to the
boom and dump cylinders.
Boom Up
When the operator moves the boom control lever
for boom up operation, the spool in the Main
Control valve shifts down. Oil flows from the
pressure port to the base end of the hoist cylin-
ders to raise the boom.
Oil from the stem end of the cylinders is routed
back through the Main Control valve to the
hydraulic tank.
Boom Float
When the operator places the boom control lever
in float, or third position detent, all ports are
open to tank. The result is that the weight of the
boom slowly lowers the boom onto its stops.
Boom Power Down
To speed the return of the boom to its stops, the
operator can move the boom control lever to the
power down position. This shifts the Main Con-
trol valve to the extreme upward position and
directs pressure from the inlet to the stem end of
the hoist cylinders.
Oil from the base end of the cylinders returns
through the dump system solenoid (in either de-
energized or energized positions), unseats the
check ball in the Main Control valve and returns
to tank.
Boom Lowering Speed Control
Most new model machines are equipped with a
control system to limit the speed which a loaded
boom can be lowered. This prevents a fully
loaded bucket from crashing down on the stops.
It consists of a Pressure Reducing valve located
between the Pilot Control valve and the Main
Control valve. The Pressure Reducing valve
directs a portion of the pilot oil flow back to the
hydraulic tank, lowering the pressure from the
Pilot valve to the Main Control. This lower pres-
sure prevents the spool in the Main Control from
144 07-96 5566071301
moving completely open. The rate of flow from
the base end of the hoist cylinder is now regu-
lated.
A Pressure Relief valve in the Main Control
valve limits system pressure to 2000 psi (13800
kPa). An anti-cavitation check valve protects the
stem end of the hoist cylinder from hydraulic
cavitation if the boom is lowered to fast.
Depending on the options supplied, the Main
Control valve may include a section for EOD
and/or a section for ride control. The exact sys-
tem design and operation may differ slightly,
depending on which specific steering option has
been selected for you vehicle. Refer to the vehi-
cle parts book to determine your precise config-
uration.
Dump and Hoist Components
The dump and hoist system consists of those
components which control the raising and lower-
ing of the boom and the dumping and roll-back
of the bucket. They include:
The Hydraulic Tank.
The Dump/Hoist pump.
The Pilot Control Valve
The Main Control Valve.
The Pressure Reducing Valve
The Dump Cylinder
The EOD Cylinder (optional)
Two Hoist Cylinders.
Pilot Control Valve
The pilot control valve is a low pressure valve
used to hydraulically operate the main control
valve for the dump and hoist system. The
hydraulic circuit for the pilot control valve is
separate from the main dump and hoist control
circuit.
Oil flows from the brake system charging valve
to the pilot pressure (sequence) valve where the
pressure is regulated to 200 (+/- 20) psi (1400
kPa, 1400).
The pilot control valve has two manually con-
trolled spools; one sends pilot pressure to oper-
ate the dump spool and one to operate the hoist
spool.
The spools in this valve are manually operated,
regulating oil pressure delivered to the main
dump/hoist control valve when the desired spool
is actuated, allowing regulated oil pressure to
flow to the dump/hoist valve. The more this
spool is depressed, the higher the regulated oil
pressure going to the main dump/hoist valve will
become.
Pilot Pressure (Sequence) Valve
1. Pilot
2. Outlet
3. To Cooling Loop
4. Pilot
5. Inlet
1
4
2
5
3
65 PSI 200 PSI
5566071301 07-96 145
This pilot pressure (or sequence) valve is a full
relief valve that is non-adjustable and is pre-set
to maintain 200 (+/- 20) psi (1400 kPa 140) for
the dump and hoist pilot control.
Oil from the Thru port side of the accumulator
charging valve enters the Inlet port of the pilot
pressure valve. The Inlet and Pilot ports are
common (joined) to each other.
The Dump & Hoist pilot valve is closed-center
(inlet blocked) which causes pressure to build up
in the supply circuit sequence (relief) valve to
the pre-adjusted setting of 200 psi (1400 kPa).
This pressure is held continually upstream of the
pilot pressure valve as a source of pressure to
actuate the Dump & Hoist valve.
The oil flows from the pump via the accumulator
charging valve then passes over the sequence
valve to the brake cooling loop downstream of
the pilot pressure valve, once the 200 psi (1400
kPa) relief setting has been achieved.
The check valve is non-adjustable and is pre-set
at 65 psi (450 kPa). The purpose of this check
valve is to protect the oil cooler from damage in
the event of pressure spikes.
Pressure above the pre-set range will cause the
ball to unseat and relieve excess oil pressure to
the tank through a return line.
Main Control Valve
The main control valve, which is pilot operated,
controls the flow of oil to the boom and bucket
circuits.
It has a main relief valve set at 2000 psi (13800
kPa), and a combination anti-cavitation and port
relief valve at each work port. The dump spool is
equipped with a float position which opens both
stabilizer cylinder ports to tank when the pilot
valve is placed in the detented position.
Main relief function:
The main relief is set at 2000 psi and is included
to prevent overloading of the main hydraulic cir-
cuit.
Port relief function:
The port relief is designed to prevent excessive
pressure build-up in the cylinder due to external
loading (i.e., striking the boom or bucket against
something when loaded). They are located at the
base end of the hoist cylinders and the base and
146 07-96 5566071301
stem ends of the dump cylinder, and are set at
2300 psi (15900 kPa).
Anti-cavitation check valve function:
The anti-cavitation check valves permit flow
from the tank side into the cylinder ports when
cylinder speed exceeds the flow of the pump
such as in boom drop.
Load-check valve function:
Allows pressure to build up gradually within the
valve to match load demand. The load check
prevents reverse flow and supports the load.
When the system pressure matches the load
pressure, the check valve opens, porting the fluid
to the cylinder.
System Checks & Pressures
The dump and hoist main system pressure may
be checked at the Main Control valve or at the
Steering Control valve. All pressures should be
checked with hydraulic oil at normal operating
temperatures (150 F / 66 C) and engine at full
throttle.
To check dump and hoist main relief pressure,
simply connect the quick disconnect female fit-
ting of your quadragauge to the quick disconnect
male fitting on either the dump and hoist main
control valve or the steering main control valve.
Note: Dump and hoist pressure may be checked
at the steering valve because of the HPCO func-
tion but steering pressure cannot be checked at
the dump and hoist valve.
Run unit at high idle and operate any of the
dump and hoist functions to the limit of the cyl-
inder travel and hold until pressure exceeds the
main relief. Pressure may be adjusted at the left
hand top side of the main control valve by
removing the adjusting screw cap and loosening
the jam nut.
Turning the screw clockwise raises pressure
while turning it counter-clockwise will lower
pressure.
To check and set port reliefs, first the steering
main relief must be set higher than the port relief
in the dump and hoist control valve. To check
the port relief, operate the appropriate function
to the extent of the cylinder travel and hold lever.
The port relief will now function and may be
adjusted by an adjusting screw on the backside
of the dump and hoist control valve.
Adjustment is the same as the main relief. Port
relief adjustment should be done at roughly half
speed.
Pressures should be checked and/or adjusted
every 1000 hours or when components in this
system are replaced.
Dump flow can be checked every 1000 hours.
Connect the flowmeter downstream from the
pump. When a pump has lost 20% of its rated
gpm, it should be considered worn out and
replaced. An alternate method is to time function
cycle times, with the bucket fully loaded. A 20%
increase in cycle times will correspond
Brake System
All braking systems require energy on demand
to be applied to the friction devises that stop the
vehicle. This energy must be stored so that it is
available when needed. Generally speaking,
energy is stored in two basic ways:
With compressed gas or fluid (such as air in
a tank).
With springs.
5566071301 07-96 147
1. Compressed Gas
2. Springs
With a valve installed between the energy stor-
age device and the friction device, you have a
simple braking system.
SAHR Brake System Operation
Oil flow from the brake pump is directed to the
Accumulator Charge valve which, in turn,
depending upon system load, will direct the
majority of the oil to either the accumulators or
the brake cooling and dump/hoist systems.
When the dump/hoist system is not in use, most
of the flow passes through the Pilot Pressure
valve to the hydraulic oil cooler, and on to the
wheel ends, to cool the brake disks. Bypass
check valves protect the oil cooler and the wheel
end seals from over pressurization.
Charging Mode
When the accumulator pressure drops below
1600 (+/- 50) psi (11000 kPa), the accumulator
charge valve will send oil to the two (2) brake
accumulators. Once 2000 psi (+/- 50) psi (13800
kPa) is reached, the Accumulator Charge valve
will shift back to the non-charging mode. The
accumulator now has 2000 psi stored for releas-
ing the brakes.
Non-Charging Mode
The oil from the pump will flow into the accu-
mulator charging valve through the charging
spool and back out the through port to the 10-
micron filter, then into the inlet side of the pilot
pressure valve where pressure of 200 psi (1400
kPa) is directed to the dump/hoist and steering
pilot system. The remainder of the oil is then
directed to the brake cooling system.
Brakes Released
When the Park Brake Control valve is actuated,
transmission clutch pressure flows to the Park
Brake Selector valve. Shifting the main spool
allows the static oil pressure from the accumula-
tors to flow through the main spool to the Foot
Brake Control valve where the oil flow goes
through the spool, out to all four (4) wheel ends,
and releases the brakes, allowing the wheel ends
to turn freely.
Brakes Applied
Service Brake Operation
When the foot pedal is actuated, the flow of oil
to the wheel ends is gradually cut off and the oil
at the wheel ends is allowed to return to the
hydraulic tank. The wheel end SAHR brakes
then apply, slowing and stopping the vehicle.
Park Brake Operation
When the Park Brake valve in the operator com-
partment is actuated, the spool cuts off the flow
of pilot pressure to the park brake selector valve.
The return spring then shifts the main spool, cut-
ting off the flow of oil from the accumulators.
The oil from the wheel ends then flows back
through the foot brake valve to the park brake
selector valve. The spool is now open to tank
and allows the oil to return to the hydraulic tank.
The springs in the wheel ends apply, stopping
the vehicle.
1 1 2
148 07-96 5566071301
1. In Port (Pressure)
2. Out Port (Flow Through)
3. Relief Valve Cartridge
4. Diagnostic Coupling
5. Prioirty Valve Cartridge
6. Air Bleed & Start-up Valve Cartridge
7. Charge Valve Cartridge
8. Tank Port
9. Accumulator Charge Port
10. Check Valve
11. Rear Accumulator
12. Front Accumulator
13. Front Axle
14. Rear Axle
15. Drain Port
16. Brake Port
17. Pressure Port
18. Hydraulic Hand Pump
19. Pressure Switch
20. Return J-block
21. Brake & Brake Cooling Pump
22. From Starter Switch
23. To Neutral Start Switch
24. Park Brake Control Valve
25. Accumulator Charge & Bleed Off Valve
26. Diagnostic Coupling
27. Pilot Pressure (Sequence) Valve
28. Accumulator Pressure Gauge
2
1
3
4
5
6
7
8
9
10
12 11
13
14
15
16
17
18
19
20
21
24
23
22
25
26
27
28
29
30 31
32
33
5566071301 07-96 149
System Pressures & Flows
Oil flow from the brake pump is 19 gpm (72
liter/min) at 2400 RPM, and should be checked
every 1000 hours.
Accumulator charge pressure is kick-in at 1600
psi (+/- 50) (11000 kPa) and kick out at 2000 psi
(+/- 50) (13800 kPa), and can be checked by the
accumulator pressure gauge in the instrument
panel and adjusted on the charge valve itself.
Accumulator precharge is 1200 psi (8200 kPa)
of dry nitrogen.
Brake System Components
The major components of the SAHR brake sys-
tem are:
Brake pump.
Hydraulic accumulators (2).
Accumulator Charging valve.
Hydraulic off-line filter.
Pressure switch.
Pressure gauge.
Pilot Pressure (sequence) valve.
Park Brake Selector valve.
Brake Control valve (foot pedal in operator
compartment).
Brake assemblies (inboard of planetary
drives).
SAHR Brake
The SAHR (spring applied, hydraulically
released) brake system, developed by Atlas
Copco Wagner, reverses the process of engaging
and disengaging brakes. Springs apply the
brakes, and hydraulic pressure releases them.
The SAHR brake uses existing wet disc brake
technology. The wheel hub is splined to, and
rotates with the friction discs, which are sand-
wiched between steel stationary discs, which, in
turn, are splined to the axle housing.
The disc pack is totally enclosed from the envi-
ronment, and is immersed in oil. This arrange-
ment is the same as used on the standard wet
disc brakes.
Each wheel end is an independent brake system.
Industrial coil springs are arranged in the annu-
lus previously occupied by the (hydraulic) appli-
cation piston. They are contained in individual
pockets and compressed by a single large annu-
lar piston.
The springs cause the piston to act upon the disc
pack composed of the alternating stationary and
rotating discs.
Application of hydraulic pressure to the working
area of the piston causes it to retract, further
compressing the springs, freeing the disc pack,
150 07-96 5566071301
and allowing the wheel to turn. This pressure
must be maintained during normal operation.
Loss of system pressure for whatever reasons
allows the springs to immediately apply full
braking energy. This allows for the elimination
of all redundant systems.
Service application for retarding the vehicle or
slowing to a stop is accomplished by simply
controlling the pressure loss. Control is effected
by the operators brake pedal.
The SAHR disc brake assemblies are mounted
just inboard of the wheel end planetaries on both
front and rear drive axles.
Each SAHR brake assembly applies approxi-
mately 40-tons of brake pressure per wheel end
when applied but only require 1100 psi (7600
kPa) to release, and normal operating pressure is
1500 psi (10300 kPa).
Pilot Pressure Valve
This pilot pressure (or sequence) valve is a full
relief valve that maintains 200 psi (1400 kPa) for
the dump and hoist pilot control, as well as the
steering pilot control. Oil from the off-line
hydraulic filter enters the pilot pressure valve at
the inlet port. Pressure above 200 psi (1400 kPa)
causes the relief valve to shift, allowing flow out
of the brake cooling loop port.
Park Brake Control Valve
1. From Pressure J-Block
2. To Transmission Sump
3. Park Brake Relay Valve
4. To Starter Interlock Circuit
This is a manually-operated, single spool, 2-
position valve. This valve will:
Direct transmission clutch pressure to the
selector valve.
Relieve the transmission clutch pressure
from the selector valve.
Pressure for this valve is from a transmission
clutch pressure port on the transmission control
valve in the operator compartment.
In the brake applied mode, the pilot pressure
from the transmission control valve is dead-
headed at a closed port in the top section of the
park brake control valve spool. The other port is
open and relieves the pilot pressure from the
park brake selector valve back to the transmis-
sion control valve.
In the brake released mode, the spool is shifted
manually. Now pilot pressure from the transmis-
sion control valve causes oil to flow through the
spool and directs pilot pressure to the pilot port
in the park brake selector valve.
B
C
A
1
2
3
4
5566071301 07-96 151
Park Brake Relay Valve
1. Supply
2. Drain
3. Delivery
4. Pilot
The park brake selector valve is a 3-way, 2-posi-
tion valve that directs accumulator pressure to
the SAHR brake control valve when piloted by
the park brake control valve.
In the brakes applied mode, oil from the accu-
mulators entering the supply port is dead-
headed.
When the park brake control valve is pulled up
to the released position, clutch pressure oil flows
to the pilot operated section of the selector valve
(which is separated from the oil in the brake sys-
tem), causing the main spool in the selector
valve to shift up. Oil now flows across the sup-
ply port and out the delivery port to the foot-
operated SAHR brake control valve and on to
the liquid cooled brake assemblies to release
them.
In the event that clutch pressure is lost or park
brake is set, the spring in the selector valve will
shift the spool down, stopping the flow of oil to
the brake control valve and venting the brake
control valve to tank, thereby setting the brakes.
Secondary Mode Pressure Switch
The accumulator pressure is a piston-type pres-
sure switch with two (2) sets of contacts. The
contacts open and close simultaneously with the
rise and fall of brake supply pressure.
The switch is set at 1400 psi (19600 kPa)
decreasing which means that as the brake supply
pressure falls below the set pressure, the nor-
mally open (NO) contacts open, and the nor-
mally closed (NC) contacts close.
The normally closed (NC) contacts control an
indicator light in the instrument panel that will
illuminate to warn the operator of an impending
brake application when pressure falls below
1400 psi (19600 kPa).
Accumulator Pressure Gauge
Located in the operator compartment, the gauge
displays main accumulator pressure and should
read between 1600-2000 psi (11000-13800 kPa)
during operation.
4
1 3
2
C
N.C.
N. O.
152 07-96 5566071301
Foot Pedal Control Valve
1. Tank
2. Inlet
3. Delivery
In the operator compartment is the foot-operated
brake valve. This is a closed-center (closed to
tank), open to delivery pedal actuated, decrease
modulating, hydraulic brake valve.
Function in normal operation: Accumulator
pressure from the park brake selector valve is
allowed to flow directly through the valve to the
wheel ends at 1500 psi (10300 kPa).
Once 1500 psi (10300 kPa) is achieved at the
wheel ends, the oil will back up through a pilot
line to the top of the spool. Overcoming the
spring tension on the bottom of the spool, shut-
ting off the oil both in and out of the valve.
If the pressure drops below 1500 psi (10300
kPa) on the delivery side, the spring will push
the spool back up, allowing oil flow back to the
wheel ends until 1500 psi (10300 kPa) is
reached.
When the pedal is depressed, the spool moves
upward, stopping the input flow and gradually
allowing oil to return to the hydraulic tank. The
farther the pedal is depressed, the more oil flow
is allowed to return to tank until spool is fully
open and all pressure is released, allowing the
SAHR brakes to apply.
3
2
1
5566071301 07-96 153
Emergency Tow System
1. Check Valve
2. Hydraulic Hand Pump
3. To/From Hydraulic Tank
The vehicle is also equipped with a hand-oper-
ated hydraulic pump to allow for release of the
brakes in the event of a loss of vehicle power.
Along with the hand-operated hydraulic pump,
there is a hand-operated relay valve, and a
hydraulic check valve, which allow for operation
of the system without disconnecting any hydrau-
lic lines.
System Operation
When the vehicle has no power or has lost
hydraulic pressure and needs to be towed, the
emergency tow system can be used to release the
SAHR brakes.
First the park brake must be engaged. This is a
necessary safety precaution.
The hydraulic hand pump is then used to charge
the accumulators until the accumulator pressure
gauge reads at least 1500 psi (10300 kPa).
Once the necessary pressure is achieved, press
the override button to send pressure from the
2
1
3 3
154 07-96 5566071301
accumulators to the wheel ends to release the
brakes.
Releasing the button will immediately reapply
the brakes. The brakes may also be applied by
using the control treadle valve.
Emergency Tow System
Components
Hand-Operated Hydraulic Pump
The hand-operated hydraulic pump is a double
acting pump with a displacement of 10 ml (.604
in
3
).
This pump has a valve to open and close the
pressure port to tank port, as well as a built-in
relief valve that is preset at 1500 psi (10300
kPa).
Relay Override Button
This is a manually-operated button located in the
operators compartment which is used to manu-
ally override the park brake relay valve.
The operator pushed this button to send oil pres-
sure to the wheel end brakes.
Hydraulic Check Valve
The hydraulic check valve is plumbed between
the hydraulic hand pump and a tee at the accu-
mulator charge valve. This check is set at 5 psi
(34 kPa) to prevent backflow from the accumu-
lators.
5566071301 07-96 155
Brake Cooling System
The brake cooling system is used to control
flows and pressures to the liquid cooled brakes.
This section will discuss the components of the
system and give general maintenance informa-
tion to keep the system functioning safely and at
peak efficiency.
1. Rear Axle Brake Hubs
2. Accumulator Charging Valve
3. To Dump/Hoist Pilot Valve
4. Filter/Breather
5. Brake Pump
6. Check Valve
7. Hydraulic Tank & Suction Line Filter
8. Oil Cooler
9. Pilot Pressure (Sequence) Valve
10. Front Axle Brake Hubs
System Operation
Oil from the charging valve out port passes
through a filter, then enters the sequence valve
(pilot pressure valve). This valve is a combina-
tion full flow relief valve that maintains 200 psi
(1400 kPa) for the dump/hoist and steering pilot
control, and a check valve which opens at 65 psi
(450 kPa). Excess oil flows to the built-in check
valve and to the hydraulic cooler. This check
1
2
3
4
5
6
7
8
9
10
156 07-96 5566071301
valve prevents over-pressurization of the cooler.
A drain line is provided to vent oil from the
check valve, if necessary.
Oil from the cooler then flows to the front/rear
brake assemblies and to another check valve.
This check valve is set at 20 psi (140 kPa) and is
designed to prevent over-pressurization of the
brake assemblies.
The wheel brake assemblies consists of a series
of friction plates that are splined on the inside
diameter and rotate with the wheel hub and sta-
tionary plates that are splined on the outside
diameter, and are held in place by grooves in the
brake housing.
Cooling oil flows past the friction plates and
exits out of the housing to dissipate heat caused
by friction as a result of brake applications.
Cooling Flow
5566071301 07-96 157
Brake Cooling System
Components
The brake cooling system is made up of a num-
ber of components used to control oil flow and
pressures to cool the friction plates in the SAHR
brake assemblies.
The major components that make up the brake
cooling system are:
Sequence valve.
Hydraulic oil cooler.
65 psi [450 kPa] check valve
20 psi [140 kPa] check valve.
The hydraulic tank, brake pump, accumulator
charging valve and hydraulic filter are discussed
in detail in the brake system. (See Brake Sys-
tem on page 146.)
65 PSI Check Valve
The 65 psi check valve is located within the pilot
pressure valve. The pilot pressure (or sequence)
valve is a full relief valve that is non-adjustable
and is pre-set to maintain 200 ( 20) psi (1380
kPa) for the dump and hoist pilot control as well
as the steering pilot control.
The check valve is non-adjustable and is pre-set
at 65 psi (450 kPa). The purpose of this check
valve is to protect the oil cooler from damage in
the event of a pressure spike.
Pressures above 65 psi (450 kPa) will cause the
ball to unseat and relieve excess oil pressure to
the tank.
Hydraulic Oil Cooler
On air-cooled engines, the hydraulic oil cooler is
an integral part of the engine. It is located on top
of the engine directly over the cylinder heads.
On water-cooled engines, the cooler is plumbed
into the engine oil cooling system. For more
information, see Cooling System on page 68.
To insure proper cooling of the hydraulic oil, the
cooler must be inspected daily to assure it is not
damaged or leaking. It should be cleaned weekly
to avoid a buildup of dirt that can restrict the
flow of air past the cooling fins.
The best method for cleaning the oil cooler is to
use a high-pressure steam jet. A cold cleansing
agent will also work if allowed to soak in prop-
erly before being hosed off with a strong water
jet.
