D45KS LP Service

023501-002
D45KS
SERVICE MANUAL
Serial Number 732213 & UP

(rev. 5-05)
SANDVIK MINING and CONSTRUCTION D45KS
BLASTHOLE
1814 kg / 4,000 lb
Sandvik Mining and Construction

13500 NW County Road 235
Alachua, Florida 32615 - USA
Tel. (386) 462-4100
Fax. (386) 462-3247
The following three hazard signal words are used throughout this manual to emphasize
important instructions. For the purpose of this manual, these signal words are defined as follows:
DANGER
Indicates a hazardous situation which,
! if not avoided, will result in death or serious injury.
WARNING
Indicates a hazardous situation which,
! if not avoided, could result in death or serious injury.
CAUTION
Indicates a situation which, if not avoided,
may result in damage to machinery or components.
California Proposition 65
WARNING:
This Product Contains And, When Used, Produces Chemicals Known
To The State Of California To Cause Cancer, And Birth Defects Or
Other Reproductive Harm.
11-06
SAFE OPERATING PRACTICES FOR DRILLERS
Introduction
SANDVIK MINING and CONSTRUCTION drilling equipment is carefully designed, tested and manufactured. When
operated and serviced by trained and qualified personnel, this machine will give safe and reliable service. There are
SANDVIK MINING and CONSTRUCTION offices world-wide to answer questions concerning the safe operation and
maintenance of this equipment.
To minimize the risk of accidents and injuries, all persons involved in the operation and servicing of this machine MUST
read and understand the following safety precautions and the manuals developed for this machine.
While we believe that we have properly identified several potential hazards that could result in property damage or injury
or death to personnel, there are certain hazards which may be present that we have not contemplated. It therefore is
the responsibility of the drill owner, operator and crew to be certain that the drill is properly equipped and safe to operate
to assure accident free operation.
Management's Responsibilities
It is the responsibility of management to:
• See that all operators of this equipment are thoroughly trained (with special emphasis on safety), competent, physi-
cally fit and if required, licensed.
• Assign specific crew members specific safety responsibilities and instruct them how to report any unsafe conditions.
• Enforce the use of protective clothing, eye and hearing equipment.
• See that the operation and maintenance of this drill is in compliance with all Federal, State and local codes, regula-
tions and standards.
• Ensure that the work area is appropriately illuminated when drilling is performed at night.
• Maintain a complete first aid kit at the drill site. At least two members of the drilling crew or personnel in the area
where the drill is operated should be familiar with first aid and Cardiac Pulmonary Resuscitation.
• Contact the utility companies for the exact location of underground transmission lines in the drilling area.
The Operator’s Responsibilities

Safety must always be the operator's most important concern. The operator must refuse to operate the drill if an unsafe
Safe Operating Practices for Drillers iii

11-06
condition exists. It is the responsibility of the drill operator to ensure that the drill is properly equipped, safe to operate
and that the site conditions make it possible for safe operation:
• The operator must see that all emergency stops, "operational aids" and "warning signals" are functional before oper-
ating.
• The operator must be alert, physically fit, and free from the
influences of drugs, alcohol and medications that might
impair eyesight, hearing or reactions
• The operator should not attempt to start, operate or service the drill unless he has been properly trained and read this
manual.
• The operator should not operate this equipment if any

of it's controls display a "lockout" tag.
• If an unsafe condition exists, the operator must place a

tag, identifying this condition, on the starting controls
and alert other potential users of the drill.
iv
11-06
• The operator should not operate the drill without first

checking that all personnel protection devices and
machinery guards are in place.
Operator's Safety Check

The operator must make a safety check before starting to work to ensure that the machine is in proper order for accident
free operation. Somethings to check are:
• Check that there are no "lockouts" or "tagouts" attached to the

controls.
• Check the machine log book to see that periodic maintenance

and inspections have been performed, and that all necessary
repairs have been made.
• After starting the engine, check all indicators, emergency stop,

trip devices and gauges for serviceability.
• Check the fire extinguisher(s) for charge and accessibility.
• Clean the cab interior windows if necessary.
• Test all controls for proper operation.
• Check access ladders and decking for damage and slipping hazards such as mud, oil or ice.
• At the end of the shift, the operator must properly secure the drill to prevent the machine from being operated by
unauthorized individuals.
• The operator must never permit personnel to ride on the machine except in the passenger compartment.
• The operator should treat all power lines as live.
Safe Operating Practices for Drillers v

11-06
Planning the Job
The person in charge must have a clear understanding of the work to be done and consider all the hazards at the site.
He must develop a plan to do the job safely and explain the plan to the crew members involved. Factors such as these
should be considered:
• Will the drilling take place in wet formations?
• Are there utility lines or structures that must be moved or avoided?
• Are there unusual or extreme weather conditions expected?
• Will drilling be done in night hours?
• Will the machine be propelled on inclines?
• Will drilling be done into difficult formations?
• Has a drilling pattern been developed?
• What is the required depth of the drilling pattern?
• Will special drilling tools be required to complete the job?
• Will vertical or angle drilling be required?
vi
11-06
Operating Precautions
• Operating near or contacting a power line with any part of the

machine can result in electrocution.
Do not raise the drilling mast or operate the machine in the
vicinity of electrical power lines without checking the mini-
mum safe operating perimeter set by local, state or federal
regulations.
• Raising or lowering the mast, and drilling with an unsupported or unleveled machine can result in excessive structural
stress to the machine frames or can cause the machine to overturn.
Do not raise or lower the mast or attempt to drill until the machine is fully supported and leveled by the lev-
eling jacks.
• Drilling with an unlocked mast can result in excessive pressure at the mast raising cylinders causing the mast to fall.
Do not attempt to drill until the mast locking pins are fully engaged.
.
• Before leaving the operator's station, all controls must be in the

neutral position with all locking and safety devices engaged.
Do not allow the drill to operate unattended.
• Do not park or position the machine on grades that exceed the tilt
ratings.
Park or position the machine on level ground or across (hori-
zontal) grade
• Park or position the machine to allow the wind to carry engine exhaust fumes away from the operator.
Exhaust fumes from diesel engines are lethal.
Safe Operating Practices for Drillers vii

11-06
• Drill pipe that is free to slide through the opening in the top plate
could be released from the loader while traveling.
Before lowering the mast, index the loader to a position
such that the top plate of the loader prevents all drill pipe
from moving past the top plate
General Maintenance Safety Practices
While operating and servicing this machine be aware of the following:
• The sudden release of a pressurized lid or hose can spray hot

oil.
Do not open hydraulic tanks, air reservoirs or hydraulic
connections while the machine is running or the sys-
tems are under pressure.
• Before entering any enclosure, be sure that the door is secured open. Avoid entrapment, be sure that no one is
inside any enclosure before closing and latching the doors.
Enclosures can cause suffocation.
• Before starting any service or maintenance work, always perform a safety/risk analysis of the task.
Performing maintenance work without the proper tools and personal protection equipment can cause seri-
ous injury or death.
• Climbing the mast is a crushing and falling hazard.

Climbing the mast may cause serious injury or death. Stay off the mast at all times.
• Hydraulic oil under extreme pressure from a small opening

can penetrate the skin and inject oil into the body.
Do not attempt to locate a hydraulic leak by using your
hand.
• Pressure in hydraulic systems can be retained for long peri-

ods of time. If not properly released before maintenance
people attempt to work on the hydraulic system, this pres-
sure can let components move or cause hot oil to spray
and hose ends to shoot out at high speed.
Release system pressure before attempting to make
adjustments or repairs.
viii
11-06
• Carelessness in getting on and off equipment can result in seri-

ous injuries.
Always wait until the machine has completely stopped. Do
not jump on or off. Always use both hands and feet and
use the 3-point contact rule.
• Riding the rotary head up and down the mast is a crushing hazard.
Never ride the rotary head for any reason!!! It was not designed to be an elevator.
When there is a need for an operator or helper to work on the rig in the working area or danger zone and this work
involves activation of one or several machine functions, this work shall only be done under the following conditions:
a. There must be two safety trained people present, one should supervise the safety of the other doing the servicing.
Supervision should be done from the operator’s station to ensure immediate access to an emergency stop at all
times.
b. The area where the service work is to be done should be properly illuminated.
c. A reliable mode of communication should be establish between the servicing person and the supervisor.
d. The rig must be completely shut down and all methods of starting disabled before servicing work begins.
Fire Prevention
• Keep the machine clean of vegetation, coal dust and oily rags.
• Clean-up any oil and fuel spills particularly around hot surfaces
and heat producing components.
• Check the Fire Suppression System (FSS), if fitted, for damaged hoses or cylinders.
• Check all electrical lines and connections including battery terminals for a tight fit, wear, abrasion, and corrosion.
• Do not use the drilling machine in oil, gas or waterwell operations unless the well head is properly equipped with blow-
out preventers and safety equipment required by law or as recommended in the American Petroleum Institute's doc-
ument API 54.
Safe Operating Practices for Drillers ix

11-06
• Check all machine ignition points (engine block, exhaust manifolds, mufflers, turbo-chargers, etc...) to make sure they
are not in contact with any hoses.
• Keep the batteries secured in their compartment and covered.
• Never inject ether or other starting aids into the engine and compressor intake filter(s). Ether or other aids drawn into
the compressor can cause an explosion.
• Do not store flammable fluids on or in the immediate vicinity of the machine.
• Engine oil, hydraulic fluid and compressor oil are flammable. Do not operate a machine with leaking or worn hoses or
lines.
• Do not clean washable filter elements with flammable solvents, diesel fuel, kerosene, or gasoline.
• Do not attempt to perform welding repairs until all flammable materials including oil and fuel spills oily rags, and rock
and coal dust, have been isolated or removed from the machine.
• Disconnect the battery cables before welding on the machine.
• Keep tools away from exposed live electrical parts such as terminals, to avoid arching.
• If charging the batteries, always turn the charger off before making or breaking connections to the battery.
• The compound (ethyl ether) used in the engine starting aid system is extremely flammable. Changing the cylinders
and servicing this system should be done in a well ventilated area. Do not store or install the cylinders in tempera-
tures above 160° F (71° C).
• The anti-freeze compound (methanol) used in the air line anti-ice systems is flammable. Refill the system with com-
pound only in well ventilated areas, away from heat, open flames and sparks. Do not store or expose this system or
the compound to temperatures above 150° F (65° C), or in direct sunlight.
x
11-06
INCLEMENT WEATHER and SAFE DRILLING PRACTICES
GENERAL
The following safety precautions were developed to minimize the risk of injury during inclement weather when using
Sandvik Mining and Construction drilling equipment.
All persons involved in the planning, operation and servicing of Sandvik Mining and Construction equipment MUST read
and understand the following safety precautions, the manuals developed for this machine and the Safe Operating Prac-
tices outlined in the front of this manual.
While we believe that we have properly identified several potential hazards that could result in property damage or per-
sonnel injury, there are certain hazards which may be present that we have not contemplated.
Bad weather conditions as they relate to this topic include lightning, thunderstorms and severe rainfall.
MANAGEMENT’S RESPOSIBILITIES
High winds, rainfall and cloud cover are often precursors to actual cloud to ground strikes notifying individuals to take
action. Many reported lightning accidents occur with sun, clear skies and no rain present at the beginning as the storm
approaches because; people ignore these precursors. Generally the lightning threat diminishes with time after the last
sound of thunder, but may persist for more than 30 minutes.
It is the responsibility of management to:
• Be aware of daily weather conditions within a 100 mile (161 Km) radius of the mine property.
• Determine a plan of action relating to expected bad or unexpected weather conditions.
• Notify equipment operators of impending storms. Communication to equipment operators may be given via two way
radio and/or in person.
• Consider that drill operators need ample time:
a. to retrieve drill pipe from blastholes and well bottom.
b. lower masts to a horizontal position or position feed rails into feed supports.
c. give the drill engine an adequate cool down period prior to shutting machine down.
d. leave machine cabin or operator platform and transport to central meeting location.
• Give equipment operators an all clear signal after the storm has cleared the area.
Note To Supervisors!
Recognize that equipment operators should be given adequate time to prepare the machine to move to specific loca-
tions for safe keeping. Crawler mounted drill machines have a maximum travel speed not exceeding 2.2 mph (3.5 kph).
RAINFALL AND FLOODING
When notified of an impending storm, machine operators should:
Safe Operating Practices for Drillers xi

11-06
•Move the drill machine to higher ground conditions.

Never leave a drill machine at the lowest floor position of
a mine or quarry or in a low lying ditch that could trap
water runoff.
•Move the drill machine to stable ground and away from

unstable crests or the face.
Never leave a drill machine on the front face of the drill
pattern while rain and severe weather pose a threat of
loose ground falls or washouts.
•When operating machines in a construction application, equipment operators shall move the drill machine to higher
stable ground.
Never leave a drill machine in any construction zone roadway, river bed or drainage ditch.
•Move the drill machine to stable ground away from high walls and any threat where rock or water erosion may
allow unstable ground to fall or slide.
THUNDERSTORMS AND LIGHTNING
A publication written in MSHA Holmes Safety Association Bulletin April 2001 gives a simple flash bang formula to calcu-
late lightning proximity.
The FLASH BANG method is determined by counting the seconds between the visible lightning and the sound of thun-
der. This delay in seconds when divided by 5 will give an approximate value in miles as to how close the active lightning
is to your worksite.
Example: when you see lightning and it takes (10) ten seconds to hear the thunder divide by (5) five. The approximate
distance of lightning proximity is 2 miles (3.2 km).
If the flash bang measurement is 30 seconds or less seek shelter immediately and remain indoors, away from electrical
devices, water and metal components.
Supervisors shall notify equipment operators in a timely manner. This is to allow the drill operator adequate time to per-
form the required operation principals needed and secure the machine in a safe manner.
• Equipment operators shall retrieve drill pipe from blastholes, secure drilling tools and lower mast to a horizontal
position into the mast rest supports.
Understand that the mast in a vertical position with drill pipe in the ground is capable of attracting high volt-
age lightning.
NOTE !
If the operator and machine are inside or near a blast area follow procedures written in USA Federal Metal and Non-
metal Mine safety Standards 30CFR 56/57/58 manual.
• Equipment operators shall move the machine to secure ground as noted in the rainfall and flooding description.
• Equipment operators shall give adequate engine cool down period prior to shutting machine down. Adequate
engine cool down periods range between 3 to 5 minutes.
Follow engine manufacture specifications as a standard.
xii
11-06
• Equipment operators shall secure the machine, close doors and windows, leave the machine cabin and dismount
the machine in a proper 3 point contact with the boarding ladder.
• Equipment operators shall drive or be transported to a central meeting location away from bad weather and storm
conditions.
There are exceptions to the rules when bad weather develops and time does not permit adequate machine preparation
- shutdown principals.
Exceptions
If you do get caught in an electircal storm and have little or no time to prepare, remember that, no place is absolutely
safe from the lightning threat, however, some places are safer than others.
When operators are inside a enclosed stable structure such as a machine cabin or the truck cab it is recommended that:
• all windows are closed
• all doors closed
• do not touch metal parts
• do not use two way radio communication
NOTE!
Wait inside the enclosed cab as long as it takes for the storm or lightning to subside. Do not attempt to dismount the
machine when lightning is in your immediate work area.
If lightning is present within a 20 mile (32 km) radius of your location be aware of your surroundings when outdoors.
Seek adequate shelter immediately.
If lightning is present within the 20 mile (32 km) radius, and a decision is made to dismount the machine, use a standard
3 point contact down the boarding ladder to dismount the machine.
Move away from the machine quickly and into a enclosed vehicle or adequate shelter. Maintain a distance greater than
100 yards (92 m) to prevent electrical draw in the event lightning did strike the mining equipment.
Static interference on AM radio channels is another indicator as to lightning proximity.
Lightning detectors are available aftermarket as a measuring instrument to determine lightning proximity. Blasting crews
are aware of lightning hazards and may have a lightning detector on site.
If you are caught in the open with lightning nearby and shelter is not available the safest position to be in is to be
crouched down on the balls of your feet. Keep your feet as close to one another as possible.
Do not allow your hands (or other body parts) to touch the ground. Use your hands to cover your ears and brace for a
loud thunderous bang.
Lightning struck victims carry no electrical charge and should be given first aid treatment immediately!
MACHINE MAINTENANCE
If lightning does strike a drill machine parked in any position (mast up or down) expect major component failures. A total
machine inspection is in order.
Safe Operating Practices for Drillers xiii

11-06
Electrical charge should dissipate immediately after impact.
Prior to climbing on board a machine known to have been struck by lightning use the back side of either hand (knuckle
side) to lightly touch the boarding ladder.
Reference material
MSHA Holmes Safety Association Bulletin April 2001
Federal Metal and Nonmetallic Mine Safety and Health Standards 30CRF 56/57/58 Ninth Edition (1999).
National weather service (www.noaa.gov)
xiv
TABLE of CONTENTS
MODELS D40KS, D45KS
and D50KS
SECTION 1 - INTRODUCTION SECTION 7 - HYDRAULIC SYSTEM
INTRODUCTION ............................................................... 1- 1 GEARBOX - 3 pump drive (001003/002233) .......... 001003-000
CHECK VALVE - double pilot .................................. 001316-000
SHAFT SEAL - replacement.................................... 001329-000
SECTION 2 - COOLANT, FUEL & LUBRICANT SPECI- HYDRAULIC PUMP - service .................................. 001330-000
FICATIONS AIR FILTER - hydraulic tank .................................... 001658-000
COOLANT, FUEL & LUBRICANT - specifications ............... 2- 1 HYDRAULIC PUMP - service .................................. 002764-000
GEARBOX - 4 pump drive (004167) ....................... 003837-000
ACCUMULATOR - precharging/recharging inst. ..... 004695-000
SECTION 3 - MOUNT/FRAME HYDRAULIC TANK - air pressure/relief adjust........ 004756-000
PUMP - fan/accessory, oper. & overhaul instruct. ... 008172-000
CRAWLER - undercarriage instructions .................. 018157-000 PUMP - vane ........................................................... 008610-000
FRONT IDLER ........................................................ 018157-063 PUMP - fan drive (019211) ...................................... 019146-000
FINAL DRIVE .......................................................... 018157-106 PUMP - fan drive (020237) ...................................... 019147-000
FINAL DRIVE SPROCKET ..................................... 018157-107 SCHEMATIC - hydraulic (D45KS high pressure) .... 019250-001
UPPER TRACK ROLLER ....................................... 018157-157 SCHEMATIC - hydraulic (D40KS low pressure)...... 019380-001
TRACK ASSEMBLY................................................ 018157-273 SCHEMATIC - hydraulic (D45/D50KS low press.) .. 019385-001
HYDRAULIC TRACK ADJUSTERS ........................ 018157-282 SCHEMATIC - hydraulic (D40KS low pressure)...... 019408-001
RECOIL SPRINGS .................................................. 018157-283 HYDRAULIC CYLINDER......................................... 020050-000
TRACK ROLLER, LOWER...................................... 018157-296 HYDRAULIC CYLINDER PISTON LOCK KIT ......... 020058-055
AIR CONDITIONER/HEATER - Sigma ................... 019148-000 PUMP - fan/accessory (replaces 008172) ............... 021434-000
PUMP - vane (replaces 008610) ............................. 021435-000
SECTION 4 - ENGINE
DRIVESHAFT SERVICE MANUAL ......................... 001022-000 SECTION 8 - MAST/FEED SYSTEM
AIR CLEANER ........................................................ 001036-000 CHAIN - instructions (D40/D45/D50KS) .................. 001085-000
ENGINE - Caterpillar Oper. & Maint. (3408B) ......... 003021-000 CHAIN - adjustment (non-single pass) .................... 001085-001
TACHOMETER - installation/adjustments - CHAIN/SPROCKET - wear limits ............................ 001085-071
Caterpillar engine .................................................... 006269-000 HOLDING VALVE - adjustment ............................... 008737-000
AIR CLEANER ........................................................ 006307-000 CHAIN - adjustment kit information ......................... 015847-000
TACHOMETER - installation/adjustements -
Cummins engine ..................................................... 007672-000
OIL SPINNER.......................................................... 019104-000 SECTION 9 - ROTARY SYSTEM
ENGINE - Caterpillar Oper. & Maint. (3408C) ......... 019079-000
ENGINE - Caterpillar Oper. & Maint. (3406E) ......... 019850-000 PLANETARY DRIVE - instructions .......................... 001004-000
ENGINE - Caterpillar Oper. & Maint. (3408E) ......... 019851-000 ROTARY HEAD - swivel seal housing packing ....... 001111-000
ENGINE - Cummins Oper. & Maint. (QSK19) ......... 020235-000 MOTOR - rotary head drive, overhaul instructions ..001329-01B
AIR CLEANER ........................................................ 021237-000 RELIEF VENT - operation/adjustment..................... 001670-002
ENGINE - Caterpillar Oper. & Maint. (C15 Tier 2)... 024340-000 ROTARY HEAD - overhaul instructions (D55SP
ENGINE - Caterpillar Oper. & Maint. (C16) ............. 027889-000 single rotary head) ................................................... 002153-000
ENGINE - Caterpillar Oper. & Maint. (C15 Tier 3)... 030555-000 HYDRAULIC MOTOR - service ............................... 002746-000
ENGINE - Caterpillar Oper. & Maint. (C18) ............. 030555-010 ROTARY HEAD - sleeve kit (FOR SINGLE HEAD) 009532-000
TOP SUB - installation information .......................... 011201-000
SECTION 5 - COMPRESSOR/COOLER SYSTEM

SECTION 10 - WINCH
AIR END SHAFT SEAL KIT - Instructions (H.P.) .... 001958-121
TAPERLOCK BUSHING - installation instructions .. 008674-000 WINCH - model BG4A, maint. & service manual..... 021371-001
COMPRESSOR - air inlet adjustments ................... 010119-000
AIR END SHAFT SEAL KIT - instructions (L.P.) ..... 012457-000 SECTION 11 - WATER INJECTION/DUST COLLECTOR
MOTOR - cooler, service instructions
SYSTEM
(see 019147-000 in Section 7 Hydraulic System)
MOTOR - dust collector ........................................... 001011-000
RELIEF VALVE - Water Injection ............................ 001104-000
SECTION 6 - AIR PIPING PUMP - Water Injection, 9 GPM .............................. 002168-000
AIR PIPING SWIVEL JOINT - FMC Chiksan .......... 001217-000 AIR FILTER/REGULATOR - service information..... 002428-000
AIR PIPING SWIVEL JOINT - OPW/Dover ............. 001217-001 DUST COLLECTOR - Driltech service .................... 007702-000
CYLINDER - service instructions (Hydroline) ......... 001690-001 MOTOR - Water Injection, maint. & serv. manual ... 009999-000
d40serv.toc Table of Contents - Page 1
SECTION 12 - LUBRICATOR SYSTEM SECTION 14 - ELECTRICAL SCHEMATICS
PUMP - oil injection ................................................. 011353-000 SCHEMATIC - heater, cold weather........................ 019314-001
LUBRICATOR - oil injection .................................... 011362-000 SCHEMATIC - heater, schematic, cold weather ..... 019314-004
SCHEMATIC - electrical (D40KS H.P. w/3408B) .... 019489-001
SCHEMATIC - electrical (D45KS L.P.) .................... 020182-001
SECTION 13 - OPTIONAL SYSTEMS SCHEMATIC - electrical (D40KS H.P.) ................... 020683-001
PREHEATER - service manual ............................... 003908-000 SCHEMATIC - electrical (D50KS L.P.) .................... 020791-001
CENTRALIZED LUBRICATION - manual system ... 006111-000 SCHEMATIC - electrical (D40/D45KS L.P.) ............ 020813-001
CENTRALIZED LUBRICATION - automatic system006113-000 SCHEMATIC - electrical (D40KS H.P. w/QSK) ....... 021689-001
FIRE SUPPRESSION - maintenance manual......... 006120-000 SCHEMATIC - electrical (D50KS L.P w/3408C)...... 023121-001
PREHEATER - operation manual ........................... 008868-002 VARIABLE SPEED CONTROL (C40/45/50) .......... 023260-01D
THREAD GREASE LUBRICATOR ......................... 015587-001 SCHEMATIC - electrical (D50KS L.P w/3406E) ...... 023369-001
DRILL MONITOR SYSTEM - instructions ............... 015702-000 SCHEMATIC - electrical (D45KS L.P.w/C15).......... 025424-001
GENERATOR - Oper. & Maint. ............................... 019105-000 SCHEMATIC - electrical (D45KS H.P.Cat. T2-T3) .. 025430-001
GENERATOR ENGINE - service manual, 3.152 .... 019105-001
GENERATOR - service manual (Magnaplus) ......... 019105-003
d40serv.toc Table of Contents - Page 2

SECTION 1
The parts manual should be referred to when it

INTRODUCTION is necessary to order repair parts. For prompt
and efficient parts service, contact your
Sandvik Mining and Construction dealer, giving
GENERAL the model and serial number of the machine,
along with the part number and description of
This manual provides a step-by-step guide to the items required, as their personnel are fully
performing service on your drill. A thorough qualified to assist and advise you on any ser-
study of this manual and the Operator’s Manual vice or operational problems that may be
are recommended before operation or mainte- encountered. Sandvik Mining and Construction
nance of the machine is attempted. Field Representatives are also available to you
for advice and assistance on special problems.
Careful attention should be given to the service
and maintenance instructions for the various
components and systems of the machine. MACHINE SPECIFICATIONS
Experience indicates that the procedures
Application of Rig
described herein are preferred practices and
that failure to comply with them can materially
The D40KS, D45KS and the D50KS machines
shorten the useful life of the equipment and/or
are designed for construction and surface mine
reduce its standard performance.
drilling.
19604s2
Introduction - Page 1-1

NOMENCLATURE/TERMINOLOGY
The terms used on this illustration are used

throughout this manual (D45KS shown).
FRONT
COOLER
AIR CLEANER
BATTERY
BOX
ROTARY HEAD
COMPRESSOR
RECEIVER TANK
FEED CHAIN ENGINE
DRILL PIPE
19604s1
19604s3 PROPEL
PUMP DRIVE
MAST
LUBRICATOR
HYDRAULIC TANK
PUMP DRIVE
DUST COLLECTOR
HYDRAULIC
TANK
MAST
RAISING
CYLINDERS
CAB
JACK
CYLINDER
LOADER
TONG WRENCH
CRAWLERS
DUST HOOD CAB
REAR
Page 1-2
D40KS (100 psi / 750 cfm) SPECIFICATIONS
DRILL RATING
Hole Size 6” to 8” (152 - 203 mm)
Max. 1st pass capacity (Std. tooling) 28’ 6” (8.7m)
Max. 1st pass capacity (Special tooling 30’ 9” (9.4m)
Total Depth Capacity 210’ (64m)
UNDERCARRIAGE
Type Caterpillar® - Model 330
Length 15’ (4.57 m)
Pads (Shoes) Triple Grouser 29.5” (750 mm)
Travel Speed 1.86 mph (3 km/h)
Gradeability (Mast Down) 68% (approximately 34°)
Drive HP each track 175 hp (130 kW)
Ground Bearing Pressure (Std. Equipment) 9.6 psi (66.1 kPa)
Width Over Tracks 12’ 1” (3.68 m)
Rollers 7 Lower - 2 Upper
DRILL POWER
Caterpillar® (std) Model 3406E ATAAC 450 hp (336 kW)
Caterpillar® (opt) Model 3408E DITA 500 hp (373 kW)
Cummins (opt) Model QSK19C 500 hp (373 kW)
Rated Speed 1800 rpm
Fuel Capacity 300 gallons US (1135 l)
COMPRESSOR
Type Single Stage Oil Flooded Screw Type
Manufacturer Sullair 750cfm (21.2m³m) @ 100 psi (6.9 bar) @
1800 rpm
FEED SYSTEM
Type 2 Hydraulic Cylinders and Chains
Rated Bit Loading 40,000 lbs (18,144 kg)
Rated Pullback 26,500 lbs (12,020 kg)
Feed Rate 0-72 fpm (21.9 mpm)
Retract Rate 0-130 fpm (39.6 mpm)
ROTARY HEAD
Type Gear Case Type
Drive Motor Hydraulic Axial Piston
Maximum Rotary Horsepower 102 hp (76 kW)
Standard Rotary Speed/Torque 106 rpm @ 60,000 in-lbs (6,780 Nm)
Optional Rotary Speed/Torque 160 rpm @ 40,000 in-lbs (4,520 Nm)
WEIGHT
Operating Weight w/Drill Pipe 90,000 lbs (40,824 kg)
DIMENSIONS
Length (mast down) 45’ 4” (13.8 m)
Width (operating w/o dust chute) 14’ 4” (4.38 m)
Width (operating w/dust chute) 15’ 2” (4.62 m)
Height (mast up) 46’ 9” (14.2 m)
Height (mast down & workdeck removed) 14’ 4” (4.38 m)
ELECTRICAL
Alternator 24VDC 100amp
Air Conditioner 24VDC
Batteries 2 @ 12 Volt

DRILL RATING
Hole Size 6” to 8” (152 - 203 mm)
UNDERCARRIAGE
Length 15’ (4.57 m)
DRILL POWER
Caterpillar® Model 3408E DITA 500 hp (373 kW)
COMPRESSOR
1800 rpm
FEED SYSTEM
ROTARY HEAD
Type Gear Case Type
WEIGHT
DIMENSIONS
ELECTRICAL
Page 1-4
DRILL RATING
Hole Size 6” to 8” (152 - 203 mm)
UNDERCARRIAGE
Length 15’ (4.57 m)
DRILL POWER
COMPRESSOR
1800 rpm
FEED SYSTEM
ROTARY HEAD
Type Gear Case Type
WEIGHT
DIMENSIONS
ELECTRICAL

DRILL RATING
Hole Size 6” to 9” (152 - 228 mm)
Total Depth Capacity 210’ (64 m)
UNDERCARRIAGE
Length 15’ (4.57 m)
Travel Speed 2 mph (3.2 km/h)
DRILL POWER
Caterpillar® Model 3406E ATAAC 450 hp (336 kW)
Caterpillar® Model C15 T2 450 hp (336 kW)
Cummins Model QSK19C 500 hp (373 kW)
COMPRESSOR
1800 rpm
FEED SYSTEM
Feed Rate 0-125 fpm (38 mpm)
Retract Rate 0-164 fpm (50 mpm)
ROTARY HEAD
Type Gear Case Type
WEIGHT
DIMENSIONS
ELECTRICAL
Page 1-6
DRILL RATING
Hole Size 6” to 9” (152 - 228 mm)
UNDERCARRIAGE
Length 15’ (4.57 m)
DRILL POWER
COMPRESSOR
1800 rpm
FEED SYSTEM
ROTARY HEAD
Type Gear Case Type
TOOL HANDLING EQUIPMENT (Loader)

Type Carousel (Inside Mast)
Number of Positions 4 or 6
Pipe Sizes 4 Position - 3” to 5-1/2” (76 to 140 mm)
6 Position - 6” to 7” (152 mm to 178 mm)
WEIGHT
DIMENSIONS
ELECTRICAL
DRILL RATING
Hole Size 6” to 9” (152 - 228 mm)
UNDERCARRIAGE
Length 15’ (4.57 m)
DRILL POWER
COMPRESSOR
1800 rpm
FEED SYSTEM
ROTARY HEAD
Type Gear Case Type

WEIGHT
DIMENSIONS
ELECTRICAL
Page 1-8
DRILL RATING
Hole Size 6” to 9” (152 - 228 mm)
Max. 1st pass capacity (Std. tooling) 28’ 6” (8.7 m)
Max. 1st pass capacity (Special tooling 30’ 9” (9.4 m)
UNDERCARRIAGE
Length 15’ (4.57 m)
DRILL POWER
Caterpillar® Model 3406E ATAAC 450 hp (336 kW)
COMPRESSOR
1800 rpm
FEED SYSTEM
ROTARY HEAD
Type Gear Case Type
WEIGHT
DIMENSIONS
Length (mast up) 31’ 0” (9.45 m)
ELECTRICAL

DRILL RATING
Hole Size 6” to 9” (152 - 228 mm)
UNDERCARRIAGE
Length 15’ (4.57 m)
DRILL POWER
COMPRESSOR
Manufacturer Sullair 1050 cfm (29.7m³m) @ 100 psi (6.9 bar) @
1800 rpm
FEED SYSTEM
ROTARY HEAD
Type Gear Case Type

WEIGHT
DIMENSIONS
ELECTRICAL
Page 1-10
DRILL RATING
Hole Size 6” to 9” (152 - 228 mm)
UNDERCARRIAGE
Length 15’ (4.57 m)
DRILL POWER
COMPRESSOR
Manufacturer Sullair 1300 cfm (36.8m³m) @ 100 psi (6.9 bar) @
1800 rpm
FEED SYSTEM
ROTARY HEAD
Type Gear Case Type

WEIGHT
DIMENSIONS
ELECTRICAL
D40KS (350psi / 900 cfm) SPECIFICATIONS
DRILL RATING
Hole Size 6” to 8” (152 - 203 mm)
UNDERCARRIAGE
Length 15’ (4.57 m)
DRILL POWER
Caterpillar Model 3406E ATAAC 450 hp (336 kW)
COMPRESSOR
Type 2 Stage Oil Flooded Screw Type
1800 rpm
FEED SYSTEM
ROTARY HEAD
Type Gear Case Type
WEIGHT
DIMENSIONS
ELECTRICAL
Page 1-12
DRILL RATING
Hole Size 6” to 9” (152 - 228 mm)
UNDERCARRIAGE
Length 15’ (4.57 m)
DRILL POWER
Caterpillar Model 3408E DITA 500 hp (373 kW)
COMPRESSOR
1800 rpm
FEED SYSTEM
ROTARY HEAD
Type Gear Case Type
WEIGHT
DIMENSIONS
ELECTRICAL

DRILL RATING
Hole Size 6” to 8” (152 - 203 mm)
UNDERCARRIAGE
Length 15’ (4.57 m)
DRILL POWER
COMPRESSOR
Manufacturer Sullair 1000cfm (28.3m³m) @ 350 psi (24.1 bar)
@ 1800 rpm
FEED SYSTEM
ROTARY HEAD
Type Gear Case Type
WEIGHT
DIMENSIONS
ELECTRICAL
Page 1-14
DRILL RATING
Hole Size 6” to 9” (152 - 228 mm)
UNDERCARRIAGE
Length 15’ (4.57 m)
DRILL POWER
Caterpillar Model C18 630 hp (470 kW)
Cummins Model QSK15 600 hp (447 kW)
COMPRESSOR
Manufacturer Sullair 1160cfm (25.5m³m) @ 350 psi (24.1 bar)
@ 1800 rpm
FEED SYSTEM
ROTARY HEAD GEAR CASE

Standard Rotary Speed/Torque 0-126 rpm @ 87,921 in-lbs (9934 Nm)
Optional Rotary Speeds/Torques 0-152 rpm @ 72,762 in-lbs (8221 Nm)
0-188 rpm @ 58,793 in-lbs (6643 Nm)
Dual Speed 0-126 rpm and 0-194 rpm
WEIGHT
DIMENSIONS
ELECTRICAL

DRILL RATING
Hole Size 6” to 9” (152 - 228 mm)
UNDERCARRIAGE
Length 15’ (4.57 m)
DRILL POWER
Caterpillar Model C16 600 hp (447 kW) Sn.732691 & Up
COMPRESSOR
1800 rpm
FEED SYSTEM
ROTARY HEAD
Type Gear Case Type
WEIGHT
DIMENSIONS
ELECTRICAL
Page 1-16
RECOMMENDED TORQUE VALUES FOR STANDARD HARDWARE - UNC
This table applies to part numbers:

001554-___ CAPSCREW, Hex hd
001559-___ CAPSCREW, Socket hd
001570-___ SCREW, Flat hd socket
001577-___ NUT, Hex - regular
001575-___ NUT, Hex - heavy
001562-___ NUT, Hex - self-locking
Coarse Thread (UNC) Torque Torque

Size Grade 5 Grade 8
(Diameter in Inches) Ft.Lb. (Kg/M) Ft.Lb. (Kg/M)
1/4 6 (.8) 9 (1.2)
5/16 12-14 (1.5) 17-19 (2)
3/8 22-24 (3) 31-34 (4.5)
7/16 36-39 (5) 50-55 (7)
1/2 54-59 (8) 76-84 (11)
9/16 77-85 (11) 110-120 (15-16.5)
5/8 107-118 (15-16) 153-166 (21-23)
3/4 190-210 (26-29) 270-292 (37-40)
7/8 280-310 (38-43) 437-475 (60-66)
1 425-460 (59-63) 650-710 (90-98)
1-1/8 570-620 (79-86) 930-1000 (128-138)
1-1/4 810-870 (112-120) 1310-1410 (181-195)
1-3/8 1060-1140 (146-157) 1730-1850 (239-256)
1-1/2 1410-1510 (195-209) 2290-2460 (316-340)
NOTE: These torque values are to be used for general assembly procedures. Special torque requirements may be
specified on assembly and installation procedures.
NOTE: All fasteners are to be free of dirt and rust at time of assembly. Lubrication is not to be applied to threads
unless so specified.

RECOMMENDED TORQUE VALUES FOR STANDARD HARDWARE - UNF
This table applies to part numbers:

001560-___ CAPSCREW, Socket hd
001571-___ SCREW, Flat hd socket
001578-___ NUT, Hex - regular
001576-___ NUT, Hex - heavy
001563-___ NUT, Hex - self-locking
Fine Thread (UNF) Torque Torque

Size Grade 5 Grade 8
(Diameter in Inches) Ft.Lb. (Kg/M) Ft.Lb. (Kg/M)
1/4 7 (1) 10-11 (1.5)
5/16 14-16 (2) 20-22 (3)
3/8 25-28 (3.5) 35-39 (5)
7/16 39-43 (6) 55-61 (8)
1/2 63-69 (9) 86-94 (12)
9/16 87-95 (12-13) 123-134 (17-18.5)
5/8 126-138 (17-19) 171-187 (24-26)
3/4 213-233 (30-32) 300-328 (42-45)
7/8 312-338 (43-46) 480-520 (66-72)
1 466-504 (64-70) 715-770 (99-106)
1-1/8 640-695 (89-96) 1040-1120 (144-155)
1-1/4 900-960 (124-133) 1460-1560 (202-216)
1-3/8 1210-1300 (167-180) 1970-2100 (272-290)
1-1/2 1585-1700 (167-180) 2570-2750 (272-290)
NOTE: These torque values are to be used for general assembly procedures. Special torque requirements may be
specified on assembly and installation procedures.
NOTE: All fasteners are to be free of dirt and rust at time of assembly. Lubrication is not to be applied to threads
unless so specified.
Page 1-18
COOLANT, FUEL and WATER QUALITY
LUBRICANT MINERAL MEASUREMENT
SPECIFICATIONS Chloride 40 ppm

as (C1)
Sulfur 100 ppm

as (SO4)
COOLANT SPECIFICATIONS (CUMMINS)
Calcium Magnesium 170 ppm as
(Hardness) (CaCo3 + MgCo3)
Testing the coolant with Cummins test kit CC-
2602 is recommended twice a year to monitor
ppm = parts per million
SCAs (Supplemental Coolant Additive). If the
SCA level is above 3 units, test at subsequent
oil drain intervals until the concentration is back
under 3 units, start installing the correct service Antifreeze (CUMMINS)
filters at each drain interval. If the concentration
is below 1.2 units per gallon, replace the filter Always use a low-silicate ethylene glycol-type
and precharge with liquid. antifreeze that meets ASTM D4985 specifica-
tions (less than 0.10% silicate, expressed as
Always use a mixture of approved fill water, and Na2S103). The correct amount to provide protec-
fully formulated antifreeze. tion to the lowest expected operating environ-
ment.
Refer to the Cummins Operation and Mainte-
nance manual for detailed specifications.
Coolant Conditioner Elements (CUMMINS)
COOLANT SPECIFICATIONS (CATERPIL- Correct use of SCAs (Supplemental Coolant

LAR) Additive) in conjunction with water and anti-
freeze are needed to protect engines from cool-
Always use a mixture of approved fill water, ing system problems. The system must be
antifreeze and Cooling System Conditioner. precharged with the correct concentration of
SCA.
Refer to the engine manufacturer for detailed
specifications, or Caterpillar® form SEBD0518. When coolant is replaced in the field, it must be
replaced with heavy duty coolant precharged
with SCAs. In addition, a service coolant filter
FILL WATER (CUMMINS) must be installed. Together, this will result in a
total precharge of approximately 1.5 SCA units
Never use plain water only in the cooling sys- per gallon of coolant.
tem. Water quality is important for cooling sys-
tem performance. Excessive levels of calcium
and magnesium contribute to scaling problems, FILL WATER (CATERPILLAR)
and excessive levels of chlorides and sulfates
cause cooling system corrosion. Always add conditioner to coolant water. Never
use plain water only in the cooling system.
Acceptable water for use in the preparation of

Coolant, Fuel and Lubricant Specifications - Page 2-1
ethylene glycol type antifreeze and water mix- economy.
ture is shown in the follow chart.
The viscosity of the fuel must be kept above
ACCEPTABLE WATER 1.3cSt to provide adequate fuel system lubrica-
tion.
Water Content 50% Antifreeze/ Without For a more detailed description of fuel proper-
50% Water Antifreeze ties, refer to Cummins Engine Bulletin No.
Chlorides 100 ppm 50 ppm 3379001.
or less or less
Sulphates 100 ppm 50 ppm

FUEL SPECIFICATIONS (CATERPILLAR)
or less or less
Hardness as 200 ppm 100 ppm Caterpillar® manufactured diesel engines have
CaCO3 or less or less the ability to burn a variety of fuels. These fuels
Dissolved 500 ppm 250 ppm are divided into two categories: Preferred or
Solids or less or less Permissible.
pH 6.5 or higher 6.5 or higher
Preferred fuels provide maximum engine ser-
vice life and performance. These fuels are distil-
ppm = parts per million
late fuels and are commonly called; fuel oil,
furnace oil, diesel fuel, gas oil or kerosene.
Antifreeze (CATERPILLAR) Permissible fuels are crude oils or blended
fuels. Use of these fuels can result in higher
Always use ethylene glycol-type antifreeze and maintenance costs and reduced engine service
the correct amount to provide protection to the life.
lowest expected operating environment.
Refer to form SEHS7067 from Caterpillar® for a
detailed summary of preferred fuels and their
Coolant Conditioner Elements (CATERPIL- specifications.
LAR)
Coolant conditioner elements should be used to Cetane Requirement (CATERPILLAR)

maintain a 3 to 6% concentration of conditioner
in the coolant. Use a precharge element when The minimum fuel cetane number recom-
filling the system or changing coolant. Install a mended for this engine is 40.
new maintenance element after every 250
hours of service.
Fuel Cloud Point (CATERPILLAR)
FUEL SPECIFICATIONS (CUMMINS) Fuel waxing can plug the fuel filters in cold
weather. The fuel cloud point must be below the
Cummins Engine Company, Inc. recommends temperature of the surrounding air to prevent fil-
the use of ASTM No. 2 diesel fuel. The sue of ter waxing and power loss. Fuel heating attach-
No. 2 diesel fuel will result in optimum engine ments can minimize fuel filter waxing and are
performance. At operating temperatures below available from your Sandvik Mining and Con-
0°C (32°F), acceptable performance can be struction or Caterpillar® dealer.
obtained by using blends of No.2 and No.1 die-
sel fuel. The use of lighter fuels can reduce fuel
Page 2-2
Fuel Sulphur Content (CATERPILLAR) LUBRICANT SPECIFICATIONS
The percentage of fuel sulphur content will

affect the engine oil and filter change intervals General
(refer to the following chart).
The classifications listed below follow S.A.E.
J183 classifications. The MIL specifications are
CRANKCASE OIL CHANGE INTERVALS USA Military Specifications. The following defi-
(CUMMINS) nitions will be of assistance in purchasing lubri-
The recommended method used to determine cants. The specific classifications for this
the proper oil and filter change interval is the machine are found on the Lubricant Chart.
Chart Method (base on known fuel and oil con-
sumption rates). Using the Chart Method will
require information listed below to determine Engine Oils (CH-4) (CUMMINS)
the correct oil and filter change interval:
• Fuel Consumption Rate Only use oils that meet API performance classi-
• Oil Consumption Rate fication CH-4.
• Total System Capacity
At the factory, this machine was filled with BP
The Cummins engine Operation and Mainte- 15W - 40.
nance manual provides information on deter-
mining these rates. NOTE!
The engine oil and filter should be changed
after the first 50 hours of service on new and
CRANKCASE OIL CHANGE INTERVALS reconditioned engines.
(CATERPILLAR)
Engine Oils (CH-4) (CATERPILLAR)
Fuel Sulphur Oil Change Interval Only use oils that meet Engine Service Classifi-
0.0% to 0.4% 250 Hours cation CH (MIL-L-2104D).
0.4% to 1.0% 125 Hours
At the factory, this machine was filled with BP
1.0% to 1.5% 62 Hours 15W - 40. Consult the Caterpillar form
SEBU5939 for a listing of CH oil brands.
NOTE!
If the fuel has over 0.5% sulphur content, the NOTE!
CG engine oil must have a Total Base Number The engine oil and filter should be changed
(TBN) of 20 times the percentage of fuel sulphur after the first 50 hours of service on new and
(TBN as measured by the ASTM D-2896 reconditioned engines.
method). If the sulphur content is greater than
1.5% by weight, use an oil with a TBN of 30 and
reduce the oil change interval by one half. Con- Lubricating Grease (MPGM)
sult your Caterpillar® dealer for correct engine
oil recommendations. Use only multi-purpose grease (MPGM) which
contains 3 to 5% molybdenum disulphide. NLGI
No, 2 Grade is suitable for most temperatures.
Use NLGI No. 1 or No. 0 Grade for extremely
low temperatures.

