Owner's Manual Model: DP20-4H Drum Puller - Custom Truck ...

www.tse-international.com 5301 Shreveport Blanchard Hwy – Shreveport, Louisiana 71107 – USA

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Owner’s Manual

Model: DP20-4H Drum Puller

Serial Number 18-5048-01

http://www.tse-international.com/

C O N D U C T O R H A N D L I N G E Q U I P M E N T

5301 Shreveport-Blanchard Hwy Shreveport, Louisiana 71107

Toll Free: 800.825.2402 Telephone: 318.929.2368FAX: 318.929.4853

www.tse-international.com 1

DP-20-4HDRUM PULLER

At TSE, engineering is a process of continuous product improvement; therefore, specifications are subject to change without notice.

The TSE Model DP-20-4H is a versatile, hydraulically powered four drum puller designed for medium distribution stringing. It can also be used as a pilot line winder for heavier distribution. Power is transmitted from the engine to the reels through a common hydraulic drive train. A diamond leadscrew levelwind, accommodating one reel at a time, aids in an even wrap during pulling. Each reel is equipped with a mechanical clutch to allow selective reel rotation and a mechanical brake to retard overspin. The maximum desired linepull can be preset prior to pulling so that the reel drive will stall if a restriction to the line occcurs avoiding damage to the conductor, towers and hardware.

The central operator’s console allows the operator to completely control the pulling operation with optimum visibilty of the pulling rope. Operator controls include linepull, linespeed, holding brake and engine controls.

DIMENSIONS & WEIGHT (APPROX.)

Length ...................................................15’Width .....................................................8’Height ....................................................6’-4 “Weight ................................................... 7,820 lbs.

(with rope)

STANDARD FEATURES

• 2,000 lb. linepull capacity on single full drum of rope.• Proven hydrostatic pulling system with a hydraulic oil

cooler.• Four pulling reels, each with a capacity for 6,000’ of

1/2” diameter rope.• 35 hp water cooled diesel engine.• Single axle with leaf spring suspension.• Variable linespeed and linepull control.• Mechanical clutch and mechanical bronze brake for

each reel.• Spring applied-hydraulic pressure released holding brake.• Central operator’s position for maximum safety and

visibility.• Deluxe, adjustable operator’s seat and protective screen.• Engraved operator’s console.• Swing out automatic diamond leadscrew levelwind,

adjustable for individual use with all four reels.• Steel lockable battery box.• Front and rear drop leg mechanical jacks.

OPTIONAL EQUIPMENT

• Additional swing out automatic levelwind.• Lockable console cover.• Hydraulic front and/or rear jacks.


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TSE International Inc. Warranty Policy

1. Contact the TSE International Inc. service department to discuss problem

and obtain a warranty claim number. Claim numbers will remain valid for 30 days allowing for sufficient time for submission to TSE. Warranties claimed without a valid claim number may be denied.

2. Please retain any defective parts for a period of 60 days. TSE reserves the right to inspect and/or evaluate any parts submitted for warranty consideration. Should TSE elect to inspect the parts, a RGA (Return Goods Authorization) number will be issued and the parts are to be returned prepaid to TSE. Items not returned within 30 days will result in the RGA closure and may result in a denial of the claim.

3. Warranty submission must be on the standard TSE International Inc. claim form. Claims that are not will be classified as pending until proper forms are submitted. All claims must have an estimated cost associated with each item under discrepancy.

4. Major subcomponents are warranted under separate manufacturer warranties. It is the responsibility of the owner/dealer of the equipment to fill out and register all subcomponent manufactures warranties. In the event of failure, arrangements can be made to deal with the subcomponent supplier directly. Examples for subcomponent manufactures are: Engines– John Deere, Cummins, Caterpillar, etc.

Claims submitted as per above TSE International Inc. Equipment Warranty policy will be resolved within 30 days of receipt


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Recommendations for improving this publication are encouraged and should be forwarded to:

TSE INTERNATIONAL 5301 Shreveport-Blanchard Hwy.

Shreveport, Louisiana 71107 This is not a tension stringing operation procedures manual. No attempt is made or implied herein to instruct the user in methods peculiar to the individual application of the equipment described in this manual. The contents of this manual are intended as a basis of for operation, maintenance, and parts listing of the unit in its intended and anticipated use, as it stands alone in conjunction with other equipment. The Equipment described in this manual is potentially dangerous if improperly or carelessly operated. For the protection of personnel and equipment, only competently trained operators who are critically aware of the proper procedures, operating parameters, and limitations, potential dangers, and application of this equipment should be allowed to touch the controls at any time.


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PREMIUM CUSTOMER SERVICES

TSE supports its innovative products with Premium Customer Service. Our comprehensive Service Department provides TSE customers with the service, parts,

and technical assistance they need to maintain their equipment in top operating condition.

For Customer Service on Your

Model

Serial No.

PLEASE CALL 1-800-825-2402

Our People Care: Our Equipment is the Proof.

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18-5048-01

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DP20-4H

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HOW TO ORDER REPLACEMENT PARTS

In order that we may promptly send the exact replacement part required in the least amount of down time for you, the information listed below is necessary. To order the replacement part, locate the part from the drawings in this manual and give the following information: 1. Unit Model No. (From the plates on the unit’s frame) 2. Unit Serial No. (From the plate on the unit’s frame, will contain numbers only) 3. Part Number (If available) 4. Description (If part no. not available) 5. Quantity Required On large components such as transmissions, engines, multiple pump drives, etc., the manufacturer’s serial number and spec. number is necessary to ensure receiving the proper replacement part.


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WARNING The equipment described in this manual is neither designed nor intended for any application, alone or with in conjunction with any other equipment, that involves the lifting or moving of persons. Safe operation of this equipment is dependent on use in compliance with the procedures outline in this section and the maintenance and inspection procedures in SECTION Ill with consideration of prevailing conditions. The equipment described in this manual is potentially dangerous if improperly and carelessly operated. For the protection of personnel and equipment, only competently trained operators who are critically aware of the proper procedures, operating parameters and limitations, potential dangers, and application of this equipment should be allowed to touch the controls at any time. There is potential DANGER of ELECTRICAL SHOCK when operating this machine. Ground the unit in accordance with the regulations of the using organization. Various methods of bonding, isolation and grounding can be used; a means suitable to the user should be selected and rigidly adhered to by ALL operating personnel. Keep all shields and guards in place. Keep hands, feet and clothing away from power driven parts and moving parts. Observe all warning decals placed on the machine. Make certain all personnel are clear of this equipment before starting engine or operation. Before leaving the operators position, make sure that directional controls are in the neutral position and all brakes are set.


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EQUIPMENT WARRANTY TSE International Inc. (hereinafter sometimes referred to as “TSE”) warrants that it will repair f.o.b. its factory, or furnish without charge f.o.b. its factory, a similar part to replace any material in its machinery which, during the earlier of 90 days after the said machinery is put into operation or six months after the date of shipment of the machinery from the plant, is proved to the satisfaction of the company to have been defective at the time it was sold, provided that all parts claimed defective shall be returned, properly identified, to TSE’s factory, charges prepaid. This Warranty to repair applies only to new and unused machinery, which, after shipment from the factory of TSE, has not been altered, changed, repaired or treated in any manner whatsoever unless such alteration, change, repair or treatment has been previously authorized in writing by TSE or has been performed by the authorized service representative of TSE. This Warranty to repair is the only Warranty either express, implied or statutory, upon which the said machinery is sold; the companies liability in connection with this transaction is expressly limited to the repair or replacement of defective parts, all other damages and warranties, statutory or otherwise, being hereby expressly waived by the purchaser. No representative of TSE has authority to change this Warranty or this contract in any manner whatsoever and no attempt to repair or promise to repair or improve the machinery covered by this contract by any representative of TSE shall waive any consideration of the contract or change or extend this Warranty in any manner whatsoever.


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GROUNDING EQUIPMENT AND METHODS Grounding Equipment and Methods information is covered in the following publication: “IEEE GUIDE TO INSTALLATION OF OVERHEAD TRANSMISSION LINE CONDUCTORS IEEE STD 524-2003” The above publication is available through the following organization: THE INSTITUTE OF ELECTRICAL AND ELECTRONICS ENGINEERS, INC. 3 PARK AVENUE NEW YORK, NY 10016-5997 USA


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DECALS Your equipment was shipped from the factory with the decals on the following sheet. Should any of these decals be missing, they could prevent the proper operation and/or maintenance of the unit which may result in personal injury or property damage. If any of these decals are missing, please contact us for a replacement. Order the decal(s) by stating the decal description, number, and quantity. TSE INTERNATIONAL 5301 SHREVEPORT-BLANCHARD HWY. SHREVEPORT, LA 71107 ATTENTION: SERVICE MANAGER TELEPHONE: 800-825-2402 FAX: 318-929-4853

CONTENTS DP20-4H

SECTION I INTRODUCTION SECTION II OPERATIONS

SECTION III MAINTENANCE SECTION IV PARTS LIST F602339-C FINAL ASSEMBLY – DP20-4H 8602356-B GENERAL ASSEMBLY – DP20-4H (Yanmar Engine) 861207-I REELS & SHAFT ASSEMBLY 780101-C DRIVE ASSEMBLY 7601293-A HYDRAULIC SCHEMATIC 7601116-C TRAILER LIGHTING DIAGRAM - LED 7601328-A ENGINE & PUMP ASSEMBLY 7601331 CONTROL PANEL ASSEMBLY SECTION V VENDOR INFORMATION ENGINE (Yanmar) PUMP MOTOR BRAKE GEARBOX AXLE

SECTION I INTRODUCTION

GENERAL DESCRIPTION The TSE Model DP20-4H is a trailer mounted four drum puller powered by a four cylinder diesel engine and hydrostatic transmission. The speed, torque, and direction of the transmission are regulated from the elevated, centrally located control panel to allow an infinitely variable control of line tension and speed within the specified performance parameters of the unit in both the pulling and tensioning mode of operation. Efficient cable wrapping is promoted by the leadscrew-type levelwind. WARNING/CAUTION: WHEN THIS SIGN APPEARS ON THESE PAGES, IT INDICATES WHERE SPECIAL ATTENTION SHOULD BE PAID TO THE INSTRUCTIONS GIVEN. PERSONAL INJURY OR DAMAGE TO THE EQUIPMENT MAY OCCUR IF THE INSTRUCTIONS ARE NOT FOLLOWED. DIMENSIONS Length 186 inches Width 96 inches Height 104 inches (Top of Operator Screen) PERFORMANCE 1 Full Reel 2,000 lbs @ 3.5 MPH 4 Reels Simultaneously 500 lbs @ 2.0 MPH Speed Range: 0-4 mph WARNING: THESE VALUES ARE A MAXIMUM AND MUST NOT BE EXCEEDED. REEL SPECIFICATIONS Reel Diameter: 34 inches Reel Width: 32 1/2 inches (Inside flanges) Drum Diameter 12 ¾ inches WARNING: THESE VALUES ARE A MAXIMUM AND MUST NOT BE EXCEEDED. UNDERCARRIAGE Axle Single 8,000 lb capacity Tires 215/75R17.5 Brakes 12 1/4" X 3 3/8” Electric Front Jack Manual Screw Type Rear Stabilizers Pin Type

SECTION II OPERATION

CONTROLS The controls in Figure 1 are described below. BEFORE OPERATING THIS EQUIPMENT FAMILIARIZE YOURSELF WITH ALL CONTROLS AND THEIR FUNCTION. ONLY FULLY TRAINED PERSONNEL SHOULD OPERATE THIS EQUIPMENT.

Figure 1: Control Panel

1. Hydraulic Pressure Gauge - This gauge shows the hydraulic pressure in the system. Do not

continuously exceed 3000 psi during the operation of the machine. 2. Linepull Control - The pressure in the hydraulic system is regulated with this control knob also

shown in Figure 2. Clockwise rotation of the Linepull Control increases pressure and therefore increases the Linepull. Counter clockwise rotation of the Linepull Control decreases pressure and therefore decreases the Linepull. Once the system pressure is set with the Linepull Control, the maximum Linepull will not exceed this setting. The Linepull can be set at any level from zero to the maximum Linepull rating.

Figure 2: Linepull Control Knob

3. Brake Control - The brake is spring applied and released by hydraulic pressure also shown in

Figure 3. To hold the reel stationary, turn the Reel Brake Lever to the APPLY position. Turn to the RELEASE position before driving the reel.

CAUTION: THE BRAKE IS DESIGNED TO HOLD THE CONDUCTOR UNDER STATIC CONDITIONS ONLY. WARNING: THE HOLDING POWER OF THE BRAKES AND PROPER FUNCTIONING OF ALL MACHINE CONTROLS MUST BE VERIFIED BEFORE THE UNIT IS PUT INTO SERVICE TO ENSURE SAFE OPERATION. THIS IS PARTICULARLY IMPORTANT WHEN STRINGING IN THE VICINITY OF ENERGIZED LINES.

Figure 3: Brake Control

4. Direction Control - The reel turning speed (Linespeed) and direction is controlled by a single

lever that regulates the degree of pump stroke in both directions from the NEUTRAL Position, also shown in Figure 4. Movement of the Direction Control Lever in either direction, away from the operator for ‘Pay Out’ and toward the operator for ‘Pull In’, increases the rotating speed of the reel. The reel will remain stationary with the Direction Control Lever in the NEUTRAL position.

Figure 4 – Direction Control

5. Direction Lever Stop - A Stop positioned in front of the Direction Control Lever will not allow the

Lever to be put in the ‘Pay Out’ direction without the operator lifting the Stop handle to allow the Direction Control Lever to pass. The Stop automatically falls back into place when the lever is returned to the NEUTRAL position or to the ‘Pull In’ direction.

6. Charge Pressure Gauge - This gauge indicates the system charge pressure and should be

approximately 300 psi. TOWING Before towing always check the following: 1. Front and rear jacks are fully retracted 2. Operator protective screen is folded down 3. Wheel brakes are operational 4. Tires are inflated to proper pressure. 5. Wheel chocks are removed and stored away properly. 6. Lights are operational. 7. All reel shaft pins/locking pins are properly engaged. 8. Safety chains and breakaway switch connected. FIELD SET UP Prepare the unit for operation as follows: 1. Locate the unit on level ground if possible, ensuring that the unit is aligned properly with the line

to be pulled or tensioned. 2. Level the unit using the front and rear jacks. 3. It is highly recommended to put wheel chocks around each trailer tire to prevent movement of the

trailer. 4. PROPER ANCHORING OF THE MACHINE IS VERY IMPORTANT! See Figure 5. Anchor the

unit using the anchoring lugs provided. Use an anchor that will hold three times the maximum pull of the unit.

Figure 5: Anchoring Diagram

5. PROPER GROUNDING OF THE MACHINE IS VERY IMPORTANT! The machine is equipped

with two grounding bars. (See figure 5.) To protect against electrical hazards due to induction or electrical contact, the system must be connected to a proper ground rod or the electrical system neutral. Follow proper grounding procedures as required by IEEE and/or the applicable standards in your area. Use of a ground mat and a running ground on the conductor are highly recommended.

6. Put a hazard barrier around the perimeter of the unit to keep unauthorized personnel away from the equipment.

7. Perform daily inspection and preventive maintenance as required. PRE START CHECKLIST 1. Ensure that the Direction Control (4) is in the NEUTRAL position. 2. Ensure that the Brake Control (3) is in the APPLY position. ENGINE START-UP The engine manufacturer’s manual, included in the Section V, contains detailed technical information regarding the engine including start up procedure. Make sure you read and understand the operating instructions contained therein. . CAUTION: DO NOT ALTER THE RPM GOVERNER SETTING OF THE ENGINE. THE HYDRAULIC PUMP IS LIMITED TO A SPECIFIC MAXIMUM RPM AND CAN BE DAMAGED IF DRIVEN FASTER THAN THE GOVERNED ENGINE SPEED. STOPPING THE ENGINE 1. Move the Direction Control (4) to the NEUTRAL position. 2. Move the Brake Control (3) to the APPLY position. 3. Decrease the engine speed to idle. 4. Allow the engine to idle for a few minutes to cool down. 5. Shut down the engine.

HYDRAULIC WARM UP (COLD WEATHER START-UP) 1. Start the engine. 2. Leave the Direction Control (4) in the NEUTRAL position. 3. Allow the system to run slightly above idle for twenty minutes or until the indicator gauge on the

suction filter reads less than ten inches vacuum. 4. Ensure that the Brake Control (3) is in the APPLY position. 5. Increase engine speed to half-throttle. 6. Move the Direction Control (4) to approximately half-stroke in the PULL IN direction. 7. Turn in Linepull Control (2) clockwise until the Pressure Gauge (1) reads 1,000 psi. 8. Allow system to run for:

a. Ten minutes b. or until hydraulic oil reservoir feels warm to the touch c. or until the indicator gauge on the suction filter reads less than five inches vacuum

In extreme cold weather operations, special low temperature hydraulic oil is recommended. PULLING (BEGINNING WITH SLACK ROPE) The following procedure describes how to operate the DP20-4H when it is used as a puller and the rope is not under tension. CAUTION: DO NOT FOLLOW THIS PROCEDURE WHEN THERE IS TENSION ON THE PULLING ROPE.

Figure 6 – Drum Drive Pins

1. Engage Drum Drive Pins (See Figure 6.) into drum or drums to be used. (See Engaging and

Disengaging Drum Drive Pins section). 2. Increase the engine speed to full throttle. An engine operated at idle speed does not sufficiently

power the hydraulic system and may let the brake drag causing damage or overheating of the brake and erratic control.

3. Ensure that the Brake Control (3) is in the APPLY position. 4. Pull the Direction Control (4) slightly into the PULL IN position. 5. Turn the Linepull Control (2) clockwise until the Hydraulic Pressure Gauge (1) reads 800 psi.

This presets the linepull. 6. Move the Direction Control (4) to the NEUTRAL position. 7. Confirm that the tensioner operator knows the pull is about to begin and has the tensioner

correctly set. 8. Turn the Brake Control (3) to the RELEASE position.

9. Slowly pull Direction Control (4) slightly to the PULL IN position. The pulling drum should start to turn and tighten the pulling rope. If the pulling rope remains stationary turn in the Linepull Control (2) clockwise slightly until the rope starts to move. When the rope starts to move, turn the Linepull Control (2) another ½ turn to have the relief pressure in the system set just slightly above the linepull at which you are working.

10. Slowly pull the Directional Control (4) more into the PULL IN position until the desired linespeed is achieved.

NOTE: It may be necessary to turn the Linepull Control (2) in several times from its initial setting as the pulling rope builds up on the pulling reel to maintain proper linepull and speed. Always turn the Linepull Control (2) in ½ turn further than what is required to move the rope and this will ensure the puller will stall if a snag in the pulling rope occurs. 11. To stop the pull, move the Direction Control (4) to the NEUTRAL position and turn the Brake

Control (3) to the APPLY position. RESUMING A PULL AFTER STOPPING This procedure describes how to start the pulling process after stopping while the pulling rope is still under tension. This procedure assumes the Linepull Control (2) setting has not been changed from the previous operating position during the stop. 1. Confirm that the tensioner operator knows the pull is about to begin and has the tensioner

correctly set. 2. Turn the Brake Control (3) to the RELEASE position. 3. Move the Direction Control (4) to the desired PULL IN position. NOTE: This should start the pulling rope moving again at the same linepull as when you stopped. If the pulling rope remains stationary, slowly turn the Linepull Control clockwise until the pulling rope starts to move. PAYING OUT (BEGINNING WITH SLACK ROPE) The following procedure describes how to pay out rope when it is not under tension. CAUTION: DO NOT FOLLOW THIS PROCEDURE WHEN THE ROPE IS UNDER TENSION. 1. Increase the engine speed to full throttle. An engine operated at idle speed does not sufficiently

power the hydraulic system and may let the brake drag causing damage or overheating of the brake.

2. Make sure the Brake Control (3) is in the APPLY position. 3. Turn the Linepull Control (2) fully counter clockwise to give zero linepull in the pull in direction. 4. Turn the Brake Control (3) to the RELEASE position. 5. Push the Direction Control (4) slowly into the PAY OUT position. You will have to lift the Direction

Lever Stop (5) to allow the Direction Control (4) to pass beyond the NEUTRAL position. Push Direction Control (4) more into the PAY OUT position to increase the speed.

WARNING: NEVER PUT THE DIRECTION CONTROL LEVER IN THE PAY OUT POSITION WHEN PULLING ROPE OR WHEN THE CONDUCTOR IS UNDER TENSION! 6. To stop, put the Direction Control (4) to the NEUTRAL position. The Direction Lever Stop (5) will

fall back into place restricting movement into the PAY OUT direction once again.

PAYING OUT (ROPE UNDER TENSION) This procedure describes how to ‘Pay Out’ or loosen a pulling rope when it is under tension. This situation may occur for example when the pulling rope is to be backed into a grip. Essentially the process is to tension out the rope at a controlled speed until the tension drops to zero, then use the procedure described in section above to continue to ‘PAY OUT’ the rope if desired. 1. Increase the engine speed to FULL throttle. An engine operated at idle speed does not

sufficiently power the hydraulic system, and may let the brake drag causing damage or overheating of the brake.

2. Move the Direction Control Lever (4) to the TENSION position. 3. Leave the Linepull Control (2) in the same position as when you stopped ‘PULLING’. 4. Turn the Brake Control (3) to the RELEASE position. This transfers the tension load in the rope

from the brake to the hydraulic system. 5. Turn the Linepull Control (2) counter-clockwise slowly, and this will start to allow the reel to pay

out the rope as it is pulled by the load on it. Continue to turn the Linepull Control (2) counter-clockwise until it is fully out and no tension remains in the rope.

FREEWHEELING PAY OUT WITH OVERSPIN BRAKE The freewheeling pay out mode disconnects the hydraulic drive system and allows the reels to rotate freely as the rope is pulled off. A drag brake prevents the reel from overspinning while in freewheel mode. This procedure is usually used when the pulling rope is being pulled from the puller end of the set-up to the tensioner end. 1. Place the Direction Control (4) in the NEUTRAL position. 2. Turn the Brake Control (3) to the APPLY position. 3. Shut off the engine. 4. Disengage the drum drive pin from drum or drums to be used. (See Engaging and Disengaging

Drum Drive Pins section). DANGER: THERE MUST BE NO LINEPULL ON THE DRUM AND NO TENSION ON THE DRIVE CHAIN WHEN ENGAGING & DISENGAGING THE DRUM DRIVE PINS. 5. Pull off the rope as required while controlling the reel with the Drag Brake to prevent overspin. 6. When Freewheel Pay-Out is complete, engage the Drum Drive Pins back into the drums. (See

Engaging and Disengaging Drum Drive Pins section). DANGER: Do not use the engine to line up the Drum Drive Pin holes, since shaft may turn as you are inserting the pin. ENGAGING AND DISENGAGING DRUM DRIVE PINS Note: This procedure must be done with no tension on the pulling rope. Note: Apply the brake using the Reel Brake Control (3) and shut down the engine when disengaging or engaging the drum drive pins. The Drum Drive Pins are spring loaded in the engaged position. To freewheel the drum simply pull the Drum Drive Pin out and rotate 90 degrees. To engage, pull the Drum Drive Pin out and rotate 90 degrees and the spring will attempt to engage it. You may have to turn the drum by hand until it engages.

SECTION III MAINTENANCE

SCOPE This section contains schedules, recommendations, and procedures designed to ensure that the equipment is prepared for safe and efficient operation and to prolong the service life of the equipment. These maintenance instructions constitute basic requirements for an operational environment that is not extreme in temperature, humidity, airborne abrasives, or other conditions which would require preventative maintenance techniques to combat. The using organization is encouraged to determine preventative maintenance requirements that are the result of environmental extremes. SERVCIE SAFETY PRECAUTIONS 1. Before performing maintenance or repair work on any equipment, consult the manufacturer’s

instruction manual and follow the recommended procedures. 2. When servicing or repairing the equipment, shut down the engine unless it is required to be

running for adjustment purposes. 3. Always use the proper tools for the job. Repair or replace any broken or damaged tools,

including lifting equipment immediately. 4. Keep your head, hands, feet, and loose clothing away from power-driven parts. 5. Pressure can be maintained in the hydraulic circuits long after the power source and pump have

been shut down. Relieve all trapped pressures before performing any service work to the hydraulic components.

6. When troubleshooting a hydraulic system for leaks, use a piece of cardboard or other material as detector rather than your hand. Pressurized hydraulic fluid escaping from a faulty component can penetrate the skin and cause serious injury.

7. Do not change the pressure setting of any hydraulic valves unless authorized instruction has been obtained.

8. Ensure that all tire and rim parts are undamaged and correctly assembled before inflating the tires.

9. Use an inflation cage, safety cables or some other safety device when inflating the tires. Do not exceed the tire manufacturer’s recommended maximum pressure

10. Use caution when draining hot fluids from the machine. Splashing hot fluid can cause serious burns.

11. Ensure that the equipment is blocked so that it cannot shift or move during servicing. 12. Install all applicable safety locks before working on a piece of equipment. Disconnect electrical

power before servicing electrical components.

FIRE PREVENTION Fires can create severe emergencies where both human life and property may be lost. Even when confined, a fire may cause very expensive damage to your equipment. Fire can strike at anytime, not only when the equipment is used, but also when lift unattended between work shifts and nobody is around to fight it. When working in a confined environment, it is impossible to prevent combustible dust from collecting in tight corners of the machine. This dust, in itself, may not cause a fire, however, when mixed with fuel, oil or grease in a hot an confined place, it can become a fire hazard. To reduce the chances for a fire to break out, follow the preventative instructions listed below: 1. Inspect the machine daily for potential fire hazards and make any necessary repairs up

immediately. 2. Always ensure that excess grease and oil accumulation, including spillage, are cleaned up

immediately. 3. Use only nonflammable cleaning agents for cleaning the machine or any machine component. 4. Store oily rags and other combustible materials in a fireproof location. 5. Before performing repair work such as welding, the area surrounding the repair location should

be cleaned and a fire extinguisher positioned close by. 6. Maintain a charged fire extinguisher on or near the machine at all times and know how to use it. INSPECTIONS Periodic inspection of the unit according to a regular schedule will establish the normal state of the unit for personnel associated with its operation and maintenance and provide a set of consistent conditions, which will tend to highlight any occurrence of a potentially hazardous malfunction. On a daily basis walk around the unit and look closely for any indication of the following: 1. Loose threaded connections. 2. Metal fatigue or excessive corrosion. 3. Abraded hose surfaces. 4. Hydraulic fluid leakage. 5. Possible obstruction of moving parts – especially in the drive train. To ensure proper operation and long life of your TSE International products, use only good quality lubricants and maintain a regular maintenance schedule as recommended by TSE International and our component suppliers. Prior to start-up of new TSE International products, all fluid levels are to be checked to ensure correct operating levels. All lubrication and maintenance points are to be inspected and lubricated as illustrated on the Lubrication and Maintenance Instructions sheet. While TSE International recommends specific intervals, they are intended as a minimum general guide for the maintenance of the equipment. Some job conditions and/or locations may dictate more frequent service intervals than have been recommended.

LUBRICATION DATA

LUBRICANT LUBRICANT INFORMATION GRADE

S TSE

PART # APPLICATION

AW46

TSE STANDARD HYDRAULIC FLUID (REFER TO HYDRAULIC OIL DECAL LOCATED ON HYDRAULIC RESERVOIR TO DETERMINE WHAT HYDRAULIC FLUID IS USED IN YOUR MACHINE)

ISO 46 567851 HYDRAULIC SYSTEM FLUID

UTILITY EP #2 GREASE

MULTIPURPOSE GREASE - - BEARINGS, SHAFTS, FRICTION COMPONENTS

LUBRIPLATE CHAIN & CABLE

FLUID PENETRATING FLUID

SAE 10 ISO 32

- CHAINS, WIRE ROPES, CABLES

SPARTAN EP150 INDUSTRIAL GEAR OIL ISO 150 -

GEARBOXES (REDUCERS) - SEE VENDOR LITERATURE FOR VARIATIONS AND AMOUNTS

SUPER MPGO 80W90

PETROLEUM OIL BLEND - - PUMP DRIVES

SUGGESTED MAINTENANCE SCHEDULE The following schedule should be carried out by qualified personnel using proper lubricants to suit environmental and operating conditions. NOTE: THESE ARE SUGGESTED RECOMMENDATIONS ONLY. SPECIFIC SITUATIONS MAY REQUIRE A DIFFERENT LUBRICATION SCHEDULE. ALTER AS NECESSARY.

SERVICE INTERVAL

HOURS

DAILY WEEKLY

100 150 500 1000

MONTHS 1 2 6 12

DESCRIPTION (5)

BEARINGS - - L - - O

SYMBOL BUSHINGS - - L - - - REELSHAFT BUSHINGS L - - - - -

R REPLACE PIVOT POINTS - X L - - - CHAIN DRIVES - - - - O -

L LUBRICATE COUPLINGS - - - - - X BOLTED CONNECTIONS X - - - - -

X INSPECT & CORRECT HYDRAULIC PLUMBING X - - - - -

HYDRAULIC RESERVOIR (4) X - - - - - O CLEAN &

LUBRICATE HYDRAULIC FILTERS (2) - - - R (3) - - HYDRAULIC HOSES - - - - X -

F FLUSH & CHANGE MISC. COMPONENTS (1) - L - - - -

1. Items such as engines, pumps, pump drives, motors, reducers, brakes, etc. on your equipment

should be serviced according to the manufacturer’s maintenance schedule (see outside vendor literatures)

2. Hydraulic filter part numbers and descriptions can be found in the hydraulic schematic. 3. Change after the first 50 hours of use. 4. See the decal by the Hydraulic Reservoir. 5. Certain items may not be apart of your machine and DO NOT apply.

Service Manual

Variable Displacement PumpsMP1

powersolutions.danfoss.com

http://powersolutions.danfoss.com

Revision history Table of revisions

Date Changed Rev

July 2017 update ports and plugs 0103

April 2017 Add HDC 0102

August 2016 First edition 0101

Service ManualMP1

2 | © Danfoss | July 2017 AX00000244en-US0103

IntroductionOverview..............................................................................................................................................................................................5Warranty.............................................................................................................................................................................................. 5General Instructions........................................................................................................................................................................ 5

Remove the unit.......................................................................................................................................................................... 5Safety precautions............................................................................................................................................................................6Symbols used in Danfoss literature............................................................................................................................................7

Technical SpecificationDesign Specifications......................................................................................................................................................................8Technical Data................................................................................................................................................................................... 8Operating Parameters.....................................................................................................................................................................9Fluid Specifications..........................................................................................................................................................................9

OperationHigh Pressure Relief Valve (HPRV) and charge check....................................................................................................... 10Bypass Function..............................................................................................................................................................................10Charge Pressure Relief Valve (CPRV)....................................................................................................................................... 11Loop Flushing Valve......................................................................................................................................................................12Electrical Displacement Control (EDC)................................................................................................................................... 13

EDC principle..............................................................................................................................................................................13EDC operation............................................................................................................................................................................13EDC Control Signal Requirements......................................................................................................................................14EDC Solenoid Data................................................................................................................................................................... 14Control response.......................................................................................................................................................................15Response time, EDC................................................................................................................................................................. 15

Manual Over Ride (MOR).................................................................................................................................................. 15Hydraulic Displacement Control (HDC)................................................................................................................................. 17

HDC principle............................................................................................................................................................................. 17HDC operation........................................................................................................................................................................... 17Hydraulic signal pressure range..........................................................................................................................................18Pump output flow direction vs. control pressure......................................................................................................... 18Response time........................................................................................................................................................................... 18

Control response................................................................................................................................................................. 18Response time, HDC...........................................................................................................................................................19

Manual Displacement Control (MDC).....................................................................................................................................20MDC principle............................................................................................................................................................................ 20MDC General Information..................................................................................................................................................... 21MDC Shaft Rotation................................................................................................................................................................. 21Control Response......................................................................................................................................................................21Response time, MDC................................................................................................................................................................22Neutral Start Switch (NSS)..................................................................................................................................................... 22Case gauge port M14.............................................................................................................................................................. 23Lever..............................................................................................................................................................................................23

Forward-Neutral-Reverse electric control (FNR)................................................................................................................. 24FNR principle.............................................................................................................................................................................. 24Control Response......................................................................................................................................................................25Response time, FNR................................................................................................................................................................. 25

Control-Cut-Off valve (CCO valve)........................................................................................................................................... 26CCO solenoid data....................................................................................................................................................................27

Displacement limiter.....................................................................................................................................................................27Displacement change (approximate)................................................................................................................................27

Operating ParametersOverview........................................................................................................................................................................................... 28Input Speed......................................................................................................................................................................................28System Pressure..............................................................................................................................................................................28Charge Pressure..............................................................................................................................................................................29Charge Pump Inlet Pressure.......................................................................................................................................................29Case Pressure...................................................................................................................................................................................29Temperature.................................................................................................................................................................................... 29

Service ManualMP1

Contents

© Danfoss | July 2017 AX00000244en-US0103 | 3

Viscosity.............................................................................................................................................................................................30

Fluid and Filter MaintenanceFiltration System ............................................................................................................................................................................31

Pressure measurementsPort Locations and Gauge Installation................................................................................................................................... 32

Initial Startup ProcedureGeneral ..............................................................................................................................................................................................34Start-up Procedure........................................................................................................................................................................ 34

TroubleshootingOverview........................................................................................................................................................................................... 35Safety precautions......................................................................................................................................................................... 35Electrical troubleshooting.......................................................................................................................................................... 35System Operating Hot..................................................................................................................................................................36Transmission Operates Normally in One Direction Only.................................................................................................36System Does Not Operate in Either Direction..................................................................................................................... 36System noise or vibration........................................................................................................................................................... 37Neutral Difficult or Impossible to Find................................................................................................................................... 37Sluggish System Response......................................................................................................................................................... 38

AdjustmentsPump adjustment.......................................................................................................................................................................... 39Standard Procedures.................................................................................................................................................................... 39Charge Pressure Relief Valve......................................................................................................................................................39Displacement Limiter................................................................................................................................................................... 40Control Neutral Adjustment.......................................................................................................................................................41Mechanical/Hydraulic Neutral Adjustment..........................................................................................................................42

Minor RepairStandard Procedures, Removing the Pump.........................................................................................................................45EDC/HDC Control........................................................................................................................................................................... 45

Reassembly................................................................................................................................................................................. 46Replace Control Solenoids/Actuator Housing - MP1........................................................................................................ 47MDC Control.................................................................................................................................................................................... 48Charge pump...................................................................................................................................................................................50High Pressure Relief Valve (HPRV)............................................................................................................................................52Charge Pressure Relief Valve (CPRV)....................................................................................................................................... 53Loop Flushing (28/32).................................................................................................................................................................. 54

Loop Flushing Spool................................................................................................................................................................54Reassembly................................................................................................................................................................................. 54

Shaft Removal................................................................................................................................................................................. 55

Fastener Size and Torque ChartFastener Size and Torque............................................................................................................................................................58Plug Size and Torque.................................................................................................................................................................... 58

Service ManualMP1

Contents


Overview

This manual includes information on installation, maintenance, and minor repair of these pumps. Itincludes a description of the unit and its individual components, troubleshooting information, and minorrepair procedures.