Note: When using a cold water or steam spray,
make sure to cover the injection pump, alterna-
tor, voltage regulator, and starter motor as pro-
tection. After wet-cleaning, let the engine run
long enough to evaporate all water to avoid rust
problems.
starting from the exhaust air side. Clean all dirt
compressed air.
158 07-96 5566071301
20 PSI Check Valve
This check valve is a non-adjustable ball-type
check valve with a pre-set pressure of 20 psi
(140 kPa). The purpose of this valve is to pre-
vent over-pressurization of the brake assemblies.
Pressure above 20 psi (140 kPa) is relieved to
the hydraulic tank.
Sump Cooled Brake Assembly
Multi-disc Liquid Cooled Brake Assembly
1. Four Plates
2. Cross Section Through Piston & Sealing
Rings
3. Bleeder Screw
4. Inlet Port
5. Cooling Ports
6. Drain Port
During operation, the oil flows into the brake
cavity through the lower cooling port, floods the
brake cavity with oil and exits back to the
hydraulic tank through the upper cooling port.
1
2
3
4
5
6
5566071301 07-96 159
Hydraulic Throttle System
1. Hydraulic Treadle Control Valve
2. Slave Cylinder
3. From Transmission J-Block
4. To Sump
Hydraulic Throttle System Components
The major components of the throttle system
are:
Throttle treadle valve
Throttle control (or slave) cylinder.
1
2
3
4
160 07-96 5566071301
Throttle Treadle Valve
The treadle valve is a 3-way foot operated
hydraulic controller designed for use of hydrau-
lic pressures up to 300 psi (2060) kPa and tem-
peratures from -20 F to 200 F (-29 C to 93
C).
The output of the valve is regulated from 40-100
psi (280-680 kPa) depending on how far the
treadle valve is depressed.
Throttle Control Cylinder
The throttle control (or slave) cylinder is
mounted on the engine. It is connected to the
injection pump with linkage and is controlled by
the throttle treadle valve.
The cylinder has a maximum operating pressure
of 300 psi (2060 kPa) and an operating tempera-
ture range of -20 F to 200 F (-29 C to 93 C).
This cylinder is also equipped with an air bleed
screw to assure the system is properly purged to
provide proper operation.
System Schematic
The throttle system receives pressure from pilot
pressure valve (sequence valve). The throttle
treadle valve is located in the floor of the opera-
tors compartment. Depressing the treadle valve
allows oil pressure to flow to the throttle control
cylinder that is located on the engine assembly.
The throttle control cylinder is connected to the
fuel injection pump by linkage and when actu-
ated, opens and closes the fuel pump to allow for
acceleration and deceleration.
Acceleration Mode
The system as shown is in the acceleration
mode.
The treadle valve has been depressed, allowing
oil pressure to actuate the control cylinder
which, in turn, increases the engine speed. At the
same time, the tank line or return line is blocked
off.
Relief Mode
The treadle valve is also equipped with a relief
valve that controls the maximum output pressure
of the valve.
This relief valve senses output pressure and will
shift the spool to the neutral position, cutting off
5566071301 07-96 161
all input and output flow to prevent over-pres-
surization.
The system as show here is in the relief position
in that the flow of oil pressure is cut off as well
as output and tank flow.
The spool is constantly modulating between this
position and the acceleration mode depending on
how far the pedal is depressed.
Long service life and functional reliability of
hydraulic systems and their components are
dependent on the correct maintenance. To ensure
efficient operation, it is important to carefully
review the following:
the special installation and operational
instructions for the components
the technical data contained in the data sheet
or the overhaul manual
the NFPA/ANSI/ISO recommendations of
non OEM components for material compati-
bility
Servicing After Overhaul
1. Check fluid level and for external leakage
Continuously during start-up.
Daily after start-up and at each shift change.
At each fuel fill thereafter.
2. Check filters
Check and, if necessary, replace if flow
restriction indicates bypass of warm oil.
Daily during the first week.
After one week the filters should be
replaced. Thereafter, replaced every 400
hours.
3. Service system fluid
Servicing is dependent on several operating
factors:
fluid service time.
operating temperature.
volume of fluid.
Severely aged or contaminated fluid cannot be
improved by adding fresh fluid.
Fluid subjected to high operating temperatures
can break down. Drain and refill fluid more fre-
quently when operating at (or in) high tempera-
ture conditions.
Note: Measure operating temperature not only
in the reservoir, but also in the region of the
pump bearings. Rising operating temperature is
an indication of increasing friction and leakage.
Systems operated at less than full volumes allow
for the buildup of water from condensation in
the tank.
Use filter when filling, with mesh width of 0.002
in (0.06 mm) or better - fill via the 10 micron
system filter.
If fluid quality is questionable, take samples of
system fluid regularly for laboratory analysis
and have inspected for particle types, size and
quantity. Document findings in manual. If no
sampling and analysis is performed, replace
fluid at interval specified in the Atlas-Copco
Wagner maintenance schedule.
162 07-96 5566071301
Level of Oil in Reservoir
1. Upper sight gauge
2. Lower sight gauge
Maintaining sufficient oil in the hydraulic reser-
voir at all times is a significant factor in success-
ful operation. During operation a certain amount
of oil may be lost due to:
1. escape of oil vapor
2. normal seepage
In addition, leakage may develop during opera-
tion. Daily or shift checks of the level will allow
prompt identification and correction of any
problem.
If the oil level is neglected and allowed to fall,
problems may occur which will hamper efficient
performance of systems:
1. If the oil level becomes too low, air may be
drawn into the pump suction and contribute
to foaming. It may also cause cavitation,
which can decrease the operating life of the
pump.
2. Less oil in the system will result in an
increase in oil temperature due to the loss of
heat dissipating capacity. Such a rise in tem-
perature will impose harder working condi-
tions on the pump, fluid motor and other
moving parts such as control valves.
3. A low oil level means an increased amount
of air in the tank which will increase the rate
of oil oxidation and cause the loss of the oils
initial properties.
When reading the level, be sure to distinguish
between running and idle levels. This prevents
possible over-filling.
Importance of Cleanliness
A hydraulic system, like a diesel fuel or lubricat-
ing system, will provide many hours of reliable
service if properly maintained. A hydraulic sys-
tem which is not properly cared for will have a
limited service life.
Heat, dirt, and foam are the three main causes of
hydraulic system failure. Of the three, dirt is the
biggest problem. Dirt in a hydraulic system has
exactly the same effect as it does in a fuel sys-
tem. Most dirt is abrasive, and once it has
worked its way into the hydraulic system rapid
wear of the components results.
If dirt is kept out of the hydraulic oil the various
components of the hydraulic system will remain
clean. Thus, the problem is to keep the oil clean.
This is not difficult if certain basic precautions
are followed:
Keep all hydraulic oil containers covered so
that dirt or water cannot enter.
Use only equipment known to be clean when
transferring oil from storage tanks to hydrau-
lic system reservoirs.
Set up and follow a definite maintenance
program for filters and strainers.
Adjust or replace packing and seals when
necessary.
Always remember that in addition to causing the
parts of heavy equipment to move, hydraulic oil
also provides lubrication and cooling for the
5566071301 07-96 163
hydraulic system components. When dirt or
water gets into the hydraulic oil, all three of
these functions are effected.
Ordinarily, oil can become exposed to two types
of contaminants:
1. Dirt which attacks the hydraulic oil from the
outside. This includes dust, lint, rust, and
scale.
2. Soluble and insoluble products which form
through oil additive deterioration.
The first group of contaminants can be con-
trolled by taking the precautions outlined above.
Contamination resulting from the deterioration
of hydraulic oil additives cannot be completely
controlled through preventative maintenance.
The formation of such contaminants is acceler-
ated when the hydraulic system overheats.
Therefore, if overheating is prevented, the for-
mation of soluble and insoluble products is
reduced.
However, even under the most careful mainte-
nance, contamination due to oxidation, conden-
sation, and the formation of acids causes the oil
to become harmful to hydraulic system compo-
nents. Therefore, most authorities agree that all
of the hydraulic oil should be drained from the
system on a regular maintenance schedule. This
is the only way to eliminate the accumulation of
deterioration products from the system.
How frequently the system should be drained
depends upon many factors. Therefore, it is
always a good idea to rely on manufacturers
recommendations and on suggestions offered by
oil company representatives.
Oil Changes
A good grade of hydraulic oil will stand up for a
relatively long period assuming that no exces-
sive contamination is allowed to occur and the
oil filler is maintained in good working order.
However, oil will not last indefinitely and regu-
lar oil changes are necessary to maintain an effi-
cient hydraulic system.
Because operating conditions will vary widely,
the frequency that the hydraulic oil should be
changed can vary.
Factors which influence oil change intervals are:
operating temperature
relief valve setting
presence of water, acids, or solid contami-
nant
amount of make-up or fresh oil added
The only accurate way of determining when the
oil should be changed is by chemical analysis.
When facilities for checking on the condition of
oil are not available or the quantity does not jus-
tify such work, an interval of 1000 hours will
usually provide a good factor of safety.
The preferred time for draining the reservoir and
changing the oil is at the end of a days run when
the hydraulic fluid is thoroughly warmed up. By
draining when the oil is warm and immediately
after the system is stopped, the used oil will usu-
ally carry off the greatest quantity of impurities.
It is also good practice to flush the reservoir and
system for further removal of impurities before
the fresh change of hydraulic fluid is introduced.
We recommend that regular hydraulic oil be
used to clean pumps.
When system is noticeably dirty, a small quan-
tity (5 to 10%) of petroleum solvent may be
added to the flushing fluid to help loosen up
impurities in the system. Pumps may be run for a
164 07-96 5566071301
longer period to achieve the desired cleaning
action.
Oil Storage and Handling
The manufacturers of hydraulic fluids are
extremely careful that no contaminants enter the
fluid prior to the time that it reaches the cus-
tomers plant. The same care should be followed
in its storage, handling and use.
Dirt, water, lint and contaminants of any kind
can seriously impair the action of a hydraulic
system, resulting in operational problems and
excessive wear on both the pump and valve
components. To prevent the introduction of
impurities into the fluid, the following rules
should be carefully observed:
Store drums on their sides and under protec-
tive cover. Water collecting on the top of a
drum, even though it is sealed, will gradually
work its way through the bung seals and into
the fluid.
Before opening a drum, clean the top care-
fully so that dirt will not fall into the fluid.
Inspect and keep clean all containers and
equipment used for storage and dispensing
of hydraulic fluids.
Before adding oil to a hydraulic system,
wipe off the fill plug with a clean, lint-free
cloth.
Make certain that the fluid reservoir is pro-
tected against the admission of contami-
nants. Possible openings which may provide
entrance and which should be checked
include fill plugs, inspection plate, vents,
missing reservoir cover bolts and seals
around pipes which extend through the cover
of the reservoir.
Selecting the right hydraulic fluid is an impor-
tant step in securing the maximum performance
and service life from hydraulic equipment. For
normal conditions of operation only mineral
base oils should be used.
Animal or vegetable oils are unsuitable and their
tendency to oxidize and thicken in service may
foul the system and damage components. Water
is particularly damaging and it should never be
permitted in the system.
Various other fluids may be offered for use in
hydraulic equipment but it is generally advisable
to avoid them unless their use is specifically
approved by the factory.
The hydraulic fluid serves both as a lubricant to
protect the rubbing surfaces of pumps and fluid
motors and as a medium of the efficient trans-
mission of hydraulic pressure. The requirements
of lubrication have grown more important with
the higher temperatures and pressures commonly
encountered today in hydraulic applications.
Therefore, the use of additive agents to provide
greater protection against wear have become a
significant feature of modern hydraulic fluids.
Other desirable characteristics are good rust pre-
vention qualities, resistance to oxidation and
freedom from tendency to foam.
Proper viscosity of the hydraulic fluid is an
important physical property which must be suit-
able for the requirements of hydraulic system to
assure efficient operation. The correct viscosity
will also be influenced by the temperature and
pressure at which the system operates.
Fluids which are too light at the prevailing con-
ditions of operation will permit increased slip-
page (i.e., escape of fluid from the high to low
pressure side of pump or motor) and higher
metallic friction with a greater rate of wear.
If the fluid used is too heavy, response to con-
trols will be slower, the operating temperature of
5566071301 07-96 165
system may increase due to higher fluid friction,
and other unfavorable symptoms may develop
such as cavitation at pump intake or a greater
tendency to foam.
Viscosity index is another significant physical
characteristic which measures the rate of change
in viscosity of a fluid with changes in tempera-
ture. A high viscosity index is desirable to limit
the effects of temperature change.
For a normal range of operating temperatures a
minimum viscosity index of 95 is recommended.
When start-up temperatures below -1 C (30 F)
prevail, a still higher viscosity index of 140 min-
imum is suggested.
Prevention of Foaming
Excessive foam in the hydraulic fluid may occa-
sionally become a problem, particularly if this
condition progresses to a point where an appre-
ciable amount of foam is drawn into the hydrau-
lic pump. Foam is highly compressible and can
affect the output characteristics of the pump,
causing irregular operation and premature fail-
ure.
Excessive foam in the hydraulic fluid will usu-
ally be caused by one or more of the following:
Oil level in the reservoir is too low, allowing
air to be drawn by the pump into the system.
A leak in the suction line joints.
The use of an improper type of hydraulic
medium or a fluid that is too viscous.
Deterioration of the fluid or the presence of
harmful contaminants.
Hydraulic Oil Change After Failure
Ordinarily, the procedure outlined in Section 3
for draining and refilling the hydraulic system
will prove to be adequate. However, if the sys-
tem is extremely dirty, or if the pump or some
other component has failed, additional measures
must be taken.The following steps are recom-
mended.
1. After disconnecting all hose connections
from each of the components, blow out the
hoses thoroughly, using compressed air.
2. Remove the pump, cylinders, control valves,
and all other hydraulic components.
3. Disassemble and thoroughly clean them.
4. Thoroughly flush all of the hoses and the res-
ervoir with fresh hydraulic oil.
5. Reassemble and install each of the hydraulic
components.
6. Fill the system with hydraulic oil.
7. Operate the system through several cycles to
flush out any remaining dirt or metal parti-
cles.
8. Drain the entire system.
9. Once again clean the screens and strainers in
the reservoir and replace all filter elements
with new ones.
10. Fill the system with new hydraulic oil and
bleed it as described above.
Inspection
Check the oil level in the hydraulic tank at the
beginning of each shift. The boom must be down
on its stops and bucket rolled back against its
stops to read proper oil level. Oil should be in
both sight glasses when tank is full.
The vehicle can be operated if oil is visible in
only the lower sight gauge, but under no circum-
stances should a vehicle be operated when oil is
not visible in the lower sight gauge.
Check tank for damage or cracks.
166 07-96 5566071301
Repair
Since the reservoir is basically a container for
storing hydraulic oil, it rarely requires repair.
The reservoir should be cleaned from time to
time as outlined in Changing Oil in Hydraulic
Systems.
Occasionally a crack may form in a wall or in
one of the tubes or baffles in the reservoir. When
this happens, the reservoir must be repaired. If
you decide that the crack can be welded, there
are certain safety precautions that you should
take.
Remember that although hydraulic oil is not an
explosive, it is combustible. Therefore, before
welding a crack in the reservoir, proceed as fol-
lows:
1. Thoroughly drain all hydraulic oil from the
tank and system.
2. Remove all of the strainers and other remov-
able parts from the inside of the reservoir.
3. Clean the reservoir thoroughly. This can be
done adequately with steam. Avoid the use
of toxic cleaners. If chemicals of any type
are used, be sure to clean the tank in a well
ventilated area and wear protective clothing
and goggles.
4. Before welding, fill the tank with a noncom-
bustible material such as carbon dioxide gas
or dry nitrogen to prevent the possibility of
injury from an explosion. If neither of these
gases are available, use clean water.
CAUTION: Never use oxygen. Oxygen is a
basic ingredient of fire and its use can
increase the chance and severity of combustion
occurring.
5. After completing the welding operation,
remove all traces of the noncombustible
material which was put in the tank to prevent
an explosion.
Servicing Filters and Strainers
One way to determine the need to change filters
is to actually remove and inspect the hydraulic
filter element from time to time.
A thin film of dirt covering the outside of the
paper pleats of the element is an indication that
dirt is starting to work its way through the ele-
ment.
If dirt is just beginning to show at the root of
each pleat, the element is due for a change. An
element in this condition is still capable of trap-
ping dirt, but it will start to restrict the oil flow
until oil by-passes the filter and is no longer
cleaned. Dirt will then be deposited on the com-
ponents of the hydraulic system, causing them to
wear rapidly.
Atlas Copco Wagner provides restriction indica-
tors on most of its filter installations for air
intake, engine oil, and hydraulic systems. These
indicators are color coded and tell you that a fil-
ter needs to be changed when the indicator reads
in the red area.
Some believe that the best way to know when to
replace hydraulic system filters is to wait until
they become clogged. This is not recommended
for two reasons:
1. When a filter becomes clogged, it no longer
does its job of keeping dirt out of the system.
2. Most hydraulic filter assemblies are
equipped with a by-pass valve which allows
the oil to by-pass a clogged filter element.
The by-pass valve ensures a continuous flow of
hydraulic fluid to the system. Also, without such
ACW00073.pict
5566071301 07-96 167
a by-pass arrangement, oil being forced into the
filter under pressure could blow a clogged filter
to pieces. The small particles would then flow
through the system.
Because of the presence of the by-pass valve,
more and more hydraulic oil will by-pass around
the filter element as it fills up with dirt. Thus, it
cannot be determined from the performance of
the hydraulic system when a filter has become
clogged.
Establishing a Schedule
It is difficult to establish a time schedule for ser-
vicing hydraulic system filters that will apply in
all cases. This is because the rate of dirt accumu-
lation in a filter is affected by the following fac-
tors:
The cleanliness of the hydraulic oil when
first placed in the system and the cleanliness
of the make-up oil which has been added.
The amount of dirt entering the system due
to carelessness when adding make-up oil.
The dirt and dust conditions encountered by
the equipment on the job.
The condition of the hydraulic cylinder
packing.
In a properly maintained system, the hydraulic
filter should only need changing with each
change of hydraulic fluid (1000 hours). Use of
oil analysis is recommended to determine the
optimum interval. Atlas-Copco Wagner recom-
mends changing filters every 400 hours until
evidence indicates differently.
Brake Pedal Adjustment
Wheel end pressure is 1500 psi (10300 kPa) and
can be checked at the J-block. Pressure is adjust-
able using the brake pedal heel stop.
To adjust, with vehicle on a level surface, release
the park brake. Put the vehicle in 1st gear and
roll the vehicle forward, adjusting pedal heel
stop up until the service brakes start to drag.
Then turn stop back down until vehicle rolls free
and brakes are no longer dragging. Then turn the
stop 1/4 of a turn in and lock jam nut.
Note: Whenever the SAHR brake valve is
replaced, it should be tested for dead band and
adjusted as necessary.
Adjustment of Pedal Deadband
The term deadband describes the range of pedal
motion that does not effect valve output pres-
sure. The following is a description of initial
diagnostic procedure to check the deadband, the
motion of the pedal that does not effect output
pressure.
To service the brake pedal, you need a quick
disconnect pressure gage with hose long enough
for gage to be seen from inside the cab. There
are two pressure ports, one for front, and one for
rear. These ports will read the brake pressure as a
function of brake pedal depression.
Cylinder Inspection
Check cylinders for pin and bushing wear.
Repair is required when pin and bushing exceeds
1/8 in. (3.2 mm) wear or movement.
Check cylinder for damage to barrel and stem.
Carefully inspect the inside surface of the cylin-
der and the condition of the pistons.
Thoroughly wash all of the parts of the cylinder
assembly in a suitable solvent.
Dry them with a clean, lintfree cloth or with
compressed air.
168 07-96 5566071301
When assembling the cylinder, use new packing,
backup rings, O-ring and wiper ring. Replace
any part that is worn or damaged.
The steering stops must be checked at least
every 250 hours or less. If they wear excessively
or break off, they can cause severe damage to the
steering cylinder, pins, and bushings, caused by
bottoming the cylinder out.
Adjusting Cylinder Packing
Occasionally it is necessary to adjust the packing
gland on the cylinders to prevent excessive leak-
age. Keep in mind, however, that some leakage
is desirable in order to keep the piston rod and
seal lightly lubricated and clean. However, if
leakage should become excessive, tighten the
retainer bolts until the packing is compressed
sufficiently to decrease the leakage.
Troubleshooting
Troubleshooting hydraulic systems involves
starting at the beginning of the system and
checking the operation of each part until the
trouble is found.
Section 10, Troubleshooting, contains a series of
tables design to aid in troubleshooting all the
systems found on your Scooptram.
Once you have found the area where the trouble
lies, it is then necessary to locate the exact com-
ponent in that area which is not operating prop-
erly.
Important: When Servicing a Hydraulic Sys-
tem, Think First Disassemble Last
It is not at all unusual for an untrained mechanic
to immediately start disassembling the hydraulic
system when it is not working correctly. This can
greatly increase the amount of downtime for the
vehicle simply because the mechanic did not
stop to think before acting.
Careful troubleshooting of a hydraulic system
pays off in saved time and work.
Safety
Play it safe. More than one mechanic has been
injured when checking out a hydraulic system.
Raising the boom and failing to support it prop-
erly before draining the system can be deadly.
Always remember that hydraulic systems oper-
ate under high pressure. Sometimes it is neces-
sary to work on a line that is under pressure. If
so, be careful. Always shut down the vehicle
when possible.
Avoid shortcuts. This applies both to disassem-
bly and assembly. If a hose or piece of tubing is
supported in two places by clamps, replace both
of them even if you feel one will do the job.
Always use the correct tools. Some parts of the
hydraulic system are easily damaged, particu-
larly if an improper or makeshift tool is used
when a precision tool is required.
Use recommended service procedures. Dont
experiment. Remember that you are working on
expensive equipment. Always treat it as such.
Basic Causes of Hydraulic System Failures
Before proceeding to troubleshooting charts, it is
important that you remember that the three most
common causes of hydraulic system failures are
dirt, heat, and foaming.
The effect that dirty hydraulic oil can have on a
system has been described. Dirt can do more
damage than either heat or foam. However, heat
and foam are also very damaging to any hydrau-
lic system.
Excessive heat can affect packing and seals. Oil
and air leaks form, and the effectiveness of the
hydraulic system is quickly reduced. Dirt is able
to get into the system around damaged packing
5566071301 07-96 169
and seals, which further shortens the life of the
system.
System Overheat Protection
Normally, overheating can be prevented by fol-
lowing a few simple rules:
1. Always use a hydraulic oil of proper viscos-
ity. The use of an oil of greater viscosity than
that recommended, particularly in areas of
low ambient temperatures, will cause
increased fluid friction and overheating.
