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Seewee Nemqqm,: Wfifigfifi Qgfiaagfig
Seewee Nemqqm,: Wfifigfifi Qgfiaagfig
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SEEWEE NEMQQM,
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Service nenartmeni
Via Canap,;;1,3 - 8tupinigi A- Torino (Rely)
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52
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CLUTCH
The master clutch assembly is composed oi two dry, single-plate clutches, one for the tractor transmission
drive and the other for the power-take-off drive.
The unit is controlled by one single pedal which, during the first part of its travel, disengeges ihe main
clutch (transmission) and En the following one, the power-take-off, but only when this attachment is
directly driven by the engine (independent powewtake-oh).
The three diagranns of Fig. 82 illustrate, respectively:
a) the clutch engaged; ii) the main clutch disengaged; 0} clutch completely disengaged.
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Fig. 82. - Clutch functional diagram. 4 I
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a - engaged clutch. b A main clutch. disengaged. c - clutch, completely disengaged.
F we Power take-off dm-en plate - C = Gearbox driven plate - P = Lever points. l
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Removal and stripping of clutch.
Removing the clutch assembly from tractor: i
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=1 Si’ in of clutch cm device A “I'HOE3fA Fig. 85. - Fro i
Fig. a - ‘i "pp Q I i elastic
(See the last figurepins
for references).
A. Disengagemeni {ever adjustment nuts - 1. Elastic pins
2. Lever pivots - 3. Forks - 4. Fork adiusfing nuis. l
1
Check the oiutch components as follows. according to the data of fable at page S7:
- them;
- check condition of friction linings and of metai surfaces contacting I‘ iindnecessary
surface smooth
brushingthem.
are
lf the rings are soaked with oii, replace them, as washing in Q0150 me a
insufficient;
-— check cléarance between the clutch driven disk hub teeth and splined shafis;
-— check the throvwout bearing, and the clutch shaft piiot bearing, located in the flywheei;
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*3‘ Fig. as. - Ciuich, exploded view.
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- check the throw-out coiiar working siiding surface. If wear does not exceed the permissible iimiis.
the shaft can be mounted again after rotating it ‘i8G°; if necessary replace the parts when grease
I drips due to excessive clearance.
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Ctutch adjustments should be made as follows:
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Mote. - lfclutch is installed on fixture A 'l1‘l063lA.
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the adjustment may be made after the assembly on
.- - -“ ‘~ the tractsr, using fixture A 117683 provided with a
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Fig. 89. - Clutch adjusiment using fixture A 711863
b) Adjust the clearance (E, Fig, QB} of the power
lake~off pressure plate clevis. Check that clear-
5,6,1»-I Fixture cornpcnenis - D Spacer bearing No. M1 R, ance be 1.5 to 2 mm (0.059'l"' to 0.0787"), and
used also for other wheel types belonging to fihe series 490. if different, unscrew the loclmui and screw on
or unscrew the sleeve. The clearance adjustment
may also be made when the clutch is mounted
on the tractor through the gearbox side cover.
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Fig. 52. - Diagram of flexible tolxpfing for clutch-gearbox
' shafts.
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CLUTCH COMPONENTS: SPECIFICATEONS, ASSEMBLY CLEARANCES I '25?
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AN D PERM1SS1BLE WEAR 1;
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. Wear iimits E;
I cl e aran ce s
Assemby mm In . mm m, I?
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0,010 to 0,105 0.0004 to 0.0042 0,35 0.6138 2‘?-;
Between wheel drive splinad shaft and its disc I ..
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Fig. 95. - Upper view of gearbox control gears and shifter Fig. 96. - Disassembly of primary shaft.
forks.
(Arrows show the wooden wedge and lhe punch).
1. Shifter forks for 1st, 4th gears and reverse - 2. Epicyclic
reduction gear control fork - 3. Shili fork controlling 2nd and
5th, 3rd and Sih gears.
ll
A 9613703.
Reverse gear and its shaft. Remove the slop and slide out the shaft together
wifh ihe gear.
Should fhe shall‘ removal offer some dlfiiculty, apply
a screw to the threaded hole in the axle.
Remove bush from gear using the punch A 928251.
Secondary shaft. Remove ihe epicycllc reducllon unit and fhe gearbox
-04-. wall lnner thrust disc;
slide out the secondary shafl with a bronze punch
hammering ll on its front end.
Checking the stripped out components of the gearbox and epicyclic reduction gear.
Check gearbox and eplcycllc reduction gear components against specifications of page 63.
Neither gear teeth nor chamfered surfaces should he damaged.
Check if the teeth of mating gears are working on the whole face length, and if the surfaces are smooth
and free from signs of scoring or hammering.
The sliding gear hub internal splines should be free from marks 0% wear or seizing, and ali splines should
have their corners without signs of hammering.
The splined primary shaft should be absolutely free from pitting or scoring. especially on gear sliding sur-
faces. Slide the gears on the shaft and check for clearance between the gear guide flanks and the cor-
responding shaft spline flanks.
59
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Fig. 9'1. - Gearbox and epicyciic reduction gear parts. 62 l
1. Clutch~ge-arbox coupling - 2. Cover gasket - 3. Primafy shaft from '~
I7‘ '-ff 1 ‘Q l
bearing - 4. 1st speed and 4th speed gear ~ S. 2nd and 5th, 3rd and 5th
speed gears ~ 6. Primary shaft rear bearing - 7. Reverse gear mounted Q 1 ...;._;,;
on its shaft - B. Secondary shaft bearing retainer ring - Q. Secondary ‘“" ‘l §i:.,_W.;;..,c%-: __
shat? front bearing - 19. 1st and 4th speed driven gear - 1?. Srd and 20 J ir 5;=e?;i;"~:
6th speed and reverse driven gear - 12. 2nd and 5th speed driven gear -
13. Secondary she'll rear bearing - 14. Thrust ring -15. Epicyclic reduc- e__
lion fixed gear - 16. Thrust outer plate - 17. Epicyciic reduction driven ®/
gears -18. Shim rings -19. Reduction gear engagement sleeve- 20. Driver. j
gear shims - 21. Stop ring for pivots - 22. Driven gear axle rollers. i
Note: Starting from chassis No. #27935 helical teeth have been super-
seded by straight teeth.
The reverse shaft should be smooth and without scoring; it the permissible clearance between the hush
titted on the gear and its shaft is in excess of the wear limits, replace both bush and shah.
The bail bearings should be perfectly smooth in operation, without clatter. The epicyclical reduction
driven gears roller bearings and those for the bevel pinion shaft should have an assembly clearance not
exceeding the value listed at page 63 and the surfaces mating such components should not be damaged
in any way.
The gear control forks should be checked for deformation and hardening characteristics of the working
surfaces. They should slide freely with shifter rods in the box guide holes.
Replace gaskets whenever worn or damaged.
The epicyclicai reduction gear thrust rings should be checked and it presenting signs of wear should be
replaced.
At gearbox major overhaul, remove the control lever sector plate, located under the cover (Fig. 98), in
order to check its components efficiency, especially the ratchet (3) and the control lever dowels £1},
which are subject to wear.
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1. Control lever doweis - 2. Sector plate fastening screws - 6. Primary shaft rear bearing - 14. Shim _ R = Reverse Bea,-
3. Gear selector pivot ratchet. shaft » V = Shim pin,
60
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S-=cond=ry shaft Assembfe on the shaft the rear ball bearing after
heating ii in an oil bath to a lernperature 01‘ 80° C.
&ppr0X.,'
install in éhe gearbox fhe front bearing after sfiding
in the shaft from the box rear end, and mount on
it the gears according to Fig. 97.
Note. — The shaft nut tightening sjmuid 59
made after the insfaliafic-n of the primary shaff, as
if could be facilitated by meshing two gears af the
same time.
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Fig. ‘E01. - Epicyciic reductiun components.
(Note: Skirting from chassis No. 427935 up helical teeth have been superseded by straight teeth).
Epfcyciical reduction gear (Fig. 191}. Assemble the epicyclic reduction gear c0m,00fl8niS
according to Fig. 101. .2
Mount on the gearbox the primary shafi rear bearing
{6} and fasten by its pin (V), the inner thrust disc
(14), having its lubrication passages Iocéied as in
Fig. 99.
Primary shaft. Mount on shaff front end the bearing, the oil baffle
and the efasiic rings;
slide-in the shafi from the case front side and fit
- _ <~ -_ ' " I __ (;1':‘;I:_'::"-';~€:;£4l;..
on it the first, second and third speed gears; .
. . ,, . . ,_.,, .. .
mount the primary and secondary shafts front Covers W
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Rods and forks for the gear contra! (Fig. 95). Introduce through the gearbox wall holes the three
detenf springs and mount the ball and the first
gear shifter rod with its spacer and fork;
introduce through the waif middfe no/e ihe two
epfcyciic reduction gear control roe‘ check belfs (see
diagram C-C, Fig. 106) and compleie the assembfy by
infroducing {he two balls from the reievamf hole and
é_ {_X F rnoum.‘ ihe rod, ine spacer and fork aciuaiing the
second and the third gears.
Fig. ‘I63. - Orientafion of the various spring pin cuts with Note. - The cuts of the p:'ns fastening forks io
reference io direction of force (F) or of rotation. rods should be oriented so thaf the strain expand ihe
pins in their holes (Fig. 183).
Gearbox cover with control lever (Fig. 93}. Mount the lever and the two dowels in the cover
and add the cap and snap ring; \x
62
I
NOTE: Shift the gear shift fever backwards, thus disengaging the reduction gear, in order to faciiitate
the operation of fastening the gearbox to the transmission casing.
, Wear
Bat? _ Assembly ciaaranhes T mm (In) limits
‘ mm (In) ' mm (in)
1 , \ 0,01 m one 2 or
j Epyciclicaf reduction driven gear 2.99 10 3-9° 1 8e‘W?en ‘?°“°HB$ an?‘ axie?’ 5 (M004 to 0,0024) ’ (0.0'0§9)
need,“ éiamaiel. _ (91177 to 93131) of eprcychcai reductlun dr|-
, ‘“ ' Q ven gearS
63
The rear half of the tractor body is a case housing the differential assembly and its lock; it is closed
at the rear by a cover through which the power take-off shaft projects; the belt pulley unit may be attached
There/:0.
The case upper opening allows the fitting and removal of the power take-ofi drive and driven gears.
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5'!-N-',a1'.'*=‘=-"""“""“""“"' ‘ _
Disassembly.
To remove the differential case from tractor and to dismantle it, proceed as follows:
Operations and cautions.
Paris to be removed.
The hydraulic lift. Remove, if installed, ihe /lfl unit, its oil lines, and
the implement hitch.
Drain lubrication oil. Remove the two plugs found under the tractor body.
The gearbox from the dii-Ierential case (Fig. 10¢}. Disconnect the rear light cable connection.
Place the differential casing on a stand and lift the
gearbox with a winch; remove bolts connecting such
two components and disconnect them by a lever. l
l
The final drives (Fig. 195). Remoi/e the rear wheels and their discs.
To help the disassembly ofthe various units, remove
the mudguarcls.
The transmission case rear cover (Fig. 165). Remove the dlfierenlial case upper cover and sei
the power fake-off control levers at the position
<< MOTORE n (engine).
Unscrew the rear cover fastening screws and remove
the cover by pulling and lowering it very slowly, {'0
allow the removal of the front bearing of the power
take-off shaft from its housing. l
64 l
l
-
‘
-
. . .
Note. - To easify disengage the rear cover from
the transmission casing, set the power take-Off
engagement fever in the <1/VIOTORE» (engine)
posiiion.
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Fig. 106. - Transmission casing mounied on rotary stand
ARR 2204.
The differential iock controi. To inspect or rep/ace parts remove the rear cover,
ihe pedai compiete of aiiachmeni, the plug from the
Y
shafi /eff end, in order to make ii possibfe ham-
mering it out from fhe right side.
Differential gear Casing supports. Fasfen the casing on support ARR 222$, mounieo‘
on rotary stand ARR 2204 (Fig. 106).
Remove {he gear casing supports and remove the
bevel gear, complete.
‘J97
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if ihe difiereniiai casing inner bearing races have to
_.7_\_‘- .__¢,-y.
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L‘). be removed, use puller A 537105.
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Fig. 167. - Lock conirol spring mounting using tool Fig. 108. - Beve! ring gear assembly with differeniiai.
A 237033. i
1. Differential lock.
(OFI WP. the spring is represented before assembiy (A) and
after assernbiy (B) on the tool).
I‘
65 i
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Fig. $59. - Rear iransmission components.
1. Differential loci. - 2. Power take-off driving gear - Ra. Bevel pinion roller-bearing adjustment shims - Rb. Ring for centering
bevel pinion on ring gear ~ Re, Ring gear adjustment shims.
The bevel pinion. Unscrew the beve! pinion shaft fastening nut using .
wrenches A 711109 and A 611108 and stopping ll
the rotation with the brass hammer A B61322. ,
Remove the shaft by applying a bronze punch upon
ifs front end, and hammer it out.
The power £ake~ofi' driven gear and the spacer are
5
removed from the casing upper opening after setting
i
ihe power taI<e»off engagement lever in the position
marked << CAMBIO » (gearbox).
lI
inspection of the stripped components of the differential casing and differential lock. l
Accurately clean all stripped out components and check if the gear meshing surfaces are in good con-
clitionsi
»— check the diiferentiai gear thrust rings, and the pinion bushes and thrust bearings vs. ihe wear limits
oi page 59. When replacing bushes, after assembly, ream with expanding blade {earner U 6‘lf814
to achieve the prescribed clearance;
-— check the copper lining on crown wheel hubs. and replace such parts if the coating is not sufficient;
- check the taper roller bearing and the differential axles oil seals;
— check the difierenfial lock collar working suriace and the pin fastening. Check the differential lock
control spring (Fig. 107) by a comparison of its characteristics with {he specifications on page 69.
66 l
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5 applies to two bearings and to the power take- ’ ‘E.
L)‘
~— the differential lock control spring is installed
1
" as shown by the Fig.10'I, using tool A 23"i'lI}33.
To facilitate the reassembling of the differential Fig. ‘E11. - Bevel pinion and gear correct tooth hearing.
case to the gearbox, we suggest placing very near
I to the shaft {Font ends -— by manoeuvering the
l relevant levers —— ihe power ts5<e~0fi driven gear and the reduction gear engagement sieeve. |
I
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adjustment shims Ra (Fig. 106}. To calculate the shim thickness, subtract from 58,5 to 59,5 mm
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Fig. 112. - Rear view of tool A ‘£37010 for bevel pinion Fig. ‘H3. - Right view of ‘cool A €376€’0 for beyel pinion
and gear adjustment. and gear adjustment,
(2.362? to 2.342") the sun": of the gear width and the spacer width. Finally, check the shalt tor tree
rotation and mount in place of the foregoing shims others having their total thickness minus 6,05 mm
(0.G{J2”), which will set a 50 ltgimm (ill) lb} pre-load on the pinion bearings.
b) Remove the bevel pinion and mount the bevel gear complete with differential pinions and supports;
tighten one of the pinions with its screw and check with a teeter gauge, at the other support, the
overhaul thickness of the bevel roller bearing shim rings. Divide it by two placing each ct’ the two
halves Rc on the two supports and check it rotation is tree but without end"piay.
c) For a correct tooth bearing (Fig. 111) pay attention, at pinion assembly, to the number stamped upon
the smaller base and marl-ted by -+~ or —~; this is C§Ul’E8* necessary to determine that thickness ot ring Rh,
which will be most tit to avoid noises during operation.
We suggest the following sequence:
»- mount the bevel pinion shaft titted with all its parts and with a ring Rb oi any thickness;
— mount on the casing the tool A 133110, according to Figs. ‘E12 and 113;
—- rotate the tool shalt clockwise so that the eccentric zone contacts the pinion base, and read on
the quadrant graduated from 92 to 94 mm £3.62?’ to 3.700”) the value at which rotation stops. it this
value, indicated on the quadrant, exceeds the one calculated by adding or subtracting from the
theoretical distance existing between the pinion smaller base and the bevel gear axis (93 mm - 3.661”)
the number marlzed on the pinion (not proceeded by any letter mark}, it will be necessary to replace‘
ring Rb.
The ring to be mounted should have a thickness increased of an amount equal to the difference
between the two values.
On the contrary, it the value read on quadrant results less than the one read on the pinion after
adding or subtracting (accotding to the + or M sign) from 93 mm (3.6614”), the thickness Rb should
be decreased.
68
d) Check with a dial gauge the tooth backlash which shouid be 0,20 mm (U.O08”J; the correct backlash
can be obtained by shifting adjusting shims Rc from one support to the other, in order ta set the
bevel gear farther or nearer the pinion as required. The overhaul thickness, determined according to
paragraph b} should not be aitered.
Specificaticns i mm (i rs}
i
‘ Crown wheel adjustment ring s!1im)thicknesS (Ra, . ‘
3 Fig-1103 - - ~ - - - - - - . - . . . . . . . . i 0,3-0,5-0.7 (toier. -30,02) 0.011s-c.0197-0.0215(=1-_a.0ooa>
1 Bevéi pinion sifiiii adjustment shim ticim:-ass (between Q 3,g.3!g.¢.4,1.4,g.4_3-4,4.4,5..4,5- . g_1495-0,;535_g_1575_g_15q4_g_1554_
Biniw and fear fairer bearing) - - - - - - - - - - 4,?-¢,s (toiar. :1: 0,02)
1 0.1693-0.1732-0.1772-a.1a11-u.sa59-
e.1s§n (i 0.0008} .
1 Beveipifliw shaiibearins adiustmentshim pa¢kihi¢i<- ij 1,1-1.754,s-as-2-2,1-2,2-2,25-2,3 0.0569-0.05894:.07u9-o.o'14s~o.0?s7-\
‘ mess - - - - - - - - - ‘ ~ - - - ‘ - - - - - - - - § (toler. $0.01) . 0.0827-0.0866-0.0386-nneoe .