Performing minor repairs may require the unit to be removed from the vehicle/machine. Thoroughlyclean the unit before beginning maintenance or repair activities. Since dirt and contamination are thegreatest enemies of any type of hydraulic equipment, follow cleanliness requirements strictly. This isespecially important when changing the system filter and when removing hoses or plumbing.

A worldwide network of Danfoss Global Service Partners is available for major repairs. Danfoss trains andcertifies Global Service Partners on a regular basis. You can locate your nearest Global Service Partnerusing the distributor locator at www.danfoss.com.

Warranty

Performing adjustments and minor repairs according to the procedures in this manual will not affect yourwarranty. Major repairs requiring the removal of a unit’s center section, servo sleeves, or front flangevoids the warranty unless a Danfoss Authorized Service Center performs them.

General Instructions

Follow these general procedures when repairing variable displacement pumps.

Remove the unit

If necessary, remove the unit from the vehicle/machine. Chock the wheels on the vehicle or lock themechanism to inhibit movement. Be aware that hydraulic fluid may be under high pressure and/or hot.Inspect the outside of the pump and fittings for damage. Cap hoses after removal to preventcontamination.

Keep it clean

Cleanliness is a primary means of assuring satisfactory pump life, on either new or repaired units. Cleanthe outside of the pump thoroughly before disassembly. Take care to avoid contamination of the systemports. Cleaning parts with a clean solvent wash and air drying is usually adequate.

As with any precision equipment, you must keep all parts free of foreign material and chemicals. Protectall exposed sealing surfaces and open cavities from damage and foreign material. If left unattended,cover the pump with a protective layer of plastic.

Replace all O-rings and Gaskets

We recommend you replace all O-rings and seals during service. Lightly lubricate O-rings with cleanpetroleum jelly prior to assembly.

Secure the unit

If removed from machine, place the unit in a stable position with the shaft pointing downward. Itwill be necessary to secure the pump while removing and torquing fasteners and components.

Service ManualMP1

Introduction


Safety precautions

Always consider safety precautions before beginning a service procedure. Take the following generalprecautions whenever servicing a hydraulic system:

W Warning

Unintended machine movement

Unintended movement of the machine or mechanism may cause injury to the technician or bystanders.To protect against unintended movement, secure the machine or disable/disconnect the mechanismwhile servicing.

W Warning

Flammable cleaning solvents

Some cleaning solvents are flammable. To avoid possible fire, do not use cleaning solvents in an areawhere a source of ignition may be present.

W Warning

Fluid under pressure

Escaping hydraulic fluid under pressure can have sufficient force to penetrate your skin causing seriousinjury and/or infection. This fluid may also be hot enough to cause burns. Use caution when dealing withhydraulic fluid under pressure. Relieve pressure in the system before removing hoses, fittings, gauges, orcomponents. Never use your hand or any other body part to check for leaks in a pressurized line. Seekmedical attention immediately if you are cut by hydraulic fluid.

W Warning

Personal safety

Protect yourself from injury. Use proper safety equipment including safety glasses at all times.

W Warning

Hazardous material

Hydraulic fluid contains hazardous material. Avoid contact with hydraulic fluid. Always dispose of usedhydraulic fluid according to state and federal environmental regulations.

Service ManualMP1

Introduction


Symbols used in Danfoss literature

WARNING may result in injury Tip, helpful suggestion

CAUTION may result in damage to product orproperty

Lubricate with hydraulic fluid

Reusable part Apply grease / petroleum jelly

Non-reusable part, use a new part Apply locking compound

Non-removable item Inspect for wear or damage

Option - either part may exist Clean area or part

Superseded - parts are not interchangeable Be careful not to scratch or damage

Measurement required Note correct orientation

Flatness specification Mark orientation for reinstallation

Parallelism specification Torque specification

External hex head Press in - press fit

Internal hex head Pull out with tool – press fit

Torx head Cover splines with installation sleeve

O-ring boss port Pressure measurement/gauge location orspecification

The symbols above appear in the illustrations and text of this manual. They are intended to communicatehelpful information at the point where it is most useful to the reader. In most instances, the appearanceof the symbol itself denotes its meaning. The legend above defines each symbol and explains its purpose.

Service ManualMP1

Introduction


Design Specifications

Features MP1

Design Axial piston pump with variable displacement using compact servo piston control.

Direction of input rotation Clockwise or counterclockwise

Recommended installation position

Pump installation position is discretionary, however the recommended control position ison the top or at the side with the top position preferred. If the pump is installed with thecontrol at the bottom, flushing flow must be provided through port M14 located on theEDC, HDC, FNR and MDC control. Vertical input shaft installation is acceptable. Thehousing must always be filled with hydraulic fluid. Recommended mounting for a multiplepump stack is to arrange the highest power flow towards the input source. ConsultDanfoss for nonconformance to these guidelines.

Filtration configuration Suction or charge pressure filtration

Technical Data

Feature 28 32 38 45

Displacement(cm3/rev [in3/rev])

28.0 [1.71] 31.8 [1.94] 38.0 [2.32] 45.1 [2.75]

Flow at rated (continuous) speed(l/min [US gal/min]) 95.3 [25.2] 108.1 [28.5] 125.3 [33.1] 149.5 [39.5]

Torque at maximum displacement(theoretical)(N•m/bar [lbf•in/1000psi])

0.45 [272.0] 0.51 [308.9] 0.60 [369.1] 0.72 [438.1]

Mass moment of inertia of rotatingcomponents(kg•m2 [slug•ft2])

0.0020 [0.0015] 0.0030 [0.0022]

Mass (Weight) dry (kg [lb]) 29.6 [65.3] 38 [83.8]

Oil volume (liter [US gal]) 1.5 [0.40] 2.0 [0.53]

Mounting flange ISO 3019-1 flange 101-2 (SAE B)

Input shaft outer diameter, splinesand tapered shafts

ISO 3019-1, outer Ø22mm - 4 (SAE B, 13 teeth)ISO 3019-1, outer Ø25mm - 4 (SAE B-B, 15 teeth)

ISO 3019-1, outer Ø22mm - 1 (Straight Key)ISO 3019-1, outer Ø31mm - 4 (19 teeth)ISO 3019-1, outer Ø25mm - 4 (Straight Key)ISO 3019-1, outer Ø25mm -3 (Conical keyed, taper 1:8)

Auxiliary mounting flange withmetric fasteners, shaft outerdiameter and splines

ISO 3019-1, flange 82-2, outer Ø16mm - 4 (SAE A, 9 teeth)ISO 3019-1, flange 82-2, outer Ø19mm - 4 (SAE A, 11 teeth)ISO 3019-1, flange 101-2, outer Ø22mm - 4 (SAE B, 13 teeth)ISO 3019-1, flange 101-2, outer Ø25mm - 4 (SAE B-B, 15 teeth)

Main port configuration A, B

ISO 11926-1 - 1 1/16 - 12 (Inch O-ring boss) ISO 11926-1 - 1 5/16 - 12 (Inch O-ring boss)

ISO 6149-1, M27x2 (Metric o-ring boss)ISO 6162, Ø19mm, (Split flange boss, M10x1.5)

ISO 6149-1 - M33x2 (Metric O-ring boss)

Case drain ports L1, L2ISO 11926-1, 1 1/16 -12 (Inch O-ring boss)ISO 6149-1, M27x2 (Metric O-ring boss)

Suction ports SISO 11926-1 - 1 1/16-12 (Inch O-ring boss)ISO 6149-1 - M27x2 (Metric O-ring boss)

ISO 11926-1 - 1 5/16-12 (Inch O-ring boss)ISO 6149-1 - M33x2 (Metric O-ring boss)

Other ports ISO 11926-1, (Inch O-ring boss)ISO 6149 -1, (Metric O-ring boss)

Customer interface threads Metric fasteners

Service ManualMP1

Technical Specification


Operating Parameters

For definitions of the following specifications, see Operating Parameters on page 28

Features Units 28/32 38/45

Input speed

Minimum1

min-1 (rpm)

500 500

Rated 3400 3300

Maximum 4000 3900

System pressure

Maximum working pressure

bar [psi]

350 [5000] 350 [5000]

Maximum pressure 380 [5429] 380 [5429]

Minimum low loop(above case)

10 [143] 10 [143]

Charge pressure (minimum) bar [psi] 16 [232] 16 [232]

Charge pump inlet pressure

Minimum (continuous)

bar (absolute) [in Hg vacuum]

0.8 [6] 0.8 [6]

Minimum (cold start) 0.2 [24] 0.2 [24]

Maximum 2.0 2.0

Case pressureRated

bar [psi]3 [43] 3 [43]

Maximum 5 [71] 5 [71]1 No load condition. Refer to System Design Parameters/Charge Pump for details.

Fluid Specifications

Features Units 28/32/38/45

Viscosity

Intermittent1

mm2/sec. [ SUS]

5 [42]

Minimum 7 [49]

Recommended range 12 - 80 [66 - 370]

Maximum (cold start)2 1600 [7500]

Temperature range3

Minimum (cold start)

°C [°F]

-40 [-40]

Recommended range 60 - 85 [140 - 185]

Maximum continuous 104 [220]

Maximum intermittent 115 [240]

Filtration (recommendedminimum)

Cleanliness per ISO 4406 22/18/13

Efficiency (charge pressurefiltration) β-ratio

β15-20=75(β10≥10)

Efficiency (suction filtration) β35-45=75(β10≥2)

Recommended inlet screenmesh size

µm 100 - 125

1 Intermittent=Short term t <1 min per incident and not exceeding 2 % of duty cycle based load-life.2 Cold start = Short term t < 3 min, p < 50 bar [725 psi], n < 1000 min-1 (rpm)3 At the hottest point, normally case drain port.

Service ManualMP1

Technical Specification


High Pressure Relief Valve (HPRV) and charge check

All MP1 pumps are equipped with a combination high pressure relief and charge check valve. The high-pressure relief function is a dissipative (with heat generation) pressure control valve for the purpose oflimiting excessive system pressures. The charge check function acts to replenish the low-pressure side ofthe working loop with charge oil. Each side of the transmission loop has a dedicated HPRV valve that isnon-adjustable with a factory set pressure. When system pressure exceeds the factory setting of thevalve, oil is passed from the high pressure system loop, into the charge gallery, and into the low pressuresystem loop via the charge check.

The pump order code allows for different pressure settings to be used at each system port. The systempressure order code for pumps with only HPRV is a reflection of the HPRV setting.

HPRV´s are factory set at a low flow condition. Any application or operating condition which leads toelevated HPRV flow will cause a pressure rise with flow above a valve setting. Consult factory forapplication review. Excessive operation of the HPRV will generate heat in the closed loop and may causedamage to the internal components of the pump.

P400353

High PressureLow Pressure

Bypass Function

The HPRV valve also provides a loop bypass function when each of the two HPRV internal hex plugs aremechanically backed out 3 full turns. Engaging the bypass function mechanically connects both A & Bsides of the working loop to the common charge gallery. The bypass function allows a machine or load tobe moved without rotating the pump shaft or prime mover.

C Caution

Excessive speeds and extended load/vehicle movement must be avoided. The load or vehicle should bemoved not more than 20 % of maximum speed and for a duration not exceeding 3 minutes. Damage todrive motor(s) is possible. When the bypass function is no longer needed care should be taken to reseatthe HPRV internal hex plugs to the normal operating position.

Service ManualMP1

Operation


Charge Pressure Relief Valve (CPRV)

An internal charge pressure relief valve (CPRV) regulates charge pressure within the hydraulic circuit. TheCPRV is a direct acting poppet valve that regulates charge pressure at a designated level above casepressure.

The charge pressure relief valve setting is specified within the model code of the pump. MP1 pumps withcharge pump have the CPRV set at 1800 rpm while MP1 pumps without charge pump have the CPRV setwith 18.9 l/min [5.0 US gal/min] of external supply flow. The charge pressure rise rate, with flow, isapproximately 1 bar/10 liter [5.4 psi/US gal].

Charge Pressure

Case Drain

P400341

Service ManualMP1

Operation


Loop Flushing Valve

MP1 pumps are available with an optional integral loop flushing. A loop flushing valve will remove heatand contaminants from the main loop at a rate faster than otherwise possible.

The MP1 loop flushing design is a simple spring centered shuttle spool with an orifice plug. The shuttleshifts at approximately 3.9 bar [55.7 psi]. The flushing flow is a function of the low loop system pressure(charge) and the size of the plug.

Working Loop (Low Pressure) Working Loop (High Pressure)

Shuttle Spool Orifice Plug

P400342

Loop flushing performance

25

20

35

40

45

30

15

10

5

00 4 8 10 12 14

Ch

arg

e p

ress

ure

[d

bar

]

Flow [lpm]

Ø1.6

Ø1.9

Oil Temp = 50°C (~30 mm2/S)

2 6

P400352

C Caution

When a MP1 pump is used with an external loop flushing shuttle valve, ensure that the charge setting ofthe pump matches the setting of the loop flushing shuttle valve. Contact your Danfoss representative forthe availability of additional charge relief settings.

Service ManualMP1

Operation


Electrical Displacement Control (EDC)

EDC principle

An EDC is a displacement (flow) control. Pump swashplate position is proportional to the input commandand therefore vehicle or load speed (excluding influence of efficiency), is dependent only on the primemover speed or motor displacement.

The Electrical Displacement Control (EDC) consists of a pair of proportional solenoids on each side of athree-position, four-way porting spool. The proportional solenoid applies a force input to the spool,which ports hydraulic pressure to either side of a double acting servo piston. Differential pressure acrossthe servo piston rotates the swashplate, changing the pump‘s displacement from full displacement inone direction to full displacement in the opposite direction. Under some circumstances, such ascontamination, the control spool could stick and cause the pump to stay at some displacement.

A serviceable 125 µm screen is located in the supply line immediately before the control porting spool.

EDC control

P003 191

EDC schematic

Feedback from Swash plate

PTF00B

M14

C1 C2

F00A

P003 478E

EDC operation

EDC’s are current driven controls requiring a Pulse Width Modulated (PWM) signal. Pulse widthmodulation allows more precise control of current to the solenoids. The PWM signal causes the solenoidpin to push against the porting spool, which pressurizes one end of the servo piston, while draining theother. Pressure differential across the servo piston moves the swashplate.

A swashplate feedback link, opposing control links, and a linear spring provide swashplate position forcefeedback to the solenoid. The control system reaches equilibrium when the position of the swashplatespring feedback force exactly balances the input command solenoid force from the operator. Ashydraulic pressures in the operating loop change with load, the control assembly and servo/swashplatesystem work constantly to maintain the commanded position of the swashplate.

The EDC incorporates a positive neutral deadband as a result of the control spool porting, preloads fromthe servo piston assembly, and the linear control spring. Once the neutral threshold current is reached,the swashplate is positioned directly proportional to the control current. To minimize the effect of thecontrol neutral deadband, we recommend the transmission controller or operator input deviceincorporate a jump up current to offset a portion of the neutral deadband.

The neutral position of the control spool does provide a positive preload pressure to each end of theservo piston assembly.

When the control input signal is either lost or removed, or if there is a loss of charge pressure, the spring-loaded servo piston will automatically return the pump to the neutral position.

Service ManualMP1

Operation


Pump displacement vs. control current

P003 479E

"0"-b -a

ba

100 %

100 %

Dis

plac

emen

t

Current mA

EDC Control Signal Requirements

Control minimum current to stroke pump

Voltage a* b Pin connections

12 V 640 mA 1640 mA any order

24 V 330 mA 820 mA* Factory test current, for vehicle movement or application actuation expect higher or lower value.

1 2

P003 480

Connector ordering data

Description Quantity Ordering data

Mating connector 1 DEUTSCH DT06-2S

Wedge lock 1 DEUTSCH W2S

Socket contact (16 and 18 AWG) 2 DEUTSCH 0462-201-16141

Danfoss mating connector kit 1 K29657

EDC Solenoid Data

Description 12 V 24 V

Maximum current 1800 mA 920 mA

Nominal coil resistance @ 20 °C [68 °F] 3.66 Ω 14.20 Ω

@ 80 °C [176 °F] 4.52 Ω 17.52 Ω

Inductance 33 mH 140 mH

PWM signal frequency Range 70 – 200 Hz

Recommended* 200 Hz

IP Rating IEC 60 529 IP 67

DIN 40 050, part 9 IP 69K with mating connector

Connector color Black* PWM signal required for optimum control performance.

Service ManualMP1

Operation


Pump output flow direction vs. control signal

Shaft rotation CW CCW

Coil energized* C1 C2 C1 C2

Port A out in in out

Port B in out out in

Servo port pressurized M4 M5 M4 M5* For coil location see Installation drawings.

Control response

MP1 controls are available with optional control passage orifices to assist in matching the rate ofswashplate response to the application requirements (e.g. in the event of electrical failure). The timerequired for the pump output flow to change from zero to full flow (acceleration) or full flow to zero(deceleration) is a net function of spool porting, orifices, and charge pressure. A swashplate responsetable is available for each frame indicating available swashplate response times. Testing should beconducted to verify the proper orifice selection for the desired response.

MP1 pumps are limited in mechanical orificing combinations. Mechanical servo orifices are to be usedonly for fail-safe return to neutral in the event of an electrical failure.

Typical response times shown below at the following conditions:

Δp 250 bar [3626 psi]

Viscosity and temperature 30 mm²/s [141 SUS] and 50 °C [122 °F]

Charge pressure 20 bar [290 psi]

Speed 1800 min-1 (rpm)

Response time, EDC

Strokingdirection

0.8 mm [0.03 in]orifice



No orifice

28/32 38/45 28/32 38/45 28/32 38/45 28/32 38/45

Neutral tofull flow

1.3 s 2.1 s 0.9 s 1.3 s 0.6 s 0.9 s 0.4 s 0.6 s

Full flow toneutral

1.0 s 1.5 s 0.7 s 0.9 s 0.4 s 0.6 s 0.2 s 0.3 s

Manual Over Ride (MOR)

Electro-hydraulic controls are available with a Manual Over Ride (MOR) either standard or as an option fortemporary actuation of the control to aid in diagnostics.

Unintended MOR operation will cause the pump to go into stroke. The vehicle or device must always bein a safe condition (i.e. vehicle lifted off the ground) when using the MOR function. The MOR plunger hasa 4 mm diameter and must be manually depressed to be engaged. Depressing the plunger mechanicallymoves the control spool which allows the pump to go on stroke. The MOR should be engagedanticipating a full stroke response from the pump.

W Warning

An o-ring seal is used to seal the MOR plunger where initial actuation of the function will require a forceof 45 N to engage the plunger. Additional actuations typically require less force to engage the MORplunger. Proportional control of the pump using the MOR should not be expected.

Refer to the control flow table in the size specific technical information for the relationship of solenoid todirection of flow.

Service ManualMP1

Operation


P003 204

MOR-Schematic diagram (EDC shown)

Feedback from Swash plate

PTF00B

M14

C2C1

F00A

P003 205E

Service ManualMP1

Operation


Hydraulic Displacement Control (HDC)

HDC principle

An HDC is a Hydraulic Displacement Control. Pump swashplate position is proportional to the inputcommand and therefore vehicle speed or load speed (excluding influence of efficiency), is dependentonly on the prime mover speed or motor displacement.

The HDC control uses a hydraulic input signal to operate a porting spool, which ports hydraulic pressureto either side of a double acting servo piston. The hydraulic signal applies a force input to the spoolwhich ports hydraulic pressure to either side of a double acting servo piston. Differential pressure acrossthe servo piston rotates the swashplate, changing the pump’s displacement from full displacement inone direction to full displacement in the opposite direction. Under some circumstances, such ascontamination, the porting spool could stick and cause the pump to stay at some displacement.

A serviceable 125 μm screen is located in the supply line immediately before the control porting spool.

HDC control

P400520

HDC schematic

P400519

X1

F00B F00AFeedback fromSwashplate

T P

X2M14

HDC operation

HDC’s are hydraulically driven control which ports hydraulic pressure to either side of a porting spool,which pressurizes one end of the servo piston, while draining the other end to case. Pressure differentialacross the servo piston moves the swashplate.

A swashplate feedback link, opposing control linkage, and a linear spring provide swashplate positionforce feedback to the hydraulic pressure. As hydraulic pressures in the operating loop change with load,the control assembly and servo/swashplate system work constantly to maintain the commanded positionof the swashplate.

The HDC incorporates a positive neutral dead band as a result of the control spool porting, preloads fromthe servo piston assembly, and the linear control spring. Once the neutral threshold point is reached, theswashplate is positioned directly proportional to the control pressure.

When the control input is either lost or removed, or if there is a loss of charge pressure, the spring loadedservo piston will automatically return the pump to the neutral position.

Service ManualMP1

Operation


Pump displacement vs signal pressure

"0"Signal pressure

Dis

pla

cem

en

t

100 %

a b

-b -a

100 % P102 031E

Hydraulic signal pressure range

Start of control End of control

Optionbar

3.0 11.6 ± 1.4

Standard 4.2 16.2 ± 1.4

Pump output flow direction vs. control pressure

Shaft rotation HDC Clockwise (CW) seen from shaft Counter Clockwise (CCW) seen from shaft

Port energized X1 X2 X1 X2

Port A Out (high) In (low) In (low) Out (high)

Port B In (low) Out (high) Out (high) In (low)

Servo port highpressure

M4 M5 M4 M5

For appropriate performance of HDC characteristic, keep the drain pressure of pilot valve to be equal orslightly higher than pump case pressure.

Response time

Control response

MP1 controls are available with optional control passage orifices to assist in matching the rate ofswashplate response to the application requirements (e.g. in the event of electrical failure). The timerequired for the pump output flow to change from zero to full flow (acceleration) or full flow to zero(deceleration) is a net function of spool porting, orifices, and charge pressure. A swashplate responsetable is available for each frame indicating available swashplate response times. Testing should beconducted to verify the proper orifice selection for the desired response.


Δp 250 bar [3626 psi]




Service ManualMP1

Operation


Response time, HDC

Strokingdirection




No orifice

28/32 38/45 28/32 38/45 28/32 38/45 28/32 38/45

Neutral tofull flow

1.3 s 2.1 s 0.9 s 1.3 s 0.6 s 0.9 s 0.3 s 0.6 s

Full flow toneutral

1.0 s 1.5 s 0.7 s 0.9 s 0.4 s 0.6 s 0.2 s 0.3 s

Service ManualMP1

Operation


Manual Displacement Control (MDC)

MDC principle

An MDC is a Manual proportional Displacement Control (MDC). The MDC consists of a handle on top of arotary input shaft. The shaft provides an eccentric connection to a feedback link. This link is connected onits one end with a porting spool. On its other end the link is connected the pumps swashplate.

This design provides a travel feedback without spring. When turning the shaft the spool moves thusproviding hydraulic pressure to either side of a double acting servo piston of the pump.

Differential pressure across the servo piston rotates the swash plate, changing the pump’s displacement.Simultaneously the swashplate movement is fed back to the control spool providing proportionalitybetween shaft rotation on the control and swashplate rotation.

The MDC changes the pump displacement between no flow and full flow into opposite directions. Undersome circumstances, such as contamination, the control spool could stick and cause the pump to stay atsome displacement.

A serviceable 125 μm screen is located in the supply line immediately before the control porting spool.

The MDC is sealed by means of a static O-ring between the actuation system and the control block. Itsshaft is sealed by means of a special O-ring which is applied for low friction. The special O-ring isprotected from dust, water and aggressive liquids or gases by means of a special lip seal.

Manual Displacement Control

P301 749

Pump displacement vs. control lever rotation

"0"Lever rotation"A"

Dis

plac

emen

t

100 %

a

-a

100 %

"B"-b-d

b c

d

-c

P301 752

MDC schematic diagram

P005 701

M14

M5 M4 M3

Where:Deadband on B side – a = 3° ±1°Maximum pump stroke – b = 30° +2/-1°Required customer end stop – c = 36° ±3°Internal end stop – d = 40°

Volumetric efficiencies of the system will have impacts onthe start and end input commands.

MDC torque

Torque required to move handle to maximum displacement 1.4 N•m [12.39 lbf•in ]

Torque required to hold handle at given displacement 0.6 N•m [5.31 lbf•in]

Maximum allowable input torque 20 N•m [177 lbf•in]

Service ManualMP1

Operation


MDC General Information

In difference to other controls the MDC provides a mechanical deadband. This is required to overcomethe tolerances in the mechanical actuation.

The MDC contains an internal end stop to prevent over travel. The restoring moment is appropriate forturning the MDC input shaft back to neutral only. Any linkages or cables may prevent the MDC fromreturning to neutral.

The MDC is designed for a maximum case pressure of 5 bar and a rated case pressure of 3 bar. If the casepressure exceeds 5 bar there is a risk of an insufficient restoring moment. In addition a high case pressurecan cause the NSS to indicate that the control is not in neutral. High case pressure may cause excessivewear.

Customers can apply their own handle design but they must care about a robust clamping connectionbetween their handle and the control shaft and avoid overload of the shaft.

Customers can connect two MDC’s on a tandem unit in such a way that the actuation force will betransferred from the pilot control to the second control but the kinematic of the linkages must ensurethat either control shaft is protected from torque overload. To avoid an overload of the MDC, customersmust install any support to limit the setting range of the Bowden cable.

C Caution

Using the internal spring force on the input shaft is not an appropriate way to return the customerconnection linkage to neutral.

MDC Shaft Rotation

CCW

CW

P301 753

MDC shaft rotation data

Pump shaft rotation* Clock Wise (CW) Counter Clock Wise (CCW)

MDC shaft rotation CW CCW CW CCW

Port A in (low) out (high) out (high) in (low)

Port B out (high) in (low) in (low) out (high)

Servo port high pressure M5 M4 M5 M4* As seen from shaft side.

Control Response

MP1 controls are available with optional control passage orifices to assist in matching the rate ofswashplate response to the application requirements. The time required for the pump output flow tochange from zero to full flow (acceleration) or full flow to zero (deceleration) is a net function of spoolporting, orifices, and charge pressure. A swashplate response table is available for each frame indicatingavailable swashplate response times. Testing should be conducted to verify the proper orifice selectionfor the desired response.

Service ManualMP1

Operation



Δp 250 bar [3626 psi]




Response time, MDC

Code Orifice description (mm) Stroking direction (sec)

P A B Tank (A+B) Neutral to full flow Full flow to neutral

28/32 38/45 28/32 38/45

C3 – – – – 0.3 0.3 0.3 0.3

C6 – – – 1.0 0.5 1.0 0.5 0.7

C7 – – – 1.3 0.4 0.7 0.5 0.5

C8 0.8 – – 0.6 1.5 2.6 1.4 1.9

C9 1.0 – – 0.6 1.3 2.4 1.1 1.8

D1 1.0 – – 0.8 0.9 1.6 0.8 1.1

D2 1.3 – – 0.8 0.8 1.5 0.7 1.1

D3 1.3 – – 1.0 0.6 1.1 0.6 0.8

D4 1.3 1.3 1.3 1.0 0.8 1.3 0.7 0.9

D5 0.6 0.8 0.8 0.6 3.2 4.0 2.0 2.9

Neutral Start Switch (NSS)

The Neutral Start Switch (NSS) contains an electrical switch that provides a signal of whether the controlis in neutral. The signal in neutral is Normally Closed (NC).

Neutral Start Switch schematic

P005 702

M14

M5 M4 M3

Neutral Start Switch data

Max. continuous current with switching 8.4 A

Max. continuous current without switching 20 A

Max. voltage 36 VDC

Electrical protection class IP67 / IP69K with mating connector

Service ManualMP1

Operation


Case gauge port M14

The drain port should be used when the control is mounted on the unit’s bottom side to flush residualcontamination out of the control.

MDC w/h drain port shown

P400344

Case gauge port M14

MDC schematic diagram

P005 701

M14

M5 M4 M3

Lever

MDC controls are available with optional lever/handle. Standard orientation is 90° from input shaft asshown below.

Align with Settings (Y) module in the model code.

P400345

Service ManualMP1

Operation


Forward-Neutral-Reverse electric control (FNR)

FNR principle

The 3-position FNR control uses an electric input signal to switch the pump to a full stroke position.Under some circumstances, such as contamination, the control spool could stick and cause the pump tostay at some displacement. A serviceable 125 μm screen is located in the supply line immediately beforethe control porting spool.

Forward-Neutral-Reverse electric control (FNR)

P003 193

FNR hydraulic schematic

P003 189

C2C1

F00A

M14

T PF00B

Pump displacement vs. electrical signal

P003 190E100 %

“0“

100 %

Voltage VDC

Dis

pla

cem

ent

Control current

Voltage Min. current to stroke pump Pin connections

12 V 750 mA any order

24 V 380 mA

1 2

P003 480


Description Quantity Ordering data




Danfoss mating connector kit 1 K29657

Service ManualMP1

Operation


Solenoid data

Voltage 12 V 24 V

Minimum supply voltage 9.5 VDC 19 VDC

Maximum supply voltage (continuous) 14.6 VDC 29 VDC

Maximum current 1050 mA 500 mA

Nominal coil resistance @ 20 °C [70 °F] 8.4 Ω 34.5 Ω

PWM Range 70-200 Hz

PWM Frequency (preferred)* 100 Hz

IP Rating (IEC 60 529) + DIN 40 050, part 9 IP 67 / IP 69K (part 9 with mating connector)

Bi-directional diode cut off voltage 28 VDC 53 VDC

* PWM signal required for optimum control performance.

Pump output flow direction vs. control signal

Shaft rotation CW CCW

Coil energized* C1 C2 C1 C2

Port A in out out in

Port B out in in out

Servo port pressurized M5 M4 M5 M4* For coil location see Installation Drawings.

Control Response

MP1 controls are available with optional control passage orifices to assist in matching the rate ofswashplate response to the application requirements. The time required for the pump output flow tochange from zero to full flow (acceleration) or full flow to zero (deceleration) is a net function of spoolporting, orifices, and charge pressure. A swashplate response table is available for each frame indicatingavailable swashplate response times. Testing should be conducted to verify the proper orifice selectionfor the desired response.


Δp 250 bar [3626 psi]




Response time, FNR

Strokingdirection




No orifice

28/32 38/45 28/32 38/45 28/32 38/45 28/32 38/45

Neutral tofull flow

2.1 s 2.6 s 1.1 s 1.6 s 0.8 s 1.1 s 0.7 s 0.7 s

Full flow toneutral

1.1 s 1.8 s 0.9 s 1.0 s 0.6 s 0.7 s 0.3 s 0.3 s

Service ManualMP1

Operation


Control-Cut-Off valve (CCO valve)

The pump offers an optional control cut off valve integrated into the control. This valve will block chargepressure to the control, allowing the servo springs to de-stroke the pump regardless of the pump´sprimary control input. There is also a hydraulic logic port, X7, which can be used to control other machinefunctions, such as spring applied pressure release brakes. The pressure at X7 is controlled by the controlcut off solenoid. The X7 port would remain plugged if not needed.

In the normal (de-energized) state of the solenoid charge flow is prevented from reaching the controls. Atthe same time the control passages and the X7 logic port are connected and drained to the pump case.The pump will remain in neutral, or return to neutral, independent of the control input signal. Return toneutral time will be dependent on oil viscosity, pump speed, swashplate angle, and system pressure.

When the solenoid is energized, charge flow and pressure is allowed to reach the pump control. The X7logic port will also be connected to charge pressure and flow.

The solenoid control is intended to be independent of the primary pump control making the control cutoff an override control feature. It is however recommended that the control logic of the CCO valve bemaintained such that the primary pump control signal is also disabled whenever the CCO valve is de-energized. Other control logic conditions may also be considered.

EDC controls are available with a CCO valve.

The response time of the unit depends on the control type and the control orifices used.

The CCO-valve is available with 12 V or 24 V solenoid.

EDC+CCO

Hydraulic logic Port X7

P400346

EDC+CCO schematic

X7M14

C2C1

P400349

CCO connector

1 2


Description Quantity Ordering number




Service ManualMP1

Operation


CCO solenoid data

Nominal supply voltage 12 V 24 V

Supply voltage Maximum 14.6 V 29 V

Minimum 9.5 V 19 V

Nominal coil resistance at 20°C 10.7 Ω 41.7 Ω

Supply current Maximum 850 mA 430 mA

Minimum 580 mA 300 mA

PWM frequency Range 50-200 Hz 50-200 Hz

Preferred 100 Hz 100 Hz

Electrical protection class IP67 / IP69K with mating connector

Bi-directional diode cut off voltage 28 V 53 V

Displacement limiter

All pumps are designed with optional mechanical displacement (stroke) limiters factory set to max.displacement.

The maximum displacement of the pump can be set independently for forward and reverse using thetwo adjustment screws to mechanically limit the travel of the servo piston. Adjustment procedures arefound in the Service Manual. Adjustments under operating conditions may cause leakage. Theadjustment screw can be completely removed from the threaded bore if backed out to far.


Servo piston


Servo cylinder

P400347

Displacement change (approximate)

Parameter 28 32 38 45

1 Turn ofdisplacement limiter screw

2.9 cm3

[0.18 in3]3.3 cm3

[0.20 in3]3.56 cm3

[0.22 in3]4.22 cm3

[0.26 in3]

Internal wrench size 4 mm

External wrench size 13 mm

Torque forexternal hex seal lock nut 23 N•m [204 lbf•in]

Service ManualMP1

Operation


Overview

This section defines the operating parameters and limitations with regard to input speeds and pressures.

Input Speed

Minimum speed is the lowest input speed recommended during engine idle condition. Operating belowminimum speed limits pump’s ability to maintain adequate flow for lubrication and power transmission.

Rated speed is the highest input speed recommended at full power condition. Operating at or belowthis speed should yield satisfactory product life.

Maximum speed is the highest operating speed permitted. Exceeding maximum speed reduces productlife and can cause loss of hydrostatic power and braking capacity. Never exceed the maximum speedlimit under any operating conditions.

Operating conditions between Rated speed and Maximum speed should be restricted to less than fullpower and to limited periods of time. For most drive systems, maximum unit speed occurs duringdownhill braking or negative power conditions.

During hydraulic braking and downhill conditions, the prime mover must be capable of providingsufficient braking torque in order to avoid pump over speed. This is especially important to consider forturbocharged and Tier 4 engines.

W Warning

Unintended vehicle or machine movement hazard.Exceeding maximum speed may cause a loss of hydrostatic drive line power and braking capacity. Youmust provide a braking system, redundant to the hydrostatic transmission, sufficient to stop and hold thevehicle or machine in the event of hydrostatic drive power loss.

System Pressure

System pressure is the differential pressure between system ports A and B. It is the dominant operatingvariable affecting hydraulic unit life. High system pressure, which results from high load, reducesexpected life. Hydraulic unit life depends on the speed and normal operating, or weighted average,pressure that can only be determined from a duty cycle analysis.