Compressor Oils (COMP) REFILL CAPACITIES
As with any oil Do not mix different types of oils.

Contamination of synthetic oils with traces of
COMPONENT GALLON LITRE
AFT may lead to foaming or plugging of orifices.
RECEIVER TANK 70 265
When operating between 80 and 100°F (27 and FUEL TANK 200 757
38°C) and with relative humidity above 80%, a
synthetic hydrocarbon type fluid is recom- HYDRAULIC TANK 135 511
mended. PUMP DRIVE GEARBOX 3 qt 3
ROTARY DRIVE GEARBOX 5.5 21

Machines shipping today are filled with Shell
Corena compressor oil. LUBRICATOR TANK 10 38
CENTRALIZED LUBRICA- 30 lb 13.5 kg

NOTE! TIONS SYSTEM
Compressor oil change intervals will change ENGINE CRANKCASE 9 34
depending on the type of oil used. The oil manu- (CATERPILLAR 3406E, C15)
facturers recommendations supersede the rec- ENGINE CRANKCASE 12 45
ommended interval suggested in this manual. (CATERPILLAR 3408E, C16)
ENGINE CRANKCASE 13 49
(CUMMINS QSK19)
Hydraulic Oils (HYDO)
COOLANT 25 95
(CUMMINS QSK19)
Use industrial-type hydraulic oils that are certi- approximately
fied by the oil supplier to have anti-wear,-foam, -
COOLANT 25 95
rust, and -oxidation additive properties for (CATERPILLAR 3406E, C15)
heavy duty usage. approximately
COOLANT 25 95
At the time of shipment this machine was filled (CATERPILLAR 3408E, C16)
with Citgo 32 AW hydraulic oil. approximately
WINCH 2 pt 1
Multipurpose - Type Gear Lubricant (MPL) CRAWLER FINAL DRIVE (ea) 2 8
WATER INJECTION 230 870

Use Gear Lubricant Classification GL-5 (MIL-L- TANK(WO/DUST COLLECTOR
2105B) EP140. Use SHC 75 x 90 in cold ambi- WATER INJECTION TANK(W/ 120 454
ent conditions and SHC 5 x 90 in arctic condi- DUST COLLECTOR
tions.
WATER INJECTION PUMP 1 qt 1
Refrigeration Oil (REF)
Use an ISO 100 refrigeration oil.
Page 2-4
505
RECOMMENDED LUBRICANT VISCOSITIES

OUTSIDE °F -22 -4 +14 +32 +50 +68 +86 +104 +122
TEMPERATURE °C -30 -20 -10 0 +10 +20 +30 +40 +50
ENGINE CRANKCASE SAE 5W-30

CH-4 (CUMMINS) SAE 10W-30
SAE 15W-40
SAE 5W -20(SPC)
SAE 5W-20
ENGINE CRANKCASE SAE 10W

CH-4 (CATERPILLAR) SAE 10W-30
SAE 15W-40
SAE 30
SAE 40
COMPRESSOR -40°F ISO 32

COMP
Note oil change intervals ISO 46
ISO 68
CD SAE 10W
UNDERCARRIAGE, CD SAE 30
FINAL DRIVE GEARBOX CD SAE 40W
MPL CD SAE 50W
32AW
HYDRAULIC SYSTEM 46AW
HYDO 68AW
100AW
WATER INJ. PUMP - CH SAE 30

SAE 10W-30
ROTARY HEAD, WINCH and

GL-5 EP 90
PUMP DRIVE GEARBOX
MPL SHC 75W-90
SHC 5W-90
ISO 46-100
HAMMER OIL ISO 100-220
RDO
220-460
AUTOLUBE PUMP CH SAE 10W

996
EQUIVALENT HYDRAULIC OILS
LUBRICANT ISO ISO ISO ISO

MANUFACTURER
BRAND NAME 22 32-46-68 100 150
ACCITE HIDRAULICO MH PETROLEOS MEXICANOS X X
AMOCO AW OIL AMOCO OIL CO. X
AMOCO RYDON OIL MV AMOCO OIL CO. X X
ANTECH EXXON/ESSO X
ASHLAND VG ASHLAND OIL CO. 32
BARTRAN HV BP OIL CO. 46 & 68
BRESLUBE VG BRESLUBE LTD.-CANADA X X
CANADIAN OIL MOXY T OIL CANADA X X X
CANVIS AW BP OIL CO. X X
CHAMPION SUPER GRADE LOWE OIL X
CHEVRON AW CHEVRON X
CITGO AW CITGO X X X
D-A WEAR GUARD II VG D-A LUBRICANT CO.-USA X
DECOL ANTI-WEAR SHELL CANADA X X X
DTE 24-25-26 MOBIL OIL CORP. X
DURO AW ARCO X X
EAL SYNDRAULIC MOBIL OIL CO. X
ELF OLNA DS ELF/ANTAR X
ENERGOL HLP-HD SERIES BP OIL CO. X X
EPPCO UNIVIVERSAL GP EPPERT OIL CO. X
GULF HARMONY AW GULF R&D X
GULF SYNFLUID SL H__AW GULF USA X
HIDRALUB EP MARAVAN S.A. X X
HARMONY AW GULF CANADA LTD. X X
HYDRAFLOW PETRO CANADA X X X
HYDRALUBE AW LUSCON IND. X X
HYDRELF DS ELF 46 & 68
HYSPIN AWS-AD CASTROL INC. X
HYTAC DISTAC LUBRICANTS X X
KENOIL R&O AW KENDALL REFINING CO. X X
LUSCON HD LUSCON IND. X X
MARATHON MULTI. VG MARATHON PETROLEUM X X
MOBIL HYD. OIL NZ MOBIL OIL CO. X
MOBIL HYD. OIL ZF MOBIL OIL CO. X
MYSTIK AW/AL CATO OIL & GREASE CO. X X
(Page 1 of 2)
Page 2-6
996
LUBRICANT ISO ISO ISO ISO
MANUFACTURER
BRAND NAME 22 32-46-68 100 150
NERVOL FLUID SH2 NERVOL X X X
NUTO-H EXXON/ESSO X X X
NUTO-HP EXXON/ESSO 32 & 46
NUTO-H PLUS EXXON/ESSO X
NYCO HYD. OIL NYCO LUBRICANT CORP. X X
ORLY AGENA ORLY INTERNATIONAL X
ORLY GALA ORLY INTERNATIONAL X
ORLY HYDRO ORLY INTERNATIONAL X
PACER POWER V PACER LUBRICANT INC. X X X
PARADENE ANTI-WEAR AW DRYDEN OIL CO. - USA X X X
PEAK HYDRA AW SERIES PEAK OIL CO. 46 & 68 X
PEN PREMIUM EP PENTAGON CORP. 32 & 68 X
PENNZBELL AW PENNZOIL PROD. CO. X X
PENNZOIL AW PENNZOIL PROD. CO. X X X
PENNZOIL AWX PENNZOIL PROD. CO. X X
RANDO OIL HD TEXACO INC. - USA X X
ROL ANTELITTERAM HVI ROL RAFFINERIA X
ROYAL AW EPPERT OIL CO. X
ROYAL PREMIUM VG EPPERT OIL CO. X
RYKON OIL AMOCO OIL CO. X
SELCO SF 330 SELCO X X X
SHARLU HYDROFLUIDS AW SHARJAH NATIONAL LUBE OIL X

CO. LTD.
SHOSEKI W-R SHOWA OIL LTD.-JAPAN X 32, 46 & 56
STAR PREMIUM VG EPPERT OIL CO. X
SUNVIS 8__ WR SUNCOR or SUNTECK X X X
SUPER BLUE HYD. OIL AUTOLINE OIL CO. X X X
SUPER HYD. OIL VG CONOCO X X
TELLUS SHELL CANADA LTD. X X X
TELLUS SHELL CO. - USA X X
TERRAPIN IND. OIL AUTOLINE OIL CO. X X X
TOTAL AZOLI A ZS J.W.LANE 46 & 68 X
TRC HYD. OILS VG TEXACO REFINERY X
UNION UNAX AW VG UNION OIL - USA 32 & 46 X X
UNIVIS N EXXON/ESSO X X
UNIVIS N PLUS EXXON/ESSO X X
UNIVIS SHP EXXON/ESSO 32 & 46
YUKONG SUPERVIS YUKONG LTD. X
(Page 2 of 2)

MINIMUM PERFORMANCE STANDARDS FOR HYDRAULIC OILS
The following are typical properties of hydraulic oils for use in severe duty applications of axial pis-
ton and vane pumps. Any oil which meets these or similar properties or which is listed in the
approved list of Equivalent Hydraulic Oils may be used.
32 46 68 100
ISO VISCOSITY GRADE
(32AW) (46AW) (68AW) (100AW)
ASTM Viscosity Grade No.

(Saybolt) 150 215 315 465
Gravity: API 31.1 30.3 29.5 28.9
Viscosity, Kinematic: cSt

104°F (40.0°C) 30.04 42.70 62.9 96
212°F (100.0°C) 5.26 6.57 8.43 11.03
Viscosity, SSU
100°F (37.8°C) 155 220 325 500
210°F (98.9°C) 43.9 48.2 54.6 64
Viscosity Index,
ASTM D 2270 106 105 104 99
Interfacial Tension,
D 971
77°F:dyn/cm 31 31 31 32
Flash, P-M: °F (°C) 400 (205) 405 (208) 450 (233) 465 (241)
Flash, OC: °F (°C) 425 (219) 430 (222) 470 (244) 490 (255)
Fire, OC: °F (°C) 455 (235) 470 (244) 500 (260) 545 (285)
Pour: °F (°C) -25 (-32) -25 (-32) -20 (-29) +5 (+15)
Color, ASTM D 1500 L0.5 L0.5 L1.0 L1.5
Carbon Residue,
Ramsbottom:% 0.30 0.30 0.36 0.37
Rust Preventive Test,

ASTM D 665
Procedure A, 24 hr Passes Passes Passes Passes
Procedure B, 24 hr. Passes Passes Passes Passes
Neutralization No.
ASTM D 974
Total Acid No. 0.68 0.68 0.68 0.68
Oxidation Test, ASTM D 943

Time Oxidized
Hr. to 2.0 Acid No. 2000+ 2000+ 2000+ 1500+
Emulsion, FTMS 791 3201,

180°F
Dist. Water: Minutes 40-40-0 (3) 40-40-0 (3) 40-40-0 (4) 40-40-0 (6)
Aniline Point, ASTM

D 611: °F (°C) 217 (103) 220 (105) 228 (109) 234 (113)
Page 2-8
AIR COMPRESSOR LUBRICANT RECOMMENDATIONS
Sandvik Mining and Construction encourages the user to participate in an oil analysis program with
the oil supplier. This could result in an oil change interval differing from what is stated in these
tables.
NOTE!
Mixing synthetic oils with an ATF may lead to operational problems, foaming, or plugging of orifices.
Do not mix different types of fluids.
AMBIENT CHANGE LUBRICANT

ISO
TEMPERATURE INTERVAL DESCRIPTION
-40°F to +95°F (-40°C to +35°C) 1000 Hours 32 Mobil SHC-624, 924 & 1024
-40°F to +100°F (-40°C to +38°C) 1000 Hours* 32 Mobil Rarus 424
-40°F to +100°F (-40°C to +38°C) 1000 Hours 32 Chevron HiPerSYN
-40°F to +100°F (-40°C to +38°C) 1000 Hours 32 Chevron Tegra Synthetic
-40°F to +100°F (-40°C to +38°C) 1000 Hours 32 Shell Corena PAO
-40°F to +100°F (-40°C to +38°C) 1000 Hours 32 Royco 432
-40°F to +100°F (-40°C to +38°C) 1000 Hours 32 Conoco Syncon R&O
-40°F to +100°F (-40°C to +38°C) 1000 Hours 32 Texaco Cetus PAO
-40°F to +100°F (-40°C to +38°C) 1000 Hours 32 Valvoline Syn Guard CP
-40°F to +100°F (-40°C to +38°C) 1000 Hours 32 Petro-Canada Super SCF32
+30°F to +100°F (-1°C to +38°C) 1000 Hours 46 Chevron HiPerSYN
+30°F to +100°F (-1°C to +38°C) 1000 Hours 46 Citgo CompressorGuard
+30°F to +100°F (-1°C to +38°C) 1000 Hours 46 Conoco Syncon R&O
+30°F to +100°F (-1°C to +38°C) 1000 Hours* 46 Mobil Rarus 425
+30°F to +100°F (-1°C to +38°C) 1000 Hours 46 Petro-Canada Super SCF46
+30°F to +100°F (-1°C to +38°C) 1000 Hours 46 Royco 446
+30°F to +100°F (-1°C to +38°C) 1000 Hours 46 Texaco Cetus PAO
+30°F to +100°F (-1°C to +38°C) 1000 Hours 46 Valvoline Syn Guard CP
+80°F to +120°F (+27°C to +49°C) 1000 Hours 68 Conoco Syncon R&O
+80°F to +120°F (+27°C to +49°C) 1000 Hours 68 Mobil SHC-626, 926 & 1026
Low and High Pressure Compressors
When operating between +80 and 100°F (+27 and 38°C) with a relative humidity above 80%, syn-
thetic hydrocarbon type fluid Mobil SHC or equivalent as recommended above should be used.
All lubricant recommendations are based on 1200 rpm maximum WARM-UP speed.
* 500 Hour interval with High Pressure compressors.

Page 2-10
6-10-98
UNDERCARRIAGE tom of seal ring ramp (7) and against retaining

lip (8).
(018157-000)
GENERAL
The crawlers used on this machine are a modi-

fied version of the crawlers used on Caterpil-
lar’s® 330 series excavators.
DUO-CONE SEAL INSTALLATION
The following instructions are for installing Cat- NOTE !

erpillar® Duo-Cone Seals used in several appli- Be sure that toric ring (2) is straight on seal ring
cations on the machine crawlers. (1) and is not twisted. Nicks, cuts and scratches
can cause leaks.
It is most important that correct assembly and
installation procedures are followed when Duo- 3. Put installation tool (9) onto seal ring (1) with
Cone Seals are used. Many of the Duo-Cone toric ring (2). Lower the rings into a container
Seal failures are the direct result of one or more with Trichloroethane until all surfaces of toric
mistakes made during assembly or installation ring (2) are wet.
of the seal components.
! WARNING
Avoid prolonged skin contact with Trichloro-
ethane. Avoid breathing the vapors in
enclosed areas without adequate ventilation
and no not smoke. Do not use near open
flame or welding operations or other heated 4. With all surfaces of toric ring (2) wet, use
surfaces exceeding 482° C (900° F). installation tool (9) to position seal ring (1) and
toric ring (2) squarely against housing (5) as
1. Remove any oil film, dust or other foreign shown. Use sudden and even pressure to pop
matter from toric rubber rings (2) and from (push) toric ring (2) under retaining lip (3) of
ramps (4) and (7) and lips (3) and (8) of both housing (5).
seal rings (1) and housings (5). Use Trichloro-
ethane and clean cloth or paper towels for wip-
ing.
NOTE !
Never permit oil to get on the toric rings or
ramps before both seal rings are put together in
their final assemblies position.
2. Put toric ring (2) on seal ring (1), at the bot-

018157-000 Sheet 1 of 2
6-10-98
5. Check assembled height (A) in at least four age.

places, 90° apart. The difference in height
around the ring must not be more than 1 mm
(.04”).
6. If small adjustments are necessary, do not

push directly on seal ring (1); use installation 9. Put a thin film of clean oil on the seal faces.
tool (9). Use an applicator, a disposable tissue or a
clean finger to distribute the oil evenly. Be care-
ful not to get any oil on the rubber toric rings.
7. Toric ring (2) can twist if it is not wet all

around during installation or if there are burrs or
fins on retaining lip (3) of housing (5).
NOTE !
Misalignment, twists and bulges of a toric ring
will cause seal failures. 10. Make sure both housings (5) are in correct
alignment and are concentric. Move the parts
IMPORTANT: Toric rings (2) must never slip on slowly and carefully toward each other.
the ramps of either seal rings (1) or seal ring
housings (5). To prevent slippage, wait a mini- NOTE !
mum of two minutes to let the Trichloroethane Do not slam seals together. High impact can
evaporate before further assembly. Once cor- scratch or break the seal components.
rectly in place, the toric ring must roll on the
ramps only. 11. Once in place, fasten all parts tightly.
8. Wipe seal faces (6) of seal rings (1) clean.

Use a lint free cloth or paper towel. No particles
of any kind are permissible on the sealing sur-
faces. Even a small piece from a paper towel
can hold the seal faces apart and cause leak-
018157-000 Sheet 2 of 2
6-10-98
FRONT IDLER NOTE!

To aid in the disassembly, rotate the idler and
(018157-063) spring 180° and slide it back into the frame.
Loosen the four bolts (3) but do not remove
them at this time. Slide the assembly out of the
crawler frame.
REMOVAL
5. Remove the four bolts (3) that hold the front
NOTE !
idler to the front support for the recoil spring.
The recoil spring and hydraulic track adjuster
Separate the front idler from the recoil spring
are removed at the same time.
and hydraulic track adjuster. The weight of the
front idler is 208 kg (460 lb). The weight of the
1. Refer to the topic “Track Assembly” and sep-
recoil spring and hydraulic track adjuster as a
arate the crawler track.
unit is 175 kg (385 lb).
2. Using the hydraulic track adjuster, extend
the front idler and recoil spring in the undercar-
riage frame assembly as far out as possible.
OVERHAUL
Disassembly
1. Thoroughly clean the outside of the front

1615395a.tif idler prior to disassembly.
2. Remove the fill/drain plug from the front

idler. Drain the oil from the idler into a suitable
container. The capacity of the idler is 555 ml
(19 oz.).
3. Using a pry bar, move the front idler and 3. Position the front idler on its side as shown
recoil spring assembly (1) partially out of the the below. The weight of the front idler is 208 kg
frame, and attach lifting straps as shown. (460 lb).
4. Remove two spring pins (1) from bearings

1615395b.tif (2). Fasten a hoist to two bearings (2), and
remove them from the shaft of the front idler.
The weight of each bearing is approximately 34
kg (75 lb).
4. Slide front idler and recoil spring out of the

undercarriage frame assembly as a unit. The
weight of the unit is 383 kg (845 lb).
018157-063 SHEET 1 OF 3
6-10-98
5. Remove Duo-Cone seals (3) from bearings 4. Temporarily install a bearing (2) on shaft (5).
(2). Install the shaft in the front idler. Install the
other bearing (2) on the shaft. Check the end
play of the shaft. The shaft end play must be
0.26 to 1.26 mm (.010 to .050 in). Remove two
bearings (2) and shaft (5) from the front idler.
NOTE !
The rubber seals and all surfaces that make
contact with the seals must be clean and dry.
After installation of the seals, put clean SAE 30
oil on the contact surfaces of the metal seals.
5. Install a Duo-Cone seal (6) in each side of

6. Remove shaft (5) from the front idler. the idler with tool (A).
7. Remove two O-ring seals (4) from shaft (5). NOTE !

Refer to the Introduction topic of the crawler
8. Remove Duo-Cone seal (6) from each side section of this manual for more information on
of the front idler. installing Duo-Cone seals.
9. Remove bushings (7) from each side of the

idler.
6. Install a Duo-Cone seal (3) in each bearing

(2) with tool (A).
Assembly
1. Thoroughly clean all parts of the front idler

prior to assembly.
2. Check the condition of bushings (7). If the

bushings are worn or damaged, use new parts
for replacement.
3. Lower the temperature of bushings (7), and 7. Check the condition of O-ring seals (4) used
install one in each side of the front idler with a on shaft (5). If the seals are worn or damaged,
press. use new parts for replacement. Install two O-
ring seals (4) on shaft (5). Put clean SAE 30 oil
018157-063 SHEET 2 OF 3
6-10-98
on the seals. INSTALLATION
8. Check the condition of spring pins (1) used 1. Be sure the mating surfaces on the front
to hold bearings (2) to shaft (5). If the spring support for the recoil spring and the two bear-
pins are worn or damaged, use new parts for ings for the front idler are clean and free of dirt
replacement. and debris prior to reassembly.
9. Install shaft (5) in either bearing (2). Be sure 2. Fasten a hoist to the recoil spring and
the spring pin hole in the shaft is in alignment hydraulic track adjuster. Put the unit in position
with the spring pin hole in the bearing. Also, be on the front idler. Temporarily install four bolts
sure the marking “R” and the milled surface of (3) that hold the unit together.
the shaft is facing toward the rear of the bearing
as positioned in the machine. Install a new 3. Fasten a hoist to the front idler and recoil
spring pin (1) to hold the unit together. Position spring and put the unit partially into the crawler
the slit in the spring pin as shown in the illustra- frame leaving the bolts (3) exposed. Tighten
tion that follows. the bolts.
4. Slide the front idler, recoil spring and

hydraulic track adjuster partially into the under-
carriage frame assembly leaving bolts (3)
exposed. Remove the hoist from the unit.
Tighten bolts (3) to 325 Nm (30 ft-lbs).
1615395b.tif
10. Install the shaft and bearing in the front idler.
11. Install the other bearing (2) on shaft (5). Be

sure the spring pin hole in the shaft is in align-
ment with the spring pin hole in the bearing.
Install a new spring pin (1) to hold the bearing to 5. Open the relief valve on the track adjuster
the shaft. only one turn.
12. Check the front idler for air leaks. Apply 245 6. Pull the assembly out of the crawler frame
to 265 kPa (35.5 to 38.5 psi) of air to the idler for and intall it in its correct position. Using a pry
a minimum of 30 seconds. If the pressure bar, slide the front idler and recoil spring the
gauge reading does not change in a 30 second remainder of the way into the crawler frame
time period, it can be assumed there are no assembly.
leaks in the front idler.
7. Refer to the topic “Track Assembly” and
13. Put the front idler in a vertical position. Fill reconnect the track assembly.
the front idler with 555 ml (19 oz.) of clean SAE
30 oil. Put a thin coat of thread lock on the
threads of the fill/drain plug, and reinstall it.
018157-063 SHEET 3 OF 3
6-10-98
018157-063 SHEET 4 OF 3
5-6-99
CRAWLER FINAL DRIVE into a suitable container.
(018157-106)
DESCRIPTION
c40-20
The final drive has an integral piston motor and
a hydraulically released (350 psi / 24 bar) multi-
ple disk brake. It is installed as a complete unit
into the crawler frame. The drive and hydraulic
motor have independent oil reservoirs. Although
the motor is integrated, servicing or replacing
the motor can be done without removal of the
drive.
DRAIN FILL/LEVEL
PLUG PLUG
The final drive consists of three planetary
stages. Each stage incorporates a set of
matched planetary gears which provide an 2. Remove bolts (23) holding motor (118) and
equal load distribution. All torque transmitting remove the motor from the drive. Plug all hoses
components are made of forged, quenched and and cap all ports.
tempered high-alloy steels. External gears are
carbonized. Precision roller bearings are used 3. Remove plug (108) from the drive cover to
exclusively. Two large, tapered roller bearings access and remove screw (109).
support the sprocket. A metal face seal protects
the unit against contamination. NOTE!
This screw does not need to be removed if only
The spring applied, hydraulically released, mul- the brake disks are being replace.
tiple disk brake is used as a safety brake. The
brake is released when pressurized by hydrau- 4. Compress brake back-up plate (26) and
lic oil. The inner disks (30) are splined to the remove snap ring (28). Release pressure on the
input coupler (3). The outer disks (29) are back-up plate until loose. Remove the back-up
splined to the spindle (1). When the brake is not plate.
pressurized, both the inner and outer disks are
compressed by a spring applied piston (25).
When the brake is pressurized, the springs (31
and 32) are compressed between the piston
and back-up plate (26), this frees the multiple
disks, which in turn, releases and opens the 1878163a.tif
brake.
PLATE
OVERHAUL
28
Disassembly
26
1. Position drive so that one of the drain hole is
at the bottom of the end cover and drain the oil
018157-106 SHEET 1 OF 5
5-6-99
5. Springs (31 & 32) should be removed from whether further disassembly is required.
brake piston (25) and kept together.
20. Rotate ring gear (49) of the drive assembly
6. Inject pressurized air into the brake release by hand. Listen carefully for sounds of rough-
port to help remove brake piston (25). ness in the bearings and feel for any tight or
loose spots while rotating. The drive should be
7. Remove brake disk stack (29 & 30) together stiff and have a uniform resistance to rotating. If
with coupling (3), and if screw (109) was the bearings do not feel loose or rough, do not
removed, remove shaft (87). Inspect the disk go any farther with the disassembly.
stack for wear or burned surfaces. Replace with
a brake disk kit and seal kit if any damage is 21. If face seal (15) is leaking, bearings (20 &
indicated. 21) have rough spots, or ring gear (49) rotates
too easily, the tapered roller bearings must be
8. Remove shaft (87). replaced.
9. Position the drive with the motor side facing 22. If face seal (15) was leaking, bearings (20 &
down. 21) and the face seal should be replaced.
10. Remove the twelve capscrews (106) and lift NOTE!

cover (104) off. Remove thrust washer (105). We strongly recommend replacement of the
face seal any time the tapered roller bearings
11. Remove the twelve bolts (67) and remove are adjusted or replaced. Under no circum-
ring gear end cover (51). stances should a new seal part be mated with
an old one.
12. Remove first stage sun gear (88).
23. Cut spindle nut (19) at dowel pins (44) and
13. Remove first stage planetary assembly (89). remove.
14. Remove snap ring (59) and remove sun 24. Press spindle assembly (1) out of flange
gear (52) from first stage planetary assembly (47).
(89)
25. Pull bearings (20 and 21) off of spindle (1)
15. Remove second stage planetary assembly and flange (47).
(53).
26. Remove snap ring (6) and slide out pilot ring
16. Remove snap ring (18) and remove sun (5) together with bearing (99).
gear (17) from second stage planetary assem-
bly (53). 27. Inspect the planetary stage assemblies as
complete units. Thoroughly clean the planetary
17. Remove the 24 socket head screws (48) and carriers as complete units, and the inside of the
lift ring gear (49) off. drive. Be sure to flush all old oil and contamina-
tion from the drive and tapered roller bearings.
18. Remove snap ring (8), and lift third stage Thoroughly clean and check both the gearing
planetary assembly (4) off of spindle (1). and the bearings for damage and apply new oil.
Remove thrust washer (100). If the gears or bearings need replacing they
must be replaced as complete sets.
19. If face seal (15) on the drive assembly is not
leaking, the pre-load on the tapered roller bear- 28. First stage planetary bearings (91) must be
ings (20, 21) has to be checked to determine replaced in sets of three pieces.
018157-106 SHEET 2 OF 5
21 47 5 4 99 100 11 12 17 18 54 55 67
20 19
15
8
1
51
90
118
91
106
59
88
109
018157-106
108
28
107
23 110
SHEET 3 OF 5
111
26 101
31 104
32
3
25
105
37
38
87
35
36
89
44 29 6 49 53 52 66
48 46
30
5-6-99
5-6-99
29. First stage planetary gears (90) must be NOTE!

changed as a complete set of three. We recom- It is recommended that the cups be cooled with
mend changing sun gear (88) along with this set dry ice or liquid nitrogen to help during installa-
of gears. tion.
30. Second stage planetary bearings (55) must 2. Press the cone of tapered bearing (20) onto
be replaced in sets of three pieces. spindle (1).
31. Second stage planetary gears (54) must be 3. Install one half of face seal (15) in output
changed as a complete set of three pieces. We flange (47) and the other half in spindle (1). Do
recommend changing sun gear (52) along with not use oil on the O-rings of the seal during
this set of gears. installation.
32. To remove sun gear (52) from the first stage NOTE!
planetary carrier, remove the snap ring (59). Be careful not to damage the metal face of the
seal or cut the O-rings during installation. Wipe
33. Third stage planetary bearings (12) must be the face of the seal with a lint free cloth to
replaced in sets of ten pieces. remove any contaminants.
34. Third stage planetary gears (11) must be 4. Lower the output flange (47) onto the spindle
changed as a complete set of five pieces. We (1). Take care not to damage the seal.
recommend changing sun gear (17) along with
this set of gears. 5. Install the cone of the tapered bearing (21)
on spindle (1).
6. Apply Loctite #638 to the threads of nut (19).

Assembly
7. While continuously rotating ring gear output
Before any assembly of the final drive can take flange (47) in one direction only, tighten spindle
place, the new spindle nut (19) must be lapped nut (19) to 5,531 ft-lb (7,500 Nm). This is
onto the threads of spindle (1). Lap the nut onto required to correctly pre-load the tapered roller
the threads as follows: bearing.
A. Apply a valve lapping compound to the 8. Install dowel pins (44) into nut (19) flush.
threads of the spindle.
9. Install bearing (99) in pilot ring (5). Install the
B. The new spindle nut (19) should be worked pilot ring in spindle (1) and secure it with snap
onto and off of the threads until the nut can be ring (6).
easily screwed on and off by hand. This proce-
dure ensures that the best torque setting can be 10. Install thrust washer (100) on pilot ring (5)
reached when setting pre-load. before placing third stage planetary assembly
(4) onto spindle (1).
C. Thoroughly wash spindle (1) and nut (19) to
remove all traces of the compound. 11. Lock the third stage planetary assembly to
the spindle by installing the snap ring (8) onto
1. Install the cup portions of bearings (20 & 21) the end of the spindle.
in output flange (47). Use a soft brass punch to
drive the cups fully against the shoulders. 12. Place O-ring (46) on ring gear (49) before
mounting the gear on flange (47). Secure with
018157-106 SHEET 4 OF 5
5-6-99
screws (48). Using a feeler gauge measure the clearance

between thrust washer (105) and sun gear (88).
13. Install sun gear (17) in planetary (4). Ideally the clearance should be.039 to.078 inch
(1 to 2 mm). If necessary replace the thrust
14. Install second stage planetary assembly (53) washer.
onto sun gear (17).
27. Secure cover (104) in place with twelve
15. Lock the second stage planetary assembly socket head screws (106). Torque the screws to
to sun gear (17) by installing the snap ring (18). 15.5 ft-lbs (21 Nm).
16. Install sun gear (52) in planetary assembly 28. Install screw (109) and tighten. Install plug
(53). (108).
17. Install first stage planetary assembly (89), 29. Place sleeve (103) in bushing (101) and
snap ring (59), and sun gear (88) into the drive. install in cover (104).
18. Install new O-ring (66) on ring gear end 30. Install capscrew (109) and tighten.
cover (51).
31. Install capscrews (110 & 111) and plug
19. Install cover (51) on ring gear (49) and (108).
secure with the twelve hex head bolts (67).
Torque the bolts to 64 ft-lbs (86 Nm). 32. Insert springs (31 & 32) into the back of pis-
ton (25).
20. Install input shaft (87) from the motor end
of the drive making sure to engage the splines 33. Place back-up plate (26) into position on top
with the sun gear (88). of springs (31 & 32).
21. Install coupling (3) over shaft (87) and into 34. Put snap ring (28) in the motor pilot and
bearing (99). compress the brake springs sufficiently to install
the snap ring (28) into the groove of the spindle.
22. Install new back-up rings (35) into spindle
(1). Install new back-up rings (38) onto piston 35. Before installing the motor CHECK THAT
(25). Install the back-up rings first and then THERE IS 1-2 mm OF CLEARANCE
install the piston seals between the back-up BETWEEN THE MOTOR SHAFT AND COU-
rings. Apply a thin coat of gear lube to piston PLER (3).
seals (36 & 37) before installation.
36. Install motor (118) and install the drive on
23. Assemble the brake disk stack (item 29 x 8 the crawler frame. Reconnect the hydraulic
pieces & item 30 x 7 pieces). hoses.
24. Install the assembled piston (25) into the 37. Rotate drive so that one fill plug is at 12
drive making sure to fully seat it against pilot o’clock position and the other is at 3 o’clock. Fill
ring (5). drive to bottom of 3 o’clock plug with gear oil.
Reinstall plugs.
25. Install O-ring (107) in cover (104). Apply
Loctite #270 to surface of thrust washer (105) 38. After four hours of operation, recheck the oil
before installing it in the cover. level.
26. Install cover (104) on ring gear cover (51).
018157-106 SHEET 5 OF 5
5-6-99
018157-106 SHEET 6 OF 5
10-15-02
FINAL DRIVE SPROCKET INSTALLATION
(018157-107 & -109) 1. Thoroughly clean the mating surfaces of the

sprocket and final drive prior to installation of
the sprocket.
REMOVAL
2. Fasten eyebolt (B) and a hoist to sprocket
(2), and put it in position on the final drive.
1. Separate the crawler track as described in
the topic’ Track Assembly - Separate’ in this
3. Put a thin coat of thread lock on the threads
section.
of the sixteen bolts (1) that hold the sprocket to
the final drive. Install the bolts that hold the
2. Using the jack cylinders, raise the machine
sprocket to the final drive. Tighten the bolts to a
so that the crawlers are not touching the
torque of 900 ± 100 Nm (660 ± 75 lb ft).
ground.
4. Lower the machine onto the crawler track
3. Remove the sixteen bolts (1) that hold the
and reconnect the track as described in the
sprocket to the final drive.
topic’ Track Assembly - Connect’ in this section.
4. Fasten an eyebolt (B) and a hoist to

sprocket (2) as shown. Remove the sprocket.
The weight of the sprocket is 88 kg (195 lb).
018157-107 & 018157-109 SHEET 1 OF 1

6-10-98
3-13-98
UPPER TRACK ROLLER riage frame assembly.
(018157-157)
REMOVAL
Remove the upper track rollers from the crawl-

ers as follows:
1. Position the machine on a flat level floor. 4. Place wood blocks and jack (A) under the
track assembly as shown and lift the track
!! WARNING assembly off of the track carrier roller.
The grease in the track adjusting cylinder is

under high pressure. Grease coming out of
the relief valve of the track adjuster, which is
under high pressure, can penetrate the body
causing personal injury or death. When
loosening the tension on the track, loosen
the relief valve only one turn. Do not visu-
ally inspect the relief valve to see if grease is
being released from the track adjuster.
Instead, watch the track to see if it loosens. 5. Support the roller and remove bolt (2) and
If the track does not loosen after opening the track carrier roller (3). The weight of the track
relief valve, move the machine forward and carrier roller is 25 kg (55 lb).
backward to release the tension.
2. Release the tension on the track. Loosen

relief valve (1) only on turn. If the track does not OVERHAUL
loosen after opening the relief valve, move the
machine forward and backward until the tension Disassembly
is released.
1. Thoroughly clean the outside of the track
carrier roller prior to disassembly.
2. Remove plug (2), and drain the oil from the

carrier roller into a suitable container. The
capacity of the track carrier roller is 210 ml
(7oz.).
3. Loosen bolt (2) that holds track carrier roller

(3) to the mounting bracket on the undercar-
018157-157 SHEET 1 OF 5
3-13-98
3. Remove the three socket head bolts (1) and carrier roller.
cover (3) from the track carrier roller.
4. Remove O-ring seal (4) from cover (3).
5. Lift the washer off of retainer (7) then

remove socket head bolts (5) and (6) and 8. Remove Duo-Cone seal (10) from shaft
retainer (7) from the end of the shaft assembly. assembly (8).
6. Carefully remove shaft assembly (8) from 9. Measure distance (X) on the shaft assembly.
the track carrier roller. Record this dimension for assembly purposes.
Using a press, push shaft (8) out of collar (11).
Remove the O-ring seal from inside the collar.
10. Remove bearings (12) and (13) from the

track carrier roller.
7. Remove Duo-Cone seal (9) from the track
018157-157 SHEET 2 OF 5
3-13-98
4. Check the condition of the O-ring seal used

in collar (11). If the seal is worn or damaged,
use a new part for replacement. Install the O-
ring seal in the collar. Put clean oil on the seal.
5. Using a press, install collar (11) on shaft (8)

until dimension (X) is 127.4 ± 0.2 mm (5.02 ±
.008 in).
6. Determine shaft end play as follows:
NOTE !
Do not install the Duo-Cone seals in the track
Assembly carrier roller or collar (11) at this time.
1. Thoroughly clean all parts of the track carrier A.Install shaft assembly (8) in the track carrier
roller prior to assembly. roller without Duo-Cone seals.
NOTE ! B. Install retainer (7) and socket head bolts (5)
Do not reuse bearings (12) and (13). Use new and (6) on the end of shaft assembly (8).
parts for replacement.
C. Use a dial indicator to measure the end play
NOTE ! of shaft assembly (8). The end play of the shaft
Bearing (13) is a straight bearing. assembly must be 0.25 to 1.25 mm (.0098 to
.0492 in). Bearing (12) controls the amount of
2. Lower the temperature of bearing (13), and shaft end play.
install it in the inside bore of the carrier roller
with a press. Install the bearing until it is even D. Disassemble the track carrier roller, but do
with the shaft counterbore in the carrier roller. not remove collar (11) from shaft (8).
NOTE ! NOTE !
Bearing (12) has a flange on it. The rubber seal and all surfaces that make con-
tact with the seals must be clean and dry. After
3. Lower the temperature of bearing (12), and installation of the seals, put clean SAE 30 oil on
install it in the outside bore of the carrier roller the contact surfaces of the metal seals.
with a press. The outside bore can be identified
by the three threaded holes (H) in the track car- 7. Install Duo-Cone seal (10) in collar (11).
rier roller. Install the bearing until the flange on
the bearing makes contact with the counterbore NOTE !
in the track carrier roller. Refer to the Introduction topic of the Undercar-
018157-157 SHEET 3 OF 5
3-13-98
riage section of this manual for more information. Fill the track carrier roller with 210 ml
tion on installing Duo-Cone seals. (7oz.) of clean SAE 30 oil. Put a thin coat of
Caterpillar pipe sealant on the threads of plug
8. Install Duo-Cone seal (9) in the track carrier (2). Install plug (2).
roller (side without three threaded holes). .
.
9. Carefully install shaft assembly (8) in the

track carrier roller. Install retainer (7) and
socket head bolts (5) and (6). Install the washer
on retainer (7). INSTALLATION
.
1. Be sure the shaft of the track carrier roller
and the bore in the mounting bracket on the
undercarriage frame assembly is clean and free
of dirt.
2. Put the track carrier roller in position in the

mounting bracket. Adjust the carrier roller until
distance (B), the distance between the outside
face of the mounting bracket and the carrier
roller is 7.0 ± 0.5 mm (.28 ± .02 in).
10. Check the condition of O-ring seal (4) used

on cover (3). If the seal is worn or damaged,
use a new part for replacement. Put clean oil
on O-ring seal (4), and install it on cover (3).
11. Install cover (3) on the track carrier roller and

three socket head bolts (1) that hold it. 3. After adjusting the position of the carrier
roller in the mounting bracket, tighten bolt (2).
12. Put the track carrier roller in a vertical posi-
018157-157 SHEET 4 OF 5
3-13-98
4. Be sure the carrier roller rotates smoothly by

hand. Slowly lower the track assembly on to
the carrier roller.
5. Tighten the tension of the track. See the

Preventive Maintenance section in the Opera-
tors Manual.
018157-157 SHEET 5 OF 5
3-13-98
018157-157 SHEET 6 OF 5
6-10-98
TRACK ASSEMBLY 5. Using a ram, press the master pin out of the
master link and install a pilot pin in its place.
(018157-273)
6. Start the machine and position the pilot pin
on top of the final drive sprocket.
7. Remove the load off of the pilot pin and

SEPARATING THE TRACK remove the pilot pin.
1. Position the machine on level ground. 8. Fasten a hoist to the rear of the track assem-
bly. Raise the track assembly off of the
! WARNING sprocket and lower the track assembly to the

floor.
under high pressure. Grease coming out of 9. Tram the machine off the track assembly
the relief valve of the track adjuster, which is
under high pressure, can penetrate the body
loosening the tension on the track assembly, CONNECTING TRACK
loosen the relief valve only one turn. Do not
visually inspect the relief valve to see if 1. Install tooling (A) in the track link and on the
grease is being released from the track final drive sprocket as shown below.
adjuster. Instead, watch the track assembly
to see if it loosens. If the track assembly
does not loosen, move the machine forward
and backward to release the tension.
2. Release the tension on the track assembly.