‘ Differential gear ihrust ring thickness (1) . . . . . {i 0.0004)
‘ Differential pinion round thrust washer thickness . _. NI O1 0.0531 E0 0.6509
i -
i
_—‘-Ii-3U1 r-0-I-PO0 -1-A (DU! .
:
0.0551 fo 0.0536 I
I
1 Tightening torqué of bolts assernbiing pianetary gear ‘ 5
casing to crown wheel . . . . . . . . . . . . . . 4.5 Y0 5 F4901 ,
32' to 36 ftib
(1) Rings of oversized thickness of 0.1 mm (00039 in) are avaiiabie. Wear iimii of a shim: 1 mm (00394 in).
69
Each consists of a pair O f gems ha VI‘n Q individual casings, mounied lateraiiy to the differential and driven
by it (Fig. 110).
bevel gear. .r \
I
\
Fig. 114. - Removal of final drive casing from tractor. Fig. 115. - Removal of brake puiiey using the universai
puller.
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Fig. 116. - Final driven shaft nut removed. Fig. ‘E17. - Removal of final drive driven gear using
universal pulier (16 MB x 1,5 mm screw - 2 required}.
51
4
lnspeflfion of components. Check the or‘! sear’ of the difierentfal axles and of the
driving wheel shafi‘, to prevent off feakage on brake
bands and fiom {he driving wheel.
Check “bearings for free running and iooz‘/1 backlash
(see specifications an page 'Ir’3).
BRAKES
The pedai and hand actuated band brakes act-on the puiiey keyed on the differential axies. The tractor
when used on roads requires sudden and quick braking and therefore the peda¥s can be connected by
a lock which ensures simuttaneous braking action. This fact must be born in mind when setting the
pedal free travei which should be equai for both.
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Fig. 118. - Brake assembly, pedal and hand conircls.
a. Clutch contra! pedal assembly - b. Brake pedai assembly.
A ¢ Cievis lock nuts - B 1 Caps ~ R’ = Brake band centering screws * S = Inner arm - '1‘ = cute; arm - v 5 1,-me, am-,
:
fastening screw - Z 1: Brake band pivot pins.
.
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Fig. 119. - View of brake hands ané ccmtrois. '
‘ #5. , A = Clovis lockouts - B = Caps - R =- Brake band centering
’
?§,:-.=;’i.<.;=?:=*.‘;;".f;:=.>=5451;.l<:l:.ro:§;;§;;§I1i»"
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72
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Wear limits
mm fin) J mm (in)
Final drive pinion and bulb gear tooth backlash . . . . . . . . . 0,15 to 0,25
s (£10059 to 0.0098) 0,5
Clearance between driven gear driven shaft splines ané gear hub . -0,050 to 0,048 (0.019?)
0,20
I (~0.002G Yo 0.0019) {0.D\'J?Q)
Brake pulley diameter . . . . . . . . . . . A . . . . . 4 ‘ , _ . . = 210
= (8.287?)
Brake band shoes thickness . . . . . . . A . . . . 4 . . . . . . l 6 E
‘ (02362) 4
; Clearance bet-ween bushes and brake pins . . , . . , . . . . . . 0,120 to 0,144 ((131575)
1
1 (Q0016 to 0.0857) _ 0,4
I
*1 I l (0.015?)
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_.<-. -.
The dashboard. Remove if wiih ifs frame from the batéery box and
E
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the gearbox;
detach the rear /ighfing cable from central cormec-
tion.
The steeri ng box. 5/acken the 4 screws fastening the baféery box to
gearbox;
remove screws fastening the steering box to gearbox;
remove the steering box with the dashboard {lift the
battery box firsi).
Clamp the steering box in auvise and remove the following components:
Shaft and roller, Remove the adjusting Screw 1'Q¢k,r7uf and {he ,0/ye,
5
shaft side cover (see Fig. ‘$23),
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Fig. ‘E2<}. - Steering box perspective view. L. =..-‘.1,-~ ‘=.- . - . . _ -r -.. =,,_ V P »- ;.~: V.
R == Roller washers » S = Screw to roller tooth aligning " fi“*‘»q='%=>-1?‘-""-n‘
-=-=:-‘.‘>':-":'»:§»,._. ' F $35.2"? .i'.",~,.=Il1=‘$Zt‘1
' ;.:"&=.“e—~"‘-‘. --‘;4;;>;:r
shims ~ T =1 Taper roiier bearing adiusténg shims - Gg and
Gp = Roller shall seals » VI’ =1 Adjusting screw. Fig. 121. - Steering box muunied on iractor.
Check mating surfaces of roller and worm gearfor notches or traces of seizing. Check alignment of roller
and worm gear, this signifying that the roller and worm screw reciprocal position is correct; if otherwise,
the shims should be changed (S, Fig. T28).
Check for clearance between bushes and the roller shaft, according to specifications of page 76 and
replace bushes when iimits are exceeded, in order to maintain proper mesh between roller and worm gear.
Ream bushes after assembly, using reamer U 611916 to achieve the correct diameter. ‘
H roller shows end play, due to wear of the two washers (R, Fig. 122}, replace the shaft also, being the l
parts riveted together.
Check the taper roller bearing for free play and the roller shalt oil seal.
v~+/
Check eieering arm and drag links for straighthess; if bent, straighten ihem anci make sure ihat their
strength is u nlmpaired. -._ . -~. ,_. _
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/ / of taper roller taearings;
b) mount the roller, shaft, cover and the steering
arm;
’ :1
5’ 5' C} adjust theroiier and worm gear bearing afiggfds
z
ing to indications following.
¢";'£fq Note. - Each variation of shims S, calls for a
. '.'¢--'
4 . “ii” *.21?"
"““'*~ new adjustment of bearings with shims T.
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Fig. 122. - Roller tooth cross~sectinn. Fig. 123. - Longitudinal section of rolier tooth shaft.
R = Rc-Her washers - S = Shims centering screw to roifer - E; Gg and Gp = Sears - Vr : Adjusting sci-9W_
T = Centering shims taper ‘nearing adjusting shims.
The worm gear, with the taper roiier bearing act- Mount the worm gear shaft with its bearing shims
justingshims (T, Fig. 122). and check it for flee rotation which must be ac-
complished without excessive effort.
Adiustment of rofier and worm gear bearing. The correct functioning of the mechanism requires
that the distance between roiier and worm gear be
as sm aii as possible and corresponding to the original
specifications.
To this end, after mounting the unit and positioned
the steering arm as in Fig. 122(this corresponding to
straight forward motion of the tractor) the adjusting
screw (Vr, Fig. 123) should be screwed on, in order
to take up the piay between roiier and worm screw;
in addition, check that this condition remains un-
varied as the steering wheel is turned 30°, ieft and
right.
After adjustment, tighten the lock nut of screw E/r.
To refit the guide box assembly to tractor reverse the dismantling procedure. I
3
5
After assembly, service the guide box with SAE 90 oi! and the drag link grease nippie with chassis grease.
75
After adjustment. check the steering wheeis aiignment with the tractor axis; nevertheless a toe—in of abeut
5 mm (0.‘|Q69”) and a camber of 2° are acceptable.
Check tightening of the steering lever baits and the cross tie~rod ciamps and check tie-rods and levers
fgf gtraightness, to avoid eariy front tire wear.
!
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_ ~—~ * — *' "f "W ! *" "' ' "*** ””""" 3 ' ' ' ' 7"" "' i
: 5 1 i i
i g Wear 1
r i nah?) , Assernbiy clearances mm (in) E limiis 3
I mm U" I mm {in}
i i
i ! I|
inner diameter of lower bush of steer» 38,025 ta 38,087 w
mg arm 0.4910 to 1.-£995} B EIWEEI1
,0 I DWQF b U5 h IHFEEF
. E; 0625100126 0'35
¢ !
~ K —— ---z' V —r — i diameter
arm iowerand the steering 5- ((100.0
pivot '6 10. 0.0050)
' (00138) ir
Steering arm pivot diameter ! 37,961 to 32,000 1I Z 0i
7 (14945 in 1.-mar)
i __ _____ _ _ _____________ ___§
| " __ " i
_________i M _ ________ _
. __ _________ __,__
1
I 1 Mi
‘ Drag-link bush inner diameter 12,000 to 12,043 ;
‘ ' (04724 to 0.4741)
___ _W___ W __ _,_ Beiween drag-fink end bush 0,000 is 0,070 0,3 ‘
f and its paw (mono to 0.0025) <u.e11a)
; Drag-fink pivct djameier '2 1i,9T3 to 12,000 '
= i (06714 To 0,4724)
‘_. .- . v~_
1 Note. - The steering arm upper and iuwer bushes shali be mounted into their seats on the support wiih an inierference
i of 0,05 io 0,28 mm (CL0020 in 0.0091 in), bushes §or steering bu: side cover shalt be mounted with an inierference
i, of o,o1s to 0,053 mm 01.0005 to o.ua2s in}. ' 5
Assembiing iorque sf steering transverse tiered ciamp screws is of 2.5 kgm {:83 ‘it.ib).
(O) The data are the pre-modification ones; the post-modification ones (from Tractor with irame Na. 402251) have been increased
of 1 mm (D.il391$“ in}.
76
€‘,.'\u.'_ _,.
5
'”i
FRONT AXLE
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Remove! (Fig. 124).
Piece the engine sump on a stand or hydraulic jack,’
1 drain radiator water and s/acken the rubber sieeves
\ band stamps;
J
disconnect the drag /in/< from the steering arm and
the radiator shutter control’ from its front end;
disconnect the head iamp cebie connection; fasten
the two ends of a rope in the radiator upper section
and insert wooden two wedges to stop front axle
osci/iation; remove the sump screws fastening its
forward end to the radiator support and move the
front axle assembly forward,"
u
1
remove the radiator cowifng and the radiator.
Dismantling.
Apply front axfe to rotary stand (see Fig. 125).
To strip it out refer to fig. 126,
Checking components.
Afier mounting the hubs check bearings which
should rotate freely without any noiiceebfe end play;
check surfaces and plays of king pins and of the
axle pivot pin with their bushes;
check the bronze thrust rings thicimesses and
replace them if in excess of wear ifmitsfsee table
on page T9).
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Fig.124. - Remove! of front axle and radiator from engine. Fig. ‘I25. - Front axle mounted on rotary stand for over-
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Fig. 1&3. ~ Front axle section.
should be experienced.
78
~
9 Data we”
J - 1 Assembly cfearances mm (in) ;' limits 3
1‘ mm (ml mm (in) ‘
\ . _ _ ._ ‘ .
,‘ 1
3 ‘ : \
1
1\ Axle hinge pivot bush inner diamtfzer 32 025 t 2 08? - '
(dimension to be obiaaned &?ter H5603 is iéfiss) _ ‘
w bush press~1‘ittir:g) (1) 1
l Min . Between bush and from axle 5 0,025 to 0,112 0,35 _
\ ‘ " W W’ WW ' W’ " ' ‘ hing!-1 Pivvf f (0-9019 '50 E‘-99“) (OMS-B) ‘
Axle hinge pivot diameter f 31,975 to 32,660 Q 1 3
Z (12589 to 1.2598)
\ ’ ‘ ‘ {0.0?87} Y
1 .
\ 1
5 Sfeering knuckle bush inner diameter 38,025 to 38$”
; (dimension to be obtained after (_M9?0 to 1.4995)
bush pressmflng} (1) a e nv ear:
.. bush Inner
' <1‘sa m - ‘ @025:
, 0 cm
', g5 ass
,
1- A-" * ' ' ' ' -i ‘ eter and king pin (011010 ‘:0 0.0044) £03138) 1
Steering knuckle pivot diameter 37,975 to 33,000
(14951 EC 1.4951)
1
1 1 Axie thrust bearing cup thickness 0,91 10 1,09 Minimum
_ 410.0358 to 0.0429) - — jthickness 0,6 §
n _ g (0.022:-5; 1
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8. Generator - M. Starting motor - C. Glow plugs. - B. 12V Battery - A. Horn, optional ~ PA. Horn button — FPA. Horn
fuse - P. Headlights, with a 5€J_='1.‘5 W bulb - GR. Control box - PC. Fuse box ~ FPG. Control bax éuse - LS. Battery charge i
warning iight - F0. Dashboard lamp - CLA. Lighting and starting key switch - CA. Starting lever switch » FP. Right taiflghl ~ 1
' FPT. Combination number plate and lelt tall light - GP. 2-pole socket - FR. Rear lamp (optional).
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ELECTRICAL SYSTEM
DESCREPTION
The tractors belonging to the 460 series are equipped with a 24 V system, including generating. starting
and lighting units. The diagram of Fig. 12? includes:
No. 1 Fiat generator {type R 115-Mt},-‘24-1600 Var. 2), HG W, replaced by a generator type
DC115f24[7!3 C starting from engine No. 005045 up.
No. t Fiat control box Mod. A53-140,l2f$, replaced by a Mod. GP 1,-"24,!7 unit.
CAUTHIEN: The control box Mod. A,"3-140,-‘24 may be used with both generator types, whilst the
GP1,"2-ti? unit must be used with generator Mod. DC1'l5__~‘24[7/SC only. See details in the respective
chapters. _
~» No. 1 three-position lever type switch tor starting and glow plugs;
Each position of the key on the switch corresponds to a_ circuit, and precisely:
81
- position 41 £51-56a 3611-58 -— Starting switch — battery charge warning light - front
parking lights — dashboard light - number plate and
tailights - two~pole socket - 100 mm die. tloodiight
with built-in switch - driving lights.
Starter switch.
The starting switch operation is dependent upon the position of the combination lighting and starting
switch. . , .r .. ,m_.,-._,._ ,. >-.
Each position of the iever on the switch corresponds to a circuit, and precisely:
Fuses.
The equipment belonging to the electrical system is protected by tour 8 A fuses contained in a box pieced 1
near the dashboard and by two other tuses. I I
— Fuse 54,3 protects: L. H. side front parking light - R. H. side taliight ~ 100 mm die. tloocilight
with built~irr switch.
— Fuse 54,"2 protects: R. H. side tront parking light - dashboard light - L. H. tailight and number
plate light ~ two-pole socket. -*w»v'-e—wr_»~=.<-w>»~.=¢_,-».~r,_
The generator with spy-light, the starter and the glow plug circuits are without fuse protection.
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GENERATOR TYPE R 115-140;'24-1600 Var. 2
2
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Specifications. '?jd:1LE‘~f; 7;/‘W7 éffififjd 1'00."-*1 fin)
Fiat generator type R 115- 146,!24- T660 Var. 2 (see fig. 128) having the foiiowing specgifications. has been
mounted up to engine No. 005644; it has than been repiaced by generator type D(3115_/24,f?;'3 C.
Maximum continuous output (24 V) . . . . . . . . . . . . . . . . . . . . . . , ‘HG W
Maximum continuous current output (Ampére—fimitaf:ion at 28 V) . . . . . . . . . 4,75-5,25 A
Speed at maximum continuous current ouiput, at 24 V and 20° C (68° F} . . . . . 1400-1880 R.P.M.
Maximum continuous speed . . . . . . . . . . . . . . . . . . . . . . . . . . . 4000 R.P.M.
3: Excitation . . . . . . . . . . . . . . . . ‘ . . . . . . . . . . . . . . . . . shunt
Direction of rotation, as viewed from driving side . . . . . . . . . cfockwise
Reguiator group type . 1 ". . . . . . . . . . . . . . . , . . . . . . . . . A53-14-0j24
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, 1 Fig. 129. - Wiring diagram for testing the generaior as
a motor.
G. Generator ~ V. Voitmeter, 30 V ,€op reading - A- Amrneter,
top reading. (B?-1?9='5' should suppiy slightiy more than 2:1 V,
V as current is TA).
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Fig. 13?. - Wiring diagram for the output curve pioiting Fig. ‘I32. - Diagram of connections to check genaraior
{ampére versus R.P.M.) at 2 constant voitage of 24 V. heaiing.
Ni. Generator actuating motor - G. Generator - V. Voitmeter, M. Generator actuating motor - G. Generator - V. Voitmeier,
30 V "lop reading ~ A. Ammeter, 20 A top reading. 30 V top reading - A. Amrneter, 10 A top reading.
(The reguiator group to be coupled to the generator should
be of the A;‘3-140f24 type).
84
l
l
Bisassembly.
l
l Proceed as follows:
- remove the commutator head, disconnect terminal 67, unscrew and remove the through-bolts:
1
-» remove commutator end bracket and slide out the armature with the other bracket;
-— clamp armature in a lead-jaw vise and remove the drive pulley and the remaining bracket.
cl
1
Troubles ~ Repairs.
i If, on the contrary, the lamp goes out only when engine has reached high speeds, the trouble may be
due to faulty windings (grounded or short circuited), or to the armature.
Generally, the higher the R.M.P. rate at which the charging begins, the higher the potential damage.
ll the lamp remains lighted, this indicates an interruption between the generator cables and the regulator
l
group; or shows that the group contacts are oxidized, and internal connections dissolclered; or that some
generator coil is interrupted, or completely grounded. l
ii the above procedure leaves the light out and the trouble persists also after replacing the bulb this
signifies that the trouble is to be found between bulb holder and switch, or between switch and the con-
nections oi the components branched upon it.
When the battery indicator light goes out to go on again the engine speed being steady the fault is pro-
bably due to the regulator group or fuse or to‘ the electric connections (the jacks),
i
85
a) Brushes.
li broken, chipped, or worn out, replace them with spare parts furnished by the FIAT Company ~ Sezione
Ricambi. Be sure to avoid the installation of other brush makes, as FIAT spares only can ensure a regular
and iong lasting operation ot both commutator and generator.
b) Field-winding. A
Check field coils by circulating test bench current though them (Fig. 133) and measuring the voltage and
the current with the bench instruments, then calculating the coils resistance.
I
1
if connections alone are interrupted, repair them carefully; but it the winding is damaged replace the es-
sembly with a new FtAT spare. We do not suggest maicing {laid coils, as a speciai procedure i§‘requlred.
