McCormick F 60 70 80 75 85 95 105 GE-XL Training Manual PN 3676090M1

Series F
F 60-70-80
F 75-85-95-105 GE-XL
Training Manual
P/N° 3676090M1
PREFACE
This manual contains the technical specifications, mechanical, hydraulic

layouts and wiring diagrams, plus instructions on how to operate and adjust
McCormick's Series F tractors. It does not contain all the necessary infor-
mation as it is completed with the theoretical and practical explanations and
theoretical descriptions given by the instructors during the training courses.
This information is therefore dedicated to the persons who frequent training
courses at the McCormick training center.
NOTE :
The descriptions and technical specifications in this manual are strictly not
binding. McCormick therefore reserves the right to modify the components
and accessories for technical or commercial reasons without being obliged
to update this manual each time.
PRE-SALE SERVICE
February 2004
Doncaster DN2 4PG.
CONTENTS
CONTENTS
Chap. 1 INTRODUCTION
Chap. 2 ENGINE
Chap. 3 CLUTCH
Chap. 4 STANDARD TRANSMISSION
Cap. 5 4WD FRONT AXLE
Chap. 6 POWER TAKE-OFF
Chap. 7 HYDRAULIC CIRCUIT - ORCHARD TRACTORS
Chap. 8 HYDRAULIC CIRCUIT - VINEYARD TRACTORS
Chap. 9 MECHANICAL POWER LIFT
Chap. 10 ELECTRONIC POWER LIFT
Chap. 11 ELECTRICAL SYSTEM - ORCHARD TRACTORS
Chap. 12 ELECTRICAL SYSTEM - VINEYARD TRACTORS
Chap. 13 CALIBRATION
Chap. 14 TROUBLESHOOTING
Chap. 16 SPECIAL TOOLS

INTRODUCTION
CHAP.1
CONTENTS
Sect. 1 Reading the manual. ................................................................. 1-3

1-1 Introduction .................................................................... 1-4
1-2 Structure of the manual.................................................. 1-4
Sect. 2 Tractor identification and technical specifications. ............... 1-5

2-1 Tractor identification ...................................................... 1-6
2-2 Weights and dimensions ............................................... 1-7
2-3 Engine specifications ................................................... 1-13
Sect. 3 Working in safety. ................................................................... 1-15

3-1 Essential rules for accident prevention ........................ 1-16
3-2 Danger decals ............................................................. 1-22
3-3 Replacing tractor parts ................................................ 1-30
3-4 Safe use of the tractor.................................................. 1-30
Sect. 4 Pre-delivery inspections and maintenance. .......................... 1-33

4-1 General information ..................................................... 1-34
4-2 Inspections before delivery .......................................... 1-34
4-3 Routine maintenance guide ......................................... 1-35
Sect. 5 Conversion tables. .................................................................. 1-37

5-1 Length ......................................................................... 1-38
5-2 Area ............................................................................. 1-41
5-3 Volume ........................................................................ 1-42
5-4 Weight ......................................................................... 1-45
5-5 Pressure ...................................................................... 1-47
5-6 Moment of rotation ....................................................... 1-49
5-7 Temperature ................................................................ 1-51
1-1
INTRODUCTION
CHAP.1
Sect. 6 Sealants. .................................................................................. 1-53

6-1 Types of Loctite sealants ............................................. 1-54
6-2 Practical advice ........................................................... 1-55
Sect. 7 Driving torques. ....................................................................... 1-57
Sect. 8 General assembly instructions. ............................................. 1-59

8-1 Seals ........................................................................... 1-60
8-2 O-rings ........................................................................ 1-61
8-3 Bearings ...................................................................... 1-62
1-2
INTRODUCTION
CHAP. 1
Reading the manual
CONTENTS
Sect.1 Reading the manual
1-1 Introduction .................................................................... 1-4

1-2 Structure of the manual.................................................. 1-4
1-3
INTRODUCTION
Sect.1 - Reading the manual

1-1 Introduction
The purpose of this training manual is to provide
clear instructions on how to repair and adjust Series F
series tractors.
The manual is for the chief foreman since it does
not describe the demounting, remounting and adju-
stment operations in detail and for all assemblies,
merely those that require particular expertise or re-
commendations.
Before reading the manual, it is essential to read

sect.3: WORKING IN SAFETY in order to prevent errors
or mistakes that could jeopardize the safety of
the technicians in the workshop.
The information in this manual was up to date at the

time of publication. McCormick reserves the right to
make modifications without being obliged to give noti-
ce.
Please contact your area dealer or the importer if
discrepancies are discovered or for any other requi-
rement.
1-2 Structure of the manual

The manual is divided into chapters (chap.) and each
chapter into sections (sect.). Page numbering be-
gins with 1 for each chapter with the number of the
chapter itself alongside.
Example: 5-7 indicates page 7 of chapter 5.
Numbering of the figures also begins with 1 in each

chapter with the chapter number alongside.
Example: Fig. 73-5, indicates figure 73 of chapter

5.
1-4
INTRODUCTION
CHAP.1
Tractor identification
CONTENTS
Sect.2 Tractor identification
2-1 Tractor identification ...................................................... 1-6

2-2 Weights and dimensions ............................................... 1-7
2-3 Engine specifications ................................................... 1-13
1-5
INTRODUCTION
Sect. 2 - Tractor identification

2-1 Tractor identification
The tractor is identified by a serial number stamped
on the front bracket (ballast support) and on the bon-
net. The engine also has its own serial number stam-
ped on the engine block.
To ensure a quick and efficient service when orde-

ring spare parts or asking for technical specifica-
tions or other information, always state the chassis
and engine serial number. Fig.1-1
Chassis serial number ...........................................
Engine serial number .............................................
Cab serial number ..................................................
Type of tractor ........................................................
Owner / Operator ...................................................
Dealer's or Agent's address ...................................
............................................................................... Fig.2-1
Delivery date ..........................................................
Warranty expiry date .............................................
Fig.3-1
Fig.4-1
1-6
INTRODUCTION
2-2 Weights and dimensions
B A
D I
E H
G
Fig.6-1
General specifications
F 60 GE F 60
2WD 4WD 2WD 4WD
With tyres
- front 9.00-10 9.0/75-16 7.50-15 8.25-16
- rear 14.9 LR 20 13.6/12-24
Weights
- In running order, with front and rear

ballast and with safety frame .................... Kg 2250 2380 2180 2380
- Ditto with cab ........................................... Kg — — 2680 4800
Dimensions
A - Height at bonnet ................................... mm 1231 1250

B - Height at sttering wheel ....................... mm 1375 1430
C - Height at cab ........................................ mm - 2220
Height at safety frame .......................... mm 2350 2350
D - Wheelbase ........................................... mm 1940 1900 1940 1900
E - Max. length with front ballast and links .. mm 3778 3778

F - Ground clearance (drawbar) ................ mm 360 360
{
min. 1330 1330
G - Width ...................................... mm
max. 1680 1680
H - Front track ............................................ mm See track See track
I - Rear track ............................................. mm tables tables
1-7
INTRODUCTION
B A
D I
E H
Fig.7-1
General specifications F 70 GE F 70 F 80 GE F 80
2 WD 4 WD 2 WD 4 WD 2 WD 4 WD 2 WD 4 WD
With tyres
- front 9.00-10 9.0/75-16 7.50-16 280/70-18 9.00-10 9.0/75-16 7.50-16 280/70-18
- rear
14.9 LR 20 14.9 R 24 14.9 LR 20 14.9 R 24
Weights
In running order, with front and rear

ballast and with safety frame ......................... Kg 2440 2600 2750 2900 2440 2600 2750 2090
Ditto with cab ................................................ Kg — — 2920 3020 — — 2940 3040
Weight distribution:
Dimensions
A - Height at bonnet ................................... mm 1231 1280 231 1280

B - Height at sttering wheel ....................... mm 1375 1450 1375 1480
C - Height at cab ........................................ mm — — — —
Height at safety frame .......................... mm 2350 2480 2350 2500
D - Wheelbase ........................................... mm 2174 2134 2174 2134 2174 2134
E - Max. length with front ballast and links .. mm 3884 3884 3884 3884
F - Ground clearance (drawbar) ................ mm 365 380 366 400
{
min. (1330) 1330 1330 1330
G - Width ...................................... mm
max. 1680 1860 1675 1968
H - Front track ............................................ mm See track See track See track See track
I - Rear track ............................................. mm tables tables tables tables
1-8
INTRODUCTION
B A
D I
E H
Fig.8-1
General specifications F 75 GE F 75 F 75 XL
2 WD 4 WD 2 WD 4 WD 2 WD 4 WD
With tyres
- front 9.00-10 9.0/75-16 7.50-16 280/70-18 7.50-16 275/80-18
- rear 14.9 LR 20 14.9 R 24 16.9 R 24
Weights

ballast and with safety frame .................... Kg 2440 2600 2750 2900 285 3000
- Ditto with cab ........................................... Kg — — 2920 3020 3050 3150
Weight distribution:
Dimensions
A - Height at bonnet ................................... mm 1231 1280 1280

B - Height at sttering wheel ....................... mm 1375 1450 1450
C - Height at cab ........................................ mm — 2260 2260
Height at safety frame .......................... mm 2350 2480 2480
D - Wheelbase ........................................... mm 2054 2014 2054 2014 2174 2134
E - Max. length with front ballast and links .. mm 3884 3884 4004
F - Ground clearance (drawbar) ................ mm 365 380 380
{
min. (1330) 1330 1490
G - Width ...................................... mm
max. 1680 1860 2120
H - Front track ............................................ mm See track See track See track
I - Rear track ............................................. mm tables tables tables
1-9
INTRODUCTION
B A
D I
E H
Fig.9-1
With tyres
- front 9.00-10 9.0/75-16 7.50-16 280/70-18 7.50-16 275/80-18
- rear 14.9 LR 20 14.9 R 24 16.9 R 24
Weights

- Ditto with cab ........................................... Kg — — 2940 3040 — 3170
Dimensions

C - Height at cab ........................................ mm — 2275 2275
D - Wheelbase ........................................... mm 2054 2014 2054 2014 2174 2134
{
min. 1330 1330 1490
G - Width ...................................... mm
max. 1675 1968 2128
1 - 10
INTRODUCTION
B A
D I
E H
Fig.10-1
With tyres
- front 9.00-10 9.0/75-16 7.50-15 260/80R18 7.50-16 300/70R20
- rear 14.9 LR 20 380/70-28 380/70-28
Weights

- Ditto with cab ........................................... Kg — — 2970 3070 3100 3200
Dimensions

C - Height at cab ........................................ mm — 2280 2280
D - Wheelbase ........................................... mm 2174 2134 2174 2134 2174 2134
{
min. 1330 1410 1570
G - Width ...................................... mm
max. 1675 1968 2128
1 - 11
INTRODUCTION
B A
D I
E H
Fig.11-1
With tyres
- front
9.00-10 9.0/75-16 7.50-15 260/80R18 — 280/70R20
- rear
14.9 LR 20 380/70-28 14.9 LR 28
Weights

ballast and with safety frame .................... Kg 2750 2900 2750 2900 — 3150
- Ditto with cab ........................................... Kg 2970 3070 2970 3070 — 3300
Dimensions

C - Height at cab ........................................ mm — 2280 2280
D - Wheelbase ........................................... mm 2174 2134 2174 2134 2174 2134
{
min. 1330 1410 1590
G - Width ...................................... mm
max. 1675 1968 2128
1 - 12
INTRODUCTION
2-3 Engine specifications
Engine Series F 60 Series F 70 Series F 80
Type Perkins 4-stroke diesel engine with

direct injection
Model 1103C-33 1103C-33T 1103C-33T

Fuelling Natural Turbo Turbo
Number of cylinders 3 3 3
Bore mm 105 105 105
Stroke mm 127 127 127
Swept volume liters 3.3 3.3 3.3
Compression ratio 19.3 : 1 18.2 : 1 18.2 : 1
ISO power rating HP/kW 58,5/43 65,3/48 74,8/55
Max. speed under load RPM 2200 2200 2200
Max. speed with no load RPM 2310 2310 2310
Max. torque (DIN 70020) Nm 222 - 291
Max. torque speed RPM 1400 1400 1400
Idling speed RPM 750 750 750
Valve gear
Type Overhead valves controlled by tappets
Tappet gap with engine cold

Intake mm 0.20 0.20 0.20
Exhaust mm 0.45 0.45 0.45
Fuel system
Fuel pump AC-DELCO, diaphragm type

Injection pump LUCAS rotary
Filter on injection pump delivery C.A.V with replaceable cartridge
and bleeding plug
Injection order
Injectors 1-2-3 1-2-3 1-2-3
Injector pressure setting Bar Perkins Perkins Perkins
Cold starting device - - -
Air filter Thermostarter
dry with two removable elements
for maintenance purposes
1 - 13
INTRODUCTION
Engine Series F 75 Series F 85 Series F 95 Series F 105
Type Perkins 4-stroke diesel engine with

direct injection
Model 1104C-44 1104C-44 1104C-44 1104C-44

Fuelling Natural Natural Turbo Turbo
Number of cylinders 4 4 4 4
Bore mm 105 105 105 105
Stroke mm 127 127 127 127
Swept volume liters 4.4 4.4 4.4 4.4
Compression ratio 19.3 : 1 19.3 : 1 18.2 : 1 18.2 : 1
ISO power rating HP/kW 68/50 81.6/60 87.7/64.5 98.6/71.5
Max. speed under load RPM 2200 2200 2200 2200
Max. speed with no load RPM - - - -
Max. torque (DIN 70020) Nm 273 292 380 364
Max. torque speed RPM 1400 1400 1400 1400
Idling speed RPM 750 750 750 750
Valve gear
Type Overhead valves

Intake mm 0,20 0,20 0,20 0,20
Exhaust mm 0,45 0,45 0,45 0,45
Fuel system
Fuel pump Diaphragm type

Injection pump LUCAS rotary
Filter on injection pump delivery C.A.V
Injection order 1-3-4-2 1-3-4-2 1-3-4-2 1-3-4-2

Injectors Perkins Perkins Perkins Perkins
Injector pressure setting Bar 290 bar 290 bar 294 bar 294 bar
Cold starting device
Air filter Thermostarter
dry with two removable elements
for maintenance purposes
1 - 14
INTRODUCTION
CHAP. 1
Working in safety
CONTENTS
Sect. 3 Working in safety
3-1 Essential rules for accident prevention ........................ 1-16

3-2 Danger decals ............................................................. 1-22
3-3 Replacing tractor parts ................................................ 1-30
3-4 Safe use of the tractor.................................................. 1-30
1 - 15
INTRODUCTION
Sect.3 - Working in safety

3-1 Essential rules
for prevention
The structures, systems and equipment in repair Always bear your safety and that of others in mind
shops must conform to the current laws governin whenever you work on a machine, whichever type it
Fig.11-1g labour safety in order to safeguard the may be.
health and safety of each worker. To work in complete safety, it is essential to know
Although they are obviously only partial, the regula- the nature of the job, to correctly use the tools and
tions given in this section inform the workers about materials required and to rely on your common sen-
the dangers they may encounter on the job. se.
To prevent accidents, it is important to:
- BEHAVE correctly and act with caution;
- Pay ATTENTION and keep your actions under

control;
- Comply with the REGULATIONS and rules of

behaviour of a general character.
To
work
in
SAFETY
always think before acting !
Fig.12-1
This is the warning symbol. Any time you

see it, either on the machine or in the ma-
nual, pay attention to the possible danger
of accidents.
1 - 16
INTRODUCTION
Working in safety
A - Rules of a general character Always wear protective clothing (goggles - visors -
gloves - footwear, etc.).
Preliminary instructions
- always comply with the instructions received from
superiors;
- always comply with the indications on the stickers

and signs;
- never use machines or systems without authoriza-

tion and never carry out operations and manoeuvres
that are the competence of others;
- use the safety devices and other means of protec-

tion with care;
- inform your superiors if the safety and protective

means and devices are defective or about any danger
conditions of which you may become aware;
- never remove or modify the safety devices and other

means of protection without having been authorized
to do so; Fig.13-1
- Let your superiors know immediately about any Machines and systems
accidents you have had or about which you may - Before beginning work, make sure that the guards
have become aware; and screens are in place, in a good condition and
that the safety devices are functional;
- keep your place of work clean and orderly. Keep
the floor clear of any materials that are not strictly - check the operation of any exhaust or ventilating
required for the job in hand and prevent greasy or systems installed;
oily substances from being spilt (clean them up with
absorbent material if this should occur). - never remove the guards or safety devices from
the machine unless this is strictly necessary and
after having been authorized to do so by your su-
Work clothes periors, who will also indicate the precautions that
- Do not wear loose clothing that can become cau- must be taken;
ght up in moving parts or garments that are not ti-
ght at the cuffs; - the protections and safety devices must be fitted
back in place and be re-activated as soon as the
- do not wear necklaces, rings, bracelets and simi- reasons for their having been temporarily removed
lar; have ceased;
- do not clean the garments with inflammable or har- - it is forbidden to clean, oil or grease moving parts
mful substances, or using compressed air; of machines and systems by hand.
- do not wear sandals, slippers, clogs or shoes with - it is forbidden to adjust or work on moving parts.
high heels.
1 - 17
INTRODUCTION
Working in safety
Lifting and carrying
By hand
- do not bend your back to lift loads; Vehicles
- proceed at a moderate speed and with due care,
- hold the load safely where it is easy to get a depending on the road conditions. Comply with
good grip; the farm/company rules and with the road signs.
- do not carry loads with greasy or oily hands; Electricity

- do not make electrical connections with
- hand trucks without drawbars should be pushed,
makeshift means and never ever insert the ends
not pulled;
of wet conductors into sockets;
- never deposit loads near stairs, fire-fighting sy-
- disconnect plugs from sockets by holding the
stems, first-aid means or places of transit.
outer casing, never by pulling the electric cable;
- avoid twisting the cables;

On vehicles
- comply with the capacity limits and regulate
- frequently check the insulating material of
your speed according to the road conditions, the
conductors and electrical equipment and make
load, and the braking distance;
sure that it is in a good condition;
- make sure the loads are well harnessed and
- point out any damage to electrical equipment
fastened;
and systems, with particular reference to the
condition of the ground conductors;
- avoid passing with hanging loads in places
where dropping could cause a danger hazard. If
- do not open cabinets or containers housing
this is inevitable, indicate when the manoeuvre
electrical equipment or carry out work inside
is made or have all bystanders move out of the
unless you are trained and authorized to do so;
area.
- watch out for overhead electric lines when
approaching or working in their vicinity.
Internal circulation
Fire outbreaks
People
- use the correct and authorized routes
In departments or processes where there may be a
(pedestrian crossings, gangways and similar);
danger of fire outbreaks owing to the presence or
use of inflammable substances:
- do not run;
- it is forbidden to smoke;
- do not walk or stand under hanging loads or in
places where loads could drop;
- it is forbidden to use equipment with naked
flames or to handle glowing materials;
- do not ride on means of transport or lifting
equipment designed for handling materials
- do not place inflammable materials near heat
alone.
sources;
- do not store materials in front of extinguishers

or fire hydrants;
1 - 18
INTRODUCTION
Working in safety
Dangerous substances and preparations GUIDE TO CHOOSING THE RIGHT EXTINGUISHER
EXTINGUISHING AGENT
TYPE OF FIRE WATER SPECIAL
POWDER CO2 FOAM
Take the following precautions when using dange- POWDERS
rous chemical products (fire, explosion, irritation, A

YES YES YES YES NO
caustic burning, scalding, intoxication:
Only for small fires.
- only keep receptacles containing dangerous Ordinary solid fuels Does not extinguish
the embers.
products open for the time strictly required for

their use; B
- do not use or transfer dangerous products into
NO YES YES YES NO
Unless suitable
equipment is used
containers that are not designed for this use, or Inflammable liquids
into those without indications as to their

contents or without the relative markings;
C
NO YES YES NO NO
- comply with the indications on the relative labels
Inflammable gas
when using chemical products.
D
Defence against gas, fumes, dust, harm- NO NO NO NO YES
May react with
water
ful vapours Inflammable metals
E
- make sure that the exhausting systems are
operating; NO YES YES NO NO
Electrical equipment
- wear protective clothing and equipment;

Fig.14-1
- install temporary exhausts as near as possible
to the sources, if necessary;
- do not work in the direction of the flow of

polluting substances blown out by exhaust
systems.
Biological agents
- In the event of fermentation (development of

algae), avoid direct contact and act with
appropriate protective means.
- Only enter places where anaerobic fermentation
may have taken place and produced fumes (e.g.
ammoniacal) after having worn a protective
mask.
1 - 19
INTRODUCTION
Working in safety
B - Tools
Makeshift, inadequate or defective tools may cause All chains and cables must be parallel to each other
faults or accidents. Never use the wrong tools since and as near to the vertical as possible, depending
such action could cause injuries and spoil the fi- on the component being lifted.
nished job.
Always use the special tools recommended by the C - First Aid

manufacturer when demounting, overhauling and re-
mounting the various parts of a tractor. Mechanics are exposed to various risks at work.
Use of specific tools will reduce the effort and time If anyone should be injured, use sterile materials
required for the job and, consequently, the cost. You and disinfectants for first aid purposes. These ma-
will also be certain that the work has been correctly terials should be kept in the first-aid box, equipped
done. in compliance with the laws in force.
Never use:
- A hammer with a loose head or cracked handle.
- Pincers or pieces of iron instead of a hammer;
drill bits or bolts instead of pin drivers.
- Worn or welded wrenches.
- A steel hammer to tap bearings or stress relieved
components (use one made of bronze or brass).
The engine and gearbox and the front and rear tran-
smissions must be split for certain jobs on the tractor
components. This operation is facilitated and made
safer by use of the special divider kit.
When lifting weights, make sure that the chains, lif-

ting brackets, hooks, cables or ropes comply with
CE standards.
Unless different indications are given, an adjustable
bracket must be used when particularly heavy parts
are removed.
Fig.15-1
1 - 20
INTRODUCTION
Working in safety
D - Tractor safety regulations
Note proceeding with any other operation: eliminate
Before getting into the tractor, it is essential to any leaks before continuing work.
read and strictly comply with the instructions in
the operation and maintenance manual. - Do not recharge batteries in a closed space:
make sure that the ventilation is adequate to
Starting prevent the risk of accidental explosions caused
by accumulations of the gas issued during the
- Never start the engine in a closed space without
recharging phase.
an adequate ventilation system able to eliminate
the gas fumes;
- Always disconnect the battery before carrying
out any work on the electrical system.
- Never place your head, body, limbs, feet, hands
or fingers near spinning belts or fans.
Hydraulic system
Engine - A fluid leaking from a very small hole may be al
most invisible but have sufficient force to
- Unscrew the radiator plug very slowly to relieve
penetrate under the skin. If you need to check
the pressure from the system before taking it
for leaks, use a piece of cardboard or wood.
completely off. Coolant fluid must only be
NEVER USE THE HANDS: if the fluid comes
topped up with the engine at a standstill or
into contact with the skin, immediately seek
idling, if hot.
medical help. Series infections or dermatitis
may occur unless prompt medical treatment is
- Do not refuel the engine whilst the engine is
immediately obtained.
running, particularly if this hot. Such action
could cause a fire outbreak if fuel were to be
- Use suitable tools when checking the pressure
spilt.
values in the plant.
- Never attempt to check or regulate the tension
of the fan belts whilst the engine is running. Lifting and lowering
Never adjust the fuel injection pump when the - Lift and handle all particularly heavy
tractor is moving. components with lifting means of a suitable
carrying capacity. Make sure that the parts are
- Do not lubricate the tractor when the engine is borne by appropriate harness and hooks. Use
running. adequate lifting bolts. Take care of bystanders
when lifting the load.
Electrical system
- Handle all parts with the greatest care. Never
- If auxiliary batteries are used, remember that
insert the hands or fingers between one part and
the leads at both ends must be connected to the
the next. Wear approved protective clothing
terminals in the indicated way: (+) with (+) and
such as goggles, gloves and safety footwear.
(-) with (-). Avoid short-circuiting the terminals.
THE GAS ISSUED BY THE BATTERIES IS
- Do not allow metal chains or ropes to twist.
HIGHLY INFLAMMABLE.
Always wear protective gloves when handling
When recharging, leave the battery
cables or chains.
compartment uncovered to allow for ventilation.
Never ever check the battery charge by placing
metal objects on the terminals as "jumpers".
Avoid sparks or flames in the battery zone. Do
not smoke as there could be a risk of explosion.
- Make sure that there are no fuel leaks before
1 - 21
INTRODUCTION
Working in safety
3-2 Safety decals
When replacing a tractor part bearing a sticker with A complete list of the places where these stickers
safety warnings (yellow coloured), it is ESSENTIAL are applied is given below.
to affix the same sticker to the spare part.
POSITION OF THE SAFETY DECALS ON ORCHARD TRACTORS - WEO markets
Location on cab tractors

8 4 7 16 2 1 15
13
3 12 10 17 5 9 14 Fig.16-1
Location on tractors with footstep and safety frame

7 16 11 1 15
8
4
13
14
3 12 10 17 2 5 9
Fig.17-1
1 - 22
INTRODUCTION
Working in safety
SAFETY DECALS - WEO markets
1 5
Inside the cab on the top panelling or on Inside the cab on the top pannelling or
the left-hand fender for tractors with on the left-hand fender for tractors with
safety frames. safety frames.
DANGER: Risk of overturning and WARNING: Caution. Read the safety

crushing the chest. If the tractor is and operating instructions in the
tipping over, hold tightly on to the steering Operation and Maintenance manual.
wheel. DO NOT leave your seat or
jump off the tractor.
2 6
Tractors with safety belts. On the pillar Positioned inside the side panel near
in the cab or on the left -hand fender for the battery support.
tractors with safety frames.
WARNING: Risk of electrocution.
WARNING: Risk of being crushed. Always disconnect the negative lead
Safety belts must be worn with the before the positive lead when removing
safety frame in the vertical position. the battery or servicing the electrical
system.
3 7
On the expansion vessel of the engine On both sides of the radiator or on the
cooling circuit. intake manifold.
DANGER: High pressure steam and hot WARNING: Hot surfaces, risk of burns
water. Protect your face. Radiator under to hands and fingers. Warning, keep
pressure when engine is hot. Remove well clear of hot components. Keep at a
cap with caution only when engine is cold. safe distance.
4 8
On right and left sides of the radiator On both sides of the radiator or on the
shroud. intake manifold.
WARNING: Risk of entanglement. WARNING: Risk of entanglement.

Keep hands well clear of fan when the Keep hands well clear of moving parts
engine is running. Always keep guards and be careful not to get caught up in
and shields in place. belts or pulleys when engine is on.
Keep guards in place.
1 - 23
INTRODUCTION
Working in safety
9 13
On rear panelling inside cab for On the inside of rear fender.
tractors without 2nd passenger seat
and on left-hand fender for tractors DANGER: Risk of entanglement. Keep
with safety frames. clear of spinning shafts. be careful NOT
to get caught up by the cardan shaft of
WARNING: Risk of being crushed. the PTO driveline. Keep all guards in
DO NOT let any passenger sit on place on the transmission shafts of the
mudguards or on any part of the tractor tractor and implements.
or implements being towed.
10 14
On starter motor. On rear left-hand fender. Only with
electronic power lift.
DANGER: Risk of
electrocution. DO NOT DANGER: Risk of collision and
short across starter serious injuries. Stand to one side of
terminals to start the engine. This the tractor when the external power lift
operation could put your life at risk. Start controls are used. DO NOT stand
engine only from driving seat. between the tractor and implement.
You could be hit by the implement.
11 15
On safety frame of footstep tractors. On rear right-hand fender. Only with
electronic power lift.
WARNING: Risk of overturning and
crushing. Always keep the safety frame DANGER: Risk of collision and
mounted. Never use the tractors without serious injuries. Stand to one side of
its safety frame mounted. the tractor when the external power lift
controls are used. DO NOT stand
between the tractor and implement.
You could be hit by the implement.
12 16
On starter motor. Near brake circuit
fluid reservoir.
WARNING:
Risk of electrocution.
Always disconnect the negative terminal of the battery before WARNING: Risk of
removing the solenoid cover and before servicing the electrical damage to the brake circuit. Carefully read the isafety notes
system. and nstructions in the operation and maintenance manual
before proceeding with any servicing work.
1 - 24
INTRODUCTION
Working in safety
17
Near the parking brake lever.
DANGER: Risk of being crushed.

Always pull the parking brake lever
before dismounting the tractor at a
standstill.
1 - 25
INTRODUCTION
Working in safety
POSITION OF SAFETY NOTICES ON TRACTOR - North America markets
Location on cab tractors
31 22 26 21 ** 33
30
34
27
28
29 24 23 37 35 20 32 ** 33
Fig.18-1
*Only with safety frame

**Only with electronic lift
Location on footstep tractors
22 26 25 36* ** 33
31
27
34
27
28
29 24 23 37 21 20 35 33 **
Fig.19-1
1 - 26
INTRODUCTION
Working in safety
SAFETY DECAL LOCATIONS - NORTH AMERICA
20 22 WARNING
CAUTION Located on right and left-hand

side of radiator.
Keep hands clear of

Read the operator instruction Book for safety information fan and belts while
and operating instructions. engine is running.
Fasten your seat belt before tractor operation.
Start engine only when seated in operator’s seat.
Make sure everyone is clear of tractor and equipment
before starting engine or operation.
Keep all shields, covers and guards in place and stay
away from moving parts while engine is running. 23 DANGER
Place transmission shift lever in neutral and apply park-
ing brake before using external 3-point hitch controls. Start only from seat
Located on
Apply parking brake, lower equipment, stop engine and with transmission and
remove key before leaving the tractor unattended. the starter PTO in neutral.
motor.
Wait for all movement to stop before servicing tractor or Starting in gear kills.
equipment.
Securely support or block lifted implements which must
be in the raised position for servicing or adjustment.
Couple brake pedals together for road travel.
Use flashing warning lights and SMV emblem when on
public roads, except where prohibited by law.
Always drive with care and attention. 24 WARNING
Remove negative cables
Located on from batteries before
Located inside cab on left-hand pillar or on the left-hand
the starter removing solenoid cover
fender for footstep tractors.
motor. and before servicing the
electrical system.
21 WARNING 25 WARNING
USESEATBELT.
Located inside cab on right-hand Keep seat belt Wheneverclearance permits:
pillar or on the left fender for adjusted snugly - Keep Rollover Protection Structure
footstep tractors. fully extended and locked.
- Keep seat belt fastened.
When structure must be lowered:

- Drive with extra care.
- Seat belt use is not recommended.
No ROPS protection is provided in the
lowered position.
Do not jump if
tractor tips
Located on the safety ROPS for footstep tractor.
1 - 27
INTRODUCTION
Working in safety
26 WARNING 30
Use only mineral type brake fluid
Located near the brake as specified in the Operator’s
reservoir bracket on the Manual. DANGER DANGER
hood rear bracket or on Incorrect fluid could cause brake
system fallure and loss of con-
the dashboard. trol, resulting in personal injury
or death.
Pull only from R o t a t i n g

driveline con-
approved draw- tact may cause
bar or lower serious injury
27 links of 3-
or
Keep
death.
d r i v e l i n e ,
all
point linkage tractor and equipment
at horizontal shields in place during op-
position or eration.
below.
WARNING Located at rear of cab on the rear
Personal injury could result from PTO driveline separation. window fender.
1. Drawbar supplied provides standard distance “A”. Do not change.
PTO SHAFT SIZE DISTANCE “A”
540 35mm (1.38 in) 356mm (14.0 in)
1000 35mm (1.38 in) 406mm (16.0 in)
2. Three-point link distance “C” and mounter implement distance “D” may not
be standard.
31 WARNING
Measure distance “B” over complete lift range
for tractor and implement combination. Select
driveline length to ensure that driveline will not
bottom out at minimum distance “B” and will
have sufficient overlap at maximum distance.
Located at rear of cab on the inner side of the left fender

Beware hot parts
Located on right- and left-
hand side of radiator, or on
the air conveyor.
28
Shield Explosive Avoid sparks Sulphuric
DANGER
eyes gas and flame acid

EXPLOSIVE GASES POISON causes severe bums
To avoid personal injury,
Always shield eyes and face from Contains sulphuric acid. Avoid contact keep all shields, cov-
battery. Cigarettes, flames or sparks with skin, eyes or clothing.
could cause battery to explode. In event of accident flush with water ers and guards in place
Do not charge or use booster cables and call a physician immediately. whili engine is running.
or adjust post connections without Keep out of reach of
proper instructions or training. child r e n .
Located inside the battery cover
32 WARNING
Serious personal injury or
machine damage may re-
29 sult from overspeed of PTO
driven equipment.
Located inside cab on the Select tractor PTO speed to
WARNING left-hand pillar or on the
rear fender for footstep
match implement specified
speed.
Do not operate PTO above
Hight pressure steam and hot tractors. recommended maximum
water. speed.
Remove filler cap with extreme
care. Nominal Maximum
540 630
1000 1170
Located over the radiator.
1 - 28
INTRODUCTION
Working in safety
33 WARNING
37
Located near the turn switch
Located at rear of cab or

on the rear fenders only
with electronic lift.
Stand clear when
using switch to
move 3 point hitch.
34 WARNING
Serious personal injury or ma-
chine damage may result from
Located on PTO cover. overspeed of PTO driven equip-
ment.
Never use the 1000 rpm setting

with the 6 spline shaft installed.
35
Located on the rear fender
36
Located on the ROPS

(Only on footstep WARNING
tractors)
ROPS upper frame missing.
To avoid injury or death from trac-
tor rollover, reinstall upper frame
before using tractor.
1 - 29
INTRODUCTION
Working in safety
3-4 Replacing tractor parts
It is essential to use genuine McCormick spare par-
ts when repairing the tractor. - Reduce speed when turning the tractor, crossing
Pay particular attention to the following instructions slopes and on rough, slippery or muddy surfaces.
when repairing and mounting parts and spares ac-
cessories. - Keep clear of slopes too steep for safe opera-
Use of spurious spares can jeopardize tractor sa- tion.
fety. Strictly comply with the torque wrench values
given in the workshop manual and, where indicated, - Watch where you are going - especially at row
install the relative locking devices when demounting ends and around trees.
operations are being carried out.
Installation of spurious spare parts will automatical- - Never let anyone else get on to the tractor or the
ly invalidate your tractor's warranty, since all McCor- implement.
mick spares are guaranteed by the manurfacturer.
McCormick dealers must only supply genuine spare - Operate the tractor smoothly, with no sudden mo-
parts. vements: do not turn, start or stop abruptly.
- Hitch only to the drawbar and recommended hi-

3-5 Safe use of the tractor tchpoints. Never hitch above the central line of
the rear axle.
Only qualified and authorized operators are able to
use farming tractors in safety. To be qualified you - Apply the parking brake whenever the tractor is
also need to be familiar with the instructions in the stopped.
operation and maintenance manual and to strictly
comply with these indications. - Never alter or remove any part of the equipment.
Moreover, operators need to know the labour safety
regulations. - Keep others well clear of your work area.
For example, some regulations specify that no one - Never use attachments that are not designed for
under the age of 18 years may use a tractor. your tractor.
You are responsible for knowing these regulations
and for complying with them at work.
They also include the following instructions for safe

use of the tractor.
Warning: The operator must never use al-

cohol or drugs that can affect his attention
or the co-ordination of his movements.
Observe the following precautions
- Do not allow children or unauthorized persons to

drive your tractor.
- Fasten your seat belt if the tractor is fitted with a

roll-over frame. This is the warning symbol. Pay attention
when you see it on the machine or in the
- Whenever possible, do not use the tractor near manual as it marks a potential risk of injury.
ditches or embankments.
1 - 30
INTRODUCTION
Working in safety
Safety frame
The tractor is equipped with a safety frame and sa-
fety belts.If the safety frame has been removed, you
must equip the tractor with a new safety frame and
safety belts. The safety structure reduces the risk
of injury should the tractor tip over. Tipping over
without a safety structure can cause damage and
serious injury.
Use
• Before using the tractor, ensure that the safety

frame has not been damaged and that it is secu-
rely fastened to the tractor. Fig.20-1
• DO NOT attach chains, cables, etc., to the safety

frame or cab for towing purposes as this could
cause the tractor to tip up: always use the draw-
bar for this purpose.
• Always fasten your safety belt. DO NOT wear the

safety belt if the tractor is not equipped with a sa-
fety frame or cab.
• Check the safety belts for damage. Damaged bel-

ts must be replaced.
Damaged safety frames
If the tractor has tipped over and the safety frame

has been damaged (e.g. in the case of a crash again-
st a bridge), it must be replaced in order to ensure Fig.21-1
the original degree of protection.
After an accident, check the safety frame, the dri-

ving seat, the safety belts and the anchor points of
the safety belts. Replace all damaged parts before
using the tractor again.
DO NOT WELD, DRILL, BEND OR STRAIGHTEN

THE SAFETY FRAME OR CAB: to do so reduces
the degree of protection that is ensured by the origi-
nal equipment.
1 - 31
INTRODUCTION
Working in safety
Safety precautions
Protect yourself
Wear all protective clothing and any personal pro-
tection devices called for by the work conditions.
Never take risks (Fig.21a-1).
You need the following protective clothing:
• A hard hat.
• Safety goggles or mask.
• Hearing protection.
• Respirator or filter mask.

Fig.21a-1
• Clothing for bad weather.
• Reflective clothing.
• Heavy-duty gloves (neoprene for chemicals, lea-

ther for rough work).
• Safety shoes.
1 - 32
INTRODUCTION
CHAP. 1
Pre-delivery inspection and maintenance
CONTENTS
Sect. 4 Pre-delivery inspections and maintenance
4-1 General information ..................................................... 1-34

4-2 Inspections before delivery .......................................... 1-34
4-3 Routine maintenance guide ......................................... 1-35
1 - 33
INTRODUCTION
Sect.4 - Pre-delivery inspections and maintenance

4-1 General information
To ensure that the tractor is regularly serviced du- - Hitch a towed implement and make sure that the
ring the 12 month warranty period, the McCormick de- hydraulic accessories of the tractor operate cor-
aler must carry out maintenance work after 50 and rectly.
250 hours service. - Check and regulate the tyre pressure (on the road
These operations will ensure your tractor functions or ground).
with utmost efficiency throughout the warranty pe- - Make sure that all nuts, bolts, centering pins, pipe
riod and that it gives reliable service. unions and fastening devices are correctly fixed.
- Make sure that there are no leaks from the pi-
4-2 Pre-delivery inspection pes.
- Make sure that the lights are correctly positio-
The following operations must be carried out both ned.
by the agent before delivering to the Dealer and by - Test the tractor on the road, making sure that the
the Dealer before delivering to the customer or ope- brakes, controls and accessories operate cor-
rator: rectly.
1. General installation 2. Driving torques
- Clean the lower surface of the batteries and spread - Check the driving torques of the bolts or nuts that
the terminals with vaseline. fix the various chassis components:
- Charge the battery if necessary. - Front axle/Engine
- Check all battery connections. Make sure that all - Engine/Gearbox
leads, tubes and indicator lights are well fixed. - Gearbox/Rear axle
- Check and top up the oil in the engine and tran- - Axle shaft housings/Rear axle- Check the driving
smission housings. torque of the nuts or bolts that fix the wheels and
- Lubricate all parts requiring grease. wheel plates.
- Check the tension of the belts (alternator, fan,
servo-control pump and air-conditioning compres-
sor) and adjust if necessary.
- Flush out the cooling circuit and fill it with fresh
water (unless it contains antifreeze).
- Make sure that the tank contains sufficient fuel
and that this is the right type.
- Make sure that the nuts and bolts that fix the cylin- Total safety
der head have been driven to the right torque.
Make sure that the fixing nuts and bolts on the Before delivering the machine to the customer,
intake and exhaust manifolds are tight. always control its operation. Particularly check for
- Check and adjust the tappet play and visually in- the safety systems to operate correctly. Install all
spect the valve springs. safety guards and protections.
- Check the injectors. Bleed the fuel circuit and ti-
ghten all the fuel pipe unions.
- Make sure that the engine air filtering pipes are
well fixed.
- Check the adjustment of the engine articulations,
making sure that they operate smoothly.
- Start the engine.
- Make sure that the instruments, controls and in- SAFETY
dicator lights operate correctly. above all
- Check the engine rate on the rev counter using
the pedal and hand accelerator.
1 - 34
INTRODUCTION
Pre-delivery inspections and maintenance

4-3 Routine maintenance guide
Check for function

Operation number
Top up level
Work hours
Lubrication
Replace
Description
Adjust
Clean
1 Engine oil level
2 Oil level in gearbox,
power lift and steering systems
3 Battery
4 Fuel filter
5 Engine coolant expansion tank
6 Engine collant radiator
7 Gearbox and hydraulic circuits oil radiator
Variable
8 Air conditioning system condenser
maintenance
(5) 9 Dry air filter discharge valve
10 Dry air filter outer cartridge
11 Alternator and fan belt
12 Air conditioning compensator belt (cab version)
13 Mechanical clutch pedal - Speed Five
14 Mechanical PTO clutch hand lever
15 Brake oil level
16 Brake pedals (3)
17 Parking brake
18 Oil level in rear final drives
19 Oil level in front axle and front final drives
20 Tyre pressure
Miscellaneous
Wheel nut tightness

Tightness of nuts and bolts in general
Tightness of safety frame fixing pins
Windscreen wash liquid
Every 100 21 General lubrication
hours 22 Lubrication of 4WD front axle
service 23 Lubrication of 2WD front axle (if mounted)
24 Engine oil sump
25 Engine oil filter
Every 250 26 Oil filter on the intake (2)
hours
of steering and power lift circuits
service
27 Oil filter on the delivery (2)
of the steering circuit and Power Shuttle (if mounted)
(4)
1 - 35
INTRODUCTION
Pre-delivery inspections and maintenance
Check for function

Operation number
Work hours
Top up level
Lubrication
Replace
Description
Adjust
Clean
28 Engine valves
Every 500 29 Fuel filter
hours
service 30 Front wheel hubs 2WD (if mounted)
30b Engine breather cleaning (according to engine type)(6)
31 Injectors and injection pump
32 Oil in transmission, power lift
circuit and steering circuit (1)
Every 1000 33 Rear final drives
hours 34 Steering cylinder knuckle joints
service or
35 Replace oil in front differential housing and front
once a year
final drives
36 Starter motor and alternator
37 Dry air filter
38 Engine cooling system
39 Drain sludge from fuel tank
Bleed air from fuel system

General
Bleed air from rear and front brake circuit
maintenance
Electrical system
Long idle periods of the tractor
REFERENCE MARKS FOR THE OPERATIONS (2) Initially after the first 500 hours operation, then
every 1000 hours.
Inspection, filling, lubrication.
Replacement Cleaning or washing (3) ATTENTION: Clean the filter of the steering circuit
Adjustment after the first 50 hours to protect the circuit itself.
Operations that must be carried out by the Following this, clean the filter every 500 hours.
Dealer.
* Operations marked by an asterisk must be (4) ATTENTION: Use your own discretion and experience
carried out by the Dealer. when deciding on the actual intervals for variable
interval service and maintenance operations. Always
NOTES remember, however, that it is better to carry out them
too often than not often enough.
(1) Operation to be carried out at least once a
year.
1 - 36
INTRODUCTION
CHAP. 1
Conversion tables
CONTENTS
Sect. 5 Conversion tables
5-1 Length ......................................................................... 1-38

5-2 Area ............................................................................. 1-41
5-3 Volume ........................................................................ 1-42
5-4 Weight ......................................................................... 1-45
5-5 Pressure ...................................................................... 1-47
5-6 Moment of rotation ....................................................... 1-49
5-7 Temperature ................................................................ 1-51
1 - 37
INTRODUCTION
Sect.5 - Conversion tables

5-1 Length
From mm to inches
mm inches mm inches mm inches mm inches
1 0.0394 26 102.36 51 2.0079 76 2.9921

2 0.0387 27 1.0630 52 2.0472 77 3.0315
3 0.1181 28 1.1024 53 2.0866 78 3.0709
4 0.1575 29 1.1417 54 2.1260 79 3.1102
5 0.1968 30 1.1811 55 2.1653 80 3.1496
6 0.2362 31 1.2205 56 2.2047 81 3.1890
7 0.2756 32 1.2598 57 2.2441 82 3.2283
8 0.3150 33 1.2992 58 2.2835 83 3.2677
9 0.3543 34 1.3386 59 2.3228 84 3.3071
10 0.3937 35 1.3779 60 2.3622 85 3.3464
11 0.4331 36 1.4173 61 2.4016 86 3.3858
12 0.4724 37 1.4567 62 2.4409 87 3.4252
13 0.5118 38 1.4961 63 2.4803 88 3.4646
14 0.5512 39 1.5354 64 2.5197 89 3.5039
15 0.5905 40 1.5748 65 2.5590 90 3.5433
16 0.6299 41 1.6142 66 2.5984 91 3.5827
17 0.6693 42 1.6535 67 2.6378 92 3.6220
18 0.7087 43 1.6929 68 2.6772 93 3.6614
19 0.7480 44 1.7323 69 2.7165 94 3.7008
20 0.7874 45 1.7716 70 2.7559 95 3.7401
21 0.8268 46 1.8110 71 2.7953 96 3.7795
22 0.8661 47 1.8504 72 2.8346 97 3.8189
23 0.9055 48 1.8898 73 2.8740 98 3.8583
24 0.9449 49 1.9291 74 2.9134 99 3.8976
25 0.9842 50 1.9685 75 2.9527 100 3.9370
From inches to mm From inches to mm

inches mm inches mm inches mm inches mm
1/64 0.3969 33/64 13.0969 17/64 6.7469 49/64 19.4469

1/32 0.7937 17/32 13.4937 9/32 7.1437 25/32 19.8437
3/64 1.1906 35/64 13.8906 19/64 7.5406 51/64 20.2406
1/16 1.5875 9/16 14.2875 5/16 7.9375 13/16 20.6375
5/64 1.9844 37/64 14.6844 21/64 8.3344 53/64 21.0344
3/32 2.3812 19/32 15.0812 11/32 8.7312 27/32 21.4312
7/64 2.7781 39/64 15.4781 23/64 9.1281 55/64 21.8281
1/8 3.1750 5/8 15.8750 3/8 9.5250 7/8 22.2250
9/64 3.5719 41/64 16.2719 25/64 9.9219 57/64 22.6219
5/32 3.9687 21/32 16.6687 13/32 10.3187 29/32 23.0187
11/64 4.3656 43/64 17.0656 27/64 10.7156 9/64 23.4156
3/16 4.7625 11/16 17.4625 7/16 11.1125 15/16 23.8125
13/64 5.1594 45/64 17.8594 29/64 11.5094 21/64 24.2094
7/32 5.5562 23/32 18.2562 15/32 11.9062 31/32 24.6062
15/64 5.9531 47/64 18.6531 31/64 12..3062 63/64 25.0031
1/4 6.3500 3/4 19.0500 1/2 12..7000 1 25.4000
00
1 - 38
INTRODUCTION
Conversion tables
From Ft to Meters
ft. 0 1 2 3 4
m m m m m
- 0.305 0.610 0.914 1.219

10 3.048 3.353 3.658 3.962 4.267
20 6.096 6.401 6.706 7.010 7.315
30 9.144 9.449 9.754 10.058 10.363
40 12.192 12.497 12.802 13.106 13.411
50 15.240 15.545 15.850 16.154 16.459
60 18.288 18.593 18.898 19.202 19.507
70 21.336 21.641 21.946 22.250 22.555
80 24.384 24.689 24.994 25.298 25.603
90 27.432 27.737 28.042 28.346 28.651
100 30.480 30.785 31.090 31.394 31.699
ft. 5 6 7 8 9
m m m m m
- 1.524 1.829 2.134 2.438 2.743

10 4.572 4.877 5.182 5.486 5.791
20 7.620 7.925 8.230 8.534 8.839
30 10.668 10.973 11.278 11.582 11887
40 13.716 14.021 14.326 14.630 14.935
50 16.764 17.069 17.374 17.678 17.983
60 19.812 20.117 20.422 20.726 21.031
70 22.860 23.165 23.470 23.774 24.079
80 25.908 26.213 26.518 26.822 27.127
90 28.956 29.261 29.566 29.870 30.175
100 32. 004 32.309 32.614 32.918 33.223
From Meters to Ft
m 0 1 2 3 4
ft. ft. ft. ft. ft.
- 3.2808 6.5617 9.8425 13.1234

10 32.8084 36.0892 39.3701 42.6509 45.9318
20 65.6168 68.8976 72.1785 75.4593 78.7402
30 98.4252 101.7060 104.9869 108.2677 111.5486
40 131.2336 134.5144 137.7953 141.0761 144.3570
50 164.0420 167.3228 170.6037 173.8845 177.1654
60 196.8504 200.1312 203.4121 206.6929 209.9738
70 229.6588 232.9396 236.2205 239.5013 242.7822
80 262.4672 265.7480 269.0289 272.3097 275.5906
90 295.2756 298.5564 301.8373 305.1181 308.3990
100 328.0840 331.3648 334.6457 337.9265 341.2074
m 5 6 7 8 9
ft. ft. ft. ft. ft.
- 16.4042 19.6850 22.9659 26.2467 29.5276

10 49.2126 52.4934 55.7743 59.0551 62.3360
20 82.0210 85.3018 88.5827 91.8635 95.1444
30 114.8294 118.1102 121.3911 124.6719 127.9528
40 147.6378 150.9186 154.1995 175.4803 160.7612
50 180.4462 183.7270 187.0079 190.2887 193.5696
60 213.2546 216.5354 219.8163 223.0971 226.3780
70 246.0630 249.3438 252.6247 255.9055 259.1864
80 278.8714 282.1522 285.4331 288.7139 291.9948
90 311.6798 314.9606 318.2415 321.5223 324.8032
100 344.4882 347.7690 351.0499 354.3307 357.6116
1 - 39
INTRODUCTION
Conversion tables
From Miles to Kilometers
miles 0 1 2 3 4
km km km km km
- 1.609 3.219 4.828 6.437

10 16.093 17.703 19.312 20.921 22.531
20 32.187 33.796 35.406 37.015 38.624
30 48.280 49.890 51.499 53.108 54.718
40 64.374 65.983 67.593 69.202 70.811
50 80.467 82.077 83.686 85.295 86.905
60 96.561 98.170 99.779 101.390 103.000
70 112.650 114.260 115.870 117.480 119.090
80 128.750 130.360 131.970 133.580 135.190
90 144.840 146.450 148.060 149.670 151.280
100 160.930 162.540 164.150 165.760 167.370
miles 5 6 7 8 9
km km km km km
- 8.047 9.656 11.265 12.875 14.484

10 24.140 25.750 27.359 28.968 30.578
20 40.234 41.843 43.452 45.062 46.671
30 56.327 57.936 59.546 61.155 62.764
40 72.421 74.030 75.639 77.249 78.858
50 88.514 90.123 91.733 93.342 94.951
60 104.610 106.220 107.830 109.440 111.040
70 120.700 122.310 123.920 125.530 127.140
80 136.790 138.400 140.010 141.620 143.230
90 152.890 154.500 156.110 157.720 159.330
100 168.980 170.590 172.200 173.810 175.420
From Kilometers to miles

km 0 1 2 3 4
miles miles miles miles miles
- 0.621 1.243 1.864 2.486

10 6.214 6.835 7.457 8.078 8.699
20 12.427 13.049 13.670 14.292 14.913
30 18.641 19.263 19.884 20.506 21.127
40 24.855 25.477 26.098 26.720 27.341
50 31.069 31.690 32.311 32.933 33.554
60 37.282 37.904 38.525 39.147 39.768
70 43.497 44.118 44.739 45.361 45.982
80 49.711 50.332 50.953 51.575 52.196
90 55.924 56.545 57.166 57.788 58.409
100 62.138 62.759 63.380 64.002 64.623
km 5 6 7 8 9
miles miles miles miles miles
- 3.107 3.728 4.350 4.971 5.592

10 9.321 9.942 10.562 11.185 11.805
20 15.534 16.156 16.776 17.399 18.019
30 21.748 22.370 22.990 23.613 24.233
40 27.962 28.584 29.204 29.827 30.447
50 34.175 34.797 35.417 36.040 36.660
60 40.389 41.011 41.631 42.254 42.874
70 46.603 47.225 47.845 48.468 49.088
80 52.817 53.439 54.059 54.682 55.302
90 59.030 59.652 60.272 60.895 61.515
100 65.244 65.866 66.486 67.109 67.729
1 - 40
INTRODUCTION
Conversion tables
5-2 Area
From square inches to square centimeters
in(2) 0 1 2 3 4
cm(2) cm(2) cm(2) cm(2) cm(2)
- 6.452 12.903 19.355 25.806

10 64.516 70.968 77.419 83.871 90.322
20 129.032 135.484 141.935 148.387 154.838
30 193.548 200.000 206.451 212.903 219.354
40 258.064 264.516 270.967 277.419 283.870
50 322.580 329.032 335.483 341.935 348.386
60 397.096 393.548 399.999 406.451 412.902
70 451.612 458.064 464.515 470.967 477.418
80 516.128 522.580 529.031 535.483 541.934
90 580.644 587.096 593.547 599.999 606.450
100 645.160 651.612 658.063 664.515 670.966
in(2) 5 6 7 8 9
cm(2) cm(2) cm(2) cm(2) cm(2)
- 32.258 38.710 45.161 51.613 58.064

10 96.774 103.226 109.677 116.129 122.580
20 161.290 167.742 174.193 180.645 187.096
30 225.806 232.258 238.709 245.161 251.612
40 290.322 296.774 303.225 309.677 316.128
50 354.838 361.290 367.741 374.193 380.644
60 419.354 425.806 432.357 438.709 445.160
70 483.870 490.322 496.773 503.225 509.676
80 548.386 554.838 561.289 567.741 574.192
90 612.902 619.354 625.805 632.257 638.708
100 677.418 683.870 690.321 696.773 703.224
From square centimeters to square inches

cm(2) 0 1 2 3 4
in(2) in(2) in(2) in(2) in(2)
- 0.155 0.310 0.465 0.620

10 1.550 1.705 1.860 2.015 2.170
20 3.100 3.255 3.410 3.565 3.720
30 4.650 4.805 4.960 5.115 5.270
40 6.200 6.355 6.510 6.665 6.820
50 7.750 7.905 8.060 8.215 8.370
60 9.300 9.455 9.610 9.765 9.920
70 10.850 11.005 11.160 11.315 11.470
80 12.400 12.555 12.710 12.865 13.020
90 13.950 14.105 14.260 14.415 14.570
100 15.500 15.655 15.810 15.965 16.120
cm(2) 5 6 7 8 9
in(2) in(2) in(2) in(2) in(2)
- 0.775 0.930 1.085 1.240 1.395

10 2.325 2.480 2.635 2.790 2.945
20 3.875 4.030 4.185 4.340 4.495
30 5.425 5.580 5.735 5.890 6.045
40 6.975 7.130 7.285 7.440 7.595
50 8.525 8.680 8.835 8.990 9.145
60 10.075 10.230 10.385 10.540 10.695
70 11.625 11.780 11.935 12.090 12.245
80 13.175 13.330 13.485 13.640 13.795
90 14.725 14.880 15.035 15.190 15.345
100 16.275 16.430 16.385 16.740 16.895
1 - 41
INTRODUCTION
Conversion tables
5-3 Volume
From cubic inches to cunbic centimeters
(3)
in 0 1 2 3 4
cm(3) (cc) cm(3) (cc) cm(3) (cc) cm(3) (cc) cm(3) (cc)
- 16.387 32.774 49.161 65.548

10 163.871 180.258 196.645 213.032 229.419
20 327.741 344.128 360.515 376.902 393.290
30 491.612 507.999 524.386 540.773 557.160
40 655.483 671.870 688.257 704.644 721.031
50 819.353 835.740 852.127 868.514 884.901
60 983.224 999.611 1015.998 1032.385 1048.772
70 1147.094 1163.482 1179.869 1196.256 1212.643
80 1310.965 1327.352 1343.739 1360.126 1376.513
90 1474.836 1491.223 1507.610 1523.997 1540.384
100 1638.706 1655.093 1671.481 1687.868 1704.255
in(3) 5 6 7 8 9
cm(3) (cc) cm(3) (cc) cm(3) (cc) cm(3) (cc) cm(3) (cc)
- 81.935 98.322 114.709 131.097 147.484

10 245.806 262.193 278.580 294.967 311.354
20 209.677 426.064 442.451 458.838 475.225
30 573.547 589.934 606.321 622.708 639.095
40 737.418 753.805 770.192 786.579 802.966
50 901.289 917.676 934.063 950.450 966.837
60 1065.159 1081.546 1097.933 1114.320 1130.707
70 1229.030 1245.417 1261.804 1278.191 1294.578
80 1392.200 1409.288 1425.675 1442.062 1458.449
90 1556.771 1573.158 1589.545 1605.932 1622.319
100 1720.642 1737.029 1753.416 1769.803 1786.190
From cubic centimeters to cubic inches

cm(3) (cc) 0 1 2 3 4
in(3) in(3) in(3) in(3) in(3)
- 0.0610 0.1220 0.1831 0.2441

10 0.6102 0.6713 0.7323 0.7933 0.8543
20 1.2205 1.2815 1.3425 1.4035 1.4646
30 1.8307 1.8917 1.9528 2.0138 2.0748
40 2.4409 2.5020 2.5630 2.6240 2.6850
50 3.0512 3.1122 3.1732 3.2343 3.2953
60 3.6614 3.7224 3.7835 3.8445 3.9055
70 4.2717 4.3327 4.3937 4.4547 4.5158
80 4.8819 4.9429 5.0039 5.0650 5.1260
90 5.4921 5.5532 5.6142 5.6752 5.7362
100 6.1024 6.1634 6.2244 6.2854 6.3465
cm(3) (cc) 5 6 7 8 9
in(3) in(3) in(3) in(3) in(3)
- 0.3051 0.3661 0.4272 0.4882 0.5492

10 0.9154 0.9764 1.0374 1.0984 1.1595
20 1.5256 1.5866 1.6476 1.7087 1.7697
30 2.1358 2.1969 2.2579 2.3189 2.3799
40 2.7461 2.8071 2.8681 2.9291 2.9902
50 3.3563 3.4173 3.4784 3.5394 3.6004
60 3.9665 4.0276 4.0886 4.1495 4.2106
70 4.5768 4.6378 4.6988 4.7599 4.8209
80 5.1870 5.2480 5.3091 5.3701 5.4311
90 5.7973 5.8583 5.9193 5.9803 6.0414
100 6.4075 6.4685 6.5295 6.5906 6.6516
1 - 42
INTRODUCTION
Conversion tables
From gallons (U.S.) to liters
U.S. gal. 0 1 2 3 4
liters liters liters liters liters
- 3.7854 7.5709 11.3563 15.1417

10 37.8543 41.6397 45.4251 49.2105 52.9960
20 75.7085 79.4940 83.2794 87.0648 90.8502
30 113.5528 117.3482 121.1337 124.9191 128.7045
40 151.4171 155.2025 158.9879 162.7734 166.5588
50 189.2713 1930568 196.8422 200.6276 204.4131
60 227.1256 230.9110 234.6965 238.4819 242.2673
70 264.9799 268.7653 272.5507 276.3362 280.1216
80 302.8342 306.6196 310.4050 314.1904 317.9759
90 340.6884 344.4738 348.2593 352.0447 355.8301
100 378.5427 382.3281 386.1135 389.8990 393.6844
U.S. gal. 5 6 7 8 9
- 18.9271 22.7126 26.4980 302834 34.0638

10 56.7814 60.5668 64.3523 68.1377 71.9231
20 94.6357 98.4211 102.2065 105.9920 109.7774
30 132.4899 136.2754 140.0608 143.8462 147.6316
40 170.3442 174.1296 177.9151 181.7005 185.4859
50 208.1985 211.9839 215.7693 219.5548 223.3402
60 246.0527 2498382 253.6236 257.4090 261.1945
70 283.9070 287.6924 291.4779 295.2633 299.0487
80 321.7613 325.5467 329.3321 333.1176 336.9030
90 359.6156 363.4010 367.1864 370.9718 374.7573
100 397.4698 401.2553 405.0407 408.8261 412.6115
From liters to gallons (U.S.)

Liters 0 1 2 3 4
gal. gal. gal. gal. gal.
- 0.2642 0.5283 0.7925 1.0567

10 2.6417 2.9059 3.1701 3.4342 3.6984
20 5.2834 5.5476 5.8118 6.0759 6.3401
30 7.9251 8.1893 8.4535 8.7176 8.9818
40 10.5668 10.8310 11.0952 11.3594 11.6235
50 13.2086 13.4727 13.7369 14.0011 14.2652
60 15.8503 16.1144 16.3786 16.6428 16.9069
70 18.4920 18.7561 19.0203 19.2845 19.5487
80 21.1337 21.3979 21.6620 21.9262 22.1904
90 23.7754 24.0396 24.3037 24.5679 24.8321
100 26.4171 26.6813 26.9454 27.2096 27.4738
Liters 5 6 7 8 9
- 1.3209 1.5850 1.8492 2.1134 2.3775

10 3.9626 4.2267 4.4909 4.7551 5.0192
20 6.6043 6.8684 7.1326 7.3968 7.6610
30 9.2460 9.5102 9.7743 10.0385 10.3027
40 11.8877 12.1519 12.4160 12.6802 129444
50 14.5294 14.7936 15.0577 15.3219 15.5861
60 17.1711 17.4353 17.6995 17.9636 18.2278
70 19.8128 20.0770 20.3412 20.6053 20.8695
80 22.4545 22.7187 22.9829 23.2470 23.5112
90 25.0962 25.3604 25.6246 25.8888 26.1529
100 27.7380 28.0021 28.2663 28.5305 28.7946
1 - 43
INTRODUCTION
Conversion tables
From gallons (IMP) to liters
Imp gal. 0 1 2 3 4
- 4.5460 9.0919 13.6379 18.1838

10 45.4596 50.0056 54.5515 59.0975 63.6434
20 90.9192 95.4652 100.0111 104.5571 109.1030
30 136.3788 140.9248 145.4707 150.0167 154.5626
40 181.8384 186.3844 190.9303 195.4763 200.0222
50 227.2980 231.8440 236.3899 240.9359 245.4818
60 272.7576 277.3036 281.8495 286.3955 290.9414
70 318.2172 322.7632 327.3091 331.8551 336.4010
80 363.6768 368.2223 372.7687 377.3147 381.8606
90 409.1364 413.6824 418.2283 422.7743 427.3202
100 454.5960 459.1420 463.6879 468.2339 472.7798
Imp gal. 5 6 7 8 9
- 22.7298 27.2758 31.8217 36.3677 40.9136

10 68.1894 72.2354 77.2813 81.8275 86.3732
20 113.6490 118.1950 122.7409 127.2869 131.8328
30 159.1086 163.6546 168.0005 172.7465 177.2924
40 204.5682 209.1142 213.6601 218.2061 222.7520
50 250.0278 254.5738 259.1197 263.6657 268.2116
60 295.4874 300.0334 304.5793 309.1253 313.6712
70 340.9470 345.4930 350.0389 354.5849 359.1308
80 386.4066 390.9526 395.4985 400.0445 404.5004
90 431.8662 436.4122 440.9581 445.9041 450.0500
100 477.3258 4818718 4864177 490.9637 495.5096
From liters to gallons (IMP)

Liters 0 1 2 3 4
- 0.2200 0.4400 0.6599 0.8799

10 2.1998 2.4197 2.6397 2.8597 3.0797
20 4.3995 4.6195 4.8395 5.0594 5.2794
30 6.5993 6.8193 7.0392 7.2592 7.4792
40 8.7990 9.0190 9.2390 9.4590 9.6789
50 10.9988 11.2188 11.4388 11.6587 11.8787
60 13.1986 13.4185 13.6385 13.8585 14.0785
70 15.3983 15.6183 15.8383 16.0582 16.2782
80 17.5981 17.8181 18.0380 18.2580 18.4780
90 19.7978 20.0178 20.2378 20.4578 20.6777
100 21.9976 22.2176 22.4376 22.6575 22.8775
Liters 5 6 7 8 9
- 1.0999 1.3199 1.5398 1.7598 1.9798

10 3.2996 3.5196 3.7396 3.9596 4.1795
20 5.4994 5.7194 5.9394 6.1593 6.3793
30 7.6992 7.9191 8.1391 8.3591 8.5791
40 9.8989 10.9189 10.3389 10.5588 10.7788
50 12.0987 12.3187 12.5386 12.7586 12.9786
60 14.2984 14.5184 14.7384 14.9584 15.1783
70 16.4982 16.7182 16.9382 17.1581 17.3781
80 18.6980 18.9179 19.1379 19.3579 19.5779
90 20.8977 21.1177 21.3377 21.5576 21.7776
100 23.0975 23.3175 23.5374 23.7574 23.9774
1 - 44
INTRODUCTION
Conversion tables
5-4 Weight
From Pounds to Kilograms
Ibs. 0 1 2 3 4
kg kg kg kg kg
- 0.454 0.907 1.361 1.814

10 4.536 4.990 5.443 5.897 6.350
20 9.072 9.525 9.979 10.433 10.886
30 13.608 14.061 14.515 14.969 15.422
40 18.144 18.597 19.051 19.504 19.958
50 22.680 23.133 23.587 24.040 24.494
60 27.216 27.669 28.123 28.576 29.030
70 31.571 32.205 32.659 33.112 33.566
80 36.287 36.741 37.195 37.648 38.102
90 40.823 41.277 41.730 42.184 42.638
100 45.359 45.813 46.266 46.720 47.174
Ibs. 5 6 7 8 9
kg kg kg kg kg
- 2.268 2.722 3.175 3.629 4.082

10 6.804 7.257 7.711 8.165 8.618
20 11.340 11.793 12.247 12.701 13.154
30 15.876 16.329 16.783 17.237 17.690
40 20.412 20.865 21.319 21.772 22.226
50 24.948 25.401 25.855 26.308 26.762
60 29.484 29.937 30.391 30.844 31.298
70 34.019 34.473 34.927 35.380 35.834
80 38.555 39.009 39.463 39.916 40.370
90 43.092 43.545 43.998 44.453 44.906
100 47.627 48.081 48.534 48.988 49.442
From Kilograms to Pounds

kg 0 1 2 3 4
Ibs. Ibs. Ibs. Ibs. Ibs.
- 2.205 4.409 6.614 8.818

10 22.046 24.251 26.455 28.660 30.865
20 44.092 46.297 48.502 50.706 52.911
30 66.139 68.343 70.548 72.752 74.957
40 88.185 90.389 92.594 94.799 97.003
50 110.230 112.440 114.640 116.840 119.050
60 132.280 134.480 136.690 138.890 141.100
70 154.320 156.530 158.730 160.940 163.140
80 176.370 178.570 180.780 182.980 185.190
90 198.420 200.620 202.830 205.030 207.230
100 220.460 222.670 224.870 227.080 229.280
kg 5 6 7 8 9
Ibs. Ibs. Ibs. Ibs. Ibs.
- 11.023 13.228 15.432 17.637 19.842

10 33.069 35.274 37.479 39.683 41.888
20 55.116 57.320 59.525 61.729 63.934
30 77.162 79.366 81.571 83.776 85.980
40 99.208 101.410 103.620 105.820 108.030
50 121.250 123.460 125.660 127.870 130.070
60 143.300 145.510 147.710 149.910 152.120
70 165.350 167.550 169.760 171.960 174.170
80 187.390 189.600 191.800 194.010 196.210
90 209.440 211.640 213.850 216.050 218.260
100 231.490 233.690 235.890 238.100 240.300
1 - 45
INTRODUCTION
Conversion tables
From Kilograms to Newtons
kg 0 1 2 3 4
N N N N N
- - 9.81 19.61 29.42 39.23

10 98.07 107.87 117.68 127.49 137.29
20 196.13 205.94 215.75 225.55 235.36
30 294.20 304.01 313.81 323.62 333.43
40 392.27 402.07 411.88 421.69 431.49
50 490.33 500.14 509.95 519.75 529.56
60 558.40 598.21 608.01 617.82 627.63
70 686.47 696.27 706.08 715.89 725.69
80 784.53 794.34 804.15 813.95 823.76
90 882.60 892.41 902.21 912.02 921.83
100 980.66 990.47 1000.30 1010.08 1019.89
kg 5 6 7 8 9
N N N N N
- 49.03 58.81 68.65 78.45 88.26

10 147.10 156.91 166.71 176.52 186.33
20 245.17 254.97 264.78 274.59 284.39
30 343.23 353.04 362.85 372.65 382.46
40 441.30 451.11 460.91 470.72 480.53
50 539.37 549.17 558.98 568.79 578.59
60 637.43 647.24 657.05 666.85 676.66
70 735.50 745.31 755.11 764.92 774.73
80 833.57 843.37 853.18 862.99 872.79
90 931.63 941.44 951.25 961.05 970.86
100 1029.69 1039.47 1049.31 1059.11 1068.92
From Newtons to Kilograms

N 0 1 2 3 4
kg kg kg kg kg
- - 1.020 2.039 3.059 4.079

100 10.197 11.217 12.237 13.256 14.276
200 20.394 21.414 22.434 23.453 24.473
300 30.591 31.611 32.631 33.651 34.670
400 40.789 41.808 42.828 43.848 44.868
500 50.986 52.006 53.025 54.045 55.065
600 61.183 62.203 63.222 64.242 65.262
700 71.380 72.400 73.420 74.439 75.459
800 81.577 82.597 83.617 84.636 85.656
900 91.774 92.794 93.814 94.834 95.853
1000 101.972 102.990 104.011 105.031 106.051
N 5 6 7 8 9
kg kg kg kg kg
- 5.099 6.118 7.138 8.158 9.177

100 15.296 16.315 17.335 18.355 19.375
200 25.493 26.513 27.532 28.552 29.572
300 35.690 36.710 37.729 38.749 39.769
400 45.887 46.907 47.927 48.946 49.966
500 56.084 57.104 58.124 59.144 60.163
600 66.282 67.301 68.321 69.341 70.360
700 76.479 77.498 78.518 79.538 80.558
800 86.676 87.696 88.715 89.735 90.755
900 96.873 97.893 98.912 99.932 100.951
1000 107.071 108.090 109.110 110.130 111.149
1 - 46
INTRODUCTION
Conversion tables
5-5 Pressure
From Pounds per square inch to Kilograms per square inch
(2)
Ib/in 0 1 2 3 4
(psi) kg/cm(2) kg/cm(2) kg/cm(2) kg/cm(2) kg/cm(2)
- 0.0703 0.1406 0.2100 0.2812

10 0.7031 0.7734 0.8437 0.9140 0.9843
20 1.4062 1.4765 1.5468 1.6171 1.6874
30 2.1092 2.1795 2.2498 2.3202 2.3905
40 2.8123 2.8826 2.9529 3.0232 3.0935
50 3.5154 3.5857 3.6560 3.7263 3.7966
60 4.2185 4.2888 4.3591 4.4294 4.4997
70 4.9216 4.9919 5.0622 5.1325 5.2028
80 5.6246 5.6949 5.7652 5.8356 5.9059
90 6.3277 6.3980 6.4683 6.5386 6.6089
100 7.0308 7.1011 7.1714 7.2417 7.3120
Ib/in(2) 5 6 7 8 9
(psi) kg/cm(2) kg/cm(2) kg/cm(2) kg/cm(2) kg/cm(2)
- 0.3515 0.4218 0.4921 0.5625 0.6328

10 1.0546 1.1249 1.1952 1.2655 1.3358
20 1.7577 1.8280 1.8983 1.9686 2.0389
30 2.4608 2.5311 2.6014 2.6717 2.7420
40 3.1639 3.2342 3.3045 3.3748 3.4451
50 3.8669 3.9372 4.0072 4.0779 4.1482
60 4.5700 4.6403 4.7106 4.7809 4.8512
70 5.2731 5.3434 5.4137 5.4840 5.5543
80 5.9762 6.0465 6.1168 6.1871 6.2574
90 6.6793 6.7496 6.8199 6.8902 6.9605
100 7.3823 7.4526 7.5229 7.5933 7.6636
From Kilograms per square inch to Pounds per square inch

kg/cm(2) 0 1 2 3 4
Ib/in(2) (psi) Ib/in(2) (psi) Ib/in(2) (psi) Ib/in(2) (psi) Ib/in(2) (psi)
- 14.22 28.45 42.67 56.89

10 142.23 156.45 170.68 184.90 199.12
20 284.46 298.69 312.91 327.13 341.36
30 426.70 440.92 455.14 469.36 483.59
40 568.93 583.15 597.37 611.60 625.82
50 711.16 725.38 739.61 753.83 768.05
60 853.39 867.61 881.84 896.06 910.28
70 995.62 1009.80 1024.10 1038.30 1052.50
80 1137.80 1152.10 1166.30 1180.50 1194.70
90 1280.10 1294.30 1308.50 1322.70 1337.00
100 1422.30 1436.50 1450.80 1465.00 1479.20
kg/cm(2) 5 6 7 8 9
Ib/in(2) (psi) Ib/in(2) (psi) Ib/in(2) (psi) Ib/in(2) (psi) Ib/in(2) (psi)
- 71.12 85.34 99.56 113.78 128.01

10 213.35 227.57 241.79 256.02 270.24
20 355.58 369.80 384.03 398.25 412.47
30 497.81 512.03 526.26 540.48 554.70
40 640.04 654.27 668.49 682.71 696.94
50 782.28 796.50 810.72 824.94 839.17
60 924.51 938.73 952.95 967.18 981.40
70 1066.70 1081.00 1095.20 1109.40 1123.60
80 1209.00 1223.20 1237.40 1251.60 1265.90
90 1351.20 1365.40 1379.60 1393.90 1408.10
100 1493.40 1507.70 1521.90 1536.10 1550.30
1 - 47
INTRODUCTION
Conversion tables
From Kilograms per square centimeter to Pascal Kilos
(2)
kg/cm 0 1 2 3 4
KPa KPa KPa KPa KPa
- - 98.1 196.1 294.2 392.3

10 980.7 1078.7 1176.8 1274.9 1372.9
20 1961.3 2059.4 2157.5 2255.5 2353.6
30 2942.0 3040.1 3138.1 3236.2 3334.3
40 3922.7 4020.7 4118.8 4216.9 4314.9
50 4903.3 5001.4 5099.5 5197.5 5295.6
60 5584.0 5982.1 6080.1 6178.2 6276.3
70 6864.7 6962.7 7060.8 7158.9 7256.9
80 7845.3 7943.4 8041.5 8139.5 8237.6
90 8826.0 8924.1 9022.1 9120.2 9218.3
100 9806.6 9904.7 10003.7 10101.8 10198.9
kg/cm(2) 5 6 7 8 9
KPa KPa KPa KPa KPa
- 490.3 588.4 686.5 784.5 882.6

10 1471.0 1569.1 1667.1 1765.2 1863.3
20 2451.7 2549.7 2647.8 2745.9 2843.9
30 3432.3 3530.4 3628.5 3726.5 3824.6
40 4413.0 4511.1 4609.1 4707.2 4805.3
50 5393.7 5491.7 5589.8 5687.9 5785.9
60 6374.3 6472.4 6570.5 6668.5 6766.6
70 7355.0 7453.1 7551.1 7649.2 7747.3
80 8335.7 8433.7 8531.8 8629.9 8727.9
90 9316.3 9414.4 9512.5 9610.5 9708.6
100 10296.9 10395.0 10493.1 10591.1 10689.2
From Pascal Kilos to Kilograms per square centimeter

KPa 0 1 2 3 4
kg/cm(2) kg/cm(2) kg/cm(2) kg/cm(2) kg/cm(2)
- - 1.020 2.039 3.059 4.079

1000 10.197 11.217 13.237 13.256 14.276
2000 20.394 21.414 22.434 23.453 24.473
3000 30.591 31.611 32.631 33.651 34.670
4000 40.789 41.808 42.828 43.848 44.868
5000 50.986 52.006 53.025 54.045 55.065
6000 61.183 62.203 63.222 64.242 65.262
7000 71.380 72.400 73.420 74.439 75.459
8000 81.577 82.597 83.617 84.636 85.656
9000 91.774 92.794 93.814 94.834 95.853
10000 101.972 102.990 104.011 105.031 106.051
KPa 5 6 7 8 9
kg/cm(2) kg/cm(2) kg/cm(2) kg/cm(2) kg/cm(2)
- 5.099 6.118 7.138 8.158 9.177

1000 15.296 16.315 17.335 18.355 19.375
2000 25.493 26.513 27.532 28.552 29.572
3000 35.690 36.710 37.729 38.749 39.769
4000 45.887 46.907 47.927 48.946 49.966
5000 56.084 57.104 58.124 59.144 60.163
6000 66.282 67.301 68.321 69.341 70.360
7000 76.479 77.498 78.518 79.538 80.558
8000 86.676 87.696 88.715 89.735 90.755
9000 96.873 97.893 98.912 99.932 100.951
10000 107.071 108.090 109.110 110.130 111.149
1 - 48
INTRODUCTION
Conversion tables
5-6 Moment of rotation
From Ft/Pounds to Kilogrammeters
ft. Ibs. 0 1 2 3 4
kg-m kg-m kg-m kg-m kg-m
- 0.138 0.276 0.415 0.553

10 1.382 1.520 1.658 1.796 1.934
20 2.764 2.902 3.040 3.178 3.316
30 4.146 4.284 4.422 4.560 4.698
40 5.528 5.666 5.804 5.942 6.080
50 6.910 7.048 7.186 7.324 7.462
60 8.292 8.430 8.568 8.706 8.844
70 9.674 9.812 9.950 10.088 10.227
80 11.056 11.194 11.332 11.470 11.609
90 12.438 12.576 12.714 12.855 12.991
100 13.820 13.958 14.096 14.235 14373
ft. Ibs. 5 6 7 8 9
kg-m kg-m kg-m kg-m kg-m
- 0.691 0.829 0.967 1.106 1.244

10 2.073 2.211 2.349 2.487 2.625
20 3.455 3.593 3.731 3.869 4.007
30 4.837 4.975 5.113 5.251 5.389
40 6.219 6.357 6.495 6.633 6.771
50 7.601 7.739 7.877 8.015 8.153
60 8.983 9.121 9.259 9.397 9.535
70 10.365 10.503 10.641 10.779 10.918
80 11.747 11.885 12.023 12.161 12.300
90 13.129 13.267 13.405 13.544 13.682
100 14.511 14.649 14.787 14.925 14.064
From Kilogrammeters to Ft/Pounds

kg-m 0 1 2 3 4
ft. Ibs. ft. Ibs. ft. Ibs. ft. Ibs. ft. Ibs.
- 7.23 14.47 21.70 28.93

10 72.33 79.57 86.80 94.03 101.27
20 144.67 151.90 159.13 166.37 173.60
30 217.00 224.23 231.46 238.70 245.93
40 289.34 296.57 303.79 311.04 318.27
50 361.66 368.89 376.12 383.36 390.59
60 434.00 441.23 448.45 455.70 462.93
70 506.34 513.57 520.80 528.04 535.27
80 578.68 585.91 593.14 600.38 607.61
90 651.00 658.23 665.46 672.70 679.93
100 723.34 730.57 737.80 745.04 752.27
kg-m 5 6 7 8 9
ft. Ibs. ft. Ibs. ft. Ibs. ft. Ibs. ft. Ibs.
- 36.17 43.40 50.63 57.87 65.10

10 108.50 115.74 122.97 130.20 137.43
20 180.84 188.08 195.30 202.54 209.77
30 253.17 260.41 267.63 274.87 282.10
40 325.50 332.75 339.98 347.21 354.44
50 397.82 405.07 412.30 419.53 426.76
60 470.17 477.41 484.64 491.87 499.10
70 542.50 549.75 556.98 564.21 571.44
80 614.85 622.09 629.41 636.55 643.78
90 687.17 694.41 701.63 708.87 716.10
100 759.51 766.75 774.07 781.21 788.44
1 - 49
INTRODUCTION
Conversion tables
From Kilogrammeters to Newton meters
kg - m 0 1 2 3 4
N-m N-m N-m N-m N-m
- - 9.81 19.61 29.42 39.23

10 98.07 107.87 117.68 127.49 137.29
20 196.13 205.94 215.75 225.55 235.36
30 294.20 304.01 313.81 323.62 333.43
40 392.27 402.07 411.88 421.69 431.49
50 490.33 500.14 509.95 519.75 529.56
60 558.40 598.21 608.01 617.82 627.63
70 686.47 696.27 706.08 715.89 725.69
80 784.53 794.34 804.15 813.95 823.76
90 882.60 892.41 902.21 912.02 921.83
100 980.66 990.47 1000.30 1010.08 1019.89
kg - m 5 6 7 8 9
N-m N-m N-m N-m N-m
- 49.03 58.81 68.65 78.45 88.26

10 147.10 156.91 166.71 176.52 186.33
20 245.17 254.97 264.78 274.59 284.39
30 343.23 353.04 362.85 372.65 382.46
40 441.30 451.11 460.91 470.72 480.53
50 539.37 549.17 558.98 568.79 578.59
60 637.43 647.24 657.05 666.85 676.66
70 735.50 745.31 755.11 764.92 774.73
80 833.57 843.37 853.18 862.99 872.79
90 931.63 941.44 951.25 961.05 970.86
100 1029.69 1039.47 1049.31 1059.11 1068.92
From Kilogrammeters to Newton meters

N-m 0 1 2 3 4
kg - m kg - m kg - m kg - m kg - m
- - 1.020 2.039 3.059 4.079

100 10.197 11.217 12.237 13.256 14.276
200 20.394 21.414 22.434 23.453 24.473
300 30.591 31.611 32.631 33.651 34.670
400 40.789 41.808 42.828 43.848 44.868
500 50.986 52.006 53.025 54.045 55.065
600 61.183 62.203 63.222 64.242 65.262
700 71.380 72.400 73.420 74.439 75.459
800 81.577 82.597 83.617 84.636 85.656
900 91.774 92.794 93.814 94.834 95.853
1000 101.972 102.990 104.011 105.031 106.051
N-m 5 6 7 8 9
kg - m kg - m kg - m kg - m kg - m
- 5.099 6.118 7.138 8.158 9.177

100 15.296 16.315 17.335 18.355 19.375
200 25.493 26.513 27.532 28.552 29.572
300 35.690 36.710 37.729 38.749 39.769
400 45.887 46.907 47.927 48.946 49.966
500 56.084 57.104 58.124 59.144 60.163
600 66.282 67.301 68.321 69.341 70.360
700 76.479 77.498 78.518 79.538 80.558
800 86.676 87.696 88.715 89.735 90.755
900 96.873 97.893 98.912 99.932 100.951
1000 107.071 108.090 109.110 110.130 111.149
1 - 50
INTRODUCTION
Conversion tables
5-7 Temperature
From degrees Fahrenheit to degrees centigrade From degrees centigrade to degrees Fahrenheit
°F °C °F °C °C °F °C °F
-20 -28.9 90 32.2 -30 -22.0 28 82.4

-15 -26.1 95 35.0 -28 -18.4 30 86.0
-10 -23.3 100 37.8 -26 -14.8 32 89.6
-5 -20.6 105 40.6 -24 -11.2 34 93.2
-22 -7.6 36 96.8
0 -17.8 110 43.3
-20 -4.0 38 100.4
1 -17.2 115 46.1 -18 -04 40 104.0
2 -16.7 120 48.9 -16 3.2 42 107.6
3 -16.1 125 51.7 -14 68 44 112.2
4 -15.6 130 54.4 -12 10.4 46 114.8
5 -15.0 135 57.2 -10 14.0 48 118.4
10 -12.2 140 60.0 -8 17.6 50 122.0
-6 21.2 52 125.6
15 -94 145 62.8
-4 24.8 54 129.2
20 -6.7 150 65.6 -2 28.4 56 132.8
25 -3.9 155 68.3 0 32.0 58 136.4
30 -1.1 160 71.1 2 35.6 60 140.0
35 1.7 165 73.9 4 39.2 62 143.6
40 4.4 170 76.7 6 42.8 64 147.2
8 46.4 66 150.8
45 7.2 175 79.4
10 50.0 68 154.4
50 10.0 180 82.2
12 53.6 70 158.0
55 12.8 185 85.0 14 57.2 75 167.0
60 15.6 190 87.8 16 60.8 80 176.0
65 18.3 195 90.6 18 64.4 85 185.0
70 21.1 200 93.3 20 68.0 90 194.0
75 23.9 205 96.1 22 71.6 95 203.0
80 26.7 210 98.9 24 75.2 100 212.0
26 78.8 - -
85 29.4 212 100.0
00
1 - 51
INTRODUCTION
Notes
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1 - 52
INTRODUCTION
CHAP. 1
Sealants
CONTENTS
Sect. 6 Sealants
6-1 Types of Loctite sealants ............................................. 1-54

6-2 Practical advice ........................................................... 1-55
1 - 53
INTRODUCTION
Sect. 6 - Sealants
6-1 Types of Loctite sealant
DESCRIPTION TYPE USE
Weak locking and sealing of screws, adju-

Weak thread locking Loctite 222 ster screws.
Thread locking
Loctite 243 Medium strong locking and sealing of

Medium strong thread locking (former 242) threaded parts in general.
Loctite 271 Highly resistant fixing, locking and sea-

Strong thread locking (former 270) ling of stud bolts, nuts, screws.
Locking and sealing of already mounted

Penetrating thread locking Loctite 290 parts by capillarity. Microporosity seals.
Loctite 603 Highly resistant bonding.

Locker
(former 601)
Assembly of parts
Medium resistant fixing for bushes, bea-

Fixer Loctite 641 rings, etc. Parts can be demounted with
normal tools.
Fast, highly heat resistant fixing of cylin-

Super bonding Loctite 638
drical parts.
Loctite 648 Fast, highly heat resistant fixing of cylin-

High temperature bonder drical parts.
Sealing of threaded unions on hydraulic

Sealing of
Hydraulic and pneumatic Loctite 542

unions
and air pipes of up to 3/4".
Slow hardening Loctite 572 Sealing of threaded unions in general.

Liquid seals
Loctite 510 Sealing of flat surfaces.