Loosen relief valve (1) for the track adjuster only
one turn. If the track assembly does not loosen
after opening the relief valve, move the machine
forward and backward until the tension is
released.
2. Start the machine. Move the sprocket for-
ward until the track assembly is pulled up on the
sprocket and the end of the track assembly is
forward of a vertical line through the center of
the sprocket. Remove tooling (A).
3. Install tool (B) between the first bushing in

the track link and the sprocket as shown below.
3. Move the track assembly until the master pin

is in located between the two upper rollers.
4. Remove the two track shoes directly above

the master pin.
018157-273 SHEET 1 OF 2
6-10-98
4. Move the sprocket forward. Use tool (B) to 10. Press in the master pin.
guide the track assembly over the carrier rollers
and the front idler. 11. Reinstall the track shoes.
5. Install pin and chain assembly (C) and pin 12. Tighten the tension of the track. See the
(1) between the links in the ends of the track Preventive Maintenance section in the Opera-
assembly as shown. tors Manual.
6. Move the track assembly forward or back-

ward until the separation in the track assembly
is below a horizontal line through the center of
the sprocket.
7. Put multipurpose grease on two track bush-

ings (2), and install them in the track links as
shown. The grease will hold the bushings in
place.
8. Install tool (D) under the rear of the track

assembly as shown. Move the track assembly
backwards until the separation in the track
assembly closes and the pin bores in both ends
of the track assembly are in alignment with
each other. The machine may have to be
moved back and forth to align the pin bores.
9. Put multipurpose grease in the master pin

bores in the track assembly and on the pilot pin.
Install the washers and spacers in the master
link and install the pilot pin used during track
removal. Move the track until the master link is
located between the two top rollers.
018157-273 SHEET 2 OF 2
6-11-98
HYDRAULIC TRACK ASSEMBLY
ADJUSTERS 1. Be sure all parts of the hydraulic track

adjuster are clean and free of dirt and debris
(018157-282) prior to assembly.
DISASSEMBLY NOTE !
Install back-up rings (2) and (3) and O-ring
1. Refer to the topic ‘Front Idler’ for information seals (1) on piston (4) in the positions shown.
on removing the idler and track adjusting Back-up rings (2) and (3) can be identified by
assembly. their color. Back-up ring (2) is brown. Back-up
ring (3) is black. Do not interchange the posi-
2. Thoroughly clean the outside of the hydrau- tions of the back-up rings and O-rings. When
lic track adjuster. piston (4) is installed in cylinder (8), be sure to
keep it square to prevent possible damage to
3. Attach a grease gun to fill valve (6). Pump the back-up rings and O-ring seals.
grease through the fill valve and into cylinder (8)
to remove piston (4). Remove the piston. 2. Install O-ring seals (1) and back-up rings (2)
and (3) on piston (4) in the positions shown.
4. Remove the O-ring seals (1) and back-up
rings (2 & 3) from piston (4). 3. Put a small amount of multipurpose grease
on the sliding surface of piston (4). Be sure the
5. Remove the two bolts and stopper plate grease covers back-up rings (2) and (3) and O-
assembly (7) from cylinder (8). Remove relief ring seals (1). Also, put grease in the lower end
valve (5) and fill valve (6) from the cylinder. of cylinder (8). This will prevent air from getting
into the cylinder during installation of the piston.
6. Remove seal (9) from the cylinder. Install piston (4) in the cylinder. It may be nec-
essary to use a soft faced hammer to install the
piston in the cylinder.
4. Center the piston in the cylinder. Put a small
1 2 3 1 2 3 9
16153s91
6 7 8
5 4
018157-282 Sheet 1 of 2
6-11-98
amount of multipurpose grease on the inside

diameter of seal (9). Install seal (9) in the cylin-
der. Install the seal until it is even with the
outside surface of the cylinder or not more
than 0.5 mm (.02 in) below the outside sur-
face of the cylinder.
5. Reinstall relief valve (5) and fill valve (6) in

the cylinder. Tighten the relief valve and fill
valve to a torque of 34 N.m (25 lb ft).
6. Reinstall the stopper plate assembly (7) and

the two bolts which hold it.
018157-282 Sheet 2 of 2
6-11-98
RECOIL SPRINGS 3. Thoroughly clean the outside of the recoil

spring assembly.
(018157-283)
4. Install a ram adapter (D) on the service
stand ram cylinder (B) as shown.
DISASSEMBLY
General
1615114a
The disassembly of this component will require
several specialized tools. Contact the Caterpil-
lar Service Technology Group for more infoma-
tion.
The following procedure was written with the
assumption that a recoil spring service stand is NOTE !
availible. Two adjustable supports (1), reaction plate (2)
WARNING
and movable plate (3) are part of service stand
! (A).
The recoil spring assembly is assembled
with a force of several tons. Do not put the
recoil spring assembly under compression
or release the tension with nut (6). Damaged
1615114b
threads on recoil spring retaining rod (12) or
in nut (6) that holds the unit together, can
cause the assembly to come apart with
force, resulting in personal injury or death.
1615114g
5. Adjust the spacing between reaction plate

(2) and movable plate (3) so it is approximately
the same length as the recoil spring assembly.
Also, be sure two adjustable supports (1) are
positioned between the reaction plate and the
movable plate as shown.
NOTE !
Do not remove the hoist from the recoil spring
1. Refer to the topic ‘Front Idler’ for information assembly until the unit is leveled, centered and
on removing the idler and spring assembly. locked in tool (A).
2. Prior to disassembling and assembling the 6. The weight of the recoil spring assembly is
recoil spring assembly, be sure the recoil spring 175 kg (385 lb). Fasten a hoist to the recoil
service stand is on a level surface. spring assembly. Put the recoil spring assem-
bly in position on two adjustable supports (1) in
018157-283 Sheet 1 of 3
3-13-98
service stand (A). Adjust the two adjustable

supports to align the centerline of the recoil
spring assembly with the centerline of service
stand (A). 1615114e
1615114c
8. Close covers (7) on service stand (A). Using

7. Put level (4) on the recoil spring assembly. hydraulic ram (B), compress the recoil spring
Reposition the recoil spring assembly until it is assembly a small amount. Through the open-
level, and the recoil spring retaining rod and nut ing in the end of the service stand, remove the
(6) are centered in the hole in reaction plate (2). two socket head bolts and the lock strip from
The recoil spring assembly is leveled by moving the end of the recoil retaining rod. Using a
adjustable supports (1) up or down. After the socket, remove nut (6) and the washer from the
recoil spring assembly is leveled and centered, end of the recoil spring retaining rod. Release
install two pins (5) on the back side of reaction the force on the recoil spring assembly.
plate (2) as shown. Operate tool (B) a small
amount to hold the recoil spring assembly in 9. Open the covers on the service stand. Fas-
position between reaction plate (2) and mov- ten a hoist to the disassembled recoil spring
able plate (3). Again, check to be sure the assembly, and remove it.
recoil spring assembly is leveled and centered.
1615114f
1615114d
! WARNING 10. Separate the components of the recoil

The recoil spring assembly is assembled spring assembly. Remove recoil spring retain-
under a force of several tons. Do not put the ing rod (12), support (10), and spring (9) from
recoil spring assembly under compression support assembly (8).
until covers (7) on service stand (A) have
been closed. It is possible for the recoil
spring assembly to twist and come out of
the service stand, resulting in personal
injury or death.
018157-283 Sheet 2 of 3
6-11-98
ASSEMBLY spring assembly.
WARNING
5. Close covers (7) on the service stand. Com-
! press the recoil spring with hydraulic ram (B).
The spring in the recoil spring assembly is Open the covers and measure the assembled
assembled under a force of several tons. Do length of the recoil spring assembly. Measure
not put the recoil spring under compression the distance from the end of recoil spring
or release the spring tension with nut (6) on retaining rod (12) to the far end of support
the end of recoil spring retaining rod (12). (10). The assembled length of the recoil spring
Damaged threads on recoil spring retaining assembly must be 697 mm (27.44 in). If the
rod (12) or in nut (6) can cause the assembly assembled length is not correct, close covers
to come apart with force, resulting in per- (7) on service stand (A), and adjust the spring
sonal injury or death. length. If the assembled length is correct, install
washer (11) and nut (6).
1. Check the condition of the threads on recoil
spring retaining rod (12) and nut (6). If the 6. Fasten a hoist to the recoil spring assembly,
threads are worn or damaged, use new parts for and remove it from service stand (A). Put
replacement. thread lock on the threads of the two socket
head bolts that hold lock strip (13) in place.
2. Check the inside of support assembly (8). Install the lock strip and the two socket head
Be sure the support assembly is clean and free bolts that hold it. Bend the lock strip over the
of dirt and debris. flats on nut (6).
3. Assemble the recoil spring assembly

loosely. Install spring (9) in support assembly
(8). Install recoil spring retaining rod (12) and
support (10).
1615114g
4. Fasten a hoist to the recoil spring assembly,

and put it in position in service stand (A). Cen-
ter and level the recoil spring assembly. Oper-
ate ram (B), and guide the end of the recoil
spring retaining rod through the hole in reaction
plate (2). Again, check to be sure the recoil
spring assembly is leveled and centered in ser-
vice stand (A). Remove the hoist from the recoil
018157-283 Sheet 3 of 3
3-13-98
018157-283 Sheet 4 of 3
6-10-98
TRACK ROLLER, LOWER one of the track rollers.
(018157-296)
REMOVAL
1. Position the machine on a flat level floor.
! WARNING
under high pressure. Grease coming out of 4. Loosen the four bolts that hold track guide
the relief valve of the track adjuster, which is (1) to the undercarriage frame assembly. Do
under high pressure, can penetrate the body not remove the bolts at this time.
loosening the tension on the track, loosen 5. Position a lifting fork under track guide (1)
the relief valve only one turn. Do not visu- as shown. Remove the bolts that hold the
ally inspect the relief valve to see if grease is guide; then remove the guide.
being released from the track adjuster.
Instead, watch the track to see if it loosens.
If the track does not loosen after opening the
relief valve, move the machine forward and
backward to release the tension.
2. Release the tension on the track. Loosen

the relief valve (1) for the track adjuster only one
turn. If the track does not loosen after opening
the relief valve, move the machine forward and
backward until the tension is released.
6. Loosen the four bolts that hold track roller
(2) to the undercarriage frame assembly. Do
not remove the bolts at this time.
7. Position the lifting fork under track roller

(2) as shown. Remove the bolts that hold the
track roller; then remove the track roller. The
weight of the track roller is 54 kg (120 lb).
3. Lift the side of the machine, and install

tooling (A) under the frame as shown.
NOTE !
Adjust the height of the support stands so when
installed under the frame of the machine, there
is enough clearance provided for removal of any
018157-296 SHEET 1 OF 5
6-10-98
OVERHAUL
Disassembly
1. Thoroughly clean the outside of the track

roller prior to disassembly.
2. Drive plug (1) into the stopper in the end

of the track roller, and drain the oil from the
track roller into a suitable container. The capac-
6. Remove and discard the O-ring seal from
ity of the track roller is 380 ml (12 oz.).
shaft (5); then remove shaft (5) from roller (6).
3. Put the track roller in a press as shown.

The weight of the track roller is approximately
54 kg (120 lb). Press down on end collar (3),
and remove snap ring (2). Release the pres- 7. Remove and discard Duo-Cone seal (9)
sure on the end collar. Remove end collar (3). from end collar (8).
4. Remove plug (1) from inside the track

roller. 8. Remove spring pin (7) from end collar (8)
and shaft (5). Using a press, remove shaft (5)
5. Remove Duo-Cone seal (4) from end col- from end collar (8). Remove the remaining O-
lar (3). ring seal from shaft (5).
9. Remove and discard Duo-Cone seal (10)

from each end of the track roller.
0181573-296 SHEET 2 OF 5
6-10-98
NOTE !
Do not install the Duo-Cone seals (9 and10) in
the track roller or end collars at this time.
A. Install an O-ring seal in shaft (5) at the

end that has the spring pin hole. Lubricate the
O-ring seal with clean oil.
B. Lubricate the bore in end collar (8) with
clean oil. Using a press, install shaft (5) in end
collar (8). Using a press, install shaft (5) in end
collar (8). Be sure the spring pin hole in the
shaft is in alignment with the spring pin hole in
the end collar. Install spring pin (7) in the end
10. Remove bearing (11) from each end of collar and shaft.
the track roller with a press.
C. Install shaft (5) in track roller (6) without

the Duo-Cone seals. Install end collar (3) with-
Assembly out Duo-Cone seals; then install snap ring (2).
D. Use a dial indicator to measure the end
1. Thoroughly clean all parts of the track play of shaft (5). The end play of the shaft must
roller prior to assembly. be 0.25 to 1.25 mm (.0098 to 0.0492 in). Bear-
ings (11) control the amount of shaft end play.
NOTE ! E. Disassemble the track roller, but do not
Do not reuse bearings (11). Use new parts for remove shaft (5) from end collar (8).
replacement.
NOTE !
2. Check the condition of the two O-ring The rubber seals and all surfaces that make
seals used on shaft (5). If the seals are worn or contact with the seals must be clean and dry.
damaged, use new parts for replacement. After installation of the seals, put clean SAE 30
oil on the contact surfaces of the metal seals.
3. Lower the temperature of bearings (11),
and install one in each end of the track roller 5. Install a Duo-Cone seal (10) in each end
with a press. Install the bearings until they of the track roller.
make contact with the counterbore in the track
roller. NOTE !
Refer to the Introduction topic of the crawler
4. Determine shaft end play as follows: section of this manual for more information on
installing Duo-Cone seals.
018157-296 SHEET 3 OF 5
6-10-98
6. Install Duo-Cone seal (9) in end collar (8). the roller for a minimum of 30 seconds. If the
pressure gauge reading does not change in a
7. Install Duo-Cone seal (4) in end collar (3). 30 second time period, it can be assumed there
are no leaks in the roller.
13. Put the track roller in a vertical position.

Fill the track roller with 380 ml (12 oz.) of the
type oil specified in the Lubrication section of
this manual. Install a new plug in the stopper in
the end of the track roller.
INSTALLATION
8. Install shaft (5) with end collar (8) in track
roller (6).
7. Be sure the mounting surfaces on the track
roller, the guide and the undercarriage frame
assembly are clean and free of dirt and debris
prior to installation of the track roller and guide.
8. Put track roller (2) in position on the under-

carriage frame assembly with the lifting fork (B).
Be sure the fill plug on the roller is facing out.
Install the four bolts that hold the roller in posi-
tion.
9. Install the O-ring seal in the groove on the

end of shaft (5). Lubricate the O-ring seal with
clean oil.
10. Lubricate the bore in end collar (3) with

clean oil.
11. Put the track roller in a press. Install end

collar (3) on the end of shaft (5). Push down on
end collar (3) with the press, and install snap 9. Put track guide (1) in position on the under-
ring (2). carriage frame assembly with tool (B). Install
the four bolts that hold the guide.
12. Check the track roller for air leaks. Apply

10. Prior to lowering the machine to the ground
245 to 265 kPa (36 to 39 psi) of air pressure to
and tightening the track, be sure all of the track
0181573-296 SHEET 4 OF 5
6-10-98
rollers rotate smoothly by hand.
11. Lift the machine off of the supporting stands

and remove the stands from under the machine.
Lower the machine to the floor.
12. Tighten the tension of the track. See the

topic Preventive Maintenance section in the
Operators Manual.
018157-296 SHEET 5 OF 5
6-10-98
0181573-296 SHEET 6 OF 5
FINAL DRIVE 1. Release the hydraulic system pressure.
Refer to Disassembly and Assembly,
018157-393 “Hydraulic System Pressure – Release” in
this manual.
GENERAL
Procedures for the Final Drives are Based on

330B Track Type Excavators.
REMOVAL
Separate the track assembly.
NOTE!
Care must be taken to ensure that fluids are 2. Remove four bolts (1) and the washers that
contained during performance of inspection, secure cover assembly (2). Remove cover
maintenance, testing, adjusting and repair of assembly (2) from the inside rear of the
the product. Be prepared to collect the fluid with undercarriage frame assembly.
suitable containers before opening any com-
partment or disassembling any component con-
taining fluids.
Refer to Special Publication, NENG2500, “Cat-

erpillar Tools and Shop Products Guide” for
tools and supplies suitable to collect and con-
tain fluids on Caterpillar products.
Dispose of all fluids according to local regula-

tions and mandates.
! WARNING NOTE!
When two tube assemblies (3) are doscon-
At operating temperature, the hydraulic oil is nected from the travel brake valve, oil will flow
hot and under pressure. Hot oils can cause from the tube assemblies. Oil will also flow from
burns. two hose assemblies (4) and (5) when the hose
assemblies are disconnected from the travel
To prevent possible personal injury, release motor. Place a suitable container under the
the pressure in the implement hydraulic cir- tube assemblies and under the hose assem-
cuit (boom stick, bucket, and swing), travel blies in order to collect the oil.
circuits, and the hydraulic oil tank at the
filler cap before any hydraulic lines or com- 3. Disconnect two tube assemblies (3) from the
ponents are disconnected or removed. travel brake valve. Disconnect hose assem-
blies (4) and (5) from the travel motor. Put
Remove the filler cap only when the engine plugs in the ends of the tube assemblies and
is stopped and the filler cap is cool enough in the ends of the hose assemblies in order
to touch. to prevent oil loss and keep contaminants
out of the hydraulic system.
Sheet 1 of 15
08-09-06
4. Remove elbow (6) from the travel motor. 8. Install two suitable sized forcing bolts (10) in
the forcing bolt holes in the frame. Tighten
the two forcing bolt holes in the frame.
Tighten the two forcing bolts evenly in order
to loosen the final drive from the undercar-
riage frame assembly
9. Carefully remove final drive (7) from the

undercarriage frame assembly. The com-
bined weight of the final drive and travel
motor is approximately 651 kg (1435 lb).
10. Remove two forcing bolts (10) from the

undercarriage frame assembly.
5. Fasten tooling (A) and a hoist to final drive
(7), as shown. Put a slight lifting tension on 11. Remove the travel motor from the final drive.
the final drive. Refer to Disassembly and Assembly, “Travel
Motor – Remove” in this manual.
DISASSEMBLY
Remove the final drive. Refer to Disassembly

and Assembly, “Final Drive – Remove” in this
manual.
1. Thoroughly clean the outside of the final

drive prior to disassembly.
6. Remove two plugs (9) from the forcing bolt
2. Put an alignment mark across the sections
holes in the undercarriage frame assembly.
of the final drive for assembly purposes.
The parts must be reinstalled in the part’s
7. Remove 20 bolts (8) and the washers that
original locations
secure the final drive to the undercarriage
frame assembly.
Sheet 2 of 15
3. Fasten the final drive to Tool (A), as shown. 8. Remove sun gear (6). Remove carrier
The combined weight of the final drive and assembly (7) by lifting the carrier assembly
final drive sprocket is 531 kg (1170 lb). straight up. The weight of the carrier assem-
bly is approximately 14 kg (30 lb).
4. Remove 20 bolts (1) and the washers that
secure the cover to the final drive.
5. Use a soft faced hammer and break the seal

between cover (2) and the ring gear. Fasten
Tool (B) and a hoist to cover (2), as shown.
Remove the cover. The weight of the cover
is 30 kg (66 lb).
NOTE!
Two spacers (8) are used with carrier assembly
(7). One of the spacers fits on the top side of
carrier assembly (7). The other spacer (8) is
located in the carrier of carrier assembly (15).
9. Remove spacer (8) from the carrier assem-

bly (7).
NOTE!
6. Remove thrust plate (5) from the cover.
Planetary gears (11) might have oil grooves “L”.
Note the position of the oil grooves in relation to
7. Remove 12 socket head bolts (3) and ring
the carrier for assembly purposes.
gear (4) from the cover.
10. Remove retaining ring (9) with Tool ( C ).
Remove two thrust washers (10) and plane-
tary gear (11) from the carrier. Remove
bearing (12) from the planetary gear.
11. Repeat Step 10 in order to remove the other

two planetary gears from the carrier.
Sheet 3 of 15
08-09-06
NOTE!
Spacer (16) may remain with carrier assembly
(15), or the spacer may remain with carrier
assembly (24). Refer to Step 19.
14. Remove spacer (16) from carrier assembly

(15).
12. Use a screwdriver, and remove retaining ring

(13) from the carrier. Remove sun gear (14)
from the carrier.
13. Use two people in order to remove carrier

assembly (15). Remove the carrier assem-
bly by pulling the carrier assembly straight NOTE!
up. The weight of the carrier assembly is If spring pin (17) is recessed below the outside
approximately 25 kg (55 lb). surface of the carrier, measure the depth of the
spring pin and record this measurement for
assembly purposes.
15. Drive spring pin (17) into planetary shaft (18)

with a hammer and a punch.
NOTE!
Planetary gears (20) might have oil grooves
“M”. Note the position of the oil grooves in rela-
tion to the carrier for assembly purposes.
16. Remove planetary shaft (18), two thrust

washers (19) and planetary gear (20) from
the carrier. Remove bearing (21) from the
planetary gear. Remove spring pin (17) from
Sheet 4 of 15
planetary shaft (18) with a hammer and a
punch.
17. Repeat Steps 15 and 16 in order to remove

the other two planetary gears from the car-
rier.
18. Use a screwdriver, and remove retaining ring

(22). Remove sun gear (23) from the carrier.
NOTE!
If spring pin (25) is recessed below the outside
surface of the carrier, measure the depth of the
spring pin and record this measurment for
assembly purposes.
21. Drive spring pin (25) into planetary shaft (26)

with a hammer and a punch.
NOTE!
Planetary gears (28) might have oil grooves “N”.
19. If spacer (16) was not removed in Step 14, Note the position of the oil grooves in relation to
remove the spacer from carrier assembly the carrier for assembly purposes.
(24) at this time.
22. Remove planetary shaft (26), two thrust
20. Slide a piece of steel bar stock between the washers (27) and planetary gear (28) from
planetary gears in carrier assembly (24), as the carrier. Remove two bearings (29) from
shown. Make sure that the bar stock is cen- the planetary gear. Drive spring pin (25) out
tered in the carrier assembly. Fasten a lifting of planetary shaft (26) with a hammer and a
sling and a hoist to the steel bar stock, as punch.
shown. Slowly lift carrier assembly (24) from
the final drive. The weight of the carrier 23. Repeat Steps 21 and 22 in order to remove
assembly is approximately 36 kg (80 lb) the other planetary gears from the carrier.
Sheet 5 of 15
08-09-06
NOTE! 26. Remove socket head bolts (33) from gear

It will be necessary to pry ring gear (30) away (34).
from the main housing (31) in order to install the
lifting slings. 27. Use Tooling (D) to remove gear (34) from
the housing.
24. Fasten lifting slings and a hoist to ring gear
(30), as shown. Remove the ring gear from
main housing (31). The weight of the ring
gear is 66 kg (145 lb).
28. Remove shims (35) from the housing.
25. Remove O-ring (32) from main housing (31).
29. Fasten Tool (E) and a hoist to main housing

(31), as shown. Separate the main housing
and the final drive sprocket from the motor
housing. The combined weight of the main
Sheet 6 of 15
housing and final drive sprocket is 191 kg bly and Assembly, “Final Drive Sprocket –
(420 lb). Remove and Install” in this manual for the
procedure to remove the final drive sprocket
from the main housing.
ASSEMBLY
CAUTION
Make sure that all of the parts of the final
drive are thoroughly clean and free of dirt
and debris prior to assembly.
30. Remove Duo-Cone seal (36) from the motor
housing.
1. Check the condition of all the O-ring seals
that are used in the final drive. If any of the
O-ring seals are damaged, use new parts for
replacement.
NOTE!
If the final drive sprocket was removed from the
main housing, refer to Disassembly and Assem-
bly, “Final Drive Sprocket – Remove and Install”
in this manual for the correct installation proce-
dure.
2. Assemble the final drive on Tool (A).
31. Remove Duo-Cone seal (37) from the main

housing. 3. Apply 5P – 3931 Anti-Seize Compound to
the surfaces inside the main housing that
32. Use tooling (F) to remove bearings (38) and contact bearings (38) and (39). Install bear-
(39) from the main housing. ings (38) and (39) in the bearing’s original
locations in the main housing with a press.
33. If necessary, remove the final drive sprocket Install the bearings until the bearings contact
from the main housing. Refer to Disassem- the counterbore in the main housing.
Sheet 7 of 15
08-09-06
C. Rotate the main housing in order to seat the

bearings.
D. Reduce the load on bearing (39) to 1000 ±

100 kg (2200 ± 220 lb).
E. Maintain the load on bearing (39). Measure

the distanc between the top face of the motor
housing and the bearing inner race. Use a
depth micrometer to take this measurement in
several locations around the bearing. Compute
the average of the measured dimensions and
record the number. Call this dimension “Y”.
4. Use the following procedure to determine
the correct bearing preload and the correct
thickness of shims (35) that are used under
gear (34).
F. Use a depth micrometer and measure the

distance between the hub face and the gear
face of gear (34). Take measurements at sev-
eral locations around the gear. Compute the
A. Fasten Tool (E) and a hoist to main housing average of the measured dimensions and
(31), as shown. Install the main housing on the record the number. Call this dimension “X”.
motor housing.
G. Determine the correct thickness of the shim
B. Use a suitable press and a spacer to apply a pack which is made up of shims (35). The shim
load of 4000 kg (8820 lb) on bearing (39). pack is used between the motor housing and
gear (34). Use the following equation to deter-
mine the shim pack thickness.
Sheet 8 of 15
Shim pack thickness…. (Y) – (X) ± 0.05 mm NOTE!
(.002 inch) During the installation of the main housing on
the motor housing, make sure that the Duo-
NOTE! Cone seals are not scratched or damaged.
If two shims are required, install the thinner After installation of the main housing on the
shim next to gear (34) when the gear is motor housing, there will be a small gap
installed. between the components. The gap is caused
by the Duo-Cone seals. The gap will be elimi-
5. Remove the main housing from the motor nated during installation of gear (34).
housing.
NOTE!
The rubber seals and all of the surfaces that
contact the seals must be clean and dry. After
installation of the seals, apply clean SAE 30 oil
on the contact surfaces of the metal seals. For
more information concerning the assembly and
installation of Conventional Duo-Cone Seals,
refer to Disassembly and Assembly, “Duo-Cone
Conventional Seals – Install” in this manual
8. Fasten Tooling (E) and a hoist to main hous-

ing (31). Place the main housing and the
final drive sprocket in position on the motor
housing. Be careful not to damage the Duo-
Cone seals in either of the components dur-
ing installation.
6. Install Duo-Cone seal (37) in the main hous-

ing with Tool (D).
9. Place shim pack (35), which was determined

in Steps 4.a through 4.g, and gear (34) in the
correct position on the motor housing. If two
shims were required, put the thinner shim in
contact with gear (34). Make sure that all of
the holes in the components are in align-
ment with eachother.
7. Install Duo-Cone seal (36) in the motor hos-
ing with Tool (D).
Sheet 9 of 15
08-09-06
10. Apply a thin coat of 9S – 3263 Thread Lock

Compound on the threads of socket head
bolts in order to hold gear (34) in place.
Tighten the bolts evenly and tighten the bolts
in diagonally opposite pairs. Tighten the
bolts to a torque of 900 ± 100 N-m (660 ± 75
lb ft).
11. Use the following procedure to assemble

carrier assembly (24).
A. Apply clean SAE 30 oil on bearings (29).

Install two bearings (29) in planetary gear (28).
B. Install thrust washer (27) on each side of

planetary gear (28).
C. Install planetary gear (28) and thrust washers

(27) in carrier (24).
NOTE!
If planetary gear (28) has oil grooves “N”, make
sure that the planetary gear’s oil grooves are
facing in the correct direction. The oil grooves
must be facing toward gear (34) after installa-
tion in the carrier assembly (24) and in the main
housing.
D. Install planetary shaft (26) in carrier (24) and

through planetary gear (28). Make sure that the
spring pin hole in the planetary shaft is in align-
ment with the spring pin hole in the carrier.
E. Install spring pin (25) in the carrier and into

the planetary shaft. Install the spring pin to the
spring pin’s original depth below the outside
Sheet 10 of 15
surface of the carrier which was recorded during
disassembly. Orient the split in the sping pin so
that split faces either side in the carrier, as
shown.
F. Make a stake mark on each side of the spring

pin hole in the carrier. This will prevent the
spring pin from falling out of the spring pin hole.
Each stake mark should be approximately 1.5
mm (.06 inch) from the outside diameter of the
spring pin hole.
12. Repeat steps 11 through 11.f in order to 14. Install O-ring seal (32) in main housing (31).
install the other planetary gears in carrier
(24).
15. Thoroughly clean the mating surface of the

main housing (31) that contacts ring gear
13. Install carrier assembly (24) in ring gear (30). Apply a bead of 1U-8846 Sealant on
(30). The weight of carrier assembly (24) is the mating surface of ring gear (30). Fasten
approximately 36 kg (80 lb). Slide a piece of lifting slings and a hoist to ring gear (30).
steel bar stock between the planetary gears Place the ring gear in position on the main
in carrier assembly (24), as shown. Make housing. Make sure that the alignment mark
sure that the bar stock is centered in the car- on the main housing and the alignment mark
rier assembly. Fasten a lifting sling and a on the ring gear line up with each other. It
hoist to the steel bar stock, as shown. may be necessary to use a soft faced ham-
Lower the carrier assembly into position in mer to seat the ring gear on the main hous-
the ring gear. It may be necessary to move ing.
the carrier assembly back and forth during
installation in order to ensure that all gears
align and all gears mesh properly. Make
sure that the carrier assembly is seated
properly.
Sheet 11 of 15
08-09-06
C. Apply clean SAE 30 oil on bearing (21).

Install bearing (21) in planetary gear (20).
D. Install thrust washer (19) on each side of the

E. Install planetary gear (20) and thrust washers

(19) in carrier (15).
F. Install planetary shaft (18) in carrier (15) and

through planetary gear (20). Make sure that the
spring pin hole in the carrier is in alignment with
the spring pin hole in the planetary shaft.
G. Install spring pin (17) until the spring pin is to

the spring pin’s original depth below the outside
surface of the carrier which was recorded during
disassembly. Orient the split in the spring pin so
that the split faces either side of the carrier, as
shown.
H. Make a stake mark on each side of the

spring pin hole in the carrier. This will prevent
the spring pin from falling out of the spring pin
hole in the carrier. Each stake mark should be
approximately 1.5 mm (.06 inch) to 2.5 mm
(0.10 inch) from the outside diameter of the
spring pin hole.
17. Repeat Steps 16.a through 16.h in order to

install the other two planetary gears in car-
rier (15).

A. Install sun gear (23) in carrier (15).
NOTE!
If planetary gear (20) has oil grooves “M”, make
facing in the correct direction, which was noted
during the disassembly of carrier assembly (15).
B. Use a screwdriver in order to install retaining

ring (22) which secures sun gear (23) in the car-
rier.
Sheet 12 of 15
18. Place spacer (16) in position on carrier
assembly (24). Use two people to install
carrier assembly (15) in carrier assembly
A. Install sun gear (14) in carrier (7), as shown,
(24). The weight of the carrier assembly is
Refer to Illustration 456.
approximately 25 kg (55 lb). Rotate the car-
rier back and forth during the installation in
B. Use a screwdriver in order to install retaining
order to ensure that all gears engage prop-
ring (13) which secures sun gear (14) in the car-
erly. Make sure that the carrier assembly is
rier.
seated properly.
C. Apply clean SAE 30 oil on bearing (12).
Install bearing (12) in planetary gear (11).
D. Install thrust washer (10) on each side of

E. Install planetary gear (11) and thrust washers

(10) on the shaft of carrier (7).
NOTE!
If planetary gear (11) has oil grooves “L”, make
facing nit he same direction, which was noted
during the disassembly of carrier assembly (7).
F. Use Tool ( C ) in order to install retaining ring

(9) that secures the planetary gear in position.
NOTE!
Make sure that retaining ring (9) is installed with
the cross section of the ring in the position that
is shown.
20. Repeat Steps 19.a through 19.f in order to

install the other two planetary gears on car-
rier assembly (7).
Sheet 13 of 15
08-09-06
21. Install a spacer (8) on each side of sun gear

(14) in carrier assembly (7). 24. Use a 25.4 mm (1.00 inch) thick straight
edge and a depth micrometer in order to
measure dimension “Q”. Dimension “Q” is
from the machined surface of cover (2) to
the bottom of the insertion hole of thrust
plate (5). Record dimension “Q”.
NOTE!
Thrust plate (5) is available in several thickness-
ness.
25. Determine the correct thickness of thrust

plate (5). Use the following equation to
22. Install the spacers (8) and carrier assembly determine the thrust plate thickness. Thrust
(7) in carrier assembly (15). Make sure that plate thickness…. (Q) – (P) – 1.0 mm (0.04
the carrier assembly is seated properly. inch) to 2.0 mm (0.08 inch).
Install sun gear (6) in carrier assembly (7).
26. Use a plastic hammer in order to install the
correct thickness of thrust plate (5) in cover
(2).
23. Use a 25.4 mm (1.00 inch) thick straight

edge and a depth micrometer in order to
measure dimension “P”. Dimension “P” is 27. Place ring gear (4) in position in cover (2).
between the upper surface of sun gear (30). Make sure that all of the mounting bolt holes
Record dimension “P”. in both components are in alignment with
each other. Apply 9S-3263 Thread Lock
Compound on the threads of 12 socket head
Sheet 14 of 15
bolts (3) that hold ring (4) in place. Install
the socket head bolts. Tighten the socket
head bolts evenly.
29. Apply a thin coat of 9S-3263 Thread Lock

Compound on the threads of 20 bolts (1)
that hold cover (2) in position. Install the
28. Make sure that the machined surface of ring washers and bolts. Tighten the bolts evenly
gear (30) is thoroughly clean and dry and to a torque of 900 ± 100 N-m (660 ± 75 lb ft).
that the machined surface is free of dirt and
debris. Apply a bead of 1U-8846 Sealant 30. Install the final drive. Refer to Disassembly
around the machined surface of the ring and Assembly, “Final Drive – Install” in this
gear. Fasten Tooling (B) and a hoist to cover manual.
(2). Place the cover in the cover’s original
position on the ring gear. It will be neces-
sary to rotate the cover back and forth in
order to engage the planetary gears of car-
rier assembly (7) with the ring gear in cover
(2).
Sheet 15 of 15
08-09-06
Sheet 16 of 15
6-23-97
AIR CONDITIONER 500 Hours or Quarterly

• All daily and monthly services.
(019148-000) • Check motor brushes and blow out motor.
• Replace pressurizer filter.
• Replace return air filter media.
PREVENTIVE MAINTENANCE
2000 Hours or Annually
Although the system has been designed for
NOTE !
industrial use, it still requires routine service. It
This is probably best scheduled immediately
will improve performance, reliability and life.
prior to the cooling season.
• All daily, monthly, and quarterly checks.
• Replace compressor drive belts.
Two Weeks After Initial Start-Up Check the
• Replace receiver.
Following:
• Compressor mount, drive, and bracket for
NOTE !
alignment, tightness, belt tension.
On 134a systems this is very important as the
• System for leaks.
synthetic oils absorb far more moisture than
• Mounting bolts for tightness.
the mineral oils used on R12 systems.
• Fastening bolts for tightness.
Although refrigerant hoses should be barrier
• Any sign of malfunction.
type, they still allow moisture to be absorbed
• Motor brushes for signs of abnormal wear.
into the system.
• Fans for tightness on shaft.
• Electrical connections for tightness.
These filters can best be changed by “pumping
• Hoses for signs of chafing or rubbing.
the system down”. With the engine idling,
close the valve in the liquid line between the
condenser and receiver. Close the lid, and
Maintenance Schedule
operate on cool until the system cuts out on
“Low Pressure” .7 bar (10 psi), and stays cut
These are based on an “average” site condition
out. Open the condenser cover and close the
and should be adjusted according to your envi-
valve in the liquid line leading to the TX valve.
ronment.
The refrigerant between the two valves should
8 Hours or Daily
• Clean return air and pressurizer filters. be all vapor. The filters can then be removed,
• Check over system for signs of any abnor- replaced and the short section between the
mality. valves evacuated, and then pressure charged
with 134a.
250 Hours or Monthly
• All daily services. There should be no need to add more refriger-
• Leak check. ant, and filter replacement can be done is a
• Flush out drains. fraction of the time and cost if the whole charge
• Check seals. was lost.
• Flush out condenser area and coil.
• Check all connections. • Check motor commutator and brushes and
• Check compressor mount, drive and repair, or replace, as required. Consenser
bracket for alignment, tightness, belt ten- motors require particular attention as they
sion. are exposed, and if one fails it will cause
• Check hoses. operational problems with other areas. In
most cases, it is cost effective to put 2 new
motors in at the start of each year. Motors
019148-000 SHEET 1 OF 3
6-23-97
can typically have 1 brush change, and the Power is connected to the multi-pin connector
second set of brushes will only last half the and goes to the MODE switch, then the FAN
time of the first. SPEED (wire 101) or the cooling cycle (wire
• Replace internal heater hoses. 108). Circuit breakers protect all motors, and
• Thoroughly flush out evaporator and con- these are located behind the return air filter.
denser coils and chambers.
• Check and replace cover seals if necessary. If the button is out, there is an over current prob-
• Check fan blades and replace if damaged. lem and it should be checked & repaired.
The clutch cycles on pressure switches through

TROUBLESHOOTING a relay.
Many of the problems can be diagnosed by Fault finding is a process of elimination.

tracking the power line throughout the system.
PROBLEM REMEDY
WILL NOT START Check supply to Mode Switch in return air plenum, wire 100.
Check ground.
Check circuit breakers.
FAN SPEED Check power to 102 on Low, 103 on Med., 104 on High.
Check center tapping makes contact with resistor. This may be adjusted to suit.
Check if it is cycling on high pressure or low pressure controls. Gauges will indicate which one.
If suction cuts down to .7 bar (10 psi); it is low side, if discharge gets to 24 bar(350 psi) it is high
side.
INTERMITTENT COOLING. Refrigerant charge, is there a full sightglass?

IF IT IS LOW PRESSURE Is there a blockage in the system? (e.g. - drier, TX valve) A blockage can sometime be identified
CUT OUT CHECK THE FOL- by a drop in temperature after the blockage.
LOWING: Are liquid line valves wide open?
Is return air filter blocked?
Is evaporator fan running? In right direction?
Is evaporator pressure regulator set correctly?
INTERMITTENT COOLING. Is condenser coil blocked? If so, clean it.

IF IT IS HIGH PRESSURE Are both fans running? In right direction?
CHECK THE FOLLOWING: Is system overcharged? Full sightglass even after recovering some refrigerant.
Are liquid lines valves open?
Is there a blockage in the liquid lines.
Is there air in the system? Has system been opened and not evacuated properly?
INSUFFICIENT COOLING Charge, is there a full sightglass?