Poie-shoe’screws shouicl then be fully tightened to set the air gap at its previous vaiue. Reboring cf
poie~shoes must never be resorted to, if the air gap (see table on page 87] is not obtained; we advise
warning up somewhat the coiis, which are already shaped, to facilitate their installation.
0) Armature.
Commuiator. - li commutator bar surface contacting the brushes is worn or out-of-round, turn down
the commutator. Be careful when fixing the armature in a lathe and centering it, as the instailation
of armature assernbly between centers is not possible. Commuiator centering should be most accurate,
as commutator out-of-round, measured on brush ways should not exceed 0,01 mm {0.0004"). After
commutator turning undercut the mica between bars using a saw blade to a depth of 1 mm (0.0394”}.
Armature winding. —~ If damage is in the armature winding, replace the whole assembly. it is not advisable
to attempt making a new coil, as a special procedure would be required. Armature checks are to be
made with the instruments illustrated in Figs. 134 and 135.
i
1
4
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i
Fig. 134. - Checking the armature with twin-contact tool. Fig. 135. - Checking the armature on the testing
(The interruption is located by the no indication of the apparatus using a blade. -._. ._t.
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Reassembiy of generaéor.
5
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After any repair or replacement and before reassembiing the generator proceed as foiiows:
i.
_;r a) biow away aii dust — chiefly carbon dust — from aii components. using an air jet;
§|
b) oiean brush hoiders and the commutator end bracket from grease and carbon dust deposits, using
Ii
a dry cioth; "
3.
0) ciean commutator surface, removing carbon dust between bars. Avoid using emery paper or cioth
soaked with gasoiineg or soivenis.
;.u~.,_ d) check brushes for play inside brush-hoiders, against the vaiuee iisted beiow:
ii,
—~ cross clearance . . . . . . . 0,1 to 0,3 mm (0.603? to 0.6113";
i
—~ and ciearance . . . . . . . . . . . . . . . . . i1,2’:o 0,5 mm (0.6£i78” to G.0f9?”}
e) check brush spring pressure which shouici be 69 to ‘F6 kg (1.521 to 1.675 1b.);
1‘) service with high meiting point grease the baii bearing, the commutator and bracket bush and the
recess at the end of the bushes (Hi, Fig: 123) and replenish with oii SAE 50 HD the wick of the same
bracket
ii.1
The sequence shown in the chapter << Covering disassernbly» shouici be reversed to reassernbie the
generator. Mind that when assembiing the drive end bracket, its introduction may be facilitated by holding
emu
iateraiiy both brushes and springs. -
After reassembiing, repeat the functionai checks as shown in paragraph << Bench testing the generator»,
‘*'"~i-urg;_.
I.
1
FIAT GEEERATOR R 115-14€];’24 - 1600 Var. 2 - SPECIFICATIONS
; Items i Values
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GENERATOR TYPE DC ‘l'§5/'24,"7;’3 C
Specifications.
Witt‘: -Eli» mm’ {O-Q it M)
The generator type DQ115124/7;‘3 C, illustrated in Fig. 136, has been mounted beginning from engine
No. 005045; its specifications are:
Voltage . . . . . . . . . . . . . . , , . . . . . , . . . . . . . . . 24 V
Main features of this generator compared with the preceding one are: completely enclosed, more power,
reaction type brushes.
Reaction brushes are advantageous as vibrations against the brush-hoiclers are reduced, compared to
the radial type. .
For equal brush sections they allow a larger contact surface on the commutator, thus reducing both
sparkling and temperature: the excitation current also ls reduced, and the regulator group contacts,
\
voltage and current regulators have longer life.
When the generator is coupled to regulator group GP 1,-‘24,|’7, starting (cold), it may generate a current
3
greater than the maximum one; but it is reduced when the internal continuous running temperature has i
reached appropriate levels {thermal equilibrium), without any damages to the components. E
The feature is due to the current regulator, which, as explained when describing the regulator group, is
thermostabilized. l
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Fig. 136. - Longitudinal and cross section of generator type DC ‘H5124/"7,'3 C.
Note: A bracket is fastened by screws (hot represented in the figure) to the generator frame. Bracket must be required separately.
88
mu-.»:r=-. _ ., -.,\»WMl.-i
3 Therefore, if required by the equipment inserted in the system, the generator may be overcharged without
5
it any damage to windings: in tact, they are at ambient temperature at the start of operation and therefore
are not yet thermally stabilized.
When, after 20-30 minutes of functioning, due to ohmic resistance, the group and generator become
1
stabilized, the current regutator reduces the current to a vaiue continuously possibte.
ll
The temporary overcharged operation of the genera-.or,
c allows a quic knba
-r artery rec h arge, especially if
'4
its charge level is tow, due to repeated and cold startings.
T; The timiting current is a function of the surrounding temperature; and therefore during the summer the
limiting current will be Jess than during the Winter, and the generator temperatures during the various
il seasons are more uniform.
‘I
Vi
See page 85 for the generator trouble ~ shooting rooo isoo 2000 zsao
tu.-_-.¢_a. .;
and repairs. Fig. 13?. ~ Output curve of generator type lJC1t5,.‘.'z'r1,'1_/3 C.
{Beginning of battery charging, at 24 V. T550-1650 R.P,M.3.
at-_-.;~w_, .-.~i-1
-...
sti
i Operational test as motor . . . . . . . . . . . . . . . . Speed . . . . . . . . . . . . . . . . . 1170-1330 r.p.m.
Voltage . . . . . . . . . . . . . . . . . 24 V
. . ._~.‘.~.¢u._=‘.- Current . . . . . . . . . . . . . . . . . 4,5-6,5 A
Running generator before piotting or’ A]r.p.m. curve {hot Speed . . . . . . . . . . . . . . . . . l
l condition-run duration 30 minutes) . . . . . . . _ . . 2900 28
r.o.m.
i Voitage . . . . . . . . . . . . . . . . . V
Current . . . . . . . . . . . . . . . . . 6.75-7.25 A
. ‘ 5 of 45 min. at 2300 r.p.rn.
Rmmmg ' ' ' ‘ ' ' ‘ ' ' ' ' Z of15 min. at 5800 r.p,m.
l Heating test . . . . . . . . . . . . . . . . . . . . . . . Output current . . . . . . . . . . . . . 5,75-7.25 A
Voltage . . . . . . . . . . . . . . . . . 23 V
Commutator temperature, not more than . 90° C (1940 F)
Casing temperature, not more than . . . 60°C 840° F)
Resistance at 20° C [63° F) ohm: ,l
-- Fteld-coils (between terminal 67 and ground
— Armature . . . . . . . . . . . . . . . . . . , . l 15. 5-159
- . Ohm
Cammutato: bar maxrmum aliow-d out of-round 030 O32 Ohm l
E‘-rush end play with f19SP€Ct to holders) 001 mm (0 oooae)
i Pressure by springs on brushes (new) or 04 mm recess"-<1 0157)
i
Diameter between pole shoes middle tine . . . . . . . .
I A 1 » A v » - - 1 I
o.ee~o 75 kg (152-1 67 lb)
' ' 1 -
89
Description-
The Fiat A,‘3~14G,»‘24 regulator unit: contains three elements: voltage regulator, current limiting regulator
and circuit-breaker. These three elements (Fig. 138), fastened to the block, are enclosed in a sealing
cover, equipped with gasket, which prevents shocks, dust and dampness.
Mote. — A distinction will be made in the test between modifications made on regulator units with numbers
up to 088917 and on those with numbers starting 088918 up; the numbers are marked on the
coven
Figs. 139 and ‘I40 represent voltage regulator and circuit breaker; the current limiting regulator iooks
quite similar to the voltage regulator.
Fig. 141 represents the wiring diagrams of the regulator units mounted on tractors series 400, and bearing
the production number up to 088917 and from number 088918 up. The diagrams have thick lines to represent
the coiis in series on the generator recharge circuit, to differentiate them from the shunted ones gm the
same circuit.
Ali armature stops are of the spring blade type, and adjust their toad according to the calibration value,
through the screw located at each regulator unit element side.
The temperature increment due to the shunted circuit currents and deriving thermal expansion. might
influence the calibration values of the voltage regulator and of the circuit breaker. This is prevented by
the Contact hinges, which, being bimetallic, are thermally compensated.
The group bears the following terminal numbers:
— 51 - connected to positive generator terminal;
- 67 - connected to generator field coils;
- 31 - grounded;
- 30 - connected to the battery positive terrnirral and to etectric system.
The wiringdiagram oi Fig. 127, points out the valve (FPS) protecting the regulator group.
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Fig. 14-8. - Cross section of regulator group. ‘:’,,....__:_;.;~.:.~=w_z,r..—.._-.~.1;.~.5':_Z":_--...,,‘~
2MR:.4-_§l‘*-=\“Z' (Across circuit breaker). 4 :8. ‘+
0 _ G mm F, [mm
C1 2 ' ..<.4“ i V _i_ /:\ if _
i 1. Fixed contact bracket - 2. Pre-load shim - 3. Hinge spring __ -L"-» 1*‘ “(-3
I2 (steel) bearing mobiie coniact - 4. Body - 5. Armaiure stop - ’-JP ‘*1-§Q.,.!£=§:i - K; ,
i i 5. Calibration screw — 7. Adjustment spring - L. Thermal la | .
compensation by~metaiJic biade - (a. Up to No. 088917 - 5 I J
ii b. From No. 088976 up). ~ R. Armature rivet - C. Cuniact ‘ ‘~" - —- --~, - =1 7
gap 0.7-0.85 mm (.00275-043334”) for armature, fiiied with
,1. rivet R for rivetiess armature, the distance between contacts
J: is 1.15-1.30 mm (0.0-£52~0.0512“).
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The wiring diagram of Fig. 12"? shows the regulator group fuse.
The diagram of Fig. 142 represent ‘she characteristics of the poshmodification and the pré-modificatign
groups. Thejunction zones between the two hatched strips, represents the-functional limit beiween voitage
regulator and current reguiator.
important.
1. The regulaiion group type A,"3-14Uf24, should function only with generaior ijrpe R115-14!),/24~16G0 and
type DC ‘I‘!5,’24,!?,!3 and derived.
The group shaii never be used with a third brush generator even if of size corresponding to the
generator prescribed above; the elimination oi the third brush would not change things; even worse
it wouid be to connect a third brush generator as if it were controlled by a reguiation unit.
The reason is that both groups and generator circuits, mainly the fieici coiis of the generator, that
are so reciprocaiiy arranged as to get the best performance for the whole combination.
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a) Characteristic obtained as generator runs at 2000 R.P.M.§ ’e) Characteristic obtained as generator runs at 2600 R.P.M., l
for regulation group up to No. 088917. for regulation group irom No. 088918 up.
Fig. 142. - Output characteristic on battery, with group at 50$ 3° C (1221 37.4“ F]. 3
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2. Avoid connecting group terminal 67 to generator terminal 51, even momentarily, because i'reavy'spar-
kling and group contact oxidation would follow and contact welding would also eventually fellow. it is
thus irrctispensable to connect terminals having the same number; as even it wrong connections are
eventually corrected and the group functions regularly, its usefulness would be nonetheless shortened.
3. Shocks to regulator unit should be avoided, especially to its lower part containing the adjustment reel-
stance (Fig. 146). During the bench-testing, the group shall be mounted with its terminals placed down-
wards, and an insulating sheet shall be -interposed between the fastening support and the base.
4. Connection between group terminal 31 and tractor grounding shall be well secured, otherwise the
regulation effect would fail as both the current and the shuntcoils are lacking. This case allows the
generator to increase its voltage as speed increases and windings are burned and voltage regulator
and cut-out contacts are damaged, owing to excess of current excitation of the generator.
To avoid miscalculations, the regulator group performance data must be measured by instruments
pe-rioclically calibrated and according to the prescribed rules and methods.
No removal of group seals is allowed for taking such measurements.
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closes; it must he read at the moment the lamp
30 3! 5? SS of 24 V, 5 W, lights; insert lamp between terminal
39 and ground.
Closing value must be 25,1 to 25,9 V, for both
pre-rnodification and post»moo’ification groups.
3 Checks shouid be made when cold, before col}
®—F_.
mi}
temperature increases.
'<‘l
.5 .
2) Back current at 25¢ F0“ C (F73 50° F),
3.
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a_. _®1_.-_
Fig. 1-£3. — Eiectricai diagram for testing the out-out reiay
Wiring should be made according to Fig. 144 and
generator run to 2000 R.P.M. during about 5 minutes.
making sure that voltmeter reads at least 29 2/, than
'x closing voltage. decrease the generator speed.
M. Motor 01' test bench - 6. Generator - V. Voitrneter.
The ammelfer pointer which was indicating a certain
charging current will decrease and approach 50 gem
and begin to show the inverted current value.
0
33671 As the generator progressively slows down the
'*- "g‘\.z|
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or 51
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ammeter dial will show increased vaiues, up in a ¢@,-
tain iirnit; after that a sudden fall to zaro v/ii! be
observed, due to the opening of the cut-out relay
7&7?" points. Such a current value will be not larger
§=3~ Z than 3 A for groups having production number up
iii
.1. 3.’ ....-/
to 088917 and within 5 to 10 A for groups from
number 088918 up.
-u' m;
_l P—-UlI ._ 1‘
Fig. $44. - Electricad diagram for testing the inversion Note. - Such a test should be carried out quiclrly
current. to avoid battery discharge. When repeated, start
.-‘:5
M. Motor of test bench - G. Generator W A. Ammeter - from a stopped generator.
V. ‘voltmeter.
(iafieries are connected in series and must be fuity charged,
2-v.n,5:,| m-.m
at a capacity of 60 Ah).
:.1-21mac1.¢| :.tivu-4:s;I.->'~‘-
a-Hrifi *_o--
5+*
-._ K .
-— resistance shall then be reduced until the current
limitation value of 5 to 5,5 A has been reached,
for groups up to No. 088917’, and of 4,75 to 5,25 A
ili.,,¢---J I
for groups from No. 088918 up (corresponding
voltage: 28 V); '
Fig. 145. - Electrical caonnecfion diagram for the check- -~ said currents should not decrease when resistance
ing of the voltage regulator and of the current regulator. is reduced, and on the contrary, voltage should
M. Motor of the ‘(est bench - G. Generator - V. Voitmeiar - go down nearly to 24 V (for groups up to No.
A. Ammeter. 088917‘).
93
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' _",i‘." '17)‘:-L'}2 -'.
Fig. ‘I46. - Regulator group bottom view. r iii’;
"
... - »-h
2
1-2. Screw and nut, fastening the resistance - 3-4. Nut and ’T‘~li‘?5“’"*’=?_"*. ___,
.l .-'-,.= ~.
"1~;§;}
H.—§'
r=@;l“‘56}:
ere
Bir‘it
;",..,
cup fastening the cut-out reiay - 5. Nut fastening the voltage
regulator - 8-'1. Nut and cup fastening the current regulator.
L2 B <1
Note. ~ Mosi taiiu-res, especialiy the important ones, such as:
r
— excessive wear, or cut-out relay contact sticking; |
I
—- oxidation of voitage and current regulator points;
-- burnt or fitted points;
1
— short-circuited coils; 2
— coil burning; r
»
may be due to causes originating outside the regulator group and chiefly to generator rnisiunc-
tion, as, for example, to field winding resistance alteration, impaired circuits (cables, etc.).
Therefore the operator should make the group operate correctly, but in addition extend his
checking to the generator and to the charging system.
_ _-.4-..
6:-
, _».\._—___,_-.._
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Fi9- 147- - Reeufator Qrfitip {up to No. essem as seen Fig. £48, - Regulator group (up to No. 688917) as seen
from cut-out relay. from voltage regulator side.
1. Terminal tube 31 i_or shunt winding end -.2, Terminal 1. Terminal tube 31 - 2. Terminal lube 51 - 3. Terminal tube an -
tube at - 3. Terminal tube 30. 4. Connection from current regulator to voltage regulator -
5. Current regulator series winding and ~ 6. Connection of
reguiator to the adiustment resistance.
94
.~
Dismantling and reassemi;-ling of group.
Remove lead seals; unscrew the nuts fastening the cover to base, remove both cover and gasket and
dismantle according to needs.
Unweld the coil terminals connected to other elements, and unscrew the nut fastening it to the base.
.“‘*‘?‘*"l When checking or reassembling such elements, make sure that the setting screws are not being tampered
F _ with, as during manufacturing they have been sealed with varnish.
For coil terminal seldering use exclusively a neutral flux, avoiding acids.
.1‘ . Carefully watch the insulating washer assembling.
Beeora reinstalling the group cover, make. sure that:
- the open contacts distance of the cut—0ut relay, when at rest, is 0,?!) to 0,85 mm 63.0275” to 0.0334”)
for rivet-type groups (R, Fig‘ 140), and 1,15 to 1,30 mm (Q0452 ”to 0.0512") for non-riveted groups;
x
- Check the group insulation by applying 500 V at 50 cycies between the magnetic coils and the base,
ad between terminal 30 and the base. '
Mount cover when group is hot, to avoid moisture condensation after closing,
Cut-out relay ' Voltage regulation (when heated Cutwut relay (when ‘
'3?‘
iwhflfi COW) to 50° C - 122° F on battery) cold on battery) F
" " " '— e e - I ~>,_—=_~_ e~_
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Group I _ l
i ’ Regulation voltage
> Closing voltage inversion current ; Battery at halt load on E mitaticm current
j battery
@ v A Ah I v ; A ‘I
i .
*———~ _ —— — .* _.. W __ I _ _ 5, __,_,,_ 1 __ ,____ ,_
Up to No. 08891‘? 25,1-25,9 not more than 5 8t1{Nca. 2 batteries 28,1-‘-29,7 55,5
l in series} (with 4 A) ~
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465‘b'885
cortTRor_ BOX rnoo. on-r/24/7 (PadNo.
Description.
The Control Box Mod. GP ‘i/24/7 is composed E:-y three units: cut-out relay, current regulator and voltage
regulator.
Both the voltage and the current regulators (Fig. 149) consist of a U—shaped body with a bend on the
and oi one arm and a tongue (5) on the other. An armature (2) supported by a tension spring (1) is
fastened to the body (9). The spring is made of two blades lying flat on each other, one of steel and the
other bi-metallic.