Application pressure is the high pressure relief setting normally defined within the order code of thepump. This is the applied system pressure at which the driveline generates the maximum calculated pullor torque in the application.

Maximum working pressure is the highest recommended Application pressure. Maximum workingpressure is not intended to be a continuous pressure. Propel systems with Application pressures at, orbelow, this pressure should yield satisfactory unit life given proper component sizing.

Maximum pressure is the highest allowable Application pressure under any circumstance. Applicationpressures above Maximum Working Pressure will only be considered with duty cycle analysis and factoryapproval. Pressure spikes are normal and must be considered when reviewing maximum workingpressure.

All pressure limits are differential pressures referenced to low loop (charge) pressure. Subtract low looppressure from gauge readings to compute the differential.

Minimum low loop pressure (above case pressure) is the lowest pressure allowed to maintain a safeworking condition in the low side of the loop.

Service ManualMP1



Charge Pressure

An internal charge relief valve regulates charge pressure. Charge pressure maintains a minimum pressurein the low side of the transmission loop.

The charge pressure setting listed in the order code is the set pressure of the charge relief valve with thepump in neutral, operating at 1800 min-1 [rpm], and with a fluid viscosity of 32 mm2/s [150 SUS]. Pumpsconfigured with no charge pump (external charge supply) are set with a charge flow of 15.0 l/min [4.0 USgal/min] and a fluid viscosity of 32 mm2/s [150 SUS].

The charge pressure setting is referenced to case pressure.

Charge Pump Inlet Pressure

At normal operating temperature charge inlet pressure must not fall below rated charge inlet pressure(vacuum).

Minimum charge inlet pressure is only allowed at cold start conditions. In some applications it isrecommended to warm up the fluid (e.g. in the tank) before starting the engine and then run the engineat limited speed until the fluid warms up.

Maximum charge pump inlet pressure may be applied continuously.

Case Pressure

Under normal operating conditions, the rated case pressure must not be exceeded. During cold start casepressure must be kept below maximum intermittent case pressure. Size drain plumbing accordingly.

C Caution

Possible component damage or leakageOperation with case pressure in excess of stated limits may damage seals, gaskets, and/or housings,causing external leakage. Performance may also be affected since charge and system pressure areadditive to case pressure.

Temperature

The high temperature limits apply at the hottest point in the transmission, which is normally the motorcase drain. The system should generally be run at or below the rated temperature.

The maximum intermittent temperature is based on material properties and should never beexceeded.

Cold oil will not affect the durability of the transmission components, but it may affect the ability of oil toflow and transmit power; therefore temperatures should remain 16 °C [30 °F] above the pour point of thehydraulic fluid.

The minimum temperature relates to the physical properties of component materials. Size heatexchangers to keep the fluid within these limits. Danfoss recommends testing to verify that thesetemperature limits are not exceeded.

Ensure fluid temperature and viscosity limits are concurrently satisfied.

Service ManualMP1



Viscosity

Viscosity For maximum efficiency and bearing life, ensure the fluid viscosity remains in therecommended range.

The minimum viscosity should be encountered only during brief occasions of maximum ambienttemperature and severe duty cycle operation.

The maximum viscosity should be encountered only at cold start.

Service ManualMP1



Filtration System

To prevent premature wear, ensure that only clean fluid enters the hydrostatic transmission circuit. Afilter capable of controlling the fluid cleanliness to ISO 4406, class 22/18/13 (SAE J1165) or better, undernormal operating conditions, is recommended.These cleanliness levels cannot be applied for hydraulicfluid residing in the component housing/case or any other cavity after transport.

Filtration strategies include suction or pressure filtration. The selection of a filter depends on a number offactors including the contaminant ingression rate, the generation of contaminants in the system, therequired fluid cleanliness, and the desired maintenance interval. Filters are selected to meet the aboverequirements using rating parameters of efficiency and capacity.

Filter efficiency can be measured with a Beta ratio (βX). For simple suction-filtered closed circuittransmissions and open circuit transmissions with return line filtration, a filter with a β-ratio within therange of β35-45 = 75 (β10 ≥ 2) or better has been found to be satisfactory. For some open circuit systems,and closed circuits with cylinders being supplied from the same reservoir, a higher filter efficiency isrecommended. This also applies to systems with gears or clutches using a common reservoir. For thesesystems, a charge pressure or return filtration system with a filter β-ratio in the range of β15-20 = 75 (β10 ≥10) or better is typically required.

Because each system is unique, only a thorough testing and evaluation program can fully validate thefiltration system. Please see Design Guidelines for Hydraulic Fluid Cleanliness Technical Information,520L0467 for more information.

Cleanliness level and βx-ratio1

Filtration(recommendedminimum)

Cleanliness per ISO 4406 22/18/13

Efficiency (charge pressurefiltration)

β-ratio

β15-20 = 75 (β10 ≥ 10)

Efficiency (suction and return linefiltration)

β35-45 = 75 (β10 ≥ 2)

Recommended inlet screen meshsize

µm 100 – 125

1 Filter βx-ratio is a measure of filter efficiency defined by ISO 4572. It is defined as the ratio of the number of particlesgreater than a given diameter (“x” in microns) upstream of the filter to the number of these particles downstream ofthe filter.

Service ManualMP1

Fluid and Filter Maintenance


Port Locations and Gauge Installation

The following table and drawing show the port locations and gauge sizes needed. When testing systempressures, calibrate pressure gauges frequently to ensure accuracy. Use snubbers to protect gauges.

Port description

Port Pressure obtained Gauge Size Inch/Metric Size Port Wrench size

AM3 Alternative Charge Gauge 50 bar [1000 psi] inch 9/16-18 1/4 internal hex

metric M14x1.5 6 mm

E/F Filtration Inlet/Outlet inch 9/16-18 1/4 internal hex

metric M14x1.5 6 mm

L1/L2 Case Drain 10 bar [100 psi] inch 1 1/16-12 9/16 internal hex

metric M27x2 12 mm

MA/MB (28/32) System Gauge 600 bar [10,000 psi] inch 9/16-18 11/16 inch

metric M14x1.5 19 mm

MA/MB (38/45) System Gauge 600 bar [10,000 psi] inch ¾-16 7/8 inch

metric M18x1.5 24 mm

M3 Charge Gauge 50 bar [1000 psi] inch 9/16-18 1/4 internal hex

metric M14x1.5 6 mm

M4/M5 (28/32) Servo Gauge 50 bar [1000 psi] inch 7/16-20 3/16 internal hex

metric M12x1.5 6 mm

M4/M5(38/45) Servo Gauge 50 bar [1000 psi] inch 9/16-18 1/4 internal hex

metric M14x1.5 6 mm

M14 Case drain 10 bar [100 psi] inch 7/16-20 1/4 internal hex

metric M12x1.5 6 mm internal hex

S Charge Pump Inlet - inch 1 1/16-12 9/16 internal hex

metric M27x2 12 mm internal hex

X1, X2 Hydraulic control input - inch 9/16-18 1/4 internal hex

metric M14x1.5 6 mm internal hex

Service ManualMP1

Pressure measurements


Port locations

L2

M14

M5M3

F

AM3

E

M4AM3

L1BAS AM MB

L2

M14

M5

F

AM3

E

M4AM3

L1

B

B

A

M3

AMAMB S

28/32X2 X1

38/45X2 X1

P109540

Service ManualMP1

Pressure measurements


General

Follow this procedure when starting-up a new pump installation or when restarting an installation inwhich the pump has been removed and re-installed on a machine. Ensure pump has been thoroughlytested on a test stand before installing on a machine.

W Warning


Prior to installing the pump, inspect for damage that may have occurred during shipping.

Start-up Procedure

1. Ensure that the machine hydraulic oil and system components (reservoir, hoses, valves, fittings, andheat exchanger) are clean and free of any foreign material.

2. Install new system filter element(s) if necessary. Check that inlet line fittings are properly tightenedand there are no air leaks.

3. Install the pump. Install a 50 bar [1000 psi] gauge in the charge pressure gauge port M3.

4. Fill the housing by adding filtered oil in the upper case drain port. If the control is installed on top,open the construction plug in the top of the control to assist in air bleed.

5. Fill the reservoir with hydraulic fluid of the recommended type and viscosity. Use a 10-micron fillerfilter. Fill inlet line from reservoir to pump. Ensure construction plug in control is closed after filling.

6. Disconnect the pump from all control input signals.

7. Close construction plug removed in step 4.

C Caution

After start-up the fluid level in the reservoir may drop due to system components filling. Damage tohydraulic components may occur if the fluid supply runs out. Ensure reservoir remains full of fluidduring start-up.Air entrapment in oil under high pressure may damage hydraulic components. Check carefully forinlet line leaks.Do not run at maximum pressure until system is free of air and fluid has been thoroughly filtered.

8. Use a common method to disable the engine to prevent it from starting. Crank the starter for severalseconds. Do not exceed the engine manufacturer’s recommendation. Wait 30 seconds and then crankthe engine a second time as stated above. This operation helps remove air from the system lines.Refill the reservoir to recommended full oil level.

9. When the gauge begins to register charge pressure, enable and start engine. Let the engine run for aminimum of 30 seconds at low idle to allow the air to work itself out of the system. Check for leaks atall line connections and listen for cavitation. Check for proper fluid level in reservoir.

10. When adequate charge pressure is established (as shown in model code), increase engine speed tonormal operating rpm to further purge residual air from the system.

11. Shut off engine. Connect pump control signal. Start engine, checking to be certain pump remains inneutral. Run engine at normal operating speed and carefully check for forward and reverse controloperation.

12. Continue to cycle between forward and reverse for at least five minutes to bleed all air and flushsystem contaminants out of loop.

Normal charge pressure fluctuation may occur during forward and reverse operation.

13. Check that the reservoir is full. Remove charge pressure gauge. The pump is now ready for operation.

Service ManualMP1

Initial Startup Procedure


Overview

This section provides general steps to follow if you observe undesirable system conditions. Follow thesteps listed until you solve the problem. Some of the items are system specific. We reference the sectionin this manual of more information is available. Always observe the safety precautions listed in theIntroduction section and any precautions related to your specific equipment.

Safety precautions

C Caution

High inlet vacuum causes cavitation which can damage internal pump components.

W Warning

Escaping hydraulic fluid under pressure can have sufficient force to penetrate your skin causing seriousinjury and/or infection. Relieve pressure in the system before removing hoses, fittings, gauges, orcomponents.

W Warning


C Caution

Contamination can damage internal components and void the manufacturer’s warranty. Takeprecautions to ensure system cleanliness when removing and reinstalling system lines

W Warning

Hydraulic fluid contains hazardous material. Avoid contact with hydraulic fluid. Always dispose of usedhydraulic fluid according to state, and federal environmental regulations.

Electrical troubleshooting

Item Description Action

Control operates pump in one directiononly

Control coil failure Measure resistance at coil pins. Resistance should be14.20 ohms (24V) or 3.66 ohms (12V) at 20°C [70°F].Replace coil

No pump function No power to controller Restore power to controller

Erratic pump function Electrical connection to pump is bad Disconnect connection, check wires, reconnect wires

Filter bypass indicator switch Filter switch may be bad Check/replace filter switch. Add gauge to filterbypass port to verify proper fluid flow and verifyswitch operation by measuring resistance.open resistance=510 ohms, closed resistance=122ohms

Service ManualMP1

Troubleshooting


System Operating Hot


Oil level in reservoir. Insufficient hydraulic fluid will not meet cooling demandsof system.

Fill reservoir to proper level.

Heat exchanger. Heat exchanger is not sufficiently cooling the system. Check air flow and input air temperature for heatexchanger. Clean, repair or replace heat exchanger.

Charge pressure. Low charge pressure will overwork system. Measure charge pressure. Inspect and adjust or replacecharge relief valve. Inspect charge pump. Repair or replacecharge pump.

Charge pump inlet vacuum. High inlet vacuum will overwork system. A dirty filter willincrease the inlet vacuum. Inadequate line size will restrictflow.

Check charge inlet vacuum. If high, inspect inlet filter andreplace as necessary. Check for adequate line size, length orother restrictions.

System relief pressuresettings

If the system relief valves are worn, contaminated, or valvesettings are too low, the relief valves will be overworked.

Verify settings of high pressure relief valves and replacevalves as necessary.

System pressure. Frequent or long term operation over system relief settingwill create heat in system.

Measure system pressure. If pressure is too high, reduceloads.

Transmission Operates Normally in One Direction Only


Open bypass valves. Open bypass causes one or both directions to beinoperative.

Close/repair bypass function.

Input to pump control. Input to control module is operating improperly. Check control input and repair or replace as necessary.

Control orifices Control orifice(s) are blocked. Clean control orifices.

Control screens Control screen(s) are blocked. Clean or replace control screens.

High pressure relief valves(HPRV)

Malfunctioning HPRV can affect one direction while theother functions normally.

Exchange HPRVs. If the problem changes direction, replacethe valve that does not operate correctly. Remember toreturn HPRVs to their original position afterward. Settingsmay be different for forward/reverse.

Servo pressure Servo pressure low or decaying. Check for torn/missing servo seals. Replace and retest.Refer to AX00000303 MP1 Repair Instructions for seallocations. Only a Danfoss Global ServicePartner may remove the servo piston without voiding thewarranty.

System Does Not Operate in Either Direction


Oil level in reservoir Insufficient hydraulic fluid to supply system loop. Fill reservoir to proper level.

Pump control orifices Control orifices are blocked. Clean control orifices.

Pump control screens Control screens are blocked. Clean control screens. Refer to AX00000303 MP1 RepairInstructions for screen locations. If pump is being repairedfor warranty evaluation, repair must be done by a DanfossGlobal Service Partner.

Open bypass valve If bypass valves are open, the system loop becomesdepressurized.

Close bypass valves. Replace high pressure relief valve ifdefective.

Charge pressure with pumpin neutral

Low charge pressure insufficient to recharge system loop Measure charge pressure with the pump in neutral. Ifpressure is low, go to next step.

Pump charge relief valve A pump charge relief valve that is leaky, or contaminated,or set too low depressurizes the system.

Adjust or replace pump charge relief valve as necessary.

Service ManualMP1

Troubleshooting



Charge pressure with pumpin stroke

Low charge pressure, resulting from elevated loop leakage,is insufficient control pressure to hold pump in stroke.

Isolate pump from motor. With pump in partial stroke andengaged for only a few seconds, check pump chargepressure. Low charge pressure indicates a malfunctioningpump. Good charge pressure indicates a malfunctioningmotor or other system component. Check motor chargerelief operation (if present).

Charge pump inlet filter A clogged filter under supplies system loop. Inspect filter and replace if necessary.

Charge pump A malfunctioning charge pump provides insufficientcharge flow.

Repair or replace the charge pump.

System pressure Low system pressure does not provide enough power tomove load.

Measure system pressure. Continue to next step.

System relief valves Defective high pressure relief valves cause slow systempressure.

Repair or replace high pressure relief valves.

Input to control Input is operating improperly. Repair/replace control.

System noise or vibration


Reservoir oil level Low oil level leads to cavitation. Fill reservoir.

Aeration of the oil/pump inlet vacuum Air in system decreases efficiency of units andcontrols. Air in system is indicated by excessive noisein pump, foaming in oil, and hot oil.

Find location where air is entering into thesystem and repair leak.Check that inlet line is not restricted and is theproper size.

Cold oil If oil is under cold conditions, it may be too viscousfor proper function and pump cavitates

Allow the oil to warm up to it’s normal operatingtemperature with engine at idle speed.

Pump inlet vacuum High inlet vacuum causes noise/cavitation. Check that inlet line is not restricted and is theproper size.Check filter and bypass valve.

Shaft couplings A loose shaft coupling will cause excessive noise. Replace loose shaft coupling. Replace pumpshaft.

Shaft alignment Misaligned shafts creates noise Align shafts.

Charge/system relief valves Unusual noise may indicate sticking valves. Possiblecontamination.

Clean/replace valves and test pump.May be a normal condition.

Neutral Difficult or Impossible to Find


Input to pump control Input to control module is operating improperly. Disconnect input and check to see if pump comes back toneutral. If Yes, input fault, replace/repair externalcontroller. If No, go to next step.

Pump control neutral Neutral set improperly. Shunt servo gauge ports M4 and M5 together withexternal hose and see if pump comes back to neutral. IfYes: control neutral improperly set. If no: balancetheswashplate (see Mechanical/hydraulic neutraladjustment). If you still cannot set neutral, replace thecontrol.

Service ManualMP1

Troubleshooting


Sluggish System Response


Oil level in reservoir Low oil level causes sluggish response. Fill reservoir.

High pressure relief valves/pressure limiter settings

Incorrect pressure settings affects system reaction time. Adjust or replace high pressure relief valves.

Low prime mover speed Low engine speed reduces system performance Adjust engine speed.

Charge pressure Incorrect pressure affects system performance Measure and adjust charge pressure relief or replacecharge pump.

Air in system Air in system produces sluggish system response Fill tank to proper level. Cycle system slowly for severalminutes to remove air from system.

Contaminated controlorifices

Control orifices are plugged. Clean control orifices.

Contaminated controlscreens

Control screens are plugged. Clean or replace control screens.

Pump inlet vacuum Inlet vacuum is too high resulting in reduced systempressure.

Measure charge inlet vacuum. Inspect line for proper sizing.Replace filter. Confirm proper bypass operation.

Service ManualMP1

Troubleshooting


Pump adjustment

This section offers instruction on inspection and adjustment of pump components. Read through theentire topic before beginning a service activity. Refer to Pressure measurements on page 32, for location ofgauge ports and suggested gauge size.

Standard Procedures

C Caution

Contamination can damage internal components and void your warranty. Take precautions to ensuresystem cleanliness when removing and reinstalling system lines

1. With the prime mover off, thoroughly clean the outside of the pump.

2. If removing the pump, tag each hydraulic line. When you disconnect hydraulic lines, cap them andplug each open port to prevent contamination.

3. Ensure the surrounding area is clean and free of contaminants like dirt and grime.

4. Inspect the system for contamination.

5. Check the hydraulic fluid for signs of contamination: oil discoloration, foam in the oil, sludge, or metalparticles.

6. If there are signs of contamination in the hydraulic fluid, replace all filters and drain the hydraulicsystem. Flush the lines and refill the reservoir with the correct filtered hydraulic fluid.

7. Before re-installing the pump, test for leaks.

Charge Pressure Relief Valve

This procedure explains how to check and adjust the charge pressure relief valve. Refer to model codelocated on serial number plate for charge relief setting.

1. Install a 50 bar [1000 psi] pressure gauge in charge pressure gauge port M3. Install a 10 bar [100 psi]gauge at case pressure port L1, L2. Operate the system with the pump in neutral (zero displacement)when measuring charge pressure.

Listed pressures assume a pump speed of 1800 min-1 (rpm) and charge flow of 26.5 l/min [7 US gal/min]. At higher pump speeds or higher charge flows the charge pressure will rise over the ratedsetting.

Service ManualMP1

Adjustments


V100

QV110

V200

V300

V400

P108951

2. Add or remove shims (V200) until the desired setting is achieved.

3. Remove the gauges and plug the open ports.

Displacement Limiter

If your pump has displacement limiters, you will find them on either servo cover. You can limit forwardand reverse displacement independently.

C Caution

Before adjusting the displacement limiter, mark the position of the servo cylinder. Be sure the servocylinder does not turn when setting the displacement limiter locknut.

1. Loosen the lockingnut.

2. Rotate the adjusting screw to achieve the desired displacement.

3. After establishing the desired maximum displacement setting, hold the adjusting screw whiletorquing the locknut to the value shown.

P108965

Locknut

Adjusting screw

Service ManualMP1

Adjustments


Displacement limiter adjustment data

Displacement Locknut wrench size and torque Adjusting screwsize

Approximate displacement changeper revolution of adjusting screw

28 13 mm 23 N•m [17 lbf•ft] 4 mm internal hex 2.9 cm3 [0.18 in3]




Control Neutral Adjustment

All functions of the control are preset at the factory. Adjust the pump to neutral with the pump runningon a test stand or on the vehicle/machine with the prime mover operating. If adjustment fails to givesatisfactory results, you may need to replace the control or coils. See Minor repair for details.

W Warning


1. Install a 50 bar [1000 psi] gauge in each of the two servo gauge ports (M4 and M5). Disconnect theexternal control input (electrical/hydraulic connections) from the control. Start the prime mover andoperate at normal speed.

2. Use a 4mm internal hex wrench to hold the neutral adjusting screw stationary while loosening thelocknut with a 13mm wrench.

3. Observe pressure gauges. If necessary, turn adjusting screw to reduce any pressure differential.

A small pressure differential of 1.5 bar [22 psi] or less is acceptable. Achieving zero differential isusually not possible.

Adjustment of the EDC/HDC is very sensitive. Be sure to hold the hex wrench steady while looseningthe locknut. Total adjustment is less than 120 degrees.

Control adjustment

P109037

Locknut

Adjusting screw

Servo gauge port M4

Servo gauge port M5

4. Rotate the neutral adjusting screw clockwise until the pressure increases on the gauge. Note theangular position of the wrench. Then rotate the neutral adjusting screw counter clockwise until the

Service ManualMP1

Adjustments


pressure increases by an equal amount on the other gauge. Again note the angular position of thewrench.

The illustration shows how the cam on the adjusting pin rotates to adjust for neutral position afterthe pump is re-installed.

Neutral adjustment (EDC/HDC) (bottom view)

P109514

15 6

2

4

3

1. Control spool

2. Adjusting screw (cam)

3. Feedback pin

4. Maximum adjustment less than 120 deg.

5. Adjusting screw

6. Lock nut

5. Rotate the neutral adjusting screw clockwise half the distance between the wrench positions notedabove. The gauges should read the same pressure, indicating that the control is in its neutral position.

6. Hold the neutral adjusting screw stationary and tighten the lock nut. Torque to 10 Nm [7 lbf•ft]. Donot over torque the nut.

7. When the neutral position is set, stop the prime mover, remove the gauges, and install the gaugeport plugs. Reconnect the external control input.


Mechanical/Hydraulic Neutral Adjustment

Servo Adjustment

1. Run prime mover at 1800 min-1(rpm).

2. If using a PWM signal, ensure the signal is off. Check the servo pressure gauges. Ensure the differentialbetween M4 and M5 is less than 1.5 bar [22 psi].

Service ManualMP1

Adjustments


3. Unthread both servo cylinders 2-3 turns using servo can tool (Tool ID DLD-6247). This step ensuresthe servo cylinders have no contact with the servo piston.

4. Stroke the pump by turning the adjusting screw (or supplying current to solenoid C1) until the servopressure at port M4 is 1 to 2 bar [14– 29 psi] greater than at port M5 and the system pressure gaugesindicate displacement. Pressure should be greater at port MA for clockwise rotation, or MB forcounter clockwise rotation. This also indicates the servo piston is in contact with the servo cylinder onside M5.


5. Slowly thread the servo cylinder on the M5 side in until the system pressure differential starts todecrease. Maintain servo pressure differential between 1-2 bar [14-29 psi] during this step. Continueturning the servo cylinder in until the system pressure differential (between ports MA/MB) is less than1.5 bar [22 psi]. This procedure sets the servo and swashplate to mechanical neutral on the M5 side.

6. To complete setting neutral, repeat steps 1-5 but stroke the pump in the opposite direction byturning the adjusting screw in the opposite direction, or by supplying current/hydraulic pressure tosolenoid C2. Reverse gauge locations (M4 for M5, MB for MA) from those stated above since thepump is now stroking the other direction.

7. Remove all gauges and replace gauge port plugs.

Servo adjustment

P108967

Servo cylinderlocking bolt

Servo cylinderlocking plate

Verify neutral setting

1. If using a PWM signal to set mechanical neutral, check that servo pressure differential is less than 1.5bar [22 psi]. Refer to TS-422 or Control neutral adjustment.

2. To verify mechanical neutral, provide current to solenoid C1, or turn neutral adjusting screw, until theservo pressure differential is 3 bar [43 psi]. The system pressure differential must be below 1.5 bar [22psi]. Repeat test on solenoid C2 side.

3. The current required to set the servo pressure differential to 3 bar [43 psi] should be the same foreach solenoid. Refer to TS-422.

4. If using neutral adjusting screw to set mechanical neutral, reset control neutral.

Servo Adjustment Side M4

1. Run prime mover at 1800 rpm.

2. If using a PWM signal to set mechanical neutral, start with the electronic control testing tool off (nocurrent/hydraulic pressure to either solenoid). Check to be sure the servo pressure differential is less

Service ManualMP1

Adjustments


than 1.5 bar [22 psi]. Reference Danfoss testing specifications TS-422 or Control Neutral Adjustmentinstructions.

3. Turn neutral adjusting screw (or supply current/hydraulic pressure to solenoid C2) until the servopressure at port M5 is less than 1.5 bar [22 psi] greater than at port M4.

4. The system pressure differential must be greater than zero and the pressure at port A (B for clockwiserotation) must be greater than the pressure at port B (A for clockwise rotation). This step ensures theservo is in contact with the servo cylinder on side M4.

5. Slowly turn in the servo cylinder on the M4 side until the system pressure differential starts todecrease. The servo pressure differential must be less than 1.5 bar [22 psi] during this step. Continueturning in the servo cylinder until the system pressure differential is less than 1.5 bar [22 psi]. Thisprocedure sets the servo and swashplate to mechanical neutral.

Service ManualMP1

Adjustments


Standard Procedures, Removing the Pump

Before working on the pump, thoroughly clean the outside. If the pump has an auxiliary pump attached,remove both pumps as a single unit. Tag and cap all hydraulic lines as they are disconnected, and plug allopen ports to ensure that dirt and contamination do not get into the system.

C Caution

Contamination can damage internal components and void the manufacturer’s warranty. Takeprecautions to ensure system cleanliness when removing and installing system lines.

1. With the prime mover off, thoroughly clean all dirt and grime from the outside of the pump.

2. Tag, disconnect, and cap each hydraulic line connected to the pump. As hydraulic lines aredisconnected, plug each open port, to ensure that dirt and contamination do not get into the pump.

3. Remove the pump and its auxiliary pump (if applicable) as a single unit.

Be careful, do not damage solenoids and electrical connections when using straps or chains tosupport the pump.

4. Ensure the work surface and surrounding area are clean and free of contaminants such as dirt andgrime.

5. Inspect the system for contamination.

6. Look at the hydraulic fluid for signs of system contamination, oil discoloration, foam in the oil, sludge,or metal particles.

7. Before replacing the pump, replace all filters and drain the hydraulic system. Flush the system linesand fill the reservoir with the correct, filtered hydraulic fluid.

8. Fill the pump with clean, filtered hydraulic fluid.

9. Attach the pump to the prime mover. Torque mounting screws according to the manufacturersrecommendation.

10. Replace all hydraulic lines. Ensure the charge inlet line is filled with fluid.

EDC/HDC Control

Removal

Refer to removal illustration.

1. Using a 5 mm internal hex wrench, remove the six cap screws (D250).

2. Remove the control module and gasket (D150). Discard the gasket.

3. If necessary, remove orifices (F00A and F00B) using a 3 mm internal hex wrench. Tag and numberthem for reinstallation.

4. If necessary, remove ring (D098 - EDC only) and screen (D084). Discard the screen.

If dowel pins (D300) are removed, ensure they are replaced before reinstalling the control.

Service ManualMP1

Minor Repair


P109513

D150

D250

D084

D098

D300 (2x)

F00B

F00A

D250

D150

EDC HDC

D084

Legend

Item Description Wrench size Torque

D084 Filter screen - -

D098 Retaining ring - -

D150 Control gasket - -

D300 Dowel pins - -

D250 Cap screw 5 mm internal hex 13 Nm [9.8 lbf•ft]

F00B Servo orifice 3 mm internal hex 7.9 Nm [5.8 lbf•ft]

F00A Servo orifice 3 mm internal hex 7.9 Nm [5.8 lbf•ft]

Inspection

Inspect the machined surfaces on the control and top of the pump. If you find any nicks or scratches,replace the component.

Reassembly

Ensure you install dowel pins (D300) in the housing before installing the control.

1. Install a new gasket (D150).

2. Install dowel pins (D300) in the housing.

W Warning

If the feedback pin comes off during operation, the pump will lose controllability causing apotentially hazardous situation. Insure feedback pin is properly torqued before continuing withreassembly.

Service ManualMP1

Minor Repair


3. EDC only - If you removed screen (D084), install a new one. Install it with the mesh facing outward.Install retaining ring (D098).

EDC only - Proper screen orientation

P106 618E

D084D084

Incorrect screenorientation

Correct screenorientation

D098

HDC only - Proper screen orientation

D084


P109548

HDC only - If you removed screen (D084), install a new one. Install it with the mesh facing inward.

Remove the plug on top of the control to ensure the swashplate feedback pin is properly positionedin the center of the control module when installing control.

4. Install the control module and six cap screws (D250).

Torque sequence

P106 195E P106 195E

2

34

56

1

5. Using a 5 mm internal hex wrench, torque the cap screws (D250) to 13.3 Nm [9.8 lbf ft].

Replace Control Solenoids/Actuator Housing - MP1

1. Disconnect electrical/hydraulic connection and remove the three cap screws (D050) using a 4 mminternal hex wrench.

2. Remove the solenoid/actuator housing (D025/QD77) and O-ring (D025A/QD26). Discard the O-ring.

Individual coils may be replaced. Use a 12 point 26 mm socket. Torque the coil nut to to 5 N•m [3.7lbf•ft].

3. Inspect the machined surface on the control. If you find any nicks or scratches, replace thecomponent.

Service ManualMP1

Minor Repair


4. Lubricate new O-ring (D025A/QD26) using petroleum jelly and install.

5. Install solenoid/actuator housing with three cap screws (D050) using a 4 mm internal hex wrench.Torque screws to 5 N•m [4 lbf•ft].

6. Reconnect electrical/hydraulic connections and test the pump for proper operation.

For repair part information, see the Parts Manual for your model.

P109511

D025A

D050 (3X)

D025

D025A

D050 (3X)

D025

EDC HDC

D050

QD77

QD72

QD77

QD72

QD26

D050

QD26

Legend


D025 Solenoid - -

D025A O-ring - -

D050 Cap screw 4 mm internal hex 5 Nm [4 lbf•ft]

QD26 O-ring - -

QD77 Actuator housing - -

QD72 Actuator pin - -

MDC Control

Removal

Refer to exploded diagram, below.

1. Using a 5 mm internal hex wrench, remove the six cap screws (D250).

2. Remove the control module and gasket (D150). Discard the gasket.

3. If necessary, remove servo orifices (F00A, F00B), supply orifice (F00P), and tank orifices (F00T) using a3 mm internal hex wrench. Tag and number them for reistallation.

4. If screen (D084) is clogged, use a hook to remove the retaining ring (D098) and the screen. Discardthe screen and replace with a new screen.

5. Before removing the control, note the position of the control lever for reassembly.

C Caution

Do not disassemble the control, otherwise the functionality of the control and the neutral position ofthe pump can be lost!

Service ManualMP1

Minor Repair


MDC Illustration

P108962

D250D065

QD75

D300 (2x)

D200

D150

MDC with neutral start switch

Y010

Y020

QD75

D065 D250

QD751

D084D098

F00T (2x)

F00B

F00P

F00A

MDC Legend

Wrench size and torque


D065 O-ring plug 3/16 internal hex 12 N•m [9 lbf•ft]

D084 screen - -

D098 ring - -

D200 feedback pin 5 mm internal hex 13.3 Nm [9.8 lbf•ft]

D250 cap screw 5 mm internal hex 13.3 Nm [9.8 lbf•ft]

D80 solenoid - -

D81 Oring - -

QD75 neutral start switch - -

D751 Oring - -

QD73 plug 3/4 inch

F00A servo orifice 7/16 inch hex 7.9 Nm [5.8 lbf•ft]

F00B servo orifice 7/16 inch hex 7.9 Nm [5.8 lbf•ft]

F00P supply orifice 1/4 inch hex 14 Nm [10.8 lbf•ft]

F00T tank orifice 3 mm internal hex 2.5 Nm [1.8 lbf•ft]

Y020 cap screw 5 mm internal hex 13.3 Nm [9.8 lbf•ft]

Service ManualMP1

Minor Repair


Inspection

Inspect the machined surfaces on the control and top of the pump. If you find any nicks or scratches,replace the component.

Reassembly

Ensure you install dowel pins (D300) in the housing before installing the control.

1. Install a new gasket (D150).

2. Install dowel pins (D300) in the housing.

W Warning

If the feedback pin comes off during operation, the pump will lose controllability causing apotentially hazardous situation. Insure feedback pin is properly torqued before continuing withreassembly.

3. If you removed screen (D084), install a new one. Install it with the mesh facing outward (see drawing).Install retaining ring (D098).

MDC - Proper screen orientation

P106 618E

D084D084

Incorrect screenorientation


D098

4. If previously removed, install orifices using a 3 mm internal hex wrench. Torque to 2.5 Nm [1.8 lbf ft].

Remove the plug on top of the control to ensure the swashplate feedback pin is properly positionedin the center of the control module when installing control.

5. Install the control module and six cap screws (D250).

Torque sequence

P106 195E P106 195E

2

34

56

1

6. Using a 5 mm internal hex wrench, torque the cap screws (D250) to 13.3 Nm [9.8 lbf ft].

Charge pump

If the pump has an auxiliary pump attached, remove the auxiliary pump and connecting shaft beforeremoving the auxiliary pad.

Charge Pump Removal

1. Position pump so end cover or auxiliary pad (K100) is on top.

Service ManualMP1

Minor Repair


2. Remove end cover/auxiliary pad screws (K300) using an 8 mm internal hex wrench.

3. Remove and discard O-ring (K200).

4. Remove coupling (K500). Use a small hook if necessary.

5. Remove the charge pump (K400).

Charge pump removal (38/45 shown)

P108949

K100

K300

K500

K400

K200

Cover Screw (K300)

Item Wrench size Torque

Screw 8 mm internal hex 111 N•m [81.9 lbf•ft]

Charge Pump Inspection

Inspect the components for wear, scratches or pitting. Scratches on these components will cause aloss of charge pressure. If any component shows signs of wear, scratching or pitting, replace it.

Charge Pump Reassembly

Service ManualMP1

Minor Repair


1. Lubricate and install charge pump (K400).

2. Install coupling (K500).

3. Lubricate and install a new O-ring (K200).

4. Install cover/auxpad (K100).

5. Install screws (K300). Torque screws per table.

High Pressure Relief Valve (HPRV)

HPRV Valve Removal

1. Using a 5/16 inch internal hex, remove the HPRV's (N100/M100).

2. Remove and discard the O-rings (M023) and backup rings (M022).

Remove HPRV valves

P108950

N100 M022

M023M100 M022

M023

N100 M022

M023

M100 M022

M023

38/4528/32

HPRV valve (N100/M100)


HPRV Valve 5/16 inch internal hex 81 N•m [51.7 lbf•ft]

HPRV Valve Inspection

Inspect the sealing surfaces in the pump for nicks or scratches. Check the valves for damage. Replaceany damaged components.