Are condenser area and coil clean?
Is TX valve operation satisfactory?
Is thermostat calling for cooling?
Does compressor have good pressure differential between high and low side at normal speeds?
Discharge should be 12-17 bars (175-250 psi) and suction .7-1.7 bars (10-25 psi). .
019148-000 SHEET 2 OF 3
NOTE: 1R = 1 OHM
2R = 1 OHM
1CB - 6 CB = 8 AMP
MODE SWITCH FAN SPEED SWITCH

2
3 4
HEAT
VENT
OFF
LOW
5 1 3
OFF
2
COOL
HIGH
REHEAT
MEDIUM
1R
1 6
1CB
2R BN
1M EVAPORATOR BLOWER
2CB MOTOR R.H.
2M
EVAPORATOR BLOWER MOTOR L.H.
3CB
019148-000 SHEET 3 OF 3
FRESH AIR BLOWER MOTOR
3M
4CB
CONDENSER FAN MOTOR #1
4M
5CB
CONDENSER FAN MOTOR #2
5M
1PS 2PS CLUTCH RELAY 1CR

6CB
TO COMPRESSOR CLUTCH
1CR
6-23-97
6-23-97
019148-000 SHEET 4 OF 3
6-6-97
DRIVESHAFT
(001022-000)
GENERAL
The following procedures are for driveshafts
manufactured by Spicer as the 1550 series.
The following topics are discussed; safety,
inspection, lubrication, and problem analysis.
SAFETY PRECAUTIONS
3. Check the slip spline for excessive radial
movement. Radial looseness between the slip
!! WARNING yoke and the tube shaft should not exceed .17
mm (.007 inch).
Rotating driveshafts can be dangerous. You
can snag clothes, skin, hair, hands, etc.
This can cause serious injury or death.
Do not work on driveshaft (with or without a

guard) when machinery is operating.
If driveshaft is still exposed after installation,

install a guard.
GENERAL INSPECTION 4. Check the shaft for damaged, bent tubing

or missing balance weights. Make certain there
is no build up of foreign material on the shaft. If
1. Check the mounting hardware torque of found, foreign material should be removed care-
companion flanges on both ends of the shaft. fully to avoid damage to the driveshaft.
2. Check for excessive wear across the ends

of the bearing assemblies and trunnions. This CAUTION
looseness should not exceed .15 mm (.006 Do not try to take runout readings from a
inch) maximum. rotating driveshaft under power!
5. If runout readings should be taken with

the driveshaft mounted such that it will rotate by
hand.
001022-000 SHEET 1 OF 4
6-6-97
ent from regular lube fittings and require a nee-

dle nose attachment for the grease gun.
.50 mm (.020 inch)
3. Don’t overlook slip yoke lubrication.
4. Use correct lube technique. New Lube

Must Flow From All Four Bearing Seals.
.25 mm (.010 inch)
5. Use correct lubricant. It should be a rec-
.12 mm (.005 inch)
ommended type, such as N.L.G.I. Grade 1 or 2
T.I.R. (Total Indicator Readings)
with E.P. additives and high temperature resis-
tance.
The runout readings taken at the various loca-
tions should not exceed an additional .25 mm 6. New U-joints must be lubricated when
(0.010 inch) T.I.R. (Total Indicator Reading) over assembled into the driveshaft yokes.
the manufacturer’s specified runout.
7. Observe recommended lubrication cycle.
FIELD PROBLEM ANALYSIS Generally, a lubrication problem is one of two

types--brinelling or end galling. The grooves
made by the needle roller bearings on the trun-
U-joint problems, as a rule, are of a progressive nion of the cross are known as brinelling.
nature. They generally accelerate rapidly and Brinelling can also be caused by too much
result in ruined components. torque for the capacity or the U-joint used. End
galling is a displacement of metal at the end of
Some recognizable signs of U-joint deterioration the trunnion and can also be related to angular-
are: ity problems. Both of these problems can be
caused by lack of lubrication.
1. Vibration
2. U-joint looseness Problems which are not a result of lubrication
3. U-joint discoloration due to excessive heat are associated with the installation, angles and
build-up speed of the driveshaft. Fractured parts caused
4. Inability to purge all four trunnion seals by torque, fatigue and bending are associated
5. An audible noise or squeal from the drive- with overload, excessively high u-joint angles
line and driveshaft lengths exceeding critical speed
limitations.
Lubrication-Related Problems
Vibration Related Problems
The most common reasons for U-joint wear are
lack of lubrication, inadequate lube quality, inad- Vibration is a driveshaft problem that can be
equate initial lubrication or failure to lubricate either transverse or torsional.
properly and often enough. To avoid lubrica-
tion-related problems: Transverse vibration is the result of unbalance
acting on the supporting shafts as the driveshaft
1. Lube all fittings including those that are rotates. When a part having an out-of-balance,
often overlooked, out-of-sight, dirt-covered or or heavy side, is rotated an unbalanced force is
difficult to reach. created that increases with the square of the
speed. The faster the shaft turns, the greater
2. Know how some lube fittings appear differ- the unbalanced force acting on the shaft.
001022-000 SHEET 2 OF 4
6-6-97
occur from the power impulses of the engine or

from improper U-joint angles. This type of
vibration is difficult to identify but certain charac-
teristics do exist. It causes a noticeable sound
disturbance and can occasionally transmit
mechanical shaking.
Torsional vibrations can exist at one or more

periods any place in the operating range and
tend to be more severe at lower speeds.
Changes in torque load usually effect the vibra-
TRANSVERSE VIBRATION tion. The nonuniform velocity obtained when a
u-joint operates at an angle produces torsional
The force produced by this out-of-balance con- vibration. In a driveline having two or more
dition tends to bend the supporting members. joints in series, it is desirable to have the individ-
As the members have a natural frequency of ual joint angles arranged such that the net result
vibration similar to a swinging pendulum, a vio- minimizes nonuniform velocity characteristics
lent vibration may exist at certain periods when over the system. The amount of torsional exci-
the speed of rotation and the natural frequency tation which can be accepted without causing
of supports coincide. excessive disturbance depends upon operating
speed and characteristics of supporting struc-
Each end of the shaft must be balanced individ- tures and other units in the driveline and driv-
ually as each support is responsive to an out-of- etrain system. Other vibrational problems in a
balance condition in the portion of the shaft it driveshaft could be caused by worn or damaged
supports. Out-of-balance affects operating con- u-joints. These joints must be constantly main-
ditions only when rotating. tained according to Spicer lubrication specifica-
tions.
Transverse vibration caused by a driveshaft out-
of-balance will usually emit sound waves that
you can hear and mechanical shaking that you Repair
can feel. The force from out-of-balance
increases with speed, not torque load. The repair of universal shafts should be carried
out by our universal driveshaft service experts.
Torsional vibration, although similar in effect to Here the overhaul is done by using genuine
transverse vibration, is an entirely different parts. The repair of universal shafts in the
motion. The transverse vibration is a bending user’s own workshop should be undertaken for
movement, whereas torsional vibration is a emergency only and can be done for equipment
twisting motion. only where the working speed does not exceed
300 rpm. Above 300 rpm the universal shafts
must be balanced. Contact your local Spicer
Distributor for Quality Repair Service.
LUBRICATION PROCEDURE
Relubrication cycles vary depending on the

application and operating conditions. In gen-
eral, to obtain maximum life of driveshaft com-
TORSIONAL VIBRATION ponents, lubricate points A and B every 500
The energy to produce torsional vibration can hours of normal service or every 200 hours of
001022-000 SHEET 3 OF 4
6-6-97
continuous service.
1. Apply grease gun pressure to the lube fit-
ting until lubricant appears at the pressure relief
hole in the plug at the slip yoke end of the
spline.
2. Now cover the pressure relief hole with

your finger and continue to apply pressure until
grease appears at the slip yoke seal.
1. Use the proper lubricant to purge all four

seals of each U-joint. This flushes abrasive
contaminants from each bearing assembly and
assures all four are filled. Pop the seals. Spicer
seals are made to be popped.
2. On center twin zerk design or single zerk

kits, if any seals fail to purge, move the drive-
shaft from side to side and then apply gun pres-
sure. This allows greater clearance on the
thrust end of the bearing assembly that is not
purging. On two-zerk kits, try greasing from the
opposite lube fitting. Check for a fully seated
snap ring or burrs on the snap ring or snap ring
! CAUTION
groove.
In cold temperatures be sure to operate your
3. Because of the superior sealing capability machine immediately after lubricating. This
of the seal design there will occasionally be one activates the slip spline and removes the
or more bearing assembly seals that will not excessive lubricant. Failure to do so could
purge. cause the excess lubricant to stiffen in the
cold weather and force the plug out. The
Release seal tension by loosening the bolts end of the spline would then be open to col-
holding the bearing assembly that doesn’t lect contaminants and cause the spline to
purge. It may be necessary to loosen the bear- wear and/or seize. Personal injury or death
ing assembly approximately 1.5 mm (.06 inch) may result from loss of driveshaft function.
minimum. If loosening it does not cause purg- If in doubt as to how many times bolts have
ing, remove the bearing assembly to determine been removed, replace with new bolts.
cause of blockage.
Lubrication for Slip Splines
The lubricant used for U-joints is satisfactory for

slip splines. Glidecote and steel splines both
use a good E.P. grease meeting N.L.G.I. Grade
2 specifications.
Relube splines at the intervals recommended

for u-joints.
001022-000 SHEET 4 OF 4
5-8-96
AIR CLEANERS - ENGINE sure that all connections are sealed properly.
and COMPRESSOR
(001036-000)
EMPTYING DUST CUPS AND CLEANING

PRE-CLEANER TUBES
Dust cups should be dumped when 2/3 full or
CLEANING PRE-CLEANER TUBES
after every 8 hours of machine service.
1. Unlatch the dust cup as shown to remove

CHANGING ELEMENTS
dust.
2. Loosen the dust cup housing retainer band

and remove the housing. General
Proper air cleaner servicing will result in maxi-
CAUTION mum protection against dust. Proper servicing
can also save time and money by increasing fil-
Never clean the air cleaner tubes with com- ter life and dust cleaning efficiency. Two of the
pressed air or water with the elements most common servicing problems are: Over
installed in the assembly. Never steam clean Servicing and Improper Servicing. Replace or
the tubes. clean elements only when the restriction indica-
tor on the filter or the warning light on the instru-
3. Light dust plugging of the tubes can be ment panel indicate to do so. Don’t be fooled by
removed with a stiff fiber brush. If heavy plug- filter appearance, the filter should look dirty.
ging is evident, remove the lower body section Careless servicing procedures can cause con-
of the air cleaner and clean with compressed air tamination. Use the following procedures as a
or hot water not exceeding 160°F (71°C). guide to air cleaner maintenance.
SAFETY SERVICE Primary Element

ELEMENT INDICATOR/NUT
1. Loosen the wing nut and gently slide the pri-
mary element out of the air cleaner assembly.
2. Inspect the service indicator for the safety

element. Remove and replace the element if
the indicator is in the red zone.
3. Inspect the inside of the filter housing and if

TUBES cleaning is required remove the safety element.
Be careful not to allow dust to enter the intake
duct.
PRIMARY
ELEMENT
4. If the filter is dented or bunched it must be

DUST
CUP replaced. Never rap or hit the element to
remove dirt. The primary element can be
4. After cleaning, reassemble the filter making cleaned with compressed air, pressurized water
001036-000 SHEET 1 OF 3
5-8-96
or washed with detergent. If cleaning the pri-

mary element with proceed as follows:
COMPRESSED AIR
! WARNING
Always use a face shield and protective
clothing when using compressed air.
Failure to do so can cause eye damage or
blindness. PRESSURIZED WATER
CAUTION WASHING WITH DETERGENT

A. Remove excess dust with compressed air
Using compressed air above 30 psi (205 or water as described earlier.
kPa) can damage the filter element. B. Wash the element in warm water with a
non-sudsing household detergent or Donaldson
A. Blow air ALONG (not across) the pleats D-1400 Washing Compound.
inside and outside of the element as shown. C. Rise the element with clean water from both
sides if necessary.
D. Let dry in warm circulating air of less than
160°F (71°C).
E. After drying, inspect the element with a light
bulb as shown. Replace the element if neces-
sary.
INSPECTION
COMPRESSED AIR
B. After cleaning, inspect the element with a

light bulb as shown. Replace the element if
necessary.
PRESSURIZED WATER
CAUTION 5. Before installing the cleaned or new ele-

Using compressed water above 40 psi (with- ment press the element gasket to ensure that it
out nozzle) (280 kPa) can damage the filter has not gotten brittle.
element.
6. Slide the primary element over the safety
A. Direct water ALONG (not across) the pleats element and tighten the wingnut.
inside and outside the element.
B. Air dry the element Do Not dry with a light 7. Inspect all air cleaner and air duct connec-
bulb. tions for leakage before starting the engine.
C. After drying, inspect the element with a light
sary.
001036-000 SHEET 2 OF 3
5-8-96
Safety Element
4. Clean the inside of the filter housing espe-
The safety element should be replaced every cially around the areas of the element sealing
third time the primary element is cleaned or surfaces.
replaced or as indicated by the service indicator
in the safety filter hold down nut as shown. 5 Install a new safety element.
1. Remove the primary element as described 6. Install the primary element.

earlier.
2. Remove the split pin and nut that hold the

safety element in place.
3. Remove and discard the safety element.

The safety element should not be cleaned.
001036-000 SHEET 3 OF 3
5-8-96
001036-000 SHEET 4 OF 3
03-09-93
CATERPILLAR ENGINE TACHOMETER INSTALLATION/

ADJUSTMENT (006269-000)
SCREW THE PICK-UP IN UNTIL IT ENGAGES

THE FLYWHEEL, THEN BACK OFF ONE
QUARTER TURN AND TIGHTEN THE
LOCKNUT
NOTE! THIS INFORMATION

APPLIES TO MACHINES
EQUIPPED WITH CATERPILLAR
ENGINES ONLY.
GAUGE PANEL
GROUND
SIGNAL
POWER LEAD (IGNITION)
FOR 3306 - SET AT POSITION “A” FROM NEAREST ELECTRICAL
FOR 3406 - SET AT POSITION “6” GAUGE (USUALLY WATER TEMP.)
FOR 3408 - SET AT POSITION “6”
FOR 3412 - SET AT POSITION “6”
FOR 35O8 - SET AT POSITION “A”
FOR 3512 - SET AT POSITION “A”
006269-000 SHEET 1 OF 1
03-09-93
006269-000 SHEET 1 OF 1
5-8-96
AIR CLEANERS - ENGINE guide to air cleaner maintenance.
and COMPRESSOR Primary Element
(006307-000) 1. Loosen the wing nut and gently slide the pri-
mary element out of the air cleaner assembly.
2. Inspect the service indicator for the safety

element. Remove and replace the element if
VACUATOR VALVE INSPECTION the indicator is in the red zone.
Vacuator valves should be inspected very 8 3. Inspect the inside of the filter housing and if
hours of machine service. Check to see that the cleaning is required remove the safety element.
valve is not inverted, damaged or plugged. Be careful not to allow dust to enter the intake
Replace as needed. duct.
4. If the filter is dented or bunched it must be

replaced. Never rap or hit the element to
SAFETY remove dirt. The primary element can be
ELEMENT
cleaned with compressed air, pressurized water
or washed with detergent. If cleaning the pri-
PRIMARY
ELEMENT mary element with proceed as follows:
COMPRESSED AIR
!! WARNING
SERVICE Always use a face shield and protective
INDICATOR/NUT
clothing when using compressed air.
VACUATOR
VALVE
Failure to do so can cause eye damage or
blindness.
CAUTION
CHANGING ELEMENTS Using compressed air above 30 psi (205
kPa) can damage the filter element.
A. Blow air ALONG (not across) the pleats

General
inside and outside of the element as shown.
mum protection against dust. Proper servicing
ter life and dust cleaning efficiency. Two of the
most common servicing problems are: Over
Servicing and Improper Servicing. Replace or
clean elements only when the restriction indica-
tor on the filter or the warning light on the instru-
ment panel indicate to do so. Don’t be fooled by COMPRESSED AIR
filter appearance, the filter should look dirty.
Careless servicing procedures can cause con- B. After cleaning, inspect the element with a
tamination. Use the following procedures as a
006307-000 SHEET 1 OF 2
5-8-96
light bulb as shown. Replace the element if

necessary. INSPECTION
PRESSURIZED WATER
CAUTION
Using compressed water above 40 psi (with-
out nozzle) (280 kPa) can damage the filter
element.
A. Direct water ALONG (not across) the pleats

inside and outside the element. 5. Before installing the cleaned or new ele-
B. Air dry the element Do Not dry with a light ment press the element gasket to ensure that it
bulb. has not gotten brittle.
C. After drying, inspect the element with a light
bulb as shown. Replace the element if neces- 6. Slide the primary element over the safety
sary. element and tighten the wingnut.
7. Inspect all air cleaner and air duct connec-

tions for leakage before starting the engine.
Safety Element
The safety element should be replaced every

PRESSURIZED WATER third time the primary element is cleaned or
replaced or as indicated by the service indicator
in the safety filter hold down nut as shown.
WASHING WITH DETERGENT
A. Remove excess dust with compressed air
1. Remove the primary element as described
or water as described earlier.
earlier.
B. Wash the element in warm water with a
non-sudsing household detergent or Donaldson
D-1400 Washing Compound.
C. Rise the element with clean water from both
sides if necessary.
D. Let dry in warm circulating air of less than
160°F (71°C).
E. After drying, inspect the element with a light
cially around the areas of the element sealing
sary.
surfaces.
5 Install a new safety element.
6. Install the primary element.
006307-000 SHEET 2 OF 2
07-25-96
CUMMINS ENGINE TACHOMETER

INSTALLATION/ADJUSTMENTS
007672-000
SCREW THE MAGNETIC PICKUP

IN UNTIL IT ENGAGES
THE FLYWHEEL.
BACK-OFF ONE QUARTER TURN
AND TIGHTEN THE LOCK NUT.
OPERATOR’S STATION
GAUGE PANEL
GROUND
CUMMINS KTA-19 POSITION “8” SIGNAL

CUMMINS KT-19C POSITION “8”
CUMMINS QSK-19C POSITION “6”
007672-000 SHEET 1 OF 1
07-25-96
9-8-00
ENGINE OIL CLEANING 6. Finish removing nut (h) and remove bowl (k)
together with baffle/screen (m).
CENTRIFUGE
7. Examine the dirt deposit in the bowl (k) for
(019104-000) signs of engine wear or abnormal operation. A
sudden change in the amount or character of
the deposit indicates a problem.
GENERAL
8. Wash the baffle/screen (m) and the turbine
This section addresses the maintenance and base (i). Properly dispose of bowl (k) and seal
troubleshooting of this component. (n).
9. Inspect the top and bottom bushings in the

SERVICE turbine base (i) for wear. Replace the turbine
assembly if worn.
Servicing intervals will vary with conditions and
oils used. Determine what interval best suits 10. Inspect the housing assembly (e) for wear at
your machine and add this component to your the spindle. Replace the housing assembly if
preventive maintenance schedule. Always tag worn.
the start button to prevent engine start-up.
11. Clean the groove in cover (a) and install a
Service the oil centrifuge as follows: new seal (c).
1. With the oil warm, shut off the engine and 12. Place baffle/screen assembly (m) over the
allow the turbine assembly (d) to come to a stem of base (i).
complete stop.
13. Install a new seal (n) over the outer edge of
! WARNING base (i).
Hot oil or components can cause burns if 14. Slide a new bowl (k) over the stem of base
they contact skin. (i) and secure with nut (h). Finger tighten the
nut.
2. Loosen the handle on clamp (b). Disengage
the tee bolt and using a coin pry off cover (a). 15. Install the assembled turbine (d) over the
Discard the seal (c). spindle of housing (e). The turbine should rotate
freely.
3. Partially lift the turbine assembly (d) from the
housing (e) to allow oil to drain from nozzles (o). 16. Replace the cover assembly (a) and secure
Remove the turbine assembly after draining. with clamp (b). Tighten the clamp by hand. only.
4. Loosen the knurled nut (h) several turns until 17. Remove and clean the idle cut out valve
the face of the nut projects beyond the bronze assembly (s). Replace the valve seal (t) if nec-
bushing face. essary.
5. While holding the bowl (k) of the turbine 18. Start the engine and check for leaks.
assembly (d) in one hand, strike the face of the
nut (h) with the palm of the other hand to sepa-
rate the bowl (k) from base (i). Do not use a
hard surface to strike the nut or damage may
result.
019104-000 Sheet 1 of 3
9-8-00
TROUBLESHOOTING
PROBLEM: Centrifuge remove too little dirt.

SOLUTION: Check for proper operation.
PROCEDURE: Warm up the engine and bring
to RUN speed (high idle). Shut the engine down
and immediately listen for the centrifuge turbine
spinning. If the turbine is not spinning properly
disassemble and install a new turbine assembly.
PROBLEM: Air in the centrifuge flows con-

stantly or not at all or, air bleeds overnight.
SOLUTION: Leaking air valve or cartridge seal.
PROCEDURE: Disconnect the air supply and
remove and replace the air valve cartridge (q)
and seal (r).
019104-000 Sheet 2 of 3
9-8-00
ENGINE OIL CLEANING CENTRIFUGE
019104-000 Sheet 3 of 3
9-8-00
019104-000 Sheet 4 of 3
5-6-98
AIR CLEANERS - ENGINE Careless servicing procedures can cause con-

tamination. Use the following procedures as a
and COMPRESSOR guide to air cleaner maintenance.
(021237-000)
Changing Elements
GENERAL
mum protection against dust. Proper servicing Primary Element
ter life and dust cleaning efficiency. Two of the 1. Unlatch the filter cover and remove the
most common servicing problems are: Over cover and gasket.
Servicing and Improper Servicing. Replace or
clean elements only when the restriction indica- 2. Loosen the wing nut and gently slide the pri-
tor on the filter or the warning light on the instru- mary element out of the housing.
ment panel indicate to do so. Don’t be fooled by
filter appearance, the filter should look dirty.
COVER
LATCHES
SAFETY
ELEMENT
21237s1 SPLIT PIN
PRIMARY
ELEMENT
SERVICE
INDICATOR/NUT
BODY & TUBE

ASSEMBLY GASKET
COVER
GASKET
CUP CLAMP
DUST CUP
021237-000 SHEET 1 OF 2
5-6-98
3. Inspect the service indicator/nut for the not steam clean!

safety element. Remove and replace the ele-
ment if the indicator is in the red zone.
Inspect Dust Cup
4. Inspect the inside of the filter housing and if
cleaning is required remove the safety element. The dust cup at the base of each air cleaner
Be careful not to allow dust to enter the intake should be removed and emptied. Turn the
duct. thumb screw and loosen the cup clamp.When
installing the cup, be sure the cup is fully sealed
5. If the element is dented or bunched it must by the gasket.
be replaced. Never rap or hit the element to
remove dirt.
Safety Element
The safety element should be replaced every

third time the primary element is replaced or as
indicated by the service indicator in the safety
filter hold down nut as shown.
1. Remove the primary element as described

earlier.



cially around the areas of the element sealing
surfaces.
5. Install a new safety element.
6. Install the primary element.
Body & Tube Assembly
Remove the dust cup and check the tubes. If

the tubes have become plugged, remove the
dust with a bottlebrush. If heavy plugging is evi-
dent, clean the tubes with compressed air (the
primary and secondary filters must be installed),
or with water no hotter than 160°F (72°C). Do
021237-000 SHEET 2 OF 2
ENGINE AND COMPRESSOR • 950 HP (708.4 kw) @ 1800 RPM
SPECIFICATIONS • 1200 HP (896 kw) @ 1800 RPM
Compressor ratings are based on volumes of

air discharged or SCFM standard cubic feet per
GENERAL
minute. There are many compressors available
for various drilling conditions.
Sandvik Mining and Construction, together with
Caterpillar and Cummins engine manufac-
The main concept of the compressor system is
tures, offer our customers E series, EUI or
to flush drill cuttings away from the rotary type
HEUI and QSK, CELECT series model engines
roller, drag or claw drill bit.
to direct drive compressors (often referred to as
the air end).
Common compressor volumes CFM and maxi-
mum pressure ratings PSI available for diesel
We have partnered with Sullair Corporation to
powered equipment:
offer a single stage low pressure rotary screw-
compressor package. • 750 CFM / 100 PSI (21.2 m³ / 6.9 bar)
• 900 CFM / 100 PSI (25.5 m³ / 6.9 bar)

DESCRIPTION
• 1050 CFM / 100 PSI (29.7 m³ / 6.9 bar)
Engine horsepower is used to drive the com-
bined volume and pressure from a single stage • 1300 CFM / 100 PSI (36.8 m³ / 6.9 bar)
low pressure air comprssor.
• 1600 CFM / 100 PSI (45.3 m³ / 6.9 bar)
Engine horsepower requirements are greater
when driving a 2600 cfm air compressor verses • 2000 CFM / 80 PSI (56.6 m³ / 5.5 bar)
the 750 cfm air compressor.
• 2600 CFM / 80 PSI (73.6 m³ / 5.5 bar)
Common engine horsepower (HP) at engine
• 3000 CFM / 80 PSI (85 m³ / 5.5 bar)
high idle speeds is based on (RPM). The speed
rating given is engine loaded high idle speed.
Electric motor applications are based on AC
6600 volts, 3 phase 50 or 60 Hz.
The actual ‘TEL’ Top Engine Limit calibration
will be slightly higher than 1800. Up to 900 HP @ 1500 RPM - 50 Hz
• 450 HP (336kw) @ 1800 RPM Up to 1000 HP @ 1800 RPM - 60 Hz
• 500 HP (373 kw) @ 1800 RPM
Common compressor volumes CFM and maxi-
• 521 HP (389 kw) @ 1800 RPM mum pressure ratings PSI available for electric
drive equipment:
• 555 HP (414 kw) @ 1800 RPM
• 2829 CFM / 80 PSI (80 m³ / 5.5 bar)
• 630 HP (470 kw) @ 1800 RPM
• 3335 CFM / 80 PSI (94.4 m³ / 5.5 bar)
• 650 HP (485 kw) @ 1800 RPM
• 755 HP (563 kw) @ 1800 RPM
• 800 HP (597 kw) @ 1800 RPM

Engine and Compressor Specifications Page 3
Engine and compressor packages are compati-
ble for specific drilling applications. Climactic
conditions and operating conditions such as
altitude, are factors in selecting the proper
power group components to fit the overall drill-
ing needs.
When selecting a compressor size and drilling

tools, use the following altitude correction chart
as shown.
ALTITUDE ALTITUDE CORRECTION

FEET METERS FACTOR
4000 1200 .86
5000 1500 .82
6000 1800 .79
7000 2100 .76
8000 2400 .73
9000 2700 .70
10000 3000 .68
11000 3400 .65
12000 3700 .63
13000 4000 .60
14000 4300 .58
Use the altitude correction table;
• For drilling applications above 4000 feet

(1200 meters).
• When determining actual compressor output

or standard cubic feet per minute (SCFM).
• In selecting the correct drill pipe and drill bit

dimensions for adequate up hole velocity.
Example:
900 CFM (25.5 m³) @ 5000 feet (1500 meters).

compressor output = 900 x.82 = 738 SCFM
1600 CFM (45.3 m³) @ 8000 feet (2400

meters).
compressor output = 1600 x.73 = 1168 SCFM
Page 4
COMPRESSOR SYSTEMS SPECIFICATIONS (LP)
GENERAL
Low pressure compressor systems specifications are general. The main components listed are
designed purchased parts that fit Sandvik Mining and Construction blasthole drill machines. The LP
drilling concepts are rotary methods, using roller type drill bits.
COMPONENT SPECIFICATION
COMPRESSOR OIL THERMOSTATS EXTEND TO CLOSE @ 184° F(84° C) - SULLAIR

EXTEND TO CLOSE @ 170° F (76.6° C) - GD
OIL COOLER BYPASS VALVES 2 @ 50 PSI (3.5 BAR) - SULLAIR

1 @ 30 PSI (2.1 BAR) - GD
AIR RECIEVER SAFETY RELIEF VALVE 1 @ 140 PSI (9.7 BAR)
MINIMUM PRESSURE VALVE 1 @ 50 PSI (3.5 BAR) OR

1 @ 60 PSI (4 BAR)
UNLOAD PRESSURE 80 PSI (5.5 BAR) OR

100 PSI (6.9 BAR)
SEPERATOR DIFFERENTIAL INDICATOR (CSP) 1 @ 10 PSI (.70 BAR)
MAIN OIL FILTER BYPASS VALVE (CFP2) 25 PSI (1.7 BAR) or

35 PSI (2.4 BAR)
AIR CLEANER FILTER INDICATOR (CFP1) 1 @ 25 INCHES WATER
AIR/OIL TEMPERATURE SWITCH (CAT) 230° F (110° C) COMPRESSOR AIR TEMP

COMPRESSOR PRESSURE SWITCH (COP) 35 PSI (2.5 BAR) COMPRESSOR OIL PRESSURE
D90KS APPLICATION (COP) 15 PSI (1 BAR) COMPRESSOR OIL PRESSURE
Y2000 FACTORY FILL COMPRESSOR OIL SHELL CORENA AW32 / CORENA POA
Specifications listed are consistent on all of our low pressure model machines. Minor changes have
taken place for component longevity and to improve operation for the drilling cycle.
Electrical switches on the compressor system are abbreviated descriptions (COP) or (CAT) noted
on the machine specific electrical system schematic.
FEATURES AND CUSTOMER PREFERRED OPTIONS ADDED ON FROM THE AIR SYSTEM
FEATURE/OPTION SPECIFICATION
HYDRAULIC TANK PRESSURIZATION 5 PSI (.3 BAR) RELIEF @ 12 PSI (.8 BAR)
DRY DUST COLLECTION AIR REGULATION 50 PSI (3.5 BAR) RELIEF @ 90 PSI (6.2 BAR)
BIT LUBRICATOR TANK REGULATION 60 PSI (4 BAR)
AIR BLOWDOWN REGULATION 30 PSI (2 BAR)
AUTOMATIC THREAD LUBE REGULATION 80 - 100 PSI (5.5 - 6.8 BAR)
AUTOMATIC GREASE SYSTEM REGULATION 60 - 100 PSI (4 - 6.8 BAR)
CHAIN LUBRICATION SYSTEM REGULATION 60 - 80 PSI (4 - 5.5 BAR)

LOW PRESSURE
COMPRESSOR POWER drive coupling installation
GROUP COMPONENTS
GENERAL
This section will describe the engine, drive cou-

pling and single stage compressor mounting,
and the importance of proper engine speeds.
TAPERLOC
BUSHING
DESCRIPTION
The engine and compressor driven compo-

nents are purchased parts installed to Sandvik
Mining and Construction specifications. The compressor shaft and drive coupling
should rotate free after final component installa-
Compressors are direct drive to the customer tion.
selected engine by means of aluminum drive
ring mounted on the engine flywheel and vulca-
nized rubber coupling. A taperloc bushing
CAUTION
Using a hammer on or applying high forces
secures the coupling to the compressor shaft.
on the input shaft when installing the cou-
pling can damge the bearings.
It is a recommended practice to add 5 gallons

(20 liters) clean compressor oil into the open
compressor inlet prior to starting a new or
remanufactured air end unit.
The compressor inlet porting will have a butter-

fly plate inlet control valve or a single or dual
poppet inlet control valve(s) using gaskets as
BOLT TORQUE seals between the components.
75 - 85 FT LB
(102 - 115 Nm)
LOCTITE 242 NOTE!
Butterfly inlet control valves are late model
applications currently replaced with single pop-
pet3 valves.
Replace drive components as one unit. They Single poppet inlet control valves are current
are a installation kit for a replacement air end. 3
applications available on all Sullair application
air ends.
Refer to service material 008674-000 taperlock
bushing installation procedure for any new air Dual poppet inlet control valves are specific to
end - compressor installation. the 90 series machines, available on 2600 CFM
(73.6 m 3 ) and larger air systems.
Power Group Components Page 7

LATE MODEL
BUTTERFLY poppet inlet
INLET VALVE control
butterfly inlet
control
SINGLE POPPET
INLET VALVE
When mounting the inlet control valve, align- ENGINE SPEED

ment and free acting butterfly plate movement
are requirements for correct acting air pressure Maintaining the correct engine high and low idle
build-up, (load and unload modes) of operation. speeds are essential for the compressor, the
drive coupling, machine frame cross members,
Properly maintain all intake pipe and hump and related equipment longevity.
hose connections. Replace worn and weath-
ered rubber seals as needed. A minimum engine low idle speed of 1200
RPM is essential to maintain drive coupling
When removing and installing a compressor wear and minimizing machine vibrations.
with warranty consideration it is necessary to:
• Locate Equipment Serial Numbers ENGINE SPEED METER (ESM)
• Maintain Cleanliness During Component

Removal and Return Process
• Follow System Cleaning Procedures
• Replace Worn Components As Needed
• Record Appropriate Documentation For

Return To Vendor, Startup Papers Provided
With Replacement Air End
• Specify Oil Type
• Follow Common Mechanical Procedures

During Compressor Installation, Some Of
Which Are Stated Herein Engine high idle speed settings will vary from
machine model. The engine high idle speed is
required to deliver the expected compressor air
delivery spec (SCFM).
Page 8
LP COMPRESSOR HOSING CIRCUITS
BUTTERFLY INLET VALVE
lp hose system2
OPTIONAL
BEARING OIL
FILTER
SHOWN
TO HYDRAULIC
TANK WORKING AIR
PRESSURE
RECEIVER AIR
PRESSURE
NOTE!
Although there are many variations in components between product models and generations, the
concepts remain the same.

POPPET INLET VALVE
WORKING AIR PRESSURE
RECEIVER AIR PRESSURE
lp hose system
017503-002
BLOWDOWN
VALVE
The final blowdown valve may be pilot con-

trolled or electric controlled as shown.
Page 10
DUAL POPPET INLET VALVES
DRY AIR SYSTEM

COMPONENTS
lp hose system3
THERMAL MANIFOLD
THERMAL SENSOR
A dual poppet inlet control system feature is The application is 2400 cfm and greater sized
standard equipment for the D90KS series Sullair single stage low pressure compressor
machines. systems. Pressure ratings do not exceed 80 psi
(5.5 bar).
This package is a two reservoir air system. The
verticle section is the air sump with separator
elements.
OPERATOR STATION The engine tachometer shall register 1800 or
2100 for a high idle speed.
Pressure gauges on drill operator stations
enable a visual reference to drilling functions. During the drilling mode the engine typically
Receiver air pressure and working air pressure operates moderately between 185° and 200° F
have different pressure readings. (85 to 93° C). Compressor oil temperatures
operate between 185 at 195° F (85 to 90.5° C).
Receiver air pressure shall not be less than 60
psi (4 bar) or 50 psi (3.5 bar) during a drilling Compressor temperatures should be operated
mode. Receiver air pressure shall be regulated at a minimum of 100° F (37.7° C) above the
for maximum air pressure, no more than 100 ambient air temperature.
psi (6.9 bar) for butterfly and single poppet inlet
control valves and 80 psi (5.5 bar) for dual pop- Note!
pet inlet control valves. It may be necessary to 1) adjust the hydraulic
cooling fan speeds and or 2) cover oil coolers
Working air pressure is dependant upon and radiator during extreme cold weather con-
ditions to enable adequate fluid flow through
• ground conditions the specific heat exchangers.
• drill bit orifices or nozzle sizes
• drilling with dry air or water injection
• annular area for adequate cutting removal
• hole depth
• drill cuttings specific gravity.
operator station gauge panel
When applicable maintain greater than 35 psi

(2.4 bar) and less than 70 psi (4.8 bar) working
air pressure on the operator panel gauge.
Page 12
90 SERIES POWER The fuel system for the 3500 series engine is
governed by a fuel solenoid and a 2301A speed
PACKAGES control panel.
Engine Idle Speeds

GENERAL
Low engine idle speed is calibrated for 1200
Models D90KS and 1190 series machines use rpm. The 2301A speed control ramp rate allows
diesel or electric power packages. The ‘90 idle duration between low idle speed of 1200
series’ equipment drive power may be taylor rpm through to the high idle speed calibration of
made according to customer needs and geo- 1850 rpm.
graphic conditions.
DESCRIPTION
Our ‘90 series’ machines are available with Cat-

erpillar 3500 series, C32 diesel engines or ABB
electric motor powered units. 014099 SERIES
COMPRESSOR
DRIVE COUPLING
MODEL DIESEL ELECTRIC
D90KS 3508/3512/C32
D90KSP 3508/3512
1190D 3508/3512
1190DSP 3508/3512
1190E X
1190ESP X
Component locations are subject to change SMS TB

GOV MCB
without notice according to engineering specifi- ACB ESPB
cations through the product line. (EJB)
The following pages show generic component

locations for both diesel and electric power drill Critical engine performance indicators are mon-
machines manufactured at our Alachua facility itored through our optional DMS drill monitor
in Florida - USA. system panel. Pressure and temperature
switches are common Caterpillar replacement
type units available through local dealer sup-
3500 SERIES ENGINES port.
Engine packages are typically specified depen- Switches ECF (engine coolant flow pressure),
dent on altitude and climactic conditions. ECT (engine coolant temperature) and EOP
(engine oil pressure) are wired to the DMS
Follow all engine operating and maintenance monitor panel.
procedures according to the engine manufac-
ture specifications.

Refer to Caterpillar service manual SENR4676
for 2301A Speed Control Operation, Adjusting
MONITOR SWITCH And Troubleshooting.
SWITCH RATING
CONTACT ACRENEM
M15 EOP 35 PSI The following table may be used for field diag-
M16 ECT 225° F
nostic of the 2301A speed control.
M17 ECF 5 PSI
COMPONENT EXPECTED
Terminal 21 on the DMS panel enables 24 vdc TEST TERMINAL
ACRENEM READINGS
power to the machines FSR fuel solenoid relay
GOV T2+ / T1- 24 -35 VDC
as long as the DMS monitor level 3 shutdown
switches listed above are sensing correct tem- HMS T7 / T8 200 OHMS
perature or pressures. When terminal 21 looses AC VOLTS
power the engine will not run. ACT T9+ / T10- 0 - 6 VDC
IRS T2 / T5 OPEN LO IDLE

Refer to the electrical option section of this CLOSED HI IDLE
manual for details and troubleshooting of the
DMS circuits.
The 2301A control box is to control the engine
speed. The system measures engine speed
A sealed junction box near the engine front # 1
constantly and makes necessary corrections to
cylinder end will house the 2301A speed control
the fuel setting through an actuator connected
panel and engine starter magnetic switches.
to the fuel system.
When the engine junction box is opened the
Shielded wires are shown connected to the
2301A Woodward speed control is mounted to
speed control terminals.
the junction box door.
• ACT - Engine Mounted Actuator
• FRS - Fuel Solenoid Relay*
• G - Ground*
• HMS - Hourmeter Sender

• IRS - Idle Run Switch*
* Sandvik Part
The engine speed is detected by the HMS mag-

netic pickup. As the teeth of the flywheel ring
gear go through the magnetic lines of force
around the pickup, an AC voltage is made.
NOTE!
The HMS hourmeter sender pickup clearance
at the flywheel ring gear tooth should be.022
IRS HMS ACT
G FSR to.033 inch (0.56 to 0.85 mm).
For field installations the gap should be set

while the engine is stopped. Turn the pickup in
until the magnet is against a gear tooth. Turn
Page 14
the pickup out 1/2 turn + 30° and tighten the 2301A Speed Control Initial Adjustments
locknut to 50 ft lb (67.8 Nm).
Initial calibration for new speed control modules
When engine speed increases; the AC signal will require the following procedures taken from
from the HMS hourmeter sender to the speed SENR4676 manual.
control is converted to a DC output signal to the
actuator and the engine speed decreases. 1. Set the rated speed potentiometer to mini-
mum setting (ccw)
When engine speed decreases; the AC signal 2. Set the external speed trim if used to mid
from the HMS hourmeter sender to the speed position
control is converted to a DC output signal to the
actuator and the engine speed increases. 3. Set reset trim to mid position
The actuator is connected on the engine to the 4. Set gain trim to mid position
fuel system by linkage. It changes the electrical
5. Set ramp time to minimum (ccw)
input from the control box to mechanical output
that changes the engine fuel setting. 6. Set low idle speed to maximum (cw)
The rated and low idle speeds are set with 7. Set droop trim if used to minimum (ccw)
speed setting potentiometers.
8. Set actuator compensation potentiometer at
A. set low idle speed for 1200 RPM. 2 on the 0 to 10 scale for diesel engines
B. set high idle speed for 1850 RPM no load. 9. Set fuel limit to maximum (cw)
The ramp time potentiometer controls the

amount of time it takes the engine to go from Climactic operating conditions such as high alti-
low idle to rated speed. Expected ramp up time tude may render additional adjustments.
should be 500 rpm per second.
Adjustments to the 2301A speed control and
The start fuel limit potentiometer is used to con- the engine fuel system should only be per-
trol the amount of fuel to the engine during star- formed by a qualified fuel and electrical techni-
tup. It can be adjusted to make the engine start cian.
easier. The fuel limiting function is turned off
automatically when the speed control takes Contact the local Caterpillar dealer for a gener-
over. ator technician.
The speed fail safe circuit will stop all voltage

output to the actuator if the magnetic pickup COMPRESSOR DRIVE COUPLING
signal becomes less than 1 VDC or 100 CPM.
The engine will not start if the magnetic pickup Engine
signal has a failure.
The 3500 series engines are frame mounted
NOTE! with bolts. During routine maintenance intervals
Magnetic pickup failure or slow engine cranking check the front and rear motor mounts.
will cause the actuator to move to the FUEL • Flywheel end bolts 650 - 710 ft lb.
OFF position. (881 - 962 Nm)
• Pulley end bolts 270 - 292 ft lb.

(366 - 396 Nm)

• Center bolt 650 - 710 ft lb. (881 -962 Nm)
COMPANION FLANGE
The 14099 series drive coupling assembly COMPRESSOR SHAFT MOUNTING
requires proper assembly, alignment and final
bolt torque values. 5.25 INCH
13.3 CM
LOCTITE ALL
CAPSCREWS
The left to right drive shaft radial alignment is

essential for balance and component longevity.
Misalignment will cause premature wear,
machine vibration and component failures.
The front to rear drive shaft axial alignment is
designed to be off center. Shaft alignment
should be + 3° not to exceed a maximum angle
of 30°.
Compressor mounting is rubber grommet shock

• Drive ring to flywheel 153 -166 ft lb. mounted with flat washer plates and through
(207 - 225 Nm) bolts.
NOTE! • Mounting pad bolt torque 153 -166 ft lb.

All mounting hardware should be secured with (207 - 225 Nm) with secured jam nut.
loctite 242 thread lock compound.
• Housing cover 72 - 80 ft lb.

(98 - 108 Nm)
• Housing to drive ring 72 - 80 ft lb.

(98 - 108 Nm)
A companion flange and keyway are positioned SHAFT

CENTERLINE
on the compressor shaft. A 5.25 inch (13.3 cm)
measurement is expected between the com-
pressor housing and the companion flange end
flat surface.
3500 SERIES ENGINE 32 SERIES COMPRESSOR
When the engine or compressor are removed

or reinstalled in the field it is advisable to use a
dial indicator at the compressor shaft to deter-
mine true tolerance for shaft and drive coupling
alignment.
Correct left and right side alignment prior to

completing the final mounting hardware torque.
Page 16
LOW PRESSURE This section will describe oil circulation through
these components.
COMPRESSOR OIL
As of January 2000 the factory fill compressor
LUBRICATION oil is synthetic, Shell Corena AW32 PAO series.
Air Receiver Tank

GENERAL
We use three types of air receiver tank for low
Single stage low pressure application machines pressure drill applications.
utilize contained air pressure to circulating oil
through hoses, valves, oil coolers and the sin- The ‘Tee tank’ reservoir units use a small verti-
gle stage air end. This section will describe oil cal section welded to a larger horizontal sec-
circulation through these components. tion. The horizontal section is the oil sump and
the vertical section is the air sump with a filter.
DESCRIPTION Applications are: D25KS, D245S, D40KS,

D45KS, D50KS, D55SP, D60KS, D75KS
Components of the compressed air system are machines.
common throughout our low pressure applica-
tion machines. The tee tank is our most commonly used
receiver tank.
• Air receiver tank
• Fluid level sight glasses
• Synthetic compressor fluid
• Safety relief valve
• Minimum pressure valve
• Separator element filter(s)
standard tee tank
• Separator differential indicator
• Scavenge oil return system(s)
• Oil temperature thermostats
• Oil cooler bypass valve(s)
• Oil cooler
• Oil stop valve
• Temperature safety switch
D45KS SERIES
• Pressure safety switch option
• Single stage air end
Due to compressor volume(s) the D90KS and
• Discharge check valve 1190 model machines utilize a two receiver tank
system. Both sections are with pressure in
• High temperature hoses
standard operation. The vertical section is the
air sump and the horizontal section is the oil
sump.
Oil Lubrication Page 17
With all tank designs, fluid levels should be
checked 2 minutes after machine shutdown or
when the fluid is at rest.
Minimum Pressure Valve
The minimum pressure valve positioned on the

vertical section of each type of air receiver tank
D90KS air receiver tank maintains air pressure inside the tank during
the run mode. The minimum air pressure is 50
psi (3.5 bar) or 60 psi (4 bar) which is capable
of pushing the oil through all the lubrication
parts.
minimum pressure
PISTON AND SPRING
DRY AIR IN
D90KS SERIES CHECK

D90KSP SERIES VALVE
VENT
Special application D90KS and 1190E
machines with 3000 CFM and greater have the
DRY AIR OUT
third application air receiver tank. This vertical
pressure vessel is the oil and air sump with MINIMUM PRESSURE VALVE
separation filtration inside.
! WARNING
The cap is under spring pressure. Use
extreme caution when removing the cap
from the body.
Minimum pressure valves should be free of

compressor oil. Only dry air should be passing
through this valve.
GD air receiver tank
When testing the minimum pressure
1. Operate the machine at the rated high idle

speed.
2. Turn the working air on and observe the air

receiver pressure gauge on the operator
console. Extra gauge ports are available to
install a test pressure gauge on the tank(s).
1190E SERIES
Page 18
Air pressure inside the air receiver tank should The scavenge return line will have a strainer
never drop below the preset spring value of the screen filter and sight glass with an inline orifice
minimum pressure valve. to control the return oil flow.
Separator Element Filter Oil ‘carry over’ is dependent on receiver tank

pressure. Expect one cup (236 ml) to one quart
Inside the vertical section of the air receiver (.94 l) during drilling conditions.
tank there is a single filter element.
Compressor component maintenance is recom-
mended at 250 service hour intervals.
SCAVENGE
TUBE
separator element GASKET/STAPLE

FILTER
GASKET/STAPLE STRAINER
compressor oil filter
w/ scavenge components
DRAIN
CONDENSATION ORIFICE
DAILY
The separator element in low pressure applica-

tions passes air through the element from the
outer to inner air flow direction. The separator
element design is to slow down the air move- For safety purposes allow a minimum of 2 min-
ment that contains compressor oil. Oil mist will utes after machine shutdown before starting
be trapped on the outer element filter diffusion maintenance.
casing. Air and microscopic oil will pass through
the paper pleated filter media. Compressor Main Oil Filters
To eliminate static electricity inside the element The filter cover has a bleed port that may be
filter, the separator element gasket has a (sta- opened prior to filter removal to vent the filter
ple type) static ground device. canister of any residual pressure trapped inside
the filter assembly after machine shutdown.
Do not remove staples from separator element
gaskets. When performing routine maintenance observe
filter condition. Be sure to retain all grommet
Scavenge Oil Return seals on both filter elements.
An oil return system referred to as a scavenge Loose or missing grommets should be located
system enables oil ‘carry over’, oil that passes prior to reinstating the machine into service.
through the paper pleat separator element, to
be returned to the compressor stator housing.

Oil cooling is dependant upon the position of
COMPRESSOR BLEED PORT the thermal valve. The thermal valves extend
OIL FILTERS approximately 5/8 inch (15 mm) to seat into the
manifold bore. As the valves extend they
restrict free flowing oil, and force compressor oil
into the oil cooler.
RETAIN GROMMETS
SEALS, 2 PER FILTER In cold ambient conditions when cold oil or fluid
viscosity is high during the cold start cycle, two
50 psi (3.5 bar) valves can open that allows free
PLASTIC FILTER BYPASS
flow cold oil 4 flow paths to the filter assembly
CONNECTOR VALVE and single stage compressor.
Oil Coolers
Oil coolers are high quality aluminum header

and turbulator tube design. Pressure in the
cooler is dependant upon the regulated system
pressure. When testing oil cooler pressures the
gauge readings will be >80 psi up to 110 psi
(5.7 to 7.9 bar). Dependent on regulation, the
air receiver tank may see as much as 140 psi
COMPRESSOR MAIN OIL FILTER
(9.7 bar).
Thermal Manifold With Bypass Flow through the oil cooler is dependant upon
the position of the thermal valves, the oil tem-
Two thermal valves direct compressor oil to the perature, viscosity, and bypass valve position.
compressor through the filter assembly and
compressor oil cooler depending on fluid tem-
peratures. The thermal valves and the cooler
bypass valves are threaded into a manifold with
test ports available to test pressure drops as
needed.
OIL COOLING MANIFOLD
TWO THERMAL VALVES

TWO BYPASS VALVES
FIL 184°F 184°F
oilcooler.tif
X
50 FC
X COMPRESSOR
ART SECTION (AKG)
TC
ART = air receiver tank
TC = to oil cooler
FC = from oil cooler
FIL = filters (KS15 or KZ25)
X = test ports
Page 20
It may become necessary during cold ambient compressor oil to required lubrication points of
operating conditions to cover the entire cooler the air end. This bearing distribution manifold is
cores with a curtain. A cooler curtain will restrict last point oil injection. The manifold hoses are
external airflow through the oil cooler which can sized for flow requirements to the desired point
aid oil flow through the internal turbulator tubes of oil injection. Restrictive orifices in adapters
therefore decreasing oil cooler pressure drops. limit oil flow to compressor bearings.
Expected oil cooler pressure drop, measured As a option one safety switch referred to as a
as differential pressure drop through the oil COP compressor oil pressure switch may be
cooler. positioned on the bearing distribution manifold.
• less than 5 to 15 psi (.3 to 1 bar) The switch is normal open, closes with pres-
sure. Use the common and normal open con-
• less than 15 to 35 psi (1 to 2.4 bar)
tacts. This safety switch will interrupt machine
• above 35 to 50 (2.4 to 3.4 bar) run mode and shut the machine down.
Expected oil temperature drop, measured as Single Stage Air End

differential temperature drop through the oil
cooler. Low pressure compressed air is made available
from a matched set of rotating rotor assemblies.
• 20 to 40° F (-6 to 4.4° C)
One male and one female rotor are supported
Oil Stop Valve in a stator housing by radial and thrust bear-
ings.
The oil stop valve is mounted near the OUT
port of the main compressor filter assembly. The air end output is dependant upon rotor and
The oil stop valve receives a pilot pressure sig- stator diameter, length, gear ratio, driven speed
nal equal to the discharge pressure from the air and oil lubrication.
end.
IN
single stage air end
OUT
OIL STOP VALVE
SINGLE STAGE
The primary function of the oil stop valve is to COMPRESSOR
maintain compressor oil in the hoses and
related components after machine shutdown.
New and remanufactured air end units are
available from your Regional office. Verify
After the oil stop valve, compressor oil circu-
machine model and serial number for compres-
lates to an oil manifold that in design delivers
sor specification.
During the machine run mode the compressor elements and may enable the compressor to
oil temperatures should be maintained at a reverse run at shutdown.
minimum of 100° F (37.7° C) above the ambi-
ent condition. Operators should be aware of
compressor operating temperatures. A sensor
on the compressor discharge elbow and a
gauge on the operators panel allows visual ref-
erence to air/oil temperatures. sullair discharge check valve
It is common to see low pressure compressor

temperatures operate between 180 °- 210° F
(82° - 98.8° C) during the loaded drilling cycle.
Operating the machine in extreme ambient con-
ditions may require special cooling system
components. It may be necessary to: DISCHARGE CHECK VALVE
• Upgrade The Fluid Viscosity Using Either NOTE!