2. Always connect hoses and clip them into
position according to manufacturers recom-
mendations. Rerouting a hose too close to
the units transmission or engine can cause
the hose to overheat. This results in over-
heating of the hydraulic oil passing through
it. Also, avoid using undersized hoses and be
sure to install the hoses so that there are no
sharp bends. These can increase friction and,
as a result, raise the oil temperature.
3. When pumps, cylinders, and other hydraulic
system components become worn, replace
them. Worn parts allow excessive oil slip-
page which in turn requires the pumps to
operate at full output over long periods. This
longer cycle increases the length of time dur-
ing which fluid friction is generated within a
system, increasing the oil temperature.
4. Always keep the outside and inside of the
hydraulic system clean. Dirt on the outside
of the system acts as an insulation and pre-
vents normal oil cooling. Dirt on the inside
of the system causes wear which results in
oil slippage.
Oil foaming is simply a condition where air is
mixing with the oil. This forms small bubbles
which accumulate in various parts of the system.
When oil foams, it can overheat. This is because
the air in the oil increases in temperature when
the oil is compressed. In other words, as the air
is compressed, the temperature rises just as it
would in an engine cylinder. The hot air bubbles
in turn heat the surrounding oil. It is easy to see,
therefore, that everything possible should be
done to prevent air from getting into the system
and causing foam.
Eliminating Air From the System
Adjust and replace packing and seals when nec-
essary. Failure to do so will eventually result in
air leaks. When replacing seals and packing, use
only those products recommended by the manu-
facturer.
When installing hoses, make sure they are prop-
erly supported. Vibrating hoses can loosen con-
nections and allow air to enter the system.
Periodically check all hose fittings and connec-
tions to make sure they are properly tightened. A
pressure leak is easy to recognize because the oil
will be visible. However, a suction leak can
occur with no visible signs.
If in doubt, apply oil to the inlet hose joints, one
joint at a time. If pump noise, caused from the
presence of air, decreases when oil is added to a
certain joint, you know this joint is leaking air.
When servicing or rebuilding various hydraulic
system components, make sure that you are
doing a good job. Packing that is improperly
installed will often leak. Sloppy assembly proce-
dures will result in unreliable service and costly
follow-up repairs.
Excessive air in a system can usually be recog-
nized by erratic and uneven operation of the
hydraulic system. The air in the system does not
allow the oil to provide steady pressure against
the pistons, causing jerky operation. Therefore,
170 07-96 5566071301
if you should have this condition, look for air
leaks in the system.
Checking for Component Failure
A failure of one or more components in the
hydraulic system will usually result in one of the
following:
1. the hydraulic system will slow down and
become sluggish
2. it will lose pressure.
The first rule in determining the root cause of the
problem is to never assume anything. A careful
step by step process is the best method in identi-
fying the source of a problem.
The first step should be to check the easiest pos-
sibilities first. On the hydraulic system, this
means checking the oil level in the tank.
Next, conduct a visual inspection of all hoses,
fittings and linkages.
If no visual problems are evident, check that sys-
tem pressure is within specifications. Pressure
tests are usually made by attaching a pressure
gauge at the pump or relief valve, depending
upon the particular system. To check the maxi-
mum hydraulic pressure output for a system pro-
ceed as follows:
1. With the engine shut down, remove the pipe
plug from the point at which the gauge is to
be attached and install the gauge.
2. Start the engine.
3. Accelerate the engine to maximum rpm, and
operate the specific function in question.
Hold it in that position.
4. Check the gauge reading to see if it conforms
with the maximum oil pressure recom-
mended by Atlas Copco Wagner Inc.
5. The second basic check is to test the cycle
times of all hydraulically actuated systems.
Below normal times will indicate possible
flow problems.
6. If the pressure or cycle times are below spec-
ification, disconnect the hydraulic line on the
outlet of the pump and install a pressure
gauge (and in-line flow meter) to determine
if the pump is operating correctly.
7. Proper flow and pressure at the pump outlet
usually is an indication that there is not a
problem with the pump. Begin isolating and
testing individual systems and components
until the problem is found.
Checking Hydraulic Systems for Leaks
Leaks are a common symptom of more exten-
sive troubles in a hydraulic system. Hydraulic
system leaks can be classified into two major
types: external leaks and internal leaks.
External Leaks
External leaks on the pressure side of a hydraulic
system are easy to locate because of the presence
of hydraulic fluid. Nevertheless, it is important
that the maintenance personnel and operator
keep a close watch over the various components
of the hydraulic system in order to identify and
correct pressure leaks as soon as they start.
External leaks which occur on the intake side of
the pump are much more difficult to detect.
However, you can usually suspect intake leaks in
a system if any of the following five conditions
are evident:
Air bubbles in the hydraulic oil.
Erratic or jerky hydraulic system action.
Overheating
Excessive pressure in the reservoir.
Excessive pump noise.
5566071301 07-96 171
If any of these conditions exist, you should first
check all intake fittings and connections for
leaks.
Remember that over-tightening can be even
more troublesome than under-tightening. The
number of pound-feet recommended for tighten-
ing a particular swivel nut will ensure a tight seal
and yet not be so tight as to result in distortion of
one or both fitting seals.
Leaks on the intake side of the system can usu-
ally be detected by adding oil to the area of the
connection. If the pump noise caused by aeration
lessens or stops, you have found the connection
where air is being taken into the system.
Internal Leaks
As the various components of a hydraulic sys-
tem wear, internal leakage within the compo-
nents occurs. A slight amount of internal leakage
can be tolerated. As leakage increases however,
system performance begins to drop as hydraulic
energy is lost. This lost energy turns up in the
form of heat, which can degrade the oil and lead
to premature equipment failure. Therefore, it is
important that the hydraulic system be kept in
good working order.
A good mechanic can troubleshoot a hydraulic
system and find the source of trouble without
any unnecessary, time-consuming disassembly.
A careful study of troubleshooting charts in Sec-
tion 9 will help you develop this ability. The fol-
lowing information can also prove helpful in
determining the source of internal leakage in a
hydraulic system.
The Basic Causes Of Fluid System Leakage Are:
1. Human Error.
2. Lack of Quality Control.
3. Poor Protection of Components in Handling.
4. Difficult to reach Fitting Connections.
5. Improper Design of Piping or Routing
6. Poor Selection of Materials
7. Lack of Education
Finding the Leak Location
Identifying the exact location of a leak can be
difficult. To make sure that a leak is not at a
higher point and draining down:
1. Wash and/or wipe down leakage area.
2. Watch for the leak to appear.
3. Place a paper towel or rag above the sus-
pected connection to catch any fluid drop-
ping from above.
Remember Seepers or weepers can be hard to
locate.
Leak Problem Areas
SAE 37 Flare Connection
Causes:
Most of the leaks on this connection are due to
the lack of tightening (human error). You cant
tell if the nut has been tightened by just looking
at the connection. If it is more than finger tight,
you cant tell from observation how much.
Torque wrenches are good only when they are
used. You must rely on the user to be sure they
get used on all joints and connections. The user
must depend on his memory to know if he has
tightened all of the joints.
Cures:
Here is a foolproof method of tightening. Any-
one can tell if the joint was tightened and how
much:
1. Tighten nut finger tight until it seats.
172 07-96 5566071301
2. Use an ink pen or marker to mark a line
lengthwise on the nut and extend it onto the
adapter.
3. Tighten the nut with a wrench, turning the
nut the amount shown in the following chart.
The difference (misalignment) of the marks will
show how much the nut has been tightened (or
that it has been tightened).
What to do if the joint leaks after it has been
tightened properly.
Disconnect the line and check for:
SAE 45 nuts
Causes:
When connected to an SAE 37 male flare fitting
it will leak. The SAE 45 nut is too long and will
bottom on adapter hex in sizes 8 and 10 before
the seats are tight.
Cures:
Use all SAE 37 flare parts.
Remember
Many of the leakage problems on this type of
connection wont show until the unit has had a
few hours of service.
All items, except the first one in the above chart,
are quality control problems which are usually
found on parts supplied by the lowest bidder.
SAE Straight Threat O Ring Seal.
Problem:
Elbows loosen up after short service.
O ring leakage after short service.
O ring leakage after long service.
Hose Size Rotate No. of Hex Flats
4 2-1/2
5 2-1/2
6 2
8 2
10 1-1/2 -2
12 1
16 3/4-1
20 3/4-1
24 1/2-3/4
Problem Corrective Action
Foreign particles in the
joint
Wash them off
Cracked Seats Replace them
Seat mismatching or
not concentric with the
threads
Replace the adapter
Deep nicks in the seats Replace faulty part
Excessive seat impres-
sion. This indicates too
soft a material for high
pressures. Threads will
stretch under high pres-
sure
Replace the part
Phosphate treatment
This is an etching pro-
cess which if overdone
leaves a rough sandpa-
per-like surface
Replace faulty parts
Chatter or tool mark
High and low spots on
seats
Replace faulty part
5566071301 07-96 173
Instant leakage upon start up.
Causes:
May be either human error or faulty parts.
Cures:
Replace O ring seals and start over.
Jam nut and washer must be to the back side of
the smooth portion of the elbow adapter.
Lubricate the O ring Very Important
Thread into port until washer bottoms onto seat
face.
Note: Is the spot face large enough for the
washer? Does hex of the straight adapter fit Into
spot face
Position elbows by backing up the adapter.
Tighten jam nut.
SAE 4-Bolt Split Flange Connection
The SAE 4-bolt split flange connection is a face
seal. The shoulder which contains the seal must
fit squarely against the mating surface and be
held there with even tension on all bolts.
The shoulder protrudes past the flange halves by
.01 in. (.25 mm) to .03 in. (.76 mm).
This is to insure that the shoulder will make con-
tact with the mating accessory surface before the
flange does.
The flange halves overhang the shoulder on the
ends so that the bolts will clear the shoulder.
Problem (1):
Because of the shoulder protrusion and the
flange overhang, the flanges tend to tip up when
the bolts are tightened on one end, in a seesaw
fashion. This pulls the opposite end of the flange
away from the shoulder and when hydraulic
pressure is applied to the line, it pushes the
shoulder back into a cocking position.
Causes:
This connection is very sensitive to human error
and improper bolt torquing.
Cure:
All bolts must be installed and torqued evenly.
Finger tightening with the use of feeler gauges
will help to get the flanges and shoulder started
squarely.
Problem (2):
When the full torque is applied to the bolts, the
flanges often bend down until they bottom on
the accessory. This also causes the bolts to bend
outward.
Cause:
Bending of the flanges and bolts tends to lift the
flange off the shoulder in the center area
between the long spacing of the bolts.
When pipes and/or hoses are joined together
with this connection, the conditions become
more sever because the spacing between mating
flanges now is doubled and becomes .02 in. (.5
mm) to .06 in. (1.5 mm) gap. All conditions are
now multiplied 100%.
High torque is required on all bolts which must
be Grade 5 or better because much of the torque
is lost in overcoming the bending of the flanges
and bolts.
Cure:
Lubricate the O ring before assembly. All mat-
ing surfaces must be clean. All bolts must be
evenly torqued. Don't tighten any one bolt fully
before going to the next one.
Because of the tolerance build up in all compo-
nent parts plus the bolt bending, the flange
halves can move sideways. This can lessen the
174 07-96 5566071301
shoulder contact with the flange to zero in the
center area between the long bolt spacing.
When flanges have a large radius on the edge,
the leakage problem becomes even greater with
the above conditions.
Remember All flanges have a small break at
edge to insure full contact with the shoulder
flanges.
In spite of all of the unfavorable conditions with
this design, has run high pressure impulse tests
under lab conditions with up to 2 million cycles
without failure of any component.
These test were made on quality parts using
standard 60 durometer O ring seals and 5000
psi (34500 kPa) pressure peaks. The 3000 psi
(20800 kPa) designed connection was used in
the test with heat treated flanges.
Pipe Thread Leaks
What to do if the joint leaks after it has been
tightened properly:
Disconnect the line and check for:
Remember
Many of the leakage problems on this type of
connection won't show until the vehicle has had
a few hours of service.
Removal and Replacement
Procedures
WARNING: Block all wheels, remove the
ignition key, and place a warning tag on
the steering wheel before performing mainte-
nance on the hydraulic pumps and accessories.
Note: The use of any safety procedures given in
this section do not preclude any other safety
practices contained in this manual.
Before Starting
Check cleanliness:
of the area around the vehicle
of power units, pipe connections, compo-
nents
of hydraulic fluids
Problem Corrective Action
Connector not tight Tighten
Cracked port or con-
nector
Check for cracks and
replace defective parts
Oversized threads in
port
Inspect for proper
thread size
Undersized threads
on connector
Inspect for proper
thread size
Galled threads (torn
threads)
Inspect and replace if
necessary
Damaged threads,
nicks, cuts, etc.
Replace if damaged
Threads not dry-seal
standard for hydrau-
lics
Use NPTF DRY-
SEAL standard
Straight pipe threads
instead of tapered
Use NPTF DRY-
SEAL standard
Contaminated
threads, dirt, chips,
etc.
Clean and inspect
High vibration loosen-
ing connection
Retighten connector
Check with engineer-
ing
Heat expansion of
female threads
Retighten while hot
Too tight, causing
thread distortion
Check, replace
ACW00073.pict
5566071301 07-96 175
of parts from stock
Watch out for contamination. Dampness or dirt
from the surrounding environment must not be
allowed to enter the hydraulic reservoir. Fill res-
ervoir only via a filter, preferably via system fil-
ters or portable filter stations with fine filters (10
micron).
Do not mix Fire Retardant Fluid (FRF) with
standard hydraulic fluids.
Protective internal paint coatings, if used, must
be compatible with the hydraulic fluid used.
Be sure all parts are on hand.
Parts from storage can develop a build-up of
resin from protective oils and grease. This resin
should be dissolved with solvent before the part
is installed.
Make use of lifting eye bolts and transportation
equipment.
Do not use force. In order to prevent radial
forces and tension on pipelines and components,
ensure that pipelines are firmly secured.
Do not use putty or Teflon tape as a sealing
material, as this can lead to contamination and
thus malfunctions.
Make sure hose lines are correctly laid. Rubbing
and touching of the lines must be avoided.
Ensure availability of correct fluids (ISO VG
DIN 51519)
Relieving Hydraulic System Pressure:
1. Apply the brake pedal, release the park brake
know, and cycle the park brake override until
the accumulator pressure gauge reads 0 psi.
2. Vent tank to atmosphere by depressing the
pressure check valve on top of the breather
on the hydraulic tank or by loosening the
filler cap.
Before removing any hose:
1. Clean immediate area around any hydraulic
component to be serviced to prevent contam-
ination
2. Label hose to facilitate assembly and diag-
nostics
3. Have plug prepared to cap each hose to be
removed
4. Return lines are open to tank, therefore the
entire hydraulic tank can drain if they are not
adequately plugged. Often it is useful to
apply a vacuum (5-7 psi / 340-480 kPa) on
the hydraulic tank at the breather to prevent
oil leakage, but a plug will still be necessary
to prevent contaminate from getting sucked
into the lines.
Steering Cylinder Removal
1. Articulate vehicle so cylinder to be removed
is fully extended.
WARNING: Extreme caution must be
used when servicing the vehicle without the
steering lock in place, and all hydraulic pressure
in the accumulators must be discharged before
starting work on cylinders without articulation
lock in place.
2. Apply penetrating oil to both pin collars to
facilitate pin removal and prevent damage to
collar spacers when forcing pin out.
3. Disconnect all cylinder hoses. Clean, label
and plug all cylinder and hose connections.
ACW00073.pict
176 07-96 5566071301
4. Loosen bolt on split cap (pinch clamp), if
necessary spread clamp slot with a chisel to
wedge open.
5. Remove pin on load frame side.
6. Remove pin on power frame side.
7. Remove cylinder with help of lifting device.
Steering Cylinder Installation
1. Orient cylinder to same position as the oppo-
site cylinder, stems to rear, and oil ports up.
2. Grease pins, install pins as shown in illustra-
tion, make sure the collar spacers are in the
correct position, then torque pinch clamp
bolts to specification.
3. Connect pressure and return lines, grease
pins.
Bleeding Air
Bleeding of system will be necessary when ever
the hydraulic lines are removed. After cycling
the steering controls several times in order to
bring oil to operating temperature, do the follow-
ing to bleed the cylinders, repeat if necessary.
WARNING: Vehicle articulation lock
must be in place and maintenance person-
nel must wear heavy gloves and safety glasses
during this procedure.
1. With the vehicle on and the hydraulic fluid
warm, loosen bleed screw at top of steering
cylinder to allow air to escape and oil to
weep.
2. With the articulation area clear, have second
operator cycle control lever slightly, forcing
pressure into cylinder.
3. Close bleed valve when steady stream of
fluid weeps out.
4. Clean the cylinder and any oil spillage.
Dump Cylinder Removal
The dump cylinder will require some sort of lift-
ing device to support and lower the cylinder to
the ground. Determine how the cylinder will be
handled before removing, then do the following.
1. Lower the boom to the down position. Roll
the bucket until the front edge rests against
the ground.
2. Secure the cylinder in place (to prevent it
from swinging free once pins are removed).
Note: Make sure cylinder is free of grease or oil
before securing with strap to prevent it from slip-
ping.
3. Relieve any excess pressure in dump cylin-
ders by carefully opening bleeder screw at
top of cylinder.
CAUTION: Hydraulic fluid may be under
pressure. Safety glasses and heavy gloves
must be worn.
facilitate pin removal and to prevent collar
spacer damage when forcing pin out.
Note: Leave base end return hose attached until
after cylinder rod has been retracted.
6. With cylinder secured in place remove first
the stem pin, then the base pin. Be careful of
free swinging cylinder ends. Retract stem
rod back into cylinder before removing base
pin.
7. If machine has trunnion caps (shoulder col-
lars), remove bolts to remove collars and
leave pin inside cylinder until cylinder is on
stable surface.
ACW00073.pict
ACW00073.pict
5566071301 07-96 177
Dump Cylinder Installation
Reassemble in reverse order. Clamp base end pin
first. Position stem pin in place and use hoist to
extend cylinder into the bucket clamp.
Hoist Cylinder Removal
The hoist cylinders will require some sort of lift-
ing device to support and lower the cylinder to
the ground. Determine how the cylinder will be
handled before removing, then do the following.
model, the boom could weigh up to 5670
kilograms (12,500 lbs.). Do not reach or lean
underneath the boom unnecessarily.
1. Raise the boom and place support stands
beneath it. Lower the boom until all of its
weight is supported by the stands.
Note: If dump cylinder has been removed, the
bucket will have to be removed or secured to
prevent swinging.
2. Secure the hoist cylinders in place (to pre-
vent them from swinging free once pins are
removed).
Note: Make sure cylinder is free of grease or oil
before securing with strap to prevent it from slip-
ping.
3. Relieve any excess pressure in the cylinders
by carefully opening bleeder screw at top of
cylinder.
CAUTION: Hydraulic fluid may be under pres-
sure. Safety glasses and heavy gloves must be
worn.
facilitate pin removal and to prevent collar
spacer damage when forcing pin out.
6. With cylinder secured in place remove first
the stem pin, then the base pin. Be careful of
free swinging cylinder ends. Retract stem
rod back into cylinder before removing base
pin.
7. If machine has trunnion caps (shoulder col-
lars), remove bolts to remove collars and
leave pin inside cylinder until cylinder is on
stable surface.
Hoist Cylinder Installation
Reassemble in reverse order. Clamp base end pin
first. Position stem pin in place and use hoist to
extend cylinder into the boom clamp.
Bleeding Air
Bleeding of system will be necessary when ever
the hydraulic lines are removed. After cycling
the dump and hoist controls several times in
order to bring oil to operating temperature, do
the following to bleed the cylinders, repeat if
necessary.
WARNING: Vehicle articulation lock
must be in place and maintenance person-
nel must wear heavy gloves and safety glasses
during this procedure.
1. With the vehicle on and the hydraulic fluid
warm, loosen bleed screw at top of steering
cylinder to allow air to escape and oil to
weep.
2. Have second operator cycle control lever
slightly, forcing pressure into cylinder.
3. Close bleed valve when steady stream of
fluid weeps out.
4. Clean the cylinder and any oil spillage.
Pump Removal
1. Remove the hoses and plug lines.
ACW00073.pict
ACW00073.pict
178 07-96 5566071301
2. Remove the mounting bolts, and slide the
pump off the forward pump stub shaft.
3. Cover open stub shaft assembly to keep
clean
Pump Installation
Install in components in reverse order, torque
hardware to specified values.
When assembly has been correctly completed,
proceed with start-up and functional testing.
Preparation for trial run
Start-up
(Applicable after overhaul of major component
after failure during service).
Prior to start-up the following check list should
be run.
1. Check that Hydraulic Oil Tank is clean.
2. Check hydraulic lines cleaned and correctly
installed.
3. Check that all couplings and flanges are
tightened.
4. Check that all components are correctly con-
nected in accordance with installation draw-
ings or circuit diagram.
5. Check that hydraulic accumulators are prop-
erly charged with nitrogen.
Note: It is recommended that the gas charge be
noted on the accumulator itself (e.g. by a label)
and in the circuit diagram, so that a check may
be made in the future when required.
6. Check engine and pump are correctly assem-
bled and aligned.
7. Check that hydraulic filters are of specified
pore size.
8. Check that all fluids are as specified and
filled up to maximum level.
Trial Run
1. Clear the area of all unauthorized personnel.
Only personnel directly required to test the
vehicle should be present.
2. Check that all shut-off valves are fully open.
3. Check that the direction of rotation of the
engine matches that of the pump.
- Start the vehicle.
- Slowly move forward a few feet.
- Check rotation. (counter clockwise while
facing pump input shaft).
4. Check position of directional valves and, if
necessary, move into required position.
5. Open pump suction valves - if necessary, fill
pump housing with fluid.
6. If pilot boost pump is installed, start up; all
pump cavities should be full and tank pres-
surized.
7. Check operating function of hydraulic sys-
tem without load.
8. When normal system operating temperature
has been reached, test system under load.
Gradually increase pressure.
9. Check monitoring and measuring devices.
Note: Jerky movements indicate the presence of
air in the system. By changing the pumps dis-
placement with the actuators in the loaded or
braked condition, certain air pockets can be
eliminated. The system is completely bled when
all functions can be carried out smoothly and
continuously and there is no foaming on the sur-
face of the fluid. In practice, it has been found
5566071301 07-96 179
that foaming should have ceased 1 hour after
start-up, at the latest.
10. Check fluid temperature.
11. At normal operating temperature, check flow
restriction indicators while operating dump
and hoist controls.