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Fig. 145. - Sectional view of the voltage regulator. Fig. 150. - Sectional view of the cut-out relay.
c. Air gap between core extension and armature (to be cl. Air gap (EL64 to 0,76 mm = 0.025 to 0.030 in). ».4-.~>.i“\;.
measured at the position indicated by the axis 0-0 10,99
to 1,11 mm or 0.039 to 9.044 in).
1. Hinge spring {steel and bi-metallic). - 2. Armature. - 3. Adjusting spring. - 4. Fixed conlact supporting lip. - 5. Adjusting
spring supporting lip. - 6. Regulation resistance. - 7. Additional resistance in series with the shunted winding of the voltage
reguiator. - 8. Base. - 9. Body. - 10. Damping resistance. - 11. Additional resistance in series across the shunted windings 1‘
\
of the current regulator and cut-out relay. ~ 12-13. Plates ciamping the leads of the windings to the additional (7) and a
regulation (5) resistances. - 14. Resistance terminals insulators. ?
Q
i
The contacts points of the elements are fixed to the armatures (2) and to a support applied to the
elements. Point resetting is carried out by using a special tool on the tongues which carry the fix-ad
contact points. The cut-out reiay is similar to the other two elements and is also equipped with a hinge
(1) made of one sleet and one bi~metalllc ieaves. ,
The armatures of the three units are equipped with adiusting springs (3). Adjusting is done by loading
the tongues £5) of the springs. The three units are fastened to the base by the threaded ends on their
cores and sealed by a cover with a rubber gasket. The base is provided with three terminals, the num-
bers of wlch are marked on the cover connected to the cables as follows: ' .
- 51, connected to the generator positive terminal;
- 6'1, connected to the generator field coils;
- 30, connected to the electric system.
The following resistances are riveted under the base (Fig. 159):
--~ the additional resistance for the shunt winding of the voltage regulator (7) and additional resistance
tor the shunt winding to the current regulator and cut~out (11);
- the regulator resistance (6) connected in series to the acceleration winding {a}; damping resistance
(10) shunted to the generator field~wincling (between the current regulator body and ground).
O peration.
At iow speeds the generator voitags is not sufficiently strong to induce in the shunted windings of the
control box units a magnetic flux apt to attract the armature to the cores. All ermatures are therefore
at rest and the out-out contacts are open, whilst the current and voitage regulators ones are closed.
96
As the generator speed increases the voltage and the currentoutputincrease creating a stronger magnetic
flux, when the generator reaches predetermined values oi speed and voltage the magnetic flux becomes
sufficiently strong to win the resistance of the tension springs and so attract the armature to the cut-
out core to close the contacts. A current is then circulated from the generator positive terminal through
the series windings of the units (Fig. 151) to the electric system equipped and positive terminai of the
battery and returning to the negative brush of the generator.
\‘—:_-—_.-':fl=_-¢u4»ai~ed.*\-€L»1:Lm*.->t*-;
-W The magnetic flux induced in the series windings is added to the one induced in the shunted windings
to hold the cut-out contacts more securely closed. As a rule, otter the cut-out is closed and the ge-
3
nerator voltage keeps on raising, the contacts of the voltage reach the predetermined setting value. As
-Ll
¢._»-_' -=:_- the contacts open due to the magnetic flux induced by the shunt winding and acting on the armature, an
acceleration winding (a) and the regulation resistance (6) are inserted in the tield winding circuit of the
generator. The regulation resistance lowers the current through the generator iieici winding and conse-
quently the generator voltage until the voltage regulator contacts close again.
J1-'5‘-A-J_-;'.-_Ji>‘ .~@
ii{ii
,_ __., .. Tin ' 7’
---~~-u*=nnlur_nrt. 7, 11 -
i
Fig. 151. - fiectrical diagram of the control unit GP 1;‘2-1,17. 5rl_l ..l_l..;iIp._fi_il ni°—i1-
6. Regulation resistance - I. Additional resistance in series
across the shunted wintzling otthe voltage regulator-10. Damp» _
vn_=_=gn=r
2_ “‘9"":1___L§1 _, -=s~1i{i€1 I For -o==__:1_=v 1
_ u-_W._-/
ing resistance -1?. Additional resistance 1|‘! SEHES across the ' ;|l i;.-.-»?. %§[““'F-;;;. x ;,l;%_‘;_._“':‘_:"_='-5;-, !
ii
1.1
=1
shunted windings of the current regulator and cut-out relay - ; -_
a. Accelerator resistance in series with the regulation res- ,| ___£=__ i I Z = - 3 3
.i
istance (6) - B. 12 V batteries connected in series - G. Gem , __,_ 1
'1 erator model DC 115/'24]'7/3 and its modified versions ~ ”""‘"' *‘ "" ' ‘*m L-*'>*~"~—' i
?i
30‘ Electrical equipment terminal -31. Ground - 51. Generator
positive terminal - 6?. Generator field winding terminal, *"/:m*:\_“~\. J
(Note: The windings of the three elements of the control “W W H Mic? z‘|’2o*’*'
box drawn with light lines are shunted across the generator "-- _
,.
-1
circuit, those drawn with black lines are connected in series}.
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Then the field winding current and consequently the generator voltage increase resulting in there-opening
of the contacts. The cycle repeats itself and an oscillation of the at-matures is maintained to keep tho
voltage within the setting limits.
The function of the acceleration resistance (a) is to increase the oscillation frequency or the voltage
regulator which reduces its pull on the armature (2). in tact, as the contacts open the field winding
current going through the acceleration coll creates a magnetic field which is subtracted from the one
created by the“'regulator shunt winding and therefore reduces the magnetic pull on the armature, favouring
its release.
Should current consumption exceed a certain limit, or the battery be discharged, a great current output
will he required from the generator: this current induces a magnetic pull on the current regulator
armature sufficient to close it against the action of the springs. The contacts open and insert through
the generator field winding circuit the regulation resistance and the acceleration coil with the same
results described above in the case of the voltage regulator, in this case it is the current which is con-
._ .-»-.-_._.,__.».-=;_,.“ _;, _~;,_MI.
.
tained within set limits. if the current output requirements remain above said limit, the current regulator
armature keeps on oscillating substituting the voltage regulator one, which remains at rest.
To conclude, the current regulator limits the maximum current output of the generator, whilst the
voltage regulator ensures through the system a voltage ranging within pre-determined limits (calibration
limits), not harmful to the battery, for all the charging range which requires an output below the maximum
values from the generator, equipment and battery.
l
E
The maximum power is reached at the operational limit between the two units (current and voltage
regulators} and is also known as peak-load.
i_.
9?
When the generator slows down to a‘ point where its voltage is lower than the battery voltage, a reverse
current is produced from battery to generator. This reverse current will go through the series windings
of the current regulator and cut~out in the opposite direction. No consequences will derive to the
current regulator, as the current is not strong enough to pull the armature, but it will cleznagnetize some-
what‘ the cut-out relay which has the contacts closed, so that as soon as the reverse current will reach
a certain value the armature will be released causing the contacts to open and consequently discharging
from battery to generator will be prevented.
Finally note the functional importance of the bi-metallic blades which together with the steelgones make
up the fastening hinges of the armatures (1, Figs. £49 and 1503. ~
The passage of current across the shunted windings oi the control box units causes a temperature rise,
which produces an increment of the ohmic resistance, and consequently the quantity ol current going
through them is reduced. As for the armature-s, the current reduction results in less magnetic pull,
there-lore a voltage higher than the set values would be needed in Summertime to open the voltage regulator
contacts and close the out~out contacts.
To compensate the reduction of the magnetic pull on the armatures, the bimetallic blade which makes
up the hinges is so disposed as to gradually reduce the tension in the spring as the temperature rises.
in the case of the voltage regulator the action of the bi—metalllc blade is more than sufficient to maintain
the set voltage against the variations of ambient temperature (thermal overcompensation), therefore the
setting is slightly lower in the summer and slightly higher in the winter. This setting value ot the voltage
which varies slightly according to the temperature favours long lite of the batteries the voltage of which,
when current passes through, decreases as the electrolyte temperature increases, and on its part elec-
trolyte also is sensitive to the surrounding temperature.
Therefore, should the voltage setting of the voltage regulator not follow the requirements of the battery
temperature conditions, the following trouble would develop:
-- when room temperature is high, the voltage would exceed the set limits and the battery would be
compelled to absorb a very strong current resulting in excessive electrolysis and consequently wear
of plates, insulators, etc.;
— when room temperature is low, the voltage would be scarce and could not ensure a correct recharg~
ing rate.
Also in the current regulator, the bi-metallic blade (1, Fig. 152) which is part oi the spring hinge of the
armature is so disposed as to gradually reduce the tension as temperature rises.
But, as explained‘el:iove regarding the other two units (voltage regulator and cut~out}, as the shunt winding
temperature rises the current put across it decreases and consequently also decreases the magnetic pull
on the armature. When the unit is cold this results in a higher regulated current and when it is hot a 2
lower current because of the hi-metallic blade.
The bi-metallic spring of the current regulator works as thermal compensation of the current going
through it and determines the following advantages:
-~ at the start or aster an interval of about 2 hours from the last period of operation, the control box is
s
at room temperature (that is, not thermally stabilized) and theretors, as explained beto re, the regulated :
current is higher than the maximum continuous permissible one tor the generator, and should the
$Y$l9l"='l “squire it, the generator DC.l‘l5_l24,l7,'3E can be overloaded. '
when the control box and generator temperatures rise, the l:>i~metalli<: blade reduces (in about 20
to SD minutes) the regulated current to a value which the generator can tolerate. therefore the tem-
98 l
1
porary overload oi the generator not only does not damage the windings but is good for the battery
particularly when the charge is lOW, Whifili may happen after diiticuit or repeated coid starting or after
‘I.1,].
\_- the kind of work which requires repeated startings for short hauls;
This regulation system takes tuli advantage of the generator output and maintains the battery at a good
level of -charging even after difficult or often repeated starts. Should the battery be discharged, it will
Q
be recharged with the maximum output current up to a high charge (28 V) and when the latter is exceeded
(29,5 V} the voltage regulator intervenes to reduce the generator charge (all electrical equipment oft).
1,1;-m<_Kn,-L03_qf% £.i4V~,._.
[It=.5,,-ms, When the battery is charged, the delivery current is reduced to a few amperes to prevent excessive
;Z
electrolysis, overheating, insulator damage.
“L
$1 IMPORTANT
1. — The control box mod. GP‘i,"‘24,-’7 must only operate together with the generator rnocl. DC1t5,"24;'?;'3;
this iimitatienis necessary tor two reasons:
~.»
~:
3. a} only the generators specified above can be overioaded at cold starting;
sir: l
99
To check the performance of the control box rnod. GP1;’24,l7 start with the following operations without
unseallng the unit:
— piece on the bench e generator model DQ113124,/‘i_l3 (regardless oi modification 5%., E, etc.};
- connect the generator to an electric motor the speed of which can undergo tine variations over a wide
range and provide a 30 V battery;
— make ready the instruments end gauges necessary to the elements oi the control box keeping in mind
that dependable results are dependent upon the observance of the ruies and procedure which will
be given below.
Caution: The test must absolutely be performed at the temperature specified for each control and after
at least 30 minute operation i. e., when the temperature condition specified has been reached.
This requires a special oven suitable for the thermal stabilization of the control boxes. Tests performed
otherwise will not give dependable results.
3| |;. to 18 minutes.
5! E? 30
This preliminary operation allows the unit to reach
the thermal level allowing the cut-out shunt wino'fog
and the bimetallic spring blade to reach thermal
5: 5? stability after en initial period during which the
voltage oscillates considerably,
/"\ is lmmecfialfely after obtaining thermal siab1'lity, star-
and its medlfied versions ~ V. Voitmeter, 39 V top reading. contact closing voltage tesi, in order to keep the
thermal stability reached in the preceding test. 1
100
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>
Current reguiator check. Regulation current on battery: this check must im-
mediately fol/ow the preceding one.
i/7;\\\--J//f:\\\ <1) * 553“ decrease the resistance graclually until the voltmeter
Kwix indicates 28 V and the ammefer a regulation current
4
i-_- of 6.6 to 7AA.
- ~—.~.~e L~wJi.m >%r As the resistance continues to decrease the current
1
.»i,. »L,;§.L_Im;,.\.H_w Fig. 158. - Electrical diagram of the arrangement for should slowly rise, and the voltage drop sharply E
\
it T01
ti;
_-. _, .-_,
The various cases which may occur during the operation of the control box are the following:
Note ~ If the generator output remains high even after a long period oi charging but neither trouble nor
high temperature show up in the control box. the battery is old or maintenance wrong. It does not absorb
any more current, the voltage does not rise above a certain value and the generator current does not decrease.
‘I02
-‘sit:
REPAIR ¥NSTRUC'£'iONS
As a rule it is preferable to repiace the control box rather than repairing or acliusting it, therefore only
exceptional cases may justify handling it. The repairs which can be done. provided that it has been
found for sure that it is the cause oi trouble, are: repiacing the cover, the additional resistances (‘i‘, 11,
Fig. 159}, the damping resistance (10), and the regulation resistance (6).
"i“."viv‘>1',i"'E
gg . The spares are furnished in special containers to avoid contacts with foreign material.
Most of the faults oi the trouble, particularly the more serious ones such as excessive consumption or
welded cut-out relay contacts, oxidized or pitted voltage or current regular contacts, coil shorts and wind-
ing overheating, are due to faults outside the unit and particularly to the same faults of generator com~
ponents (field winding resistance altered, wrong brushes, faulty cables, etc.).
Therefore, the repair man should not content himself by replacing the control box, which has anyhow
a high factor oi safety in operation, but rather check the generator and the whole charging system.
Cover replacement.
Shouldlthe replacement be due‘ to bruises or warping we suggest to check the control box prior to
:.,;‘=ru:l.i;-mrj,i1.:ntr$u.b;£i4ar.\ i 4»2.:¢icu.4‘
replacement, according to the testing procedure of page 100 and following.
When replacing the cover check the seal gasket and place spring washers under the screw heads of the
base, then tighten the screws until the two ends of the washers come in contact. Finally, apply a paint
seal on the head oi one screw.
5}-, -»=,
T32
Replacing the regulation and damping resistances (6, 1&3, Fig. 159).
if1! .
|
Here follow the causes and their respective consequences in case of wire interruption or shorts of the s
|
‘Fl:
;§1:J
a) control voltage low or very low; a) oxidized voltage and current regulator contacts;
b) control voltage rising because out of control; h) voltage regulator contacts stuck because of
ix
self-Welding; i
c) control current rising because out of control; c) current regulator contacts stuck because of
1,1;
self-welding; lI
d) control voltage very unstable particularly at ti) temporary sticking of the voltage regulator i
-P-‘k=lfdri*!~'fl£Mfi~-a¥1>,=.ri1.~-<.‘<:i.=,z‘'.,r7<=;:,7:.'L
W1Auuuo high generator speeds. contacts.
xii
Paragraphs e), lo), c) concern the control resistance, paragraph cl) the damper resistance.
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. _ _i _
.
_ X--"' -
..
-
.j§ _,»._.~,.,
_ __
,
ye“?iii:
re.‘ ,,--,- ,
-
x ,
~/‘
jggasr
‘ ,.~.»
FF:5iiLl’eiUR
‘ I ' %4,?=__i2§§HEiir Résmmr
51 i , on-our
nun
-/ @ TEP?M!!a'A'.5
Fig. ‘i5'!.- Control box GP‘!/241'? withiool A12?B5U instailed Fig. 158. - Rear view of the control box.
to replace resistances 6 and 10, Fi9- T59- 1. Cutout reiay armature hinge - 3. Setting spring - 4. Fixed
5_ getting spring, suppmt tam} contact support tang -3?. getting Spring, support tang -
. roun .
Ftepiacing the resistance on the voltage reguiator shunt winding and the resistance of the current
reguiator and cut-out relay shunt windings ('7, 1'1, Fig. 159).
the cause can be attributed to the resistance of the voltage regulator shunt winding (7, Fig. 159} which
can be aitered (short) or interrupted.
A coil short increases the absorption on the part at the voitage reguiator shunt winding (because the
resistance ts connected in series to said winding} and increases the puii on the armature resuiting in a
iower regulating voltage. Shouid the reststance he interrupted, the voitage regulator shunt winding does
no longer get across to the generator but remains Ensuiated.
Théfeififth as the flow of current is interrupted the core cannot putt the armature, contacts do not open
and the voitege, out of control, rises.
104
ascertain whether the cause musi be attributed lo altered value or to an interruption of the wire.
in case of a coii short , the value of the resistance decreases while the current regulaéor and out-om
i'n‘l'*'
&.‘ '§.2l‘a. i_Z"
relay shunt winding absorbs more (as the resistance is connected in series to these windings and closes
the circuit to ground) that is, it‘ creates a greater pull on the armatures, partacuiary
' 1 on t h e cu r -ou t one,
where the magnetic effect is greater and therefore the contacts close at a lower voitage.
o. . be interrupted, the cutout and current regulator shunt windings have no
"houid the resistance wire
current flowing through them as the circuit is not closed across the generator casing, therefore the
~i:.2m*;u-.&!.1i‘
cu tout
~ contacts remain open, which is signaled on the dashboard by the battery charge warning lamp
'e
51.5 which remains lighted. Resistance trouble has no effect on the current regulator.
d The resistance value is 73 to T7 ohms at 20° C (E8° F). Replacing one resistance calls for repiacemeni
of the other one, too. To replace them proceed as for resistances 6 and 10.
~a-.ar>-,.*:1m<-;1a;:,_»<-1»-*3‘
The setting of the control box on the test bench should be performed without the cover, placing the box
verticaliy w§th_ihe terminals facing downwards.
<
Cautions: if the control box has remained for a certain iength of time at ambient temperature below
15° C (590 F} or above 85° C (95° F), place it for about one hour at a temperature
- of25°I10°
| C 07°:0 :10
-“ Q F).