Iso 32 Or Iso 46 Grades. Discharge check valves may be removed from
low pressure drill applications that use poppet
• Change Thermal Valve Temperature Values. type air intake systems.
• Modify The Cooling Fan System By Slowing

Or Increasing The Fan Rpm To Spec. DISCHARGE
GASKET CHECK VALVE
GHH AND EARLY
• Restrict Air Flow Over The Oil Coolers With MODEL SULLAIR
A Cooler Curtain. HOUSING
Discharge Check Valve STOP PLATE
The discharge check valve is mounted on the SPRING

outlet flange discharge elbow with all butterfly
inlet control valve applications. RETAINER RING
Discharge check valves stop oil in the receiver

tank from draining into the compressor after the GASKET
machine is shutdown.
Without a discharge check valve, air pressure Compressor Safety Switches

inside the air receiver tank could run the com-
pressor reverse at shutdown. Compressors are a major investment. It is rec-
ommended to protect the investment with a
Discharge check valves are a one way flow temperature safety switch.
valve allowing free flow oil out the discharge
hose with hot oil returning to the air receiver Electrical switches and a shutdown relay are in
tank under pressure. Note that air pressure a series or parallel circuit to ensure our prod-
may be as high as 140 psi (9.7 bar) with oil tem- ucts have compressor protection.
peratures capable of 230° F (110° C).
Failure of a discharge check valve could allow

fluctuating oil levels, oil collection on air cleaner
Page 22
down conditions when the bypass switch is
OPTIONAL (COP) released after the engine starts.
35 PSI (2.4 BAR)
15 PSI (1 BAR) Air/oil pressure drop occurs between the air
receiver tank and the compressor oil pressure
switch due to line loss, oil viscosity and the
components in the lubrication system. This
deltaP or differential pressure is lessened with
warm oil after start up.
It is possible to replace 35 psi (2.4 bar) com-

pressor oil pressure switches with 15 psi (1 bar)
SENDER switches in extreme applications.
(ATS)
Drill monitor systems (DMS) have a built in non
230° F
SWITCH
adjustable 30 second delay factored into the
SAFETY SWITCHES (CAT) circuit board. The delay time sequence starts as
soon as power is applied to the panel.
An optional device that allows the compressor
systems to be monitored with one common cir- Prelube starters are configured to perform the
cuit panel is the drill monitor system (DMS). engine lube cycle prior to powering the DMS
This panel is mounted on the operator station. panel to assist cold weather starting.
Compressor related monitoring using pre set After the engine starts and is running smooth
switches includes: release the bypass button before the DMS time
cycle runs out.
• CFP1 compressor air filters @ 25” water
Air receiver pressure has to be 10 psi greater
• CSP compressor separator differential pres-
than the selected compressor oil pressure
sure @ 10 psi (.7 bar)
switch rating to maintain engine run mode.
• CAT compressor air/oil temperature @
230°F (110° C) SYSTEM CLEANLINESS
• COP compressor oil pressure @ 35 psi Compressor maintenance is recommended at

(2.4 bar) or 15 psi (1 bar). 250 hour intervals. Lubrication and mainte-
nance manuals detail fluids, capacities, filters
NOTE! and general service procedures.
It is not mandatory to have compressor oil pres-
sure monitoring. The COP switch for low pres- Follow compressor system cleaning procedures
sure drill applications is option used with drill as needed during compressor system overhaul.
monitoring systems.
OIL CIRCULATION DIAGRAMS
COLD WEATHER STARTING
The following charts are in generic form to illus-
During extreme ambient conditions run modes trate oil circulation through the compressor
may be affected due to cold oil in compressor components. The air receiver tank is a tee tank.
system components.
Machines with drill monitoring and a compres-

sor oil pressure switch may experience shut

LOW PRESSURE COMPRESSOR SYSTEM FLOW CHART
(COOL OIL)
ADDITIONAL ILLUSTRATIONS SHOW THE VERTICAL AND TWO RESERVOIR SYSTEMS
Page 24
LOW PRESSURE COMPRESSOR SYSTEM FLOW CHART
(WARM OIL)
ADDITIONAL ILLUSTRATIONS SHOW THE VERTICAL AND TWO RESERVOIR SYSTEMS

AIR COMPRESSOR LUBRICANT RECOMMENDATIONS
Sandvik Mining and Construction encourages the user to participate in an oil analysis program with
the oil supplier. This could result in an oil change interval differing from what is stated in these
tables.
NOTE!
Mixing synthetic oils with an ATF may lead to operational problems, foaming, or plugging of ori-
fices. Do not mix different types of fluids.
AMBIENT CHANGE LUBRICANT

ISO
TEMPERATURE INTERVAL DESCRIPTION
-40°F to +95°F (-40°C to +35°C) 1000 Hours 32 Mobil SHC-624, 924 & 1024
-40°F to +100°F (-40°C to +38°C) 1000 Hours 32 Mobil Rarus 424
-40°F to +100°F (-40°C to +38°C) 1000 Hours 32 Chevron HiPerSYN
-40°F to +100°F (-40°C to +38°C) 1000 Hours 32 Chevron Tegra Synthetic
-40°F to +100°F (-40°C to +38°C) 1000 Hours 32 Shell Corena PAO
-40°F to +100°F (-40°C to +38°C) 1000 Hours 32 Royco 432
-40°F to +100°F (-40°C to +38°C) 1000 Hours 32 Conoco Syncon R&O
-40°F to +100°F (-40°C to +38°C) 1000 Hours 32 Texaco Cetus PAO
-40°F to +100°F (-40°C to +38°C) 1000 Hours 32 Valvoline Syn Guard CP
-40°F to +100°F (-40°C to +38°C) 1000 Hours 32 Petro-Canada Super SCF32
+30°F to +100°F (-1°C to +38°C) 1000 Hours 46 Chevron HiPerSYN
+30°F to +100°F (-1°C to +38°C) 1000 Hours 46 Citgo CompressorGuard
+30°F to +100°F (-1°C to +38°C) 1000 Hours 46 Conoco Syncon R&O
+30°F to +100°F (-1°C to +38°C) 1000 Hours 46 Petro-Canada Super SCF46
+30°F to +100°F (-1°C to +38°C) 1000 Hours 46 Royco 446
+30°F to +100°F (-1°C to +38°C) 1000 Hours 46 Texaco Cetus PAO
+30°F to +100°F (-1°C to +38°C) 1000 Hours 46 Valvoline Syn Guard CP
+30°F to +100°F (-1°C to +38°C) 1000 Hours 46 Mobil Rarus 425
+80°F to +120°F (+27°C to +49°C) 1000 Hours 68 Conoco Syncon R&O
+80°F to +120°F (+27°C to +49°C) 1000 Hours 68 Mobil SHC-626, 926 & 1026
Low Pressure Compressors
When operating between +80 and 100°F (+27 and 38°C) with a relative humidity above 80%, syn-
thetic hydrocarbon type fluid Mobil SHC or equivalent as recommended above should be used.
All lubricant recommendations are based on 1200 rpm maximum WARM-UP speed.
Page 26
COMPRESSOR OIL CHANGE step is to determine if the oil is correct for the
specified compressor.
PROCEDURE
Draining Oil
Depending on the ambient temperature, it may

GENERAL
be necessary to start the machine and warm the
The following procedure was written for low and compressor prior to changing fluid.
high pressure compressors and should be 1. Once compressor oil is warm, shut off the
used: machine and remove the key from key
• When a total system cleaning is necessary. switch.
• Severe duty applications. 2. Utilize 2 clean 55 gal (208 liters) containers.
• Changing brand name, type or viscosity of
compressor fluids. 3. Connect a hose to the drain valve located on
the bottom of the air/oil receiver tank.
Begining January 2000, our blasthole drilling 4. Open the ball valve to drain compressor oil
machines are shipped from the factory with into the containers. Follow applicable laws
Shell Corena AW32 in the compressor system. prescribed for waste oil recovery.
In certain areas of the world, this oil may not be
available. If this is the case it will be necessary
to change to the local available oil. When this
CAUTION
occurs it is mandatory to clean the system of the Starting the engine when the compressor oil
original oil. has been drained will damage the compres-
sor. Do not allow the engine to start! Lock-
Mixing of two different oils can cause opera- Out and Tag-Out
tional problems:
5. Apply emergency stop switches to disable
• Oil Foaming, big air bubbles can cause cav- engine starting.
itation on components and make air pockets 6. Place the key into the key switch, hold the
in the oil cooler restricting oil flow. engine stop button and roll the engine and
compressor over two (2) or three (3) times.
• Overheating, compressor fluids not flowing This will push out any residual oil that was
through the oil cooler will not dissipate heat. left in compressor into receiver tank.
• Excessive Oil Carry Over through the sep- 7. Remove top and bottom hose from com-
arator element wasting the oil down the drill pressor oil cooler to enable oil to drain out of
pipe. the cooler.
These problems can be reduced or will be non- 8. Remove the separator filter. Replacing the
existent when following the prescribed proce- separator element is dependent on service
dure. hour interval. When in doubt or service
hours are unknown, replace the separator
OIL CHANGE PROCEDURE element.
Before changing brand name oil, contact your 9. Remove scavenge return line and allow to
Sanvik Mining and Construction Regiona Office drain, remove and clean strainer screen,
with the specifications of the oil to be used. This replace screen and tighten.
Compressor Oil Change Procedure Page 27

10. Remove the main compressor filters. The fil- 10. Install compressor filters making sure the
ter canister may be unthreaded from the plastic connection piece is installed between
housing in order to drain oil from filter canis- the two KS15 or KZ25 series filters.
ter.
11. Connect pilot hose to the oil stop valve.
11. Remove and drain the pilot hose at the oil
12. Fill air receiver tank with new clean oil to the
stop valve.
required level sight glass port, install the fill
12. Remove all oil cooler and tank lines from plug and tighten.
compressor to drain any oil that may have
13. Holding engine stop button, roll over com-
been left in system.
pressor and check for any leaks. If evident,
13. Remove intake piping at compressor inlet. repair prior to running the machine.
14. Start engine and run at low idle and check
New flange O-rings will be needed for connect- for any leaks. If evident, repair.
ing hose ends that have been removed for this 15. Permit compressor to run until compressor
procedure. temperature comes to operating tempera-
ture. (Approximately 160° to 200°F).
Adding Oil
16. Shut machine down and let set for 15-20
1. Pour some new clean compressor oil into minutes and recheck compressor oil level.
the top of the oil cooler permitting it to push
any of the existing oil from cooler. Once new 17. Add oil as needed to the proper fluid level
oil is coming through oil cooler, attach the sight glass.
top cooler hose.
18. After several hours of operation and if a
2. Pour some new clean compressor oil into foaming problem exists, you may need to
the intake of the compressor to flush out any drain the oil from the separator tank and
original oil. refill.
3. When applicable install the discharge check Oil may be transferred from air receiver tank to
valve and all hoses that were removed. clean drums using a portable filtration cart as
4. Pour some oil into the receiver tank to push shown.
out any existing oil.
PORTABLE FILTRATION CART
5. Close the drain valve. Sandvik Part Number 023912-001
6. Install separator filter, with a new gasket, do

not remove the static staple that is clipped in
the separator gasket. No additional sealants
are necessary.
7. Mount the receiver tank cover, torque bolts
to spec.
8. For low pressure applications install the
scavenge return tube and tighten adapters.
9. Connect scavenge return hose to appropri-
ate ports.
Page 28
AIR RECEIVER RESERVOIR There are different reservoirs for high pressure
and low pressure compressors. Therefore, the
SEPARATOR MAINTENANCE maximum pressure ratings and operating tem-
perature specifications will differ.
GENERAL
It may be a local law that pressure vessels
Routine maintenance of air receiver reservoirs require recertification and this recertification
requires a skilled maintenance person using may only be performed with a qualified test pro-
safe operating principals and clean working cedure by a qualified engineer. Due to the com-
habits. plexity of such laws worldwide Sandvik asks
that the customer bare this responsibility as a
DESCRIPTION company standard operating procedure.
Sandvik Mining and Construction blasthole drill- Static Discharge

ing equipment generates compressed (working)
air for the drilling cycle. This pressurized air is Compressor oil under heat from compression,
stored in the air receiver tank during the and velocity may develop static electricity inside
machine run mode. the air receiver tank during operating condi-
tions. All models of Sandvik blasthole drill
The compressor system circuit contains a blow- machines will use a static discharge spring or
down valve to vent the circuit when the engine staple. This device makes a secure electrical
is shutdown. When performing routine mainte- ground for the separator filter element.
nance it is essential that the machine be turned
off for a minimum of 2 minutes prior to starting • High pressure applications require a spring
compressor system maintenance to allow the installed on the bottom end filter holddown
circuit to vent. Longer periods may be beneficial bolt.
to allow oil temperatures to drop.
• Low pressure applications require a static
We recommend using the appropriate Sandvik staple installed on the sealing gasket for the
rig Lubrication and Maintenance Guide when top cover.
performing the 250, 500, 1000 and 2000 hour
maintenance programs.
The details given in this section are relating to

! DANGER
air receiver reservoir air/oil separator element The contained static electricity may have the
service specifications. capacity to ignite the oil and cause the com-
pressor to flash. A machine fire will occur.
Do not operate the machine with the static
MACHINE MODEL COMPRESSOR
spring or gasket staple removed.
D25KS, D245S, T40KS LOW PRESSURE
D40KS, D45KS, D50KS LOW PRESSURE
D55SP, D60KS, D75KS LOW PRESSURE
T60KS LOW PRESSURE
D90KS, D90KD D90KSP LOW PRESSURE
1190 SERIES LOW PRESSURE
Separator Maintenance Page 29

AIR RECEIVER RESERVOIRS
The following pictorial views are from machine

specific parts manuals. Please note bolt torque
changes per machine models.
Clean the gasket seal surfaces prior to new

gasket installation. Do not use a gasket sealant
on the reservoir or cover surfaces.
COVER BOLT TORQUE (item 22)

3/4 10 UNC GRADE 8 270 -292 FT LB (364 - 394 Nm)
D40KS, D45KS, D50KS

LOW PRESSURE APPLICATIONS

3/4 10 UNC GRADE 8 270 -292 FT LB (364 - 394 Nm)
D25KS, D245S, T40KS

Page 30
COVER BOLT TORQUE (item 1B)
3/4 10 UNC GRADE 8 270 -292 FT LB (364 - 394 Nm)
D55SP, D60KS, T60KS, D75KS

Separator Maintenance Page 31

3/4 10 UNC GRADE 8 270 -292 FT LB (364 - 394 Nm)
FILTER HOLDDOWN RETAINER RING
NUT TORQUE (item 12)
3/8 16 UNC 22 - 24 FT LB (29.7 - 32 Nm)
D90KS, D90KD, D90KSP

COVER BOLT TORQUE (item 1A)

3/4 10 UNC GRADE 8 270 -292 FT LB (364 - 394 Nm)
FILTER HOLDDOWN RETAINER RING
BOLT TORQUE (item 7)
3/8 16 UNC GRADE 8 31 - 34 FT LB (42 - 45.5 Nm)
1190 SERIES
Page 32
AIR CONTROL SYSTEMS (LP)
GENERAL
The following schematics illustrate the air control systems that pertain to butterfly inlet, single and
dual poppet valve intake control systems.
LOW PRESSURE BUTTERFLY INLET SCHEMATIC
RAPG
DUST
WAPG TEST GAUGE INSTALLED TO
COLLECTOR CALIBRATE LOW PRESSURE
REGULATOR SETTING
X
w
MPV
SV SAFETY
HYDRAULIC VALVE
BIT AIR TANK W 7/16 *
)(
UHV
W
RAPG
)(
3/32
RBD SBD ICC

T W T
T W T
X )
X ) X
)(
ACM 1/32
X X X
VENT
MUFFLER
W
LPREG
CONTROL SIGNAL HOSES

FIGURE 1
Low pressure butterfly inlet controls are held closed for start-up purpose. A spring return inlet con-
trol cylinder will extend with compressed air. The cylinder speed is controlled by a .03125 (.793 mm)
inlet orifice, the spring end is open to atmosphere through a vent muffler. The inlet control cylinder
extends with receiver air pressure passing through a normal open air control regulator. A .09375
(2.381 mm) orifice inside the inlet manifold plate draws air from the control signal hoses when the
low pressure regulator closes. The spring return cylinder closes the butterfly inlet plate.
Proper inlet adjustment is critical for machine start-up and receiver air pressures. The inlet cylinder
shall be held with a single mounting bolt so that it has a slight amount of side to side play.
Inlet air control systems (LP) Page 33

Install a vaccum gauge on the compressor inlet when adjusting the inlet control valve. Remove the
inlet control cylinder rod bolt prior to calibrating the inlet components. During machine startup the air
pressure will be slow and gradual. Set the engine at high idle speed and calibrate the unload stop
screw for the expected inlet vaccum reading between 26 to 28 hg with the butterfly inlet control plate
closed.
BUTTERFLY INLET PLATE
LEVER POSITION
BALL JOINT BOLT
MOUNT BOLT
SHAFT SLOT POSITION

UNLOAD STOP SCREW
Connect the inlet control cylinder to the inlet butterfly plate lever. Adjust cylinder ball joint assembly
to align with the lever assembly without moving the inlet butterfly plate. Secure the ball joint mount-
ing bolt so that it has a slight amount of side to side play.
When the compressor inlet unload stop screw is in proper calibration the result will be a smooth
blowdown operation during the running mode. Air venting out the blowdown muffler is constant with-
out cycling.
Maximum air pressure inside the receiver tank shall be set with the LP regulator, 100 (6.9 bar) is
standard setting. Do not exceed 110 psi (7.6 bar).
OUT AIR IN RBV
ICC
VENT
4 EA
SHIMS
LOW PRESSURE REGULATOR

ADJUSTMENT SCREW CALIBRATE TO 100 PSI (6.9 BAR)
Page 34
Calibrating Regulators
Perform air pressure regulator calibration with the machine shut down and receiver air pressure is
zero.
Pressure regulator may be calibrated in place on the machine with standard hand tools. It is advis-
able to install a 500 psi (35 bar) pressure guage and hose to the test port provided at the air/oil sep-
erator indicator.
1. Start the machine.
2. Operate the machine at low engine idle speed to warm fluids and air. Warm compressor oil and
air temperature is recommended prior to regulator calibration.
3. Operate machine to specific rated high engine idle speed.
4. Check air pressure guage for actual air receiver tank air pressure.
5. Adjust low pressure regulator adjustment screw in to increase air pressure to acheive 100 psi
(6.9 bar) unload air pressure.
Note:
If air pressure over runs the value reduce the regulator setting and slowly adjust the regulator to the
rated pressure value.
6. Check air pressure guage for actual air receiver tank air pressure.
7. Lower engine idle speed allow adequate engine cool down period prior to stopping machine.
8. Stop the machine per standard operating principals.
9. Allow approximately two to three minutes for the air pressure in the receiver tank to empty to
atmosphere. Air will blow to atmosphere through a frame mounted vent muffler.
10. Check receiver air pressure on test gauge for a zero indication prior to service.
11. Remove test pressure gauge from air/oil separator indicator location and cap test port adapter.
Final note:
The compressor lubrication system is dependant on operating air pressures. Compressor system
air and oil components are subject to system air pressures.
When testing oil coolers, test pressures are relative to air regulated pressures. With the exception of
lubrication component pressure drops test pressures will be air receiver tank pressure.
Blowdown Valves
Two valves mounted to the air control manifold enable air receiver tank pressure to vent to atmo-
sphere. As air vents to atmosphere it is silenced with a muffler mounted on the machine frame.

• The shutdown blowdown valve pilots closed for machine run mode and opens upon machine
shutdown to empty the air receiver tank
• The running blowdown valve pilots closed during compressor loading or drilling conditions and
opens upon compressor unload conditions to maintain a stable air receiver tank pressure.
AIR PILOT
OIL PILOT
MUFFLER
RBV SBV
RUNNING BLOWDOWN VALVE SHUTDOWN BLOWDOWN VALVE
MUFFLER
Maintain the vent muffler to be clean of mud, oil residue and rock dust. When the muffler is
restricted it traps air inside the air receiver tank. Operational problems could be over run air regula-
tors, excessive air receiver pressure enabling tank releif valve to open.
Page 36
Sullair Single Poppet Air Inlet Valve
Poppet control systems are installed on single stage low pressure drilling applications in the D25KS
through D75KS product line. The system has under gone several modifications since the drawing
shown here, to name a few:
• removal of discharge check valve

• pilot signal for shutdown (final) blowdown valve relocation
• shutdown (final) blowdown sequence
• electric solenoid shutdown (final) blowdown valve
MINIMUM PRESSURE
VALVE POPPET VALVE
AIR RECIEVER TANK
SERVICE INLET AIR

VALVE FILTER(S)
)(
FINAL
BLOW-DOWN
VALVE
PRESSURE REDUCING
REGULATOR
BYPASS
SOLENOID
RUNNING
BLOW-DOWN
VALVE
FIGURE 1
BASIC SCHEMATIC SUBTRACTIVE PILOT VALVE
Figure 1 schematic shown as normal condition for all components. Machine is not running. This is a
closed inlet valve in an unload condition.

AIR CONTROL VALVES
Poppet Inlet Valve
V1
SULLAIR POPPET INLET VALVE
CLOSED FOR START-UP
PILOT AIR (P1)
CLOSED DURING NO LOAD CONDITIONS
NOT DRILLING
OIL FILL
COMPRESSOR FLUID
V2
V1 SULLAIR POPPET INLET VALVE

OPEN DURING START-UP
LOADED CONDITIONS
OPEN DURING DRILLING CYCLE
OIL FILL
COMPRESSOR FLUID
PILOT AIR (P2)
V2
Maintenance
Poppet inlet control valves should be serviced with compressor oil during routine maintenance pro-
cedures with no more than 0.75 US pint (355 ml).
Port Description:
P1 pilot port from bypass solenoid, subtractive pilot regulator, check valve control orifice, V1 port
P2 pilot port from bypass solenoid, pressure reducing regulator
V1 vent port from running blowdown - purge valve
V2 vent port from subtractive pilot valve, check valve, P1 port, pilot shutdown (final) blowdown valve
Page 38
Pressure Reducing Valve
PRESSURE REDUCING VALVE (bias regulator)
SULLAIR AIR CONTROL SYSTEM
CONDITION SHOWN OPENS POPPET VALVE

AT THE P2 PORT TO LOAD THE COMPRESSOR
Subtractive Pilot Valve

SUBTRACTIVE PILOT VALVE CLOSES POPPET VALVE
SULLAIR AND GARDNER DENVER TYPE POPPET VALVE
INLET AIR PRESSURE IS RECEIVER AIR PRESSURE
OUTLET AIR PRESSURE CLOSES POPPET VALVE @ P1 PORT

ADJUSTING THE SUBTRACTIVE PILOT VALVE ‘IN’ DECREASES OUTLET PRESSURE
ADJUSTING THE SUBTRACTIVE PILOT VALVE OUT INCREASES OUTLET PRESSURE
NOTE: SEAT PLATE IS REMOVEABLE IN THE HOUSING. DIAGHRAM

CHECK BALL SHALL REST IN THE 90° SURFACE OF THE SEAT PLATE
INLET AIR PRESSURE IS BELOW

SUBTRACTIVE PILOT PRESSURE VALUE
ZERO OUTLET AIR PRESSURE ALLOWS

PRESSURE REDUCING REGULATOR TO OPEN POPPET VALVE
With the receiver tank pressure at 100 psi (6.9 bar) the subtractive pilot valve outlet pressure setting
is approximately 5 psi (.34 bar) less than the pressure reducing valve outlet pressure.
When adjustments are made to the subtractive pilot valve increase or decrease values, a similar
adjustment is mandatory for the pressure reducing valve.
For best results make pressure adjustment with an external air source. Shop or service truck supply
air is recommended as long as the supply pressure is above desired subtractive pilot valve require-
ment.
• Attach supply air to the valve inlet port with 300 psi (20 bar) pressure gauge.
• Attach 150 psi (10 bar) pressure gauge to outlet port, the outlet side has to be in a dead head
pressure condition
• Utilize all safe operating principals when servicing air regulation parts. Discharge any un-
used air from hoses or adapter ports prior to component removal.
PRESSURE REDUCING VALVE SHOP AIR SUBTRACTIVE PILOT VALVE SHOP AIR
SETTING AT 100 PSI IN 55 PSI OUT SETTING AT 100 PSI IN 50 PSI OUT
Page 40
Final Blow Down And Running Blow Down (Purge) Valves
018349-002 RUNNING BLOWDOWN VALVE

RESERVOIR
PILOT
SIGNAL
POPPET V1 PORT
These valves are supplied as normal closed pistons and require a separate pilot signal to open the
piston to vent air from the inlet to outlet port.
During machine run mode the final blow down valve is spring set closed to maintain air pressure
inside the air receiver tank. The pilot end is connected to the compressor inlet cavity which is a vac-
uum during compressor operation. The absence of pressure at the final blow down valve pilot port
allows this valve to maintain a closed position during machine operation.
When the machine is shut down, available receiver air pressure is inside the compressor. The com-
pressor inlet that was a vacuum during operation becomes pressurized at shutdown. Air pressure
from the system opens the final blow down valve according to a flow control setting. Air pressure
shall vent to atmosphere through a vent muffler positioned on the final blow down outlet port.
One adjustable flow control valve is positioned on the pilot port of the final blow down valve. This
flow control valve shall be set 1/4 turn open and locked in this position. Refer to figure six for details.
During machine run mode the running blow down (purge) valve is spring set closed until a pilot sig-
nal is received at the valves pilot port. When receiver air pressure opens the subtractive pilot valve,
a pilot signal is directed to open the running blow down valve. Compressed air recirculates from the
receiver tank to the poppet inlet control valve (V1) vacuum port.
Maintenance of these valves is limited to seals and orings, no adjustments required.

SPRINGS AND AIR PRESSURE
V2
P1
V1 P2
)(
REDUCED AIR
PRESSURE
BYPASS SOLENIOD
ENERGIZED WITH
BYPASS SWITCH
FIGURE 2
START MODE
The poppet valve is held closed with reduced air pressure passing through the bypass solenoid,
along with spring force in the P1 cavity.
The expected air pressure for start-up mode is approximately 10 to 15 psi during starting and the
bypass solenoid is energized with the bypass switch. The low air pressure is a low load for the com-
pressor and engine during the critical start-up mode. The 10 to 15 psi contained in the air receiver
tank pushes the oil through the oil lubrication parts to the single stage air end.
When the engine is running smooth at the rated low idle speed the bypass switch may be disen-
gaged.
Figure 3 shows run mode after start up loading to subtractive pilot valve setting.
Page 42
SPRING FORCE ONLY
P1
V2
P2 REDUCED AIR
PRESSURE
)(
OPENS VALVE
MINIMUM PRESSURE
VALVE OPENS AT
60 PSI (4 BAR)
BYPASS SOLENOID
DE-ENERGIZED
FIGURE 3 FOR RUN MODE
RUN MODE
AFTER STARTUP
When the bypass switch is released the bypass solenoid is de-energized. With the bypass solenoid
in the normal condition the reduced air pressure is directed to the P2 cavity on the poppet valve.
The air inside the P1 cavity is drawn to intake at the V2 port. A.063 orifice inside one adapter on the
P1 adapters allows a restriction for the control and venting features.
Figure 4 shows run mode no load not drilling.

SPRING FORCE AND AIR PRESSURE
HOLD POPPET CLOSED
V1
P1
V2
P2
MINIMUM PRESSURE VALVE OPEN

AVAILABLE AIR AT THE SERVICE VALVE
READY FOR DRILLING CONDITION
RUNNING BLOW-DOWN
VALVE PILOTED OPEN
SUBTRACTIVE PILOT
FIGURE 4 VALVE AIR TO P1 CAVITY

TO CLOSE INTAKE
RUN MODE NO LOAD
NOT DRILLING
With air pressure inside the air receiver tank at the rated subtractive pilot valve setting it is desired
to close the intake.
Subtractive pilot valve air is directed to the P1 cavity to close the intake. Spring force assists the
closing (add air pressure and 5 psi spring force).
Air pressure present from the pressure reducing valve is forced to the intake through a.090 orifice
located inside the poppet valve on the P2 port.
When adjusting maximum air pressure for receiver tank air it is necessary to adjust both regulating
valves in steps. If the subtractive pilot valve is adjusted for 5 psi more available air pressure inside
the air receiver tank then the pressure reducing valve requires the same increase of air pressure.
This step type adjustment is necessary for proper intake valve opening and closing sequences.
Figure 5 shows run mode loaded for drilling cycle.
Page 44
MINIMUM PRESSURE VALVE OPEN SUBTRACTIVE PILOT VALVE AIR AND P1
CAVITY IS DRAWN TO V2 PORT
P1
V2
V1 INTAKE OPEN
P2
SERVICE VALVE
OPEN
AIR TO
DRILL BIT
PRESSURE REDUCING VALVE

CONTROLS POPPET OPEN AT
P2 CAVITY
FIGURE 5
RUN MODE LOADED
SUBTRACTIVE PILOT VALVE CLOSES
FOR DRILLING CYCLE WHEN AIR RECIEVER TANK PRESSURE
DROPS BELOW VALVE SETTING
When air receiver tank pressure drops below the subtractive pilot valve setting a pressure difference
occurs at the subtractive pilot valve inlet and outlet ports.
With inlet control pressure below the spring force the subtractive pilot valve will close air to the outlet
port. The outlet connection to orifice at P1 and a external vent on the valve, air pressure is vented
quickly. The poppet valve will open with air pressure in the P2 cavity.
A minimum pressure of 60 psi (4 bar) is maintained in the air receiver tank for adequate oil circula-
tion and lubrication. During the drilling cycle typical air receiver tank pressure is 60 to 75 psi. Pres-
sures may become higher due to drilling conditions.
Bit air or working air for drilling depends on what restrictions are in the drill string and what type of
drilling tools are being utilized. Working air pressure is typically 10 to 20 psi (.7 to 1.4 bar) lower than
air receiver tank air pressure.
Figure 6 shows shut down mode.

TRAPPED AIR SPRING FORCE KEEPS
IN V PORTS POPPET CLOSED
TRAPPED AIR
MINIMUM PRESSURE VALVE CLOSES

AS AIR RECIEVER TANK PRESSURE
DROPS BELOW SPEC
FINAL BLOWDOWN VALVE

PILOTED WITH PRESSURE
FIGURE 6
SHUT DOWN MODE
Pressure inside the air receiver tank is available in all directions upon shut down. With the discharge
check valve removed air pressure can flow through the V1 port to a flow control valve. When this
flow control is set 1/4 turn open air under pressure will be trapped between the flow control and the
pilot port. This trapped air will pilot the final blow down valve to a open position enabling air pressure
to drain from the air receiver tank after shut down.
! WARNING
Depending on the flow control setting, air pressure may be present inside the air receiver tank for
long periods even after shut down. If the flow control valve is too far open or the adjustment is not
locked in place caution should be observed when servicing the air receiver tank or compressor oil
filters.
Page 46
MODIFICATIONS
Application: Sullair Inlet Valve
FINAL BLOW OIL PILOT SIGNAL

DOWN VALVE
V2
V1
FIGURE 7
FINAL BLOW-DOWN
SHUT DOWN VALVE MODE
This modification enables a external pilot of engine oil to close the shutdown (final) blowdown valve.
The benefit of this modification is that the normal open valve will empty all the available air pressure
from the air receiver tank after machine shutdown.
Figure 8 shows electric blow-down modification.

RECEIVER AIR KEY SWITCH POWER
VENTS TO TO ENERGIZE
ATMOSPHERE
V2
V1
FIGURE 8
This is a new valve in a normal open application. Electric power from the key switch (KS) will ener-
gize to close the drain port. It has been installed at the factory on D45KS machines since 6/1998.
The solenoid part number is 017503-002 and may be fitted to all poppet inlet control systems for the
shutdown (final) blowdown of receiver air pressure.
All other valve applications stay in original configuration.
Page 48
Troubleshooting Single Poppet Valve Inlet Control Systems
Low pressure compressor systems that require field mechanical adjustments most often have either
been tampered with or have worn components.
Subtractive pilot valves
When calibrating a subtractive pilot valve small turns on the set screw make sufficient changes to
the outlet air pressure. Turning the set screw in will decrease the outlet supply air value, which in
turn will not let the poppet valve respond and close efficiently. The outcome will be over run of air
pressure to a point of safety valve discharge air. Factory specs recommend setting the subtractive
pilot valve with shop air only per views shown on page 28 of this manual.
Pressure reducing valve
When calibrating a pressure reducing valve small turns on the set screw change the outlet air pres-
sure. Turning the set screw in will increase the outlet supply air value. It may be necessary to modify
the factory pressure reducing valve setting of 50 psi to achieve a full piston opening sequence.
Pressure reducing valve settings will affect vacuum readings.
Vacuum check
When testing the low pressure poppet intake system it may be necessary to connect a vacuum
gauge to the compressor throat. Components shall include a ball valve, short length of hose and
vacuum gauge. Close the ball valve for machine start-up and shut down modes.
VACUUM READINGS MAY DIFFER ACCORDING TO
ALTITUDE CONDITIONS ABOVE OR BELOW SEA LEVEL

CLIMACTIC CONDITIONS
COMPRESSOR CONDITION
POPPET VALVE CONDITION
READINGS SHOWN BASED AT 360 FT ABOVE SEA LEVEL
AT START-UP USING BYPASS (20 TO 22 Hg)

AT START-UP RELEASING BYPASS (8 TO 10 Hg)
AT LOW ENGINE IDLE NO LOAD (24 TO 26 Hg)
AT HIGH ENGINE IDLE NO LOAD (26 TO 28 Hg) NOT DRILLING
AT HIGH ENGINE IDLE LOADED (2 TO 4 Hg) DRILLING
Check the poppet valve oil level often. When the oil level is low the piston responds slower and
receiver air pressure may overrun the regulated value. If oil levels are continually low, requiring con-
stant refill a seal may be leaking the oil out of the piston valve chamber. This condition may give
symptoms of air regulation problems as well.
During cold weather conditions ice build-up inside the poppet valve may lead to operational prob-
lems. It may become necessary to install one 022462-001 coalescing filter to the main air line. This
filter is used to remove unwanted condensation that typically collects in the air components.

Drill Bit Restriction
Nozzle size or orifices in the air delivery restrict air flow. Check with drill bit manufactures for appro-
priate nozzle sizes for the mine specific drilling conditions.
NOZZEL
SKIRTS
ROLLERS
ROTARY CLAW BIT
ROTARY ROLLER BIT REPLACEABLE CARBIDE
MILL TOOTH ROLLERS AND BULLET STYLE CUTTERS
CARBIDE BUTTON ROLLERS
Optimum air flushing during the drilling cycle shall be greater than 4000 fpm and up to 9000 fpm of
uphole velocity.
High bailing velocity or flushing leads to excess wear on drill tools while in the hole. Drill bit skirts,
roller sections, bit subs and lower sections of drill pipe may become sandblasted by abrasive rock
conditions
Page 50
DUAL POPPET INLETS needle valve clockwise.
5. If the inlet valve does not close enough to

maintain 80 psi (5.5 bar), then it may be neces-
GENERAL sary to set the subtractive pilot valve located in
the Air Control Assembly box. To set, use a
Dual poppet valves are standard equipment pressure regulator and shop air at 80 psi (5.5
on all 90 series machines with air compres- bar) into the valve. Adjust the valve to get 20
sors 2600 CFM and larger. psi (1.4 bar) at the valve outlet.
020841
DESCRIPTION
Refer to service literature 020845-001 publica-

tion for full compressor system details relative to
dual poppet inlet control valves without volume
controls.
The following procedures have been modified to

fit training material format herein.
Refer to electrical system training module book

2 part number 023501-034 that details electric
pneumatic control valves.
Procedures to calibrate poppet regulation valve 6. The flow control valve, located at the final
are written and provided in this manual on page blowdown valve on the frame, should be set by
32. turning it clockwise until it bottoms out and then
turning counter clockwise approximately 1-1/2
turn. If the system does not completely blow
COMPRESSOR ADJUSTMENT WITH DUAL down when the machine is shutdown, it may be
POPPET VALVES - LOW PRESSURE necessary to turn the flow control clockwise to
hold the final blowdown valve open longer. All
1. Close the main air valve. the air in the system will not escape and could
trap approximately 5 psi (.34 bar) in the system.
2. Start engine and run at low idle (1200 rpm).
Air pressure should increase to unload setting 7. If a compressor capacity test is to be done,
80 psi (5.5 bar) and running blowdown should open the main air valve. Set the volume control
be open. to maximum. Run capacity test. Note: Capac-
ity test must be run with main air valve totally
3. After warm-up, increase engine speed to full open and the proper size downstream orifice
rated rpm (1800 rpm). The inlet valve should be installed.
closed.
4. Adjust the needle valve on the back of the

air inlet until air can be detected coming out of
the muffler located below the needle valve. If
compressor hunts or running blowdown valve
cycles open and closed, decrease the amount
of air escaping from the muffler by turning the
Dual Poppet Inlet Control Systems (LP) Page 51
Optional Variable Volume Control open (3 or 4 on the dial) is essential for proper
poppet valve control.
1. The Variable Volume Control should be
tested when the Compressor Capacity test is Subtractive Pilot
run.
2. With the Pressure Regulator completely

open (counter-clockwise), the compressor
should achieve the rated CFM.
3. Turn the valve clockwise approximately

three (3) turns. The gauge should read 5 psi
(.34 bar) and the inlet vacuum should be
approximately 8.5” HG. The capacity should be
approximately 2100 CFM. IN
4. Turn the valve clockwise approximately one OUT

(1) more turn to achieve 7 psi (.48 bar) on the
gauge. The inlet vacuum should be approxi-
Remains closed during start-up, opens with
mately 13” HG. and the capacity should be
receiver tank pressure to close the dual poppet
approximately 1600 CFM.
valves.
START UP
Running Blowdown
To reduce parasitic load to a minimum on start-
Receives a pilot signal to open from the bypass
up, the compressor should not be trying to com-
solenoid during machine start-up and once
press air. Therefore, the poppet valves must be
again when the subtractive pilot valve opens.
closed to limit the entry of air to the compressor.
Air shall vent to atmosphere through a muffler
when the running blowdown valve has a active
Bypass Solenoid (N.C.)
pilot signal.
Normally closed bypass solenoid is energized
from the bypass toggle switch during machine
start-up. Air pressure passes through restriction
partially closeing the inlet control valves to
reduce air volume delivery and parasitic load
during machine start-up.
Poppet Valves
Initially, the poppet valves open slightly due to

the vacuum created by the compressor rotor
screws. The bypass solenoid routes air pres-
sure to hold the poppet valves closed during Final Blowdown
machine start-up mode only. Small air will bleed
through the needle valve and vent muffler. Closed during machine run mode. No air shall
vent through the muffler to atmosphere.
Needle valve
Adjustment of this valve to be 1/8 to 1/4 turn

Page 52
Minimum Pressure Valve Needle valve
Closed when receiver air pressure is less than Air pressure drains to atmosphere through the
50 psi (3.5 bar). Opens when receiver air pres- vent muffler and shall not be continual passing
sure is greater than 50 psi (3.5 bar) to allow during a compressor loaded condition.
down stream air delivery.
Adjustment of this valve to be 1/8 to 1/4 turn
open (3 or 4 on the dial) is essential for proper
poppet valve control.
TANK Subtractive Pilot Valve
Is closed when air receiver pressure is less than

VENT 80 psi (5.5 bar). When the receiver air pressure
rises to the setting or 80 psi, it opens a reduced
air pressure will close the inlet valves.
OUTLET
SUBTRACTIVE PILOT VALVE SHOP AIR
SETTING AT 80 PSI IN 20 PSI OUT
RUNNING - COMPRESSOR LOADED (AIR

ON TO DRILL A HOLE)
The main requirement here is for a rapid build

up of air to achieve system air pressure in the
shortest possible time. Therefore the poppet
valve should be fully open.
Bypass Solenoid
Remains closed during machine run mode.
Poppet Valves
Opens to load the compressor without air pres-

sure from the subtractive pilot valve. Air has to Running Blowdown
vent out of the needle valve muffler during com-
pressor load condition. Has no pilot signal from the subractive pilot
valve. Blowdown valve is closed, no air shall be
venting through the muffler to atmosphere.
Final Blowdown
Closed during machine run modes. No air shall

vent through the muffler to atmosphere.
Opens while receiver air pressure is greater

than 50 psi (3.5 bar), allowing air flow to the drill
pipe and drill bit.
Gardner Denver compressor unit
.
NV
RBV
CBS
SPV
SBV
MPV
FIGURE 1
START UP MODE
This application is a Gardner Denver compressor unit with dual Gardner Denver inlet valves. The
machine application is 1190E models.
Page 54
021953b
This application is a Sullair 32 series compressor unit with dual Gardner Denver inlet valves. The
machine applications are: D90KS, D90KSP, 1190D and 1190DSP models.