HPRV Valve Reassembly

1. Lubricate and install new O-rings (M022) and backup rings (M023).

2. Install the HPRV valves. Torque to the value shown in the table.

3. Operate the vehicle/machine through its full range of control to ensure proper operation. Check forleaks.

Service ManualMP1

Minor Repair


Charge Pressure Relief Valve (CPRV)

CPRV Removal

1. Using a 1 inch wrench, remove the charge pressure relief valve (V100).

2. Remove and discard O-ring (QV110).

3. Use a small hook or magnet to remove washer(s) (V200), spring (V300), and seat (V400).

Remove CPRV valve (38/45 shown)

V100

QV110

V200

V300

V400

P108951

CPRV valve (V100)


CPRV Valve 1 inch 78.6 N•m [58.0 lbf•ft]

CPRV Inspection

Inspect washer, spring, and seat. Replace CPRV valve if damage is found. Inspect the sealing surfacesof the pump for nicks or scratches.

CPRV Reassembly

1. Install seat (V400), spring (V300), and washer (V200) into the housing.

2. Install new O-ring (QV110) onto the valve nut (V100).

3. Install valve nut in housing. Torque per table.

Service ManualMP1

Minor Repair


Loop Flushing (28/32)

1. Using an 11/16 inch wrench, remove plug (L150).

2. Using a ¼ inch internal hex, remove plug (G115).

3. Remove and discard O-ring (9Q50A).

4. Remove loop flushing spool (L100)

5. Using a 3 mm internal hex, remove orifice (L200).

L150

L100

L200G115

P109066

9Q50A


Plug (L150) 11/16 inch 45 N•m [33 lbf•ft]

Orifice (L200) 3 mm internal hex 2.5 N•m [1.8 lbf•ft]

Plug (G115) 1/4 inch 40 N•m [30 lbf•ft]

Loop Flushing Spool

Inspect loop flushing spool and spring. If damage or wear is found, replace spool and spring.

P109067

Reassembly

Service ManualMP1

Minor Repair


1. Lubricate and install loop flushing spool (L100).

2. Lubricate and install new O-ring (9Q50A).

3. Using a 11/16 inch wrench, torque plug (L150) to 45 N•m [33 lbf•ft].

4. Using a 3 mm internal hex, torque orifice (L200) to 2.5 N•m [1.8 lbf•ft].

5. Using a ¼ inch internal hex, torque plug (G115) to 40 N•m [30 lbf•ft].

Shaft Removal

The shaft assembly is serviceable without disassembling the pump.

1. Position the pump with the shaft pointing up.

2. Remove the first spring clip (J300).

3. Carefully remove and discard the shaft seal (J250)

C Caution

Do not damage the housing bore, shaft or bearing when removing the shaft and shaft seal.

4. Remove the second spring clip (J300).

5. Pull the shaft and bearing out of the housing.

6. Remove the retaining ring (J200). Press the bearing (J150) off the shaft (J100).

Shaft removal (38/45 shown)

P109063

J200J300

J300

J150

J100

J150

J250

Inspection

Inspect the shaft journals for wear, scratching, and pits. Check the splines for fretting; replace ifdamaged. Rotate the bearing, if it does not rotate smoothly, replace it.

Shaft Reassembly

Service ManualMP1

Minor Repair


1. Press the bearing (J150) onto the shaft (J100) and replace the retaining ring (J200).

2. Install the shaft/bearing assembly into the pump.

3. Install first spring clip (J300).

4. Cover the shaft with a protective sleeve while installing the seal. Lubricate and install the seal.

5. Install the second spring clip (J300).

Service ManualMP1

Minor Repair


P108953G060

G020G025G065

G070G075

G010

G030

G040

G035

K300

D250

G045

G015

E085 E090

N100

M100

V100

H130H130

H130

G060

G010

G020G015G025

G070 G075

G010

G035

G030

G040

G065

38/45

28/32

G774G774

G774 G774

Service ManualMP1

Fastener Size and Torque Chart


Fastener Size and Torque

Item Fastener Wrench size Torque

D250 Electric control mounting bolt 5 mm internal hex 13 N•m [10 lbf•ft]

E085 Displacement limiter screw 4 mm internal hex NA

E090 Displacement limiter sealnut 13 mm 23 N•m [17 lbf•ft]

H130 Front cover bolt 8 mm internal hex 28/32 cc - 50 N•m [37 lbf•ft]

38/45 cc - 64 N•m [47 lbf•ft]

K300 Rear cover/aux pad mounting bolt 8 mm internal hex 111 N•m [82 lbf•ft]

Plug Size and Torque

Item O-ring plug Wrench size Torque

G010/G035 Charge pressure gauge 6 mm or 1/4 inch internalhex

40 Nm [29.5 Ft-lbs] for 9/1635.3 Nm [26 Ft-lbs] for M14

G030/G040 Filtration inlet/outlet 6 mm or 1/4 inch internalhex


G020/G025 Servo gauge (28/32) 6 mm or 3/16 inch internalhex

25 Nm [18.4 Ft-lbs] for 7/1625 Nm [18.4 Ft-lbs] for M12

G020/G025 Servo gauge (38/45) 6 mm or 1/4 inch internalhex


G060/065 Case drain 12 mm or 9/16 in internalhex

48 Nm [36 Ft-lbs]

G070/075 System gauge (28/32) 19 mm or 11/16 inch wrench 38 Nm [28 Ft-lbs] for 9/1624 Nm [17.7 lbf-ft] for M14

System gauge (38/45) 24 mm or 7/8 inch wrench 81 Nm [59.7 Ft-lbs] for 3/467 Nm [49.4 lbf-ft] for M18

G774 X1, X2 Hydraulic control input ports 6 mm or 1/4 inch internalhex


M100/N100 High pressure relief 5/16 inch internal hex 81.0 Nm [59.7 Ft-lbs]

V100 Charge pressure relief 1 inch 78.6 Nm [58 Ft-lbs]

Service ManualMP1

Fastener Size and Torque Chart


Service ManualMP1


Danfoss Power Solutions is a global manufacturer and supplier of high-quality hydraulic andelectronic components. We specialize in providing state-of-the-art technology and solutionsthat excel in the harsh operating conditions of the mobile off-highway market. Building onour extensive applications expertise, we work closely with our customers to ensureexceptional performance for a broad range of off-highway vehicles.

We help OEMs around the world speed up system development, reduce costs and bringvehicles to market faster.

Danfoss – Your Strongest Partner in Mobile Hydraulics.

Go to www.powersolutions.danfoss.com for further product information.

Wherever off-highway vehicles are at work, so is Danfoss. We offer expert worldwide supportfor our customers, ensuring the best possible solutions for outstanding performance. Andwith an extensive network of Global Service Partners, we also provide comprehensive globalservice for all of our components.

Please contact the Danfoss Power Solution representative nearest you.

Local address:

Danfoss Power Solutions GmbH & Co. OHGKrokamp 35D-24539 Neumünster, GermanyPhone: +49 4321 871 0

Danfoss Power Solutions ApSNordborgvej 81DK-6430 Nordborg, DenmarkPhone: +45 7488 2222

Danfoss Power Solutions (US) Company2800 East 13th StreetAmes, IA 50010, USAPhone: +1 515 239 6000

Danfoss Power Solutions Trading(Shanghai) Co., Ltd.Building #22, No. 1000 Jin Hai RdJin Qiao, Pudong New DistrictShanghai, China 201206Phone: +86 21 3418 5200

Danfoss can accept no responsibility for possible errors in catalogues, brochures and other printed material. Danfoss reserves the right to alter its products without notice. This also applies to productsalready on order provided that such alterations can be made without changes being necessary in specifications already agreed.All trademarks in this material are property of the respective companies. Danfoss and the Danfoss logotype are trademarks of Danfoss A/S. All rights reserved.

© Danfoss | July 2017 AX00000244en-US0103

Products we offer:

• Bent Axis Motors

• Closed Circuit Axial PistonPumps and Motors

• Displays

• Electrohydraulic PowerSteering

• Electrohydraulics

• Hydraulic Power Steering

• Integrated Systems

• Joysticks and ControlHandles

• Microcontrollers andSoftware

• Open Circuit Axial PistonPumps

• Orbital Motors

• PLUS+1® GUIDE

• Proportional Valves

• Sensors

• Steering

• Transit Mixer Drives

Comatrolwww.comatrol.com

Turolla www.turollaocg.com

Hydro-Gearwww.hydro-gear.com

Daikin-Sauer-Danfosswww.daikin-sauer-danfoss.com

May 1999Eaton®

Medium Duty Piston Pump

Repair Information

Model 74624 and 74644,82,6 cm3/r [5.04 in3/r] Displacement design code B

2

Model 74624 and 74644

Introduction

Table of ContentsIntroduction ....................................................................................................... 2Identification ...................................................................................................... 3Required Tools .................................................................................................. 3Disassembly and Inspection .............................................................................. 4Reassembly ....................................................................................................... 5Main Parts Description ...................................................................................... 6Item numbers 1, 2, & 3 Descriptions ................................................................. 774624 Exploded View Drawing .......................................................................... 8Specific Parts List for 74624 model................................................................... 974644 Exploded View Drawing .......................................................................... 10Specific Parts List for 74644 model................................................................... 11Trouble Shooting ............................................................................................... 12

IntroductionThis manual provides service information for the Eaton Models 74624 and 74644 fixed displacement motor.Step by step instructions for the complete disassembly, inspection, and reassembly of the motor are given.The following recommendations should be followed to insure successful repairs.

Remove the motor from the application.

Cleanliness is extremely important.

Clean the port areas thoroughly before disconnecting the hydraulic lines.

Plug the motor ports and cover the open hydraulic lines immediately after they're disconnected.

Drain the oil and clean the exterior of the motor before making repairs.

Wash all metal parts in clean solvent.

Use compressed air to dry the parts. Do not wipe them dry with paper towels or cloth.

The compressed air should be filtered and moisture free.

Always use new seals when reassembling hydraulic motor.

For replacement parts and ordering information refer to parts list 06-161.

Lubricate the new rubber seals with a petroleum jelly (vaseline) before installation.

Torque all bolts over gasket joints, then repeat the torquing sequence to makeup for gasketcompression.

Verifying the accuracy of motor repairs on an authorized test stand is essential.

3

Model 74624 and 74644

Identification andTools RequiredIdentification Numbers

Stamped on each unit.

A - Product Number Description74624 = Fixed Motor 82,6 cm3/r [5.04 in3/r]

74644 = Fixed Motor thru Shaft for Brake Mount 82,6 cm3/r [5.04 in3/r]

B - Rotation,D = Dual

C - Sequential LettersD - Design Code Number

A B C D

Single Motor - Product Number

7 4 6 2 4 - D A H - 0 1

Testers Initials

Day of Month(two digits)

Month (two digits)

Serial Number Code:

B 93 01 31 JBRevision level

of parts list.

Last two digitsof year built.

( 93 for 1993 etc.)

Required Tools

1/2 in. Socket, w/ Ratchet WrenchExternal Retaining Ring Pliers (straight .090 tip)Internal Retaining Ring Pliers (straight .090 tip)O-ring PickTorque Wrench (54 N.m [40 lbf.ft] capacity)Hammer (soft face)Light Petroleum JellySeal Driver

4

Model 74624 and 74644

DisassemblyDisassembly

The following repair procedures areused to disassemble the Eatonmodel 74624 high torque axialpiston motors.

1 Position the motor with theoutput shaft down. Remove the sixcap screws retaining the backplate.

2 With the cap screws removed,retain the motor assembly togetherby hand and carefully turn the motorover so that the output shaft is inthe up position. Next, carefullyremove the housing assembly.

3 After removing the housing,use the retaining ring pliers toremove the output shaft sealretaining ring.

4 Use a screwdriver or similar tool to pry the shaft seal fromits bore.

5 Returning to the main assembly, remove the bearing racefrom the thrust bearing.

Note: This bearing race may have remained stuck inside themotor housing assembly. If so, remove at this time.

6 Remove the thrust bearing, piston race assembly, pivot andspacer from the output shaft.

7 Retaining the piston block and backplate, carefully turn theassemblies over so that the backplate is in the up position.

Note: When rotating the piston block, make sure to retain the 9loose pistons in the block assembly.

8 Turn the backplate assembly over and remove the driveshaft thrust race.

9 Remove the sealing o-ring fromthe backplate.

10 Remove the thrust bearing andrace from the drive shaft.

Note: The thrust bearing and racemay have remained in the backplate assembly.

11 Remove the connector plate from the piston assemblies.

12 Remove the piston assemblies and spider from the driveshaft assembly.

13 Remove the spiderpilot from the pivot.

14 Remove the pivotfrom the spring.

15 Remove the spring from thedrive shaft.

16 Remove the drive shaft from thepiston block.

17 Remove the nine pistons from theblock.

BearingRace

ThrustBearing

PistonRace

Pivot

Spacer

ConnectorPlate

Spider Pivot Pivot Spring

PistonAssemble and

Spider

5

Model 74624 and 74644

9 Place the spring over the drive shaft and pivot onto thespring.

10 Lubricate and place spider pilot onto pivot.

11 Lubricate and install the spiderand the piston assemblies into pistonblock and onto pivot.

12 The connectorplate is flat on oneside. The flat side isshown.

13 Lubricate and place theconnector plate onto the pistonassemblies. The flat side ispositioned against piston assemblies.

14 Install bearing race, thrustbearing and second bearing raceonto shaft.

15 Lubricate and place thrust raceand/or races in backplate assembly.

16 Position new o-ring ontobackplate.

17 Align the holes of the backplateto the housing. Install cap screwsand torque 20,3-24,4 N·m [15 to 18lbf·ft].

18 Protecting the new shaft seal, install theseal over the output shaft and into the motorhousing slightly below the counterbore face.Position the retaining ring on top of the seal.

19 Using a seal driver or similartool, press the retaining ring andshaft seal into motor housing.

20 The unit is ready to test andreinstall.

Reassembly

Before reassembly the Eaton Model 74624 high torque axialpiston motor inspect all parts and replace if needed. New sealsshould be lubricated with petroleum jelly to assure properinstallation.

Lubricate all finished part surfacesfreely with clean hydraulic fluid toprovide start-up lubrication betweenthe rotating parts.

1 Looking at the piston block oneend has a beveled edge around theshaft bore as shown.

2 Install the drive shaft into thepiston block at the beveled edge end.Note that the retaining ring on thedrive shaft must be on the beveledside of the piston block.

3 Using the backplate as a meansof support, place the drive shaft andpiston block on the backplate withthe spline end of the drive shaft inthe up position.

4 Install the spacer and pivot onthe drive shaft.

5 Place the piston race assemblyover the drive shaft and onto pivot.

6 Place thrust bearing and raceonto piston race assembly.

7 Install the motor housingassembly over the drive shaft.

8 Carefully retaining theassemblies together, turn the motorhousing over and support it in thedrive shaft down position. Removethe backplate assembly. Install thenine pistons into the piston block.Insert the beveled end of the pistonsinto block and against the piston raceassembly. Caution: Do not installmore than one piston in the samebore.

Reassembly

Pivot

Spacer

Piston RaceAssemble

ThrustBearing &

Race

PivotSpring Spider Pilot

6

Model 74624 and 74644

Main Parts DescriptionItem Qty. Description1 1 Drive Shaft (See descriptions page 7)2 1 Backplate Assembly (See descriptions page 7)3 1 Housing Assembly (See descriptions page 7)4 1 Rotating Kit Assembly - Refer to specific parts list

+~ 5 1 Retaining Ring+~ 6 1 O-ring, 2,37 mm Dia. x 114,3 mm ID. [.0937 in. Dia. x 4.5 in. ID.]

7 1 Thrust Bearing8 2 Pivot9 1 Spider10 1 Key11 9 Piston12 9 Piston Assembly13 1 Connector Plate14 1 Spacer

+~ 15 1 Shaft Seal16 1 Bearing Race17 1 Piston Race S/A18 1 Spring - Refer to specific parts list18a 1 Spring - Refer to specific parts list18b 1 Spring - Refer to specific parts list19 1 Pilot - Refer to specific parts list19a 1 Pilot - Refer to specific parts list20 1 Thrust Bearing21 1 Bearing Race22 6 Cap Screws, 5/16-18, 25,4 mm [1 in.] Long - Refer to specific parts list22a 4 Cap Screws, 5/16-18, 38,1 mm [1.5 in.] Long - Refer to specific parts list

+~ 23 1 Retaining Ring24 A/R Trust Race25 1 Key - 74624-204, 74644-210 & 74644-215

~ 26 2 Retaining Ring27 1 Thrust Bearing28 2 Bearing Race

~ 29 1 Shaft Seal~ 30 1 Washer~ 31 1 Retaining Ring

32 2 Cap Screws, 5/16-18, 50,8 mm [2 in.] Long+~ 33 1 Retaining Ring

34 1 Key - Used with Shaft 74644-214 - Refer to specific parts list34a 1 Key - Used with Shaft 74644-209 & 74644-210 - Refer to specific parts list35 1 Plug S/A35-1 1 O-ring, 1,98 mm Dia. x 11,89 mm ID. [.078 in. Dia. x .468 in. ID.]36 A/R Washer37 A/R Washer38 1 Spring Collar

Seal Repair Kit+ 74640-904 Seal Repair Kit for 74624 rear or same side ported motor.~ 74640-910 Seal Repair Kit for 74644 Through shaft motor.

7

Model 74624 and 74644

Drive Shaft S/A - Item #1Item # Description1a 15 Tooth 16/32 Spline with Snap Ring

Groove with Snap Ring, .375-16 UNC-2BThread, 18.3 [.72] Min Full Thread, Shaft Ext39.6 [1.56]

1b 15 Tooth 16/32 Spline with Snap RingGroove, Shaft Ext 46 [1.81]

1c Taper 1:8, Dia 25.4 [1.00], Woodruff KeywayDia 25.4 [1.00] X 6.35 [.250], .625-18 UNC-2A Thread, Shaft Ext 69 [2.72]

1d 13 Tooth 16/32 Spline, Shaft Ext 41.1[1.62]1e Straight Shaft , Dia. 25,4 [1.00], Keyway 6,35

x 38,1 [.250 x 1.50], Shaft Ext. 63,5 [2.50]1f 15 Tooth 16/32 Spline Tapered 1:8 with .375-

16 UNC-2B Thread, 18.3 [.72] Min FullThread, Shaft Ext 46 [1.81]

Through Shaft (74644)Item # Description1g Front - 15 Tooth 16/32 Spline with Snap

Ring Groove with Snap Ring, .375-16UNC-2B Thread, 18.3 [.72] Min FullThread, Shaft Ext 39.6 [1.56]Rear - 15 Tooth 16/32 Spline, ShaftLength from Mounting Flange 258.6[10.18]

1h Front - 15 Tooth 16/32 Spline Tapered1:8 with .375-16 UNC-2B Thread, 18.3[.72] Min Full Thread, Shaft Ext 46 [1.81]Rear - Straight Shaft Dia 25.4 [1.00],Keyway 6.3 X 25.4 [.250 X 1.00], ShaftLength from Mounting Flange 274.3[10.80]

1i Front - Straight Shaft , Dia. 25,4 [1.00],Keyway 6,35 x 38,1 [.250 x 1.50], ShaftExt. 63,5 [2.50] (Key Included)Rear - Straight Shaft Dia 25.4 [1.00],Keyway 6.3 X 25.4 [.250 X 1.00], ShaftLength From Mounting Flange 274.3[10.80]

1j Front - 15 Tooth 16/32 Spline Tapered1:8 with .375-16 UNC-2B Thread, 18.3[.72] Min Full Thread, Shaft Ext 46 [1.81]Rear - 15 Tooth 16/32 Spline, with .375-16 UNC-2B Thread, 18.3 [.72] Min FullThread, Shaft Length from MountingFlange 274.3 [10.80]

1k Front - 15 Tooth 16/32 Spline, Shaft Ext46 [1.81]Rear - Straight Shaft Dia 22.22 [.875],Keyway 6.35 X 26.9 [.250 X 1.06], ShaftLength From Mounting Flange 271.5

[10.69] (Short Key Included)1l Front - Taper .125:1 Dia 22.22 [.875],

Woodruff Keyway Dia 15.75 [.620] X3.96 [.156], .500-20 UNF-2A Thread,Shaft Ext 57.9 [2.28]Rear - Straight Shaft Dia 25.4 [1.00],Keyway 6.35 X 38.4 [.250 X 1.51], ShaftLength from Mounting Flange 292.1[11.50]

1m Front - Taper .125:1 Dia 22.22 [.875],Woodruff Keyway Dia 15.75 [.620] X3.96 [.156], .500-20 UNF-2A Thread,Shaft Ext 57.9 [2.28]Rear - Straight Shaft Dia 25.4 [1.00],Shaft Length from Mounting Flange 254[10.00], Shaft End Hole Internal 6.40[.252] X 14 [.55] Deep

Backplate S/A - Item #2Item # Description2a Rear porting, through drain into mounting

flange.2b Rear porting, drain port horizontal top rear of

unit.2c Same side porting, drain port vertical top rear

of unit, two mounting holes bottom rear.2d Same side porting, drain port vertical top rear

of unit.

Housing for Through Shaft (74644)Item # Description2e Same side porting, drain port vertical top rear

of unit.

Housing S/A - Item #3Item # Description3a Through drain into mounting flange3b No drain in housing3c Special housing used with item 18 #17141-10

and item 19 #74600-620. Also has slotted 2bolt B flange.

8

Model 74624

Parts Drawing

2315

3-1

167

17

11

4

2

32

3222

22

2222

6

13

12

9

198

1836

3738

5

1

33

25

10

2-121

24

2120

814

3

2

22

2222

22

2222

6

9

Model 74624

Specific Parts List42647srebmuNtcudorP

AAD- BAD- DAD- EAD- GAD- HAD- JAD- LAD- MAD- NAD- PAD- RAD- SAD-

metIs'# s'# s'# s'# s'#

1 a1 b1 c1 d1 d1 e1 a1 e1 f1 f1 b1 b1 f1

2 a2 b2 b2 b2 b2 b2 b2 c2 c2 d2 b2 b2 d2

3 a3 b3 b3 c3 b3 b3 b3 b3 b3 b3 b3 b3 b3

4 4 4 4 4 4 4 4 4 4 4 4 a4 4

5 X X X X X X X X X X X X X










51 X X X X X X X X X X X X



81 81 b81 b81 a81 b81 b81 b81 b81 81 81 b81 b81

91 91 91 91 a91 91 91 91 91 a91 a91 91 91



22 22 22 22 22 22 22 22 a22 a22 a22 22 22 a22



52 X X

23 X X X X

33 X X

63 X X

73 X X

83 X X X

tiKriapeRlaeS04627 409- 409- 409- 409- 409- 409- 409- 409- 409- 409- 409- 409- 409-

10

Model 74644

Parts Drawing - Through Shaft

2315

3-1

16

7

17

11

4

2

32

3222

3535-1

22

22

22

6

13

12

9

2628

2728

2630

2931

19

8

1836

3738

5

1

34

10

2-1

814

3

33

25

11

Model 74644

44647srebmuNtcudorP

EAD- GAD- JAD- KAD- MAD- NAD- PAD- RAD- SAD-

metIs'# s'# s'# s'# s'#

1 g1 h1 i1 j1 k1 l1 m1 j1 j1

2 e2 e2 e2 e2 e2 e2 e2 e2 e2

3 b3 a3 b3 a3 b3 b3 b3 a3 b3

4 4 4 4 4 4 4 4 4 4

5 X X X X X X X X X

6 X X X X X X X X X

7 X X X X X X X X X

8 X X X X X X X X X

9 X X X X X X X X X

01 X X X X X X X X X





51 X X X X X X



81 81 81 81 81 81 81 81 81 81

91 91 a91 91 a91 a91 91 91 a91 a91

22 a22 a22 a22 a22 a22 a22 a22 a22 a22

32 X X X X X

52 X








33 X

43 43 43 a43

53 X X X

63 X X X X

73 X X X X


tiKriapeRlaeS04647 019- 019- 019- 019- 019- 019- 019- 019- 019-

Specific Parts List

Trouble ShootingIn trouble shooting a pump and motor system it is necessary to isolate the pump from the motor to determine which unit isactually malfunctioning. A worn pump or worn motor will give the same system indication. Therefore, it is advisable to first run apressure and flow check on the pump to make sure it is performing within its operating specifications. The following troubleshooting suggestions are based on the assumption that the pump’s flow and pressure settings meet operating specifications.

Possible Trouble

1. Motor turns while unloaded butslows down or stops whenload is applied.

2. Motor will not turn.

3. Motor free wheels.

4. Rapid tapping noise in motor.

5. Excessive case drain flow.

Causes

A. Scored back plate.

B. Scored connector plate.

C. Scored or worn piston shoes.

D. Low relief valve pressure.

A. Severely scored back plateand connector plate.

B. Contaminate particle holdingconnector off back plate.

A. Oil flow and pressure shut offgoing to motor.

A. Free floating pistons seatingon bearing race.

A. Excessive internal wear in.

Remedies

A. Remove backplate and examine surface condition of flat area, ifscored, replace back plate. Do not lap.

B. Disassemble motor, check finish on connector plate and backplate, replace of necessary.

C. Disassemble motor, examine condition of shoes on pistons,replace pistons as a complete set.

D. Check relief valve for proper pressure setting, adjust or replacerelief valve.

A. Disassemble motor completely. Inspect all parts, clean all parts,replace all worn parts and flush hydraulic system.

B. Disassembly motor, inspect and clean parts, replace necessaryparts.

A. When the hydraulic system is shut off, either by shutting off theengine on a closed loop system or returning the control valvespool to neutral on an open center system, the motor will freewheel after it has leaked off and allows the free floating pistons tocollapse. This is inherent in the design. On a closed loop orpropulsion system, the motor will not free wheel as long ascharge pressure is maintained to and from the motor.

A. When oil flow to the motor is shut off and the motor allowed tofree wheel, the free floating pistons will collapse into the pistonblock. When oil flow is reapplied to the motor the pistons will re-seat themselves against the bearing race and will cause a rapidtapping sound. This is not harmful to the motor as long as the oilflow into the motor does not exceed 10 GPM for the firstrevolution of the motor.

A. Disassemble motor, inspect parts and replace as necessary. Casedrain flow should not exceed 1.5 GPM at full pressure.

© 2008 Eaton CorporationAll Rights ReservedPrinted in USADocument No. E-MOPI-TS008-ESupersedes 07-134November 2008

EatonFluid Power GroupHydraulics Business USA14615 Lone Oak RoadEden Prairie, MN 55344USATel: 952-937-9800Fax: 952-294-7722www.eaton.com/hydraulics

EatonFluid Power GroupHydraulics Business EuropeRoute de la Longeraie 71110 MorgesSwitzerlandTel: +41 (0) 21 811 4600Fax: +41 (0) 21 811 4601

EatonFluid Power GroupHydraulics Business Asia Pacific 11th Floor Hong Kong New World Tower 300 Huaihai Zhong Road Shanghai 200021 China Tel: 86-21-6387-9988 Fax: 86-21-6335-3912

300

A T E XINCLUDED

MOBILE EQUIPMENT

AND WIND ENERGY SOLUTIONS

INDUSTRY PROCESS

AND AUTOMATION SOLUTIONS

Installation, use and service manual

1

USE, INSTALLATION AND MAINTENANCE MANUAL

1.0 - GENERAL INFORMATION 2

1.1 - PURPOSE OF THE MANUAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2

1.2 - PRODUCT IDENTIFICATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3

1.3 - GLOSSARY AND TERMINOLOGY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4

1.4 - REQUESTING TECHNICAL ASSISTANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4

1.5 - MANUFACTURER’S LIABILITY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4

1.6 - CONSIGNMENT CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4

2.0 - TECHNICAL INFORMATION 5

2.1 - DESCRIPTION OF THE GEAR UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5

2.2 - CONFORMITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5

2.3 - OPERATING LIMITS AND CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5

3.0 - SAFETY INFORMATION 6

3.1 - SAFETY STANDARDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6

4.0 - HANDLING AND TRANSPORT 7

4.1 - PACKAGING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7

4.2 - HANDLING INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7

4.2.1 - Moving the packages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8

4.2.2 - Moving the equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8

4.3 - STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14

5.0 - INSTALLATION 15

5.1 - INSTALLING THE GEAR UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15

5.1.1 - Flanged execution. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15

5.1.2 - Foot mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17

5.1.3 - Shaft mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18

5.1.4 - Installing accessories on solid input and output shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19

5.2 - INSTALLING THE ELECTRIC MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21

5.3 - INSTALLING THE HYDRAULIC MOTOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22

5.4 - CONNECTING THE HYDRAULIC BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23

5.5 - LUBRICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28

6.0 - TESTING THE GEAR UNIT 29

7.0 - USING THE EQUIPMENT 29

8.0 - MAINTENANCE 30

8.1 - ROUTINE MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31

8.2 - OIL CHANGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32

8.3 - CHECKING OPERATIONAL EFFICIENCY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32

8.4 - CLEANING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32

9.0 - REPLACING PARTS 33

9.1 - REMOVING THE MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33

9.2 - DECOMMISSIONING THE GEAR UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33

10.0 - TROUBLESHOOTING 34

ANNEX 1 - CHECKING THE OIL LEVEL ON ATEX-SPECIFIED GEAR UNITS 35

ANNEX 2 - LUBRICANT CHARGE QUANTITY 36

RevisionsThe catalogue revision list is given on page 38. The most recent versions of the catalogue are available at www.bonfiglioli.com.

2

1.0 - GENERAL INFORMATION

1.1 - PURPOSE OF THE MANUAL

This Manufacturer’s manual provides information regarding the safe transport, handling, installation, mainte-

nance, repair, disassembly and dismantling of the gear unit.

All information for users and designers is given in the Sales Catalogue. As well as adhering to esta-

blished engineering practices, the information given in this manual must be read carefully and rigo-

rously applied.

Failure to observe the information provided herein may result in risks to personal health and safety, as well

as economic damages.

This information, provided in the Manufacturer’s original language (Italian), is also available in other langua-

ges to meet legal and commercial requirements.

The documentation must be stored by a person charged to do so in a suitable location so as to be always

available in good condition for consultation.

In case of loss or damage, replacement documentation must be requested directly from the Manufacturer,

quoting the code of this manual.

This manual reflects the state of the art at the time of commercialisation of the gear unit.

The Manufacturer reserves the right to modify, supplement and improve the manual, without the present pu-

blication being for that reason considered inadequate.

Particularly significant sections of the manual and important specifications are highlighted by symbols whose

meanings are explained below.

SYMBOLS:

DANGER - WARNING

This symbol indicates situations of danger, which if ignored, may result in serious injury to

the operator.

CAUTION - ATTENTION

This symbol indicates the need to adopt specific precautions to avoid personal injury and da-

mage, as well as economic damages.

IMPORTANT

This symbol indicates important technical information.

Instructions marked by these symbols and highlighted in yellow, apply exclusively to equipment

complying with “ATEX” Directive 94/9/EC.

The operations identified by these symbols must be executed by professionally qualified opera-

tors specially trained in the safety precautions required for working in potentially explosive atmo-

spheres.

Failure to observe these instructions may result in serious safety and environmental risks.

3

Manufacturer

Product identification

Bonfiglioli Trasmital product code

Reduction ratio

Serial number

Installation drawing code.

Date of manufacture

Client product code

Readability of the nameplate

The nameplate and the information on it must be readable and, consequently must be cleaned from time

to time.

Quote the nameplate data in all communications with the manufacturer, for example, when reque-

sting spare parts, information and assistance.

Nameplate data

Supplementary nameplate on ATEX-specified gear units

!"##$ %&$ %'()*&

++,)((-,++'

1.2 - PRODUCT IDENTIFICATION

The information identifying the product is shown on its nameplate. Gearmotors are equipped with two name-

plates; one on the gear unit which bears the gear unit data, and one on the motor (electric or hydraulic), bea-

ring the motor data.

The drawing below illustrates the layout of the data.

The gear unit’s identifying code is explained in the Sales Catalogue. If the gear unit is supplied fitted with an

electric motor (gearmotor), all information regarding the motor is supplied in the motor manual.

4

1.3 - GLOSSARY AND TERMINOLOGY

Some of the frequently occurring terms used in this manual are described below to unequivocally define their

meaning.

Routine maintenance

The set of operations required to preserve the functionality and efficiency of the gear unit. These operations

are usually scheduled by the Manufacturer, who defines the qualifications and tasks involved.

Reactive maintenance

The set of operations required to preserve the functionality and efficiency of the gear unit. These operations

are not scheduled by the Manufacturer and must be carried out by an expert maintenance technician.

Expert maintenance technician

An authorised technician with the qualifications, skills and mechanical and electrical training required to do

repairs and non-routine maintenance work on the gear unit.

Overhaul

An overhaul consists in the replacement of bearings and other mechanical components which have worn to

such an extent as to compromise the operation of the gear unit. An overhaul also includes verification of the

condition of all gear unit components (keys, seals, gaskets, vents, etc). If any such components are dama-

ged they must be replaced and the reason for the damage identified.

1.4 - REQUESTING TECHNICAL ASSISTANCE

For any technical service needs, contact the Manufacturer’s sales network quoting the information indicated

on the unit’s nameplate, the approximate hours of service and the type of defect.

1.5 - MANUFACTURER’S LIABILITY

The Manufacturer declines all liability in the event of:

• use of the gear unit in contravention of local safety at work legislation

• incorrect installation, disregard or incorrect application of the instructions provided in this manual

• incorrect or defective electrical/hydraulic power supply (gearmotors)

• modifications or tampering

• work done on the unit by unqualified or unsuitable persons.

The safety of the gear unit also depends on scrupulous observance of the instructions given in this manual,

and in particular:

• always operate the unit within its operating limits

• diligently observe the routine maintenance schedule

• only allow trained operators to inspect and service the unit

• only use original spare parts

• the configurations given in the gear unit catalogue are the only ones permitted

• do not attempt to use the unit in any other way

• the instructions given in this manual do not substitute but rather supplement the provisions of esta-

blished safety legislation.

1.6 - CONSIGNMENT CONDITIONS

Gear units are supplied by BONFIGLIOLI TRASMITAL in the following conditions:

• Configured for installation in the mounting position specified in the purchase order.

• Not charged with lubricant and with internal components protected by a film of oil compatible with the

recommended lubricant.

• All surfaces and mating parts are treated with rustproofing products.

• Mating surfaces are not painted while the unit’s exterior is treated with a coat of grey water-based

rustproofing primer (RAL 7042/C441). Application of a top coat is the responsibility of the Client.

• Tested to factory standards.

• Packaged suitably for the final destination.