12. Compare measured values with specified
performance parameters (pressure, speed and
setting of other control components).
13. If restriction due to contamination is found,
flush the hydraulic system in order to pre-
vent premature failure of system compo-
nents. Check filter back pressure.
14. Listen for noise.
15. Check fluid level; add if necessary.
16. Check setting of pressure relief valves.
17. Check for leakage.
18. Shutdown the vehicle.
19. Tighten all fittings, even if there is no evi-
dence of leakage.
WARNING: Tighten only when the system
is not under pressure. ACW00073.pict
180 07-96 5566071301
Section 8
Electrical
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Electrical Service Manual Wagner Scooptrams
182 07-96 5566071301
Electrical System
Theory of Operation
All electrical devices, motors included, need
some type of electric power supply to furnish the
voltage and current they require. An electric cir-
cuit can be easily understood by comparing it to
a hydraulic system.
In a Hydraulic Circuit In an Electric Circuit
Atlas-Copco Wagner uses a 24 volt electrical
system as standard on most models. An excep-
tion to this are smaller vehicles like the ST-2D.
The starting demand of the engine and physical
size of the vehicle make a 24 volt system both
unnecessary and impractical.
The electrical system runs on 24 volts provided
by the alternator. It supplies power for engine
starting and monitoring, instrumentation and
control (where electrical circuits are used in
place of mechanical or hydraulic controls), vehi-
cle lighting, audio and visual warning systems
(horns, backing alarms, flashing lights) and other
accessory systems (air conditioning, remote
radio control). Two 12 volt batteries connected
in series provide starting voltage.
When the operator turns the OFF/ON/START
switch to ON, energy stored in the battery flows
through the electrical system. Turning the switch
to START energizes the starter motor. The starter
motor, using the flywheel, moves the crankshaft.
Fuel pumped into the cylinders is ignited, start-
ing the engine.
The engine mechanically turns the alternator,
producing current. At this point the alternator is
supplying all electrical loads, and charging the
battery.
Circuit breakers and fuses protect components in
the system. A Master switch isolates the battery
(and the alternator) from the rest of the system.
Schematic and Wiring Diagrams
The electrical system schematic illustrates the
vehicles harnessing and major components. It is
meant to provide a system overview.
The electrical wiring diagram provides exact
information of all system and component wiring
connections.
Electrical Ladder Diagram
The electrical ladder diagram is a schematic rep-
resentation of the vehicles logical operation (not
a physical representation of the harnesses) and is
the most effective means of viewing the com-
plete electrical system and its interactions with
other system devices. It is also a valuable tool for
diagnosing and troubleshooting electrical prob-
lems.
Once a problem has been isolated from the over-
all system, it is recommended to use the specific
harness/component drawings and wiring dia-
grams in order to make correct/ informed deci-
sions toward resolving the issue.
Pump corresponds to Generator
Pressure corresponds to Voltage
Liquid Flow corresponds to Current
Pipes corresponds to Wires
Valve corresponds to Switch
Hydraulic
Motor
corresponds to Electric Motor
Accumulator corresponds to Battery
Wagner Scooptrams Service Manual Electrical
5566071301 07-96 183
Electrical Wiring Diagram
All electrical circuits on Atlas-Copco Wagner
vehicles are numbered in the following manner:
Circuit numbers change only when they have
made a transition through an electrical compo-
nent such as a relay coil, switch or switch con-
tact. Circuit numbers do not change when they
cross devices such as tie points, terminal blocks
or connectors.
Electrical Ladder and Wiring Diagrams are pro-
vide in the Atlas-Copco Wagner Parts Books.
Note: For full-sized prints of your system sche-
matic and/or ladder diagram, see your Atlas
Copco Wagner Inc. sales company or authorized
dealer. See the back of this section for reduced
versions of these diagrams.
Electrical System Components
1. Atlas-Copco Wagners electrical systems are
comprised of several sub-systems.
A. Electrical distribution
wiring to sub-systems
B. Charging & Ignition
battery(s) and mounting hardware.
alternator.
starting motor and starting solenoids.
preheater
C. Instrument panel
panel installation and all wiring
within the panel.
all components located within the
panel.
D. Lights
front and rear light installations and
any additional lighting.
E. Horn
horn installation and hardware (air
horn not included).
F. Options
A large number of options are avail-
able, from extra lights to special
gauges.
Each option is generally shown in the
parts book and contains all parts, wir-
ing, and hardware. The installation
will also indicate how the option will
wire into the system.
Electrical Distribution
Wiring Harnesses
Vehicles are equipped with a sealed electrical
system. Wiring is designed to withstand operat-
ing conditions of 125 C (257 F) and 600 volts.
Wiring splices are dip soldered and protected
with waterproof heat shrink tubing.
All exposed connections are coated with 3M
#776 conformal coating to prevent corrosion
and shorting. Internal connections and terminal
blocks have a spray-on urethane coating
In areas subject to abrasion, the wires are pro-
vided with a protective covering. The cover can
be one of several types ranging from a spiral
wrap to a braided sleeving.
Master (Battery Isolation) Switch
This is an environmentally sealed switch which
isolates the battery and alternator from the rest
xx x x
Starting circuit
breaker
branch circuit number
184 07-96 5566071301
of the electrical system. Its primary purpose is to
provide for safe conditions while performing
maintenance. It also serves as an emergency
shutdown switch for the vehicle. On most vehi-
cles, the Master switch is located in the engine
compartment, near the battery box.
Component Box
The electrical component box is a rubber gas-
keted, waterproof compartment designed to pro-
tect key components from harsh environmental
conditions. Depending on its location, it will be
provided with welded, steel plate protection
from falling rock and inadvertent stepping.
Most main circuit breakers and fuses are located
inside of the component box, as are several com-
ponents in the charging and ignition system.
Park Brake Switch
On vehicles not equipped with the SAHR brake
system, the parking brake is electrically ener-
gized to release.
The parking brake will be applied if any combi-
nation of the following occurs:
The park brake button is actuated.
The ignition switch is turned to the off
position, or the battery disconnect switch is
opened.
Brake accumulator pressure drops below
1400 psi (96.5 bar), or converter pressure
drops below 60 psi (4.1 bar).
Or any situation that removes electrical
power from the park brake solenoid.
Electric components associated with the brake
system consists of:
Emergency service brakes are supplied as an
option on some vehicle, and are electrically
energized to apply.
Charging & Ignition System
The charging and ignition system consists of:
Battery
Two 12 volt batteries connected in series achieve
the 24 volts of direct current (DC) required by
the starter motor.
Component Location
Park Brake Switch Cab
Emergency Stop Switch
Park Brake Indicator
Park Brake Solenoid Brake manifold
Wheel End Brake Solenoid
Accumulator Press Switch Transducer box
Converter Press Switch
Park Brake Press Switch
Brake Relay (time delay) Component box
Component Location
Batteries-(2) Battery Box
Isolation Switch
Starter Fuse
Starter Engine
Alternator
Starter Solenoid Component Box
Alternator Circuit Break-
er
Ignition Circuit Breaker
Ignition Relay
Ignition Switch Switch Panel
-
+
-
+
24 V
load
A B
5566071301 07-96 185
In the battery circuit, there is an in-line fuse on
the positive battery cable, protecting the starter
motor from overcurrent conditions and a discon-
nect switch on the negative battery cable to
remove the batteries from the chassis ground.
Starter
Current flows from the ignition (start) switch to
the starter motor solenoid. A fuse protects the
starter from power surges. A Neutral Safety
switch is also included in the circuit, to protect
the vehicle from being started in gear.
The ignition system has both 12 VDC and 24
VDC capabilities. This is achieved by ignition
relays located inside of the electrical component
box.
Alternator
The alternator is fully enclosed with built-in reg-
ulator and is brushless.
The alternator performs two functions:
1. It satisfies the electric current requirements
demanded by the vehicles systems.
2. Provides battery charging.
It is important to reserve about 20% of the alter-
nators full load capability to support the battery
charging function. The alternator is sized to pro-
vide this margin with the engine at high idle.
Preheater (Deutz)
Vehicles with Deutz air-cooled engines have a
pre-heat circuit for starting in cold conditions.
This circuit consists of a manually actuated
switch, solenoid, glow plug indicator and glow
plugs.
The glow plugs are mounted in the pre-combus-
tion chamber of each engine cylinder, and heat
up as current is passed through. This helps
ensure that the fuel will reach ignition tempera-
ture upon start-up. The glow plug indicator con-
sists of a series of coils that heat at the same rate
as the glow plugs. They are located in the opera-
tors compartment and when visible, indicate that
the cylinders are warm enough to start the
engine.
186 07-96 5566071301
Instrument Panel and Controls
Most gauges are 12 vdc and indicators are 24
vdc. The gauges are analog devices and receive
their input signals from either a sender or sensor.
The only exception to this is the engine hourme-
ter (servicemeter), which is digital and receives
its input from the engine oil pressure switch.
Light System
Standard lights are a halogen type with rubber
housings.
The light system consists of:
All lighting systems are individually protected
by circuit breakers/fuses. In general, all light
functions are of a sourcing nature. Power is pro-
vided by the respective circuit breaker to a
switch. This switch will either directly activate
the lighting source, or energize a relay, which
will then activate the lighting source.
Relays are used for several reasons:
1. When a switch is not capable of carrying the
electrical load
2. Logic control
3. To provide electrical isolation.
Horn and Alarm Systems
The horn subcircuit consists of:
Component Location
Tachometer Gauge panel
Speedometer
Engine Temperature
Gauge
Engine Oil Press Gauge
Hourmeter (Servicemeter)
Trans Temperature Gauge
Trans Press Gauge
Accumulator Press Gauge
3000 psi Accumulator Transducer Box
600 psi Trans
150 psi Engine Oil
Engine Oil Press Sw (6 psi)
Accumulator Press Sw
(21400 psi)
(1 100 psi)
P.Press Sw 1400 psi
Emergency. Steer Press Sw
(2200 psi)
Fuel Sender Fuel Tank
Trans Temperature Sender Manifold
Engine Temperature Send-
er
Engine
Engine Temperature Sw
(210 F)
Speedometer Generator Transmission
Trans Temperature Sw
(250 F)
Component Location
Front Light Switch Switch Panel
Rear Light Switch
Cab Light Switch
Headlights (L & R) Front Grill
Front Light Relay Component Box
Rear Light Relay
Rear Lights (L & R) Rear of Power Frame
Component Location
Horn Relay Component Box
Horn Cab
Horn Button Steering Column
5566071301 07-96 187
Horn
On most Atlas-Copco Wagner Scooptrams, the
horn is located in the articulation area and is
activated (via relay) by depressing a button on
the instrument panel.
Back-up Alarm
The vehicles back-up alarm is located at the rear
of the load frame. This alarm is rated at 112
dB(A) at 24 v. It is activated anytime the trans-
mission is in the reverse position.
Options
Engine System
The location and number of electrical compo-
nents associated with the engine installation
depends on the manufacturer of the engine in
your machine.
Detroit Diesel 60 Series (DDEC)
The DDEC (Detroit Diesel Electronic Control)
system is an integral engine control and diagnos-
tic system supplied by Detroit Diesel Co. The
majority of engine sensors are incorporated
directly into the engine itself.
DDEC ECM
The ECM (Electronic Control Module) is
sourced from either 12 vdc (DDEC II) or 24 vdc
(DDEC III) power via an vehicle power harness.
The ECM is protected from overloads by two 15
amp automotive style fuses. The ECM control
circuit is protected from overloads by a 5 amp
automotive style fuse.
The engines operating parameters and past his-
tory can be accessed through the engine diagnos-
tic connector, which is located inside the
instrument panel. Use of this port requires the
access to an engine DDR (Diagnostic Data
Reader).
If such a reader is unavailable, the engine diag-
nostic codes may be flashed on the vehicles
CHECK ENGINE indicator located in the cab,
by pushing the engine override button. To inter-
pret the codes, it is necessary to have the DIAG-
NOSTIC CODES card.
The two indicators for DDEC are located in the
cab and are labeled CHECK ENGINE and
STOP ENGINE. A yellow check engine light
will indicate that an engine parameter is out of
tolerance and should be inspected at the next
opportune time, but the engine is not in immedi-
ate danger.
A red stop engine light indicates that a problem
has occurred which may cause engine damage if
the engine is not stopped immediately! When the
stop engine indicator comes on, the engine pro-
gram will begin a rampdown or shutdown dic-
tated by the nature of the problem.
For more extensive information concerning the
operating characteristic and programming, con-
sult the DDEC Installation and Troubleshooting
Manuals.
Transmission System
A variety of options are also available with
regard to the transmission system. Electrical
Component Location
Coolant Level Module Battery Box
DDEC Fuse (2-15A)
Coolant Level Sensor Surge Tank
DDEC ECM Engine
DDEC Relay Instrument Panel
DDEC Diagnostic Port
DDEC Fuse (5A)
DDEC Override Switch Switch Panel
DDEC Throttle Control Cab
188 07-96 5566071301
components associated with this system will
vary according to the options selected.
The electronic transmission system consists of:
The electrical system of diesel powered equip-
ment requires periodic inspection and mainte-
nance.
Important: Always turn off the battery discon-
nect switch (as a minimum precaution) whenever
working on an electrical problem on the vehicle.
It is highly recommended to disconnect all bat-
tery cables and place all fuses and circuit break-
ers in the open position when doing any
extensive electrical work on the vehicle.
Important: Never disconnect the leads between
battery, alternator, and voltage regulator. when
the engine is running.
In order to achieve a properly functioning and
reliable electrical system it is important that
periodic checks are made to inspect for:
water, oil and dirt intrusion
corrosion of wiring terminals and devices
excessive wear on wire insulators due to:
vibration, tension or excessive heat
Whenever repairing an electrical harness or
device, use the manufacturers recommended
tools for such work, specifically: wire crimpers,
insertion and removal tools. An electrical repair
done improperly will not only reduce the sys-
tems reliability, but may contribute to further
electrical damage.
Wire harnesses should never be disconnected by
pulling or yanking on the wires themselves. This
can lead to a premature failure of the wire termi-
nal, contact or the connector itself.
It is also important to disconnect all electronic
components that might be susceptible to damage
caused by welding (such systems will be identi-
fied and labeled on the vehicle).
WARNING: Always make sure that the
welding machine is earth grounded
before attempting to perform any elec-
tric welding.
Never interchange the battery connections.
When washing the engine, cover alternator and
voltage regulator against water splash.
Batteries
Correct battery maintenance makes it possible
for the customer to realize the batterys full
potential in performance and life. Battery selec-
tion and installation is the very first step in
proper battery maintenance.
Installation
1. Be sure the battery to be installed has a
capacity at least equal to the electrical
requirements of the vehicle. An under capac-
ity battery will result in poor performance
and premature failure.
Important: The original equipment requirement
of the vehicle can be used as a minimum guide,
but is often not reliable since the vehicle owner
may have added electrical equipment such as an
air conditioner after the vehicle was purchased.
2. Be sure the battery, whether wet or dry, is at
full charge when installed.
Component Location
Shift Controller Cab
Neutral Interlock Relay Instrument Panel
ACW00073 pict
5566071301 07-96 189
3. When installing, avoid physical abuses and
over-tightening or under-tightening of the
battery hold-down.
Periodic service
1. Maintain electrolyte level to cover top of
plates. Do not over-fill.
2. Keep terminal posts, cables, and battery top
clean. A non-metallic based grease covering
post and cable post clamp reduces acid cor-
rosion.
3. Be SURE battery cables are secure and in
good condition.
4. Check periodically for container, cover,
cable and post damage.
5. Test periodically with hydrometer or OCV
tester to determine call state of charge, or
load tester for overall battery condition.
6. Check vehicle generating system to prevent
over-charge or under-charge damage.
7. Check condition and tightness of battery
hold-down.
Activating Dry Charged Batteries
A dry charged battery is a battery containing
charged plates in a dry condition. When filled
with electrolyte of the proper specific gravity
and brought to a fully charged state, it is essen-
tially the same as a conventional wet battery.
Dry charged batteries and acid should be stored
in a dry area at 15-32 C (60 to 90 F). Dry
charged batteries should NOT be activated until
just prior to installation or activation of the vehi-
cle.
Important: The steps below briefly outline the
procedure to activate dry charged batteries. It is
recommended that the manufacturers instruc-
tion on activation (packed with battery) be fol-
lowed.
1. Place battery on level surface, not in vehicle.
Remove vent caps.
2. Fill each cell of the battery to the top of the
separators with the correct battery-grade
electrolyte as specified by the manufac-
turers instructions. Filling each cell to top of
separators permits expansion of electrolyte
as battery is boost-charged.
Note: Using higher or lower specific gravity
electrolyte than recommended can impair the
battery performance.
CAUTION: Keep sparks and flames
away from battery at all times.
CAUTION: Battery acid is corrosive. If
acid is spilled on battery, bench, or
clothing, flush with clean water and neu-
tralize with baking soda or ammonia solution.
Rinse empty acid containers with water and
mutilate before discarding.
3. Check acid temperature and state of charge:
Acid temperature must be at least 27
C / 80 F (put battery thermometer in
center cell).
Battery charge must be good.
Note: Check with electrical battery tester
(should indicate as good or OK), or use a
battery hydrometer (specific gravity must be at
least 1.250).
4. If acid temperature is not 27 C (80 F) or
state of charge is not good, charge the battery
at 35 amperes. Acid temperature must never
exceed 52 C (125 F) while charging. Slow
charging is permissible.
5. If necessary, add additional acid to bring
level of charged battery to just above separa-
tors.
6. Replace vent caps and install in the vehicle.
ACW00073 pict
ACW00073 pict
190 07-96 5566071301
Important: If battery is charged or installed in
reverse, damage can result to the battery, alter-
nator, radio, and electrical system.
Cable Terminals and Hold Downs
Battery acid can corrode terminals and exposed
cables. Corrosion increases resistance and
restricts proper current flow to the starter and
other electrical components.
On vehicles equipped with voltage regulators the
alternator or generator voltage is maintained
within a narrow range. The resistance due to cor-
rosion keeps the battery from receiving the
proper charging current and gradually causes an
under-charged, sulfated battery.
Corroded contact surfaces of all clamp termi-
nals and battery terminal posts should always
be cleaned with a wire brush in order to
ensure a perfect contact. Keep corrosion on
terminals from dropping into battery cells.
It is good practice when replacing terminals
to grease them with a heavy mineral or petro-
leum grease. Do not apply an excessive
amount.
Do not hammer clamp terminals onto battery
posts. This can result in severe damage to the
hard rubber cell covers and sealing com-
pound.
Replacement cables should be of sufficient
length to reach the terminal posts without
causing undue strain on the post and covers.
Cables that are too taut will cause damage to
posts, and cause sealing compound to crack,
leaking acid.
The battery should rest level in the container
and be fastened securely in place by a suit-
able hold-down. Tighten hold-downs evenly
from each end to prevent distorting or break-
ing the container.
Where a hold-down is fixed at one (1) end,
care must be exercised to insure proper seat-
ing of the battery prior to tightening the
movable end.
Before connecting the cables, check the
polarity of the terminals of the battery to be
sure the battery is not reversed. Note that the
tapered positive terminal of the battery is 1.6
mm (1/16 in.) larger at the top than the nega-
tive terminal, and that the opening of the
positive cable clamp is correspondingly
larger.
Connect the grounded terminal last. Be
careful not to place clamp terminals and
cables in such a position that they interfere
with removal of vent plugs or hold-downs.
Battery Fluid
Water for use in batteries should be a good
grade of drinking water. Do not use mineral
waters.
Adding water to a cell will lower the specific
gravity of the electrolyte, but this does not
mean that the cell has lost any of its charge.
Watch for batteries that require excessive
water. The need for excessive water may be
an indication of a charging system which is
out of adjustment. This could indicate that
the battery is being subjected to the damag-
ing effects of over-charging.
Tropical Climates
Batteries operated at high temperatures in tropi-
cal climates are usually provided with electrolyte
of about 1.225 specific gravity (Sp. Gr.) when
fully charged. This milder strength of acid is less
deteriorating to separators and plates and results
in longer battery life. A tropical climate is
defined as a climate in which water never
freezes.
5566071301 07-96 191
Batteries can be fully charged and yet have dif-
ferent values of specific gravity. The following
table gives the specific gravity values for typical
batteries in various states of charge, these batter-
ies having indicated gravities in the fully-
charged state. Values are shown for batteries
with a fully-charged gravity of 1.280 and 1.260
as used for cold and temperate climates, and in
the last column, values are shown for a battery
with a fully-charged gravity of 1.225, as might
be used in tropical climates.
Factors affecting battery life
Over-charging
Charging a battery greatly in excess of what is
required is harmful in several ways. It can:
Severely corrode the positive plate grids.
This leads to mechanical weakening and loss
of electrical conduction.
Decompose water of electrolyte into hydro-
gen and oxygen gas.
Gas bubbles tend to wash active
material from the plates and carry
moisture and acid from the cells as a
fine mist.
Decomposition of water leaves acid
more concentrated. Concentrated
acid is harmful to cell components,
particularly at high temperatures over
a prolonged period of time.
Create high internal heat which accelerates
the corrosion of the positive plate grid, and
damages separators and negatives. High heat
will also soften the sealing compound and
may distort the battery container.
Cause severe buckling and warping of the
positive plates with accompanying perfora-
tion of separators.
Cause damage by corrosion to cradle, cables,
and other vital electrical and engine parts by
forcing battery acid from the cells.
Under-charging
A battery operated in an under-charged condi-
tion is not able to delivery full power. It is also
more likely to freeze during severe winter
weather.
A battery operated with insufficient charge over
a long period of time will develop a layer of lead
sulfate on the plates. This material is dense,
hard, and coarsely crystalline, and is difficult to
electro-chemically convert back to normal active
material.
Lead sulfate can also cause a strain in the posi-
tive plates so that distortion or bowing of the
plates, called buckling, may result.
Severely buckled plates will pinch the separators
at the plate corners or chafe the center of the sep-
arators. This can result in perforations of the sep-
arators and develop a short circuit in the cell.
Lead sulfate formed on the plates during dis-
charge is relatively insoluble as long as the spe-
cific gravity of the electrolyte indicates a
substantially charged condition. However, if
allowed to drop much below this state, the lead
sulfate becomes increasingly soluble and, aided
by temperature fluctuations of the electrolyte,
may migrate over a considerable period of time
into the pores of the separators and deposit as a
white crystalline mass.
Subsequent charging may convert these crystal-
line deposits to metallic lead which may short
the positive and negative plates through the areas
of the separators affected. These small shorts
may cause a condition of low cell voltage when
the battery is charged. For this reason, automo-
192 07-96 5566071301
tive battery cells should not be allowed to stand
idle in a discharged condition.