Page 56
VOLUME CONTROLS Mechanical Adjustment Type Volume Con-
trol Mounted On A Butterfly Inlet Valve.
GENERAL
VACUUM
Air inlet variable volume limiting options may be TEST
fitted to most compressor intake mechanism. GAUGE
This option may be factory mounted or added
after-market as a field installation package.
ADJUSTMENTS
There are simple adjustable and technical elec-

tronic components. This section will detail the
LOAD STOP ADJUSTABLE
specific components one by one. SCREW MOUNTING SCREWS
• Single poppet inlet valve volume control

(1 limiting) air regulation
• Single poppet inlet valve volume control

UNLOAD STOP
SCREW
• Dual poppet inlet valves volume control 010368-001
The 010368-001 tool limits the compressor inlet
• Dual poppet inlet valves electronic variable thus limiting the compressor output. The effect
volume control is approximate 0 to 30% lower efficiency.
• Butterfly inlet valve electronic adjustable vol- 1 Limit Air Regulation For A Single Poppet
ume control Inlet Valve
• Butterfly inlet valve mechanical adjustment

volume control
AIR RECEIVER TANK
A butterfly inlet valve will be limited on its open-

ing value with a mechanical stop. Adjustments
are necessary when installing this application.
Test equipment required:
• Vacuum Gauge
• Adapter, Connection Hose 019429 VOLUME CONTROL KIT
• 9/16 (15mm) Wrench

The single poppet inlet control valve will be lim-
iting the compressor load open position.
• Ambient Temperature Gauge
Reduced air pressure will be delivered into the
P1 port restricting the poppet piston opening
stroke.
Volume controls Page 57

VOLUME CONTROL SHUTTLE
REGULATOR VALVE
VOLUME CONTROL WITH 1 LIMITING AIR REGULATION
Air regulation remains the same from the sub-

tractive pilot and pressure reducing (bias) regu- SINGLE POPPET INLET CONTROL VALVE
lators.
The volume control air regulator is bracket

mounted on the compressor inlet valve. The
normal closed regulator may be set between 65
and 95 psi (4.5 to 6,5 bar).
The volume control regulated pressure will fill

the P1 piston end of the poppet inlet valve to
limit the opening stroke.
With a vacuum gauge installed on the compres-

sor throat, the piston position may be calibrated
between 08 hg through 27 hg.
A 3 port shuttle valve at the P1 port allows the

greatest air pressure to closed the poppet inlet
valve for compressor unload conditions.
Page 58
Sandvik Mining and Construction 90 series
equipment that use the Sullair 2600 CFM com-
pressor units are configured with a pilot piston INDICATOR HOLE IN BOTTOM
connected to linkage and shaft positioned on OF CYLINDER
the compressor housing.

1 3
2
LONG FLAT ON TURNVALVE
GARDNER DENVER SSY TURNVALVE
Maximum CFM is obtained with the turnvalve

adjusting screw index mark aligned with the
number 1 on the locking plate.
When the turnvalve is in the number 1 position

the indicator hole in the bottom of the turnvalve
019602 TURNVALVE cylinder should be positioned to be tangent with
the long flat on the turnvalve.
The Sullair turnvalve is controlled by receiver air

pressure during machine start up, low idle and ! WARNING
high idle operation modes. Do not insert fingers into the indicator hole.
use a slender rod or a mirror with proper
When the turnvalve is at full actuation, compres- lighting to determine position of the turn-
sor volume is 60% output capacity. The reduced valve.
output translates to horsepower which aids die-
sel engine start and low idle modes. Three positions are applicable with the Gardner
Denver turnvalve.
When the drill operator turns the drilling air on,
volume output increases according to the oper- • position 1 equals 100% efficiency
ator station adjustable volume control selector.
• position 2 equals 77% efficiency
The operating description is explained in the • position 3 equals 64% efficiency
turnvalve assembly variable volume control sec-
tion of this manual. Adjustment to the turnvalve should be per-
formed with the machine in the off position, with-
Our 1190E series equipment that use the Gard- out a compressor load and no air pressure
ner Denver 3000 CFM compressor units are present inside the air receiver tank.
configured with a SSY turnvalve as a compo-
nent of the compressor housing.

Page 60
TURNVALVE ASSEMBLY pressor inlet allowing some of the intake air to
return to the inlet before compression begins.
VARIABLE VOLUME This has the effect of reducing the length of the
rotors.
CONTROL
021948
GENERAL
Our 90 series machines have the option of a

factory installed variable volume control kit as
part of the compressor manufacturer installa-
tion.
DESCRIPTION
A single piston with linkage controls are posi-

tioned on the shaft end of the compressor hous-
ing.
The system used to control the turnvalve posi-

tion depends on whether working air is required
or not. (Compressor loaded or unloaded).
When the main valve is closed, no working air
required, the turnvalve will be at minimum CFM.
TURNVALVE
This is accomplished through the use of a three
way, two position solenoid operated valve. With
Operators may control the volume with a elec- the main valve closed regulated air pressure is
tronic control from inside the operator cabin. ported to the turnvalve and reduces the volume
to minimum.
Refer to service literature 019602-052 publica-
tion for full compressor system details. Service Air pressure is applied to the compressor inlet
literature 019602-052 publication has been valves to unload the compressor, reducing the
modified to fit training material format herein. tank pressure to approximately 35 psi (2.4 bar).
When the main valve is opened an electrical
The Turnvalve is used to vary the volume of the signal is sent to the two way valve causing it to
compressor from its maximum rated value to shift which then directs air pressure through a
approximately 50% of maximum. It does this pressure regulator valve before the air pressure
with an internal valve that can have a controlled gets to the turnvalve.
opening depending on what pressure is applied
to the valve. As increasing pressure is applied, Regulating this valve between 0 and 18 psi (0
the turnvalve progressively opens a port con- and 1.24 bar) will regulate the compressor vol-
necting the compression chamber to the com- ume from maximum to minimum setting. At the
same time, air to the inlet valve through the be partially to totally open and receiver pressure
unloaded pressure control valve is stopped, should be 50 psi (3.5 bar) minimum pressure.
allowing the receiver air to go to full pressure. The volume is dependent on where the variable
volume control in the cab is set. Adjust the vari-
The reduction of the volume, but more impor- able control in the cab and check that turnvalve
tantly the reduction in pressure, results in a position is controlled minimum to maximum.
horsepower savings when no working air is
required during machine start-up, idle, propel 7. If the inlet valve does not close enough to
and leveling modes and drill pipe changes. maintain 80 psi (5.5 bar), then it may be neces-
sary to set the subtractive pilot valve located in
the Air Control Assembly box. To set, use a
COMPRESSOR ADJUSTMENT WITH TURN- pressure regulator and shop air at 80 psi (5.5
VALVE - LOW PRESSURE APPLICATIONS bar) into the valve. Adjust the valve to get 20
psi (1.4 bar) at the valve outlet.
1. Close the main air valve.
8. The flow control valve, located at the final
2. Start engine and run at low idle (1200 rpm). blowdown valve on the frame, should be set by
Air pressure should increase to unload setting turning it clockwise until it ‘bottoms out’ and
35 psi (2.4 bar) and running blowdown should then turning counter clockwise 1-1/2 turns. If
be open. The turnvalve should be at minimum the system does not completely blow down
setting reducing the output CFM. when the machine is shutdown, it may be nec-
essary to turn the flow control clockwise to hold
3. If the unloaded pressure does not maintain the final blowdown valve open longer. All the air
35 psi (2.4 bar), the unloaded pressure control in the system will not escape and could trap
valve located in the air control assembly box will approximately 5 psi (.34 bar) in the system.
have to be calibrated. Use a pressure regulator
with shop air of 35 psi (2.4 bar) connected to the 9. Close the main air valve. The receiver pres-
valve inlet port. Adjust the valve to get 20 psi sure should drop to approximately 40 psi (2.75
(1.4 bar) at the outlet port. After the main air bar) and slowly return to 35 psi (2.4 bar) and the
valve is opened and then reclosed, the turnvalve should be at the minimum setting.
unloaded pressure will fall to approximately 40
psi (2.75 bar) and then slowly return to 35 psi 10. If a compressor capacity test is to be done;
(2.4 bar). open the main air valve, and set the volume
control turnvalve to maximum. Run the capacity
4. After warm-up, increase engine idle to the test.
full rated speed (1800 rpm). The inlet valve
should be closed and the turnvalve at minimum NOTE!
setting. A capacity test must be run with main air valve
totally open and the proper size downstream
5. Adjust the needle valve on the back of the orifice installed.
air inlet until air can be detected coming out of
the muffler located below the needle valve. The
receiver pressure will be approximately 35 psi
(2.4 bar). If compressor hunts or running blow-
down valve cycles open and closed, decrease
the amount of air escaping from the muffler by
turning the needle valve clockwise. Receiver
pressure will remain at 35 psi (2.4 bar).
6. Open the main air valve. Turnvalve should

Page 62
Compressor components applicable to low vent through the muffler to atmosphere.
pressure dual poppet inlet valves with the vari-
able volume control option. Minimum Pressure Valve
Closed when receiver air pressure is less than

START UP 50 psi (3.5 bar). Opens when receiver air pres-
sure is greater than 50 psi (3.5 bar).
To reduce parasitic load to a minimum during
machine start-up the compressor intake can be QBI - Regulator
restricted during initial compression cycle. The
poppet valves will be held partially closed, limit- No function.
ing the entry of air to the compressor intake.
Three Way Valve (N.O.)
Bypass Solenoid (N.C.)
Solenoid is energized through the idle run tog-
Normally open, the bypass solenoid is ener- gle switch. Air passes to the unloaded pressure
gized during machine startup. Air pressure control valve and the double check valve to
passing through restriction partially closes the maintain minimum turnvalve setting and
inlet control valves to reduce the air volume receiver air pressure at approximately 35 psi
delivery. (2.4 bar).
Poppet Valve Turnvalve
Initially, the poppet valve will open slightly due Is held to minimum setting for low volume air
to the vacuum created by the compressor rotor delivery when the three way valve is energized.
screws. When receiver air pressure built to
approximately 35 psi (2.4 bar), the unloaded
pressure control valve opens, enabling air pres- RUNNING - COMPRESSOR LOADED (AIR
sure to close the inlet valves. Small air will bleed ON TO DRILL A HOLE)
through the needle valve muffler.
The main requirement is for a rapid build up of
Needle Valve air to achieve system air pressure in the short-
est possible time. Therefore, the poppet valve
Adjustment of this valve to be 1/8 to 1/4 turn should be fully open.
open is essential for poppet valve control.
Bypass Solenoid
Subtractive Pilot
De-energized and closed during run mode.
Remains closed during start-up.
Poppet Valve
Running Blowdown
Full open in a loaded condition.
Pilots open as the unload pressure control valve
opens. Air will vent to atmosphere through a Needle Valve
muffler to control the receiver air pressure to
approximately 35 psi (2.4 bar). Air pressure drains to atmosphere through the
vent muffler and shall not be continual passing
Final Blowdown during a compressor loaded application.

Subtractive Pilot Valve Vacuum tests as they apply to volume configu-
ration.
Is closed when receiver air pressure is less than
80 psi (5.5 bar). When the receiver air pressure Numbers quoted are based at sea level condi-
rises to the setting or 80 psi (5.5 bar) a reduced tions and require altitude correction factors per-
air pressure will close the inlet valves. tinent to specific altitude and climactic
conditions.
Running Blowdown
Numbers quoted reflect a new 2600 cfm factory
Has no pilot signal from the subractive pilot installed air compressor using two inlet control
valve. Blowdown valve is closed, no air shall be valves operating at the machine specific engine
venting through the muffler to atmosphere. rated high idle speed.
Final Blowdown
COMPRESSOR OUTPUT VACUME READING
vent through the muffler to atmosphere. 2674 CFM -1.0 HG
2519 CFM -4.6 HG

QBI - Regulator
2128 CFM -8.6 HG
Supplies reduced air pressure at a various rate 1634 CFM -13.0 HG
to the turnvalve thru a double check valve.
Operators control the QBI regulator. This regu-
lates the turnvalve opening and compressor vol-
ume delivery.
Three Way Valve
De-energized to close so that no air is delivered

to the unloaded pressure control valve or the
turnvalve. (QBI exception)
Open while receiver air pressure is greater than

50 psi (3.5 bar) allowing air flow to the drill pipe
and drill bit.
Drill Bit Restriction
Nozzle size or orifices in the air delivery restrict

air flow. Check with drill bit manufactures for
appropriate nozzle sizes for the mine specific
drilling conditions.
Optimum air flushing during the drilling cycle

shall be greater than 4000 fpm and up to 9000
fpm of uphole velocity. Refer to charts provided
in the Introduction to blasthole drilling manual
(023501-012).
Page 64
The dual poppet valve on D90KS and 1190D
machines is opened with vacuum when the
compressor begins to turn.
Poppet valves close during start up as air is

directed throught the compressor bypass sole-
noid.
Poppet valves close during standby when the

subtractive pilot valve opens at regulated pres-
sure.
When the poppet valve is closed vacuum

should not exceed 26” Hg. A supply hose from
the compressor discharge returns air to the pop-
pet valve and compressor inlet through orifices
to maintain 26” Hg.
RETURN ORIFICES
Excess air blows to atmosphere through the

running blowdown valve.
Page 66
Compressor vacuum greater than 26” Hg with
the poppet valves closed subject the rotors and
bearings to move inside the housing resulting in
shortened compressor life.
It is recommended to maintain less than 26” Hg

with the compressor unloaded in all environ-
ments.
Dual poppet replenishing redirects running blow

down air discharge to recirculate to the com-
pressor inlet.
DUAL POPPET REPLENISHING 8/04
A ball valve and check valve arrangement on

the compressor inlet and air filter piping enable
inlet vacuum calibrations according to machine
options.
Dust collector filter cleaning and lubrication sys-

tems air pump require air to operate the compo-
nents.
Open the ball valve to meet the required air con-

sumption of the dust collector and lubrication
system. Filtered air is introduced through the
closed poppet valve.
Redirecting the running blowdown valve to the

poppet inlet assures appropriate vacuum when
the poppet valves are closed.
A ball valve and check valve arrangement on

the compressor inlet and air filter piping allow
for variable inlet vacuum calibrations according
to machine options.
Page 68
ROTARY DRILLING
GENERAL
Drill bits are consumable items attached to a drill string and utilized to advance the drill string into
earth formations for the purpose of making a blasthole or well hole. Many brand names exist in the
market. It is the users choice to purchase the best bit to optimize drill production in the mine specific
ground conditions.
DESCRIPTION
Principals of rotary drilling are quite simple. There are three main elements, air delivery, rotation
speed and torque and lastly feed force otherwise known as pulldown. The volume of air and the
operating pressures are essential for a successful blasthole.
DRILL BITS
The three most common rotary drill bits are the 3 and 4 wing drag bit, the roller or tri cone bit and the
claw type drill bits.
NOZZLE
SKIRTS
4 WING AND 3 WING

DRAG BITS WITH OR
WITHOUT REPLACEABLE ROTARY CLAW BIT
CARBIDE INSERTS ROLLERS
REPLACEABLE CARBIDE
ROTARY ROLLER BIT BULLET STYLE CUTTERS
MILL TOOTH ROLLERS AND
CARBIDE BUTTON ROLLERS
Each application drill bit type by manufacture is designed with limitations. The limitations could be
rotation speed, feed force and air flushing. Bit manufactures design variations to with stand and per-
form in differing strata.
Air Delivery
Optimum drill cutting removal is based on proper drill pipe diameter in relation to drill bit diameter
(hole size). Annular area is the difference of area between the drill bit and drill pipe diameters.
Rotary Drilling Page 69

ANNULUS
DRILL CUTTINGS HAVE TO EXIT THE HOLE

IN ORDER TO ENABLE THE BIT TO PENETRATE
IN THE GROUND FORMATION
AIR VELOCITY CHARTS ARE USED TO UP HOLE

CALCULATE BAILING AIR VELOCITY VELOCITY
ANNULUS + 5000 FPS
IN GENERAL BAILING VELOCITY SHALL BE AREA - 10,000 FPS
GREATER THAN 5000 FPS (25m/s) UP TO OPTIMUM
10,000 FPS 50m/s)
INSUFFICIENT CLEARANCE >10,000 FPS
BINDS ROTATION DURING THE DRILLING

CYCLE
CREATES RESISTANCE TO TURN THE BIT

GENERATING HIGHER TORQUE, TIGHTER
THREADS AND LESS POWER
CREATES AIR FLOW RESTRICTION AND

EASIER PLUGGING OF THE DRILL BIT
REQUIRES HIGHER FEED SYSTEM

OPERATING PRESSURES
ACCELERATES WEAR IN ABRASIVE ROCK

CONDITIONS DUE TO INCREASES UP HOLE
VELOCITY
EXCESSIVE CLEARANCE <5000 FPS
ENABLES BIT TO BE UNBALANCED IN THE

HOLE
LEADS TO HOLE DEVIATION
ALLOWS CUTTING TO FALL BACK INTO HOLE
INCREASES BIT WEAR DUE TO CUTTING

REGRIND
INCREASES BIT SUB WEAR TO CUTTING

REGRIND
REDUCES PRODUCTIVITY BECAUSE OF

CUTTING REGRIND
Table 1 and 2 are examples of up hole velocity. This process is used to establish a proper annulus
area and sizing the drill bit, drill pipe dimension and compressor size to suit the operating condition.
Page 70
Table 1: 1300 CFM COMPRESSOR 6 IN 152 MM DRILL PIPE
BIT 3500 4500 5500 6500 7500 8500 9500 10500 11500
DIAMETER
9 IN
229 MM
8 5/8 IN
219 MM
7 7/8 IN
200 MM
7 1/2 IN
190.5 MM
9 inch (229 mm) drill bit with 6 inch (152 mm) drill pipe = 5200 FPM uphole velocity.
8 5/8 inch (219 mm) drill bit with 6 inch (152 mm) drill pipe = 6200 FPM uphole velocity.
7 7/8 inch (200 mm) drill bit with 6 inch (152 mm) drill pipe = 10,600 FPM uphole velocity.
7 1/2 inch (191 mm) drill bit with 6 inch (152 mm) drill pipe = 11,400 FPM uphole velocity.
Table 1 is a typical D50KS low pressure application machine based on dimensions shown.
Table 2: 2600 CFM COMPRESSOR 8 5/8 IN 219 MM DRILL PIPE

BIT 5500 6500 7500 8500 9500 10500 11500 12500 13500
DIAMETER
12 1/4 IN
311 MM
11 1/4 IN
285 MM
10 5/8 IN
270 MM
12 1/4 inch (311 mm) drill bit with 8 5/8 inch (219 mm) drill pipe = 7200 FPM uphole velocity.
11 1/4 inch (285 mm) drill bit with 8 5/8 inch (219 mm) drill pipe = 10,300 FPM uphole velocity.
10 5/8 inch (270 mm) drill bit with 8 5/8 inch (219 mm) drill pipe = 12,400 FPM uphole velocity.
Table 2 is a typical D90KS low pressure application machine based on dimensions shown.
• Factor in altitude corrections as needed.
• Factor in the ground formation, density and abrasiveness of the drilled material.
• Factor in volume control.

Inspecting Drill Bits
Inspect drill bits at the beginning of each shift and as needed according to rock strata. Replace worn
or damaged drill bits. Besided lost production damaged drill bits can affect rotation system compo-
nents and stress the hydraulic system.
In relation to air systems the main factors are air volume and uphole velocity and working air pres-
sure. All components must be balanced in order to optimize the drilling costs.
SHANK WITH
TAPERED API THREAD
NOZZLE
SCREEN TUBE
BIT LEG
AIR COOLING
CHANNEL
THRUST BUTTON ROLLER BEARING
TOP BEARING BALL BEARING

CONE
REAR AXIAL BEARING
Nozzle selection is a machine specific and site specific requirement.
Nozzle Selection
Nozzles are designed to regulate high energy air at the intersection of adjacent cones to ensure
removal of loose rock cuttings and direct air to the bearings for cooling and dust removal.
Careful consideration must be given as to the correct nozzle size to ensure correct operation of the
drill bit.
Should the nozzle size be too large in diameter the pressure drop across the drill bit will be too
small. This will result in a larger proportion of air flow being directed through the nozzles and a small
proportion being directed to the bearings for cooling. Cutting material can be forced into the bearing
area reducing the service life of the bearings.
Page 72
1160 CFM
200 CFM
TO THE BEARINGS
If the nozzle sizes are too small in diameter the air pressure inside the drill bit will be too high caus-
ing the compressor to frequently unload resulting in poor flushing and drill performance.
Air Pressure Differential
1. Blow air to atmosphere through drill pipe and bit with nozzles. Check working air pressure
gauge.
2. Blow air to atmosphere through the rotary head top sub without drill pipe and bit. Check working
air pressure gauge.
Consult your local bit supplier for recommended nozzle sizes.
Adjust nozzles sizes accordingly.
Remove And Replace Nozzles
1. Clean the area around the spring pins and nozzles.
2. Drive the spring out using a 3/16 (5 mm) punch.
3. Remove nozzle from housing
4. Clean nozzle housing
5. Insert new nozzle into housing ensuring that the groove on the nozzle is aligned with the pin
hole.
6. Replace spring pin ensuring that the head of the spring pin is flush with the bit surface.

Page 74
AUXILIARY AIR There are many sizes and styles used in the
industry. The concept is common throughout.
COMPONENTS
Dust collection systems have to be tuned for
the ground conditions and material being
GENERAL drilled. Certain applications require special
attention to customize the dust collecting com-
Sandvik Mining and Construction blasthole drill- ponents. One size dust collector will not fit all
ing machines are specified to meet our cus- applications.
tomer’s needs.
Dust Collection And Dust Suppression
The following optional equipment is made avail-
able to assist the drilling or maintenance func-
tions of most of the drill product line:
• Dry Dust Collecting Systems dustoptions.tif
• Automatic Thread Greasing System
• Hydraulic Tank Pressurization
• Automatic Lubrication Systems
• Blow Down Cleaning Attachments
• Bit Lubrication System The typical dust collector on our machines is

the Drilplex model with 4, 5, 6 or 8 elements.
• Chain Lubrication System**
DESCRIPTION
Suppressing drilling dust is a mandatory part of

equipment operator safety. The two available
means for suppressing drill dust are:
• DRY DUST COLLECTING systems by way

of seals, curtains, suction fan, filter media,
collection box with a manual drop vent
• WATER INJECTION systems with seals,

curtains, various water tank sizes and a
water pump with relief valve.
Daily and when required maintenance for either Dust filters must have a good seal to the hous-
system is the responsibility of the end user. ing. Each filter must be hand tightened with a
sealed wing nut.
Dry dust collection systems are one means of
suppressing fine drill dust particles omitted dur- A loose filter, bad filter seal or damaged filter
ing the drilling cycle. element will emit dust out the fan housing. Dust
Auxiliary Air Components Page 75

blow by will damage dust collector fan and fan Regulated air is directed to flushing valves and
housings. electric solenoids inside the dust collector.
Maintain good door seals. Tighten each door to

maintain adequate vacuum inside the dust col-
lector.
The filters are purged with regulated air from

the machines air system. Dust collector regula-
tion is adjustable set to 50 psi (3.5 bar).
RELIEF SOLENOID
FLUSHING
NOTE! VALVE VALVES
VALVES
The dust collector air regulator may be backed
out to zero air pressure for transportation pur-
pose. Adjust the regulator prior to drilling and
dust collecting.
LP APPLICATION maintain adequate vacuum inside the dust col-
REGULATOR lector.
Flushing valve repair kits are available. Electric

power to the solenoids is a timed system by
means of a circuit board.
HP APPLICATION
REGULATOR
x
DCT
50 A This sealed dust collector timer junction box

PSI houses the circuit board. The timer distributes a
F
off time and on time sequence to one filter at a
A time.
90 • Adjust on time to enable a quick burst of air
PSI F to the dust filter. The on time shall be 300
A ms.
F • Adjust the off time according to material col-

lected. Typical setting is 6 seconds off time.
)(
DUST CONTROL SYSTEM
Page 76
The circuit board powers one solenoid and LED
per flushing valve. The LED illuminates to indi-
cate when it receives a on cycle.
Maintain good door seals. Tighten door to mini-

mize dust and water entry.
A hydraulic motor and fan enable vacuum

inside the dust collector housing. The motor
speed is partially responsible for dust control.
Operators use a cab mounted control lever or

electric switch to turn the dust collector or water
injection systems on. Additional controls allow
dust hood and dust hood door options.
Fan speed shall not exceed 3000 rpm. Faster

fan speeds may over load the filters and not let
the filters clean adequately.
Adjust the speed according to ground material.
Turn the dust collector fan off between rod

changes. Better filter cleaning occurs when the
fan is not turning.
Dust Hood The drill dust collecting system with fan motor
speed, air pressurization, and electrical timed
Cylinder actuated dust hoods and dust hood pulse settings are detailed in service literature
doors allow adequate seals for dust suppres- 007702-000.
sion under most drilling conditions.
Automatic Thread Greasing System
Depending on application, dust skirts may need
to be modified. The old method of operators applying thread
grease to the drill pipe with a brush still exists.
It may be necessary to use two dust skirts and
overlap them at the corners to enable a relief New concepts allow the operator to remain in
for drill cutting accumulation. the operator cab and still apply thread grease
the drill pipe.

Special drill pipe thread grease can be pumped Adjustable flow control valves at this pump to
by air actuation through hose and adapters meter regulated air pressure to the grease
onto the drill pipe thread box or pin ends. pump and to the injector nozzle located near
the table bushing.
Brand name thread grease:
Lock flow control valve position.
• Texaco Threadtex
Regulated air pressure for this pump is
• Kopper Koat by Jet lube
between 80 up to 100 psi (5.5 - 6.9 bar)
• J89 by Jet lube
THREAD GREASE SYSTEM
• Copper - Part Number 024178-003
x
Metered air directs thread grease to drill pipe
threads near the table bushing.
100
PSI
POSITION GREASE NOZZLE
TO DRILL PIPE THREAD
)(
)(
)(
ADJUSTFLOW
CONTROL VALVES
FOR AIR AND GREASE
DELIVERY
Daily and when required maintenance for the

Add thread grease to the container, position the thread grease system is the responsibility of the
follower plate and pump into the grease and end user.
secure the container cover.
Hydraulic Tank Pressurization
All of our blasthole products have air regulation

components on the top cover of the hydraulic
reservoir.
ckthrgrsr.tif Hydraulic tank pressurization serves two main

features.
• Maintain a Positive Pressure Into The Pump
Inlet
• Assist In Contamination Control
Page 78
Bit Lubrication System
Low pressure application machines may be fit-

ted with 2 sizes of reservoirs holding 10 gallon
(38 liter) or 30 gallon (114 liter) of special lubri-
REGULATOR
cant oil referred to as rock drill oil.
RELIEF VALVE
When selecting an oil to lubricate bit bearings it
is recommended to consider the following;
• Ambient Condition
• Operating Temperature
HYDRAULIC TANK The lubrication cycle may be adjusted for oil

PRESSURIZATION
quantity or flow and a timed cycle to inject. Oil is
injected into the air system after the service
Machines operating in altitudes above 4000 valve.
feet (1200 meters) will need to alter the stan-
dard air pressure spec of 5 psi (.3 bar). TIMER
(LTR)
Service literature 004756-000 details the
RDOregulation.tif
adjustment setting procedure for hydraulic tank FILTER AND
air regulation parts. SOLENOID
x REGULATOR
RAP
10u PUMP
40u
x
HYDRAULIC TANK 5u
5-7 12
AIR REGULATION
PSI PSI
Service literature 011362-000 details the
adjustments available to operator and mechani-
Daily, when required and 500 hour mainte- cal personnel. Tune the oil injection rate to pro-
nance for hydraulic reservoir pressurization vide a fine mist or a slight visual film of oil inside
system is the responsibility of the end user. the drill pipe or drill bit rollers.
When servicing the hydraulic reservoir with new With the machine running the lubricator air reg-
oil open the ball valve to vent residual air pres- ulation system should be stable at 60 psi (4 bar)
sure. This is recommended practice to prevent
gasket or seal damage to the cover and inlet Factory setting on the flow control valve is 10
supply connections. turns out or 1/2 piston volume.

Lubricator timers have adjustable on and off To fast cycle times will over load the piston
time cycles. Timer relays are located in the springs. Spring breakage may occur which will
lubricator junction box or cab junction box. lead to loss of oil flow to the drill bit.
• ON cycle is the duration of time regulated air During normal operating rock drill oil will be
pressure is directed to the lube pump and visual inside the drill pipe connections. It is nor-
should be set for 2 second intervals mal to use 1 quarts (.95 liters) per hour of oil
during the drilling cycle.
• OFF cycle is the time between oil injecting
and should be set for 6 to 10 second inter- Automatic Grease System
vals
All point lubrication grease systems are avail-
able to lubricate cylinder pins, bushings, and
rotating bearings for sprockets.
x
Points that are not lubricated by the automatic
system and require manual lubrication are:
• Rotating Drive Shaft Yoke and U-joint

60
PSI Assemblies
• Feed System Traveling Carrier Sprockets

5u LTR
• Air Swivel Joint On Rotary Head Air Piping
LS
This system may be manual, electric or progra-
mable.
DTH LUBRICATOR SYSTEM
Daily maintenance is required. Use sealed and autogreaseparts.tif

approved clean containers for transporting rock
drill oils.
Contaminants inside the lubricator tank may

block oil flow to the pump supply port.
Lubricator Pump 011353-000 Service Manual

literature details the pump service procedures.
NOTE!
Allow adequate pump chamber fill time for the
viscosity of rock drill oil being used.
To fast pump cycle times will not allow some Depending on compressor application the items
grades of rock drill oil (due to viscosity and tem- shown here may be configured slightly different.
perature) to completely fill the pump chamber.
The grease pump requires air line lubricant and
reduced air pressure. A solenoid will open air to
Page 80
the grease pump from either the electric timer The chain lubricant can be petroleum based,
or the program module. engine, machine or chain oil proper for the
ambient operating condition may be used. Syn-
Electrical power is 24 VDC and may be cali- thetic oil may be utilized in sever operating con-
brated to inject grease on a preset timed inter- ditions.
val.
In normal conditions a SAE 20 to SAE 40
Service literature 006113-000 details grease weight lubricant is sufficient.
system components.
Daily inspection of oil capacity is a must to
assure lube pump does not draw air and loose
prime. Fill the reservoir as needed based on oil
consumption.
x
(HP)
(LP)
PUMP
60 -80
PSI
REGULATED AIR
SUPPLY
SOLENOIDS
)( LT
LS
AUTOMATIC IMMERSION
GREASE SYSTEM HEATER
Daily and when required maintenance is the 023192 RESERVOIR ASSEMBLY

responsibility of the end user.
Chain lubrication systems are air activated with
Open the water separator drain tap daily to
reduced air pressure from the reservoir.
empty collected condensation.
Expected air pressure shall be 60 to 80 psi to
operate the pump.
It is recommended to fill the lubricator bowl
daily with a quality air line lubricant, SAE 10w or
Four nozzles positioned in the mast are pointed
an equivalent air line lubrication oil.
toward pull-down and hoist chains to spray
lubricant according to operator control.
Chain Lubrication System
Operators control the chain lube cycles by a
Chain manufacturers prefer to lubricate moving
cab mounted double throw toggle switch.
chain sections with a low volume of chain lubri-
cant.
Coalescing filter spare part number 022462-
001 may be connected in line for any of the
mentioned air regulated components.
023182 CHAIN LUBE GROUP
The feed system must be free to travel full

travel up and down the mast to perform proper
chain maintenance.
Control the toggle switch to air mode while

operating feed full travel. This cycle pre-cleans
the chains with compressed air.
Control the toggle switch to oil mode while

operating feed full travel. This cycle lubricates
the chains with oil.
Operate the toggle switch to air mode while

operating feed full travel. This cycle purges oil
from the mast hoses.
Air Line Filtration
Arctic and cold ambient conditions may require

air line filtration to separate condensation mois-
ture in the dry air supply lines.
Page 82
TROUBLESHOOTING LOW PRESSURE COMPRESSOR
SYSTEMS
SYMPTOM PROBABLE CAUSE ACTION

Machine shuts down with air demand Air end low oil pressure and/or high air/ Check air/oil discharge temperature
present oil temperature switch may be defective switch.
Check optional low oil pressure shut

down switch on lube manifold
Airflow through oil cooler insufficient Check fan RPM, system pressure and
flow
Low oil level in receiver tank Check center sight gauge on receiver
tank and see if oil is in center
Dirty oil and filters and clogged filters Change oil and filters
Incorrect oil for ambient condition
Faulty thermostats Remove thermostats and check
Faulty safety shut down circuit Check shut down switches
Pressure by-pass valves open Remove and check by-pass valves
Machine will not build up full discharge Check service lines for external air leaks,
pressure open valves and/or bad hoses in control
circuit including dust collector systems
Dirty air filter Check air intake filters, change if needed
LP regulator, Pressure reducing regula- Check pressure regulator diaphragm(s)

tor and Subtractive pilot valve for damage, repair and adjust if needed
Machine will not build up full discharge Defective LP pressure regulator Repair or replace regulator
pressure (continued)
Faulty minimum pressure valve Remove and inspect minimum pressure
valve for movement, check seal and
repair as needed
Running blow down valve Remove, inspect and repair as needed
Shutdown blow down valve Remove, inspect and repair as needed
Air demand greater then supply Compressor not sized correctly for drill
application
Stuck inlet valve Check free movement, stroke adjust-

ment and settings of inlet valve
Check orifice in bleed muffler on control

cylinder applications
Ice build up in control signal hoses,

install a 022462-001 coalescing filter
Troubleshooting Low Pressure Compressor Systems Page 83

Improper unloading with excess pres- Pressure regulator(s) Check pressure regulator(s) setting.
sure buildup causing tank safety relief Repair or adjust as needed
valve to open
Butterfly air inlet control Check adjustment and settings of inlet
valve
Jammed control linkage
Control cylinder sticking or defective
Adapter plate Plugged 3/32” orifice in adapter plate
Unload stop screw Unloaded stop screw adjusted too far

“in” allowing intake valve to be open too
much
Poppet inlet control Incorrect setting of subtractive pilot valve
Incorrect synchronization between sub-

tractive pilot and pressure reducing regu-
lators. Adjust to spec.
Insufficient air delivery Intake filter Check filter and change as needed
Separator filter Plugged air/oil separator, change as

needed
Pressure regulator Check, adjust or replace as needed
Engine Check high idle speed
Inlet valve Check inlet valve. Inlet valve may be

stuck closed
Regulating valve synchronization Pressure settings of subtractive pilot and

pressure reducing valves out of range
Running blowdown valve Check, clean, rebuild as needed
Shutdown valve Check, clean, rebuild as needed
Control line Check for plugged, loose or leaking con-

trol line(s), condensation freeze up.
Excess oil consumption Separator element Plugged scavenge line strainer or fixed
orifice
Damaged separator element(s)
Hold down nut on element not at 50 FT

LB (37 Nm) torque
Oil Incorrect oil
Foaming of oil
Oil level too high
Contaminated oil, drain, flush and refill

complete system per procedure
Page 84
Compressor overheating Oil cooler External surface dirty
Plugged or partially plugged with dirt

build-up
Weather Oil jelling in cooler due to cold weather

conditions.
Cooler may need covered or a oil viscos-
ity correction for the ambient conditions
Thermostats Broken or incorrect temperature rating

for ambient condition
Worn out, replace as needed
Oil Low sump oil level
Incorrect oil for ambient condition
Oil contaminated with water or other

matter
Mixing of two different oils
Cooling fan Low fan speed, check RPM
Low fan system pressure
Fan pump oil flow to fan motor low
Bad fan motor
Worn out fan blades
Engine RPM low
Fan direction is CCW acting as a

“sucker”
Fan shrouding on cooler letting air

around fan blade slip
Faulty hydraulic hoses from fan pump to

fan motor
Faulty oil stop valve
Compressor Plugged bearing injection lines
Collapsed hose or restriction in oil cool-

ing hosing
Compressor system will not shift to dif- Control circuit electrics Defective solenoid valve or dirt in valves
ferent pressure settings load/unload solenoid control
Defective “load/unload” toggle switch
D90KS series machines only
Defective wiring from switch to solenoid
Pressure regulator adjustment
Defective poppet inlet control, regulator

adjustment
Troubleshooting Low Pressure Compressor Systems Page 85

Compressor oil dumps out air filter dur- Improper shutdown procedure Machine shutting down at high idle RPM
ing shutdown during loaded drilling condition
Compressor components Faulty oil stop valve
Faulty discharge check valve
Foaming oil
Oil level in sump over full
Sandvik Mining and Construction

13500 NW County Road 235
Alachua Florida 32615
386-462-4100
Page 86
SERVICE LITERATURE 006307-000 Air Cleaner Engine/compressor
006477-000 Compressor Clutch Assembly

GENERAL 007702-000 Dust Collector Service (Driltech)
This section will give reference material specifi-
008674-000 Taperlock Bushing Installation
cation numbers for high pressure and low pres-
sure air systems that are available in Sandvik
010119-000 Air Inlet Valve Adjustment
Mining and Construction blasthole service pro-
cedures.
010756-101 Dust Collector Service (Tipton)
DESCRIPTION 011060-000 Centralized Lubrication
When componets adjustments or repairs are 011353-000 Dth Lube Oil Pump Instructions
needed it is advisable to use the service proce-
dures. 011362-000 Lube Oil Injection Instructions
This section may be updated as new proce- 012457-000 Lp Air End Shaft Seal Instructions
dures are written.
015702-000 Dms Instructions/troubleshooting
001036-000 Air Cleaner
016708-000 Air Cleaner Engine/compressor
001044-173 Lp Air End Shaft Seal Instructions
017144-000 Connector Expansion Instructions
001111-000 Swivel Seal Housing Packing
017239-000 Air End Shaft Seal Instruction
001217-000 Air Piping Swivel (Chiksan)
001217-001 Air Piping Swivel (Dover)
0019602-052 Turn Valve Assembly 90 Series
001658-000 Hydraulic Tank Pressurization
020247-000 Dust Collector Service (Qmp)
001670-002 Pressure Relief Vent
020845-001 Dual Poppet Inlet Valves 90 Series
001958-121 Hp Air End Shaft Seal Instructions
020965-000 Drill Monitor System Dms
002428-000 Air Filter/regulator Instructions
003751-000 Side Mount Swivel (Crs) Instruc-
tions 021531-001 Dms Dip Switch Chart
004320-000 Air Inlet Valve Adjustment 021740-000 Cooler Assembly
004756-000 Hydraulic Tank Pressurization 023260-01A Variable Speed Control
006113-000 Centralized Lube Systems
006113-010 Centralized Lube Systems
Appendix 1 - Air Systems Service Literature - Page i

2-14-97
COMPRESSOR SHAFT SEAL 2. Check the oil seal retainer and shaft and
remove any burrs or sharp edges.
KIT (001958-121)
3. Clean the shaft thoroughly with a fine emery
cloth to remove any dirt, grime, metal particles,
CAUTION etc.
Disconnect the battery and tag the ignition NOTE !

system to warn others of the servicing being For units serial no. 5DH20-1 to 7DH20-150 the
performed. seal must slide over the keyway. Be sure to
round off all sharp edges on keyway before
installing the seal.
Disassembly
1. Remove the outer segment of “V” ring (2) Assembly and Installation
from the shaft.
1. If necessary, press spring pin (6) into the oil
2. Remove the six 1/4” capscrews and the seal retainer.
dust shield. Slide the inner segment of “V” ring
(2) off of the shaft. CAUTION
3. Remove the six 5/16 capscrews and Keep fingers off the dry lapped surfaces.
remove the oil seal retainer. The finish of the lapped face is easily dam-
aged and must be handled very carefully.
4. Remove the remaining components of shaft The lapped face can be identified by the
oil seal assembly (1) from the shaft. The rubber highly polished surface.
bellows (1D) are bonded to the shaft and have
to be broken loose by pushing the whole seal 2. Lightly coat the bore of the oil seal retainer
further down the shaft. If tools are used, care with light clean oil, such as 10W-30 motor oil.
should be taken that the shaft is not scratched Unwrap seat (1A) and take care so the lapped
or damaged in any way. surfaces do not get damaged.
5. Remove retaining ring (5), seat (1A) and 3. Lubricate and install O-ring (1B) in the
spring pin (6) from the oil seal retainer. groove in seat (1A).
CAUTION 4. Align the hole in seat (1A) with pin (6) and
gently press the seat into the bore, taking all
Do not remove, loosen or tamper with the precautions necessary so lapped face of seat
1/2” bearing retainer screws. These screws does not get damaged.
maintain the factory set axial end play of the
shaft. 5. Install retaining ring (5) into groove to hold
seat (1A) in place.
Inspection
1. Clean all parts thoroughly and remove all

old sealants, gasket material and other foreign
matter from and around the bearing, retainer
(1F) and oil seal retainer.
001958-121 SHEET 1 OF 3
2-14-97
1/2” BEARING RETAINER SCREWS

OIL SEAL RETAINER DO NOT REMOVE
5/16” CAPSCREWS, 6 EA.
1/4” CAPSCREWS, 6 EA.
DUST SHIELD
SPRING
HOLDER
.10 INCH DEFLECTION AFTER

ASSEMBLY
ITEM QTY. DESCRIPTION

1 1 SEAL ASSEMBLY - shaft
1A 1 SEAT
1B 1 O-RING - 4-1/2 X 3/32
1C 1 RING - primary
1D 1 BELLOWS
1E 1 BAND - drive
1F 1 RETAINER
1G 1 SPRING
2 2 V - RING
3 1 GASKET - dust shield
4 1 O-RING
5 1 RING - retainer
6 1 PIN - spring, 1/8 X 3/8
001958-121 SHEET 2 OF 3
2-14-97
6. Coat the shaft with light clean oil, such as 11. The seal will then be at its proper operating
10W-30 motor oil. height. Install the six 5/16” capscrews and
torque to 18 ft. lbs. or 2.5 kgm.
NOTE !
If the new shaft seal is furnished with spring
holder, it should be discarded.
CAUTION
Inner “V” ring (2) must not touch the oil seal
7. Coat the inside diameter of bellows (1D) retainer.
and the lapped face of seal with motor oil.
12. Lubricate the inside of “V” rings (2). Adjust
CAUTION the inner ring (2) axially with the lip of the ring
facing out, to obtain a dimension of .10” from
The seal assembly must be started squarely the surface of oil seal retainer on which the dust
over shaft by hand force against lapped car- shield and gasket (3) are being mounted.
bon face. If the seal assembly becomes
locked on the shaft, remove carefully and 13. Install gasket (3) and the dust shield using
start over. Excessive force should not be six 1/4” capscrews and torque to 11 ft. lbs. or
necessary for assembly. 1.5 kgm.
8. Install spring (1G) and seal assembly over 14. Install the outer “V” ring (2) with the lip
the shaft with the lapped carbon surface facing toward dust shield and slide onto shaft until
out. Carefully slide seal down until contact with compressed to .35 dimension.
spring is made.
9. Lubricate and install O-ring (4) over the oil

seal retainer.
CAUTION
Oil leakage will occur if the seal the seal
assembly is pushed on the shaft too far,
causing the rubber bellows to grip the shaft
and not allow the spring to exert pressure
between the lapped faces.
10. Install the oil seal retainer over the shaft and
line up bolt holes. Push the retainer down
squarely and slowly against spring force until
the oil seal retainer contacts bearing retainer.
001958-121 SHEET 3 OF 3
2-14-97
001958-121 SHEET 4 OF 3
2-20-97
INSTALLATION OF
TAPER LOCK BUSHINGS
ENGINE
(008674-000) FLYWHEEL
COUPLING
SETSCREW
GENERAL
The following procedures describe the KEY
removal and installation of part number
GAP (FROM
004785 taper lock bushings used on the PARTS MANUAL
compressor flex coupling. COMPRESSOR
GROUP) BUSHING
Removal
1. Remove the setscrews from the bushing.