Thick flat hermetic Applied by hand.
Loctite 573 Sealing of precise flat surfaces. Applied

Flat hermetic
by hand or with screen-printing systems.
Loctite 7063 Preparares the components for applica-

Cleaning
Cleaner degreaser
tion of an adhesive or sealant
Removes seals Loctite 7200 Removes all traces of seals and sealants.
1 - 54
INTRODUCTION
Sealants
6-2 Practical suggestions
before applying the products, comply with the spe-
ciufic instructions for each sealant family, as indi-
cated below:
THREAD-LOCKING LOCTITE
1 - Clean all parts with Loctite 7063 and dry;

2 - If the thread-locker must be applied at a tempe-
rature of less than 5°C, pretreat the parts with
7240 (Activator);
3 - If the parts have been in contact with watery
washing solutions, remove all traces of these with
hot water before use.
ASSEMBLY OF PARTS

washing solutions, rinse them with hot water be-
fore use;
2 - All parts must be cleaned and dried before appli-
cation: use Loctite 7063;
3 - Pretreat with activator 7240 if the product is ap-
plied at a temperature of less than 5°C.
UNION SEALANT
1 - Clean all parts with Loctite 7063 and dry;

washing solutions, remove these with hot water
before use;
3 - If the sealant must be applied at a temperature of
less than 5°C, pretreat the parts with 7240 (Acti-
vator).
LIQUID SEALS
1 - If there are old seals on the parts, they must be

completely removed with Loctite 7200;
2 - All parts must be cleaned and dried before appli-
cation: use Loctite 7063.
1 - 55
INTRODUCTION
Notes
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1 - 56
INTRODUCTION
CHAP. 1
Driving torques
CONTENTS
Sect. 7 Driving torques. ....................................................................... 1-58
1 - 57
INTRODUCTION
Sect. 7 - Driving torques

MATERIAL 8.8 10.9 12.9
BOLT Z B Z B Z B
M 8 x 1 25 27 36 38 43 46
M 8 (1.25) 23 25 33 35 40 42
M 10 x 1.25 50 55 70 75 85 90
M 10 (1.5) 46 50 66 70 80 85
M 12 x 1.25 90 97 127 135 143 155
M 12 (1.75) 82 86 115 120 138 145
M 14 x 1.5 142 153 200 215 240 260
M 14 (2) 130 140 182 195 220 235
M 16 x 1.5 215 230 300 320 360 390
M 16 (2) 200 215 280 300 340 360
M 18 x 1.5 310 330 435 470 520 560
M 18 (2.5) 270 295 385 415 460 495
M 20 x 1.5 430 460 610 660 720 770
M 20 (2.5) 390 415 550 585 660 705
3/8" -24 UNF 44 47 62 67 75 80

3/8" -16 UNC 40 43 56 60 68 72
1/2" -20 UNF 105 112 147 157 175 190
1/2" -13 UNC 95 102 135 145 160 173
9/16" -18 UNF 150 160 210 225 250 270
9/16" -12 UNC 135 145 190 205 230 245
5/8" -18 UNF 205 215 285 305 345 365
5/8" -11 UNC 185 200 260 280 315 335
3/4" -16 UNF 355 380 500 535 600 645
3/4" -10 UNC 325 345 455 490 550 585
Torque values in Nm Z = galvanized bolt B = burnished bolt
TORQUING TOLERANCES
Critical assembly +5% / -5%
Important assembly +5% / -15%
Secondary assembly +5% / -30%
1 - 58
INTRODUCTION
CHAP. 1
General assembly instructions
CONTENTS
Sect. 8 General assembly instructions

8-1 Seals ........................................................................... 1-60
8-2 O-rings ........................................................................ 1-61
8-3 Bearings ...................................................................... 1-62
1 - 59
INTRODUCTION
Sect.8 - General assembly instructions

8-1 Seals
8 - 1.1 GENERAL RULES
One single seal is generally sufficient to ensure ti-

ghtness. The seal lip must point towards the fluid it
must retain or from the side on which a pressure is
exercised.
Prevent mechanical parts from coming into contact
with the seal lip since, besides impairing the actual
sealing action, it would also considerably shorten
the life of the actual seal.
Thoroughly lubricate the retention ring with grease
before assembly to prevent it from operating dry as
the shaft turns the first few times.
Retention rings with scoring must not be lubricated Fig.22-1
with grease but with oil, as grease would fill the gro-
oves and annul the lubricating effect.
8 - 1.2 ASSEMBLY
1 - The shaft must have a chamfer to facilitate seal

assembly.
2 - Protect the seal edge from damage due to threads,

rakes, sharp edges, slots for splines, etc. These
parts of the shaft should be adequately covered at
the time the seal is mounted.
3 - It is advisable to fit the seal in its housing with the

aid of a mechanical hydraulic press.
4 - The force required to insert the seal must be exer- Fig.23-1

cised as near as possible to the outer diameter of
the seal itself. Particularly make sure that the seal
is perpendicular to the hole axis.
5 - It is inadvisable to glue the seal to the housing as,

even though precautions are taken, the seal lip could
be covered with glue and this would lead to deterio-
ration and leaking fluid right from the very first shaft
turns.
1 - 60
INTRODUCTION

8-1.3 REPLACEMENT
If an assembly is overhauled, it is always advisable

to replace the retention rings on the rotating shafts
and the other seals in general.
Make sure that the sealing edge of the new ring does
not act on the same sliding track as the previous
ring.
8-2 O–Ring seals

8 - 2.1 ASSEMBLY
1 - The O-Ring seal must not be forced on to sharp

edges, threaded or grooved parts. In these cases,
Fig.24-1
where constructional requirements make it impos-
sible to avoid, it is advisable to use a tapered as-
sembly bush or some other similar device.
2 - Before mounting the seal, make sure that the O-

Ring corresponds to the case in question. The hou-
sing and the other parts must be cleaned with the
utmost care. Impurities can damage both the se-
als and the sliding surfaces.
3 - To facilitate assembly and provide the necessary

lubrication right from the start, it is advisable to
immerse the seal in the oil it must keep out or to
spread it with a light layer off lubricating grease
compatible with the material with which the seal is
made.
4 - Fit the O-Ring in its housing, taking care not to

twist it. Fig.25-1
5 - Having finished assembling the components, ope-

rate with the greatest care to prevent the seal from
being damaged.
Fig.26-1
1 - 61
INTRODUCTION

8-3 Bearings
8 - 2.1 INTRODUCTION
Experience and cleanliness when mounting bearin- 4 - It is generally necessary to remove the rust-inhibi-
gs are essential if good performances are to be en- tor with which the bearings are covered before they
sured and to prevent premature yielding. Bearings leave the factory, this only from the external cylin-
should be mounted in a dust-free, dry place far from drical surface and from the hole unless they must
machine tools that produce swarf or machines that be lubricated with grease and used at very high or
create dust. low temperatures. In these cases, the bearings
must be washed and dried to prevent harmful ef-
8 - 2.2 HOW TO PREPARE FOR ASSEMBLY fects on the lubricating properties of the grease used
for these critical temperature conditions.
1 - Before the bearings are mounted, all the necessary 5 - Bearings that have been contaminated through
parts, the tools and equipment must be ready to negligent handling (damaged packaging, etc.) must
hand and in the order in which the various compo- be washed and dried before assembly. Those bea-
nents must be mounted, as established by the in- rings which, when removed from their original
structions or drawings in question. packaging, have a relatively thick and greasy layer
2 - All components involved in bearing application (hou- of rust-inhibitor, have been hot-dipped, must also
sings, shafts, etc.) must be thoroughly cleaned and be washed and dried (hot-dipping is still done, par-
freed from residues due to machining. The rough ticularly when the bearings are very large). Bearin-
inner surfaces of cast iron housings must be free gs that are supplied already lubricated and equip-
from foundry sand. All the bearing components ped with watertight shields or protective shields on
must be checked for size and defects. Bearings both sides must never be washed before they are
will only operate perfectly when the prescribed to- mounted.
lerances are complied with.
3 - The bearings must only be removed from their ori-
ginal packaging when they are about to be moun-
ted, this to prevent foreign bodies from entering
them.
1 - 62
INTRODUCTION

8 - 2.3 ASSEMBLY
1 - It is very important to avoid impact on the rings,

cages and rolling bodies during assembly as they
could be damaged. In no case must a pressure be
applied to a ring in order to indirectly mount another.
Before the bearings are mounted, the surfaces of
the relative housings must be slightly oiled.
2 - By and large, the first ring to be mounted is the one
that creates the greater interference. Small bearin-
gs, which must be coupled with a slight interferen-
ce, can be fitted into their housings by slightly tap-
ping with a mallet and soft metal punch, or prefera-
bly a piece of pipe positioned adjacent to the ring
face. These blows must successively act on the
entire face to prevent the ring from settling off cen- Fig.27-1
ter in relation to the housing. The cup tool illustra-
ted in Fig.27-1 allows a well-centered centrifugal
force to be applied, thus one that acts evenly on
the entire face of the ring. Mechanical or hydraulic
presses are generally used for mass production
assembly.
3 - When a non-modular bearing must be mounted with
interference on the shaft and housing at the same,
it is advisable to insert a disc between the actual
bearing and the tubular fixture (Fig.28-1) in order to
divide the assembly force evenly over the faces of
the two rings. This method is particularly recom-
mended in the case of positionable bearings to pre-
vent the relative outer ring from settling off-center
in relation to the housing. Alternatively, a special
cap can be used with two bearing surfaces, one for
the inner ring and one for the outer ring (Fig.29-1):
these surfaces must be coplanar.
4 - The inner and outer rings of modular bearings can Fig.28-1
be mounted separately. This facilitates assembly
to a considerable extent especially if forced cou-
plings are required for both rings. The moment the
two parts of the bearing, already mounted in their
respective housings, must be re-coupled, care must
be taken to prevent the two rings and the row of
balls from having slanting axes, otherwise the
tracks could be damaged.
5 - Rather large bearings cannot always be mounted
cold on the shaft or in the housing owing to the
entity of the force required (the mounting force in-
creases with the size of the bearing). The bearin-
gs, their rings or supports (hubs, etc.) should the-
refore be heated prior to assembly.
Fig.29-1
1 - 63
INTRODUCTION

6 - The temperature difference required between the
ring and the part to be coupled depends on the
interference required and the diameter of the hou-
sing. However, the bearing should not be heated
more than 125°C otherwise there could be struc-
tural transformations in the material with conse-
quent dimensional variations and a reduction in
hardness. Localized heating should also be avo-
ided. Bearings with protective shields and water-
tight bearings should not be heated before as-
sembly as this could impair the characteristics
of the lubricant.
7 - The bearings should be heated in an oil bath or
muffle furnace. If electric plates are used, the
bearings should be turned several times to make
sure that they are heated evenly. Fig.30-1
8 - 2.4 DEMOUNTING
1 - When bearings are reused after they have been

removed from their housings, the forces to apply
in order to demount them must never be tran-
smitted through the rolling bodies. The ring with
the looser coupling must be removed first in non-
modular bearing. To remove the rings mounted
with a strong interference use the tools and fixtu-
res described below depending on the type of
bearing and its size.
2 - Small bearings can be removed from their hou-
sing using a mallet and soft metal punch to tap
lightly all over the face of the ring in question.
Better still, use a mechanical puller: this latter
can be applied straight on to the face of the ring
to be removed (Fig.30-1), or to a part adjacent to
this. Demounting is facilitated in cases where the
application project envisages stop points on the
shaft and housing, notches for the puller jaws, or
threaded holes for the puller screws.
3 - To demount the inner rings of parallel roller bea-
rings without borders or with one single border,
there are special tools with which the rings can
be quickly heated before the shaft can sensibly
heat and thus expand.
1 - 64
ENGINE
CHAP. 2
CONTENTS
Precautions and Safety Recommendations. ......................................2-2
Sect. 1 Technical specifications. ........................................................2-5

1-1 Main technical specifications .......................................2-6
Sect. 2 Driving torque values. .............................................................2-9

2-1 Standard torque values ............................................ 2-10
2-2 Recommended torques ............................................ 2-11
Sect.3 Engine tuning. ....................................................................... 2-15

3-1 Introduction ............................................................... 2-16
3-2 How to find the compression TDC
of cylinder N°1 ........................................................... 2-17
3-3 Injection pump timing ................................................ 2-17
2-1
ENGINE
Precautions and Safety Recommendations

This section describes certain precautions and safety - Do not run the engine if a guard has been removed.
recommendations. It is important to comply with the- - Do not remove the fill plug of the cooling circuit whi-
se instructions as they can help to prevent injuries. lst the engine is hot and the coolant under pressure
Always remember to comply with the safety instruc- as boiling fluid could spurt out.
tions in the Operation and Maintenance manual and in - Do not produce sparks or near naked flames to bat-
chapter 1 of this manual. teries (especially when they are being charged) as
Pay the greatest attention to the Warnings identified the gas issued by the electrolyte is highly inflamma-
by this symbol: ble. Battery fluid is dangerous for the skin and espe-
cially for the eyes.
- Disconnect the battery terminals before you begin to
repair the electrical system.
- Make sure that the engine is only operated from the
WARNING control panel or driving seat.
- Immediately seek medical help if fuel under pressure
hits the skin.
- Diesel fuel and lubricating oil (especially old used oil)
can be harmful to the skin of certain persons. Wear
- Do not fill the engine with lubricating oil beyond the gloves or apply a special protective creme to protect
mark on the dipstick as such action could damage the hands.
the engine itself. - Do not wear clothes dirtied by lubricating oil. Do not
- Lubricate the rocker arm and camshaft before star- put material dirtied with lubricating oil into your poc-
ting the engine to prevent this from being damaged if kets.
the lubrication circuit has been emptied. - Dispose of used lubricating oil safely in order to safe-
- These engines must only be used for the type of guard the environment. Do not litter.
application for which they have been designed. - Make sure that the gearshift lever is in neutral before
- Do not modify the technical characteristics of the starting the engine.
engione. - Take the greatest care if you must make emergency
- Do not smoke while refuelling. repairs in difficult conditions.
- Clean up any fuel spilt. Materials polluted by fuel - The combustible material with which some of the
must be taken to a safe place. engine components are made (e.g. certain seals) can
- Do not fuel the tank when the engine is running (un- become extremely damgerous if burnt. Never allow
less this is absolutely necessary). such burnt material to come into contact with the
- Do not clean, add lubricating oil or tune up the engine skin and eyes.
while this is running (unless you have been adequa- - Do not allow compressed air to come into contact
tely trained to do so. Even in this case, you must with the skin. Immediately seek medical help if this
proceed with the greatest care in order to avoid acci- should happen.
dents). - Turbosuperchargers operate at high speeds and tem-
- Do not attempt to make adjustments that you do not peratures. Keep your fingers, tools and other objects
understand. well away from the intake and exhaust of the turbo-
- Make sure that the engine is not allowed to operate supercharger and do not touch hot surfaces.
where it could produce a concentration of toxic fu- - Do not clean the engine while it is running. Cold cle-
mes. aning fluids applied to hot engines could damage
- Unauthorized persons must remain at a safety di- some of the components.
stance while the engine or auxiliary equipment are - Only use genuine spare parts.
operating.
- Keep loose garments and long hair well away from
moving parts.
- Keep well away from moving parts whilst the engine
is running. Danger! Some of the moving parts are
not clearly visible when the engine is running.
2-2
ENGINE

How to lift the engine safely
WARNING: make sure that there are no by-

standers near the load.
WARNING: the engine is very heavy. Pro-

ceed with great care and comply with all
the safety instructions.
Before lifting the engine :
- Always use the appropriate, approved equipment of 1

the correct capacity to lift the engine.
Use lifting equipment of the type illustrated in figure
1a - 2. This equipment must be able to lift the engine
vertically above the lifting brackets (1). Never ever
use a single lifting bracket to lift the engine.
- Make sure that the lifting brackets are not damaged
and that they are firmly fixed before you begin to lift
the engine.
- To prevent the rocker arm cover from being dama-
ged, make sure that there is a gap between the hoo-
ks and the actual cover itself.
- Use lifting equipment or ask for help from another
technician if you must lift heavy engine componen-
ts, such as the engine block, the cylinder head, flywhe-
el housing, drive shaft and flywheel.
Fig.1-2
2-3
ENGINE
Chap. 2
Technical specifications
CONTENTS
Sect.1 Technical specifications
2-5
ENGINE
Sect.1 - Technical specifications

1-1 Technical specifications
Engine Series F 60 Series F 70 Series F 80
Type Perkins 4-stroke Diesel engine

with direct injection
Model 1103C-33 1103C-33T 1103C-33T
Fuelling Natural Turbo Turbo
Cylinder number 3 3 3
Bore mm 105 105 105
Stroke mm 127 127 127
Swept volume liters 3.3 3.3 3.3
Compression ratio 19.3 : 1 18.2 : 1 18.2 : 1
ISO power rating HP/kW 58,5/43 66,9/49,2 74,8/55
Rated speed RPM 2200 2200 2200
Max. torque Nm 222 270 291
Max. torque speed RPM 1400 1400 1400
Idling speed RPM 750 750 750
Valve gear

Intake mm 0.20 0.20 0.20
Exhaust mm 0.45 0.45 0.45
Fuel system
Fuel pump Electric pump

Injection pump Dpx (2645K016) Dpx (2643B303) Dpx (2643B302)
Filter on injection pump delivery CVX
Firing order 1-2-3 1-2-3 1-2-3

Injectors Perkins (2645K016) Perkins (2645K017) Perkins (2645K017)
Injector pressure setting Bar - - -
Cold starting device Thermostarter
Air filter dry, with two removable elements for maintenance
Lubrication Cooling
Pump driven forced lubrication. Water cooling, forced circulation by means of a pump.
Oil filtration by: Vertical tube type radiator.

– Gauze filter at pump intake.
– Replaceable cartridge on engine delivery line. Double thermostat control for water circulation.
Oil pressure (with engine at top rate): 3.5/4.2 bar. Starting temperature: 77°/85°C
Engine starting
Thermostarter for cold starting at low temperature.
2-6
ENGINE
Engine Series F 75 Series F 85 Series F 95 Series F 105
Type Perkins 4-stroke Diesel engine

with direct injection
Model 1104C-44 1104C-44 1104C-44T 1104C-44T

Fuelling Natural Natural Turbo Turbo
Cylinder number 4 4 4 4
Bore mm 105 105 105 105
Stroke mm 127 127 127 127
Swept volume liters 4.4 4.4 4.4 4.4
Compression ratio 19.3 : 1 19.3 : 1 18.2 : 1 18.2 : 1
ISO power rating HP/kW 68.2/50.2 81.6/60 91.9/67.6 98.6/72.5
Rated speed RPM 2200 2200 2200 2200
Max. torque Nm 273 292 380 364
Max. torque speed RPM 1400 1400 1400 1400
Idling speed RPM 750 750 750 750
Valve gear

Intake mm 0.20 0.20 0.20 0.20
Exhaust mm 0.45 0.45 0.45 0.45
Fuel system
Fuel pump Electric pump

Injection pump BX (2644N201) BX (2644N203) Dpx (2644H012) Dpx (2644H022)
Filter on injection pump delivery CVX
Firing order 1-3-4-2 1-3-4-2 1-3-4-2 1-3-4-2

Injectors Perkins(2645K013) Perkins(2645K013) Perkins(2645K011) Perkins(2645K011)
Injector pressure setting Bar 290 bar 290 bar 294 bar 294 bar
Cold starting device Thermostarter
Air filter dry, with two removable elements for maintenance
Lubrication Cooling
Pump driven forced lubrication. Water cooling, forced circulation by means of a pump.
Oil filtration by: Vertical tube type radiator.

– Gauze filter at pump intake.
– Replaceable cartridge on engine delivery line. Double thermostat control for water circulation.
Oil pressure (with engine at top rate): 3.5/4.2 bar. Starting temperature: 77°/85°C
Engine starting
Thermostarter for cold starting at low temperature.
2-7
ENGINE
Notes
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2-8
ENGINE
CHAP. 2
Driving torques
CONTENTS
Sect. 2 Diriving torques
2-1 Standard driving torques .......................................... 2-10

2-2 Recommended driving torques ................................ 2-11
2-9
ENGINE
Sez. 2 - Driving torques

The below listed driving torques refer to components Standard driving torques for stud bolts (metal en-
slightly lubricated with clean engine oil before being ded)
torqued.
DRIVING TORQUE
2-1 Standard driving torques Thread size Nm kgf m

M 6 x 1.00 5 0.5
Driving torques for fixing bolts and nuts
M 8 x 1.25 11 1.1
DRIVING TORQUE M10 x 1.50 18 1.8
M12 x 1.75 25 2.5
Thread size Nm kgfm
M 6 x 1.00 9 0.9
M 8 x 1.25 22 2.2
Standard torque values for pipe unions, plugs and
M10 x 1.50 44 4.5 adapters
M12 x 1.75 78 8.0
DRIVING TORQUE
M14 x 2.00 124 12.6
M16 x 2.00 190 19.3 Thread size Nm kgfm
1/8 PTF 9 0.9
1/4 PTF 17 1.7
3/8 PTF 30 3.0
3/4 PTF 45 4.5
2 - 10
ENGINE
Driving torques
2-2 Recommended driving torques
2 6 7 3
Cylinder head
Torque all the screws to 110 Nm in compliance with
the numeric order of Fig. 2/3-2.
With the aid of the tool (1) shown in Fig. 4-2 or making
a mark on the screws and on the cylinder head, ti-
ghten the screws further in compliance with the nume-
ric order and the rotation degrees shown in Fig. 5-2
Screws marked with an (L) must be tightened by
L L
further 270°, the remaining ones by 225°.
1 5 8 4
Fig.2-2
2 6 10 7 3
L 4
1 5 9 8
Fig.3-2
L
225° 270°
Fig.4-2 Fig.5-2
2 - 11
ENGINE
Driving torques
1100 Series
Specific driving torques
The below listed driving torques refer to components

slightly lubricated with clean engine oil before being
torqued.
DRIVING TORQUE
DESCRIPTION
Thread Nm Ibf ft kgfm
Cylinder head
Cylinder head fixing screws
Tappet Torx screw M8 35 26 4.1
Tappet lever adjustment jam nut 3/8 UNF 27 20 2.7
Tappet cover fixing screws M6 9 7 0.9
Fixing screws on cover M6 9 7 0.9
Screws fixing intake manifold on cylinder head M10 33 24 0.9
Pistons and connecting rods

Connecting rod nuts
Drive shaft
Main bearing fixing screws 5/8 UNF 245 180 25
Drive shaft pulley fixing screws 7/16 UNF 115 85 12
Allen screws, cylinder head connections M6 16 12 1.6
Torx screw, rear oil seal casing M8 22 16 2.2
Screw fixing tappet on cylinder head M10 54 39 5.5
Valve gear housing and transmission block

Camshaft gear fixing screws M12 95 70 9.7
PTO plastic cover fixing screws M10 22 16 2.2
Plastic oil filler fixing screws M8 22 16 2.2
Cylinder block
Compressor oil delivery plug M10 22 16 2.2
Rear oil conduit plug 7/8 UNF 68 50 7.0
Front delivery plug M12 46 34 4.6
Turbocharger delivery plug M10x1 19 14 1.9
Coolant drain plug 1/4 NSPM 40 29 4.0
2 - 12
ENGINE
Driving torques
DRIVING TORQUE
DESCRIPTION
Fuel system
High pressure pipe nuts M12 30 22 3,0
Spray nozzle bracket fixing screw M8 35 26 3,5
Fuel injection gear pump nut M14 88 65 9,0
Fixing screws of gear on fuel injection pump (electronic) M8 22 16 2,2
Fixing screws of valve system housing on fuel injection pump M8 25 18 2,5
Fixing screw on Bosch fuel injection pump shaft M10 31 23 3,1
Fixing screw on DP210 fuel injection pump shaft M12 17 12 1,7
Screw fixing DP210 fuel injection pump
in operating position M12 12 9 1,2
Lubrication system
Lubricating oil sump plug G 3/4 34 25 3,4
Oil control valve M10x1 12 9 1,2
Oil control valve plug M10x1 12 9 1,2
Oil dipstick tube nut M16 18 13 1,8
Oil filter cartridge 3 1/2 ACME 25 18 2,5
Cooling system
Fixing screws of fan motor seat M10 44 32 4,5
Fixing screws of fan motor pulley on hub M8 12 9 1,2
Fixing screws of fan control pulley to hub M10 44 4,5
Fan fixing screws M8 12 9 1,2
Flywheel and housing

Engine types RE, RF, RG, RJ and RH:
Screws fixing flywheel to drive shaft 1/2 UNF 05 77 10,7
Engine type RK :
Screws fixing flywheel to drive shaft 1/2 UNF 15 85 11,7
Screws fixing cast-iron flywheel to cylinder block: M10 44 32 4,5
- 8.8 on screw head M12 75 55 7,6
- 10.9 on screw head M10 63 46 6,4
- 10.9 on screw head M12 115 85 11,7
Flywheel block fixing screws
on cylinder block (paper gasket) M10 70 52 7,1
2 - 13
ENGINE
Driving torques
DRIVING TORQUE
DESCRIPTION
Intake system
Turbocharger and manifold nuts M10 47 35 4,8
Drilled bolt, turbocharger supply M10x1 22 16 2,2
Screws that fix vent on cylinder head M6 9 7 0,9
Electrical system
Engine oil pressure sensor M12x1,5 10 7 1,0
Engine oil pressure plug M12x1,5 12 9 1,2
Intake manifold temperature sensor M18 20 15 2,0
Intake manifold temperature sensor plug M18 20 15 2,0
Intake manifold pressure sensor M12 10 7 1,0
Coolant temperature sensor M18 20 15 2,0
Screw fixing ECM plug on ECM M5 6 4 0,6
KSB 1/2 PTF 30 22 3,0
Glow plug on cylinder head M10 18 13 1,8
Glow plug bar nut M4 2 1 0,2
Glow plug bar nut M4 2 1 0,2
Alternator pulley nut: M16 80 59 8,1
- CAV AC5RA and ACRS
- Thin nut A127 and Motorola pulley, 22mm A/F
- Thick nut A127 and Motorola pulley, 24 mm A/F
- Bosch 55A
- Bosch 55A
- Butec 552A
Starter motor nut M10 44 32 4,5
2 - 14
ENGINE
CHAP. 2
Engine timing
CONTENTS
Sect. 3 Engine timing
3-1 Introduction ................................................................. 2-16

3-2 How to find the compression TDC of cylinder N°1....... 2-17
3-3 How to check injection pump timing ............................ 2-17
2 - 15
ENGINE
Sect. 3 - Engine timing

3-1 Introduction
To achieve the correct fuel injection on 1100 Series,
the engines are timed by means of pins (A) (Fig.6-
2).
The piston number 1 is thus at the top dead center A
(TDC) on the compression stroke.
Fuel injection pumps of last generation have a fixed A
TDC phasing, to achieve a fuel injection as required
by statutory rules concerning engine emissions.
It is of the utmost importance that fuel injection is
exactly calibrated to conform to these rules. To find
the TDC on the compression stroke of cylinder n. 1,
follow the operations illustrated in Procedure 3-2.
Caution: The fuel injection pump is provided with a

screw (1)(Fig.7/9-2) that locks the shaft. Fig.6-2
The locking screw must be loosened and the
pump shaft must turn freely.
Make sure that the spacer (2)(Fig.7/9-2) under the
locking screw is in place before attempting to turn
the pump driving shaft. The drive shaft can be
damaged if it is turned while the locking screw is
still tightened.
Pumps of the most recent models are provided with 1 2

a hub (3)(Fig.8-2) permanently mounted on the
drive shaft.
The hub is mounted on the pump by the manufacturer
to assure a very precise phasing. In engines with
these feature the drive gear is fixed on the hub, not
on the pump drive shaft. For a precise phasing of
these pumps during service, a pin (4)(Fig.8-2) is
used.
Fig.7-2
4 3 1
2
5
Fig.8-2 Fig.9-2
2 - 16
ENGINE
Engine timing
3-2 Finding the TDC on the com-
pression stroke of cylinder n. 1
1 - Remove the valve cover, the glow plugs and
the front casing. A
Note: The phasing pin of the drive shaft can be

inserted after mounting the pulley.
2 - Turn the drive shaft in the normal engine rotation

sense, until the piston of cylinder n. 1 is in the
upper part of the cylinder in the compression
phase. A
3 - Carefully turn he drive shaft in the normal engine Fig.10-2
rotation sense to line up the hole in the shaft
with the ones on the cylinder block and on the
valve system. Insert the phasing pin of the drive
shaft (code n. 27610211) into the hole in the
shaft’s shoulder.
4 - Insert the phasing pin of the camshaft (code n.

27610212) into the hole in the shaft’s gear and
let it slide to reach the valve system block. In
this way the engine cylinder n. 1 will be in the
compression TDC.
Note: When the pin is installed, the camshaft gear

can still perform a minimum rotation.
5 - Remove the phasing pins from the camshaft gear

and from the and drive shaft shoulder.
3-3 Check the injection pump timing

Fuel injection pump Delphi DP210
Note: Phasing of the fuel injection pump Delphi

DP210 cannot be checked or adjusted in any way.
If you have a strong suspicion of something wrong
in its phasing, please refer to your Perkins Dealer.
Only a Delphi authorized technician may service a

fuel injection pump Delphi DP210. For any question
concerning pump repairs, please refer to your
Perkins Dealer. The internal phasing of the pump is
tampering proof. High and low idle are set by the
manufacturer. No adjustment of the idling speed is
allowed on the pump.
2 - 17
ENGINE
Engine timing
Check the injection pump timing of the fuel
injection pump Bosch EPVE
1 - Bring the piston of cylinder n. 1 at the TDC in

the compression stroke.
2 - Remove the high pressure fuel hoses from the

fuel injection pump.
3 - Remove the plug (3)(Fig.11-2) and the washer

on the back of the fuel injection pump, mount
the adapter (4)(27610248) for the pump phasing 3
(Fig.12-2) and place a gauge on it (5 Fig.12-2)
(27610248). Adjust the gage on approximately
3 mm (0.1181 inch).
Fig.11-2
4 - Turn the drive shaft in the anticlockwise
direction, until the gauge (5) indicates that the
piston of the fuel injection pump has reached
the lowest position. At this point, set the gauge
(5) to zero.
5 - Turn the drive shaft in the clockwise direction,

4
until the phasing pin on the shaft can be inserted
into the hole in the shaft’s shoulder. The piston
of fuel injection pumps with ER code has a lift of
1.55 mm (0.061 inch).
6 - Read the value on the gauge (5) with the piston

of cylinder n. 1 at the TDC.
7 - If the phasing value is correct, remove the gauge

5
(5) and the adapter 27610248 from the pump.
Mount a new washer on the plug and install on Fig.12-2
the back of the fuel injection pump.
8 - Connect the high pressure fuel hoses to the fuel

injection pump again. Bleed all air in the fuel
circuit.
9 - If the fuel injection pump phasing is not correct,

please refer to your Perkins Dealer.
2 - 18
ENGINE
Notes
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2 - 19
ENGINE
Notes
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2 - 20
CLUTCH
CHAP.3
CONTENTS
Precautions and safety warnings . ......................................................... 3-2
Sect.1 General description................................................................... 3-3

1-1 Drawing of assembly (Speedfive version) ..................... 3-4
1-2 Description of operation................................................. 3-5
1-3 Damper (Powershuttle version) ...................................3-6
Sect.2 Technical specifications. .......................................................... 3-9

2-1 Main technical specifications ....................................... 3-10
Sect.3 Inspection, overhaul and adjustment. ................................... 3-11

3-1 Inspection and overhaul .............................................. 3-12
3-2 Adjustment................................................................... 3-13
Sect.4 Special tools. ......................................................................... 3-15
3-1
CLUTCH
Precautions and safety warnings

Certain precautions and safety recommendations are
described in this section. It is important for opera-
tors to comply with these instructions in order to
prevent accidents. Moreover, always bear in mind
the safety measures described in the Operation and
Maintenance Manual and in chapter 1 of this ma-
nual.
Carefully comply with the Warnings indicated by me-
ans of this symbol:
WARNING: treat the clutch with caution to

avoid injuries to the hands.
WARNING: if the bolts that fix the safety

frame or cab are loosened or if the actual
safety frame or cab are removed, make
sure that the parts are re-installed correctly
so that adequate protection is provided for
the operator.
WARNING: make sure that all persons

keep a due distance away from the danger
zone. Avoid vibrations when bolts are loo-
sened.
WARNING: lift and handle all heavy parts

with lifting means of adequate carrying ca-
pacity. Make sure that the assemblies or
parts are supported by appropriate harness
and hooks. Make sure that there are no
bystanders near the load as it is lifted.
WARNING: avoid twisting the chains or

metal ropes used for lifting purposes.
Always wear safety gloves when handling
cables or chains.
WARNING: use the right tools to align ho-

les. NEVER USE YOUR FINGERS OR
HANDS.
WARNING: handle all parts with the grea-

test care. Do not insert your hands or fin-
gers between one part and another.
WARNING: if you remove the bolts from

parts that are liable to drop, always leave
two opposed bolts in place for safety rea-
sons. Only remove these bolts after you
have hooked the assembly to a lifting me-
ans or after you have positioned bearing
blocks underneath the actual part itself.
3-2
CLUTCH
CHAP. 3
General description
CONTENTS
Sect.1 General description
1-1 Drawing of assembly (Speedfive version) ..................... 3-4

1-2 Description of operation................................................. 3-5
1-3 Damper (Powershuttle version) ...................................3-6
3-3
CLUTCH
Sect.1 - General description

1-1 Drawing of assembly (Speedfive version)
16 55 60 61 9 7 56 12 14
58
57
62 53 54 68 67 66 65 64
Fig.1-3
1 -
Drive shaft 57 - PTO shaft
5 -
Flywheel 58 - PTO disc
7 -
Gearshift clutch disc 60 - PTO disc pressure plate
9 -
Clutch unit 61 - Gearshift clutch disc pressure plate
12 -
Bearing 62 - Belleville washer
14 -
Gearshift main shaft 64 - Power clutch cylinder
16 -
Axle housing 65 - Cylinder stem
53 -
Lock nut for gearshift lever adjuster 66 - Fork
screw 67 - Lever
54 - Levers for gearbox disc disengaging 68 - Collar
55 - Nut to adjust PTO control levers 69 - Rod to adjust PTO control levers
56 - Lever for PTO disc disengaging
3-4
CLUTCH
General description
69 56
58
68 52 67 65 64 Fig.2-3
1-2 Description of operation

The clutch is the component that transmits drive from
the engine to the transmission unit.
It is engaged or disengaged as required by means
of the pedal lever for the gearbox and by means of
the hand lever (A, Fig.3-3) for the PTO.
This lever activates a hydraulic control that allows
oil to supply the cylinder (64) and to shift collar (68)
by means of levers (67 and 52).
The collar depresses levers (56), thus disengaging A
the PTO disc (58) by means of the rod (69).
Fig.3-3
3-5
CLUTCH
General description
1-3 Damper (Powershuttle version)
208
206
205
203
204
207
201
201 - Drive shaft

203 - Flywheel
204 - Flywheel fixing screw
205 - Damper
206 - Damper fixing screw
207 - Input shaft
208 - Engine-gearbox axle housing Fig.4-3
3-6
CLUTCH
General description
Series F tractors in the Powershuttle version feature
a damper plate instead of the classical clutch.
The damper is mounted onto the engine flywheel and
has the purpose both to absorb the vibrations origi-
nated by the engine and to transmit engine drive to
the gearbox.
Fig.5-3
3-7
CLUTCH
Notes
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3-8
CLUTCH
CHAP. 3
CONTENTS
3-9
CLUTCH

2-1 Main technical specifications
Make Lx (Ox)
Type Twin plate
Dimensions 11" (gearbox/PTO plate) (Series F 60-70-80-75)

12" (gearbox/PTO plate) (Series F 85-95-105)
Material Gearbox plate: cerametallic

PTO plate: organic
3 - 10
CLUTCH
CHAP. 3
Inspection, overhaul and adjustment
CONTENTS
Sect.3 Inspection, overhaul and adjustment.
3-1 Inspection and overhaul .............................................. 3-12

3-2 Adjustment................................................................... 3-13
3 - 11
CLUTCH
Sect.3 - Inspection, overhaul and adjustment

3-1 Inspection and overhaul 125±0,5 (12")
123±0,5 (11")
1 - Thoroughly clean all parts and then check them 69 10±0,3 9
visually.
55
2 - Replace any worn part.
3 - Check the sealed bearings (12 Fig.1-3). Make 60

sure that they turn in a regular way and ensure a
good seal. 58
4 - Check the friction surface on the flywheel and 56
on the pressure plates (60-61) and clutch hou-
sing (9).
61
The friction surfaces can be ground in complian-
ce with the minimum tolerated dimensions shown 7
in Fig.7-3.
54
62
53
70
8,5±0,3
98±0,5 (11")
102±0,5 (12") Fig.6-3
60 61 9
5 16,7 23,2 68 17
Fig.7-3
3 - 12
CLUTCH

3-2 Adjustment 125±0,5 (12")
123±0,5 (11")
1 - Fit tool 01 FRI REX on to the clutch, inserting it 69 10 ±0,3 9
on to plate (62) and then inserting the PTO plate
(58). 55
2 - Mount this assembly on the flywheel. Make sure
the two plates are perfectly centered by turning 60
tool 01 FRI REX.
58
3 - Tighten the screws that fix the clutch to the
flywheel after spreading a little Loctite 243 on 56
them.
61 01 FRI REX
4 - Make sure the levers (54-56) are coplanar using
tool 01 FRI REX. This is composed of two rings:
one for the 11" and the other one for the 12"
clutch. By means of adjuster nut (55), the copla-
narity of levers (56), and by means of nut (70)
the coplanarity of levers (54) can be adjusted. 7
5 - After the adjustments have been made, lock the 62
nut (55), clinch it and tighten nut (70 Fig.8-3)
against the pressure plate (61). 54
53
70
8,5 ±0,3
98 ±0,5 (11")
102±0,5 (12")
Fig.8-3
3 - 13
CLUTCH

MAIN CLUTCH ADJUSTMENT
Check the clutch pedal travel at regular intervals.

An excessive play reduces the travel to disengage
the clutch and could cause problems in gear shifting.
On the contrary, an insufficient travel can cause
early wear of the disengagement thrust bearing as
well as overheating and abnormal wear of friction
plates.
Free travel (A Fig.9-3) measured on the pedal should
be 3.5-4 cm. To adjust, loosen the jam nut on the
control linkage, then tighten or loosen the adjuster
m
screw.
X
-4 c
Lock the check nut.
3,5
Remove the three screws (X Fig.9-3) fixing the panel
to gain access to the adjuster screw (B Fig.10-3). Fig.9-3
Fig.10-3
3 - 14
CLUTCH
CHAP. 3
Special tools
CONTENTS
Sect.4 Special tools. ........................................................................... 3-16
3 - 15
CLUTCH
Sect. 4 - Special tools

01 FRI MYT
Clutch unit centering tool
01 FRI REX
Clutch unit centering tool and rings to check coplanarity of lever heights
3 - 16
TRANSMISSION
CHAP.4
CONTENTS
Precautions and Safety Recommendations. ......................................... 4-2
Sect.1 General description. ..................................................................4-3

1-1 Introduction ...................................................................4-4
1-2 Drawing of assembly, main units and description
of operation (Speedfive version) (4WD).................................... 4-6
of operation (Powerfive and Powershuttle versions) (4WD) ...... 4-8
1-4 Differences between 2WD and 4WD versions ............ 4-10
1-5 Controls ....................................................................... 4-14
1-6 Power train diagrams................................................... 4-16
Sect.2 Technical specifications. ....................................................... 4-25

2-1 Main technical specifications .................................... 4-26
2-2 Driving torques and sealants .................................... 4-28
Sect.3 Guidelines for disassembly, re-assembly and adjustments

(tractors with 4-wheel drive). .................................................... 4-31
A - Engine-gearbox assembly (Speedfive version) ............ 4-33
B - Engine-gearbox assembly (Powershuttle version) ....... 4-49
C -Gearbox (Speedfive version) ........................................ 4-81
D -Gearbox (Powershuttle version) ................................. 4-105
E - 4WD housing .............................................................. 4-129
F - Bevel gear pair and rear differential ............................ 4-147
G -Side final drives .......................................................... 4-159
H -Rear brakes ................................................................ 4-167
I - Control levers ............................................................. 4-173
Sect.4 Special tools. ......................................................................... 4-181
4-1
TRANSMISSION

Certain precautions and safety recommendations are WARNING: handle all parts with the grea-
described in this section. It is important for opera- test care. Do not insert your hands or fin-
tors to comply with these instructions in order to gers between one part and another.
the safety measures described in the Operation and WARNING: used oil must be collected and
Maintenance Manual and in chapter 1 of this ma- disposed of in compliance with the correct
nual. anti-pollution laws.
ans of this symbol:
WARNING: the hub is very heavy and dif-
WARNING: take care of the sharp edges ficult to handle. Take all the necessary pre-
around the top of the gearbox housing. cautions when demounting and remounting
this part.
WARNING: if the bolts that fix the safety
frame or cab are loosened or if the actual WARNING: if you remove the bolts from
safety frame or cab are removed, make parts that are liable to drop, always leave
sure that the parts are re-installed correctly two opposed bolts in place for safety rea-
so that adequate protection is provided for sons. Only remove these bolts after you
the operator. have hooked the assembly to a lifting me-
ans or after you have positioned bearing
WARNING: make sure that all persons blocks underneath the actual part itself.
zone. Avoid vibrations when bolts are loo- WARNING: use safety gloves when remo-
sened. ving the differential locking spring. Also
hold the spring tightly with your hand.
with lifting means of adequate carrying ca- WARNING: the differential unit is very he-
pacity. Make sure that the assemblies or avy and difficult to handle. Take all the ne-
parts are supported by appropriate harness cessary precautions when demounting and
and hooks. Make sure that there are no remounting this part.

cables or chains.

les. NEVER USE YOUR FINGERS OR
HANDS.
4-2
TRANSMISSION
CHAP. 4
General description
CONTENTS
1-1 Introduction .................................................................... 4-4

of operation (Speedfive version) (4WD).................................... 4-6
of operation (Powerfive and Powershuttle version) (4WD)........ 4-8
1-4 Differences between 2WD and 4WD versions ............ 4-10
1-5 Control levers .............................................................. 4-14
4-3
TRANSMISSION

1-1 Introduction The gearbox has 5 synchronized speeds (4WD
version), three ranges (slow-medium-fast(, a pinion-
Regardless of its power rating, the transmission of ring gear assembly and differential, brakes and side
SERIES F tractors can consist of various mechanical final drives. Tractors with 2WD are provided with a
assemblies that enable it to move forwards and in gearbox with 4 synchronized speeds, for a max.
reverse with different speed ratios. speed of 30 Kph.
It is the modular type and can house various On request, the gearbox can be fitted in both cases
compositions in the engine-gearbox assembly: with a creeper operated by means of the range
- assembly formed by a double-plate clutch and control lever. The creeper can be therefore engaged
mechanical reverse shuttle (Speedfive version) as an alternative to the same ranges.
(Fig.1-4); In Speedfive version tractors, the PTO is engaged
- assembly formed by a damper plate and hydraulic mechanically by a power control lever, located under
reverse shuttle (Powershuttle version) (Fig.2-4); the steering wheel. In Powershuttle version tractors,
- assembly formed by a damper plate, a hydraulic it is electro-hydraulically engaged by means of a
reverse shuttle (Powershuttle) and a further half- switch located on the right of the driver’s seat..
gear reduction (Powerfive), that can be engaged The synchronized reverse shuttle allows the operator
on load (Fig.3-4). to make fast, safe manoeuvres and facilitates
handling jobs or work with front loaders.
SPEEDFIVE TRANSMISSION ASSEMBLY (4WD)
MECHANICAL
REVERSE SHUTTLE
Fig.1-4
4-4
TRANSMISSION
General description
SPEEDFIVE TRANSMISSION ASSEMBLY (4WD)
HYDRAULIC REVER-
SE SHUTTLE
(POWERSHUTTLE)
DAMPER
PLATE
Fig.2-4
POWERFIVE AND POWERSHUTTLE TRANSMISSION ASSEMBLY (4WD)
HYDRAULIC REVER-
SE SHUTTLE
(POWERSHUTTLE)
DAMPER
PLATE
POWERFIVE
UNIT
Fig.3-4
4-5
TRANSMISSION
General description
1-2 Drawing of assembly and main units (Speedfive version)
ENGINE-GEARBOX ASS’Y GEARBOX
REV.SHUTTLE 5TH SPEED 4TH SPEED 3RD SPEED 2ND SPEED 1ST SPEED BEVEL GEAR PAIR PTO
AND DIFFERENTIAL UNIT
SLOW NORMAL
CLUTCH REV.SHUTTLE FAST 4WD HOUSING SPRING-ON CREEPER
Fig.4-4
4-6
TRANSMISSION
General description
Description of operation (Speedfive version)
Drive passes from the flywheel to the gearbox input the creeper (if installed) are free to turn on the ou-
shaft (14) by means of the single-plate clutch, thus tput shaft (142), which is also splined with the dri-
reaching the reverse shuttle. The operator can cho- ven gear (145) of the medium range. Regardless of
ose which direction to take whilst the tractor is on the range engaged, drive thus reaches the pinion-
the move, since engagement is synchronized. Dri- ring gear assembly and from thence passes to the
ve enters the gearbox via the main shaft (101), whi- side final drives and wheels. The driven gears of
ch is splined on to the reverse shuttle unit. The the creeper (if installed) and the relative engaging
main shaft (101) has all the gears of the five spee- sleeve are installed in the 4WD housing. This always
ds, which thus transmit drive to the secondary shaft contains the “Spring-on” unit and the optional cree-
(131). The driven gears of the five speeds and the per. The PTO assembly is installed in the rear part.
relative synchronizers are free to move on the se- It is electrohydraulically engaged and supplied by
condary shaft. They allow the operator to change the low pressure circuit. The PTO has two speeds
gear whilst the tractor is on the move. Regardless and is proportional to the ground speed. Drive rea-
of the gear engaged, drive thus passes from the se- ches the PTO assembly by means of the shaft (2)
condary shaft (131) to the permanently meshed up- splined to the hub (3) fixed to the flywheel. Drive
per shaft (116). This latter shaft has the driving then reaches the PTO clutch unit by means of the
gear (117) of the slow range and is freely moving selector sleeve (501) and from thence to the gears
driving gear (122) of the medium range. The ranges (600/590). Drive thus reaches the output shaft (512),
are engaged by means of sleeves with frontal to- depending on the selected speed.
othing. The driven gear (143) of the slow range and
2 14 101 116 117 122 501
3 131 143 145 142 512

Fig.5-4
4-7
TRANSMISSION
General description
1-3 Drawing of ass’y and main units (Powerfive and Powershuttle version)
ENGINE-GEARBOX ASS’Y GEARBOX
DAMPER REV.SHUTTLE 5TH SPEED 4TH SPEED 3RD SPEED 2ND SPEED 1ST SPEED BEVEL GEAR PAIR PTO
AND DIFFERENTIAL UNIT
SLOW NORMAL
CLUTCH REV.SHUTTLE REV.SHUTTLE FAST 4WD HOUSING SPRING-ON CREEPER
Fig.6-4
4-8
TRANSMISSION
General description
Description of operation (Powerfive and Powershuttle versions)
Drive passes from the flywheel to the input shaft (207) driven gear (345) of the normal range is coupled. Re-
through the damper disc(205). Drive reaches thus the gardless of the engaged range, drive passes thus to
Powerfive unit that reduces it by 20%; the electrohydrau- the pinion-crown wheel unit, then to the side final dri-
lic control system allows the drive to be engaged with ves and to the wheels. The driven gears of the creeper
the tractor moving and under full load. The drive rea- (if mounted) and the relative engagement sleeve are
ches now the clutch bearing shaft (225). In the located in the 4WD housing. The housing always con-
FORWARD gears (Fig.7-4) drive passes through the tains the Spring-on and “Park Lock units and the cree-
secondary clutch to the main shaft (301) of the gear- per as an option. The Park Lock unit is a safety mecha-
box. The sense of drive is inverted by the main clutch; nical lock of the transmission. In fact, when the engi-
in this case drive passes to the driven gear (230), cou- ne is at a standstill there is no possible mechanical
pled to the lay shaft of the reverse shuttle (231); drive connection between the engine and the transmission.
is thus inverted by gears (235) and (240); this latter The PTO unit is located at the rear part of the tractor.
transmits the reversed drive to the gearbox by means It is electrohydraulically engaged and powered by the
of gear (223). This is permanently meshed with the low pressure circuit. The PTO has two speeds and is
main shaft of the gearbox (301), which is coupled to proportional to the ground speed. Drive passes to the
all drive gears of the five speeds, that transmit the PTO unit by means of the shaft (202) coupled to shaft
drive to the lay shaft (331). On it the driven gears of (207). Through the selector sleeve (501), drive passes
the five speeds and relative synchro rings turn freely. to the PTO clutch unit, then the idler gear; according
They allow the gears to be shifted when the tractor is to the speed selected, drive reaches then the output
moving. Regardless of the speed engaged, drive pas- shaft (512).
ses thus from the lay shaft (331) to the permanently
meshed upper shaft (316). On it the drive gear (317) of
the slow range is machined and the drive gear (322) of
the normal range turns freely. The ranges are engaged
by means of sleeves with frontal toothing. On the ou-
tput shaft (342) the driven gear (343) of the slow range
and of the creeper (if mounted) turns freely anche the
205 207 223 225 301 316 317 322 343 501
202 230 231 240 235 331 345 342 512

Fig.7-4
4-9
TRANSMISSION
General description
1-4 Differences between 2WD and
4WD versions
SERIES F SPEEDFIVE VERSION
The gearbox of the 2WD tractors has 4 speeds

available instead of 5, as 2WD tractors are not
allowed to reach the speed of 40 Kph.
Thus in this tractors the whole synchronizer unit of
the fifth speed (from 127 to 130) and of gear (103)
is missing.
The shaft (101) is the same and a spacer is mounted
in place of gear (103), while the lay shaft (131) is
replaced by shaft (158).
In 2WD tractors the four-wheel drive housing is
empty and only contains a baffle (159) that allows a
proper oil supply to the pumps of the hydraulic
system.
4WD TRANSMISSION
128 103 127 101
5TH SPEED
129 131
Fig.8-4 SYNCHRONIZER
4 - 10
TRANSMISSION
General description
SERIE F SPEEDFIVE VERSION WITH 2WD
158 159
Fig.9-4
4-11
TRANSMISSION
General description
SERIES F POWERSHUTTLE VERSION
The gearbox of the 2WD tractors has 4 speeds

available instead of 5, as 2WD tractors are not
allowed to reach the speed of 40 Kph.
Thus in this tractors the whole synchronizer unit of
the fifth speed (from 327 to 330) and of gear (303)
is missing.
The shaft (301) is the same and a spacer is mounted
in place of gear (303), while the lay shaft (331) is
replaced by shaft (378).
In 2WD tractors the four-wheel drive housing is
different for the most part of its inner components,
as the shaft (423) is shorter (it does not transmit
drive to the 4WD shaft), and the Spring-on unit (434)
is lacking, along with the whole system for the oil
supply to the same.
4WD TRANSMISSION
301 303
5TH SPEED
328 327 SYNCHRONIZER 329 331 423 434
Fig.10-4
4 - 12
TRANSMISSION
General description
SERIE F POWERSHUTTLE VERSION WITH 2WD
378
Fig.11-4
4-13
TRANSMISSION
General description
1-5 Controls
M
GEARSHIFT CONTROL LEVERS
The gear control lever (M) is on the right side of the

dashboard, both in the Speedfive (Fig.12a-4), and in _SB3
the Powershuttle version (Fig.12b-4). The lever is lo- M
cated in a functional position to make driving easier,
safer and suited to any handling requirements. _SB2
In the Powershuttle versions, two buttons are mount-
ed on the lever:
(_SB3 Fig.12b-4) for gearshift in automatic mode
(whitout using the clutch pedal);
(_SB2 Fig.12b-4) to change range with the Powerfive
unit (if mounted).
a Fig.12-4 b
The range selector lever (G Fig.13-4) for the slow, nor-
mal, fast range and creeper (if mounted), is located on
the left, just under the seat, near the PTO control le-
vers.
Fig.13-4
REVERSE SHUTTLE LEVER (SPEEDFIVE VER-

SION)
The reverse shuttle control lever (S Fig.14-4) is posi-

tioned on the left of the dashboard. The lever has three
positions corresponding to the ground speed, neutral
or reverse drive of the tractor:
A - forward drive
N - neutral
R - reverse
S
Fig.14-4
4 - 14
TRANSMISSION
General description
REVERSE SHUTTLE LEVER (POWERSHUTTLE
VERSION)
The reverse shuttle lever (I Fig.15-4) is located on

the left side of the dashboard. It allows the driver to
reverse the direction of the tractor when its speed
is less than 10 kph and to start either forwards or in
reverse without using the clutch pedal (automatic
mode).
Fig.15-4
PARK LOCK LEVER
This lever (P Fig.16-4) is only installed in the

Powershuttle versions and is used to engage/
disengage the “Park Lock” unit. It is installed in
addition to the parking brake to guarantee a more
reliable braking action. It is installed just under the
steering wheel.
NOTA: In the Speedfive version, the lever (P) is

replaced by the rear PTO engaging lever (Q).
Fig.16-4
DIFF LOCK AND 4WD SWITCHES
The switches (_SB8 and _SB11 Fig.17-4) installed

on the driver’s right respectively engage/disengage
the diff lock and 4WD devices. The diff lock can be
disengaged with the brake pedals.
_SB11
_SB8
Fig.17-4
4 - 15
TRANSMISSION
General description
1-6 Power train diagrams
MECHANICAL TRANSMISSION OF SERIES F SPEEDFIVE VERSION, WITH CREEPER AND 4WD
Engine
Rev.shuttle
Direct
drive
5th
4th 3rd
2nd 1st
Slow
Fast
Creeper
Normal
Fig.18-4
4 - 16
TRANSMISSION
General description
MECHANICAL TRANSMISSION OF SERIES F SPEEDFIVE VERSION, WITHOUT CREEPER, WITH 4WD
Engine
Rev.shuttle
Direct
Diretta
drive
5th
4th 3rd
2nd 1st
Slow
Fast
Normal
Fig.19-4
4 - 17
TRANSMISSION
General description
MECHANICAL TRANSMISSION OF SERIES F SPEEDFIVE VERSION, WITH CREEPER AND 2WD
Engine
Rev.shuttle
Direct
drive
4th 3rd
2nd 1a
Slow
Fast
Creeper
Normal
Fig.20-4
4 - 18
TRANSMISSION
General description
MECHANICAL TRANSMISSION OF SERIES F SPEEDFIVE VERSION, WITHout CREEPER, with 2WD
Engine
Rev.shuttle
Direct
drive
4th 3rd
2nd 1st
Slow
Fast
Normal
Fig.21-4
4 - 19
TRANSMISSION
General description
MECHANICAL TRANSMISSION OF SERIES F POWERSHUTTLE VERSION, WITH POWERFIVE, CREE-
PER AND 4WD
Engine
Powerfive
Powershuttle
5th
4th 3rd
2nd 1st
Creeper
Fig.22-4
4 - 20
TRANSMISSION
General description
MECHANICAL TRANSMISSION OF SERIES F POWERSHUTTLE VERSION, WITHOUT POWERFIVE,
WITHOUT CREEPER, WITH 4WD
Engine
Powershuttle
5th
4th 3rd
2nd 1st
Slow
Fast
Normal
Fig.23-4
4 - 21
TRANSMISSION
General description
MECHANICAL TRANSMISSION OF SERIES F POWERSHUTTLE VERSION, WITH POWERFIVE, CREE-
PER AND 2WD
Engine
Powerfive
Powershuttle
4th 3rd
2nd 1st
Creeper
Fig.24-4
4 - 22
TRANSMISSION
General description
MECHANICAL TRANSMISSION OF SERIES F POWERSHUTTLE VERSION, WITHOUT POWERFIVE,
WITHOUT CREEPER, WITH 2WD
Engine
Powershuttle
4th 3rd
2nd 1st
Slow
Fast
Normal
Fig.25-4
4 - 23
TRANSMISSION
Notes
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4 - 24
TRANSMISSION
CHAP. 4
CONTENTS

2-2 Driving torques and sealants ....................................... 4-28
4 - 25
TRANSMISSION
Sect. 2 - Technical specifications

Manufacturer Landini
Gearbox
Speeds (4WD version) Five synchronized speeds with helical tooth gears
(2WD version) Four synchronized speeds with helical tooth gears
Type of range Three ranges (slow - normal - fast)

Creeper (5.68% reduction)
Powerfive (1.203 reduction)
Reverse shuttle Synchronized on gearbox input (Speedfive)

With hydraulic control (Powershuttle) on gearbox input
Number of speeds(4WD version) 15 forward and 15 reverse with Speedfive gearbox

20 forward and 20 reverse with Speedfive gearbox and
creeper
15 forward and 15 reverse with Powershuttle
20 forward and 20 reverse with Powershuttle and creeper
30 forward and 30 reverse with Powerfive and Powershuttle
40 forward and 40 reverse with Powerfive, Powershuttle
and creeper
Number of speeds(2WD version) 12 forward and 12 reverse with Speedfive gearbox

16 forward and 16 reverse with Speedfive gearbox and
creeper
12 forward and 12 reverse with Powershuttle
16 forward and 16 reverse with Powershuttle and creeper
24 forward and 24 reverse with Powerfive and Powershuttle
32 forward and 32 reverse with Powerfive, Powershuttle and creeper
Rear axle
Bevel gear pair(Series F DT F 60 GE) 9/37

(Series F DT F 60) 9/44
(Series F DT F 70/100 GE) 9/37
(Series F DT F 70/100-XL) 9/44
Final reduction of final drives (Series F DT F 60-GE) epicyclic with ratio: 5.200
(Series F DT F 70/100-GE-GL) epicyclic with ratio: 5.077
Total reduction ratio(Series F 60 GE) 21.372

(Series F 70/100 GE) 20.866
(Series F 70/100 XL) 24.816
4 - 26
TRANSMISSION
Type of differential mechanical with 2 planetaries
Differential lock electro-hydraulic control and mechanical engagement,

disengaged with the brakes or button
Brakes
Front brakes (4WD version)
Type Oil-cooled multiple-plate with hydraulic control

Total number of plates 4 (2 each side)
Friction material Graphitic resin
Plate dimensions 143 x 91 mm
Total braking area 955.18 cm2
Rear brakes
Type Oil-cooled multiple-plate with hydraulic control

Total number of plates(Series F 60 GE) 6 (3 each side)
(Series F 70/100-GE) 6 (3 each side)
(Series F 70/100 XL) 8 (4 each side)
Friction material Graphitic resin
Plate dimensions 178 x 141 mm
Total braking area (Series F 60 GE) 1500 cm2

(Series F 70/100-GE) 1500 cm2
(Series F 70/100 XL) 1875 cm2
Parking brake Mechanical control activated with a hand lever

Park Lock (versions with Powershuttle)
4 - 27
TRANSMISSION
2-2 Driving torques and sealants
SPEEDFIVE VERSION
23 Nm (11” clutch) 25 Nm Play = 0,25÷0,30 mm

23 Nm 315 Nm
66 Nm (12” clutch) Loctite 272 Pinion M.R. = 2,5÷3 Nm
Key:
- Driving torque
- Type of sealant
P - Preload
157 Nm 60 Nm Loctite 510 Loctite 510

115 Nm 46 Nm
Loctite 243 Loctite 243 pianermetic pianermetic
Fig.26-4
4-28
TRANSMISSION
POWERSHUTTLE VERSION (WITH POWERFIVE)
66 Nm 46 Nm 46 Nm 25 Nm Play = 0,25÷0,30 mm
315 Nm
Loctite 243 Loctite 243 Loctite 243 Loctite 272 Pinion M.R. = 2,5÷3 Nm
Key:
- Driving torque
- Type of sealant
P - Preload
23 Nm (M8 screw)
157 Nm 46 Nm (M10 screw) 10 Nm 60 Nm Loctite 510 Loctite 510
Loctite 510 pianermetic 46 Nm
Loctite 243 Loctite 272 Loctite 243 pianermetic pianermetic
Fig.27-4
4-29
TRANSMISSION
VERSION WITHOUT CREEPER
145 Nm
Key:
- Driving torque
- Type of sealant
P - Preload Fig.28-4
4 - 30
TRANSMISSION
CHAP. 4
Guidelines for disassembly, re-assembly

and adjustments (tractors with 4WD)
CONTENTS
A - Engine-gearbox assembly (Speedfive version) ............ 4-33

B - Engine-gearbox assembly (Powershuttle version) ....... 4-49
C -Gearbox (Speedfive version) ........................................ 4-81
D -Gearbox (Powershuttle version) ................................. 4-105
E - 4WD housing .............................................................. 4-129
F - Bevel gear pair and rear differential ............................ 4-147
G -Side final drives .......................................................... 4-159
H -Rear brakes ................................................................ 4-167
I - Control levers ............................................................. 4-173
4 - 31
TRANSMISSION
Guidelines for disassembly, re-assembly and adjustments

It is important for the operators to comply with the
safety instructions given in the operation and mainte-
nance manual and in chapter 1 of this manual in order
to prevent accidents.
Carefully comply with the precautions and recommen-
dations highlighted by the symbol below when rea-
ding the guidelines for assembly and re-assembly:
EXAMPLES
WARNING: If the bolts that fix the safety

frame or cab are loosened or if the actual
safety frame or cab are removed, make sure
that the parts are re-installed correctly so
that adequate protection is provided for the
operator.
WARNING: If you remove the bolts from

have hooked the assembly to a lifting
means or after you have positioned bearing
blocks underneath the actual part itself.
4 - 32
TRANSMISSION
CHAP. 4
Engine-gearbox assembly (Speedfive version)
CONTENTS

(4WD version)
A - Engine-gearbox assembly (Speedfive version)

A1 - Drawing of assembly and main components .............. 4-34
A2 - Description of operation ............................................. 4-35
A3 - Guidelines for disassembly ........................................ 4-37
A4 - Guidelines for re-assembly and inspection ................ 4-43
4 - 33
TRANSMISSION
A - Engine-gearbox assembly (Speedfive version)

A1 - Drawing of assembly and main components
1 - Drive shaft
3 8 7 9 12 13 18 19 6 23 41 14 24 25 26 27 43 38 37 2 - PTO drive shaft
3 - Coupled hub
5 - Flywheel
6 - Spring ring
7 - Gearshift clutch disc
11 8 - Pressure plate
9 - Clutch cover
10 - Spring
11 - Diaphragm spring
12 - Thrust bearings
10 13 - Clutch disengagement collar
14 - Gearbox input shaft
15 - Thrust bearing control fork
103 16 - Engine-gearbox ass’y cover
17 - Clutch collar support fixing screw
5 18 - Clutch collar support
101 19 - Retention ring
20 - Plug
21 - Spring ring
4 44 22 - O-ring
23 - Ball bearing
51 24 - Spring ring
25 - Plate
26 - Reverse shuttle gear
131 27 - Reverse shuttle synchromesh
1 28 - Ball bearing
29 - Spacer
30 - Reverse shuttle input shaft
132 31 - Reverse shuttle gear
2 32 - Ball bearing
33 - Lubrication supply union
34 - O-ring
35 - Lubrication supply tube
129 36 - O-ring
37 - Ball bearing
38 - Forward/reverse drive gear
40 - Gearbox lubrication tube
41 - Spring ring
29 30 45 31 32 42 - Ring nut
43 - Reverse shuttle synchromesh tapered ring
44 - Roller bearing
16 15 52 17 20 21 42 22 28 39 40 128 45 - Roller bearing
46 - Reverse shuttle gear shaft
47 - Reverse shuttle shaft fixing pin
49 - Roller bearing
50 - Spring ring
51 - Ball bearing seat
101 - Main shaft
103 - 5th speed drive gear
127 - 5th gear synchro-mesh unit
128 - Ring nut
129 - 5th speed synchromesh tapered ring
50 49 48 47 46 131 - Transmission shaft
132 - 5th speed driven gear Fig.29-4
4-34
TRANSMISSION

A2 - Description of operation
FORWARD DRIVE
Drive is transmitted from the flywheel (5) to the in-

put shaft (14) of the gearbox, via the clutch (7).
The reverse shuttle gear (26) idles on the input shaft.
The forward/reverse gear (38) is keyed to the main
shaft (101) of the gearbox. If the synchromesh sleeve
(27) is shifted towards the right, drive is transmitted
to the main shaft when the synchromesh (27) and
gear (38) mesh together.
The union on the axle housing thus supplies lubri-
cant to the ball bearing (37) and to the transmission
shaft of the gearbox through tube (40).
5 7 14 26 27 38 37 101
AVANTI
40
Fig.30-4
4 - 35
TRANSMISSION

REVERSE DRIVE
Drive is transmitted from the flywheel (5) to the input

shaft (14) of the gearbox, via the clutch (7).
The reverse shuttle gear (26) idles on the input shaft.
When the synchromesh sleeve (27) moves towards
the left, drive thus reaches the main shaft (101) of
the gearbox and inverts the direction in which the
tractor is driven.
The synchromesh sleeve (27) transmits the drive to
the gear (26), permanently meshed with the gear
(48). This latter drives the gear (31), keyed on the
shaft (30).
Drive thus reaches gear (39), which is permanently
meshed with the forward/reverse gear (38) keyed to
the main shaft (101).
5 7 14 26 27 38 101
INDIETRO
48
30 31 39
Fig.31-4
4 - 36
TRANSMISSION

A3 - Guidelines for disassembly
HOW TO REMOVE THE ENGINE-GEARBOX
ASSEMBLY
WARNING: Lift and handle all heavy parts

bystanders near the load being lifted.
- split the engine from the axle;

- unscrew the fixing screws from the covers of the
axle housing and of the gearbox housing (Fig.32-
Fig.32-4
4);
NOTE: Remove the 5th speed plug, spring and ball

from the gearbox cover. Remove the lubrication tube
from the union housing, on the left side (Fig.32-4);
- remove the cover from the axle and the gearbox

(Fig.33-4);
Fig.33-4
NOTE: All balls and springs removed from the gear-

box housing must be set aside (Fig.34-4);
Fig.34-4
4 - 37
TRANSMISSION

- remove the spring pins fixing the blocks (951),
(952) and (953) (Fig.35-4);
WARNING: Do not twist metal ropes or

chains. Always wear safety gloves when
handling cables or chains. 953
952
951
Fig.35-4
- fix a suitable support to the axle (Fig.36-4) for

better aligning the housings, then remove the two
internal screws fixing the axle shaft to the gearbox,
along with the external screws;
- slightly detach the axle from the gearbox, so that

the blocks (951), (952) and (953) can be removed
(Fig.36-4);
Fig.36-4
NOTE: Before splitting the axle housing from the

gearbox, note and possibly mark the correct posi-
tions of the blocks (951), (952), (953) (Fig.37-4).
This is important to correctly re-assemble the shaft
on the gearbox.
- remove the blocks (951), (952), (953) and split

completely the shaft from the gearbox. 953
952
951
Fig.37-4
4 - 38
TRANSMISSION

HOW TO REMOVE THE INPUT SHAFT
- remove forks and rods and the clutch

disengagement collar (13 Fig.38-4);
13
Fig.38-4
- remove the clutch collar bearing (18 Fig.39-4).
18
Fig.39-4
- remove the plug (969), the pawl (970), the spring

(971) and the ball (972) (Fig.40-4);
971
970
972
969
Fig.40-4
4 - 39
TRANSMISSION

- draw out the rod (974) and remove the block (975),
remove the fork (973) of the reverse shuttle unit
(Fig.41-4); 973 974 975
Fig.41-4
- remove the spring ring (6 Fig.42-4);

6
Fig.42-4
- draw out the input shaft (14) (Fig.43-4).
14
Fig.43-4
4 - 40
TRANSMISSION

HOW TO REMOVE THE REVERSE SHUTTLE Fig.44-4
SHAFT
- remove the spring ring (21) and the plug (20)

(Fig.44-4);
21
20
- unscrew the ring nut (42 Fig.45-4);
42
Fig.45-4
- remove the reverse shuttle shaft (30) (Fig.46-4).
30
Fig.46-4
4 - 41
TRANSMISSION

HOW TO REMOVE THE REVERSE SHUTTLE
GEAR SHAFT
- remove the plug (47) that fixes the shaft (Fig.47-

4);
47
Fig.47-4
- remove the reverse shuttle gear shaft (46) (Fig.48-

4).
46
Fig.48-4
4 - 42
TRANSMISSION

A4 - Guidelines for re-assembly and
inspections 49
REVERSE SHUTTLE GEAR SHAFT

RE-ASSEMBLY
- check the parallel roller bearings (49 Fig.49-4) for

wear;
Fig.49-4
- fit the shaft (46) back in place complete with the

reverse shuttle gear (48 Fig.50-4).
48
46
Fig.50-4
4 - 43
TRANSMISSION

REVERSE SHUTTLE SHAFT RE-ASSEMBLY
28 32
- check the ball bearings (28) and (32) for wear;
- replace the ring nut (42 Fig.51-4);
42
Fig.51-4
- fit the shaft (30) back in place complete with all

its components (Fig.52-4);
30
Fig.52-4
- replace the retention ring (22) and fit the plug back
on (20 Fig.53-4).
20
22
Fig.53-4
4 - 44
TRANSMISSION

INPUT SHAFT RE-ASSEMBLY
27 45
- check the bearing (23) and needle cages (44 and
45 Fig.54-4) for wear;
44 23
- make sure that the scoring on the sintered material
of the synchro-rings (27) is clearly visible, replace
them if this is not the case (Fig.54-4);
Fig.54-4
- re-assemble the input shaft (14 Fig.55-4);
14
Fig.55-4
- re-assemble the retention ring (6 Fig.56-4);
Fig.56-4
4 - 45
TRANSMISSION

- replace the seals on the collar bearing (18) and re-
assemble the bearing (Fig.57-4);
18
Fig.57-4
- rea-assemble the rod (974), fork (973) and relative

block (975 Fig.58-4);
973 974 975
Fig.58-4
- completely mount the assembly (Fig.59-4).
Fig.59-4
4 - 46
TRANSMISSION

HOW TO FIT THE UNION BACK ON THE GEAR-
BOX

handling cables or chains.

better aligning the housings, then move the axle
near the gearbox to bea able to mount the blocks
(951), (952), (953);
Fig.60-4
- mount the blocks (951), (952) and (953) (Fig.61-

4);
953
952
951
Fig.61-4
- fit the axle housing and gearbox back together again

(Fig.62-4).
Fig.62-4
4 - 47
TRANSMISSION
Notes
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4 - 48
TRANSMISSION
CHAP. 4
Engine-gearbox assembly (Powershuttle version)
CONTENTS

(4WD versions)
B - Engine-gearbox assembly (Powershuttle version)

B1 - Drawing of assembly and main components ............. 4-50
B2 - Description of operation............................................. 4-51
B3 - Drawing of assembly of Powerfive unit ...................... 4-54
B4 - Description of operation of Powerfive unit ...............................4-55
B5 - Guidelines for disassembly ....................................... 4-56
B6 - Guidelines for re-assembly and inspections .............. 4-64
VERSION WITHOUT POWERFIVE

B7 - Drawing of assembly and main components ............. 4-76
B8 - Description of operation............................................. 4-77
B9 - Guidelines for disassembly, re-assembly and adjustments .. 4-79
4 - 49
TRANSMISSION
B- Engine-gearbox ass’y (Powershuttle version)

B1- Drawing of assembly and main components
201 - Drive shaft
Powerfive
208 295 294 214 209 211 210 212 213 215 216 217 218 219 220 221 223 224 222 234 225 301 202 - PTO drive shaft
unit 203 - Flywheel
245 205 - Damper
206 - Damper fixing screw
207 - Input shaft
303 209 - Spring ring
210 - Ball bearing.
212 - Rear cover
214 - Thrust bearing
215 - Plate
204 297 216 - Spring ring
217 - Main clutch drum
218 - Clutch central body
207 219 - Secondary clutch drum
220 - Metal counterdisc
221 - Clutch friction disc
224 - Ball bearing
328 225 - Clutch bearing shaft
226 - Gearbox lubrication block
202 327 227 - Block fixing screw
228 - Spring ring
229 - Ball bearing
201 332 230 - Reverse shuttle driven gear
231 - Reverse shuttle transmission shaft
232 - Clutch piston
233 - Piston return spring
295
234 - Spring ring
236 - Ball bearing
238 - Fixing pin
239 - Reverse shuttle gear shaft
241 - Roller bearing
232 233 247 235 236 242 - Spring ring
243 - Output sun gear
244 - Input sun gear
245 - Planetary gear
246 - Secondary clutch hub
244 243 227 226 228 229 230 236 231 247
247 - Main clutch hub
294 - Bush
295 - Spring ring
296 - Spring ring
297 - Spring ring
301 - Gearshift main shaft
328 - Ring nut
242 241 240 239 238 332 - 5th speed driven gear
Fig.63-4
4-50
TRANSMISSION

B2 - Description of operation
DIRECT RANGE AND FORWARD DRIVE
Drive is transmitted from the flywheel (203) to the keyed on the output sun-gear (243).
input shaft (207) of the gearbox, via the damper pla- If the tractor is being driven FORWARDS, drive rea-
te (205). ches the bell (219) of the secondary clutch, which is
It thus reaches the Powerfive assembly where it is keyed to the clutch shaft (225).
reduced by 20%. The Powerfive option can also be Oil at a pressure of 20 bar blocks the plates of the
engaged when the tractor is on the move and at full secondary clutch, thus transmitting drive to the hub
load, since it is electro-hydraulically controlled. (246). This latter is keyed to the forward/reverse
If the Powerfive unit is being driven in DIRECT ran- gear (223), which is permanently meshed with the
ge, drive reaches the clutch shaft (225) which is main shaft (301) of the gearbox.
219 246 225 223 301
203
205
207
243
Fig.64-4
4 - 51
TRANSMISSION

REDUCED RANGE AND REVERSE DRIVE
Drive is transmitted from the flywheel (203) to the keyed to the clutch shaft (225).
input shaft (207) of the gearbox, via the damper pla- Oil at a pressure of 20 bar blocks the plates of the
te (205). secondary clutch, thus transmitting drive to the hub
It thus reaches the Powerfive assembly where it is (247). This latter is keyed to the reverse gear (213),
reduced by 20%. The Powerfive option can also be which is permanently meshed with the driven gear
engaged when the tractor is on the move and at full (230) on the reverse shuttle lay shaft (231).
load, since it is electro-hydraulically controlled. Drive thus reaches gear (235), which is keyed to
If the Powerfive unit is being driven in REDUCED (240), to allow to reverse the drive direction. Drive
range, drive reaches the clutch shaft (225) which is is transmitted to the main shaft (301) of the gearbox
keyed on the output sun-gear (243). when the gears (240) and (223) mesh together.
If the tractor is being driven in REVERSE, drive rea-
ches the bell (217) of the secondary clutch, which is
213 217 225 223 301
203
205
207
243 247 230 231 235 240

Fig.65-4
4 - 52
TRANSMISSION
Notes
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4 - 53
TRANSMISSION

B3 - Drawing of assembly of Powerfive unit
255 256 257 258 259 260 261 262 263 245 264
254 265
253 266
252 267
251 244
250 243
249 225
248
246 202
247 268
207 269
277 270
276
202 - PTO drive shaft

207 - Input shaft
225 - Clutch bearing shaft
243 - Output sun gear Fig.66-4
244 - Input sun gear
245 - Double planetary
246 - Front ring seal 255 - Brake piston 264 - Shimming washer
247 - Rear ring seal 256 - Piston ring seal 265 - Planet carrier housing
248 - Seals 257 - Complete cover 266 - Planet pin
249 - Clutch piston 258 - Pressure plate 267 - Clutch hub
250 - Piston ring seal 259 - Clutch plate spring 268 - Cover fixing screw
251 - Clutch drum 260 - Flange 269 - O-rings
252 - Clutch friction disc 261 - O-rings 270 - Supply duct (20 bar)
253 - Middle friction disc 262 - Roller bearing 276 - Input shaft bearing
254 - Brake plate 263 - Spacer 277 - Roller bearing
4 - 54
TRANSMISSION

of Powerfive unit
The Powerfive unit is a device that includes an epi-
cyclic reduction that reduces each gearbox speed
by 20%, thus doubling the number of speeds availa-
ble.
This unit is controlled by a button on the gearshift
lever which transmits a signal to a solenoid valve,
thus allowing pressurized oil to operate the brake
piston (255) and clutch piston (249 Fig.66-4).
The unit transmits 2 ratios to the gearbox:
Slow and Direct.
When the tractor is powered, the solenoid valve ener-
gizes, thus setting the Powerfive unit to the direct
Fig.67-4
drive ratio. Transmission of the electric signal to
the solenoid valve allows oil at a pressure of 20 bar
to pass through duct (270) towards the chambers of
the two pistons involved (255 and 249). Thus acti-
vated, piston (249) packs the clutch plates and in-
ter-plates together, thus forming a single block with
the hub (267) keyed to the input shaft (207).
Piston (255) acts on pressure plate (258), overco-
ming the force of the Belleville washer (259) and
thus freeing disc (254) from its task of preventing
the rotation of bowl (251) to which it is keyed.
In these conditions, the input shaft can transmit its
rotational drive by means of hub (267) to the plates
and inter-plates, to the bowl (251) and to the entire
epicyclic assembly, which is enbloc with the shaft
itself. The difference in the number of teeth betwe-
en the double planetary gears (245) and the sun ge-
ars (243 and 244) will create a mechanical block,
thus obliging the output shaft (225) to turn along with
the entire assembly and the input shaft in a direct
ratio of 1:1. To obtain the slow ratio on the output
from the Powerfive unit, press the control button to
break the electric signal transmitted to the solenoid
valve in question.
By returning to its initial position, this solenoid valve
will immediately stop the flow of pressurized oil
towards the pistons (249 and 255).
The clutch plates are released, while plate (254) will
lock for the thrust exercised by the Belleville washer
(259) on the pressure plate (258). The bowl (251)
allows drive from the input shaft to pass through
from the input sun gear (244) to the output one (243)
by means of the double planetary gears (245), thus
reducing the speed on the output shaft by 20%.
4 - 55
TRANSMISSION

B5 - Guidelines for disassembly
UNION

- split the engine from the union;

union housing and of the gearbox housing (Fig.68-
4); Fig.68-4

(Fig.68-4);
- remove the cover from the union and the gearbox

(Fig.69-4);
Fig.69-4

Fig.70-4
4 - 56
TRANSMISSION

(952) and (953) (Fig.71-4);

handling cables or chains. 953
952
951
Fig.71-4


(Fig.72-4);
Fig.72-4

on the gearbox. 953
completely the shaft from the gearbox (Fig.73-4). 952
951
Fig.73-4
4 - 57
TRANSMISSION

HOW TO REMOVE THE POWERFIVE UNIT
- Loosen the screws that fix the whole upper cover

(257) (Fig.74-4);
257
Fig.74-4
WARNING: Lift and handle all heavy parts GRUPPO

POWERFIVE
141 DS LG
- remove the whole Powerfive unit (Fig.75-4) by
means of tool 141 DS LG and bushing 02 DS VS.
02 DS VS
Fig.75-4
HOW TO REMOVE THE CLUTCH SHAFT
- remove the solenoid valve block (15 Fig.76-4) and 271 274 273
relative supply tubes (271 - direct drive), (273 -
reverse shuttle) and lubrication tubes (274 Fig.76
-4);
- unscrew the retainer screw (275) of the central 275

clutch assembly (218 Fig.76-4);
15
Fig.76-4
4 - 58
TRANSMISSION

- remove the lubrication pipe (Fig.77-4);
Fig.77-4
- unscrew the retainer screws (227) and remove

the lubrication block (226 Fig.78-4);
226
227
Fig.78-4
- remove the spring ring (295), the bush (294) and

the thrust bearing (214 Fig.79-4);
214
294
295
Fig.79-4
4 - 59
TRANSMISSION

- remove the spring rings (209 and 228 Fig.80-4):
209
228
Fig.80-4
- remove the rear cover (212 Fig.81-4);

247
NOTE: While removing the cover (212) from the axle
housing, keep the hub (247) of the main clutch in
position.
212
Fig.81-4
- remove the driven gear of the reverse shuttle (230

Fig.82-4);
230
Fig.82-4
4 - 60
TRANSMISSION

296
Fig.83-4
222
Fig.84-4
141 DS LG
225
01 DS REX
- disassemble the clutch shaft (225) along with the

clutch assemblies using tool 141 DS LG and
sleeve 01 DS REX to maintain a good alignment
(Fig.85-4).
Fig.85-4
4 - 61
TRANSMISSION

TRANSMISSION SHAFT
NOTA: Before removing the reverse shuttle tran-

smission shaft, the two sensors (_SR3 and _SR4
Fig.86-4), connected by screws to the side of the
axle housing, should be removed to avoid damages.
_SR4 _SR3
Fig.86-4
297
Fig.87-4
-- draw out the lay shaft (231 Fig.88-4).
231
Fig.88-4
4 - 62
TRANSMISSION

GEAR SHAFT
Fig.89-4
- remove the plug (238) that fixes the shaft (Fig.90-

4);
238
Fig.90-4
- remove the reverse shuttle shaft (239) and gear

(240 Fig.91-4).
240
239
Fig.91-4
4 - 63
TRANSMISSION

B6 - GUIDELINES FOR RE-ASSEMBLY AND IN-
SPECTIONS 241 241
REVERSE SHUTTLE GEAR SHAFT RE-ASSEM-
BLY
- check the parallel roller bearings (241 Fig.92-4)

for wear;
Fig.92-4
- fit the shaft (239) back in place complete with the

reverse shuttle gear (240 Fig.93-4).
240
239
Fig.93-4
4 - 64
TRANSMISSION

REVERSE SHUTTLE TRANSMISSION SHAFT RE-
ASSEMBLY
236 229
- check the ball bearings (236 and 229 Fig.94-4)
for wear;
Fig.94-4
- fit the shaft (231) on the axle housing (Fig.95-4).
231
Fig.95-4
4 - 65
TRANSMISSION

CLUTCH BEARING SHAFT INSPECTION
280 281 282 283 284 285 286 287 288
279 289
278
Fig.96-4
- check the thrust bearing (214 Fig.97-4) for wear;
214
224 210
Fig.97-4
4 - 66
TRANSMISSION

Both clutches (main and secondary) must be split to
143 DS LG
check the components for wear;
- to access the clutch pistons, remove the spring

rings (278 and 289 Fig.96-4) retaining the return
spring with a press and tool 143 DS LG (Fig.98-
4);
Fig.98-4
- replace the seals (283 and 284) (in Teflon) (Fig.99-

4);
284 284
283
Fig.99-4
- replace the piston ring seals (282 and 285) (in

Teflon) (Fig.100-4);
285
Fig.100-4
4 - 67
TRANSMISSION

- replace the O-rings (281 and 286) of the pistons
(Fig.101-4);
286
Fig.101-4
- check that the scoring on the friction discs (A

Fig.102-4) is visible; if not, replace the discs; A B
- check that the middle discs (B Fig.102-4) ar not
warped by overheating; if not, replace the discs;
Fig.102-4
HOW TO RE-ASSEMBLE THE CLUTCH SHAFT

- screw tool 02 DS REXa (Fig.103-4) on to the clutch

bearing shaft (225), on the rear side,
02 DS REXa 225
Fig.103-4
4 - 68
TRANSMISSION

- introduce the shaft into the axle housing until it
touches the bearing (224 Fig.104-4) using tool 141 224 141 DS LG
DS LG and sleeve 01 DS REX;
01 DS REX Fig.104-4
- complete the mounting of tool 02 DS REXb

(Fig.105-4);
02 DS REXb
Fig.105-4
- use tool 02 DS REX to screw down the shaft until

it is well in contact with bearing (224 Fig.106-4). 224
02 DS REX
Fig.106-4
4 - 69
TRANSMISSION

- the operations to disassemble the axle must be
followed in reverse order until the cover (212
Fig.107-4) to completely re-assemble the axle.
212
Fig.107-4
INSPECTION OF POWERFIVE UNIT
The cover (257) and the differential spider (Fig.108- 257

4) must be split to check the components in the
Powerfive unit for wear;
Fig.108-4
- replace the seal rings (250 Fig.109-4);
250
Fig.109-4
4 - 70
TRANSMISSION

- check that the scoring on the friction discs (252
Fig.110-4) is visible; if not, replace the discs;
253 252
- check that the middle discs (253 Fig.110-4) ar
not warped because of overheating; if not, replace
the discs;
Fig.110-4
- replace the seal rings (256 Fig.111-4);
256
Fig.111-4
- check that the scoring on the brake disc (254

Fig.112-4) is visible; if not, replace the disc;
254
Fig.112-4
4 - 71
TRANSMISSION

- replace the seals (248 Fig.113-4);
248
Fig.113-4
HOW TO RE-ASSEMBLE THE POWERFIVE UNIT
- Assemble the planetary gear pins (266) with the

lubrication hole positioned as shown in Fig.114-4;
244
266
245
Fig.114-4
- Before the third planetary gear is assembled, fit

on the input crown wheel (244), making sure that
the mark on the tooth of all three planetary gears
(245) is positioned so as to converge towards the
center at 120°, as shown in Fig.115-4;
once the third planetary gear has been fixed (245)
with the relative pin (266), check again to make
sure that the three marks point towards the center.
Repeat the assembly operations if this is not the
case;
NOTE: A timing error involving one tooth will

make the unit noisy, while a timing error invol-
ving two teeth will lead to a mechanical block.
244
Fig.115-4
4 - 72
TRANSMISSION

- take care when assembling the two retention rings
(246 and 247) on the support (276). The ring (246) 23
with scoring on the outer and inner diameters must
be mounted on the left, while the normal one (247) 9,5
must be mounted on the right. Both must comply
with the assembly dimensions shown in (Fig.116-
0,5
247 277
4).
The two rings are easier to assemble if tool 03
DS VS is used;
246
Fig.116-4
- remember that the needle bearing (277) must be

assembled before the two retention rings (Fig.117-
4);
246 247 277 276
Fig.117-4

141 DS LG
- re-assemble the whole Powerfive unit in the axle
housing (Fig.118-4) using tool 141 DS LG and
sleeve 02 DS VS.
02 DS VS
Fig.118-4
4 - 73
TRANSMISSION