Lack of water
Water is essential for proper operation of a lead-
acid storage battery. Under normal conditions of
operation it is the only component of the battery
which is lost as the result of charging. It should
be replaced as soon as the liquid level falls below
the top of the separators.
If water is not replaced and the plates are
exposed, the acid will reach a dangerously high
concentration that may char and disintegrate the
separators, and may permanently sulfate and
impair the performance of the plates. Plates can-
not perform as designed unless they are com-
pletely covered by the electrolyte.
Sulfuric acid must never be added to a cell
unless it is known to have been lost.
Freezing of electrolyte
The electrolyte of a battery in various states of
charge will start to freeze at temperatures indi-
cated below. The given temperatures indicate the
approximate points at which the first ice crystals
begin to appear in the electrolyte solution. The
solution does not freeze solid until a lower tem-
perature is reached. Solid freezing of the electro-
lyte may crack the container and damage the
positive plates.
A 3/4 charged automotive battery is in no danger
of damage from freezing. Therefore, keep batter-
ies at 3/4 charge or more, especially during win-
ter weather.
Age
Normal deterioration accompanies the aging
process. Repeated charging and discharging
slowly wear away active material in the plates
until a point is reached where plate surface avail-
able for reaction with the electrolyte is not suffi-
cient to restore the battery to full capacity.
Improper capacity
Installation of a battery with a lower capacity
than the electrical demands of the vehicle
requires the battery to work harder than it was
designed for, causing premature battery failure.
Poor maintenance
A battery must be kept in good condition to
deliver peak performance. This includes care and
maintenance of the vehicles electrical systems,
as well as the battery itself.
Improper installation
Loose installation causes damage to all battery
components due to excessive vibration. Improp-
erly adjusted hold-downs may allow the battery
to bounce around in the cradle. This may cause
the bridges on which the elements rest to notch
the bottom of the separators or cause the plates
to notch the bridge tops. This will lead to a
severe disarrangement of the elements.
Tight installation can cause container and top
cover damage by exerting excessive stress on
these parts. The bouncing of the battery may also
crack or wear the container or cause the sealing
compound to open and leak acid. Leaking acid
corrodes terminals and cables, and results in
high resistance at the battery connection which
weakens the batterys power and shortens its life.
Detecting Potential Failures
Few batteries fail without some advance warn-
ing.Identifying the signs of potential battery fail-
ure, through visual inspection and testing,
increases battery service life and may prevent
greater trouble or expense at a later date.
Visual inspection
The outside appearance of a battery is an impor-
tant indicator for judging its performance and
5566071301 07-96 193
expected life. Signs of potential battery failure
include:
cracked container
leaking acid
cracked or raised cell covers
loose or corroded terminal posts or cable
connections
age
Hourmeter reading
Check the vehicle hourmeter and maintenance
service records. 10,000 service hours equals
average battery life.
Testing
Potential battery failures are not always detect-
able from visual inspection. You cannot see a
bad cell, so all batteries should be tested approx-
imately once a month to reveal the hidden
defects that cause battery failure. Several easy
tests can be made as follows:
Cell charge test
Using a Hydrometer
1. Turn off all lights and accessories.
2. Remove cell cover caps. Do not add water at
this time.
3. Fill hydrometer several times until float rides
free.
4. Take readings from each cell. Return electro-
lyte to cell.
5. Record and interpret readings as follows:
All cells read above 1.230 SP.GR.and
specific gravity readings in each
within 50 points. Battery is OK!
Cells read below 1.230 SP.GR and
specific gravity readings within 50
points. Battery needs to be recharged
(and retested).
A spread greater than 50 points
SP.GR. between cells. Battery is at
point of failure. Replace.
Using a battery capacity tester (ESB Model BSG-5)
Take specific gravity reading. Do not test
battery with specific gravity readings below
1.230 at 27 C (80 F). Recharge the battery,
then proceed with capacity test.
Connect tester clips to battery posts. Red to
positive, black to negative.
Set slide switch to VOLTS position. Read
terminal voltage on top scale. Minimum
reading for 12 volt battery: 12.6 volts.
Set slide switch to AMPS position. Turn con-
trol knob to the right until (yellow) ammeter
scale reads the batterys ampere hour capac-
ity. If ampere hour capacity of battery is
unknown, use 50 ampere hour rating for 12
volt battery. Hold for 15 seconds only.
Set slide switch to VOLTS position, and read
voltage under load scale. Minimum reading
for 12 voltage battery is 9.6 volts.
If test reading is in green (or OK)
section of the voltage under load
scale, the battery is in good condi-
tion.
If test reading is in red (or LOW) sec-
tion and specific gravity of all cells is
above 1.230, the battery is wearing
out and should be replaced. If spe-
cific gravity of cells is below 1.230,
recharge the battery and re-test.
If test reading drops down to near
zero and one or more cells bubble,
battery is not serviceable and should
be replaced.
194 07-96 5566071301
Using Battery Booster Cables
Connect red cable (positive) to positive battery
post on dead battery, and positive post on fully
charged battery. Connect black cable (negative)
to negative post on dead battery. Connect black
cable to the negative post on fully charged bat-
tery. Leave engine of charging vehicle running
when starting a vehicle with a dead battery.
When disconnecting cables, disconnect the cable
from the fully charged battery first.
CAUTION: If cables are connected
wrong on a vehicle, the alternator can
be seriously damaged.
Storage Of Lead Acid Batteries
Because of their corrosive behavior, all batteries,
when placed in storage, will begin to discharge
slowly. If allowed to go unchecked, the average
battery will discharge to the point of nonrecov-
ery in about 6 to 8 months.
As the battery sits, the sulfuric acid generated by
the chemical reaction taking place inside the bat-
tery core begins to warp the battery plates. If
electric current (charging) is not directed into the
battery to reverse this process the battery plates
will warp beyond repair, and render the battery
useless. It is recommended to charge the stored
batteries at least once every 4 to 6 weeks.
Alternators
Alternators normally require little servicing.
They should be tested at least once a year to
ensure that they are providing the proper voltage
and amperage. If an alternator fails to meet spec-
ifications, it should be replaced.
Servicing an alternator, instead of replacement,
is usually limited to replacing the brushes and
cleaning the slip rings.
Because of the high load capacity and inertia of
the heavy rotor that is usually used, proper belt
tension on an alternator is very important.
Improperly adjusted, worn or damaged drive
belts are a major cause of alternator failure.
Belt tension should be adjusted according to the
engine manufacturers recommendations.
NOTE: Excessive alternator belt tension should
be avoided to prevent damage to the alternator
bearings.
Slip Rings and Brushes
The slip rings should be cleaned with a 400 grain
(or finer) polishing cloth.
Important: Never use emery cloth to clean slip
rings.
If the slip rings are out-of-round, or if the
brushes are worn close to the holders, the alter-
nator should be removed and either repaired or
replaced.
Precautions to be observed when servicing sys-
tems using alternators:
Reversed battery connections may damage
the rectifiers, vehicle wiring, or other compo-
nents of the charging system.
Battery polarity should be checked with a
voltmeter to assure that it conforms to that
required. Note which terminal post is con-
nected to ground before reinstalling a bat-
tery. All units have negative ground.
If booster batteries are used for starting, they
must be connected properly to prevent dam-
age to the system.
Always make certain that the negative (-) ter-
minal of the booster battery is connected to
the negative (-) terminal of the vehicle bat-
tery, and that the positive (+) terminals are
connected together.
ACW00073 pict
5566071301 07-96 195
Care should be taken when connecting a
fast charger.
It is advisable to remove the battery ground
strap before charging. It is not advisable,
under any condition, to attempt to start the
vehicle by using the fast charger as a
booster.
Do not attempt to polarize the alternator. No
polarization is required. Any attempt to do so
may result in damage to the alternator, regu-
lator, or circuits.
The field circuit must not be grounded at any
point.
Grounding of the field will damage the regu-
lator. Extra care MUST BE taken when
working near this electrical system.
Grounding of the alternator output terminal
may damage the alternator and/or circuit
components.
Unless the regulator is equipped with a cir-
cuit breaker, this terminal is HOT even
when the system is not in operation. Ground-
ing this can cause considerable damage.
Do not ground the adjusting tool to the regu-
lator base when adjusting voltage unit or
other regulator components.
The adjusting tool should be insulated.
Care should be taken in the use of batteries
of higher-than- system voltage, either to
boost a battery of lower voltage or in start-
ing.
Never leave the higher voltage battery in the
system. When used for boosting, disconnect
the vehicle battery ground. When used for
starting, disconnect the high voltage battery
as soon as vehicle is started.
Alternators must not be operated on open
circuit with the field winding energized.
High voltages will result, causing possible
rectifier failure. Make sure all connections
are secure.
Removal and Replacement
Battery
Remove and replace the batteries as follows:
Removal
1. Set the battery disconnect switch to off.
2. Open the battery compartment.
3. Remove the negative connector from the bat-
tery A.
4. Remove the positive connector from the bat-
tery A.
5. Attach a battery lift sling to the battery and
remove it from the battery compartment.
6. (If a 24 volt system) repeat the process for
battery B.
Replacement
1. Attach a battery lift sling to battery B and
place it in the battery compartment.
2. Reinstall the positive connector on battery
B.
3. Reinstall the negative connector on battery
B.
4. Repeat steps 1-3 for battery A.
5. Close the battery compartment.
6. Set the battery disconnect switch to on.
Alternator
Remove and replace the alternator as follows:
196 07-96 5566071301
Removal
1. Set the battery disconnect switch to off.
2. Disconnect the electrical connectors from
the alternator.
3. Loosen the alternator belt adjustment and
remove the drive belt.
4. Remove the bolt that secures the adjustment
mechanism to the alternator.
5. While holding the alternator, remove the two
bolts that secure it to the engine bracket.
6. Remove the alternator.
Replacement
1. Place the alternator in position on the engine
bracket and insert the two bolts that secure it
to the bracket. Screw on the two nuts and
tighten these moderately tight.
2. Reinstall the bolt that secures the adjustment
mechanism to the alternator and tighten it
moderately tight.
3. Reinstall the alternator drive belt and tighten
the alternator belt adjustment to the belt
specifications.
4. Torque the adjustment mechanism bolt and
the engine bracket bolts to specification.
5. Reconnect the electrical connectors to the
alternator.
6. Set the battery disconnect switch to on.
Electrical Glossary
Abbreviations shown in parentheses
Ammeter
A meter used to measure current
Ampere (amp, I)
The unit of measure of current flow
Anode (+)
The positive terminal
American Wire Gauge (AWG)
Numbering system used in sizing wires
Battery Positive
Any part of a circuit connected to the positive
terminal of a battery
Battery Negative
Any part of a circuit connected to the negative
terminal of a battery
Break
To open a circuit
Brush
A sliding contact to make electrical connections
between rotating components
Capacitor
A device that is capable of storing and releasing
electrical energy
Capacity
The ability of a battery to produce current over a
given period of time, measured in ampere-hours
Cathode (-)
The negative terminal
Cell
One section of a storage battery
Circuit
A complete path for current flow
Coil
A conductor wound in a spiral
Contactor
A large switch used to make or break the path of
current
5566071301 07-96 197
Current
The flow of electricity, measured in amperes
Diode
A semiconductor through which current can flow
in one direction
Discharge
The release of stored energy
Drop-out
The opening of a contactor when predetermined
conditions are met
Electrolyte
The acid solution in a cell
Electromagnet
A coil wound on a soft iron core. When current
passes through the coil, the core becomes mag-
netized.
Electromotive Force (EMF)
Potential electrical pressure, measured in volts
Field Weakening
To decrease the strength of a motors magnetic
field to allow the armature to rotate faster
Flow
The movement of current through a conductor
Gate
The switching portion of an SCR that permits an
output only when a predetermined set on input
conditions are met
Gate Lead
The wire that connects to the gate terminal
Gated
Signal to a gate that causes an SCR to conduct
Ground (Gnd)
The common return circuit in equipment whose
potential is zero; a connection to earth
Heat Sink
A device used to dissipate heat generated by cur-
rent flow through a semiconductor
Hertz (Hz)
A unit of measure of frequency in cycles per sec-
ond (cps)
Hum
Audible sound produced by a energized trans-
former
Impulse
A sudden change in voltage or current
Inductance
The inherent property of an electrical circuit that
opposes a change in current. The property of a
circuit whereby energy may be stored in a mag-
netic field
Inductor
A coil; a component with the properties of
inductance
Infinity
An unlimited quantity; on an ohmmeter, a value
of resistance greater than can be indicated
Input
Electricity to a device or circuit
Insulator
A non-conductor; a material which does not
readily conduct electricity
Interlock Switch
A switch that is actuated mechanically when a
power switch is actuated
198 07-96 5566071301
Isolate
To pull apart or separate
Jumper
A short wire, usually with clips at each end, for
making temporary connections
Kilowatt-hours (Kwh)
1000 watts per hour
Kiss
The action of contactor tips when they make
contact
Lead
A wire
Load
The resistance connected across a circuit which
determines current flow and energy used
Magnetic Field
Imaginary lines along which a magnetic force
acts
Magnetism
The force of a magnet
Make
To close a circuit
Motor
A device used to convert electrical energy into
mechanical energy
Multimeter
A combination voltmeter, ammeter, and ohmme-
ter
Normally Closed (N.C.)
Refers to a switch or relay that is closed in its
non-activated state
Normally Open (N.O.)
Refers to a switch or relay that is open in its non-
activated state
Ohm
The unit of measure of resistance
Ohmmeter
A meter used to measure resistance in ohms
Oscillator (Osc)
A group of components that generates pulses
Parallel Circuit
A circuit that contains two or more paths for cur-
rent supplied by a common voltage source
Plugging
Reversal of the directional control while an elec-
tric motor is moving
Pick-up
The closing of a contactor when predetermined
conditions are met
Pigtail
A flexible wire extending from a component for
ease of connection
Potentiometer (Pot)
A variable resistor used to vary the voltage in an
electrical circuit
Power
Electrical energy used in a circuit; the product of
voltage times current P=ExI
Pulse
The sudden rise and fall of a voltage or current
Rectifier (Rec)
Refers to diodes and heat sink that is used to
change A.C.to D.C.
5566071301 07-96 199
Relay
A magnetic switch
Resistance
The quality of an electric circuit that opposes the
flow of current through it
Resistor
A device used to oppose current flow and reduce
voltage in a circuit
Schematic Ladder Drawing
A drawing that illustrates how components of an
electric system are connected electrically. A
schematic does not necessarily illustrate physi-
cal relationships
Semiconductor
A solid-state electrical device, such as a diode
Series Circuit
A circuit that contains only one path for current
Shunt
To connect across or in parallel with a circuit or
component; a parallel resistor to conduct current
around a meter-moving coil. Shunts are used to
increase the range of a meter
Shunt Coil
A coil connected in parallel
Silicon Controlled Rectifier (SCR)
A semiconductor that can be switched on by
applying a voltage to its gate
Specific Gravity (Sp. Gr.)
The ratio of the weight of a liquid to the weight
of the water
Specification (Spec.)
A specific measurement or procedure
Switch (Sw)
A device for making or breaking a circuit
Symbol
A letter, character, or schematic design repre-
senting a unit or component
Terminal (Term)
A point of electrical connection
Transformer
A device that transfers energy from one circuit to
another by electromagnetic induction
Trimpot
The trade name for a precision variable resistor
(potentiometer)
Varistor
An electrical device used to remove voltage
spikes caused by switching of other electrical
components
Volt (V, E)
The unit of measure of electromotive force
Volt-ohmmeter (VOM)
A common test instrument that combines a volt-
meter, ohmmeter, and millimeter
Voltage Drop
The potential difference between two points in
an electrical circuit
Voltage Spike
A rapid, very high rise in voltage
Voltmeter
A meter used to measure voltage
Wipe
The action of contactor tips across each other
after they make contact
200 07-96 5566071301
Wiring Diagram
A drawing that illustrates how components of an
electrical system are physically arranged and
connected
Section 9
Miscellaneous
Systems
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Miscellaneous Service Manual Wagner Scooptrams
202 10-95 5566071301
Fire Suppression System
The fire suppression system is designed to pro-
tect specific fire hazard areas on the vehicle. It is
intended to supplement, not replace, a sound fire
prevention policy in your mine.
Fire prevention depends on regular inspection
and maintenance of those areas on your vehicle
where a fire is most likely to start; the wheel
ends, the motor tub, the transmission, and the
torque converter.
Daily shift maintenance should include the
cleaning of areas where flammable materials and
combustible debris may collect.
1. Actuator
2. Safety Relief Valve
3. Pneumatic Actuator Cartridge Receiver
4. Expellant Gas Cartridge
5. Dry Chemical Tank
6. Union Assembly
7. Nozzle
System Operation
When the vehicle operator discovers a fire in a
protected area on the vehicle, he pulls the safety
ring pin and depresses the red button on the man-
ual actuator in the operators compartment.
1
2
3
4
5
6
Wagner Scooptrams Service Manual Miscellaneous
5566071301 10-95 203
Pressure from the actuator causes the fire sup-
pression system to operate.
The expellant gas pressure makes the dry chemi-
cal extinguishing powder act like fluid. The dry
chemical powder is propelled through the distri-
bution hose after pressure in the dry chemical
tank reaches the point to rupture the bursting
disk.
The dry chemical extinguishing agent is dis-
charged through the nozzles into the protected
areas, suppressing the fire.
Sequence of Events
Fire Starts
The equipment operator discovers a fire has
started in a protected area on the vehicle. A pro-
tected area is one where a fire suppression noz-
zle is installed.
Operator Activates Actuator
The equipment operator pulls the safety ring pin
and depresses the red button on the manual actu-
ator in the operators compartment.
Pressure from the actuator causes the fire sup-
pression system to come into action.
Dry Chemical Distribution
The expellant gas pressure fluidizes the dry
chemical extinguishing agent and propels it
through the distribution hose once proper pres-
sure has been reached to rupture the bursting
disk in the dry chemical tank.
204 10-95 5566071301
Dry Chemical Discharged
The dry chemical extinguishing agent is dis-
charged through the nozzles into the protected
areas, suppressing the fire.
Hand Portable Fire Extinguisher
Its a good idea to have a reliable fire extin-
guisher mounted in all off-the-road vehicles, par-
ticularly on diesel powered scoops and trucks,
whenever there is a possibility of hazardous fire
conditions.
Make sure that such extinguishers are firmly
mounted in a readily accessible and safe place,
All visual seals must be in place, and the distrib-
utor certification tag must be attached and read-
able.
In The Event Of Fire
Shut off the vehicle
Set the brakes
Pull the ring pin on the manual actuator
Strike the red button
Evacuate the vehicle
Stand by with a fire extinguisher
System Components
The manually activated fire suppression system
consists of:
Actuator
Pneumatic Actuator/Cartridge Receiver
Expellant Gas Cartridge
Dry Chemical Tank
Nozzles
Actuator
The actuator contains a sealed pressure cartridge
which, when activated by removing the ring pin
and striking the red button, sends pressure to the
cartridge receiver to set the system in operation.
Most systems installed by Atlas-Copco Wagner
employ at least one manual actuator installed in
the operator's compartment. Additional actuators
may be installed in other remote locations on the
vehicle.
Atlas-Copco Wagner also offers systems which
can be automatically actuated by either electric
or pneumatic detection.
Wagner Scooptrams Service Manual Miscellaneous
5566071301 10-95 205
Cartridge Receiver/Expellant Gas Cartridge
1. Pneumatic Actuator Cartridge Receiver
2. Safety Relief Valve
3. Expellant Gas Cartridge
Once the released pressure from the actuator
reaches the cartridge receiver, a seal in the expel-
lant gas cartridge is pierced by system pressure,
and this gas is then transmitted to the dry chemi-
cal tank.
A safety relief valve prevents excess actuation
pressure from building up in the cartridge
receiver.
Dry Chemical Tank
The dry chemical tank contains a dry powder
chemical fire retardant. It is fitted with a bursting
disc in the union assembly to prevent the flow of
the dry chemical until sufficient pressure has
developed in the tank. The expellant gas from
the gas cartridge pressurizes the dry chemical
tank, causing the dry chemical powder to act like
a fluid. When the proper pressure is reached, the
disc ruptures, letting the gas/dry chemical mix-
ture flow to the nozzle(s).
Nozzles
The pressure at the nozzle(s) causes the protec-
tive cap to pop off or open (depending on the
kind of nozzle installed), and the dry chemical to
be discharged.
All off-road heavy-duty vehicles pose some fire
hazards due to the heat generated in key operat-
ing systems.
The following is a list of daily maintenance
checks that will help reduce the possibility of
fire on your vehicle.
1
2
3
206 10-95 5566071301
Make sure all oil and hydraulic fluid lines are
in good condition. Replace defective or worn
lines immediately.
Make sure all oil and hydraulic line fittings
are properly tightened. Keep the fittings
clean.
Check that the brake systems are properly
adjusted.
Check that no oil or hydraulic fluid lines are
in contact with possible ignition points (or
hot spots).
Keep the vehicle clean. Remove all combus-
tible debris.
Maintain all electrical lines and connections.
Replace any defective electrical equipment
or wiring.
Monthly
Every 100 operating hours, the fire suppression
system should be thoroughly inspected to assure
it is in good operating condition.
Inspect over-all condition of hoses, discharge
nozzles, and activator valve for damage, block-
age, or any sign of possible failure.
Nozzles should be capped with silicone grease
or plastic blow-off caps. Actuator and expellant
cartridge seals and disks must be intact. Repair
as needed.
Check level of pressurized dry chemical extin-
guisher tank(s). Extinguishers should contain an
active charge of not less than five (5) pounds,
nominal weight.
Check the nameplate for readability.
Replace any broken or missing lead and wire
seals, and record the date of inspection.
Semi-annual
Every 1000 operating hours the following
checks should be made:
The bursting disk in the union assembly should
be checked for proper seating and that it is
undamaged.
Weigh the remote actuator cartridge(s) pneu-
matic cartridge actuator/cartridge receiver.
Replace any cartridge if its weight is not within
7 g (1/4 oz.) [14 g (1/2 oz.) for the pneumatic
cartridge actuator/cartridge receiver] of the
weight stamped on the cartridge.
Make certain extinguisher is filled with free-
flowing Ansul dry chemical. Level should be no
more than 76 mm (3 in.) from the bottom of the
fill opening.
Section 10
Troubleshooting
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Troubleshooting Service Manual Wagner Scooptrams
208 07-96 5566071301
Troubleshooting
The following tables will help you isolate operational problems with your ScoopTram should they
occur. The tables are labeled according to system function or component placement. Refer to the
index to locate the appropriate pages for adjustment, repair, or removal and replacement procedures.