BUSHING TO DRIVESHAFT GAP
2. Insert one of setscrews into the threaded
hole in the bushing. Tighten the setscrew to
remove bushing. 3. Insert the bushing into the hub. Match
the hole pattern. Two (*) of the taper bush-
ing holes placed 180° (*) apart will not be
Installation threaded and they should align with holes in
the hub that are threaded.
1. Clean the shaft, bore, ane the outside
of the bushing and hub of all oil, lacquer,
and dust. DRIVE HUB
(THREADED
FOR BUSHING
2. Apply Loctite #RC/609 to shaft keyway REMOVAL)
and insert the key. Tap the key to ensure it
is seated.
NOTE ! SHAFT KEY

If the compressor shaft is equipped with a
locational spacer, the taper lock bushing COMPRESSOR
must be seated against the spacer. If DRIVESHAFT
spacer is not used, refer to the Parts Manual

UNTHREADED
(Compressor Group) for the proper dimen- SETSCREWS (FOR BUSHING
sion from end of air end driveshaft to the INSTALLATION)
face of the taper bushing.
TAPERLOCK
BUSHING
4. Apply Loctite #242 to the setscrews

and thread them into the half threaded holes
in the hub. Install the hub and bushing on
the shaft.
008674-000 SHEET 1 OF 2
2-20-97
5. Alternately torque the setscrews to the

recommended torque shown in the setscrew
torque table. BUSHING WRENCH
PART TORQUE
NUMBER. Nm (FT-LBS)
6. Use no more than a 6 lb. (**) hammer to
drive a block, sleeve, or drift against the large 004785-001 49 (67)
end of the bushing. 004785-002 49 (67)
CAUTION
004785-003 49 (67)
004785-004 26 (36)
Do not hammer on the bushing or the 004785-005 18 (24)

compressor shaft. 004785-006 49 (67)
004785-007 26 (36)
7. Repeat Steps 5 and 6 until torque 004785-008 26 (36)
wrench reading after hammering is the same 004785-009 62 (84)
as before hammering.
004785-010 49 (67)
004785-011 62 (84)
8. Fill all cavities with grease.
004785-012 49 (67)
* On 004785-011 bushing - holes are 004785-013 105 (142)
120° apart, (3 untapped holes equally
SETSCREW TORQUE TABLE
spaced).
** On 004785-011 bushing - use a 12 lb.

hammer.
008674-000 SHEET 2 OF 2
5-6-97
COMPRESSOR AIR INLET

CONTROL (010119-000) CONTROL CYLINDER LEVER
GENERAL
This topic contains procedures for the removal,
installation and adjusting of the compressor air
inlet control and it’s linkage.
VOLUME
CONTROL
REMOVAL
To remove the air inlet valve assembly proceed 3. Remove the two socket head capscrews
as follows: which hold the bracket to the inlet valve.
1. Loosen the clamps that connect the air inlet 4. Remove the hardware securing the inlet
piping to the air inlet adapter. control cylinder to the bracket.
2. Label the air hoses at the inlet control

cylinder before removing. Cap and plug the ASSEMBLY and INSTALLATION
cylinder and hoses.
Assemble and install the inlet valve assembly as
INLET ADAPTER follows:
CAPSCREWS
INLET VALVE 1.Remove any traces of gasket from the sealing

surfaces of the air inlet manifold, the inlet valve
AIR INTAKE and the inlet adapter.
MANIFOLD
2. Mount the bracket assembly to the inlet
valve with the two socket head screws.
CONTROL
CYLINDER
3. Mount the inlet control cylinder to the
3. Remove the capscrews securing the air inlet bracket assembly.
adapter to the air intake manifold. Remove the
adapter and the inlet control assembly. 4. Slide the cylinder lever onto the shaft of the
inlet valve.
DISASSEMBLY 5. Connect the control cylinder to the cylinder

lever (hand tighten the hardware).
Disassemble the inlet valve assembly as follows:
6. Recalling the approximate gap of the inlet
1. Note the approximate gap of the inlet valve
valve, tighten the hardware securing the cylinder
before removing the hardware securing the inlet
lever to the inlet valve shaft.
control cylinder to the cylinder lever.
7. Adjust the valve closing adjusting screw so
2. Loosen the hardware securing the cylinder
that it touches the cylinder lever.
lever to the shaft of the inlet valve and slide the
lever assembly off of the shaft.
010119-000 SHEET 1 OF 2
5-6-97
side of the air intake manifold.

CLOSING
SCREW ADAPTER
CLOSING
SCREW
MANIFOLD VACUUM
TEST PORT
8. Apply a gasket adhesive to one side of the

inlet valve gaskets before installing the gaskets
on the valve.
3. Start the machine and adjust the valve
9. Position the inlet assembly on the air intake closing adjusting screw until a reading of 28
manifold. Remove the hardware securing the inches (1 kgs/cm²) is achieved on the vacuum
cylinder to the lever and operate the lever to gauge.
determine that there is no interference between
the valve and the intake manifold. 4. Check the groove in the inlet valve when the
valve fully opens. When fully opened the angle
10. Install the air inlet adapter and secure it to should be between 15 to 20° from perpendicular.
the manifold. Tighten the capscrews in a
diagonally opposing pattern.
11. Recheck the movement of the valve before 15° - 20°

tightening the cylinder to lever hardware.
12. Reconnect the air inlet piping.
15° - 20°
ADJUSTMENT
Adjust the inlet valve assembly as follows:
1. Before beginning to adjust the inlet valve,

note the position of the groove in the inlet valve
shaft. The angle of the groove equals the angle 5. Adjust the cylinder rod extension as
of the inlet valve. If the groove is horizontal the necessary.
valve is closed and should be opened slightly.
INLET
VALVE
GROOVE
2. Install a vacuum gauge to the fitting on the
010119-000 SHEET 2 OF 2
3-4-98
AIR END SHAFT SEAL KIT INSPECTION AND CLEANING
(012457-000) 1. Clean all parts thoroughly and scrape off any

gasket material or other foreign debris from the
parts.
GENERAL
2. Check the bore edges of the seal retainer
The components of the seal kit are numbered (S1) and the bearing retainer (S2) for burrs and
S4 through S12 in the figure shown. Item S4 is break any sharp edges. Make sure the oil sup-
ply passage in these parts are open and clean.
the seal which includes a seat with O-ring, the
carbon ring, a rubber bellows, and a spring.
The seal itself is non-serviceable. 3. Remove all burrs and break all sharp edges
on the shaft.
DISASSEMBLY ! WARNING
New seals must slide over the shaft and any
1. Remove screws (S8) and remove V-ring sharp edges will cut the seal. Therefore, the
cover (S3) and two V-rings (S5). Discard the V- edges MUST be rounded off or broken!
rings.
4. Clean the shaft thoroughly with fine emery
2. Remove screws (S9) and remove shaft seal cloth to remove any dirt, metal particles, etc.
retainer (S1).
3. Remove and discard O-ring (S11) from seal

retainer (S1). INSTALLATION
4. Remove retaining ring (S6) and shaft seal 1. If a new pin (S12) is required, install it in the
seat from shaft seal retainer (S1). seal retainer (S1) flush with the outside surface
by tapping it gently with a hammer.
5. Check roll pin (S12) to see if it is sheared or
bent. If it is damaged in any way, remove it and 2. Lightly coat the bore of the seal retainer (S1)
discard it. with lubricant provided in the kit.
! WARNING 3. Unwrap the seat.

DO NOT loosen or tamper with 1/2” cap-
screws (S10). These hold the bearing ! WARNING
retainer (S2) in place which maintains the The finish of the lapped surface is easily
axial end plays of the shaft. damaged and must be handled carefully.
The lapped face can be identified by it’s
6. Remove seal assembly (S4) from the shaft. highly polished surface. Fingers should
The rubber bellows is bonded to the shaft and NOT come in direct contact with the lapped
has to be broken loose by pushing the whole surface. Coat the lapped surface of the seal
seal further down the shaft. If tools are used, seat with lubricant provided in the kit.
care should be taken that the shaft is not
scratched or damaged in any way. When the
bond is broken, the seal may be removed eas-
ily.
012457-000 SHEET 1 OF 3
3-4-98
S10
S9 12457S.TIF
S8
SPRING
S12
BELLOWS
S4
CARBON FACE
S5
SEAL SEAT
S7
S3
S1
S6
S11
S2
4. Align pin (S12) with the slot in the seal seat. NOT use it along with the seal ring (S7).
Install the seal seat in the seal retainer (S1) with
the lapped surface facing the inside of the com- ! CAUTION
pressor. Check to make sure that the seat is
evenly seated. The carbon is easily damaged and must be
handled carefully. Fingers should NOT
5. Coat the shaft with lubricant provided in the come in direct contact with the lapped sur-
kit. face of the carbon face.
6. Unwrap the seal assembly. Coat the inside 7. Coat the lapped surface of the carbon face
of the rubber bellows with lubricant provided in with lubricant provided in the kit.
the kit.
8. Install seal assembly (S4) on the shaft, with
NOTE! the carbon surface facing out, just far enough to
The compressor unit may have a seal ring (S7) assure that the tail section is past the shaft
installed. If the seal assembly comes with a chamfer.
sheet metal spring holder, throw it away. DO
012457-000 SHEET 2 OF 3
3-4-98
! CAUTION ! CAUTION
The seal assembly must be started squarely Seal retainer (S1) must be held in position
over the shaft by hand force against the car- until the two screws (S9) are installed since
bon face and protecting the face with card- releasing the assembly may NOT allow the
board. If the seal assembly becomes locked spring to exert the correct pressure between
on the shaft, remove it and start over. the lapped faces of the seat and carbon.
Excessive force should not be necessary. This will result in seal failure within a short
period of time.
9. Lubricate and install O-ring (S11) in the
groove on seal retainer (S1). 11. Coat the shaft and I.D. of V-rings (S17) with
the lubricant provided in the kit.
10. Coat the lapped surface of the seal seat with
lubricant. Install seal retainer (S1) over the 12. Install V-rings (S17) on the shaft with the lips
shaft and line up the bolt holes. facing as shown.
NOTE! 13. Install V-ring cover (S3) with four screws

The 1/8 inch NPT hole located in seal retainer (S8)
(S1) must be positioned down toward the feet of
the unit to allow oil to drain out. Push down
squarely and slowly against the seal assembly
until the seal retainer (S1) contacts the bearing
retainer (S2). The seal will then be at proper
operating height. Hold the seal retainer (S1) in
position with one hand while installing two
screws (S9) opposite each other. After tighten-
ing screws down to 18 ft.-lbs (24 Nm) of torque,
assemble the other four screws (S9) to the
same torque.
012457-000 SHEET 3 OF 3
3-4-98
012457-000 SHEET 4 OF 3
2-20-97
AIR PIPING SWIVEL-JOINT 3. Secure female component in vise with ball

plug hole positioned over a suitable container.
CHIKSAN
4. Rotate male component. Ball bearings
(001217-000) should drop out.
NOTE !
It may be necessary to thin hardened lubricant
OVERHAUL with petroleum solvent.
Tools Required: 5. Separate male and female components
after ball bearings have been removed.
Adjustable wrench, pliers, screwdriver, and
vise. CAUTION
Do not damage machined surfaces when
separating components. Protect sealing
Disassembly surfaces at all times.
1. Remove the dust cap on the ball plug. 6. Carefully remove old packing from female
packing chamber using screwdriver.
2. Remove ball plug and o-ring using adjust-
able wrench. CAUTION
Use extreme care in removing old packing to
NOTE !
prevent damage to sealing surfaces.
If castellated ball plug is used, first remove the
cotterpin using pliers.
7. Remove grease retainer from male com-
ponent.
DUST CAP COTTER PIN

MOLDED PACKING
LUBE FITTING
BALL
O-RING PLUG
BALL RACES ANTI- BALL
GREASE RETAINER EXTRUSION BEARINGS
RING
PACKING
CHAMBER
PACKING
MALE COMPONENT SEALING
SURFACE FEMALE COMPONENT
001217-000 SHEET 1 OF 3
2-20-97
8. Clean all parts with petroleum solvent. ball races.
9. Inspect the parts for excessive wear, cor- 4. Secure female component in vise with ball
rosion or other damage. plug hole on top.
A. Inspect ball races for dents, grooves, 5. Insert male component into female com-
or other damage. ponent.
B. Check male and female components 6. Look through ball plug hole to align ball
for excessive erosion or corrosion. races.
C. Carefully inspect the inside surfaces of 7. Drop balls into races. Rotate male compo-
elbows for evidence of erosion or corrosion. nent, adding balls until both races are filled with
the proper number of balls.
CAUTION • Air Swivel - 1-1/2 inch requires 54 steel
Replace all parts that show evidence of dam- balls 1/4 diameter
age in the ball races, packing seal surfaces,
or other areas. • Air Swivel - 2 inch requires 48 steel balls
3/8 diameter
10. Sealing surfaces must be completely
smooth. Remove minor scratches or pitting by • Air Swivel - 3 inch requires 66 balls 3/8
polishing with fine abrasive. inch diameter
11. Reclean all parts after polishing to remove NOTE !

metal particles and abrasives. Count the number of balls installed in each race
to be certain that exactly the right number are
installed. Incorrect number will cause binding or
excessive wear and reduced pressure or struc-
Assembly tural capacity.
1. Apply a thin coat of lubricant to ball races, 8. Install a new O-ring on ball plug.
sealing surfaces, and new packing.
9. Insert the ball plug.
NOTE !
Make sure correct lubricant is used for intended NOTE !
service conditions. For castellated ball plug, tighten until snug.
Then, loosen one-quarter turn and insert cotter-
2. Install the new grease retainer on male pin. For hexagon ball plug, tighten to approxi-
component by gently stretching it over the ball mately 50 ft. lbs.
races.
10. Lubricate bearings as follows:
NOTE !
Retainer lip must face away from ball races. A. Use a small, hand-held grease gun to
force small amount of lubricant through fitting.
3. Install new packing in female component
packing chamber. NOTE !
Standard lubricant is Chiksan No. 7.
NOTE !
Anti-extrusion ring must face outward, toward B. Rotate male component 90° (quarter
001217-000 SHEET 2 OF 3
2-20-97
turn) and add more grease.
C. Repeat step b (above) two more times,

lubricating at each quarter turn.
D. Check smoothness of rotation.
CAUTION
Excessive lubrication can cause swivel to
bind, distort the anti-extrusion ring and dis-
place the packing. Use only enough lubri-
cant to obtain smooth rotation. If the swivel
is more difficult to rotate after greasing than
before, or if lubricant is detected on inside
of primary packing, or if distortion of pack-
ing is noted on inner diameter, dissemble
joint and carefully inspect all seals for dam-
age. Replace damaged seals and any pack-
ing which has been distorted or displaced
into the bore.
11. Install the dust cap.
001217-000 SHEET 3 OF 3
2-20-97
001217-000 SHEET 4 OF 3
02-06-97
AIR SWIVEL
(001217-001)
2. Clean the bearing and seal
surfaces of the swivel joint tail, then install
GENERAL dust seal (2) around in the groove.
The following instructions apply to a OPW/
Dover type swivel joint only.
3. Insert the tail into the

ASSEMBLY
swivel body holding dust seal (2) snug in
groove. Slight hand pressure is required to
force the tail into O-ring (3).
4. Ball grooves in the tail

must be in line with ball holes in the swivel
body to allow easy entry of balls (1) into the
bearing races. Slowly rotate the tail back
and forth as balls are dropped through the
individual holes to fill each bearing race.
5. Thread in ball retainers (5)

until contact is made with the ball, back off
ITEM QTY. DESCRIPTION
slightly.
1 48 BALL - bearing - 3/8”
2 1 SEAL - dust, felt
3 1 O-RING
4 2 NUT - jam
6. Thread jam nuts (4) on
5 2 RETAINER - ball
retainers (5). Hold ball retainers (5) in posi-
6 1 FITTING - grease
tion with an allen wrench while locking the
jam nuts with an open end wrench. Lubri-
cate.
NOTE!
1. Clean the inside of the To disassemble swivel joints, reverse proce-
swivel body carefully. Grease O-ring (3) and dure.
install it in the swivel joint body.
001217-001 SHEET 1 OF 1
02-06-97
001217-001 SHEET 2 OF 1
2-21-97
AIR CYLINDER .
(001690-001)
EXTERNAL
GROOVE
GENERAL
This hydraulic cylinder is used in several
applications. Therefore, the Removal and ROD PRY
CARTRIDGE
Installation topics are not included.
NOTE !
The following procedures are for the cylinders
manufactured by Hydro-Line.
F. Place the new cartridge on the rod end,

OVERHAUL being sure to use a twisting motion as you start
it onto the rod.
Complete disassembly of this cylinder is not
G. Insert the cartridge (now mounted on rod)
required if replacing the rod cartridge or the tube
into head recess.
end seals.
H. Replace the rod cartridge retainer. Tighten
the tie rod nuts to 10 ft-lbs (13.5 Nm) of torque.
1.Replace the rod cartridge seal as follows:
A. Remove the tie rod nuts.
2. To replace the tube end seals proceed as
B. Remove the rod cartridge retainer.
follows:
.
TIE ROD NUTS A. Remove the tie rod nuts at end of cylinder.
B. Separate the head and cap from the ends
of the cylinder.
C. Discard the used seals and clean all parts
thoroughly, including the inside of the tube and
the seal grooves in the head and cap.
D. Lubricate the new tube seals with
TUBE petroleum jelly to hold them in place before
ROD installing them. Make certain the seals are
CARTRIDGE
RETAINER HEAD seated fully into their grooves and against outer
groove diameter.
C. Remove the rod cartridge by inserting a
screwdriver in the external groove. Pry carefully. NOTE !
See illustration. When installing continuous ring type seals, avoid
D. Clean the cartridge recess in the head. stretching the seal.
E. Lubricate the inside of the rod cartridge and When installing split ring type seals, insert the
the outside of the new cartridge prior to seals with CAUTION to avoid stretching. Be
assembly. sure to butt the ends of the seals together as you
begin to seat a seal in a groove. Hold the ends
together and in place with one finger while
seating the rest of the seal with your other hand.
001690-001 SHEET 1 OF 2
2-21-97
E. Let parts dry.

CONTINUOUS RING SEAL F. Apply Uniloc #571 to threads of piston (or
piston nut) and rod. All threads must be
thoroughly wetted by adhesive.
G. Assemble the piston onto the rod. Back off
2 turns and look to be sure threads are covered
with adhesive. Retighten snugly.
PISTON ROD
PISTON
STUD
SPANNER
WRENCH OFF
HOLES
ON
SPLIT RING SEAL
E. Reassemble the cylinder. Tighten tie rod H. Allow adhesive to cure for 30 minutes
nuts hand tight only. before applying test pressure to assembled
F. Torque tie rod nuts in the order shown. cylinder.
G. Recheck the torque 10 ft-lbs (13.5 Nm) in
the same order.
3. To disassemble and assemb le the

piston and rod assembly proceed as follows:
A. Heat the piston and rod to 400°F - 450°F

(205°C-233°C).
B. Using a spanner wrench, remove the piston
by turning counter-clockwise.
C. Unthread the stud from the end of the rod if
necessary.
D. Clean the threads of the rod and piston (or
piston nut) thoroughly with a solvent and a bristle
brush.
001690-001 SHEET 2 OF 2
TYPICAL SYSTEMS • One is a piston pump and motor, in a closed
loop circuit. D90KSP, 1190DSP, 1190ESP.
Cooling Systems
GENERAL
Required for engine coolant, compressor and
This section describes the main hydraulic hydraulic oils, and as of 1996 intake air for the
systems and their design parameters for engines. Two types of cooling fan systems are
Sandvik blasthole drill product line. available.
• Vane pump and motor driving 36" 42" 48"

DESCRIPTION
and 52" OD aluminum fan.
Systems are classified as closed loop and open
loop. The systems are separated and do not • Vane pump and motor driving 42" and 48"
inter-relate with each other. and 54” OD steel fan.
Propel or Tram Systems • Piston pump and motor, hydraulic controls,

48" and 54” OD steel fan.
Provide crawler mounted machines with
mobility. • Piston pump and motor, electronic controls,
48", 54” and 60” OD steel fan.
• Piston pump and motor(s) are in a closed
loop configuration. Drilling Accessories
Rotation Systems Needed for the drilling cycle require a fixed

volume of oil. We refer to the following as
Turn drilling accessories, rotary head, drill pipe accessory systems.
and drilling tools such as DTH (down the hole
hammers and drill bits) or roller type drill bits. • Vane pump through directional control
valves, return filtration, reservoir in a open
• Piston pump and motor(s) are in the closed loop application.
loop configuration.
The application is lower, middle, and upper
Feed Systems stacker valves directing oil to actuators.
Feed systems differ between models within the When accessory pumps are in the free flow
blasthole family of drills. Four applications are condition they a charge system, thus giving
used throughout the blasthole products. adequate oil for cylinder replenishment.
• One is a piston pump with cylinder(s) in an Relief valves or individual compensator valves,
open loop circuit. D45KS, D50KS, D55SP, depending on the component manufacturer
D75KS, D80KS. protect systems noted.
• One is a vane pump and a piston pump with Back-Pressure

cylinder(s) in an open loop circuit. D25KS,
Back pressure is an elevated return pressure
D245S.
system, and may be used as a charge pressure
on some blasthole products. When the vane
• One is a piston pump with cylinder(s) in a
pumps are in the free flow condition the back-
closed loop circuit. D90KS, 1190D, 1190E.
pressure setting is the pump(s) relief valve.
Typical Systems Page 3

• Return oils generating back-pressure are Throughout this manual the terms noted here
contained in our high-pressure return mani- and systems described above will be used to
fold (HPR). explaining the specific systems in detail. Flow
and pressure values will be specified in the
Hydraulic schematics have abbreviated appropriate sections.
nomenclature to give details for porting and
manifolds within the hydraulic system. Review the specific model machine hydraulic
system schematic.
Mud pump systems
• Major hydraulic omponents are:
Well drill applications may use the option of mud
• Parker Denison hydraulic piston pumps and
assisted drilling. There are two options, hydrau-
motors
lic or pneumatic drive.
• Parker Denison vane pumps and motors
In the hydraulic driven mud pump application,
the hydraulic systems are closed loop compo- • Sundstrand piston pumps and motors
nents attached to the mud pump assembly.
• Hydramatic - Rexroth motors
• Piston pump and motor are in a closed loop • Sun hydraulic cartridge valves
configuration.
• Parker Denison directional valves
This application is generally limited to the
T25KW drill machine used in the waterwell drill • Parker Denison relief valves
markets.
• General Engineering cylinders
Page 4
START-UP PROCEDURE Isolation plugs force the gerotor pump oil flow
to offline filtration. The control valve block
requires the ultra fine filtration.
NEW PUMP INSTALLATION
NOTE!
Parker Denison piston pumps require specific Failure to use the isolation plug in the
set up and run in procedures. designated port will at some point enable
contaminants to flush into the control valve
Hydraulic systems require total cleanliness block resulting in erratic system controls.
from all fluid power components. Adequate
time for proper installation, proper refilling of The control valve block consists of relief valves
the pump, hoses and components, proper and control features. It is not recommended to
setting of the system pressures are all vital to open the control valve block in the field.
new pump longevity.
The unit is sold separate. Care must be taken
Working conditions are a factor many times during removal and replacement that dirt or any
forgotten during a machine service and new form of contaminants do not get into the open
component installations. Prepare the work area pump cover.
to suit the service work being performed.
When installing the adapters in the piston
The guide described herein is the pump, ports ‘V’ and ‘KG’ two items are
recommended procedure, for competent protected.
service and mechanical personnel performing
new or reconditioned pump service, installation • The ‘KG’ port uses a special drilled boss
or start-up in the field. It is preferred that work oring adapter P/N 002144-001. It threads
be performed in a controlled environment such over a strainer/filter inside the ‘KG’ port.
as a protected shop.
• The ‘V’ port has a modulating pin inside an
New Pump Preparation offset drilled passage. A flat bottom boss
oring adapter is used in the ‘V’ port.
Install isolation plug in described port location
as noted in packaged instructions. SERVO STRAINER
PIN
OPEN LOOP FEED PUMP
DO NOT USE ISOLATION
PLUG INSIDE H PORT
3
6 AND 7.25 IN /REV PUMPS
CLOSED LOOP PUMPS

WITH OFFLINE FILTRATION
DO USE ISOLATION PLUG MAIN PRESSURE
INSIDE H PORT COMPENSATOR
ADJUSTMENT
The 6 and 7.25 cubic inch pumps require a

As of 04/2002 the V port of pump control valve
plug installation in the H port as described.
blocks is relocated offset from the modulating
pin. The modulating pin is hidden now that the
V port is relocated.
Start-Up Procedure Page 5

New Pump Filling port. Oil entered through these ports will be
fine filtered to 10 micron absolute filtration.
New pumps are shipped dry with minimal test
fluid inside the pump case. 5. Use shop air or equivalent compressed air
source to pressurize the hydraulic tank
Care must be taken when installing a new through the reservoir mounted air pressur-
pump that it receives new clean hydraulic oil ization system. Air pressure at the reduced
prior to starting. value of 5 psi should be approximately 10
minutes duration. This time enables all man-
1. Drain all air from the new pump when filling ifolds and any air entrapped in hoses to be
the hydraulic system with new, clean purged prior to start-up.
hydraulic oil from the hydraulic tank. Locate
the highest plugged port on the Denison SHOP SUPPLY AIR TO
replacement pump. 5 PSI REGULATION
2. Pumps from 1996 and newer have one plug

on the mounting flange end. Open and drain
oil until a steady stream of oil exits the open
port. Refit the plug after all air is purged
from the pump in question.
6. Install appropriate pressure gauges at G,

KG or extension hose from KG and V, VA or
VB ports. Reference pump port locator
drawing to identify gauge locations.
VENT PORT 7. Copies of performance charts are available

in the setting procedure for specific hydrau-
lic systems. Performance charts detail all
applicable hydraulic pressures required dur-
ing the pump testing procedures.
3. Older pumps need air drained as well.
Remove the highest SAE plug available, or 8. Refer to the appropriate performance chart
remove one input stroker cover bolt. for pump set-up.
NOTE! Servo pressure readings are from the piston

When bolt removal is the only alternative it will pump G port and require inline connections for
be necessary to replace the nylite washer rotation and propel pumps. Do not deadhead
001330-128 and loosen all bolts. Torque the the servo pressure in these applications.
mounting bolts to spec 30 ft. lb. (40.8 Nm.) in a
cross pattern. 9. Connect a swivel tee and reduce to appro-
priate hose adapters. Common G port
4. Fill hydraulic tank to the full mark on the access is at the inlet port of the off line filter
sight glass, taking into account to where the (CC3 or CC7 micron servo filter housing).
cylinders are positioned. Do not over fill the
hydraulic tank. All oil entering the system 10. Feed pumps in the open loop configuration
shall be via the hand pump or the optional (without off line filtration) may be accessed
service center wiggins quick filling adapter at the G port directly, without a swivel tee
Page 6
connection. In this application it is possible PUMP RUN-IN AND PRESSURE SETTING
to deadhead a gauge at the G port.
Upon start up of a new pump or motor ade-
quate precharge time must be administered in
PROPEL PUMP SHOWN
order to purge air from the hoses.
Z
It is recommended to monitor the pump pres-
ALT DG
sures upon startup
P6P all ports
ALT (KG) 1. Replenishing pressure readings are from
the KG adapter or extension hose posi-
tioned at the propel pump brake and bypass
H input stroker.
D
VA A 2. Main pressure reading from the common
DG
port V or system port VA and VB. Rotation
V
and feed pumps have pressure gauges and
remote pressure valves on the operator con-
KG
sole connected with hoses to the V ports.
B
Typical propel pump applications do not
have main pressure gauges. Machine
options may be fitted to propel pump V ports
A-PRESSURE/RETURN for pressure testing and possible venting
B-PRESSURE/RETURN
when interloc systems are added.
C-INLET
D-CASE DRAIN
3. Center all pump controls and control cables
DG-CASE PRESSURE on the drill console to lessen any hydraulic
load during the engine hydraulic startup
FB-CONTROL VENT B SIDE (FEEP PUMP ONLY)
mode.
G-SERVO PRESSURE, TO FILTER (NOT SHOWN)
H-SERVO PRESSURE, FROM FILTER 4. When the machine engine is started the low
K-AUXILLARY REPLENISHMENT engine idle speed is at minimum 1200 rpm.
KG-SERVO STRAINER, REPLENISHMENT PRESSURE An engine speed meter on the drill console
V-MAIN PRESSURE BOTH PORTS A&B enables a visual check of engine rpm. When
VA- MAIN PRESSURE A PORT in doubt use a photo tachometer and reflec-
VB- MAIN PRESSURE B PORT (NOT SHOWN) tive tape on the engine front pulley.
Z- CASE PRESSURE IN NEUTRAL
Z-BRAKE/SERVO PRESSURE ON STROKE 5. Allow engine to idle at low speed and no
load for approximately 20 minutes. Do not
Applicable pumps may vary slightly in compo- use the pump controls during this time of run
nents such as compensator adjustment, neutral in. The gerotor pump has to fill hose and
adjustment, cross port piping and input con- pipe connections and valves in the circuit.
trols. Air trapped in the components will purge to
the hydraulic tank through case drain hoses,
drain ports or normal circulation during this
critical run in period.
6. Pressures on the servo range between

(330-580 psi) and replenishing pressure
range between (200-300 psi) for rotation
and propel pumps in a closed loop applica- NEW PUMP INSTALLATION
tion. At low idle these pressures will be
slightly lower than actual spec. Allow ade- Sauer Sundstrand axial piston pumps require
quate run in time prior to checking the actual specific set up and run in procedures.
servo and replenishing pressures.
Hydraulic systems require total cleanliness
7. For detailed pressures refer to the specific from all fluid power components. Adequate
system performance charts provided with time for proper installation, proper refilling of
system set-up procedures. Actual pressures the pump, hoses and components, proper
are noted with engine at high idle speed setting of the system pressures are all vital the
after adequate run in periods are performed. new pump longevity.
NOTE! Working conditions are a factor many times

Due to machine applications, follow your forgotten during a machine service and new
machine model engine high idle speed. Typical component installations. Prepare the work area
high idle no load engine speeds are 1800, 1900 to suit the service work being performed.
and 2100 rpm according to machine model.
The guide described herein is the recom-
8. The main system compensator is factory set mended procedure, for competent service and
to the minimum pressure value, approxi- mechanical personnel performing new or
mately 500 psi. reconditioned pump service, installation or
start-up in the field. It is preferred that work be
9. Adjustments should be slow increments in performed in a controlled environment such as
500 psi intervals over a 10-minute time a protected shop.
frame. Maximum pressure values are noted
in the performance chart spec, and are set Driltech crawler mounted machines utilize two
by stalling the function. models of Sundstrand pumps in a closed loop
single direction application.
10. After the ‘run in’ period and pressures are in
spec, lower the engine idle speed to 1200 The 40 series MPV046 is applicable to the
rpm. Allow adequate cool down period and D45KS and D50KS blasthole machines.
shut engine off.
MPV046
11. Remove any pressure gauges installed for CHARGE M1
the system pressure checks. PUMP
12. Re-connect system hoses and hydraulic L1

adapters used during tests per system con- mpv040
BP L2
figuration.
HP CH
13. Expected new pump run in process will
require between 30 minutes to (1) one
HDC
service hour depending on work environ-
X1 X2
ment, and ambient conditions. HP A PORT RELIEF
CH CHARGE RELIEF
This procedure does not include pump removal

and installation to gearbox. The cooling fan pump is used in a single direc-
tion output flow. Only one multi function relief
Page 8
valve is used. Be certain that the B port relief is Upon new pump start-up it is required to turn
removed prior to start-up. the screw in (cw rotation) 3 revolutions. This
step assures that the pump will not have full
Main port multi function relief valve volume output oil flow during the critical start
and run in procedure.
The A port relief valve is a non-adjustable shim
type valve preset for 3675 psi (250 bar) posi- In order to prevent damage to the volume lim-
tioned under the HP plug. iter parts make initial adjustments of this screw
with the machine turned off and zero charge
Note: pressure.
Cooling fan pumps with the B port relief valve
installed is evident upon hydraulic system shut Note:
down. The cooling fan and motor rotation stops The volume limiter setting will be calibrated dur-
abruptly at shutdown. Damage to the hydraulic ing the pump final adjustments to allow a maxi-
motor can result operating with this condition. mum fan rotation speed.
Bypass plug PUMP RUN-IN AND PRESSURE SETTING
Bypass plug should be full closed, turned in cw 1. Install the inlet supply line to port S. Be cer-
rotation maximum torque 7 to 10 ft lb, (9.5 to tain to allow adequate time to fill the pump
13.6 Nm). with clean hydraulic oil. Open the upper
most adapter during the filling process in
Charge system relief valve order to allow air to bleed from the pump.
Generally the M1, M2 or case drain L ports
The charge pump relief valve is a shim type are the upper most ports.
cartridge positioned under the CH plug. Plug
torque is 30 to 70 ft lb (41 to 95 Nm). Charge 2. Install a 1000 psi (60 bar) pressure gauge in
pressure test port can be utilized at the offline the charge pressure pot M3 or the offline fil-
filter connection inlet port or M3 pump port. ter inlet port.
Adjustable volume limiters 3. It is recommended that the hydraulic lines

for the hydraulic displacement control
Adjustable volume displacement stroke limit (HDC) be disconnected at the X1 and X2
screws are on either side of the pump. The ports until after initial start-up.
sealing lock nut requires a 5/16 hex wrench and
a flat blade screw driver. Final torque on the nut 4. Start the machine and operate at low engine
should be 4 to 7 ft lb (5.4 to 9.5 Nm). idle speed (1200 rpm).
MPV046 VOLUME DISPLACEMENT SCREWS 5. Allow approximately 3 to 5 minutes run time

with the HDC hoses disconnected. Monitor
the machine fluid temperatures during this
run in period as the cooling fan will not be
turning during this time. Do not let the
machine operate to shutdown temperatures.
ADJUST SCREW IN 6. When charge pressure stabilizes at approxi-

FOR INITIAL START UP
ADJUST OUT FOR FINAL mately 180 to 210 psi (12.5 to 14.5 bar) the
FAN SPEED SETTING run in period is sufficient stop the machine.

7. Connect the X1 and X2 pilot control hoses Hydraulic systems require total cleanliness
to the hydraulic displacement control. If the from all fluid power components. Adequate
pilot control hoses are connected to the time for proper installation, proper refilling of
wrong ports the fan motor will motor rotate. the pump, hoses and components, proper
setting of the system pressures are all vital the
8. Connect a 5000 psi (350 bar) gauge to the new pump longevity.
M1 pressure port in order to monitor the
main loop pressure during the fan set up Working conditions are a factor many times
procedure. forgotten during a machine service and new
component installations. Prepare the work area
9. Restart the machine and notice the cooling to suit the service work being performed.
fan direction of rotation. With correct
hydraulic connections the fan rotates (ccw). The guide described herein is the recom-
mended procedure, for competent service and
If fan does not rotate check the hydraulic hose mechanical personnel performing new or
connections at pump ports A and B or pilot reconditioned pump service, installation or
ports X1, X2 and multi function valve setting. start-up in the field. It is preferred that work be
Pressure settings vary depending on machine performed in a controlled environment such as
specific components. Refer to the cooling sys- a protected shop.
tem section of training module book 5 for per-
formance data. Service literature 008172-000, 008610-000 and
021434-000 detail vane pumps.
During the new or remanufactured pump start
up and run in procedure it is necessary to moni- Vane and gear type pump applications used on
tor charge pressure only. blasthole drill hydraulic systems are simple
components. The pumps are valve free and
The charge and system pressures noted in without need for pressure gauge installation on
training module book 5 will reflect actual work- pump ports.
ing pressure for the machine specific system.
Internal parts of this pump are lubricated by the
Knowledge of the closed loop cooling fan sys- operating fluid. It is essential to keep the fluid in
tem is the final step in setting the external pilot the system clean. Dirt should not be allowed to
vales used on blasthole drills cooling fan sys- accumulate on the pump or around the shaft
tems since late 1995. seal.
Pump service, pressure adjustments, and sys- It is important that the supply or inlet piping and
tem diagnostics should be performed with prop- fittings be tight and in good repair to prevent air
erly trained, qualified service technicians. from being drawn into the system.
This procedure does not include Sundstrand Restrictions and air entering the pump supply
pump removal and installation to gearbox. will damage the pump during short term opera-
tion. Clean and replace supply lines under rou-
tine maintenance intervals.
NEW PUMP INSTALLATION
After new or remanufactured pump installation
Parker Denison vane pumps are used for drill and all hoses are secure it is necessary to fill
related accessories and a Sundstrand gear the pump with oil. Only clean hydraulic oil shall
type pump may be used as a charge pump. be used. When adding new oil to the reservoir
the supply manifolds may have air trapped
inside.
Page 10
Use filtered shop air to pressurize the hydraulic 6. Operate a function that is a drill accessory
tank through the reservoir mounted air pressur- (holding wrench, dust hood door, tong
ization system. Air pressure at the reduced wrench).
value of 5 psi should be approximately 10 min-
utes duration. This time enables all manifolds 7. Look and listen to the new pump as it is run-
and any air entrapped in hoses to be purged ning. Look for apparent oil leaks. listen for
prior to start-up. abnormal noises as it is cycled.
SHOP SUPPLY AIR TO

8. Lower the engine idle speed to 1200 and
5 PSI REGULATION allow adequate cool down cycle.
9. Stop the engine, remove HPR gauge and

prepare machine to operate.
Vane pumps used in a open loop cooling fan

system should be started in this same manner.
It will be necessary to understand the open loop
system theory and system pressures that
require checks and/or adjustments.
After the air pressurization precharge cycle is
complete disconnect all service tools and
reconfigure to original spec.
Install one 500 psi (35 bar) pressure gauge on

the manifold referred to as HPR. Refer to back
pressure systems performance chart in training FAN SYSTEM
module book 5. TEST PORT
PUMP RUN-IN AND PRESSURE CHECKS
1. Start machine and operate at low idle speed

(1200 rpm) for 3 to 5 minutes. Leave all con-
trols in neutral, do not operate functions.
Pump service, pressure adjustments, and sys-
2. Check hydraulic pressure on HPR at low tem diagnostics should be performed with prop-
engine idle speed. erly trained, qualified service technicians.
3. After 5 minutes of operating at low idle This procedure does not include Parker Deni-
speed engage engine speed to high idle. son or Sundstrand pump removal and installa-
tion to the gearbox.
4. Confirm HPR pressure to the back pressure
performance chart.
VACUUM MODULES AND PUMPS
NOTE!
Under severe operating conditions it may be When performing routine maintenance on
necessary to extend the run in period to as hydraulic systems it may be permitted to use a
much as 30 minutes. air or electric powered vacuum accessory.
5. Monitor fluid temperatures during the run in The intended use would be for O-ring or hose
cycle. replacement and adapter sealing.
Due to the many variations that a hydraulic • Secure drill related accessories such as drill
pump would need to be replaced it is not advis- pipe, undercarriage components, feed drive
able to use the vacuum module. gears and chains prior to hydraulic compo-
nent removal.
The best practices to follow during pump
replacement: • Have the system hoses been cleaned or
replaced properly?
• Drain all fluid into suitable containers.
• Make all necessary hose connections using
• Use appropriate service tools for the job. new O-rings on flange adapters.
• Inspect components including hoses. • Do not secure the replacement motor to the
application component. Leave the motor
• Evaluate and clean the system. shaft free to turn during the run in process.
• Replace components as needed. • Allowing the proper time stated during the
pump run in procedure pages 8, 10, 12 will
• Reassemble components to manufacture’s assist the motor filling procedure.
specifications.
MOTOR RUN-IN AND PRESSURE CHECKS
• Follow recommended start up procedures
and safe operating principals. • When applicable vent the pump via the
remote pressure valve or the pump compen-
NOTE! sator.
After utilizing a vacuum module or pump and all
components are correctly installed it will be • Turn the remote pressure valve open (ccw).
necessary to precharge the hydraulic system Turn the pump compensator out (ccw) to
with the allowable 5 psi air pressurization stated lessen the circuit pressure upon start up.
on pages 6 and 11 of this manual.
• When applicable install a pressure gauge in
NEW MOTOR INSTALLATION the appropriate pump port to monitor charge
or servo pressure.
The following is a guide relating to new hydrau-
lic motor installations. • When applicable install a pressure gauge in
the appropriate main loop port.
It will be in summary form to apply to the Deni-
son, Sundstrand and Rexroth models currently • When applicable place the pump controls in
in use on Driltech Mission products. the neutral position.
As previously stated hydraulic service, pressure 1. Start the machine and operate the engine at
adjustments, and system diagnostics should be low idle speed (1200 rpm) to allow proper
performed with properly trained, qualified ser- system precharge as noted in new pump
vice technicians. start up procedures.
• Read and understand the instruction manu- 2. The longer the system hoses, the longer the
als. Identify components and their functions. run in time should allow.
• Visually inspect components, related hoses, 3. Monitor servo, replenishment or charge

machine tools and devices for potential haz- pressure during the precharge mode.
ards.
Page 12
4. Apply the pump control forward and reverse 10. Hydraulic motors with external mounted hot
for 3 to 5 minutes each way without a work- oil shuttle valves require the installation of a
ing load. flow meter in the case drain hose connec-
tion.
NOTE:
The entire run in should take between 10 to 30 NOTE!
minutes according to operating conditions. Final setting for external mounted hot oil shuttle
relief valves are 3 to 4 gpm (11.4 to 15.2 lpm).
5. Check the pump servo, charge, and replen-
ishment pressures during the forward and
reverse cycles. Pressures should be stable FINAL MOTOR PRESSURE CHECKS
in the ranges noted in the specific perfor-
mance charts. 1. Start engine and run at low idle (1200).
6. Lower the engine idle and stop the machine 2. Rotate the component without load in order
in order to make final installation(s) of the to align a locking device. This procedure is
hydraulic motor to the drive component. stated in the specific system set up proce-
dures of training module book 5.
7. Inspect or replace the drive coupling device.
3. With the device locked the hydraulic system
NOTE! will be stalled. Maximum pressures can be
It is recommended to use a lithium-molybde- calibrated.
num disullfied or similar grease as a shaft and
coupling lubricant for the new components. 4. When applicable center the pump to neutral
(Mobilux EP111 coupling grease By Mobil) and back out remote pressure control valve
(ccw) for minimum system pressure.
8. Follow manufactures specifications when
mounting the motor to the drive assembly. 5. Engage the engine to the rated high idle
speed.
NOTE!
The final torque specification for motor mounted 6. Operate the pump control on 20% and mon-
hot oil shuttle valves on applicable propel itor the main loop system pressure gauge.
motors is 125 ft lb (92.5 Nm).
7. Adjust the remote pressure valve or pump
9. Install a 15 gpm flow meter in the hot oil compensator (cw) in slow increments to the
shuttle relief drain hose as shown. desired stall pressure stated in training mod-
ule book 5 performance charts.
8. Secure pressure compensator adjustments

and center pump control(s).
9. Control the pump in a direction to disengage

the locking device.
10. Lower engine idle speeds allowing ade-

quate cool down period.
11. Stop engine, relieve residual hydraulic pres-

sures, remove test and diagnostic equip-
ment.

12. Reconfigure machine to spec.
NOTE!
Overall this procedure may take 15 to 30 min-
utes to perform safely and accurately.
The Sundstrand cooling fan motor will not be

operated to a stall condition. The motor pres-
sure seen will be a working pressure as stated
in the specific performance chart.
Page 14
SUPPLEMENTAL PUMP
COMPONENTS
GENERAL
This section describes valve and manifold

assemblies mounted to pump ports ‘A’ or ‘B’.
DESCRIPTION
The following products D45KS, D50KS, D55SP,

D75KS use valves positioned on motor ports A
and B.
NOTE!
The torque values are very important when rein-
Proper mounting is essential for the valve posi-
stalling the shuttle valve manifold onto the
tioned in the manifolds to work or shift correctly.
motor ports or the shuttle valve spool and relief
valve into the manifold.
Proper valve installation into the bore so that
the valve seats properly and seals the working
ports per design is essential to allow oils to
move the intended flow path. COMPONENT VALUE
MANIFOLD 100-110 Ft.Lb.