._,.-_ .- ,_ _ o4.mc,p3ag._“kg”,
\;_.§_sn»,;_a‘~=wm,;_s»u_r nmuqr¢“;»w_m;\,$};§M,;_
iO5
,_. _ I I I I I I I I
I
1 LIE I
I VI II
5
u--]ig__-..__
goes out;
bring poieiiomefer P setting back to the minimum.
increase the voliage again acting once more on the
pofenfiomeier and check fhaz‘ the light’ S goes out ai
the specified setting.
LI cl»-
The contact points emflre closing stroke shoulci occur
at a voltage variation lower than 0,2 V.
2) Reverse current (at a temperature of 25°_-'-; 10° C
R‘ Q
.’, _ m = rrfl i 50» F).
v I ‘ F’ W”W This test rnusi immedia1‘ely follow the preceding one
JVV i rr
\\‘_,“'“'
m in order to take advantage of the thermal sfabiliiy
achieved by the unit.
With switch T closed, bring the voltage lo 27 If by
acting on the potentiometer F‘ “(the cut-out relay
contact points are closed and light S ofi',I;t1'ose switch
‘P, increase the reverse current through the rheoslat
Fig.'i5I1. - Electrical diagram oithe arrangement for settlng R. and check that the light S goes on when the
the cut-out relay. contact points open. The opening may result to be
B,. 2V battery - B2. 40V battery » A. Ammeter, 20A iop unstable eviclenceo‘ only by a ringing noise;
rerxriing {I% accuracy} - V. \/olimeter, 30V top reading chock the ammelar reading of the reverse current
(0.5% accuracy, class) connected across terrninais 51 and 31 -
P. Potentiometer, volrage acfiusting; capacity must be such which starts the confacts opening (6 to I4 A}.
that the I:ut~ou'£ reiay shunt winding coil consumption does Should the reading be uncertain or should the lighi
not create notab§e variations oi the no~Ioad vcléage measured go on like iolerance limit, bring the reverse current
by the voltmeter ~ S. Warning Iight indicating opening and back to minimum and increase if again working on
closing of contacts (2 V-3 W bulb) - R. Rheostat 4 ohm -
213 A - R1. Drop resistance sufiIcient to allow lighting up oi the rheosiat R, as instructed before;
the warnings, Iighrs S by switch T1 with the cu?-out reiay open switches T and T1 and bring the sliders of the
contacts ogxen. potentiometer F’ and rheostat R back to minimum.
Voltage regulator setting. ' Provide the conditions suitable lo mainiain the unil
at a temperature of 50°;I; 3° C (7221 37° F).
After wiring the unit according to the diagram of
31 ||. Fig. ‘£61, wind {he adjusfing spring of the current
regulator by shaping the adjusting fongue (5, Fig. 152);
SI 67 39 ' close switch I, star! the generator and stabilize the
lemperalure of the unit, for 30 minutes, af 2 30 V.
1 @J
by varying the generafor speed;
open the swiich I and bring the generator speed up
lo 3500 R.P.lI/l.; adjust [he load of the adjusting
Pl spring of the voltage regulator by bending the
—-O—i-
tongue, and the rheoslat R, so to obtain a regulaiing
voltage and a medium charge current of 28.7 to
29.7 V and 5 A, respectl:/ely;
check stability and accuracy of the regularfion voltage’
_.;.§ by sr'o,oplng the generator and running ii again up
to the speed of 3500 R.P.M.
-III: for r ~ \ fin
Fig. ‘IE1. - Electrical diagram for setting the voltage and
current reguiators.
G. Generaior DC I15/24/7,l3 and its versions - V. voltmeter,
30 V Iop reading (0.5% accuracy cIass} - A. Ammeter, I0 A
top reading ~ R. Rheostat, 3 ohm-20A - B. 12 ‘I! - 190 Ah
batteries connected In series, I‘uI%y charged - I. Switch.
Current regulator seiting. This test musi immediately follow the preceding
one, holding the fest temperature at 50°i3°C
(l22°i 37° F), and using the same instrumenis and
the same wiring diagram (Fig. 161);
close the switch I, start the generator, adjust its
speed and rheosfai R £0 obfain a volfage and a current
of 28 I-’ and 5.-5 to 7.4 A., respecEive!y,'
106
1
i Voltage regulator: l
3 Current regulator: 12 1
_v
— rated current on battery at 50°i 3° C {t22i 37° F} room temperature, after I
thermal stabilization . . . . . . . . . . . . . . . . . . . . . r . . . . . . ; 5,6 to 7,4 A
7
, - rated current check voltage . . . . . . . . . . . . . . . . . . . . . . . . 28 V
.5!tr l — air gag: (C, Fig. 149) . . . . . . . . . . . . . . . . . . . . . . . . . I 0,99 to l,1fi mm (0.039 to 0.044 in)
3
3 Resistances, Fig. 159: E
I — regulation resistance (5) . . . . . . . . . . . . . . . . . . . . . . . . . . l 136 to 144 ohm ‘
‘ -» damping resistance (10) . . . . . . . . . . . . . . . . . . . . . . . . . . 60 ohm
— additional resistance for voltage regulator (7) . . . . . . . . . . . . . . . 73 to 77 ohm’?
-~ additional resistance for cut-out relay and current regulator (11) . . . . . . ?'3 to Tr‘ ohm*
l
‘s
Note: The generator check and adjustment speed is 3500 r.p.m. V i
(‘fl See data for modified groups under the ioilowing heading.
The modified control box 4085433 diners from the previous type (4055883) as follows:
1‘ E
—~ the series and parallel windings of the cut-out relay are mounted in succession instead of being super— 1
imposed; i
~ the value of supplementary resistances for the voltage regulator (7, Fig. 151}, cut-out relay and current
'1 ‘-;Lour-
ii
q|~I\:‘,-"»Lg-‘»,¢t~.-\;Jn.W~»;,-r 1 1%,;
regulator (1i, Fig. 15*!) have been lowered from Y3-7? ohms. to 56,5 to 63,5 ohms. These resistances.
Z.
together with those placed under the base oi the control box, are not furnished as spare parts.
.,<>lF,I-'!_~Wnf—.r<V,~hI.a\'APW|
-~q»_-A |;u_|1-
.3. . 107
ii‘
BATTE REES
Specsficabons and damensions Tractors are equipped with two 1'2V batteries, Capagjfy
56 Ah {measured at 20 hours discharge) connecieg 134345
in series, to reach the generator voltage of 24 5/,
The main battery characteristics are:
1. Connections, covered with mastic insulating
material to prevent current a'is;Jersiohs and prg.
tect against corrosion the connections and the
pole terminals.
2. Separators, for protection of battery lead plates
from vibrations, made of extremely thin paroug
rubber, or of poiivynil plastics.
3. Self-levelling and splash-proof plugs, allowing
electrolyte self-levelling, and preventing its splash-
ing from the vent. holes, when tracts; jolts in
operation.
Sizes:
— length . . . 368 to 372 mm (f4‘4882“ t0 l1i.6-455")
-— Width . . . 173 i0 777 i‘l’?m( 5.31 l0“ to 5.9555” j
~— height . . . 197 to 200 mmf Z7559" to 7.8739”)
Battery makes: '
— Marelii 6 TF 9;
- Titano 6 CR 4 F.
Weight (with electrolyte) approx. 24 kg (52‘Q10 lb).
Electroixte level checking and ’cop—up Electrolyte should completely cover the element
plates, and top-up them of about 5 mm (0.1969").
Distilled water only should be used for topping-up
then make sure the plugs (A, -Fig. 162) are fully
tightened.
For longer battery life, avoid any contact between
water and metallic containers. >
Battery charge check Unscrew the plug, and introduce the hydromeier in
each element; the specific gravity represents the
battery charge conditions, as follows:
x
I. the electrohrte is clifierent from the prescribed one.
if distilled water is being poured in, take time to
set a uniform distribution,‘
, K.-..~. .__,.
'='=‘~..-.-'=:;:.:1<<@==. or ~
. .";»'I;_‘.f‘1?f'I’-'$'§<_$'
STARTING MOTGR
7!- iii;
9-5..A
Specificaiions. 7 -\~§_=<'<.:
.'_ 54$;
"J" 15';
'l'ype.._... - . . HAT E‘l15-8/'24 Var. 2 _ ' ".1.’;
,1.-= ‘'4
W{-4
rig}
~ >'.;f:’
4’, W4;\
Rated voltage . y _
- 24V‘
Rated output . . . . . . 3 Kw
Excitation . . . . . . . . . . . . Ccmpgund
Direction of rotation [pinion side) . . . . . . . . . . . . . . . . _ . . . . <;l@¢;;<w;Se
The starting motor mounted on tractors of series 400 is a direct current 4-pole motor with solenoid, am} £21.
£31
/‘\
—..
5:‘-
41¢»:
1
1.
1
1
J“ _,.,...,\"“'-_
%_ L I
J‘ P--O50
WMMNW I meowwq
4 “ x -- q+_ +'
‘D+ re
""1"
M
“l/'\/\/\»~ f__ _
5 ‘ d)
Pi}: -- é
K?’ Kl ‘.9
‘I10
Checks. Operations.
Operational test (under load). woe up agcgrding 50 1-79, 154,
Faults in the charging system may he localized either in the electric motor or somewhere else in the
system; it is the-retore necessary to localize trouble first in order to avoid a waste of time by lookm 1°
faults in the electric motor not being there or clue to outside causes, so that repairs would be use-less
’\1'1;:*§"‘i.,lT:€%'i§{.:‘,f1§lT;:?il“.=-$:'.=? ~1:t=?é. 1';-
111+}? as trouble would repeat itself. g or
V !.=~7.~¢
l~.~.=__ Therefore, if cranking is very slow or absent, the defect must be localized. To this end, as engine is
: W,
_ 1."1“.I_' stepped, the headlights can be used.
z 915-‘
..P :h__ Comparativeiy scarce illumination can be traced to low battery charge, damaged cables, or terminals not
‘ é~
‘*|—'-<
lightened. Naturally, the check is made taking for granted that the headlight circuit and its Cflmponenfjs
2 3;?-;
are efficient and without tension losses for poor contacts at the switches, bulb-sockets, etc.
: , :.»t~- It happens less often that the recharge plant is defective, and this may be ascertained through the regulator
'1' "*‘§é';>,'- checks. Anyway, the battery recharge, without having found out the causes, will not eliminate the trouble
Y 1;, that will repeat.
,
we T= l11 !
The battery being normally charged, and the starting motor operated, causes the iollowgi-,9 headfigm -._ 2-':~
E -_
behaviour:
1) No light: traced to poor connections between battery and motor, or corroded battery terminals,
?3.i>; j
ӣ
;§,;.§:'
2) Considerable dimming as engine is started, and the latter runs slowly or stops: wri-
:7};
a) excess of oil crankcase density; W,
!i.*I ‘_
“'12 :-
b) armature spindle bent, bushes and support worn, and polar shoe screws toose; iii:
=4;
Troub§e~shooting instructions. 1
item 1) of the preceding chapter, increases the ohmic resistance laetween batteries and motor and may
be measured by a voltmeter, when motor is running. '
The voltage drop measurements to be taken are as follows: between tractor body and battery negative
pole; between tractor body and the electric motor frame; between battery positive poie and the solenoid
terminal, where the battery feeding cable ends.
Each measurement should not give more than 0,1 V, when the starting motor is running.
However, if the voltage drop is excessive, disconnect the cables, clean the battery terminals and smear
them with vaseline, to prevent corrosion.
items 2} and 3) oi the preceding chapter, call for a commutator check for efficiency and the removal of
the starting motor, to perform its test with no load and when stopped (torque test).
The following cases may occor when such tests are being performed.
it - Low speed and torques with no»load; high current drain: trouble to be traced to armature winding
partly short circuited, or grounded; or to rnechanicai defects, such as worn-out bushes, armature shaft
bent. loose poiar shoe screws.
A simpie inspection may indicate that some armature turns are grounded, as the corresponding corn-
mutator blades would be deteriorated by heavy current passage that wouid take place through the
brushes.
Ill-Motor does not start and high current drain: might be caused by the armature or the iieid coil completely
grounded.
IV-Motor does not start and no current drain or less than 24 A: no current drain requires checking the
solenoid contacts on the commutator, and of the brush spring performance.
Very low current drain signifies that the tieid series winding is interrupted.
The solenoid winding interruption may be checked with a test lamp.
V‘ LOW Speed. with no load low current and torque, the fault may be traced to the internal resistance or
The m0f<>F, or to commutator expanded bars due to centrifugal force.
The first trouble is reacliiy detected when the motor is dismantled, the second one may be caused by
the tree~wheei too hard to turn or by field coil connections unsoidere-d from the commutator bars.
112
-<1?‘
":'“»:~-*
W J "E.$"i'
____ . : _ __ ~ i777 —— ‘ A , ' ‘Hf’ ‘__-V»,
.-I.;,MU-.(o|l3J.FDI§|v-'1"F,
Ei
<,-;.¢:~,g2._\‘-A4R .-l<,¢I-. _u-élfifl 1- ‘“‘ . ‘ W. :1 - :
>1,1
;1
.-»
§'4
.1:1 " ‘zg,.,~: -' -5» gfigza
*1 1 P-
@\ ®-33: 69/ B
Sect. C-C
Sect. C-C. ~ Longiiudinai section.
Ԥ4
a--’
,. Q.
A
21" Seal’. A-A ' '
-~ .='@‘\.¢. »» _ q
'33:.
5;.
_i 2 "i'r‘,‘£-\
45% _ \
O‘; =
.
\
~ .,:/Ti V .,j
.
'1 _;g\-
in‘
¢_‘.IIrv
\ 0 .
-a H 35. SEC’: B'B
Sect. A-A. ~ Cross secfion on fork Eever. Sect. B-B. - Cross section an commutator.
Mow! disassembiy.
The starting motor can be dismantied into the foilowfng subassemblies: sofenoid unit, commutator and
3*?‘-‘ bracket assembfy, armature assembly, clutch assembly, pinion end bracket assembly. motorframe assembiy.
x
=’§ Paris to be remaved. Operations and cauiions.
;
> .4»
aw
i 93¢;
.
5 *-Z." The sofenoid. Remove the screws fasiening it to the support, afso
2;' the fieid coif end from terminaf (2, Fig. 163). L/'7?
.- 1:1;-L; the solenoid assembly and fake it away.
2. <-1.-' To dismantle ii remove the upper cover (in order to
*3»
disengage the coil end) and make free the ceniral
\~ *4-’=..
part of the soienoid body (3) from five screws fasten-
ing it to the support. and ;‘7/om the terminal ends.
15 .2;=<--
iv 1*-5."?-'
7'0 remove {he solenoid coil core, remove the split
2-
1
3‘
331-
pin and éhe mobile contact nut.
I‘ ;_ *sl~:'_i
..~‘~“-1;’
_ r —_,.=
. ‘>1
.~, ._~_w<
;_. 2 ».-;;i_ 113
,».
$51.
Commutator end head. Remove the nuts and the tie-rods fastening we ‘ .,~;-;._; .;f
head to the frame (7) and the protection strip (6).. lw;5::i
Pinion end bracket. Slide it out from the frame with the armature; remove
the pinion engagement control fork pivot and pg”
upwards the fork to disengage the pinion. -;-1'.
Ye; ‘
Free-wheel. Remove split pin, unscrew the nut, remove the $5.
Brush replacement En the commutator is comparatively simple: raise the springs and slide out broken l
or worn brushes. Use only original brushes supplied by FlAT — Sezlone Rlcambl, which ensure a long
service.
Check the solenoid contact which, if oxidized or burnt, should be cleaned using emery cloth, then remove
all metal and emery dust before reassembly. '
ll necessary, replace the solenoid, and the starting motorlield coils using original spares, without attempt-
ing to repair them or to wind a new coll, as good performance cannot be obtained by such means. Alter
having tightened the coils under the polar shoes, check that the air gap corresponds to specllicatlons;
to facilitate the essemlqly warm up the windings to about 50° C (122° F).
Check commutator for out-o"l~round, which should not exceed 0,02 mm (0.00078"); if necessary, and if the
commutator bars have not been thrown out-ohound by centrifugal force, turn them down, then undercut
the mica of? mm (0.039") using a saw blade.
Check armature conditions with the same device used for the generator and ll grounded renew it.
Reassembly instructions.
To reassemble the starting motor reverse the sequence used for dismantling.
Before assembling, clean armature and brackets with a strong air jet, and clean the commutator using
a dry cloth.
‘H4
1 Operational test (under load) <v torque" ' ' ‘ ' ' ' ' ' ' ' ‘ ' ' ‘ ' I L55 to 2,15 Rgm (13.3 ‘to 15.5 Ftlb.)
.r._
; i speed i-are . . , . . . . . . . . . 4 _ ’ 1510 to 1610 !‘.p.m.
1i . voltage . . . . . . . . . . . . . . . . 1
. l9 V l
i I
3 ‘current . . . . . . . . . . . . . . . . 620 A '
1 Checking motor ‘torque when stopped > voltage . . . . . . . . . . . . . . . . 5 12.7 to 13 V
r _ torque . . . . . . . . . . . . _ . . . 4,52 lo -4,15 kgm (ss.4 to 34,3 ftib.)
i
l current. . . . . . . . . . . . . . . . . 36 A
‘.lf\i:2'.S;l§Jti€;Il-(7’1i'I£‘<$\-i1-=1-H _; ldling test of motor (under no load) 4 voltage . . . . . . . . . . . . . . . , 24 V
r speed rate . . . , . . . . . . . . . . ’ 4000 to some r.p.m.