BOX


near the gearbox to be able to mount the blocks
(951), (952), (953);
Fig.119-4

4);
953
952
951
Fig.120-4
- fit the axle housing and gearbox back together

again (Fig.121-4).
Fig.121-4
4 - 74
TRANSMISSION
Notes
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4 - 75
TRANSMISSION
B - Engine-gearbox ass’y (Powershuttle version)

B7 - Drawing of assembly and main components
208 292 290 291 209 211 210 212 293 213 296 215 216 217 218 219 220 221 223 224 222 234 237 301
201 - Drive shaft
202 - PTO drive shaft
203 - Flywheel
205 - Damper
206 206 - Damper fixing screw
209 - Spring ring
210 - Ball bearing
211 - Spring ring
205 212 - Rear cover
215 - Plate
237 217 - Main clutch drum
218 - Clutch central body
219 - Secondary clutch drum
220 - Metal counterdisc
221 - Clutch friction disc
224 - Ball bearing
226 - Lube block
227 - Block fixing screw
228 - Spring ring
229 - Ball bearing
201 231 - Reverse shuttle transmission shaft
232 - Clutch piston
233 - Piston return spring
234 - Spring ring
204 328 235 - Reverse shuttle driven gear
236 - Ball bearing
237 - Input shaft
238 - Fixing pin
203 239 - Reverse shuttle gear shaft
241 - Roller bearing
232 233 246 235 236 327 242 - Spring ring
246 - Secondary clutch hub
247 - Main clutch hub
290 - Front cover
244 243 227 226 226 229 230 236 231 247 291 - Cover fixing screw
292 - Retention ring
293 - Internal cover fixing screw
296 - Spring ring
297 - Spring ring
301 - Gearshift main shaft
328 - Ring nut
242 241 240 239 238 Fig.122-4
4-76
TRANSMISSION

FORWARD DRIVE
Drive is transmitted from the flywheel (203) to the

input shaft (237) of the gearbox, via the damper pla-
te (205).
Drive now reaches the shaft that carries the clutch
assemblies.
If the tractor is being driven FORWARDS, drive rea-
ches the drum (219) of the secondary clutch, which
is keyed to the clutch shaft (237).
Oil at a pressure of 20 bar blocks the plates of the
secondary clutch, thus transmitting drive to the hub
(246). This latter is keyed to the forward/reverse
gear (223), which is permanently meshed with the
main shaft (301) of the gearbox.
237 219 246 223 301
203
205
Fig.123-4
4 - 77
TRANSMISSION

REVERSE DRIVE
Drive is transmitted from the flywheel (203) to the

input shaft (237) of the gearbox, via the damper pla-
te (205). Drive now reaches the shaft that carries
the clutch assemblies.
If the tractor is being driven in REVERSE, drive rea-
ches the drum (217) of the main clutch, which is
keyed to the clutch shaft (237).
Oil at a pressure of 20 bar blocks the plates of the
main clutch, thus transmitting drive to the hub (247).
This latter is keyed to the reverse gear (213), which
is permanently meshed with the driven gear (230)
on the reverse shuttle lay shaft (231). Drive is tran-
smitted to the gear (235), which keyed onto the gear
(240), meshed together with the gear (223) that, on
its part, transmits drive to the gearbox drive shaft
(301).
237 213 247 217 223 301
203
205
235
240
230 231
Fig.124-4
4 - 78
TRANSMISSION

B9 - Guidelines for disassembly,
re-assembly and adjustments
For the engine-gearbox assembly as mounted on SE-
RIES F tractors without optional half speeds (Powerfi-
ve unit), the splitting, re-assembly and adjustment
operations are the same as described in the pre- 237
vious pages.
The half-speed unit is replaced by a cover (290
Fig.125-4), mounted between the damper plate and
the clutch assembly of the Powershuttle unit. The
shaft (237 Fig.126-4) bearing the above mentioned
clutches is different from the one in the Powerfive
version for its extension. In the version with the 290
Powerfive unit, the shaft is directly splined on the
input shaft (207 Fig.124-4); in the VERSION Fig.125-4
WITHOUT POWERFIVE the shaft receives drive di-
rectly from the engine flywheel, thus doubling its fun-
ction both as input shaft and clutch bearing shaft.
237
Fig.126-4
4 - 79
TRANSMISSION
Notes
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4 - 80
TRANSMISSION
CHAP. 4
Gearbox (Speedfive version)
CONTENTS

(4WD versions)
C - Gearbox (Speedfive version)

C1 - Drawing of assembly and main components.............. 4-82
C2 - Description of operation ............................................. 4-84
C3 - Guidelines for disassembly ........................................ 4-86
C4 - Guidelines for re-assembly and inspections .............. 4-96
4 - 81
TRANSMISSION
C - Gearbox (Speedfive version)

C1 - Drawing of assembly
102 130 27 43 38 51 101 103 104 105 106 107 108 109 110 111 112 113 114 115 116 156 117 121 117 120 122 579 600 590 582 581
123
124
125
126
578
157
33
37
40
131
128 127 129 132 133 134 135 136 137 138 139 140 141 142 151 143 144 145 146 147 149 148 150
Fig.127-4
4-82
TRANSMISSION

Main components
027 - Reverse shuttle synchromesh 132 - 5th speed driven gear

033 - Retention rings 133 - Ball bearing
037 - Ball bearing 134 - 4th speed driven gear
038 - Forward/reverse drive gear 135 - 4th and 3rd speed synchro-mesh
040 - Lube pipe 136 - 3rd speed driven gear
043 - Reverse shuttle synchromesh tapered ring 137 - 2nd speed driven gear
051 - Ball bearing seat 138 - 2nd and 1st speed synchro-mesh
101 - Input shaft 139 - 1st speed driven gear
102 - Spring ring 140 - Roller bearing
103 - 5th speed drive gear 141 - Roller bearing
104 - Flange fixing screw 142 - Output shaft (bevel pinion)
105 - Flange 143 - Driven gear for low range and creeper
106 - Ball bearing 144 - Bevel pinion fixing nut
107 - 4th speed drive gear 145 - Normal range driven gear
108 - Spacer 346 - Pinion support tapered bearing
109 - 3rd speed drive gear 147 - Spring ring
110 - 2nd speed drive gear 148 - Pinion support tapered bearing
111 - Spacer 149 - Pinion adjustment shims
112 - 1st speed drive gear 150 - Gearbox housing
113 - Roller bearing 151 - Normal and high range engagement sleeve
114 - Ball bearing 152 - Output shaft (bevel pinion) (version without
115 - Spring ring creeper)
116 - Upper range shaft 153 - Bevel pinion fixing nut (version without
117 - Low range drive gear creeper)
118 - Hub sleeve 154 - 4WD drive gear (version without creeper)
119 - Spring ring 155 - Driven gear for low range (version without
120 - Thrust bearing creeper)
121 - Normal range engagement sleeve 156 - Hub sleeve
122 - Normal range drive gear 157 - Adjustment ring
123 - Bearing retainer pin 578 - PTO selection sleeve
124 - Ball bearing 579 - PTO rear shaft
125 - Spring ring 581 - PTO cover
126 - Spring ring 582 - Cover fixing screw
127 - 5th gear synchro-mesh unit 590 - 1000/540E PTO gear
128 - Ring nut 600 - 540 PTO gear
130 - Bush
131 - Transmission shaft
4 - 83
TRANSMISSION

C2 - Description of operation
This is the assembly that changes the speed ratios, boxes, changes from one gear to the other must
thus modulating the value of the torque delivered to necessarily occur without the main shaft (or gear-
suit the power required by each application. The ge- box input shaft) being on load. In other words, the
arbox housing (4WD version) contains 5 synchroni- clutch must be used to interrupt the drive transmit-
zed speed gears, all with helical toothing. They are ted between the engine and gearbox. The connec-
engaged by the respective forks operated by the tion sleeve may engage the selected ratio when the
gearshift lever installed on the platform on the dri- idle gear to engage turns at the same speed as the
ver’s right. 4 are installed in the front compartment, keyed hub and sleeve. A determinant contribution
while the 5th speed gear is installed outside, in the from the synchro-rings facilitates this operation to
front side of the housing. 3 reduction ranges with the utmost, also and above all whilst the tractor is
straight toothing are installed at the rear and can be on the move. Range engagement by means of the
engaged in facilitated mode by means of sliding sle- facilitated engagement sleeve must occur when the
eves and the relative forks, operated by the control tractor is practically at a standstill. Thus the gear-
lever also installed near to the gearshift lever on the box in its various configurations consists of the fol-
platform on the driver’s left. A creeper unit can be lowing number of speed gears:
installed on request. This is positioned in the 4WD
compartment. In this case, certain parts of the gear- - Speedfive version (without creeper):
box differ from the standard version, i.e. the bevel 15 FWD + 15 REV
pinion shaft (152), the gears (154) and (155), the - Speedfive version (with creeper):
pinion fixing nut (153) and the levers used to enga- 20 FWD + 20 REV
ge/disengage the creeper itself. The speed gears
and ranges are engaged through the longitudinal sli-
ding movement made by a sleeve that connects the
gears permanently meshed but idle on their shafts,
to a central hub keyed to the relative driving shaft.
In Speedfive version tractors with mechanical gear-
4 - 84
TRANSMISSION
Gearbox
155 154 153 152
Fig.128-4
VERSION WITH CREEPER
143 144 142
Fig.129-4
4 - 85
TRANSMISSION

C3 - Guidelines for disassembly
UNION


union housing and of the gearbox housing
(Fig.130-4); Fig.130-4

from the gearbox cover. Remove the lubrication tube
from the union housing, on the left side (Fig.130-4);

(Fig.131-4);
Fig.131-4

Fig.132-4
4 - 86
TRANSMISSION

(952) and (953) (Fig.133-4);

953
952
951
Fig.133-4


(Fig.134-4);
Fig.134-4

on the gearbox.

completely the shaft from the gearbox. 953
952
951
Fig.135-4
4 - 87
TRANSMISSION

WARNING: take care of the sharp edges
around the top of the gearbox housing.
- place the gearbox housing on adequate supports

(Fig.136-4);
Fig.136-4
WARNING: wear gloves and hold the

spring firmly with one hand when remov-
ing the diff lock spring.
- disassemble the diff lock rod and fork unit

(Fig.137-4);
Fig.137-4
- remove the PTO cover (581) and draw out the

PTO rear shaft (591 Fig.138-4); 581
591
Fig.138-4
4 - 88
TRANSMISSION

- draw out the PTO transmission shaft (2 Fig.139-
4).
2
Fig.139-4
HOW TO DISASSEMBLE THE UPPER SHAFT

(RANGES)
- remove the rods (964) and (965) and the forks 965 967 964
(966) and (967) of the speed ranges (Fig.140-4);
966
Fig.140-4
- remove the pin (123 Fig.141-4) that fixes the

bearing;
123
Fig.141-4
4 - 89
TRANSMISSION

NOTA: Before removing the range upper shaft, the
ground speed sensor (_SR1 Fig.142-4), connected
by screws to the left side of the gearbox housing,
should be removed to avoid damages.
_SR1
Fig.142-4
126
Fig.143-4
- draw out the upper shaft (116 Fig.144-4);
116
Fig.144-4
4 - 90
TRANSMISSION

HOW TO REMOVE THE MAIN SHAFT
- remove rods (954), (955) and (956);
- remove the support (960) (Fig.145-4);

960 956 955 954
Fig.145-4

102
- remove the gearbox lubrication unit (38) (51) 51 38
(Fig.146-4);
Fig.146-4
- use tool CR 347 to remove the ring nut (128

Fig.147-4);
CR 347
128
Fig.147-4
4 - 91
TRANSMISSION

- remove the 5th gear synchro-mesh unit (127);
- remove the drive gear (103) of the 5th speed 103

(Fig.148-4);
127
Fig.148-4
115
Fig.149-4
- draw out the main shaft (101 Fig.150-4).
101
Fig.150-4
4 - 92
TRANSMISSION

HOW TO REMOVE THE OUTPUT SHAFT

means or after you have positioned bear-
ing blocks underneath the actual part it-
self.
- split the unit from the 4WD housing (Fig.151-4).
Fig.151-4
WARNING: the differential lock assembly

is heavy and therefore difficult to handle.
Take the greatest care when removing and 01 CMB MYT
remounting it.
- remove the differential housing with the aid of tool

01 CMB MYT (Fig.152-4);
Fig.152-4
- remove the spring pins fixing the hub (156 Fig.153-

4);
Fig.153-4
4 - 93
TRANSMISSION

- loosen the nut (144) with tool 03 CMB REX
(Fig.154-4);
03 CMB REX
144
Fig.154-4
- draw out the output shaft/bevel pinion (142 Fig.155-

4).
142
Fig.155-4
4 - 94
TRANSMISSION

HOW TO DISASSEMBLE THE TRANSMISSION
SHAFT
- remove the driven gear (132 Fig.156-4);
132
Fig.156-4
- take out the shaft (131) from the rear side

(Fig.157-4).
131
Fig.157-4
4 - 95
TRANSMISSION

C4 - Guidelines for re-assembly and
inspections 128
INSPECTION AND RE-ASSEMBLY OF THE

TRANSMISSION SHAFT
- check the synchro rings (127), (135) and (138)

for wear; 127
- replace the ring nut (128 Fig.158-4); 140 138 135
133
Fig.158-4
- fit the transmission shaft (131) back in place

complete with all its components into the gearbox
housing (Fig.159-4);
131
Fig.159-4
NOTE: Check that the synchro rings are correctly

seated before tightening the ring nut (128) with the
tool CR 347 (Fig.160-4);
128
CR 347
Fig.160-4
4 - 96
TRANSMISSION

INSPECTION AND RE-ASSEMBLY OF THE OU-
TPUT SHAFT 148 146 144 141
- check the needle bearing (141) for wear;
- replace the fixing nut (144) (Fig.161-4);
Fig.161-4
NOTE: The hub (156 Fig.162-4) is to be mounted

with the hole housing the spring pins towards the
front side of the gearbox. The sleeve must be keyed
on the hub with the spaces properly aligned to allow
for the pins to be inserted. 156
Fig.162-4
- fit the output shaft (142) back in place complete

with all its components into the gearbox housing 03 CMB REX
(Fig.163-4);
144
- with the aid of tool 03 CMB REX, tighten the nut
(144 Fig.163-4) (see the guidelines at page 4-155
for the correct tightening torque).
142
Fig.163-4
4 - 97
TRANSMISSION

INSPECTION AND RE-ASSEMBLY OF THE MAIN
SHAFT 114 113 106 37
- check the bearings (106), (114) and (37) for wear;
- check the roller bearing (113) for wear;
- replace the seals (33 Fig.164-4);
33
Fig.164-4
NOTE: Before mounting the main shaft (101), posi-

tion the gear engagement forks (957) and (958) in
their seats.
101
- fit the main shaft (101) back in place complete
with all its components into the gearbox housing
(Fig.165-4);
958 957
Fig.165-4
- mount the adjustment shim (157) to avoid any play 130

between the bush (130) and the spring ring (102
Fig.166-4).
102
157
Fig.166-4
4 - 98
TRANSMISSION

INSPECTION AND RE-ASSEMBLY OF THE UP-
PER SHAFT (RANGES)
124
- check the ball bearing (124) for wear;
- check the thrust bearing (120 Fig.167-4) for wear;
120
Fig.167-4
NOTE: Before mounting the range upper shaft (116),

position the fork (967) for the engagement of the
slow/fast range in its seat (Fig.168-4).
967
Fig.168-4
- fit the range upper shaft (116) back in place

116
Fig.169-4
4 - 99
TRANSMISSION

is heavy and therefore difficult to handle.
Take the greatest care when removing and
remounting it. 01 CMB MYT
- re-assemble the differential housing with the aid

of tool 01 CMB MYT(Fig.170-4);
Fig.170-4
- mount the transmission shaft (2) and the rear shaft

(591) of the rear PTO (Fig.171-4); 2
591
Fig.171-4
- compress the differential lock spring with the tool

02 CMB REX (Fig.172-4);
02 CMB REX
Fig.172-4
4 - 100
TRANSMISSION

- with the aid of the same tool 02 CMB REX mount
the differential lock spring back into the gearbox 02
02 CMB
CMB REX
REX
housing (Fig.173-4).
Fig.173-4
HOW TO RE-ASSEMBLE THE 4WD HOUSING ON

THE GEARBOX HOUSING
- to assemble the 4WD housing (only version with

creeper) on the gearbox housing, the creeper must
be engaged both in the gearbox and in the housing;
- move the gearbox housing nearer and check that

the rocker arm is properly inserted in the creeper
engaging fork;
- no special precaution is required to assemble the

4WD housing (version without creeper) on the
gearbox housing.
Fig.174-4
- complete the mounting of rods and forks (Fig.175-

4);
Fig.175-4
4 - 101
TRANSMISSION

BOX


(951), (952), (953);
Fig.176-4

4);
953
952
951
Fig.177-4

again (Fig.178-4).
Fig.178-4
4 - 102
TRANSMISSION
Notes
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4 - 103
TRANSMISSION
Notes
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_______________________________________________________________________________________________________
_______________________________________________________________________________________________________
_______________________________________________________________________________________________________
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4 - 104
TRANSMISSION
CHAP. 4
Gearbox (Powershuttle version)
CONTENTS

(4WD versions)
D - Gearbox (Powershuttle version)

D1 - Drawing of assembly and main components............ 4-106
D2 - Description of operation ........................................... 4-108
D3 - Guidelines for disassembly ...................................... 4-110
D4 - Guidelines for re-assembly and inspections ............ 4-120
4 - 105
TRANSMISSION
D - Gearbox (Powershuttle version)

D1 - Drawing of assembly (version with creeper)
303 304 305 306 307 308 309 310 311 312 313 314 315 316 317 321 318 320 319 322 323 324 325 326 501 502 504 506
302
301
PTO HYDRAULIC CLUTCH

202
329
327
328
330
331
332
333
334
335 336 337 338 339 340 341 356 342 351 343 344 345 346 347 348 349 350
Fig.179-4
4-106
TRANSMISSION

Main components
202 - PTO drive shaft 333 - Ball bearing
301 - Input shaft 334 - 4th speed driven gear
302 - Spring ring 335 - 4th and 3rd speed synchro-mesh
303 - 5th speed drive gear 336 - 3rd speed driven gear
304 - Flange fixing screw 337 - 2nd speed driven gear
305 - Flange 338 - 2nd and 1st speed synchro-mesh
306 - Ball bearing 339 - 1st speed driven gear
307 - 4th speed drive gear 340 - Roller bearing
308 - Spacer 341 - Roller bearing
309 - 3rd speed drive gear 342 - Output shaft (bevel pinion)
310 - 2nd speed drive gear 343 - Driven gear for low range and creeper
311 - Spacer 344 - Bevel pinion fixing nut
312 - 1st speed drive gear 345 - Normal range driven gear
313 - Roller bearing 346 - Pinion support tapered bearing
314 - Ball bearing 347 - Spring ring
315 - Spring ring 348 - Pinion support tapered bearing
316 - Upper range shaft 349 - Pinion adjustment shims
317 - Low range drive gear 350 - Gearbox housing
318 - Hub sleeve 351 - Normal and high range engagement sleeve
319 - Spring ring 352 - Output shaft (bevel pinion) (version without
320 - Thrust bearing creeper)
321 - Normal range engagement sleeve 353 - Bevel pinion fixing nut (version without
322 - Normal range drive gear creeper)
323 - Bearing retainer pin 354 - 4WD drive gear (version without creeper)
324 - Ball bearing. 355 - Driven gear for low range (version without
325 - Spring ring creeper)
326 - Spring ring 356 - Hub sleeve
327 - 5th gear synchro-mesh unit 501 - PTO selection sleeve
328 - Ring nut 502 - PTO rear shaft
329 - 5th speed synchromesh tapered ring 504 - Double gear
330 - Lube pipe
331 - Transmission shaft
332 - 5th speed driven gear
4 - 107
TRANSMISSION

D2 - Description of operation
This is the assembly that changes the speed ratios, In Powerfive and/or Powershuttle version tractors,
thus modulating the value of the torque delivered to changes from one gear to the other may occur un-
suit the power required by each application. The ge- der load, as the clutch, of the hydraulic type, is
arbox housing (4WD version) contains 5 synchroni- electronically controlled. The connection sleeve may
zed speed gears, all with helical toothing. They are engage the selected ratio when the idle gear to en-
engaged by the respective forks operated by the gage turns at the same speed as the keyed hub and
gearshift lever installed on the platform on the dri- sleeve. A determinant contribution from the synchro-
ver’s right. 4 are installed in the front compartment, rings facilitates this operation to the utmost, also
while the 5th speed gear is installed outside, in the and above all whilst the tractor is on the move. Ran-
front side of the housing. 3 reduction ranges with ge engagement by means of the facilitated engage-
straight toothing are installed at the rear and can be ment sleeve must occur when the tractor is practi-
engaged in facilitated mode by means of sliding sle- cally at a standstill. Thus the gearbox in its various
eves and the relative forks, operated by the control configurations consists of the following number of
lever also installed near to the gearshift lever on the speed gears (4WD version):
platform on the driver’s left. A creeper unit can be
installed on request. This is positioned in the 4WD - Powershuttle version (without creeper):
compartment. In this case, certain parts of the gear- 15 FWD + 15 REV
box differ from the standard version, i.e. the bevel - Powershuttle version (with creeper):
pinion shaft (352), the gears (354) and (355), the 20 FWD + 20 REV
pinion fixing nut (353) and the levers used to enga- - Powerfive and Powershuttle version (without
ge/disengage the creeper itself. The speed gears creeper): 30 FWD + 30 REV
and ranges are engaged through the longitudinal sli- - Powerfive and Powershuttle version (with
ding movement made by a sleeve that connects the creeper): 40 FWD + 40 REV
gears permanently meshed but idle on their shafts,
to a central hub keyed to the relative driving shaft.
4 - 108
TRANSMISSION

355 354 353 352
Fig.180-4
143 144 142
Fig.181-4
4 - 109
TRANSMISSION

D3 - Guidelines for disassembly
UNION


union housing and of the gearbox housing (Fig.182-
4); Fig.182-4

(Fig.182-4);

(Fig.183-4);
Fig.183-4

Fig.184-4
4 - 110
TRANSMISSION

(952) and (953) (Fig.185-4);

953
952
951
Fig.185-4


(Fig.186-4);
Fig.186-4

on the gearbox. 953
completely the shaft from the gearbox (Fig.187- 952
4).
951
Fig.187-4
4 - 111
TRANSMISSION

WARNING: Take care of the sharp edges
- place the gearbox housing on adequate supports

(Fig.188-4);
- remove the PTO cover (506) and the PTO hydraulic

clutch (Fig.189-4);
- draw out the PTO rear shaft (502 Fig.190-4).
Fig.188-4
506
Fig.189-4
502
Fig.190-4
4 - 112
TRANSMISSION

WARNING: Wear gloves and hold the
- disassemble the diff lock rod and fork unit

(Fig.191-4);
Fig.191-4
- disassemble the double gear (504 Fig.192-4);
504
Fig.192-4
- draw out the PTO selector sleeve (501) (Fig.193-

4);
501
Fig.193-4
4 - 113
TRANSMISSION

- draw out the PTO transmission shaft (202 Fig.194-
4).
202
Fig.194-4
HOW TO DISASSEMBLE THE UPPER SHAFT

(RANGES) 966 965 967 964
- remove the rods (964) and (965) and the forks
(966) and (967) of the speed ranges (Fig.195-4);
Fig.195-4
- remove the pin (323 Fig.196-4) that fixes the

bearing;
323
Fig.196-4
4 - 114
TRANSMISSION

NOTE: Before removing the range upper shaft, the
ground speed sensor (_SR1 Fig.197-4), connected by
screws to the left side of the gearbox housing, should
be removed to avoid damages.
_SR1
Fig.197-4
326
Fig.198-4
- draw out the upper shaft (316 Fig.199-4);
316
Fig.199-4
4 - 115
TRANSMISSION

HOW TO REMOVE THE MAIN SHAFT
- disassemble the 5th speed rod (956) and fork

(959): 960 956 955 959 954
- remove the support (960);
- remove rods (954) and (955) (Fig.200-4);
Fig.200-4
315
Fig.201-4
- draw out the main shaft (301 Fig.202-4).
301
Fig.202-4
4 - 116
TRANSMISSION

HOW TO REMOVE THE OUTPUT SHAFT

self.
- split the unit from the 4WD housing (Fig.203-4).
Fig.203-4

is heavy and therefore difficult to handle. 01 CMB MYT
Take the greatest care when removing and
remounting it.
- remove the differential housing with the aid of tool

01 CMB MYT(Fig.204-4);
Fig.204-4
- remove the spring pins fixing the hub (356 Fig.205-

4);
356
Fig.205-4
4 - 117
TRANSMISSION

- loosen the nut (344) with tool 03 CMB REX(Fig.206-
03 CMB REX
4);
344
Fig.206-4
- draw out the output shaft/bevel pinion (342 Fig.207-

4).
342
Fig.207-4
4 - 118
TRANSMISSION

HOW TO DISASSEMBLE THE TRANSMISSION
SHAFT
- use tool CR 347 to remove the ring nut (328

Fig.208-4);
CR 347
328
Fig.208-4
- remove the synchronizer unit (327) and the driven

gear (332) (Fig.209-4);
332
327
Fig.209-4
- take out the shaft (331) from the rear side

(Fig.210-4).
331
Fig.210-4
4 - 119
TRANSMISSION

D4 - Guidelines for re-assembly and in-
328
spections
INSPECTION AND RE-ASSEMBLY OF THE TRAN-
SMISSION SHAFT
- check the synchro rings (327), (335) and (338)

for wear; 327
- replace the ring nut (328 Fig.211-4);

340 338 335
333
Fig.211-4
- fit the transmission shaft (331) back in place

331
Fig.212-4
NOTE: Check that the synchro rings are correctly

seated before tightening the ring nut (328).
- use tool CR 347 to tighten the ring nut (328 Fig.213-

4);
CR 347
328
Fig.213-4
4 - 120
TRANSMISSION

INSPECTION AND RE-ASSEMBLY OF THE OU-
TPUT SHAFT 348 346 344 341
- check the needle bearing (341) for wear;
- replace the fixing nut (344) (Fig.214-4);
Fig.214-4
NOTE: The hub (356 Fig.215-4) is to be mounted

with the hole housing the spring pins towards the
front side of the gearbox. The sleeve must be keyed
on the hub with the spaces properly aligned to allow
for the pins to be inserted. 356
Fig.215-4
- fit the output shaft (342) back in place complete

with all its components into the gearbox housing 03 CMB REX
(Fig.216-4);
344 344
- with the aid of tool 03 CMB REX, tighten the nut
(344 Fig.216-4) (see the guidelines at page 4-155
for the correct tightening torque).
342
Fig.216-4
4 - 121
TRANSMISSION

INSPECTION AND RE-ASSEMBLY OF THE MAIN
SHAFT
314 306
- check the roller bearing (313 Fig.217-4) for wear;
313
Fig.217-4
NOTE: Before mounting the main shaft (301), posi-

tion the gear engagement forks (957) and (958) in 958 957
their seats (Fig.218-4).
Fig.218-4
- fit the main shaft (301) back in place complete

with all its components into the gearbox housing
(Fig.219-4);
301
Fig.219-4
4 - 122
TRANSMISSION

INSPECTION AND RE-ASSEMBLY OF THE UP-
PER SHAFT (RANGES)
324
- check the bearings (324) and (320) (Fig.220-4)
for wear;
320
Fig.220-4
NOTE: Before mounting the range upper shaft (316),

position the rocker arm lever (968) for the engage-
ment of the creeper in its seat (Fig.221-4). 968
Fig.221-4
- fit the range upper shaft (316) back in place

316
Fig.222-4
4 - 123
TRANSMISSION

WARNING: The differential lock assembly is
heavy and therefore difficult to handle. Take
the greatest care when removing and re- 01 CMB MYT
mounting it.
- re-assemble the differential housing with the aid

of tool 01 CMB MYT(Fig.223-4);
Fig.223-4
- remove the PTO sleeve (501) and shaft (502)

(Fig.224-4);
502 501
Fig.224-4
- compress the differential lock spring with the tool

02 CMB REX (Fig.225-4);
02 CMB REX
Fig.225-4
4 - 124
TRANSMISSION

- with the aid of the same tool 02 CMB REX mount
the differential lock spring back into the gearbox
housing (Fig.226-4).
02
02 CMB
CMB REX
REX
Fig.226-4

THE GEARBOX HOUSING


engaging fork;

gearbox housing.
Fig.227-4
- complete the mounting of rods and forks (Fig.228-

4);
Fig.228-4
4 - 125
TRANSMISSION

HOW TO FIT THE UNION BACK ON THE GEARBOX


(951), (952), (953);
Fig.229-4

4);
953
952
951
Fig.230-4

again (Fig.231-4).
Fig.231-4
4 - 126
TRANSMISSION
Notes
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_______________________________________________________________________________________________________
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4 - 127
TRANSMISSION
Notes
_______________________________________________________________________________________________________
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4 - 128
TRANSMISSION
CHAP. 4
4WD housing
CONTENTS

(4WD version)
E - 4WD housing
E1 - Drawing of assembly and description of operation
(version with creeper) .............................................. 4-130
E2 - Drawing of assembly and description of operation
(version without creeper) ......................................... 4-132
E3 - Drawing of assembly of the housing in 2WD tractors ......... 4-134
E4 - Park Lock ................................................................. 4-136
E5 - Guidelines for disassembly ...................................... 4-140
E6 - Guidelines for re-assembly and inspections ............ 4-143
4 - 129
TRANSMISSION
E - 4WD housing
E1 - Drawing of assembly
345
342
421
444
403
422
401
405 419
402 418
404 407 406 408 409 410 411 412 413 414 415 420 416 417
Fig.232-4
342 - Bevel pinion 412 - 4WD engagement spring

345 - Drive gear 413 - 4WD engagement sleeve
401 - Spring on transmission shaft 414 - Retention rings
402 - Front bearing support 415 - Driven gear
403 - Spring ring 416 - Shoulder wheel
404 - Retention ring 417 - Ball bearing.
405 - Spring ring 418 - Retention ring
406 - Ball bearing. 419 - Supply coupling (20 bar)
407 - O-ring 420 - Driven gear for creeper
408 - Spring ring 421 - Creeper engagement sleeve
409 - 4WD housing 422 - Driven gear for creeper
410 - Spring ring 444 - Upper unit support shaft
411 - Thrust washer with guard
4 - 130
TRANSMISSION
4WD housing
Description of operation
The 4WD housing consists of the shaft (401) that
transmits drive to the front axle, the “Spring-on” unit,
two gears (415) and (422), a shaft that supports the
creeper (optional) and the “Park Lock” unit (only
mounted in Powershuttle versions).
The control levers of the Park Lock unit are installed
in the lower part of the housing (Fig.233-4).
In the condition illustrated in Fig.234-4, drive from
the bevel pinion (342) reaches the transmitter shaft
(401) via gears (345), (422) and (415), which are
permanently meshed with each other.
The 4WD (Spring-on) is mechanically engaged and 453 454
hydraulically disengaged.
Oil at a pressure of 20 bar allows the 4WD to be Fig.233-4
disengaged. It moves the engaging sleeve (413) in
an axial direction and consequently compresses the
spring (412).
Fig.234-4 which shows the sleeve (413) in section
view, represents the disengaging phase (20 bar pres-
sure) at the top and the engaging phase (0 bar pres-
sure) at the bottom.
345
342
422
20 bar
0 bar
415
401 413 412

Fig.234-4
4 - 131
TRANSMISSION
4WD housing
E2 - Drawing of assembly
352
443
425 445
423
442
427
426
424
428 429 430 431 432 433 434 435 436 437 438 439 440 441
352 - Bevel pinion 434 - 4WD engagement spring

423 - Spring-on transmission shaft 435 - 4WD engagement sleeve
424 - Front bearing support 436 - O-rings
425 - Spring ring 437 - Driven gear
426 - Retention ring 438 - Shoulder wheel
427 - Spring ring 439 - Ball bearing.
428 - Ball bearing 440 - Retention ring
429 - O-ring 441 - Supply coupling
430 - Spring ring 442 - Engagement driven gear
431 - 4WD housing 443 - 4WD engagement drive gear
432 - Spring ring 445 - Driven gear support pin
433 - Thrust washer with guard
Fig.235-4
4 - 132
TRANSMISSION
4WD housing
Description of operation
The version of the 4WD housing without creeper
consists of the shaft (423) that transmits drive to
the front axle, the “Spring-on” unit, two gears (437)
and (442), a pin (445) that supports the driven gear,
and the “Park Lock” unit (only installed in Power-
shuttle versions). The control levers of the Park
Lock unit are installed in the lower part of the hou-
sing (Fig.236-4).
In the condition illustrated in Fig.237-4, drive from
the bevel pinion (352) reaches the transmitter shaft
(423) via gears (443), (442) and (437), which are
permanently meshed with each other. 453 454
The 4WD (Spring-on) is mechanically engaged and
hydraulically disengaged. Fig.236-4
Oil at a pressure of 20 bar allows the 4WD to be
disengaged. It moves the engaging sleeve (435) in
an axial direction and consequently compresses the
spring (434).
Fig.237-4 which shows the sleeve (435) in section
view, represents the engaging phase (0 bar pressu-
re) at the top and the disengaging phase (20 bar
pressure) at the bottom.
443
352
445
442
0 bar
20 bar
437
423 434 435

Fig.237-4
4 - 133
TRANSMISSION
4WD housing
E3 - Drawings of housing assembly
in 2WD tractors
The gearbox mounted on SERIES F tractors without In the versions with creeper, the shaft supports the
four-wheel drive has a different transmitter shaft and relative gears and, and moreover, in Powershuttle
no Spring-on unit. In 2WD tractors the transmitter shaft versions, the Park Lock meshing gears are machi-
as a support function. In Speedfive versions without ned on the shaft itself.
creeper (Fig.238-4) a sluice valve (482) assures
continuous oil circulation in the intake system.
SPEEDFIVE VERSION WITHOUT CREEPER
482
Fig.238-4
Fig.239-4
4 - 134
TRANSMISSION
4WD housing
Fig.240-4
4 - 135
TRANSMISSION
4WD housing
E4 - Park Lock
The Park Lock is a mechanical block system, that
assures the braking action even with the tractor at
full load on slopes. This system is mounted on Series
F tractors in the Powershuttle version, as they feature
no mechanical connection between engine and rear
wheels when the engine is off.
Park Lock is therefore installed in addition to the
parking brake to give a more reliable braking action.
It is installed inside the 4WD housing and consists
of: meshing teeth (446) formed in the sleeve (413)
of the version with creeper (Fig.232-4) and on the
gear (437) in the version without creeper (Fig.235-
4), an engaging lever (447) and relative pin (451) to 453 454
support the engaging cam (452). Fig.241-4
The lower part of the housing is fitted with the enga-
ging (453) and disengaging (454) levers which are
operated by means of a control lever (P) installed
on the driver’s right (Fig.242-4).
A steel cable connects the levers.
PARK LOCK ENGAGING SAFETY DEVICE
To prevent the Park Lock from being engaged when

the tractor is moving, thus preventing it from abrupt
stopping and consequently damaging the transmis-
sion system, there is a safety system that stops the
Park Lock from being even accidentally engaged
unless the parking brake (L Fig.243-4) has been ap-
plied. Engagement of the brake (L) ensures that the
tractor is halted.
P
Pull the lever (L) to shift the pin (481 Fig.247-4) throu- Fig.242-4
gh connection with the cable (477 Fig.244-4), thus
releasing the movement of lever (P) and allowing
the Park Lock to engage.
Fig.243-4
4 - 136
TRANSMISSION
4WD housing
HOW TO ADJUST THE PARK LOCK ENGAGING SAFETY DEVICE
The following adjustments must be made if the - lock the adjuster (478) in place with the check nut
parking brake or the Park Lock On the platform are (479 Fig.244-4).
repaired or replaced:
When the parking brake lever (L) is released, a spring
- regulate the adjuster (478 Fig.244-4) and pull the in the union (480 Fig.244-4) returns the pin (481
lever (L) so that when the 6th/7th position of this Fig.247-4) to the position where the lever (P) move-
lever is reached, the pin (481 Fig.247-4) releases ments are locked.
the movement of the Park Lock engaging lever;
480 477
L
L
478 479
Fig.244-4
4 - 137
TRANSMISSION
4WD housing
4WD HOUSING WITH DISENGAGED PARK LOCK
446
447
450
449
448
451
452
Fig.245-4
4WD HOUSING WITH ENGAGED PARK LOCK
446
447
450
449
448
451
452
Fig.246-4
4 - 138
TRANSMISSION
4WD housing
HOW TO ADJUST THE PARK LOCK COMMAND
- operate the engaging lever (453) so as to bring
To ensure the teeth (446) and lever (447) correctly
the pin (455) up against the reference pin (466);
mesh, the travel of this lever must be adjusted by
means of the length of the cable that connects the
- adjust the length of the cable (467), by means of
engaging/disengaging levers and the control lever
nuts (468) and (469) so as to obtain 1 mm of play
(P) just under the steering wheel:
between pins (455) and (466);
- move the lever (P) to the disengaging position
- lock the adjuster nuts (468) and (469).
(neutral);
480 481 477 L
467
447 446
469
468 m
1m
466
453
455 454
Fig.247-4
4 - 139
TRANSMISSION
4WD housing
E5 - Guidelines for disassembly
self.
- split the 4WD housing from the gearbox housing

(Fig.248-4).
HOW TO DISASSEMBLE THE CREEPER BEAR-

ING SHAFT (4WD HOUSING WITH CREEPER) 4WD HOUSING Fig.248-4
- remove the spring pin (470) and disassemble the

creeper engaging fork and rod;
- take out the spring pin (471) that fixes the bearing
471 470 444
shaft (444) (Fig.249-4);
- remove the shaft (444) that supports the creeper

(Fig.250-4).
Fig.249-4
444
Fig.250-4
4 - 140
TRANSMISSION
4WD housing
HOW TO DISASSEMBLE THE DRIVEN GEAR BE-
ARING PIN (4WD HOUSING WITHOUT CREEPER)
445
- remove the ring nut (476) and take out the pin
(445 Fig.251-4).
476
Fig.251-4
HOW TO DISASSEMBLE THE SPRING-ON UNIT
403
Fig.252-4
- disengage the Park Lock and remove the Spring-

on transmitter shaft (401) along with the driven
gear (415 Fig.253-4).
415 401
Fig.253-4
4 - 141
TRANSMISSION
4WD housing
HOW TO DISASSEMBLE THE ENGAGING AND
DISENGAGING LEVERS
- take out the spring pins (455) and (473) and 455
remove the Park Lock disengaging lever (454)
(Fig.254-4);
473
454
Fig.254-4
- remove the spring ring (474) and take out the rod
(448 Fig.255-4);
474
448
Fig.255-4
- remove the retainer plug and take out the rod with
the relative cam (452 Fig.256-4).
452
Fig.256-4
4 - 142
TRANSMISSION
4WD housing
E6 - GUIDELINES FOR RE-ASSEMBLY AND
INSPECTIONS
- replace the ring seals and check the bearings for

wear;
- no particular recommendations are necessary for

re-assembling the shafts and 4WD housing
components;
- work through the disassembly operations in

reverse order.
Fig.257-4
SPRING-ON SHAFT INSPECTION 02 DT MYT

410
- compress the spring (412) with the aid of tool 02
DT MYT and a press;
412
Fig.258-4
- replace the retention rings (414), (404), (407) and

check the ball bearing for wear (406 Fig.259-4)
404 407 414
406 412
Fig.259-4
4 - 143
TRANSMISSION
4WD housing
THE GEARBOX HOUSING


engaging fork (Fig.260-4);
- tighten the fixing screws (Fig.261-4);

gearbox housing. Fig.260-4
4WD HOUSING
Fig.261-4
4 - 144
TRANSMISSION
Notes
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4 - 145
TRANSMISSION
Notes
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4 - 146
TRANSMISSION
CHAP. 4
Bevel gear pair and rear differential
CONTENTS
F - Bevel gear pair and rear differential

F1 - Drawing of assembly and main components ............. 4-148
F2 - Description of operation ............................................. 4-149
F3 - Driving torques and sealants ..................................... 4-149
F4 - Guidelines for disassembly, re-assembly and inspections ........ 4-150
F5 - Guidelines for adjustments ........................................ 4-152
4 - 147
TRANSMISSION
F - Bevel gear pair and rear differential

F1 - Drawing of assembly and main components
364 363
366
352 353 350 369
368 361
367
365
360
359
345 346 348
349
362
356 357 358

Fig.262-4
350 - Gearbox housing 360 - Differential housing
353 - Bevel pinion fixing nut 361 - Bevel ring gear
345 - Normal range driven gear 362 - RH differential support
348 - Pinion support tapered bearing 363 - Taper bearing
346 - Pinion support tapered bearing 364 - Adjustment shims
352 - Bevel pinion 365 - Planetary
349 - Pinion adjustment shims 366 - Differential gear
356 - LH differential support 367 - Planet pin
357 - Taper bearing 368 - Cover
358 - Adjustment shims 369 - Cover fixing screw
359 - Diff lock ring
4 - 148
TRANSMISSION

F2 - Description of operation
This is the end part of the transmission. It has a
tough and massive structure as it has to distribute
the power between the driving wheels (also during
turns) by means of the actual differential and the
side final drives. It also transmits drive to the 4WD
front axle and to the output shaft of the proportional
PTO.
The oil-cooled disc brake unit is installed in the com-
partment where the side final drives are fixed. The
differential unit can be locked as required by a
mechanically engaged sleeve with electrohydraulic
control which locks the two side axle shafts together
in order to turn the wheels at the same rate as each
other.
Besides receiving and transmitting drive to the ac-
tual differential, the bevel pinion also acts as driver
for the proportional PTO gear and for the 4WD
Spring-on engaging and disengaging unit.
F3 - Driving torques and sealants
135 Nm
Loctite 272
Play = 0.25÷0.30 mm
Pinion M.R. = 2.5÷3 Nm
Key:
- Driving torque
70 Nm
- Type of sealant
Loctite 243
P - Preload Fig.262a-4
4 - 149
TRANSMISSION

F4 - Guidelines for disassembly,
re-assembly and inspections
- comply with the indications given for the gearbox 01 CMB MYT
when disassembling and re-assembling the bevel
gear pair and rear differential assemblies.
WARNING: wear gloves and hold the

HOW TO DISASSEMBLE THE DIFFERENTIAL

HOUSING
- use tool 01 CMB MYT (Fig.263-4) to remove the

housing from the gearbox housing. Fig.263-4
INSPECTIONS
1 - Clean and check all the components;
2 - Replace all the retention rings and the bevel

pinion nut (344 Fig.262-4);
3 - Check the rolling tracks of all bearings and make

sure that there are no faults during the rolling
action;
4 - Replace all defective or worn components.
4 - 150
TRANSMISSION

HOW TO INSPECT THE DIFFERENTIAL HOUSING
360 370
The differential housing (360) consists of a cover
(368) and planetary gear unit.
To split the housing, remove the cover fixing screws
(369), the spring pins (370) and take out pin (367).
The planetary gear unit consists of a central pin 369
(367), two differential gears (366) and two planetary
gears (365).
Check the teeth of the crown wheels and planetary
gears along with their respective shimming plates.
Fig.264-4
368 360
366
366
367
365
Fig.265-4
4 - 151
TRANSMISSION

F5 - Guidelines for adjustments
The bevel gear pair must be adjusted in four diffe- 3 - Give the right preload to the taper bearings that
rent ways to ensure optimum operating conditions: support the differential in order to obtain the
exact moment of rotation; (3-4 Fig.266-4)
1 - Adjust the position of the pinion in relation to
the ring gear in order to ensure the two 4 - Adjust the right play between the pinion and ring
components mesh perfectly together; (1 Fig.266- gear teeth; (3-4 Fig.266-4).
4)
2 - Give the right preload to the two taper bearings

that support the pinion in order to obtain the exact
moment of rotation; (2 Fig.266-4)
4 Fig.266-4
4 - 152
TRANSMISSION

1- HOW TO ADJUST THE POSITION OF THE
PINION IN RELATION TO THE RING GEAR
Foreword: this adjustment must be made whenever where:

the rear taper bearing (348), the bevel gear pair or
the differential housing are replaced during a gene- A is the distance between the bearing surface of
ral overhaul. the rear taper bearing and the axis of the bevel
ring gear (Fig.267-4).
1 - The purpose of the adjustment is to determine This dimension is measured along the assembly
the value of shim Sh which is mounted between line and is stamped on the differential housing
the outer bearing ring and the relative stop point (Fig.268-4);
on the housing (Fig.267-4);
B is the nominal dimension (150 mm) which must
2 - Apply the following expression for the be complied with in order to perfectly center the
calculations: pinion on the ring gear. This dimension can be
corrected by writing with an electric pen on the
SH = A - (B + C) pinion head (Fig.269-4). These values should be
added to or subtracted from the nominal value of
150 mm, depending on the + or - sign that
precedes this value.
348
Fig.267-4
4 - 153
TRANSMISSION

Example:
If + 0.15 is written on the end of the pinion, dimen-

sion B will be 150 + 0.15 = 150.15 mm
If + 0.10 is written on the end of the pinion, dimen-

sion B will be 150 - 0.10 = 149.90 mm
C is the distance between the stop point of the taper

bearing (348 Fig.267-4) on the casing and the
bearing point on the bevel pinion.
This measurement must be taken on the bevel
pinion using tool 02 DIF MYT (Fig.270-4).
Example:
- If 166.75 mm is stamped on the housing Fig.268-4
- If + 0.15 is written on the end of the pinion
- If the measured dimension C is 15.5 mm
The thickness of shim SH is:
SP = 166.75 - (150.15 + 15.5) = 1.1mm
Fig.269-4
02 DIF MYT
Fig.270-4
4 - 154
TRANSMISSION

2- HOW TO GIVE THE RIGHT PRELOAD TO
THE TWO TAPER BEARINGS THAT SUP-
PORT THE PINION
1 - Fit the bevel pinion back in the differential

housing, remembering to insert and fit the spring
ring into its housing;
2 - Mount and tighten the nut until a moment of

rotation between 2.5 and 3 Nm is obtained
(Fig.271-4).
3 - Clinch the outer edge of the nut near the two

cavities made on the pinion.
Fig.271-4
3- HOW TO CORRECTLY PRELOAD THE TWO
TAPER BEARINGS THAT SUPPORT THE
DIFFERENTIAL
1 - Mount the bevel ring gear on the complete 01 DIF MYT

differential assembly, and tighten the screws; SP1
2 - Mount the two dummy bearings (tool 01 DIF

MYT) on the differential housing without
inserting any shim between them and the
differential housing itself. Now fit the entire
assembly, including the ring gear, into the
differential housing (Fig.272-4);
SP2
3 - Adequately fix the two supports and consider
that, from this moment onwards, the two
supports must not be exchanged with each 01 DIF MYT
other; Fig.272-4
4 - Using a lever, move the differential assembly

fully against the support (B) and measure the
distance between the dummy bearing and the
stop point of the bearing on the differential
housing (X Fig.273-4) with a thickness gauge.
Measure a couple of times, making sure that
the differential assembly is fully against the
dummy bearing on the support (A).
Fig.273-4
4 - 155
TRANSMISSION

The dimension measured corresponds to the total
value of the shims that must be inserted to eliminate
the float (X = X1 + X2). However, to correctly pre-
load the two taper bearings in order to obtain the
exact moment of rotation, 0.1mm must be added to
the measured value; thus the total value of the shi-
ms will be: X + 0.1.
These shims must then be distributed between flan-
ge A and flange B to achieve the correct play betwe-
en the teeth of the pinion and those of the ring gear.
4- HOW TO OBTAIN THE CORRECT PLAY BE-

TWEEN THE PINION TEETH AND RING
GEAR TEETH
Fig.274-4
1 - Keep the differential assembly fully shifted on
support B and apply a comparator
perpendicularly on the center line of one flank
of a ring gear tooth (Fig.276-4).
2 - Delicately move the differential assembly axially

towards the support (A) while measuring the
variation in play between the pinion teeth and
those of the ring gear.
When the rotational play between the pinion and
ring gear teeth is between 0.25 and 0.30 mm,
stop the axial movement and measure its entity
by inserting the thickness gauge between
support A and the relative dummy bearing (X1);
3 - Since maximum float X and that of movement

X1 are now known, the value of X2 can be easily
found:
Fig.275-4
X2 = X -X1
4 - The values of X1 and X2 would correspond to
the effective values of shims Sh1 and Sh2 if
the thickness of the dummy bearings was the
same as that of the taper bearings to be
subsequently mounted.
It is therefore necessary to check for differences
by using a depth gauge to measure the difference
in thickness between the dummy bearing and
the true bearing to be mounted (Fig.275-4). This
difference must then be added or subtracted
from the values of X1 and X2:
Z1 - V1 = Difference to add to X1 if positive and
to subtract from X1 if negative, in order to obtain
Sh1.
Obviously, the same procedure and the same
calculation must be applied for the X2 value.
Fig.276-4
4 - 156
TRANSMISSION

5 - Proceed by definitively assembling the entire
differential unit, inserting the calculated shims,
tightening the screws of the supports.
After assembly, check again to make sure that
the play between the pinion/ring gear teeth is
between 0.25-0.30 mm.
Fig.277-4
4 - 157
TRANSMISSION
Notes
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4 - 158
TRANSMISSION
CHAP. 4
Side final drives
CONTENTS
Sect. 3 Guidelines for disassembly, re-assembly and adjustments
G - Side final drives

G1 - Drawing of assembly and main components ................... 4-160
G2 - Description of operation ............................................ 4-161
G3 - Guidelines for inspections and adjustments ................. 4-162
G4 - Driving torques and sealants .................................... 4-164
4 - 159
TRANSMISSION
G - Side final drives

G1 - Drawing of assembly and main components
609 616 608 607 606 605 602 604 601
634 615 614 613 612 611 610 603 635
Fig.278-4
601 - Axle shaft. 610 - Support plates

602 - Retention ring 611 - Steel plates
603 - Sintered disc 612 - Final drive housing
604 - Spindle 613 - Taper bearing
605 - Hub housing 614 - Taper bearing
606 - Flange 615 - Adjustment shims
607 - Planetary 616 - Planet pin
608 - Crown gear 634 - Differential gear
609 - Planetary gear cover 635 - Differential bearing flange
4 - 160
TRANSMISSION
Side final drives

G2 - Description of operation
The final drive housings support the right and left
axle shaft and contain the final drives which tran-
smit drive from the differential unit.
The two side final drives consist of a final drive hou-
sing (612), an axle shaft (601) supported by two taper
roller bearings (613 and 614), a ring gear (608) and
a wheel hub, also supported by two taper roller bea-
rings.
611
603
612 610
613
605 601
614
604
602
607
615
616
606
609 608
634
Fig.279-4
4 - 161
TRANSMISSION
Side final drives

G3 - Guidelines for inspections and
adjustments
INSPECTIONS
1 - Clean and check all the components;
2 - Replace all the retention rings;
3 - Check the rolling tracks of all bearings and make

sure that there are no faults during the rolling
action;
4 - Particularly make sure that the surfaces of the

teeth are not pitted or worn; replace all defective
parts;5 - Blow compressed air into the oil
channel to check for obstructions.
6 - Replace all defective or worn components.
ADJUSTMENTS
The only adjustment required by the side final drive

is to calculate the thickness of shims Sh (615) to
be inserted between the outer taper bearing (614)
and the crown carrier flange (606), to obtain correct
preload of the two taper bearings. To calculate the
value of shims Sh (615), measure dimensions (A)
and (B) when re-assembling and use the following
formula:
Sh = A - B + 0.1
Example:
A = 9.2 mm
B = 7.7 mm
Sh = 9.2 - 7.7 + 0.1 = 1.6 mm
4 - 162
TRANSMISSION
Side final drives
(615) Sp B
A
Fig.280-4
4 - 163
TRANSMISSION
Side final drives

G4 - Driving torques and sealants
115 Nm 145 Nm 115 Nm 182 Nm

Loctite 272 Loctite 272 Loctite 272
Loctite 510 pianermetic
Fig.281-4
Key:
- Driving torque
- Type of sealant
4 - 164
TRANSMISSION
Notes
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4 - 165
TRANSMISSION
Notes
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4 - 166
TRANSMISSION
CHAP. 4
Rear brakes
CONTENTS
H - Rear brakes
H1 - Drawing of assembly and main components ............. 4-168
H2 - Description of operation............................................. 4-169
H3 - Guidelines for inspections and adjustments .............. 4-169
4 - 167
TRANSMISSION
H - Rear brakes
H1 - Drawing of assembly and main components
656 655
657
651
654
658 653 652
651 - Axle shaft

652 - Driven disc check pin
653 - Sintered discs
654 - Steel plates
655 - Expansion plate
656 - Ball
657 - Final drive housing
658 - Plate return spring
Fig.282-4
4 - 168
TRANSMISSION
Rear brakes
H2 - Description of operation
The brakes are of the oil-cooled type. The discs (654
Fig.282-4) are made of steel.
The brakes are hydraulically controlled by means of
the pedals on the platform (Fig.283-4).
The braking effect is given by the friction between
the sintered discs (653), splined on the axle shaft
(651), and the discs (654) fixed by the pin (652). As
soon as the pedal is released, the pressure of the
disc packs is eased by the springs (658), that make
the expansion plates (655) return into their seats.
Fig.283-4
H3 - Guidlines for inspections

and adjustmente
INSPECTIONS
Clean and check all the components; Particularly

check to make sure that:
- the surfaces of the intermediate discs are not
scorched or warped;
- the scoring on the friction discs is perfectly visible;
replace the discs if this is not the case.
4 - 169
TRANSMISSION
Rear brakes
2 - ADJUSTMENTS
After mounting the rear brake unit, the pedal brakes 8 - Tighten the nut (659) to obtain a minimum play
and the parking brake should be adjusted. between latch (662) and control lever (660), so
that the hand brake rod (663) is free of any
1 - Jack up the rear wheels of the tractor, until the tension when the brake is released. When the
wheels are off the ground. pedal free travel becomes greater than 80 ÷ 100
2 - Release the parking brake lever (L) and loosen mm owing to wear of friction discs, it can be
the adjuster nut (659) of the rod (663) to take all adjusted again by means of the adjuster nuts
tension off the latch (662); (661).
3 - Free the brake pedals by raising the lock.
4 - Tighten the adjuster nut (661) until you can no If after a few adjustments the nuts (661) have used
longer turn the wheel by hand up the whole threaded part of the relative rods, the
5 - Slacken off the adjuster nut by 1 turn, i.e. until friction plates should be replaced (Fig.284-4).
the wheel can be freely turned. Now lock the
adjuster with the relative check nut.
6 - Repeat the same operations for the other brake.
7 - Check that the brake pedal has a free travel of
the prescribed value (A = A=30 ÷ 40 mm
Fig.284a-4). If this should not be the case, check
that there are no leaks or trapped air in the circuit.
A
Fig.284a-4
663
660
659 662 661 606 - Control lever

659 - Parking brake lever adjuster nut
661 - Brake pedal lever adjuster nut
662 - Latch for parking brake rod
Fig.284-4 663 - Parking brake cable
4 - 170
TRANSMISSION
Notes
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4 - 171
TRANSMISSION
Notes
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4 - 172
TRANSMISSION
CHAP. 4
Control levers
CONTENTS
I - Control levers
I1 - Drawing of assembly and main components ............... 4-174
I2 - General description...................................................... 4-175
l3 - Driving torques and sealants ....................................... 4-178
4 - 173
TRANSMISSION
I - Control levers
I1 - Drawing of assembly and main components
SPEEDFIVE VERSION
S 801 M
802 811
803 812
804 813
805 814
806 808 809 810 807 815
S- Reverse shuttle control lever 805 - Spring guide disc 811 - Lever bellows
M- Gearshift lever 806 - Spring pin 812 - Lever guiding pin
801 - Cover (Speedfive version) 807 - Switch pawl 813 - Spring
802 - Lever bellows 808 - Pawl spring 814 - Spring guide disc
803 - Lever guiding pin 809 - Plain washer 815 - Spring pin
804 - Spring 810 - Spring ring Fig.285-4
POWERSHUTTLE VERSION
816 M
M- Gearshift lever
816 - Cover (Powershuttle version)
817 - Lever bellows 818
818 - Lever guiding pin
819 - Spring
820 - Spring guide disc
821 - Spring pin 819
822 - Switch pawl
823 - Plain washer
819
820
823 824 822 821

Fig.286-4
4 - 174
TRANSMISSION
Control levers
I2 - General description
964 965 G 963 962
The gearshift (M) and reverse shuttle (S) levers
(Speedfive version - Fig.285-4) are located on the
cover of the union housing. They shift the synchro
rings in the gearbox housing by means of rods and
forks. The tractors with hydraulic reverse shuttle
feature only the gearshift lever on the union housing
cover (M Fig.286-4). The sense of drive is in fact
given by the clutches controlled by the Powershutt-
le module.
Ranges and creeper (if mounted) are controlled by
the lever (G Fig.287-4), on the left-hand side of the
gearbox housing.
The H-shaped shifting of the lever (Fig.288-4) enga-
ges the relative range, thanks to the axial displace- Fig.287-4
ment of the sleeves with frontal toothing.
The lever (826 Fig.289-4) connects the lever (G)
with the range engaging fork through blocks (962 -
963) and rods (964 - 965) (Fig.287-4). NORMAL SLOW
The spring (828 Fig.289-4) keeps lever (826) stop-
ped on the block (963).
CREEPER FAST
Fig.288-4
963 965 962 964 826 834 825 826
827
829 G - Range control lever

824 - Spring ring
825 - Gearbox housing
830 826 - Transmission lever
827 - Final drive control fulcrum lever
828 - Spring
829 - Washer
830 - Spring ring
828 831 - O-ring
832 - Flange
833 - Flange fixing screw
831 834 - Lever fixing tapered screw
963 - Low and high range engagement block
832 965 - Control rod for low/high range
962 - Normal range engagement block/cr.
964 - Normal range engagement block/cr.
833
Fig.289-4
4 - 175
TRANSMISSION
Control levers
The pins (835 and 836) (837 in the 2WD version)
are installed on the union cover (801-816) near the 835
gearshift lever (Fig.290-4). They contact the block
(838 Fig.292-4) and have the purpose to return the
837
control lever (M Fig.285/286-4) to the middle posi- 836
tion in the moment a gear is disengaged (lever M in
neutral).
The combined operation of the springs (839 and 840) 801
(841 in the 2WD version) makes the control lever
(M) move easier. 816
In the 2WD versions, the pins (836 and 837) play

the same role as in the 4WD versions. The pin (835)
is replaced by a longer one (837) to avoid that the
lever (M) moves towards the 5th speed engagement.
Fig.290-4
4WD VERSION
839 839
835 836
801
816 838
Fig.291-4
2WD VERSION
841 840
837 836
838
801
816 838
Fig.292-4 Fig.293-4
4 - 176
TRANSMISSION
Control levers
SAFETY PAWLS
In the middle part, just under the gearbox housing,

three safety pawls are installed for the gearshift and
range control levers (Fig.294-4).
These three pawls (842), (843) and (844) act on the
grooves in the rods; in this way they avoid that two
speeds/ranges are engaged simultaneously.
The balls and springs retain the control rods in the
position selected by the operator.
Fig.294-4
842 - Safety pawl 3rd - 4th - 5th speed

843 - Safety pawl 1st - 2nd speed 844 965 964
844 - Speed range safety pawl
954 - Control rod for 1st - 2nd speed fork
955 - Control rod for 3rd - 4th speed fork
956 - Control rod for 5th speed fork
964 - Control rod for normal range/creeper
965 - Control rod for low/high range 956
843
955
954
Fig.295-4
843 842 844
Fig.296-4
4 - 177
TRANSMISSION
Control levers
I3 - Driving torques and sealants
Key:
- Driving torque 150 Nm
- Type of sealant
P - Preload
46 Nm 46 Nm
Loctite 510 pianermetic
150 Nm 40 Nm
Fig.297-4
4 - 178
TRANSMISSION
Control levers
Loctite 510
55 Nm
Loctite 270
Loctite 243
Key:
- Driving torque
- Type of sealant
P - Preload
Fig.298-4
4 - 179
TRANSMISSION
Notes
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4 - 180
TRANSMISSION
CHAP. 4
Special tools
CONTENTS
Sect. 4 Special tools. ......................................................................... 4-182
4 - 181
TRANSMISSION
Sect.4 - Special tools

141 DS LG
Support for assembling, disassembling the main shaft and clutch assemblies.
01 DS REX
Sleeve to use with tool 141 DS LG for disassembling and assembling the Powershuttle clutch shaft.
143 DS LG
Compressor for assembling and disassembling the hydraulic clutch spring.
4 - 182
TRANSMISSION
Special tools
02 DS VS
Sleeve to use with tool 141 DS LG for disassembling and assembling the Powerfive clutch shaft.
03 DS VS
Plug for assembling the Powerfive hub retention rings.
01 CMB MYT
Support for disassembling and assembling the differential unit complete with ring gear.
4 - 183
TRANSMISSION
Special tools
02 DT MYT
Compressor for disassembling and assembling the Spring-on spring.
01 DIF MYT
Dummy bearings for adjusting the rear bevel gear pair.
03 CMB REX
Wrench for bevel pinion nut.
4 - 184
TRANSMISSION
Special tools
02 CMB REX
Compressor for re-assembling the differential lock spring.
CR 347
Wrench for transmission shaft ring nut.
02 DIF MYT
Thickness gauge for pinion taper bearing.
4 - 185
TRANSMISSION
Special tools
02 DS REX
Introducer for main shaft on Powershuttle unit bearing.
4 - 186
4WD FRONT AXLE
CHAP.5
CONTENTS
Precautions and Safety Recommendations. ...................................... 5-2
Sect. 1 General description. ................................................................. 5-3

1-1 Drawing of assembly and main components ............. 5-4
1-2 Description of operation ............................................... 5-7
1-3 4WD engagement (Spring-on) .................................. 5-10
1-4 Front brakes ............................................................... 5-12
Sect. 2 Technical specifications. ....................................................... 5-13

2-1 Main technical specifications ..................................... 5-14
2-2 Driving torques and sealants ..................................... 5-15
Sect. 3 Guidelines for disassembly, re-assembly and adjustments. ...... 5-17

3-1 Guidelines for disassembly ....................................... 5-18
3-2 Guidelines for re-assembly, inspections
and adjustments ........................................................ 5-23
5-1
4WD FRONT AXLE
Precautions and Safety Recommendations.

described in this section. It is important for operators
to comply with these instructions in order to prevent
accidents. Moreover, always bear in mind the safety
measures described in the Operation and Maintenan-
ce Manual and in chapter 1 of this manual.
ans of this symbol:
WARNING: if the bolts that fix the safety fra-

me or cab are loosened or if the actual sa-
fety frame or cab are removed, make sure
that the parts are re-installed correctly so
that adequate protection is provided for the
operator.
WARNING: make sure that all persons keep

a due distance away from the danger zone.
Avoid vibrations when bolts are loosened.

and hooks. Make sure that there are no by-
standers near the load as it is lifted.
WARNING: avoid twisting the chains or me-

tal ropes used for lifting purposes. Always
wear safety gloves when handling cables or
chains.
WARNING: use the right tools to align holes.

NEVER USE YOUR FINGERS OR HANDS.

WARNING: if you remove the bolts from parts

that are liable to drop, always leave two op-
posed bolts in place for safety reasons. Only
remove these bolts after you have hooked
the assembly to a lifting means or after you
have positioned bearing blocks underneath
the actual part itself.
5-2
4WD FRONT AXLE
CHAP.5
General description
CONTENTS
Sect. 1 General description
1-1 Drawing of assembly and main components.............. 5-4

1-2 Description of operation ............................................... 5-7
1-3 4WD engagement (Spring-on) .................................. 5-10
1-4 Front brakes ............................................................... 5-12
5-3
4WD FRONT AXLE
Sect. 1 - General description

1-1 Drawing of assembly
710 727 706 722 720 772 741 743 708 711 723 721 724 725 726 728
773 712 719 731
737 734
775 717
705 730
715 709
711 736
768
740
733
764
763 738
772 709 739
765
707 779
735
780 716 760 732
767 746 742

702
771 745 747 718 729 744
703
704
713 771
701 714
Fig.1-5
5-4
4WD FRONT AXLE
General description
Main components
701 - Ring nut 733 - Planetary gear
702 - Bevel pinion 734 - Cover fixing screw
703 - Complete rear support 735 - Spacer
704 - Adjustment shims 736 - Planetary gear plug
705 - Ring nut (lh) 737 - Cover
706 - Differential unit 738 - Axle shaft end
707 - Screw 739 - Outer spring ring
708 - Steel plate 740 - Hub
709 - Complete axle ass’y 741 - Brake housing (rh)
710 - Brake housing (lh) 742 - Crown wheel fixing ring nut
711 - Thrust disc 743 - Ring nut (rh)
712 - Sleeve 744 - Flange
713 - Spacer 745 - Lower plug
714 - Retention ring 746 - Cover fixing screw
715 - Hidrolock housing 747 - Lower cover
716 - Diff lock oil supply union 760 - Taper roller bearing
717 - Retention ring 763 - Complete lh axle shaft
718 - Retention ring 764 - Complete rh axle shaft
719 - Axle shaft guard 765 - Planetary gear
720 - Screw 767 - Spring ring
721 - Taper roller bearing 768 - Diff lock piston
722 - Planetary gear plug 771 - Pinion taper bearings
723 - Adjustment shims 772 - Differential housing taper bearings
724 - Pin 773 - Brake piston
725 - Upper cover 775 - Piston return spring
726 - Fork 779 - Diff lock oil supply tube
727 - Crown wheel 780 - Screw
728 - Retention ring
729 - Taper roller bearing
730 - Hub
731 - Plate
732 - Reduction ring gear
5-5
4WD FRONT AXLE
General description
Fig.2-5
Y - Electrohydraulically controlled diff lock”Hydralock”

X - Oil-cooled disc brakes Fig.3-5
5-6
4WD FRONT AXLE
General description
This axle has a very sturdy structure that is able to
support and bear the front part of the tractor through a
hingeing system that connects it to the radiator core
support where ballast of a considerable weight and
other components such as forks, loaders, the front
PTO complete with power lift, etc., are applied.
The central part houses the bevel gear pair-differential
assembly which features mechanical engagement (Y
Fig.3-5) and is electrohydraulically controlled by me-
ans of a button. Drive transmitted by the 4WD housing
on the rear differential housing reaches the front dri-
ving wheels by means of the axle shafts and epicyclic
final drives with a slight turning advance of 1 to 4% ~
in relation to the rear wheel turns.
The discs of the oil-cooled brakes (X Fig.3-5) are to be
found in the inner part, at the sides of the differential
and keyed to the axle shafts, along with the relative
piston which is hydraulically controlled through the pres-
sure exercised on the latched brake pedals, at the same
time as the rear brakes.
Maximum steering through ~ 55° is achieved thanks
to a double-acting balanced hydraulic cylinder supplied
with oil by the steering valve system and operated by
means of the steering wheel.
5-7
4WD FRONT AXLE
General description
763 727 706 764 730 732 733
765
702
Fig.4-5
5-8
4WD FRONT AXLE
General description
DRIVE TRANSMISSION
Drive reaches the Spring-on transmitter shaft (401

Fig.5-5) in the 4WD housing and then proceeds to the
front bevel pinion (760) which is coupled to the crown
wheel (761 Fig.4-5).
Passing through the differential housing (762), drive
reaches the left (763) and right (764) axle shaft.
Drive enters the side final drives then, through the
crown wheel (737), the planetary gear (733) and the
ring gear (732), it reaches the hub (730) on which the
wheel is mounted (Fig.4-5).
401
Fig.5-5
BRAKE DIFF LOCK

BREATHER BLEEDING OIL
SUPPLY
OIL LEVEL
BRAKE OIL SUPPLY
Fig.6-5
5-9
4WD FRONT AXLE
General description
1-3 4WD engagement (Spring-on)
20 bar
0 bar
401 402 404 403 407 405 406 408 409 410 411 412 413 414 415 416 417 418 419
401 - Spring-on transmitter shaft 411 - Backing washer with guard

402 - Front bearing support 412 - 4WD engaging spring
403 - Spring ring 413 - 4WD engaging sleeve
404 - Retention ring 414 - Retention rings (O-rings)
405 - Spring ring 415 - Driven gear
406 - Ball bearing 416 - Shimming plate
407 - Retention ring (O-ring) 417 - Ball bearing
408 - Spring ring 418 - Retention ring
409 - 4WD housing 419 - Oil supply unit (20 bar)
410 - Spring ring
Fig.7-5
5 - 10
4WD FRONT AXLE
General description
SPRING-ON OPERATION
Spring-on is a device that mechanically engages the

four driving wheels. Disengagement is hydraulically
controlled by means of the switch (_SA11 Fig.8-5).
When the tractor is at a standstill, the four-wheel drive
is permanently engaged, thus guaranteeing a safe
braking system.
When the tractor is moving, the four-wheel drive can _SA11
be engaged and disengaged by means of the switch
(_SA11).
The four-wheel drive is disengaged thanks to the oil
that reaches a pressure of 20 bar in the duct (419),
thus axially shifting the engaging sleeve (413) and
compressing the spring (412).
The section of the sleeve (443) is shown in the upper Fig.8-5
part (ON) during the phase in which the four-wheel dri-
ve is engaged and in the lower part (OFF) during the
disengaging phase (Fig.7-5).
413
SPLITTING THE SPRING-ON ASSEMBLY
Split and remount the Spring-on assembly with the aid

of tool 02 DT MYT. This allows the spring (412) to be
compressed after which the spring ring can be demoun-
ted and remounted (410 Fig.10-5).
Fig.9-5
410 02 DT MYT
412
Fig.10-5
5 - 11
4WD FRONT AXLE
General description
1-4 Front brakes
The oil-cooled front brakes mounted on 4WD Series F
tractors guarantee IBS integral braking on the four
wheels with monitoring valve. This latter ensures that
the sole rear wheel is braked when the braking action
is applied with one single pedal (when the brakes are
used unlatched during field work or tight manoeuvres)
and integral braking on all four wheels when the pe-
dals are latched together (for transport or road circula-
tion)
Two discs are mounted on each side and no adjust-
ment is required when assembling.
Fig.11-5
5 - 12
4WD FRONT AXLE
CHAP.5
CONTENTS
Sect. 2 Technical specifications.
2-1 Main technical specifications ..................................... 5-14

2-2 Driving torques and sealants ..................................... 5-15
5 - 13
4WD FRONT AXLE
Sect.2 - Technical specifications.

Manufacturer DX
Axle type In spheroidal cast iron, swinging in the center

around two supports
Type of reduction Central pinion and crown wheel 10/34
Engaging control Spring-on with electrohydraulic disengagement
Reduction ratio of side final drives 5.2 (Series F 60)

5.077 (Series F 70-80-90-100)
Total reduction ratio 25.422 (Series F 60)

24.820 (Series F 70-80-90-100)
Brakes
N. of discs 2 each side

Disc outer diameter 143 mm
Tatal braking ares 764 cm2
5 - 14
4WD FRONT AXLE
General description
100 ÷ 110 Nm 72÷80 Nm Loctite 510 70 ÷ 85 Nm

Loctite 270 Loctite 270
Loctite 496
360 ÷ 400 Nm
110 ÷ 125 Nm Loctite 510 Loctite 510 105 ÷ 130 Nm Loctite 270
100 ÷ 110 Nm
Loctite 270
Key:
Loctite 270
- Driving torque
- Type of sealant
Fig.12-5
5-15
4WD FRONT AXLE
Notes
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5 - 16
4WD FRONT AXLE
CHAP.5
CONTENTS
3-1 Guidelines for disassembly ........................................ 5-18

and adjustments ......................................................... 5-23
5 - 17
4WD FRONT AXLE

3-1 Guidelines for disassembly
730 765
HOW TO DISASSEMBLE THE SIDE FINAL DRIVE
NOTE: the side final drives can also be overhauled

when the axle is assembled on the tractor.
- Disassemble the hub (730);

- remove the spring ring and take out the crown wheel
(765 Fig.13-5);
Fig.13-5
- straighten the stops with the aid of tool 04 DT REX

and unscrew the ring nut that fixes the crown wheel
04 DT REX
(Fig.14-5);
Fig.14-5
- remove the crown wheel (732) with the flange (744);

732 744
Fig.15-5
5 - 18
4WD FRONT AXLE

- remove the plate (731 Fig.16-5).
731
Fig.16-5
HOW TO DISASSEMBLE THE AXLE SHAFT

725 766
- disconnect the steering cylinder rod (766) with the
aid of a puller;
- remove the upper (725) and lower cover (747 Fig.17-

5);
747
Fig.17-5
- remove the pins that support the upper and lower

forks with the aid of tool R 504504 (Fig.18-5); R 504
Fig.18-5
5 - 19
4WD FRONT AXLE

WARNING : avoid twisting the chains or
metal ropes used for lifting purposes. Always
wear safety gloves when handling cables or 726
chains.
- remove the fork (726 Fig.19-5);
Fig.19-5
- remove the axle shaft (738 Fig.20-5).
NOTE: the demounting operations described up to this

point are valid for right and left axle shafts and final
drives.
738
Fig.20-5
5 - 20
4WD FRONT AXLE

HOW TO DISASSEMBLE THE DIFFERENTIAL AS-
SEMBLY 707
NOTE: the differential assembly can be disassem-
bled from the axle by removing the bearing pins, the
final drives complete with fork and the axle shafts.
WARNING :if you remove the bolts from

sons. Only remove these bolts after you have
hooked the assembly to a lifting means or
after you have positioned bearing blocks
underneath the actual part itself.
- remove the screws (707) that fix the differential as- Fig.21-5
sembly (Fig.21-5);
- remove the differential unit from the axle assembly

(Fig.22-5).
Fig.22-5
HOW TO SPLIT THE DIFFERENTIAL UNIT
- remove the tube (779) that supplies oil to the diffe-

rential lock (Fig.23-5);
779
Fig.23-5
5 - 21
4WD FRONT AXLE

- remove the differential lock assembly (715) along
with the brake discs (708 e 711) (Fig.24-5);
708 715 711
Fig.24-5
- remove the ring nut (743) with tool 02 DT REX

(Fig.25-5); 743 02 DT REX
Fig.25-5
- remove the cover (737), the discs, brake and ring

nut (705) from the opposite support (Fig.26-5).
737 705
Fig.26-5
5 - 22
4WD FRONT AXLE

- remove the 4 + 4 screws (780) fixing the two sup-
ports (710 and 741) (Fig.27-5); 710 741
780
Fig.27-5
- remove both supports and the differential unit by

means of a lever (Fig.28-5);
710 741
3-2 Guidelines for re-assembly, in-

spections and adjustments Fig.28-5
Work through the disassembly instructions in reverse

order in order to remount the axle components. Before
remounting, inspect the parts subject to wear, replace
the seals and make the required adjustments.
HOW TO INSPECT THE COMPONENTS OF THE

DIFFERENTIAL UNIT
771
- check the bearings (771 Fig.27-5) supporting the
pinion;
- check che bearings (772 Fig 27-5) of the differential

housing;
772
- check the teeth of the planetary gears and crown
wheels for wear.
Fig.29-5
5 - 23
4WD FRONT AXLE

DIFFERENTIAL ASS’Y ADJUSTMENTS
The differential assembly must be subjected to the

following adjustments:
1 - Bevel gear positioning on the ring gear
2 - Preloading of the bearings that support the

bevel pinion
3 - Play adjustment between the teeth of the ring

gear pinion and preload of the differential bea-
rings
1 - BEVEL GEAR POSITIONING ON THE

RING GEAR
The purpose of the adjustment is to determine the value

of shim sh (704) mounted between the ring of the bea-
ring (771) and the relative stop point on the support (703)
so that the bevel pinion is distance R away from the
axis of the bevel ring gear. R is, in fact, the nominal
dimension of 99 mm that must be obtained to have the
pinion perfectly centered on the ring gear
To calculate the value of the shim sh (704) that allows
the pinion to be centered on the ring gear, first calculate
the distance R1 (Fig.31-5) between the center of the ring
gear and the bearing surface of the taper bearing (771). 01 DT REX
To make it easier to measure the dimension (R1), it is
advisable to use special tool 01 DT REX which consi-
sts of: two dummy bearings and a plug (Fig.30/31-5).
After mounting the tool, measure dimension R1 (Fig.31-
5).
Fig.30-5
01 DT REX
R1
P
771
Fig.31-5
5 - 24
4WD FRONT AXLE

Determine a pack of shims (B) by means of the fol-
lowing formula:
Sh (704) = R1 - (R ± S) r
where:
R = nominal dimension 99 mm +0,15

R1= dimension measured with tool 01 DT REX
S = real execution tolerance of measure “R”

(value stamped on the pinion, to be added to (+)
or subtracted from (-) the 99 mm dimension).
Example:
R1 = 100.65 mm
r = +0.15 Fig.32-5
Sh = 100.65 - (99+0.15)=1.5 mm
772
R
Sh
772 702 771
703 704
713
701
Fig.33-5
5 - 25
4WD FRONT AXLE

2 - PRELOADING OF THE BEARINGS THAT
SUPPORT THE BEVEL PINION 701 771 702 771
1 - Fit the previously calculated shim (704) into the

housing of the support (703) along with the outer
ring of the bearing (771).
2 - Mount the bevel pinion (702) with all the compo-

nents shown in Fig.35-5.
3 - Tighten the ring nut (701) until obtaining a moment

of rotation inclusive of retention resistance equal
to 3-4 Nm.
703 704
4 - Using a plastic mallet, bed the pinion on to the two
bearings and then check the moment of rotation Fig.34-5
again as the entity to which the nut is torqued va-
ries, until the required moment of rotation has been
obtained (Fig.33-5).
5 - After the adjustments have been made, clinch the

lip of the ring nut into the relative cavity on the
pinion.
3 - CORRECT PLAY BETWEEN THE TEETH OF

THE PINION AND CROWN WHEEL AND X Y
PRELOADING OF THE TWO TAPER BEARINGS
THAT SUPPORT THE DIFFERENTIAL 3-4 Nm
WARNING : handle all parts with the gre-

atest care. Do not insert your hands or
fingers between one part and another.
Fig.35-5
1 - Mount the two supports (710 and 741) along with
the differential complete with bevel ring gear (727
(Fig.36-5) on to the support (31)
2 - Using the tool (02 DT REX), tighten the two ring 02 DT REX
nuts (705 and 743 Fig.36-5) until there is a 0.10-
0.25 mm play between the teeth of the pinion and
crown wheel measured in three points of the crown
wheel.
3 - Tighten the ring nut (743) until the float of the dif-
ferential assembly has been annulled, then turn
the ring nut (743) a further 60° to adequately pre-
load the two taper bearings.
703 710 727 741 743

Fig.36-5
5 - 26
4WD FRONT AXLE

4 - After assembly, check to make sure that the play
between the pinion and crown wheel is still within 0,10 - 0.25 mm.
the prescribed values (0.10-0.25 mm).
5 - Clinch the lip of the two ring nuts into the relative
cavity.
Fig.37-5
705 710 727 741 743
R
Sh
772 702 772
703
Fig.38-5
5 - 27
4WD FRONT AXLE

FRONT BRAKE INSPECTION
773
- remove the piston with the aid of two bolts (773
Fig.39-5);
Fig.39-5
- replace the retention rings mounted on the support

(741 Fig.40-5);
741
Fig.40-5
- make sure that the scoring of the friction discs (771)

is perfectly visible. Replace them if this is not the
case;
708 711
- make sure that the intermediate discs (708) have
not warped due to overheating or scorching. Repla-
ce them if this is the case (Fig.41-5).
Fig.41-5
5 - 28
4WD FRONT AXLE

DIFFERENTIAL LOCK INSPECTION
- compress the spring (775) with the aid of tool a press;
Fig.42-5
- take out the diff lock piston (768) (Fig.43-5) and re-
place the ring seals;
768
767
775
Fig.43-5
5 - 29
4WD FRONT AXLE

FORK AND SIDE FINAL DRIVE
ADJUSTMENT 726 721 724
1 - Mount the lower plug (745), the taper bearing (760)
and the cover (747) and fix definitively;
2 - Mount the upper plug (724) and the taper bearing

(721);
y
3 - Apply a force so as to bring the cone and cup of
the lower bearing (760) in contact with each other. Fig.44-5
With a depth gauge, measure dimension “y”
between the outer ring of the bevel bearing (721)
and the fork plane (726 Fig.44/46-5);
4 - Once again with a depth gauge, measure dimen-

sion “x” on the upper cover (725) between the 725
bearing surface of the cover on the fork and the
bearing housing of the taper bearing (Fig.45-5);
5 - Apply the following formula and calculate the va-

lue of shim Sh (723):
Sp = x-y+0.20 x Fig.45-5
723 725 724 721 726
Sh
x
y
760 745 747

Fig.46-5
5 - 30
4WD FRONT AXLE
CHAP.5
Special tools
CONTENTS
Sect. 4 Special tools. .......................................................................... 5-32
5 - 31
4WD FRONT AXLE

01 DT REX
Dummy bearings with bevel gear adjustment shaft for 4WD axle.
02 DT REX
Key for 4WD differential bearing ring nut.
02 DT MYT
Compressor for disssembling and re-assembling the Spring-on spring.
5 - 32
4WD FRONT AXLE
Special tools
04 DT REX
Key for 4WD side final drive ring nut.
R 504
Extractor for fork pivot pin of reduction bearing axle.
5 - 33
4WD FRONT AXLE
Notes
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5 - 34
REAR POWER TAKE-OFF
CHAP.6
CONTENTS
Precautions and Safety Recommendations. ..................................................... 6-2
Sect.1 General description. ............................................................................. 6-3

Hydraulic power take-off
1-1 Drawing of assembly and main components
(only version with independent PTO) ......................................... 6-4
(only version with independent PTO) ......................................... 6-5
(version with proportional PTO)................................................. 6-6
(version with proportional PTO)................................................. 6-7
1-5 Description of controls .............................................................. 6-9
1-6 Power train diagrams .............................................................. 6-12
Mechanical power take-off
1-7 Drawing of assembly and main components ............................ 6-14
1-8 Description of operation .......................................................... 6-15
1-9 Description of controls ............................................................ 6-15
1-10Power train diagrams .............................................................. 6-17
Sect.2 Technical specifications. .................................................................... 6-19

2-1 Main technical specifications ................................................... 6-20
2-2 Driving torques and sealants ................................................... 6-21
Sect.3 Guidelines for disassembly, re-assembly and adjustments. .......... 6-23

3-1 Guidelines for disassembly ...................................................... 6-24
3-2 Guidelines for re-assembly, inspections and adjustments ...................... 6-27
Mechanical power take-off (Series F 95-105)
3-3 Guidelines for disassembly .................................................................. 6-30
3-4 Guidelines for re-assembly, inspections and adjustments ..................... 6-33
Mechanical power take-off (Series F 60-70-75-85)
3-5 Guidelines for disassembly,
re-assembly, adjustment and inspection............................................... 6-35
Sect.4 Special tools. ...................................................................................................... 6-37

6-1
REAR POWER TAKE-OFF

nual.
ans of this symbol:
WARNING: take care of the sharp edges

WARNING: make sure that all persons

zone. Avoid vibrations when bolts are loo-
sened.


cables or chains.

les.
NEVER USE YOUR FINGERS OR HAN-
DS.

WARNING: collect and dispose of used oil

according to the laws and rules in force.
WARNING: when removing the diff lock

spring, use protective gloves and hold the
spring tightly in your hand.
6-2
REAR POWER TAKE-OFF
CHAP. 6
General description
CONTENTS
Sect.1 General description.