5

SAFETY SPECIFICATIONS OF GEAR UNITS COMPLYING WITH DIRECTIVE 94/9/EC

• unit selection must be made with a higher safety service factor

• use only synthetic lubricants (oil and grease)

• VITON®

seal rings

• vent plugs with spring-loaded anti-intrusion valve

• oil plugs with aluminium washer

• oil seals with dust trap

• no metal moving parts external to the gear unit

• no plastic parts capable of building up an electrostatic charge, or, if present, duly shielded

• for installations in zones 21 and 22 the User must schedule and implement a regular cleaning

programme for all surfaces and recesses to avoid dust build ups of more than 5 mm in depth.

2.0 - TECHNICAL INFORMATION

2.1 - DESCRIPTION OF THE GEAR UNIT

The gear unit, driven by an electric or hydraulic motor, has been designed and constructed for integration

into an assembly of interlocking parts or mechanisms as part of a specific application.

Depending on the requirements of the application, the gear unit can be supplied in a variety of motor execu-

tions and configurations. It is capable of satisfying a range of specific requirements in the mechanical, chemi-

cal, agricultural and food industries, etc.

BONFIGLIOLI TRASMITAL supplies a range of accessories and optionals to make their products as versati-

le as possible. For further technical information and descriptions, refer to the corresponding Sales Catalo-

gue.

The User is responsible for using the products recommended for installation and maintenance of

2.2 - CONFORMITY

All gear units or gearmotors (when supplied with electric motor) are designed in compliance with the provi-

sions of applicable Essential Health and Safety Requirements, the “Machinery Directive” 98/37/EC and, if re-

quested, can be supplied with a Manufacturer’s Declaration - Annex IIB as provided by said Directive.

All BONFIGLIOLI gearmotor electric motors conform to the provisions of the Low Voltage Directive

73/23/EEC and the Electromagnetic Compatibility Directive 89/336/EEC.

Furthermore, if specified for use in potentially explosive atmospheres, the gear units are desi-

gned and constructed to conform with the Essential Health and Safety Requirements (EHSR) of

Annex II of the ATEX Directive 94/9/EC and conform to the following classification:

• Equipment group: II.

• Category: Gas 2G - Dust 2D.

• Zone: Gas 1 - Dust 21.

• Maximum surface temperature: temperature class T4 for 2G and 130°C for 2D.

2.3 - OPERATING LIMITS AND CONDITIONS

Modification of the motor execution or mounting position is only permitted if previously authorised

by BONFIGLIOLI TRASMITAL’s Technical Service.

Failure to obtain said authorisation renders the ATEX certification null and void.

6

Ambient conditions

• Ambient temperature: min. - 20°C; max. + 40°C.

• Do not use the gear unit, if not explicitly intended for the purpose, in a potentially explosive atmosphere or

where the use of explosion-proof equipment is specified.

• Lighting

If the unit is to be serviced in a poorly lit area, use additional lamps and ensure that the work is done

in compliance with the safety requirements of established legislation.

The nameplate specifications regarding the maximum surface temperature, refer to readings ta-

ken in normal ambient and installation conditions.

Even minimal variations to said conditions (e.g. smaller mounting cabinet) may have a significant

effect on the unit’s heat output.

The applications permitted by the Manufacturer are the industrial applications for which the

gear units have been designed.

3.0 - SAFETY INFORMATION

3.1 - SAFETY STANDARDS

• Carefully read the instructions given in this manual and those posted directly on the gear unit, especially

those regarding safety.

• Persons charged with working on the gear unit at any time in its service life must be trained specifically for

the purpose with special abilities and experience in the area as well as being equipped with the appropria-

te tools and individual safety equipment (as per Legislative Decree 626/94). Failure to meet these require-

ments constitutes a risk to personal health and safety.

• The gear unit must only be used for the applications permitted by the Manufacturer. Improper use can re-

sult in risks to personal health and safety and economic damages.

• Keep the gear unit at its maximum efficiency by following the routine maintenance schedule. Good mainte-

nance ensures the unit’s maximum performance, extended service life and continued compliance with sa-

fety regulations.

• When working on the unit in areas which are difficult to access or hazardous, ensure that adequate safety

precautions have been taken for the operator and others in compliance with established legislation on he-

alth and safety at work.

• All maintenance, inspection and repairs must only be carried out by an expert maintenance technician fully

familiar with the attendant hazards. It is therefore essential to implement operating procedures that ad-

dress potential hazards and their prevention for the entire machine. The expert maintenance technician

must always work with caution in observance of applicable safety standards.

• During operation wear only the apparel and safety equipment indicated in the User Instructions provided

by the Manufacturer or stipulated by legislation on safety at work.

• Replace worn components with original spare parts. Use the lubricants (oil and grease) recommended by

the Manufacturer.

• Do not dump polluting materials into the environment. Dispose of all such materials as stipulated by appli-

cable legislation.

• After replacing lubricants clean the gear unit’s surfaces and the walk-on surfaces around the work area.

7

4.0 - HANDLING AND TRANSPORT

4.1 - PACKAGING

The standard packaging, if supplied and unless otherwise agreed, is not proofed against rainfall and is inten-

ded for shipping by ground and not sea, and for storage in areas which are under cover and not humid. The

material can be stored in suitable conditions for a period of two years under cover at a temperature between

-15 °C and +50 °C at a relative humidity not in excess of 80%. Storage in all other conditions requires speci-

fic packaging.

The most frequent types of packaging are shown in the figures below.

- Packaging on pallet with heat shrink film for ground shipping.

- Packaging in wooden crate for shipping by sea or air.

If the gear unit is to be serviced in a potentially explosive atmosphere, the operator must first

switch off power to the gear unit and ensure that it is out of service, as well as taking all neces-

sary precautions against it being accidentally switched on again or its parts moving without

warning.

Furthermore, all additional environmental safety precautions must be taken (e.g. elimination of

residual gas or dust, etc).

On receipt of the gear unit, make sure the delivery corresponds to the purchase order and

that it is not damaged or faulty in any way.

Report any nonconformity to your BONFIGLIOLI TRASMITAL reseller.

Dispose of packaging materials as stipulated by applicable legislation.

4.2 - HANDLING INSTRUCTIONS

Handle packages as per the Manufacturer’s instructions and those marked on the packages themselves.

Since the weight and shape of the packages may make manual handling unfeasible, special equipment must

be used to avoid damage and injury. Persons authorised for this purpose must be trained and experienced in

the work in question to avoid risks to themselves and others.

The person authorised to handle the product must take all necessary precautions to safe-

guard his safety and that of all other persons involved.

8

4.2.1 - Moving the packages

• Prepare a suitable, delimited area with a level floor or surface for unloading the packages.

• Prepare the equipment required to handle the package. The lifting and handling equipment (e.g. crane or

lift truck) must be of adequate capacity for the weight and size of the load, taking into account its attac-

hment points and centre of gravity. If required, this information is indicated on the package itself. Harness

heavy packages with chains, belts and steel ropes after checking that they are suitable for the weight of

the load, which is always indicated.

• When handling the load keep it level to avoid tipping and instability.

4.2.2 - Moving the equipment

All the following operations must be carried out with care and caution and without sudden

movements.

When lifting, use accessories such as eyebolts, screw clamps, snap hooks, straps, ropes and

hooks etc. which are certified and adequate for the load in question.

The weight of the product to be lifted is given in the Sales Catalogue.

The following pages illustrate in detail the different attachment methods for the various product series, sizes

and configurations described in this Manual.

The most suitable solution for lifting and handling the product in safety is indicated for each.

Symbols:

Type of lifting Manual With mechanical equipment

Symbol M A B

Approximate weight 15 Kg 15 Kg

Instruction —Recommended method for po-

sitioning

Recommended method for

handling and positioning

Warning — The load may be unstable The load may sway or oscillate

Solution —

Slide the lifting ring to align it

with the load’s centre of gra-

vity as shown in the diagrams

below

Lock the ropes below the ring

with a cable clamp or similar

device so as to prevent them

sliding, and lift the load

Observe all precautions regar-

ding the handling of loads

Stabilise the moving load by

hand

Observe all precautions regar-

ding the handling of loads

The load must not be allowed to sway by more than 15° in any direction when being lifted.

If swaying exceeds this amount, stop and repeat the lifting operation as instructed.

9

!"#$%!&

'%!"'() !"#$%! &

*!+($(%!,*-#$$!,.!%#$ /0&

!%! "#$!*!(!$

!,

#.%! 1#))!%)# #+(!$#($,%#.,(#.23

Identify the attachment points for lifting the gear unit. Refer to the diagrams given below.

10

!%! "#$!*!(!$

!,

#.%!

!"#$%!&

'%!"'() !"#$%! &

*!+($(%!,*-#$$!,.!%#$ /0&

1#))!%)# #+(!$#($,%#.,(#.23

11

1#))!%)# #+(!$#($,%#.,(#.23

!"#$%!&

'%!"'() !"#$%! &

*!+($(%!,*-#$$!,.!%#$ /0&

!%! "#$!*!(!$

!,

#.%!

12

!"#$%!&

'%!"'() !"#$%! &

*!+($(%!,*-#$$!,.!%#$ /0&

!%! "#$!*!(!$

!,

#.%! 1#))!%)# #+(!$#($,%#.,(#.23

13

!"#$%!&

'%!"'() !"#$%! &

*!+($(%!,*-#$$!,.!%#$ /0&

!%! "#$!*!(!$

!,

#.%! 1#))!%)# #+(!$#($,%#.,(#.23

14

PRECAUTIONS to be taken when returning the gear unit to service after storage.

The output shafts and external surfaces must be thoroughly cleaned of all rustproofing product,

contaminants and other impurities (use a standard commercial solvent).

Do this outside the explosion hazard area.

The solvent must not touch the seal rings as this may damage them, causing them to leak

If the oil or protective material used during storage is not compatible with the synthetic oil used

during the machine’s operation, the interior of the unit must be thoroughly cleaned before filling

with the operating oil.

The service life of the bearing grease is reduced if the unit is stored for more than 1 year.

The bearing grease must be synthetic.

• Prepare the gear unit for lifting by attaching straps, hooks and screw clamps etc. to its attachment points.

Alternatively, use a pallet to move the load. If using a crane, first lift the gear unit vertically out of its packa-

ging.

• If using a lift truck or pallet truck, remove the packaging and insert the truck’s forks at the indicated posi-

tions.

• First lift the load very slowly to check that it is stable.

• Move the gear unit to the unloading area and lower it gently into position, taking care not to tip it suddenly

in transit.

If the gear unit is already equipped with an electric motor, do not use the eyebolts on the mo-

tor casing for lifting, unless expressly specified.

4.3 - STORAGE

The following recommendations should be followed when storing the gear unit.

1. Do not store the unit in excessively humid conditions or where it is exposed to the weather (do not store

outdoors).

2. Do not place the gear unit directly on the ground.

3. Place the gear unit on a stable base and make sure that it is not subject to accidental displacement.

4. Store the packaged gear unit (if allowed) in accordance with the instructions on the packaging itself.

If the gear unit is to be stored for more than 6 months, the following additional precautions must be taken:

5. Cover all machined external surfaces with a rustproofing product such as Shell Ensis or other product

with similar properties and application range.

6. Fill the unit with lubricating oil and make sure the vent plug is positioned uppermost. Before putting the

unit into service, the oil used for storage must be drained and replaced with the correct quantity of re-

commended operating lubricant.

15

5.0 - INSTALLATION

5.1 - INSTALLING THE GEAR UNIT

The entire installation process must be planned as early as the general design phase of the ma-

chine. The person authorised to do the work must, if necessary, set out a safety plan to protect

the health and safety of all persons directly involved and apply all applicable legislation.

1. Carefully remove all packaging and protective product residue from the gear unit.

Pay particular attention to the mating surfaces.

2. Check that the data on the nameplate correspond to those specified in the purchase order.

3. Ensure that the structure to which the gear unit is to be mounted is sufficiently robust and rigid to support

its weight and operating stresses.

4. Check that the machine to which the gear unit is to be installed is switched off and cannot be accidentally

switched on again.

5. Make sure all mating surfaces are flat.

6. Make sure the shaft/shaft or shaft/ bore are perfectly aligned for coupling.

7. Fit suitable guards to protect against the gear unit’s external moving parts.

8. If the work environment is corrosive for the gear unit or any of its parts, follow the special precautions re-

quired for aggressive environments. In this case, contact the BONFIGLIOLI TRASMITAL sales service.

9. We recommend applying a protective paste to all gear unit/motor mating surfaces and other parts

(Klüberpaste 46 MR 401 or other product with similar properties and application range) to ensure optimal

coupling and protection against fretting corrosion.

10. In the case of outdoor installations fitted with an electric motor, protect the latter from direct sunlight and

the weather by means of guards or a casing. Also make sure that the assembly is properly ventilated.

5.1.1 - Flanged execution

Machine the coupling counterflange on the machine to which the gear unit is to be installed.

The flanges must be plane and machined with machine tools. Connect the output shaft to the driven compo-

nent as indicated in the drawings below.

Loose coupling Coupling with interference

Solid shaft Hollow shaft Solid shaft Hollow shaft

Ø d h6 Ø D G7 Ø d h6 Ø D P7

Ø d k6 Ø D F7 Ø d k6 Ø D M7

Ø d m6 Ø D F7 Ø d m6 Ø D K7

Ø d r6 Ø D E7 Ø d r6 Ø D H7

Recommended tolerances

16

300...307

309...321 gear units - male output shaft motor execution

These gear units are fitted with two spigots. When machining the coupling flanges, one spigot may be suffi-

cient if the output shaft is not subject to overhung loads or loads are less than 60% of the permissible load.

For heavier loads, the mounting must use both spigots on the gear unit.

If the gear unit is instead required to transmit high torque or is subject to heavy shock loads and inversions in

the direction of rotation, the counterflange must be drilled to accept the spigots.

At the time of installation, move the spigots mounted on the gear unit forward into the counterflange by an

amount equal to their diameter. See diagram below:

0.07 BB

0.15B

0.1 / 100 B

3.2

3.2

3.2

b = d

0.1 / 100 B

B

0.15B

3.2

3.2

0.20 B

0.05 B

309...321

R 60% Rn

For machining the spigot on the driven machine, refer to the diagrams below:

300...307 gear units - male output shaft motor execution

17

Mounting with hollow splined shaft

Ensure that the gear unit and driven shaft are aligned and that the latter is not subject to flexing during ope-

ration. See diagram below:

300...321

Flanged gear unit mounting bolts

For maximum transmitted torques greater than or equal to 70% of the torque indicated as M2max, and with fre-

quent inversions of the direction of rotation, use at least class 10.9 bolts.

300 301 303 305 306 307 309 310 311 313 315 316 317 318 319 321

Bolt M10 M10 M12 M12 M14 M16 M16 M16 M16 M20 M20 M20 M30 M24 M30 M30

Quantity 8 8 10 10 12 10 12 15 24 30 20 30 24 32 30 36

Class 8.8 8.8 8.8 8.8 8.8 8.8 8.8 8.8 8.8 8.8 8.8 8.8 8.8 8.8 8.8 8.8

Tightening

torque (Nm)50 50 85 85 135 200 200 200 200 400 400 400 1400 700 1400 1400

5.1.2 - Foot mounting

Foot-mounted motor execution

Gear units of this type must be mounted on a suitably rigid base, machined flat with a planarity error margin

of no more than 0.2 mm / 100 mm.

See diagram below:

300...321

300 301 303 305 306 307 309 310 311 313 315 316 317 318 319 321


Quantity 4 4 4 4 4 4 4 4 4 4 8 8 8 8 4 8

Class 8.8 8.8 8.8 8.8 8.8 8.8 8.8 8.8 8.8 8.8 8.8 8.8 8.8 8.8 8.8 8.8

Tightening

torque (Nm)200 200 200 200 400 700 700 700 1400 1400 1400 2500 1400 2500 6000 6000

Foot-mounted gear unit mounting bolts

18

5.1.3 - Shaft mounting

Mount the torque arm with bolts of at least class 8.8 tightened to a torque of 70% of their failure stress. Clean

and degrease both the internal coupling surface of the gear unit shaft and the external coupling surface of

the machine’s driven shaft.

Mount the shrink disk to the gear unit’s shaft after lightly lubricating its entire outer surface. Snug down a

first set of 3 bolts located at the corners of an equilateral triangle (for example: bolts in pos. 1-5-9 of the dia-

gram below). Fit the gear unit to the driven shaft.

Tighten down the bolts (following the triangular pattern) in a circular direction, repeating the operation seve-

ral times until all bolts are tightened to the torque specified in chart 2, in accordance with the type of

disk/gear unit.

N.B.: Do not tighten down diametrically opposed bolts in sequence.

3.2

3.2

3.2

3.2

300...321

Do not use molybdenum bisulphide or any other grease, which could reduce the friction of

the mating surfaces and affect the performance of the shrink disk.

300...321

300 301 303 305 306 307 309 310 311 313 315 316 317 318 319 321


Quantity 8 10 12 12 9 12 8 8 10 10 12 15 18 21 24 21

Class 10.9 10.9 10.9 10.9 10.9 10.9 10.9 10.9 10.9 10.9 10.9 10.9 10.9 10.9 10.9 10.9

Tightening

torque (Nm)12 12 30 30 58 58 250 250 250 250 490 490 490 490 490 840

Shrink disk mounting bolts

19

Locate the closed oil plug used during shipping and replace it with the vent plug supplied in the

shipment.

5.1.4 - Installing accessories on solid input and output shafts

Do not use hammers or other tools that might damage the gear unit’s shafts or bearings when

mounting external parts. Instead, proceed as illustrated in the diagram below:

Bolt (1) and spacer (2) are not included in the consignment.

To minimise the loads on the shaft bearings, when mounting transmission mechanisms with asymmetrical

hubs use the configuration shown in diagram (A) below:

Proceed with the installation as follows:

1. Place the gear unit in the vicinity of the installation area.

2. Mount the gear unit and secure it to the structure at the points provided. The gear unit should be secured

to the structure at all the mounting points (bores) on the mount provided (feet or flange).

3. Tighten down the mounting bolts and check that the service plugs are screwed down to the torques given

in the chart.

(A)

Mounting pulleys

Clean all parts before installing them. When installing belt drive pulleys, the shafts must be parallel with their

pulleys aligned.

Do not over tension the drive belt as this can damage the bearings.

20

300 301 303 305 306 307 309 310 311 313 315 316 317 318 319 321

MC M12 M12 M20 M20 M20 M20 – – – – – – – – – –

HC M16 M16 M20 M20 M20 M20 M24 M24 M24 M24 M24 – – – – –

PC M12 M16 M20 M20 M20 M20 M24 M24 M24 M24 M24 – – – – –

VK – – M20 M20 M24 M24 M24 M24 M24 M30 M30 – – – – –

Shaft end: threads

!

316 317

319 321318

300...315

HC-PC HC-PC

HC-PCHC-PCHC-PC

21

Installing accessories on splined shafts

Do not use hammers or other tools that might damage the gear unit’s shafts or bearings when

mounting external parts. Instead, proceed as illustrated in the diagram below:

MZ-HZ

5.2 - INSTALLING THE ELECTRIC MOTOR

Further to all the precautions indicated above, when installing a standard IEC 72-1 electric motor, the follo-

wing precautions must also be observed:

• Do not force the coupling and do not use inappropriate tools during assembly. Take care not to damage

the flat/cylindrical coupling surfaces.

• Do not force the rotary coupling mechanisms with heavy overhung or thrust loads.

• To facilitate assembly, use a lubricating synthetic oil paste such as Klüberpaste 46 MR 401 or another pro-

duct with similar properties and application range.

• Provided all the above checks have been performed and passed and all other instruc-

tions in this manual have been strictly observed, an electric motor with ATEX rating

equal to or greater than that of the gear unit may be installed, thus forming a gearmotor

which itself complies with the provisions of Directive 94/9/EC.

If, instead, the assembly of the motor to the gear unit requires actions other than those

prescribed in this Manual or one or more of the manual’s prescriptions have not been

satisfied, the User shall be responsible for analysing the risks attendant on this particu-

lar motor/gear unit combination. The risk analysis is in any case obligatory if the motor

is powered by an inverter.

Only in this way, and subject to self-certification by the assembler, shall the assembly,

including the gear unit itself, be compliant with the requirements of Directive 94/9/EC.

Always use the stop end plate supplied with the gear unit.

22

5.3 - INSTALLING THE HYDRAULIC MOTOR

Connecting the hydraulic motor

Remove the protective plug.

Hydraulic motor mountings are available in two versions:

a) Version with O-ring oil gasket between motor flange and gear unit.

In this case, mount the gasket to ensure an oil tight seal between the motor and gear unit, taking care to fit it

correctly in its seat without damaging it.

b) Version with gasket already mounted to the coupling.

In this case no special intervention is required to ensure an oil tight seal since this is already provided by the

motor coupling. Merely smear the motor shaft with grease.

In both cases, clean the spigot and the coupling where the motor is to be fitted, fit the motor and tighten

down the flange mounting bolts.

Always use bolts rated to at least class 8.8.

23

5.4 - CONNECTING THE HYDRAULIC BRAKE

On gear units designed for coupling to hydraulic motors and fitted with a brake, connect the brake control fit-

ting to the hydraulic circuit at the time of assembly.

Start-up

The minimum pressure to release the brake (see chart) must be less than 320 bar.

Technical data

NOTE: The static torque Mbs is the maximum torque the brake can exert.

Under dynamic loads the braking torque is reduced. The actual Mbs values can vary from -5% to +15% of the

rating given in the chart.

4... 5... 6...

A B D F H K L B C E G K B C E G K L

Braking torque Mbs [daNm] 5 10 16 26 33 40 44 40 50 63 80 100 85 110 150 210 260 320

Minimum release

pressurebar 10 20 30 20 25 30 33 20 27 20 25 32 14 19 25 19 24 28

Max. pressure bar 320

Weight kg 10 18 35

Brake

Characteristics

24

Installing the gearmotor

If a gearmotor is supplied fully assembled, follow the precautions and instructions given above when moun-

ting to the machine.

For the electrical and hydraulic connection, refer instead to the two sample diagrams below. These are gene-

ric only since each specific installation has its own special requirements, which must be evaluated on a per

case basis by the Manufacturer.

Drive with electric motor.

25

If this is not possible because the circuit must also actuate other equipment at a higher pressure, or the con-

trol valve is of the closed centre type and the motor drives components with high inertia, auxiliary pressure

relief valves must be installed as close as possible to the motor.

a) Connecting to the hydraulic circuit

The motor can be installed on both a closed and open loop circuit.

In the case of an open circuit installation, the solenoid valve or control valve may be of either the closed cen-

tre or open type.

The circuit line corresponding to the hydraulic motor delivery port must always be equipped with a pressure

relief valve calibrated to a pressure no greater than the motor’s pmax. Refer to the hydraulic circuit diagrams

below.

Closed loop circuit Open loop circuit

RV = pressure relief valves calibrated to pRV pmax.

Drive with TRASMITAL MG orbital hydraulic motor

In addition to the instructions governing installation of the gear unit, the following instructions should also be

observed when installing a hydraulic motor.

Closed centre control valve

Open centre control valve

RV = pressure relief valves calibrated to pRV pmax.

26

b) Connecting drain hole T

Standard motors are supplied without a drain hole. In this case the motor is equipped with internal drainage.

This meets the requirements of the majority of applications with intermittent duty and an average drive pres-

sure of less than 50% of the motor’s maximum rated pressure.

When duty is continuous or intermittent with an operating percentage greater than 50% and the average dri-

ve pressure is greater than 50% of the rated maximum pressure, the motor must be ordered with external

drainage and drain hole T must be connected to the tank. Refer to the diagrams below:

c) Brake control

Gearmotors equipped with a brake, are available in two motor executions:

B02P or P01S.

Brake control is internal on the B02P version, and is controlled directly by the motor.

The brake control pressure must instead be supplied by an auxiliary line of the brake control circuit on the

P01S version.

Refer to the diagrams below:

d) Type of hydraulic fluid

Use hydraulic mineral fluid with viscosity ISO VG 46 (46 Cst at t = 40°C).

During operation, the fluid temperature should remain within the range +30°C to +70°C.

B02P P01S

Internal drainage External drainage

Closed loop circuit Open loop circuit

P01S

27

e) Filtering

To ensure the motor’s reliable operation and long service life, the hydraulic circuit must be equipped with a

filter capable of guaranteeing the following purity levels:

grade9 NAS 1638

grade6 SAE

grade18/15 SO DIS 4406

Drive with hydraulic motor

All motors must be charged with hydraulic fluid before being operated and during installation.

Position the drain hole so that it is positioned uppermost for charging with fluid.

Make sure the hoses are routed in such a way as to prevent the motor casing from emptying and hence, pre-

vent air pockets from forming which may affect pump suction during operation.

A - B = Supply lines

T = Drainage

28

INDUSTRIAL INSTALLATIONS MOBILE MACHINES

ISO standards .. with EP characteristics SAE standards .. with API GL5 characteristics

Ambient

temperature-10°C / +30°C +10°C / +45°C -20°C / +60°C -20°C / +30°C +10°C / +45°C

ISO VG 150 ISO VG 220 ISO VG 150-220 SAE 80W/90 SAE 85W/140

AGIP BLASIA 150 BLASIA 220 BLASIA S220 ROTRA MP ROTRA MP

ARAL DEGOL BG 150 DEGOL BG 220 DEGOL GS 220 GETRIEBEOL HYP GETRIEBEOL HYP

BP-MACHENERGOL

GR XP 150

ENERGOL

GR XP 220

ENERSYN

HTX 220HYPOGEAR EP HYPOGEAR EP

CASTROL ALPHA SP 150 ALPHA SP 220 ALPHASYN PG 150 HYPOY HYPOY

CHEVRONN.L. GEAR

COMPOUND 150

N.L. GEAR

COMPOUND 220

UNIVERSAL GEAR

LUBRICANTE

UNIVERSAL GEAR

LUBRICANTE

ELFREDUCTELF

SP150

REDUCTELF

SP 220

ELF ORITIS 125 MS

ELF SYNTHERMA P20TRANSELF8 TRANSELF8

ESSO SPARTAN EP 150 SPARTAN EP 220 GLYCOLUBE 220 GEAR OIL GX GEAR OIL GX

PONTONIC MP PONTONIC MP

FINA GIRAN 150 GIRAN 220

I.P. MELLANA150 MELLANA220 TELESIA OIL 150 PONTIAX HD PONTIAX HD

KLUBERKLUBEROIL

GEM1-150

KLUBEROIL

GEM1-320

KLUBERSYNT

GH 6-220

Q8 GOYA 150 GOYA 220 EL GRECO 220

MOBIL MOBILGEAR 629 MOBILGEAR 630 SHC 630 MOBILUBE HD MOBILUBE HD

SHELL OMALA EP150 OMALA EP220 TIVELA OIL SA SPIRAXHD SPIRAX HD

TOTAL CARTER EP 150 CARTER EP 220 TRANSMISSION TM TRANSMISSION TM

Synthetic oil.

Brake lubrication

The hydraulic multi-disk brakes are lubricated with the same oil as the gear unit.

Only synthetic lubricants may be used on gear units conforming to European Directive

94/9/EC. Refer to the above chart for the brand and type.

Plug thread Pitch Tightening torque

[Nm]

M14 1,5 15 - 20

M16 1,5 15 - 20

M18 1,5 15 - 20

M20 1,5 20 - 30

M22 1,5 20 - 30

M24 1,5 20 - 30

M30 2 30 - 40

M42 3 40 - 50

Plug thread Pitch Tightening torque

[Nm]

1/8" 28 10 - 15

1/4" 19 10 - 15

3/8" 19 15 - 20

1/2" 14 20 - 30

3/4" 14 20 - 30

1" 11 30 - 40

5.5 - LUBRICATION

Before starting up the gear unit, it must be charged with lubricant to the level corresponding to its specified

mounting position.

The lubricant and its relative viscosity should be selected from the following chart, in accordance with the

type of duty and ambient temperature.

If the gear unit is supplied ready charged with lubricant, replace the closed shipping plug with the

vent plug included in the shipment before installing it.

(A1)

(A2)

29

6.0 - TESTING THE GEAR UNIT

The gear unit has been factory tested by the Manufacturer. Before start-up, make sure that:

• the machine incorporating the gear unit complies with the provisions of the “Machinery Directive” 98/37/EC

and any other applicable safety legislation

• the gear unit’s mounting position in the installation corresponds to that prescribed and indicated on the na-

meplate

• the electrical power supply is suitable and operational as prescribed in EN 60204-1, and is grounded as

per EN 50014

• the motor’s electric power supply corresponds to that prescribed and is within +/-5% of the rated value

• the hydraulic system is suitable and operational, and the oil in the hydraulic motor’s lubrication circuit con-

forms to ISO VG 46. It must be filtered with a maximum grade of 10 µm and contamination level less than

or equal to class 9 as per NAS 1638 or 18/15 as per ISO/DIS 4406

• there are no signs of lubricant leaks from the plugs or gaskets

• the vent plug is not obstructed by dirt or paint

• the unit does not run noisily or with excessive vibration.

Before starting up the unit, check and make sure that:

• the unit is not assembled in a potentially explosive atmosphere (oil, acid, gas, vapour, radia-

tion) and is free of dust build ups greater than 5 mm in depth

• during operation the gear unit is sufficiently ventilated and is not subject to radiation from exter-

nal heat sources

• during operation the cooling air does not exceed 40 °C

• the oil level check and filler plugs and the vent plugs are all easily accessible

• all accessories mounted to the gear unit are ATEX certified

• gear units with hollow shafts, with or without shrink disk, have been correctly mounted as de-

scribed in this manual

• the gear unit has been thoroughly cleaned after installation

• all guards are installed to prevent accidental contact between operators and the unit’s rotary

moving parts, and seals are oil tight

7.0 - USING THE EQUIPMENT

Before putting the gear unit into service, the User must ensure that the plant in which it is installed complies

with all applicable directives, especially those regarding health and safety at work.

The gear unit may not be used in areas and environments:

• with highly corrosive/abrasive vapours, smoke or dust.

• in direct contact with loose food products.

Danger zones and exposed persons:

The danger zone of the gear unit is the protrusion of the shaft which constitutes a hazard for exposed

persons in direct contact with it (crushing, shearing, trapping). In particular, when the gear unit is

operating in automatic mode in an accessible area, the shaft must be protected by a guard.

30

8.0 - MAINTENANCE

Maintenance and replacement work must be carried out by expert maintenance technicians

trained in the observance of applicable laws on health and safety at work and the special am-

bient problems attendant on the installation.

Before doing any work on the unit, the operator must first switch off power to the gear unit

and ensure that it is out of service, as well as taking all necessary precautions against it being

accidentally switched on again or its parts moving without warning (due to suspended loads

or similar external factors).

Furthermore, all additional environmental safety precautions must be taken (e.g. elimination

of residual gas or dust, etc).

• Before doing any maintenance work, activate all the safety devices provided and, if necessary, inform per-

sons working in the vicinity. Cordon off the area around the unit and prevent access to any equipment

which, if activated, might be the cause of unexpected health and safety hazard.

• Replace worn components with original spare parts.

• Use the lubricants (oil and grease) recommended by the Manufacturer.

• When working on the gear unit always replace all gaskets and seals with original new ones.

• If a bearing requires replacement, it is good practice to also replace the other bearing supporting the same

shaft.

• We recommend replacing the lubricating oil after all maintenance work.

The above instructions are aimed at ensuring efficient and safe operation of the gear unit.

The Manufacturer declines all liability for injury to persons and damage to components due to the use of

non-original spare parts and non-routine work that modifies the safety requirements without the Manufactu-

rer’s express prior authorisation.

Refer to the specific spare parts catalogue when ordering spare parts for the gear unit.

Do not dump polluting liquids, worn parts and maintenance waste into the environment.

Dispose of all such materials as specified by applicable legislation.

• Observe the routine inspection and maintenance schedule to ensure the unit’s correct opera-

tion and the effectiveness of the explosion protection.

• Always apply fresh Loctite 510 or other product with similar properties and application range to

all disassembled threads.

• Before servicing or repairing internal components, allow the gear unit to cool down completely

before opening the casing so as to avoid burns from parts which are still hot.

• On completion of maintenance work, make sure that all safety measures and equipment have

been applied and reset.

• Clean the gear unit thoroughly after maintenance and repair work.

• On completion of maintenance, tighten all vent, filler and level plugs to their specified torques

(chart A1).

• On completion of any maintenance work all seals must be refitted and sealed as prescribed.

• Regardless of the type of gear unit, whenever a seal ring is replaced its lips should be smea-

red with a thin layer of grease (Fluorocarbon gel 880 ITP or other product with similar proper-

ties and application range) before assembly.

• Use only original spare parts for repairs.

31

8.1 - ROUTINE MAINTENANCE

Keep the gear unit at its maximum efficiency by following the routine maintenance schedule.

Good maintenance ensures the unit’s maximum performance, extended service life and conti-

nued compliance with safety regulations.

Frequency Component Type of check Action

at start Gear unit casing

Check that the external

temperature does not exceed

75-80 °C

Stop the machine and contact

Bonfiglioli Trasmital’s Technical

Service

after 200 hrs

Original consignment

lubricantReplace Replace with new lubricant

External fasteners Check locking torqueTighten down to specified

torque

1000 hrsExternal seals and

gaskets

Check oil level

Check for leaks by eye

Service or replace components

as required

2500 hrs Lubricant Replace Replace with new lubricant

5000 hrsGear unit seals and

gaskets

Inspect carefully for wear/age-

ing of external sealsReplace if aged/worn

For installations in zones 21 and 22 the User must schedule and implement a regular clea-

ning programme for all surfaces and recesses to avoid dust build-ups of more than 5 mm

in depth.

Every 1000 hrs. of operation or after 6 months:

• Measure the surface temperature at the coupling between the gear unit and motor, and at the

points which are most shielded from the motor’s cooling fan. The maximum temperature must

not be more than 75-80°C, nor may this value be exceeded during operation.

Every 5000 hrs. of operation:

• Change the synthetic oil and bearing grease if the gear unit is not life lubricated.

• Replace all externally accessible seal rings unless this has already been done as a result of

problems occurring before the scheduled maintenance deadline.

(A3)

32

8.2 - OIL CHANGES

1. Place an adequate container under the drain plug.

2. Remove the filler and drain plugs and allow the oil to drain out.

The oil will drain better if it is warm.

3. Wait for a few minutes until all the oil has drained out, then screw the drain plug back on after first chan-

ging the plug seal.

4. Fill with new oil until it reaches the level mark. Do not mix oils of different makes or specifications

and check that the oil is highly resistant to foaming and is EP rated.

5. Tighten down the filler plug after changing its seal.

The gear unit may be supplied with or without lubricant, as requested by the User. The quan-

tity of charge oil required is specified in the Sales Catalogue. This specification is however,

approximate, and reference must always be made to the mark on the level plug, the placement

of which depends on the mounting position specified in the purchase order.

Life lubricated gear units which are not subject to external contamination do not normally require pe-

riodic lubricant changes. If the same type of oil as that already in use is not available, drain the gear unit

casing completely and wash its interior thoroughly with a light solvent before refilling with the new lubricant.