Comrnutator out-of-round . . . . . . . . . . . , . . . , . . . . . . , . . . 1 l>,l_)2 mm (0.GOD'?8")
gr
‘ Pole shoes inner diameter . . . . . . . . . . . . . . A . . . . . . . . . . . ‘ 75.83 ‘zo 76 mm (29855 to 2.992l”}
Armaluro outer diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . ?4,95 To 75 mm {Z9508 to 2.9528”) ‘
‘ internal iotal resistance of motor, when stopped (at 40°C - 104° F) . , . . . . 0.0205 to 0.0215 ohm
i Resistance of main field coil {in series), at 25°C E68“ F) . . . . . . . F 0.0060 to 8.0070 ohm
Resistance of secondary field coil (shunted), at 20416 (58°F') . . . . . . . . . ~ 1 to 1.14 ohm
, l
‘ ‘ energizing current at 24 V, (2G° C - 58° F} . . . . . . . . . . . . . Z 17 A
. l =
30l<-Bflvld " solenoid internal coil resisrance when heated . . . . . . . . . . . l 1.36 to 1.46 ohm
r solenoid liii force, with a current of 9 A and an air gap of 5 mm (0.1'S-"} g not less thou H kg (24.2 lb.)
l Solenoid mobile coniact travel . . . . . . . . . . . . . . . . . . . . . . . . .= 6,4 ‘£0 8,45 mm (0.252 lo 0.333”) l
"4
= A
Solenoid core travel ._ . . . . . . . . . . . . . . . . . . . . . . , . . . . 8,5 lo 10,1 mm (0.334 lo 0.391") l
‘ Brush spring pressure (new brushes) . . . . . . . . . . . . . . . . . , . . I 1,15 to 1,30 kg (0.52 to 0.58 lb.)
‘ Armature axial play (C, Fig. 165) . . . . . . . . . . . . , Q . . . . . . . . . Vl 0,35 to 9,75 mm (013138 f0 0.0295”) I
21'
1-4'
_ 7 _ _ _ 77”’, '_—___—:_~s'_— ___ _;' ___'_____;l
_
El
ii _
Z11
_-5 -_ GLOW PLUGS
.3 Z
The glow plug ‘consists of a thin wire helix, contained in an insulaior and surrounded by a metallic shell
I
_:i,.
which is hosted by the incandescent coil to 856" C (?562° F) through the insulator when energized by a
iq
24 V current. V’
The glow plugs are shunt branched (nominal voltage 24 V, MOW each}.
.M
_,
551
;§ na-
rcemovai and cleaning.
Before unscrewing the plugs, free their terminals. Clean them with a metallic brush, wash in gasoline
and blow them dry.
115
'~ Tiiféit
ATTA€i-EMENTS E
Dis
;&:-
_ -. _ _'=Q,
_—;:‘,’_,.,
g,
..»,.¢
POWER "i"Ai{E-OFF iézlf
ins
,
§:E:_
The power take-ofi assembly is Located inside the transmissien casing rear cover and may be actuated
by a lever directly from the crankshaft or from the gearbox (through a gear instalied on the bevel pinicn Ti!
‘M
I;-'
:1;
shaft, Fig. 81}.
In the first case, the power iai<e~o1’"i shaft runs at a speed prapoiflonai to the engine (575 r,p,m=, engine
running at 2300 r.p.m.), and in the other case the speed is proportional to the tractor forward travel
(3.75 revoiuticns per rneier of forward travel).
1,2 As
Major overhaui. 1-‘~
1' -<~:;;;=:j<._-,.r.‘ " " 1:‘- fxiote. - If tractor is fiffeo’ with hydraulic ./1',-‘t, {here
.f;T‘w~¢I.
is no need to remove ii; we suggesi, instead, to
?:\-.a.- ‘_ {Esq =_'.
__.>.. - F 1. . remave the bait pulley transmission cover, ifmounied,
in-._r'_r - r _,
:*A'
QJZE‘-'_J-‘v
F
to simplifl the assembly.
s - J
Th
-'75"‘§_'v'-‘,2-':l7'.-L‘ ,5 -_v
Mount the assembly on rotary siand ARR 2204 ihe
_ _ I . ; ‘K. (see Fig, 167).
the
. . ,. . ' 5 = ._ vbihi
-I-¢"""5
the
r_, ‘ii .i=‘ Th
:§\ " T;
ii‘:1§:Ag§-;=';”;i-;
_ A-\
l ';,-»_-51;-._;.;;‘
F‘ =,: /-'7
?af.’2‘r;-’1,-. --~_ 1 5
T5:-Z-‘;__ :9 \ _ . W‘: ?'i 0V Fig. 16?. - Cover-rear transmission, with power takemff,
' —+,_.~.‘=§'.1 \;_ .
mounted on rotary stand ARR 220-i.
M2
Dir
'*~‘--‘ ,_ H!
____ i. , ‘ Q’
_ $- ; >"
Pifif.-D P .
/ . 3'2-- ' ii r
"r;.%‘fi>
I-§Q ~ I7‘.4 -1% __ 1=-U-7
2
Q=i=§*=;‘L1fiat:#,.Ir_‘ _\r_ _:_ . "A5‘
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Fig. 168. - Power take-off assembiy, ‘*=
shipped. 4
A. Driving shaft componenis. I \\:
B. Driven shaft componenis. iii
116
BELT PULLEY
The belt pulley assembly is mounted in piece oi the power take~ofi cover (Fig 81) and m b
V of
the puiiey either on the right or left side, according to the required direction - rotation 55’
in e= setcase
both with
the vent" shouid be mounted on top and the drain piug at bottom (Fig. 159); if necessary, ~ interchanges
the position of the parts. A
The unit is coniroiied by the power ta-1ke»oi"f Fever shifted info KMCFTORE >> (engine).
Major overhaul.
-..».,,_
remove the shaft and ah’ ifs parts. .';:.:'.~_.>:_"~‘.“x:;~.. P‘
§‘*‘"r~:_: i
'.=v;_<_-3
""2"-
es \
;'I‘:=i*.T
s-
Fig. res. - Belt puiiey unit.
1 ~‘
~ ,1+_-f';_>_-I
11?
2*‘
__,._;_
*
fig .
Checking all component?- Check bevel gears and shaft splines accom'ing {Q Q
cfafa of page 118;
check bearings for correct functioning and Sfmfi {($11
seal for oi! leaks. E?
ii-5'
Reassembling and adiusfing the pulley assembly. Refer to Fig. 178 and reverse {he sequence ;'of!ow@d
for dismantling.
Bevel pin/‘on and wheel adjusfmenf made by varying
zhe shim rmg P of a'rr|/mg pinion and shim flng ;__
of bevel cmwn gear 73“-*?L’
§
5»
The suggeeied clearance for bevel pmron and wh.;-9,1 Z
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p_____,_____
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Fig. 170. - Belt pulley unit section.
F.. Bevel gear adjusiment shim. P. Bevel pinion adjustment shim.
l
Bel? pulley pinion backlash . . . . . . . . .
i
6,15
-
- 0.0959
7 ;
eE 0,4 l
0.0157
EBWEEH driven gear splines End pulley shaft ' -0.024 to 0.872 I -8.0009 to 0.9028 ‘ - ’ —
ll~W , e , 7- , , _ 7' l_ __*,_, _ , _,,*_.__
‘ i
' 59?? Pulley gear adjustmeni shims . . . . . :0 asst;-0 07n9~0 0787;‘= '
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45.
Fig. 17%. - Hydraulic pump mounted on fractal‘. Fig. 172. - Hydrauiic iifi mounted on tractor.
1?
A. Lift control lever - B. Seleclion lever (position coairoi
requires the lever lo be shifted down) - M. Spring for reaction
2: E
*»
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§=
strut.
Hereafter are the main components of the lift mounted on 411 R tractors:
~»~ a gear hydraulic pump, driven by engine timing gears (Fig, 171];
— a iii-t, with integral‘ oil tank composed oi a ram (simple efieci) acting through a ball-heeded linl-: on a
I lever keyed on the lifting arm shaft;
av;
— a three point implement hitch, adjustable with a screw controlled by a hand wheel on the right link, l
allowing the cross adjustment of the implement position (Fig. 127);
fa! ._
;‘l .:‘; ‘Z —~ a control valve, optional, to be applied in place of the control valve cover for supplementary attachment
control (Fig. 193).
:5 av
E,
+5 If
5 Never disassemble a hydraulic pump if original spare parts are not available: if repairs are necessary ,
entrust them to FJAT Service Organization.
1
ii’;}‘;‘€r>
.7 119
‘ll?-'1 1
We give hereafter the specifications oi the hydraulic pump, to check its performance:
1*v-.»~1-4
- pressure valve opening pressure (marked C or E) . . . . . . . 145-‘SS5 kg/sq.cm (2862-2205 p.s.l.) Mr-
<<
To secure a good performance of the lift hydraulic pump, use exclusiveh/SAE 20 hydraulic oil avoiding
all mixtures. l .
The customer shall be warned that periodical checks and cleaning of the hydraulic lift oil filter is absolutely
necessary. After the first 20 hours from any oil change clean accurately to remove dirt from the litter.
..._
*.;i:::l:< ° 0 ° 0
: V
W it
Ge
of P" “ i
':-_i ‘_l _
The power litt consents performing two different operations: position control and draft control. To
choose either one just move lever B (Fig. 172) downwards in the former case and upwards in the latter.
The lever can be actuated only when the litt arms are raised.
The lift arm raising or lowering control is performed by lever A. in the position control operation, at
every position of lever A corresponds a dltterent height of the lift arms, and consequently of the imple-
ment. in the draft control operation most of the excursion in the quadrant is used to determine the draft at
the implement during work.
Whenever lever A is moved, the control valve spool rotates and according to its sense of rotation lets
oil pass in ditiereni conditions through the valves of the hydraulic circuit which control the raising or the
lowering of the arms. in the position control operation, the height of the arms can be controlled through
lever A only, white in draft control also intervenes the reacting force which the implement passes on to
the spring M, Fig. 175. The deformation of the latter consents the rotation of the control valve spool,
(the strain of the spring being transformed by a lever mechanism) and consequently a movement oi the
arms which brings the resistance encountered by the implement in the ground back within the limits
established by the position of the lever A in its sector.
In position control operation the selector lever B, acting on the relative position oi levers and rockers
of the linkage cuts oh‘ the control valve spool from the effects oi the strain set by the implement on
spring M.
Fig. TF6 illustrates the hydraulic diagram of the system. For further details on the power lift operation
see the Technical information Bulletin, Form No. 324.192.
120
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Fig. 174. - Arm cantro! shaft section.
4. Cylinder discharge valve - 8. Lift arms "cunt:-0! shafi - 9. Shaft bushings - f. Thr u’ F
‘ _
P. Conirol speoi ~ s. Torsson _
sprung _ arms - 1. Contra! spouf adjusting piug
- S. Lzft O 9-
~ L.Port in theCuntrei
Linkage controilave,-
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A“scrum fig v~;. Fig. 175. - Sectional view of the hydrauiic lift unit.
_.~
_ 1; _ I »__; ~1;‘ ‘- -t_ /. '
2 E PQy’§:ncier7 péessum safety valve - 4. Dzscharge valve - " '
Ifl ':-\
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?1!.3 I on - u i-I am
mg acre-Iv
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s=at
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_
ad;ust|ng
_
18
shims
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(The <=rrow md|ca‘es I g*,c ' Seegasket
lather Fag ~ ‘£16
piacw
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b=tween ine
B
m §
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;
9 ra * @ view of the cylinder
- intake- valve.
. i~ .
prs on and The rubber sq:-:1 on fr" umts an to No 521992)
a) Sectional ff,
"7/,/L?’
~- 5} C
_ _ 2. Lifi contra? vaive - 5. Cylinder intake valve - h. Groove i
5% f’ _ ~\ - machined along he control span! axis to discharge the oil, the -- ' ' ' ‘
if
v.
Q,
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‘5 pfgssure of which keeps valve (2) closed by acting an the tap
or |t - P. Cantrai spooi.
4 ‘ \> H~\~
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b) Detai! of seciion through the control spool
as~:‘- 1%l ,,-.-_..,‘ - r. Control spool. - =1) Sectional view 0%
A the piston of the hydraulic lift No, 06993
F“
gm-_+ and ujJ.— d) Starting from fiitn.27108 up (April
‘Um / *
;
/
T952) the number of tap link mounting; hofes
has been increased from 3 to 4. 1*:
A:-mm_rs.zr».;»=-» aw
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S. Arms lifrlng. Ii
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'i“l1e control spool P is ro_2a'l.ed so to let oil pass from {he pump onto the top cl the llft Eoniroi waive plunger 2. ensuring?) its closure. The preg-
Surized 0l| can thus llawm to the cyimder through valve 5 and dlsolace ‘lhe piston to lnt the arms.
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As soon as the oislon moves. the confrol spool F relates being conneclcd to lhe Inner arm through levers F, E, D. The spool rotallorlal mov-
ement causes tho cl! under pressure which kepi the valve 2 closed by pressing on lts top to discharge Into the reservoir through the grc-Que
machined along the spool axis. The pressure of the oil coming from the pump and aciing on the bottom of the valve wins ‘lhe resistance. the
valve opens and the oil flow is conveyed into the reservoir Instead oi the cylinder.
?T77
A. Arms Lowering.
To lovqer the arms, the valve spool opens by cam action the discharge valve (4), which allows the oil to outflow lowards ihe tang undgy the 9,93-
Mme or the plston.
Fig. 175. - Working diagrams of the hydraulic sysiem for different arm positions.
(Note: The oilfiow patrern in the circuit is ldenilcal both for position and draft control operation) -1. Pressure relief \'fillF9— 2. Control
gllvg - 3. Cylmder saretyyalve T Cylinder discharge valve - 5. Cylinder lnlakg valve - D. Link ~ E. Rocker - E Yoke link -
* °';*l‘°{ 59°03 ' 9: ¢- F’WO’l l30|l'k5 Y Gfoove alongfhe control spool axzs for oll dzscharge when valve (2) opens - L. Linkage
conlro eler - U.V.Z. Top lmk rnountmg noles. (Srarhng from lrlt No. 27108 up the number of holes has been increased from
3 to 4. see Fig. W5).
122
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~< Fig. 177. ~ Removing the arms lifting shaft (the arrow Fig. 178. ~ Removing ‘the valve block.
~25‘
shows the direction of extraction}. '
:5.
1
if
.,. 21. Screws which fasten the levers to the inside arm - L. E.in?<~ conneciing the link to the control spoollever
17. Valve block - L. Linkage control lever~ - O.
Q. Cotter pin
Set screw
?!§
a g e con trol lever. ‘ zhe
CGl‘||'§BCtifl§ ‘ control lever to the ccmfrol spool - R. Access
il
ii:1 port lor removing screw ‘R (gee Fig. 182} ~ t. Confrol spool
?S
E‘
.2- adlustmg plug.
5%:
a
~12‘;
Dismanfling the power lift.
-1.‘
a;
:3~l To remove the unit from the tractor so-para t e t h e arms from the implement hitch first, then disconnect
:1 .
5!!
33; the two oil Zines and remove the screws wh? ch fasten the unit to the transméssion housing. To dismantle
I". .
the power lift proceed according to the following sequence:
33%
‘K’-‘Y
Components to be removed. Operations and cautions.
I
I
Filter (H, Fig. 133). Pu/H
he paris out 1'/we lift box.
Outside 3 lnkago (12). Remove the comp/ate assembly freaing it from zfha
ll?
fli
iifi box and spring support.
Cover (13)-. Can be removed éogether with the spring Suppgri,
.53;
Li -:
5: " ., ll“:
' “'“"““'
‘ Fig. 119. - Cylinder discharge valve Parts.
.- -‘
‘w‘-21%
4. Plunger.
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. ,. _. _,
Control valve (Fig. W3). Fl’e-moi/e pin (0) which fixes {he waive spoof control
lever fo his link prior to sliding {he whole unit ofi’
,\
the studs.
%
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<" .-.'*£‘ ~ Nofe. - The for/owing components rerpafn free
. E _' * .‘@re;r—;":<"§r13;:7,%riee;=eEi_ inside {he power /ffi:
V pi 2*‘ '
it '17 —- 2
‘, ® X;$51; .11; al- »~ the lever mechanism which is removed by un-
screwing ihe screw (R) first and sliding ofi the
=+_ \ + "=1:-‘Q -'
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~ “J:-Si
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ere
ab:
i
outer fever (L) in a second time;
“A, Q’ ‘ ‘
- fie).-L.~;L
-- fhe pfsfon and barrel. The fatter can be slid oui
El the front by applying a slight force.
f Q ‘E7
The vah/es can ah’ he disassembled easily enough as
. . /7 _V___ ‘ ‘ they all are accessible from the outside, l-vfih the
_ P 3%, ‘.§o: __‘f_‘:.‘L_:§E‘;‘__:_“ H. 3
exceptfon of the off inlet into the power cyfinder
. _, “*r~‘.‘-‘av valve (5) which requires removing the control valve
5 ‘fl group. To disassemble the confrol’ valve slecken the
£3519 screw which fixes the control lever (Q), remove {he
adjusting plug (t) and the side cover of ihe conirol
Fig. 182. - Lifl outside and inside control linkage. valve for auxiliary equipment (Fig. 180).
(The illustration shows: on ‘lop, the outer leverage removed
from fhelift; belov.',%l1e insldeieverage placed as during work).
Fig. 183 shows the power lh’{ suhassemhlies in the
A. Lift control lever - B. Selector lever - 1.. Leverage control dismantling sequence and Fig. 182 the outside lever
lever - P. Control spool - Q. Screw securing the control lever mechanism (above), and {he inside lea/er mechanism
to the spool - R. Screw securing the lever L to the rocker. connected as they are during operation (be/ow).
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Fig. 133. - Exploded view of the hycirauiic lifi.
1
6. Piston ~ ii.‘ Oil filter components - 12. Outside linkage - 13. Rear cover with spring mounting - iii. Inside linkage - 15. Arms
lifting conlrol shaft - 15. Inside arm with ram - 17. Control unit - TB. Barrel - 19. Lift body - 29. Breather plug - 21. Screws
1
fixing linkage to inside arm.
E Z) Exploded view of Ehe auxiliary control cc>ci< ~ 1. Pressure reiief valve - r. Control spool.
ze
1% Power lifi assembly.