(only version with independent PTO)............................. 6-4
(only version with independent PTO)............................. 6-5
(version with proportional PTO) ..................................... 6-6
(version with proportional PTO) ..................................... 6-7
1-5 Description of controls ................................................... 6-9
Mechanical power take-off
1-7 Drawing of assembly and main components ............... 6-14
1-8 Description of operation............................................... 6-15
1-9 Description of controls ................................................. 6-15
1-10 Power train diagrams................................................. 6-17
6-3
REAR POWER TAKE-OFF

1-1 Drawing of assembly and main components (only version with independent PTO)
570 551 578 552 577 553 554 555 556 557 558 559 560 561 572
575
562
551 - PTO connecting sleeve 559 - Intermediate clutch disc 567 - 540 RPM driven gear
563
552 - PTO rear shaft 560 - Friction clutch disc 568 - Ball bearing
553 - Ball bearing 561 - Supply duct (20 bar) 569 - Ring nut
554 - Idler gear 562 - Output shaft 570 - PTO front shaft
555 - Ball bearing 563 - Ball bearing 572 - Clutch hub
556 - PTO clutch cover 564 - Lower shaft 575 - Spring ring
569 568 567 566 565 564
557 - PTO clutch drum 565 - 1000 RPM driven gear 577 - Spring ring
558 - Piston 566 - 540 or 1000 RPM PTO selection sleeve 578 - Spring ring Fig.1-6
6-4
REAR POWER TAKE-OFF
General description
1-2 Description of operation (only
version with independent PTO)
Series F tractors are provided with a oil-cooled multi- ment of the sleeve (566). When the PTO is disenga-
plate clutch, progressively engaged by means of an ged, the rear shaft brake is always active, so that
engaging/disengaging lever located on the rear side the shaft is not turned by a dragging effect.
of the driver’s seat. Available speeds are: 540, al- Drive is transmitted from the flywheel to the front
ternatively 1000 RPM or Economy 540 (750 RPM). shaft (570) and reaches the rear shaft (552) through
The power take-off unit is mounted in the rear part the sleeve (551). On the shaft is coupled the clutch
of the tractor and is composed of: hub (572).
in the upper part When the PTO is engaged, oil at a 20 bar pressure
- a rear shaft (552), which is permanently meshed is sent to the clutch; through the duct (561) oil rea-
with the front shaft (570) by means of the sleeve ches piston (558), that moves and presses the fric-
(551); tion discs over the intermediate discs, thus tran-
- the clutch unit, including the braking system of smitting drive to the drum (557). The drum is cou-
the rear shaft, powered by the low pressure circuit pled on the idler gear (554) that transmits drive to
(20 bar); the driven gears (567) and (565). If the sleeve (566)
- the idler gear (554) that transmits drive to the is displaced toward the rear part of the tractor, the
output shaft; output shaft (562) is driven at 1000 RPM, while if
in the lower part the sleeve (566) is displaced toward the front part,
- here are located the driven gears (567) and (565), the output shaft (562) is driven at 540 RPM.
that rotate freely on the lower shaft (564);
- on the letter the output shaft (562) is screwed.
This shaft can be replaced by other types,
depending on the type of tool to be connected.
The PTO speed is selected by the axial displace-
570 551 552 554 557 558 572
1000
564
561
566 540
567 565 562

Fig.2-6
6-5
REAR POWER-TAKE OFF
General description
1-3 Drawing of assembly and main components (only version with proportional PTO)
571 345 322 501 502 576 503 504 505 506 507 508 509 510 573
511
574
512
513
322 - Normal range driven gear 507 - Clutch drum 516 - 540 or 1000 RPM PTO selection sleeve
342 - Bevel pinion 508 - Piston 517 - 540 RPM driven gear
345 - Normal range drive gear 509 - Intermediate clutch disc 518 - Ball bearing
501 - PTO selection sleeve 510 - Friction clutch disc 519 - Ring nut
502 - PTO rear shaft 511 - Supply duct (20 bar) 571 - PTO front shaft
503 - Ball bearing 512 - Output shaft 573 - PTO clutch hub
342 519 518 517 516 515 514
504 - Idler gear 513 - Ball bearing 574 - Spring ring
505 - Ball bearing 514 - Lower shaft 576 - Spring ring Fig.3-6
506 - PTO clutch cover 515 - 1000 RPM driven gear
6-6
REAR POWER TAKE-OFF
General description
version with proportional PTO)
Series F tractors are provided with a oil-cooled multi- The PTO type is selected by the axial displacement
plate clutch, progressively engaged by means of an of the sleeve (501), controlled by a lever located in
engaging/disengaging lever located on the rear side the cab on the left of the driver’s seat. When the
of the driver’s seat. The speeds available with the sleeve (501) is displaced toward the front part of the
independent PTO are: 540, alternatively 1000 RPM tractor, the proportional PTO is selected; if the slee-
or Economy 540 (750 RPM). With the proportional ve (501) is displaced toward the rear part of the
PTO there are two available speeds, and the RPM tractor, the independent PTO is selected.
rate is calculated as a ratio of the wheel RPM rate.
The power take-off unit is mounted in the rear part Independent PTO selection
of the tractor and is composed of:
in the upper part Drive is transmitted from the flywheel to the front
- a front shaft (571) and a rear shaft (502), which shaft (571) and reaches the rear shaft (502) through
are connected by means of a sliding sleeve (501); the sleeve (501). On the shaft is coupled the clutch
- the clutch unit, including the braking system of hub (573).
the rear shaft, powered by the low pressure circuit When the PTO is engaged, oil at a 20 bar pressure
(20 bar); is sent to the clutch; through the duct (511) oil rea-
- the idler gear (504) that transmits drive to the ches piston (508), that moves and presses the fric-
output shaft; tion discs over the intermediate discs, thus tran-
in the lower part smitting drive to the drum (507). The drum is cou-
- here are located the driven gears (517) and (515), pled on the idler gear (504) that transmits drive to
that rotate freely on the lower shaft (514); the driven gears (517) and (515). If the sleeve (516)
- on the letter the output shaft (512) is screwed. is displaced toward the rear part of the tractor, the
This shaft can be replaced by other types, output shaft (512) is driven at 1000 RPM, while if
depending on the type of tool to be connected. the sleeve (516) is displaced toward the front part,
The PTO speed is selected by the axial displace- the output shaft (512) is driven at 540 RPM.
ment of the sleeve (516). When the PTO is disenga-
ged, the rear shaft brake is always active, so that
the shaft is not turned by a dragging effect.
571 501 502 504 507 508 573
PROPORTIONAL
1000
INDEPENDENT
514 511
540
516
512
517 515
Fig.4-6
6-7
REAR POWER TAKE-OFF
General description
Proportional PTO selection
Drive is transmitted from pinion (342) to the

coupled driven gear (345) of the normal range,
that is always meshed with the gear (322) on its
turn meshed to the sleeve (501) with the frontal
teeth. _SQ8
Drive reaches thus the idler gear (504). Depending
on the speed selected, drive is transmitted to the
output shaft (512) by the gears (517) or (515).
When the proportional PTO is engaged, the brake
of the rear shaft (502), located in the clutch
housing, is automatically deactivated. The
deactivation is operated by the microswitch (_SQ8
Fig.5-6), that sends out an electric signal to the
electronic power unit that works out the solenoid Fig.5-6
valve that supplies power to the brake and sends
an electric signal to the indicator light on the
instrument at the same time, to indicate the
engagement.
345 322 501 504 502
PROPORTIONAL
INDEPENDENT
512
342 517 515

Fig.6-6
6-8
REAR POWER TAKE-OFF
General description
1-5 Description of controls
The rear PTO is engaged and disengaged by means
of a button (_SA2 Fig.7-6) on the right of the driver’s
seat.
The button (_SA2), if depressed, sends out a signal
to the power unit that, on its part, energizes the pro-
portional solenoid valve (_YV9 Fig.8-6) controlling _SA2
the PTO engagement. At the same time, the power
unit de-energizes the ON/OFF solenoid valve (_YV8
Fig.8-6) controlling the brake engagement. PTO en-
gagement is handled by the power unit by means of
the solenoid valve (_YV9) that modulates oil pres-
sure from 0 to 20 bar in a gradual and progressive
way. Fig.7-6
_YV8
_YV9
Fig.8-6
6-9
REAR POWER TAKE-OFF
General description
PTO CONTROL BUTTON
To engage the PTO, unlock the switch (_SA2) shif-

ting the orange safety button (2) as indicated by the
arrow (Fig.9-6), then depress side B of the switch.
_SA2
Fig.9-6
PTO SELECTION LEVERS
The lever (R Fig.10-6) selects the RPM rate of the

PTO shaft at the output of the gearbox housing.
The lever (V Fig.10-6) selects the PTO type, either V

independent or proportional to ground speed.
Fig.10-6
6 - 10
REAR POWER TAKE-OFF
Notes
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6 - 11
REAR POWER TAKE-OFF
General description
INDEPENDENT PTO
ENGINE
Fig.11-6
6 - 12
REAR POWER TAKE-OFF
General description
PTO PROPORTIONAL TO THE GROUND SPEED
INDEPENDENT
NEUTRAL
PROPORTIONAL
ENGINE
Fig.12-6
6 - 13
REAR POWER-TAKE OFF
General description
1-7 Drawing of ass’y and main components (only mechanical version with proportional PTO)
REX 95-105 VERSION REX 60-70-75-85 VERSION
345 322 578 586 579 587 580 600 590 585 582 581 591 592 593 594 581
584
583
589
588
513 595 599 601
Fig.13a-6 342 519 518 517 516 515 514 596 597 598 Fig.13-6
322 - Normal range driven gear 519 - Ring nut

342 - Bevel pinion 578 - PTO selection sleeve 586 - Spring ring 594 - Ball bearing
345 - Normal range drive gear 579 - PTO rear shaft 587 - Spring ring 595 - Ring nut
513 - Ball bearing 580 - Roller bearing 588 - Retention ring 596 - 540 RPM gear
514 - Lower shaft 581 - Cover 589 - O-ring 597 - 540 E/1000 RPM gear
515 - 1000 RPM driven gear 582 - Cover fixing screw 590 - 1000/540 E PTO gear 598 - Ball bearing
516 - 540 or 1000 RPM PTO selection sleeve 583 - Interchangeable end 591 - Upper PTO shaft 599 - Cover
517 - 540 RPM driven gear 584 - Interchangeable end fixing screw 592 - Ball bearing 600 - 540 PTO gear
518 - Ball bearing 585 - Ball bearing 593 - Sliding idler gear 601 - PTO lower shaft
6-14
REAR POWER TAKE-OFF
General description
version with proportional PTO)
When the sleeve (578) is shifted to the right, the
independent PTO speed is selected, while, when it 8
is shifted to the left, the proportional PTO is selected.
In this condition, drive reaches the gear (322) from
the gear (345) coupled to the bevel pinion (342) C
(Fig.13-6).
The sleeve (516) or the idler gear (593) select the D
540 RPM speed rate if shifted to the left, and 750 or
1000 RPM rate if shifted to the right. The lever (Q
Fig.15-6) controls the clutch via a hydrostatic con-
trol activated by the control valve (8) (Fig.14-6).
Fig.14-6
1-9 Description of controls
The rear PTO is engaged and disengaged by means
of a lever (Q Fig.15-6) under the steering wheel.
The lever (Q) is connected by a steel cable to the
power control inside the control valve (8) (Fig.14-7).
The power control modulates the PTO engagement.
The modulation is manual and is proportional to the
movement of the control lever (Q).
When the lever is shifted to engage the PTO, the oil
pressure in the supply duct of the PTO clutch re-
mains at 0 bar for a short travel, then rises gradual-
ly to 5-6 bar and finally reaches the maximum value Q
of 20 bar in the last part of the travel.
PTO engagement automatically disengaged the re-
lative brake.
If the connecting cable is dismounted, it should then
be adjusted as follows: Fig.15-6
- loosen the check nut (C).
- unscrew the adjusting screw (D) until it stops
against the protective sheath of the steel cable;
- lock the check nut (Fig.14-6) again.
6 - 15
REAR POWER TAKE-OFF
General description
PTO SELECTION LEVERS
The lever (R Fig.16-6) selects the RPM rate of the

PTO shaft at the output of the gearbox housing.
V
The lever (V Fig.16-6) selects the PTO type, either
independent or proportional to ground speed.
R
Fig.16-6
6 - 16
REAR POWER TAKE-OFF
General description
PTO PROPORTIONAL TO THE GROUND SPEED
INDEPENDENT
NEUTRAL
PROPORTIONAL
ENGINE
Fig.17-6
6 - 17
REAR POWER TAKE-OFF
Notes
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6 - 18
REAR POWER TAKE-OFF
CHAP. 6
CONTENTS
Sect.2 Technical specifications.

2-2 Driving torques and sealants ....................................... 6-21
6 - 19
REAR POWER TAKE-OFF

MECHANICALLY ENGAGED POWER TAKE-OFF
Type PTO independent / proportional to the ground speed
Type of engagement power control, 2 speeds, with manual engagement
ELECTROHYDRAULIC PTO
Type PTO independent / proportional to the ground speed
Type of engagement By means of hydraulic clutch with electrohydraulic

control by means of a switch in the cab
PTO output shaft Conforms to Asae standards (13/8")

(34.9 mm), 6 splines
(34.9 mm), 21 splines
PTO RPM rate Available in the following layouts:

two speeds:
1st type: ECO 540/540 RPM
2nd type: 540/1000 RPM
PTO type PTO speed Engine speed
540 540 1944

540 ECO 540 ECO 1377
1000 1000 1917
PTO speed proportional Rotation rate proportional to the ground speed

to ground speed (RPM of PTO shaft for each turn of the rear wheels):
PTO shaft speed

PTO type
PTO speed Engine speed
540 8,474 8,274
540 E 11,829 11,549
1000 15,917 15,540
6 - 20
REAR POWER TAKE-OFF
HYDRAULIC POWER TAKE-OFF
350 Nm 82 Nm 115 Nm
Loctite 243
82 Nm
Loctite 510
Key:
- Driving torque
- Type of sealant
Fig.18-6
6 - 21
REAR POWER TAKE-OFF
MECHANICAL POWER TAKE-OFF
350 Nm Silastic q3- Loctite 510

7091
82 Nm
82 Nm
Loctite 243
Fig.18a-6
82 Nm
Silasticq3-7091
Loctite 243
HIGH POWER VERSION
350 Nm
Key:
- Driving torque
- Type of sealant
Fig.18b-6
MEDIUM POWER VERSION
6 - 22
REAR POWER TAKE-OFF
CHAP. 6
Guidelines for disassembly,

CONTENTS
Sect.3 Guidelines for disassembly, re-assembly

and adjustments.

3-1 Guidelines for disassembly.......................................... 6-24
and adjustments .......................................................... 6-27
Mechanical power take-off (Series F 95-105)
3-3 Guidelines for disassembly ......................................... 6-30
and adjustments .......................................................... 6-33
Mechanical power take-off (Series F 60-70-75-85)
3-5 Guidelines for disassembly,
re-assembly, adjustment and inspection ..................... 6-35
6 - 23
REAR POWER TAKE-OFF
Sect.3 - Guidelines for disassembly,

Hydraulic power take-off 506
3-1 Guidelines for disassembling

HOW TO REMOVE THE CLUTCH UNIT
NOTE: The clutch unit may be disassembled with

the hydraulic lift unit assembled.
- remove the cover (506 Fig.19-6);
Fig.19-6
574
Fig.20-6
- remove the clutch unit while maintaining the rear

shaft (502) inserted in the gearbox housing
(Fig.21-6); GRUPPO FRIZIONE
502
Fig.21-6
6 - 24
REAR POWER TAKE-OFF

HOW TO REMOVE THE IDLER GEAR
- draw out the PTO rear shaft (502 Fig.22-6)

(version with proportional PTO);
on Series F tractors with independent PTO, when
the rear shaft (552) is drawn out, the sleeve (551)
remains on the front shaft (570), retained by the
spring ring (578) (Fig.1-6);
502
Fig.22-6

with lifting means of adequate carrying
capacity. Make sure that the assemblies or
- remove the hydraulic lift unit to access the rear

part of the gearbox;
576
Fig.23-6
- disassemble the idler gear (504 Fig.24-6);
504
Fig.24-6
6 - 25
REAR POWER TAKE-OFF

The bearing (503 Fig.25-6) supporting the idler gear is
of the ball type in Series F 60-70 tractors, and of the
roller type in Series F 90 e 100 tractors.
503
Fig.25-6
HOW TO REMOVE THE LOWER SHAFT
- remove the PTO RPM sensor (_SR5);

_SR5 512
- unscrew the ring nut (519) with tool CR 347;
- draw out the lower shaft (514) along with the output
shaft (512) (Fig.26-6).
519
514
Fig.26-6
HOW TO REMOVE THE PTO SELECTION SLEEVE

(VERSION WITH PROPORTIONAL PTO)

- to make removal of sleeve (501) easier, remove

the diff lock engaging unit (Fig.27-6).
501
Fig.27-6
6 - 26
REAR POWER TAKE-OFF

3-2 Guidelines for re-assembly,
adjustments and inspections
HOW TO RE-ASSEMBLE THE LOWER SHAFT
AND IDLER GEAR
- check the ball bearings supporting the shaft (514)

and the idler gear (504) for wear;
- re-assemble the lower shaft and the idler gear
505
following the disassembling operation in reverse
order:
- replace the ring nut (519) retaining the lower shaft
(Fig.26-6);
Fig.28-6
HOW TO RE-ASSEMBLE THE REAR SHAFT
- reassemble the PTO selector sleeve (501) and

the diff lock engaging unit (Fig.29-6). 501
Fig.29-6
- replace the seals and check the lubrication and
cooling ducts (c Fig.30-6) for obstructions;
- re-assemble the rear shaft (502) into the gearbox

housing (Fig.30-6).
502
Fig.30-6
6 - 27
REAR POWER TAKE-OFF

INSPECTION OF CLUTCH UNIT
- disassemble the piston (508) compressing the 02 PTO MYT

return spring by means of tool 02 PTO MYT (Fig.31-
6);
508
Fig.31-6
- replace the Teflon seals and the O-rings;
- check that the scoring on the friction discs is well

visible; if not, replace the discs;
- check that the middle discs are not warped by

overheating or scorching; if not, replace the discs;
Fig.32-6
HOW TO RE-ASSEMBLE THE CLUTCH UNIT
- re-assemble the clutch unit onto the gearbox

CLUTCH UNIT
housing (Fig.33-6);
Fig.33-6
6 - 28
REAR POWER TAKE-OFF

- replace the ring seal and check that the scoring
on the brake disc (Fig.34-6) is visible; if not,
replace the disc;
- re-assemble the clutch unit cover (506) onto the

gearbox housing.
506
Fig.34-6
HOW TO ADJUST THE PTO SPEED SENSOR
The sensor (_SR5) as indicated by Fig.35/36-6 has

an inner core composed of a little cylinder of ferro- _SR5
magnetic material wrapped by a coil.
If the sensor is placed in frontal position relative to
the teeth of a rotating gear, an alternate voltage is
obtained (by induction) on the outer coil of the
sensor. The magnetic field of the cylinder core hits
the gear teeth and the field continuity is affected by
their rotation.
By the frequency of the voltage thus obtained the
rotation rate can be calculated.
Fig.35-6
Sensor adjustment
- screw down the sensor on the PTO gear;
- loosen it of a half turn;
- tighten the check nut to secure the adjustment.
_SR5
Fig.36-6
6 - 29
REAR POWER TAKE-OFF

Mechanical power take-
off
3-3 Guidelines for disassembling
578
(Series F 95-105)
HOW TO REMOVE THE MECHANICAL POWER
TAKE-OFF UNIT
NOTE: The unit may not be disassembled with the

hydraulic lift unit assembled.
Fig.37-6
HOW TO REMOVE THE PTO SELECTION SLEEVE
(VERSION WITH PROPORTIONAL PTO)

spring firmly with one hand when removing 581
the diff lock spring.
- to make removal of sleeve (578) easier, remove

the diff lock engaging unit (Fig.37-6).
- remove the cover (581 Fig.38-6);
Fig.38-6
- remove the spring rings (586 and 587 Fig.39-6):
586
587
Fig.39-6
6 - 30
REAR POWER TAKE-OFF

- draw out the PTO rear shaft (579 Fig.40-6).
579
Fig.40-6
- remove the sleeve (578 Fig.41-6);

578
Fig.41-6
- remove gears (600 and 590 Fig.42-6).
600
590
Fig.42-6
6 - 31
REAR POWER TAKE-OFF

- remove the PTO RPM sensor (_SR5) (Fig.43-6);

_SR5
Fig.43-6
- unscrew the ring nut (519) with tool CR 347 (Fig.44-

6).
CR 347
519
Fig.44-6
6 - 32
REAR POWER TAKE-OFF

514
- check the bearings supporting the shaft (514) for

wear;
- re-assemble the lower shaft following the

disassembling operations in reverse order;
- replace the ring nut (519) retaining the lower shaft;

519 589 588
- replace the seal rings (588 and 599 Fig.45-6).
Fig.45-6
HOW TO RE-ASSEMBLE THE REAR SHAFT
- reassemble the PTO selector sleeve (578) and

the diff lock engaging unit;

578
579
Fig.46-6
- check the bearings (580 and 585) supporting the

shaft (579) for wear (Fig.47-6);
585 580 579
- replace all spring rings.
Fig.47-6
6 - 33
REAR POWER TAKE-OFF

HOW TO ADJUST THE PTO SPEED SENSOR
The sensor (_SR5) as indicated by Fig.48-6 has an

inner core composed of a little cylinder of ferro- _SR5
magnetic material wrapped by a coil.
If the sensor is placed in frontal position relative to
the teeth of a rotating gear, an alternate voltage is
obtained (by induction) on the outer coil of the
sensor. The magnetic field of the cylinder core hits
the gear teeth and the field continuity is affected by
their rotation.
By the frequency of the voltage thus obtained the
rotation rate can be calculated.
Fig.48-6
Sensor adjustment
- screw down the sensor on the PTO gear;
- loosen it of a half turn;
- tighten the check nut to secure the adjustment.
_SR5
Fig.49-6
6 - 34
REAR POWER TAKE-OFF

(Series F 60-70-75-80-85)
These guidelines are the same as described in the
previous paragraphs 3-3 and 3-4 for Series F 95-105
tractors.
Fig.50 and 51-6 show the layout of the PTO moun-
ted on Series F 60-70-75-80-85 tractors.
Fig.50-6
Fig.51-6
6 - 35
REAR POWER TAKE-OFF
Notes
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6 - 36
REAR POWER TAKE-OFF
CHAP. 6
Special tools
CONTENTS
6 - 37
REAR POWER TAKE-OFF

CR 347
Wrench for 4WD differential ring nuts.
02 PTO MYT
Extractor to disassemble and re-assemble the PTO clutch piston spring.
6 - 38
HYDRAULIC CIRCUIT - ORCHARD TRACTORS
CHAP. 7
CONTENTS
Precautions and safety warnings. ...................................................... 7-3
Sect. 1 General description. .................................................................7-5

A - General hydraulic system (Speedfive version)..................7-7
B - General hydraulic system (Powershuttle version) ...........7-19
Sect. 2 Technical specifications. .......................................................7-31

2-1 Main technical specifications ........................................7-32
Sect. 3 Hydraulic braking system. ......................................................7-35

3-1 Hydraulic braking system ..............................................7-36
3-2 Description of the operating mode ................................7-37
3-3 Operation of brake pump with compensator ..................7-39
3-4 Bleeding air from the rear brake circuit ..........................7-40
3-5 Bleeding air from the front brake circuit .........................7-41
3-6 Brake adjustment ..........................................................7-42
3-7 Brake circuit shut-off valve............................................7-43
Sect. 4 Main components of the low pressure circuit. ................. 7-45

A - Hydraulic pump ......................................................... 7-47
B - Power steering circuit ............................................... 7-51
C - Sx hydraulic power pack (Powershuttle version) ....... 7-61
D - Block for forced lubrication valve (Powershuttle version) .. 7-69
E - Block for reverse shuttle solenoid valves and lubrication
(Powershuttle version).................................................7-75
F - Block for PTO solenoid valves and brake unit
(Powershuttle version).................................................7-81
G - Power clutch control valve (Speedfive version) ............7-87
H - Hydraulic clutches (Powershuttle version) ..................7-103
I - Front/rear diff. lock supply system (Powershuttle version) ...7-107
L - Rear PTO & brake unit supply system (Powershuttle vers.) .... 7-111
M - 4WD supply system (spring-on) (Powershuttle version) . 7-119
N - “Powerfive” unit supply system (Powershuttle version) ...... 7-123
7-1
Sect. 5 Main components of the high pressure circuit. .............. 7-127

O - Hydraulic pump ........................................................ 7-129
P - Trailer brake ............................................................. 7-133
Q - Auxiliary control valves ............................................. 7-145
R - Electro-hydraulic flow selector ................................. 7-167
S - Mechanical power lift supply system ........................ 7-175
Sect. 6 Operating pressure tests ......................................................7-179

6-1 Introduction ................................................................7-180
6-2 Operating pressure tests of the low pressure circuit ....7-180
6-3 Operating pressure tests of the high pressure circuit ...7-185
Sect. 7 Special tools. ....................................................................... 7-187
7-2

ce Manual and in chapter 1 of this manual.
ans of this symbol:
WARNING: do not begin to work until the

pressure in the hydraulic circuit has drop-
ped to zero.
WARNING: squirting fluid under pressure

can penetrate under the skin and cause se-
rious injuries. If accidents of this type oc-
cur, immediately seek medical help to pre-
vent serious infections.
WARNING: always comply with the safety

and operating instructions supplied by the
manufacturer when adhesives or detergen-
ts are used.
WARNING: used oil must be collected and

disposed of in compliance with the correct
anti-pollution laws.
WARNING: take care to prevent yourself

from being burned when you work with boi-
ling oil. Never heat oil to over 190°C as oil
and its vapours can spontaneously ignite.
7-3
CHAP. 7
General description
CONTENTS
A - General hydraulic system (Speedfive version)..................7-7

B - General hydraulic system (Powershuttle version) ....... 7-19
7-5
CHAP. 7
General description
CONTENTS
A - General hydraulic system (Speedfive version)
A1 - General description ...................................................... 7-9

A2 - Circuit diagram ............................................................7-10
A3 - Description of the low pressure circuit .........................7-13
A4 - Description of the high pressure circuit ........................7-15
A5 - Description of engine cooling and lubrication circuits ....7-17
7-7
Sect.1 - General hydraulic circuit (Speedfive version)

CIRCUIT DIAGRAM
high pressure
low pressure
16 13 19 1 2 9 3 7 12 6 32 26 23 discharge/intake
cooling
lubrication
brakes
26
22
24
Key
1 - Low pressure pump

2 - High pressure pump
5 3 - Cartridge filter on the intake
4 - Oil filter on the delivery side
5 - Trailer brake control valve
6 - Auxiliary control valve unit
11 21 7 - Lift control valve
8 - Power clutch valve system
9 - Power steering circuit
11 - 4WD engagement (spring-on)
35
12 - Rear differential lock
13 - Front differential lock
16 - Transmission oil radiator
18 - Brake circuit shut-off valve
19 - Steering cylinder
21 - Mechanical power lift’s internal ram
22 - Hydraulic top link
23 - Hydraulic lift rod
24 - Free discharge for hydraulic motors
26 - Shut-off valves
4 8 18 32 - Electro-hydraulic flow selector
35 - Power clutch cylinder
Fig.1-7
7-8
General hydraulic circuit (Speedfive version)

A1 - General description
Quality, versatility and good functionality of an At the same time, a greater part of the oil is sent
agricultural tractor depend in large part from its towards a cooling circuit, then towards a channel for
hydraulic circuit. forced gearbox lubrication/cleaning. In the end, all
To this purpose, tractors of the Series F series, oil is conveyed to the transmission housing, as only
Speedfive version, are provided with two hydraulic reservoir of the general hydraulic system, and also
circuits, supplied by a double gear pump. Both pumps for the lubrication in oil bath of the transmission as
use transmission oil and operate in tandem, with a such.
common oil intake.
a) A Low pressure circuit (orange colour) 35 liters/ b) A second high pressure circuit (red colour) 54
min: it supplies first the power steering circuit, then liters/min: it supplies the trailer brake control valve
the low pressure circuit for the functions with hydraulic (if mounted), then, in this order: flow divider (if
operation, such as: 1) 4WD disengagement (spring- mounted) and auxiliary control valves, mechanically
on); 2) front/rear diff lock; 3) rear PTO clutch controlled hydraulic power lift, electro-hydraulical flow
disengagement cylinder. selector (if mounted).
HYDRAULIC CIRCUIT
CARTRIDGE FILTER
ON THE INTAKE
LOW PRESSURE PRESSURE

PUMP DOUBLE GEAR PUMP PUMP
MAX. ENGINE RATE (MOUNTED ON THE RH SIND OF ENGINE) MAX. ENGINE RATE
35 l/min 53.9 l/min
1- FILTER ON
DELIVERY
SUPPLIED HYDRAULIC CIRCUITS SUPPLIED HYDRAULIC CIRCUITS
POWER STEERING CIRCUIT

Max. operating pressure 150/155 bar
TRAILER BRAKE VALVE (IF MOUNTED)
LOW PRESSURE CIRCUIT Max. operating pressure 130/140 bar
max. pressure 30 bar (depending on use),
including:
AUXILIARY CONTROL VALVES, MAX. 5
1)4WD DISENGAGEMENT (SPRING-ON) Max. operating pressure 180 bar
2)FRONT/REAR DIFFERENTIAL LOCK
3)REAR PTO CLUTCH DISENGAGEMENT CYLINDER
Flow divider (on request)
REAR HYDRAULIC POWER LIFT

Max. operating pressure 180 bar
OIL COOLING CIRCUIT
ELECTRO-HYDRAULIC FLOW SELECTOR

GEARBOX LUBRICATION CIRCUIT
7-9

A2 - Functional diagram
LOW PRESSURE
Key
11
1- Low pressure pump
3- Cartridge filter on the intake 12
4- Oil filter on the delivery side
8- Power clutch valve system
9- Power steering circuit 13
35 - Power clutch cylinder
35
19
8
1 16
9
3
Fig.2a-7
7-10

HIGH PRESSURE
5 6
21
26
18
22
2 24 Key
2- High pressure pump

23 3- Cartridge filter on the intake
5- Trailer brake control valve
6- Auxiliary control valve unit
3 7- Power lift’s valve system
26
21 - Power lift’s internal ram
32 32 - Electro-hydraulic flow selector
Fig.2b-7
7-11

Low pressure circuit
12
11
18
9
8
19 4
13
16
Fig.3-7
7 - 12

A-3 Description of the low pressure
circuit
The low pressure circuit is a mixed system, for what
concerns circuit type and pressures. The first part
supplies the power steering (9) with absolute priority
at a high pressure (150/155 bar) with an open center
type circuit. Oil discharged by this first section
supplies the power clutch control valve (8), that
pressurizes oil received at low pressure. The circuit
then becomes a closed center circuit, thus allowing
the oil, always under pressure, to supply all connected
users: 4WD disengagement, front and rear differential
lock, rear PTO disengagement cylinder.
Not used oil is sent to the radiator (16), and later
used in large part for forced lubrication of the gearbox.
Key

3 - Cartridge filter on the intake
8 - Power clutch control valve
high pressure
low pressure
discharge/intake
7 - 13

High pressure circuit
22 24
26
5
23
26
21
32
7
6
Fig.4-7
7 - 14

A-4 Description of the high
pressure circuit
The high pressure circuit is so called because of a
greater oil pressure than in the low pressure circuit.
This circuit is also supplied by the independent
hydraulic pump mounted and operating in tandem with
the low pressure circuit pump.
Hydraulic oil used by the transmission is sucked up
by the pumps by means of a single pipe system, after
passing through a cartridge filter.
The high pressure pump, thus supplied, can send
pressurized oil with absolute priority to the trailer brake
valve (5) (if mounted), controlled by a valve calibrated
for a pressure of 130/140 bar.
The oil flows then to the auxiliary control valves (6), in
second priority, and can be directed to the quick
couplings, with relative rams, and also to the flow
selector (32), then flow on to the valve controlling the
rear hydraulic power lift.
In both cases, the pressure is controlled by a valve
calibrated on 180 bar, located in the flow divider (if
mounted) or in the input plate of the auxiliary control
valves, and the oil sent by the pump is discharged
into the differential housing. The lift control valve,
according to the operator’s requirements, can send
oil to the lifting rams (21).
Key

7 - Power lift’s valve system
21 - Power lift’s internal ram
32 - Electro-hydraulic flow selector
high pressure
discharge/intake
7 - 15

Cooling and lubrication circuits
16
Fig.5-7
7 - 16

A-5 Description of the engine
cooling and lubrication circuits
The low pressure circuit includes oil cooling, forced
lubrication, and transmission flushing and cooling.
Oil discharged from the power clutch valve system (8)
is sent to the radiator (16), and to the internal forced
lubrication of the lower drivelines of axle shaft and
gearbox.
Key

8 - Power clutch valve system
high pressure
low pressure
discharge/intake
cooling
lubrication
7 - 17
Notes
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7 - 18
CHAP. 7
General description
CONTENTS
B - General hydraulic circuit (Powershuttle version)
B1 - General description ..................................................... 7-21

B2 - Circuit diagram............................................................. 7-22
B3 - Description of the low pressure circuit .......................... 7-25
B4 - Description of the high pressure circuit ......................... 7-27
B5 - Description of engine cooling and lubrication circuits .... 7-29
7 - 19
General hydraulic circuit (Powershuttle version)

GENERAL CIRCUIT DIAGRAM
high pressure
low pressure
16 13 19 1 2 9 3 7 12 6 32 26 23
discharge/intake
cooling
lubrication
brakes
14
26
22
24 33 36
5
Fig.6-7
7 - Lift control valve

11 21 9 - Power steering circuit
10 - Hydraulic power pack
17 31 14 - PTO hydraulic clutch
15 - Valve block for solenoid valves
17 - Block for forced lubrication valve
15 19 - Steering cylinder
Key 24 - Free discharge for hydraulic motors
1 - Low pressure pump 26 - Shut-off valves
4 10 18 2 - High pressure pump 31 - Valve block for PTO sol.valves & brake unit
3 - Cartridge filter on the intake 32 - Electro-hydraulic flow selector
4 - Oil filter on the delivery side 33 - PTO rear shaft
5 - Trailer brake control valve 34 - Powerfive unit
6 - Auxiliary control valve unit 36 - Rear PTO brake
7-20

B1 - General description
Quality, versatility and good functionality of an At the same time, a greater part of the oil is sent
agricultural tractor depend in large part from its towards a cooling circuit, then towards a channel for
hydraulic circuit. forced gearbox lubrication/cleaning. In the end, all
To this purpose, tractors of the Series F series, oil is conveyed to the transmission housing, as only
Powershuttle version, are provided with two hydraulic reservoir of the general hydraulic system, and also
circuits, supplied by a double gear pump. Both pumps for the lubrication in oil bath of the transmission as
use transmission oil and operate in tandem, with a such.
common oil intake.
a) A Low pressure circuit (orange colour) 35 liters/ b) A second high pressure circuit (red colour) 54
min: it supplies first the power steering circuit, then liters/min: it supplies the trailer brake control valve
the valve blocks (15) of the Powershuttle and (31) of (if mounted), then, in this order: flow divider (if
the rear PTO, then the low pressure circuit for the mounted) and auxiliary control valves, mechanically
functions with hydraulic operation, such as: 1) 4WD controlled hydraulic power lift, electro-hydraulical flow
disengagement (spring-on); 2) front/rear diff lock; 3) selector (if mounted).
Powerfive (if mounted).
HYDRAULIC CIRCUIT
CARTRIDGE FILTER
ON THE INTAKE
LOW PRESSURE PRESSURE

PUMP DOUBLE GEAR PUMP PUMP
MAX. ENGINE RATE (MOUNTED ON THE RH SIND OF ENGINE) MAX. ENGINE RATE
35 l/min 53.9 l/min
1- FILTER ON
DELIVERY
SUPPLIED HYDRAULIC CIRCUITS SUPPLIED HYDRAULIC CIRCUITS
POWER STEERING CIRCUIT

Max. operating pressure 150/155 bar
BLOCCHETTO PER ELETTROVALVOLE INVERSORE TRAILER BRAKE VALVE (IF MOUNTED)

Max. operating pressure 20 bar Max. operating pressure 130/140 bar
BLOCCHETTO PER ELETTROVALVOLE P.D.F.
Max. operating pressure 20 bar AUXILIARY CONTROL VALVES, MAX. 5
LOW PRESSURE CIRCUIT Flow divider (on request)
20 bar, including:
1) 4WD DISENGAGEMENT (SPRING-ON) REAR HYDRAULIC POWER LIFT

2) FRONT/REAR DIFFERENTIAL LOCK Max. operating pressure 180 bar
3) POWERFIVE (IF MOUNTED)
ELECTRO-HYDRAULIC FLOW SELECTOR
OIL COOLING CIRCUIT Max. operating pressure 180 bar
Max. pressure 9.5 bar
GEARBOX LUBRICATION CIRCUIT
Max. pressure 4.5 bar
7 - 21

B2 - Functional diagram
LOW PRESSURE
14 36
12 13
Key 34 11

3 - Cartridge filter on the intake 10
4 - Oil filter on the delivery side 31
14 - PTO hydraulic clutch
15 - Valve block for clutch control solenoid valves
17 - Block for forced lubrication valve
19- Steering cylinder
31 - Valve block for PTO solenoid valves and brake unit
34 - Powerfive unit
36 - Rear PTO brake
19
16
1
9 15
17
Fig.7a-7
7-22

HIGH PRESSURE
5 6
21
26
18
22
2
Key
24
23 2- High pressure pump
3- Cartridge filter on the intake
6- Auxiliary control valve unit
3
7- Lift control valve
26 21 - Mechanical power lift’s internal ram
32 32 - Electro-hydraulic flow selector
Fig.7b-7
7-23

Low pressure circuit
14
33
31
12
3
15
11
10
34
1
4
19
13
16
Fig.8-7
7 - 24

B3 - Description of the low pressure
circuit
The low pressure circuit is a mixed system, for what
concerns circuit type and pressures. The first part
supplies the power steering (9) with absolute priority
at a high pressure (150/155 bar) with an open center
type circuit. The discharge from this first part sup-
plies both the valve block (15) for solenoid valves and
reverse shuttle lubrication, and the valve block (31),
for control of the rear PTO and of the hydraulic power
pack (10). This latter pressurizes oil received at low
pressure (20 bar) by means of a pressure maintai-
ning valve in the power pack. The circuit then beco-
mes a closed center circuit, thus allowing the oil, always
under pressure, to supply all connected users: 4WD
disengagement, front and rear differential lock, Power-
five unit (if mounted).
Not used oil is sent to the radiator (16) at a pressure
of 9.5 bar, and later used in large part for forced lu-
brication of the gearbox at a pressure of 4.5 bar.
Key

9- Power steering circuit
14 - PTO hydraulic clutch
15 - Valve block for clutch control solenoid valves
31 - Valve block for PTO sol. valves and brake unit
33 - PTO rear shaft
34 - Powerfive unit
high pressure
low pressure
discharge/intake
7 - 25

High pressure circuit
22 24
26
5
23
26
32
21
Fig.9-7
7 - 26

B4 - Description of the high
pressure circuit
The high pressure circuit is so called because of a
greater oil pressure than in the low pressure circuit.
This circuit is also supplied by the independent hydrau-
lic pump mounted and operating in tandem with the
low pressure circuit pump.
Hydraulic oil used by the transmission is sucked up
by the pumps by means of a single pipe system, after
passing through a cartridge filter.
The high pressure pump, thus supplied, can send pres-
surized oil with absolute priority to the trailer brake
valve (5) (if mounted), controlled by a valve calibrated
for a pressure of 130/140 bar.
The oil flows then to the auxiliary control valves (6), in
second priority, and can be directed to the quick cou-
plings, with relative rams, and also to the flow selector
(32), then flow on to the valve controlling the rear
hydraulic power lift.
In both cases, the pressure is controlled by a valve
calibrated on 180 bar, located in the flow divider (if
mounted) or in the input plate of the auxiliary control
valves, and the oil sent by the pump is discharged into
the differential housing. The lift control valve, accor-
ding to the operator’s requirements, can send oil to
the lifting rams (21).
Key

7 - Lift control valve
32 - Electro-hydraulic flow selector
high pressure
discharge/intake
7 - 27

Cooling and lubrication circuits
17
10
16
Fig.10-7
7 - 28

B5 - Description of the engine
cooling and lubrication circuits
The low pressure circuit includes oil cooling, forced
lubrication, and transmission flushing and cooling.
The oil discharged from the 20-bar valve in the power
pack (10) is sent to the radiator (16) This oil is
controlled by the 9.5 bar valve within the power pack
itself.
The cooled oil is sent to the valve block (17), then
flow on to the transmission, where it provides the
internal forced lubrication of the lower drivelines of
axle shaft and gearbox.
Key

17 - Calibration valve of lubrication circuit
high pressure
low pressure
discharge/intake
cooling
lubricating
7 - 29
Notes
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7 - 30
CHAP. 7
CONTENTS
7 - 31

Pump
Type Double gear type (in tandem)
Manufacturer Bx
Maximum operating pressure 180 bar
Maximum flow rate 53.9 l/min
Drive Valve system gears
Quantity of hydraulic oil /transmission 35 l
Filters
Type (on the intake) replaceable cartridge
Filtering degree 60 micron
Type (on the delivery) single replaceable paper cartridge
Type (on the delivery) (Powershuttle supply) single replaceable paper cartridge
Steering system
System Hydrostatic
Make McCormick
Type (2WD axles) Orbitrol ospc 50
(4RM axles) Orbitrol ospc 80
Calibration valve 150±5 bar
Antishock valve calibration 200 bar
Steering cylinder 1 cylinder
Type Double acting, balanced
Make McCormick
Oil pump make Bx
Type Gear pump
Engin-pump ratio 1,70
Hydraulic power pack (Powershuttle version)

Manufacturer Sx
Type Hydraulic
Low pressure calibration valve 20 bar
Calibration valve of cooling circuit 9.5 bar
Forced lubrication valve 4.5 bar
Users Front/rear diff lock - 4WD disengag. (spring-on) -
Powerfive (if mounted)
Hydraulic power pack (Powershuttle version)

Manufacturer Cx
Type Hydraulic
Users Rear hydraulic PTO clutch - rear PTO brake
Power clutch control valve (Speedfive version)

Manufacturer Sx
PTO power clutch calibration valve 30 bar
Type of PTO engagement hand contro with servo
Users Front/rear diff lock - 4WD disengag. (spring-on)
Type of engagement electro-hydraulic
7 - 32
Auxiliary control valves
Manufacturer (with cab) Hdx
(with platform) Hdx
Operation Standard - Floating - Kick-out - hydraulic motor
Type of coupling With open center and “Push-Pull” quick couplings
Calibration valve 180 ±5 bar
Maximum flow rate 52.3 l/min
Max. number (with mechanical power lift) 3 elements
(with electronical power lift) 4 elements
Connection to the circuit In series
Position At the rear
Mechanical Hydraulic Power Lift

Manufacturer McCormick
Operating modes position control / draft control / intermix
Hydraulic system Open-center type
Standard cylinder single-acting
Size ø 100 x 125 stroke
Auxiliary cylinders N. 2 single-acting
Calibration valve 180 ±5 bar
Antishock valve 210 ±5 bar
Rated lifting capacity

Max. lift capacity at lower link ends
Level links 2600 kg
7 - 33
Notes
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7 - 34
CHAP. 7
Hydraulic braking system
CONTENTS
Sect.3 Hydraulic braking system
3-1 Hydraulic braking system ............................................7-36

3-2 Description of the operating mode ...............................7-37
3-3 Operation of brake pump with compensator ................7-39
3-4 Bleeding air from the rear brake circuit ........................7-40
3-5 Bleeding air from the front brake circuit ........................7-41
3-6 Brake adjustment .........................................................7-42
3-7 Brake circuit shut-off valve ...........................................7-43
7 - 35
Sect.3 - Hydraulic braking system

3-1 Hydraulic braking system
Key
2- High pressure pump hight pressure

3- Cartridge filter on the intake discharge/intake
brakes
18
2
Fig.11-7
7 - 36

3-2 Description of the operating mode
The brakes are of the oil-cooled type. The steel back
plates are lined with syntherized material on both
faces. The rear brakes are controlled by means of
pedals (51 Fig.16-7) through a hydraulic circuit
composed of two pumps (52 Fig.13/16-7) and two
small cylinders (53 Fig.14/16 -7). The oil pumps are
near the steering column, under the dashboard cover,
and are connected to the control pedals. The cylinders
are near the rear brake units and their stroke is
transmitted by levers to the rods. The rods, by means
of two pivot levers on the expander plates, make the
plates turn one in opposite sense to the other. Between
both plates, in opposed conical seats, a certain
number of balls makes the plates expand in an axial
Fig.12-7
direction. Such an expansion compresses two brake
plate packs placed beside the plates. The packs are
thus pushed one against the differential bearings, and
the other one against the housing of the side final
drives. The braking effect is given by the friction
between the syntherized discs, splined on the axle 52
shafts, and the steel discs, fixed by the pins.
As soon as the pedals are released, the pressure of
the disc packs is eased by the springs between the
four plates, that make the balls go back into their seats.
Moreover, if the brake pedals are coupled together,
the two pumps (52 Fig.13/16-7) supply the rear and
front brakes and the piloting line of the trailer brake
valve (5 Fig.11/16-7) (if mounted) at the same time.
The integral IBS braking on four wheels is thus
obtained.
The brake fluid reservoir (56 Fig.14a/16-7) is located
under the dashboard cover, near the bonnet hinges,
and is common to both circuits. Fig.13-7
56
53
Fig.14a-7 Fig.14-7
7 - 37

The parking or emergency brake operates mechanically
on the expansion units rods and is controlled by a
hand lever.
Series F tractors in the Powershuttle version are also
provided with a further mechanical block system, that
assures the braking action even with the tractor at full
load on slopes. This so called “Park Lock” system is
mechanically engaged by a lever (P Fig.15-7) just
under the steering wheel. This system assures braking
of the tractor with greater safety if there is no
mechanical connection between engine and rear
wheels.
P
Fig.15-7
56 52 51
18
5
57
54
55 53 Fig.16-7

18 - Brake circuit shut-off valve 54 - Rear brake unit
51 - Pedal controlled brakes 55 - 4WD front axle
52 - Brake pumps 56 - Brake fluid reservoir
53 - Cylinders 57 - Front axle brake supply line
7 - 38

3-3 Operation of brake pump with
compensator
The brake pump is composed of the details showed coupling (68). In the same time the pistons (64) are
in (Fig.17-7). When the brake pedal is pressed (single displaced too and they free the holes in the coupling
braking) on the pin controlling the pump, the piston that feed the compensator, so that the oil can supply
(58) is displaced towards the delivery coupling (68). both circuits at the same time with the same pressure
In the same time the piston (64) is displaced too and on cylinders (53). In this way any travel difference
it frees the hole (65) in the coupling that feeds the due to different wear of the brake discs is
compensator, so that the pressure within the circuit compensated, and a braking action of equal force is
is increased. In this case, the pressure is acting on guaranteed on both wheels.
the plunger of one wheel only. Notwithstanding the
connection between both couplings (65), oil cannot NOTE: The brake pump (Fig.17-7) and the control
flow in the other circuit, because it is blocked by the cylinder (Fig.18-7) cannot be dismounted for safety
plunger (64) of the other pump. If both pedals are grounds imposed by the manufacturers. The
linked together by the latch, when the control pins drawings are showed here only to make their
(60) are pressed (double braking), the plunger (58) operation better understood.
are displaced towards is displaced towards the delivery
Brake pump
68 66 57 58 59 60 61
52-Brake pump housing
57-Supply coupling
58-Piston n. 1
59-Retention ring
60-Pump control pin
61-Bellows
62-Piston guiding pin
63-Ring seal of piston n. 1
64-Piston n. 2
65-Compensator coupling
66-Ring seal of piston n. 2
67-Piston return spring 67 65 64 63 62 52
68-Delivery coupling Fig.17-7
Hydraulic cylinder for brake control

72 73 74 53
53-Cylinder body
69-Piston
70-Piston retention rings
71-Bellows
72-Pin
73-Spring ring
74-Washer
69
71 70 Fig.18-7
7 - 39

3-4 Bleeding air from the rear brake
circuit
75
The circuit must be bled if air leaks into the circuit
because of a low level in the reservoir or after
maintenance operations on the hydraulic braking
circuit. This operation requires that a precise order
is followed, as described here:
- Fill up the reservoir with oil of the prescribed type.

The reservoir must be topped up during the whole
bleeding operation.
- Install a suitable piece of rubber or plastic hose on
the vent screw (75 Fig.19-7).
- Insert the other end of the hose in a clean, Fig.19-7
transparent container.
- Unlatch the pedals so that they can operate
independently.
- Depress the left-hand brake pedal completely.
At the same time, loosen the vent screw (75 Fig.19-
7) of a half turn and let any air mixed with oil flow
out. The pedal reaches the end of its travel. Tighten
the screw and release the pedal.
- Repeat the above described operation until the oil
flowing out of the vent screw is free from any air
bubbles.
Check that the pedal travel is normal and not spongy.
- Repeat the same operations for the right-hand side
of the braking circuit.
- In the end, fill up the reservoir with oil of the
prescribed type to the correct level.
NOTE: Only oil for braking circuits must be used

to top up the reservoir. If different oils are used,
the braking system could fail in a very short time,
with very serious consequences. Do not reuse
the oil previously bled.
7 - 40

3-5 How to bleed air from the front
brake circuit 76
After bleeding the rear brakes, go on as indicated:

- With the brake pedals latched together, depress both
pedals at the same time and loosen the vent screw 18
(76 Fig.20-7) on the shut-off valve (18), until the oil
flowing out is free from air bubbles (tractors without
trailer brake valve).
- Tighten the screw and release the pedals.
- Depress both pedals and loosen both vent screws
(77 Fig.21-7) behind the front axle central housing
(tractors with trailer brake valve).
Repeat this operation until the oil flowing out is free
from air bubbles. Fig.20-7
HOW TO BLEED AIR FROM THE TRAILER BRAKE

VALVE
If the tractor is provided with a control valve for

hydraulic braking of the trailer (5 Fig.22-7), the piloting
line of this valve must also be bled of any trapped air. 77
The bleeding is easily made by means of a screw (78
Fig.22-7) on the valve body.
- Test the tractor on road to check the travel of the

pedals and the contemporary action of the front
brakes.
- In the end, fill up the reservoir again with oil of the
prescribed type to the correct level.
Fig.21-7
78
Fig.22-7
7 - 41

3-6 Brake adjustment 8 - Tighten the nut (659) to obtain a minimum play
between latch (662) and control lever (660), so
that the hand brake rod (663) is free of any tension
REAR BRAKES when the brake is released. When the pedal free
travel becomes greater than 80 ÷ 100 mm owing
After mounting the rear brake unit, the pedal brakes to wear of friction discs, it can be adjusted again
and the parking brake should be adjusted. by means of the adjuster nuts (661).
If after a few adjustments the nuts (661) have used
1 - Jack up the rear wheels of the tractor, until the up the whole threaded part of the relative rods, the
wheels are off the ground. friction plates should be replaced.
2 - Release the parking brake lever (L) and loosen
the adjuster nut (659) ot the rod (663) to take all FRONT BRAKES
tension off the latch (662);
3 - Free the brake pedals by raising the lock. No periodic adjustment is required as the front brakes
4 - Tighten the adjuster nut (661) until you can no are self-regulating.
longer turn the wheel by hand
5 - Slacken off the adjuster nut by 1 turn, i.e. until the
wheel can be freely turned. Now lock the adjuster
with the relative check nut.
6 - Repeat the same operations for the other brake.
7 - Check that the brake pedal has a free travel of the
prescribed value (A = 30 ÷ 40 mm Fig.23a-7). If
this should not be the case, check that there are
no leaks or trapped air in the circuit.
A
Fig.23a-7
663
Fig.23-7
L - Parking brake lever

606 - Control lever
659 - Parking brake lever adjuster nut
660 659 662 661 661 - Brake pedal lever adjuster nut
662 - Latch for parking brake rod
663 - Parking brake cable
7 - 42

3-7 Brake circuit shut-off valve
P
Depressed lh pedal a
Oil incoming from the brake pump (52) flows through
duct (a) and supplies the lh rear brake.
oil under pressure

discharged oil
Fp Fig.24-7
Depressed rh pedal
Oil incoming from the brake pump (52) flows through

duct (b) and supplies the rear brake cylinder.
P
b
oil under pressure

discharged oil
Fp Fig.25-7
Latched pedals
Oil incoming from the brake pumps (52) supplies the

rear brakes through ducts (a) and (b). Oil under
pressure also supplies the front brakes through duct P d Vfr P
(c) and the piloting line of the trailer brake valve
through duct (d). b
a
oil under pressure
Fig.26-7 Fp Fa c Fp
7 - 43

CIRCUIT DIAGRAM
18
FpDx
VFr Fa
FpSx
Fig.27-7
Notes
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7 - 44
CHAP. 7
Main components of the low pressure circuit
CONTENTS
Sect.4 Main components of the low pressure circuit
A - Hydraulic pump ..........................................................7-47

B - Power steering circuit .................................................7-51
C - Hydraulic power pack, lh (Powershuttle version) ........7-61
D - Block for forced lubrication valve (Powershuttle version) ....... 7-69
E - Block for reverse shuttle solenoid valves and lubrication
(Powershuttle version) ...............................................7-75
F - Block for PTO solenoid valves and brake unit
(Powershuttle version) ...............................................7-81
G - Power clutch control valve (Speedfive version) ..........7-87
H - Hydraulic clutches (Powershuttle version) ................7-103
I - Front/rear diff. lock supply system (Powershuttle version) .... 7-107
L - Rear PTO & brake unit supply system (Powershuttle vers.) ..... 7-111
M - 4WD supply system (spring-on)(Powershuttle version) .. 7-119
N - “Powerfive” unit supply system (Powershuttle version) ......... 7-123
7 - 45
CHAP. 7
Hydraulic pump
CONTENTS
A - Hydraulic pump
A1 - Main components ....................................................... 7-48
A2 - Description of operation ............................................. 7-49
7 - 47
A - Hydraulic pump
A1 - Main components
Fig.28-7
1- Low pressure delivery hole 2A 83 - O-ring for flange

2- High pressure delivery hole 2B 84 - Pump driving gear
80 - Double casing pump 85 - Pump shaft
81 - Common intake hole 86 - Engine coupling flange
82 - Seal set
7 - 48
Hydraulic pump
A2 - Description of operation
The hydraulic gear pump consists in a single block,
with two different stages, one intake duct (81) and
two separate supply lines (1 and 2) and two different
flow rates.
The common intake hole (81) is bored into the stage
with the greatest cross-section.
As it is directly connected to the engine, the pump
activates any time the engine is started. It takes filtered
oil in from the transmission and supplies it both to the
low and to the hig pressure circuit at the same time.
2 1
81 2B 2A
Fig.29-7
7 - 49
Notes
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7 - 50
CHAP. 7
Power steering circuit
CONTENTS
B - Power steering circuit

B1 - Hydraulic circuit .......................................................... 7-52
B2 - Description of the circuit and diagram ......................... 7-53
B3 - Description of operation .............................................. 7-55
B4 - Assembly drawing of "Orbitrol" control system ........... 7-58
B5 - Main components of "Orbitrol" control system ............ 7-59
7 - 51
B - Power steering circuit

B1 - Hydraulic circuit
10
9
1- Low pressure pump 19

- high pressure
Fig.30-7
- discharge/intake
7 - 52

B2 - Description of the circuit
The low pressure circuit includes a first high pressure In the Series F series tractors there is no mechanical
section to operate the power steering system. Oil from connection in the power steering system between the
the low pressure stage of the pump (1 Fig.31-7) flows steering wheel and steering cylinder.
through filter (4) and supplies the power steering Each minimum turn of the steering wheel corresponds
Orbitrol system (9) and then the relative steering to an equivalent turn of the wheels.
cylinder (19). If the engine breaks down or the hydraulic pump fails
Oil discharged from the Orbitrol unit supplies the to operate, the Orbitrol unit acts like a hand pump
hydraulic power pack (10) and, successively, various operated by the steering wheel which allows the turn
users through a low pressure circuit. to be made.
19
10
Fig.22-7
Fig.31-7
7 - 53

OPERATION DIAGRAM
19
4 20 bar valve
1 10
3
Fig.32-7
7 - 54

The holes L and R in the control valve house two
A - NEUTRAL POSITION (ENGINE ON) antishock valves (94) an two anti-cavitation valves
(95).
In this position the drum (91) is centered with The antishock valves (94) protect the circuit between
reference to the sleeve (92) by the springs (93 Fig.33- the steering cylinder and the control valve against
7). any shock on the wheels. The anti-cavitation valves
Ducts P1-L-R are not supplied. (95) let the oil discharged from the antishock valves
Oil coming from the duct P flows directly to the duct T (94) to pass from the righ-hand to the left-hand duct,
and supplies the hydraulic power pack. The circuit is and viceversa, according to the movements of the
of the open center type. piston in the steering cylinder.
19
94
95 97
91 92
93
96
Supply from the low pressure circuit

Supply to the steering cylinder
L - Supply to the lh coupling to the steering cylinder
P - Low pressure supply from hydraulic pump
P1 - Supply to the metering device (stator (96) and rotor (97))
R - Supply to the rh coupling to the steering cylinder
T - Discharge to the hydraulic power pack
Fig.33-7
7 - 55

B - STEERING POSITION (ENGINE ON)
Turning the steering wheel right or left causes an

angular rotation of the drum (91) with reference to
the sleeve (92). The flow from the pump is sent to the
metering device (stator (96) and rotor (97)). The rotor
(97) is put into rotation and sends back to the cylinder
a quantity of oil proportional to the rotation angle.
The rotation of the rotor (97) is equal to that of the
steering wheel.
19
97
91 92
Destro
Sinistro
96
100

-
-- Return from the steering cylinder
- Supply to the steering cylinder
-
B - Steering column position
T - Discharge to the hydraulic power pack Fig.34-7
7 - 56

C - MANUAL STEERING (ENGINE OFF)
When the pump is sending no oil or when the available Oil flowing back from cylinder A goes through the
pressure is too low, the rotor (97) is not put into rotation. non-return valve (98) and supplies the metering device.
In this case there is no assistance. The generated pressure is proportional to the torque
Turning the wheel the centering springs (93) are applied to the steering wheel. In this case turnig the
compressed, the angular play between pin (99 Fig.38- wheel requires much effort.
7) and sleeve (92) is cancelled and the rotor (97) is
dragged mechanically. The power steering valve
system acts in this case like a hand pump.
19
97
91 92
93
Destro
Sinistro 96
93 98

- Return from the steering cylinder
Supply to the steering cylinder
B - Steering column position
Fig.35-7
T - Discharge to the hydraulic power pack
7 - 57

B4 - Assembly drawing of "Orbitrol" control system
94 110 112 111 93 114 115 99 92
109
116
91
108
117
119
98
118
106
105
104
103 101 107 97 102 96
100
95
Fig.36-7
7 - 58

B5 - Main components of "Orbitrol" control system
102
103
104
101
105
96
106
97
107
119
108 99
118
92
93 117
91
109 116
110
111
112
113
100
115
98
114
95
94
91 - Drum 101 - Screw 111 - Ring

92 - Sleeve 102 - Screw 112 - Washer
93 - Centering springs 103 - Gasket 113 - O-ring
94 - Antishock valve 104 - Closing plate 114 - Retention ring
95 - Anti-cavitation valve 105 - O-ring 115 - “Orbitrol” system
96 - Stator 106 - O-ring 116 - Ring
97 - Rotor 107 - Spacer 117 - Retention valve
98 - One-way valve 108 - Connecting shaft 118 - O-ring
99 - Pin 109 - Washer 119 - Distributing plate
100 - Safety valve 110 - Roller bearing
Fig.37-7
7 - 59
Notes
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7 - 60
CHAP. 7
Sx hydraulic power pack
CONTENTS
C - Sx hydraulic power pack

C1 - Main components and operation diagram ................. 7-62
C2 - Description of operation ............................................ 7-64
C3 - Calibration valves, 9.5 and 20 bar ............................. 7-66
7 - 61
C - Sx hydraulic power pack

C1 - Main components
POWERSHUTTLE VERSION (WITH POWERFIVE MOUNTED)
_SP6 125 123 124 121 126
127
139
_YV5
129
141
_YV4 131
141 133
141
138
_YV3
10
134
Fig.38-7
142
10 - Hydraulic power pack 135 - Rear PTO supply
121 - Supply (from hydraulic power steering) 136 - Rear PTO brake supply
123 - To hydraulic block (15) for clutch control solenoid valves 138 - Rear diff lock supply
124 - 9.5 bar valve discharge (cooling) 139 - To radiator
125 - 9.5 bar valve 141 - Quick couplings for user pressure control
126 - 20 bar valve 142 - Quick couplings for supply pressure control
127 - Block (31) supply, for rear PTO
129 - Powerfive supply _SP6 - Pressure feeler
131 - 4WD disengagement supply _YV3 - Diff lock solenoid valve
133 - Front diff lock supply _YV4 - 4WD disengagement solenoid valve
134 - Return lines _YV5 - Powerfive solenoid valve
7 - 62

POWERSHUTTLE VERSION (WITHOUT
POWERFIVE)
Series F tractors in Powershuttle version without the

Powerfive unit are provided with a hydraulic power
pack (Fig.39-7) similar in operation and components
to the one mounted on tractors with Powerfive unit
(Fig.38-7).
In the version with Powershuttle only, the solenoid
valve controlling the Powerfive unit is replaced by a
plug (141 Fig.39-7) that excludes the supply to the
above mentioned user.
Fig.39-7
CIRCUIT DIAGRAM
139 127 129 131 133
_YV5 _YV4 _YV3

125
124
134
126
142
_SP6 141 141 141
Fig.40-7
7 - 63

C2 - Description of the operating
mode X
The Sx hydraulic power pack (10 Fig.41-7) is located

on the left-hand side of the tractor, near the platform.
The plant is a suitably machined aluminum block
housing, containing the low pressure (20 bar)
calibration valve (126), the pressure feeler (122) and
the 9.5 bar calibration valve (125) of the cooling circuit
(Fig.38-7). These components are protected by a
plate (X Fig.41-7) screwed to the plant housing.
On the plant are also screwed 3 solenoid valves with
unions and tubes to supply oil to various users, to the
cooling circuit, the lubrication circuit and to the free 10
discharge. These 3 solenoid valves are used like a
Fig.41-7
tap that completely opens or closes the flow of
pressurized oil to the respective users. They are
located in the top part of the plant and are connected
to the rear line wiring (Fig.42-7). When the valve coil
is energized, the solenoid valve opens or closes, thus
controlling the oil flow to the user. _YV5
The solenoid valves (_YV3/_YV5/_YV4) let
pressurized oil flow on when they are energized, _YV4
the valve (_YV3) engages the differential lock, the
valve (_YV5) engages the Powerfive unit (if
mounted), the valve (_YV4) disengages the 4WD _YV3
(spring-on).
Fig.42-7
_YV3 Front/rear diff lock
= Powered
LH
_YV5 Powerfive engagement (if mounted) side
= Pressure at user
_YV4 4WD disengagement (spring-on)
7 - 64

DESCRIPTION OF THE OIL CIRCUIT WITHIN THE
POWER PACK USER STATE PRESSURE
The hydraulic power pack (10 Fig.44-7) controls the Powerfive disengaged 0 bar
“low pressure” oil circuit that supplies the users on
the tractor. The block also houses the low pressure 4WD engaged 0 bar
(20 bar) calibration valve (126) and the 9.5 bar
Diff lock disengaged 0 bar
calibration valve (125) of the cooling circuit. During
normal operation of the tractor, oil flowing in from
the power steering enters the chamber (128) and,
through the duct (130), reaches the calibration valve 167 165
(126). Here oil is pressurized to 20 bar, required to
supply the connected users. Through the chamber 166
(182) and the duct (130) the oil reaches the
chambers (177-178-179). The plunger of the
energized solenoid valve moves and the oil can thus
supply the required user. In Fig.44-7 the oil flowing 168
to the users (180-181-183) communicates with the
discharge through the duct (184) and the chamber
(185). The oil, thanks to intersection of suitable
communicating ducts (164-165-166-167), also
reaches the 9.5 bar calibration valve, max. pressure 125
for oil directed to the cooling radiator. If the oil Fig.43-7
pressure in the chamber (166) exceeds 9.5 bar, the
valve (125) opens the passage to the chamber (168)
that communicates with the discharge circuit.
126 _YV5 _YV4 _YV3
10 159 164
185
183
184 184
132
128
130 182 130 177 180 130 178 181 130 179
Fig.44-7
7 - 65

C3 - Calibration valves, 9.5 and 20
bar TO 126
RADIATOR (139)
Oil flowing in from the power steering discharge

(Fig.45-7) enters in communication with the 20 bar 130
valve (126) through the chamber (128) and the
passage (130). Through the calibrated hole (169) it
comes into the chamber (170) and, when it reaches
20 bar, pushes the plunger (158) up and compresses
the spring (157). The spring maintains the 20 bar
128
pressure required to supply the users. These latter
are controlled by the three ON/OFF solenoid valves
on the hydraulic power unit (_YV3/_YV4/_YV5).
When the plunger (158) moves up, it puts the oil
flowing in from the power steering circuit discharge OIL FROM STEE-
RING SYSTEM Fig.45-7
into communication with the chamber (166), through
the intersection of the ducts (164-165-167). The oil
flowing into the chamber (166) pushes the plunger CALIBRATION VALVE, 9.5 BAR (COLD OIL)
(151) up and opens the communication with the
discharge circuit through the chamber (168)(Fig.46-
7). During normal operation of the tractor, when oil
151 125
is hot, the spring (152) makes sure that the oil
pressure toward the radiator is maintained within
9.5 bar. If the oil pressure exceeds the spring 152
strength (152), the valve opens the communication
with the discharge circuit (Fig.48-7).
168
165 166 167

Fig.46-7
CALIBRATION VALVE, 20 BAR
157 126 125
158
152
164
TO
RADIATOR (139) 151
156
165
170 169 167

Fig.47-7 Fig.48-7
7 - 66

The figures at right show the main components CALIBRATION VALVE (125), 9.5 BAR
mounted in the calibration valves (125) and (126).
The relative springs (152) and (157) allow the required
pressure to be sustained.
151 152 153
151 - Plunger
152 - Spring
153 - Plug Fig.49-7
CALIBRATION VALVE (126), 20 BAR
154 155
158 156
154 - Plunger cylinder

155 - Plug
156 - Shims 157
157 - Spring Fig.50-7
158 - Plunger
7 - 67
Notes
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7 - 68
CHAP. 7
Block for forced lubrication valve

(Powershuttle version)
CONTENTS
D - Block for forced lubrication valve

D1 - Main components and location .................................. 7-70
D2 - Description of operation ............................................. 7-71
D3 - Circuit diagram ........................................................... 7-73
7 - 69
D - Block for forced lubrication valve

D1 - Main components and
positioning
The block (17 Fig.51-7) is coupled to the discharge
por of the 9,5 bar calibration valve of the oil cooling
circuit. The valve is in the hydraulic power pack (10
Fig.38-7).
This block assures a max. pressure of 1,5 bar or 4,5
bar to the forced lubrication circuit of the transmission.
17
Fig.51-7
192 17
201
193
200
195
194
17 - Block for lubrication valve 198

192 - From transmission oil radiator
193 - Front axle lubrication
194 - Discharge to axle housing 196
195 - Gaskets
196 - Gasket
197 - Spring guide plug
198 - Spring for valve calibration
198 197
199 - Ball
200 - From hydraulic power pack (10) Fig.52-7
7 - 70

D2 - Description of operation ENGINE OFF
The 4,5 bar pressure is achieved by calibrating the
spring (198).
When the engine is off (Fig.53-7), oil in the block is
at a 0 bar pressure.
When the engine is on (Fig.54-7), oil flowing in (192)
from the cooling radiator flows through the block to
lubricate (193) the front axle. The spring (198) presses
on to the ball (199), until the required pressure is
reached (4.5 bar). If the oil flowing in (192) is at
greater pressur, the ball (199) is displaced to the left
and lets exceeding oil to pass, until the calibration
pressure of spring (198) is reached.
Fig.53-7
ENGINE ON
192
193
199
201
200 194
198
Fig.54-7
7 - 71

MAIN COMPONENTS OF THE LUBRICATION
towards the block (15) to lubricate the main and
CIRCUIT
secondary clutches and the input shaft (21).
Fig.55-7 shows the main components of the lubrication Exceeding oil in the valve (17) discharges to the 4WD
circuit of Series F Powershuttle tractors. The cooled housing. The same valve is also reached by the oil
down oil (16) enters the valve (17) at a 9.5 bar pressure, discharged by the 9.5 bar valve in the users hydraulic
and leaves then the valve towards the lubrication power pack (10).
circuits of the lay shaft (49) and of the gearbox, and
lubrication oil
cooling oil
discharged oil
10
15
17
16
21
49
Fig.55-7
7 - 72

D3 - Circuit diagram
200 194
4,5 Bar
193
201
192
192 - From transmission oil radiator

193 - To front axle lubrication
194 - Discharge to axle housing
200 - From Sx hydraulic power pack (10)
201 - To the solenoid valve carrier block (15) Fig.56-7
7 - 73
Notes
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7 - 74
CHAP. 7
Solenoid valve and reverse shuttle lubrication block

CONTENTS
E - Solenoid valve and reverse shuttle lubrication block

E1 - Main components and location ................................... 7-76
E2 - Description of operation ............................................. 7-77
E3 - Circuit diagram ........................................................... 7-79
7 - 75
E - Solenoid valve and reverse shuttle lubrication block

E1 - Main components and location
The block (15 Fig.57-7) is located on the right-hand
side of the front axle housing.
The block houses both proportional solenoid valves
(_YV1) and (_YV2) controlling the hydraulic reverse
15
shuttle clutches.
The block (15) also houses the duct (210 Fig.58-7)
for lubrication of the clutch central body and of the
bearings on the clutch shaft.
Fig.57-7
BACK VIEW
209
210 208 15
211
207
215 206
_YV2 _YV1
Fig.58-7
15 - Valve block for solenoid valves 210 - Lubrication supply

206 - Supply at 20 bar 211 - Reverse gear clutch supply
207 - Reverse drive pressure sensor plug 215 - Forward drive pressure sensor plug
208 - Lubrication union _YV1 - Solenoid valve (direct)
209 - Clutch supply (direct) _YV2 - Solenoid valve (reverse)
7 - 76

E2 - Description of operation SECONDARY CLUTCH
SUPPLY PHASE TO SECONDARY CLUTCH

(FORWARD GEARS)
Oil flowing in from the power steering control valve

(9), at a 20 bar pressure, is always present in the
duct (212 Fig.61-7) and supplies the two solenoid
valves (_YV1) and (_YV2) in the same time.
The solenoid valve (_YV1 Fig.60-7) is energized by
shifting the reverse shuttle lever forward. This solenoid
valve opend the passage of the pressurized oil to the
duct (209), and supplies thus the secondary clutch.
The progressive engagement of the clutch is caused
by the gradual opening of the relative proportional
Fig.59-7
valve, controlled by the electronic power pack.
Oil in the main clutch has a 0 bar pressure, as it
discharges through the duct (213 Fig.61-7).
209
212
213
20 bar
4.5 bar
_YV1 0 bar
Fig.60-7 Fig.61-7
7 - 77

SUPPLY PHASE TO MAIN CLUTCH (REVERSE FRIZIONE PRIMARIA
GEARS)
Oil flowing in from the power steering control

valve (9), at a 20 bar pressure, is always present
in the duct (212 Fig.64-7) and supplies the two
solenoid valves (_YV1) and (_YV2) in the same time.
The solenoid valve (_YV2 Fig.63-7) is energized by
shifting the reverse shuttle lever backward. This
solenoid valve opend the passage of the pressurized
oil to the duct (214), and supplies thus the main
clutch.
The progressive engagement of the clutch is caused
by the gradual opening of the relative proportional
valve, controlled by the electronic power pack.
Oil in the secondary clutch has a 0 bar pressure, as it Fig.62-7
discharges through the duct (213 Fig.64-7).
214
212
213
20 bar
_YV2 4,5 bar
0 bar
Fig.63-7 Fig.64-7
7 - 78

E3 - Circuit diagram
206 _YV1
215
207
_YV2
213
15
Fig.65-7
15 - Block housing
206 - Supply at 20 bar
207 - Reverse drive pressure sensor plug
213 - Oil discharge duct
215 - Forward drive pressure sensor plug
_YV1 - Solenoid valve (direct)
_YV2 - Solenoid valve (reverse)
7 - 79
Notes
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7 - 80
CHAP. 7
Block for rear PTO and brake unit solenoid valves

CONTENTS
F - Block for rear PTO and brake unit solenoid valves

F1 - General description and location ................................ 7-82
F2 - Description of operation.............................................. 7-83
F3 - Circuit diagram ........................................................... 7-85
7 - 81
F - Block for rear PTO and brake unit solenoid valves

F1 - General description
and location
The block (31 Fig.66-7) is located on the left-hand
side of the gearbox housing, just above the side 31
final drive, near the switches of the rear PTO RPM
indicators.
This valve block includes two solenoid valves, one
of the ON/OFF type (_YV8) to control the PTO brake
unit, and one of proportional type (_YV9) to control
the PTO clutch (Fig.68-7).
By means of this valve block, the electronic power
pack manages a progressive and proportional
engagement and disengagement of the PTO, thanks
to the progressive displacement of the plunger of Fig.66-7
solenoid valve (_YV9).
The valve block (31) is supplied by the discharge from
the power steering control valve (9 Fig.6-7), through
the hydraulic power pack (10 Fig.6-7).
REAR VIEW
223
221
224
222
_YV8
_YV9
221 - From power unit (10) 223 - To PTO clutch

222 - To discharge 225 - To PTO brake unit
Fig.67-7 Fig.68-7
7 - 82

F2 - Description of operation
223 224
DISENGAGED PTO AND ENGAGED BRAKE
In this phase (Fig.71-7), oil flowing in from the power

steering (221) enters the block (31) through the
chamber (225). The de-energized solenoid valve
(_YV9) closes the passage of the pressurized oil flow
to the chamber (223). In this way the supply to the
PTO clutch is excluded. The chamber (223)
communicates with the chamber (226), which is
connected to the discharge outlet (222). 221
The solenoid valve (_YV8), on the other hand, allows 222
the pressurized oil (20 bar) to flow towards the
chamber (227), and supplies in this way the PTO
brake.
Solenoid valve (_YV8) 0 V = engaged brake

Solenoid valve (_YV9) 0 V = disengaged PTO
221 - From power unit (10)
222 - To discharge
223 - To PTO clutch
224 - To PTO brake unit
Fig.69-7
_YV8 _YV9
31
222
224 223
226
225
227
221
Fig.70-7
7 - 83

ENGAGED PTO AND DISENGAGED BRAKE
223 224
In this phase (Fig.72-7), oil flowing in from the power
steering (221) enters the block (31) through the
chamber (225). The energized solenoid valve (_YV9)
opens the passage of the pressurized oil flow (20
bar) to the chamber (223). In this way the supply to
the PTO clutch is allowed. The gradual displacement
of the plunger (228) is controlled by the electronic
power unit and provides a smooth and progressive
engagement of the PTO clutch.
The solenoid valve (_YV8), also energized, closes 221
the passage of the pressurized oil flow to the chamber 222
(227). In this way the supply to the PTO brake is
excluded.
Solenoid valve (_YV8) 12 V = disengaged brake

Solenoid valve (_YV9) 12 V = engaged PTO
221 - From power unit (10)

222 - To discharge
223 - To PTO clutch
224 - To PTO brake unit
Fig.71-7
_YV8 _YV9
31
228
222
224 223
226
225
227
221
Fig.72-7
7 - 84

F3 - Circuit diagram
223 224
_YV9 _YV8
221
222
31
Fig.73-7
31 - Solenoid valve block

221 - From hydraulic power pack (10)
222 - To the discharge outlet
223 - To the PTO clutch
224 - To the PTO brake
_YV8 - ON/OFF solenoid valve for brake
_YV9 - Proportional solenoid valve for PTO clutch
7 - 85
Notes
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7 - 86
CHAP. 7
Power clutch control valve

(Speedfive version)
CONTENTS
G - Power clutch control valve

G1 - General description and location ................................ 7-88
G2 - Main components ........................................................... 7-89
G3 - Operating phases
G3.1 - Phase with engaged PTO clutch,
disengaged diff lock and engaged 4WD ...................7-91
engaged diff lock and engaged 4WD .......................7-93
engaged diff lock and disengaged 4WD ...................7-95
G3.4 - Phase with disengaged PTO clutch,
disengaged diff lock and disengaged 4WD ...............7-97
G3.5 - Phase with rod in PTO clutch engagement modulation,
disengaged diff lock and disengaged 4WD ...............7-99
G4 - Adjustments ..................................................................7-100
G4.1 - 30 bar valve spring calibration ..........................7-100
G4.2 - Check up and adjustment of PTO
engagement modulation ...................................7-100
G4.3 - 18 bar valve calibration ....................................7-101
7 - 87
G - Power clutch control valve

G1 - General description
and location 8
_YV3
The block (8 Fig.74-7) is located on the left-hand
side of the engine block, just under the bonnet, near
the platform front. This control valve is provided
with two solenoid valves of the ON/OFF type to
control the differential lock (_YV3) and the four-
wheel drive (_YV4). The control is given by the
buttons (_SB8) and (_SA11) on the right-hand side 463
of the platform (Fig.75-7).
This valve block also includes a servo-control for
the rear PTO. Such power assisted manual control
_YV4
provides a gradual engagement of the PTO clutch.
A steel cable connects the rod (463) and the control
Fig.74-7
lever (Q) located just under the steering wheel
(Fig.76-7)
_SA11
_SB8
Fig.75-7
_YV3
471
Q
_YV4 463
Fig.76-7
7 - 88

G2 - Main components
8 450 451 452 _YV3

472
477
470
454
469
473
468
478
467 456
474 457
471 459
479
458
466
460
465 _YV4 463 462 475 476
Fig.77-7
450 - Pilot plunger carrier plug of PTO clutch
451 - Pin 468 - 30-bar adjustment spring
452 - Throttles 469 - Modulation adjustment shims
458 - Valve system casing 470 - 30-bar valve adjustment shims
454 - Diff lock solenoid valve housing 474 - 18/30-bar pressure tap
456 - 18-bar control valve housing plug 473 - Oil supply to diff locks
457 - 18-bar valve spring 471 - Oil flowing in from Orbitrol unit
458 - 18-bar valve plunger 472 - PTO disengagement cylinder oil supply
459 - 18-bar valve adjustment shims 475 - Orbitrol discharge duct
460 - 18-bar control valve housing 476 - PTO cylinder return
462 - Rod guide plug 477 - Differential lock return
463 - Control valve control rod 478 - Gearbox lubrication
465 - Spring-on solenoid valve housing 479 - 4WD disengagement oil supply
466 - Throttle _YV3 - Diff lock solenoid valve
467 - Spring for engag./diseng.modulation _YV4 - Spring-on solenoid valve
7 - 89
_YV3
491
482
480
492
471
490
479
493
481 475 458
_YV4 489 463
Fig.78-7
7-90

G3.1 - PHASE WITH ENGAGED PTO, DISENGAGED
DIFF LOCK AND ENGAGED 4WD
In this phase, the rod (463) is pulled out of the control

valve by the lever (Q Fig.79-7) and both solenoid
valves are de-energized.
Through the hole (471), oil coming from the Orbitrol
unit enters the control valve and, through the race
(480), enters the chamber (481), displaces the plunger Q
(458) when a 18-bar pressure is reached, then flows
on to the discharge outlet (475). As the solenoid valve
(_YV3) is de-energized, the chamber (482) fed by
the duct (490) remains at 18 bar, whilst the supply
duct of the diff locks (492) is in communication with
the discharge outlet (491). The solenoid valve (_YV4)
too, as it is de-energized, puts the oil in the Spring- Fig.79-7
On supply duct (493) into communication with the
discharge (489), while the duct (479) maintains a 18-
bar pressure.
Fig.80-7
7 - 91
_YV3
491
482
480
492
471
490
479 494
493
481 458
_YV4 463
Fig.81-7
7-92

G3.2 - PHASE WITH ENGAGED PTO, ENGAGED
DIFF LOCK AND ENGAGED 4WD

valve by the lever (Q Fig.82-7), the solenoid valve
of the diff lock (_YV3) is energized by the button
(_SB8 Fig.83-7) and the Spring-On solenoid valve
is de-energized.
Through the hole (471), oil coming from the Orbitrol Q
(480), enters the chamber (481), goes through the
calibrated hole (493), supplies the chamber (494),
the duct (490), the chamber (482) and, through the
hole (492), the front and rear diff locks at a 18-bar
pressure. The solenoid valve (_YV4) too, as it is de-
energized, puts the oil in the Spring-On supply duct Fig.82-7
(493) into communication with the discharge (489),
while the duct (479) maintains a 18-bar pressure.
_SB8
Fig.83-7
7 - 93
_YV3
482
480
490
479
493
496
_YV4 489 463
Fig.84-7
7-94

G3.3 - PHASE WITH ENGAGED PTO, ENGAGED
DIFF LOCK AND DISENGAGED 4WD

valve by the lever (Q Fig.85-7) and both solenoid
valves are energized by the activation of the two
buttons (_SB8 and _SA11 Fig.86-7).
unit enters the control valve and, through the race Q
(480), enters the chamber (481), goes through the
calibrated hole (493), supplies the chamber (496),
the duct (490), the chamber (482) and the front and
rear diff locks at a 18-bar pressure. As the solenoid
valve (_YV4) is also energized, the oil in the duct
(479) is allowed through the chamber (496), as this
no longer communicates with the discharge outlet Fig.85-7
(489).
_SA11
_SB8
Fig.86-7
7 - 95
451 _YV3
491
495 482
480 496
492
479
480 490
479
493
494
493 _YV4 489 463
Fig.87-7
7-96

G3.4 - PHASE WITH ENGAGED PTO, DISENGAGED
In this phase, the rod (463) is completely inside the

control valve, as the lever (Q Fig.88-7) is pulled
downward on the sector. The PTO clutch is
disengaged. The solenoid valve of the diff lock
(_YV3) is de-energized and the Spring-On solenoid
valve is energized by the activation of the two
buttons (_SA11 Fig.89-7).
(495), feeds the power clutch cylinder to disengage
Q
the PTO clutch. (496).
When reaching 30 bar, the clutch disengages and
the oil pressure on the pin (451) pushes the plunger Fig.88-7
(497) downwards, thus opening the communication
between the hole (480) and the duct (479 Fig.87-7).
As the solenoid valve (_YV3) is de-energized, the
chamber (482) fed by the duct (490) remains at 18
bar, whilst the supply duct of the diff locks (492) is
in communication with the discharge outlet (491).
As the solenoid valve (_YV4) is energized, the oil
from the duct (479) can feed the Spring-On unit
through the chamber (496), as this no longer
communicates with the discharge outlet (489).
_SA11
Fig.89-7
7 - 97
497 _YV3
495 491
496 482
467
492
471
478
479
490
493
481 458
_YV4 489 463
Fig.90-7
7-98

G3.5 - PHASE WITH ROD (Q) IN PTO CLUTCH
ENGAGEMENT MODULATION, DISENGAGED
In this phase the lever (Q) is gently raised to engage

the power take-off.
The rod (464) is pulled out of the control valve and its
gradual displacement compresses the modulation
spring (467) that gradually displaces the piston (497),
thus opening the communication of the duct (495) Q
with the chamber (497), on its hand in communication
with the discharge (478).
The oil in the power clutch cylinder is gradually
squeezed out and the PTO clutch begins engaging.
When the lever (Q) is first moved, pressure quickly
goes from 30 to 17 bar, then slowly decreases to 9 Fig.91-7
bar and then quickly again to 0 bar.
In this condition, oil flowing to the control valve through
the hole (471) enters the duct (479) and the chamber
(481) and, when a 18-bar pressure is reached,
displaces the plunger (458) and flows to the
discharge, while maintaining at 18 bar the pressure
in the ducts (479) and (490).
As the solenoid valve (_YV3) is de-energized, the
chamber (482) fed by the duct (490) remains at 18
bar, whilst the supply duct of the diff locks (492) is in
communication with the discharge outlet (491).
As the solenoid valve (_YV4) is energized, the oil
from the duct (479) can feed the Spring-On unit
through the chamber (493), as this no longer
communicates with the discharge outlet (489).
Fig.92-7
7 - 99

G4 - Adjustments
The flowing adjustments are to be made to the power 122 IDR GL

clutch valve system:
4.1 30 bar valve calibration

4.2 Check up and adjustment of PTO engagement
modulation
4.3 18 bar valve calibration
G4.1 - 30 bar valve calibration
a) Replace the plug (474) with the tool 122 IDR GL

and connect the pressure gauge (Fig.93-7). Fig.93-7
b) Start the engine and bring the engine rate at

about 900/1000 RPM with oil at 30-40°C.
c) The spring (467) of the PTO clutch

disengagement control valve should be
calibrated at a pressure of 30±2 bar. 469
470
d) Add ore remove shims (470 Fig.94-7) to change
the spring setting; 1mm of shims are
approximately equal to a 2 bar pressure.
467
G4.2 - Check up and adjustment of PTO
engagement modulation

and connect the pressure gauge (Fig.93-7). Fig.94-7

about 900/1000 RPM with oil at 30-40°C.
c) Gently move the lever (Q Fig.91-7) while reading

on the gauge the oil pressure at the precise
moment the lever is shifted; pressure should 469
470
quickly decrease to about 17 bar. When the lever
is moved further, the pressure should gradually
decrease to about 9 bar. Afterwards, moving
the lever still further, oil pressure should quickly
decrease to 0 bar (Fig.96-7).
467
Fig.95-7
7 - 100

d) The beginning and end of this phase of gradual
PTO engagement can be reduced by adding or
removing shims (269 Fig.95/97-7). The phase
should at any rate have an 8 bar interval; each 40
1mm of shims correspond to about 1/1.5 bar
Bar
pressure. 30
Add shims to lower the modulation point.
(PRESSIONE OLIO)
20
G4.3 - 18-bar valve calibration

10
0
and connect the pressure gauge (Fig.99-7). 0 5 10 15
(ROD
(ROD TIRANTE) mm
TRAVEL)
TRAVEL)
(CORSA
about 900/1000 RPM with oil at 30-40°C. Engage Fig.96-7
the differential lock.
c) The calibration pressure of the spring (456)

should be 18 bar.
d) Add ore remove shims (459 Fig.98-7) to change

the spring setting; each 1mm of shims 26
469
correspond to about 1/1.5 bar pressure.
Fig.97-7
125 IDR GL
459
Fig.98-7 Fig.99-7
7 - 101
Notes
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7 - 102
CHAP. 7
Hydraulic clutches (Powershuttle version)
CONTENTS
H - Hydraulic clutches (Powershuttle version)

H1- General description ................................................... 7-104
H2- Main components and description of operation ................. 7-105
7 - 103
H - Hydraulic clutches (Powershuttle version)

H1 - General description
15
The hydraulic clutch assemblies of Series F Power-
shuttle tractors are mounted straight on the clutch shaft MAIN CLUTCH
(225 Fig.76-7). They transmit drive from the engine to LUBRIFICATION
the gearbox. They also completely substitute the clas- SECONDARY CLUCTH
sic clutch assemblies mounted on tractors.