If a leak is found, identify the cause of the fault and repair it before topping up the lubricant

and operating the unit.

Lubricants, solvents and detergents are toxic/harmful to health:

- they may cause irritation in direct contact with the skin

- they may cause intoxication if inhaled

- they may be fatal if swallowed.

Handle them with care using suitable individual safety equipment. Do not dump them into the environment

and dispose of in accordance with applicable legislation.

8.3 - CHECKING OPERATIONAL EFFICIENCY

• Remove any dust from the gear unit and motor casings.

• Check that the noise generated at continuous load does not vary. Excessive vibration or noise can indicate

wear of the gear train or failure of a bearing.

• Check the power absorption and voltage against the rated values given on the motor’s nameplate.

• Check the wear of the friction surfaces and braking gasket on the brake motors (if fitted) and, if necessary,

adjust the gap.

• Check for lubricant leaks from the gaskets/seals, plugs and casings.

• Check all bolted couplings for wear, deformation and corrosion and tighten them down fully, but without

over tightening.

8.4 - CLEANING

Remove all dust and process waste from the gear unit. Do not use solvents or other products that are incom-

patible with the unit’s construction material and do not direct high pressure jets of water at the gear unit.

33

9.0 - REPLACING PARTS

• Immediately replace parts and components if they are not able to guarantee safe and reliable ope-

ration.

• Never improvise repairs.

• The use of non-original spare parts not only renders the warranty null and void but can jeopardise

the gear unit’s operation.

9.1 - REMOVING THE MOTOR

If during operation the mobile coupling between the motor and gear unit has not rusted significantly, it should

be possible to remove the motor without applying excessive force.

If instead, it proves difficult to remove the motor, do not use screwdrivers or levers to apply force as this may

damage the flanges and mating surfaces, but proceed as illustrated below.

1. Drill and thread the motor shaft (fan side).

2. Screw an impact extractor tool into the bore.

3. Undo the bolts fixing the motor to the gear unit.

4. Detach the motor by means of the inertial force of the extractor.

9.2 - DECOMMISSIONING THE GEAR UNIT

The unit must only be taken out of service by operators trained in the observance of applicable laws on he-

alth and safety at work.

Do not dump non-biodegradable products, lubricants and non-ferrous materials (rubber, PVC, resins, etc.)

into the environment. Dispose of all such materials as stipulated by established environmental legislation.

Do not re-use parts or components which appear to be in good condition after they have been chec-

ked or replaced by qualified personnel and declared unsuitable for use.

34 34

10.0 - TROUBLESHOOTING

The following information is intended to serve as an aid in locating and eliminating defects and faults. In

some cases, problems may be caused by the plant or machine to which the gear unit is assembled and hen-

ce, the cause and remedy will be described in the Manufacturer’s technical documentation for the machi-

ne/plant in question.

FAULT CAUSE REMEDY

Bearing temperature too high

Oil level too low Top up oil level

Oil spent Replace oil

Defective bearings Contact authorised workshop

Operating temperature too high

Oil level too high Check oil level

Oil spent Replace oil

Contaminant in oil Replace oil

Abnormal running noise

Gears damaged Contact authorised workshop

Bearing axial backlash too high Contact authorised workshop

Bearings defective or worn Contact authorised workshop

Excessive load appliedCorrect load to rated values given

in Sales Catalogue

Contaminant in oil Replace oil

Abnormal noise at gear unit

mounting

Mounting bolts loose Tighten bolts to specified torque

Mounting bolts worn Replace bolts

Oil leaks


Casing/coupling seals inadequate Contact authorised workshop

Gaskets worn Contact authorised workshop

Gear unit does not run or runs

with difficulty

Oil viscosity too highReplace oil (see recommended

lubricant chart)


Excessive load appliedRedesign drive for actual load

required

Output shaft does not turn with

motor runningGears damaged Contact authorised workshop

35

ANNEX 1 - CHECKING THE OIL LEVEL ON ATEX-SPECIFIED GEAR UNITS

Gear units are normally fitted with oil level check plugs.

To check the oil level, first identify the level plug.

- Horizontal position:

Remove the plug and insert a bar of the right size in the hole and of the shape shown in the fi-

gure.

- Vertical position:

Use a rod to check that the oil level is between the MIN and MAX marks, then screw the plug

back in.

If the level is more than 3 mm below the spill level, top up and check the reason for the drop in oil

level.

Gear units conforming to Directive 94/9/EC and designed for a vertical mounting position, are

normally equipped with an oil expansion chamber fitted with service plugs for filling, checking the

oil level and venting internal overpressure.

N.B.: MAKE SURE THE ROD IS

POSITIONED FLAT AGAINST THE

EDGE OF THE THREADED HOLE

36

ANNEX 2 - LUBRICANT CHARGE QUANTITY

N.B. The quantities indicated are approximate only. Fill the unit according to the position of the level

plug or level rod supplied with the gear unit.

Type TypeMounting position Mounting position

A T O B0 U* P*

300

L1 0.6 1.0 0.9

300

R2 1.2 1.7 1.5

L2 0.9 1.3 1.2 R3 1.5 2.0 1.8

L3 1.2 1.6 1.5 R4 1.8 2.3 2.1

L4 1.5 1.9 1.8

301

L1 0.8 1.2 1.1

301

R2 1.6 2.1 1.9

L2 1.1 1.5 1.4 R3 1.9 2.4 2.2

L3 1.4 1.8 1.7 R4 2.2 2.7 2.5

L4 1.7 2.1 2.0

303

L1 1.3 2.3 2.0

303

R2 2.2 2.8 2.6

L2 1.6 2.6 2.3 R3 2.5 3.1 2.9

L3 1.9 2.9 2.6 R4 2.8 3.4 3.2

L4 2.2 3.2 2.9

305

L1 1.6 2.6 2.4

305

R2 2.5 3.1 2.9

L2 2.1 3.1 2.9 R3 3.0 3.6 3.4

L3 2.4 3.4 3.2 R4 3.3 3.9 3.7

L4 2.7 3.7 3.5

306

L1 2.5 3.5 3.2

306

R2 4.0 5.0 4.8

L2 3.3 4.3 4.0 R3 4.8 5.8 5.6

L3 3.6 4.6 4.3 R4 5.1 6.1 5.9

L4 3.9 4.9 4.6

307

L1 3.5 5.0 4.5

307

R2 6.0 8.0 7.0

L2 4.5 6.0 5.5 R3 7.0 9.0 8.0

L3 5.0 6.5 6.0 R4 7.5 9.5 8.5

L4 5.3 6.8 6.3

309

L1 4.0 5.5 5.0

309

R2 6.5 8.5 7.5

L2 5.0 6.5 6.0 R3 7.5 9.5 8.5

L3 5.5 7.0 6.5 R4 8.0 10 9

L4 5.8 7.3 6.8

310

L1 5.0 6.5 6.0

310L2 6.3 7.8 7.3 R3 11 13 12

L3 7.1 8.6 8.1 R4 12 14 13

L4 7.4 8.9 8.4

311

L1 7.0 12 10

311

R2 14 19 17

L2 9.0 14 12 R3 16 21 19

L3 10 15 13 R4 17 22 20

L4 10.5 15.5 13.5

313

L1 9.0 14 12

313

R2 16 21 19

L2 11.5 16.5 14.5 R3 19 24 22

L3 12.5 17.5 15.5 R4 20 25 23

L4 13 18 16

315

L1 15 23 19

315L2 19 27 23 R3 27 35 31

L3 21 29 25 R4 30 38 34

L4 22 30 26

316

L1 18 26 22

316L2 22 30 26 R3 30 38 34

L3 24 32 28 R4 33 41 37

L4 25 33 29

317

L1 20 35 30

317L2 26 41 36 R3 38 52 48

L3 29 44 39 R4 42 56 52

L4 30 45 40

318

L1 25 40 35

318L2 35 50 45

L3 40 55 50 R4 48 63 58

L4 43 58 53

319

L1 35 55 45

L2 45 65 55

L3 50 70 60

L4 53 73 63

321

L1 35 55 45

L2 50 70 60

L3 56 76 66

L4 60 80 70

37

NOTE: In combined gear units, lubrication of the planetary stage is separate from that of the worm (3/V) or

helical bevel (3/A) stages.

AA - EA - FD AF - EF - FE AE - EE - FF AD - ED - FATA - TE - TF - TD

VA - VC - VF -IO

OA - OE - OF- OD

QA - QE - QF- QD

input input input input input input

P(IEC) HSP(IEC)

HS

P(IEC)

HS

P(IEC)

HS

P(IEC)

HS

P(IEC)

HS

3/V 00 L3 0.90.12 0.12

0.90.12

0.90.12

0.90.12

1.30.12

1.20.12

3/V 01 L3 1.1 1.1 1.1 1.1 1.5 1.4

3/V 03 L3 1.6 0.25 0.25 1.6 0.31 1.6 0.31 1.6 0.38 2.6 0.31 2.3 0.25

3/V 05 L3 2.1 0.38 0.38 2.1 0.43 2.1 0.43 2.1 0.52 3.1 0.52 2.9 0.38

3/V 06 L3 3.30.64 0.64

3.30.76

3.30.76

3.30.85

4.30.76

40.76

3/V 10 L4 7.1 7.1 7.1 7.1 8.6 8.1

3/V 07 L3 4.5

2.4 2.8

4.5

2.6

4.5

2.6

4.5

1.7

6

1.9

5.5

1.93/V 11 L4 10 10 10 10 15 13

3/V 13 L4 13 13 13 13 18 16

3/V 09 L3 5

4.3 4.5

5

3.9

5.0

3.9

5

3.0

6.5

3.5

6

3.53/V 10 L3 6.3 6.3 6.3 6.3 7.8 7.3

3/V 15 L4 21 21 21 21 29 25

3/V 16 L4 24 24 24 24 32 28

3/V 11 L3 9

7.8 9.6

9

6.7

9

6.7

9

5.0

14

5.5

12

5.53/V 13 L3 12 12 12 12 17 15

3/V 17 L4 29 29 29 29 44 39

3/V 15 L3 19

11 15

19

8.9

19

9.4

19

7.5

27

9.5

23

9.53/V 16 L3 22 22 22 22 30 26

3/V 18 L4 40 40 40 40 55 50

3/V 19 L4 50 50 50 50 70 60

3/V 17 L3 2623 28

2616.8

2617.5

2610.7

4117

3617

3/V 21 L4 56 56 56 56 76 66

oil [l]

Life lubrication

AA - EA - FDTA - TE - TF - TD

VA - VC - VF -IO

OA - OE - OF- OD

QA - QE - QF- QDAD - ED - FA AF - EF - FE AE - EE - FF

3/A 00 L2 0.60 1.4 1.0 1.4 0.9 1.4 0.6 1.4 0.6 1.4 0.6 1.4

3/A 01 L2 0.80 2.3 1.2 2.3 1.1 2.3 0.8 2.3 0.8 2.3 0.8 2.3

3/A 03 L2 1.3 3.2 2.3 3.2 2.0 3.2 1.3 3.2 1.3 3.2 1.3 3.2

3/A 05 L2 1.6 4.0 2.6 4.1 2.4 4.1 1.6 4.7 1.6 5.2 1.6 4.4

3/A 06 L2 2.5 4.9 3.5 8.1 3.2 4.7 2.5 8.4 2.5 11 2.5 9.2

3/A 07 L2 3.5 6.8 5.0 8.1 4.5 12 3.5 15 3.5 18 3.5 15

oil [l]

Life lubrication

38

INDEX OF REVISIONS (R)

We reserve the right to implement modifications without notice.This catalogue cannot be reproduced, even partially, without prior consent.

R1

Amended section 8.1 "Routine maintenance".

COD. 7.998.3.3.01.7 R1

31

w w w . b o n f i g l i o l i . c o m

300

MOBILE EQUIPMENT

AND WIND ENERGY SOLUTIONS

INDUSTRY PROCESS

AND AUTOMATION SOLUTIONS

www.dexteraxle.com

OPERATION MAINTENANCE SERVICE MANUAL600 - 8,000 lb. Axles & Related Components

IntroductionThis manual is designed to provide information for you to understand, use,

maintain, and service your trailer running gear system. Your axles are

manufactured by Dexter Axle. The Dexter product line, the most complete

in the industry, is the result of over 30 years of experience in the design,

testing and manufacturing of trailer axles. The Dexter running gear system

consists of spindles, hubs, drums, and brakes which are engineered to

provide you the finest towing and stopping performance currently available

in the industry today.

Two Dexter philosophies are at work to provide you the best product

available and have enabled us to maintain our position of leadership. First,

we operate on the theory that “there is always a better way” for a product to

operate, to be manufactured, and/or to be serviced. We are constantly

striving to find that better way.

Secondly, we maintain wall-to-wall production control so that all the major

components of your running gear system are manufactured in Dexter

facilities under our strict quality control standards. These manufactured

components include the axle beam, hubs, drums, spindles, brakes, magnets,

and most of the steel stampings used in the attachment of your axle to your

trailer. Dexter has the most complete, state-of-the-art manufacturing facilities

which enable us to provide you, the trailer owner, with the finest product

possible.

For all your running gear needs...

Visit us online atwww.dexteraxle.com

-2-

Tabl

e of

Con

tent

sIntroduction

Important Safety Notice ......................................................................... 4

Getting Started - Setup and Adjustment ............................................... 4

Braking Systems - ElectricElectric Brakes ....................................................................................... 5

Features ................................................................................................. 6

Parking Brake Option .................................................................... 6

Self Adjusting Feature .................................................................. 6

Brake Controllers .......................................................................... 7

Typical Trailer Wiring .................................................................. 10

How To Use Your Electric Brakes Properly ............................... 11

Trailer Wire Size Chart ............................................................... 11

Synchronizing Your Trailer Brakes ............................................. 12

General Maintenance - Electric Brakes .............................................. 13

Brake Adjustment ....................................................................... 13

Brake Cleaning and Inspection .................................................. 14

Brake Lubrication ........................................................................ 14

Magnets ............................................................................................... 15

Shoes and Linings ............................................................................... 16

Introduction to Troubleshooting ........................................................... 17

Troubleshooting ................................................................................... 17

Troubleshooting Chart - Electric ................................................. 18

How to Measure Voltage ............................................................ 20

How to Measure Amperage ........................................................ 20

Magnet Amperes Chart .............................................................. 21

Braking Systems - HydraulicHydraulic Brakes ................................................................................. 23

Hydraulic Brake Operation .................................................................. 24

Duo-Servo ................................................................................... 24

Uni-Servo .................................................................................... 24

Self-Adjusting Mechanism for 121/4" Brakes .............................. 25

Hydraulic Parking Brake Option ................................................. 25

Disc Brakes ................................................................................. 27

Actuation Systems ............................................................................... 28

Electrical Schematic ................................................................... 28

Troubleshooting Guide ............................................................... 29

General Maintenance - Hydraulic Brakes ........................................... 31

Drum Brake Adjustment - Manual .............................................. 31

Wheel Cylinders .......................................................................... 32

Brake Lines ................................................................................. 32

Shoes and Linings ...................................................................... 32

Hardware ..................................................................................... 33

Instructions for Brake Caliper Kit - 3.5K Disc Brakes ................ 33

Instructions for Brake Rotor Kit - 3.5K Disc Brakes ................... 34

Instructions for Brake Rotor Kit - 6K or 8K Disc Brakes ............ 36

Instructions for Brake Pad Kit - 6K or 8K Disc Brakes .............. 37

Instructions for Brake Caliper Kit - 6K or 8K Disc Brakes ......... 39

Introduction to Troubleshooting ........................................................... 41

Troubleshooting Chart - Hydraulic ............................................. 42

-3-

Table of Contents

Hubs/Drums/BearingsHubs/Drums/Bearings ................................................................. 44

Hub Removal - Standard Bearings ............................................ 44

Brake Drum Inspection ............................................................... 45

Bearing Inspection ...................................................................... 46

Bearing Lubrication - Grease ..................................................... 47

Bearing Lubrication - Oil ............................................................. 48

Recommended Wheel Bearing Lubrication Specifications ........ 48

Seal Inspection and Replacement .............................................. 49

Bearing Adjustment and Hub Replacement ............................... 50

Typical E-Z Lube® After Spring 2002 ........................................ 50

E-Z Lube® Lubrication ................................................................ 51

Nev-R-Lube™ Drums/Bearings ........................................................... 52

Drum Removal ............................................................................ 52

Bearing Inspection ...................................................................... 53

Nev-R-Lube™ Bearing End Play Inspection .............................. 54

Bearing Replacement and Drum Installation ............................. 55

SuspensionsSuspension Systems ........................................................................... 57

Double Eye Leaf Springs ............................................................ 57

Grease Lubricated Suspension Bushings .................................. 58

Slipper Leaf Springs ................................................................... 58

Inspection and Replacement ...................................................... 59

Suspension Fastener Torque Values ......................................... 59

Torflex® Suspension .................................................................. 61

Airflex™ Suspension .................................................................. 62

Wheels and TiresWheels ................................................................................................. 66

Wheel Selection .......................................................................... 66

Torque Requirements ................................................................. 67

Wheel Torque Requirements ...................................................... 68

Maximum Wheel Fastener Torque ............................................. 69

Tires .................................................................................................... 70

Tire Wear Diagnostic Chart ........................................................ 71

Replacement Parts/KitsMagnet Replacement Kits ................................................................... 72

Brake Shoe Replacement Kits ............................................................ 72

Bearing Replacement Chart ................................................................ 73

Seal Replacement Reference ............................................................. 73

StorageStorage Preparation ............................................................................ 74

After Prolonged Storage - Inspection Procedures .............................. 75

Trip Preparation Checklist ................................................................... 76

Maintenance ScheduleMaintenance Schedule Chart .............................................................. 77

WarrantyDexter Axle Limited Warranty ............................................................. 78

-4-

Important Safety Notice

Appropriate service methods and proper repair procedures are

essential for the safe, reliable operation of all running gear as well

as the personal safety of the individual doing the work. This

manual provides general directions for performing service and

repair work with tested, effective techniques. Following these

guidelines will help assure reliability.

There are numerous variations in procedures, techniques, tools,

parts for servicing axles, as well as in the skill of the individual

doing the work. This manual cannot possibly anticipate all such

variations and provide advice or cautions as to each. Anyone who

departs from the instructions provided in this manual must first

establish that they neither compromise their personal safety nor

the vehicle integrity by their choice of methods, tools, or parts.

Refer to your vehicle manufacturer's owners manual for additional

procedures, techniques, and warnings prior to performing any

maintenance or repairs.

! CAUTIONThis is the safety alert symbol. It is used to alert you to

potential injury hazards. Obey all safety messages that

follow this symbol to avoid possible injury or death.

Getting Started - Setup and Adjustment

For proper performance, all new axles should have the following

checked at the specified intervals:

” Wheel Nut Torque: at 10, 25, and 50 miles

” Brake Adjustment: at 200 and 3,000 miles

” Tire pressure: to manufacturer's requirements

” Brake synchronization: set brake controller per controller

manufacturer’s directions

Intr

oduc

tion

-5-

Electric BrakesThe electric brakes on your trailer are similar to the drum brakes

on your automobile. The basic difference is that your automotive

brakes are actuated by hydraulic pressure while your electric

trailer brakes are actuated by an electromagnet. With all of the

brake components connected into the system, the brake will

operate as follows:

When the electrical current is fed into the system by the

controller, it flows through the electromagnets in the brakes. The

high capacity electromagnets are energized and are attracted to

the rotating armature surface of the drums which moves the

actuating levers in the direction that the drums are turning.

The resulting force causes the actuating cam block at the shoe

end of the lever to push the primary shoe out against the inside

surface of the brake drum. The force generated by the primary

shoe acting through the adjuster moves the secondary shoe out

into contact with the brake drum.

Increasing the current flow to the electromagnet causes the

magnet to grip the armature surface of the brake drum more

firmly. This results in increasing the pressure against the shoes

and brake drums until the desired stop is accomplished.

Braking S

ystems - Electric

Primary Shoe

Actuating Lever

MagnetAdjuster Spring

Adjuster

Shoe Hold

Down Spring

Secondary Shoe

Retractor Spring

Front of Brake

-6-

FeaturesElectrically actuated brakes have several advantages over other

brake actuation systems.

1. They can be manually adjusted at the controller to provide

the correct braking capability for varying road and load

conditions.

2. They can be modulated to provide more or less braking

force, thus easing the brake load on the towing vehicle.

3. They have very little lag time from the moment the tow

vehicle’s brakes are actuated until the trailer brakes are

actuated.

4. In an emergency situation, they can provide some braking

independent of the tow vehicle.

Parking Brake Option (not available on all sizes)

Dexter electric brakes with parking brake option are mechanically

operated by a cable. Cable force applied to the parking lever

creates a torque through the pivot pin and cam assembly. Torque

transferred to the parking cam results in a spreading force

between the primary and secondary shoes. The shoes, in turn,

move towards the drum until contact is made. Friction generated

between the drum and lining contact surface keeps the drum from

rotating under normal loading conditions.

Self Adjusting Feature (121/4" brakes series only)

Forward self adjust electric brakes were introduced in October of

1996. This feature adjusts the brakes on both forward and

reverse stops. Brake adjustment occurs when lining wear results

in enough gap between the shoes and the brake drum surface.

This added clearance will allow the adjuster mechanism to rotate

the screw assembly at the bottom of the brake. That action

expands the distance between the shoes and thus closes the gap

to the drum surface.

Bra

king

Sys

tem

s -

Elec

tric

-7-

Brake Controllers

Electric brake controllers provide power to the magnets to actuate

the trailer brakes. Dexter Axle offers a state-of-the-art inertial

controller called the Predator Series™ DX2. This controller

features a patented pendulum design which senses the

deceleration of the towing vehicle and sends a proportional

voltage to the electric trailer brakes. Other features include a

visual gain setting for quick and easy adjustment and a digital

LED display to show the voltage output. A manual override sends

full voltage to the trailer brakes, regardless of gain setting, for

emergency conditions and also illuminates the brake lights to

warn of an impending stop.

Most electric brake controllers provide a modulation function that

varies the current to the electric brakes with the pressure on the

brake pedal or amount of deceleration of the tow vehicle.

Electronic or timing controllers do not provide proportional

modulation. These controllers tend to be inexpensive but not the

best choice for optimum braking. It is important that your brake

controller provide approximately 2 volts to the braking system

when the brake pedal is first depressed and gradually increases

the voltage to 12 volts as brake pedal pressure is increased. If

the controller "jumps" immediately to a high voltage output, even

during a gradual stop, then the electric brakes will always be fully

energized and will result in harsh brakes and potential wheel

lockup.

Braking S

ystems - Electric

-8-

Bra

king

Sys

tem

s -

Elec

tric Breakaway Battery

Provides power to actuate

trailer brakes in the event of

trailer breakaway.

Dexter Electric Brakes

Wired in parallel.

Breakaway Switch

Switches battery power

to brakes if

breakaway occurs.

-9-

Braking S

ystems - Electric

Controller

Electric brake controller

provides power to the

magnets to actuate the

trailer brakes.

Battery

Connect controller directly.

Connector

Used to connect and disconnect

trailer and tow vehicle.

(Always ground trailer brakes

through connector).

-10-

Bra

king

Sys

tem

s -

Elec

tric

Typical Trailer Wiring

BR

OW

N

BLUE

WHITE

RE

D

GREEN BLAC

K

BLA

CK

BROWNGREY

BLU

E

WH

ITE

ORANGE RED

GR

EE

N

7

1 2

3 4

5 6

YELLOW

7

1

2

3

4

5

6

YELLOW

9

8

DoubleFilamentBulb

License Tail &Running LightsTerminal #3

Battery ChargeTerminal #4 Black

Yellow Auxiliary CircuitTerminal #7

Stop & Left Turn SignalTo Terminal #5

Auxiliary CircuitTerminal #8

#1 Common Ground

GreyR

ed

Gre

en

Breakaway Switch

White Common GroundTerminal #1

OrangeAuxiliary CircuitTerminal #9

Batt.

Stop & Right Turn SignalTerminal #6

Electric BrakeTerminal #2 Blue

Electric BrakeGround Terminal#1 White

DoubleFilamentBulb

Bro

wn

Yellow

White

Green

Red

Black

Orange

Brown

Blue

Grey

#3 To Tail Running & License Lights

#5 Stop & Left Turn

#4 Battery Charge

#7 Aux. Circuit

#9 Aux. Circuit

#6 Stop & Right Turn

#2 Electric Brake

#8 Aux. Circuit

Clearance & Tail Lights

Stop & LH Turn

Ground

Auxiliary

Brakes

Stop &RH Turn

Battery Charge

Clearance & Tail Lights

Stop & LH Turn

Ground

Auxiliary

Brakes

Stop &RH Turn

Battery Charge

7-Circuit Receptacle

Auxiliary

Auxiliary

9-Circuit Receptacle

View Looking into Tow Vehicle Receptacle

Trailer Towing Vehicle

-11-

How to Use Your Electric Brakes Properly

Your trailer brakes are designed to work in synchronization with

your tow vehicle brakes. Never use your tow vehicle or trailer

brakes alone to stop the combined load.

Your brake controller must be set up according to the

manufacturer's recommendations to ensure proper

synchronization between the tow vehicle and the trailer.

Additionally, you may have to make small adjustments

occasionally to accommodate changing loads and driving

conditions.

Proper synchronization of tow vehicle to trailer braking can only

be accomplished by road testing. Brake lockup, grabbiness, or

harshness is quite often due to the lack of synchronization

between the tow vehicle and the trailer being towed, too high of a

threshold voltage (over 2 volts), or under adjusted brakes.

Before any synchronization adjustments are made, your trailer

brakes should be burnished-in by applying the brakes 20-30

times with approximately a 20 m.p.h. decrease in speed, e.g. 40

m.p.h. to 20 m.p.h. Allow ample time for brakes to cool between

application. This allows the brake shoes and magnets to slightly

"wear-in" to the drum surfaces.

Trailer Wire Size Chart

Number Hitch-to-Axle Recommended

of Distance Minimum Hookup

Brakes In Feet Wire Size (Copper)

2 12 AWG

4 Under 30 12 AWG

4 30-50 10 AWG

6 Under 30 10 AWG

6 30-50 8 AWG

Braking S

ystems - Electric

-12-

Bra

king

Sys

tem

s -

Elec

tric

Synchronizing Your Trailer Brakes

To insure safe brake performance and synchronization, read the

brake controller manufacturer's instructions completely before

attempting any synchronization procedure.

! CAUTIONBefore road testing, make sure the area is clear of

vehicular and pedestrian traffic. Failure to brake safely

could result in an accident and personal injury to

yourself and/or others.

Make several hard stops from 20 m.p.h. on a dry paved road free

of sand and gravel. If the trailer brakes lock and slide, decrease

the gain setting on the controller. If they do not slide, slightly

increase the gain setting. Adjust the controller just to the point of

impending brake lockup and wheel skid.

Note: Not all trailer brakes are capable of wheel

lockup. Loading conditions, brake type, wheel and

tire size can all affect whether a brake can lock. It

is not generally considered desirable to lock up the

brakes and slide the tires. This can cause

unwanted flat spotting of the tires and could also

result in a loss of control.

If the controller is applying the trailer brakes before the tow

vehicle brakes, then the controller adjustments should be made

so the trailer brakes come on in synchronization with the tow

vehicle brakes. For proper braking performance, it is

recommended that the controller be adjusted to allow the trailer

brakes to come on just slightly ahead of the tow vehicle brakes.

When proper synchronization is achieved there will be no

sensation of the trailer “jerking” or “pushing” the tow vehicle

during braking.

-13-

Braking S

ystems - Electric

General Maintenance - Electric BrakesBrake Adjustment

Most Dexter 121/4" electric brakes have a self adjusting feature. If

manual adjusting is required, use the following procedure:

Brakes should be adjusted (1) after the first 200 miles of

operation when the brake shoes and drums have “seated,” (2) at

3,000 mile intervals, (3) or as use and performance requires. The

brakes should be adjusted in the following manner:

1. Jack up trailer and secure on adequate capacity jack

stands. Follow trailer manufacturer's recommendations for

lifting and supporting the unit. Make sure the wheel and

drum rotates freely.

! CAUTIONDo not lift or support the trailer on any part of the axle or

suspension system. Never go under any trailer unless it

is properly supported on jack stands which have been

rated for the load. Improperly supported vehicles can fall

unexpectedly and cause serious injury.

2. Remove the adjusting hole cover from the adjusting slot on

the bottom of the brake backing plate.

3. With a screwdriver or standard adjusting tool, rotate the

starwheel of the adjuster assembly to expand the brake

shoes. Adjust the brake shoes out until the pressure of the

linings against the drum makes the wheel very difficult to

turn.

Note: For drop spindle axles, a modified adjusting

tool may be necessary.

4. Then rotate the starwheel in the opposite direction until the

wheel turns freely with a slight lining drag.

5. Replace the adjusting hole cover and lower the wheel to the

ground.

6. Repeat the above procedure on all brakes. For best results,

the brakes should all be set at the same clearance.

-14-

Bra

king

Sys

tem

s -

Elec

tric

Brake Cleaning and Inspection

Your trailer brakes must be inspected and serviced immediately if

a loss of performance is indicated. With normal use, servicing at

one year intervals is usually adequate. With increased usage, this

work should be done more frequently as required. Magnets and

shoes must be changed when they become excessively worn or

scored, a condition which can reduce vehicle braking.

Clean the backing plate, magnet arm, magnet, and brake shoes.

Make certain that all the parts removed are replaced in the same

brake and drum assembly. Inspect for any loose or worn parts,

stretched or deformed springs and replace as necessary.

! CAUTIONPOTENTIAL ASBESTOS DUST HAZARD!

Some older brake linings may contain asbestos dust,

which has been linked to serious or fatal illnesses.

Certain precautions need to be taken when servicing

brakes:

1. Avoid creating or breathing dust.

2. Avoid machining, filing or grinding the brake linings.

3. Do not use compressed air or dry brushing for

cleaning (dust can be removed with a damp brush).

Brake Lubrication

Before reassembling, apply a light film of grease or anti-seize

compound on the brake anchor pin, the actuating arm bushing

and pin, and the areas on the backing plate that are in contact

with the brake shoes and magnet lever arm. Apply a light film of

grease on the actuating block mounted on the actuating arm.

CAUTIONDo not get grease or oil on the brake linings, drums or

magnets.

-15-

Braking S

ystems - Electric

MagnetsYour electric brakes are equipped with high quality

electromagnets that are designed to provide the proper input

force and friction characteristics. Your magnets should be

inspected and replaced if worn unevenly or abnormally. As

indicated below, a straightedge should be used to check magnet

condition. For best results, the magnet should be flat.

Even if wear is normal as indicated by your straightedge, the

magnets should be replaced if any part of the magnet coil has

become visible through the friction material facing of the magnet.

It is also recommended that the drum armature surface be

refaced when replacing magnets (see section on Brake Drum

Inspection). Magnets should also be replaced in pairs - both sides

of an axle. Use only genuine Dexter replacement parts when

replacing your magnets.

NORMAL WEAR

Gaps show ABNORMAL

WEAR (replace magnet)

Straight Edge

-16-

Shoes and LiningsA simple visual inspection of your brake linings will tell if they are

usable. Replacement is

necessary if the lining is

worn (to within 1/16" or less),

contaminated with grease

or oil, or abnormally scored

or gouged. Hairline heat

cracks are normal in

bonded linings and should

not be cause for concern.

When replacement is

necessary, it is important to

replace both shoes on each

brake and both brakes of the same axle. This will help retain the

"balance" of your brakes.





brakes:





After replacement of brake shoes and linings, the brakes must be

re-burnished to seat in the new components. This should be done

by applying the brakes 20 to 30 times from an initial speed of 40

m.p.h., slowing the vehicle to 20 m.p.h. Allow ample time for

brakes to cool between applications. This procedure allows the

brake shoes to seat in to the drum surface.

Bra

king

Sys

tem

s -

Elec

tric

Acceptable

Hairline Cracks

-17-

Introduction to TroubleshootingProper brake function is critical to the safe operation of any

vehicle. If problems are encountered with your trailer braking

system, the following guide can be used to find the causes and

remedies for some of the more common problems. If you are

unsure or unable to resolve the problem, please contact your

nearest repair facility for professional assistance.

TroubleshootingMost electric brake malfunctions, that cannot be corrected by

either brake adjustments or synchronization adjustments, can

generally be traced to electrical system failure. Voltmeters and

ammeters are essential tools for proper troubleshooting of electric

brakes.

Mechanical causes are ordinarily obvious, i.e. bent or broken

parts, worn out linings or magnets, seized lever arms or shoes,

scored drums, loose parts, etc. Replace defective parts with

genuine Dexter replacements.

Please consult the following troubleshooting charts to determine

the causes and solutions for common problems found in trailer

braking systems.

! CAUTIONBest braking performance is achieved with a controller

setting that is just short of wheel lock up or slide. Overly

aggressive braking which results in wheel lock up and

sliding, can cause a dangerous loss of control and result

in personal injury or death.

Braking S

ystems - Electric

-18-

Troubleshooting

Open Circuits

Faulty Controller

Short Circuits

Grease or Oil onMagnets or Linings

Worn Linings or Magnets

Scored or GroovedBrake Drums

ImproperSynchronization

Underadjustment


SevereUnderadjustment

Corroded Connections

Glazed Linings

Overloaded Trailer

Underadjustment

Faulty Controller

Loose, Bent or BrokenBrake Components

Out-of-RoundBrake Drums

Insufficient Wheel Load

Faulty Controller

Broken Wires

Loose Connections

Find & Correct

Adjust Brakes

Test & Correct

Clean or Replace

Clean & CorrectCause of Corrosion

Replace

Machine or Replace

Correct

Adjust Brakes

Reburnish or Replace

Correct

Adjust

Correct

Test & Correct

Replace Components

Machine or Replace

Adjust System Resistorand Synchronize

Test & Correct

Repair or Replace

Find & Repair

No Brakes

Weak Brakes

Locking Brakes

Intermittent Brakes

Find & Correct

SYMPTOM CAUSES REMEDIES

Faulty Ground Find & RepairBra

king

Sys

tem

s -

Elec

tric

-19-

Braking S

ystems - Electric

Troubleshooting

Incorrect Adjustment

Broken Wires

Bad Connections

Underadjustment

Improper Controller

Faulty Controller

Underadjustment

Lack of Lubrication

Out-of-Round orCracked Brake Drums

Grease or Oil onLinings or Magnets


BrokenBrake Components

Incorrect BrakeComponents

Grease or Oil onLinings or Magnet

Faulty Controller

Overadjustment

Out-of-RoundBrake Drums



Faulty BreakawaySwitch

Loose WheelBearing Adjustment

Adjust

Clean or Replace

Find & Repair

Find & Repair

Adjust

Correct

Change

Test & Correct

Adjust

Lubricate

Replace Component

Correct

Clean or Replace

Machine or Replace

Test & Correct

Readjust

Machine or Replace

Replace

Replace

Repair or Replace

Adjust

Bent Spindle Replace Axle

Harsh Brakes

Noisy Brake

Surging Brakes

Dragging Brakes

Brakes Pull to One Side


CorrectWrong Magnet Lead Wire Color

-20-

How to Measure Voltage

System voltage is measured at the magnets by connecting the

voltmeter to the two magnet lead wires at any brake. This may be

accomplished by using a pin probe inserted through the insulation

of the wires. The engine of the towing vehicle should be running

when checking the voltage so that a low battery will not affect the

readings.