Engine
Condition Possible Cause Solution
Engine does not turn
over
Electrical problem See electrical troubleshooting table.
Starter problem
Internal engine problem Contact your authorized Atlas Copco
dealer or see engine manufacturers
service manual.
Engine turns over but
will not start
No fuel Fill fuel tank and prime fuel system.
Dirty fuel filter(s) Install new filter(s).
Poor quality fuel Drain system and replace fuel filter(s).
Refill system with good quality fuel.
Clogged or broken fuel
lines
Clean, repair, or replace.
Electrical problem. See electrical troubleshooting table.
Engine misfires or runs
roughly
Air in fuel system Find leak and repair it.
Fuel system not correctly
timed
Contact your authorized Atlas Copco
service manual.
Fuel pressure too low
Faulty injector(s) or pump
Incorrect valve clearance
Bent or broken push rod
Leak or break in fuel line
between pump and injec-
tion valve
Install new line.
Engine stalls at low rpm Low fuel pressure Contact your authorized Atlas Copco
service manual.
Idle rpm set too low
Faulty fuel injector(s) Replace
Wagner Scooptrams Service Manual Troubleshooting
5566071301 07-96 209
Faulty fuel or injection
pump
Repair or replace.
Erratic engine speed Air in fuel system Find leak and correct it.
Sticky governor linkage Clean thoroughly. Repair defective
parts.
Bad or poorly installed
springs
Repair or replace.
Low power Air in fuel system Find leak and correct it.
Poor quality fuel Drain system and replace fuel filter.
Low fuel pressure Contact your authorized Atlas Copco
service manual.
Plugged or blocked fuel fil-
ter(s)
Replace fuel filter(s).
Not set for proper applica-
tion
service manual.
Leaks in air intake system Check pressure in the air intake mani-
fold. Repair or replace.
Clogged air filter Replace
Electrical problem See electrical troubleshooting table.
Incorrect valve clearance Contact your authorized Atlas Copco
service manual.
Faulty injector(s) or pump
Stuck throttle linkage Check linkage.
Run Stop lever on injection
pump not full position
(Deutz)
Place in full position.
Excessive vibration Loose bolt or nut on pulley
or damper
Tighten bolt or nut.
Faulty pulley or damper Replace.
Fan blade out of balance
Engine
210 07-96 5566071301
Loose engine mounts Tighten all mounts. Replace defective
components.
Engine needs adjustment See Engine Misfires above.
Combustion knocking Poor quality fuel Drain system and replace fuel filter.
Faulty injector(s) or pump Contact your authorized Atlas Copco
service manual.
Fuel system not correctly
timed
Valves clicking Faulty valve springs Replace.
Low oil or poor lubrication Fill to correct level with proper oil
Incorrect valve clearance Contact your authorized Atlas Copco
service manual.
Damaged valves
Oil in cooling system Faulty oil cooler Install new core in the oil cooler
Faulty head gasket Replace.
Mechanical knocking Connecting rod breaking
failure
service manual.
High fuel consumption Leak in fuel system Inspect for leaks and repair as needed.
Defective injectors, rough
running, etc.
service manual.
Incorrect fuel injection tim-
ing
Engine
5566071301 07-96 211
Unusual loud valve and
valve drive noise
Faulty valve springs Contact your authorized Atlas Copco
service manual.
Damaged camshaft
Damaged valve lifters
Damaged valves
Rocker arm and valve
clearance problems
Too much clearance
Not enough lubrication
Worn rocker arm
Worn valve stem
Worn push rods
Word or damaged valve lift-
ers
Worn camshaft
Oil at exhaust Worn valve guides
Worn piston rings
Coolant in engine oil Damaged oil cooler core Replace
Damaged head gasket
Cracked or defective cylin-
der head
Excessive black or gray
smoke
Clogged air filter
Faulty fuel injection
valve(s).
service manual.
Wrong fuel injection timing
Faulty fuel ratio control
Poor quality fuel Drain system and replace fuel filter. Re-
fill system with good quality fuel.
Restricted exhaust piping Clean or replace.
Engine
212 07-96 5566071301
Excessive white or blue
smoke
Too much lube oil in engine Drain lube oil system and refill to prop-
er level.
Misfiring or running rough See Engine Misfires above.
Wrong fuel injection timing Contact your authorized Atlas Copco
service manual.
Worn valve guides
Worn piston rings
Damaged turbocharger oil
seal
Low oil pressure Bad pressure gauge Replace
Defective oil pump relief
valve
Defective oil pump suction
pipe
Defective oil pump
Worn camshaft or bearings
Worn crankshaft or bear-
ings
Worn bearing on idler gear
Dirty oil filter or cooler
Electrical problem See Electrical Troubleshooting
Fuel in lube oil Contact your authorized Atlas Copco
service manual.
Improper rocker arm adjust-
ment
High engine oil use Oil leaks Find and repair
Oil temperature too high Check operation and repair oil cooler as
needed
Worn valve guides Contact your authorized Atlas Copco
service manual
Worn piston rings and cyl-
inder liners
Defective seal rings in the
turbocharger
Engine
5566071301 07-96 213

High engine coolant
temperature
Restricted radiator Clean and/or repair
Low coolant level Add coolant to proper level.
Defective pressure cap Replace.
Defective thermostat
Defective gauge
Faulty water pump
Fan belts slipping
Incorrect fuel injection tim-
ing
Adjust.
Torque converter/transmis-
sion problem
See Transmission Troubleshooting
Electrical problem See Electrical Troubleshooting.
Exhaust gas leak into cool-
ing system
service manual
Below normal engine
coolant temperature
Defective thermostat Replace.
Improperly installed heater Install properly.
Transmission
Wheels spinning, vehi-
cle stuck
Damaged driveline Replace.
Faulty axle Repair or replace.
Converter lock-up light
doesnt come on.
Bulb burned out. Replace.
Faulty pressure switch
Internal transmission fail-
ure.
service manual.
Transmission high tem-
perature warning light
comes on
Low oil Fill to proper level.
Engine
214 07-96 5566071301
Wrong oil Drain and replace.
Clogged oil cooler Clean
Converter lock-up not en-
gaging properly
See Electrical Troubleshooting.
Incorrect gear Shift to correct gear.
Overheated engine See Engine Troubleshooting.
Abnormal shifting Faulty modulation solenoid
Faulty clutch pads
gaging properly
See Electrical Troubleshooting.
Transmission slippage Low fluid level Fill to proper level.
Wrong oil Drain and replace with proper oil.
Low oil pressure
Low oil pressure Faulty gauge Replace.
Faulty charge pump Repair or replace.
Converter/transmission
overheating
Low oil Fill to proper level.
Pugged oil filter Replace.
Wrong oil Drain and replace with proper oil.
Engine overheating See Engine Troubleshooting.
Plugged oil cooler Clean cooler thoroughly.
gaging properly
See Lock-Up, above.
Wrong gear selected Use correct gear.
Low or no converter
pressure
Bad gauge Replace.
Broken hose
Faulty charge pump Repair or replace.
Low oil level Fill to proper level.
Transmission
5566071301 07-96 215

Excessive vibration Broken gear teeth, worn
bearings.
Replace gear or bearings. See also
Drivelines.
Axles
Excessive vibration Broken gear teeth, worn
bearings
Replace gear or bearings. See also
drivelines.
Excessive noise Incorrect or insufficient lu-
bricant
Check level, fill with proper type and
grade of lubricant. See also drivelines.
Hub bearings scored or
rough
Replace bearings.
Gear teeth in planetary
chipped.
Replace gear.
Lubricant leaks Lubricant level too high Drain and fill to proper level with
proper type and grade of lubricant.
Lubricant foams excessive-
ly
Drain and fill with correct type and
grade of lubricant.
Worn or broken oil seal Replace oil seal.
Restricted differential
breather vent
Clean vent.
Loose nuts or bolts. Tighten nuts and bolts.
Lubricant leaking out of
breather
Restricted breather vent. Clean vent.
Overheating Low lubricant level. Find source of leak and repair.
Ring and pinion adjust-
ment too tight
Adjust.
Faulty bearing Replace bearings
Transmission
216 07-96 5566071301
Abnormal noise when
turning
Worn differential side
gears and pinions
Replace
Low lubricant level Find source of leak and repair
Loose nuts on differential
casings
Tighten nuts to specified torque
Insufficient driveline clear-
ance
(see drivelines)
Worn or improperly lubri-
cated bearings
Vehicle wont move Worn or broken axle shaft
splines
Replace axle shaft
Transmission oil low Add transmission oil
Axles
Drivelines
Excessive vibration or
noise
Driveline bent or out of bal-
ance
Clean driveline.
Check clearance with nearby compo-
nents.
Balance driveline.
If driveline is bent or damaged, replace.
Loose mounting Replace capscrews and tighten to
proper torque.
Worn or poorly lubed bear-
ings
Test for looseness. If crosses are loose,
replace cross and bearings as an assem-
bly.
Insufficient clearance.
5566071301 07-96 217
Excessive wear of cross
bearing assemblies.
Poor alignment or run-out Check alignment, run-out and balance.
Repair or replace, as required.
Driveline unbalanced Check for missing balance weights or
driveline distortion.
Check dynamic balance.
Rebalance
Replace distorted driveline.
Driveline does not trans-
mit power.
Joint failure Replace
Damaged splines
Damaged yoke
Wheels and Tires
Tire leak Defective valve Tighten parts
Tire cuts Repair tire damage
Damaged O-ring Replace O-ring
Leakage between tire bead
trim
Remove tire from rim. Clean tire beads
in rim contact area. Clean rim. Inspect
bead seat band. Replace defective parts.
Remount tire using proper lubricant.
Cracked rim or weld Add Tyre Life
Replace defective part.
Drivelines
218 07-96 5566071301
Articulation
Excessive or unusual
noises
Loose or worn trunnion
caps
Retorque, repair or replace.
Loose articulation bearings Re-shim and adjust preload
Contamination in articula-
tion bearing or steering cyl-
inder seals
Disassemble and repair
Contact between power
frame and load frame hinge
plates
Check for correct installation of articu-
lation assembly.
Check articulation bearings for failure.
Replace.
Worn articulation bearing Replace
Worn or damaged articula-
tion pin.
Worn steering pins
Excessive movement in
articulation
Loose articulation pin Check pre-load and adjust
Loose steering pins
Excessive articulation bear-
ing wear
Replace
Worn steering pins
5566071301 07-96 219
Hydraulic System
Poor performance or
failure
Reservoir low on oil Add oil
External leakage (see below)
Load too heavy Check that line pressures with full load
are within normally range.
Restriction in hydraulic line Check lines to locate obstruction.
Remove obstruction or replace line.
Relief valve not operating
properly
Clean and adjust valve.
Disassemble and repair.
Replace.
Worn cylinder or seals Disassemble and repair or replace
Defective pump Replace pump
Excessive oil foaming Improper type or viscosity
oil
Drain hydraulic system and refill with
proper oil.
Leak on suction side of
pump
Locate and repair leak.
Worn pump Replace pump.
Excessive oil tempera-
ture
Low oil in system Add oil
Hydraulic oil cooler
plugged or dirty
Check oil cooler.
Improper type or viscosity
oil
proper oil.
Excessive cycling of load (see Operators Manual for proper tech-
nique)
Worn pump Replace pump.
Foreign material in sys-
tem
Filters clogged and
bypassed
Check restriction indicator and replace
filter(s) in necessary.
Contaminated or bad oil Drain and flush hydraulic system.
Replace filter(s) and re-fill with clean
oil.
Damaged cylinders Disassemble, inspect and repair or
replace component.
Worn or damaged pump
220 07-96 5566071301
Insufficient pressure Faulty charge valve Disassemble and inspect. Repair or
replace as necessary.
Internal leakage past seals
or cylinders
Worn pump Measure and record pump flow and
pressure. If out of specification, replace
pump.
Insufficient or no flow Oil too cold or wrong vis-
cosity. Pump will not prime.
Drain and flush hydraulic system.
Replace filter(s) and re-fill with clean
oil.
Pump intake line from res-
ervoir restricted
Check lines to locate obstruction.
Faulty pump drive seal Replace seals.
Pump drive shaft sheared or
disengaged
Disassemble the pump and inspect.
Worn pump Replace pump
Leaking oil Worn or faulty hose line Replace
Incorrect or damaged fit-
tings
Dirt or paint on or under
seals
Clean or replace
Loose seal plates Clean and tighten
Cut or damaged seals Replace.
Hydraulic System
5566071301 07-96 221
Excessive pump noise
or cavitation
Low oil supply Fill reservoir
Obstruction in suction line Check tank strainer and pump inlet
line.
Air in oil supply to pump Check all hose fittings and connections.
Locate air entry point and repair.
Excessive foaming Drain hydraulic system and refill with
proper type and viscosity oil.
Engine operated at high
speed with cold hydraulic
oil
Warm up hydraulic system by cycling
hydraulic control s.
Oil viscosity too high Drain hydraulic system and refill with
proper type and viscosity oil.
Pump components not prop-
erly aligned.
Check shaft seal and bearings for dam-
age. Replace parts as required. Align
pump correctly.
Hydraulic System
222 07-96 5566071301
SAHR Brakes
Inadequate braking Low hydraulic pressure at
the wheel ends
Check brake lines for leaks.
Install test gauge at wheel ends and
check pressure.
Adjust brake foot pedal control valve to
specification.
Restriction in hydraulic line Check lines to locate obstruction.
Wheel end leakage. Identify leak location and repair or
replace faulty component.
Insufficient accumulator
pre-charge
Adjust pre-charge pressure to specifica-
tion.
Brake disks worn Replace
Air in oil lines Check hydraulic lines for tightness
Relief valve not function-
ing properly
Check setting and adjust to specifica-
tion.
Disassemble valve and check for clean-
liness.
Repair or replace valve, if required.
Brakes chatter Improper type or viscosity
oil
proper oil.
Insufficient hydraulic oil
flow to the wheel ends.
Check oil level in hydraulic tank.
Check return line flow from wheel
ends.
Check pump performance.
5566071301 07-96 223
Brakes release too
slowly
Brake pedal not returning to
fully released position
Disassemble and inspect valve.
Repair or replace valve as required.
Oil return port of brake con-
trol valve is restricted or
plugged.
Brakes do not release Brake pedal control valve
sticking.
Restriction in hydraulic
lines
Park Brake engaged (see Park Brake Troubleshooting)
Insufficient accumulator
pressure
Check accumulator charging valve for
proper operation.
Ensure brake pump is performing prop-
erly.
Brakes pull or drag (one
or more assemblies do
not release fully)
Brake pedal control valve
travel adjustment incorrect.
Adjust pedal travel.
Insufficient oil pressure to
one or more wheel ends
Check hydraulic lines for leaks.
Install test gauge to determine location
of problem.
Converter lock-up engaged (see Transmission Troubleshooting)
SAHR Brakes
224 07-96 5566071301
Brakes apply intermit-
tently
sticking.
Disassemble and inspect valve.
Repair or replace valve as required.
Accumulator pressure low Check accumulator charging valve for
proper operation.
erly.
Restriction in hydraulic
lines
Park Brake solenoid applied Check Park Brake control switch posi-
tion.
Check Park Brake electrical circuit for
proper operation (switch, wiring, sole-
noid, time delay relay)
Convertor pressure low (see Transmission Troubleshooting)
Brakes do not apply Hydraulic pressure at
wheel ends will not relieve.
Check system for blockage of flow.
Brakes overheat Excessive cycling of charge
valve
Check system for leaks.
erly.
Brakes dragging (see above)
High hydraulic oil tempera-
ture
(see Hydraulic System Troubleshoot-
ing)
Excessive brake pedal
travel
Brake pedal out of adjust-
ment.
Adjust travel.
Service brake will not
hold in drive
Improper test procedure. Check that vehicle is in proper test gear
(see Operators Manual).
Brake pedal heel stop out of
adjustment.
Adjust heel stop.
not stroking.
Disassemble valve and inspect.
Check hydraulic system for possible
particulate contamination.
SAHR Brakes
5566071301 07-96 225
Park Brake
Park brake will not hold
in drive
Improper test procedure. Check that vehicle is in proper test gear
(see Operators Manual).
Hydraulic pressure at
wheel ends will not relieve.
Check system for blockage of flow.
Park brake does not
release
Improper control position Check Park Brake Knob in proper posi-
tion.
Check indicating circuit, if applicable.
Loss of hydraulic pressure (see Hydraulic System Troubleshoot-
ing)
Electrical System
Dash indicating light(s)
will not illuminate
No power Check that Master Isolation switch is
turned on.
Check charge on battery.
Check for tripped circuit breakers.
Check for faulty ignition switch.
Check for faulty Master Isolation
switch.
Check for broken or loose wires and
connections.
Circuit breaker or fuse open Reset/close.
Bulb burned out Replace bulb
Broken or loose wire or
connection
Repair or replace
226 07-96 5566071301
Engine will not turn
over
No power (see above)
Low battery charge Check specific gravity. Replace if bat-
tery will not hold charge.
Faulty start switch Replace
Starter safety switch open Place transmission in neutral and apply
park brake.
Starter safety switch
improperly adjusted or
defective
Readjust or replace.
High resistance in circuit Clean and tighten all connections.
Defective starter motor Replace.
Starter solenoid defective
Engine turns over but
will not start
Fault in electrical shutdown
circuit (if applicable)
Check circuit components for fault.
Fault in DDEC system (if
applicable)
(refer to DDEC Troubleshooting Man-
ual)
Starter motor sluggish High resistance in circuit Check battery terminals for corrosion.
Clean and tighten all connections.
If extreme cold conditions, warm bat-
tery prior to starting.
Excessive load or drag on
engine.
Check oil for proper viscosity. If
extreme cold conditions, warm engine
oil prior to starting.
Trouble shoot engine subsystems to
locate problem.
Defective starter motor Replace.
Electrical System
5566071301 07-96 227
Starter solenoid switch
chatters
High resistance in circuit Check battery terminals for corrosion.
Clean and tighten all connections.
If extreme cold conditions, warm bat-
tery prior to starting.
Open circuit in starter sole-
noid hold-in wings circuit
Replace solenoid or solenoid wiring.
Low engine power Fault in DDEC system (if
applicable)
(refer to DDEC Troubleshooting Man-
ual)
Low battery output Electrolyte level low Add distilled water to proper level.
Defective battery cell Replace battery
Damaged battery case
Slipping drive belts Adjust belt tension.
Replace belts, if necessary.
Electrical circuits energized
with engine off.
Turn off all switches when engine shut-
down.
High resistance in circuit. Check and clean all terminals and
grounds.
Defective wiring. Replace.
Faulty alternator Check and adjust regulator.
Check and tighten mounting.
Check pulley alignment.
Check for grounded field circuit.
Replace alternator.
Electrical System
228 07-96 5566071301
Starter Motor Armature
does not rotate or rotates
too slowly.
Battery discharged. Recharge battery.
Battery defective. Have battery checked (or replaced) by
maintenance personnel.
Battery terminals loose or
corroded.
Tighten terminals, clean, and put acid-
resisting protective grease on terminals
and poles.
Starting motor terminals or
carbon brushes grounded
(short circuit).
Trace defective spot and repair.
Carbon brushes have no
contact with commutator or
are jammed in the brush
holders.
Brushes worn, broken,
fouled by dirt or oil.
Check, clean, or renew brushes. Clean
brush holder.
Starting switch defective
(burnt or loose connec-
tions).
Replace starting switch.
Solenoid switch in starting
motor defective.
Repair or replace solenoid switch.
Excessive voltage drop in
circuit.
Check wiring, clean, and tighten con-
nections. Replace any broken cables or
wires.
Pinion fails to mesh
when armature rotates.
Pinion fouled with dirt. Clean.
Pinion or rim gear teeth
damaged, burred.
Remove burr by filing.
Starting motor func-
tions properly until pin-
ion meshes, then stops.
Battery insufficiently
charged.
Charge battery.
Insufficient brush pressure. Check brushes, springs, and holders.
Solenoid switch in starting
motor defective.
Repair or replace solenoid switch.
Excessive voltage drop in
starting circuit.
Check wiring and connections.
Electrical System
5566071301 07-96 229
Starting switch fails to
cut out.
Solenoid switches damaged. Disconnect starter cable immediately at
battery or at the starting motor. Replace
defective switch, or have switch or
starting motor repaired.
Pinion or flywheel gear
badly fouled or dam-
aged.
Return spring broken or
tired.
Clean thoroughly. Remove burr from
tooth edges by filing. Have starting
motor repaired.
Over-charged battery. Charge too high. Check and adjust or replace regulator.
Incorrect pulley used on
generator
Replace with pulley of correct size.
Battery uses an exces-
sive amount of water.
Battery over-charged. See above.
Rapid burn-out of light
bulbs.
Battery over-charged. See above.
Low or intermittent gen-
erator output.
Dirty or worn generator
commutator.
Clean or repair commutator or replace
armature.
Brush(es) sticking. Clean brush holders thoroughly.
Replace brushes if necessary.
Weak brush springs. Replace springs.
Slipping drive belt. Adjust drive belt.
Malfunctioning regulator Adjust or replace regulator.
Lights dim. Batteries low. Charge batteries.
Poor ground. Provide a clean, tight ground.
Loose connections. Tighten all connections.
One (1) electrical gauge
not operating.
Bad connection at gauge,
connector plug or sender.
Make a positive connection.
Sender defective. Replace.
Gauge defective.
Electrical System
230 07-96 5566071301
Ignition "ON" - no
gauges or lights work-
ing.
Dead battery. Recharge or replace battery.
Loose connection from bat-
tery to dash panel.
Tighten connection.
Broken wire between bat-
tery and dash panel.
Repair or replace wire.