They are hydraulically powered, at a 20 bar pressu-
re, by a block (15 Fig.100-7) on which two proportio-
nal valves are mounted, that allow the gradual rele-
ase of oil for a progressive engagement of the clu-
tches.
The oil supply for the clutch assemblies passes through
a hub (15b Fig.101-7) mounted in the center of the
clutch shaft and in which the retention rings are
Fig.100-7
housed.
The clutch assemblies are engaged and disengaged
electronically by a plant which handles Powershuttle
operation depending on the electric signals transmitted
by the various sensors.
POWERSHUTTLE
UNIT Y
AR
O ND H
C C
SE LUT
C
MAIN CLUTCH
MAIN CLUTCH SUPPLY

LUBRICATION
SECONDARY CLUTCH SUPPLY
15b
Fig.101-3
7 - 104

H2 - Main components and main and secondary clutches. In the status described
in Fig.102-7, the valve (_YV2) allows the passage of
description of operation oil at 20 bar to the main clutch, that engages gradually.
In the same time, the valve (_YV1) shuts off the oil
MAIN CLUTCH SUPPLY supply to the secondary clutch and disengages it.
The main clutch transmits drive in the operation mode
The electronic power pack (_D02), after checking “reverse”, the secondary clutch transmits drive in the
the tractor working condition, sends out an electric operation mode “forward”.
signal to pilot the solenoid valves mounted on the block
(15), opening and shutting off the oil supply to the
electric signal
15b 15
pressurized oil
discharged oil
lubrication oil
_YV1
_D02
_YV2
SECONDARY
CLUTCH
MAIN
CLUTCH
Fig.102-7
7 - 105

SECONDARY CLUTCH SUPPLY
The electronic power pack (_D02), after checking oil at 20 bar to the secondary clutch, that engages
the tractor working condition, sends out an electric gradually.
signal to pilot the solenoid valves mounted on the block In the same time, the valve (_YV2) shuts off the oil
(15), opening and shutting off the oil supply to the supply to the main clutch and disengages it.
main and secondary clutches. In the status described The main clutch transmits drive in the operation mode
in Fig.103-7, the valve (_YV1) allows the passage of “reverse”, the secondary clutch transmits drive in the
operation mode “forward”.
electric signal
15b 15 pressurized oil
discharged oil
lubrication oil
_YV1
_D02
_YV2
SECONDARY
CLUTCH
MAIN
CLUTCH
Fig.103-7
7 - 106
CHAP. 7
Front/rear Diff Lock oil supply

CONTENTS
I - Front/rear Diff Lock oil supply

I1 - Main components ........................................................ 7-108
I2 - Description of operation .............................................. 7-109
7 - 107
I - Front/rear Diff Lock oil supply

I1 - Main components
_YV3
10
133 138
13
12
Fig.104-7
7 - 108
Front/rear Diff Lock oil supply

I2 - Description of operation
The front and rear differential locks are mechanically
engaged and electro-hydraulically controlled. The diff
locks are engaged by means of two sliding sleeves,
operated by two pistons supplied with oil at a pressure
of 20 bar. This occurs by pressing the control switch
(_SB8 Fig.105-7) on the right-hand side of the driving
position, thus energizing the solenoid valve (_YV3 _SB8
Fig.105-7) mounted on the hydraulic power pack (10).
Thus energized, the solenoid valve enables
simultaneous oil supply to the front (13) and rear locks
(12)
The differential lock is disengaged by depressing the
brake pedals (also individually), thus de-energizing
the solenoid valve (_YV3). Fig.105-7
The de-energized solenoid shuts off the oil supply
and opens the route to the outlet.

133/138 - Front/rear diff lock supply
_YV3 - Diff lock solenoid valve
12 - Front differential unit
13 - Rear differential unit
Pressurized oil
Discharged oil
7 - 109
Notes
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7 - 110
CHAP. 7
Rear PTO and brake unit supply system

CONTENTS
L - Rear PTO and brake unit supply system

L1 - Main components and general description ................. 7-112
L2 - Description of operation .......................................... 7-114
7 - 111
L - Rear PTO and brake unit supply system

L1 - Main components and
general description
31
The rear PTO and relative brake are controlled by an
electro-hydraulic system. The block (31 Fig.106-7)
is located on the left-hand side of the gearbox housing,
just above the side final drive. It controls the oil flow
at 20 bar towards the PTO clutch and the brake
(Fig.109-7). The solenoid valve (_YV8 Fig.106-7)
opens or shuts off the passage of oil flow to the PTO
brake. The solenoid valve (_YV9 Fig.106-7) controls
the gradual passage of oil to the PTO clutch. This is
controlled by a proportional solenoid valve. The
engagement is modulated by the gradual displacement _YV9 _YV8
of the plunger of the solenoid valve (_YV9), that is on Fig.106-7
its side controlled by a current ramp established by
the electronic power unit (_D02)(Fig.107-7).
Gradual engagement of the PTO clutch
disengages automatically the relative brake. The
power unit (_D02) sends out an electric signal to
control the PTO clutch engagement and also sends
in the same time a signal to the solenoid valve (_YV8)
to energize it. The solenoid valve moves and shuts off
the passage of pressurized oil to the brake.
The PTO is engaged by means of the switch (_SA2
Fig.108-7) on the right-hand side.
_DO2
Fig.107-7
_SA2
Brake
Brake PTO
Fig.108-7 Fig.109-7
7 - 112

PROPORTIONAL PTO SELECTION
V
If you select the PTO mode proportional to ground
speed by means of the lever (V Fig.110-7), the
energized solenoid valve (_YV8 Fig.111/113-7) shuts
off the oil supply (20 bar) to the rear PTO brake. The
switch (_SQ8 Fig.112-7), connected to the movement
of the selector lever (V), sends out an electric signal
to the electronic power unit (_D02 Fig.107-7) that
energizes the solenoid valve controlling the brake.
Solenoid valve (_YV8) 12 V = disengaged brake
The energized solenoid valve (_YV8) thus shuts off
the passage of the pressurized oil flow at 20 bar to
the brake pistons. In this way the PTO shaft is able to
rotate freely at a speed rate proportional to the
tractor’s ground speed (Fig.113-7). Fig.110-7
_SQ8
_YV8
Fig.111-7 Fig.112-7
Oil to the
brake unit
Oil to the
PTO
_YV8 _YV9 clutch
Proportional
drive
pressurized oil
Fig.113-7 discharged oil
7 - 113

L2 - Description of operation
DISENGAGED PTO AND ENGAGED BRAKE
(FIG.114-7)
The valve block (31) is supplied with oil by the power

steering control valve (9 Fig.6-7). The engagement of
the PTO clutch and of the PTO brake pistons is
controlled by the tractor’s electronic control system.
The electronic power pack (_D02) controls the
opening and closing of the solenoid valves (_YV8)
and (_YV9).
In the status described in Fig.114-7, the solenoid valve
(_YV8) enables the passage of pressurized oil (20
bar) to the brake pistons to operate the brake. The
solenoid valve (_YV9), on the other hand, shuts off
the passage of the pressurized oil flow to the PTO
clutch and disengages it.
Valve block (31) for rear PTO solenoid valves and brake unit
VOLTAGE SOLENOID VALVE USER STATUS PRESSURE
0V _YV8 PTO brake engaged 20 bar
0V _YV9 PTO disengaged 0 bar
7 - 114
_SA2 _DO2
_YV9
_YV8
31 31
PTO
CLUTCH
PTO
BRAKE
electric signal
discharged oil
pressurized oil
Fig.114-7
7 - 115

L2 - Description of operation
ENGAGED PTO AND DISENGAGED BRAKE
(FIG.115-7)
The valve block (31) is supplied with oil by the power

steering control valve (9 Fig.6-7). The engagement of
the PTO clutch and of the PTO brake pistons is
controlled by the tractor’s electronic control system.
The electronic power pack (_D02) controls the
opening and closing of the solenoid valves (_YV8)
and (_YV9).
When the PTO is engaged, the switch (_SA2) sends
out an electric signal to the electronic power unit
(_D02) that works out the electric signal that energizes
the solenoid valves (_YV8( and (_YV9) at the same
time. The valve (_YV8) shuts off the passage of
pressurized oil to the PTO brake to disengage it, while
the valve (_YV9) enables the passage of oil at 20 bar
to the PTO clutch and engages it.
The PTO engagement is modulated by the gradual
displacement of the plunger of the proportional
solenoid valve (_YV9).
Valve block (31) for rear PTO solenoid valves and brake unit
VOLTAGE SOLENOID VALVE USER STATUS PRESSURE
12 V _YV8 PTO brake disengaged 0 bar
12 V _YV9 PTO engaged 20 bar
7 - 116
_SA2
_DO2
_YV8 _YV9
31 31
PTO
CLUTCH
PTO
BRAKE
electric signal
discharged oil
pressurized oil
Fig.115-3
7 - 117
Notes
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7 - 118
CHAP. 7
4WD supply system (Spring-on)

CONTENTS
M - 4WD supply system (Spring-on)

M1 - Main components ..................................................... 7-120
M2 - Description of operation............................................ 7-121
7 - 119

M1 - Main components
_YV4
10
131
413 412
Fig.116-7
7 - 120

M2 - Description of operation
The 4-wheel drive is engaged or disengaged by a
mixed system, mechanical and electro-hydraulic.
The 4WD is disengaged by an electro-hydraulic
control. The switch (_SA11 Fig.117-7), on the right-
hand side of the driving position, energized the _SA11
solenoid valve (_YV4 Fig.116/119-7) when depressed,
thus enabling an oil flow at 20 bar that disengages
the four-wheel drive by means of the axial
displacement of the sleeve (413 Fig.116-7).
Fig.116-7 shows the sleeve (413) in the top part in
the 4WD disengagement position (pressure 20 bar),
and in the lower part in 4WD engagement position
(pressure 0 bar).
Fig.117-7
The 4WD engagement (Spring-On) is mechanically
controlled. When the solenoid valve (_YV4 Fig.116/
119-7) is de-energized, the spring (412 Fig.116-7)
brings the sleeve (413) back to the position of engaged
4WD.
When the tractor is at a standstill, 4WD is always
engaged, thus assuring safe braking.
10 - Hydraulic power pack 10

131 - 4WD disengagement oil supply
412 - 4WD engagement spring
413 - 4WD engagement/disengagement sleeve
_YV4 - 4WD disengagement solenoid valve
pressurized oil
discharged oil
131
_YV4
4WD SUPPLY
SYSTEM
Fig.118-7 Fig.119-7
7 - 121
Notes
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7 - 122
CHAP. 7
Powerfive unit supply system

CONTENTS
N - Powerfive unit supply system

N1 - Main components ...................................................... 7-124
N2 - Description of operation ............................................ 7-125
7 - 123
N - Powerfive unit supply system

N1 - Main components
_YV5
10
129
POWERFIVE UNIT
Fig.120-7
7 - 124
Powerfive unit supply system

N2 - Description of operation
Installed at the gearbox input, the Powerfive unit
reduces all the speeds by 20%. There are two possible
ranges: fast (1:1 ratio), slow (reduced by 20 %). They
can be engaged whilst the tractor is on the move and
with the engine at full rate. It is engaged and
disengaged by means of a button (_SB2 Fig.121-7)
installed on the gearshift lever. When this button is _SB2
pressed, the solenoid valve (_YV5 Fig.120/123-7)
energizes and allows the pressurized oil flowing
towards the Powerfive unit (Fig.120/122-7), thus
engaging the fast speeds, since the pressure of the
oil blocks the hydraulic clutch and disengages the
brake, thus achieving direct drive. The de-energized Fig.121-7
solenoid valve (_YV5 Fig.120/123-7) lets the oil
pressure drop to 0 bar, and lets thus the epicyclic
reduction mechanism of the Powerfive unit to reduce
the tractor’s speed by 20%.

129 - Powerfive unit oil supply 10
_YV5 - Solenoid valve that controls the Powerfive unit
pressurized oil
discharged oil
_YV5
129
POWERFIVE UNIT
SUPPLY SYSTEM
Fig.122-7 Fig.123-7
7 - 125
Notes
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7 - 126
CHAP. 7
Main components of the high pressure circuit
CONTENTS
Sect.5 Main components of the high pressure circuit
O - Hydraulic pump................................................................ 7-129

P - Trailer brake (footstep version) ........................................ 7-133
Q - Auxiliary control valves (footstep version) ............................ 7-145
R - Electro-hydraulic flow selector ......................................... 7-167
S - Mechanical power lift oil supply ....................................... 7-175
7 - 127
CHAP. 7
Hydraulic pump
CONTENTS
O - Hydraulic pump
O1 - Main components .................................................... 7-130
O2 - Description of operation ........................................... 7-131
7 - 129
O - Hydraulic pump
O1 - Main components
2B 80
2A
86
84
1 2
1 81
83
2B
80
2A
85
86 1
1 - Low pressure delivery hole 2A 83 - O-ring for flange

2 - High pressure delivery hole 2B 84 - Pump driving gear
80 - Double casing pump 85 - Pump shaft
81 - Common intake hole 86 - Engine coupling flange
82 - Seal set Fig.124-7
7 - 130
Hydraulic pump
O2 - Description of operation
The hydraulic gear pump consists in a single block,
with two different stages, one intake duct (81) and
two separate supply lines (1 and 2) and two different
flow rates.
The common intake hole (81) is bored into the stage
with the greatest cross-section.
As it is directly connected to the engine, the pump
activates any time the engine is started. It takes
filtered oil in from the transmission and supplies it
both to the low and to the high pressure circuit at
the same time.
2 1
81 2B 2A
Fig.125-7
7 - 131
Notes
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7 - 132
CHAP. 7
Trailer brake (footstep version)
CONTENTS
P - Freno rimorchio (versioni con piattaforma)

P1 - Main components ......................................................... 7-134
P2 - General description ..................................................... 7-135
P3 - Trailer brake - type for Italy ...........................................7-137
P3.1 - Phase with trailer hitched and pedal brakes unused................ 7-138
P3.2 - Phase with trailer hitched and pedal brakes depressed ........... 7-139
P3.3 - Phase with trailer hitched and parking brake engaged ............ 7-140
P4 - Trailer brake - Export type ............................................7-141
P4.1 - Phase with trailer hitched and pedal brakes unused................ 7-142
P4.2 - Phase with trailer hitched and pedal brakes depressed ........... 7-143
7 - 133
P - Trailer brake (footstep version)

P1 - Main components
18

3 - Intake cartridge filter
5 - Hydraulic valve for trailer brake
18 - Brake circuit on-off valve
Fig.126-7
7 - 134

P2 - General description
The trailer brake valve (5 Fig.127-7) is installed in the
rear part of the tractor and supplies fluid to the trailer
by means of the oil union (A).
Oil is supplied to the valve by absolute priority along
the high pressure circuit.
Oil that is not used by the braking action of the trailer
is sent towards the auxiliary control valves.
The trailer brake only engages at the same time as
the tractor brakes when the pedals are latched together.
The tractor can be equipped with two types of valve:
1 – Trailer brake valve for the Italian market (Fig.130-
7) 5 A
2 – Trailer brake valve for the Export market (Fig.135- Fig.127-7
7)
As compared to the Export valve, the trailer brake for
the Italian market has a supplementary device in the
lower part with a rod connected to the parking brake.
Italian law requires a self-braking device for trailers. It
must allow the trailer to brake the moment in which it
is detached from the tractor. Moreover, this braking
mechanism must operate the moment in which the
tractor stops and the parking brake applied. Conse-
quently, in order to tow the trailer when the brakes are
unused, oil must be supplied to the trailer braking de-
vice at a constant pressure of between 10-15 bar to
keep the mechanical brake disengaged.
When the Italian type trailer brake is installed and to

work in complete safety, the operator must comply
with the following instructions to correctly couple and
uncouple the hose pipe of the trailer brakes to and
from the union (A Fig.127-7) at the rear of the tractor.
The hose pipe that connects the trailer to the tractor
can be coupled and uncoupled with the engine either
at a standstill or running:
WARNING: it is extremely important to
With the engine at a standstill: coupling and uncou- carry out this operation before the trailer
pling presents no difficulties as there is no pressuri- is unhitched from the tractor since it en-
zed oil in the circuit. sures immediate engagtement of the au-
tomatic safety braking system with whi-
With the engine running: it is absolutely essential to ch this type of trailer braking system is
apply the hand brake since it ensures that no pressure obligatorily equipped.
remains in the brake circuit.
7 - 135

VALVE FOR THE ITALIAN MARKET (FLANGED)
Fig.128-7
VALVE FOR THE EXPORT MARKET (FLANGED)
Fig.129-7
The trailer brake valve installed on tractors with cabs

is flanged on the control valve pack.
Oil from the pump flows towards the auxiliary control
valve through the body of the valve itself.
7 - 136

P3 - Trailer brake - type for ITALY
Italian law requires the trailer to self-brake when unhi-
tched from the tractor.
The trailer brake must also engage when the tractor
stops and the parking brake is engaged.
When the tractor has hitched the trailer and even when
the brakes are not used, oil must therefore be delive-
red to the trailer brake at a constant pressure between
10 and 15 bar in order to keep the mechanical brake
released.
Fig.130-7
FUNCTIONAL DIAGRAM
with trailer's quick

coupling disengaged
262 267 265 270
262 267 265 270

coupling engaged
271
parking
brake
Fig.131-7
7 - 137

P3.1 - PHASE WITH TRAILER HITCHED AND PEDAL BRAKES UNUSED
257
255 268 261 263
258 259 267 265 270
262
256
271
266
264 269 260 Fig.132-7
Oil from the pump in duct (267) passes through race 255 - Quick coupling for trailer brake connection
(257) and enters channel (269), race (260) and then 256 - Control valve activating plunger
supplies the trailer brake through chamber (262), di- 257 - Pump - power lift connecting race
sengaging the automatic brake. Spring (263) ensures 258 - Pressure switch
259 - Pressure switch
the pressure is maintained at 10-15 bar, allowing plun-
260 - Race
ger (264) to fluctuate. Main plunger (268) allows oil 261 - 140 bar pressure upkeep spring
from the pump to supply the power lift by means of 262 - Trailer brake outlet
race (257). 263 - 10 - 15 bar pressure upkeep spring
264 - Sliding plunger
265 - To power lift
266 - Return plunger
267 - From pump
268 - Main control valve plunger
269 - Trailer brake race
270 - To outlet
271 - From tractor brakes
discharge
10÷15 bar pressurized oil
7 - 138

P3.2 - PHASE WITH TRAILER HITCHED AND PED AL BRAKES DEPRESSED
257
255 268 261
258 259 267 265 270
262
256
271
266
269 260 Fig.133-7
Oil from the brakes shifts plunger “256” causing spring 255 - Quick coupling for the trailer brake connection
“261” to compress and moving main plunger “268”. 256 - Auxiliary valve activating plunger
The full flow of fluid in channel “269” passes through 257 - Pump-power lift connecting race
race “260”, supplying chamber “262” and, 258 - Pressure switch
consequently, the trailer brake. This achieves a 259 - Pressure switch
braking action up to a max. pressure of 140 bar. 260 - Race
Once the braking action has been obtained, the 261 - 140 bar pressure upkeep valve
pressure increase causes plunger “266” to shift. This 262 - Trailer brake outlet
sets main plunger “268” back in the neutral position, 265 - To power lift
opening the passage to channel “265” again in order 266 - Return plunger
to supply the power lift. 267 - From pump
268 - Main auxiliary control valve plunger
270 - To discharge outlet
discharge
from high pressure pump (maximum 140 bar)
to power lift
from on-off valve (pedal brakes)
7 - 139

P3.3 - PHASE WITH TRAILER HITCHED AND PARKING BRAKE ENGAGED
257
255 268 261
258 259 267 265 270
262
256
271 273
266
272
263 264 260 270 274

Fig.134-7
Activation of hand brake “273” sets internal channel 255 - Quick coupling for the trailer brake connection
“270” in communication with outlet “274” and, con- 256 - Auxiliary valve activating plunger
sequently, with all the chambers that communicate 257 - Pump-power lift connecting race
with the trailer brake. This allows the pressure to 258 - Pressure switch
drop to 0 bar and enables the automatic trailer brake 259 - Pressure switch
to engage. 261 - 140 bar pressure upkeep valve
After filling chamber “272”, oil from the pump sup- 262 - Trailer brake outlet
plies the hydraulic power lift through duct “265”. 265 - To power lift
267 - From pump
discharge
to power lift
7 - 140

P4 - Trailer brake - EXPORT type
Unlike the valves installed on SERIES F tractors for
the Italian market, the Export type trailer brake valve
is a device that releases the trailer’s self-braking sy-
stem. This type of valve is installed to comply with
the different laws in force.
Fig.135-7
FUNCTIONAL DIAGRAM

coupling disengaged
269 267 265 270
269 267 265 270

coupling engaged
271
Fig.136-7
7 - 141

P4.1 - PHASE WITH TRAILER HITCHED AND PEDAL BRAKES UNUSED
255 257 268 261
267 265 270
262 256
271
266 269
Fig.137-7
Oil from the pump passes through race “257” and 255 - Quick coupling for the trailer brake connection
leaves through duct “265” to supply the hydraulic 256 - Auxiliary valve activating plunger
power lift. 257 - Pump-power lift connecting race
The oil in duct “262” flows towards outlet “270” 261 - 140 bar pressure upkeep valve
through ducts “269” and spring chamber “261”. 262 - Trailer brake outlet
265 - To power lift
267 - From pump
discharge
to power lift
7 - 142

P4.2 - PHASE WITH TRAILER HITCHED AND PEDAL BRAKES DEPRESSED
255 257 268
261
267 265 270
262 256
271
266 269
Fig.138-7
Oil from the brakes shifts plunger “256” which moves 255 - Quick coupling for the trailer brake connection
the main plunger “268” by compressing spring “261”, 256 - Auxiliary valve activating plunger
opening the flow by means of race “269” to chamber 257 - Pump-power lift connecting race
“262” which conveys the oil to the trailer brake. 261 - 140 bar pressure upkeep valve
Thus oil from the pump supplies the trailer brake 262 - Trailer brake outlet
through duct “267”. 265 - To power lift
The pressure increase also shifts plunger “266” 266 - Return plunger
which allows main plunger “268” to return to neutral 267 - From pump
pressure, opening the oil supply towards the power 268 - Main auxiliary control valve plunger
lift through duct “265” again. 269 - Trailer brake race
discharge
to power lift
from high pressure pump (maximum 140 bar)
from on-off valve (pedal brakes)
7 - 143
Notes
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7 - 144
CHAP. 7
CONTENTS
Q - Auxiliary control valves

Q1 - General description. .................................................7-146
CONTROL VALVES WITHOUT FLOW DIVIDER
Q2 - Standard control valve .............................................7-148
Q3 - Control valve with floating position ...........................7-152
Q4 - Control valve with automatic release ........................7-154
Q5 - Control valve for hydraulic motor ..............................7-155
CONTROL VALVES WITH FLOW DIVIDER
Q6 - Flow divider ..............................................................7-158
Q7 - Standard control valve .............................................7-160
Q8 - Control valve for hydraulic motor ..............................7-162
Q9 - Floating control valve for exceeding flow ..................7-164
7 - 145
Q - Auxiliary control valves

Q1 - General description
The auxiliary control valves are installed on the
right-hand side (Fig.139-7) of the hydraulic power
lift and are used to control the external rams.
These latter are coupled to the hydraulic power lift
system, so they use the same transmission oil in
an open center circuit.
AUXILIARY CONTROL VALVE UNIT
The valve unit including the auxiliary control valves

is composed of:
- an inlet casing, reached by oil with priority,
composed either of the trailer brake valve (if Fig.139-7
mounted) or of a plate that houses the 180 bar
calibration valve, or also of a flow governor;
- one or more control valves, up to a maximum of 3; The maximum number of control valves tha can be
- an outlet casing that, if a mechanical power lift is mounted depends on the tractor version.
mounted, is composed of a plate from which the
oil supply line of the lift departs, or, if an electronic - GE-F version: max. 2 auxiliary control valves;
power lift is mounted, of a control valve unit of the - GT version: max. 3 auxiliary control valves.
lift.
The control valves are supplied at the same time If the flow divider is mounted, the auxiliry control
but, when one of them is activated, the oil supply to valves have a different internal structure and require
the next control valves and to the lift is shut off, a special coupling procedure, described in the
thus excluding their contemporary operation. The following paragraphs along with the control valves
flow divider (mounted on request) controls the oil (pag.7-156).
flow to the first control valve, leaving the residual
flow from the pump available to a second control
valve or to the hydraulic power lift.
CONTROL VALVE TYPES
The control valves are available in the following

versione:
1) Standard single and double-acting control

valve;
2) Single and double-acting control valve with

automatic release;
3) Single and double-acting control valve with

floating position;
4) Control valve to supply hydraulic motors.
7 - 146

CONTROL LEVERS
The control levers of the auxiliary control valves (F)

are mounted on the right of the driving position.
Above the control levers (F) the knobs (G) are loca-
ted. Each one can select three operating modes of
the control valves:
1 - Knob turned anti-clockwise for single-acting ope-
G
ration mode (A Fig.141-7);
2 - Knob in central position for double-acting opera-
ting mode; F
3 - Knob turned clockwise to lock the lever in a neu-
tral position (AB Fig.141-7).
Fig.140-7
FLOW DIVIDER (ON REQUEST)
On request, a flow divider (6c) can be mounted that

is coupled to the first auxiliary control valve, preset
for this use. By means of the governor knob (H
Fig.142-7) a regulated flow can be obtained on the
first control valve next to the flow divider (6a).
Knob (H) turned clockwise: the flow in the nearest

control valve is reduced to a minimum 2 liters/min
flow. The exceeding flow may be used by the next
control valves or by the hydraulic power lift.
Knob (H) turned anti-clockwise: the flow in the nea-

rest control valve is increased to maximum flow of
G
the hydraulic pump. The exceeding flow may be used
by the next control valves or by the hydraulic power
lift.
Fig.141-7
If the auxiliary control valve connected to the flow
divider is not used after adjusting this latter, the whole
flow from the hydraulic pump is available for the next
control valves or for the hydraulic power lift.
6a
6c
Fig.142-7
7 - 147
Auxiliary control valves (without flow divider)

CONTROL VALVES WITHOUT FLOW DIVIDER
Q2 - Standard control valves
392 391 390 378 379 380 381 382 383
389 388 387 386 385 384
Fig.143-7
A - NEUTRAL PHASE
Oil from the pump flows into chambers (386) and

(380) at the same time. 386
When the stem is in neutral position, oil coming in
from the chamber (386) displaces the non return
valve (385) and reaches chambers (384) and (387), 385
that have no outlet. The race in the stem (389) lets
oil from chamber (380) flow into chamber (388), that
assures a continuous flow to the next control valves
or to the hydraulic power lift.
If the stem is shifted to the left, oil from chamber
(386) may flow on to hole (381) to supply the
external ram. Oil returnig from hole (379), through
the duct (378), flows to the discharge. 378 382 389 379 381 Fig.144-7
7 - 148

Standard control valves
392 390 378 379 380 381 382 383
389 388 387 386 385 384
Fig.145-7
B - DELIVERY PHASE (TO 379)

If the stem is shifted to the right, oil from chamber
(386) flows to the chamber (387) to supply the hole
(379) to the external ram. 385
Oil returning from hole (381), through the duct (382),
flows to the discharge.
When the lever is no longer shifted, the stem is
always returned to the original position by a spring.
378 382 389 379 381 Fig.146-7
7 - 149

392 390 378 379 380 381 382 383
389 388 387 386 385 384
Fig.147-7
C - DELIVERY PHASE (TO 381)

If the stem is shifted to the left, oil from chamber
(386) flows to the chamber (384) to supply the hole
(381) to the other side of the external ram. 385
Oil returning from hole (379), through the duct (378),
flows to the discharge.
When the lever is no longer shifted, the stem is
always returned to the original position by a spring.
378 382 389 379 381 Fig.148-7
7 - 150

392 391 390 378 379 380 381 382 383
389 388 387 386 385 384
Fig.149-7
D -DELIVERY PHASE WITH SINGLE-ACTING

CONTROL VALVE
To have single-acting operation mode, turn the knob

(392) in order to let the pawl (391) slide down to the
386
lower part of pin (390) to limit the left-hand travel of
the stem (389). The hole (381) must be closed by a
plug, while oil from the pump enters the chambers
(386) and (380) at the same time. If the stem is shifted 385
to the right, oil from chamber (386) flows to the
chamber (387) to supply the hole (379) to the external
ram. To take the pressure off the external single-acting
ram, just shift the valve lever to the opposite direction.
The stem travels just the little bit allowed by the
retainer (391) of pawl (390). In this condition, oil from
the ram (379) flows to the discharge through the duct
(378), while oil coming from the pump may flow towards 389 379 Fig.150-7
chamber (388).
7 - 151

Q3 - Single and double-acting control valve with floating position
393 394 380 395 396 397 398
405 404 387 403 402 384 401 399
Fig.151-7
A - NEUTRAL POSITION
Differently from the standard control valve, the con-

trol valve with neutral position has a further position 402 400 396
to the left to obtain the floating position.
When the stem is in neutral position, oil coming in
from the chamber (402) displaces the non return 403
valve (403) and reaches chambers (384) and (387),
that have no outlet. The race in the stem (393) lets
oil from chamber (380) flow into chamber (404), that
assures a continuous flow to the next control valves
or to the hydraulic power lift.
401 405 393 394 395 Fig.152-7
7 - 152

Single and double-acting control valve with floating position
393 394 380 395 396 397
405 404 387 403 402 384 401 399
Fig.153-7
B - FLOATING POSITION
When the stem is shifted completely to the left into

the floating position, its position is locked by the 402 400 396
balls (399) seating into the race (397).
In this condition, oil coming in from the chamber
(402) displaces the non return valve (403) and rea- 403
ches chambers (384) and (387), that have no outlet.
At the same time, oil flows into chamber (380) and
leaves through duct (404) to supply either the next
control valves or the hydraulic power lift.
Both supply holes of the external ram (394 and 395)
communicate with the discharge outlets (405 and
401).
401 405 393 394 395 Fig.154-7
7 - 153

Q4 - Single or double-acting control valve with automatic release (kick-
out)
406 407 408 409 410 411
419 420
418 422 421 417 416 415 414 413 412
Fig.155-7
Differently from the standard single and double-ac- 421 416

ting control valve, this one has the possibility to lock 413
the control lever to supply the outlets (408) and (406), 411
and the automatic return to the neutral position when 422
the external ram is at end of travel. The stem (418)
is locked by the plunger (413) that pushes the balls 417
(414) with the ball (412) to make them remain loc-
ked in their seats (409) or (410), thus locking the
stem (418).
When the external ram is at travel end, the pressure
increase shifts the stem (416) through the holes (407)
and the ball (412) releases the balls (414).
The spring (411) moves the stem (418) back to the 419 420 418 406 408 Fig.156-7
neutral position.
7 - 154

Q5 - Control valve for hydraulic motor
423 424 425 426 427
432 431 430 429 428
Fig.157-7
The control valve supplying a hydraulic motor is dif-

ferent in two ways from a standard single and
double-acting control valve: 431
1- when the stem (426) is in the neutral position, the 427
two chambers (423) and (425) are always in com-
munication with the outlets (429) and (432), so 430
that the pressure is always reduced to 0 to make
the motor rotate by inertia:
2- the stem is locked when it is shifted both to the
right and to the left by the balls (427) that enter
their seats in the plunger (428). The stem must
be returned to the neutral position by the opera-
tor.
For what concerns its operation, see the description 429 432 426 425 423 Fig.158-7
given for the standard control valve.
7 - 155
Auxiliary control valves (with flow divider)

CONTROL VALVES WITH FLOW DIVIDER
When the tractor is provided with a flow divider (6c),
the first and the second auxiliary control valve after
the divider are different from the valves used when
no divider is mounted.
The internal difference concerns both the valve body
and the control stem, while outside they are cha-
racterized by one or two holes (X) with a 6.5mm
diameter and a 1.5mm depth, bored into the side
opposite to the user outlets (Fig.162/163-7).
It is also necessary to mount as the first control
valve after the flow divider the valve with one hole
only (6a). This control valve may be of standard type
or for hydraulic motor, while the second on (6d),
with two holes, may only be of the type with floating
position.
The third control valve can be any type.
6d
6e
6a
6c
Fig.159-7
7 - 156
6c 6e
Fig.160-7 Fig.161-7
X 6a
X 6d
Fig.162-7 Fig.163-7
7 - 157

Q6 - Flow divider
373 363 365 366 368
374 361 362 375 370 364 369
Fig.164-7
A - PHASE WITHOUT REGULATED FLOW
Oil from the pump flows into chamber (363), com-

municating with the calibration valve (373).
When the flow adjuster knob (369) keeps the stem
(368) fully shifted to the left, the oil arriving from the
pump through duct (370) is unable to communicate
with the chamber (366) which communicates with
the first control valve via channel (365).
Thus oil flows through holes (361) into chamber (374),
moving the plunger (375) towards the right and ope-
ning the inlet into duct (362) which supplies the other
control valves and the hydraulic power lift.
7 - 158
373 376 363 365 366 368
374 361 362 375 370 364 369
Fig.165-7
B - PHASE WITH REGULATED FLOW

371
When the flow adjuster knob (369) is rotated anti- 367 363 369
clockwise, it gradually shifts the stem (368) to the
right, opening the communication between the duct 376
(370) and the chamber (366).
365
In these conditions, a pressure is created in the
chamber (366) that helps the spring (364) to oppose 362
the pressure of the chamber (374), thus shifting the
plunger (375) and allowing the oil to supply channel 373
(365), delivering an oil flow proportional to the
position the knob (369) makes the stem (368)
assume. The maximum extent the knob (369) can
be turned is one turn with an axial stem (368) 376
movement of 1.5 mm.
Fig.166-7
7 - 159

Q7 - Standard single and double-acting control valve
552 553 554 555 556 557 558 559 560
551 550 562 561 563 562 561
Fig.167-7
DESCRIPTION OF OPERATION
Oil coming from the flow divider enters the chamber If the stem is shifted to the right, oil from chamber
(562) with a regulated flow, while the exceeding oil (561) may flow on to hole (556) to supply the other
flows into chamber (559). side of the external ram.
When the stem is in the hold position, oil with regu- Oil returning from hole (558), through the duct (560),
lated flow, coming in from the chamber (562), di- flows to the discharge.
splaces the non return valve (563) and reaches cham- When the lever is no longer shifted, the stem is
bers (557), mixes with oil from the exceeding flow always returned to the original position by a spring.
(559) and flows to the next control valves and to the To have single-acting operation mode, turn the knob
lift. (551) in order to let the nose (553) of the pawl (552)
If the stem (552) is shifted to the left, oil with regula- slide down to limit the left-hand travel of the stem
ted flow from chamber (561) may flow on to hole (562).
(508) to supply the external ram, while oil returning The hole that supplies the single-action ram is the
from the hole (556) via the duct (555) goes to the (556), while the hole (558) must be closed by a plug.
discharge.
7 - 160

FUNCTIONAL DIAGRAM
563 556 558
562
559
562
560
555
Fig.168-7
7 - 161

Q8 - Control valve for hydraulic motor
564 565 566 567 568 569 570 571 572
579 578 577 576 573 574
Fig.169-7
The control valve supplying a hydraulic motor is This control valve under flow divider also allows oil
different in two ways from a standard single-acting of the exceeding flow coming into chamber (569) to
control valve: communicate constantly with the continuity chamber
1 - when the stem (565) is in the neutral position, (568) to supply the next control valves and the lift.
the two chambers (567) and (570) are always in
communication with the outlets (566) and (571),
so that the pressure is always reduced to 0;
2 - the stem is locked when it is shifted both to the
right and to the left by the balls (573) that enter
their seats in the plunger (574). The stem must
be returned to the neutral position by the operator.
For what concerns its operation, see the description
given for the standard control valve.
7 - 162

FUNCTIONAL DIAGRAM
577 567 570
578
569
565
560
571
Fig.170-7
7 - 163

Q9 - Single and double-acting control valve with floating position
580 581 582 589 583 584 585 586 587
593 591 592 590 594 589 588
Fig.171-7
Differently from the standard single and double- because of the small hub (591) of the stem (580),
acting control valve, the control valve with floating but thanks to the communication with the chamber
position has a further position of the stem to the left (592) it compresses the non-return valve (590),
to obtain the floating position. enters the duct (594) and supplies the user hole
In this position the stem (580) is mechanically locked (583), while the hole (582) communicates with the
by the balls (588) seating into the race (587). discharge (581).
In these conditions, oil coming into the chamber If the stem (580) is shifted to the right for normal
(584) from the previous control valve always double-acting operation, oil from chamber (584)
communicates with the continuity chamber (589) cannot pass into the continuity chamber (589)
towards the successive control valves or the because of the small hub (591) of the stem (580),
hydraulic power lift, while the two user supply holes but thanks to the communication with the chamber
(589) and (583) both communicate with outlets (581) (592) it compresses the non-return valve (590),
and (585). If the stem (580) is shifted to the left for enters the duct (593) and supplies the user hole
normal double-acting operation, oil from chamber (582), while the hole (583) communicates with the
(584) cannot pass into the continuity chamber (589) discharge (585).
7 - 164

FUNCTIONAL DIAGRAM
586 582 583
589
584
590
581 580
585
Fig.172-7
7 - 165
Notes
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7 - 166
CHAP. 7
Electro-hydraulic flow selector
CONTENTS
R - Electro-hydraulic flow selector

R1 - General description .................................................. 7-169
R2 - Main components..................................................... 7-170
R3 - Description of operation ........................................... 7-172
7 - 167
R - Electro-hydraulic flow selector
26
22
23
26 5
32
6a
3
2 - High pressure pump 22 - Hydraulic top link

3 - Cartridge filter on the intake 23 - Hydraulic lift rod
5 - Trailer brake control valve 26 - Shut-off valves
6a - Auxiliary control valve supplying the selector (32) 32 - Electro-hydraulic flow selector
Fig. 173-7
7 - 168

R1 - General description
The electro-hydraulic flow selector, combined with

an auxiliary control valve, supplies with oil an
external ram, e.g. top link and leveling ram.
The selector unit is composed by a casing (32) and
two solenoid valves (_YV10 e _YV11 Fig.175-7).
The selector is located on the right-hand side of the A-0
gearbox housing (Fig.174-7). The functions of the
-B
selector are activated by the operator by means of
switch (_SB9 Fig.174-7) . The switch has three
positions: A - 0 - B.
Pos.0: in this position (6a Fig.173-7) the control
valve lever feeds the rear quick couplings to operate _SB9 Fig.174-7
external hydraulic rams.
Pos.A: in this position the control valve lever feeds
the top link (22 Fig.176-7).
Pos.B: in this position the control valve lever feeds
the leveling ram (23 Fig.176-7).
_YV10 _YV11 32
Fig.175-7
22 23
Fig.176-7
7 - 169

R2 - Main components
508 508
505 505
504 504
508 508
507 507
502 502
503 503
506 506
501 501
32
32 - Flow selector housing

501 - Plunger
502 - Spring
503 - Mobile core
504 - Sleeve
505 - Solenoid valve coil
506 - Seeger ring
507 - O-ring
508 - O-ring Fig.177-7
7 - 170

COLLEGAMENTI IDRAULICI DEL SELETTORE
_YV10 _YV11
A1 A
B1 B
A3 A2
B3 B2
A/B - Oil supply from control valve

A1/B1 - Oil supply to external ram
A2/B2 - Oil supply to leveling ram
A3/B3 - Oil supply to top link Fig.178-7
7 - 171

R3 - Description of operation
A - OIL SUPPLY TO EXTERNAL RAM
_YV10 _YV11
A1 A
Y W
A3 A2
Z B
B1 X
B3 B2
Fig.179-7
Control switch (_SB9 Fig.174-7) in (0) position, de-

energized solenoid valves. A1 B1
Oil coming from the control valve (6a Fig.173-7) A3 B3
goes through hole (A) and the internal ducts to the
hole (A1) or (B1) tu supply the external ram. Oil
returning from hole (B1) or (A1), through the internal
ducts reaches hole (B) or (A) and flows to the
discharge. In this phase the whole pump flow passes A2 B2
freely through the flow selector and feeds the external
ram.
A B
A-B Oil input from the mechanical control valve
7 - 172

B - OIL SUPPLY TO TOP LINK RAM
_YV10 _YV11
A1 A
H W
A3 A2
B1 B
F X
B3 B2
Fig.180-7
Control switch (_SB9 Fig.174-7) in (A) position,

energized solenoid valve (_YV10).
Oil coming from the control valve (6a Fig.173-7)
goes through hole (A) or (B) and the internal ducts
to the hole (A3) or (B3) tu supply the top link (22
Fig.176-7). Oil returning from hole (B3) or (A3),
through the internal ducts reaches hole (B) or (A)
and flows to the discharge. In this phase the pump
flow does not pass freely through the flow selector
owing to the throttles inside the housing itself. In
this way the top link moves more slowly and can be
adjusted more accurately.
7 - 173

C - OIL SUPPLY TO LEVELING RAM
_YV10
_YV11
A
A1
A3 A2
B1
B3 B2
Fig.181-7
Control switch (_SB9 Fig.174-7) in (B) position,

energized solenoid valve (_YV11).
Oil coming from the control valve (6a Fig.176-7)
goes through hole (A) or (B) and the internal ducts
to the hole (A2) or (B2) tu supply the leveling ram
(23 Fig.176-7). Oil returning from hole (B2) or (A2),
through the internal ducts reaches hole (B) or (A)
and flows to the discharge. In this phase the pump
flow does not pass freely through the flow selector
owing to the throttles inside the housing itself. In
this way the ram moves more slowly and can be
adjusted more accurately.
7 - 174
CHAP. 7
Mechanical power lift oil supply
CONTENTS
Sect. 5 Main components of the high pressure circuit
S - Mechanical power lift oil supply

S1 - Main components ..................................................... 7-176
S2 - Description of operation ........................................... 7-177
7 - 175
S - Mechanical power lift oil supply

S1 - Main components
7
7
10b
21
6b
discharged oil
pressurized oil
6
Fig. 182-7
7 - 176
Mechanical power lift oil supply

S2 - Description of operation
The mechanical hydraulic power lift is supplied with
fluid by the high pressure circuit. The pump (2
Fig.184-7) delivers oil to the trailer brake valve (5)
if installed, by way of priority. The oil passes through
the auxiliary control valve unit (6) and, via the
closing plate, reaches the valve system (7 Fig.184-
7) of the mechanical power lift. If the lever (A
Fig.182-7) is shifted, the stem (6b Fig.182-7) is
displaced to the right, thus opening the delivery of
pressurized oil to the ram (21). The internal ram
thus supplied (21 Fig.184-7) is displaced to the right
(Fig.182-7). The lift links (10b) are connected to the
movements of ram (21), through a linkage system Fig.183-7
(Fig.182-7). If the trailer brake valve (5) is not
installed, the pump (2) sends the oil straight to the
auxiliary control valve unit (6), thus supplying the
valve system (7) of the mechanical power lift.
2 3 7 6
21
2 - High pressure pump 6 - Auxiliary control valve unit

3 - Cartridge filter on the intake 7 - Lift control valve
5 - Trailer brake control valve 21 - Power lift’s internal ram
Fig.184-7
7 - 177
Notes
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7 - 178
CHAP. 7
Checking the operating pressure values
CONTENTS
Sect. 6 Checking the operating pressure values
6-1 Introduction ............................................................... 7-180

6-2 Low pressure circuit pressure checks ...................... 7-180
6-3 High pressure circuit pressure checks ..................... 7-185
7 - 179
Sect.6 - Checking the operating pressure values

6-1 Introduction WARNING: Do not begin to work until the
The operating pressure values must be checked ped to zero.
whenever the various users are faulty or when the
tractor is generally overhauled. WARNING: Squirting fluid under pressure
Remember that a low setting of the maximum valves can penetrate under the skin and cause
in the circuit can cause the hydraulic clutch units to serious injuries. If accidents of this type
slip or prevent the steering system, the auxiliary occur, immediately seek medical help to
control valves or the power lift from being fully effi- prevent serious infections.
cient.
If the setting value of the valves is too high, this will WARNING: Used oil must be collected and
stress all the components in question and, in the disposed of in compliance with the correct
case of the valve that monitors the lubricating pres- anti-pollution laws.
sure, will break all the retention rings of the trans-
mission unit. WARNING: Take care to prevent yourself
After checking, reset the correct setting value of the from being burned when you work with boi-
valves by means of the relative adjusters. ling oil. Never heat oil to over 190°C as oil
NOTE: The hydraulic tests must be carried out with
the engine running at a rate of about 1200 RPM, with
oil at a temperature of between 30/40 °C and using
the special tools required plus a set of pressure
gauges.
6-2 Checking the pressure in the

low pressure circuit
A - CHECKING THE STEERING CYLINDER

PRESSURE (FIG.185-7)
Mount tool 03 IDR REX with union 122 IDR GL in 03 IDR REX
the connection point between the rubber tube and
the rigid tube and apply a 0 to 400 bar pressure
gauge. When the steering cylinder reaches end of
stroke, the pressure gauge must indicate a value
between 165 and 175 bar.
Fig.185-7
7 - 180

B - CHECKING THE 4WD DISENGAGING PRES-
SURE (SPRING-ON) (SERIES F SPEEDFIVE 02 IDR REX 8
VERSION) (FIG.186-7)
Remove the 4WD supply union on the power clutch

valve unit (8) and install tool 02 IDR REX with union
122 IDR GL and a 0 to 60 bar pressure gauge ap-
plied. When the engine is running and the four-whe-
el drive disengaged, the pressure gauge must indi-
cate a value between 18 and 20 bar.
Fig.186-7
C - CHECKING THE 4WD DISENGAGING

PRESSURE (SPRING-ON) (SERIES F POW-
ERSHUTTLE VERSION) (FIG.187-7)
141
Remove the quick coupling plug (141) on the hydrau-
lic power pack (10) and installa a 0 to 60 bar pres-
sure gauge. When the engine is running and the four-
wheel drive disengaged, the pressure gauge must
indicate a value between 19 and 21 bar.
10
D - CHECKING THE FRONT AND REAR

Fig.187-7
DIFFERENTIAL LOCK ENGAGING
PRESSURE (FIG.144-7)
Remove the supply union of the differential lock from

the power clutch valve system (6) and fit on tool 125
IDR GL with union 122 IDR GL and with a 0 to 60 125 IDR GL
bar pressure gauge applied. When the engine is run-
ning and the differential lock engaged, the pressure
gauge must indicate a value between 18 and 20 bar.
If the pressure is less than 18 bar, proceed in the
following way: disconnect the delivery tube of the
front or rear differential lock and temporarily plug it.
Read the new pressure value. If it is within the tole-
rated values, the fault will have been temporarily
eliminated from the differential. If the pressure still
remains below the tolerated value, the tested diffe-
rential will be at fault.
8
Fig.188-7
7 - 181

E - CHECKING THE FRONT AND REAR DIFFER-
ENTIAL LOCK ENGAGING PRESSURE
10
(SPEEDFIVE VERSION) (FIG.189-7)
Remove the plug that protects the quick coupling

(141) on the hydraulic power pack (10) and fit on a
0 to 60 bar pressure gauge. When the engine is
running and the differential lock engaged, the
pressure gauge must indicate a value between 19
and 21 bar. If the pressure is less than 19 bar,
proceed in the following way: disconnect the delivery 141
tube of the front or rear differential lock and
temporarily plug it. Read the new pressure value. If
it is within the tolerated values, the fault will have
been temporarily eliminated from the differential. If
the pressure still remains below the tolerated value, Fig.189-7
the tested differential will be at fault.
F - CHECKING THE “POWERFIVE” ENGAGING

PRESSURE (POWERSHUTTLE VERSION)
(FIG.190-7) 141
running and “Powerfive” is in fast range, the pressure
gauge must indicate a value between 19 and 21
bar.
10
Fig.190-7
G - CHECKING THE REAR PTO CLUTCH DIS-

ENGAGING PRESSURE (SPEEDFIVE VER-
SION) (FIG.191-7) 122 IDR GL
Replace the plug indicated bay the figure with a 0 to

60 bar and apply the union 122 IDR GL. When the
engine is running and PTO clutch is disengaged,
the pressure gauge must indicate a value between
28 and 30 bar.
Fig.191-7
7 - 182

H - CHECKING THE REAR PTO CLUTCH EN-
GAGING PRESSURE (POWERSHUTTLE
VERSION) (FIG.192-7) 03 IDR REX
Remove the PTO clutch supply union on the valve

block (31) and install tool 03 IDR REX with adapter
122 IDR GL and with a 0 to 60 bar pressure gauge
applied. When the engine is running and the PTO
engaged, the pressure gauge must indicate a value
between 19 and 21 bar. 31
Fig.192-7
I - CHECKING THE BRAKE ENGAGING PRES-

SURE (POWERSHUTTLE VERSION)
(FIG.193-7)
01 IDR REX
Remove the brake supply union at the rear of the
tractor and install tool 01 IDR REX with adapter 122
IDR GL and with a 0 to 60 bar pressure gauge
applied. When the engine is running and the PTO
disengaged, the pressure gauge must indicate a
value between 19 and 21 bar.
Fig.193-7
L - CHECKING THE PRESSURE OF THE COOL-

ING CIRCUIT CALIBRATION VALVE (POW-
141 10
ERSHUTTLE VERSION) (FIG.194-7)

running, the pressure gauge must indicate a value
between 19 and 21 bar.
Fig.194-7
7 - 183

M - CHECKING THE PRESSURE OF THE COOL-
ING CIRCUIT CALIBRATION VALVE (9.5
BAR) (POWERSHUTTLE VERSION) A
(FIG.195-7)
05 IDR MYT
Detach the tube (A) that connects the hydraulic
power pack (10) to the radiator and install tool 05
IDR MYT with to adapter 122 IDR GL and a 0 to 25
bar pressure gauge applied. Re-connect the tube
(A) to tool 05 IDR MYT and measure the pressure
value. It must be between 8.5 and 10.5 bar when
the engine is running.
Fig.195-7
N - HOW TO CHECK THE PRESSURE IN THE

“POWERSHUTTLE” CLUTCH ASSEMBLIES
(SECONDARY CLUTCH) (FIG.196-7)
125 IDR GL
On the union located on a plate fixed near the
hydraulic power pack (10), install tool 125 IDR GL
with adapter 122 IDR GL and with a 0 to 60 bar
pressure gauge applied.
With the engine running and the gear lever in the
neutral position, engage the forward gear and check
the pressure gauge reading is between 19 and 21
bar.
Fig.196-7
O - HOW TO CHECK THE PRESSURE IN THE

“POWERSHUTTLE” CLUTCH ASSEMBLIES
(MAIN CLUTCH) (FIG.197-7)
On the union located on a plate fixed near the

hydraulic power pack (10), install tool 125 IDR GL
with adapter 122 IDR GL and with a 0 to 60 bar
pressure gauge applied.
With the engine running and the gear lever in the
neutral position, engage the forward gear and check 125 IDR GL
the pressure gauge reading is between 19 and 21
bar.
Fig.197-7
7 - 184

6-3 How to check the high pressure
values 02 IDR MYT
P - HOW TO CHECK THE PRESSURE OF THE

TRAILER BRAKE VALVE (TYPE FOR “ITA-
LY”) (TYPE FOR “EXPORT”) (FIG.198-7)
Fit tool 02 IDR MYT and adapter 122 IDR GL with a

0 to 400 bar pressure gauge applied, to the outlet of
the quick coupling of the trailer brake valve. With
the engine running and the pedal brakes latched
together and fully depressed, the pressure gauged
must be between 130 and 140 bar.
Fig.198-7
Q - HOW TO CHECK THE PRESSURE OF THE 03 IDR MYT

CALIBRATION VALVE OF THE AUXILIARY
CONTROL VALVES (FIG.199-7)
Fit tool 03 IDR MYT and adapter 122 IDR GL with a

0 to 400 bar pressure gauge applied, to the outlet of
the quick coupling of one of the auxiliary control
valves. Activate the corresponding control lever
with the engine running. The pressure gauged must
be between 175 and 185 bar.
Fig.199-7
05 IDR REX
R - HOW TO CHECK THE PRESSURE OF THE
POWER LIFT (FIG.200-7)
Mount tool 05 IDR MYT with adapter 122 IDR GL

and with a 0 to 400 bar pressure gauge applied, to
check the operating pressure of the lift.
With the engine running, raise the implement and
gauge the operating pressure.
The maximum pressure tolerated is 180 bar.
Fig.200-7
7 - 185
Notes
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7 - 186
CHAP. 7
Special tools
CONTENTS
Sect. 7 Special tools. ......................................................................... 7-188
7 - 187

02 IDR MYT
Union for detecting the trailer brake pressure.
03 IDR MYT
Union for detecting the pressure in the auxiliary control valves. To use with a "male" connection for quick
couplings.
05 IDR MYT
Union for detecting the pressure in the cooling circuit..
7 - 188
Special tools
01 IDR REX
Union for detecting the pressure in the power lift.
02 IDR REX
Union for detecting the pressure in the 4WD clutch.
03 IDR REX
Union for detecting the pressure in the steering circuit
7 - 189
Special tools
05 IDR REX
Union for detecting the pressure in the power lift.
122 IDR GL
Universal adapter union (commercial).
125 IDR GL
Union for detecting the pressure in the differential lock.
7 - 190
MECHANICAL POWER LIFT
CHAP.9
Mechanical power lift
CONTENTS
Precautions and Safety Recommendations. ......................................... 9-2
Sect. 1 General description. ................................................................... 9-3

1-1 Drawing of assembly and main components ........................ 9-4
1-2 Power lift operating modes.................................................... 9-6
1-3 Main components of the valve system ................................ 9-10
1-4 Operating phases of the valve system ................................ 9-12
Sect. 2 Technical specifications. ......................................................... 9-19

2-1 Main technical specifications .............................................. 9-20
2-2 Driving torques and sealants .............................................. 9-21
Sect. 3 Inspections, adjustments and troubleshooting...................... 9-23

3-1 Hydraulic tests for valve system ......................................... 9-24
3-2 Power lift adjustments ......................................................... 9-28
3-3 Operating pressure tests .................................................... 9-35
3-4 Troubleshooting .................................................................. 9-36
Sect. 4 Special tools. ............................................................................ 9-37
9-1

nual.
ans of this symbol:
WARNING: do not begin to work until the

ped to zero.
WARNING: squirting fluid under pressure

can penetrate under the skin and cause
serious injuries. If accidents of this type
occur, immediately seek medical help to
prevent serious infections.
WARNING: always comply with the safety

and operating instructions supplied by the
manufacturer when adhesives or detergen-
ts are used.
WARNING: used oil must be collected and

disposed of in compliance with the correct
anti-pollution laws.
WARNING: take care to prevent yourself

from being burned when you work with boi-
ling oil. Never heat oil to over 190°C as oil

9-2
CHAP.9
General description
CONTENTS
Sect. 1 General description.
1-1 Drawing of assembly and main components ........................ 9-4

1-2 Power lift operating modes.................................................... 9-6
1-3 Main components of the valve system ................................ 9-10
1-4 Operating phases of the valve system ................................ 9-12
9-3

1 18 17 16 13 19 10 11
2 3 4 12 5 6 8 9 7
14 13 2 6
1 - Control valve 12 - Control cam
2 - Power lift unit 13 - Selection guide
3 - Cylinder 14 - Link
4 - Piston 15 - Link adjuster screw
5 - Link 16 - Selector fork 15
6 - Draft control lever 17 - Control valve control lever
7 - Link bearing shaft lever 18 - Control valve activating plunger
8 - Link bearing shaft 19 - Position control cam
9 - Draft control external lever 20 - Position/draft control selector lever
10 - Lift link 21 - Power lift control lever
11 - Swinging support
Fig.1-9
9-4
General description
11
Fig.2-9 Fig.3-9
14
16
Fig.4-9
3 7
20
21
Fig.5-9 Fig.6-9
9-5
General description
1-2 Power lift operating modes
The hydraulic power lift mounted on Series F tractors
can operate in four different modes:
A B
1 - Position control
2 - Draft control
3 - Mixed control
4 - Float position
Each of these four operating modes must be chosen

to suit the type of job in hand and the surface consi-
stency of the soil.
Fig.7-9
1 - POSITION CONTROL
To work in position control mode, move the lever Movement of the lift links in height is proportional to
(B) backwards and select the work depth with lever the movement of the control lever.
(A).
Position control allows the operator to bring the im- The depth at which the implement works will not vary
plement to a certain position (any one between the even if it encounters soil of a different consistency
highest and lowest setting, either in or out of the (example: zone d = sandy soil; zone e = compact
soil) and to keep it there, depending on the position soil; zone c = clayey soil).
to which the control lever is set.
Fig.8-9
c d c e
9-6
General description
2 - DRAFT CONTROL
To work in draft control mode, move the knob (B)

fully forward, then establish the work depth with le- A B
ver (A). Draft control mode keeps the draft exerci-
sed by the tractor at a constant level, automatically
varying the depth at which the implement works as
the soil conditions change. In this operating mode,
the implement can also change depth to a conside-
rable extent if it encounters soil of a different consi-
stency (e.g.: zone d = sandy soil; zone e = compact
soil), while the depth remains more or less uniform
if the soil is homogeneous (zone c = clayey soil),
whether the ground is flat or irregular.
Use of draft control mode is particularly suitable for
jobs that require a high amount of lugging power using Fig.9-9
mounted implements, since they transfer a good part
of this to the rear driving wheels, thus increasing
wheel grip on the ground.
A lever at the top of the valve system regulates the
response sensitivity of draft control mode since it
creases or reduces the travel the third point must
make to change from the neutral phase to the di-
scharge phase.
Maximum sensitivity is obtained with the lever in
the (+) position and minimum sensitivity with the
lever in the (-) position.
Fig.10-9
c d c e
9-7
General description
3 - MIXED POSITION AND DRAFT CONTROL
MODE
When the tractor works on uneven ground in draft

control mode, the work depth may vary to an exces-
sive extent. This may not be acceptable for the tilla-
ge work required on that type of ground.
In these conditions, the mixed position-draft control A
operating mode must be used.
B
To operate in this particular mode, dig the imple-
ment into the ground and find the desired work dep-
th as described for the draft control mode.
Once the required depth has been reached, lower
lever (A), gradually move lever (B) towards position
control to increase the influence of the position con-
trol mode. The power lift will operate in draft control Fig.11-9
mode but will prevent the implement from digging
excessively into the ground when it encounters loo-
ser soil and from producing an irregular result.
When the power lift is set for mixed position and
draft control mode (intermix), the maximum and mi-
nimum depths at which the implement can work are
limited in relation to the average value (see zone d =
sandy soil; zone e = compact soil) since movement
of the lever towards the position control mode will
have reduced the operating sensitivity of draft con-
trol by introducing a little position control.
The selector lever can be set in as many posi-
tions as there is space between the two ends
and its vicinity to one end or the other leads ei-
ther the position or draft control modes exerci-
sing a greater influence.
During work, the operator must find the best posi-
tion for the selector lever in order to achieve the
best compromise between draft and depth variation.
Fig.12-9
c d c e
9-8
General description
4 - FLOATING POSITION
To work in float mode, move lever (A) fully down on

the sector.
The float position allows the lift links to freely swing.
Float mode is thus used for all implements that must
simply rest on the ground and follow its profile or for
semi-mounted implements with special components
that rest on the ground.
9-9
General description
1-3 Main components of the valve system
15 16
19 14 2
4
9
20
3
11
10
1 5 12
8 21 18
19
6
22 7
1 - Discharge valve stem 13 - Servo-valve plug

2 - Screw 14 - Discharge valve spring
3 - Non-return valve ball spring 15 - Discharge valve casing
4 - Non-return valve plug 16 - Discharge valve ring nut
5 - Calibration valve ball 17 - Adjuster lever
6 - Valve system stem 18 - Safety valve spring
7 - Safety valve adjuster plug 19 - Cover
8 - Spring for stem 20 - Valve system casing
9 - Spring for servo valve 21 - Calibration valve spring
10 - Servo-valve 22 - Calibration valve adjuster plug
11 - Non-return valve ball 27 - Throttle
12 - Safety valve ball
Fig.13-9
9 - 10
General description
16
15 17
4 14 19 2
3 1 8
11
5
20
21
22
27 9
6
12 10
18 13
7
Fig.14-9
9 - 11
General description
1-4 Valve system operating which blocks the delivery route to the control (c).
Meanwhile, the oil flows through the duct (a) formed
phases around the valve system and reaches the check valve
(11) which supplies the ram (17). However, this re-
Three phases always occur when the power lift ope- mains closed because oil from the pump is unable
rates, regardless of whether it is used in the posi- to reach a sufficient pressure to open it owing to the
tion control, draft control or mixed position and draft poorer opening resistance of the servo valve (10)
control (Intermix) positions. which is thus able to open thanks to the open pilo-
ting hole (c). This allows the oil in the piloting cham-
A - Valve system is neutral phase ber (d) to discharge into the casing through ducts
B - Valve system in lifting phase (c) and (e). Oil from the pump thus discharges into
C - Valve system in discharging phase the casing through duct (b).
Note that ducts (a) and (f) in the valve system have
These three phases will now be described indivi- races all around the casing (20) so that oil is able to
dually for reasons of clarity. However, remember reach the various valves.
that when the power lift operates, particularly in the The oil in the ram (17) and duct (f) is blocked by the
draft control and intermix modes, the three phases discharge valve (15) which is closed, thus the cir-
occur alternatively without any specific order. cuit is tight.
The anti-shock valve (12) protects the circuit between
the ram (17) and the discharge valve (15), opening
A- VALVE SYSTEM IN NEUTRAL PHASE and discharging the pressure peaks due to the tractor
jolting or the implement hitting against the ground.
As soon as the engine starts, the pump (22) draws
oil from the reservoir (24) through the filter (25) and
sends it through the duct (a) where it encounters the
valve stem (6) in the central position of its travel,
Fig.15-9
9 - 12
General description
Neutral phase
15 1 11
d
c
f
a a
6 12 10
Oil from pump

Stationary oil
Discharged oil
Fig.16-9
9 - 13
General description
B - VALVE SYSTEM IN LIFTING PHASE
When the operator uses the position lever to raise While the servo valve starts to close, preventing the
the implement or when, in draft control mode, the oil from discharging into the reservoir, the pressure
implement transmits the signal to indicate that it has begins to rise unti, once it has reached a sufficient
encountered greater resistance in the soil, the lever value, the oil from the pump opens the check valve
(26) moves away from the valve stem (6) and this, (11) and flows to the ram (17).
stressed by its spring (8), accompanies the move- Having reached the required height, the lever (26)
ment of the lever towards the left, thus setting to the sets the valve system back to the neutral position.
lifting phase. The rear part of the servo valve (10) is set back to
The discharge valve (15) remains closed during this the discharge position through ducts (c) and (e), thus
movement. oil on the delivery opens the servo valve again and
Oil on the delivery from duct (a) can now reach the discharges into the transmission housing.
servo valve (10), the valve stem (6) and the duct (c) This allows the pressure to drop in the supply duct
and, seeing that the surface on this side of the ser- and the check valve (11) closes thanks to the spring
vo valve is larger than that on the duct (b) side and and the greater pressure in the user circuit, stop-
that force is also exercised by the spring, the servo ping the links from lifting.
valve is blocked in the closed position.
Fig.17-9
9 - 14
General description
Lifting phase
1 11
d
c
f
a a
e
10 5
Pressurized oil
Discharged oil
Fig.18-9
9 - 15
General description
C- VALVE SYSTEM IN DISCHARGE PHASE
When, owing to the effect of the draft control mode When the links are lowering, the valve stem (6) kee-
or following a command given by the operator, the ps the servo valve (10) released thanks to duct (c)
links must lower, the lever (8) pushes the valve stem in the discharge phase thanks to duct (e). Thus the
(6) completely into the valve body. This manoeuvre pump delivery discharges through the actual servo
also involves the discharge valve (15) which is mo- valve itself and duct (b).
ved and opened by the mechanical action of the val- The adjuster device (16) allows the discharge valve
ve system. (15) to be neared or furthered from the valve stem
Opening of valve (15) sets the ram (17) in commu- (6) in order to increase or decrease the sensitivity
nication with the outlet through duct (g). of the power lift.
Note that since the discharge valve (15) is the sli-
ding cylinder type, the valve itself will not clatter.
The advantage of this is regular link descent, while
the throttle (27) also limits the lowering speed.
Once the required height has been reached, the con-
trol lever (26) moves back and the valve stem (6),
pushed by its spring (8), returns to the neutral posi-
tion. Consequently, the discharge valve (15), af-
fected by the spring (14), returns to the hold posi-
tion, gradually shutting off the flow of oil towards the
outlet and making the user circuit tight.
Fig.19-9
9 - 16
General description
Discharge phase
15 14 1
27
c d
a a
6 10
Oil from the pump

Discharged oil
Fig.20-9
9 - 17
Notes
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9 - 18
CHAP.9
CONTENTS
Sect. 2 Technical specifications
2-1 Main technical specifications ............................................. 9-20

2-2 Driving torques and sealants ............................................. 9-21
9 - 19

Type of operation Position, draft and intermix
Type of control Hand lever and selector lever
Lifting cylinders:
- Type Single-acting
- Nominal diameter 100 mm
- Stroke 125 mm
- Swept volume 981 cc
Maximum valve setting 180 bar

Antishock valve setting 210 bar
Capacity with two auxiliary cylinders 4200 kg
Sensitivity regulation Lever on valve system
9 - 20
183 ÷ 226 Nm
Loctite 510
Fig.21-9 Fig.22-9
Loctite 510
80 ÷ 100 Nm
Fig.23-9 Fig.24-9
Legenda
Loctite 243
- Driving torque
- Type of sealant
183 ÷ 226 Nm Fig.25-9
9 - 21
Notes
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9 - 22
CHAP.9
Inspections, adjustments and troubleshooting
CONTENTS
Sect. 3 Inspections, adjustments and troubleshooting
3-1 Hydraulic tests for valve system ......................................... 9-24

3-2 Power lift adjustments ......................................................... 9-28
3-3 Operating pressure tests .................................................... 9-35
3-4 Troubleshooting .................................................................. 9-36
9 - 23
Sect.3 - Inspections, adjustments and troubleshooting

3-1 Hydraulic tests for valve system
During the hydraulic tests, the valve system is set
in the various conditions that occur when the power
lift on the tractor is used.
These tests allows the valves to be calibrated. It
also allows the operator to make sure that there are
no leaks and to thus establish whether the functio-
nality of the system falls within the established plan-
ning and operating limits.
The following tests are conducted: B C
A - Check for leaks from the discharge valve
B - Inspection and adjustment of the safety
A
valve D
C - Check for leaks from the non-return valve on Fig.26-9
the user duct
D - Inspection and setting of the calibration
valve Turn the lever anti-clockwise again through to about
280° so that the valve covers the outlet gaps in its
WARNING: do not begin to work until the housing by 1 mm. (position 2). Operate the pump
pressure in the hydraulic circuit has drop- until the pressure reaches the value of 150 bar.
ped to zero. At this point, the pressure should slowly lower. If
this fails to occur, there could be excessive leaks
WARNING: squirting fluid under pressure between the valve (15) and its housing or between
can penetrate under the skin and cause the retention rings (21) and the body of the control
serious injuries. If accidents of this type valve.
occur, immediately seek medical help to The maximum leak tolerated at a pressure of 150
prevent serious infections. bar and a temperature of 25-30°C is 3 cc in 3 minu-
tes.
A - CHECKING FOR LEAKS FROM THE DISCHAR- If this value is reached, remount the valve and re-
GE VALVE place the retention rings (21), then repeat the test. If
the fault persists, replace the discharge valve (15)
Fit control valve (C) into tool CR-342 (A), positio- and its seat.
ning the supply holes so that they are not closed by
the body of the valve. B - CHECKING AND ADJUSTING THE AN-
Connect the high pressure pump duct to the top union TISHOCK VALVE
(B) of the tool (lifting ram duct).
Place a suitable bolt (D) between the base of tool Keep the pump connected to the same fitting on the
CR-342 and the control valve stem (6) then, un- tool and operate it until the antishock valve opens
screwing the nut of the bolt, raise the stem until its (12). This opening action must take place at 190
stop point is about 4 mm from the lower surface of bar. If this fails to occur, adjust the valve by means
the control valve casing. of the spring retention cap. Tighten the cap to incre-
Operate the pump and check to make sure that the ase the setting value, unscrew it to lower the value.
discharge valve (15) discharges the oil from the duct Having adjusted the valve, place a graduated test
(G). Failing this, turn the sensitivity lever clockwise tube under the control valve and maintain the pres-
until the valve opens. sure in the circuit at the value of 150 bar. The maxi-
Continue to operate the pump, then begin to slowly mum tolerated leak in two minutes at an ambient
turn the sentivity lever anti-clockwise to begin clo- temperature of 25-30°C must not exceed 10 cc. If
sing the valve. this is not the case, check to identify the leaking
Stop the action as soon as oil ceases to flow from component.
the duct (G) and the pressure gauge shows the pres-
sure increase (position 1).
9 - 24

Without considering the discharge valve, which was create the sharp edge again.
checked previously, make sure that the antishock The housings should be machined with an upright
valve (12) is tight by checking that no oil oozes from drill to ensure that the mill works in a perfectly per-
the duct (M). pendicular way.
If this should occur, machine its housing with the The drill should operate at 100-200 RPM at most.
CR-373 mill to create the sharp edge again. If the leaks persist, check the upper and lower re-
tention rings of the valve system.
C - CHECKING THE NON-RETURN VALVE
Note: do not attempt to re-create the housings by
Another cause for leaks can be the non-return valve tapping on the balls since this would only enlarge
(11). To make such leaks easier to locate and repa- them.
ir, it is necessary to remove the calibrating valve
which is in direct communication with the delivery
duct of the valve.
This allows oil to flow straight out of the duct (L).
If this should occur, machine its housing with a mill
with a 12 mm diameter (e.g. CM 53 SLH 124) to
11
28
4 mm
L
6 12 M 10 Fig.27-9
9 - 25

D - CHECKING THE SETTING OF THE CALIBRA-
TION VALVE
This test must also be carried out with tool CR-342

(A).
It is essential to move the delivery pipe of the pump
to the lower fitting (E) and to tighten the plug on to
fitting (B) used for the previous test (Fig.28-9).
Mount the previously removed calibration valve (5) B
on the control valve assembly.
Operate the pump and check the pressure gauge to
see at which value the maximum valve (5) opens. E C
The exact setting is 170 bar.
Work on the retention plug of the spring if the valve
needs adjusting.
A
Once the valve has been adjusted, maintain a pres- Fig.28-9
sure of 150 bar in the circuit and, after having posi-
tioned a graduated test tube, make sure that the servo
valve (10) does not leak more than 100 cc in 2 mi-
nutes.
If it leaks more, the part must be replaced.
Make sure that no oil leaks from the calibration val-
ve duct (L).
If required, machine its housing with a mill with a 12
mm diameter (e.g. CM 53 SLH 124) to create the
sharp edge again.
If oil leaks from duct (g), this will be due to the play
between the top part (X) of the stem (6) and the
body of the control valve (the discharge valve will
not be responsible for this since it will have already
been checked in test n.1.
If oil leaks from duct (e), this will be due to the play
between the lower part (Y) of the stem and the body
of the valve system.
This leak cannot be eliminated. On the other hand, it
will not cause problems for the functionality of the
system.
However, it must not exceed 100 cc in 2 minutes.
9 - 26
1 11
D
y
e
8
g
L
6
10 5
Fig.29-9
9 - 27

3-2 Power lift adjustments
A - FOREWORD
The power lift will not normally need any regulation

or periodic adjustment since there are no parts su-
bject to appreciable wear. A B
However, it will need to be adjusted during a general

overhaul or if the power lift controls operate in a
faulty way, such as a delayed reaction to the ma-
nual and automatic commands.
It is not particularly difficult to adjust the hydraulic

power lift nor are special tools required. However,
Fig.30-9
the operations must be carried out with particular
care so it is advisable to have them done by specia-
lized persons.
Before beginning the operations described below,
make sure that the entire hydraulic circuit is per-
fectly functional, particularly the valve system. Car-
ry out the hydraulic tests described in the previous
chapter if necessary.
B - ADJUSTMENTS
Five adjustments are required and they must be car-

ried out in the order listed below: WARNING: Before starting the engine,
make sure that the screws fixing the
1 - Control lever coupling to the power lift out- control valves to the lift cover and the
put levers; screws of the discharge valve cover are
2 - Valve system sensitivity adjustment; well tightened.
3 - Adjustment of link end travel in draft control
mode; WARNING: Keep well clear of the moving
4 - Adjustment of link end travel in position con- parts when the engine is running.
trol mode;
5 - Draft control mode adjustment. WARNING: Before loosening the screws of
the discharge valve, stop the engine and
Note: these adjustments must be made whenever lower the lift links to the ground to bring
the lifting unit is overhauled or whenever the power down to zero the pressure in the cylinder.
lift operates in a faulty way that cannot be ascribed
to the hydraulic circuit.
9 - 28

1 - CONTROL LEVER COUPLING TO THE POW-
ER LIFT OUTPUT LEVERS
(Fig.31/32-9)
This adjustment is carried out to synchronize the 20

movements of the control lever (A) and of the knob
(B) with both levers (20 and 21) on the lift, to make 31
sure that when the lever (A) is at end of travel on the
sector, the lever (21) and the knob (B) must also be 24 29
at end of travel.
Proceed in the following way to make the adjust-
ments: 30
25
a - Check that the cable supports (24 and 25) are
blocked by the bracket (31). Screw or unscrew
both nuts (29 and 30 Fig.31-9) if required. Fig.31-9
b - Set at 131 mm (Fig.32-9) the distance between

the centers of the holes of the rod (23).
20
c - Screw down the fork (26) on the rod (25) until
mm
131mm
the threaded part of the rod begins coming out
at the end of the fork and let it unconnected to
23
131
the lever (27).
21
d - Bring the lever (20) against the top retention pin,
and bring all backward the draft and position 27
selector knob (B), that is in position control. 28 24
26
e - Lengthen or shorten the cable (25) by means of
the adjuster screw (27) until the hole in the fork 25
(26) is coaxial to the hole in the lever (27).
f - Mount the pin fixing the fork (26) onto the lever Fig.32-9
(27).
g - Screw down the fork (28) on the rod (24) until

the threaded part of the rod begins coming out
at the end of the fork and let it unconnected to
the lever (21). 24
h - Bring the lever (21) against the top retention pin, 26

and bring completely up the lift up-low control
lever (A).
i - Lengthen or shorten the cable (24) by means of

25 27
the adjuster screw (26) until the hole in the fork
(28) is coaxial to the hole in the lever (21).
j - Mount the pin fixing the fork (28) onto the lever
(21).
Fig.33-9
9 - 29

2 - VALVE SYSTEM SENSITIVITY ADJUSTMENT
To obtain the utmost draft control, you need to ob- 19

tain the maximum reaction sensitivity from the valve
plunger.
17
1 - Apply a weight of at least Kg 100 to the lift links.
2 - Start the engine and bring it to a rate or 1000 to
1500 RPM, then wait for the transmission oil to E
reach a temperature of about 20 to 30°C. 16
3 - Move the selector knob (B) to the position con-
trol position, i.e. fully back (Fig.28-9).
4 - Move the control lever (A) to about halfway along
the sector so that the lift links reach an interme-
diate position of their travel.
5 - Remove partially the spring pin (E) that limits
2 Fig.34-9
the travel of the sensitivity control lever, so that
the latter can swing more.
6 - Turn the sensitivity control lever (17) clockwise
(17) to find the point at which the discharge val-
ve starts to open. A rhythmic swinging motion of
the lift links shows when the valve has opened.
7 - If the discharge valve has not yet opened at the A B
end of the clockwise swing of the lever, proceed
as follows:
a) Bring the lift links down.
b) Loosen the four screws (2) fixing the discharge
valve cover (19).
c) Turn the ring nut (16) of a half turn in an anti-
clockwise direction.
d) Tighten the four screws (2) fixing the cover (19).
e) Swing the lift control lever beyond the middle of
the sector to bring the lift links at an intermedia-
te position in their travel.
f) Swing the sensitivity lever (17) in an clockwise Fig.35-9
direction again until the above conditions are
obtained.
8 - Now turn the sensitivity control lever (17) anti-
clockwise until the links stop swinging.
Stop turning the lever, stop the engine and lower
the lift links.
Now turn the valve a further 30mm or so (mea-
sured from the end of the lever) in the anti-clock-
wise direction.
9 - The position to which the lever sets, is thus the
valve's point of maximum sensitivity.
Since this point can be located with the spring
pin (E) on the lever against the lower counter-
sunk hex screw on the right, loosen the four
screws (2) and simultaneously turn the lever and
the ring nut in order to bring the point of maxi-
mum sensitivity to the required position.
10 -Tighten the four screws (2) fixing the cover (19).
9 - 30

3 - ADJUSTMENT OF LINK END OF TRAVEL IN
DRAFT CONTROL MODE
The purpose of this adjustment is to make the lift A B

links stop with the due play by adjusting the end of
travel device.
Proceed in the following way to make the adjust-
ments:
A - Release the lift links from the articulated lower

rods.
B - Move the lift links (10 Fig.37-9) completely up

by hand so that the inner stay lever moves to
end of travel against the power lift casing. Now
make a permanent reference mark on both the Fig.36-9
power lift casing and the lift link.
C - Start the engine and bring it to a 1000-1500 RPM

rate, then wait until the transmission oil reaches
a temperature of at least 20-30 °C. 10
D - Move the operating mode selector knob (B) to
the draft control position, i.e fully forwards
(Fig.36-9).
mm
4-5
E - Lower the links and apply a weight of not less
than 100 Kg to them.
F - Move the control lever (A) to the upper part of

the sector so that the links reach their maximum
height.
G - The links must stop when the reference mark Fig.37-9

made on the link is 4-5 mm lower than that made
on the power lift housing.
H - If the difference is higher or lower than the indi-

cated value, operate the adjuster screw (H
Fig.38-9) of the telescopic lever of the limit switch
(14 Fig.38-9) through the opening in the upper
part of the power lift housing.
Unscrew to advance activation of the limit switch
or tighten to delay it.
14 H Fig.38-9
9 - 31

4 - ADJUSTMENT OF LINK END TRAVEL IN POSI-
TION CONTROL MODE (FIG.39/40-9)
The purpose of this adjustment is to make link trav-

el the same in both the position control and draft
control modes by contemporaneous action of the limit
switches. A B
a - Keep a 100 Kg load applied to the lift links.
b - Start the engine and bring it to a 1000-1500 RPM

rate.
c - Move the operating mode selector knob (B

Fig.39-9) to the position control mode, i.e. com-
pletely back on the sector. Fig.39-9
d - Move the control lever (A) upwards to end of

travel on the sector. The links must lift and stop
in the identical position to the previous adjust-
ment, i.e. the mark on the link must match the
end of travel mark previously made on the cas- 15 T
ing, 4-5 mm from the S1 mark (coincides with
the previously made S2 mark).
e - If the free travel is the same as the previous end

of travel adjustment made for draft control, make
sure that the spring stay (15) activates at the
same time as the telescopic lever (14 Fig.40-9).
To check this, unscrew, thus lengthening, the
screw (T) of the spring stay to advance the acti-
vation of the link limit switch.
In this case, the lift links will lower to an extent
proportional to screw lengthening. 14 H Fig.40-9
Now tighten, thus shortening, the same screw
by small extents to allow the links to lift again.
Stop when the last movement obtained allows
the same maximum lift as the previous adjust-
ment to be obtained. 23
f - If the free travel exceeds the indicated value (e.g.: 24
6-7 mm), tighten the spring stay (15) adjuster
screw (T) to lift the links and bring the free trav-
el to the required value (4-5 mm). 11
9 22
Fig.41-9
9 - 32

5 - DRAFT CONTROL ADJUSTMENT
(Fig.41/42/43-9) 23
The purpose of this adjustment is to allow the swing- 24
ing support to travel to the exact extent (11 Fig.42-
9) and synchronized with full use of lever travel (A)
on the sector. This adjustment is made by means of 11
the screw (23) and rod (9 Fig.42-9), appropriately
varying the length of this latter.
a - Keep a 100 Kg load applied to the lift links and

make sure that, when the links are fully lowered,
the load does not touch the ground. Now start
9 22
the engine and bring it to a 1300-1500 RPM rate.
b - Move the selector knob (B) to the draft control Fig.42-9

mode, i.e. fully forwards.
c - Move the link lifting lever (A) fully forwards on

the sector.
B
d - Push the swinging support (11) forwards until
the spring (22) stops against the nut (24 Fig.42- A
9), thus reaching the maximum positive draft.
e - With the engine running, the links must remain

lowered. When the lever (A) is shifted upwards,
10 mm
the links should begin to lift after a traver of about

10mm of the lever.
The purpose of this test is to set the point at
which draft control is cut-out when the lever is
fully forwards and the links down, this to allow
the implement to quickly dig into the soil when
the furrow begins. Fig.43-9
In the absence of these conditions, lengthen rod
(9) to advance and shorten it to delay the action.
Lock the rod (9) check nut after adjusting.
9 Fig.44-9
9 - 33

f - Move the lever (A) up to about 10 mm from end
of travel on the sector. 23
Lossone the screw (23) about two turns and, with
the aid of a lever, keep the swinging support 24
pulled back and touching the actual screw itself.
Start the engine and tighten the screw (1) until
the links start to lift. 11
Stop tightening and lock the nut (2).
The purpose of this adjustment is to be certain
the links lift with the maximum negative draft.
9 22
Fig.45-9
mm
10
A B
Fig.46-9
9 - 34

3-3 How to check the operating
pressure values 05 IDR REX
WARNING: Do not start any works on the

system until the pressure in the hydraulic
system has sunk to zero.
WARNING: Fluid under pressure can pe-

netrate the skin and cause injury. In case
of such an accident, seek medical help im-
mediately to avoid the risk of severe in-
fections.
Fit tool 05 IDR REX with adapter 122 IDR GL and

Fig.47-9
apply a 0 to 400 bar pressure gauge to check for the
lift operating pressure.
With the engine running, lift the implement and mea-
sure the operating pressure.
The maximum tolerated pressure is 180 bar.
9 - 35

3-4 Troubleshooting
FAULTS PROBABLE CAUSES REMEDIES
The power lift fails to lift when - Servovalve (10 Fig.14-9) lo- - Check to make sure that the
empty cked in the open position valve slides smoothly and
check it for tightness
- The pump fails to deliver oil be- - Prime by filling the pump and
cause it is not primed suction pipe with transmission
oil
The power lift fails to lift the im- - Clogged filter on the intake - Demount and clean the filter
plement or is slow to lift it
- Inefficient pump - Replace the pump
- Imperfect servovalve tightness - Check tightness

(10 Fig.14-9)
- Calibration (5) or safety valve - Check and calibrate the two

(12 Fig.14-9) with a low setting valves
- Lower retention ring of valve - Replace the ring

gear housing faulty
- Leaking discharge valve - Check and overhaul the di-

(1 Fig.14-9) scharge valve
- Faulty switch retention rings - Replace the rings
- Implement too heavy - Change the implement or move

the hitch nearer
The power lift fails to keep the im- - Defective seal of the non-return - Conduct hydraulic bench tests
plement in the raised position ball (11 Fig.14-9) on the valve system to locate
the leaks
- Leaking discharge valve - Check and if necessary repla-
(1 Fig.14-9) ce the discharge valve
- Leaking safety valve - Check and overhaul the safety
(12 Fig.14-9) valve
- Upper retention ring of valve - Replace the ring
gear housing faulty
- Faulty switch retention ring - Replace the ring
- Faulty seals on lifting cylinder - Replace the ring

piston
- Aluminium plugs that shut the - Replace the plugs

machined holes on the cylin-
der and power lift cover
9 - 36
CHAP.9
Special tools
INDEX
Sect. 4 Special tools. ........................................................................... 9-38
9 - 37

05 IDR REX
Union to check lift pressure.
CR 342
Valve system checking device.
122 IDR GL
Universal adapter union (commercial).
9 - 38
ELECTRICAL SYSTEM - ORCHARD TRACTORS
CHAP. 11
CONTENTS
Precautions and Safety recommendations. ........................................ 11-2
Sect.1 General description. ............................................................... 11-3

1-1 Basic concepts ............................................................ 11-4
1-2 Electricity symbols ...................................................... 11-13
1-3 How to read and interpret a functional wiring diagram.. 11-16
Sect.2 Technical specifications and diagrams. ............................. 11-19

2-1 Introduction ................................................................ 11-20
2-2 Cable colour chart ...................................................... 11-21
2-3 General locations of the wiring .................................... 11-22
2-4 NAO KIT cable line ..................................................... 11-23
A - Series F Speedfive Footstep version. ........................ 11-25

A.1 Technical specifications .......................................... 11-25
A.2 Wiring....................................................................... 11-37
B - Series F Powershuttle Footstep version. ................ 11-101

B.1 Technical specifications ........................................ 11-101
B.2 Wiring......................................................................11-113
Sect.3 Main components. .............................................................. 11-187

3-1 Introduction ............................................................. 11-188
3A - Sensors and potentiometers.................................... 11-189
3B - Solenoid valves ....................................................... 11-203
3C - Switches and buttons .............................................. 11-217
3D - Instrument............................................................... 11-227
3E - Reverse shuttle lever (Powershuttle version) ........... 11-247
3F - Electronic control unit (Powershuttle version)........... 11-251
11-1

ce Manual and in chapter 1 of the training manual.
ans of this symbol:
WARNING: Always consult the instructions

in the operation and maintenance manual
when working on the battery.
WARNING: Take all the necessary precau-

tions when batteries containing sulphuric
acid are installed. If the acid splashes on to
the skin or into the eyes, immediately rinse
the affected parts under clean running wa-
ter.
WARNING: When the acid is mixed with

water, SLOWLY POUR THE ACID INTO THE
WATER, NEVER EVER POUR WATER INTO
THE ACID.
WARNING: Explosive gas escapes when

batteries are recharged. Work in places
where there is good air circulation and keep
well away from flames or sparks.
WARNING: Always switch off the charging

apparatus before disconnecting the cables.
WARNING: Keep batteries well out of chil-

dren’s reach.
WARNING: Do not smoke when checking

or handling batteries.
WARNING: Disconnect the negative termi-

nal first. Connect the positive terminal first
when installing the battery again. Always take
great care to check the polarity of the ter-
minals.
WARNING: Always disconnect the ground

cable (-) of the battery before working on
the electrical system.
11-2
CHAP. 11
General description
CONTENTS
1-1 Basic concepts ............................................................ 11-4

1-2 Electricity symbols ...................................................... 11-13
1-3 How to read and interpret a functional wiring diagram .......... 11-16
11-3