:3 Reverse the order of dismantling and follow Closely the instructions given below:
la
- when piecing the/inside and outside arms on the control shaft make their respective stamped marks
to register (see Fig. 184);
“4
’— the installation of the seal rings on the arms requires using the protection A 1970El3;'A first, in order
to prevent contact with the teeth of the shaft end, then the use of the punch A 'l9'i9G3,lS (Fig, 135);
.,;. -§§,v.1,~
- the screw which fastens the control lever to the control valve spool (Q, Fig. 182) should be mounted
on the piston side.
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._.. 125
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in} Arms stroke adjusimenf. - Start the engine and check fhat ihe stroke of arm ends of the implement
hitching device (with the links connected in the holes as shown in Fig. 18? is from 580 to 600 mm
(22-27,'32” to 23-5/'8"). if the stroke length does not lie within the above tolerance, act on screw
(19, Fig. 186) by means of spacers.
Note that when the implement hitching device arms are at their highest position there must be a
margin left, which is controlled by raising by hand the lift arms.
c) Aojusimenf of ihe distance between the iifi co:/er and strut support. - Whenever parts have been
replaced (spring, strut support or lift cover) or after a major overhaul check the following:
ii Remove the strut and check that distance l (1, Fig. 190a) is 153 0,5 mm (O.590"i0.02”). if other-
wise change one or two spacers H between spring and support. Note that it would not be Com
venieot to use a large number of shims H to decrease the clearance I because that would vary the
load and conditions of the spring M.
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Fig. 186. - Valve block. Fig. 187. - Hydraulic iifi linkage installed on the tractor. i
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5. Pressure relief valve - 2. Lift control valve - 3. Cylinder
pressure safely valve » 4. Discharge valve -. ‘iii. Lift arms 1. Top link, acljusiabie - 2. Removalale pin - 3. Fixed pin -
stroke adjusting screw - t. Control spool adjusimeni plug. 4. Left lifting rod - 5. Check chains » 6. Left lower link - 7. Snap
pins - 8. Right lower link - 9. Levelling iever - 10. Top link |
1
mounting pin. 2
{See new, improved drawbar assembly on page 139}.
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35%‘; 2} Sefling the ciearance I (22 to 23 mm -7: 0.865 to 0.905 in) filo
between cover and ‘cop iink support bracket, spring M
being loaded. 5 1'
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-w$35‘e~<.u‘_u\=;1=:;.fi-»e3i;:@-i(.M:¢'‘ElZ~=1e.,':‘=<W.,i‘Z!"$£-EQ‘)
H. Acijusiing shims - M. Top iink support bracket spring.
Ciearance I indicated in sketches 'i and 2 of Fig. 190 must be
considered as a praticai working dimension; for new iifi uniis
Fig. 190 b. - Adjusiing the ciearance between cam and
rc-iier.
the ciearance is 14,3 to 15,? mm (0.583 to 0.594 in) and 22,2 A. Lift control lover - B. Selector iever - r. Reaction rofier -
‘i
i
1i
§ T0 22,5 mm (0.874 to 6.888 in) respectively. S. Lif€ arms » P. Load to apply to the sugport bracket to take
up the piay existing beiween the parts indicated by ihe arrow.
Ii
1' 1~;;f'§3
err»? 127
-’
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,_ .
important L’
l-
To be sure to make the best use of the power iiit in every circumstance, read the following lnstruciiong, E-.
Move lever B (Fig. 199 b) downwards and inserr the strut support wedge as shown in Fig. 192. in these kn
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conditions the holes oi the support shown in Fig. 176 can be used to mount the top link. if
F
F
F
1.
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firafi control oporaiiorr. ‘ s
Move lever B upwards (Fig. ‘£88 b) and take the wedge away from the strut support (Fig. 192), For a mare
sensitive operaiion use the intermediate hoies but not for implements which determine heavy loads on -1
the srrui (rippers, disc plows etc.) which require the use of the iower holes. Exceptionaiiy, a_qVci only for ,-
very light work requiring high sensitivity, use the top hoies. Never mount the top fink in the top hole for
alt other cases in order to avoid excessive stresses on the spring.
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iiiiii75"” S
AUXILIARY COCK
The hydraulic power lift can be equipped with a conirol cock unit in piace of the control valve cover in
order to actuate attachments controiled by hydraulic power cylinders, boih single and double acting.
This otiachmeni: is not controlled by the fever which determines ihe raising and Iowering of rho arms,
bui rather by a lever which is part of the controi cock lever. This makes the ‘two operations indlpendent
128
Fig. 192. » Top link support bracket wedge. Fig. 193. - Auxiliary oil reservoir installer! on the left
12:1
1'22 1. in - 2. Out
§ fender and supplying a sing|=_=~acting cylinder.
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2
55'
l. Breather - 2. Filler plug with dipstick ~ 3. Control cock.
z;..
51':
'1 .
V2 from each other and allows using the same oil contained in the lift unit. The two different types of
Tl
E
ii ~ operation cannot function at the same time. Should the application require more than 2 to 2,5 liters
( i -3/'4 to 2~1_.f4 imp. quarts) of oil, an auxiliary oil reservoir must be added. Fig. 193 shows the installation
of an auxiliary oil reservoir with a capacity of 9 liters (8 imp. quarts) for actuating a power cylinder with
£1-
It a max. capacity of 11 liters (9.5 imp. quarts).
The auxiliary oil reservoir is connected to the hydraulic power lift unit through a tube fixed to the breather
3.1
.15, .—'
plug by means 0"! a fitting. The plug is then installed on the auxiliary reservoir. Check all the seals before
installing the reservoir to prevent leakages clue to the higher pressure head.
1 >.
27%;
The control cock unit shown on Fig. 130 and 193 ls installed on the power lift unit in place of th
E »-
rs-1; valve block cover. From the latter it is possible to recover the gasket and the complete
. . pressure Va" e
e control
which can be installed in the new unit. c. - :1‘
The operational diagrams for single and double acting cylinders are shown on Fig. 194.
6 5 ' "
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Hydraulic diagrams showing the operation of one double acting cylinder.
J @
F E557 Aris.i .1
2*“QrC-M» 3
"‘ *2?‘ ‘-19’
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Hydraulic diagrams showing the operalion of single acting cylinder.
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. Fig. 191. - Diagram showing the operation of the control cock d
‘L e -5.:
.\__:
.~1l_=J connects
4. Pressure relief valve - 5. Control cock pin ~ B. Double-acting cylinder line fitting - 7. to single
Plug 16 M8and doublwacting
x1,5to Cylinders,
be used when operating
r. :44» single acting cylinders - A. Stop position - B. Lifting position - C. Lowering position.
7. .3’
,.-
' 3 »‘->11. 1
3
‘.::~‘ 129
1
1L
F
HYDRAUBC LEFT ASSEMBLY DATA -_M.V,-¢.
3:». s
-
— ,‘ Sleeve and piston -.
00014 to 00041) 1041,03
,. ._,Y
Diameter of piston B4-9135 50 B5,00i} g,‘x-v,‘.|-_»,r,_
5 (3.3-451 {O 3.3465) , ->:¢='=
! ' 7 '7 a
, inside diameter of bushings on arm § 55,108 to 55.170 § ,
I Control sheit (1): réghi end (21693 to 2.‘!Y21) Q ! *
7.100 l ‘ to H.170 5 Arm shaft and bushings: I
Eefi and ‘ (1 .8543 to 1.8571) rigm end , 0,100 fo 0,200 ' ,
(QD939 TO 9.0075) } 0'4
H7, Iéfi end tO
1 Diameterofarrncon’zra1shafiatbush- 5 4,970 to 55,909 1 (moss to 0.5076)
1 Engs: right end 5 (2 .15-f-2 to 2.1:-:54) Q I ,
E 4 5,975 to 41000 *
Fefi and l (1 .8é‘5‘5 to 1.8504; ;
l
‘ Lift fails to operate. » 1) No oil. 1 Top Up,
2} Control valve sticking. ‘E Dismantle and clean it.
3) Hydraulic pump does not werlr. _! Overhaul the pump.
l
. .- .-_» .- ._-~ -
Lift lelts. i 1) Oil level very low. ; Top up.
¢
2} Oil filter clogged up. E Clean it.
3) Air bubbles in suction duels, ‘ Check fittings and seals.
‘J
hmF$.~"'» :-.“W4 Q,_.,5_ ,r,;_ i,;‘.-
Lrll: does not hold the 1) Faulty adjustment of valve spool. Readjustthe valve spool as specified
i load in raised position
J.
:!'
ll (when the engine is H on page 125. l
ill 2) Faulty sealing or sticking of Dismantle and check the parts ln- i
1;: running, theload keeps discharge valve. l volved; assemble the valve tigl-ate,-,_
33
3?
:94
on oscillating up and
clown ; when the engine - ing the plug with a torque wrench l
fili
is stopped, file load A setat9to 10 kgm (65io 72 limit) in
L”?-
3 drops}. ; order to avoid possible clistor-
1 3 lions.
S) Oil inlet valve of hydraulic cylin- Dismantle and check the parts in- l
der leaks. i valved. r
4) Oil leeks past lift piston seal or l Replace them. *
ll
iii _ cylinder seal.
5) Cylinder pressure relief valve 1 Replace ii. 1
leaks. l
Niall’ rcrewf §>r'e'='s2<-'l’E¢.i 6) Discharge valve seals damaged. Replace them. l
$5?
5 “E, r;;_,
(5 lee ll-' I
1) Pressure relief valve ou’c-ol’-ad- l Check setting. i
-6 {.1
‘l '7; 3
l 1%,“
'ILB.' justment.
l 'I lI
2) Cylinder pressure relief valve = Replace it.fg,2;~- lf0<_;‘-£{l‘l‘l
l
l
l out-of-adjustment. l \ Ida‘ ' '
3) LBW Plump efficiency f*). I Test pump performance and over-
11 =.<~
1 ‘ haul ll, if necessary.
E .2 l
Pressure relief valve
1) Lift arm sircke adjustment screw Take a few shims from underneath l
l
l
V l cuts in when l’fi‘ arm 5
‘ll 0U?"°1'"adll151m@¥flf-
L
_ 5 the screw head (see paragraph << b >> l
l
F 3‘ .
are -53 raised -‘e§a_.
‘ ' l‘ oi lift adjustment on page 125).
Traces or engine oil in 1} Oil leaking through between ' Check the parts involved and re- '
‘iii?
1'1 ail .- the hydraulic fluid. ‘ hydraulic pump and seal. L place the damaged Oi’!-3S. l
l| sf
{ii
) Usually accompanied by a considerable increment of the time required lo raise the load.
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T001. HST
Tool No. ' Description Page No.
-"*£=r+'.1*2~: <.>"c:-»~ Fig. No.
5:’
$3»
+4
1*:
A B61322 Hammer, brass . . . . . . . . . . . . . . . . . . . . . . I 2
A $117 l Swlwel sland, pump overhaul . . . . . , . . . . . . . . . ‘ as
It»
A 11401 .l I Grinder, engine valves . . . . . . . . . . . . . . . . . . 39
A 12131
ll
l
=
F31' .2 A 211022/A/e Driver, cylinder liner removal and installing A . . . . , . . 12 21
.. A 227005 Puller, injection pump drive . . . . . . . . . . . . . . . . 11
2
t
WA zsms Adepior set, differential lockinstalling . . . . . . . . . . as ‘I7
5
‘E A muss Driver, valve guide removal and insralling . ., . . . . . . . 67
,1 4 A sz:-mo? Puller, injection pump plungers . . . . . . . . . . . . . . l 13 107
A seam Wrench set, injection pump adjustment . . . . . . . . . . as-as
A 323623 Support, injectors . . . . . . . . . . . . . . . . . . . . . I 40 54
A 222025 Puller, injection pump shafi bearing . . . . . . . . . . . . 1 44 67
3'3. .'
#5 r _ A szan.-as Puller, pump bearing outer race . . . . . . . . . . , . . as
A 322023 Retainer forks, lnjecfion pump followers . . . . . . . . . . ‘ 37 53
11$-?v.{I§T_o A seam Tool, injeciicm pump tappet removal and installing . . ‘ 35~36-33
35%;: A 3223044 Screw driver . . . . . . . . . . . . . . , . . . . . . . . as-as
#2
-3;»:
.. z
ll
A 423112 Measuréng sel for control rack travel . . . . . . . . . . , l as
55?-
| A swear Rivetfng set . . . . . . . . . . . . . . , . . . . . . . . . .41
‘; :I_£-,
A 511021 Wire brush . . . . . . . . . . . . . . . . . . . . . . . . 72 |
A same: Connection, inlection pump plunger stroke check . . . . . l 12
35?
=».;-_5*;' A sevens Puller, injection pump delivery valves . . . . . , . . . . . ‘ 40
5:1“; 5
A szms Connection set with pressure gauge, injectors and pump l as
60
elements check . . . . . . . . . . . . . . . . . . . . . '
A same Puller . . . . . , . . . . . . . . . . . . . . . . _ . . . . 39
.' 1‘ A amas Wrench . . . . . . . . . . . . . . . . . . . . . . . . . . as
il A aware Clamp piston rings . . . . . , . . . . . . . . . . . . . . _ 56
A maze Pliers, piston rings . . . . . . . . . . . . , . . . . . . . l8~20-46
A swear Puller, pilot bearing in flywheel . . . . . . , . . . . . . . i 18
27
A 7i1flfi3;'.lk Fixtures, main clutch dismantling and reassernbling . . . . 53 29
A 11110.»: Wrench........................ 54-65-as
A mzsn Spring tester . . . . . . . . . . . . . . . . . . . . . . . as 84-89
fin. A 735002 Puller, steering arm . . . . , . . . . . . . . . . . . . . . 14
'5’ £7
A 928251 Driver, gearbox . . . . . . . . . . . . . . . . . . . . . . 73 '
A arms
& ARR am
ARR 22:6
ARR 2221
Driver, gearbox . . , . . . . . . . . . . . . . . . . . . .
Rotary stand, medium size . . . . . . . . . . . . . r . . ‘ 5
Rotary stand, large size . . . . . . . . . . . . . . . . . .
59
59
3-55-re-11:5 96-$05
Stirrup set, for rotary stand ARR 2204 . . . . . . . . . . 3 45 F
ARR mom Stirrqp set, for engine installation . . . . . . . . . . . . . 1 65-70
f‘ ARR mans. Engine lifting hook . . . . . . . . . . . . . . . . . . . . E 8-45
i<§;“4§'§ c ear: Dial gauge, with stand . . . . , . . . . . . . . . . . . . 5-B
ll
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132 ,
5,V. »- _-<1».
E.f‘{GlNE
.1 Timing
Q
~.
I I i opens . . . . . . . . . . . 3° before T.D.C.
“Qt - ' - - ‘ - ' ‘ ‘ A ' " ‘ ‘ ' ‘ ' ' ' ‘ ' ' ' " l closes . . . . . . . . . . 23¢ after B.D.C.
= Exhaust ‘ ' ' ' ' ' ' ‘ ' ' ' ' ' ‘ ' ' ‘ ' ' ' ' ‘ ji opens . .. .. .. .. .. .. .. .. .. ..
cioses 23°3°before B.lIJ.C_
after T.D.C.
1
Clearance between valve stem and rocks: arm for check of timing engine cold . . 0,375 mm (0.014? in)
Nnrmal running clearance between valve stem and rocker arm engine coid (inlet and
4
exhausi). . . . . . . . . . . , A ‘ , . . 4 . . . , . . . . . . . . 4 . . . . . . 0,29 mm (U.0D'.’B in)
Fae! supply
"-
Plunger-type fuel {Jump - » - - ~ ' " ‘ E tijithosuedimelri?
-‘th t ed‘ eni bo'~vi0i;peyp.e
b ‘it . . . . . . . FIAT
HAT FPIKE
FP,»‘KE 22A:48
22A:L.4;'i
Operating pressure . . . . . . . . i . . . . . . . . . . . . . . . , . . . . . . .1,2i0’l,5kQ;'cm5:('l?io2i$3.53.}
lnjeciion pump {Bosch licence) with 4 l for fuei pump without sediment bnwl, type PES 4A 608 »1TG:L4_f‘§
piungers Ii for fuel pump with sediment bowl, type . PES 4A BBB 4‘l(]:L4,-‘I6
:4
-,1
Direction of rotaiion of pump shaft (looking on drive side) . . . . . , . . . . . . . clockwise
I A
Enjeciion order . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3-4.3
"5.
Setting of injection assembly on engine. The pump assembly with plunger No. 1 at
tha beginning of clelivery, is mounted on engine having piston No. 1 in the cam»
D3
=a::= ' pression stroke . . . . . . . . . . . . . . . . A . . . . . , . . i . . . . . . . 20°¢ 1° before T.D.C.
I75 -.';
*2’-:7
$11 =1 Nozzie holders type . v . . . . . . . . . . . . . . . . . . . . . . . . , . . . . . KC 55 S B F
éefi Nozzles type . , . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 . 4 . . DN ‘l2 SD 12
injectors calibrated ai: . . . . . . . . . . . . . . . . . , . . . . . . 'i2G;_'~ S i-cg,-'cm” (£700 78 p.s.i.j
>‘.=_;§
Go vem or
Vacuum governor (embodied with the injeciion pump) type: . . . . . . . . . . . . EPJM 60 A:L45
Max. engine speed (no load), not less than: . . . . . . . . . . . . . . . . . . . 2608 R.P.M.
$2“ Min. engine speed (nu lead). from: . . . . . . . . . . . . . . . . _ . . . . . . . . 420 tn 480 R.P.M.
"iii
5
-*2}
i 1:"‘
?£-‘ii l
1*}. ‘f
Lubrication :
3 Lubrication oil pressure (automaiicaliy adiusted by a valve) with hot anczirse =t normal
>5
71’; R.P.M.rate..i........... . . . . . . . . . . . . . . 3kQ;'CFi‘i2(*$3p.S.§.) i
Pii
s*-.was
wevzd_m_wa» aiv
l
52:»
(*3 Far tractors £11 R and 421 R
i
3:-iv (3) Engines with 5°,', less pr:-war should be accepted.
me; “ii l
:
fgiiz-. %
2
133
.1"-=. »1.