Electrical System
Section 11
Appendix
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Specifications
HST-1A
Operating Weight kg lbs
Empty 5,060 11,150
Loaded 6,420 14,150
Capacity kg lbs
Tramming Capacity 1,360 3,000
Breakout Force, Digging 3,160 6,960
Breakout Force, Hydraulic 3,820 8,430
Operating Times seconds
Boom Raising Time 4.3
Boom Lowering Time 3.6
Bucket Dump Time 2.5
Bucket Return Time 3.8
Steering Time 3.4
Speed (Loaded) km/hr mph
0 - 12 0 - 7.5
Steering and Oscillation degrees
Turning Angle 42.5
Rear Axle Oscillation 10
Hydraulic System kPa psi
Operating Pressure (Dump/Hoist)
11000 1600
Operating Pressure (Steering)
12400 1800
Filtration 25 mic
Tires
Pressure
kPa psi
9R20 Radial 400 - 450 60 - 65
Engines
Wagner Scooptrams Service Manual Appendix
5566071301 07-96 233
Oil capacity with filter change:
F4L-912FW 12 liters / (3.2 gallons)
Type of oil See specification tables
Fuel Tank
Capacity 68 liters / (18 gallons)
Type of Fuel See specification tables
Cooling System
System capacity
Type of fluid See specification tables
Transmission
Oil refill capacity with filter change:
PV21-2023 57 liters / (15 gallons)
Axles
Axle Differential capacity (each):
12D0636
Planetary ends (each):
Hydraulic Reservoir
Reservoir capacity 68 liters / (18 gallons)
Alternate oil See specification tables
Grease Fittings
Type of grease See specification tables
234 07-96 5566071301
ST-2D
Empty 11,540 25,440
Loaded 15,170 33,440
Capacity kg lbs
Steering Time (High Idle) 6.0
1st Gear 3 - 3.4 1.9 - 2.1
2nd Gear 6.5 4.0
3rd Gear 10.9 - 14 6.8 - 8.7
4th Gear 16.4 - 18.2 10.2 - 11.3
Turning Angle 40.5
11000 1650
Valve Main Relief
11000 1650
Port Reliefs
20700 3000
12400 1900
Valve Main Relief
12400 1900
Port Relief Valves
15200 2200
Filtration
25 mic
5566071301 07-96 235
Brake System kPa psi
Service Brake Pressure (SAHR)
10000 - 10700 1450 - 1550
Service Brake Pressure (LCB)
6500 - 7200 1450 - 1550
Charge Valve Kick In
10700 - 11400 1550 - 1650
Charge Valve Kick Out
13400 - 14100 1950 - 2050
Accumulator Precharge
7900 - 8500 1150 - 1250
Wheel End Emergency Brakes
3450 500
Tires
Pressure
kPa psi
12R24 Radial 590 85
12x24 16 ply 520 75
12x24 20 ply 520 75
Engine
F6L-912FW
F5L-413FRW
F6L-413FW
14.5 liters / (3.8 gallons)
liters / ( gallons)
Fuel Tank
Cooling System
System capacity
Transmission
R18341
R28421 / R28480
236 07-96 5566071301
Stability
Noise Level
Converter
Oil refill capacity:
C271 / C272 5.7 liters / (1.5 gallons)
Axles
15D1841 12.3 liters / (3.3 gallons)
Planetary ends (each) 6.2 liters / (1.6 gallons)
Hydraulic Reservoir
Grease Fittings
Test conditions: Vehicle fully loaded, boom down, bucket rolled back
Applied Standards: 89/392/EEC
Maximum safe side
slope for operation:
10
Test conditions:
Ambient noise of test area: db
Vehicle noise at operators ear:
Low Idle db
High Idle db
5566071301 07-96 237
Vibration Level
Stall db
Maximum Speed, Pumps run-
ning
db
Vehicle noise at ten feet from cylinder head:
Low Idle db
High Idle db
Stall db
Maximum Speed, pumps run-
ning
db
Test conditions:
Test conditions:
Applied Standards: ISO 2631/1, SAE J1013
Test results:
238 07-96 5566071301
ST-3.5
Empty 16,930 37,330
Loaded 22,930 50,500
Capacity kg lbs
Steering Time (High Idle) 6
1st Gear 4.3 - 4.8 2.7 - 3
2nd Gear 9.2 - 10 5.7 - 6.2
3rd Gear 17.2 - 18.8 10.7 - 11.7
Turning Angle 42.5
13800 2000
Valve Main Relief
13800 2000
Port Reliefs
15900 2300
15900 2300
Valve Main Relief
15900 2300
Port Reliefs
19300 2800
Filtration 25 mic
5566071301 07-96 239
10000 - 10700 1450 - 1550
6500 - 7200 950 - 1050
10700 - 11400 1550 - 1650
13400 - 14100 1950 - 2050
7900 - 8500 1150 - 1250
3450 500
Tires
Pressure
kPa psi
14x24 20 ply 590 85
17.5x25 20 ply 480 70
17.5x25 24 ply 480 70
17.5R25 Radial 550 80
Engine
F6L-413FW
F8L-413FW
4-71TI
Fuel Tank
Capacity (Deutz) 216 liters / (57 gallons)
Capacity (Detroit) 208 liters / (55 gallons)
Cooling System
System capacity
Transmission
R28364 / R28366 / R28391
R32425 / R32427
18.9 liters / (5 gallons)
240 07-96 5566071301
Stability
Noise Level
Converter
Axles
Front & Rear Axle Differential capacity (each):
16D2149
406
16 liters / (4.3 gallons)
Planetary ends 6.2 liters / (1.6 gallons)
3.7 liters / (1 gallon)
Hydraulic Reservoir
Grease Fittings
Maximum safe side
10
Test conditions: Showers / wind <5 mph / temperature 23 C
Ambient noise of test area: 64 db
Low Idle 79 - 80.5 db
5566071301 07-96 241
Vibration Level
High Idle 97.5 - 98.5 db
Stall 98.5 db
ning
99 db
Low Idle 81 - 82 db
High Idle 100 - 101 db
Stall 101 - 102 db
ning
99 - 100.5 db
Test conditions: Showers / wind <5 mph / temperature 23 C
Test conditions:
Test results:
242 07-96 5566071301
ST-6C
Empty 23,700 52,300
Loaded 33,225 63,300
Capacity kg lbs
Boom Raising Time 6
Boom Lowering Time 8
1st Gear 5 - 5.5 3.1 - 3.4
2nd Gear 9.2 - 10.1 5.7 - 6.3
3rd Gear 15.8 -16.9 9.8 - 10.5
4th Gear 25.7-28.2 16 -17.5
Turning Angle 42-R / 41-L
13800 2000
Main Relief Valve
13800 2000
Port Reliefs
15800 2300
15800 2300
Main Relief Valve
15800 2300
Port Reliefs
19300 2800
Filtration
25 mic
5566071301 07-96 243
10000 -10700 1450 -1550
6500 - 7200 950 - 1050
10700 -11400 1550 -1650
13400- 14100 1950 -2050
7900- 8500 1150 -1250
3450 500
Tires
Pressure
kPa psi
18x25 24 ply 550 80
20.5R25 Radial 590 85
Engine
F10L-413FW
3306T
Series 50-250
Fuel Tank
Cooling System
System capacity
Transmission
R32425 / R32464 18.9 liters / (5 gallons)
Converter
C5402 / C8402 / C8502 13.2 liters / (3.5 gallons)
244 07-96 5566071301
Stability
Noise Level
Axles
19D2748 and/or 483
457
Planetary ends (each): 4.7 liters / (1.2 gallons)
Hydraulic Reservoir
Grease Fittings
Maximum safe side
10
Test conditions:
Low Idle db
High Idle db
Stall db
ning
db
5566071301 07-96 245
Vibration Level
Low Idle db
High Idle db
Stall db
ning
db
Test conditions:
Test conditions: Third gear, full throttle, Atlas Copco Wagner test track facilities, Portland,
OR, USA.
Test results: Frequency analysis of the measured vibration showed maximum vibration
level of 0.55 m/s
2
. (Slightly above the 8-hour fatigue-decreased proficiency
boundary limit.)
246 07-96 5566071301
ST-7.5Z
Empty 36,500 80,500
Loaded 48,750 107,500
Capacity kg lbs
Breakout Force, Hydraulic
Boom Raising Time 9
1st Gear 4.2 - 5.5 2.6 - 3.4
2nd Gear 7.2 - 9.3 4.5 - 5.8
3rd Gear 12.6 - 15.6 7.8 - 9.7
4th Gear 20.8 - 26.2 12.9 - 16.3
Turning Angle 41
15900 2300
Main Relief Valve
15900 2300
Port Reliefs
17200 2500
17200 2500
Main Relief Valve
17200 2500
Port Reliefs
20700 3000
Filtration
7.5 mic
5566071301 07-96 247
10000 - 10700 1450 - 1550
6500 - 7200 950 - 1050
10700 - 11400 1550 - 1650
13400 - 14100 1950 - 2050
7900 - 8500 1150 - 1250
Tires
Pressure
kPa psi
26.5x25 32 ply 550 80
26.5R25 Radial 620 90
Engine
Series 60-300 37.8 liters / (10 gallons)
Fuel Tank
Cooling System
System capacity
Transmission
5422
T345P44
Converter
C8502 / C8602
E3611AAA
248 07-96 5566071301
Stability
Noise Level
Axles
508 35 liters / (9.2gallons)
Planetary ends 8 liters / (2 gallons)
Hydraulic Reservoir
Grease Fittings
Maximum safe side
10
Test conditions: Cloudy / wind 5 mph / temperature 13 C
Low Idle 68.5 - 70 db
High Idle 79.5 - 82 db
Stall 82.5 db
ning
80.5 - 81.5 db
Vehicle noise at ten feet from cylinder head (L/R):
Low Idle 85.5 - 87.5 db
5566071301 07-96 249
Vibration Level
High Idle 100 - 102.5 db
Stall 101 db
ning
100 - 102 db
Test conditions: Cloudy / wind 5 mph / temperature 13 C
Test conditions:
Test results:
250 07-96 5566071301
ST-8B
Empty 36,750 81,000
Loaded 50,350 111,000
Capacity kg lbs
Boom Raising Time 7
1st Gear 4.7-5.3 2.9 - 3.3
2nd Gear 8-9 5 - 5.6
3rd Gear 13.4-15 8.3 - 9.3
4th Gear 22.4-24.6 13.9 - 15.3
Turning Angle 42.5
13800 2000
Main Relief Valve
13800 2000
Port Reliefs
17200 2300
Main Relief Valve
17200 2300
Port Reliefs
Filtration
25 mic
5566071301 07-96 251
10000 - 10700 1450 - 1550
6500 - 7200 950 - 1050
10700 - 11400 1550 - 1650
13400 - 14100 1950 - 2050
7900 - 8500 1150 - 1250
Tires
Pressure
kPa psi
26.5x25 26 ply 410 65
26.5x25 32 ply 550 80
26.5R25 Radial 620 90
Engine
F12L-413FW
Series 60-325
Fuel Tank
Cooling System
System capacity
Transmission
5422 26.5 liters / (7 gallons)
Converter
252 07-96 5566071301
Stability
Noise Level
Axles
21D3960
508
Planetary ends (each): 9.5 liters / (2.5 gallons)
8 liters / (2 gallons)
Hydraulic Reservoir
Grease Fittings
Maximum safe side
10
Test conditions: Sunny / wind 5 mph / temperature 15 C
Low Idle 83 - 85.4 db
High Idle 96.8 - 98.6 db
Stall 96.8 - 100.2 db
ning
96.8 - 98.6 db
5566071301 07-96 253
Vibration Level
Low Idle 85 - 86 db
High Idle 99.5 - 100 db
Stall 100.5 - 102 db
ning
99.5 - 100 db
Test conditions: Sunny / wind 5 mph / temperature 15 C
Test conditions:
Test results:
254 07-96 5566071301
ST-15Z
Empty 61,130 148,000
Loaded 81,540 193,000
Capacity kg lbs
Bucket Return Time
Steering Time (High Idle) 6.5
1st Gear 4.8 3
2nd Gear 8.4 5.2
3rd Gear 14 8.7
4th Gear 22.5 14
Turning Angle 42.5
Operating Pressure (Dump/Hoist) 18600 2700
Operating Pressure (Steering) 18600 2700
Filtration 25 mic
Service Brake Pressure (SAHR) 12600 1830
Service Brake Pressure (LCB) 6500 - 7200 950 - 1050
Charge Valve Kick In 10700 - 11400 1550 - 1650
5566071301 07-96 255
Charge Valve Kick Out 13400 - 14100 1950 - 2050
Accumulator Precharge 7900 - 8500 1150 - 1250
Tires
Pressure
kPa psi
33.25x35 44 ply 660 95
Engine
Series 60-475
3406C ATAAC

34 liters / (9 gallons)
Fuel Tank
Cooling System
System capacity 57 liters (15 gallons)
Transmission
C8420 41.6 liters / (11 gallons)
Converter
8602 13.2 liters / (3.5 gallons)
Axles
Axle Differential capacities (each):
595

256 07-96 5566071301
Stability
Noise Level
Planetary ends (each) 24 liters / (6.3 gallons)
Hydraulic Reservoir
Grease Fittings
Maximum safe side slope for
operation:
10
Test conditions:
Low Idle db
High Idle db
Stall db
ning
db
Low Idle db
High Idle db
Stall db
5566071301 07-96 257
Vibration Level
Maximum Allowable Back Pressure
ning
db
Test conditions:
Test conditions:
Test results:
Engine In. H
2
O MM Hg RPM Load
Deutz
F4L-912W 29.5 55.0 Full throttle Full
F6L-912W
F5L-413FRW
F6L-413FW
F8L-413FW
F10L-413FW
F12L-413FW
Caterpillar
3306NA 34.0 63.5
3406TA 27.0 50.4
Detroit Diesel
4-71 TI 40.8 76.2 2100
Series 50 - 250
Series 60 - 300
Series 60 - 325
Series 60 - 475
258 07-96 5566071301
Bucket Stop Angles (Bucket Dump
Angle +/- 3)
Boom Stops (Lift Cylinder Lengths)
Steering Stops (Wheel to Wheel Center-
line Distance)
a. Length not measurable. Fully retract lift
cylinder, then extend 3/8 inch.
b. Measure distance between pin centerline
and front wheel centerline.
c. Allowable gap between boom and stop on
one side, with other side flush on stop.
HST-1A
37
ST-2D 40
ST-3.5 45
ST-6C 42
ST-7.5Z 40
ST-8B 42
ST-15Z 42
HST-1A
30 7/8 in.
a
ST-2D 8 3/4 in.
b
ST-3.5 37 1/8 in.
a
ST-6C 42 7/8 in.
ST-7.5Z 59 3/4 in.
ST-8B 1/2 in.
c
ST-15Z 72 1/4 in.
HST-1A
51 7/8 in.
ST-2D 73 1/4 in.
ST-3.5 80 1/4 in.
ST-6C (RockTorque) R-92 in. / L-93.1 in.
ST-6C (Clark) R-91.3 in. / L-92.4
in.
ST-6C (Russian) R-92 in. / L-95 in.
ST-7.5Z R-94.5 in. / L-95 in.
ST-8B 108 in.
ST-15Z 119 3/4 in.
HST-1A
51 7/8 in.
5566071301 07-96 259
Pressure Settings
HST-1A
Steering System
Main Relief 1800 PSI
Cushion Valve 2200 PSI
Priority Valve
(Monostick Steering Only) 3.4 seconds
Dump & Hoist System
Main Relief 1600 PSI
Port Reliefs 2500 PSI
Service Brake System (Optional)
System Pressure 1050 PSI
Other Pressure Settings And Adjustments
Hydrostatic Motor Relief 5000 PSI
Hydrostatic Pump Compensator 4000 PSI
Boom Lower Speed Setting
(optional) 6 seconds
Service Brake System (Wet Disc)
Accumulator Pre-Charge 1200 PSI
Charge Valve Kick-In 1600 PSI
Charge Valve Kick-Out 2000 PSI
Wheel End Emergency Brakes 1000 PSI
Service Brake System (SAHR)
Accumulator Pre-Charge 1200 PSI
Charge Valve Kick-In 1600 PSI
Charge Valve Kick-Out 2000 PSI
260 07-96 5566071301
Engines
Model
Rating
(Kw/hp)
Torque
(Nm /ft-lb)
Cyl
Disp
(l/cu-in)
Air Flow
(m
3
-min/CFM)
Fuel Usage
(l-hr/gal-hr)
Vehicle
Deutz
F4L-912W 40 / 55 183 / 135 4 3.8 / 232 142 / 5000 14 / 3.7 HST-1A
F6L-912W 61 / 82 275 / 203 6 5.6 / 342 212 / 7500 12.7 / 3.4 ST-2D
F5L-
413FRW
85 / 116 406 / 299 5 8 / 488 283 / 10000 ST-2D
F6L-
413FW
104 / 139 6 340 / 12000 33.7 / 8.9 ST-2D
ST-3.5
F8L-
413FW
136 / 188 617 / 455 8 12.8 / 781 453 /16000 44 / 11.6 ST-3.5
F10L-
413FW
172 / 231 774 / 571 10 15.9 / 970 566 /20000 33 / 8.7 ST-6C
F12L-
413FW
207 / 277 975 / 719 12 19.1 / 1168 680 /24000 33 / 8.7 ST-8B
Detroit Diesel
4-71 TI 143 / 180 692 / 510 4 4.7 / 287 736 / 26000 40 / 10.6 ST-3.5
Series 50 -
250
187 / 250 848 / 625 4 8.5 / 519 821 / 29000 47.9 / 12.7 ST-6C
Series 60 -
300
224 / 300 1424 / 1050 6 11.1 / 677 907 / 32000 58.8 / 15.5 ST-7.5Z
Series 60 -
325
242 / 325 1695 / 1250 6 11.1 / 677 991 / 35000 63.7 / 16.8 ST-8B
Series 60 -
475
354 / 475 2101 / 1550 6 12.7 / 775 1444 / 51000 88.7 / 23.4 ST-15Z
Caterpillar
3306 T 205 / 275 875 / 645 6 10.5 / 638 18.4 / 650
57.5 / 15.2
ST-6C
3406
ATAAC
280 / 375 1272 / 938 6 14.6 / 893 28.5 / 1006 81.8 / 21.6 ST-15Z
5566071301 07-96 261
Transmissions
Converters
Model Speeds
Oil
Vehicle
Pressure (bar/psi) Temperature (
0
C/
0
F)
Capacity
(ltr/gal
Clark
Series 5000 12.4 - 15.2 / 180 - 220 82 - 93 /180 -200 26.5 / 7 ST-7.5Z, ST-8B
Series 8000 12.4 - 15.2 / 180 - 220 82 - 93 /180 -200 41.6 / 11 ST-15Z
Series 18000 12.4 - 15.2 / 180 - 220 82 - 93 /180 -200 17.4 / 4.6 ST-2D
Series 28000 16.5 -19.3 / 240 - 280 82 - 93 /180 -200 13.2 / 3.5 ST-2D, ST-3.5,
ST-6C
Series 32000 16.5 -20.7 / 240 -300 82 - 93 /180 -200 18.9 / 5 ST-3.5, ST-6C
Sundstrand
PV21-2023 Vari-
able
11 - 14.5 / 160 - 210 57 / 15 HST-1A
Caterpillar
T345P44
20 / 5.3
ST-7.5Z
Model
Oil
Vehicle
Pressure (bar/psi) Temperature (
0
C/
0
F)
Capacity
(ltr/gal)
Clark
C271 3.8 - 4.8 / 55-70 82 - 93 / 180 - 200 5.7 / 1.5 ST-2D
C272 3.8 - 4.8 / 55-70 82 - 93 / 180 - 200 5.7 / 1.5 ST-2D, ST-3.5
C272.1 3.8 - 4.8 / 55-70 82 - 93 / 180 - 200 5.7 / 1.5 ST-3.5
C273 3.8 - 4.8 / 55-70 82 - 93 / 180 - 200 5.7 / 1.5 ST-3.5
C273T 3.8 - 4.8 / 55-70 82 - 93 / 180 - 200 5.7 / 1.5 ST-3.5
C273.1 3.8 - 4.8 / 55-70 82 - 93 / 180 - 200 5.7 / 1.5 ST-3.5
C5402 3.8 - 4.8 / 55-70 82 - 93 / 180 - 200 13.2 / 3.5 ST-6C
C8402 3.8 - 4.8 / 55-70 82 - 93 / 180 - 200 13.2 / 3.5 ST-6C
C8502 3.8 - 4.8 / 55-70 82 - 93 / 180 - 200 13.2 / 3.5 ST-7.5Z, ST-6C, ST-8B
C8602 3.8 - 4.8 / 55-70 82 - 93 / 180 - 200 13.2 / 3.5 ST-7.5Z, ST-8B, ST-15Z
Caterpillar
E3611AAA ST-7.5Z
262 07-96 5566071301
Axles
Model
Oil Capacity
Options Vehicle
Differential Planetaries
Clark
12D0636 No-Spin HST-1A
15D1841 12.3ltr / 3.3gal 6.2ltr / 1.6gal No-Spin, LCB, SAHR ST-2D
16D2149
(410)
16ltr / 4.3gal 6.2ltr / 1.6gal No-Spin, LCB, SAHR ST-3.5
19D2748
(483)
34.5ltr / 9gal 4.7ltr / 1.3gal No-Spin, LCB, SAHR ST-6C,
21D3960 42.6ltr / 11.3gal 9.5ltr / 2.5gal L-Slip, No-Spin, LCB, SAHR ST-8B
Rock Torque
406 18ltr / 4.8gal 3.7ltr / 1gal No-Spin, SAHR ST-3.5
457 28ltr / 7.4gal 5ltr / 1.3gal No-Spin, SAHR ST-6C
483
(19D2748)
34.5ltr / 9gal 4.7ltr / 1.3gal No-Spin, SAHR ST-6C
508 35ltr / 9.2gal 8ltr / 2gal L-Slip, No-Spin, SAHR ST-8B, ST-7.5Z
595 74ltr / 19.5gal 24ltr / 6.3gal No-Spin, SAHR ST-15Z
Rockwell
PRC1314 20.5 ltr/5.4 gal 8.5 ltr/2.2 gal No-Spin, LCB, SAHR ST-3.5
5566071301 07-96 263
Tires
Vehicle Size Manufacturer Type Rating Pressure
HST-1A, EHST-1A 9.00R20 Michelin X-Mine D2 L-5
ST-2D, EST-2D (std) 12.00x24-16 Toyo S25, TT L-5S
ST-2D -20 Toyo S25, TT L-5S
ST-2D, EST-2D -16 Goodyear SXT, SMO
ST-2D Goodyear J, G-188
EST-2D -20 Goodyear SXT, SMO
(foam filled)
ST-2D, EST-2D -16 Bridgestone MLS L-5
ST-2D, EST-2D -16 Bridgestone STMS L-5S
EST-2D -16 United SXMH L-5
EST-2D -20 United Sooper Scooper L-5
ST-2D, EST-2D 12.00R24 Michelin X-Mine D2 L-5
ST-3.5, EST-3.5 14.00x24 Michelin XKA, TT L-3
ST-3.5, EST-3.5 -20 Toyo TT L-5S
ST-3.5, EST-3.5 -20 Bridgestone TT L-5S
ST-3.5, EST-3.5 (std) 17.50x25-20 Toyo TL L-5S
ST-3.5, EST-3.5 -20 Toyo G55, TL L-5S
ST-3.5, EST-3.5 -20 Toyo TT L-5S
ST-3.5, EST-3.5 -24 Toyo G55, TT L-5S
ST-3.5, EST-3.5 Toyo Topy (foam
filled)
L-5S
ST-3.5, EST-3.5 Bridgestone STMS, TT L-5S
ST-3.5, EST-3.5 Bridgestone STMS, TL L-5S
ST-3.5, EST-3.5 Goodyear SMO, TL
ST-3.5, EST-3.5 Goodyear (foam filled)
ST-3.5, EST-3.5 Firestone TL L-5S
ST-3.5, EST-3.5 Michelin X-Mine, TL
ST-3.5, EST-3.5 Michelin (foam filled)
ST-3.5, EST-3.5 17.50R25 Michelin X-Mine, TT
ST-6C, EST-6C(std) 18.00x25-24 Toyo S25, TL L-5S
ST-6C, EST-6C -24 Toyo TT
ST-6C -24 Bridgestone TT
ST-6C, EST-6C -24 Bridgestone TL
ST-6C -24 Bridgestone Foam Core
ST-6C -24 Goodyear SMO, TL
ST-6C Michelin X-Mine D2
ST-6C 20.50x25 Michelin X-Mine D2
ST-7.5Z, ST-8B, EST-
8B (std)
26.50x25-32 Toyo S25, TL L-5S
264 07-96 5566071301
Electrical System
8B
-32 Toyo S25, TT L-5S
8B
-32 Bridgestone S25, TT
8B
-32 Bridgestone STMS, D2A, TL
ST-8B -26 Goodyear DL5C, TL
ST-8B, EST-8B Michelin XKA, TL
8B
26.50R25 Michelin X-Mine L-5
ST-15Z 33.25x35 American OTR TL, Plain Tread L-5S
Vehicle Size Manufacturer Type Rating Pressure
Vehicle Manufacturer Model
Voltage/
Amperage
Notes
Alternators
HST-1A Delco 25-SI 12v / 60amp std
ST-2D Delco 20-SI 12v / 60amp std
25-SI 24v / 80amp
30-SI 12v / 105amp
ST-3.5 Delco 26-SI 24v /
30-SI 24v / 75amp
Niehoff 12v /
ST-6C Delco 30-SI 24v / 80amp std
26-SI 24v / 80amp
12-24v / 90amp
ST-7.5Z Delco 30-SI 24v / 80amp std
ST-8B Delco 30-SI 24v / 80amp std
30-SI 24v / 75amp
26-SI 24v / 80amp water resistant
30-SI/TR 12-24v / 105amp
Prestolite 8SC3009ZA 24v / 175amp
ST-15Z Delco 30-SI 24v / 80amp
Niehoff A1 603 24v / 120amp
5566071301 07-96 265
Batteries
Vehicle Manufacturer Model Amp-Hours Notes
HST-1A Empire 4D 170 ~ 190 std
ST-2D 4D 170 ~ 190 std
30 90 ~ 100
31 105 ~ 115
31H 105 ~ 115
ST-3.5 31H 115 std
ST-6C 4D 170 ~ 190 std
8D 205 ~ 225
ST-7.5Z 4D 170 ~ 190 std
HST-1A Empire 4D 170 ~ 190 std
ST-2D 4D 170 ~ 190 std
30 90 ~ 100
31 105 ~ 115
31H 105 ~ 115
ST-3.5 31H 115 std
ST-6C 4D 170 ~ 190 std
8D 205 ~ 225
ST-7.5Z 4D 170 ~ 190 std
ST-8B 4D 170 ~ 190 std
ST-15Z 8D 205 ~ 225
4D 170 ~ 190
266 07-96 5566071301
Recommended Torques SAE
(U.S.)