1-1 Basic concepts
ELECTRICAL TECHNOLOGY
This is the term that describes all the practical ap-

plications of the electrical phenomena.
E.g.: industrial and civil systems, process controls,
automatisms in general.
ELECTRONICS
Branch of engineering that studies how to control

electrons for “useful purposes”. Electrons can flow
in a vacuum, in a gas, in a liquid solution or in solid
materials (semiconductors, conductors, supercon-
ductors).
ANALOG ELECTRONICS
Part of electronics that deals with all the equipment

or systems that manage and process electrical sig-
nals without changing their nature.
E.g.: resistances, sensors, condensers and diodes
are typical components of an analog circuit.
DIGITAL ELECTRONICS
Part of electronics that deals with all the equipment

or systems that use magnitudes in a numerical form,
i.e. in numbers (digits), of a particular numbering
system.
E.g.: operational amplifiers, microprocessors, digi-
tal sensors and digital displays are typical parts of a
digital circuit.
SENSORS
Device that converts a physical magnitude into an

electrical signal.
POTENTIOMETERS
Components that convert a movement into a volt-

age variation, using the resistive divider concept.
11-4
General description
ELECTRIC VOLTAGE
The value of the potential energy assumed by the Voltage is measured by means of a Voltmeter
unitary electric charge is called electric potential of a
point in space, if located in that point. Multiples and submultiples
The symbol of electric potential is V. Its defining for- Kilovolts (Kv) = 1000 v
mula is expressed by the ratio Volts (V) =1v
W Millivolts (mv) = 0.001 v
V=
Q
between the potential energy value W possessed by
a charge Q positioned in the considered point and the
value of the charge itself. According to this definition,
the unit of measurement of the potential is the joule a
coulomb, i.e. the Volt (V).
The meaning of this physical magnitude is very im-
portant. The electric potential expresses a measure-
ment of the energy content of a charge positioned in
a certain point. There will be a higher energy content
if the charge is positioned in points with a higher po-
tential. On the other hand, the energy content will be
lower if the points in which the same charge is posi-
tioned have a lower potential.
To be more exact, one could say that the energy of an
electric charge depends on both the Q value of that
charge and on the potential value V in the point in Voltage
which the charge is to be found. The following relation V
is used to calculate this energy
VA
W =Q V A B
When the electric potentials VA and VB of two diffe-

rent points A and B in space are different from each
other, the difference VB
UAB = VA - VB
is called potential difference (p.d.) between the two

points, or “electric voltage”.
One could say that the voltage between two points
represents the quantity of energy yielded by the uni-
Battery
tary charge in the passage between the first and se-
cond point, or the work accomplished by the same
unitary charge in the process of transfer between the
same two points. Fig. 1-11
11-5
General description
ELECTRIC CURRENT
An orderly movement of electric charges, however it Current is measured with the aid of an ampero-
is produced and through whichever physical medium, meter (tester function)
is called electric current.
In technical applications, the type of current more
generally used is the one caused by the circulation of
free electrons throuch conducting materials con- Multiples and submultiples
nected to electric generators.
However it is connecdted to generators and users, Kiloampere (KA) = 1000 A
every complex of conductors forms an electric cir- Ampere (A) =1A
cuit. Milliampere (mA) = 0.001 A
Thus defined, the electric circuit contains a current
whenever it is closed, i.e. whenever electrical conti-
nuity is formed in it amongst all the components with
which it is formed. If this continuity is broken, the
circuit is known as open and no current can be pro-
duced in it.
The migratory movement of the electric charges along
a circuit containing current can possess uniform and
constant, fade-free characteristics: in this case, the
current is called direct current. Variable current is
when the electrons do not circulate in a uniform and
constant way. Current
The greater or lesser intensity of an electric current I
can be completely defined by means of the quantity
of electricity that passes through any section of the
circuit within one second.
This unit of measurement has been intentionally na-
med ampere and is indicated by the symbol A.
By and large, if any section of the circuit is crossed
by a Q coulomb quantity of electricity within ∆t se-
conds, one can say that the circuit is crossed by an
electric current whose intensity I, expressed in am-
peres, is given by the ratio
Q
I=
∆t
Battery
By measuring the CURRENT, one measures the in-
tensity of a flow of electrons in a determined branch
of the electric circuit.
Fig. 2-11
11-6
General description
ELECTRIC RESISTANCE
Different conductor wires offer a different “electric Multiples and submultiples

resistances” to the passage of current; the ratio
between any voltage value applied to the ends of the KiloOhm (K ) = 1000
wire and the corresponding intensity value of the Ohm ( ) =1
current that passes through the wire being the electric MilliOhm (m ) = 0.001
resistance of each wire in question.Thus, if a metal
wire is crossed by a current with intensity I under the
action of voltage V, this means that the wire posses-
ses a resistance R expressed by the ratio
V
R=
I
If the number of volts that measures voltage V applied
to the ends of the conductor in question equals the
number of amperes that measures the current I, the
value of the ratio between voltage and current will be
1: this means that the conductor in question has uni-
tary electrical resistance. A similar wire with a 1 V
voltage applied to its ends is crossed by a 1A current
and under a 10V voltage is crossed by a 10A current
and so forth.
Each conductor that complies with this condition for-
ms within itself the electrical resistance called unit of
measurement of resistance.
The unit of measurement of electrical resistance is
therefore represented by the resistance of the con-
ductor that requires 1V at its ends in order to be cros- Electric resistance
sed by a 1A current.
The unit of electrical resistance is called Ohm and is R
indicated by symbol . Thus:
1 Ohm = 1 Volts ; (1 = 1 V/A )

amperes
By saying that a wire has a 10 W electrical resis-

tance, one expresses the fact that that wire requires
a 10V voltage at its ends for each ampere of current
that crosses it. If that wire must be crossed by 2A, it
will require 20V voltage at its ends.
To understand the concept, one can compare resi-
stance to the effort water makes when it flows through
a pipe; proportional to the roughness of the internal
walls, the section of the pipe and its length.
Battery
The electrical resistance does not change as the vol-
tage or current changes but varies as the temperatu-
re varies (even only slightly). It should thus be consi-
dered as a physical characteristics of the material. Fig. 3-11
11-7
General description
OHM’S LAW
Given the resistance R of the conductor, one could Now consult a second series of measurements. Main-
say that each time any voltage V is applied to its ends, tain the voltage value constant and calculate the cur-
the conductor will be crossed by a current whose in- rent values as the resistance varies (potentiometer
tensity will be expressed by the relation type):
I= Table 2 V = constant = 18 V
V
R Resistance
Inversely, each time the conductyor with resistance R in Ohms () 300 600 1200 2400
is crossed by a current with intensity I, there must be
a voltage at its ends whose vaue is given by the pro- Current
duct: In Milliamperes (mA) 60 30 15 7.5
V=RI
Similarly:
R=
V
I
The corresponding relations form Ohm’s law, which
expresses the basic relation amongst the three mag-
nitudes described previously: Voltage (V), Resis-
Amperometer
tance (R), Current (I).
This allows you to calculate one of the three magni- A
tudes if the other two are known.
Example
Let’s consider a series of measurements; maintain
Resistance
a constant resistance value R = 300 , consult the

Voltmeter
Voltage
following which gives a first series of current values

as the voltage varies:
V
R
Table 1 R = constant = 300

Voltage
in Volts (V) 3 6 9 12
Current Fig. 4-11

in Milliamperes (mA) 10 20 30 40
11-8
General description
OPERATING FAULTS IN ELECTRICAL CIRCUITS
There are four types of operating faults that may oc-

cur in electrical circuits:
1 - excessive resistance in the circuit (high resistan-

ce);
2- broken circuit (open circuit);
3- grounded circuit
4- short-circuit
In a simple circuit like the one shown in Fig. 5-11,

there are only three parts in which these operating
faults can occur:
- prior to the control switch (A)
- between the control switch (A) and the load (B)
- after the load (B)
It is easy to mistake the operating fault of a compo-
nent with that of a circuit. Great care must therefore
be taken when the cause of a fault is identified, so as
to ensure that it can be correctly and rapidly resol-
ved.
Example:a component may not operate before a con-

nector is connected and operate after the same con-
nector has been re-connected. The reason for this
could be excessive resistance, which created a drop
in the voltage supplied to the connector terminals, thus
preventing the right amount of current to flow towards
the component.
A B
Fig.5-11
11-9
General description
1- HIGH RESISTANCE
2- OPEN CIRCUIT
A circuit with high resistance could lead to a slow NOTE: the example refers to excessive resistance
movement, a fluttering light or failure of a component between (D) and (F), and an open circuit between
to operate (e.g.: caused by loose, tarnished, dirty or (F) and (G).
greasy terminals, if the wire diameter is too small, or
if the wires have been pulled). - Repair the circuit as required.
If the circuit is “open”, the component will be unable
to operate since the circuit is broken (e.g.: torn wire, - Repeat the test procedure after the repairs have
disconnected terminals, open protection device on been made.
switch).
Proceed as described below to find out where “exces-
sive resistance” or an “open circuit” is located:
- with the control switch (C) “on” and the load (I) con-
nected in the circuit, check to find out whether the
voltage is correct in an easily accessible point betwe-
en (D) and (H).
If the voltage is low, move towards the current source
(A) until you have found the point in which the voltage
drop occurs.
If the voltage is correct, move towards the load (I) and
the ground terminal (J) until you have found the point
in which the voltage drop occurs.
B C D E F G
H I
A J
A - Battery F - Connector of the circuit

B - Fuse G - Connector of the circuit
C - Switch H - Terminal of component
D - Terminal of component I - Lamp
E - Circuit resistance J - Ground Fig.6-11
11-10
General description
3- GROUNDED CIRCUIT
A grounded circuit prevents the components from ope-

rating and the fuse or automatic switch open (e.g.:
the powering wire has a contact towards ground).
Proceed as described below to find out where a “groun-
ded circuit” is located:
- with the control switch (D) off, check to find out

whether there is continuity towards ground between
(C) and (D).
If there is no break, then the grounded circuit is betwe-
en (C) and (D). Eliminate the fault from this part of the
circuit.
If there is a break towards ground between (C) and
(D), disconnect the load (H) in point (G) then turn off
the control switch (D) and check to find out whether
there is a break towards ground between (D) and (F).
en (E) and (F). Eliminate the fault from this part of the
circuit.
NOTE: there is a ground between (E) and (F) in the

example.
- Repeat the functional test after the repairs have been

made.
B C D E F
G H
A - Battery E - Terminal of component

B - Fuse terminal F - Ground circuit
C - Fuse terminal G - Terminal of component
D - Switch H - Lamp
Fig.7-11
11-11
General description
4- SHORT-CIRCUIT
The thing that usually happens when there is a short- - Repair the circuit in the following way:
circuit in the electrical system, is that two componen-
ts operate at the same time when only one switch is wires that are not installed within a protective tube:
operated (e.g.: improper contact between two wires). wrap insulating tape around the wire in question, or
There can also be a short-circuit in one component. replace it and wrap with tape as required.
However, this usually activates the relative protection
circuit. wires that are installed within a protective tube:
Proceed as described below to find out where a “short- - replace the entire harness if there are hot points in
circuit” is located: the short-circuited parts of the pre-assembled wiring.
- If no hot points have been detected, install a new
- use switch (A) to operate the right lamp (B). wire of an appropriate size between the last two con-
nectors and wrap insulating tape around the wire as
- Begin with the control switch (D) of the lamp (I), required.
which should not come opn, and disconnect the wire
at the terminal (E). - Repeat the functional test after the repairs have been
made.
- Following the circuit, disconnect the wire at the con-
nectors (F, G or H) until the supplementary lamp (I)
goes out.
- The short-circuit or improper connection will be

between the last two points in which the wire was
connected. In the example, it is between (F) and
(G).
A B
C D E F G H I
A - Switch F - Connector of the circuit

B - Lamp G - Connector of the circuit
C - Fuse H - Terminal of component
D - Switch I - Lamp
E - Terminal of component
Fig.8-11
11-12
General description
1-2 Electricity symbols Terminal board con-
necting wiring lines
1.XS13
This section illustrates the main symbols used in the
general wiring diagrams.
The symbols conform to the criteria established by
CEI standards.
Alternator
Sensor
Battery
Diode
Relay coil
Solenoid valve
Relay contact
Thermostarter
Sensor
Ignition switch Fuse
Fig.9-11
11-13
General description
Horn Starter
motor
Switch Trailer power soc-

ket
XS7
Lamp Sensor
Radio with loud-speakers Button
Sensor Electr. power lift

connector
XS4
Sensor Resistance
Fig.10-11
11-14
General description
Instrument Cigarette lighter
connector
A01.4
Selector A/C switch
Selector A/C fan

switch
Blinker A/C temperature

and regulating
water cock
Revolving beacon
switch
Window washer motor
Fig.11-11
11-15
General description
1-3 How to interpret and read a
functional diagram
An identification letter has been given to each com-
ponewnt (electrical device) and to the main connectors
(terminal board). A number has been added to the
letter to separate and indicate the total number of com-
ponents within the letter group.
IDENTIFICATION
LETTER
TYPE EXAMPLES
A System, sub-assembly, group of parts Control unit, switch box,

transceivers, logic module
B Transducer for converting Speed sensors, pressure sensors, horns, buzzers,

electric variables into electrical pressure switches, sensors, detectors, limit value
ones and vice versa sensors, pulse generators, loud-speakers, inductive
detectors, probes, air flow sensors, oil pressure swit-
hes, temperature sensors, ignition-voltage detectors
C Condenser Generic condensers
D Binary device, memory Digital devices, integrated circuits, pulse counters,

magnetic tape recorders
E Various devices and instruments Heating devices, air conditioners, lamps, lights,
glow plugs, remote control switches
F Protection devices Releasing devices, devices to protect against

polarity, fuses, electrical protection cirucits
G Power supplier, generator Batteries, generators, alternators, battery chargers
H Monitor, alarm, indicator Acoustic alarms, indicator lights, turn indicators,

device brake indicators, alarms, alarm indicators, buzzers
K Relays Battery relay, turn indicator relay, electromagnetic

switches, ignition relays, blinkers
L Inductors Stopping coils, coils, windings
M Motors Fan motors, starter motors
N Regulators, amplifiers Regulators (electronic or electromechanical),

voltage stabilizers
P Measuring instruments Amperometer, check-control connectors, speedo-

meter, fuel level gauge, pressure gauges, measuring
points, test points, speed indicators
11-16
General description
IDENTIFICATION
LETTER
TYPE EXAMPLES
Q Operating equipment for power Normally open microswitches

circuits Normally closed microswitches
R Resistor Spark plugs, spark plugs with sheathed

element, glow plugs, heating resistors, NTC
resistors, PTC resistors, potentiometers,
regulating resistors
S Switch Switches and buttons, switch with universal key

light switch, horn switch, blinker switch
T Transformer Ignition coil, ignition transformer
U Modulator, converter Direct current transformers
V Semiconductor, thermionic valves Transistors, diodes, thermionic valves, rectifiers,

semiconductors, thyristors, Zener diodes
W Transmission path, conductor, Antennas, screening components, screened

antenna conductors, wiring, conductors,
conductors, ground wires
X Terminal, plug, plug and socket Terminal plugs, electrical connections,

connection coupling connectors for electrical lines,
line connectors, sockets, plugs, terminals,
plug and socket connections
Y Mechanical actuator device Permanent magnets, injection valves

(electromagnetic), electromagnetic brakes and clu
tch assemblies, breather valves, fuel pumps, sole
noids, commutation valves, ignition valves, locking
systems
Z Electric filter Anti-jamming filters
11-17
General description
REFERENCE COLUMN
NUMBER
POWERING LINE
(BATTERY POSITIVE)
IDENTIFICATION CABLE
OF COMPONENT COLOURS
REFERENCE TO OTHER
SECTIONS OF THE DIAGRAM
AND REFERENCE COLUMN
REFERENCE NUMBER OF
CONNECTOR AND TERMINAL
NEGATIVE
BATTERY LINE
REFERENCE TERMINAL
BOARD NUMBER Fig.12-11
The functional diagram of Series F tractors is divided Example:

into various parts. Designation of the components is _SR2 - Engine RPM sensor
the same as used in the corresponding wiring diagrams.
The functional diagram has been prepared in com-
pliance with the criteria established by the CEI stan-
dards.
Each component is always preceded by the low dash
symbol.
11-18
CHAP. 11
Technical specifications and diagrams
CONTENTS
Sect.2 Technical specifications and diagrams
2-1 Introduction ................................................................ 11-20

2-2 Cable colour chart ...................................................... 11-21
2-3 General locations of the wiring .................................... 11-22
2-4 NAO KIT cable line ..................................................... 11-23
A - Series F Speedfive Footstep version

A.1 Technical specifications.............................................. 11-25
A.2 Wiring ........................................................................ 11-37
B - Series F Powershuttle Footstep version

B.1 Technical specifications............................................ 11-101
B.2 Wiring ...................................................................... 11-113
11-19
Sect.2 - Technical specifications and diagrams

2-1 Introduction
This section describes the main technical letter H = line for controls on rh side
specifications, the main wiring diagram and the letter L = mudguard extension line
main characteristics of the wiring lines installed in letter M = front turn indicator line
each of the available Series F tractor versions. letter N = field light line
The relative multiple wiring diagram and the relati-
ve constructional diagram are indicated for each - the connectors of each line are graphically
wiring line. The position of each connector on the identified with the letter of the actual line itself and
tractor is indicated so that it can be easily and with a progressive number.
quickly found. Moreover, the relative electrical Example:
correspondence is given for all the connectors. B9 - faston terminals to connect the air filter clogging
The multiple wiring diagrams highlight all the sensor
connections and components of the line in B: letter identifying the type of wiring line
question. They depict the various components by 9: progressive number
means of symbols.
Each connector has a series of numbers that mark - all connectors are viewed from the cable input
each individual connection pin (Fig. 13-11). side
These numbers are a great help during tests as
they allow the electrician to quickly locate each - the electrical correspondences between the
terminal and make the necessary repairs. connectors are indicated in the following way:
RULES FOR INTERPRETING SECTION 2 CONNECTOR (B9) FOR THE AIR FILTER CLOG-
GING SENSOR
To correctly interpret the codes used in this section,
bear in mind that: Terminal Wire colour To connector Terminal
or component
- each wiring line has been given an identifying 1 LG XS1 10

letter, i.e.: 2 B B10 (ground)
letter A = battery-starter motor line
letter B = front engine line terminal 1 of connector (B9) with colour (LG)
letter C = dashboard line corresponds to terminal board (XS1) terminal 10;
letter D = cab line terminal 2 of connector (B9) with colour (B)
letter E = platform line corresponds to grounding eyelet (B10).
letter F = rear line
letter G = roof line
CONNECTION
TERMINAL OR PIN
VIEW FROM
CABLE INPUT SIDE
CONNECTION
TERMINAL OR PIN Fig.13-11
11-20

2-2 Cable colour chart INITIALS WIRE COLOUR
The colours of the cables in the wiring lines installed HL Grey blue
in Series F tractors are shown in the multiple wiring
diagrams and electrical correspondence tables accord- HV Grey green
ing to the following table:
HG Grey yellow
INITIALS WIRE COLOUR L Blue
A Light blue LB Blue white
AN Light blue black LN Blue black
AG Light blue yellow LR Blue red
AB Light blue white M Brown
AV Light blue green MB Brown white
AR Light blue red MN Brown black
B White MV Brown green
BR White red N Black
BN White black NZ Black purple
BL White blue NB Black white
BG White yellow NR Black red
C Orange R Red
CB Orange white RG Red yellow
CN Orange black RN Red black
CL Orange blue RV Red green
G Yellow S Pink
GV Yellow green SN Pink black
GN Yellow black SG Pink yellow
GR Yellow red V Green
GL Yellow blue VG Green yellow
H Grey VN Green black
HM Grey brown VB Green white
HR Grey red Z Purple
HN Grey black ZB Purple white
HB Grey white ZN Purple black
11-21

2-3 General location of the
A - Battery-starter motor line
wiring B - Front engine line
C - Dashboard line
The electrical system installed in Series F footstep D - Cab line
version tractors mainly consists of 6 wiring lines, po- E - Platform line
sitioned in the tractor in a logical way so that the as- P - Rear line
semblies can be split. G - Roof line
The wiring lines are named in accordance with the H - Front headlight extension line
location of the main components they supply:
H B C
A E P
Fig.14a-11
H C E
A B P
Fig.14b-11
11-22

2-4 NAO KIT cable line
This line is used for connecting the light switch in
tractors for the NAO market. Thanks to connection
with a dedicated box (K4 Fig.15-11) that houses mini-
relays, the light switch functions vary in compliance
with the standards in force in NAO markets.
The mini-relay box is installed under the dashboard
cover, near the instrument.
K4
Fig.15-11
MINI-RELAY CONNECTIONS
K1 K4
GROUND
NOT USED
BLINKER SIGNAL
NOT USED
KEY-POSITIVE (+12V)
RH TURN INDICATOR (LIGHT SWITCH)
LH TURN INDICATOR (LIGHT SWITCH)
HAZARD LIGHT SWITCH (LH)
LH TURN INDICATORS
NOT USED
LH SUPPL. LIGHT
HAZARD LIGHT SWITCH (RH)
RH TURN INDICATORS
NOT USED
RH SUPPL. LIGHT
NOT USED
NOT USED
NOT USED
NOT USED
NOT USED
Fig.16-11
11-23

WIRING
K2
K1
K3
K1 - Connector for the mini-relay box (K4) connections

K5 K2-K3 - Connector for the dashboard line and light switch
K5 - Connector for the supplementary indicators (NAO)
Fig.17-11
MULTIPLE WIRING DIAGRAM
K3
K1 K2
Fig.18-11
K5
11-24
CHAP. 11
CONTENTS
A.1 Technical specifications
A.1-1 Main technical specifications................................... 11-26

A.1-2 Relays and fuse boxes ............................................ 11-27
A.1-3 Main wiring diagram ................................................ 11-30
11-25

A.1-1 Main technical specifications
Battery
Manufacturer Mx - Scx - Fx
Type “Maintenance-free”
Voltage 12 V (negative ground)
Starting surge when cold at -18°C in 30 sec. 450 A
Capacity for 20 hours 100 Ah
Alternator
Manufacturer Ix
Type Threephase
Voltage 14 V
Current 55 A
Starter motor
Manufacturer Ix
Type Solenoidal
Maximum power 2.8 kW
Type of engagement Automatic pinion engagement
by electromagnet
Solenoid valves
Manufacturer Cx
Type On/Off
Voltage 12 V
Resistance at 20°C 6.85 Ω ±5%
Type Proportional
Voltage 12 V
Model with 2 positions and 3 ways
Sensors
Manufacturer Jx/Stx
Type Inductive
Manufacturer Hx
Type with Hall effect
Instrument
Manufacturer Jx
11-26

A.1-2 Relays and fuse boxes
The electrical system of Series F tractors is protected
against short-circuits and excessive power draw by
fuses. The number of fuses installed in the electrical
system depends on the components and functions that
need protecting.
The fuses are installed in two dedicated boxes:
Z - front fuse box (Fig.19-11) installed at the front,

near the battery that powers the system; a fur-
ther fuse to protect the pre-heating relay is lo-
cated near this fuse box; Z
B - main fuse box (Fig.21-11), installed on the left-

hand side of the dashboard cover. Fig.19-11
NOTE: before changing a fuse with another of an

equivalent type, first find out what caused the fault
and repair it.
There are 11 relays installed in Series F Speedfive

tractors; 10 are installed in fuse box (B), just under the
protection fuses (Fig.21-11), and 1 is installed in the
front, near fuse box (Z) (Fig.20-11).
Fig.20-11 Fig.21-11
11-27

Z - FRONT FUSE BOX (FIG.22-11)
The front fuses are installed in the battery-starter mo-
tor wiring. They are connected by means of the posi-
tive terminal (A1) to the battery (_GB1) on the one A1
side and on the other side, to the front engine line, by
means of connectors (B16 and B17) (Fig.22-11).
A further fuse (_FU5 Fig.24-11) is installed in the front
engine line to protect the glow plug pre-heating sy- Z
stem.
When the ignition key is turned to the 2nd position,
the power relay (_K16) is activated. It sends out a
_GB1
signal for pre-heating of the plate contacting the glow
plugs. After 5 seconds in this position, the electrical
signal from the relay (_K16) is interrupted. The indi- B17
cator light (A Fig.23-11) on the instrument display goes
off and signals that the tractor engine may be started. B16
Fig.22-11
A
STOP
_FU5
Fig.23-11 Fig.24-11
The front fuses have the following functions and am-

pere ratings:
_FU3 _FU1
FUSE PROTECTED CIRCUITS Amp.
_FU1 Primary 70
_FU2 Alternator primary 60 _FU4 _FU2
_FU3 Primary 60
_FU4 Primary 60
_FU5 Glow plugs 50

Fig.25-11
11-28

B - MAIN FUSE BOX(FIG.26-11)
The main fuses are installed in the dashboard wiring

line and have the following functions and ampere ra-
tings:
FUSES
_F 1 Rear PTO 7,5
_F 2 Auxiliary relays 5
_F 4 Instrument lighting + buzzer 5

_F 5 Instrument under key 5
_F 6 Fuel pump 7,5
_F 7 4WD solenoid valve 5
_F 8 Brake light switch 7,5
_F 9 Diff lock solenoid valve 7,5
_F 10 Dipped beams 15
_F 11 Driving beams 15
_F 12 Blinkers 10
_F 13 Lh sidelights 7,5
_F 14 Rh sidelights 7,5
_F 15 Light switch 10
_F 27 Horn + revolving beacon 15
_F 39 NAO kit positive 7,5
_F 20 Starter motor 15
_F 21 Rear field lights 7,5
_F 40 A-B auxiliary control valves 5
_F 17 Electronic power lift 5
_F 16 Electronic power lift (indicator D+) 5
_F 36 Emergency switch 10
_F 18 Diff lock and brake controls 15
_F 28 Auxiliary socket (power, under key) 15
Fig.26-11
RELAYS
_K16
_K 1 Immobiliser relay
_K 2 Gearbox plant + auxiliary socket relay
_K 3 Instrument, headlight, brake light relay
_K 4 Field light relay
_K 8 Differential lock relay
_K 9 Driving beam relay
_K 10 Dipped beam relay
_K 11 Headlight relay
_K 14 Diff lock release + rear light relay
_K15 Immobiliser relay for rear PTO engaged
_K16 Power relay (glow plug pre-heating) (Fig.27-11)

Fig.27-11
11-29

IDENTIFICATION OF THE COMPONENTS IN THE MAIN WIRING DIAGRAM
INIT. DESCRIPTION Part Column INIT. DESCRIPTION Part Column
_A01 Instrument 3 3 _FU5 Glow plug fuse 1 6

_B01 Alternator 2 1 _GB1 Battery 1 1
_D01 Turn indicator blinker 2 5 _HA1 Horn 3 2
_EH1 Thermostarter 1 6 _HL1 Rh front turn light indicator 2 5
_EL2 Revolving beacon 3 2 _HL2 Rh rear turn light indicator 2 6
_EL9 Lh external rear field light 3 1 _HL3 Lh front turn light indicator 2 5
_EL13 License plate light 2 6 _HL4 Lh rear turn light indicator 2 5
_EL14 Rh headlight 1 7 _HL5 Rh front side light indicator 2 6
_EL15 Lh headlight 1 7 _HL6 Rh rear side light indicator 2 7
_F1 Rear PTO fuse 1 4 _HL7 Lh front side light indicator 2 7
_F2 Auxiliary user relay fuse 3 2 _HL8 Lh rear side light indicator 2 6
_F5 Instrument fuse 3 4 _HL9 Rh brake light indicator 2 4
_F6 Fuel pump fuse 2 2 _HL10 Lh brake light indicator 2 4
_F7 4WD fuse 1 4 _HL11 Supplementary rh turn indicator (NAO) 2 4
_F8 Brake light indicator fuse 2 4 _HL12 Supplementary lh turn indicator (NAO) 2 4
_F9 Diff lock fuse 2 3 _M1 Starter motor 1 6
_F10 Dipped beam fuse 1 7 _M10 Fuel pump 2 1
_F11 Driving beam fuse 1 7 _K1 Immobilizer relay 1-1 4-6
_F12 Blinker fuse 2 5 _K2 Gearbox plant + auxiliary socket relay 1-3 2-2
_F13 Side light fuse 2 7 _K3 Instrument, headlight, brake light relay 1-2 2-4
_F14 Side light fuse 2 7 _K4 Field light relay 1-3 3-1
_F15 Light switch fuse 2 7 _K8 Diff lock relay 2-2 3-3
_F16 Electronic power lift fuse (pos. D+) 3 2 _K9 Driving beam relay 2-1 7-7
_F17 Electronic power lift fuse (pos. under key) 2 4 _K10 Dipped beam relay 2-1 8-7
_F18 Diff lock and brake light control fuse 2 3 _K11 Headlight relay 1-1 3-7
_F20 Starter motor fuse 1 6 _K14 Diff lock release + brake light relay 2-2 2-3
_F21 Rear field light switch 2 1 _K15 Immobiliser relay for rear PTO engaged 1-1 3-4
_F23 Auxiliary socket fuse (power, under key) 1 2 _K16 Glow plug relay 1-1 6-6
_F27 Horn and revolving beacon fuse 3 2 _SA00 Main control ignition switch 1 2
_F28 Auxiliary socket fuse (power) 3 2 _SA01 Light switch 2-3 6-2
_F34 Auxiliary user relay fuse 1 2 _SA07 Single rear field light switch 3 1
_F36 Emergency switch fuse 2 5 _SA08 Revolving beacon switch 3 2
_F38 Instrument direct positive fuse 3 3 _SA09 Emergency switch 2 5
_F39 NAO plant positive fuse 2 4 _SA11 4WD engagement/disengagement switch 1 4
_F40 A-B auxiliary control valve fuse 1 5 _SB08 Diff lock button 2 3
_FU1 Primary fuse 1 2 _SB09 A-B auxiliary control valve button 1 5
_FU2 Alternator primary fuse 2 1 _SL1 Fuel level sensor 3 7
_FU3 Primary fuse 2 4 _SL2 Brake fluid level sensor 3 6
_FU4 Primary fuse 3 1 _SL3 Auxiliary fuel tank level sensor 3 8
11-30

INIT. DESCRIPTION Part Column Term.boards
_SP2 Trailer brake pressure switch 3 5 XS0 Trailer connecting term. board (7-pin socket)
_SP3 Gearbox oil intake vacuum switch 3 4 XS1 Front wiring line terminal board
_SP4 Engine oil pressure switch 3 4 XS2 Rear wiring line terminal board
XS3 Platform wiring line terminal board
_SP5 Air intake circuit vacuum switch 3 4
XS7 Cab auxiliary socket terminal board
_SP8 Brake pump vacuum switch 2 2
_SQ4 Hand brake lever microswitch 3 7
_SQ6 Slow rear PTO microswitch 3 6
_SQ7 Fast rear PTO microswitch 3 6
_SQ8 Synchronized rear PTO microswitch 3 5
_SQ18 PTO clutch lever microswitch 1 3
_SQ19 Gearshift lever start enable microswitch 1 4
_SR1 Ground speed sensor 3 4
_SR5 Rear PTO RPM sensor 3 7
_ST6 Engine coolant temperature sensor 3 3
_ST7 Temperature sensor for fuel enrichment jet 2 1
_YA1 Fuel injection pump solenoid 2 2
_YA2 Enrichment jet solenoid valve 2 1
_YV3 Diff lock solenoid valve 2 3
_YV4 4WD solenoid valve 1 4
_YV10 Solenoid valve of A auxiliary control valve 1 5
_YV11 Solenoid valve of B auxiliary control valve 1 5
11-31

A.1-3 Wiring diagram
PART 1
GLOW PLUGS
INDICATOR LIGHT
DRIVING BEAMS
INDICATOR LIGHT
4WD
INDICATOR LIGHT
INDIPINDENT PTO
INDICATOR LIGHT
Fig.28-11
11-32
PART 2
Fig.29-11
RPM
METER
ALTERNATOR
INDICATOR LIGHT
11-33
DIFF LOCK
INDICATOR LIGHT
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+ 12 V
NAO POWER UNIT
1STTRAILER IND.LIGHT
2ND TRAILER IND.LIGHT
LH TURN INDICATOR
LIGHT
RH TURN INDICATOR
LIGHT
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SIDE LIGHT
INDICATOR LIGHT

PART 3
REAR LH TURN RH TURN 1ST 2ND RPM

4WD DIFF INDEP. DRIVING SIDE INDIC. INDIC. TRAIL. TRAIL. FROM ALTERN.
LOCK PTO BEAMS LIGHTS LIGHTS LIGHTS TURN TURN ALTERN. LIGHT
INDIC. INDIC.
GLOW PLUG
INDICATOR
LIGHT
Fig.30-11
11-34
Notes
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11-35
Notes
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11-36
CHAP.11
CONTENTS
A.2 Wiring
A.2-1 Location of connecting points .................................. 11-38

A.2-2 Battery-starter motor line......................................... 11-39
A.2-3 Front engine line...................................................... 11-45
A.2-4 Dashboard line ........................................................ 11-67
A.2-5 Platform line ............................................................ 11-79
A.2-6 Rear line ................................................................. 11-87
A.2-7 Front headlight extension line .................................. 11-95
11-37

A.2-1 Location of connecting
points
Fig.31-11 illustrates the points where the various wiring
lines installed in the Speedfive version of the Series
F footstep tractors connect to each other.
a c
B28
H3
B16
B17
b
XS1
XS2
XS3
a - Front line / dashboard line junction (B16/B17)

b - Dashboard line / front line junction (XS1)
Dashboard line / rear line junction (XS2)
Dashboard line / platform line junction (XS3)
c - Front line / headlight line junction (B28-H3) Fig.31-11
11-38
CHAP. 11
CONTENTS
A.2 Wiring
A.2-2 Battery-starter motor line
A.2-2.1 General description .............................................. 11-40

A.2-2.2 Wiring .................................................................. 11-41
A.2-2.3 Connector locations ............................................. 11-42
A.2-2.4 Connector identification........................................ 11-43
11-39
A.2-2 - Battery-starter motor line

A.2-2.1 General description
3A-1 General description

This line is very important since it influences the
operation of the electrical system of the entire tractor.
It connects the positive pole of the battery with the M1
starter motor (_M1 Fig.32-11), thus allowing the entire
electrical system to be powered. The ignition switch is
in fact connected to the battery.
The front fuse box is connected via the positive post
of the battery (Fig.33-11). These fuses protect the
whole electric system of the tractor from short-circui-
ts and excessive power draw.
The positive post of the battery is also connected to
the power fuse (_FU5) that protects the pre-heating Fig.32-11
relay (_K16) from short-circuits (Fig.34-11).
The battery (_GB1) is positioned in the front part,
between radiator and headlights (Fig.35-11).
CAUTION: Always mind all instruction relati-

ve to safety!
WARNING: Disconnect the ground cable (-)

of the battery.
Fig.33-11
_K16
_FU5
_GB1
Fig.34-11 Fig.35-11
11-40

A.2-2.2 Wiring
_FU2 _FU4 A6
_FU1 _FU3
Z - Front fuse box

Y - Insulating cap
X - Tweezers to pull out fuses
_FU1 - 70 Amp fuse A5
_FU2 - 60 Amp fuse
_FU3 - 60 Amp fuse
_FU4 - 60 Amp fuse
A5 - Eyelet for battery positive post Y
A6 - Starter motor connection terminal
Fig.36-11
11-41

A.2-2.3 Connector locations
A1
Z
_GB1 A6 _M1
_GB1 - Battery
_M1 - Starter motor
A5 - Eyelet for battery positive post
Z - Front fuse box Fig.37-11
The front fuse box (Z) is located before the battery

(_GB1).
It contains four fuses that have the important function

to protect the whole electric system of the tractor from Z
short-circuits and excessive power draw.
Before replacing these fuses, the cause of the fault
must be identified and eliminated. (Fig.38-11)
_GB1
Fig.38-11
11-42

A.2-2.4 Connector identification
TERMINAL (A6) FOR CONNECTION TO STARTER MOTOR
A6
Terminal Colour of wire To connector
or component
A6 N _M1
_M1
Fig.39-11
The connection between the eyelet (A5) and the batte-

ry positive terminal allows the rest of the tractor's electri-
cal system to be powered.
A5
Fig.40-11
11-43
Notes
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11-44
CHAP. 11
A - Series F Speedfive footstep version
CONTENTS
A.2 Wiring
A.2-3 Engine front line
A.2-3.1 General description ........................................... 11-46
TRACTORS WITH 3-CYLINDER ENGINE

A.2-3.2 Wiring ................................................................ 11-47
A.2-3.3 Connector locations .......................................... 11-48
A.2-3.4 Connector identification .................................... 11-49

A.2-3.5 Wiring ................................................................ 11-57
A.2-3.6 Connector locations .......................................... 11-58
A.2-3.7 Connector identification .................................... 11-59
11-45
A.2-3 - Engine front line

The front line installed in Series F Speedfive tractors
powers the components (e.g.: the horn and starter
motor), the sensors (e.g.: engine oil pressure), the al-
ternator (Fig.41-11), etc.
The four main fuses (_FU1 _FU2 _FU3 _FU4 Fig.42-
11) connected to this line through the connectors (B16
and B17) protect the whole electric system of the
tractor from short-circuits and excessive power draw
The front line is connected on the one side to the bat-

tery line via connection to the main fuse box (Fig.42-
11), and on the other side with the dashboard line via
the connection between terminal board (XS1 Fig.43-
11), located just under the dashboard cover, between Fig.41-11
engine and platform.
The headlight extension line is also connected to the

front line, via the connectors (B28 and H3)(Fig.44-11),
located under the bonnet.
_FU3 _FU1
_FU2
B17
B16 _FU4
Fig.42-11
XS1
H3
B28
Fig.43-11 Fig.44-11
11-46

A.2-3.2 - Wiring (version with 3-cylinder engine)
XS1 B1 B2 B3 B28 B4 B5 B6 B7 B8 B9 B10 B11
B25
B26 B27
B12
B22
B1 - Faston terminals for revolving beacon

B2 - Connector for side lights and turn indicators
B3 - Connector for sidelight and turn indicators
B4 - Connector for fuel pump
B5 - Glow plug terminal
B6 - Connector for engine coolant temperature sensor
B7 - Connector for A/C compressor
B8 - Connector for A/C pressure switch
B9 - Alternator terminal
B11 - Alternator terminal B24 B23 B21 B20 B19 B18
B12 - Connector for gearbox oil pressure switch
B13 - Faston terminals for horn B13
B14 - Loop terminal
B15 - Connector for glow plug relay (_K16)
B16 - Connector for front fuses
B18 - Faston terminals for air filter sensor
B19 - Connector for rich mixture jet temperature sensor B14
B20 - Connector for engine oil pressure switch
B21 - Terminal for fuel injection pump solenoid valve
B22 - Starter motor terminal
B23 - Connector for gearbox oil intake vacuum switch
B24 - Grounding eyelet _FU5
B25/B27 - Junction
B28 - Connector for headlights
_FU5 - Fuse to protect the glow plug relay
XS1 - Terminal board for front line/dashboard connection
B17 B16 _K16 B15
Fig.45-11
11-47

A.2-3.3 - Connector locations
B6 B5 B28 B4 XS1 B2
B13 - Faston terminals for horn
B14 - Loop terminal
B16 - Connector for front fuses TO RH SIDE
B3
B1
B8 B7 B9 B10 B11 B18
TO LH SIDE
B12
TO RH SIDE
B13 B19 B21 B20 B24 B22 B23

Fig.46-11
B14
_FU5 B3 - Connector for sidelight and turn indicators
B15 B6 - Connector for engine coolant temperature sensor
B19 - Connector for rich mixture jet temperature sensor
B16 B22 - Starter motor terminal
B24 - Grounding eyelet
B17 B28 - Connector for headlights
Fig.47-11
11-48

(VERSION WITH 3-CYLINDER ENGINE)
FASTON TERMINALS (B1) FOR REVOLVING BEACON
Terminal Colour of wire To connector Terminal

or component
1 GV XS1 22
2 B B24 (ground)
Fig.48-11
CONNECTOR (B2) FOR SIDE LIGHTS AND

TURN INDICATORS

or component
1 M XS1 19
2 V XS1 18
3 B B24 (ground)
Fig.49-11

TURN INDICATORS

or component
1 N XS1 21
2 G XS1 20
3 B B24 (ground)
Fig.50-11
CONNECTOR (B4) FOR FUEL PUMP

or component
1 CN B27 (soldering)
2 B B24 (ground)
Fig.51-11
11-49

TERMINAL (B5) FOR GLOW PLUGS

or component
1 GN B15 5
Fig.52-11
CONNECTOR (B6) FOR ENGINE COOLANT TEMPERATURE

SENSOR

or component
1 VB XS1 3
Fig.53-11
CONNECTOR (B7) FOR A/C COMPRESSOR

or component
1 ZB XS1 13
Fig.54-11
CONNECTOR (B8) FOR A/C PRESSURE SWITCH

or component
1 GM XS1 17
2 B B24 (ground)
Fig.55-11
11-50

TERMINAL (B9) FOR ALTERNATOR

or component
1 N B17 B
Fig.56-11

or component
1 HM XS1 11
Fig.57-11

or component
1 GR XS1 12
Fig.58-11
CONNECTOR (B12) FOR GEARBOX OIL PRESSURE SWITCH

or component
1 ZN XS1 10
Fig.59-11
11-51

FASTON TERMINAL (B13) FOR HORN

or component
1 Z XS1 14
2 B B24 (ground)
Fig.60-11
TERMINAL (B14)

or component
1 BN-BN XS1-XS1 23-25
Fig.61-11
CONNECTOR (15) FOR GLOW PLUG RELAY (_K16)

or component
1 B B24 (ground)
2 N XS1 6
3 GR _FU5
4 (not used)
5 GN B5 1
Fig.62-11
CONNECTOR (B16) FOR FRONT FUSES

or component
A L-LN-LN XS1-XS1-XS1 31-33-34

B M-M-M XS1-XS1-XS1 9-26-27
Fig.63-11
11-52


or component
A R-R-R XS1-XS1-XS1 4-28-32

B N B9 1
Fig.64-11
FASTON TERMINALS (B18) FOR AIR FILTER SENSOR

or component
1 LG XS1 8
2 B B24 (ground)
Fig.65-11
TERMINAL (B19) FOR RICH MIXTURE CONTROL SENSOR

or component
CONNECTOR (B20) FOR ENGINE OIL PRESSURE Fig.66-11

SWITCH

or component
1 RV XS1 5
Fig.67-11
11-53

TERMINAL (B21) FOR SOLENOID VALVE OF FUEL
INJECTION PUMP

or component
2 B B24 (ground)
Fig.68-11
TERMINAL (B22) FOR STARTER MOTOR

or component
1 L-L XS1-XS1 1-2
Fig.69-11
CONNECTOR (B23) FOR VACUUM SWITCH OF GEARBOX OIL

INTAKE

or component
1 ZH XS1 24
2 B B24 (ground)
Fig.70-11
GROUNDING EYELET (B24)
Fig.72-11
Fig.71-11
11-54

CONNECTOR (B28) FOR HEADLIGHT LINE

or component
1A V B25 (soldering)
1B VN B25 (soldering)
1C B B24 (ground)
2-A HN B26 (soldering)
2B H B26 (soldering)
2C B B24 (ground)
Fig.73-11
TERMINAL BOARD (XS1) FOR CONNECTION BETWE-

EN FRONT LINE AND DASHBOARD LINE

or component
1 L B22 1
2 L B22 1
3 VB B6 1
4 R B17 A
5 RV B20 1
6 N B15 2
8 LG B18 1
9 M B16 B
10 ZN B12 1
11 M B10 1
12 GR B11 1
13 ZB B7 1
14 Z B13 1
15 V B25 (soldering)
16 H B26 (soldering)
17 GM B8 1
18 V B2 2
19 M B2 1
20 G B3 2
21 N B3 1
22 GV B1 1
23 BN B14 1
24 ZH B23 1
25 BN B14 1
26 M B16 B
27 M B16 B
28 R B17 A
29 (not used)
30 (not used)
31 L B16 A
32 R B17 A
33 LN B16 A
34 LN B16 A
Fig.74-11
11-55
Notes
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11-56

A.2-3.5 - Wiring (version with 4-cylinder engine)
XS1 B1 B2 B3 B28 B4 B5 B6 B7 B8 B9 B10 B11
B25
B26 B27
B12
B22

B3 - Connector for sidelight and turn indicators B19
B18 B13
B11 - Alternator terminal B24 B23 B21 B20
B14 - Loop terminal
B14
B19 - Connector for rich mixture jet temperature sensor _FU5
B25/B27 - Junction
B17 B16 _K16 B15
Fig.75-11
11-57

B6 B5 B28 B4 XS1 B2
B14 - Loop terminal
B16 - Connector for front fuses TO RH SIDE
B3
B1
B8 B7 B9 B10 B11 B18
TO LH SIDE
B12
TO RH SIDE
B13 B19 B21 B20 B24 B22 B23

Fig.76-11
B14
Fig.77-11
11-58


or component
1 GV XS1 22
2 B B24 (ground)
Fig.78-11

TURN INDICATORS

or component
1 M XS1 19
2 V XS1 18
3 B B24 (ground)
Fig.79-11

TURN INDICATORS

or component
1 N XS1 21
2 G XS1 20
3 B B24 (ground)
Fig.80-11
TERMINALS (B4) FOR A/C PUMP CONNECTION

or component
2 B B24 (ground)
Fig.81-11
11-59

CONNECTOR (B5) FOR GLOW PLUGS

or component
1 GN B15 5
Fig.82-11
CONNECTOR (B6) FOR ENGINE COOLANT TEMPERA-

TURE SENSOR

or component
1 VB XS1 3
Fig.83-11

or component
1 ZB XS1 13
Fig.84-11

or component
1 GM XS1 17
2 B B24 (ground)
Fig.85-11
11-60


or component
1 N B17 B
Fig.86-11

or component
1 HM XS1 11
Fig.87-11

or component
1 GR XS1 12
Fig.88-11
CONNECTOR (B12) FOR GEARBOX OIL PRESSURE

SWITCH

or component
1 ZN XS1 10
Fig.89-11
11-61

FASTON TERMINALS (B13) FOR HORN

or component
1 Z XS1 14
2 B B24 (ground)
Fig.90-11
TERMINALS (B14)

or component
1 BN-BN XS1-XS1 23-25
Fig.91-11
CONNECTOR (B15) FOR GLOW PLUG RELAY (_K16)

or component
1 B B24 (ground)
2 N XS1 6
3 GR _FU15
4 (not used)
5 GN B5 1
Fig.92-11

or component
A N-N-L XS1-XS1-XS1 33-34-31

B M-M-M XS1-XS1-XS1 9-27-26
Fig.93-11
11-62


or component
A R-R-R XS1-XS1-XS1 28-32-4

B N B9 1
Fig.94-11

or component
1 LG XS1 8
2 B B24 (ground)
Fig.95-11
TERMINAL (B19) FOR RICH MIXTURE TEMPERATURE

SENSOR

or component
Fig.96-11
CONNECTOR (B20) FOR ENGINE OIL PRESSURE

SWITCH

or component
1 RV XS1 5
Fig.97-11
11-63

TERMINAL (B21) FOR FUEL INJECTION PUMP SOLE-
NOID VALVE

or component
Fig.98-11

or component
1 L-L XS1-XS1 1-2
Fig.99-11
CONNECTOR (B23) FOR VACUUM SWITCH OF GEAR-

BOX OIL INTAKE

or component
1 ZH XS1 24
2 B B24 (ground)
Fig.100-11
Fig.101-11 Fig.102-11
11-64


or component
1C B B24 (ground)
2A HN B26 (soldering)
2C B B24 (ground)
Fig.103-11
TERMINAL BOARD (XS1) FOR CONNECTION BETWE-

EN FRONT LINE AND DASHBOARD LINE

or component
1 L B22 1
2 L B22 1
3 VB B6 1
4 R B17 A
5 RV B20 1
6 N B15 2
8 LG B18 1
9 M B16 B
10 ZN B12 1
11 M B10 1
12 GR B11 1
13 ZB B7 1
14 Z B13 1
17 GM B8 1
18 V B2 2
19 M B2 1
20 G B3 2
21 N B3 1
22 GV B1 1
23 BN B14 1
24 ZH B23 1
25 BN B14 1
26 M B16 B
27 M B16 B
28 R B17 A
29 (not used)
30 (not used)
31 L B16 A
32 R B17 A
33 N B16 A
34 N B16 A
Fig.104-11
11-65
Notes
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11-66
CHAP. 11
CONTENTS
A.2 Wiring
A.2-4 Dashboard line

A.2-4.2 Wiring .................................................................. 11-69
11-67
A.2-4 - Dashboard line

The dashboard line powers the controls in front of the
operator’s seat (Fig.105-11), e.g. headlight control
switch, light switch lever, etc., and provides the con-
nection to the protection fuses of the whole tractor
(Fig.106-11).
The dashboard line is connected to the engine front
line by the connection between the terminal board
(XS1), to the rear line by the connection between the
terminal board (XS2) and to the platform line by the
connection between the terminal boards (XS3)
(Fig.107-11), located in each wiring line.
Fig.105-11
Fig.106-11
XS1
XS2
XS3
Fig.107-11
11-68

A.2-4.2 - Wiring
C1 - Connector for instrument

_HA2 C11 C10 C2 - Connector for instrument
C3 - Faston terminals for ignition switch
C4 - Connector for brake oil pressure sensor
C5 - Connector for revolving beacon
C6 - Connector for field light switch
C7 - Connector for emergency switch
C8 - Connector for light switch
C10 - Grounding eyelet
C11 - Connector for blinkers
C12/C18 - Junctions
FUSEBOX (B) AND MAIN RELAY
_HA2 - Connector for horn (alarm buzzer)
HOLDER XS1 - Terminal board for front line/dashboard connection
XS2 - Terminal board for rear line/dashboard connection
XS3 - Terminal board for platform line/dashboard connection
C9
C7
C8 C17
C18 C6
C14 C15
C5
XS2
C12 C13 C16
C3
C4
XS3
C1 C2
XS1
Fig.108-11
11-69

C10 _HA2 XS3 XS1 XS2 C7 C5 C6
C11 C9 C1 C2 C3 C4
C1 - Connector to the instrument

C4 - Connector to brake oil pressure sensor
C5 - Connector to revolving beacon switch
C6 - Connector to field light switch
C7 - Connector to emergency switch
C9 - Connector to light switch
C10 - Eyelet for ground connection
C11 - Connector to blinkers
_HA2 - Connector to horn (alarm buzzer)
XS1 - Terminal board for connection to front line/dashboard
XS2 - Terminal board for connection to rear line/dashboard
XS3 - Terminal board for connection to platform line/dashboard
Fig.109-11
11-70

CONNECTOR (C1) TO THE INSTRUMENT

or component
1 RN C13 (soldering)
2 ZN XS2 13
3 RV XS1 5
4 ZL XS3 32
5 (not used)
6 (not used)
7 LG XS1 8
8 R _F5
9 ZH XS1 24
10 SV XS3 5
11 BR _K8
12 (not used)
13 (not used)
14 B C19 (soldering)
15 LV XS2 21
16 VB _K15
17 (not used)
18 (not used)
19 BN XS2 12
20 (not used)
21 V _K9
22 HG C15 (soldering)
23 G C18 (soldering)
24 V C17 (soldering)
25 GN C11 5
26 GV C11 2
Fig.110-11
FASTON TERMINALS (C3) FOR IGNITION SWITCH

or component
1 R XS1 4
2 M C16 (soldering)
3 N-N C2-XS1 17-6
4 L _F20
Fig.111-11
11-71


or component
1 GR XS1 12
2 CN XS2 16
3 SN XS2 15
4 (not used)
5 (not used)
6 (not used)
8 (not used)
9 HB _HA2
10 HM _F16
11 (not used)
12 (not used)
13 R _F5
14 SG XS3 11
15 HV XS2 5
16 HL XS2 3
17 N C3 3
18 (not used)
20 (not used)
21 VB XS1 3
22 S XS3 12
23 (not used)
24 (not used)
25 (not used)
26 (not used)
Fig.112-11
CONNECTOR (C4) TO BRAKE OIL PRESSURE SENSOR

or component
1 M _K14
2 GL _K14
Fig.113-11
11-72

CONNECTOR (C5) TO REVOLVING BEACON SWITCH

or component
1 (not used)
2 R _F27
3 GV XS1 22
4 (not used)
5 (not used)
6 (not used)
7 B C19 (soldering)
9 (not used)
10 (not used)
Fig.114-11
CONNECTOR (C6) TO FIELD LIGHT SWITCH

or component
1 (not used)
2 H _F21
3 HN XS1 22
4 (non utilizzato9
5 (not used)
6 (not used)
7 B C19 (soldering)
9 (not used)
10 (not used)
Fig.115-11
CONNECTOR (C7) TO EMERGENCY SWITCH

or component
1 M _K3
2 BR _F12
3 R _F36
4 (not used)
5 MB C11 4
6 G C18 (soldering)
7 (not used)
8 B C19 (soldering)
9 V C17 (soldering)
Fig.116-11
11-73

CONNECTOR (C8) TO LIGHT SWITCH
or component
1 R _F27
2 GV _K9
3 G-G-G-G XS2-XS3-XS1-C18 (soldering) 6-1-20
4 N _F13
5 MB C11 4
6 V-V-V-V XS2-XS3-XS1-C18 (soldering) 8-2-18
7 HR _K10
8 Z XS1 14
9 R _F15
10 RN _F39 Fig.117-11
11 B C10 (ground)

or component
1 GR XS3 8
2 RV XS3 7
Fig.118-11
EYELET (C10) FOR GROUND CONNECTION
Fig.119-11 Fig.120-11
CONNECTOR (C11) TO BLINKERS

or component
1 B C10 (ground)
2 GV C1 26
3 (not used)
4 MB-MB C8-C7 5-5
5 GN C1 25
6 BR _F12
Fig.121-11
11-74

CONNECTOR (_HA2) TO HORN (ALARM BUZZER)

or component
- HB C2 9
+ RN _F4
Fig.122-11
TERMINAL BOARD (XS1) FOR CONNECTION OF FRONT

LINE/DASHBOARD LINE

or component
1 L _K1
2 L _K1
3 VB C2 21
4 R C3 1
5 RV C1 3
6 N C3 3
7 CN _F6
8 LG C1 7
9 M _K3
10 (not used)
11 HM _F16
12 GR C2 1
13 (not used)
14 Z C8 8
15 V _K9
16 H _K10
17 (not used)
18 V C8 6
19 M C14 (soldering)
20 G C8 3
21 N C15 (soldering)
22 GV C5 3
23 (not used)
24 ZH C1 9
25 (not used)
27 M _K11
28 R _K2
29 (not used)
30 (not used)
31 L _K4GL
32 R _K2
33 LN _F27
34 LN _F28
Fig.123-11
11-75

TERMINAL BOARD (XS2) FOR CONNECTION OF REAR
LINE/DASHBOARD LINE

or component
1 BR _K8
2 GL XS3 6
3 HL C2 16
4 B C10 (ground)
5 HV C2 15
6 G C8 3
7 M C14 (soldering)
8 V C8 6
9 (not used)
11 R _F8
12 BN C1 19
13 ZN C1 2
14 (soldering)
15 SN C2 3
16 CN C2 2
17 BV _K1
18 VN _K15
19 GM _K15
20 NR F2
21 LV C1 15
22 AV XS3 21
23 GN XS3 22
24 (not used)
25 (not used)
26 (not used)
27 (not used)
28 (not used)
29 (not used)
30 (not used)
31 (not used)
32 (not used)
33 (not used) Fig.124-11
34 (not used)
11-76

TERMINAL BOARD (XS3) FOR CONNECTION OF
PLATFORM LINE/DASHBOARD LINE

or component
1 G C8 3
2 V C8 6
3 N C15 (soldering)
4 (not used)
5 SV C1 10
6 GL XS2 2
7 RV C9 2
8 GR C9 1
9 (not used)
10 HN C6 3
11 SG C2 14
12 S C2 22
13 HM _F16
14 RN _F17
15 BR _K8
16 SN _F18
17 HR _F7
18 (not used)
19 MR _F40
20 R _F8
21 AV XS2 22
22 GN XS2 23
23 AN _F28
24 (not used)
25 (not used)
26 B C10 (ground)
27 (not used)
29 (not used)
30 (not used)
31 R _F23
32 ZL C1 4
34 (not used)
11-77
Notes
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11-78
CHAP. 11
CONTENTS
A.2 Wiring
A.2-5 Platform line

A.2-5.2 Wiring .................................................................. 11-81
11-79
A.2-5 - Platform line

The platform line is connected to the line of controls
installed on the right-hand side of the platform, e.g.
switches and buttons to engage/disengage the 4WD
and the differential lock (Fig.126-11). It is also con-
nected to the rear field lights and to the auxiliary power
socket.
It is also connected to the dashboard line via terminal
boards (XS3)(Fig.127-11), installed in each wiring line.
Fig.126-11
XS3
Fig.127-11
11-80

A.2-5.2 - Wiring
E1 E2 E3 E4
E5
E6
XS3 E17 E16 E15 E14 E10
E7
E8
E9
E1 - Connector for brake oil level sensor
E2 - Connector (not used)
E3 - Connector for differential lock button
E13 E4 - Connector for 4WD engagement/disengagement switch
E5 - Connector for contro button of auxiliary control valves (A-B)
E6 - Connector for rh rear field light
E11 E7 - Connector for rh rear field light
E8 - Terminal for field light
E9 - Faston terminals for auxiliary power socket in cab
E10 - Connector for licence plate light
E11 - Connector for fuel level sensor
E12 - Connector for lh rear field light
E12 E13 - Connector for lh rear field light
E14/E17 - Junctions
Fig.128-11
11-81

E3 E4
E2 E5
E7 E6 E9 E8 E10
E11
E12
E1
E13
XS3
Fig.129-11
11-82

TERMINALS (E1) FOR BRAKE OIL LEVEL
SENSOR

or component
1 B E15 (soldering)
2 ZL XS3 32
Fig.130-11
CONNECTOR (E2) (NOT USED)

or component
1 M E16 (soldering)
2 B E15 (soldering)
3 RN XS3 14
4 HM XS3 13
Fig.131-11
CONNECTOR (E3) FOR DIFFERENTIAL LOCK
BUTTON

or component
1 (not used)
2 BR XS3 15
3 MV XS3 16
4 (not used)
5 (not used)
6 (not used)
7 B E15 (soldering)
8 M E16 (soldering)
10 (not used)
CONNECTOR (E4) FOR 4WD
ENGAGEMENT / DISENGAGEMENT

or component
1 GL XS3 6
2 HR XS3 17
3 SV XS3 5
4 (not used)
5 (not used)
6 (not used)
7 B E15 (soldering)
8 M E16 (soldering)
10 (not used)
11-83

CONNECTOR (E5) FOR CONTROL BUTTON OF
AUXILIARY CONTROL VALVES (A-B)
or component
1 GN XS3 22
2 MR XS3 19
3 AV XS3 21
4 (not used)
5 (not used)
6 (not used)
7 B E15 (soldering)
8 M E16 (soldering) Fig.134-11
9 (not used)
10 (not used)
CONNECTOR (E6) FOR RH REAR LIGHT

or component
1 B-B E7-E15 (soldering) 1

2 V XS3 2
3 R E14 (soldering)
4 M E16 (soldering)
Fig.135-11

or component
1 B E6 1
2 RV XS3 7
Fig.136-11
TERMINALS (E8) FOR FIELD LIGHT

or component
1 HN XS3 10
2 B E15 (soldering)
Fig.137-11
11-84

FASTON TERMINALS (E9) FOR AUXILIARY
POWER SOCKET IN THE CAB

or component
1 R XS3 31
2 B E15 (soldering)
3 AN XS3 23
Fig.138-11
CONNECTOR (E10) FOR LICENCE PLATE LIGHT

or component
1 N E17 (soldering)
2 B E15 (soldering)
Fig.139-11
CONNECTOR (E11) FOR FUEL LEVEL SENSOR

or component
1 SG XS3 11
2 S XS3 12
3 B E15 (soldering)
Fig.140-11
CONNECTOR (E12) FOR LH REAR LIGHT

or component

2 G XS3 1
3 R E14 (soldering)
4 N E17 (soldering)
Fig.141-11
11-85


or component
1 B E12 1
2 GR XS3 8
Fig.142-11
TERMINAL BOARD (XS3) TO CONNECT


or component
1 G E12 2
2 V E6 2
3 N E17 (soldering)
4 (not used)
5 SV E4 3
6 GL E4 1
7 RV E7 2
8 GR E13 2
9 (not used)
10 HN E8 1
11 SG E11 1
12 S E11 2
13 HM E2 4
14 RN E2 3
15 BR E3 2
16 MV E3 3
17 HR E4 2
18 (not used)
19 MR E5 2
20 R E14 (soldering)
21 AV E5 3
22 GN E5 1
23 AN E9 3
24 (not used)
25 (not used)
26 B E15 (soldering)
27 (not used)
28 M E16 (soldering)
29 (not used)
30 (not used)
31 R E9 1
32 ZL E1 2
33 (not used)
11-86
CHAP. 11
CONTENTS
A.2 Wiring
A.2-6 Rear line

A.2-6.2 Wiring .................................................................. 11-89
11-87
A.2-6 - Rear line

The rear line powers all components on the
transmission housing and on the control valve
blocks, e.g. the rear PTO RPM sensor (_SR5
Fig.144-11) and the solenoid valves on the servo-
clutch control valve (8 Fig.145-11), to control users
such as differential lock and four-wheel drive.
The rear line is connected to the dashboard line via
the connection between terminal boards (XS2
Fig.146-11). _SR5
Fig.144-11
Fig.145-11
XS2
Fig.146-11
11-88
A.2-5 - Rear line

A.2-6.2 - Wiring
P1 - Connector for ground speed sensor

P2 - Terminal for proportional rear PTO microswitch P4 P5 P6
P3 - Terminal for independent rear PTO microswitch
P4 - Connector for parking brake hand lever microswitch P3
P5 - Connector for rear PTO RPM sensor
P6 - Connector of solenoid valve (_YV11) of B auxiliary control valve
P7 - Connector of solenoid valve (_YV10) of A auxiliary control valve
P8 - Connector for fast rear PTO microswitch
P9 - Connector for slow rear PTO microswitch P2
P10 - Connector for trailer brake pressure switch
P11 - Connector for starting enable microswitch
P12 - Connector for 4WD solenoid valve P7
P13 - Connector for differential lock solenoid valve
P14 - Junction
P15 - Junction
XS0 - Terminal board for trailer power socket connection
P1
P8
XS2 P14 P15 P9
P13 P12 P11 P10 XS0
Fig.147-11
11-89
A.2-6 - Rear line


P2 - Terminal for proportional rear PTO microswitch
P3 - Terminal for independent rear PTO microswitch
P8 - Connector for fast rear PTO microswitch TO LH SIDE
P9 - Connector for slow rear PTO microswitch
P12 - Connector for 4WD solenoid valve
P13 XS2 P13 - Connector for differential lock solenoid valve
P4
P5
TO RH SIDE
P12
P11
XS0
P1 P7 P6
Fig.149-11
P10
P4 - Connector for parking brake hand lever microswitch
Fig.148-11 P2 P3 P9 P8
11-90
A.2-6 - Rear line

CONNECTOR (P1) FOR GROUND SPEED SENSOR

or component
1 SN XS2 15
2 B P14 (soldering)
Fig.150-11
TERMINALS (P2) FOR PROPORTIONAL REAR PTO

MICROSWITCH

or component
1 LV XS2 21
2 B P14 (soldering)
Fig.151-11
TERMINALS (P3) FOR INDEPENDENT REAR PTO

MICROSWITCH

or component
1 NR XS2 20
2 GM XS2 19
Fig.152-11
CONNECTOR (P4) FOR PARKING BRAKE LEVER

MICROSWITCH

or component
1 B P14 (soldering)
2 ZN XS2 13
Fig.153-11
11-91
A.2-6 - Rear line

CONNECTOR (P5) FOR REAR PTO RPM SENSOR

or component
1 B P14 (soldering)
2 CN XS2 16
Fig.154-11
CONNECTOR (P6) FOR SOLENOID VALVE (_YV11)

OF AUXILIARY CONTROL VALVE B

or component
1 GN XS2 23
2 B P14 (soldering)
Fig.155-11

OF AUXILIARY CONTROL VALVE A

or component
1 AV XS2 22
2 B P14 (soldering)
Fig.156-11
CONNECTOR (P8) FOR FAST REAR PTO MICROSWITCH

or component
1 B P14 (soldering)
2 HL XS2 3
Fig.157-11
11-92
A.2-6 - Rear line

CONNECTOR (P9) FOR SLOW REAR PTO
MICROSWITCH

or component
1 B P14 (soldering)
2 HV XS2 5
Fig.158-11
CONNECTOR (P1O) FOR TRAILER BRAKE PRESSURE

SWITCH

or component
1 BN XS2 12
2 B P14 (soldering)
Fig.159-11
CONNECTOR (P11) FOR START ENABLE

MICROSWITCH

or component
1 BV XS2 17
2 VN XS2 18
Fig.160-11
CONNECTOR (P12) FOR 4WD SOLENOID VALVE

or component
1 GL XS2 2
2 B P14 (soldering)
Fig.161-11
11-93
A.2-6 - Rear line

CONNECTOR (P13) FOR DIFF LOCK SOLENOID
VALVE

or component
1 BR XS2 1
2 B P14 (soldering)
Fig.162-11
TERMINAL BOARD (XS0) FOR CONNECTION TO
TRAILER POWER SOCKET

or component
1A G XS2 6
1B V XS2 8
1C M XS2 7
2A N XS2 10
2B R XS2 11
2C B P14 (soldering)
TERMINAL BOARD (XS2) FOR CONNECTION TO REAR LINE/ Fig.163-11

DASHBOARD LINE

or component
1 BR P13 1
2 GL P12 1
3 HL P8 2
4 B P14 (soldering)
5 HV P9 2
6 G XS0 1A
7 M XS0 1C
8 V XS0 1B
9 (not used)
10 N XS0 2A
11 R XS0 2B
12 BN P10 1
13 ZN P4 2
14 (not used)
15 SN P1 1
16 CN P5 2
17 BV P11 1
18 VN P11 2
19 GM P3 2
20 NR P3 1
21 LV P2 1
22 AV P7 1
Fig.164-11
23 GN P6 1
11-94
CHAP. 11
CONTENTS
A.2 Wiring
A.2-7 Headlight extension line

A.2-7.2 Wiring .................................................................. 11-97
11-95
A.2-7 - Headlight extension line

The headlight extension line powers the relative
lamps on the front of the bonnet (Fig.165-11).
The headlight extension line is connected to the
engine front line by means of the connectors (H3
and B28)(Fig.166-11).
Fig.165-11
H3
B28
Fig.166-11
11-96

A.2-7.2 Wiring
H1
H3
H1 - Connector for left-hand headlight H2

H2 - Connector for right-hand headlight
H3 - Connector to the front line
Fig.167-11
H3
H2
H1
Fig.168-11
11-97

CONNECTOR (H1) TO LEFT-HAND HEADLIGHT

or component
1 B H3 2C
2 H H3 2B
3 V H3 1A
Fig.169-11
CONNECTOR (H2) TO RIGHT-HAND HEADLIGHT

or component
1 B H3 1C
2 HN H3 2A
3 VN H3 1B
Fig.170-11
CONNECTOR (H3) TO FRONT LINE

or component
1A V H1 3
1B VN H2 3
1C B H2 1
2A HN H2 2
2B H H1 2
2C B H1 1
Fig.171-11
11-98
Notes
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11-99
Notes
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11-100
CHAP.11
CONTENTS
B.1 Technical specifications
B.1-1 Main technical specifications................................. 11-102

B.1-2 Relays and fuse boxes .......................................... 11-103
B.1-3 Main wiring diagram .............................................. 11-106
11-101

B.1-1 Main technical specifications
Battery
Type “Maintenance-free”
Starting surge when cold at -18°C in 30 sec. 450 A
Capacity for 20 hours 100 Ah
Alternator
Manufacturer Ix
Type Threephase
Voltage 14 V
Current 65 A
Starter motor
Manufacturer Dsx
Type Solenoidal
Maximum power 2.8 kW
Type of engagement Automatic pinion engagement
by electromagnet
Solenoid valves
Manufacturer Cx
Type On/Off
Voltage 12 V
Resistance at 20°C 6.85 Ω ±5%
Type Proportional
Voltage 12 V
Sensors
Manufacturer Jx/Stx
Type Inductive
Manufacturer Hx
Type with Hall effect
Electronic control unit
Manufacturer Srx-Dx
Instrument
Manufacturer Dgx
11-102

B.1-2 Relays and fuse boxes
The electrical system of Series F tractors is protected
against short-circuits and excessive power draw by
fuses. The number of fuses installed in the electrical
system depends on the components and functions that
need protecting.
The fuses are installed in two dedicated boxes:
Z - front fuse box (Fig.172-11) installed at the

front, near the battery that powers the system; a
further fuse to protect the pre-heating relay is
located near this fuse box;
B - main fuse box (Fig.174-11), installed on the Z

left-hand side of the dashboard cover. Fig.172-11
NOTE: before changing a fuse with another of an

equivalent type, first find out what caused the fault
and repair it.
There are 11 relays installed in Series F Speedfive

tractors; 10 are installed in fuse box (B), just under the
protection fuses (Fig.174-11), and 1 is installed in
the front, near fuse box (Z) (Fig.173-11).
Fig.173-11 Fig.174-11
11-103

Z - FRONT FUSE BOX (FIG.175-11)
The front fuses are installed in the battery-starter mo-
tor wiring. They are connected by means of the posi-
tive terminal (A1) to the battery (_GB1) on the one A1
side and on the other side, to the front engine line, by
means of connectors (B16 and B17) (Fig.175-11).
A further fuse (_FU5 Fig.177-11) is installed in the
front engine line to protect the glow plug pre-heating Z
system.
When the ignition key is turned to the 2nd position,
the power relay (_K16) is activated. It sends out a _GB1
signal for pre-heating of the plate contacting the glow
plugs. After 5 seconds in this position, the electrical
signal from the relay (_K16) is interrupted. The indi- B17
cator light (A Fig.176-11) on the instrument display
goes off and signals that the tractor engine may be B16
Fig.175-11
started.
_FU5
Fig.176-11 Fig.177-11
The front fuses have the following functions and am-

pere ratings: _FU3 _FU1
_FU1 Primary 70
_FU2 Alternator primary 60 _FU4 _FU2
_FU3 Primary 60
_FU4 Primary 60
_FU5 Glow plugs 50

Fig.178-11
11-104

B - MAIN FUSE BOX (FIG.179-11)
The main fuses are installed in the dashboard wiring

line and have the following functions and ampere ra-
tings:
FUSES
_F 1 Rear PTO 7,5
_F 2 Auxiliary relays 5
_F 3 Electronic gearbox control unit 5
_F 4 Instrument lighting + buzzer 5
_F 5 Instrument under key 5
_F 6 Fuel pump 7,5
_F 7 4WD solenoid valve 5
_F 8 Brake light switch 7,5
_F 9 Diff lock solenoid valve 7,5
_F 10 Dipped beams 15
_F 11 Driving beams 15
_F 12 Blinkers 10
_F 13 Lh sidelights 7,5
_F 14 Rh sidelights 7,5
_F 15 Light switch 10
_F 27 Horn + revolving beacon 15
_F 39 NAO kit positive 7,5
_F 20 Starter motor 15
_F 21 Rear field lights 7,5
_F 40 A-B auxiliary control valves 5
_F 17 Electronic power lift 5
_F 16 Electronic power lift (indicator D+) 5
_F 36 Emergency switch 10
_F 18 Diff lock and brake controls 15
Fig.179-11
RELAYS
_K16
_K 1 Immobiliser relay
_K 2 Gearbox plant + auxiliary socket relay
_K 3 Instrument, headlight, brake light relay
_K 4 Field light relay
_K 8 Differential lock relay
_K 9 Driving beam relay
_K 10 Dipped beam relay
_K 11 Headlight relay
_K 14 Diff lock release + rear light relay
_K15 Immobiliser relay for rear PTO engaged
_K16 Power relay (glow plug pre-heating) (Fig.180-11)

Fig.180-11
11-105

INIT. DESCRIPTION Part Column INIT. DESCRIPTION Part Column
_A01 Instrument 3 3 _FU3 Primary fuse 2 4

_B01 Alternator 2 1 _FU4 Primary fuse 3 2
_D01 Turn indicator blinker 2 5 _FU5 Glow plug fuse 1 6
_D02 Electronic gearbox control unit 4 1 _GB1 Battery 1 1
_D04 Resistance electronic circuit board 4 4 _HA1 Horn 3 2
_EH1 Thermostarter 1 6 _HA2 Alarmbuzzer 3 3
_EL2 Revolving beacon 3 2 _HL1 Rh front turn light indicator 2 6
_EL9 Lh external rear field light 3 2 _HL2 Rh rear turn light indicator 2 6
_EL13 License plate light 2 6 _HL3 Lh front turn light indicator 2 5
_EL14 Rh headlight 1 7 _HL4 Lh rear turn light indicator 2 5
_EL15 Lh headlight 1 7 _HL5 Rh front side light indicator 2 7
_F1 Rear PTO fuse 1 3 _HL6 Rh rear side light indicator 2 7
_F5 Instrument fuse under key 3 4 _HL7 Lh front side light indicator 2 7
_F6 Fuel pump fuse 2 2 _HL8 Lh rear side light indicator 2 6
_F7 4WD fuse 1 4 _HL9 Rh brake light indicator 2 4
_F8 Brake light indicator fuse 2 4 _HL10 Lh brake light indicator 2 4
_F9 Diff lock fuse 2 3 _HL11 Supplementary rh turn indicator (NAO) 2 5
_F10 Dipped beam fuse 1 7 _HL12 Supplementary lh turn indicator (NAO) 2 4
_F11 Driving beam fuse 1 7 _M1 Starter motor 1 6
_F12 Blinker fuse 2 5 _M10 Fuel pump 2 1
_F13 Side light fuse 2 7 _K1 Immobilizer relay 1-1 4-6
_F14 Side light fuse 2 7 _K2 Gearbox plant + auxiliary socket relay 1-3 2-3
_F15 Light switch fuse 2 7 _K3 Instrument, headlight, brake light relay 1-2 2-4
_F16 Electronic power lift fuse (pos. D+) 2 1 _K4 Field light relay 1-3 3-2
_F17 Electronic power lift fuse (pos. under key) 2 4 _K8 Diff lock relay 2-2 3-3
_F18 Diff lock and brake light control fuse 2 3 _K9 Driving beam relay 2-1 8-7
_F20 Starter motor fuse 1 6 _K10 Dipped beam relay 2-1 8-7
_F21 Rear field light fuse 3 2 _K11 Headlight relay 1-1 3-7
_F23 Auxiliary socket fuse (power, under key) 3 3 _K14 Diff lock release + brake light relay 2-2 3-3
_F27 Horn and revolving beacon fuse 3 2 _K15 Immobiliser relay for rear PTO engaged 1-1 3-4
_F28 Auxiliary socket fuse (power) 3 2 _K16 Glow plug relay 1-1 6-6
_F29 Electronic gearbox control unit fuse 4 1 _SA00 Main control ignition switch 1 2
_F34 Auxiliary user relay fuse 1 2 _SA01 Light switch 2-3 6-2
_F36 Emergency switch fuse 2 5 _SA02 Rear PTO mushroom-shaped switch 1 3
_F38 Instrument direct positive fuse 3 6 _SA03 Reverse shuttle switch 1-4 4-2
_F39 NAO plant positive fuse _SA07 Single rear field light switch 3 2
_F40 A-B auxiliary control valve fuse 1 5 _SA08 Revolving beacon switch 3 2
_FU1 Primary fuse 1 2 _SA09 Emergency switch 2 5
_FU2 Alternator primary fuse 2 1 _SA11 4WD engagement/disengagement switch 1 4
11-106

INIT. DESCRIPTION Part Column Term.boards
XS0 Trailer connecting term. board (7-pin socket)

_SB02 Powerfive button (gearshift lever) 4 4
XS1 Front wiring line terminal board
_SB03 Clutch button (gearshift lever) 4 3
XS2 Rear wiring line terminal board
_SB08 Diff lock button 2 3
XS3 Platform wiring line terminal board
_SB09 A-B auxiliary control valve button 1 5
XS4 Connector between platform line-rear line
_SL1 Fuel tank level sensor 3 6
XS7 Cab auxiliary socket terminal board
_SL2 Brake oil level sensor 3 6
XS14 Instrument diagnostic connector
_SL3 Auxiliary fuel tank level sensor 3 7
_SP2 Trailer brake pressure switch 3 5
_SP3 Gearbox oil intake vacuum switch 3 4
_SP4 Engine oil pressure switch 3 3
_SP5 Air intake circuit vacuum switch 3 4
_SP6 14 bar pressure switch 3 4
_SP8 Brake pump vacuum switch 2 3
_SQ1 Clutch pedal position sensor 4 2
_SQ4 Hand brake lever microswitch 3 6
_SQ5 Park Lock engagement microswitch 4 3
_SQ6 Slow rear PTO microswitch 3 5
_SQ7 Fast rear PTO microswitch 3 5
_SQ8 Synchronized rear PTO microswitch 4 7
_SQ19 Gearshift lever start enable microswitch 1 4
_SR1 Ground speed sensor 4 4
_SR2 Engine RPM sensor 4 4
_SR3 Left C1 speed sensor (delta system) 4 5
_SR4 Right C1 speed sensor (delta system) 4 5
_SR5 Rear PTO RPM sensor 4 7
_ST6 Engine coolant temperature sensor 3 3
_ST7 Temperature sensor for fuel enrichment jet 2 2
_YA1 Fuel injection pump solenoid 2 2
_YA2 Enrichment jet solenoid valve 2 2
_YV1 Forward drive solenoid valve 4 6
_YV2 Reverse drive solenoid valve 4 6
_YV3 Diff lock solenoid valve 2 3
_YV4 4WD solenoid valve 1 4
_YV5 Powerfive solenoid valve 4 3
_YV8 Rear PTO brake solenoid valve 4 7
_YV9 Rear PTO clutch solenoid valve 4 8
_YV10 - Solenoid valve of A auxiliary control valve 1 5
_YV11 - Solenoid valve of B auxiliary control valve 1 5
11-107

B.1-3 Main wiring diagram
PART 1
GLOW PLUG
INDICATOR
DRIVING BEAM
INDICATOR
4WD
INDICATOR
DANFOSS
POWER UNIT
Fig.181-11
11-108

PART 2
NAO POWER UNIT

+ 12 V
RH TURN INDICATOR LIGHT

LH TURN INDICATOR LIGHT
RPM
METER
(NOT USED)
DIFF LOCK
ALTERNATOR INDICATOR
2ND TRAILER IND.LIGHT

1STTRAILER IND.LIGHT
SIDE-LIGHT
INDICATOR INDICATOR
Fig.182-11
11-109

PART 3
1ST 2ND
LH RH TRAIL. TRAIL.
ALTERNATOR DIFF. DRIVING SIDE TURN TURN TURN TURN
INDICATOR DT LOCK BEAMS LIGHTS INDIC. INDIC. INDIC. INDIC.
GLOW PLUG
INDICATOR
Fig.183-11
11-110

PART 4
PTO
BUTTON
Fig.184-11
11-111
Notes
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11-112
CHAP.11
CONTENTS
B.2 Wiring
B.2-1 Location of connecting points ................................ 11-114

B.2-2 Battery-starter motor line....................................... 11-115
B.2-3 Front engine line.................................................... 11-121
B.2-4 Dashboard line ...................................................... 11-143
B.2-5 Platform line .......................................................... 11-157
B.2-6 Rear line ............................................................... 11-169
B.2-7 Front headlight extension line ................................ 11-181
11-113

B.2-1 Location of connecting
points
Fig.185-11 illustrates the points where the various wiring
lines installed in the Powershuttle version of the Se-
ries F footstep tractors connect to each other.
a d
d
XS4
B28
H3
c
XS1
XS2
B16 XS3
B17
b
a - Front line / headlight line junction (B28-H3) c

b - Front line / battery line junction (B16/B17)
c - Dashboard line / front line junction (XS1)
Dashboard line / rear line junction (XS2)
Dashboard line / platform line junction (XS3) Fig.185-11
d - Platform line / rear line junction (XS4)
11-114
CHAP. 11
CONTENTS
B.2 Wiring
B.2-2 Battery-starter motor line
B.2-2.1 General description ............................................ 11-116

B.2-2.2 Wiring ................................................................ 11-117
B.2-2.3 Connector locations ........................................... 11-118
B.2-2.4 Connector identification...................................... 11-119
11-115
B.2-2 - Battery-starter motor line

B.2-2.1 General description
This line is very important since it influences the
operation of the electrical system of the entire tractor.
It connects the positive pole of the battery with the
starter motor (_M1 Fig.186-11), thus allowing the entire
electrical system to be powered. The ignition switch is
in fact connected to the battery. M1
The front fuse box is connected via the positive post
of the battery (Fig.187-11). These fuses protect the
whole electric system of the tractor from short-circui-
ts and excessive power draw.
The positive post of the battery is also connected to
the power fuse (_FU5) that protects the pre-heating
relay (_K16) from short-circuits (Fig.188-11).
The battery (_GB1) is positioned in the front part, Fig.186-11
between radiator and headlights (Fig.189-11).
CAUTION: Always mind all instruction relati-

ve to safety!
WARNING: Disconnect the ground cable (-)

of the battery.
Fig.187-11
_K16
_FU5
_GB1
Fig.188-11 Fig.189-11
11-116

B.2-2.2 Wiring
_FU2 _FU4 A6
_FU1 _FU3
Z - Front fuse box

Y - Insulating cap
X - Tweezers to pull out fuses
_FU1 - 70 Amp fuse A5
_FU2 - 60 Amp fuse
_FU3 - 60 Amp fuse
_FU4 - 60 Amp fuse
A5 - Eyelet for battery positive post Y
Fig.190-11
11-117

B.2-2.3 Connector locations
A5
Z
_GB1 A6 _M1
_GB1- Battery
_M1 - Starter motor
A5 - Eyelet for battery positive post
Z - Front fuse box Fig.191-11
The front fuse box (Z) is located before the battery

(_GB1).
It contains four fuses that have the important function

to protect the whole electric system of the tractor from Z
short-circuits and excessive power draw.
Before replacing these fuses, the cause of the fault
must be identified and eliminated (Fig.192-11).
_GB1
Fig.192-11
11-118

B.2-2.4 Connector identification
TERMINAL (A6) FOR CONNECTION TO STARTER MO-
TOR A6
Terminal Colour of wire To connector
or component
A6 N _M1
_M1
Fig.193-11
The connection between the eyelet (A5) and the bat-

tery positive terminal allows the rest of the tractor's
electrical system to be powered.
A5
Fig.194-11
11-119
Notes
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11-120
CHAP. 11
CONTENTS
B.2 Wiring
B.2-3 Engine front line

B.2-3.2 Wiring ................................................................ 11-123

B.2-3.5 Wiring ................................................................ 11-133
11-121
B.2-3 - Engine front line

The front line installed in Series F Powershuttle
tractors powers the components (e.g.: the horn and
starter motor), the sensors (e.g.: engine oil pressure),
the alternator (Fig.195-11), etc.
The four main fuses (_FU1 _FU2 _FU3 _FU4 Fig.196-
11) connected to this line through the connectors (B16
and B17) protect the whole electric system of the
tractor from short-circuits and excessive power draw
The front line is connected on the one side to the

battery line via connection to the main fuse box
(Fig.196-11), and on the other side with the dashbo-
ard line via the connection between terminal boards
(XS1 Fig.197-11), located just under the dashboard Fig.195-11
cover, between engine and platform.
The headlight extension line is also connected to the

front line, via the connectors (B28 and H3)(Fig.198-
11), located under the bonnet.
_FU3 _FU1
_FU2
B17
B16 _FU4
Fig.196-11
XS1
H3
B28
Fig.197-11 Fig.198-11
11-122

B.2-3.2 - Wiring (version with 3-cylinder engine)
XS1 B1 B2 B3 B28 B4 B5 B6 B7 B8 B9 B10 B11
B25
B26 B27
B12
B22

B11 - Alternator terminal B24 B23 B21 B20 B19 B18
B13 - Faston terminals for horn B13
B14 - Loop terminal
B19 - Connector for rich mixture jet temperature sensor B14
B24 - Grounding eyelet _FU5
B25/B27 - Junction
B17 B16 _K16 B15
Fig.199-11
11-123

B.2-3.3 - Connector locations
B6 B5 B28 B4 XS1 B2
B14 - Loop terminal
B16 - Connector for front fuses TO THE RH
SIDE
B3
B1
B8 B7 B9 B10 B11 B18
TO THE LH
SIDE B12
TO THE RH
SIDE
B13 B19 B21 B20 B24 B22 B23

Fig.200-11
B14
Fig.201-11
11-124


or component
1 GV XS1 22
2 B B24 (ground)
Fig.202-11

TURN INDICATORS

or component
1 M XS1 19
2 V XS1 18
3 B B24 (ground)
Fig.203-11

TURN INDICATORS

or component
1 N XS1 21
2 G XS1 20
3 B B24 (ground)
Fig.204-11
CONNECTOR (B4) FOR FUEL PUMP

or component
2 B B24 (ground)
Fig.205-11
11-125

TERMINAL (B5) FOR GLOW PLUGS

or component
1 GN B15 5
Fig.206-11

TURE SENSOR

or component
1 VB XS1 3
Fig.207-11

or component
1 ZB XS1 13
Fig.208-11

or component
1 GM XS1 17
2 B B24 (ground)
Fig.209-11
11-126


or component
1 N B17 B
Fig.210-11

or component
1 HM XS1 11
Fig.211-11

or component
1 GR XS1 12
Fig.212-11
CONNECTOR (B12) FOR GEARBOX OIL PRESSURE

SWITCH

or component
1 ZN XS1 10
Fig.213-11
11-127

FASTON TERMINAL (B13) FOR HORN

or component
1 Z XS1 14
2 B B24 (ground)
Fig.214-11
TERMINAL (B14)

or component
1 BN-BN XS1-XS1 23-25
Fig.215-11
CONNECTOR (15) FOR GLOW PLUG RELAY (_K16)

or component
1 B B24 (ground)
2 N XS1 6
3 GR _FU5
4 (not used)
5 GN B5 1
Fig.216-11

or component
A L-LN-LN XS1-XS1-XS1 31-33-34

B M-M-M XS1-XS1-XS1 9-26-27
Fig.217-11
11-128


or component
A R-R-R XS1-XS1-XS1 4-28-32

B N B9 1
Fig.218-11

or component
1 LG XS1 8
2 B B24(massa)
Fig.219-11
TERMINAL (B19) FOR RICH MIXTURE CONTROL SEN-