Voltage in the system

should begin at 0 volts

and, as the controller bar

is slowly actuated, should

gradually increase to

about 12 volts. If the

controller does not

produce this voltage

control, consult your

controller manual.

The threshold voltage of a controller is the voltage applied to the

brakes when the controller first turns on. Lower threshold voltage

will provide for smoother braking. If the threshold voltage is too

high, the brakes may feel grabby and harsh.

How to Measure Amperage

System amperage is the current flowing in the system when all

the magnets are energized. The amperage will vary in proportion

to the voltage. The engine of the tow vehicle should be running

with the trailer connected when checking the trailer braking

system.

One place to measure system amperage is at the BLUE wire of

the controller which is the output to the brakes. The BLUE wire

must be disconnected and the ammeter put in series into the line.

System amperage draw should be as noted in the following table.

Make sure your ammeter has sufficient capacity and note polarity

to prevent damaging your ammeter.

Bra

king

Sys

tem

s -

Elec

tric

VOLTMETER

-21-

AMMETER

Magnet Amperes Chart

Brake Amps/ Two Four Six Magnet

Size Magnet Brakes Brakes Brakes Ohms

7 x 11/4 2.5 5.0 10.0 15.0 3.9

10 x 11/2 3.0 6.0 12.0 18.0 3.2

10 x 21/4 3.0 6.0 12.0 18.0 3.2

12 x 2 3.0 6.0 12.0 18.0 3.2

121/4 x 21/2 3.0 6.0 12.0 18.0 3.2

121/4 x 33/8 3.0 6.0 12.0 18.0 3.2

If a resistor is used in the brake system, it must be set at zero or

bypassed completely to obtain the maximum amperage reading.

Individual amperage draw

can be measured by

inserting the ammeter in

the line at the magnet

you want to check.

Disconnect one of the

magnet lead wire

connectors and attach

the ammeter between the

two wires. Make sure that

the wires are properly

reconnected and sealed after testing is completed.

The most common electrical problem is low or no voltage and

amperage at the brakes. Common causes of this condition are:

1. Poor electrical connections

2. Open circuits

3. Insufficient wire size

4. Broken wires

5. Blown fuses (fusing of brakes is not recommended)

6. Improperly functioning controllers or resistors

Another common electrical problem is shorted or partially shorted

circuits (indicated by abnormally high system amperage).

Braking S

ystems - Electric

-22-

Possible causes are:

1. Shorted magnet coils

2. Defective controllers

3. Bare wires contacting a grounded object

Finding the cause of a short circuit in the system is done by

isolating one section at a time. If the high amperage reading

drops to zero by unplugging the trailer, then the short is in the

trailer. If the amperage reading remains high with all the brake

magnets disconnected, the short is in the trailer wiring.

All electrical troubleshooting procedures should start at the

controller. Most complaints regarding brake harshness or

malfunction are traceable to improperly adjusted or non-

functioning controllers. See your controller manufacturer’s data

for proper adjustment and testing procedures. For best results, all

the connection points in the brake wiring should be sealed to

prevent corrosion. Loose or corroded connectors will cause an

increase in resistance which reduces the voltage available for the

brake magnets.

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Hydraulic BrakesDexter offers several varieties of hydraulic trailer brakes. Your

vehicle may be equipped with the traditional drum brakes or

you may have disc brakes.

The hydraulic brakes on your trailer are much like those on

your automobile or light truck. The hydraulic fluid from a master

cylinder or actuation system is used to actuate the wheel

cylinder which, in turn, applies force against the brake shoes

and drum. The main difference between automotive hydraulic

brakes and hydraulic trailer brakes is the trailers' actuation

system. These systems respond to the braking signal from the

tow vehicle and supply the required brake fluid volume and

pressure to the trailer brakes.

In the following pages you will find a more detailed description

of the hydraulic brakes and actuation system used on your

trailer.

CAUTIONThe operating pressure required for Dexter brakes:

• 7" diameter drum brakes

maximum operating pressure is 750 psi

• 10" diameter and larger drum brakes

maximum operating pressure is 1,000 psi

• Hydraulic disc brakes (all sizes)


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Hydraulic Brake OperationDuo-Servo

The duo-servo brake uses a dual piston wheel cylinder to apply

the brakes. This type of brake is typically used in a vacuum/

hydraulic, electric/hydraulic or air/hydraulic system. A description

of operation of this brake is as follows:

When the brakes are applied, the double-acting wheel cylinder

moves the primary and secondary shoes towards the drum. The

frictional force between

the brake drum and lining

attempts to turn the

primary shoe into the

secondary shoe. The

secondary shoe is forced

onto the anchor pin and

from this point, the

secondary and primary

shoes attempt to "wrap

around". In essence, the

brake has utilized frictional

force to help the applying force on both shoes.

If the brakes are applied while the vehicle is backing, the shoes

rotate in the direction of the drum rotation. This causes the

secondary shoe to leave the anchor and causes the primary shoe

to move against the anchor. Action of the brake is the same in

reverse as forward.

Uni-Servo

This type of hydraulic brake utilizes a single acting cylinder. Upon

actuation, the primary shoe is pressed against the brake drum,

which causes the shoe to move in the direction of rotation. This

movement in turn actuates the secondary shoe through the

adjuster assembly. Braking in reverse is significantly less

effective than in the forward direction.

Another variation is called a “free backing” brake which is

commonly used on trailers with a surge hitch system. When

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Anchor Post

Retractor

Springs

Backing

Plate

Secondary

Shoe

Adjuster Spring

Adjuster Assembly

Primary Shoe

Hold Down

Spring

Actuating Pin

Hydraulic Wheel

Cylinder

-25-

backing with a surge brake hitch, normal brakes are applied

through the surge mechanism and

if there is more brake

force on the trailer than

the tow vehicle can

override, no backing is

possible. The free backing

brake was developed to

allow backing in this

application. This brake

has a primary shoe on a

pivot which allows normal

application in the forward

direction, but allows the

primary shoe to rotate away from the drum surface when backing.

Self Adjusting Mechanismfor 121/4" Hydraulic Brakes

Forward self-adjust hydraulic brakes were introduced in March,

1997. This feature adjusts the brakes on both forward and

reverse stops. Brake adjustment occurs only when lining wear

results in enough gap between the shoes and the drum surface.

This added clearance will allow the adjuster mechanism to rotate

the screw assembly at the bottom of the brake. That action

expands the distance between the shoes and thus closes the gap

to the drum surface.

Hydraulic Parking Brake Option(Not Available on All Sizes)

The parking feature on Dexter hydraulic brakes is cable operated.

On the 10" and 12" brakes, the parking cable body is mounted to

the brake backing plate. The cable end is attached to the internal

parking brake lever to actuate the brake. On Dexter 121/4" brakes

manufactured before February 2002, the parking cable body

mounts to a support plate which is attached to the brake

mounting flange. The cable end is routed through the dust shield

and the brake spider, to attach to the internal parking brake lever.

For 121/4" brakes produced after February 2002, a short cable is

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Anchor Post

Retractor

Springs

Backing

Plate

Secondary

Shoe

Adjuster Spring

Adjuster Assembly

Primary Shoe

Hold Down

Spring

Actuating Pin

Hydraulic Wheel

Cylinder

-26-

installed directly into the backing plate to provide a convenient

means for the trailer manufacturer to attach an appropriate

operating system.

The internal parking brake lever of 10" and 12" Dexter brakes,

which is mounted to the secondary shoe, transfers applied cable

force through a parking strut which is attached to the primary

shoe. This transferred load generates a spreading force between

the primary and secondary shoes. The shoes move toward the

drum until contact is made. Friction generated between the drum

and lining contact surface results in parking brake capability.

The internal parking brake lever of Dexter 121/4" brakes transfers

the applied cable force through a cam mechanism. The cam

mechanism generates a spreading force between the primary and

secondary shoes. The shoes move toward the drum until contact

is made. Friction generated between the drum and lining contact

surface results in parking brake capability.

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Park Cable

Park Lever

-27-

Disc Brakes

Dexter Axle manufactures two types of disc brakes, the floating

caliper and the fixed caliper brake. With both styles, the disc

brake uses friction pads astride a ventilated rotor which is

attached to the wheel hub. When the brake is actuated, the pads

are pressed against the sides of the rotor causing drag to slow

the rotating disc. This action converts the kinetic energy (motion)

into heat. The heat is dissipated rapidly by the ventilated disc.

The floating caliper brake uses piston(s) situated on one side of

the brake rotor. Hydraulic fluid pressure pushes against the

piston(s) to apply the inboard brake pad. As the inboard pad

exerts force against the rotating rotor surface, the caliper moves

laterally towards the trailer frame and in turn applies an

equivalent force to the outboard brake pad against the rotor

surface. As the lining material wears, the caliper will automatically

maintain the proper lining to rotor clearance. The floating caliper

design is used on Dexter 3,500 lb., 10,000 lb., and 12,000 lb. axle

models.

The fixed caliper method uses pistons situated on both sides of

the rotor. During actuation,

hydraulic pressure pushes against

the pistons to apply the inboard

and outboard brake pads equally

to decelerate the rotating rotor.

The caliper is fixed and stays

stationary during brake actuation

and brake adjustment. Brake pad

to rotor clearance is maintained as

lining wear occurs via the brake

piston and internal caliper seal.

The fixed caliper design is used on

the Dexter 6,000 lb. and 8,000 lb.

axle models.

Disc brake effectiveness is the same going either in a forward or

reverse direction. All Dexter disc brakes should be actuated with

a braking system that is capable of providing a maximum

hydraulic pressure of 1,600 psi.

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Actuation SystemsTo effectively operate your hydraulic trailer brakes we

recommend the Dexter E/H electro/hydraulic actuator, controlled

by the Predator series DX2™ electronic brake controller. These

high performance hydraulic power modules will supply

pressurized brake fluid to your trailer brakes in proportion to the

amount of braking effort called for by the towing vehicles'

deceleration rate.

CAUTIONIt is the responsibility of the end user to ensure that their

in-cab electronic controller is compatible with the Dexter

E/H actuator. Dexter Axle attempts to provide

compatibility with most controllers available, but is

unable to anticipate design changes that might be

introduced by the various controller manufacturers.

The E/H 1000 will supply 1000 psi for your drum brakes and the

E/H 1600 will generate 1600 psi for maximum performance from

your Dexter disc brakes. The sealed, weather tight housing

contains the electronics necessary to control the high pressure

piston pump and proportioning valve for smooth, efficient braking.

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YELLOWORANGE/BLACK

MINIMUM9 AMP HR BATTERY

-29-

Braking S

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Brakes are slow to respond

1. Re-bleed the trailer brakes and actuator.

2. If the trailer is equipped with drum brakes, readjust the

drum brakes to the brake manufacture's recommended

running clearance.

3. Slow response can be caused by trailer wiring that is too

small.

4. For trailers where the E/H unit is located less than 10 feet

from the tow vehicle, 12 gage wire is recommended for the

black and white wires between the tow vehicle and the E/H

unit. All other wires should be a minimum of 16 gauge.

5. For trailers where the E/H unit is located more than 10 feet

from the tow vehicle, 10 gage wire is recommended for the

black and white wires between the tow vehicle and the E/H

unit. All other wires should be a minimum of 16 gauge.

6. Slow response can be caused by improper adjustment of

the brake controller. On inertia-based electronic brake

controls, adjust the pendulum (inertia sensor) to a more

aggressive setting and/or increase the gain setting.

Unit will not run when the ignition is on and the brake pedal is

depressed

1. Verify that the trailer and tow vehicle are wired as detailed

on the electrical schematic.

2. With the ignition switch on and the brakes not applied, you

should have 12-13 volts between the black and white wires

on the E/H unit.

3. Clean and replace the ground between the trailer and the

E/H unit.

4. Test operation of the unit using the breakaway test

procedure.

Breakaway test procedure - do not leave the breakaway switch

pulled for more than two minutes during any of the steps outlined

below

1. Pull the breakaway switch on the trailer.

2. If the unit runs and builds pressure, that indicates the

-30-

actuator is functioning properly. The problem most likely is

a defective electronic brake controller in the tow vehicle or

defective wiring between the tow vehicle and the E/H unit.

3. If the unit runs but will not build pressure, the problem most

likely is a defective solenoid valve in the E/H unit and the

actuator should be returned for repair.

4. If the unit still does not run after the breakaway battery is

fully charged, verify that the voltage between the white wire

and yellow wire is at least 12 volts.

5. If the voltage is less than 12 volts, either the breakaway

switch or the breakaway wiring is defective.

6. If the voltage is greater than 12 volts, the E/H unit should

be returned for repair.

Trailer brakes too aggressive

1. Reduce the gain setting on the in-cab electronic brake

controller.

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General Maintenance - Hydraulic BrakesDrum Brake Adjustment - Manual

Most Dexter 121/4" electric brakes have a self adjusting feature. If

manual adjusting is required, use the following procedure:

Brakes should be adjusted (1) after the first 200 miles of operation

when the brake shoes and drums have “seated,” (2) at 3,000 mile

intervals, (3) or as use and performance requires. The brakes

should be adjusted in the following manner:


stands. Follow trailer manufacturer's recommendations for

lifting and supporting the unit. Make sure the wheel and

drum rotates freely.





unexpectedly and cause serious injury or death.

2. Remove the adjusting hole cover from the adjusting slot on

the bottom of the brake backing plate.

3. With a screwdriver or standard adjusting tool, rotate the

starwheel of the adjuster assembly to expand the brake

shoes. Adjust the brake shoes out until the pressure of the

linings against the drum makes the wheel very difficult to

turn.

Note: For drop spindle axles, a modified adjusting

tool may be necessary.

4. Then rotate the starwheel in the opposite direction until the

wheel turns freely with a slight lining drag.

5. Replace the adjusting hole cover and lower the wheel to the

ground.

6. Repeat the above procedure on all brakes. For best results,

the brakes should all be set at the same clearance.

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Bra

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icMost of the brake components are very similar to those used in

electric brakes, and maintenance is comparable for the hub and

drum, shoes and linings, and bearings. Specific maintenance

activities are as follows:

Wheel Cylinders

Inspect for leaks and smooth operation. Clean with brake cleaner

and flush with fresh brake fluid. Hone or replace as necessary.

Brake Lines

Check for cracks, kinks, or blockage. Flush with fresh brake fluid.

Bleed system to remove all air. Replace as necessary.

Shoes and Linings

A simple visual inspection of your brake linings will tell if they are

usable. Replacement is necessary if the lining is worn (to within1/16" or less), contaminated with grease or oil, or abnormally

scored or gouged. Hairline heat cracks are normal in bonded

linings and should not be cause for concern. When replacement

is necessary, it is important to replace both shoes on each brake

and both brakes of the same axle. This will help retain the

“balance” of your brakes.





brakes:





-33-

After replacement of brake shoes and linings, the brakes must be

re-burnished to seat in the new components. This should be done

by applying the brakes 20 to 30 times from an initial speed of 40

m.p.h., slowing the vehicle to 20 m.p.h. Allow ample time for

brakes to cool between applications. This procedure allows the

brake shoes to seat in to the drum surface.

Hardware

Check all hardware. Check shoe return spring, hold down

springs, and adjuster springs for stretch or wear. Replace as

required. Service kits are available.

Instructions for Brake Caliper Kit3.5K Disc Hydraulic Brakes

Notice to Buyer

It is recommended that all brakes be replaced at the same time to

insure balanced braking performance.

Remove the old brake caliper


stands. Follow trailer manufacturers recommendations for

lifting and supporting the unit.






2. Remove the wheel from the hub, leaving the brake

exposed.

3. Disconnect the brake actuation system. Check that the

hydraulic system has zero pressure and that the hub and

rotor rotates freely.

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4. Remove the hose from the caliper. Then remove the two

caliper mounting bolts. Do not allow the caliper to hang

from the hose.

Installing the new brake caliper

1. First inspect the brake assembly for grooves, flaking,

cracks, heat checking, thickness variation, insufficient rotor

thickness, and look to see that the mounting hardware is

straight. Replace any component as needed (or desired)

per manufacturer recommendations.

2. Install the new caliper assembly. Make sure that the bleed

screw points up.

3. Remount the caliper assembly onto the caliper attaching

bracket. Ensure that there is thread locking compound on

the threads of the new mounting bolts. Torque mounting

bolts to 40-50 Ft. Lbs. Note: Use two lug nuts to secure

rotor against the hub face when reassembling the caliper.

After the caliper is assembled remove the lug nuts.

4. Reconnect the hose to the elbow adapter on the back of the

caliper and torque to 10-12 Ft. Lbs.

5. Reconnect the brake actuation system. Refer to your

actuation systems Operation Maintenance Service Manual

for proper operation.

6. Bleed and flush brake system per your actuation systems

Operation Maintenance Service Manual.

7. Remount the wheel. Refer to your Operation Maintenance

Service Manual for proper wheel nut torque procedures.

Instructions for Brake Rotor Kit3.5K Disc Hydraulic Brakes

Notice to Buyer



Remove the old brake rotor




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-35-







exposed.




4. Remove the two caliper mounting bolts. Do not allow the

caliper assembly to hang from the hose. Do not disconnect

the hose or allow air into the hydraulic system.

5. With the caliper assembly out of the way remove the brake

rotor. Save the brake mounting hardware for reinstalling the

brake calipers.

Installing the new brake rotor






2. Install the new brake rotor by fitting it onto the hub flush

with the hubface.


bracket. Place thread locking compound on threads of

mounting bolts. Torque mounting bolts to 40-50 Ft. Lbs.

Note: Use two lug nuts to secure rotor against the

hub face when reassembling the calipers. After the

calipers are assembled remove the lug nuts.


Operation Maintenance Service Manual for proper

operation.



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Instructions for Brake Rotor Kit6K or 8K Disc Hydraulic Brakes

Notice to Buyer



Remove the old brake rotor










exposed.




4. Remove the four caliper mounting bolts. Do not allow the

caliper assembly to hang from the hose. Do not disconnect

the hose or allow air into the hydraulic system.

5. With the caliper assembly out of the way remove the brake

rotor. Save the brake mounting hardware for reinstalling the

brake calipers.

Installing the new brake rotor






2. Install the new brake rotor by fitting it onto the hub flush

with the hubface. Note: Use two lug nuts to secure rotorBra

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against the hub face when reassembling the calipers. After

the calipers are assembled remove the lug nuts.


bracket. It may be necessary to push the piston into the

calipers to obtain enough clearance. Torque mounting bolts

to 25-35 Ft. Lbs.

4. Spin the rotor to ensure that there is enough clearance

between the rotor and the crossover brake line.



operation.



7. Spin the wheel to ensure that there is enough clearance

between the wheel, crossover brake line, and rotor.

Instructions for Brake Pad Kit6K or 8K Disc Hydraulic Brakes

Notice to Buyer



Remove the old brake pads









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exposed.




4. Remove the brake pad retaining bolt.

5. Remove the old pads from the caliper assembly. Save the

brake pad retaining hardware for reinstalling the new pads

onto the caliper.





brakes:





Installing the new brake pads






2. Press the caliper pistons into the calipers until enough

clearance is available to fit the new pads between the

pistons and the rotor. Note: Use two lug nuts to secure rotor

against the hub face when reassembling the new pads.

After the pads are assembled remove the lug nuts.

3. Install the new brake pads by sliding them in one at a time

between the caliper pistons and the rotor. The pads are the

same for the inner and outer side of the rotor. Make sure

the brake lining side of the pad faces the rotor, and the

steel backing faces the caliper pistons.

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4. Align the brake pad mounting holes with the holes in the

caliper. Insert the brake pad retaining bolt and tighten nut

until snug against shoulder of bolt.



operation.



Instructions for Brake Caliper Kit6K or 8K Disc Hydraulic Brakes

Notice to Buyer



Remove the old brake pads










exposed.




4. Remove the hose from the caliper, then remove the four

caliper mounting bolts. Do not allow the caliper to hang

from the hose.

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Installing the new brake caliper






2. Assemble the new caliper assembly. Note: Use two lug

nuts to secure rotor against the hub face when

reassembling the calipers. After the brake is assembled

remove the lug nuts.

3. One caliper will be used on the inboard side, with the

hydraulic line fitting adapter installed on the top side of the

piston boss. The other caliper will be used on the outboard

side with the bleed screw installed at the top of the piston

boss. Install both of these calipers onto the attaching

bracket. Make sure that the bleed screw points up and is

located on the outboard caliper. Torque bolts to 25-35 Ft.

Lbs.

4. Connect the new crossover brake line on the bottom sides

of the piston boss on both calipers. Note: Make sure the

crossover line fits snug around the calipers and rotor

without touching the rotor. Spin the rotor to ensure there is

proper clearance. Torque the crossover line to 12-15 Ft.

Lbs. Torque the bleed screw and the hydraulic line fitting

adapter to 60-76 Inch Lbs.

5. Reassemble the brake pads into the disc brake. Make sure

to locate the brake lining side of the pads toward the rotor

surface, and the steel side of the pads toward the calipers.

Align the holes in the brake pads with the ones in the

calipers. Insert the brake pad retaining bolt and tighten nut

until snug against shoulder of bolt.



operation.

7. Bleed and flush brake system per your actuation systems

Operation Maintenance Service Manual.



9. Spin wheel to ensure proper clearance between the wheel,

crossover brake line, and the rotor.

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Introduction to TroubleshootingProper brake function is critical to the safe operation of any

vehicle. A properly installed vacuum/hydraulic, electric/hydraulic

or air/hydraulic system should not require any special attention

with the exception of routine maintenance as defined by the

manufacturer. If problems occur, the entire tow vehicle/trailer

braking system should be analyzed by a qualified mechanic.

Typical problems in a hydraulic braking system are:

• Air or vacuum leaks

” Hydraulic system leaks

” Air in brake lines

” Water or other impurity in brake fluid

” Rusted or corroded master or wheel cylinders

” Actuation system malfunction

Please consult the following troubleshooting charts to determine

the causes and solutions for common problems found in trailer

braking systems.

CAUTIONThe operating pressure required for Dexter brakes:

• 7" diameter brakes

maximum operating pressure is 750 psi

• 10" diameter and larger


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Underadjustment

Out-of-Round Drums

Replace Components

Adjust

Machine or Replace

Locking Brakes

Incorrect TirePressure

Restricted BrakeLines or Hoses

Malfunctioning CylinderAssembly

Defective or DamagedShoe and Lining

Blocked MasterCylinder

Parking BrakeCable Frozen

Unmatched Tireson Same Axle

One Side Out-of-Adjustment

Improper LiningThickness or Location

Inflate Evenly on BothSides to Req. Pressures

Match Tires on Axle

Repair or Replace

Install New Shoe andLining-Complete Axle

Adjust

Replace Rubber PartsFill with DOT4 Fluid

Open with CompressedAir or Replace Cylinder

Free Cable and Lubricate

Install New Shoesand Linings

Pulls to One Side

Improper Fluid

Dragging

Check for Stuckor Sluggish Pistons


Lack of Lubrication

Broken BrakeComponents


Adjust

Lubricate

Replace Components

Correct

Underadjustment

Noisy Brakes

Troubleshooting

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Broken or Kinked Brake Line

Malfunctioning Actuation System

Brake AdjustmentNot Correct

Excessively WornBrake Linings

Grease or FluidSoaked Lining

Glazed Lining

Excessive Drum Wear

Severe Underadjustment

Incorrect Lining

Trapped Air in Lines

Overloaded Trailer

Repair or Replace

Adjust Brakes

Troubleshoot System

Replace Shoeand Lining

Install Correct Shoe and Lining

Repair Grease Seal orWheel Cylinder. Install New Shoe and Lining.

Recondition or ReplaceAll Cylinders, Brake Fluid

Reburnish or Replace

Replace

Bleed System

Correct

No Brakes

Weak Brakes

Frozen Master Cylinderor Wheel Cylinder Pistons

Manual-Adjust BrakesAutomatic-Make Several

Reverse Stops


MalfunctioningActuating System

TroubleshootSystem

Grease or Fluidon Linings

Replace Shoesand Linings

Manual-Adjust BrakesAutomatic-Make Several

Reverse StopsHarsh Brakes

Brake AdjustmentNot Correct

Machine or Replace

Surging Brakes

Grease or Oil on Linings

Out of Round Drums orCracked Drums

Clean or Replace

Troubleshooting

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Hub

s/D

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s/B

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ngs

Hubs/Drums/BearingsDexter Axle offers several types of bearing arrangements and

lubrications methods.

” Dexter’s standard wheel bearing configuration consists of

opposed tapered roller bearing cones and cups, fitted inside of a

precision machined cast hub. This method of using tapered roller

bearings requires that a minimal amount of axial end play be

provided at assembly. This end play is essential to the longevity

of the bearings service life. This design is typically lubricated with

grease, packed into the bearings. Oil lubrication is another

method which is available in some of the larger axle capacities.

” E-Z Lube® is another option chosen by some trailer

manufacturers. If your axle is equipped with the Dexter E-Z Lube®

feature, the bearings can be periodically lubricated without

removing the hubs from the axle. This feature consists of axle

spindles that have been specially drilled and assembled with

grease fittings in their ends. When grease is pumped into the

fitting, it is channeled to the inner bearing and then flows back to

the outer bearing and eventually back out the grease cap hole.

” Nev-R-Lube™ option is the latest innovation from Dexter.

Nev-R-Lube™ bearings are comprised of opposed tapered roller

bearing cones sealed inside of a precision ground, one piece

double cup arrangement. These bearings are designed with a

small amount of axial end play. This end play is essential to the

longevity of the bearings service life. They are lubricated,

assembled and sealed at the factory. No further lubrication is ever

needed.

Before attempting any disassembly of your Dexter axle, make

sure you read and follow the instructions for the appropriate axle

type.

Hub Removal - Standard Bearings

Whenever the hub equipment on your axle must be removed for

inspection or maintenance the following procedure should be

utilized.

1. Elevate and support the trailer unit per manufacturers’

instructions.

-45-

! CAUTIONYou must follow the maintenance procedures to prevent

damage to important structural components. Damage to

certain structural components such as wheel bearings

can cause the wheel end to come off of the axle. Loss of

a wheel end while the trailer is moving can cause you to

lose control and lead to an accident, which can result in

serious injury or death.

2. Remove the wheel.

3. Remove the grease cap by carefully prying progressively

around the flange of the cap. If the hub is an oil lube type,

then the cap can be removed by unscrewing it

counterclockwise while holding the hub stationary.

4. Remove the cotter pin from the spindle nut.

For E-Z Lube® axles produced after February 2002, a new

type of retainer is used. Gently pry off retainer from the nut

and set aside.

5. Unscrew the spindle nut (counterclockwise) and remove

the spindle washer.

6. Remove the hub from the spindle, being careful not to allow

the outer bearing cone to fall out. The inner bearing cone

will be retained by the seal.

7. For 7,200 lb. and 8,000 lb. axles, a hub puller may be

necessary to assist in drum removal.

Brake Drum Inspection

There are two areas of the brake drum that are subject to wear

and require periodic inspection. These two areas are the drum

surface where the brake shoes make contact during stopping and

the armature surface where the magnet contacts (only in electric

brakes).

The drum surface should be inspected for excessive wear or

heavy scoring. If worn more than .020" oversized, or the drum

has worn out of round by more than .015", then the drum surface

should be re-machined. If scoring or other wear is greater than

Hubs/D

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earings

-46-

.090" on the diameter, the drum must be replaced. When turning

the drum surface, the maximum rebore diameter is as follows:

” 7" Brake Drum-7.090" diameter



” 121/4" Brake Drum-12.340" diameter

” 6K and 8K Rotor-1.03" minimum thickness

” 3.5K Rotor-.85" minimum thickness

The machined inner surface of the brake drum that contacts the

brake magnet is called the armature surface. If the armature

surface is scored or worn unevenly, it should be refaced to a 120

micro inch finish by removing not more than .030" of material. To

insure proper contact between the armature face and the magnet

face, the magnets should be replaced whenever the armature

surface is refaced and the armature surface should be refaced

whenever the magnets are replaced.

Note: It is important to protect the wheel bearing

bores from metallic chips and contamination which

result from drum turning or armature refacing

operations. Make certain that the wheel bearing

cavities are clean and free of contamination before

reinstalling bearing and seals. The presence of

these contaminants will cause premature wheel

bearing failure.

Bearing Inspection

Wash all grease and oil from the bearing cone using a suitable

solvent. Dry the bearing with a clean, lint-free cloth and inspect

each roller completely.

CAUTIONNever spin the bearing with compressed air.

THIS CAN DAMAGE THE BEARING.

If any pitting, spalling, or corrosion is present, then the bearing

must be replaced. The bearing cup inside the hub must be

inspected.Hub

s/D

rum

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eari

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IMPORTANT: Bearings must always be replaced

in sets of a cone and a cup.

! CAUTIONBe sure to wear safety glasses when removing or

installing force fitted parts. Failure to comply may result

in serious eye injury.

When replacing the bearing cup proceed as follows:

1. Place the hub on a flat work surface with the cup to be

replaced on the bottom side.

2. Using a brass drift punch,

carefully tap around the

small diameter end of the

cup to drive out.

3. After cleaning the hub bore

area, replace the cup by

tapping in with the brass

drift punch. Be sure the cup

is seated all the way up

against the retaining

shoulder in the hub.

Bearing Lubrication - Grease

Along with bearing adjustment, proper lubrication is essential to

the proper function and reliability of your trailer axle. Bearings

should be lubricated every 12 months or 12,000 miles. The

method to repack bearing cones is as

follows:

1. Place a quantity of grease into

the palm of your hand.

2. Press a section of the widest

end of the bearing into the outer

edge of the grease pile closest

to the thumb forcing grease into

the interior of the bearing.

Hu

bs/D

rum

s/Be

arin

gs

-48-

3. Repeat this while rotating the bearing from roller to roller.

4. Continue this process until you have the entire bearing

completely filled with grease.

5. Before reinstalling, apply a light coat of grease on the

bearing cup.

Bearing Lubrication - Oil

If your axles are equipped with oil lubricated hubs, periodically

check and refill the hub as necessary with a high quality hypoid

gear oil to the level indicated on the clear plastic oil cap. The oil

can be filled from either the oil fill hole, if present, in the hub or

through the rubber plug hole in the cap itself.

Recommended Wheel BearingLubrication Specifications

Grease:Thickener Type ............................................. Lithium Complex

Dropping Point .................................. 215OC (419OF) Minimum

Consistency ........................................................... NLGI No. 2

Additives ........................ EP, Corrosion & Oxidation Inhibitors

Viscosity Index ..................................................... 80 Minimum

Approved Sources:

Mobil Oil .................................. Mobilgrease HP, Mobilith AW2

Exxon/Standard ...................................................... Ronex MP

Kendall Refining Co. ......................... Kendall L-427 Super Blu

Ashland Oil Co. ............................. Valvoline Multipurpose GM

76 Lubricants .................................................. 76 Multiplex EP

Citgo Petroleum .............................................. Lithoplex MP#2

Mystik ......................................... Mystik JT-6 Hi Temp Grease

Oil:SAE 90, SAE 80W-90, SAE 75W-90

Approved Sources:

Union Oil Co. ........................................Unocal MP Gear Lube

Exxon Co. USA ....................................... Gear Oil GX 80W-90

Mobil Oil Corp ..................................... Mobilube SHC 75W-90

Pennzoil Prod. Co. ............................ Gear Plus 80W-90 GL-5

Gear Plus Super 75W-90Hub

s/D

rum

s/B

eari

ngs

-49-

Note: The convenient lubrication provisions of the

E-Z Lube® and the oil lubrication must not replace

periodic inspection of the bearings.

Seal Inspection and Replacement

Whenever the hub is removed,

inspect the seal to assure that it

is not nicked or torn and is still

capable of properly sealing the

bearing cavity. If there is any

question of condition, replace

the seal. Use only the seals

specified in the Seal

Replacement Chart.

To replace the seal:

1. Pry the seal out of the hub with a screwdriver. Never drive

the seal out with the inner bearing as you may damage the

bearing.

2. Apply a PERMATEX

sealant to the outside of the

new seal.

Note: Permatex sealant

should not be used on

rubber encased seals.

3. Tap the new seal into place

using a clean wood block.

Hubs/D

rums/B

earings

Bad Seal: Nicks and Tears

(REPLACE SEAL)

-50-

Bearing Adjustment and Hub Replacement

If the hub has been removed or bearing adjustment is required,

the following adjustment procedure must be followed:

1. After placing the hub, bearings, washers, and spindle nut

back on the axle spindle in reverse order as detailed in the

previous section on hub removal, rotate the hub assembly

slowly while tightening the spindle nut to approximately 50

lbs.-ft. (12" wrench or pliers with full hand force.)

2. Then loosen the spindle nut to remove the torque. Do not

rotate the hub.

3. Finger tighten the spindle nut until just snug.

4. Back the spindle nut out slightly until the first castellation

lines up with the cotter key hole and insert the cotter pin.

5. Bend over the cotter pin legs to secure the nut.

6. Nut should be free to move with only restraint being the

cotter pin.

For E-Z Lube® axles using the new nut retainer:

1. Finger tighten the nut until just snug, align the retainer to

the machined flat on the spindle and press the retainer onto

the nut. The retainer should snap into place. Once in place,

the retainer/nut assembly should be free to move slightly.

2. If the nut is too tight, remove the retainer and back the nut

off approximately one twelfth of a turn and reinstall the

retainer. The nut should now be free to move slightly.

3. Reinstall grease cap.

Typical E-Z Lube® After Spring 2002

"D" Washer

Nut

Nut Retainer

Hub

s/D

rum

s/B

eari

ngs

-51-

E-Z Lube® Lubrication

The procedure is as follows:

1. Remove the rubber plug from the end of the grease cap.

2. Place a standard grease gun onto the grease fitting located

in the end of the spindle. Make sure the grease gun nozzle

is fully engaged on the fitting.

3. Pump grease into the fitting. The old displaced grease will

begin to flow back out the cap around the grease gun

nozzle.

4. When the new clean grease is observed, remove the

grease gun, wipe off any excess, and replace the rubber

plug in the cap.

5. Rotate hub or drum while adding grease.

Note: The E-Z Lube® feature is designed to allow

immersion in water. Axles not equipped with

E-Z Lube® are not designed for immersion and

bearings should be repacked after each immersion.