1
1. Lubricated fasteners include lubricants, lubrizing,
plating and hardened washers.
Bolt Size
SAE GRADE 5
SAE GRADE 8
Assembly Torque Assembly Torque
DRY
R=.200
LUBE
R=.150
C-670
R=.060
DRY
R=.200
LUBE
R=.150
C-670
R=.060
4-40 8 in-lbs 6 in-lbs 2.5 in-lbs 12 in-lbs 9 in-lbs 3.5 in-lbs
4-48 9 in-lbs 7 in-lbs 3 in-lbs 13 in-lbs 10 in-lbs 4 in-lbs
6-40
18 in-lbs 13 in-lbs 6 in-lbs 25 in-lbs 19 in-lbs 8 in-lbs
1/4-20 8 ft-lbs 75 in-lbs 2.5 ft-lbs 12 ft-lbs 9 ft-lbs 3.5 ft-lbs
1/4-28
10 ft-lbs 86 in-lbs 3 ft-lbs 14 ft-lbs l0 ft-lbs 4 ft-lbs
5/16-18 17 ft-lbs 13 ft-lbs 5 ft-lbs 25 ft-lbs 18 ft-lbs 6 ft-lbs
7/16-20
55 ft-lbs 40 ft-lbs 18 ft-lbs 80 ft-lbs 60 ft-lbs 24 ft-lbs
5/8-18
1-8 580 ft-lbs 440 ft-lbs 175 ft-lbs 900 ft-lbs 680 ft-lbs 270 ft-lbs
1-12
1 1/8-7 800 ft-lbs 600 ft-lbs 240 ft-lbs 1280 ft-lbs 960 ft-lbs 390 ft-lbs
1 3/8 1460 ft-lbs 1100 ft-lbs 440 ft-lbs 2380 ft-lbs 1780 ft-lbs 715 ft-lbs
1 3/8-12
5566071301 07-96 267
Recommended Torques SAE
(Metric)
1
1. Lubricated fasteners include lubricants, lubrizing,
plating and hardened washers.
Bolt Size
SAE GRADE 5 SAE GRADE 8
Assembly Torque Assembly Torque
DRY
R=.200
LUBE
R=.150
C-670
R=.060
DRY
R=.200
LUBE
R=.150
C-670
R=.060
4-40 .90 N-m .70 N-m .30 N-m 1.4 N-m 1 N-m .40 N-m
4-48 1 N-m .80 N-m .30 N-m 1.5 N-m 1.1 N-m .45 N-m
6-32
1.8 N-m 1.4 N-m .60 N-m 2.6 N-m 1.9 N-m .80 N-m
6-40 2 N-m 1.5 N-m .70 N-m 2.8 N-m 2.1 N-m .90 N-m
8-32 3.4 N-m 2.5 N-m .90 N-m 4.6 N-m 3.5 N-m 1.4 N-m
8-36 3.5 N-m 2.6 N-m 1.1 N-m 4.9 N-m 3.6 N-m 1.6 N-m
10-24 4.9 N-m 3.6 N-m 1.4 N-m 6.8 N-m 5 N-m 2 N-m
10-32 5.5 N-m 4 N-m 1.6 N-m 7.7 N-m 5.8 N-m 2.3 N-m
1/4-20
10.8 N-m
8.5 N-m 3.9 N-m 16.3 N-m 12.2 N-m 4.7 N-m
1/4-28
13.6 N-m
9.7 N-m 4 N-m 19 N-m 13.6 N-m 5.4 N-m
5/16-18
23 N-m
17.6 N-m 6.8 N-m 33.9 N-m 24.4 N-m 8.1 N-m
5/16-24
25.8 N-m
19 N-m 9.5 N-m 33.9 N-m 27.1 N-m 10.8 N-m
3/8-16
40.7 N-m
31.2 N-m 13.6 N-m 61 N-m 47.5 N-m 19 N-m
3/8-24
47.5 N-m
34 N-m 13.6 N-m 67.8 N-m 47.5 N-m 19 N-m
7/16-14
67.8 N-m 47.5 N-m 21.7 N-m 94.9 N-m 74.6 N-m 29.8 N-m
7/16-20 74.6 N-m 54.2 N-m 24.4 N-m 108.5 N-m 81.3 N-m 32.5 N-m
1/2-13 101.7 N-m 74.6 N-m 29.8 N-m 149 N-m 108.5 N-m 43.4 N-m
1/2-20 122 N-m 88.1 N-m 38 N-m 162.7 N-m 122 N-m 48.8 N-m
9/16-12 149 N-m 108.5 N-m 46 N-m 203.4 N-m 149 N-m 62.4 N-m
9/16-18 162.7 N-m 122 N-m 51.5 N-m 230.5 N-m 176.2 N-m 70.5 N-m
5/8-11
203.4 N-m 149 N-m 61 N-m 298.3 N-m 230.5 N-m 86.8 N-m
5/8-18 244 N-m 176.2 N-m 74.6 N-m 325.4 N-m 244 N-m 97.6 N-m
3/4-10 352.5 N-m 271.1 N-m 108.5 N-m 515.2 N-m 379.6 N-m 151.8 N-m
3/4-16 406.7 N-m 298.3 N-m 122 N-m 569.4 N-m 433.8 N-m 170.8 N-m
7/8-9 542.3 N-m 406.7 N-m 160 N-m 813.4 N-m 623.6 N-m 246.7 N-m
7/8-14 596.5 N-m 433.8 N-m 176.2 N-m 895 N-m 677.9 N-m 271.1 N-m
1-8
786.3 N-m 596.5 N-m 237.3 N-m 1220 N-m 922 N-m 366 N-m
1-12 867.7 N-m 650.8 N-m 264.4 N-m 1356 N-m 1003 N-m 406.7 N-m
1 1/8-7 1085 N-m 813.4 N-m 325.4 N-m 1735 N-m 1302 N-m 528.7 N-m
1 1/8-12 1193 N-m 895 N-m 359.3 N-m 1952 N-m 1464 N-m 583 N-m
1 1/4-7 1518 N-m 1139 N-m 461 N-m 2467 N-m 1844 N-m 745.7 N-m
1 1/4-12 1681 N-m 1247 N-m 501.6 N-m 2711 N-m 2034 N-m 813.4 N-m
1 3/8
1979 N-m 1491 N-m 596.5 N-m 3227 N-m 2413 N-m 969.4 N-m
1 3/8-12 2278 N-m 1708 N-m 678 N-m 3688 N-m 2766 N-m 1105 N-m
1 1/2-6 2630 N-m 1979 N-m 793 N-m 4284 N-m 3200 N-m 1288 N-m
1 1/2-12 2983 N-m 2223 N-m 888 N-m 4826 N-m 3606 N-m 1444 N-m
268 07-96 5566071301
Fluids and Lubrication
Specifications
Selection of the proper quality of fuel, lubricat-
ing oils and grease, and coolant is important to
get efficient, trouble-free service from your vehi-
cle. Provided below are recommended specifica-
tions and the approximate quantities for each
model vehicle.
Diesel Fuel Specifications
Quality and Selection
The quality of fuel oil used is a very important
factor in getting satisfactory engine perfor-
mance, long engine life, and acceptable exhaust
emissions levels. Fuels meeting the properties of
ASTM Designation D 975 (Grades 1D and 2-D)
have provided satisfactory performance. The
ASTM D 975 specification does not adequately
define the characteristics necessary for fuel qual-
ity. The properties listed in the fuel oil selection
chart have provided optimum engine perfor-
mance.
It is important that only fuel meeting the manu-
facturers recommendations be used. The follow-
ing list shows fuels found worldwide that may be
acceptable*. Also listed are the recommended
fuel characteristic specifications for Deutz,
Detroit Diesel and Caterpillar diesel engines.
* (Consult your manufacturers engine manual
for specific recommendations.)
International Fuel Specifications
Specification Fuel Type
US Standard
ASTM D975
ASTM D396
ASTM D2880
No. 1-D & No. 2-D
diesel fuel oil
No. 1 & No. 2 fuel oil
No. 1-GT & No. 2-GT
gas turbine fuel
UK Standard
BS 2869
BS 2869
Class A1, A2 & B1
engine fuel
Class C2 & D burner fuel
German Stan-
dard
DIN 51 601
DIN 51 603
diesel fuel
E1 heating oil
Australian Stan-
dard
AS 3570
automotive diesel fuel
Japanese Stan-
dard
JIS K2204
Types 1, 2, 3 & 1(spl) &
3(spl) gas oil
US Government
W-F-800C
W-F-815C
DF-1, DF-2 & DF-20
CONUS diesel
FS-1 & FS-2 burner fuel
US Military
MIL-L-16884G marine oil
5566071301 07-96 269
Fuel Oil Selection Chart
General Fuel
Classification
ASTM
Standard
No. 1
ASTM 1-D
No. 2
ASTM No. 2-D
Gravity, API # D 287 40 - 44 33 - 37
Flash Point
(F / C, Min.)
D93 100 / 38 125 / 52
Viscosity, Kinematic
(cSt @ 100F / 40C)
D 445
1.3 - 2.4 1.9 - 4.1
Cloud Point # D 2500 See Note 1 See Note 1
Sulfur Content
(wt%, Max.) D 129 0.5 0.5
Carbon Residue
(on 10%, wt%, Max.) D 524 0.15 0.35
Accelerated Stability
Total Insolubles
(mg/100 ml, Max.) #
D 2274 1.5 1.5
Ash (wt%, Max.) D 482 0.01 0.01
Cetane Number, Min. + D 613 45 45
Distillation Temperature,
(
/
o
C)
IBP, Typical #
10% Typical #
50% Typical #
90% +
End Point #
D 86
350 / 177
385 / 196
425 / 218
500 / 260 Max.
550 / 288 Max.
375 / 191
430 / 221
510 / 256
625 / 329 Max.
675 / 357 Max.
Water & Sediment (%, Max.) D 1796 0.05 0.05
# Not specified in ASTM D 975
+ Differs from ASTM D 975
Note 1: The cloud point should be 10F (6C) below the lowest expected fuel temperature to prevent
clogging of fuel filters by crystals.
Note 2: When prolonged idling periods or cold weather conditions below 32F (0C) are encountered,
the use of 1-D fuel is recommended. Number 1-D fuels should also be considered when operating
continuously at altitudes above 5000 ft.
270 07-96 5566071301
Lubricating Oil Specifications
Engines
Detroit Diesel API Spec
SAE
Grade
Notes
Series 71 & 92 CF-2 40W Ambient temperatures below 32F / 0C use SAE
15W-40 or 30W.
Series 50 & 60 CF-4 15W-40 Use multigrade oil only. No single weight oils.
HT/HS viscosity - 3.7cP minimum.
Deutz
API
Spec
SAE Grade Notes
Natural Air CC, CD,
CE
(See oil viscosity/tempera-
ture chart)
See lube oil cross-reference list for
alternative oils.
Turbocharged CD, CE,
CF, CF-4
(See oil viscosity/tempera-
ture chart)
alternative oils.
Caterpillar
API
Spec
SAE Grade Notes
Series 3300 CF-4 (See oil viscosity/tempera-
ture chart)
alternative oils.
Series 3400 CF-4 (See oil viscosity/tempera-
ture chart)
alternative oils.
5566071301 07-96 271
a. Grade of oil dependent on ambient air operating conditions. See Viscosity/Temp Range chart for selection of
proper weight oil.
a. Grade of oil dependent on ambient air operating conditions. See Viscosity/Temp Range chart for selection of
proper weight oil.
Transmissions and Converters
Manufacturer Spec
SAE
a

Grade
Notes
Clark C-2, C-3,
C-4
10W,
20,
30
Wagner recommends use of SAE 20 oil for normal
operating temperatures. (See footnote below).
Use monoweight oils only.
MIL-L-46167 approved for sub-zero conditions.
Caterpillar C-4 10W thru
50
Wagner recommends use of SAE 20 oil for normal
operating temperatures. (See footnote below).
Use monoweight oils only.
Axles
Manufacturer Spec
SAE
a

Grade
Notes
Wagner GL-5 85W140 GL-5 SAE 90 oils also acceptable.
Clark GL-5 85W140 MIL-L-2105C qualified lubricants meet Clark
MS-8 specifications.
GL-4 SAE 90 oils with SCL additives also accept-
able.
Rockwell GL-5 85W140 Synthetic lubricants that meet Rockwell 0-76
series specifications are acceptable. Check with
Rockwell to ensure compatibility with seals.
272 07-96 5566071301
Viscosity Grade / Ambient Temperature Charts
Deutz
Caterpillar
Oil Viscosity
o
C
o
F
Grade Min Max Min Max
SAE 5W30 (syn) -40 +25 -40 +77
SAE 10W -30 -5 -22 +23
SAE 10W30 -20 to -25 +20 -4 to -13 +68
SAE 10W40 -20 to -25 +30 -4 to -13 +86
SAE 15W30 -10 to -20 +25 -4 to +14 +77
SAE 15W40 -10 to -20 > +35 -4 to +14 > +95
SAE 20W20 -10 to -15 +10 +5 to +14 +50
SAE 30 +5 +30 +41 +86
SAE 40 +25 > +35 +77 > +95
Oil Viscosity
o
C
o
F
Engines
Synthetic Oils
a
below -20 below -4
SAE 10W -20 +10 to +20 -4 +50 to +70
SAE 10W30 -20 +40 -4 +104
SAE 15W40 -15 +50 +5 +122
SAE 20W40 -10 +40 +14 +104
SAE 30 0 +40 +32 +104
SAE 40 +5 +50 +41 +122
Transmissions
5566071301 07-96 273
a. These special oils do not contain polymer viscosity improvers. Wagner recommends contacting your service
representative for advice on cold weather usage.
Clark
SAE 10W -20 +40 -4 +104
SAE 30 0 +40 +32 +104
Oil Viscosity
o
C
o
F
Oil Viscosity
o
C
o
F
Transmissions
SAE 10W -23 +15 -10 +60
SAE 20 -10 +25 +15 +80
SAE 30 0 +60 +30 +135
Axles
SAE 75W -40 -23 -40 -10
SAE 75W80 -40 -18 -40 0
SAE 75W90 -40 +38 -40 +100
SAE 75W140 -40 > +38 -40 > +100
SAE 80W90 -26 +38 -15 +100
SAE 80W140 -26 > +38 -15 > +100
SAE 85W140 -12 > +38 +10 > +100
274 07-96 5566071301
Wagner Hydraulic Fluid Specifications
Description Specification Grade Notes
EP Axle Lube Wagner No. 100-2680-
004R
85W -
140
Approved for use in Clark, Wagner
Rock Torque and Rockwell axles.
Tractor Hydraulic
Fluid
Wagner No. 100-2680-
005-R
15W-20 Paraffin based.
Meets following manufacturers
specifications: Allison C-4, Cater-
pillar TO-2, John Deere J20A & C,
Ford ESN-M2C134-D.
Hydraulic Oil Wagner No. 100-2680-
002-R
MIL-L-46152B and API CC quali-
fied lubricants meet this specifica-
tion.
FR Hydraulic Fluid Wagner No. 100-2680-
007-R
Invert emulsion type fire resistant
fluid.
For use above 60
C only.
FR Hydraulic Fluid Wagner No. 100-2680-
008-R
Invert emulsion type fire resistant
fluid.
For use between 25
F and 60
F only.
Water -Glycol FR
Fluid
010-R
For use only in systems designed for
water-glycol.
Arctic Hydraulic
Fluid
009-R
OW-30 Multi-purpose synthetic lubricant
for use in sub-zero conditions.
5566071301 07-96 275
Grease Specification
Coolant Specifications
a. Use of Distilled Water is recommended by all engine manufacturers.
Specification Approved Vendors Notes
NLGL No. 2 Imperial Oil - Molub-Alloy
#777-2
Shell Oil - Super Duty Grease
Mobil Oil - Mobil Grease
Special
Multipurpose Molybdenum grease with Lith-
ium soap and EP additives.
Any multipurpose grease containing 3-5%
Molybdenum can be substituted.
Water Quality
a
Parameter
Max Allowed
(ppm)
Notes
Chlorides 40 Water with salt softeners is not recom-
mended.
Sulfates 100
Total Dissolved Solids 340
Total Hardness 170 Magnesium & Calcium
Nitrates >800 Add SCA additive if below this concen-
tration.
pH 5.5 - 9.0 Cummins recommends pH of 8.5 - 10.5
276 07-96 5566071301
a. Use of high silicate and/or phosphate antifreeze is not recommended. Soluble oil and Chromate additives are
not approved for use in Detroit Diesel engines.
Cross Reference List
a. Variations in composition and properties can occur in oils, depending on manufacturer and location. Contact
your Atlas-Copco Wagner representative and your local oil supplier for additional information.
Antifreeze
a
Type
Concentration Ratio
antifreeze/water
Notes
Ethylene Glycol 30/70 - 60/40 For temperatures to -15
C & -5
o
C
Detroit Diesel recommends 50/50
ratio.
Propylene Glycol 30/70 - 60/40 For temperatures to -15
C & -51
C
50/50 ratio only for Caterpillar
engines.
Not approved for Detroit Diesel
engines other than Series 40, 50 and
60.
Methoxy Propanal 50/50 Not recommended for use in Detroit
Diesel engines.
Not identified for use by Caterpillar.
New Old Alternatives
CF-2 CD, CD-II, CD/TO-2 CD/SE, CD/SF, CD/SG, MIL-L-2104C & E, D4
CF-4 CE CF-4/SG, CE/SF, CE/SG, MIL-L-2104E, D4
CC CC/SE, CC/SF, MIL-L-2104B, MIL-L-46152A
Class Alternatives
a
C-2, C-3 CD/SE, CD/SF, CD/SG, MIL-L-2104C & D, Conoco No. 6718 synthetic oil
C-4 Wagner Tractor Hydraulic Fluid No. 100-2680-005R, Caterpillar TO-2, John Deere
J20A & C, Ford ESN-M2C134-D
Wagner Scooptrams Service Manual Index
5566071301 10-95 277
A
Axles 233, 236, 240, 244, 248, 252, 255
B
Burn, Fire, and Explosion Prevention 16
C
Cooling System 233, 235, 239, 243, 247, 251,
255
F
Fluids and Lubricant Capacities
Axles 233, 236, 240, 244, 248, 252, 255
Cooling System 233, 235, 239, 243, 247, 251,
255
Engine 235, 239, 243, 247, 251, 255
Fuel Tank 233, 235, 239, 243, 247, 251, 255
Grease Fittings 233, 236, 240, 244, 248, 252,
256
Hydraulic Reservoir 233, 236, 240, 244, 248,
252, 256
Transmission 233, 235, 236, 239, 240, 243,
247, 251, 255
Fuel Tank 233, 235, 239, 243, 247, 251, 255
Fuel Tank Fill 33, 38
fuel tank valve 74
G
Grease Fittings 233, 236, 240, 244, 248, 252, 256
H
Hydraulic Reservoir 233, 236, 240, 244, 248,
252, 256
M
Maintenance 17
P
Preventive Maintenance Section 19, 123, 201,
207, 231
R
Restriction Indicator 59
retainer plate 116, 117
S
spacer assembly 116, 117
Stopping the Engine 16
T
Tire and Wheel Safety 17
Transmission 233, 235, 236, 239, 240, 243, 247,
251, 255
278 10-95 5566071301

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