SOR

or component
Fig.220-11

SWITCH

or component
1 RV XS1 5
Fig.221-11
11-129

TERMINAL (B21) FOR SOLENOID VALVE OF FUEL
INJECTION PUMP

or component
2 B B24 (ground)
Fig.222-11

or component
1 L-L XS1-XS1 1-2
Fig.223-11

BOX OIL INTAKE

or component
1 ZH XS1 24
2 B B24 (ground)
Fig.224-11
Fig.226-11
Fig.225-11
11-130


or component
1C B B24 (ground)
2-A HN B26 (soldering)
2C B B24 (ground)
Fig.227-11
TERMINAL BOARD (XS1) FOR CONNECTION

BETWEEN FRONT LINE AND DASHBOARD LINE

or component
1 L B22 1
2 L B22 1
3 VB B6 1
4 R B17 A
5 RV B20 1
6 N B15 2
8 LG B18 1
9 M B16 B
10 ZN B12 1
11 M B10 1
12 GR B11 1
13 ZB B7 1
14 Z B13 1
17 GM B8 1
18 V B2 2
19 M B2 1
20 G B3 2
21 N B3 1
22 GV B1 1
23 BN B14 1
24 ZH B23 1
25 BN B14 1
26 M B16 B
27 M B16 B
28 R B17 A
29 (not used)
30 (not used)
31 L B16 A
32 R B17 A
33 LN B16 A
34 LN B16 A
Fig.228-11
11-131
Notes
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11-132

B.2-3.5 - Wiring (versione with 4-cylinder engine)
XS1 B1 B2 B3 B28 B4 B5 B6 B7 B8 B9 B10 B11
B25
B26 B27
B12
B22

B19
B8 - Connector for A/C pressure switch B13
B9 - Alternator terminal B18
B11 - Alternator terminal B24 B23 B21 B20
B14 - Loop terminal B14
B19 - Connector for rich mixture jet temperature sensor _FU5
B25/B27 - Junction
B17 B16 _K16 B15
Fig.229-11
11-133

B6 B5 B28 B4 XS1 B2
B14 - Loop terminal
B16 - Connector for front fuses TO THE RH
SIDE
B3
B1
B8 B7 B9 B10 B11 B18
TO THE LH
SIDE B12
TO THE RH
SIDE
B13 B19 B21 B20 B24 B22 B23

Fig.230-11
B14
Fig.231-11
11-134


or component
1 GV XS1 22
2 B B24 (ground)
Fig.232-11

TURN INDICATORS

or component
1 M XS1 19
2 V XS1 18
3 B B24 (ground)
Fig.233-11

TURN INDICATORS

or component
1 N XS1 21
2 G XS1 20
3 B B24 (ground)
Fig.234-11
TERMINALS (B4) FOR FUEL PUMP

or component
2 B B24 (ground)
Fig.235-11
11-135

CONNECTOR (B5) FOR GLOW PLUGS

or component
1 GN B15 5
Fig.236-11

TURE SENSOR

or component
1 VB XS1 3
Fig.237-11

or component
1 ZB XS1 13
Fig.238-11

or component
1 GM XS1 17
2 B B24 (ground)
Fig.239-11
11-136


or component
1 N B17 B
Fig.240-11

or component
1 HM XS1 11
Fig.241-11

or component
1 GR XS1 12
Fig.242-11
CONNECTOR (B12) FOR GEARBOX PRESSURE

SWITCH

or component
1 ZN XS1 10
Fig.243-11
11-137

FASTON TERMINALS (B13) FOR HORN

or component
1 Z XS1 14
2 B B24 (ground)
Fig.244-11
TERMINALS (B14)

or component
1 BN-BN XS1-XS1 23-25
Fig.245-11
CONNECTOR (B15) FOR GLOW PLUG RELAY (_K16)

or component
1 B B24 (ground)
2 N XS1 6
3 GR _FU15
4 (not used)
5 GN B5 1
Fig.246-11

or component
A N-N-L XS1-XS1-XS1 33-34-31

B M-M-M XS1-XS1-XS1 9-27-26
Fig.247-11
11-138


or component
A R-R-R XS1-XS1-XS1 28-32-4

B N B9 1
Fig.248-11

or component
1 LG XS1 8
2 B B24 (ground)
Fig.249-11
TERMINAL (B19) FOR RICH MIXTURE TEMPERATURE

SENSOR

or component
Fig.250-11

SWITCH

or component
1 RV XS1 5
Fig.251-11
11-139

TERMINAL (B21) FOR FUEL INJECTION PUMP
SOLENOID VALVE

or component
Fig.252-11

or component
1 L-L XS1-XS1 1-2
Fig.253-11

BOX OIL INTAKE

or component
1 ZH XS1 24
2 B B24 (ground)
Fig.254-11
Fig.255-11 Fig.256-11
11-140


or component
1C B B24 (ground)
2A HN B26 (soldering)
2C B B24 (ground)
Fig.257-11
TERMINAL BOARD (XS1) FOR CONNECTION

BETWEEN FRONT LINE AND DASHBOARD LINE

or component
1 L B22 1
2 L B22 1
3 VB B6 1
4 R B17 A
5 RV B20 1
6 N B15 2
8 LG B18 1
9 M B16 B
10 ZN B12 1
11 M B10 1
12 GR B11 1
13 ZB B7 1
14 Z B13 1
17 GM B8 1
18 V B2 2
19 M B2 1
20 G B3 2
21 N B3 1
22 GV B1 1
23 BN B14 1
24 ZH B23 1
25 BN B14 1
26 M B16 B
27 M B16 B
28 R B17 A
29 (not used)
30 (not used)
31 L B16 A
32 R B17 A
33 N B16 A
34 N B16 A Fig.258-11
11-141
Notes
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11-142
CHAP. 11
CONTENTS
B.2 Wiring
B.2-4 Dashboard line

B.2-4.2 Wiring ................................................................ 11-145
11-143
B.2-4 - Dashboard line

The dashboard line powers the controls in front of the
operator’s seat (Fig.259-11), e.g. headlight control
switch, light switch lever, etc., and provides the con-
nection to the protection fuses of the whole tractor
(Fig.260-11).
The dashboard line is connected to the engine front
line by the connection between the terminal boards
(XS1), to the rear line by the connection between the
terminal boards (XS2) and to the platform line by the
connection between the terminal boards (XS3)
(Fig.261-11), located in each wiring line.
Fig.259-11
Fig.260-11
XS1
XS2
XS3
Fig.261-11
11-144

B.2-4.2 - Wiring
C1 - Connector for instrument

_HA2 XS14 C14 C13 C12 C2 - Connector for instrument
C4 - Connector for brake oil pressure sensor
C5 - Connector for revolving beacon
C6 - Connector for field light switch
C11 C10 C7 - Connector for emergency switch
C10 - Connector for clutch pedal potentiometer
C11 - Connector for reverse shuttle lever
C9 C12 - Connector for Park Lock engaging microswitch
C14 - Connector for blinkers
C19 C8 C15/C27 - Junctions
_HA2 - Connector for horn (alarm buzzer)
C18 XS2 - Terminal board for front line/dashboard connection
C7
XS14 - Serial socket for connection to PC
C25
C6
C26
C15
C5
XS2
C20 C21 C24 C4
C22 C3
C17
C23
C16
XS3
C1 C2
XS1
Fig.262-11
11-145

XS3 XS1 XS2 C1 C2 C7 C5 C6
_HA2
XS14 C4
C14 C3
C13
C10 C12 C11 C9 C8

C4 - Connector to brake oil pressure sensor
C5 - Connector to revolving beacon switch
C6 - Connector to field light switch
C7 - Connector to emergency switch
C10 - Connector to clutch pedal potentiometer
C11 - Connector to reverse shuttle lever
C12 - Connector to Park Lock engagement switch
C14 - Connector to blinkers
_HA2 - Connector to horn (alarm buzzer)
XS1 - Terminal board for connection to front line/dashboard
XS2 - Terminal board for connection to rear line/dashboard
XS3 - Terminal board for connection to platform line/dashboard Fig.263-11
XS14 - Seria socket for PC connection
11-146

or component
2 ZN XS2 13
3 RV XS1 5
4 ZL XS3 32
5 (not used)
6 HL XS2 15
7 LG XS1 8
8 R _F5
9 ZH XS1 24
10 SV XS3 5
11 BR _K8
12 (not used)
13 (not used)
15 (not used)
16 (not used)
17 (not used)
18 (not used)
19 BN XS2 12
20 (not used)
21 V _K9
23 G C25 (soldering)
24 V C26 (soldering)
25 GN C14 5
26 GV C14 2
Fig.264-11
FASTON TERMINALS (C3) FOR IGNITION SWITCH

or component
1 R XS1 4
2 M C24 (soldering)
3 N-N C2-XS1 17-6
4 L _F20
Fig.265-11
11-147


or component
1 (not used)
2 (not used)
3 (not used)
4 N C23 (soldering)
5 M XS3 24
6 B XS3 25
8 (not used)
9 HB _HA2
10 HM _F16
11 (not used)
12 (not used)
13 R _F5
14 SG XS3 11
15 VB XS2 5
16 HL XS2 3
17 N C3 3
18 (not used)
20 (not used)
21 VB XS1 3
22 S XS3 12
23 (not used)
24 (not used)
25 (not used)
26 (not used)
Fig.266-11
CONNECTOR (C4) TO BRAKE OIL PRESSURE SENSOR

or component
1 M _K14
2 GL _K14
Fig.267-11
11-148

CONNECTOR (C5) TO REVOLVING BEACON SWITCH

or component
1 (not used)
2 R _F27
3 GV XS1 22
4 (not used)
5 (not used)
6 (not used)
7 B C27 (soldering)
9 (not used)
10 (not used)
Fig.268-11
CONNECTOR (C6) TO FIELD LIGHT SWITCH

or component
1 (not used)
2 H _F21
3 HN XS3 10
4 (not used)
5 (not used)
6 (not used)
7 B C27 (soldering)
9 (not used)
10 (not used)
Fig.269-11
CONNECTOR (C7) TO EMERGENCY SWITCH

or component
1 M _K3
2 BR _F12
3 R _F36
4 (not used)
5 MB C14 4
6 G C25 (soldering)
7 (not used)
8 B C27 (soldering)
9 V C26 (soldering)
Fig.270-11
11-149


or component
1 R _F27
2 GV _K9
3 G-G-G-G XS2-XS3-XS1-C25 (soldering) 6-1-20
4 N _F13
5 MB C14 4
6 V-V-V-V XS2-XS3-XS1-C26 (soldering) 8-2-18
7 HR _K10
8 Z XS1 14
9 R _F15 Fig.271-11
10 RN _F39
11 B C13 (ground)

or component
1 GR XS3 8
2 RV XS3 7
Fig.272-11
CONNECTOR (C10) TO CLUTCH PEDAL

POTENTIOMETER

or component
2 BR C18 (soldering)
3 (not used)
4 HG XS3 31
5 (not used)
6 (not used)
Fig.273-11
CONNECTOR (C11) TO REVERSE SHUTTLE LEVER

or component
1 ZN XS3 22
3 BR C18 (soldering)
4 ZL _K15
5 Z _K1
11-150

CONNECTOR (C12) TO PARK LOCK ENGAGEMENT
MICROSWITCH

or component
1 LR XS3 18
2 VB XS3 23
Fig.275-11
GROUNDING EYELET (C13)
Fig.276-11 Fig.277-11
CONNECTOR (C14) TO BLINKERS

or component
1 B C13 (ground)
2 GV C1 26
3 (not used)
4 MB-MB C8-C7 5-5
5 GN C1 25
6 BR _F12
Fig.278-11
CONNECTOR (_HA2) TO HORN (ALARM BUZZER)

or component
- HB C2 9
+ RN _F4
Fig.279-11
11-151

TERMINAL BOARD (XS1) FOR CONNECTION OF FRONT
LINE/DASHBOARD LINE

or component
1 L _K1
2 L _K1
3 VB C2 21
4 R C3 1
5 RV C1 3
6 N C3 3
7 CN _F6
8 LG C1 7
9 M _K3
10 (not used)
11 HM _F16
12 (not used)
13 (not used)
14 Z C8 8
15 V _K9
16 H _K10
17 (not used)
18 V C8 6
20 G C8 3
22 GV C5 3
23 BN XS2 30
24 ZH C1 9
25 BN XS3 9
27 M _K11
28 R _K2
29 (not used)
30 (not used)
31 L _K4
32 R _K2
33 LN _F27 Fig.280-11
34 LN _F28
11-152

LINE / DASHBOARD LINE

or component
1 BR _K8
2 GL XS3 33
3 HL C2 16
4 B C13 (ground)
5 VB C2 15
6 G C8 3
7 M C20 (soldering)
8 V C8 6
9 R _F23
11 R _F8
12 BN C1 19
13 ZN C1 2
14 BV _F1
15 HL C1 6
16 MV _K15
17 BV _F1
18 VN _K15
19 (not used)
20 (not used)
21 (not used)
22 (not used)
23 (not used)
24 (not used)
25 (not used)
26 (not used)
27 (not used)
28 (not used)
29 (not used)
30 BN XS1 23
31 AN _F28
33 (not used)
34 (not used)
11-153


or component
1 G C8 3
2 V C8 6
3 N C21 (soldering)
4 ZB C19 (soldering)
5 SV C1 10
6 G XS14 2
7 RV C9 2
8 GR C9 1
9 BN XS1 25
10 HN C6 3
11 SG C2 14
12 S C2 22
13 HM _F16
14 RN _F17
15 BR _K8
16 SN _F18
17 HR _F7
18 LR C12 1
19 MR _F40
20 R _F8
21 L C18 (soldering)
22 ZN C11 1
23 VB C12 2
24 M C2 5
25 B C2 6
26 B C13 (ground)
27 V XS14 3
29 RN _F3
30 B XS14 5
31 HG C10 4
32 ZL C1 4
33 GL XS2 2 Fig.282-11
SERIAL SOCKET (XS14) FOR PC CONNECTION

or component
1 (not used)
2 G XS3 6
3 V XS3 27
4 (not used)
5 B XS3 30
Fig.283-11
11-154
Notes
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11-155
Notes
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11-156
CHAP. 11
CONTENTS
B.2 Wiring
B.2-5 Platform line

B.2-5.2 Wiring ................................................................ 11-159
11-157
B.2-5 - Platform line

The platform line is connected to the line of controls
installed on the right-hand side of the platform, e.g.
switches and buttons to engage/disengage the 4WD
and the differential lock (Fig.284-11). It is also con-
nected to the rear field lights and to the auxiliary power
socket.
It is also connected to the dashboard line via terminal
boards (XS3)(Fig.285-11), installed in each wiring line.
Fig.284-11
XS3
Fig.285-11
11-158

A.2-5.2 - Wiring
E1 - Connector for brake oil level sensor

E35 E34 E33 E1 E2 E3 E4 E7 E8 E2 - Connector for Powerfive and Declucth button (gearshift lever)
E5 - Connector (not used)
E6 E6 - Connector for rear PTO switch
E7 - Connector for differential lock button
E8 - Connector for 4WD engagement/disengagement switch
E9 - Connector for contro button of auxiliary control valves (A-B)
E11 - Connector for electronic power plant
E12 - Connector for resistive kit
E5 E13 - Connector for resistive kit
E14 - Faston terminals for auxiliary power socket
E15 - Terminal for rear lh external field light
E16 - Connector for licence plate light
E17 - Connector for fuel level sensor
E20/E35 - Junctions
E9
XS4
E26 E24 E22

E32
E27
XS3
E31
E19 E30 E20

E25 E21
E18 E29
E11
E28
E16
E17
E15 E14 E13 E12
Fig.286-11
11-159

E7 E8 E6
E5 E9
E4 E3 E14 E15 E16
E17
E18
E2
E19
E1
XS3
E11
E13
E12
Fig.287-11
11-160

TERMINALS (E1) FOR BRAKE OIL LEVEL
SENSORI

or component
1 ZL XS3 32
2 B E33 (soldering)
Fig.288-11
CONNECTOR (E2) FOR POWERFIVE AND DECLUCTH

BUTTON (GEARSHIFT LEVER)

or component
1 RN E31 (soldering)
2 C E11 3
4 V E11 2
Fig.289-11

or component
1 B-B-B E4-E5-E33 (solde-

ring) 1-2
2 V XS3 2
3 R E18 3
4 M-M-M-M XS3-E9-E6-E5 28-8-8-1
Fig.290-11

or component
1 B-B E3-E9 1-7

2 RV XS3 7
Fig.291-11
11-161

CONNECTOR (E5) (NOT USED)

or component
1 M E3 4
2 B E3 1
3 RN XS3 14
4 HM XS3 13
Fig.292-11
CONNECTOR (E6) FOR REAR PTO SWITCH

or component
1 (not used)
2 VB XS4 C6
3 VN-VN XS4-E11 C7-4
4 (not used)
5 (not used)
6 (not used)
8 M-M-M E7-E3-E8 8-4-8 Fig.293-11
CONNECTOR (E7) FOR DIFFERENTIAL LOCK BUTTON

or component
1 (not used)
2 MV XS3 16
3 BR XS3 15
4 (not used)
5 (not used)
6 (non utilizzto)
7 B E6 7
8 M E6 8
9 (not used)
CONNECTOR (E8) FOR 4WD

ENGAGEMENT / DISENGAGEMENT

or component
1 GL XS3 33
2 HR XS3 17
3 SV XS3 5
4 (not used)
5 (not used)
6 (not used)
7 B E6 7
8 M E6 8
10 (not used)
11-162

CONNECTOR (E11) FOR ELECTRONIC CONTROL UNIT

or component
1 BR E30 (soldering)
2 V E2 4
3 C E2 2
4 VN E6 3
6 SB XS4 B5
7 BR XS4 B7
8 AR XS4 B4
9 LR XS4 B6
10 (not used)
11 (not used)
12 CN E27 (soldering)
13 B XS3 30
15 BN E32 (soldering)
16 AN E22 (soldering)
17 LN E21 (soldering)
18 CL E24 (soldering)
19 SN E23 (soldering)
20 G XS3 6
21 V XS3 27
22 ZH XS4 C2
23 BV XS4 C8
24 ZL XS4 C3
25 AG XS4 C4
26 (not used)
27 (not used)
30 (not used)
31 HG E28(saldatura)
32 ZN XS3 22
33 (not used)
34 (not used)
35 R E26 (soldering)
36 VB E25 (soldering)
37 M XS3 24
38 B XS3 25
39 N E20 (soldering)
40 BG XS4 A4
41 (not used)
42 RN E31 (soldering) Fig.296-11
11-163

CONNECTOR (E9) TO BOTTON FOR CONTROL OF
AUXILIARY CONTROL VALVES (A-B)

or component
1 GN XS4 A3
2 MR XS3 19
3 AV XS4 A2
4 (not used)
5 (not used)
6 (not used)
7 B E4 1
8 M E3 4
10 (not used)
CONNECTOR (E12) FOR RESISTIVE KIT

or component
3 R E26 (soldering)
4 (not used)
5 HG E28 (soldering)
6 AN E22 (soldering)
7 LN E21 (soldering)
8 CL E24 (soldering)
9 SN E23 (soldering) Fig.298-11
10 NR E31 (soldering)
CONNECTOR (E13) FOR RESISTIVE KIT

or component
1 (not used)
2 (not used)
3 (not used)
4 (not used)
5 (not used)
6 (not used)
7 (not used)
8 (not used)
9 R E26 (soldering)
10 SV XS4 C5
12 LR XS3 18
13 BR E30 (soldering)
14 (not used)
15 CN E27 (soldering)
Fig.299-11
16 (not used)
11-164

FASTON TERMINALS (E14) FOR AUXILIARY
POWER SOCKET

or component
1 L XS4 C1
2 B E33 (soldering)
3 R XS4 B1
Fig.300-11
TERMINALS (E15) FOR LEFT-HAND EXTERNAL REAR

FIELD LIGHT

or component
1 HN XS3 10
2 B E33 (soldering)
Fig.301-11
CONNECTOR (E16) FOR LICENCE PLATE LIGHT

or component
1 N E34 (soldering)
2 B E33 (soldering)
Fig.302-11
CONNECTOR (E17) FOR FUEL LEVEL SENSOR

or component
1 SG XS3 11
2 S XS3 12
3 B E33 (soldering)
Fig.303-11
11-165


or component

2 G XS3 1
3 R-R XS3-E3 20-3
4 N E34 (soldering)
Fig.304-11

or component
1 B E18 1
2 GR XS3 8
Fig.305-11
11-166


or component
1 G E18 2
2 V E3 2
3 N E34 (soldering)
5 SV E8 3
6 G E11 20
7 RV E4 2
8 GR E19 2
10 HN E15 1
11 SG E17 1
12 S E17 2
13 HM E5 4
14 RN E5 3
15 BR E7 3
16 MV E7 2
17 HR E8 2
18 LR E13 12
19 MR E9 2
20 R E18 3
21 L E30 (soldering)
22 ZN E11 32
24 M E11 37
25 B E11 38
26 B E33 (soldering)
27 V E11 21
28 M E3 4
30 B E11 13
31 HG E28 (soldering)
32 ZL E1 1
33 GL E8 1 Fig.306-11
34 N E35 (soldering)
11-167

PLATFORM LINE/REAR LINE

or component
A1 RN E31 (soldering)
A2 AV E9 3
A3 GN E9 1
A4 BG E11 40
A5 AN E22 (soldering)
A6 LN E21 (soldering)
A7 CL E24 (soldering)
A8 BN E32 (soldering)
B1 R E14 3
B2 SN E23 (soldering)
B3 CN E27 (soldering)
B4 AR E11 8
B5 SB E11 6
B6 LR E11 9
B7 BR E11 7
B8 R E26 (soldering)
C1 L E14 1
C2 ZH E11 22
C3 ZL E11 24
C4 AG E11 25
C5 SV E13 10
C6 VB E6 2
C7 VN E6 3 Fig.307-11
C8 BV E11 23
11-168
CHAP. 11
CONTENTS
B.2 Wiring
B.2-6 Rear line

B.2-6.2 Wiring ................................................................ 11-171
11-169
B.2-6 - Rear line

The rear line powers all components on the
transmission housing and on the control valve
blocks, e.g. the rear PTO RPM sensor (_SR5
Fig.308-11) and the solenoid valves on the electronic
control unit (10 Fig.309-11), to control users such
as differential lock and four-wheel drive.
The rear line is connected to the dashboard line via
the connection between terminal boards (XS2
Fig.310-11).
_SR5
Fig.308-11
10
Fig.309-11
XS2
Fig.310-11
11-170
B.2-6 - Rear line

B.2-6.2 - Wiring
P3 P4 P5 P6 P7 P8 P9 P10
P2 P11
P1
P24 P23 P22 XS4
P1 - Connector for rh sensor (Deltashift system)

P2 - Connector for the main clutch solenoid valve (_YV2)
XS2 P3 - Connector for the secondary clutch solenoid valve (_YV1)
P16
P5 - Connector for fast rear PTO microswitch
P6 - Connector for slow rear PTO microswitch
XS0 P7 - Connector for solenoid valve of rear PTO switch brake unit
P8 - Connector for solenoid valve of rear PTO clutch
P15 P13 P9 - Connector for rear PTO RPM sensor
P10 - Connector of solenoid valve (_YV11) of B aux.control valve
P11 - Connector of solenoid valve (_YV10) of A aux.control valve
P21 P14 P15 - Connector for lh sensor (Deltashift system)
P17 - Connector for pressure switch (14 bar)
P18 - Connector for “Powerfive” unit solenoid valve
P19 - Connector for 4WD solenoid valve
P21 - Connector for engine RPM rate sensor
P22/P24 - Junctions
P20 P19 P18 P17 P12 XS2 - Terminal board for front line/dashboard connection
Fig.311-11 XS4 - Terminal board for platform line/rear line connection
11-171
A.2-6 - Rear line

XS2
TO RH
P1 - Connector for rh sensor (Deltashift system) SIDE
P21 - Connector for engine RPM rate sensor
XS4 - Terminal board for platform line/rear line connection
P20
XS4 P19
TO LH
SIDE
P18
P21
P1
P17 P2 P3 P15 P16 P14 P13 P5 P6 P7 P8 P12 XS0
P4
P2 - Connector for the main clutch solenoid valve (_YV2)
P3 - Connector for the secondary clutch solenoid valve (_YV1)
P9 P5 - Connector for fast rear PTO microswitch
P6 - Connector for slow rear PTO microswitch Fig.312-11
P7 - Connector for solenoid valve of rear PTO switch brake unit
P8 - Connector for solenoid valve of rear PTO clutch
P15 - Connector for lh sensor (Deltashift system)
P17 - Connector for pressure switch (14 bar)
P18 - Connector for “Powerfive” unit solenoid valve
P11 P10 P19 - Connector for 4WD solenoid valve
Fig.313-11 XS0 - Terminal board for trailer power socket connection
11-172
B.2-6 - Rear line

CONNECTOR (P1) FOR RH SENSOR
(DELTASHIFT SYSTEM)

or component
1 LN XS4 A6
2 BN P23 (soldering)
3 RN P24 (soldering)
Fig.314-11
CONNECTOR (P2) FOR MAIN CLUTCH SOLENOID

VALVE (_YV2)

or component
1 LR XS4 B6
2 BR XS4 B7
Fig.315-11
CONNECTOR (P3) FOR SECUNDARY CLUTCH

SOLENOID VALVE (_YV1)

or component
1 AR XS4 B4
2 SB XS4 B5
Fig.316-11
CONNECTOR (P4) FOR PARKING BRAKE LEVER

MICROSWITCH

or component
1 ZN XS2 13
2 B P22 (soldering)
Fig.317-11
11-173
B.2-6 - Rear line

CONNECTOR (P5) FOR FAST REAR PTO MICROSWITCH

or component
1 B P22 (soldering)
2 HL XS2 3
Fig.318-11
CONNECTOR (P6) FOR SLOW REAR PTO

MICROSWITCH

or component
1 B P22 (soldering)
2 VB XS2 5
Fig.319-11
CONNECTOR (P7) FOR REAR PTO BRAKE SOLENOID

VALVE

or component
1 ZH XS4 C2
2 BV XS4 C8
Fig.320-11
CONNECTOR (P8) FOR REAR PTO CLUTCH SOLENOID

VALVE

or component
1 AG XS4 C4
2 ZL XS4 C3
Fig.321-11
11-174
B.2-6 - Rear line

CONNECTOR (P9) FOR REAR PTO RPM SENSOR

or component
1 CN XS4 B3
Fig.322-11

OF AUXILIARY CONTROL VALVE B

or component
1 AV XS4 A2
2 B P22 (soldering)
Fig.323-11

OF AUXILIARY CONTROL VALVE A

or component
1 AV XS4 A2
2 B P22 (soldering)
Fig.324-11
CONNECTOR (P12) FOR TRAILER BRAKE PRESSURE

SWITCH

or component
1 BN XS2 12
2 B P22 (soldering)
Fig.325-11
11-175
B.2-6 - Rear line

CONNECTOR(P13) FOR GROUND SPEED SENSOR

or component
1 SN XS4 B2
Fig.326-11
TERMINAL (P14) FOR PROPORTIONAL REAR PTO

MICROSWITCH

or component
1 SV XS4 C5
2 R XS4 8B
Fig.327-11
CONNECTOR (P15) FOR LH SENSOR

(DELTASHIFT SYSTEM)

or component
1 AN XS4 A5
Fig.328-11
CONNECTOR (P16) FOR START ENABLE

MICROSWITCH

or component
1 BV XS2 17
2 VN XS2 18
Fig.329-11
11-176
B.2-6 - Rear line

CONNECTOR (P17) FOR PRESSURE SWITCH (14 BAR)

or component
1 HL XS2 15
Fig.330-11
CONNECTOR (P18) FOR “POWERFIVE” UNIT

SOLENOID VALVE

or component
1 BG XS4 A4
Fig.331-11
CONNECTOR (P19) FOR 4WD SOLENOID VALVE

or component
1 GL XS2 2
2 B P22 (soldering)
Fig.332-11
CONNECTOR (P20) FOR DIFFERENTIAL LOCK

SOLENOID VALVE

or component
1 BR XS2 1
2 B P22 (soldering)
Fig.333-11
11-177
B.2-6 - Rear line

CONNECTOR (P21) FOR ENGINE RPM SENSOR

or component
1 CL XS4 A7
Fig.334-11
TERMINAL BOARD (XS0) FOR TRAILER POWER

SOCKET CONNECTION

or component
A1 G XS2 6
B1 V XS2 8
C1 M XS2 7
A2 N XS2 10
B2 R XS2 11
C2 B P22 (soldering) Fig.335-11
11-178
B.2-6 - Rear line

TERMINAL BOARD (XS2) FOR CONNECTION TO FRONT

or component
1 BR P20 1
2 GL P19 1
3 HL P5 2
4 B P22 (soldering)
5 VB P6 2
6 G XS0 A1
7 M XS0 C1
8 V XS0 B1
9 R XS4 B1
10 N XS0 A2
11 R XS0 B2
12 BN P12 1
13 ZN P4 1
14 BV XS4 C6
15 HL P17 1
16 MV XS4 C7
17 BV P16 1
18 VN P16 2
19 (not used)
20 (not used)
21 (not used)
22 (not used)
23 (not used)
24 (not used)
25 (not used)
26 (not used)
27 (not used)
28 (not used)
29 (not used)
31 AN XS4 C1
32 (not used)
34 (not used)
11-179
B.2-6 - Rear line

TERMINAL BOARD (XS4) FOR CONNECTION TO
PLATFORM LINE / REAR LINE

or component
A1 RN P24 (soldering)
A2 AV P11 1
A3 GN P10 1
A4 BG P18 1
A5 AN P15 1
A6 LN P1 1
A7 CL P21 1
A8 BN P23 (soldering)
B1 R XS2 9
B2 SN P13 1
B3 CN P9 1
B4 AR P3 1
B5 SB P3 2
B6 LR P2 1
B7 BR P2 2
B8 R P14 2
C1 AN XS2 31
C2 ZH P7 1
C3 ZL P8 2
C4 AG P8 1
C5 SV P14 1
C6 BV XS2 14
C7 MV XS2 16 Fig.337-11
C8 BV P7 2
11-180
CHAP. 11
CONTENTS
B.2 Wiring
B.2-7 Headlight extension line

B.2-7.2 Wiring ................................................................ 11-183
11-181
B.2-7 - Headlight extension line

The headlight extension line powers the relative
lamps on the front of the bonnet (Fig.338-11).
The headlight extension line is connected to the
engine front line by means of the connectors (H3
and B28)(Fig.339-11).
Fig.338-11
H3
B28
Fig.339-11
11-182

B.2-7.2 Wiring
H1
H3
H1 - Connector for left-hand headlight H2

H2 - Connector for right-hand headlight
H3 - Connector to the front line
Fig.340-11
H3
H2
H1
Fig.341-11
11-183

CONNECTOR (H1) TO LEFT-HAND HEADLIGHT

or component
1 B H3 2C
2 H H3 2B
3 V H3 1A
Fig.342-11
CONNECTOR (H2) TO RIGHT-HAND HEADLIGHT

or component
1 B H3 1C
2 HN H3 2A
3 VN H3 1B
Fig.343-11
CONNECTOR (H3) TO FRONT LINE

or component
1A V H1 3
1B VN H2 3
1C B H2 1
2A HN H2 2
2B H H1 2
2C B H1 1
Fig.344-11
11-184
Notes
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11-185
Notes
_____________________________________________________________________________________________
_____________________________________________________________________________________________
_____________________________________________________________________________________________
_____________________________________________________________________________________________
_____________________________________________________________________________________________
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_____________________________________________________________________________________________
_____________________________________________________________________________________________
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11-186
CHAP. 11
Main components
CONTENTS
Sect.3 Main components
3-1 Introduction ............................................................. 11-188

3A - Sensors and potentiometers.................................... 11-189
3B - Solenoid valves ....................................................... 11-203
3C - Switches and buttons .............................................. 11-217
3D - Instrument............................................................... 11-227
3E - Reverse shuttle lever (Powershuttle version) ........... 11-247
3F - Electronic control unit (Powershuttle version)........... 11-251
11-187
Sect.3 - Main components

3-1 Introduction
This section describes the “main” electrical compo-
nents installed in Series F tractors and that require
use of particular know-how and information concerning
the servicing and regulating operations.
The potentiometers, sensors, solenoid valve, switches
and buttons are identified with the same letters and
progressive numbers used in the functional diagram.
This identification is maintained throughout all the sec-
tions of this manual.
11-188
CHAP. 11
Sensors and potentiometers
CONTENTS
3A - Sensors and potentiometers
3A-1 General description ................................................ 11-190

3A-2 Locations ............................................................... 11-192
3A-3 Identification .......................................................... 11-193
3A-4 Adjustments ........................................................... 11-199
11-189
3A - Sensors and potentiometers

3A-1 General description
The sensors (Fig.345-11) have a dual function:
- they detect faulty situations in the tractor,
- they detect operating statuses of the tractor.
In both cases, the operator is informed about the data
detected by means of indicator lights and leds on the
dashboard.
The data obtained from the sensors are handled and
processed by the tractor’s electronic system.
Two types of sensors are used in Vision tractors:
- inductive
- with Hall effect
Fig.345-11
INDUCTIVE SENSOR (FIG.346-11)
The inductive sensor has an internal cylinder made of

ferromagnetic material surrounded by a winding.
When the sensor is set in the frontal position in rela-
tion to the teeth of a turning gear, an alternate voltage
is obtained (by induction) on the external winding of
the sensor itself. The magnetic field of the cylinder
strikes the teeth of the gear which, by turning, influen-
ces its continuity.
The frequency of the voltage obtained allows the rota-
tion rate to be calculated.
HOW TO CHECK THE INDUCTIVE SENSORS
Using a tester, measure the value of the resistance in Fig.346-11

the sensor. This value must be about 450 ohm.
11-190

THE HALL EFFECT SENSOR (FIG.347-11)
The Hall effect sensor consists of an integrated device

which which has an intentional sensitivity in the pre-
sence of non-electric signals. This sensitivity is obtai-
ned by incorporating the sensitive elements, the power
supply and signal amplifying and treatment circuits in
the silicon plate. The force exercised on a “charged”
particle in motion within a magnetic field, gives rise to
the Hall effect which occurs when a semiconductor is
crossed by a current perpendicular to a magnetic field.
The structure of a Hall effect sensor is illustrated in
Fig.348-11.
Fig.347-11
Vcc = 12 Volt
Vh
Magnetic
field
Fig.348-11
Vh
Vcc
Fig.349-11
11-191

3A-2 Locations
_SP5 - Engine air intake filter sensor

_SP7 - Gearbox oil filter clogging sensor
_SP8 - Brake pump oil pressure sensor
_SL1 - Fuel tank level sensor _SR5 _SL1 _SR2 _SP7 _SP5
_SL2 - Brake oil level sensor
_SR2 - Engine RPM sensor
_SR4 - Rh speed sensors (Deltashift system)
_SR5 - PTO RPM sensor
_ST6 - Engine coolant temperature sensor
_SP8 _SR4 _SL2 _ST6
_ST7 _SP4 _SR3 _SQ1 _SR1 _SP2
_SP2 - Trailer brake oil pressure sensor

_SP3 _SP6 _SP3 - Gearbox oil intake filter sensor
_SP4 - Engine oil pressure sensor
_SP6 - Low pressure circuit sensor
_ST7 - Temperature sensor for fuel enrichment jet
_SR1 - Ground speed sensor
_SR3 - Lh speed sensors (Deltashift system)
_SQ1 - Clutch pedal position potentiometer
Fig.350-11
11-192

3A - 3 Identification
GEARBOX OIL FILTER CLOGGING SENSOR
The sensor (_SP7) under the hydraulic pump, on the

intake pipe, indicates when the transmission oil filter
becomes clogged by means of an indicator light (un-
broken light) on the instrument.
The sensor (_SR7) is connected to the front wiring by
means of connector (B12)(Fig.351-11).
_SP7 B12
Fig.351-11
ENGINE COOLANT TEMPERATURE SENSOR
This sensor (_ST6), installed on the cylinder head, in-

dicates the operating temperature of the engine and
any overheating through an analog signal on the in-
_ST6
strument.
The temperature sensor (_ST6) changes the signal sent
to the instrument according to changes in its own resi-
stive value (in Ohms).
The sensor (_ST6) is connected to the front wiring by B6
Fig.352-11
ENGINE OIL PRESSURE SENSOR
The sensor (_SP4) on the left-hand side of the engine,

indicates when the engine oil pressure is too low by _SP4
means of an indicator light on the instrument.
The sensor (_SR4) is connected to the front wiring by
B20
Fig.353-11
11-193

ENGINE AIR INTAKE FILTER SENSOR
The sensor (_SP5) on the sleeve that connects the

intake manifold to the air filter, indicates when this lat-
_SP5
ter becomes clogged by means of an indicator light on
the instrument.
The sensor (_SP5) is connected to the front wiring by
means of the faston terminals (B18)(Fig.354-11). B18
Fig.354-11
FUEL LEVEL SENSOR
The sensor (_SL1) on the fuel tank plug indicates the

E11
level in the tank by means of an indicator light on the
instrument.
The sensor (_SL1) is connected to the rear wiring by E17
means of connector (E11- Speedfive version)(E17-
Powerfive version)(Fig.355-11).
_SL1
Fig.355-11
LOW PRESSURE CIRCUIT PRESSURE SENSOR (20 BAR)

(POWERSHUTTLE VERSION)
The sensor (_SP6 Fig.356-11) on the left-hand hydrau-

lic power pack (10), indicates when the pressure in the P17
low pressure hydraulic circuit is too low by means of
an indicator light on the instrument. When the pressu- 10
re detected is less than 10 bar, the sensor sends a
signal to the electronic control unit. The signal is tra-
smitted to the instrument through the CAN BUS line.
The sensor (_SP6) is connected to the rear wiring by
means of connector (P17)(Fig.356-11). _SP6
Fig.356-11
11-194

GEARBOX OIL INTAKE FILTER SENSOR
The sensor (_SP3) on the filter on the delivery side (4)

of the low pressure circuit, informs the electronic con-
trol unit if the actual filter becomes clogged.
_SP3 B23
Fig.357-11
TEMPERATURE SENSOR FOR FUEL ENRICHMENT

JET
This sensor (_ST7) installed on the cylinder head, indi-

_ST7
cates the operating temperature of the engine itself,
and sends a signal to the fuel enrichment jet.
The sensor (_ST7) is connected to the front wiring by B19
TRAILER BRAKE OIL PRESSURE SENSOR (ITALIAN

MARKET)
Fig.358-11
The sensor (_SP2)(only installed in tractors with the
“trailer brake” unit) installed on the actual valve itself,
is composed of two serial pressure switches, each with
a specific function: the pressure switch (E2 Fig.359-
11) signals when the pressure is too low in the hydrau- P12 P10
lic circuit before the valve, then reads the pressure of
the oil in the valve; the pressure switch (E1 Fig.359-11)
signals that a trailer is attached, by reading the pres-
sure of oil circulating in the ball joint. E2
Both pressure switches are of the normally closed type _SP2
and are calibrated for the following pressures:
E2 - 2 bar E1
E1 - 8 bar
The pressure switch (E2) only activates when the trai-
ler is not hitched to the tractor, as the minimum pres-
sure required for a proper braking of the trailer is 8 bar.
means of connector (P10 - Speedfive version ) (P12 -
Powerfive version)(Fig.359-11). Fig.359-11
11-195

GROUND SPEED SENSOR
_SR1
The sensor (_SR1), on the left-hand side of the gear-
box housing, detects the ground speed of the tractor
via the gear keyed to the bevel gear pinion and tran- P13
smits a signal to the electronic control unit (Power-
shuttle version) or to the instrument (Speedfive version). P1
It processes the speed value (in kph or mph) which
then appears on the display on the instrument.
The sensor (_SR1) is connected to the rear wiring by
means of connector (P1 - Speedfive version)(P13 -
Powershuttle version)(Fig.360-11).
NOTE: In the tractors in the Powershuttle version the

signal is transmitted to the instrument through the CAN
BUS line. Fig.360-11
PTO RATE SENSOR
The sensor (_SR5), on the right-hand side of the gear-

box housing, detects the speed of the PTO shaft and
transmits a signal to the electronic control unit (Power-
shuttle version) or to the instrument (Speedfive version).
It processes the speed value which then appears on P5
the display on the instrument.
P9
means of connector (P5 - Speedfive version)(P9 - Power-
shuttle version)(Fig.361-11). _SR5
NOTE: In the tractors in the Powershuttle version the

signal is transmitted to the instrument through the CAN
BUS line.
Fig.361-11
ENGINE RATE SENSOR

P21
The sensor (_SR2) on the right-hand side of the engi-
ne-gearbox assembly, detects the engine rate and tran-
smits a signal to the electronic control unit. It proces-
ses the engine rate, that is then displayed by an ana- _SR2
log indicator on the instrument itself, where a pointer
turns around a graduated scale. The signal is transmit-
ted to the instrument through the CAN BUS line.
means of connector (P21)(Fig.362-11).
NOTE: In the tractors in the Speedfive version the en-

gine rate is transmitted to the instrument directly by
the W pin of the alternator. Fig.362-11
11-196

BRAKE PUMP OIL PRESSURE SENSOR
The sensor (_SP8), under the brake pumps, sends a

signal to relay (_K14). It energizes the solenoid valve
(_YV3) to release the differential lock, and controls the
brake lights.
The sensor (_SP8) is connected to the dashboard wiring
by means of connector (C4)(Fig.363-11).
_SP8 C4
Fig.363-11
BRAKE FLUID LEVEL SENSOR
The sensor (_SL2) on the plug of the brake fluid reser-

voir, on the right-hand side just under the dashboard
cover, indicates the level by means of an indicator light
on the instrument.
The sensor (_SL2) is connected to the platform wiring E1 _SL2
by means of connector (E1)(Fig.364-11).
Fig.364-11
RIGHT SPEED SENSOR (DELTASHIFT

SYSTEM) (POWERSHUTTLE VERSION)
The sensor (_SR4) in the rigyht-hand side of the engi-

ne-gearbox assembly detects the speed at which dri-
ve enters the gearbox and the rotation direction. It then
P1
transmits a signal to the electronic unit that controls
the Powershuttle module, which controls the way the
relative LEDs on the instrument come on (FORWARD-
REVERSE indicators).
The sensor (_SR4) is connected to the rear wiring by _SR4
Fig.365-11
11-197

LEFT SPEED SENSOR (DELTASHIFT
SYSTEM) (POWERSHUTTLE VERSION)
The sensor (_SR3) in the left-hand side of the engine-

gearbox assembly detects the speed at which drive P15
enters the gearbox and the rotation direction. It then
transmits a signal to the electronic unit that controls
the Powershuttle module, which controls the way the
relative LEDs on the instrument come on (FORWARD-
REVERSE indicators).
means of connector (P15)(Fig.366-11). _SR3
Fig.366-11
CLUTCH PEDAL POTENTIOMETER

The potentiometer (_SQ1) installed alongside the clutch

pedal, under the covering, detects the various pedal
positions during its travel and transmits a signal to the
electronic unit that controls the Powershuttle module.
The sensor (_SQ1) is connected to the dashboard wir-
ing by means of connector (C10)(Fig.367-11).
_SQ1
C10
Fig.367-11
11-198

3A-4 Adjustments
PTO RATE SENSOR _SR5
The Hall effect sensor (_SR5 Fig.368-11), on the right-

hand side of the gearbox housing, detects the speed
of the PTO shaft and transmits a signal to the electro-
nic control unit or to the instrument.
If the sensor is replaced, re-assemble the same shims
so as to maintain a distance of 0.8 mm between the
teeth of the PTO speed selector sleeve (269 Fig.369-
11) and the actual sensor itself (_SR5).
NOTE: The distance between the sleeve teeth (269)

and the sensor must also be complied with if the gear-
box housing is replaced. Fig.368-11
269
0,5 mm _SR5
Fig.369-11
SPEED SENSORS (DELTASHIFT SYSTEM)

The Hall effect sensors (_SR3 and _SR2 Fig.370-11),

respectively in the left-hand and right-hand side of the
_SR3 _SR2
engine-gearbox assembly, detect the speed at which
drive enters the gearbox and the rotation direction.
NOTE: If replacements are made, maintain the same

shims when the new sensors are installed.
Fig.370-11
11-199

GROUND SPEED SENSOR
The sensor (_SR1 Fig.371-11), on the left-hand side of

the gearbox housing, detects the ground speed of the
tractor via the gear keyed to the bevel gear pinion and
transmits a signal to the electronic control unit or to
_SR1
the instrument.
If replacements are made, maintain the same shims
(3 mm) when the new sensor is installed.
Fig.371-11
ENGINE RATE SENSOR
The sensor (_SR Fig.372-11), installed on the right-

hand side of the engine-gearbox assembly, detects the
engine speed by detecting the teeth of the flywheel’s
ring gear.
If a faulty sensor is replaced:
- screw it fully against the casing; _SR2
- unscrew it about 1/2 of a turn;
- tighten the check nut to fix the adjustment in place.
Fig.372-11
11-200

CLUTCH PEDAL POTENTIOMETER
The potentiometer (_SQ1 Fig.373-11), installed under

the covering, alongside the clutch pedal, detects the
various pedal positions during its travel and transmits
a signal to the electronic unit that controls the Power-
shuttle module.
Check the following values if the potentiometer is re-
placed:
- Power the potentiometer with 5 V voltage on terminal

1 (positive).
- Make sure that the output voltage between terminals _SQ1
1 (positive) and 4 (ground) is effectively 5 V.
- Measure the voltage value between terminals 2 (si-
gnal) and 4 (ground): the value must be about 0.5 V Fig.373-11
with the clutch pedal released (failing this, use the pad
(X Fig.375-11) to adjust the position), and about 4.5 V
with the pedal fully depressed (failing this, use the screw
(Y Fig.375-11) to adjust the position, then fix with Loc-
tite 243).
ground
1,5V
signal
Fig.374-11
Loctite 243
Loctite 243
Y
Fig.375-11 Fig.375a-11
11-201
Notes
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11-202
CHAP. 11
Solenoid valves
CONTENTS
3B - Solenoid valves
3B-1 General description ................................................ 11-204

3B-2 Locations ............................................................... 11-206
3B-3 Identification .......................................................... 11-207
3B-4 Inspections .......................................................... 11-214
11-203
3B - Solenoid valves
3B-1 General description Solenoid valve assembly
The function of a solenoid valve is to open or close the

oil supply and to discharge the oil to the relative user.
This occurs by energizing or de-energizing the sole-
noid valve, i.e. by transmitting or interrupting an electric
voltage, thus allowing the oil to flow or shutting of the
oil flow, according to the case in question.
Two types of solenoid valves are used in Series F
tractors:
- ON/OFF (Fig.376-11)
- proportional (Fig.379-11)
P = Pressure
U = Use
S = Discharge
Fig.376-11
Solenoid valve not energized
Fig.377-11
Solenoid valve energized
Fig.378-11
11-204
Solenoid valves
PROPORTIONAL SOLENOID VALVES
The technique of proportional valves, as a link between is monitored in a fade-free way but also the speed and
controlling and regulating techniques, is a concept that force.
has now become very clear when it comes to hydrau- Similarly, acceleration and deceleration can be con-
lics. stantly controlled according to the behaviour of a de-
The figure below shows the route covered by the sig- vice, e.g.a variation in the flow rate.
nal: an input voltage signal (mainly between 0±9 V) is
converted by means of an amplifier into a current that In Series F tractors, proportional solenoid valves al-
depends on the voltage itself. low the two hydraulic clutch assemblies to be engaged/
E.g. 1mV = 1mA. disengaged in a modular way. Their function is to send
This electrical input signal is converted by the propor- oil to the user as needed, by varying the opening.
tional magnet into output magnitudes such as force These solenoid valves are controlled by an electronic
and travel. board installed in the control unit, which is part of an
Issue of the signal to monitor the direction and flow electronic management program.
rate or pressure allows proportional valves to be in- Checks to ensure that these solenoid valves operate
stalled right near the actuators, thus improving the correctly must necessarily be carried out with the aid
dynamic characteristics of the control system. of a PC and using the electronic management soft-
The force or travel magnitudes, as the input signal for ware of the Powershuttle unit.
the strictly hydraulic valve part convert into a flow rate
or pressure.
For the actuator and, consequently, the final operation
of the machine, this means that not only the direction
electric
direction and
electric input signal proportional magnet force directional flow rate hydraulic machine
signal 0.....1.5A
Electronic with characteristic propor.valves actuator
board force and press.contr. cylinder
pressure
normally position opposition flow rate contr. flow rate engine
0......±9V
1 5 7 6 9
3 10 11 8
1 - Coil clamping plug 5 - Coil plug 9 - Spring

2 - Retention ring 6 - Retention ring 10 - Plug
3 - Coil 7 - Retention ring 11 - Plug guide
4 - Retention ring 8 - Plunger
Fig.379-11
11-205
Solenoid valves
3B - 2 Locations
_YV10 - Solenoid valve of auxiliary control valve (B)

_YV11 - Solenoid valve of auxiliary control valve (A)
_YV10 _YV11
_YA1 _YV5 _YV4 _YV3 _YV2 _YV1 _YV8 _YV9
_YA1 - Injection pump solenoid valve

_YV1 - Secondary clutch solenoid valve (direct)
_YV2 - Main clutch solenoid valve (options)
_YV3 - Diff lock solenoid valve
_YV4 - 4WD solenoid valve
_YV5 - Powerfive solenoid valve (Powershuttle version)
_YV8 - PTO brake solenoid valve
_YV9 - PTO clutch solenoid valve
Fig.380-11
11-206
Solenoid valves
3B-3 Identification
MOTOR STOP SOLENOID VALVE
Solenoid valve (_YA1) on the injection pump opens or

shuts off the fuel that flows towards the engine.
When the ignition key is turned clockwise, solenoid
valve (_YA1) energizes, thus allowing the fuel required
to start the engine to pass through. On the other hand,
when the ignition key is turned in an anti-clockwise
direction, the solenoid valve de-energizes, thus shut- _YA1
ting off the fuel flow and stopping the engine. B21
The solenoid valve (_YA1) is connected to the front
wiring with connector (B21) (Fig.381-11 Speedfive
version)(Fig.382-11 Powershuttle version).
Fig.381-11
SOLENOID VALVES OF AUXILIARY CONTROL

VALVE
Both solenoid valves (_YV10 e _YV11 Fig.384-11) are

installed in the block (32 Fig.384-11) of the electro-
hydraulic flow selector, so named after its function. Both
solenoid valves are of the ON/OFF type, as they open
or close the oil flow to the relative auxiliary control valve, B21
controlled by the button (_SB9 Fig.384-11). When the
button in pressed into A position, the solenoid valve
(_YV10) is energized; when the button is pressed into _YA1
B position, the solenoid valve (_YV11) is energized.
The solenoid valve (_YV10) is connected to the rear
wiring by means of the connector (P7- Speedfive
version)(P11 - Powershuttle version). The solenoid valve
(_YV11) is connected to the rear wiring by means of
the connector (P6 - Speedfive version)(P10 - Power-
shuttle version). Fig.382-11
_YV10 _YV11 _YV10 _YV11
32
P6
P10
P7
P11 _SB9
Fig.383-11 Fig.384-11
11-207
Solenoid valves
SOLENOID VALVES ON THE HYDRAULIC POWER
PACK (10) (POWERSHUTTLE VERSION)
The three ON/OFF solenoid valves (_YV3/_YV4/_YV5 They open or shut off the oil supply and discharge the
Fig.385-11) sare housed in the relative hydraulic pack oil to the relative user.
(10) on the right-hand side of the transmission, near This occurs by energizing or de-energizing the sole-
the footstep. noid valve, i.e. by transmitting or interrupting an electric
Their function is as follows: voltage, thus allowing the oil to flow or shutting of the
_YV3 diff lock control oil flow, according to the case in question.
_YV4 4WD control These solenoid valves are the “ON/OFF” type and are
_YV5 Powerfive control. controlled by switches and buttons installed near the
driver’s seat.
_YV5
_YV4
_YV3
Fig.385-11
11-208
Solenoid valves
DIFF LOCK SOLENOID VALVE (POWERSHUTTLE
VERSION)
The front and rear differential locks are engaged throu-

gh the movement of two mechanical clutches activa-
ted by a piston with oil at a pressure of 20 bar. _YV3
This occurs when the driver energizes the solenoid valve
(_YV3) by operating the control button (_SB8 Fig.386-
11). P20
Energizing allows the solenoid valve to supply oil to
the rear and front locks simultaneously. Releasing oc-
curs when the solenoid valve (_YV3) is de-energized
by means of the brake pedals, thus shutting off the oil
supply and opening on to the outlet.
The solenoid valve (_YV3) is connected to the rear wiring _SB8
by means of connector (P20) (Fig.386-11). Fig.386-11
4WD SOLENOID VALVE (POWERSHUTTLE VER-

SION)
_YV4
The four-wheel drive is engaged through the movement
of two mechanical meshing systems operated by a
spring (Spring-on).
This occurs when the driver operates the control switch
(_SA11 Fig.378-11) and energizes the solenoid valve
P19
(_YV4), thus shutting off the flow of pressurized oil (20
bar) to the four-wheel drive assembly and opening on
to the outlet. When the switch (_SA11) is operated,
the solenoid valve (_YV4) de-energizes and thus al-
lows oil at a pressure of 20 bar to flow towards the
4WD assembly. _SA11
The solenoid valve (_YV4) is connected to the rear wiring
by means of connector (P19) (Fig.387-11). Fig.387-11
POWERFIVE SOLENOID VALVE (POWERSHUTTLE

VERSION)
_YV5
The Powerfive unit (if installed) is engaged when the
driver operates the control button (_SB2 Fig.388-11)
and de-energizes the solenoid valve (_YV5), thus al- P18
lowing the pressurized oil that flows towards the Power-
five assembly to flow towards the outlet (0 bar) and to
engage the slow speeds. When the solenoid valve
(_YV5) is energized, this action shuts off the oil that
flows to the outlet, bringing it to a pressure of 20 bar
and thus engaging the fast speeds.
with connector (P18) (Fig.388-11). _SB2
Fig.388-11
11-209
Solenoid valves
SOLENOID VALVES ON THE SERVOCLUTCH CON-
TROL VALVE (8) (SPEEDFIVE VERSION)
Both solenoid valves (_YV3/_YV4 Fig.389-11) are hou-

_YV3
sed in the servo-clutch control valve (8 Fig.390-11), on
the left-hand side of the tractor, near the bonnet cover
hinge.
Their function is as follows:
_YV3 diff lock control
_YV4 4WD control.
They open or shut off the oil supply and discharge the _YV4
oil to the relative user.
This occurs by energizing or de-energizing the sole-
noid valve, i.e. by transmitting or interrupting an electric
voltage, thus allowing the oil to flow or shutting of the
oil flow, according to the case in question. Fig.389-11
These solenoid valves are the “ON/OFF” type and are
controlled by switches and buttons installed on the
right of the driver’s seat.
8 _YV3
_YV4
Fig.390-11
11-210
Solenoid valves
DIFF LOCK SOLENOID VALVE (SPEEDFIVE VER-
SION)
_YV3
P13
The front and rear differential locks are engaged throu-
gh the movement of two mechanical clutches activa-
ted by a piston with oil at a pressure of 20 bar.
This occurs when the driver energizes the solenoid valve
(_YV3) by operating the control button (_SB8 Fig.391-
11).
Energizing allows the solenoid valve to supply oil to
the rear and front locks simultaneously. Releasing oc-
curs when the solenoid valve (_YV3) is de-energized
by means of the brake pedals, thus shutting off the oil
supply and opening on to the outlet. _SB8
The sensor (_YV3) is connected to the rear wiring by
means of connector (P13) (Fig.391-11).
Fig.391-11
4WD SOLENOID VALVE (SPEEDFIVE VERSION)
The four-wheel drive is engaged through the movement

of two mechanical meshing systems operated by a
spring (Spring-on). _SA11
This occurs when the driver operates the control switch
(_SA11 Fig.392-11) and energizes the solenoid valve
(_YV4), thus shutting off the flow of pressurized oil (20
bar) to the four-wheel drive assembly and opening on
to the outlet. When the switch (_SA11) is operated,
the solenoid valve (_YV4) de-energizes and thus al-
lows oil at a pressure of 20 bar to flow towards the
4WD assembly.
by means of connector (P12) (Fig.392-11). P12 _YV4
Fig.392-11
11-211
Solenoid valves
PRIMARY AND SECONDARY CLUTCH
SOLENOID VALVES (POWERSHUTTLE VERSION)
_YV1 _YV2
The two proportional solenoid valves (_YV2 and _YV1
Fig.393-11) are housed in the relative hydraulic pack
(15 Fig.395-11) on the right-hand side of the casings.
The two solenoid valves (_YV2 and _YV1) open or shut
off the oil flow that supplies the main clutch (options)
and secondary clutch (Direct) in the modulated mode
(Fig.394-11).
They are the “proportional” type and are thus handled
by the tractor’s electronic control system.
by connector (P3 Fig.311-11).
by connector (P2 Fig.311-11). Fig.393-11
MAIN CLUTCH
SUPPLY
15
SECONDARY
Fig.394-11 CLUTCH SUPPLY Fig.395-11
11-212
Solenoid valves
PTO BRAKE SOLENOID VALVE
When the solenoid valve (_YV8 Fig.396-11) is de-

energized, oil flowing at the pressure of 20 bar feeds
the PTO brake.
Operate the switch (_SA2 Fig.398-11) that controls
the PTO to energize the solenoid valves (_YV9-PTO _YV8
clutch Fig.397-11) and (_YV8-brake).
The solenoid valve (_YV8) energizes and shuts off
the oil flow under pressure to the brake pistons. The
brake ihus disengaged.
The solenoid valve (_YV8) is connected to the rear P7
wiring by means of connector (P7) (Fig.396-11).
Solenoid valve (_YV8) de-energized = brake engaged
Solenoid valve (_YV8) energized = brake disengaged Fig.396-11
PTO CLUTCH SOLENOID VALVE

Operate the switch (_SA2 Fig.398-11) that controls

the front PTO to energize the solenoid valves (_YV9-
PTO clutch Fig.397-11) and (_YV8-brake Fig.396-11).
Oil flow at a pressure of 20 bar to the PTO clutch
plates is gradual. Gradual opening of the solenoid val-
ve (_YV9) is controlled by the electronic unit, to allow _YV9
for a smooth and progressive engagement of the PTO.
wiring by means of connector (P8) (Fig.397-11).
Solenoid valve (_YV6) de-energized = PTO clutch disengaged.
Solenoid valve (_YV6) energized = PTO clutch engaged.
P8
Fig.397-11
_SA2
Fig.398-11
11-213
Solenoid valves
3B-4 Inspections
Certain tests can be made to ensure that the solenoid
valves installed in Series F tractors operate correctly:
1 - winding resistance test

2 - voltage value test (valves of the ON/OFF
type
3 - current value test (valves of the proportional
type
NOTE: These tests are indicative and do not have

an absolute value. They concern the electrical natu-
re of the solenoid valve. Faults in this latter could be
caused by mechanical or hydraulic problems (e.g.
“seizure of the internal plunger”). Fig.399-11
1 - COIL RESISTANCE TEST
- Use a tester to make sure that there are no breaks in

the coil winding.
- Position the tester prods at the end of the winding,
represented by the connection terminals (Fig.399-
11).
- Measure the resistive value of the winding.
- This value must be between 8 and 10, at a tempera-
ture of about 20°C (Fig.400-11).
NOTE: The coil resistance can also be tested without

removing the component from the tractor.
Fig.400-11
11-214
Solenoid valves
2 - VOLTAGE VALUE TEST (ON/OFF VALVES)
TESTER
- Use a tester to make sure that there are no breaks in V
the coil winding.
- Position the tester prods in “parallel” with the coil
(Fig.401-11).
- Power the solenoid valve’s coil.
- The value measured by the tester must be declared
by the manufacturer and stamped on the coil (gene- Coil
rally 12 V ± 10%).
Fig.401-11
3 - CURRENT VALUE TEST

(PROPORTIONAL VALVES) Coil TESTER
- Check the power draw of the coil winding with a te- I

ster.
- Position the tester prods in series with the coil
(Fig.402-11).
- Power the solenoid valve’s coil.
- The current value measured by the tester varies de-
pending on the extent to which the valve opens. The
peculiar feature of this solenoid valve is that the mo-
vement of the “plunger” can be checked, thus al-
lowing the pressure in the user to be controlled.
A board in the tractor’s electronic control unit handles
the valve “piloting” function. Controlled by
- The pressure towards the user depends on the mea- electronic board Fig.402-11
sured current value, a value which must comply with
the curve shown in (Fig.403-11).
bar
Q=10 l/min
Amp
Fig.403-11
11-215
Notes
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11-216
CHAP. 11
Switches and buttons
CONTENTS
3C - Switches and buttons
3C-1 General description ............................................... 11-218

3C-2 Locations .............................................................. 11-219
3C-3 Identification .......................................................... 11-220
11-217
3C - Switches and buttons

3C-1 General description
The purpose of the switches and buttons installed in
Series F tractors is to activate or deactivate a given
service. The signals transmitted can be of two types:
permanent and temporary.
Permanent signal means a signal that indicates a de-
termined situation in a fade-free way.
Temporary signal is a control pulse sent to the moni-
toring plant in order to modify an already existing situ-
ation.
For example, the parking brake activated indicator
switch transmits a permanent signal which is main-
tained constant by means of the engaging lever of the
actual brake itself.
The diff lock engaging/disengaging button transmits a Fig.404-11
temporary signal, thus modifying an already existing
situation.
Certain types of switches and buttons installed in Se-

ries F tractors are graphically depicted alongside.
Fig.405-11
Fig.406-11
11-218

3C - 2 Locations
_SA00 - Main control ignition switch

_SA2 - PTO engaged/disengaged switch (Powershuttle version)
_SA7 - Rear field light switch
_SA8 - Revolving beacon switch
_SA9 - Emergency switch _SB9 _SA9
_SA11 - 4WD engaging/disengaging switch
_SQ4 - Parking brake lever switch
_SB2-_SB3 - Buttons on the gearshift lever
_SB8 - Diff lock engagement button
_SB9 - Control button for auxiliary control valves (A-B)
_SA2 _SA11 _SB8 _SA00 _SA8 _SA7
_SQ5 _SQ19 _SQ18 _SQ8 _SQ7 _SQ6
_SQ5 - Park-lock engaging microswitch

_SQ6 - Fast rear PTO microswitch
_SQ7 - Slow rear PTO microswitch
_SQ8 - Proportional rear PTO microswitch
_SQ18 - Independent rear PTO microswitch (Speedfive version)
_SQ19 - Start enable microswitch
Fig.407-11
11-219

3C-3 Identification
_SA9 _SA7
SWITCHES ON THE DASHBOARD
The switches (_SA7 _SA8 _SA9), on the dashboard

at the right of the steering-wheel, have the following
functions and are connected to the dashboard wiring
by the following connectors (Fig.408-11):
_SA7-C6 rear field light switch C7

C6 C5
_SA8-C5 revolving beacon switch
_SA9-C7 emergency light switch

_SA8
Fig.408-11
PTO ENGAGING/DISENGAGING SWITCH

_SA2
The switch (_SA2) on the right-hand side engages
and disengages the rear PTO.
It sends a signal to the electronic contron unit that
energizes the solenoid valves (_YV8 Fig.396-11 and
_YV9 Fig.397-11), thus allowing a flow of oil under
pressure (20 bar) to the PTO clutch and the dischar-
ge of oil in the brake unit to the outlet.
The switch (_SA2) is connected to the platform wiring
by the connector (E6) (Fig.409-11).
E6
Fig.409-11
PARK LOCK SWITCH (POWERSHUTTLE VER-

SION)
C12
The switch (_SQ5 Fig.410-11) in contact with the Park
Lock engaging lever, informs the electronic control
unit when the device is engaged. The control valves of _SQ5
the main and secondary clutch assemblies cannot be
piloted when the Park Lock is engaged.
The switch (_SQ5) is connected to the platform wiring
by means of connector (C12) (Fig.410-11).
Fig.410-11
11-220

4WD ENGAGING/DISENGAGING SWITCH
_SA11
The switch (_SA11) on the right-hand side, is used to
engage/disengage the four-wheel drive. It transmits a
signal to the solenoid valve (_YV4 Fig.389-11 Speedfive
version - Fig.387-11 Powershuttle version). It shuts off
the flow of pressurized oil (20 bar) to the 4WD unit,
thus freeing the movement of the spring (Spring-on) in
order to mechanically engage the four-wheel drive.
The switch (_SA11) is connected to the platform wiring
by means of connector (E4 - Speedfive version) (E8 - E4
Powerfive version) (Fig.411-11).
E8
Fig.411-11
DIFF LOCK ENGAGING/DISENGAGING BUTTON
The button (_SB8) on the right-hand side is used to

engage/disengage the differential lock. The button tran- _SB8
smits a signal to the solenoid valve (_YV3 Fig.389-11
Speedfive version - Fig.386-11 Powershuttle version)
which, by energizing, allows oil at a pressure of 20
bar to flow towards the differential lock unit.
The switch (_SB8) is connected to the platform wiring
by means of connector (E3 - Speedfive footstep ver-
sion) (E7 - Powerfive version) (Fig.412-11). E7
The differential can be disengaged by means of the E3
brake pedals.
Fig.412-11
PARKING BRAKE SWITCH
The switch (_SQ4), on the right-hand side in contact

with the control levers of the rear brakes, signals that
the parking brake is engaged by means of the indica-
tor light on the instrument (Fig.413-11).
The switch (_SQ4) is connected to the rear wiring by
the connector (P4 Fig.413-11).
_SQ4
NOTE: If the indicator light on the instrument blinks
when the ignition switch (_SA00) is disengaged, this P4
means that the parking brake is not activated.
Fig.413-11
11-221

BUTTONS ON THE GEARSHIFT LEVER
_SB3
The switches (_SB2 and _SB3 Fig.414-11) on the
gearshift lever are used to engage the Powerfive unit
(if installed) and to shift gear without using the clutch
pedal (declutch). Press the relative button (_SB2) to _SB2
de-energize the solenoid valve (_YV5 Fig.388-11), thus
allowing pressurized oil to flow towards the Powerfive
assembly and towards the outlet (0 bar), thus engag-
ing the slow speeds. When the solenoid valve (_YV5)
is energized, this action shuts off the oil that flows to
the outlet, bringing it to a pressure of 20 bar and thus
engaging the fast speeds. If the button (_SB3) is
pressed in order to use the declutch gearshifting mode,
a signal is transmitted to the electronic control unit
E2
which then transmits another signal to the solenoid Fig.414-11
valve that controls the relative clutch (main or second-
ary) on the valve block (15 Fig.395-11).
The switches (_SB2 and _SB3) are connected to the
platform wiring by means of connector (E2 Fig.414- TERMINAL
11).
Fig.415-11
BUTTON FUNCTIONALITY TEST
The signals transmitted are electrical pulses. Make

sure that the values shown in the table below are pre-
sent by using a tester:
Button Terminal Button

status Value
Function Colours
_SB3 1-2 Released 2740 ± 10 Ω
Declutch C-V Pressed 550 ± 10 Ω
_SB2 2-4 Released Circuit open
Underdrive V-VB Pressed Circuit closed
Fig.416-11
11-222

IGNITION SWITCH
The ignition switch (_SA00) under the steering wheel

on the right-hand side, allows the battery to power the
starter motor, thus enabling the engine to start.
Depending on the tractor version, the ignition switch
(_SA00) is connected to the dashboard wiring by me-
ans of the faston terminals (C3 Fig.417-11).
C3
_SA00
Fig.417-11
BUTTON FOR THE AUXILIARY CONTROL VALVES

(A-B)
The button (_SB9 Fig.418-11) on the right-hand side

controls any external hydraulic ram, such as top link
or leveling ram. The button (_SB9) has three posi-
tions: A - 0 - B. When the button is pressed, the rela-
tive solenoid valves are energized (pos.A - _YV10) _SB9
(pos.B - _YV11), installed in the block (32) (Fig.384-
11).
The switch (_SB9) is connected to the platform wiring E5
by the connector (E5 - Speedfive version)(E9 - Power-
E9
shuttle version)(Fig.418-11).
Fig.418-11
IGNITION ENABLE MICROSWITCH
The microswitch (_SQ19), on the left-hand side of the _SQ19

axle shaft housing, is a safety device that forbids to
start the engine in the following cases:
- the PTO is engaged
- a gear is engaged
- the reverse shuttle lever is not in neutral.
P16
P11 X
The switch (_SQ19) can be reached after removing
the guard (X Fig.419-11).
The switch (_SQ19) is connected to the rear wiring
by the connector (P11-Speedfive version)(P16-Power-
shuttle version)(Fig.419-11).
Fig.419-11
11-223

PTO TYPE SELECTOR MICROSWITCHES
(SPEEDFIVE VERSION)
P3
The switches (_SQ8 and _SQ18 Fig.420-11) installed
on the left-hand side near the side final drive, indicate
when the PTO is used in the proportional or indepen- P2 _SQ18
dent mode by means of the relative indicator lights on
the instrument. When the required PTO speed is se-
lected with the lever (T), the switches (_SQ8 and _SQ8
_SQ18) transmit a signal to the instrument.
The switch (_SQ8 - proportional PTO) is connected to
the rear wiring by means of the faston terminals (P2).
The switch (_SQ18 - independent PTO) is connected T
to the rear wiring by means of the faston terminals
(P3) (Fig.420-11).
Fig.420-11
PTO TYPE SELECTOR MICROSWITCH

The switch (_SQ18 Fig.421-11) installed on the left- P14

hand side near the side final drive, indicates when the
PTO is used in the proportional mode by means of the
relative indicator light on the instrument. When the _SQ18
proportional PTO is selected with the lever (T), the
switch (_SQ18) transmits a signal to the instrument.
by means of the faston terminals (P14)(Fig.421-11). T
Fig.421-11
PTO SPEED SELECTOR SWITCH

P6 P5
The switches (_SQ6 and _SQ7 Fig.422-11) installed
on the left-hand side behind the side final drive, indi-
cate when the PTO is used in the slow or fast mode
by means of the relative indicator lights on the instru-
ment. When the required PTO speed is selected, the
switch affected by movement of lever (R) transmits a
_SQ6
signal to the instrument. The switches (_SQ6 and
_SQ7) are connected to the rear wiring by means of
connectors (P6 and P5) respectively (Fig.422-11). R
_SQ7
_SQ6 slow speed
_SQ7 fast speed

Fig.422-11
11-224

PTO SPEED SELECTOR SWITCH
(SPEEDFIVE VERSION)
The switch (_SQ7 Fig.423-11) installed on the left- P9 P8

hand side behind the side final drive, indicates when
the PTO is used in the fast mode by means of an
indicator light on the instrument. When the required
PTO speed is selected, the switch affected by move-
R
ment of lever (R) transmits a signal to the instrument.
The switch (_SQ7) is connected to the rear wiring by
_SQ7
_SQ7 fast speed
Fig.423-11
Notes
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11-225
Notes
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11-226
CHAP. 11
Instrument
CONTENTS
3D - Instrument
3D-1 General description ............................................... 11-228

3D-2 Indicators and connections .................................... 11-230
3D-3 Adjustments ........................................................... 11-237
3D-4 Model and tyre tables ............................................. 11-241
11-227
3D - Instrument
3D-1 General description
The instrument (Fig.424-11) installed on SERIES F trac-
tors gives the operator every information required for
tractor control. Its digital displays indicate precise in-
dications of the PTO RPM rating and of the ground
speed. Its analog indicators inform about engine RPM
rating, fuel level and engine coolant temperature.
The anti-reflex glass allows a good view of the dis-
played information in any weather condition.
The instrument gives the operator a constant control
on the tractor's operating mode by means of the digit-
al indicator of the engaged speed range.
The indicator lights are distributed on the instrument
according to their specific functions.
The instrument is connected to the dashboard wiring
Fig.424-11
by the 26-pin connectors (C1) and (C2) (Fig.425-
11). These can be easily accessed, as the instrument
is embedded into a recess in the dashboard cover.
C1
The table below shows the rated values of the engine
coolant for a given value of the voltage applied and a
C2
given pull-up resistance value.
The values taken by the sensor (_ST6 Fig.352-11)
are showed by an analog indicator on the left of the
instrument (Fig.426-11)
Fig.425-11
Voltage Pull-up R R sensor Temperature

(volt) (OHM) (OHM) (°C)
5 1000 1230 40
810 50
575 60
390 70
275 80
210 90
140 100
106 110
85 120 Fig.426-11
11-228
Instrument
STOP
X1 LCD2 LCD1 LCD3 X2
Indicator lights for driving functions

Indicator lights for driving functions
Indicator lights for selected functions
Indicator lights of troubles in tractor operation
Fig.427-11
INSTRUMENT CHECK COMPUTER ON BOARD
When the ignition key is on the OFF position, the The side buttons (X1) and (X2) (Fig.427-11) allow
instrument shows only the time on (LCD1), whereas access to the functions of the computer provided in
the other indicators (LCD2 e LCD3) display no infor- the instrument mounted on SERIES F tractors. By
mation. these functions it is possible to optimize the use of the
If the key is turned one position to the ON position, tractor and to manage the work on hand: worked sur-
the instrument begins an autocheck for a few sec- face, distance covered, size of the implement, type of
onds. During this time all indicators and displays light tyre and time setting.
up (Fig.427-11). After the autocheck, the instrument By means of the buttons (X1) and (X2) is also possible
is in a default state and the display (LCD1) shows the to calibrate the operating values of the tractor. In the
time, the hours worked up to that moment, the driving calibrating mode the buttons (X1) and (X2) take up the
direction, the Powerfive range. The indicator (LCD2) same functions of the buttons on the gearshift lever
displays the tractor speed, and the indicator (LCD3) (instruments mounted on Series F tractors Powershut-
the kind of gear engaged and the rear PTO rated tle version).
speed.
Turning the ignition key from ON to OFF and to ON The operations required to enter the computer are dealt
again, the instrument always returns to the default with in paragraph 3D-3 of this same chapter and in the
condition. tractor operating manual.
11-229
Instrument
3D-2 Indicators and connections
35 13 33 36
5 6 14
7 15 26
4
8 16 25
3 STOP
9 17 24
2
12 18
11
23
1
19
10 20
37 21
22
27 34 28 31 29 32 38 30
Fig.428-11
WARNING BUZZER
The buzzer sounds whenever the red indicator light (15

Fig.428-11) comes up, to warn that the pressure in the
transmission hydraulic circuit is too low. In this case
the tractor should be urgently referred to the Dealer's
specialized workshop.
The buzzer also sounds, while the red indicator light (4 L
Fig.428-11) blinks, when the parking brake is not en-
gaged with the tractor at a standstill. The warning sound
lasts about 10 seconds, then stops either automati-
cally or pulling the parking brake lever (L Fig.429-11).
This same sound also signals that the headlights are
on when the tractor is brought to a standstill.
Fig.429-11
11-230
Instrument
C2 C1
Fig.430-11
Led Led Function INPUT SIGNAL

DESCRIPTION
number symbol Led colour Conn. Term. Colour
Side lights Indicates that the side lights and/or dipped beams PULL UP
1 GREEN are on.
C1 22 HG
Driving beams PULL UP
2 BLUE
Indicates that the driving beams are on.
C1 21 V
Creeper PULL DOWN
3 ORANGE
Indicates that the creeper is engaged.
C1 12 -
Parking brake Indicates that the parking brake is engaged. If blinking PULL DOWN
4 RED
with key off, indicates that the parking brake is not
engaged. C1 2 ZN
Engine oil pressure Indicates low pressure of the engine oil. It should go off as PULL DOWN
5 RED
soon as the engine is started. It may come on even if
everything is regular, with a hot engine at idling speed. C1 3 RV
Battery charger Indicates misfunction of the battery charger. It should go D+ ALTERNATOR
6 RED off as soon as the engine is started. C2 10 HM
Trailer brake oil pressure Indicates low pressure in the hydraulic circuit of PULL DOWN
7 RED the trailer brake control valve.
C1 19 BN
Engine warning CAN BUS
8 ORANGE
Indicates possible engine problems.
Diff lock PULL UP
9 ORANGE
Indicates that the diff lock is engaged.
C1 11 BR
4-wheel drive PULL UP
10 ORANGE
Indicates that the 4-wheel drive is engaged.
C1 10 SV
1st trailer turn indic. Indicates that the turn indicators on the 1st trailer PULL UP
11 ORANGE are blinking.
C1 25 GN
11-231
Instrument
DESCRIPTION
2nd trailer turn indic. Indicates that the turn indicators on the 2nd trailer PULL UP
12 GREEN are blinking.
C1 26 GV
Air filter Engine air filter clogged. PULL DOWV
14 RED Clean or replace the filter. C1 7 LG
PULL DOWN
Transmission hydraulic Steady light: low pressure in the transmission cir-
15 circuit vacuum switch cuit. Blinking light: Powershuttle filter clogged. C1 6 HL
RED POWERSHUTTLE VERSION
Transmission oil filter Indicates clogging of transmission oil filter.

PULL DOWN
16 RED C1 9 ZH
PTO Overspeed (NAO) CALCOLO INTERNO
17 ORANGE
Indicates PTO overspeed.
DELLO STRUMENTO
CAN BUS
Proportional PTO Indicates proportional PTO engagement. POWERSHUTTLE VERSION
18 ORANGE PULL DOWN
C1 15 LV
Front PTO PULL DOWN
19 ORANGE
Indicates front PTO engagement.
C1 17 -
By Speed PULL DOWN
20 ORANGE C1 13 -
Fast PTO PULL DOWN
21 ORANGE
Indicates PTO fast speed (1000 giri) engagement.
C2 16 HL
Slippage PULL DOWN
22 ORANGE
Indicates slippage control engagement.
C1 20 -
CAN BUS
Independent PTO Indicates rear PTO engagement.
23 ORANGE PULL DOWN
C1 16 VB
Economy PTO PULL DOWN
24 ORANGE
Indicates economi PTO (540 ECO) engagement.
C1 18 -
Glow plugs PULL UP
25 ORANGE
Indicates glow plug pre-heating.
C2 17 N
Brake fluid Indicates low level of brake fluid in the reservoir. PULL DOWN
26 RED C1 4 ZL
RH turn indicators Indicates rh turn indicators are blinking.
PULL UP
32 GREEN C1 24 V
STOP Possible malfunctions; turn off the engine. It comes CAN BUS
33 RED up together with lights (5), (26), (15), (7). POWERSHUTTLE VERSION
LH turn indicators PULL UP

34 GREEN
Indicates lh turn indicators are blinking.
C1 23 G
Forward drive CAN BUS
35 GREEN
A forward drive gear is engaged.
Reverse drive CAN BUS

36 GREEN
A reverse drive gear is engaged
11-232
Instrument
DESCRIPTION
Water temperature PULL DOWN
37 RED
Indicates high temperature of the engine coolant.
C2 21 VB
Fuel reserve PULL DOWN
38 ORANGE
Indicates a low fuel level.
C2 14 SG
11-233
Instrument
RPM METER (Fig.431-11) DANGER
ZONE
The engine rate is shown on an analog gauge on which,
as the engine rate increases, a pointer moves up the
scale. The pointer should never reach the zone indi-
cated in Fig.431-11 (2450 RPM), whre the zone at risk
of overspeed begins.
The engine RPM rate is taken by the sensor (_SR2
Fig.362-11) in the Powershuttle versions and then sent
to the instrument by the electronic control unit; in the
Speedfive versions, the signal from the alternator (W)
is used to calculate the RPM rate. The signal is then
sent to the instrument by means of connector (C2 -
terminal 1 - colour GR).
Fig.431-11
INDICATOR (31 FIG.432-11) (LCD1)
Part 1: displays the time in hours and minutes (see

paragraph 3D-3 for the adjustment)
Part 2: displays the actual work hours and is indepen- 1 3 4
dent of the engine RPM rate: the hours are displayed
by 5 white digits, 1/10th of an hour is displayed by 1
yellow digit.
Part 3 (Powershuttle version only): displays the
Powerfive range: 1-underdrive, 2-direct drive
Part 4: displays the direction of drive
Part 5 (Powershuttle version only): displays the
Powershuttle operation mode and the Park Lock en-
gagement:
2 5
N= Powershuttle in NEUTRAL
F= Powershuttle in FORWARD
R= Powershuttle in REVERSE Fig.432-11
P= Park Lock engaged
The indicator (29) displays the precise RPM rate (shaft

RPM) of the rear PTO, for a constant control over the
RPM rate of implements that require an exact selec-
tion of the rotation speed.
The RPM rate is taken by the sensor (_SR5 Fig.361-
11). The signal is sent to the instrument by means of
connector (C2 - Terminal 2 - colour CN) in the Series F
Speedfive versions; in the Powershuttle versions the
signal is sent to the instrument by the electronic con-
trol unit of the transmission.
Fig.433-11
11-234
Instrument
The indicator (28) shows the ground speed of the tractor,

not corrected for wheel slip.
It may be graduated in kph or mph depending on the
country in which the machine is used.
If the original tyres are replaced by new ones, the indi-
cator can be programmed again for the new tyre size.
The ground speed is taken by the sensor (_SR1 Fig.360-
11). The signal is sent to the instrument by means of
connector (C2 - Terminal 3 - colour SN) in the Series F
Speedfive versions; in the Powershuttle versions the
signal is sent to the instrument by the electronic con-
trol unit of the transmission.
Fig.434-11
ENGINE COOLANT TEMPERATURE

INDICATOR (27 FIG.427-11)
37
- Blue zone = ambient temperature; before operation
at full speed, wait for the pointer to reach the green
zone (normal operating temperature).
- Green zone = normal operating temperature.
- Red zone = overheating.
The overheating warning light (37 Fig.435-11) comes

on at 105-110°C (221-230°F). Possible causes of over-
heating:
a - Low engine coolant level.
b - Radiator caked with mud, dust, straw, etc.
c - Build-up of deposits in coolant circuit.
d - Loose fan belt. Fig.435-11
e - Faulty thermostat valve.
CAUTION: if the engine temperature is too high, let

the engine idle immediately but do not switch it off. If
the temperature gauge stays in the red, identify the
cause immediately and seek expert advice if neces-
sary.
FUEL GAUGE (30 FIG.428-11)
When the pointer moves into the yellow zone and the
yellow reserve warning light (38 Fig.436-11) comes on,
there are still about 10 liters of fuel in the tank (2.25 38
gal.)(2.64 US gal.). Fig.436-11
11-235
Instrument
ALARM CODE INDICATORS (FIG.437-11)
The codes that indicate faults in the tractor are shown

to the operator on the PTO rate and speed display
(LCD1) (Fig.437-11).
If a fault occurs, the corresponding alarm code flashes
on part 3 of the LCD1 indicator. In come cases, this is
also accompanied by an acoustic signal by the buzzer
(_HA2 Fig.438-11).
LCD1
3
BLINKING ALARM CODE

_HA2
Fig.438-11 Fig.437-11
INSTRUMENT LINE CONNECTIONS
CONNECTIONS
LINE DESCRIPTION
CONN. TERM. COLOUR
C2 4 N (SHIELD)
CAN BUS
Line dedicated to data transmission. C2 5 M (HIGH)
C2 6 B (LOW)
Line dedicated to instrument software program- C2 11 /
K
ming. C2 12 /
Line dedicated to instrument powering. C1 1 RN
+ VBATT
C2 12 /
Line dedicated to instrument powering. C1 14 B

- GND
C2 19 B
Line dedicated to instrument lighting up. C1 8 R

+ VBAT KEY
C2 13 R
Line dedicated to buzzer activating.
BUZZER C2 9 HB
11-236
Instrument
X1 LCD2 LCD1 LCD3 X2
Fig.439-11
3D-3 Adjustments
LCD1, LCD2, LCD3 indicate the 3 digital displays, Switch the ignition key ON-OFF-ON to return the
while X1 and X2 are the left-hand and right-hand instrument to the default status, without however
selection buttons, respectively loosing the above mentioned counts.
By means of the buttons X1 and X2, it is possible to
gain access to the machine computer functions, to
the parameter calibration of the Powershuttle unit
operation, and to the tractor model selection.
The machine computer operates in the following
modes:
1- Normal mode
2- Parameter setting mode
NORMAL MODE
Only LCD2
Every time the X1 button is depressed (briefly), the
worked area (ha) and the covered distance
(Km) are displayed on LCD2 on the base of the
ground speed (Kph)
Area lavorata
In the worked area position, depress (briefly) the
X2 button to activate the count of the worked area
(the symbol shown in Fig.440-11 flashes 2 - 3 times
in a second). Depress (briefly) the X2 button once
again to stop the count (the symbol is now steadily
lighted).
Keep the X2 button depressed for more than 5 sec
to reset such counts to zero. Fig.440-11
11-237
Instrument
Covered distance
In the covered distance position, depress (briefly)
the X2 button to activate the calculation of the covered
distance (the symbol shown in Fig.441-11 flashes 2 -
3 times in a second). Depress (briefly) the X2 button
once again to stop the count (the symbol is now
steadily lighted).
Keep the X2 button depressed for more than 5 sec to

reset such counts to zero.
Switch the ignition key ON-OFF-ON to return the
instrument to the default status, without however
loosing the above mentioned counts.
PARAMETER SETTING MODE (LCD1, LCD2 and Fig.441-11

LCD3)
With each pressure (longer than 5 sec) on the X1

button, the set-up procedure for implement
dimensions, tyre type and clock is displayed on
LCD2, LCD3 and LCD1 respectively.
Implement dimensions
In the implement dimensions position (see Fig.442-
11) by a brief pressure on the X2 button it is possible
to increase the flashing numbers to be set. Switch to
the next number by a brief pressure on the X1 button,
then adjust the flashing value by means of the X2
button.
To save the set values, keep the X1 pressed for more
than 5 seconds, (thus switching to the next set-up
procedure), or simply waiting for 10 seconds (all
displays go back to the default status saving the
previous settings). Fig.442-11
Rear tyre type

In the tyre type position (see Fig.443-11) by a brief
pressure on the X2 button it is possible to increase
the flashing numbers to be set. Switch to the next
number by a brief pressure on the X1 button, then
adjust the flashing value by means of the X2 button.
previous settings).
Fig.443-11
11-238
Instrument
Clock
In the clock position (see Fig.444-11) by a brief
pressure on the X2 button it is possible to increase
the flashing numbers to be set. Switch to the next
number by a brief pressure on the X1 button, then
adjust the flashing value by means of the X2 button.

previous settings).
Switch the ignition key ON-OFF-ON to return the

instrument to the default status, thus loosing all the
settings that had not been saved. Fig.444-11
CALIBRATION OF ELECTRONIC CONTROL UNIT

PARAMETERS
_D02
Only LCD1
When the instrument is in default status, if both

buttons X1 and X2 are depressed at the same time
for longer than 100 msec) the electronic control unit
(_D02 Fig.445-11) receives a signal through a CAN
frame. This signal compels the control unit to go
into the parameter calibration mode.
In the calibration mode, the buttons X1 and X2 take
up a function quite similar to that of the buttons on
the gearshift lever (M Fig.446-11) to activate the
calibration values. Fig.445-11
Fig.446-11
11-239
Instrument
TRACTOR MODEL SELECTION MODE
Only LCD1
To select the tractor model on which the instrument

has to be installed, depress at the same time, for 1
sec at least, the buttons X1 and X2 while turning the
ignition switch from OFF to ON.
LCD1 thus displays "dash" (instead of the time) e "M
xxx" if the instrument model is Medium, or "b xxx" if
the model is Basic, instead of the work hours.
Depress the button X2 (briefly) to increase the value of
the code xxx, corresponding to the required tractor
model (see tables in paragraph 3D-4).
Depress the button X1 (briefly) to end this selection
mode.
Fig.447-11
After ending the procedure, turn the ignition key OFF,
wait a few seconds and turn it ON again.
11-240
Instrument
3D-4 Model and tyre tables
The following tables show the identificazion numbers
of the tractor models. Such numers are required to
configurate the instrument (see page 11-240).
SERIES F - SPEEDFIVE VERSION

Commercial name Bevel gear Number
PTO type Market
Side final drives (LCD1)
Series F - 105 CC=9/44 RL=13/53 540 - 540E st. 8
Series F - 105 CC=9/44 RL=13/53 540 - 540E nao 7
Series F - 105 CC=9/44 RL=13/53 540 - 1000 st. 6
Series F - 105 CC=9/44 RL=13/53 540 - 1000 nao 5
Series F - 60 CC=9/44 RL=15/63 540 - 540E st. 12
Series F - 60 CC=9/44 RL=15/63 540 - 1000 st. 10
Series F - 60 CC=9/44 RL=15/63 540 - 1000 nao 9
Series F - 80 CC=9/44 RL=13/53 540 - 540E st. 8
Series F - 80 CC=9/44 RL=13/53 540 - 1000 st. 6
Series F - 80 CC=9/44 RL=13/53 540 - 1000 nao 5
Series F - 85 CC=9/44 RL=13/53 540 - 540E st. 8
Series F - 85 CC=9/44 RL=13/53 540 - 1000 st. 6
Series F - 85 CC=9/44 RL=13/53 540 - 1000 nao 5
Series F - 95 CC=9/44 RL=13/53 540 - 540E st. 8
Series F - 95 CC=9/44 RL=13/53 540 - 1000 st. 6
Series F - 95 CC=9/44 RL=13/53 540 - 1000 nao 5
Series F - 105 GE CC=9/37 RL=13/53 540 - 540E st. 20
Series F - 105 GE CC=9/37 RL=13/53 540 - 540E nao 19
Series F - 105 GE CC=9/37 RL=13/53 540 - 1000 st. 18
Series F - 105 GE CC=9/37 RL=13/53 540 - 1000 nao 17
Series F - 105 GT CC=9/44 RL=13/53 540 - 540E st. 8
Series F - 105 GT CC=9/44 RL=13/53 540 - 540E nao 7
Series F - 105 GT CC=9/44 RL=13/53 540 - 1000 st. 6
Series F - 105 GT CC=9/44 RL=13/53 540 - 1000 nao 5
11-241
Instrument
SERIES F - SPEEDFIVE VERSION
Commercial name Bevel gear Number
PTO type Market
Side final drives (LCD1)
SERIES F - POWERSHUTTLE VERSION

Commercial name Number
PTO type Market
(LCD1)
Series F - 105 540 - 540E st. 4
Series F - 105 540 - 540E nao 3
Series F - 105 540 - 1000 st. 2
Series F - 105 540 - 1000 nao 1
Series F - 60 540 - 540E st. 4
Series F - 60 540 - 540E nao 3
Series F - 60 540 - 1000 st. 2
Series F - 60 540 - 1000 nao 1
Series F - 80 540 - 540E st. 4
Series F - 80 540 - 540E nao 3
Series F - 80 540 - 1000 st. 2
Series F - 80 540 - 1000 nao 1
Series F - 85 540 - 540E st. 4
Series F - 85 540 - 540E nao 3
Series F - 85 540 - 1000 st. 2
Series F - 85 540 - 1000 nao 1
Series F - 95 540 - 540E st. 4
Series F - 95 540 - 540E nao 3
Series F - 95 540 - 1000 st. 2
Series F - 95 540 - 1000 nao 1
Series F - 105 GE 540 - 540E st. 4
Series F - 105 GE 540 - 540E nao 3
Series F - 105 GE 540 - 1000 st. 2
Series F - 105 GE 540 - 1000 nao 1
Series F - 105 GT 540 - 540E st. 4
Series F - 105 GT 540 - 540E nao 3
Series F - 105 GT 540 - 1000 st. 2
Series F - 105 GT 540 - 1000 nao 1
Series F - 60 GE 540 - 540E st. 4
Series F - 60 GE 540 - 540E nao 3
Series F - 60 GE 540 - 1000 st. 2
Series F - 60 GE 540 - 1000 nao 1
11-242
Instrument
SERIES F - POWERSHUTTLE VERSION
PTO type Market
(LCD1)
Series F - 80 GE 540 - 540E st. 4
Series F - 80 GE 540 - 540E nao 3
Series F - 80 GE 540 - 1000 st. 2
Series F - 80 GE 540 - 1000 nao 1
Series F - 85 GE 540 - 540E st. 4
Series F - 85 GE 540 - 540E nao 3
Series F - 85 GE 540 - 1000 st. 2
Series F - 85 GE 540 - 1000 nao 1
Series F - 85 GT 540 - 540E st. 4
Series F - 85 GT 540 - 540E nao 3
Series F - 85 GT 540 - 1000 st. 2
Series F - 85 GT 540 - 1000 nao 1
Series F - 95 GE 540 - 540E st. 4
Series F - 95 GE 540 - 540E nao 3
Series F - 95 GE 540 - 1000 st. 2
Series F - 95 GE 540 - 1000 nao 1
Series F - 95 GT 540 - 540E st. 4
Series F - 95 GT 540 - 540E nao 3
Series F - 95 GT 540 - 1000 st. 2
Series F - 95 GT 540 - 1000 nao 1
The following tables show the tyre types related to the

identification number of the instrument model (see page
11-238).