Starting
Eieciric motor with engagement contmlled by eiecfro-magnet type FIAT E1i5-3524 . 3 KW %
E
Giow plugs for caid starting . . , . . . . . . . . . . . . . . . . . . . . . . . . . 143 W
- Ln-/awJ
TRANSMISSION »
TIRES
STEERING SYSTEM
TurningraciIus...... . . . . . . . . . . . . ., .
3 m (9 ft. 103:1)
|
2,2: m (9 fi.2 in) i
BRAKES
Outer diameter of drums . . . . . . . . . . . .
Width of brake lining —~ . . . . . . . . . . . , . 2100 mm (82%/5"] 2180 mm (825,?) i
- 50 mm (2”) 59 mm K2“) .
DRAWBAR (1;
Horizontal swing of drawbar clevis . . . . . . . F
669 mm(26") ' 660 mm (26”]
Height of drawbar cievis above ground i minimum ' ' ' ' ' ' ' ' ' ' ' 270 mm (1'c:5;;> Q 20$ mm ( mg’)
I maximum . . . . . . . . . . ssn mm(215,'3”) 4713 mm (121,/5.";
E
ENMENSIONS AND WEiG¥-[TS
!
Wheelbase . . . . . . , , . . . . . . . . . . . . . . . . . . . . . , !
1525 mm (713/4") 1} 1815 m m {7'i1;’f)
1289-1336-1480- 1260-136%]-146$ E
Front tread . . . . . . . . . . . . . . . . . . . R !
-
i580-1 688-1338-
‘!8B0-1989 m m 1sea.1eso mm }
1568-1656-1'?6l% . .,.-_
3
134
1
.4V_-‘“.,_.
if
1200»? 300-1400-
§ 1500-1500-1?00~ ||
.-;.
PERFORWUKNCE AND FUEL CONSUMPTION
it
.~
Speeds, with engine at rated speed (on concrete
course}:
5! k.p.h. m.p.h. i k~D-i1- §m.p.h.
.> 1st gear . , . . . . . . . . . . . . . . . . . . . . 2.2 ' 1.4 2.: , 1.3 .
2nd gear . . . . _ . . . . . . . . . . . . . . . . . 4.0 2.5 3.3 2,1;
3rd gear . . . . . . . . . . . . . . . . . . . . . . 5.3 3.0 5.1 3.8
Ki
ae
.. 11th gear . . . . . . . . . . . . . . . . . . . . . . 8.0 5.0
1 . 7-7 4.3
5th gear .- . . . . . . . . . . . . . . . . . . . . . 14.5 0.0 j 14.0 8.7
rt; 6th gear . . . . . . . . . , . . . . . . . . _ . . . 22.9 _ 14.2
-.1 ; 22.1 13.7
2 1st reverse . . . . , . . . . . . . . . . . . . . . 3.3 j 2.0 ! 3-2 2.0
..
2nd reverse . . . . . , . . . . . . . . . . . . . . 11.3 ; 1.3 ' 11.4 1.1 j
i
'I.'~:2';7.:;'1"=.-,>'=i 1*1‘,
(*') Whcelsiip is limiting factor.
:91:
ELECTRIC SYSTEM
Running at 24 V.
See page B1 for instructions on ifs components.
or.
27.? ACCESSOEUES
2..
:>,
rd‘ The performances of the accessories (power éake-off. be-it pufley, hydraulic Hfl] are the same for the severai types of
. tractors.
Po we? take-off
3», Diameter of shaft . . . . . . . . . . . . . . . . . . . , , 11;;
= SE: Speed of Eive power take-off (at rated engine speed} . . . . . . . . . . . . . . . . . . . . . . . . . 57:; R_[-EM.
a
"=1.-
'- Revoiufions in ground speed . . . . . . . . . . . . . . . 1 revolution for approx. $0?/J’ of forward travel (2? cm)
.=
1:
185
\
1
Bela‘ puffs?
puney Speed ai rated engine speed . . . . . . . . . . . . . . . . . . . . . . . . 1195 R.P.M. 1
l
1
Belf $§}86G] . . . , . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - $5.6 IT?’/'5 (3,070 f.p'm.)
Diameter of pulley . , . . . . , . . . . . . . . . , . . . . . . . . . . . . . . 259 mm (975,)
Width cf band . . . . . . . . . .. . ._ . . . . . . . . . . . . . . . , . . . . . . . 159 mm (5,)
Weight of pulley (without lubricaimg oil) . . . _ . . . . . . . . . . . . . . . . . . 35,5 kg (53 [5] 5.-_ . -. i,.
Hydraulic lift .4
Q
Hydraulic gear pump, type: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Piessey g 13 X
Reduction ratio between engine shaft and hydraulic pump drive shaft speed . . . . . . 31.162 :1
Pump speed (with engine at rated siiasecll . .1’ . . . . . . . . , . . . . _ . . . . . 2900 R_P,m, 1
Relief valve opening pressure (Marked with letters C or E} . . . . . . . . . . . . . 150 kg/sq.cm (2190 p_5_;_)
Bore of hydraulic lift cylinder . . . . . . . . . . . . . . . . . . . . . . , . . . . . 85 mm (3.3-4")
Displacement . . . . . . . . . . . . . . . . . . . . . , . . . . . . . . . . . . . .. 500 cu.cm. (30.5 cu.in}
Maximum travel of iifi iower links . . . . . . . . . . . . . . ‘ . . . . . . . . 580 in 600 mm (1) {22’/," 10235/8’)
Maximum weight raised at the end of the lower links . . . . . . . . . . . . . 9£l0to12iJ0 kg (1)(1985'l:o2645lbs)
indicated lifting capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . , . . approx. “I51; kgm (5425 ftib)
Lifting time (with engine at 2300 R.P.M.) . . . . . . . . . . . . . . . . . . . . . , 3 59,;
Weight of draft-and-position-coniroi hydraulic lift, inciuciing pipes and pump {without oil) 82 kg (130 11,}
(1} Starting from chassis No. 4i2é274 up, specifications are as follows:
Max. Travel of lift lcwer link . . . . . . . . . . . . . . . . . . . . . . . 559 and 650 mm |f21‘,'s" ancit251/Q")
Max. weight raised an lower link ends . . . . . . . . . . . . . . . . . 900 and 1200 kg ($985 and 2645 :53;
CAPACITIES
X
Part to be filled Quantity
I V : Material
~ 1- Mk c.,_~u_l..__... A l
l
. Cooling system . . . . . . . . . 12 I. 2‘_r‘2 lmimgal.
' Fuel tank . . . . . . . . . . . . i 39 I. Water
81,’; !mp.gaI. Diesel fuel ‘,
| Engine crankcase (filters and pipes SAE 30 HD oil for temperature from 0° C (32° F)
' included) . . . . . . . . . . ._= 8kg 7 3/'4 Q{$. i g SAE10 W oil for temperature below 0° C (32° F)
injection pump and governor . . ‘ — SAE 50 HD oil for temperalure above 35° C (Q5° F) ‘
l Air cleanser , . . . . . . . . , . 0,5 >> Same oil as used for the engine sump i
'12 » l SAE 80 HD oil ‘
i Transmission . . . . . . . . . . 12 >> ‘I’! if; 2) SAE 90 oil
;1 Finsldrives (each) . . . . . . . . 2 >> 1 3|f4 )7
SAE140 oil for temperature above -10° C 64° F} 3
_ Steering system . . . . . . . . . ‘T — SAE Q0 oil for temperaiurc below —10° C (i4° F)
Frcmt wheels . . . — SAE 90 oil 1
Grease nippies I-\_.. . . . . . . . - Chassis grease ‘
Chassis grease
Belf pulls ‘<1 . . . . . . . . . . . c >> SAE146 oil for temperature above ~»~10° C (1-4° F} 1:
J) it J‘ ii
‘l Hydraulic lifi . . . . . . . . . . . >> SAE 90 oi! for temperature below --10° C (14°) i
N-B
..°"° DJ -.-¢1. _ av
m~. D .
SAE 20 hydraulic oil
Generator l slpports
1: . . . . . . V - i
iwicl-:.........
High meiting point grease
l SAE 50 HD oil l i
Y Starting mo‘-zarr c-.-errunning clutch -
High melting point grease I i
l
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li
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186 i,
5;
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Starting from the tractor with engine No. 020425 and chassis No. 411789 up, the fuel filter and feed pump
have been modified as follows:
v 2 6;’, ' .i1;>Z,'_ ,_ .. . " ,_.-3--,3 -'i.:~> "E*~L=:"'; ‘:n:l§';l= ~;;*§e 1 *_"r
.» =1=;»' 5%
.
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.
Fl
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'55;
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e i
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an
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=il;P-Y'Q.-I'l- ..—.1 .
II-3%.-f:1'-Bi-"~'~:#L.
_ ..-=;-.1557"-*==:-'=:=r“1-‘er;-- =%-;-¢=:ur=":;:,:--17-‘-v-:***}‘ »1\ll"
‘VT :..e»=::1%%'1*'-‘* ~|
r
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_‘ _,-I: ;§,+'-=:=;>.-1=-' %¢
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=.~~- ,-»- ?» 1I=.‘*"%iJ‘:a=i:§§:i
>=<» - 11ii;:"Z=:f‘~ w:-4
‘,.l‘.Y:.m. ,—‘__-\‘_~r.-'4,»
-.;.‘- = ‘_- ,~.
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— ' '
"‘ .,~‘ "I:-fi"”' ,-J-‘;".;?IJ-':-'-1=?.i~l;Z€=*‘3 ‘I’-r“Lil3:11?-'%:f*T‘;;5-2.5-s~*§'
.1
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F*:~&’,-:52
r.--~‘—':.';;r'J‘Ei-"’*“'!"'~"l;sI~?,' g,;}f}'b§_‘?" 3-” ‘-':."51-iF§é'~m.1=..::ii‘§@'§.. "*Ir“¢‘;<‘:‘
~ - ~*" ‘V .
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Al
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‘Q . Fig. 197. ~ Two element fael filter. Fig. . 198- injection pump type PES 4 A 86 B -110:L4;"1fi.
1. Flllzer air bleed screws - a. Filtering cloth element - b. Paper 1. Cover protecting the pump control sleeve - 2. Reference
filterlng element. marks - 3. Pump €astening nuts - 0. Feed pump fuel filler.
gj;
$1,r_
mounted out side the pump body (figs 198 2%
and 199), ‘ ’ ' gee ‘'"*l*-1-r
F5? ' :>'-.‘¢I:M‘ ”
@@‘»~r
If
__-
.. , I ‘J 1%
Frg. ‘I99. ~ Feed pump components
15. ¥-‘we! rilier.
--<1-L “/ 13? i
The caiibration with respfifiii T0 i3i'B\‘iOL%8 Dump type PES4A60B4i0:L4j‘i is the same and the gqfqg
diiierence concerns the fuel feeding. i
Fuei filter cieaning should be done with petroi every 120 working hours and before reinstaiiing it, it is
advisable to check and to replace it if necessary.
T
After assembiy, bleed air bubbles from the system by siackening the relevant screw iocaied on the
iniection pump body and by acfuating the priming hand, pump.
fix U-Flex type oil-ring has been insiaiied on engines No. i}i6?36 and above. This type ring is higher than
standard ones, therefore the piston groove has been modified accordingly.
Said changes have aéso been made on engines from No. 016266 to 016518;
Modified dimensions are shown in Fig. 289.
Z; Z ii ii
I Fig. 280. - Dimensions of pisicm ring and its graoue.
1 I 12.5 5.530-5.550 mm 5./I80-5.510 mm 12.6-72.4 mm
72.4 (0.217?-0.2184 in.) (0.215?-02169 in.) (28583-2.850-3 in.)
Starting from chassis Na. 429451 up the drawbar and hitch device of the series 400 tractors (except 1.
mod. 431,‘R) have been modified in order to bring iocatiun of the various parts within the requirements of ii
12
1;
international standards. Changes are as follows:
~— Besides, the lower links are made 4 cm ionger, and the PT~O shait 1 cm ionger.
2
138
.53
if
1:
§i
in
'~'=!
i-1 .-
,
'-'5
€= 2
T5 5.
5:
5+ 1
Bi‘-
if-fl
-51 E:1-
Fig. 201 - New drawbar and hiich assembly.
'€ L";
Specifications.
Verticaf distance from ground Fine to top of drawbar at hitch
point, adjusfabie as foflows . . . . . . . . . . . . . . . . 318 I 0») “Jca -42:2 mm (121,-';'- 11z=;S".111;;;
2\
Horizontaf swing distance at hiich point . . . . . . . . . . 570 mm E20")
F
»
Hcarizcntal distance between hitch point and reasrnost point of
12.4-28 tyres. adjustabie as follows . . . . . . . . . . . . . 18-455-‘iI}D mm (3f8”-215;”-4”}
Horizontal distance between hitch point and end of PT-O
shaft, adjustable , . . . . . . . . . . . . . . . . . . . . . 354-399-44¢ mm (1é"~€5”,/_{’-1782”)
J2
Vertical distance between top of cirawbar at hitch point and
centerline of PT-O shaft, acifustabie as foflows . . . . . . . 229-ifilh ififi-49 mm {3?:'3”- 61,»',;"~-‘:»”-‘£1,'2”} I.
Pi‘.
=§‘z"#.
Verticai distance from ground line to centeriine of PT-O shaft ‘ 538 mm (21*,’8")
Diameter of h=Ytch hole (plus one 115 mm == 11,516” hole at
102 mm = 4" ahead of hitch hole) . . . . . . . . . . . 29 mm ("E*_l5"')
V.
3‘ _ i
¢_§'§.¢:>%a¢.&§ ,
'
1.
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he
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, /.., 1
:15 -3;-I
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139
ii
:.
\§
Page
Foreword and Service Notes . . . . . - - - 3
Page
Gearbox and epi'c,'»'c//‘c reduction gear . . 53
Specifications . . . . . . . . . . . . , 53
Engine . . . . . . . . . . 4
Dffierentiaf and lock . . . . . . . . . . . 54 - ~w -¢=wv=n-:g.'=a:w
(_3enerai_ . . . . . . . . . . . . . . . . Specifications . . . . . . . . . . . . . 59
Operation . . . . . . . . . . . . . . .
Removal . . . . . . . . . . . . . . . . Final’ drives . . . . . . . i . . . . . . . 79
Disassembiy . . . . . . . . . . . . - - Qo<. r1-fk~£=.
Brakes . . . . . . . . . . . . . . . , . , 71
Oi/erhau/'5 and C/veks . . . . . . . . . . . 1.1
Cylinder biock and barrels . . . . . . . 11
Specifications . . . . 73
Cyiinder head _ . t . . . . . - - - . - . 12 Steering and firom‘ axis . . . , . . . . . . F3
Timing gear . . . . . . . . . . . . . . . 13 Steering box and linkage . , . , . . . . 73
Valves, guides and springs . . . . . . . 13 Specifications . . . . . . . . . . . . . 75
Valve tappe-is and rocker arms . . . . . 74 Front axle . . . . . , . . . . . . . . . 77
Camshaft . . . . . . . . . . . . . . . . 15 Specifications . . . . . . . . . . . . . ?9
. Specifications . . . . . . . . . . . . . 76
Power chain . . . . . . . . , . . . . . . I7 Eiectrical system . . . . . . . . . . . . 80
Pistons . . . . . . . . , . . . . . . . . 17 Wiring diagram . . . . . . . . . . . . . 5'0
V Connecting rods . . . . . . . . . . . . 19 Description . . . . . . . . . . . . . . , 37
Crankshait . . . . . . . . . . . . . . . 20
Main and connecting rod bearings . . 2? Generator Type F? 715-740/'24-7600 l/ar. 2 . . 83
Specifications . . . . . . . . . . . . . 22 Specifications . . . . . . . . . . . . . 6'?
' Lubrication . . . . . . . . . . . . . . . . 25
Generator Typo DC 115,"24,="7,i3 C . . . . . . 88
Oil pump . . i . . . . . . . . . . . . . 26
Oil filters . . . . . . . . . . . . . . . . 26 Specifications . . . . . . . . . . . . . 89
Specifications . . . . . . . . . . . . . 27 Confrof Box Mod. A_i3-140524 . , . . . . . W
Coiifing . . . . . . . . . . . . . . . . . . 2a Specifications . . . . . . . . . . 95
l Water pump . . . . . . . . . , . . . . 28
l Thermostat . . . . . . . . . . 28 Control Box Moo’. GP Ti’24,~’7 . . , . . . . 95
Radiator . . . . . . . . . . . . . . . . 29 Specifications . . , . . . . . . . . . 10?’
Fan . . . . . . . . . . . . . . . . . . 30
I Batteries . . . . . . . . . . . . . . . . . 108
Air feeding . . . . . . . . . . . . . . . . 30
Air cleaner . . . . . . . . . . . . . . . 30 Starting motor . . . . . . . . . . . . . . 710
I Fuel feeding . . . . . . . . . , . . . . . 30 G/ow plugs . . . . t . . . . . . . . . . . H5
Fuel tank . . . . . . . . . . . . . . . . 3?
‘ Fee-dpump . . . . . 37
injection pump and governor . . . , . . 32 Attachments . . . . . . . . . . . . . . 7'15
1 Calibration data . . . . . . . . . . . . 47 Power Take-off . . . . . . . . i . . . . . 116
J -' injectors . . . . . . . . . . . . . . . . 43 Se/t puifey . . . . , . . . . . . . . . . . 1??
' Specifications . . . . . . . . . . . . . 44
Specifications . . . . . . . . . . . . . 718
g Reassembly of engine . . . . . . . . . . . 45
I Timing , . . . . . . . . . . . . . . . . 48 Hydraulic lift . . . . , . . . . . . . . . . 719
Pump . . . . . . . . . . . . . , . . . 119
Brake test . . . . . . . . . . . . . . . . 50 Operation . . . . . . . . . . . . . . . 720 l
Transmission . . . . . . . . . . . . . . . 53 I