If hubs are removed from an axle with the

E-Z Lube® feature, it is imperative that the seals be

replaced BEFORE bearing lubrication. Otherwise,

the chance of grease getting on brake linings is

greatly increased.

Inner Bearing

Outer Bearing

Rubber Plug

Grease Flow

Grease Fitting

Metal End CapSpring LoadedDouble Lip Seal

Hubs/D

rums/B

earings

-52-

Nev-R-Lube™ Drums/BearingsDexter’s Nev-R-Lube™ bearings are comprised of opposed

tapered roller bearing cones sealed inside of a precision ground,

one piece double cup arrangement. These bearings are designed

with a small amount of axial end play. This end play is essential to

the longevity of the bearings service life.

Drum Removal

Whenever the hub equipment on your axle must be removed for

inspection or maintenance, the following procedure should be

utilized.

1. Elevate and support the trailer unit per manufacturer's

instructions.

Hub

s/D

rum

s/B

eari

ngs

-53-






2. Remove the wheel.

3. Remove the grease cap from the hub by carefully prying

progressively around the flange.

4. Remove snap ring on the end of the spindle. Remove

“torque instruction” washer.

5. Unscrew the spindle nut (counterclockwise) and remove

the spindle washer.

6. Carefully remove the hub from the spindle. The

Nev-R-Lube™ bearing cartridge will remain in the hub.

Note: Do not remove cartridge bearing from the

hub bore unless replacement of the bearing

cartridge is intended. Special tools and techniques

are required for removal of the old bearing.

Bearing Inspection

Important:

1. Elevate and support the trailer unit per manufacturer's

instructions.






Hubs/D

rums/B

earings

-54-

Hub

s/D

rum

s/B

eari

ngs

2. Check for excessive wheel end clearance by pulling the tire

assembly towards you and by pushing the assembly away

from you. Slight end play is acceptable.

3. Rotate tire slowly forwards and backwards. The wheel

assembly should turn freely and smoothly.

4. Excessive wheel end play, restriction to rotation, noise, or

“bumpy” rotation should be remedied by replacing the

bearing unit.

5. Bearing units should be inspected every year or 12,000

miles whichever comes first.

Note: A slight amount of grease weeping from the

seal area is normal. Excessive leakage may

indicate abnormal bearing operation.

Nev-R-Lube™ Bearing End Play Inspection

The following lists the maximum axial end play for each of the

sizes of Nev-R-Lube™ bearings and the amount of tilt that can be

expected. Since there are a large number of wheel and tire

combinations in use on trailers, the tilt is expressed in inches per

inch. The movement as measured at the tire tread can be found

by the following method:

Example: if the tilt value is shown as .003" per inch

and the tire measures 30" in diameter, simply

multiply .003" X 15" (1/2 tire diameter) = .045"

which is the total expected movement at the tires’

outer diameter.

Bearing size End play Resultant tilt value

35 MM .005" axial .003"/ per inch



It is important to note that most mounted tires will deflect fairly

easily when enough hand pressure is applied while shaking the

tire. Excessive pressure will result in the perception that the

bearings’ tilt is greater than it actually is. This same phenomenon

will occur when checking any wheel end, even those equipped

with conventional bearing sets.

-55-

Bearing Replacement and Drum Installation

1. Once the drum and

bearing assembly is

removed from the axle,

remove “internal” snap

ring from the bearing

bore that retains

bearing.

2. Using an arbor press

and mandrel, press the

bearing out of the drum.

Bearing will exit on the

wheel side of the drum.

3. When replacing a Nev-R-Lube™

bearing pack, the bore in the hub should be cleaned and

inspected for visual damage (replace as necessary).

4. Install the new bearing

using an arbor press fitted

with a hollow or stepped

punch face to press only

on the outer housing of

the bearing. Failure to

follow procedure will

damage the bearing and/

or seals during

installation. Press bearing

until it seats against the

backup shoulder

machined into the hub.

5. Install “internal” snap ring into hub.

6. Clean and inspect spindle shaft. Apply a light coating of

anti-seize lubricant to the spindle shaft prior to assembling

drum.

7. Install drum assembly onto spindle (DO NOT FORCE).

8. Install steel washer onto spindle end.

9. Start self-locking nut onto spindle thread by hand. Complete

installation using a 1½" or 17/16" socket and torque wrench.

Hubs/D

rums/B

earings

Hub

Bearing

Hydraulic

Press

-56-

Hub

s/D

rum

s/B

eari

ngs

Nut should be torqued to 145-155 lb.-ft. (this torque will set

the internal bearing adjustment, no other adjustments are to

be made).

10. Install “torque instruction” washer onto end of spindle.

11. Install “external” snap ring onto end of spindle to retain

washer.

12. Inspect assembly for excessive end play, noise, and

rotation restriction prior to mounting final wheel end

hardware.

-57-

Suspension SystemsThe suspension systems incorporated into Dexter axles are

designed to provide the trailer owner three basic functions:

1. Attach the axle to the trailer

2. Dampen the effects of road shock

3. Cushion the cargo or load

All Dexter suspension systems are available in single and

multiple axle configurations. The three types most commonly

available are double eye leaf spring, slipper spring and Torflex®.

.

Double Eye Leaf Springs

Double eye springs have eyes formed in each end of the spring

with anti-friction bushings fitted for wear resistance. The springs

are held to the axle tube using a system of U-bolts and clamp

plates and are attached to the trailer as shown.

Center Hanger

Equalizer

Rear

Hanger

Front

Hanger

Tie Plate

U-Bolt

Shackle Bolts

Shackle Link

Underslung Shown

Articulation of this suspension occurs when the spring becomes

loaded and consequently lengthens. The double pivot action of

the shackle links accommodates this articulation and allows the

system to move freely.

In multiple axle installations, the action is the same with the

additional movement of the equalizer assembly. This serves to

transfer instantaneous loads from one axle to another in an effort

to “equalize” the load between the axles.

Suspensions

-58-

Grease Lubricated Suspension Bushings

Dexter Axle offers an optional heavy duty attaching parts kit for

double eye leaf spring suspensions up to 7,000 lb. axle capacity.

The kit contains extra heavy shackle links, bronze bushings for

the spring eyes and suspension bolts and equalizers equipped

with grease fittings to provide a convenient means to lubricate all

the pivot points. For availability, contact your nearest Dexter Axle

facility or visit us online at www.dexteraxle.com for a complete

listing of genuine repair parts.

Slipper Leaf Springs

Slipper springs have an eye formed in one end only with the other

end formed into a reverse curve. The attachment of these springs

is as follows:

1. The front eye is attached directly into the front hanger with

a bolt and nut.

2. The rear end of the spring is captured in the rear hanger or

equalizer with a “keeper bolt” that prevents the spring from

coming out when the trailer is jacked up for service.

The articulation of this suspension occurs when the rear end of

each slipper spring slides against the wear surfaces provided in

the rear hangers or equalizers. This suspension is also available

in single and multiple axle configurations.

Center HangerEqualizer

Rear

Hanger

Front

Hanger

Tie Plate

U-Bolt

Spring Eye Bolts Keeper Bolts

Overslung Shown

U-Bolt

Tie Plate

Sus

pens

ions

-59-

Inspection and Replacement

All the components of your suspension system should be visually

inspected at least every 6,000 miles for signs of excess wear,

elongation of bolt holes, and loosening of fasteners. Whenever

loose or replaced, the fasteners in your suspension system

should be torqued as detailed in the charts below.

! CAUTIONYou must follow the maintenance procedures to prevent

damage to important structural components. Damage to

certain structural components such as wheel bearings

can cause the wheel to come off of the axle. Loss of a

wheel end while the trailer is moving can cause you to

lose control and lead to an accident, which can result in

serious injury or death.

Suspension Fastener Torque Values

Torque (lbs.-ft.)

Item Min Max

3/8" U-Bolt 30 50

7/16" U-Bolt 45 70

1/2" U-Bolt 45 70

9/16" U-Bolt 65 95

5/8" U-Bolt 100 120

Non shoulder type with 9/16" threads

Shackle Bolt Snug fit only. Parts must rotate freely. Locking nuts

Spring Eye Bolt or cotter pins are provided to retain nut-bolt

Equalizer Bolt assembly.

Shoulder Type 30 50

Shackle Bolt with 7/16" threads

Worn spring eye bushings, sagging springs, or broken springs

should be replaced using the following method.

1. Support the trailer with the wheels just off the ground.

Suspensions

-60-

Sus

pens

ions






2. After the unit is properly supported place a suitable block

under the axle tube near the end to be repaired. This block

is to support the weight of the axle only, so that suspension

COMPONENTS can be removed.

3. Disassemble the U-bolts, nuts, and tie plates.

4. Remove the spring eye bolts and remove the spring and

place on a suitable work surface.

5. If the spring eye bushings are to be replaced, drive out the

old bushing using a suitable drift punch.



in serious injury.

6. Drive the new bushing into the spring eye using a piloted

drift punch or a close fitting bolt inserted through the

bushing.

7. Reinstall repaired or replaced components in reverse order.

Note: For multiple axle units, the weight of each

axle must be supported as outlined in Step 2 before

disassembly of any component of the suspension

system.

If the equalizer or equalizer bushings must be replaced, follow the

instructions above for lifting and supporting the trailer unit and

then proceed as follows:

-61-

1. With both axles blocked up, remove the spring eye bolt,

shackle bolt, and equalizer bolt from the equalizer to be

repaired or replaced.

2. Take the equalizer to suitable work surface and remove the

worn bushings using a suitable drift punch.

3. Drive the new bushings into place using a piloted drift

punch or a close fitting bolt through the bushing.

4. Reassemble in reverse order.



in serious injury.

All of the pivot points on your standard suspension system have

been fitted with anti-friction bearing materials which do not require

routine lubrication. When otherwise servicing the unit, these pivot

points may be lubricated if you so desire. If your trailer has been

fitted with the Heavy Duty Attaching Parts Kit, you should

lubricate periodically to ensure long component life.

Torflex® Suspension

The Torflex® suspension system is a torsion arm type

suspension which is completely self contained within the axle

tube. It attaches directly to the trailer frame using brackets which

are an integral part

of the axle

assembly. The

Torflex® axle

provides improved

suspension

characteristics

relative to leaf

spring axles

through the unique

arrangement of a

steel torsion bar

Suspensions

Torsion Arm

Torsion Bar

Axle TubeMounting Bracket

Spindle

-62-

Sus

pens

ions

surrounded by four natural rubber cords encased in the main

structural member of the axle beam.

The wheel/hub spindle is attached to a lever, called the torsion

arm, which is fastened to the rubber encased bar. As load is

applied, the bar rotates causing a rolling/compressive resistance

in the rubber cords. This action provides the same functions as

conventional sprung axles with several operating advantages

including independent suspension.

Except for periodic inspection of the fasteners used to attach the

Torflex® axle to the vehicle frame, no other suspension

maintenance is required on Torflex® axles. They are, of course,

subject to the maintenance and inspection procedures regarding

brakes, hubs, bearings, seals, wheels, and tires as outlined in this

manual.

CAUTIONDO NOT WELD ON THE TORFLEX® BEAM. It has rubber

cords inside and the heat generated by welding could

damage the cords.

Airflex™ Suspension

The Dexter Airflex™ suspension is a unique combination of

Torflex® axle and conventional air suspension technology. This

low maintenance suspension system carries the load on a

cushion of air, usually supplied by an on-board compressor and

storage tank. A load leveling valve maintains a constant ride

height, regardless of load. As load is added to the trailer, the

valve will automatically signal the compressor to supply more air.

As loads are removed, the same valve will exhaust air to maintain

the same height and ride characteristics.

The Airflex™ suspension can be supplied with a dump valve

which allows the trailer to be lowered several inches to facilitate

loading or leveling. Once loaded, the valve is reversed and the

system is pressurized to raise the trailer back up to normal

running height.

-63-

Axle Adjustment

1. Support the trailer frame on a level surface. If the wheels

are already mounted, make sure they are clear of the

ground. If the air actuation system has been installed, make

sure the air pressure in the air bags is bled off before lifting

the trailer. CAUTION: Lifting the trailer with air system

pressurized will overextend the air bags and can result

in damage to the air bags.






2. Measure from king pin to spindle center on each side. To

simplify this process, plumb lines may be dropped from the

king pin and from the centerline of each spindle end.

Measurements “A” and “B” can then be taped on the floor to

eliminate any miss measurement due to sagging of the tape

long measurements. Compare A and B measurements (see

Figure 1).

3. Loosen all the U-bolt nuts slightly and move the axle

assembly with the adjusting screws, located on the front

and rear of the axle seat. Move front axle to correct

alignment position based on previous findings of A and B

measurements. Make sure both front and rear adjusting

screws are snug after axle is realigned. Then, retighten the

U-bolt nuts to 100 to 120 lb ft.

Suspensions

-64-

Sus

pens

ions

4. Re-measure A and B, as before, to assure that “A” and “B”

dimensions are within 1/16" of each other. If dimensions are

not to specification, then repeat adjustment procedure.

Figure 1

-65-

Tandem Axle Adjustment

1. Adjust the second axle using it’s left hand spring seat

adjusters to assure distances “C” and “D” are within

tolerance.

2. Measure the distances “C” and “D” between the front and

rear tandem axles. These distances must be within 1/8" of

each other.

3. After alignment is completed make sure all nuts and bolts

are tightened to their respective torque values.

4. The limits of 1/16" and 1/8" appear very small in comparison

to the overall dimensions of the vehicle but they are

recognized as the maximum permissible limit of

misalignment. Also, the relatively small size of those limits

makes accurate measurements important.

Suspensions

-66-

WheelsWheel Selection

Wheels are very important and critical components of your

running gear system. When specifying or replacing your trailer

wheels it is important that the wheels, tires, and axle are properly

matched. The following characteristics are extremely important

and should be thoroughly checked when replacement wheels are

considered.

1. Bolt Circle. Many bolt circle dimensions are available.

Some vary by so little that it might be possible to attach an

improper wheel that does not match the axle hub. Be sure

to match your wheel to the axle hub.

2. Capacity. Make sure that the wheels have enough load

carrying capacity and pressure rating to match the rated

load of the tire.

3. Offset. This refers to the relationship of the center line of

the tire to the hub face of the axle. Care should be taken to

match any replacement wheel with the same offset wheel

as originally equipped. Failure to match offset can result in

reducing the load carrying capacity of your axle.

4. Rim Contour.

! CAUTIONReplacement tires must meet the same specifications as

the originals. Mismatched tires and rims may come apart

with explosive force and cause personal injury to

yourself or others. Mismatched tires and rims can also

blow out and cause you to lose control and have an

accident which can result in serious injury or death.

Whe

els

and

Tire

s

-67-

! CAUTIONDo not attempt to repair or modify a damaged wheel.

Even minor modifications can cause a dangerous failure

of the wheel and result in personal injury or death.

Torque Requirements

In June of 2004, Dexter Axle ceased production of trailer wheels.

If your vehicle is equipped with Dexter steel wheels manufactured

before that date, the following wheel torque information will be

applicable.

If your trailer is equipped with wheels produced by other

manufacturers, you must consult with the vehicle manufacturer to

determine the appropriate torque level for your wheels. However,

you must not exceed the limits of the wheel mounting studs on

the axles.

It is extremely important to apply and maintain proper wheel

mounting torque on your trailer axle. Torque is a measure of the

amount of tightening applied to a fastener (nut or bolt) and is

expressed as length force. For example, a force of 90 pounds

applied at the end of a wrench one foot long will yield

90 lbs.-ft. of torque. Torque wrenches are the best method to

assure the proper amount of torque is being applied to a fastener.

! CAUTIONWheel nuts or bolts must be tightened and maintained at

the proper torque levels to prevent loose wheels, broken

studs, and possible dangerous separation of wheels

from your axle, which can lead to an accident, personal

injuries or death.

Wheels and Tires

-68-

Be sure to use only the fasteners matched to the cone angle of

your wheel (usually 60o or 90o). The proper procedure for

attaching your wheels is as follows:

1. Start all bolts or nuts by hand to prevent cross threading.

2. Tighten bolts or nuts in the sequence shown for Wheel

Torque Requirements.

3. The tightening of the fasteners should be done in stages.

Following the recommended sequence, tighten fasteners

per wheel torque chart below.

4. Wheel nuts/bolts should be torqued before first road use

and after each wheel removal. Check and re-torque after

the first 10 miles, 25 miles, and again at 50 miles. Check

periodically thereafter.

Wheel Torque Requirements(For Dexter Steel Wheels Prior to June 2004)

Wheel Torque Sequence

Size 1st Stage 2nd Stage 3rd Stage

12" 20-25 35-40 50-75

13" 20-25 35-40 50-75

14" 20-25 50-60 90-120

15" 20-25 50-60 90-120

16" 20-25 50-60 90-120

16.5" x 6.75" 20-25 50-60 90-120

16.5" x 9.75" 55-60 120-125 175-225

14.5" Demount. Tighten sequentially to 85-95

17.5" Hub Pilot 50-60 100-120 190-210

Clamp Ring & Cone Nuts

17.5" Hub Pilot 50-60 90-200 275-325 5/8" Flange Nuts

4 BOLT 5 BOLT 6 BOLT 8 BOLT

1 1 1 1

22

2 2

3

3 33

44

4

4

55

5

66

78

Whe

els

and

Tire

s

-69-

Maximum Wheel Fastener Torque

The wheel mounting studs used on Dexter axles conform to the

SAE standards for grade 8. The maximum torque level that can

be safely applied to these studs is listed in the following chart:

Stud Size Max. Torque

1/2"-20 UNF, class 2A 120 lb ft.

9/16"-18 UNF, class 2A 170 lb ft.

5/8"-18 UNF, class 2A 325 lb ft.

! CAUTIONExceeding the above listed torque limits can damage

studs and/or nuts and lead to eventual fractures and

dangerous wheel separation.

Wheels and Tires

-70-

TiresBefore mounting tires onto the wheels, make certain that the rim

size and contour is approved for the tire as shown in the Tire and

Rim Association Yearbook or the tire manufacturers catalog.

Also, make sure the tire will carry the rated load. If the load is not

equal on all tires due to trailer weight distribution, use the tire

rated for the heaviest wheel position.

Note: The capacity rating molded into the sidewall

of the tire is not always the proper rating for the tire

if used in a trailer application. Use the following

guidelines:

1. LT and ST tires. Use the capacity rating molded into the

tire.

2. Passenger Car Tires. Use the capacity rating molded into

the tire sidewall divided by 1.10 for trailer use.

Use tire mounting procedures as outlined by the Rubber

Manufacturer's Association or the tire manufacturers.

Tire inflation pressure is the most important factor in tire life.

Inflation pressure should be as recommended by the

manufacturer for the load. Pressure should be checked cold

before operation. Do not bleed air from tires when they are hot.

Check inflation pressure weekly during use to insure the

maximum tire life and tread wear. The following tire wear

diagnostic chart will help you pinpoint the causes and solutions of

tire wear problems.

CAUTIONTire wear should be checked frequently because once a

wear pattern becomes firmly established in a tire it is

difficult to stop, even if the underlying cause is

corrected.

Whe

els

and

Tire

s

-71-

Tire Wear Diagnostic Chart

Wheels and Tires

Center Wear

Edge Wear

Side Wear

Toe Wear

Cupping

Flat Spots

Over Inflation

Under Inflation

Loss of camber

or overloading

Incorrect toe-in

Out-of-balance

Wheel lockup &

tire skidding

Adjust pressure to

particular load per

tire catalog

Adjust pressure to

particular load per

tire catalog

Make sure load doesn't

exceed axle rating.

Align at alignment shop.

Align at alignment shop.

Check bearing adjust-

ment and balance tires.

Avoid sudden stops

when possible and

adjust brakes.

Wear Pattern Cause Action

g

-72-

Replacement Parts/KitsMagnet Replacement Kits

Brake Magnet Kit No. Wire Nut Torque

Size (one magnet per kit) Color Brake Mounting

7 x 11/4 K71-057-00 White 45-70

10 x 21/4 K71-104-00 Green 45-70

12 x 2 K71-105-00 White 25-50

12 x 2 K71-125-00 (7K) Black 25-50

121/4 x 21/2 K71-441-00 Red 55-80

121/4 x 33/8 K71-375-00 oval magnet White 55-80

Brake Shoe Replacement Kits

Brake Shoe and Lining Replacement (1 Brake)

Size Electric Hydraulic

7 x 11/4 K71-045-00 N/A

7 x 1¾ N/A K71-466-00

10 x 21/4 K71-047-00 K71-267-00

Free Backing K71-393-00

Corrosion Resistant K71-423 -00

12 x 2 (5.2K) K71-048-00 K71-268-00

12 x 2 (7K) K71-127-00 K71-269-00 LH K71-270-00 RH

Free Backing K71-394-00 LH K71-395-00 RH

Free Backing, Corrosion Resistant K71-427-00 LH K71-428-00 RH

121/4 x 21/2 K71-497-00LH K71-496-00RH N/A

121/4 x 33/8 K71-499-00LH K71-498-00RH K71-165-00 LH K71-166-00 RH

121/4 x 33/8 K71-049-00LH K71-050-00RH Stamped Backing Plate

(prior to April 2000)

3.5K Disc N/A K71-623-00 (1 axle set)



Rep

lace

men

t P

arts

/Kit

s

-73-

Bearing Replacement Chart

Brake Hub Dexter Kit Industry Part # AxleSize Size Bearings Number Cup /Cone Capacity

7 x 11/4 4 or 5 Inner K71-306-00 L44610 / L44649 2K

Bolt Outer K71-306-00 L44610 / L44649

10 x 11/2 4 or 5 Inner K71-307-00 LM67010 / LM67048 2.8K

Bolt Outer K71-306-00 L44610 / L44649

10 x 21/4 4 or 5 Inner K71-390-00 L68111 / L68149 3.5K

Bolt Outer K71-306-00 L44610 / L44649

12 x 2 6 Bolt Inner K71-308-00 25520 / 25580 5.2K

Outer K71-307-00 LM67010 / LM67048

12 x 2 5 Bolt Inner K71-308-00 25520 / 25580 6K

Demount Outer K71-309-00 15245 / 15123

12 x 2* 6 Bolt Inner K71-308-00 25520 / 25580 6K

Outer K71-309-00 15245 / 15123

12 x 2 8 Bolt Inner K71-308-00 25520 / 25580 7K

Outer K71-310-00 14145A / 14276

121/4 x 21/2 8 Bolt Inner K71-308-00 25520 / 25580 7.2K

Outer K71-415-00 02420 / 02475

121/4 x 33/8 8 Bolt Inner K71-308-00 25520 / 25580 8K

Outer K71-415-00 02420 / 02475

* Special Application

Seal Replacement Reference

Brake Hub Seal Part No.

Size Size Std. E-Z Lube® Oil

7 x 11/4 4 or 5 Bolt 010-009-00 K71-301-00 NA

10 x 21/4 4, 5 or 6 Bolt 010-004-00 K71-303-00 NA

12 x 2** 5 Bolt Demount;

6 or 8 Bolt 010-054-00 K71-305-00 K71-305-00

121/4 x 21/2 8 Bolt K71-386-00 K71-386-00 K71-386-00

121/4 x 33/8 8 Bolt K71-386-00 K71-386-00 K71-386-00

** 2.12" diameter seal journal prior to 10/97

2.25" diameter seal journal after 10/97

Replacem

ent Parts/K

its

-74-

StorageStorage Preparation

If your trailer is to be stored for an extended period of time or over

the winter, it is important that the trailer be prepared properly.

1. Remove the emergency breakaway battery and store

inside, out of the weather. Charge the battery at least every

90 days.

2. Jack up the trailer and place jack stands under the trailer

frame so that the weight will be off the tires. Follow trailer

manufacturer's guidelines to lift and support the unit. Never

jack up or place jack stands on the axle tube or on the

equalizers.






3. Lubricate mechanical moving parts such as the hitch, and

suspension parts, that are exposed to the weather.

4. Boat trailer axles are subject to repeated immersion. Before

storing, remove brake drums; clean, dry and re-lubricate

moving brake components; inspect bearings - clean and re-

lubricate.

5. On oil lubricated hubs the upper part of the roller bearings

are not immersed in oil and are subject to potential

corrosion. For maximum bearing life, it is recommended

that you revolve your wheels periodically (every 2-3 weeks)

during periods of prolonged storage.

Sto

rage

-75-

After Prolonged Storage -Inspection Procedures

Before removing trailer from jack stands:

1. Remove all wheels and hubs or brake drums. Note which

spindle and brake that the drum was removed from so that

it can be reinstalled in the same location.

2. Inspect suspension for wear.

3. Check tightness of hanger bolt, shackle bolt, and U-bolt

nuts per recommended torque values.

4. Check brake linings, brake drums and armature faces for

excessive wear or scoring.

5. Check brake magnets with an ohmmeter. The magnets

should check 3.2 ohms. If shorted or worn excessively, they

must be replaced.

6. Lubricate all brake moving parts using a high temperature

brake lubricant (LUBRIPLATE or Equivalent).

CAUTIONDo not get grease or oil on brake linings or magnet face.

7. Remove any rust from braking surface and armature

surface of drums with fine emery paper or crocus cloth.

Protect bearings from contamination while so doing.

8. Inspect oil or grease seals for wear or nicks. Replace if

necessary.

9. Lubricate hub bearings. Refer to procedure in manual.

10.Reinstall hubs and adjust bearings per instructions in

manual.

11. Mount and tighten wheels per instructions in manual.

Storage

-76-

Trip Preparation Checklist

There are a number of simple rules to follow in caring for your

trailer axle assembly that can add to its life and in the case of

some of these rules, you may be protecting your own life as well.

Using the following checklist before starting a trip with your trailer

is highly recommended. Some of these items should be checked

2-3 weeks prior to a planned trip to allow sufficient time to

perform maintenance.

1. Check your maintenance schedule and be sure you are

up-to-date.

2. Check hitch. Is it showing wear? Is it properly lubricated?

3. Fasten safety chains and breakaway switch actuating chain

securely. Make certain the breakaway battery is fully

charged.

4. Inspect towing hookup for secure attachment.

5. Load your trailer so that approximately 10% of the trailers

total weight is on the hitch. For light trailers this should be

increased to 15%.

6. Do Not Overload. Stay within your gross vehicle rated

capacity (consult your trailers identification plate).

7. Inflate tires according to manufacturer's specifications;

inspect tires for cuts, excessive wear, etc.

8. Check wheel mounting nuts/bolts with a torque wrench.

Torque, in proper sequence, to the levels specified in this

manual.

9. Make certain brakes are synchronized and functioning

properly.

10.Check tightness of hanger bolt, shackle bolt, and U-bolt

nuts per torque values specified in manual.

11.Check operation of all lights.

12.Check that your trailer is towing in a level position and

adjust hitch height if required.

Sto

rage

-77-

Maintenance Schedule

Main

tenance S

chedule

Item Function Required Weekly3 Months or3000 Miles

6 Monthsor 6000

Miles

12 Monthsor 12000 Miles

Brakes Test that they areoperational.

At EveryUse

BrakeAdjustment

Adjust to properoperating clearance.

BrakeMagnets

Inspect for wear andcurrent draw.

Brake Linings Inspect for wear orcontamination.

BrakeController

Check for correctamperage &modulation.

BrakeCylinders

Check for leaks,sticking.

Brake Lines Inspect for cracks,leaks, kinks.

Trailer BrakeWiring

Inspect wiring for barespots, fray, etc.

BreakawaySystem

Check battery chargeand switch operation.

At Every Use

Hub/Drum Inspect for abnormalwear or scoring.

WheelBearings &Cups

Inspect for corrosion orwear. Clean & repack.

Seals Inspect for leakage.Replace if removed.

Springs Inspect for wear, lossof arch.

SuspensionParts

Inspect for bending,loose fasteners, wear.

Hangers Inspect Welds.

Wheel Nutsand Bolts

Tighten to specifiedtorque values.

Wheels Inspect for cracks,dents or distortion.

Tire InflationPressure

Inflate tires to mfg's.specifications.

Tire Condition Inspect for cuts, wear,bulging, etc.

-78-

Dexter Axle Limited WarrantyWHAT PRODUCTS ARE COVERED

All Dexter trailer axles, suspensions, and brake control systems

excluding Dexter 6000 series Manufactured Housing Axles.

LIMITED 2 YEAR WARRANTY

Dexter Axle warrants to the original purchaser that its axles, suspension

systems, and E/H hydraulic brake actuators shall be free from defects

in material and workmanship for a period of two (2) years from the date

of first sale of the trailer incorporating such components.


Dexter Axle warrants to the original purchaser that its Nev-R-Lube™

bearings and the suspension components only of its Torflex® axles

shall be free from defects in material and workmanship for a period of

five years from the date of first sale of the trailer incorporating such

components.


Dexter Axle warrants to the original purchaser that its Predator Series™

electric brake controllers shall be free from defects in material and

workmanship for a period of seven (7) years from the date of purchase.

EXCLUSIVE REMEDY

Dexter Axle will, at its option, repair or replace the affected components

of any defective axle, repair or replace the entire defective axle, or

refund the then-current list price of the axle. In all cases, a reasonable

time period must be allowed for warranty repairs to be completed.

Allowance will only be made for installation costs specifically approved

by Dexter Axle.

WHAT YOU MUST DO

In order to make a claim under these warranties:

1. You must be the original purchaser of the vehicle in which the

Spring Suspension Axles or Torflex® Axles were originally

installed.

2. You must promptly notify us within the warranty period of any

defect and provide us with the axle serial number and any

substantiation which may include, but is not limited to, the return

of parts(s) that we may reasonably request.

3. The axles or suspensions must have been installed and

maintained in accordance with good industry practice and any

specific Dexter Axle recommendations, including those specified

in Dexter Axle’s publication “Operation Maintenance Service

Manual.”

War

rant

y

-79-

EXCLUSIONS

These warranties do not extend to or do not cover defects caused by:

1. The connecting of brake wiring to the trailer wiring or trailer wiring

to the towing vehicle wiring.

2. The attachment of the running gear to the frame.

3. Hub imbalance, or any damage caused thereby.

4. Parts not supplied by Dexter Axle.

5. Any damage whatever caused by or related to any alteration of

the axle including welding supplemental brackets to the axle.

6. Use of an axle on a unit other than the unit to which it was

originally mounted.

7. Normal wear and tear.

8. Alignment.

9. Improper installation.

10. Unreasonable use (including failure to provide reasonable and

necessary maintenance as specified in Dexter Axle’s publication

“Operation Maintenance Service Manual” including required

maintenance after “Prolonged Storage”).

12. Improper wheel nut torque.

13. Cosmetic finish or corrosion.

LIMITATIONS

1. In all cases, Dexter Axle reserves the right to fully satisfy its

obligations under the Limited Warranties by refunding the

then-current list price of the defective axle (or, if the axle has

been discontinued, of the most nearly comparable current

product).

2. Dexter Axle reserves the right to furnish a substitute or

replacement component or product in the event an axle or any

component of the axle is discontinued or is otherwise unavailable.

3. These warranties are nontransferable.

GENERAL

THE FOREGOING WARRANTIES ARE EXCLUSIVE AND IN LIEU OF

ALL OTHER WARRANTIES EXCEPT THAT OF TITLE, WHETHER

WRITTEN, ORAL OR IMPLIED, IN FACT OR IN LAW (INCLUDING

ANY WARRANTY OF MERCHANTABILITY OR FITNESS FOR A

PARTICULAR PURPOSE).

Warranty

-80-

These warranties give you specific legal rights, and you may also have

other rights which vary from state to state.

THE DURATION OF ANY IMPLIED WARRANTIES, INCLUDING THE

IMPLIED WARRANTIES OF MERCHANTABILITY AND FITNESS FOR

A PARTICULAR PURPOSE, ARE LIMITED TO THE DURATION OF

THE EXPRESS WARRANTIES HEREIN. DEXTER AXLE HEREBY

EXCLUDES INCIDENTAL AND CONSEQUENTIAL DAMAGES,

INCLUDING LOSS OF TIME, INCONVENIENCE, LOSS OF USE,

TOWING FEES, TELEPHONE CALLS OR COST OF MEALS, FOR

ANY BREACH OF ANY EXPRESS OR IMPLIED WARRANTY,

INCLUDING THE IMPLIED WARRANTIES OF MERCHANTABILITY

AND FITNESS FOR A PARTICULAR PURPOSE.

Some states do not allow limitations on how long an implied warranty

lasts, or the exclusion or limitation of incidental or consequential

damages, so the above exclusion or limitation may not apply to you.

Inquiries regarding these warranties should be sent to:

Dexter Axle

P.O. Box 250

Elkhart, Indiana 46515

War

rant

y

Dexter Online Parts Store

From magnet and seal kits to complete brake and hub kits, Dexter offers

a complete line of genuine replacement parts for your trailer. Most

products are available in-stock and ready to ship within 24 hours direct

to you from the factory. With dedicated customer support, quick

turnaround and a 30-day money back guarantee, the Dexter Online

Parts Store helps keep your trailer going.

• Hub Components

• Brake Components

• Suspension Components

• Complete Hub Kits

• Brake Assemblies & Kits

• Brake Controllers & Actuators

Ready for Immediate Shipment Direct to Your Door

Visit us online at www.dexteraxle.com

GENUINE

Service Record

Date Service Performed Mileage

Genuine Dexter axles and components are availablenationwide from our plant locations listed below or throughour network of distributors. Check our website for thedistributor nearest you.

Dexter Axle222 Collins Rd.Elkhart, IN 46516Fax (574) 295-8094Ph (574) 295-1900

Dexter AxleWest Pearl St.Fremont, IN 46737Fax (260) 495-1701Ph (260) 495-5100

Dexter AxlePerimeter RdMonticello, GA 31064Fax (706) 468-2966Ph (706) 468-6495

Dexter Axle1400 Victoria Ave.San Bernardino, CA 92408Fax (909) 799-6258Ph (909) 796-2908

Dexter Axle500 S.E. 27th St.El Reno, OK 73036Fax (405) 262-9089Ph (405) 262-6700

Dexter AxleRoad 75 EastAlbion, IN 46701Fax (260) 636-3030Ph (260) 636-2195

Dexter Axle11870 N. 650 EastN. Manchester, IN 46962Fax (260) 982-7511Ph (260) 982-4047

Company Headquarters2900 Industrial Parkway East

Elkhart, IN 46516Fax (574) 295-8666Ph (574) 295-7888

Dexter Axle1 Municipal Dr.Carrollton, MO 64633Fax (660) 542-1133Ph (660) 542-2232

NO PART OF THIS CATALOG MAY BE REPRODUCED WITHOUT DEXTER AXLE'S PERMISSION.

ALL PART NUMBERS, DIMENSIONS AND SPECIFICATIONS IN THIS CATALOG ARE SUBJECT

TO CHANGE WITHOUT NOTICE.

Visit us online at: www.dexteraxle.com

www.dexteraxle.com

2900 Industrial Parkway East • Elkhart, IN 46516

Fax: 574-295-8666 • Ph. 574-295-7888

2/07 © Dexter Axle 2007

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