Tyre Index radius
(LCD1)
Series F - 105 GE 14,9 LR20 510 1
Series F - 105 GE 14,9 LR20 510 1
Series F - 105 GE 360/70 R24 540 3
Series F - 105 GE 360/70 R24 540 3
Series F - 105 GT 13,6 R24 560 4
Series F - 105 GT 13,6 R28 610 7
Series F - 105 GT 14,9 R24 590 6
Series F - 105 GT 14,9 R28 640 9
Series F - 105 GT 14,9 R28 640 9
Series F - 105 GT 14,9 R28 640 9
Series F - 105 GT 16,9 R24 620 8
Series F - 105 GT 360/70 R28 590 6
Series F - 105 GT 420/70 R24 590 6
Series F - 105 GT 420/70 R28 640 9
Series F - 105 13,6 R24 560 4
Series F - 105 13,6 R28 610 7
Series F - 105 14,9 R24 590 6
Series F - 105 14,9 R28 640 9
Series F - 105 14,9 R28 640 9
Series F - 105 14,9 R28 640 9
11-243
Instrument
Tyre Index radius
(LCD1)
Series F - 105 16,9 R24 620 8
Series F - 105 360/70 R28 590 6
Series F - 105 360/70 R28 590 6
Series F - 105 380/70 R24 560 4
Series F - 105 380/70 R28 610 7
Series F - 105 420/70 R24 590 6
Series F - 60 GE 14,9 LR20 510 1
Series F - 60 GE 320/70 R24 515 2
Series F - 60 GE 375/75 R20 510 1
Series F - 60 11,2 R28 565 5
Series F - 60 11.2 R24 515 2
Series F - 60 12,4 R24 540 3
Series F - 60 12,4 R28 590 6
Series F - 60 13,6 R24 560 4
Series F - 60 320/70 R24 515 2
Series F - 60 360/70 R24 540 3
Series F - 60 360/70 R28 590 6
Series F - 80 GE 14,9 LR20 510 1
Series F - 80 GE 14,9 LR20 510 1
Series F - 80 GE 360/70 R24 540 3
Series F - 80 GE 360/70 R24 540 3
Series F - 80 12,4 R28 590 6
Series F - 80 13,6 R24 560 4
Series F - 80 13,6 R28 610 7
Series F - 80 14,9 R24 590 6
Series F - 80 14,9 R24 590 6
Series F - 80 14,9 R28 640 9
Series F - 80 14,9 R28 640 9
Series F - 80 14,9 R28 640 9
Series F - 80 14,9 R28 640 9
Series F - 80 16,9 R24 620 8
Series F - 80 360/70 R28 590 6
Series F - 80 380/70 R24 560 4
Series F - 80 380/70 R28 610 7
Series F - 80 420/70 R24 590 6
Series F - 85 GE 14,9 LR20 510 1
Series F - 85 GE 14,9 LR20 510 1
Series F - 85 GE 360/70 R24 540 3
Series F - 85 GE 360/70 R24 540 3
Series F - 85 GT 13,6 R24 560 4
Series F - 85 GT 13,6 R28 610 7
Series F - 85 GT 14,9 R24 590 6
Series F - 85 GT 14,9 R28 640 9
Series F - 85 GT 14,9 R28 640 9
Series F - 85 GT 14,9 R28 640 9
Series F - 85 GT 14,9 R28 640 9
Series F - 85 GT 16,9 R24 620 8
Series F - 85 GT 360/70 R28 590 6
Series F - 85 GT 380/70 R28 610 7
Series F - 85 GT 420/70 R24 590 6
Series F - 85 GT 420/70 R28 640 9
11-244
Instrument
Tyre Index radius
(LCD1)
Series F - 85 13,6 R24 560 4
Series F - 85 13,6 R28 610 7
Series F - 85 14,9 R24 590 6
Series F - 85 14,9 R24 590 6
Series F - 85 14,9 R28 640 9
Series F - 85 14,9 R28 640 9
Series F - 85 14,9 R28 640 9
Series F - 85 14,9 R28 640 9
Series F - 85 16,9 R24 620 8
Series F - 85 360/70 R28 590 6
Series F - 85 360/70 R28 590 6
Series F - 85 380/70 R24 560 4
Series F - 85 380/70 R28 610 7
Series F - 85 420/70 R24 590 6
Series F - 95 GE 14,9 LR20 510 1
Series F - 95 GE 14,9 LR20 510 1
Series F - 95 GE 360/70 R24 540 3
Series F - 95 GE 360/70 R24 540 3
Series F - 95 GT 13,6 R24 560 4
Series F - 95 GT 14,9 R24 590 6
Series F - 95 GT 14,9 R28 640 9
Series F - 95 GT 14,9 R28 640 9
Series F - 95 GT 14,9 R28 640 9
Series F - 95 GT 16,9 R24 620 8
Series F - 95 GT 360/70 R28 590 6
Series F - 95 GT 420/70 R24 590 6
Series F - 95 GT 420/70 R28 640 9
Series F - 95 13,6 R24 560 4
Series F - 95 13,6 R28 610 7
Series F - 95 14,9 R24 590 6
Series F - 95 14,9 R24 590 6
Series F - 95 14,9 R28 640 9
Series F - 95 14,9 R28 640 9
Series F - 95 14,9 R28 640 9
Series F - 95 14,9 R28 640 9
Series F - 95 16,9 R24 620 8
Series F - 95 360/70 R28 590 6
Series F - 95 360/70 R28 590 6
Series F - 95 380/70 R24 560 4
Series F - 95 380/70 R28 610 7
Series F - 95 420/70 R24 590 6
11-245
Notes
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11-246
CHAP. 11
Reverse shuttle lever
CONTENTS
3E - Reverse shuttle lever
3E-1 General description ................................................ 11-248

3E-2 Functionality test .................................................. 11-249
11-247
3E - Reverse shuttle lever

3E-1 General description
The purpose of the reverse shuttle lever (I Fig.448-11)
installed under the steering wheel, is to transmit a per-
manent signal to the electronic monitoring plant in or-
der to modify the direction in which the tractor is mov- AV
ing.
The control unit checks the operating conditions of the N
tractor and transmits a signal to the solenoid valve
(_YV2 or _YV1 Fig.393-11) that controls the Power- RM
shuttle unit.
When energized, the solenoid valve (_YV2 or _YV1
I
Fig.393-11) allows oil at a pressure of 20 bar to flow
towards the clutch (main or secondary) involved in drive
transmission.
Fig.448-11
The reverse shuttle lever unit consists of:

- a mechanical block (1 Fig.449-11), which allows one
of the three lever(I) positions to be maintained, i.e.: 3
FWD = forwards
N = neutral
REV = reverse
- a printed electrical circuit board (2 Fig.449-11) that
transmits a signal to the control unit depending on
the position of the lever itself.
2 1
Fig.449-11
The lever is connected to the dashboard wiring by

means of connector (3) and connector (C11)(Fig.450-
11).
3
C11
Fig.450-11
11-248

3E-2 Functionality test
To check the functionality of the reverse shuttle lever,
use a tester to ascertain whether the values given in
the table below are provided.
Lever position:
FWD lever forward
N lever in neutral position
REV lever back (reverse)
Fig.451-11
Lever Reference Reference

Position FWD- N FWD REV
cable colours value
REV
FWD/REV H/R Circuit open
R N AN A
N H/N Circuit closed
N HN/AN 2720 ± 10 Ω
2k2 2k2
AV HN/AN 560 ± 10 Ω
560 Ω 560 Ω
H
N HN/A 2720 ± 10 Ω
HN
RM HN/A 560 ± 10 Ω Fig.452-11
11-249
Notes
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11-250
CHAP. 11

CONTENTS
3F - Electronic control unit
3F-1 General description ................................................ 11-252

3F-2 Main technical specifications ............................... 11-254
3F-3 Leds..................................................................... 11-255
3F-4 Signals monitored by the processor ................... 11-256
3F-5 Resistive block .................................................... 11-258
11-251
3F - Electronic control unit (Powershuttle version)

3F-1 General description
CHECK CONTROL
LEDS
FIXING FIXING
GROOVE GROOVE
ELECTRONIC CONNECTION
CONTROL UNIT (_D02) TERMINAL BOARD
Fig.453-11
The electronic control unit (_D02 Fig.453-11) is the The control unit establishes the operating mode of the
“brain” that electronically controls the Powershuttle clutch assemblies forming the Powershuttle module
module. “CAN” technology allows the microprocessor depending on the status of the system, the engagement
installed in the protective housing, to monitor the detected, the conditions of the tractor and the input
driving conditions and allow the tractor to operate and providided by the operator. The operating mode settings
be handled in compliance with the very best levels of allow the operating point required for engagement or
safety and functionality. the speed to be calculated by means of “closed loop”
The control unit monitors the wiring so as to identify monitoring systems. Accurate regulation of the clutch
any errors or malfunctions in the analog sensors and engaging parameter allows a slow, regular and accura-
the FNR sensor (reverse shuttle lever), thus obtaining te movement to be achieved.
a diagnosis of the connecting wires. The digital Each engagement is controlled in an independent way.
technology with which the electronic control unit is The pressure is transmitted to the clutch assemblies
provided also achieves a “direct preventive diagnosis” by means of dedicated hydraulic cylinders, adjusted
of all the sensors and allows the tractor to operate by a proportional valve that electrically monitors the
without safety defects. pressure.
The software and hardware of the electronic control The software in the control unit monitors and maintains
unit also allow the operating performances of the tractor the transistions from one operating condition to the
to be optimized via the communication flow between other in an optimum way.
the microprocessor and analog/digital instruments
installed.
11-252
Electronic control unit (Powershuttle version)

CLUTCH PILOTING LAW Closed cycle regulation of the current flowing out of
the valves is better able to compensate for temperatu-
The electronic control unit comprises a microprocessor re and tolerance changes in the valves.
that receives signals from the various sensors,
switches and actuators in the tractor. It monitors and
manages the changes in the various statuses of the CAN TECHNOLOGY (FIG.454-11)
clutch assemblies to suit these values, the operating
conditions and the controls used by the operator. The electronic control unit exchanges information,
The operating logic of the clutch assemblies can be using a technology for network communications
briefly outlined as follows: commonly called CAN (Controller Area Network).
- clutch OFF CAN is a serial bus system that has been specifically
- clutch disengaged designed for connecting instruments of an intelligent
- slip control nature (nodes), such as sensors and actuators, inside
- Autostart speed control a complex electronic control system in the machine.
- Autodeclutch speed control One of the main features of the CAN BUS system is
- reversal - deceleration speed control total fidelity when it comes to transmitting information.
- reversal - acceleration speed control Moreover, it also increases the flexibility of the system
and reduces the number of wires required to connect
The control unit detects the current of the proportional many devices. The CAN system consists of a cable
control valves and compares it with previously with two lines and terminates with terminal resistances
established values. If it is too high or too low in relation at both ends.
to determined values, a diagnostic signal is transmitted The most important advantage of this system is that
and shown on the instrument’s display (ALARM CODE). resources and information can be shared between the
This code helps the repair technician to identify any various devices. Since each individual device can
faults, thus enabling them to be quickly and accurately access all the other ones connected, diagnostic
eliminated. instruments can be centralized towards a single access
point.
Fig.454-11
11-253

The clutch assemblies that engage the Powershuttle
unit must be calibrated if the electronic control unit is
replaced.
The control unit (_D02) is installed in the back inside
the cab, just behind the driver's seat (Fig.455-11). It
can be accessed by removing the dashboard’s E11
protective covering (P Fig.457-11).
It is connected to the dashboard line by means of 42-
pin connector (E11 Fig.455-11).
_D02
Fig.455-11
P
Fig.456-11 Fig.457-11
3F-2 Main technical specifications

Voltage rating: 12 V or 24 V
Input battery current: max 6.5 A
Internal sensor voltage: from 5V to 200 mA
Communication: full buffer RS232 interface
Electrical connections: I/O AMP connectors
CAN interface: Optional
ISO 11898 standard

LED outputs: 2 (controlled by the program)
2 (for internal voltages)
Temperature: from -40 °C to + 70 °C
Vibrations: from 5 to 2000 Hz with pause/rotation resonance
Shock: 50 gs lasting 11 ms in all 3 axes for a
total 18 shocks
Electrical system: Withstands short-circuits, polarity reversal,
overvoltage, transient voltages, static discharge,
EMI/RFI and charging discharging
11-254

3F-3 Leds
POWER (1)
SYSTEM (2)
MODE (3)
STATUS (4)
Power - Green coloured led

System - Green coloured led
Mode - Yellow coloured led
Status - Red coloured led
Fig.458-11
The box that protects the processor forming the test the software. It flashes intermittently with a 0.5
electronic control unit has 4 Leds (Fig.458-11). These Hz frequency if the program operates correctly and
serve to diagnose the electric system’s control flashes fast with a 0.5 Hz frequency if the program
program, thus allowing the repair technician to identify has not been loaded into the control unit. There are no
faults in the fastest and most accurate way possible. flashes during installation (set-up);
1-Green LED check-control signal (power): this comes 4-Red LED check-control signal (status): used for the
on when the battery voltage is connected after the error test and flashes if an error is detected in the
injection ignition phase; system.
.
2-Green LED check-control signal (system): this
comes on when the sensor (5 V) inside the control unit
is operating correctly;
3-Yellow LED check-control signal (mode): serves to
11-255

3F-4 Signals monitored by the processor
Connection of the terminal board (E11 Fig.459-11) to
the electronic control unit allows the analog and digital
signals generated by the various devices (sensors)
installed in Series F tractors to be exchanged and,
thus, controlled by the processor.
Signals handled by means of the pins of terminal

board (E11):
PIN1- internal positive sensor (+5V)

PIN2- Powerfive engaging button E11
PIN3- declutch button
PIN4- PTO engaging button
PIN5- transmission oil filter sensor
PIN6- secondary clutch
PIN7- main clutch
PIN8- secondary clutch
PIN9- main clutch
PIN10- not used
PIN11- not used
PIN12- PTO RPM sensor
PIN13- ground (serial socket)
PIN14- positive sensor
PIN15- battery negative
Fig.459-11
PIN16- Powershuttle speed sensor
PIN17- Powershuttle speed sensor
PIN18- engine rate sensor
PIN19- ground speed sensor
PIN20- serial output
PIN21- serial output
PIN22- PTO brake solenoid valve positive
PIN23- PTO brake solenoid valve negative
PIN24- PTO clutch solenoid valve positive
PIN25- PTO clutch solenoid valve negative
PIN26- not used
PIN27- not used
PIN28- battery positive
PIN29- battery negative
PIN30- not used
PIN31- clutch pedal potentiometer
PIN32- reverse shuttle reverse lever contact
PIN33- not used
PIN34- not used
PIN35- proportional PTO microswitch
PIN36- Park lock enabling switch
PIN37- can high
PIN38- can low
PIN39- can (screened cable)
PIN40- Powerfive solenoid valve
PIN41- not used
PIN42- battery positive
11-256

ELECTRIC WIRING DIAGRAM
Fig.460-11 shows the connections of the electronic control unit with the sensors on the tractor.
E11
INTERNALSENDORPOSITIVE(-)
POWERFIVEENGAGEMENTBUTTON
DECLUTCHBUTTON
PTOENEGAGEMENTBUTTON
TRANSMISSIONOILFILTERSENSOR
SECUNDARYCLUTCH
MAINCLUCTH
SECUNDARYCLUTCH
MAINCLUCTH
NOTUSED
NOTUSED
PTORPMRATESENSOR
GROUND (SERIALSOCKET)
POSITIVESENSOR
BATTERYNEGATIVE
POWERSHUTTLESPEEDSENSOR
ENGINERPMRATESENSOR
GROUNDSPEEDSENSOR
SERIALOUTPUT
SERIALOUTPUT
PTOBRAKESOLENOIDVALVEPOSITIVE
PTOBRAKESOLENOIDVALVE NEGATIVE
PTOCLUTCHSOLENOIDVALVEPOSITIVE
PTOCLUTCHSOLENOIDVALVE NEGATIVE
NOTUSED
NOTUSED
BATTERYPOSITIVE
BATTERYNEGATIVE
NOTUSED
CLUTCHPEDALPOTENTIOMETER
REVERSECONTACTOFREV.SHUTTLELEVER
NOTUSED
NOTUSED
PROPORTIONALPTOMICROSWITCH
PARKLOCKENABLESWITCH
CAN HIGH
CAN LOW
CAN(SHIELDEDCABLE)
POWERFIVESOLENOIDVALVE
NOTUSED
BATTERYPOSITIVE
Fig.460-11
11-257

3F-5 Resistive block
E13
The resistive block (_D04 Fig.461-11) is a unit formed
by a series of resistances of varying nominal values,
installed in order to modulate the signals from the E12
different electrical devices installed in the tractor, on
the electronic control unit’s input.
The block (_D04) is installed in the platform wiring
line and is positioned near the control unit, leaning on
the fuel tank (Fig.462-11).
20 resistances are installed. They have different values,
depending on the function to which they are linked.
_D04
Fig.461-11
_D04
Fig.462-11
11-258
_D04
CONNECTOR (E13) CONNECTOR (E12)
Fig.463-11
Block (_D04) is connected to the tractor’s electrical

CONN. PIN VAL. ( ) FUNCTION
system by means of connectors (E13) and (E12)
(Fig.463-11). The nominal values and functions of (E12) 1 - sensor positive (+5V)
(E12) 2 470 reverse shuttle lever (forward)
the resistances are listed in the table alongside.
(E12) 3 470 reverse shuttle lever (reverse)
(E12) 4 5K temperature sensor
(E12) 5 4K7 clutch pedal potentiometer
(E12) 6 1K2 gorund speed sensor
(E12) 7 1K2 engine rate sensor
(E12) 8 1K2 speed sensor (lh)
(E12) 9 1K2 speed sensor (rh)
(E12) 10 - battery positive (+12V)
(E13) 1 4K7 Underdrive switch
(E13) 2 2K7 Overdrive switch
(E13) 3 1K2 Overdrive/Underdrive switch
(E13) 4 1K declutch button
(E13) 5 1K creeper enabling microswitch
(E13) 6 1K reverse enabling microswitch
(E13) 7 1K underdrive enabling microswitch
(E13) 8 1K overdrive enabling microswitch
(E13) 9 220 PTO switch
(E13) 10 220 PTO switch
(E13) 11 220 Park Lock switch
(E13) 12 220 Park lock enabling switch
(E13) 13 - battery negative (-12V)
(E13) 14 -
(E13) 15 -
(E13) 16 -
11-259
Notes
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11-260
CALIBRATION
CHAP. 13
CONTENTS
Precautions and safety warnings...................................................... 13-2
Sect. 1 Introduction............................................................................ 13-3

1-1 Introduction to calibration .......................................... 13-4
1-2 Components involved ............................................... 13-6
1-3 Main technical specifications .................................... 13-9
Sect.2 Calibration procedure. ........................................................ 13-11

2-1 Safety notes............................................................. 13-12
2-2 When to calibrate and in which conditions ............. 13-13
2-3 Calibration ................................................................ 13-14
13 - 1
CALIBRATION

Certain precautions and safety recommendations
are described in this section. It is important for
operators to comply with these instructions in order
to prevent accidents. Moreover, always bear in mind
Maintenance Manual and in Chapter 1 of this manual.
Carefully comply with the precautions and
recommendations highlighted by the symbol below:
WARNING: Always consult the

instructions in the operation and
maintenance book when working on the
battery.
WARNING: Take all the necessary

precautions when batteries containing
sulphuric acid are installed. If the acid
splashes on to the skin or into the eyes,
immediately rinse the affected parts under
clean running water.

water, SLOWLY POUR THE ACID INTO
THE WATER, NEVER EVER POUR
WATER INTO THE ACID.
WARNING: Explosive gas is released

when batteries are recharged. Work in
places where there is good air circulation
and keep well away from flames or sparks.
WARNING: Always switch off the charging

apparatus before disconnecting the cables.
WARNING: Keep batteries well out of

children’s reach.

WARNING: Disconnect the negative ter-

minal first. Connect the positive terminal
first when installing the battery again. Al-
ways take great care to check the polarity
of the terminals.

13 - 2
CALIBRATION
CHAP. 13
Introduction
CONTENTS
Sect. 1 Introduction
1-1 Introduction to calibration .............................................13-4

1-2 Components involved ..................................................13-6
13 - 3
CALIBRATION
Sect.1 - Introduction
1-1 Introduction to calibration
PURPOSE OF CALIBRATION
Calibration allows the tractor to operate in an

excellent way in all conditions, guaranteeing: _SB3
- smooth, immediate and progressive start-ups:

- acceleration proportional to the load; _SB2
- smooth, immediate and progressive direction
changes.
WHEN TO CALIBRATE
Calibration is carried out accurately in the production

plant and need not be done again, unless one or Fig.1-13
both of the proportional solenoid valves (_YV1/_YV2
Fig.3-13) of the electronic control unit _D02 (Fig.4-
13) are replaced.
HOW TO CALIBRATE
Using the buttons (_SB2/_SB3 Fig.1-13) on the

gearshift lever or the buttons (X1 and X2 Fig.2-13)
of the instrument to operate the processor in the
electronic control unit, which finds and synchronizes
the times required for the hydraulic clutch
assemblies (Main and Secondary Fig.5-13) to engage
and optimizes the settings to allow the tractor to
operate correctly.
WHICH CALIBRATIONS X1 LCD1 X2
C3: Clutch pedal calibration.

C4: Secondary clutch limit setting. Fig.2-13
C5: Main clutch limit setting.
15
_YV2 _YV1
E11 _D02
Fig.3-13 Fig.4-13
13 - 4
CALIBRATION
Introduction
15b 15
_YV1
_D02
_YV2
SECONDARY
CLUTCH
MAIN
CLUTCH
Fig.5-13
13 - 5
CALIBRATION
Introduction
1-2 Components involved
The main components that interact to guarantee that
calibration allows the tractor to operate in an excel-
lent way are the following:
A - Electronic control unit

B - Deltashift speed sensors
C - Ground speed sensor
D - Instrument
E - Clutch pedal potentiometer
F - Proportional solenoid valves
G - Gearshift lever
H - Reverse shuttle lever
_D02
Fig.6-13
A - ELECTRONIC CONTROL UNIT
The electronic control unit (_D02) is the “brain” that

electronically controls the Deltashift module.
The control unit establishes the operating mode of
the clutch assemblies forming the Deltashift module
depending on the status of the system, the engage-
ment detected, the conditions of the tractor and the
input provided by the operator. The operating mode
settings allow the operating point required for enga-
gement or the speed to be calculated by means of
closed loop monitoring systems. Accurate regula- _SR3
tion of the clutch engaging parameter allows a slow,
regular and accurate movement to be achieved.
Fig.7-13
B - DELTASHIFT SPEED SENSORS (GEARBOX)
The Hall effect sensors (_SR3 and _SR4) in the ri-

ght and left sides of the engine-gearbox assembly,
detect the speed at which drive enters the gearbox
and the rotation direction.
_SR4
Fig.8-13
13 - 6
CALIBRATION
Introduction
C - GROUND SPEED SENSOR
The sensor (_SR1) detects the ground speed of the

tractor via the gear keyed to the bevel gear pinion
and transmits a signal to the electronic control unit.
The latter processes the speed value (in kph or mph)
_SR1
which then appears on the display on the instrument.
Fig.9-13
Fig.371-11
D - INSTRUMENT
Besides indicating the various operating modes of

the tractor, the instrument also monitors the calibra-
tion in the LCD1 window and initiates calibration by
means of the buttons X1 and X2 (Fig.10-13).
X1 LCD1 X2
Fig.10-13
E - CLUTCH PEDAL POTENTIOMETER
The potentiometer (_SQ1) installed alongside the clu-

tch pedal, under the covering, detects the various pe-
dal positions during its travel and transmits a signal to
the electronic plant that controls the Deltashift modu-
le.
_SQ1
C10
Fig.11-13
13 - 7
CALIBRATION
Introduction
F - PROPORTIONAL SOLENOID VALVES
When they are energized, the two solenoid valves 15

allow the clutch assemblies to be powered in a mo-
dulated way thanks to the gradual movement of the
plunger which is controlled by the electronic control
unit.
Solenoid valve (_YV2) powers the Main clutch as-
sembly (reverse drive) while (_YV1) powers the se-
condary clutch assembly (forward drive).
_YV2 _YV1
Fig.12-13
G - GEARSHIFT LEVER
Button (_SB3) on the gearshift lever is used by the

gearbox in the “automatic function” mode (without
use of the clutch pedal); button (_SB2) serves to
engage the “Hi-Lo” mode (20% speed decrease);
_SB3
_SB2
Fig.13-13
H - REVERSE SHUTTLE LEVER
The reverse shuttle lever (I) is installed on the dri- I

ver’s left, between the instrument and the steering
wheel. It allows the direction of the tractor to be re-
versed on load. Electronic control of the system al-
lows this operation to be carried out at any speed,
but it is advisable to use this option at speeds of
less than 10 kph. A buzzer operates if the speed is
higher.
Fig.14-13
13 - 8
CALIBRATION
Introduction
Battery
Type maintenance-free
Starting surge when cold at -18°C in 30 s 450 A
20 hour capacity 100 Ah
Power unit:
Voltage rating: 12 or 24 V
Input battery current: max. 6.5 A
Internal sensor voltage: from 5 V to 200 mA
Communication: full buffer RS232 interface
Electrical connections: AMP I/O connectors
CAN interface: optional
Standard ISO 11898
LED outputs: 2 (controlled by the program)

2 (for internal voltages)
Temperature: from -40 °C to + 70 °C
Vibrations: from 5 to 2000 Hz with pause/rotation resonance
Shock: 50 gs lasting 11 ms in all 3 axes for a total 18 shocks
Electrical system: withstands short-circuits, polarity reversal, overvol-
tage, transient voltages, static discharge, EMI/RFI
and charging discharging
Solenoid valves
Manufacturer Cx
Type On/Off
Voltage 12 V
Resistance at 20°C 6,85 Ω ±5%
Type proportional
Voltage 12 V
Sensors
Manufacturer Jx/Stx
Type inductive
Manufacturer Hx
Type Hall effect
Instrument
Manufacturer Jx
13 - 9
CALIBRATION
Notes
_____________________________________________________________________________________________
_____________________________________________________________________________________________
_____________________________________________________________________________________________
_____________________________________________________________________________________________
_____________________________________________________________________________________________
_____________________________________________________________________________________________
_____________________________________________________________________________________________
_____________________________________________________________________________________________
_____________________________________________________________________________________________
_____________________________________________________________________________________________
_____________________________________________________________________________________________
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_____________________________________________________________________________________________
_____________________________________________________________________________________________
_____________________________________________________________________________________________
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_____________________________________________________________________________________________
13 - 10
CALIBRATION
CHAP. 13
Calibration procedure
CONTENTS
Sect. 2 Calibration procedure
2-1 Safety notes ...............................................................13-12

2-2 When to calibrate and in which conditions .................13-13
2-3 Calibration .................................................................13-14
13 - 11
CALIBRATION
Sect.2 - Calibration procedure

2-1 Safety notes
WARNING: The tractor could accidentally

Before beginning to calibrate, read and strictly move during this procedure. Make sure that
comply with the safety notes given below. the tractor is safely parked on level ground
and there are no hindrances both in front
1 - The tractor could move accidentally during the of and behind it. Be ready to use the brake
calibration operations. It is therefore important pedals to stop the tractor.
that the tractor is safely parked on level ground
and there are no hindrances both in front of and WARNING: Exhaust gas contains carbon
behind the tractor. monoxide which can cause diseases and
The operator should be ready to switch the even death. Make sure that there is a suit-
engine off with the ignition key and to use the able ventilation.
brakes to immediately stop the tractor.
WARNING: If one of the sensors breaks,
2 - When calibrations are carried out with the engine the tractor could move forwards or in re-
running, make sure that there are no bystanders verse whilst it is being calibrated. If this
in the vicinity, just the technician sitting in the happens, turn off the ignition key and stop
driving seat the tractor with the brake pedals.
3 - Make sure that the ambient temperature is

between 20 and 30 °C.
4 - Comply with the instructions described in point

2-3 in detail and in the given order.
5 - Do not make unnecessary calibrations or when

not indicated.
6 - Repeat the calibration operations without testing

the tractor if the calibration values differ from
those indicated.
7 - Repeat the calibration operations if the tractor

operates in an unsatisfactory way.
13 - 12
CALIBRATION
2-2 When to calibrate and in which
conditions 15
Calibration is carried out accurately in the produc-
tion plant and need not be done again, unless one or
both of the proportional solenoid valves (_YV1/_YV2
Fig.15-13) of the electronic control unit _D02 (Fig.16-
13) are replaced.
Proceed in the following way to calibrate:

_YV2 _YV1
1 - Strictly comply with the safety notes given in
section 2-1;
2 - Make sure that the ambient temperature is

between 20 and 30 °C. Fig.15-13
3 - if one or both the solenoid valves have been

replaced, use a tester to make sure that the
resistance between the two terminals is between
8 - 9 Ohm (Fig.17-13). If differences are
detected, replace the solenoid valve that fails
to correspond to the prescribed value.
E11 _D02
Fig.16-13
Fig.17-13
13 - 13
CALIBRATION
2-3 Calibration
The Deltashift unit is calibrated by means of 3 tests.
The first one (C3) is carried out with the engine off
while the last two (C4 - C5) are carried out with the
engine on. The purpose of calibration is to map the
position of the clutch pedal (C3) and the engaging
position of the main and secondary clutch assem-
blies (C4 and C5).
The tests to be carried out are:
2-3.1 C3 calibration: Clutch pedal calibration.

2-3.2 C4 calibration: Secondary clutch limit
setting
2-3.3 C5 calibration: Main clutch limit setting
13 - 14
CALIBRATION
15b 15
_YV1
_D02
_YV2
SECONDARY
CLUTCH
MAIN
CLUTCH
Fig.18-13
13 - 15
CALIBRATION
2-3.1: C3 CALIBRATION: CLUTCH PEDAL CALIBRATION
X1 X2
Fig.19-13
Purpose of calibration:
map the position of the clutch pedal on the board when it

is fully depressed and fully released.
This to obtain millimetric movements during use of the
pedal itself.
Foreword
The calibration can be obtained both depressing the

two buttons (_SB2 and _SB3 Fig.21-13) on the gear-
shift lever, and the two buttons (X1 and X2) on the
instrument.
In the following descriptions, for the sake of brevity,
we will refer only to the buttons (_SB2 and _SB3),
but the same results can be had by operating the Fig.20-13
buttons (X1 and X2).
_SB3
_SB2
Fig.21-13 Fig.21a-13
13 - 16
CALIBRATION
HOW TO BEGIN THE CALIBRATION PROCEDU-
RE (C3)
a - Turn the ignition key to the contact position (In-

strument on), but keep the engine off;
b - Depress and keep depressed for 10" the buttons
(_SB2 and _SB3) on the gearshift lever (Fig.26-13)
until the flashing message (C03) appears on the di-
splay, alternated with the hour display. C03
Fig.22-13
c - Depress and keep depressed again for 10" the

buttons (_SB2 and _SB3); the flashing message (AC
03) should appear on the display.
d - Completely release the clutch pedal for 5" and

depress it for 5" immediately thereafter.
AC 03
Fig.23-13
e - After a few seconds, the message (do) will ap-

pear, indicating that calibration has been comple-
ted.
NOTE: If the messages fail to appear as listed, re-

peat the calibration operations again from the begin-
ning.
do
Fig.24-13
13 - 17
CALIBRATION
2-3.2: C4 CALIBRATION: SECONDARY CLUTCH LIMIT SETTING
X1 X2
Fig.25-13
map the secondary clutch engaging limit on the bo-

ard and check how many mA are required to obtain
this condition.
The value found will allow the Deltashift system to _SB3
engage the gears in a fast and gradual way.
During this calibration phase, the engine must be _SB2

brought to a temperature of 20°C to 30°C with a 1500
to 2000 RPM rate.
Fig.26-13
WARNING: Park the tractor on level I

ground and make sure that there are no
obstructions or bystanders for several
meters in front and behind the vehicle. Now
release the hand brake and comply with
the instructions in detail in order to cali-
brate in the correct way.
Fig.27-13
13 - 18
CALIBRATION
HOW TO BEGIN THE CALIBRATION
PROCEDURE (C4)
a - Start the engine.
b - Depress and keep depressed for 10" both but-

tons (_SB2 and _SB3) on the gearshift lever until
the message (C 04) appears on the display.
C 04
c - Depress and keep depressed again for 10" the
buttons (_SB2 and _SB3); the flashing message (AC
d - Engage the 1st gear in the fast range and bring

the engine rate to 1500/2000 RPM.
Fig.28-13
e - Using the reverse shuttle lever (I), select the
forward gear by pushing the lever fully forwards. A
number (e.g. 331 Fig.30-13), representing the inten-
sity of the required current in mA, should appear on
the display after a few seconds.
f - After a few seconds, the message (do) will appe-

ar, indicating that calibration has been completed.

ning.
AC 04
Fig.29-13
331 do
Fig.30-13 Fig.31-13
13 - 19
CALIBRATION
2-3.3: C5 CALIBRATION: MAIN CLUTCH LIMIT SETTING
X1 X2
Fig.32-13
map the main clutch engaging limit on the board and

check how many mA are required to obtain this con-
dition.
The value found will allow the Deltashift system to _SB3
engage the gears in a fast and gradual way.
During this calibration phase, the engine must be _SB2

brought to a temperature of 20°C to 30°C with a 1500
to 2000 RPM rate.
Fig.33-13
WARNING: Park the tractor on level I

ground and make sure that there are no
obstructions or bystanders for several
meters in front and behind the vehicle. Now
release the hand brake and comply with
the instructions in detail in order to cali-
brate in the correct way.
Fig.34-13
13 - 20
CALIBRATION
HOW TO BEGIN THE CALIBRATION
PROCEDURE (C5)
a - Start the engine.
b - Depress and keep depressed for 10" both but-

tons (_SB2 and _SB3) on the gearshift lever until
the flashing message (C 04) appears on the display.
C 05
c - Press the central button (_SB3) on the gearshift
lever and keep it depressed to pass on to the next
phase (C 05), until the flashing message (C 05) ap-
pears on the display.
d - Depress and keep depressed again for 10" the

buttons (_SB2 and _SB3); the flashing message (AC Fig.35-13
e - Engage the 1st gear in the fast range and bring

the engine rate to 1500/2000 RPM.
f - Using the reverse shuttle lever (I Fig.34-13), se-

lect the reverse gear by pushing the lever fully back:
a number (e.g. 261 Fig.37-13) should appear on the
display after a few seconds.
g - After a few seconds, the message (do) will ap-

pear, indicating that calibration has been comple- AC 05
ted.

ning.
Fig.36-13
261 do
Fig.37-13 Fig.38-13
13 - 21
CALIBRATION
Notes
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13 - 22
TROUBLESHOOTING
CHAP. 14
CONTENTS
Precautions and safety warnings...................................................... 14-2
Sect.1 Introduction............................................................................ 14-3

1-1 Autodiagnosis and troubleshooting .......................... 14-4
1-2 Conventional troubleshooting ................................... 14-5
Sect.2 Alarm codes. .......................................................................... 14-9

2-1 Safety notes............................................................. 14-11
2-2 Alarm code autodiagnosis ...................................... 14-12
14 - 1
TROUBLESHOOTING

Maintenance Manual and in Chapter 1 of this ma-
nual.
Carefully comply with the precautions and
recommendations highlighted by the symbol below:
WARNING: Always consult the instructions

in the operation and maintenance book
when working on the battery.
WARNING: Take all the necessary pre-

cautions when batteries containing sulphu-
ric acid are installed. If the acid splashes
on to the skin or into the eyes, immedi-
ately rinse the affected parts under clean
running water.

water, SLOWLY POUR THE ACID INTO
THE WATER, NEVER EVER POUR WA-
TER INTO THE ACID.
WARNING: Explosive gas is released

when batteries are recharged. Work in
places where there is good air circulation
and keep well away from flames or sparks.
WARNING: Always switch off the charg-

ing apparatus before disconnecting the
cables.
WARNING: Keep batteries well out of chil-

dren’s reach.

WARNING: Disconnect the negative ter-

minal first. Connect the positive terminal
first when installing the battery again. Al-
ways take great care to check the polarity
of the terminals.

14 - 2
TROUBLESHOOTING
CHAP. 14
Introduction
CONTENTS
Sect.1 Introduction
1-1 Check-control and troubleshooting ..............................14-4

1-2 Conventional troubleshooting ......................................14-5
14 - 3
TROUBLESHOOTING
Sect.1 - Introduction
1-1 Check-control and
troubleshooting
Series F tractors are equipped with an autodiagnosis
system that allows the operator to identify and locate
the main faults that have occurred in the tractor.
When a fault occurs, a code will appear on the display
to identify the type of problem in question, while a
buzzer will sound, depending on the priority.
The alarm codes have different priorities (identified
by the number that appears on the display). They
activate optic signals (flashing alarm code) and
acoustic signals from the buzzer.
There are two priorities, i.e.:
priority 9: the buzzer sounds and the alarm code

flashes on the display;
priority 8: the buzzer sounds and the alarm code
flashes on the display;
The code allows the maintenance technician to

identify the final components at fault along with the
relative harness. Section 2 gives all the alarm codes,
with indications as to the components, terminals and
various remedies.
Proceed with the conventional troubleshooting ope-
rations described in point 1-2 for any faults not si-
gnalled by an alarm code.
X1 X2
Fig.1-14
14 - 4
TROUBLESHOOTING
Introduction
1-2 Conventional troubleshooting OPERATING FAULTS IN ELECTRICAL CIRCUITS
The purpose of troubleshooting is to establish what There are four types of operating faults that may
has caused the tractor to operate in a faulty way. occur in electrical circuits:
It is first necessary to find out whether the origin of
the fault is of a mechanical, hydraulic or electrical 1 - excessive resistance in the circuit (high
nature. resistance);
It is the repair technician’s experience that allows 2 - broken circuit (open circuit);
him to identify many of the mechanical faults, as he 3 - grounded circuit;
is able to recognize when certain components begin 4 - short-circuit.
to seize and prevent other parts from engaging pro-
perly, or create noise. In a simple circuit like the one shown in Fig.2-14,
To identify the nature of faults in the hydraulic cir- there are only three parts in which these operating
cuit, the technician must check the pressure of the faults can occur:
oil in the circuit of the component in question, as - prior to the control switch (A);
described in chapter 3. - between the control switch (A) and the load (B);
Identification of electrical faults must begin by analy- - after the load (B);
sing the most probable causes through to the least It is easy to mistake the operating fault of a compo-
probable ones. We suggest that these inspections nent with that of a circuit. Great care must therefore
be carried out in the following order: be taken when the cause of a fault is identified, so
1- Switches, sensors, potentiometers; as to ensure that it can be correctly and quickly
2- Connectors and wiring; resolved.
3- Electronic control unit
Example: a component may not operate before a
To efficiently identify and repair faults, it is advisa- connector is connected and operate after the same
ble to: connector has been re-connected. The reason for
this could be excessive resistance, which created a
1 - Have the tractor in the workshop; drop in the voltage supplied to the connector termi-
2 - Have previously checked the battery charge; nals, thus preventing the right amount of current to
3 - Have spare sensors in stock, particularly the flow towards the component.
ones that cannot be checked with a normal
tester.
A B
Fig.2-14
14 - 5
TROUBLESHOOTING
Introduction
1 - HIGH RESISTANCE
2 - CIRCUIT OPEN
A circuit with high resistance could lead to a slow NOTE: The example refers to excessive resistance
movement, a fluttering light or failure of a compo- between (D) and (F), and an open circuit between
nent to operate (e.g. caused by loose, tarnished, (F) and (G).
dirty or greasy terminals, if the wire diameter is too
small, or if the wires have been pulled). - Repair the circuit as required;
If the circuit is “open”, the component will be unable
to operate since the circuit is broken (e.g. torn wire, - Repeat the test procedure after the repairs have
disconnected terminals, open protection device on been made.
switch).
Proceed as described below to find out where “exces-
sive resistance” or an “open circuit” is located:
- with the control switch (C) “on” and the load (I)
connected in the circuit, check to find out whether
the voltage is correct in an easily accessible point
between (D) and (H).
If the voltage is low, move towards the current sour-
ce (A) until you have found the point in which the
voltage drop occurs.
If the voltage is correct, move towards the load (I)
and the ground terminal (J) until you have found the
point in which the voltage drop occurs.
B C D E F G
H I
A J
A- Battery F - Connector of the circuit

B- Fuse G- Connector of the circuit
C- Switch H- Component terminal
D- Component terminal I - Lamp
E- Circuit resistance J - Ground Fig.3-14
14 - 6
TROUBLESHOOTING
Introduction
3 - GROUNDED CIRCUIT
A grounded circuit prevents the components from

operating and the fuse or automatic switch open (e.g.
the powering wire has a contact towards ground).
Proceed as described below to find out where a groun-
ded circuit is located:
- with the control switch (D) off, check to find out

whether there is continuity towards ground between
(C) and (D).
en (C) and (D). Eliminate the fault from this part of
the circuit.
If there is a break towards ground between (C) and
(D), disconnect the load (H) in point (G), then turn
off the control switch (D) and check to find out
whether there is a break towards ground between
(D) and (F). If there is no break, then the grounded
circuit is between (E) and (F). Eliminate the fault
from this part of the circuit.
NOTE: There is a ground between (E) and (F) in the

example.
- Repeat the functional test after the repairs have

been made.
B C D E F
G H
A - Battery E - Component terminal

B - Fuse terminal F - Grounded circuit
C - Fuse terminal G - Component terminal
D - Switch H - Lamp
Fig.4-14
14 - 7
TROUBLESHOOTING
Introduction
4 - SHORT CIRCUIT
The thing that usually happens when there is a short- - Repair the circuit in the following way:
circuit in the electrical system, is that two compo-
nents operate at the same time when only one switch Wires that are not installed within a protective
is operated (e.g. improper contact between two wires). tube: wrap insulating tape around the wire in que-
There can also be a short-circuit in one component. stion, or replace it and wrap with tape as required.
However, this usually activates the relative protec-
tion circuit. Wires that are installed within a protective tube:
Proceed as described below to find out where a short- - replace the entire harness if there are hot points
circuit is located: in the short-circuited parts of the pre-assembled
wiring.
- use switch (A) to operate the right lamp (B). - If no hot points have been detected, install a new
wire of an appropriate size between the last two
- Begin with the control switch (D) of the lamp (I), connectors and wrap insulating tape around the
which should not come on, and disconnect the wire as required.
wire at the terminal (E).
- Repeat the functional test after the repairs have
- Following the circuit, disconnect the wire at the been made.
connectors (F, G or H) until the supplementary
lamp (I) goes out.
- The short-circuit or improper connection will be

between the last two points in which the wire was
connected. In the example, it is between (F) and
(G).
A B
C D E F G H I
A - Switch F - Connector of the circuit

B - Lamp G - Connector of the circuit
C - Fuse H - Component terminal
D - Switch I - Lamp
E - Component terminal
Fig.5-14
14 - 8
TROUBLESHOOTING
CHAP. 14
Alarm codes
CONTENTS
Sect. 2 Alarm codes
2-1 Safety notes ...............................................................14-11

2-2 Alarm code autodiagnosis..........................................14-12
14 - 9
TROUBLESHOOTING
Sect.2 - Alarm codes

2-1 Safety notes
Before beginning the autodiagnosis operations, read

and strictly comply with the safety notes given be-
low.
1 - Always disconnect the ground cable (-) of the

battery before working on the electrical system.
2 - If possible, stop the machine on a flat, solid

surface in order to carry out repairs. Make sure
that the machine has been blocked to prevent it
from accidentally moving when work is carried
out on top or under it.
3 - Take care to prevent the cables from being

damaged when parts are dismantled. Install the
electrical system again to prevent it from being
damaged by sharp edges, rubbing against other
parts or hot surfaces when the work is carried
out.
4 - The tractor could move accidentally during the

calibration operations. It is therefore important
that the tractor is safely parked on level ground
and there are no hindrances both in front of and
behind the tractor.
The operator should be ready to switch the
engine off with the ignition key and to use the
brakes to immediately stop the tractor.
5 - When calibrations are carried out with the engine

running, make sure that there are no bystanders
in the vicinity, just the technician sitting in the
driving seat
14 - 11
TROUBLESHOOTING
Alarm codes
2-2 Alarm code autodiagnosis
Alarm code (99)
FINAL COMPONENT CONCERNED

AL 99
CAUSE
Short-circuit/open circuit in the control unit.
TERMINALS INVOLVED Fig.6-14

PINS 1 and 14 of terminal board E11.
REMEDY
Replace the electronic control unit (D02).
The clutches handling the engagement of the

Powershuttle unit must be calibrated again if the
electronic control unit is replaced.
In the Powershuttle version the (_D02) control unit
is mounted in the rear part inside the cab, just behind
the driver’s seat. The protective panel (P Fig.7-14)
must be removed to access the control unit.
It is connected to the dashboard line by the 42-pin
connector (E11 Fig.8-14).
E11
E11 _D02
Fig.7-14 Fig.8-14
14 - 12
TROUBLESHOOTING
Alarm codes
Alarm code (99)
E11
INTERNALSENSORPOSITIVE(-)
DECLUTCHBUTTON
PTOENGAGEMENTBUTTON
SECONDARYCLUTCH
MAINCLUTCH
SECONDARYCLUTCH
MAINCLUTCH
NOTUSED
NOTUSED
PTORPMSENSOR
GROUND(SERIALSOCKET)
POSITIVESENSOR
POWERBATTERYNEGATIVE
ENGINERPMRATESENSOR
GROUNDSPEEDSENSOR
SERIALOUTPUT
SERIALOUTPUT
PTOBRAKESOLENOIDVALVEPOSITIVE.
PTOBRAKESOLENOIDVALVE NEGATIVE.
PTOCLUTCHSOLENOIDVALVEPOSITIVE.
NOTUSED
NOTUSED
POWERBATTERYPOSITIVE
POWERBATTERY NEGATIVE
NOTUSED
REV.SHUTTLELEVERREVERSECONTACT
NOTUSED
NOTUSED
PARKLOCKENABLINGSWITCH
CAN HIGH
CAN LOW
CAN(SHIELDEDCABLE)
NOTUSED
Fig.9-14
14-13
TROUBLESHOOTING
Alarm codes
Alarm code (98)

Clutch pedal potentiometer
CAUSE
Short-circuit/open circuit.
AL 98
TERMINALS INVOLVED
PIN 31 of terminal board E11.
REMEDY
- Check/replace the clutch pedal potentiometer.
Eliminate the short-circuit/open circuit from the line.
Fig.10-14
The potentiometer (_SQ1 Fig.11-14), installed under
the covering alongside the clutch pedal, detects the
various pedal positions during its travel and
transmits a signal to the electronic plant that controls
the Powershuttle unit.
If the potentiometer is replaced, the following check
operations must be carried out:
- power the potentiometer with 5 V voltage on
terminal 1 (positive);
- make sure that the output voltage between
terminals 1 (positive) and 4 (ground) is effectively
5 V;
- measure the voltage value between terminals 2
(signal) and 4 (ground): the value must be about 0.5
V with the clutch pedal released (failing this, use
_SQ1
the pad (X) to adjust the position), and about 4.5 V
with the pedal fully depressed (failing this, use the
screw (Y Fig.12-14) to adjust the position and then
fix it with Loctite 243 sealant). Fig.11-14
Y
Loctite 243
ground
X
5V
signal
Fig.12-14 Fig.13-14
14 - 14
TROUBLESHOOTING
Alarm codes
Alarm code (98)
E11
INTERNALSENSORPOSITIVE (-)
DECLUTCHBUTTON
PTOENGAGEMENTBUTTON
SECONDARYCLUTCH
MAINCLUTCH
SECONDARYCLUTCH
MAINCLUTCH
NOTUSED
NOTUSED
PTORPMSENSOR
POSITIVESENSOR
ENGINERPMRATESENSOR
GROUNDSPEEDSENSOR
SERIALOUTPUT
SERIALOUTPUT
NOTUSED
NOTUSED
NOTUSED
NOTUSED
NOTUSED
CAN HIGH
CAN LOW
CAN(SHIELDEDCABLE)
NOTUSED
Fig.14-14
14-15
TROUBLESHOOTING
Alarm codes
Alarm code (97)

Deltashift’s left speed sensor, Powershuttle version.
CAUSE
Short-circuit/open circuit. AL 97
TERMINALS INVOLVED
REMEDY Fig.15-14
- Replace the sensor.
- Eliminate the short-circuit/open circuit from the
line.
The sensor (_SR3) in the left part of the engine-

transmits a signal to the electronic plant that con-
trols the Powershuttle unit, which controls the way
the relative LEDs on the instrument come on
(FORWARD-REVERSE travel direction indicators).
The sensor (_SR3) is connected to the rear wiring
by means of connector (P15)(Fig.16-14). _SR3
Fig.16-14
14 - 16
TROUBLESHOOTING
Alarm codes
Alarm code (97)
E11
DECLUTCHBUTTON
PTOENGAGEMENTBUTTON
SECONDARYCLUTCH
MAINCLUTCH
SECONDARYCLUTCH
MAINCLUTCH
NOTUSED
NOTUSED
PTORPMSENSOR
POSITIVESENSOR
ENGINERPMRATESENSOR
GROUNDSPEEDSENSOR
SERIALOUTPUT
SERIALOUTPUT
NOTUSED
NOTUSED
NOTUSED
NOTUSED
NOTUSED
CAN HIGH
CAN LOW
CAN(SHIELDEDCABLE)
NOTUSED
Fig.17-14
14-17
TROUBLESHOOTING
Alarm codes
Alarm code (96)

Deltashift’s right speed sensor, Powershuttle
version.
CAUSE AL 96
TERMINALS INVOLVED
Fig.18-14
REMEDY
line.
The sensor (_SR4) in the right part of the engine-

transmits a signal to the electronic plant that con-
trols the Powershuttle unit, which controls the way
the relative LEDs on the instrument come on
(FORWARD-REVERSE travel direction indicators). _SR4
by means of connector (P1)(Fig.19-14).

Fig.19-14
14 - 18
TROUBLESHOOTING
Alarm codes
Alarm code (96)
E11
DECLUTCHBUTTON
PTOENGAGEMENTBUTTON
SECONDARYCLUTCH
MAINCLUTCH
SECONDARYCLUTCH
MAINCLUTCH
NOTUSED
NOTUSED
PTORPMSENSOR
POSITIVESENSOR
ENGINERPMRATESENSOR
GROUNDSPEEDSENSOR
SERIALOUTPUT
SERIALOUTPUT
NOTUSED
NOTUSED
NOTUSED
NOTUSED
NOTUSED
CAN HIGH
CAN LOW
CAN(SHIELDEDCABLE)
POWERFIVESOLENOIDVALV
NOTUSED
Fig.20-14
14-19
TROUBLESHOOTING
Alarm codes
Alarm code (95)

Engine RPM rate sensor.
CAUSE
TERMINALS INVOLVED
REMEDY Fig.21-14
line.
P21
The sensor (_SR2) on the right-hand side of the en-
gine-gearbox assembly, detects the engine rate and
transmits a signal to the electronic power unit, that
calculates the RPM number to display on an analo-
gue indicator on the instrument, where a pointer tur- _SR2
ns around a graduated scale. The signal is transmit-
ted to the instrument by the CAN BUS line.
by means of connector (P21)(Fig.22-14).
Fig.22-14
14 - 20
TROUBLESHOOTING
Alarm codes
Alarm code (95)
E11
DECLUTCHBUTTON
PTOENGAGEMENTBUTTON
SECONDARYCLUTCH
MAINCLUTCH
SECONDARYCLUTCH
MAINCLUTCH
NOTUSED
NOTUSED
PTORPMSENSOR
POSITIVESENSOR
ENGINERPMRATESENSOR
GROUNDSPEEDSENSOR
SERIALOUTPUT
SERIALOUTPUT
NOTUSED
NOTUSED
NOTUSED
NOTUSED
NOTUSED
CAN HIGH
CAN LOW
CAN(SHIELDEDCABLE)
NOTUSED
Fig.23-14
14-21
TROUBLESHOOTING
Alarm codes
Alarm code (94)

Park Lock enabling switch.
CAUSE
TERMINALS INVOLVED
REMEDY Fig.24-14
- Check/replace the Park Lock enabling switch.
line.
C12
The switch (_SQ5 Fig.25-14) in contact with the Park
Lock engaging lever, informs the electronic control
unit when the device is engaged. The control valves _SQ5
of the main and secondary clutch assemblies can-
not be piloted when the Park Lock is engaged.
Park Lock engagement is revealed by a LED co-
ming on in the instrument.
The sensor (_SQ5) is connected to the dashboard
wiring by means of connector (C12)(Fig.25-14).
SWITCH FUNCTION TEST

Disconnect the connector (C12) and measure the
values between the switch terminals with a tester: Fig.25-14
switch pressed = circuit closed
switch released = circuit open
14 - 22
TROUBLESHOOTING
Alarm codes
Alarm code (94)
E11
DECLUTCHBUTTON
PTOENGAGEMENTBUTTON
SECONDARYCLUTCH
MAINCLUTCH
SECONDARYCLUTCH
MAINCLUTCH
NOTUSED
NOTUSED
PTORPMSENSOR
POSITIVESENSOR
ENGINERPMRATESENSOR
GROUNDSPEEDSENSOR
SERIALOUTPUT
SERIALOUTPUT
NOTUSED
NOTUSED
NOTUSED
NOTUSED
NOTUSED
CAN HIGH
CAN LOW
CAN(SHIELDEDCABLE)
NOTUSED
Fig.26-14
14-23
TROUBLESHOOTING
Alarm codes
Alarm code (90)
CAUSE
The internal contacts of the reverse shuttle lever
have closed at the same time.
TERMINALS INVOLVED
REMEDY AL 90
Replace the reverse shuttle lever (I Fig.28-14).
FUNCTIONALITY TEST
To check the functionality of the reverse shuttle
lever, use a tester to ascertain whether the values
given in the table below are provided.
Positions of the lever:
AV lever forward Fig.27-14
N lever in neutral position
RM lever back (reverse)
Lever Cable Reference

position colours value
FWD/REV H/R Open circuit
N H/N Closed circuit

FWD
N HN/AN 2720 ± 10 Ω
N
FWD HN/AN 560 ± 10 Ω REV
N HN/A 2720 ± 10 Ω I
REV HN/A 560 ± 10 Ω

Fig.28-14
FWD-
REV N FWD REV
R N AN A
2k2 2k2
560 Ω 560 Ω
H
HN
Fig.29-14 Fig.30-14
14 - 24
TROUBLESHOOTING
Alarm codes
Alarm code (90)
E11
DECLUTCHBUTTON
PTOENGAGEMENTBUTTON
SECONDARYCLUTCH
MAINCLUTCH
SECONDARYCLUTCH
MAINCLUTCH
NOTUSED
NOTUSED
PTORPMSENSOR
POSITIVESENSOR
ENGINERPMRATESENSOR
GROUNDSPEEDSENSOR
SERIALOUTPUT
SERIALOUTPUT
NOTUSED
NOTUSED
NOTUSED
NOTUSED
NOTUSED
CAN HIGH
CAN LOW
CAN(SHIELDEDCABLE)
NOTUSED
Fig.31-14
14-25
TROUBLESHOOTING
Alarm codes
Alarm code (86)
Main clutch solenoid valve.
CAUSE
TERMINALS INVOLVED
REMEDY AL 86
- Check/replace the main clutch solenoid valve.
line.
The two proportional solenoid valves (_YV1 and
_YV2 Fig.33-14) are housed in the relative hydraulic
pack (15) on the left-hand side of the casings.
The solenoid valve (_YV2) is connected to the rear Fig.32-14
wiring by means of connector (P2)(Fig.33-14).
CURRENT VALUE TEST
(PROPORTIONAL VALVES)
- check the power draw of the coil winding with a
tester; _YV1 _YV2 15
- position the tester prods in series with the coil
(Fig.35-14);
- power the coil of the solenoid valve;
- The peculiar feature of this solenoid valve is that
the movement of the plunger can be checked, thus
allowing the pressure in the user to be controlled.
the valve piloting function.
- the pressure toward the user depends on the
measured current value, a value which must
comply with the curve shown in (Fig.34-14).
Fig.33-14
bar
Coil TESTER
Q=10 l/min
I
Amp Piloting from

electronic
Fig.34-14 circuit board Fig.35-14
14 - 26
TROUBLESHOOTING
Alarm codes
Alarm code (86)
E11
DECLUTCHBUTTON
PTOENGAGEMENTBUTTON
SECONDARYCLUTCH
MAINCLUTCH
SECONDARYCLUTCH
MAINCLUTCH
NOTUSED
NOTUSED
PTORPMSENSOR
POSITIVESENSOR
RPMRATESENSOR
GROUNDSPEEDSENSOR
SERIALOUTPUT
SERIALOUTPUT
NOTUSED
NOTUSED
NOTUSED
NOTUSED
NOTUSED
CAN HIGH
CAN LOW
CAN(SHIELDEDCABLE)
NOTUSED
Fig.36-14
14-27
TROUBLESHOOTING
Alarm codes
Alarm code (85)
Secondary clutch solenoid valve.
CAUSE
TERMINALS INVOLVED
REMEDY AL 85
- Check/replace the secondary clutch solenoid
valve.
line.
The two proportional solenoid valves (_YV1 and
_YV2 Fig.38-14) are housed in the relative hydraulic
pack (15) on the left-hand side of the casings. Fig.37-14
CURRENT VALUE TEST
- check the power draw of the coil winding with a _YV1 _YV2 15
tester;
(Fig.40-14);
- power the coil of the solenoid valve;
the pressure toward the user depends on the mea-
sured current value, a value which must comply with
the curve shown in (Fig.39-14).
Fig.38-14
bar
Coil TESTER
Q=10 l/min
I
Amp Piloting from

electronic
14 - 28
TROUBLESHOOTING
Alarm codes
Alarm code (85)
E11
DECLUTCHBUTTON
PTOENGAGEMENTBUTTON
SECONDARYCLUTCH
MAINCLUTCH
SECONDARYCLUTCH
MAINCLUTCH
NOTUSED
NOTUSED
PTORPMSENSOR
POSITIVESENSOR
RPMRATESENSOR
GROUNDSPEEDSENSOR
SERIALOUTPUT
SERIALOUTPUT
NOTUSED
NOTUSED
NOTUSED
NOTUSED
NOTUSED
CAN HIGH
CAN LOW
CAN(SHIELDEDCABLE)
NOTUSED
POSITIVO BATTERIA DI ALIMENTAZIONE
Fig.41-14
14-29
TROUBLESHOOTING
Alarm codes
Alarm code (82)

Proportional PTO switch.
CAUSE
TERMINALS INVOLVED
REMEDY Fig.42-14
- Replace the switch.
line.
The switch (_SQ18 Fig.43-14), installed on the left-

P14
hand side near the side final drive, indicates when
the PTO is used in the proportional mode by means
of an indicator light on the instruments. The switch _SQ18
(_SQ18) transmits a signal to the instrument when
the proportional PTO is selected by means of the
relative lever (T).
by means of connector (P14)(Fig.43-14). T
SWITCH FUNCTION TEST

Disconnect the faston terminals (P14) and measure
the values between the switch terminals with a te- Fig.43-14
ster:
switch pressed = circuit closed
switch released = circuit open.
14 - 30
TROUBLESHOOTING
Alarm codes
Alarm code (82)
E11
DECLUTCHBUTTON
PTOENGAGEMENTBUTTON
SECONDARYCLUTCH
MAINCLUTCH
SECONDARYCLUTCH
MAINCLUTCH
NOTUSED
NOTUSED
PTORPMSENSOR
POSITIVESENSOR
ENGINERPMRATESENSOR
GROUNDSPEEDSENSOR
SERIALOUTPUT
SERIALOUTPUT
NOTUSED
NOTUSED
NOTUSED
NOTUSED
NOTUSED
CAN HIGH
CAN LOW
CAN(SHIELDEDCABLE)
NOTUSED
Fig.44-14
14-31
TROUBLESHOOTING
Alarm codes
Alarm code (81)

PTO brake solenoid valve.
CAUSE
TERMINALS INVOLVED
REMEDY Fig.45-14
- Check/replace the PTO solenoid valve.
line.

Sol. valve (_YV8) de-energized = engaged brake
Sol. valve (_YV8) energized = disengaged brake
_YV8
COIL RESISTANCE TEST
- use a tester to make sure that there are no breaks
in the coil winding;
- position the tester prods at the end of the winding, P7
represented by the connection terminals;
- measure the resistive value of the winding;
- this value must be between 8 and 10, at a
temperature of about 20°C (Fig. 47-14). Fig.46-14
NOTE: The coil resistance can also be tested without

removing the component from the tractor. These
tests are indicative and do not have an absolute
value. They concern the electrical nature of the
solenoid valve. Faults in this latter could be caused
by mechanical or hydraulic problems (e.g. seizure
of the internal plunger).
Fig.47-14
14 - 32
TROUBLESHOOTING
Alarm codes
Alarm code (81)
E11
DECLUTCHBUTTON
PTOENGAGEMENTBUTTON
SECONDARYCLUTCH
MAINCLUTCH
SECONDARYCLUTCH
MAINCLUTCH
NOTUSED
NOTUSED
PTORPMSENSOR
POSITIVESENSOR
ENGINERPMRATESENSOR
GROUNDSPEEDSENSOR
SERIALOUTPUT
SERIALOUTPUT
NOTUSED
NOTUSED
NOTUSED
NOTUSED
NOTUSED
CAN HIGH
CAN LOW
CAN(SHIELDEDCABLE)
NOTUSED
Fig.48-14
14-33
TROUBLESHOOTING
Alarm codes
Alarm code (80)
PTO solenoid valve.
CAUSE
TERMINALS INVOLVED AL 80
REMEDY
- Check/replace the PTO solenoid valve.
line.
The solenoid valve (_YV9) is connected to the rear Fig.49-14
Sol. valve (_YV4) de-energized = disengaged PTO
Sol. valve (_YV4) energized = engaged PTO.
CURRENT VALUE TEST

- check the power draw of the coil winding with a
tester;
(Fig.52-14);
- power the coil of the solenoid valve; _YV9
- the pressure toward the user depends on the
measured current value, a value which must P8
comply with the curve shown in (Fig.51-14). Fig.50-14
bar Coil TESTER

Q=10 l/min
I
Amp Piloting from

electronic
14 - 34
TROUBLESHOOTING
Alarm codes
Alarm code (80)
E11
DECLUTCHBUTTON
PTOENGAGEMENTBUTTON
SECONDARYCLUTCH
MAINCLUTCH
SECONDARYCLUTCH
MAINCLUTCH
NOTUSED
NOTUSED
PTORPMSENSOR
POSITIVESENSOR
ENGINERPMRATESENSOR
GROUNDSPEEDSENSOR
SERIALOUTPUT
SERIALOUTPUT
NOTUSED
NOTUSED
NOTUSED
NOTUSED
NOTUSED
CAN HIGH
CAN LOW
CAN(SHIELDEDCABLE)
NOTUSED
Fig.53-14
14-35
TROUBLESHOOTING
Notes
_______________________________________________________________________________________________________
_______________________________________________________________________________________________________
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_______________________________________________________________________________________________________
_______________________________________________________________________________________________________
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_______________________________________________________________________________________________________
_______________________________________________________________________________________________________
_______________________________________________________________________________________________________
_______________________________________________________________________________________________________
_______________________________________________________________________________________________________
_______________________________________________________________________________________________________
_______________________________________________________________________________________________________
_______________________________________________________________________________________________________
_______________________________________________________________________________________________________
_______________________________________________________________________________________________________
_______________________________________________________________________________________________________
_______________________________________________________________________________________________________
14 - 36
SPECIAL TOOLS
CHAP. 16
Special tools
CONTENTS
Sect.1 Drawings
01 FRI MYT ..................................................................... 16-3

01 FRI REX ...................................................................... 16-4
141 DS LG ....................................................................... 16-5
143 DS LG ....................................................................... 16-6
01 DS REX ...................................................................... 16-7
02 DS REX ...................................................................... 16-8
01 CMB MYT ................................................................. 16-10
01 CMB REX ................................................................. 16-14
02 CMB REX ................................................................. 16-15
03 CMB REX ................................................................. 16-16
01 DIF MYT ................................................................... 16-17
02 PTO MYT .................................................................. 16-18
01 PTO REX .................................................................. 16-19
02 DT MYT .................................................................... 16-23
01 DT REX..................................................................... 16-26
02 DT REX..................................................................... 16-28
16 - 1
SPECIAL TOOLS
CHAP. 16
Special tools
04 DT REX....................................................................... 16-29
122 IDR GL ...................................................................... 16-30
125 IDR GL ...................................................................... 16-31
02 IDR MYT ..................................................................... 16-32
03 IDR MYT ..................................................................... 16-33
05 IDR MYT ..................................................................... 16-34
01 IDR REX ..................................................................... 16-35
02 IDR REX ..................................................................... 16-36
03 IDR REX ..................................................................... 16-37
05 IDR REX ..................................................................... 16-38
CR 342 ............................................................................ 16-39
CR 347 ............................................................................ 16-41
R 504 ............................................................................... 16-42
16 - 2
SPECIAL TOOLS
01 FRI MYT
- 0.025
43.8 - 0.064
- 0.02
20.8 - 0.053
40
60
180
140
80
01 FRI MYT Clutch plate centering pin
Material: Anticorodal Aluminum

Quantity: 1 UNI 3571
Notes:
16 - 3
SPECIAL TOOLS
01 FRI REX
- 0.041
- 0.02
- 0.1
35 - 0.2
- 0.05
22 - 0.1
20
1.6 1.6
1.6 1.6
- 0.05
30 - 0.1
45
° 50 22.5
173.5 50 72.5
296
12" 11"
135
°
+ 0.05
+ 0.05
125
59.5
0
79.5
125
57
97
88
30
30
1.6 1.6
17 4
25 4
29 21
8
37 16 29
45
01 FRI REX Clutch plate centering pin and lever

height check
Material: Anticorodal Aluminum
Quantity: 1 UNI 3571
Notes:
16 - 4
SPECIAL TOOLS
141 DS LG
30 275
3
30
255
70
59.5
72
450
97
25
2
40 15.
Teflon bush
78
40
40
32
Support for assembling and disassembling the

141 DS LG main shaft-clutch assembly
Quantity: 1 Material: drawn FE 360
Notes:
16 - 5
SPECIAL TOOLS
143 DS LG
70
10
60
193
160
7
105
A A
5
10
120
Sect.A-A
130
5
R3
9.4
70
120
130
150°
Compressor for assembling and disassembling

143 DS LG the hydraulic clutch spring
Notes:
16 - 6
SPECIAL TOOLS
01 DS REX
31 20 86
40.5
45.5
59.5
85
70
75
25 72
40 97
137
Bush to use with tool 141 DS-LG for assembling

01 DS REX and disassembling the Powershuttle clutch shaft
assembly
Quantity: 1 Material: TEFLON
Notes:
16 - 7
SPECIAL TOOLS
02 DS REX a
M18x1.5
15
M18x1.5
198
Sm 2x45°
61
39
68
14
M60x1.5
- 0.03
70 - 0.06
Tool to introduce the main shaft into bearing of

02 DS REX a the Powershuttle unit
Quantity: 1 Material: 38NiCrMo4 UNI 7845
Notes:
16 - 8
SPECIAL TOOLS
02 DS REX b
108
98
80
+ 0.2
70 + 0.1
Sm 1.5x45°
1.5
17.5
30°
86
116
18.5
82
Tool to introduce the main shaft into bearing of

02 DS REX b the Powershuttle unit
Notes:
16 - 9
SPECIAL TOOLS
01 CMB MYT a
50
33 17
26
20 20
M16
45
75
79
16
4
10.2
40
191
14.2
18
12
102
112
91.5
25
73.5
46.65
33.8
56.65
12.1°
2
10
R 104.1
Sm 2x45°
4.8
16.5 40
50
Support for disassembling and assembling the

01 CMB MYT a differential unit along with ring gear
Notes:
16 - 10
SPECIAL TOOLS
01 CMB MYT b
14.2
20
18
13
86
18
30
30
2 9 4 20 20
15 40

01 CMB MYT b differential unit along with ring gear
Quantity: 1 Material: C40 UNI 7845
Notes:
16 - 11
SPECIAL TOOLS
01 CMB MYT c
80 16.5 80 36
18
20
20
40
4
40
30
Sm 5x45° Sm 5x45°
205 155
360

01 CMB MYT c differential unit along with ring gear
Quantity: 1 Material: drawn Fe 360
Notes:
16 - 12
SPECIAL TOOLS
01 CMB MYT d
44
60
8
16
5
M16
Hexagon 24

01 CMB MYT d differential unit along with ring gear
Quantity: 1 Material: drawn Fe 360
Notes:
16 - 13
SPECIAL TOOLS
01 CMB REX
100.2
7 20 7
8 26
34
45.5
Sm 30x45°
45
65
130
40
65
45
100 100
200 100
Support to measure dimension C, bevel pinion

01 CMB REX adjustment
Notes:
16 - 14
SPECIAL TOOLS
02 CMB REX
55
70
40
about 242
Sect.A-A
23.2
A
19.2
23.2
28.2
37
16.5
A 2 124 2
128
Q.ty 1 / Material: Fe 360
45°
50
5 100
Q.ty 2 / Material: Fe 360
02 CMB REX Differential lock spring compressor
Quantity: 1 Material:
Notes: use pliers type “USAG” 134-250 (art. n. 134002)
16 - 15
SPECIAL TOOLS
03 CMB REX
105
13
60.5
640
03 CMB REX Wrench for bevel pinion nut
Quantity: 1 Material:
Notes: use as base material a simple fork wrench “USAG” art. n. 248-68
16 - 16
SPECIAL TOOLS
01 DIF MYT
Sm 2x45°
-0.046
-0.036
-0.09
-0
59.8
110
2 2
30°
30°
Sm 2x45°
24
Dummy bearings to adjust the rear bevel gear

01 DIF MYT pair
Quantity: 2 Material: 100Cr6 UNI 3097
Notes:
16 - 17
SPECIAL TOOLS
02 PTO MYT
80
63
30
M12
Hexagon 19
20
45
30
12.5
240
90
12.5
5
15
5
15
0
45 - 0.5
0
Hexagon 19 49 - 0.5
70
Extractor to disassemble and re-assemble the

02 PTO MYT PTO clutch piston spring.
Notes:
16 - 18
SPECIAL TOOLS
01 PTO REX a
131
20.5
20
215
195
50
40
122
131
01 PTO REX a Puller for PTO lower shaft
Notes:
16 - 19
SPECIAL TOOLS
01 PTO REX b
M20x2
110
168
A A
58
48
20
35
47
Sect.A-A
8
M6
8 -0.1
M6
46.5 8
60
01 PTO REX b Puller for PTO lower shaft
Notes:
16 - 20
SPECIAL TOOLS
01 PTO REX c
M20x2
120
244
258
20
13 - 4 holes at 90°
14
distance 76
98
01 PTO REX c Puller for PTO lower shaft
Notes:
16 - 21
SPECIAL TOOLS
01 PTO REX d
M20x2
100
206
220
20
13 - 4 holes at 90°
14
distance 70
88
01 PTO REX d Puller for PTO lower shaft
Notes:
16 - 22
SPECIAL TOOLS
02 DT MYT a
26 12.5 - 2 holes
12
60
120
60
12
59
106
118

02 DT MYT a the spring-on spring
Notes:
16 - 23
SPECIAL TOOLS
02 DT MYT b
70 12.5 - 2 holes
12
76
4
60
120
60
12
59
106
118

02 DT MYT b the spring-on spring
Notes:
16 - 24
SPECIAL TOOLS
02 DT MYT c
M12
100
220

02 DT MYT c the spring-on spring
Notes:
16 - 25
SPECIAL TOOLS
01 DT REX a
Sm 2x45°
15 0.03
12
220
30
15
- 0.04
30 - 0.092
Sm 2x45°
Dummy bearings with shaft to adjust bevel gear

01 DT REX a of 4WD axle
Notes:
16 - 26
SPECIAL TOOLS
01 DT REX b
Sm 2x45° Sm 2x45°
+ 0.033
0
30
2 2
- 0.076
- 0.03
80
30°
30°
20
Dummy bearings with shaft to adjust bevel gear

01 DT REX b of 4WD axle
Quantity: 2 Material: 100Cr6 UNI 3097
Notes:
16 - 27
SPECIAL TOOLS
02 DT REX
80
62
20 11
31
13
20
Hexagon 22
7.5 - 3 teeth at 120°
62
72
02 DT REX Wrench for 4WD differential ring nuts
Notes:
16 - 28
SPECIAL TOOLS
04 DT REX
98.5
80.5
11
61
71
20
Hexagon 22
6.8-4 teeth at 90°
04 DT REX Wrench for ring nuts of 4WD side final drive
Quantity: 1 Material: 30NiCrMo 12 UNI 7845
Notes:
16 - 29
SPECIAL TOOLS
122 IDR GL
Hexagon 17
1/4 GAS
10x1
16x2
10
4
8.5 1.5
10
10 6 13 5.5
34.5
Universal adapter union

122 IDR GL (commercial)
Notes:
16 - 30
SPECIAL TOOLS
125 IDR GL
24/27
7/16-20 UNF
22.5
10x1
48.5
26
7/16-20 UNF
125 IDR GL Diff lock pressure measuring union
Notes: Can be formed from union FOR 113.003-06
16 - 31
SPECIAL TOOLS
02 IDR MYT
Hexagon 22
15.7 - 0.1
0
18x1.5
10x1
+ 0.3
2.7 0
12
19 11
30
Union for measurement of trailer brake pressure

02 IDR MYT To be used with a female commercial union
Notes:
16 - 32
SPECIAL TOOLS
03 IDR MYT
3/4 16 UNF
Hexagon 24
10x1
16.6
2.5
12
70 11
81
Union to measure the pressure of auxiliary

03 IDR MYT control valves
To be used with a male union for quick coupling
Notes:
16 - 33
SPECIAL TOOLS
05 IDR MYT
14/22
7/8-14 UNF
36.5
10x1
78.5
42
12
7/8-16 UNF
Cooling circuit pressure measuring union

05 IDR MYT
Notes: Use union FOR 113.003-15
16 - 34
SPECIAL TOOLS
01 IDR REX
11
- 0.1
0
11.7
10x1
14x1.5
7
2.5
Hexagon 19
12 11
23
01 IDR REX Lift pressure measuring union
Notes:
16 - 35
SPECIAL TOOLS
02 IDR REX
24/27
1/2-20 UNF
24
10x1
52
28
1/2-20 UNF
02 IDR REX 4WD engagement pressure measuring union
Notes: Use union FOR 113003-08
16 - 36
SPECIAL TOOLS
03 IDR REX
24/27
9/16-18 UNF
27
10x1
58
31
9/16-18 UNF
03 IDR REX Steering circuit pressure measuring union
Notes: Use union FOR 113003-10
16 - 37
SPECIAL TOOLS
05 IDR REX
42
M10x1
18/22
1" 1/16-12 UNF
45
M18x1.5
05 IDR REX Lift pressure measuring union
Notes:
16 - 38
SPECIAL TOOLS
CR 342 a
35 50 35
30
15
8.5-2 holes
210
Electric welding
8
120
120
CR 342 a Tool to check hydraulic lift control valve
Notes:
16 - 39
SPECIAL TOOLS
CR 342 b
+ 0.046
15° 62 0
26
1
8x1.25 - 4 wires
10
13
20
26
38
12
58
x1
26
.5
12x1.5
8x1.5 - 2 wires
112
40
26
60 0.15
15 15
26
A 12
17
A
64 0.15
50
14x1.5
5 14x1.5
Hexagon 22
11
7
18
20
26
33
3
15
1
45°
12x1.5
Hexagon 22
Q.ty 1 Q.ty 1
CR 342 b Tool to check hydraulic lift control valve
Notes:
16 - 40
SPECIAL TOOLS
CR 347
9 0°
at
h
et
te
44.5
4
8-
52
4.
75
537.5
500
6 30
CR 347 Wrench for 4WD differential ring nuts
Notes: Blend sharp edges
16 - 41
SPECIAL TOOLS
R 504
Hexagon 24
20x1.5
M14
100 35
40 135
175
Hexagon 30
20.5
60
70
20x1.5
10 65
20
75
Puller for hinge pins of the fork bearing the 4WD

R 504 axle final drive
Quantity: 1 each component Material: 30NiCrMo12 UNI 7845
Notes:
16 - 42
PRE-SALE SERVICE
Doncaster DN2 4PG.
PRE-SALE SERVICE
Doncaster DN2 4PG.
By: DALET

McCormick F 60 70 80 75 85 95 105 GE-XL Training Manual PN 3676090M1

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McCormick F 60 70 80 75 85 95 105 GE-XL Training Manual PN 3676090M1

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Copyright:

Verfügbare Formate

Series F

This manual contains the technical specifications, mechanical, hydraulic

Chap. 4 STANDARD TRANSMISSION

Cap. 5 4WD FRONT AXLE

Chap. 6 POWER TAKE-OFF

Chap. 7 HYDRAULIC CIRCUIT - ORCHARD TRACTORS

Chap. 8 HYDRAULIC CIRCUIT - VINEYARD TRACTORS

Chap. 9 MECHANICAL POWER LIFT

Chap. 10 ELECTRONIC POWER LIFT

Chap. 11 ELECTRICAL SYSTEM - ORCHARD TRACTORS

Chap. 12 ELECTRICAL SYSTEM - VINEYARD TRACTORS

Chap. 16 SPECIAL TOOLS

Sect. 1 Reading the manual. ................................................................. 1-3

Sect. 2 Tractor identification and technical specifications. ............... 1-5

Sect. 3 Working in safety. ................................................................... 1-15

Sect. 4 Pre-delivery inspections and maintenance. .......................... 1-33

Sect. 5 Conversion tables. .................................................................. 1-37

Sect. 6 Sealants. .................................................................................. 1-53

Sect. 7 Driving torques. ....................................................................... 1-57

Sect. 8 General assembly instructions. ............................................. 1-59

Reading the manual

Sect.1 Reading the manual

1-1 Introduction .................................................................... 1-4

Sect.1 - Reading the manual

Before reading the manual, it is essential to read

The information in this manual was up to date at the

1-2 Structure of the manual

Example: 5-7 indicates page 7 of chapter 5.

Numbering of the figures also begins with 1 in each

Example: Fig. 73-5, indicates figure 73 of chapter

Sect.2 Tractor identification

2-1 Tractor identification ...................................................... 1-6

Sect. 2 - Tractor identification

To ensure a quick and efficient service when orde-

Chassis serial number ...........................................

Engine serial number .............................................

Cab serial number ..................................................

Type of tractor ........................................................

Owner / Operator ...................................................

Dealer's or Agent's address ...................................

Delivery date ..........................................................

Warranty expiry date .............................................

2WD 4WD 2WD 4WD

- In running order, with front and rear

A - Height at bonnet ................................... mm 1231 1250

E - Max. length with front ballast and links .. mm 3778 3778

In running order, with front and rear

A - Height at bonnet ................................... mm 1231 1280 231 1280

- In running order, with front and rear

A - Height at bonnet ................................... mm 1231 1280 1280

- In running order, with front and rear

A - Height at bonnet ................................... mm 1231 1280 1280

- In running order, with front and rear

A - Height at bonnet ................................... mm 1231 1280 1280

General specifications F 105 GE F 105 F 105 XL

- In running order, with front and rear

A - Height at bonnet ................................... mm 1231 1280 1280

Engine Series F 60 Series F 70 Series F 80

Type Perkins 4-stroke diesel engine with

Model 1103C-33 1103C-33T 1103C-33T

Type Overhead valves controlled by tappets

Tappet gap with engine cold

Fuel pump AC-DELCO, diaphragm type