As a rule oil takes the path of least resistance. If ONTO MOTOR PORTS (135-150 Nm)
valves are not properly seated or cannot shift SHUTTLE VALVE SPOOL 45-50 Ft.Lb.
correctly, the system oil may drain or return to INTO MANIFOLD (60-68 Nm)
hydraulic tank pressure.
RELIEF VALVE INTO 30-35 Ft.Lb.
MANIFOLD (40-48 Nm)
Track drive motors on the Caterpiller 330, 330L,
350 and 375 undercarriages require additional
oil cooling and oil filtration in excess of the nor-
mal motor case drain oils.
In order to allow this function in the closed loop

applications one aluminum manifold with two
hydraulic valves are mounted to the motor
ports.
Always use a new set of O-rings to seal

between the manifold, motor ports and flange
adapters.
Supplemental Pump Components Page 15

Page 16
PROPEL SYSTEM Equipment and operator safety should be a
primary concern when connecting any locking
medium to the track drive assembly.
CLOSED LOOP
PUMP PRESSURE CHECKING:
One main concept of a drill machine is to be
mobile. Due to ground conditions in the mining Testing pumps requires typical hand tools and
environment and the duration of time spent pressure gauges.
drilling vs. propelling (tramming) excavator type
tracks are the primary undercarriages delivered No Pressure Adjustment Required.
on blasthole drill machines today.
• Install 5000 psi (350 bar) pressure gauge to
A track drive system in a closed loop hydraulic VA port of propel pump. Hydraulic test sta-
configuration consists of one axial piston pump, tions have gauge connections on HPS1.
hoses and steel pipes, connecting a fixed • Remove propel cable end from pump input
displacement motor. Each track assembly has stroker (Optional).
a spring applied hydraulic released brake and a
reduction drive inside the final drive assembly. • When applicable remove brake hose, cap
and plug ‘Z’ port brake hose at the pump
The Parker Denison piston pump has four (4) output stroker.
pressures, which may need monitored when
setting and diagnosing the track drive • When applicable place (55 mm) pin on track
components. Refer to the propel performance sprocket and frame position.
chart for machine model hydraulic pressure
specifications. CAUTION! ROTATING DRIVE LINE
The track components will need to be locked in ‘DG’

order to stall the pump when checking or PORT
setting the system to spec.
External break pilot: Lohman final drive

‘VA’
One method in locking the track drive is to PORT
remove the 1/4 hose connection to the brake
port of the final drive.
propel pump ‘Z’ PORT
A second method in locking the track drive is to BRAKE PORT
HOSE
manually install a solid pin approximately (55
mm diameter) on one tooth of a drive sprocket.
Then slowly rotate the sprocket and pin so the
pin rests on the track frame, stopping the
sprocket rotation. ‘KG’ PORT
REPLENISHMENT PORT
Internal break pilot: Caterpillar final drive HOSE TO TEST STATION
Lock the track drive manually by installing a 1. Start machine engine or motor.
solid pin approximately (55 mm diameter) on
one tooth of a drive sprocket. Slowly rotate the 2. Set the engine to high idle speed.
sprocket and pin so the pin rests on the track
frame, stopping the sprocket rotation. 3. Warm hydraulic oil to > 100° F (37.7° C).
Propel Systems - Page 19

If solid pin method is used, slowly rotate the • Install a 500 psi (35 bar) pressure gauge at
track sprocket so solid pin rests against track the ‘KG’ or ‘port or connecting hose with
frame. swivel tee or ‘alternate KG’ for the replenish-
ing pressure test. Hydraulic test stations
4. Place propel pump control on stroke approx- have gauge connections on LPS 1 or 2.
imately 20% (manual or electric).
• Remove, cap and plug ‘Z’ port brake hose at
5. Check pressure gauge value. the pump output stroker if applicable.
Tram interloc features vent pump pressures 1. Start machine engine.

(check for auxiliary valves near the propel
pump gearbox, or mast pedestal). 2. Set the engine to high idle speed.
6. Refer to propel performance chart for appro- 3. Warm hydraulic oil to > 100° F (37.7°C).
priate pressure.
4. Slowly rotate the track sprocket so solid pin
7. De-stroke propel pump control to neutral. rests against track frame.
8. Counter rotate track and remove solid pin 5. Check servo pressure gauge, note the neu-
from drive sprocket. tral pressure value.
9. Lower engine idle, stop machine. 6. Check replenishing pressure gauge, note
the neutral pressure value.
10. Reconnect brake hose to pump port ‘Z’ if
applicable. 7. Place propel pump control on stroke,
approximately 20% (manual or electric).
11. Disconnect pressure gauge(s) from pump
ports. 8. Check main pressure gauge value.
Confirm the machine options prior to propel 9. Check servo pressure gauge; compare to
pump diagnostic procedures. neutral pressure reading.
Machine options such as tram interloc, jack/ 10. Servo pressures increase with working pres-
brake interloc, rotary head/brake interloc, and sures.
electronic depth counters may interrupt the
tram pump pressures by means of pump vent 11. Check replenishing pressure gauge; com-
solenoid and brake solenoids. pare to neutral pressure reading.
PUMP PRESSURE CHECKING: 12. Pump replenishing pressure decreases

depending on components such as hot oil
Testing pumps requires typical hand tools and shuttle valve settings or hydraulic motor con-
multiple pressure gauges. dition.
Diagnosing Troubleshooting
• Install a swivel tee and 1000 psi, (70 bar)

pressure gauge to the ‘G’ or ‘H’ port for the
servo pressure test. Hydraulic test stations
have gauge connections on LPS 1 or 2.
Page 20
Servo and replenishment pressures are Parker
DRAIN denison pressure range.
HOSE
RELIEF Each pump responds slightly different and
VALVE
HYDRAULIC actual pressures may vary depending on
MOTOR internal wear and tolerances.
The propel pumps are applied by one manual

hot oil shuttle
or electric type automatic brake with neutral
bypass control valve mounted to the pump
case.
Neutral centering adjustments may be made if

TEST
PORT BRAKE the pump has unwanted motion in the A or B
HOSE working ports. Disengage cable end prior to this
SHUTTLE
VALVE adjustment.
The Z port hose connects to the track final drive

When main, servo, and replenishing pressures
brake assembly. This hose may be interrupted
are in spec.
with a solenoid valve for tram interloc features.
1. Counter rotate track and remove solid pin
The Z port is case pressure while the pump is
from drive sprocket.
in neutral. When the pump is controlled on the
Z port becomes servo pressure.
2. De-stroke propel pump control.
3. Lower engine idle, stop machine. NEUTRAL CENTER

ALT DG PORT
BRAKE
ADJUSTMENT PORT ‘Z’
4. Reconnect brake hose to pump port ‘Z’ if ‘KG’ PORT

REPLENISHING
applicable. TEST PORT
P6P test ports

Refer to propel performance chart for pressure ‘VA’ PORT
specifications. ‘A’ PORT
MAIN
PRESSURE
PROPEL PERFORMANCE CHART ‘H’ PORT
SERVO
PORT
Main Servo Replenishment

Model psi psi psi
(bar) (bar) (bar)
D45KS 4200 330/580 200/300

(290) (23/40) (14/21) ‘V’ PORT
MAIN PRESSURE
D50KS 4200 330/580 200/300 BOTH DIRECTIONS
(290) (23/40) (14/21)
MAIN PRESSURE
COMPENSATOR
Pressures noted in the performance chart are a
pressure range specific for Parker Denison
piston pumps. Diagnosing pump and motor(s) require case
pressure gauge and flow meter installation to
Main pressure noted is a Sandvik blasthole drill case drain connections.
maximum working pressure.

Pump case pressures should not exceed 75 A typical left or right propel system without tram
psi. Typical propel pump case pressures range interloc options.
between 8 to 20 psi in neutral and increase with
system pressure to 45 to 55 psi in stall mode. SPRING APPLIED
BRAKE ASSEMBLY
Case pressure are subject to oil viscosity, oil HYDRAULIC RELEASE
> 271 PSI (18.7 BAR)
temperature and internal wear.
All pressures are checked with the engine at

high idle speed and hydraulic oil > 100° F
(37.7° C). (
Case pressure greater than 60 psi in neutral,

80 psi at stall is not recommended.
Servo pressure for closed loop applications

range between the Parker Denison spec noted.
HOS
Typical servo pressure at neutral range is 390 x
to 410 psi (27/28.5 bar) increasing through the
servo range according to maximum system
pressure.
Replenishing pressure for closed loop

applications range between the Parker
Denison spec noted. Typical replenishing
pressure at neutral range is 210 to 220 psi
(14.5/15 bar) and will decrease when the
actuator is turned on. Absolute lowest
Z PORT
replenishing pressure for a propel system is
180 psi (12 bar) during propel mode.
NOTE!
Main pressure may be slightly higher than LPR
noted for additional power due to final drive
X
selection and overall machine weights.

LPS
Nomenclature regarding the propel system

components shown here. These names are
common throughout the product range.
• LPS low pressure supply
• LPR low pressure return
• HOS hot oil shuttle valve
• ‘Z’ port track brake connection
Page 22
Tram interloc systems The proper operating sequence for using the
tram foot switch (deadman) feature is essential
Machine specific options may allow additional for hydraulic component longevity.
solenoid operated valves to control brake and
pump pressures of propel pump systems.
Table 1: Tram Interloc Components
SPRING APPLIED TRAM FOOT SWITCH TRAM CONTROLS
BRAKE ASSEMBLY
HYDRAULIC RELEASE
> 271 PSI (18.7 BAR)
(
24 VDC
HYDRAULIC VALVES TRAM JUNCTION BOX
O
TFS
O
PUMP VENT, AND BRAKE

SOLENOIDS
LBS
RBS HEAD POSITION SENSOR PROXIMITY SWITCHES
1 OR 2
PUMP V PORTS
Z PORT
T T
T T
PVS
X
The sequence of operation is:

KG PORTS
OR Z PORTS
• Machine ready to tram
• Both propel pump tram control levers in neu-

tral
Pump vent solenoid (PVS) vents the propel
pumps main system pressure until actuated by • Step on the tram foot switch pedal
either the tram foot switch or control relays.
• Actuate propel pump tram control levers for-
Left (LBS) and right (RBS) brake solenoids ward or reverse as needed
dead head propel pump servo brake pressure • Center the propel pump tram control levers
until actuated by either the tram foot switch or to neutral when ready to stop machine
control relays.
• Step off the tram foot switch pedal
Failure to apply the tram foot switch before

operating the propel pump tram control levers
or randomly stepping on and off the tram foot
switch with the propel pump tram control levers
actuated will lead to hydraulic seal and relative
hydraulic component problems.
Troubleshooting propel systems with tram

interloc components may require
12°
11°
• #4 hydraulic cap and plugs
• Electrical meter or test light
• Tram interloc bypass switch actuation 21°

22°
• Understanding of the component locations

and pump porting
MACHINE GRADIENT LIMITATIONS 15°

18°
The following sample and performance chart

are available in a single format relative to the
machine model in every operator manual
published for blasthole drills. 15°
18°
D45KS GRADIENTS
GRADES PERCENT
26°
24° 11° 19.4%
18° 32.5%
21° 38.4%
17°
21°
22° 40.4%
23° 42.4%
20°
23°
24° 44.5%
Reference data from Pocket Ref 2nd edition by

20°
23° Sequoia Publishing Inc Colorado USA
GRADE IN DEGREES
D45KS GRADIENTS 10
= 10% SLOPE
100
VERTICAL RISE DISTANCE

SLOPE DEGREES =
HORIZONTAL DISTANCE
TAN x SLOPE = DEGREES
Page 24
Caterpillar final drives:
GRADE IN PERCENT 1. Drain final drive oil
10’ 2. Remove the twenty final drive cover bolts
3. Remove the final drive cover

100’
4. Remove the sun gear set from the final drive
100 X VERTICAL RISE
% GRADE IS 100 x SLOPE OR 5. Replace the final drive cover
HORIZONTAL DISTANCE
6. Replace the twenty cover bolts

Towing Procedure
7. Refill the final drive with lube oil to the proper
To minimize undercarriage and hydraulic com- fluid level (3.4 gallons - 13 liters)
ponent damage proper final drive release meth-
ods and towing procedures must be Final drive can freewhell without sun gear con-
administered in the event that the machine can- nection to the drive ring
not run on it’s own power.
Perform a risk assessment of the equipment LOHMAN FINAL DRIVE

towing and related tasks.
Connect a solid metal tow bar to the tow vehicle

and the drill machine.
Release both left and right side final drive pinion

shafts.
Lohman final drives:
1. Remove four bolts from center cap with 1/2

inch (13 mm) wrench CAT FINAL DRIVE
2. Thread the two long bolts into center cap

untill bolt heads bottom out
Final drive can freewhell when the final drive

pinion is released

Propel Troubleshooting 4. Typical case drain and hot oil shuttle flow
measurements
1. Tram has low power in one direction only
Closed loop propel pump 6 and 7.25
• Hot oil shuttle or relief valve problem, displacement 5 to 6 gpm (19 to 22.8 lpm) at
remove hot oil shuttle relief valve drain hose stall pressure
and plug to momentary test
Closed loop propel motors 1.5 to 3 gpm (4.2 to
• Pump has internal servo control problem,
11.3 lpm)
replace pump
Propel hot oil shuttle relief valve drain 4 gpm
2. Track moves when operator tram control is
(15 lpm)
neutral
• Tram controller not centering due to wear 5. Tram alarm does not sound
• Check cable adjustment or remove cable • Check tram alarm relay inside cab junction
end from pump control box
• Adjust pump neutral center with control • Check neutral safety switch components
cable removed
• Check wire between tram alarm relay and
• Pump has internal servo control problem, audible signal horn
replace pump
6. Low tram power
3. Both tracks do not move
• Clean track of debris, track tension and bind-
• Tram interlock switches may not be in ing cause higher operating pressure and
proper positions loss of power
• Leveling jacks must be fully retracted, check • Adjust track tension to spec, tight tracks
all leveling jacks are up and proximity switch cause higher operating pressure
LED are illuminated
• Rotary head must be up with drill pipe out of

the hole, check rotary head is in contact with
mast limit switch and/or carrier sprocket is in
contact with mast proximity switch
• Check control relays 1 through 4 inside tram

junction box
• Check tram foot switch terminal connec-

tions, dirt or terminal corrosion may hinder
proper electric contract
• Check electric power at pump vent and

break solenoids
• Check propel gearbox for optional cold

weather disconnect linkage, open linkage
means pump shafts are not turning
Page 26
02-4-98
PUMP DRIVE 9. Fill with MIL-L-2105C or API-GL-5.
(001003-000) 10. Maximum operating oil temperature:

225°F (107° C).
GENERAL
The type of service and operating conditions Table 1: Lubricant recommendations
will determine the maintenance interval.
However, it is recommended that the oil level Lubricant
Temperature
Grade
be checked weekly, at the same time check
for oil leaks. Because the lubricant system is Below -10°F (-23°C) 75W
the heart of the unit, it is especially important Above -10° °
F and up to 100 F 80W-90
that the oil be kept clean. (37.8°C)
Above 100°F (37.8°C) 85W-140
PREVENTIVE MAINTENANCE .
1. Check unit for operational warning tags. POSITION 1
WARNING
PUMP
!! PADS
Stop the engine before checking or adding

oil.
2. Clean around oil fill before checking or

adding oil. MAGNETIC
DRAIN
OIL LEVEL PLUG
3. It is recommended that lubricating oil be
The oil capacity in position 1 is approximately
changed after the first 50 hours of service. 4-1/2 quarts (4.02 liters).
4. Thereafter, and under normal operating

conditions, it is recommended that the oil be POSITION 2
changed after every 500 hours of operation.
The oil in the unit should be changed when-
ever the oil level shows traces of dirt or
effects of high temperature, evident by dis-
coloration or strong odor.
5. Drain oil while the unit is still warm, exam- PUMP

PADS
ining for contamination or metal particles.
MAGNETIC
DRAIN OIL LEVEL
PLUG
6. Clean all magnetic drain plugs before
replacing. The oil capacity in position 2 is approximately
2-3/4 quarts (2.59 liters).
7. Always use clean oil in clean containers.
8. Do not overfill. This will result in over- REMOVAL AND DISASSEMBLY

heating and possible malfunction of the unit.
1. Drain the oil as described in the “PRE-
001003-000 SHEET 1 OF 3
02-4-98
VENTIVE MAINTENANCE” topic.
2. Remove the hardware securing the

pumps to the drive and pull the pumps FLANGE
straight back from the pump drive. DRIVEN
SEAL GEAR
3. Disconnect the gearbox driveshaft.
4. Using a suitable lifting device, remove the BEARING

gearbox mounting hardware and lift the gear-
box off of the rig.
DRIVE
SNAP GEAR
5. Position the gearbox so that the pump RINGS 1003-c
pads are facing up.
6. Remove the screws securing the pads to

the housing and remove the pads (note the
location of each pad before removing).
7. Note the location of each of the driven O-RING

gears before lifting the gears and bearings ADAPTER
FLANGE
out of the housing. HOUSING
NOTE!
It may be necessary to tip the gears slightly to 14. Clean the inside of the gearbox housing
clear the drive gear bearing pocket with a suitable solvent.
8. If necessary, pull the bearings off all the

gear hubs.
ASSEMBLY AND INSTALLATION
9. Position the gearbox so that the drive
flange is facing up. 1. Press the bearings on the drive and
driven gear hubs.
10. Remove the nuts securing the flange
housing and adapter to the gearbox. Lift the 2. Lubricate the input flange oil seal before
flange housing off of the gearbox. installing it in the flange housing.
11. Separate the adapter from the gearbox 3. Install the input flange bearing into the
housing and discard the O-ring. flange housing and secure it in place with the
outer snap ring.
12. Lift the drive gear and bearings out of the
housing. 4. Lubricate the shaft of the input flange
before installing it in the flange housing and
13. If necessary, remove the inner and outer securing it with the inner snap ring.
snap rings from the flange housing to remove
the input flange bearing, the flange and the 5. With the drive gear and bearings well
seal. lubricated, install this assembly in the gear-
box housing.
001003-000 SHEET 2 OF 3
02-4-98
6. Check the cleanliness of the input adapter 10. Check the cleanliness of the pump pads
and the gearbox surfaces. Apply a silicone and the gearbox surfaces. Apply a silicone
sealant around the adapter and install it over sealant around the pads and install them
the mounting studs and the drive gear bear- over the driven gear bearings. Tighten the
ing. mounting screws to 150 ft-lbs (202 Nm).
7. Lubricate and install a new O-ring in the 11. Using a suitable lifting device, lift the
adapter before installing the assembled input gearbox on to the rig and install the gearbox
flange and housing. Tighten the mounting mounting hardware.
nuts to 150 ft-lbs (202 Nm).
12. Attach the driveshaft and pumps.
8. Position the gearbox so that the pump
cavities are facing up. 13. Refer to the topic “PREVENTIVE MAIN-
TENANCE” and fill the housing with the rec-
9. With the driven gears and bearings well ommended oil.
lubricated, install these assemblies in the
gearbox housing. Be sure that the gear 14. Start the rig and check for oil leaks.
assemblies are placed in the same position if
they were removed and not replaced with
new ones.
001003-000 SHEET 3 OF 3
02-4-98
001003-000 SHEET 4 OF 3
02-11-97
DOUBLE PILOT CHECK

VALVE (001316-000
The double pilot check valve shown above is

used as a cylinder ‘locking device’ to hold
certain drill components in its last controlled
position. Some of the components you will
find this check valve on includes the holding
wrench and the drill pipe loader. As an
example, when the loader swing control lever
is returned to the ‘neutral’ position, the barrel
loader is ‘locked’ and will not vibrate or drift in
either direction until pressure is applied
through the control valve.
CHECK VALVE
If the cylinder does vibrate or drift out of its (USUALLY LOCATED
last controlled position, the check valve IN HYDRAULIC CABINET)
should be removed, thoroughly cleaned and
inspected. As replacement of component
parts are not recommended, the entire
check valve should be replaced if cleaning
the valve does not completely restore
‘locking’ of the component it is used with.
001316-000 SHEET 1 OF 1
02-11-97
001316-000 SHEET 2 OF 1
3-11-98
PUMP & MOTOR

SHAFT AND SEAL
8
6 7
5
REPLACEMENT 1
3
(001329-, 001330-, 002746-, & 2
002764-000)
4
GENERAL
Two types of shaft seals are used on these
pumps and motors; a seal assembly that
CARBON RING - TYPE SEAL
consists of a spring, rubber bellows, and carbon
ring, or a more typical oil seal.
4D
6
CARBON RING - TYPE SEAL 4A
This procedure applies to the following shaft

seals with seal kit part numbers:
001330-052
4B
001330-223
1
001330-416 4C
003785-061 ITEM 4 DETAIL
4F 4E 3
003785-185
Removal
Cleaning And Inspection
Disassemble and remove the driveshaft as
follows: All parts must be inspected and be free of
material defects, dirt, scratches or any foreign
1. Remove the four screws (8) and gaskets (7) material.
and remove retainer (6) and the stationary sec-
tion of seal (4). After cleaning, all parts must be covered with a
light film of clean oil.
CAUTION
Do not scratch the seal surfaces on the shaft
when removing seal (4). Installation
Install the shaft and seal assembly as follows:
2. Carefully remove the carbon ring and the
CAUTION
remainder of shaft seal (4) from shaft (1).
3. Remove snap ring (3) and pull out shaft and Before installing the shaft seal, exercise
bearing assembly (1). Remove shim (2) where care to ensure that all of the parts fit
applicable. together properly. If the rubber ring (F),
grips the shaft, spring (D) can disengage the
shell of carbon ring (C). Be sure the shell
001329-000 SHEET 1 OF 3
3-11-98
and the band of the carbon ring are properly L. Place the four gaskets (7) on the four screws
engaged before reassembling the seal. (8) and insert seal retainer (6). Depress the
seal retainer only far enough to start the four
1. Position the pump with the inlet and outlet screws and tighten evenly. Torque to 10 ft. lb.
port block facing down. (13.6 Nm).
2. Lubricate the seal and shaft with clean

hydraulic fluid of the same type that will be used
in the system. Install the assembled shaft and OIL SEAL - TYPE SHAFT SEAL
bearing (1) in the mounting flange and cradle. This procedure applies to the following shaft seal
Be certain that there are no burrs or sharp with seal kit part number:
edges on shaft seal area of the shaft. 001329-273
3. For a rigid shaft application use the shim (2)
that results in least clearance around the shaft 1
2
bearing.
4. Install snap ring (3) in the mounting flange to

retain the shaft assembly. Be certain that the
ring is fully seated in the groove. Use the ring
that results in the tightest fit.
5. Seal assembly (4) is available as a complete 1329-1s

unit only. Assemble the seal as follows:
5 4 3
NOTE ! 6
Seal installation must be completed quickly to
avoid the rubber friction ring seizing on the
shaft. OIL SEAL - TYPE SHAFT SEAL
F. Place spring retainer (E) over the shaft and

against the retaining ring on the shaft assembly. 1. Remove the four screws (1) and gaskets (2)
and remove retainer (3) and O-ring (5).
G. Place spring (D) against retainer (E).
2. Remove shaft seal (4) from shaft (6).
H. Apply grease to the inner surface of rubber
friction ring (F) and position the shell containing 3. Remove socket head screw (7) which
the rubber friction ring and carbon ring (C) over secures the cam to the housing.
the shaft with the carbon ring exposed.
CAUTION
I. Apply grease to the square section rubber
Do not scratch the seal surfaces on the shaft
seal (A) and install on ceramic seat (B).
when removing it from the cam.
J. Insert the seat and seal in seal retainer (6)
4. Carefully remove shaft and bearing assem-
with the lapped side of the seat in position to
bly (6) from the cam.
contact the carbon ring.
K. Place the seal retainer assembly and O-ring

(5) over the shaft with the lapped surface
against the carbon face.
001329-000 SHEET 2 OF 3
3-11-98
Cleaning And Inspection 3. Install O-ring (5) into the counterbore in the
housing.
All parts must be inspected and be free of
material defects, dirt, scratches or any foreign 4. Using a tapered sleeve tool with an inside
material. diameter of 1.240 inches (31.5 mm) and an out-
side diameter of 1.395 inches (35.5 mm), install
After cleaning, all parts must be covered with a seal (4) over the splines of the shaft.
5. Slide seal retainer (3) over the shaft and
against seal (4).
Installation
Install the shaft and oil seal as follows: 6. Place gaskets (2) over capscrews (1) and
install them. Alternately torque the screws to 50
1. Position the cam on the rotating group so ft-lbs (68 Nm).
that the thick part of the cam is at the bottom of
the port block.
2. Insert the small end of shaft and bearing

assembly (6) through the bore of the cam and
into the splines of the cylinder barrel.
001329-000 SHEET 3 OF 3
3-11-98
001329-000 SHEET 4 OF 3
3-12-98
HYDRAULIC PUMP DESCRIPTION
(001330-000) This hydraulic pump is an axial piston pump.

Rotation can be either clockwise or
counterclockwise.
GENERAL
TROUBLESHOOTING
This topic contains a description of the pump, a
troubleshooting table, and instructions for
The following table lists some of the difficulties
replacing the shaft seal and shaft assembly.
which may be experienced with this piston
pump. The table indicates the probable cause
and possible remedies for the problem listed.
Problem Cause Remedy

Noisy Pump Air in Fluid a. Leak in suction line
b. Leak at shaft seal
c. Low fluid level
d. Excessive pressure drop in the inlet line from reservoir
e. Suction line strainer acting as an air trap
Cavitation in pump rotating group a. Fluid too cold

b. Fluid too viscous
c. Fluid too heavy
d. Dirty return filters
Misaligned shaft a. Distrotion in mounting

b. Axial interference
Mechanical failure in pump a. Bearing failure

b. Worn parts in displacement control
High Wear in Pump Excessive loads a. Reduce pressure settings

b. Reduce speeds
Contaminent particles in fluid a. Improper filter maintenance

b. Introduction of dirty fluid into system
c. Dirty reservoir breather
d. Improper hose replacement
Improper fluid a. Fluid too thin or thick for operating range

b. Fluid breakdown
c. Incorrect additives in new fluid
d. Weak additives do to chemical aging
Water in fluid a. Condensation

b. Faulty breather
c. Leaking cooler
d. Incorrect flushing practices
Pressure Shocks Worn relief valve a. Repair
Worn compensator a. Repair
Servo pressure too low to maintain control a. Increase pressure & check pressure drop
Pump barrel blow-off a. Check pump hold-down, drain pressure
001330-000 SHEET 1 OF 3
3-12-98

Heating Fluid Excessive leakage a. Rescheck case drain flow
b. Fluid too thin
Hydraulic reservoir a. Fluid level too low

b. Air in fluid
Relief valve a. Set too low (compared to compensator)
Compensator a. Set too high (compared to relief)
Oil cooler a. Clogged or restricted

b. Reduced efficiency due to scale
c. Intermittent fluid flow

001330-052 Cleaning And Inspection
001330-223
001330-416 All parts must be inspected and be free of
003785-061 material defects, dirt, scratches or any foreign
003785-185 material.
After cleaning, all parts must be covered with a

Removal light film of clean oil.

follows:
Installation
1. Remove the four screws (8) and gaskets (7) Install the shaft and seal assembly as follows:
tion of seal (4). CAUTION
CAUTION Before installing the shaft seal, exercise
care to ensure that all of the parts fit
Do not scratch the seal surfaces on the shaft together properly. If the rubber ring (F),
when removing seal (4). grips the shaft, spring (D) can disengage the
2. Carefully remove the carbon ring and the and the band of the carbon ring are properly
remainder of shaft seal (4) from shaft (1). engaged before reassembling the seal.
3. Remove snap ring (3) and pull out shaft and 1. Position the pump with the inlet and outlet
bearing assembly (1). Remove shim (2) where port block facing down.
applicable.
in the system. Install the assembled shaft and
001330-000 SHEET 2 OF 3
3-12-98

8
6 7 H. Apply grease to the inner surface of rubber
5 friction ring (F) and position the shell containing
3
1 the rubber friction ring and carbon ring (C) over
2 the shaft with the carbon ring exposed.

4

4D
6
4A L. Place the four gaskets (7) on the four screws
(8) and insert seal retainer (6). Depress the
screws and tighten evenly. Torque to 10 ft. lb.
4B (13.6 Nm).
1 4C
ITEM 4 DETAIL H FB
4F 4E 3
bearing (1) in the mounting flange and cradle.
DG
Be certain that there are no burrs or sharp
edges on shaft seal area of the shaft. B
VB
3. For a rigid shaft application use the shim (2) C
that results in least clearance around the shaft
bearing. K 3888-s
REPLENISHMENT
PILOT
retain the shaft assembly. Be certain that the A
D1
FA
COMPENSATOR VA KG G V
5. Seal assembly (4) is available as a complete
NOTE ! PORT PORT

A PRESSURE/RETURN H FROM FILTER - SERVO
Seal installation must be completed quickly to B PRESSURE/RETURN PRESSURE
C SUCTION K AUXILLIARY REPLENISHING
avoid the rubber friction ring seizing on the D CASE DRAIN KG SERVO STRAINER &
shaft. DG CASE DRAIN GAUGE REPLENISHING TEST
FA CONTROL VENT - “A” SIDE V PRESSURE VENT & TEST
FB CONTROL VENT - “B” SIDE VA “A” SIDE VENT & TEST
G TO FILTER - SERVO PRESSURE VB “B” SIDE VENT & TEST
against the retaining ring on the shaft assembly. PORT IDENTIFICATION
001330-000 SHEET 3 OF 3
3-12-98
001330-000 SHEET 4 OF 3
02-11-97
AIR FILTER
(001658-000)
Table 1: PARTS DESCRIPTION
Q
ITEM T DESCRIPTION
Y
1 1 BODY
2 1 O-RING - 75-024
3 1 WASHER - rubber
4 1 LOUVER
5 1 ELEMENT - 5 micron
6 1 STUD
7 1 VALVE
8 1 INSERT
9 1 O-RING - 75-012
10 1 BODY
11 1 NUT
12 1 ELEMENT KIT - includes items 2, 3 and 5
13 1 FILTER KIT - automatic drain, includes
items 7, 8 and 9
During reassembly, make sure valve lip (7) is

turned down. Use a soft, blunt tool such as a
piece of cardboard to turn lip down. Do not
scratch the bowl surface when turning the
lip down.
Table 2: RECOMMENDED TOQUE

ELEMENT INCH POUNDS
Wash all parts using warm water and soap. STUD (ITEM 6)
Dry parts and blow out internal passages in BOWL (ITEM 1) 5 TO 10
body using clean, dry compressed air. Blow NUT (ITEM 11) 5 TO 8
air through filter element from inside to
outside to dislodge surface contaminants.
Replace filter element when plugged or dirty.
001658-000 SHEET 1 OF 1
02-11-97
001658-000 SHEET 2 OF 1
3-12-98
HYDRAULIC PUMP DESCRIPTION
(002764-000) This hydraulic pump is an axial piston pump.

Rotation can be either clockwise or
counterclockwise.
GENERAL
TROUBLESHOOTING
This topic contains a description of the pump, a
pump. The table indicates the probable cause

Noisy Pump Air in Fluid a. Leak in suction line
c. Low fluid level
d. Excessive pressure drop in the inlet line from reservoir
Cavitation in pump rotating group a. Fluid too cold

c. Fluid too heavy

Mechanical failure in pump a. Bearing failure

b. Worn parts in displacement control
High Wear in Pump Excessive loads a. Reduce pressure settings

b. Reduce speeds


b. Fluid breakdown

b. Faulty breather
c. Leaking cooler
Worn compensator a. Repair
Servo pressure too low to maintain control a. Increase pressure & check pressure drop
Pump barrel blow-off a. Check pump hold-down, drain pressure
002764-000 SHEET 1 OF 3
3-12-98

b. Fluid too thin

b. Air in fluid
Relief valve a. Set too low (compared to compensator)
Compensator a. Set too high (compared to relief)
Oil cooler a. Clogged or restricted

b. Reduced efficiency due to scale
c. Intermittent fluid flow

001330-052 Cleaning And Inspection
001330-223
001330-416 All parts must be inspected and be free of
003785-061 material defects, dirt, scratches or any foreign
003785-185 material.

Removal light film of clean oil.

follows:
Installation
1. Remove the four screws (8) and gaskets (7) Install the shaft and seal assembly as follows:
tion of seal (4). CAUTION
CAUTION Before installing the shaft seal, exercise
care to ensure that all of the parts fit
Do not scratch the seal surfaces on the shaft together properly. If the rubber ring (F),
when removing seal (4). grips the shaft, spring (D) can disengage the
2. Carefully remove the carbon ring and the and the band of the carbon ring are properly
remainder of shaft seal (4) from shaft (1). engaged before reassembling the seal.
3. Remove snap ring (3) and pull out shaft and 1. Position the pump with the inlet and outlet
bearing assembly (1). Remove shim (2) where port block facing down.
applicable.
002764-000 SHEET 2 OF 3
3-12-98

8
6 7 H. Apply grease to the inner surface of rubber
5 friction ring (F) and position the shell containing
3
1 the rubber friction ring and carbon ring (C) over
2 the shaft with the carbon ring exposed.

4

4D
6
4A L. Place the four gaskets (7) on the four screws
(8) and insert seal retainer (6). Depress the
4B (13.6 Nm).
1 4C
ITEM 4 DETAIL H FB
4F 4E 3
DG
edges on shaft seal area of the shaft. B
VB
3. For a rigid shaft application use the shim (2) C
bearing. K 3888-s
REPLENISHMENT
PILOT
retain the shaft assembly. Be certain that the A
D1
FA
COMPENSATOR VA KG G V
NOTE ! PORT PORT

A PRESSURE/RETURN H FROM FILTER - SERVO
Seal installation must be completed quickly to B PRESSURE/RETURN PRESSURE
C SUCTION K AUXILLIARY REPLENISHING
avoid the rubber friction ring seizing on the D CASE DRAIN KG SERVO STRAINER &
shaft. DG CASE DRAIN GAUGE REPLENISHING TEST
FA CONTROL VENT - “A” SIDE V PRESSURE VENT & TEST
FB CONTROL VENT - “B” SIDE VA “A” SIDE VENT & TEST
G TO FILTER - SERVO PRESSURE VB “B” SIDE VENT & TEST
against the retaining ring on the shaft assembly. PORT IDENTIFICATION
002764-000 SHEET 3 OF 3
3-12-98
002764-000 SHEET 4 OF 3
06-02-99
PUMP DRIVE 9. Fill with MIL-L-2105C or API-GL-5.
(003837-000) 10. Maximum operating oil temperature:

225°F (107° C).
GENERAL
The type of service and operating conditions Table 4: Lubricant recommendations
will determine the maintenance interval.
However, it is recommended that the oil level Lubricant
Temperature
Grade
be checked weekly, at the same time check
for oil leaks. Because the lubricant system is Below -10°F (-23°C) 75W
the heart of the unit, it is especially important Above -10° °
F and up to 100 F 80W-90
that the oil be kept clean. (37.8°C)
Above 100°F (37.8°C) 85W-140
PREVENTIVE MAINTENANCE
1. Check unit for operational warning tags.
! WARNING
Stop the engine before checking or adding
oil.
2. Clean around oil fill before checking or

adding oil.
3. It is recommended that lubricating oil be

changed after the first 50 hours of service.
4. Thereafter, and under normal operating

conditions, it is recommended that the oil be OIL LEVEL
changed after every 500 hours of operation.
The oil capacity is approximately
The oil in the unit should be changed when- 7-3/4 quarts (8.4 liters).
ever the oil level shows traces of dirt or
effects of high temperature, evident by dis-
coloration or strong odor.
REMOVAL AND DISASSEMBLY
5. Drain oil while the unit is still warm, exam-
ining for contamination or metal particles.
1. Drain the oil as described in the “PRE-
VENTIVE MAINTENANCE” topic.
6. Clean all magnetic drain plugs before
replacing.
2. Remove the hardware securing the
pumps to the drive and pull the pumps
7. Always use clean oil in clean containers.
straight back from the pump drive.
8. Do not overfill. This will result in over-
3. Disconnect the gearbox driveshaft.
heating and possible malfunction of the unit.
003837-000 SHEET 1 OF 3
06-02-99
4. Using a suitable lifting device, remove the 2. Lubricate the input flange oil seal before
gearbox mounting hardware and lift the gear- installing it in the flange housing.
box off of the rig.
3. Install the input flange bearing into the
5. Position the gearbox so that the pump flange housing and secure it in place with the
pads are facing up. outer snap ring.
6. Remove the screws securing the pads to 4. Lubricate the shaft of the input flange
the housing and remove the pads (note the before installing it in the flange housing and
location of each pad before removing). securing it with the inner snap ring.
7. Note the location of each of the driven 5. With the drive gear and bearings well
gears before lifting the gears and bearings lubricated, install this assembly in the gear-
out of the housing. box housing.
NOTE! 6. Check the cleanliness of the input adapter

It may be necessary to tip the gears slightly to and the gearbox surfaces. Apply a silicone
clear the drive gear bearing pocket sealant around the adapter and install it over
the mounting studs and the drive gear bear-
8. If necessary, pull the bearings off all the ing.
gear hubs.
7. Lubricate and install a new O-ring in the
9. Position the gearbox so that the drive adapter before installing the assembled input
flange is facing up. flange and housing. Tighten the mounting
nuts to 150 ft-lbs (202 Nm).
10. Remove the nuts securing the flange
housing and adapter to the gearbox. Lift the 8. Position the gearbox so that the pump
flange housing off of the gearbox. cavities are facing up.
11. Separate the adapter from the gearbox 9. With the driven gears and bearings well
housing and discard the O-ring. lubricated, install these assemblies in the
gearbox housing. Be sure that the gear
12. Lift the drive gear and bearings out of the assemblies are placed in the same position if
housing. they were removed and not replaced with
new ones.
13. If necessary, remove the inner and outer .
snap rings from the flange housing to remove
the input flange bearing, the flange and the
seal.
14. Clean the inside of the gearbox housing

with a suitable solvent. 3837sa
ASSEMBLY AND INSTALLATION

INPUT SHAFT
1. Press the bearings on the drive and
driven gear hubs.
003837-000 SHEET 2 OF 3
06-02-99
10. Check the cleanliness of the pump pads

and the gearbox surfaces. Apply a silicone
sealant around the pads and install them
over the driven gear bearings. Tighten the
mounting screws to 150 ft-lbs (202 Nm).
11. Using a suitable lifting device, lift the

gearbox on to the rig and install the gearbox
mounting hardware.
12. Attach the driveshaft and pumps.
13. Refer to the topic “PREVENTIVE MAIN-

TENANCE” and fill the housing with the rec-
ommended oil.
14. Start the rig and check for oil leaks.
003837-000 SHEET 3 OF 3
06-02-99
003837-000 SHEET 4 OF 3
2-18-92
ACCUMULATOR 7. The bleeder valve can be used to let out any

gas pressure in excess of desired precharge.
(004695-000)
8. Replace dynaseal and valve guard.
The accumulator charges should be pressure

RECHARGING
checked at approximately 100 hour intervals. If
the bladder charge cannot be maintained, , the
! CAUTION complete accumulator must be replaced.
Overcharging the accumulator bladder can
damage the accumulator and hydraulic com-
ponents. Extreme temperatures can result in
incorrect pressure readings. Accumulator
charging should only be done when the
ambient temperature is between 70 and
100°F (21 and 38°C).
1. Exhaust all hydraulic pressure from the sys-

tem.
! CAUTION
DO NOT use oxygen as a charge gas. Dry
nitrogen gas should be used.
2. Remove valve guard and dynaseal.
3. Mount hose assembly gland nut to pressure

regulator.
4. Attach a swivel connector to the gas valve.

Hand tighten sufficiently to compress gasket
swivel connector in order to prevent gas leak-
age.
5. Precharge bladder slowly to about 10 PSIG

before completely tightening the valve stem nut.
Use a second wrench on the valve stem flats to
react the torque applied to the stem nut.
6. Proceed to inflate accumulator to 100 psi (7

bars) by slowly opening the pressure regulator
valve on nitrogen cylinder, closing it occasion-
ally to allow needle on pressure gauge to stabi-
lize (thus giving accurate reading of precharge
pressure). When correct precharge has been
reached, close pressure regulator valve on
nitrogen cylinder securely.
004695-000 (SHEET 1 OF 1)
2-18-92
004695-000 (SHEET 2 OF 2)
2-14-97
HYDRAULIC TANK
AIR REGULATION SYSTEM
(004756-000)
PLUG TANK AIR

DRAIN VALVE
VALVE
ASSEMBLY
AIR REGULATOR
AIR RELIEF VALVE
1. Machine must be shutdown and all air regulator. Also reinstall the 30 PSI gauge on
pressure released from hydraulic tank the air regulator valve and remove test gauge
through the air drain valve. from air drain valve.
2. Install 100 PSI gauge in street elbow on 6. Restart engine and check air regulator
air drain valve. Rotate street elbow so gauge setting. Pressure reading should be no more
can be easily read. Remove plug from top of than 3-7 PSI.
air regulator and remove spring and valve
assembly. Replace plug. Remove air gauge 7. Air regulators are preset between 3 and
from air regulator and plug opening. 7 PSI. If excessive reading is obtained
regulator must be replaced.
3. Air relief valve adjusting knob must be
turned counterclockwise (CCW) to allow for
maximum relief before starting engine. Do
not unscrew adjusting knob completely.
4. Start engine and allow compressor

pressure to come up to a minimum of 100 PSI
receiver tank pressure. Adjust air relief valve
to 12-15 PSI by turning adjusting knob
clockwise (CW).
5. Release all air from hydraulic tank and

reinstall valve assembly and spring in air
004756-000 SHEET 1 OF 1
2-14-97
004756-000 SHEET 2 OF 1
6-13-97
HYDRAULIC VANE PUMP The inlet flow feeds through ports on both sides
of the cartridges as well as through a large port
through the cam ring at each suction ramp.
(008172-000) The vanes are held outward in a light but steady

contact against the fluid film which separates
them from the cam ring. Their radial position
GENERAL changes to follow the cam and to adjust for fluid
viscosity, contaminants and component wear.
The following pages cover the description, oper-
ation, removal, maintenance overhaul and The rotor is separated from the side plates by
installation instructions for the vane type the fluid film. The sideplates are clamped axi-
hydraulic pump. ally by an overbalance of the internal pressure
forces in the pumping cartridge. They accom-
modate dimensional changes due to tempera-
DESCRIPTION ture and pressure.
The vane pump consists of six basic compo-

nents: the housing or body, two unitized car- MAINTENANCE
tridges consisting of; a rotor, vanes, vane
holdout pins, cam ring, bearing, port plate and The internal parts of this pump are lubricated by
pressure plate, a shaft and bearing, mounting the operating fluid, therefore, preventative main-
cap and end cap. tenance is limited to keeping the fluid in the sys-
tem clean. Dirt should not be allowed to
END CAP BODY MOUNTING CAP
accumulate on the pump or around the shaft
seal. All fittings and bolts should be tight.
NOTE !
It is especially important that the suction or inlet
piping and fittings be tight and in good repair to
prevent air from being drawn into the system.
In the event the pump does not perform prop-

CARTRIDGES SHAFT & BEARING erly or a malfunction occurs, refer to the “Trou-
bleshooting Chart” before proceeding with an
overhaul.
OPERATION
TROUBLESHOOTING
Operation of this hydraulic pump is as follows:
The rotors, driven by the shaft, carry the vanes
in radial slots. The vanes follow the cam ring
which may be experienced with this vane pump.
through their cycle, two cycles per revolution for
The table indicates the probable cause and pos-
each vane; suction-seal-discharge-seal. The
sible remedies for the problem listed.
rotors are loaded by the vanes only when they
are on the major and minor arcs of the cam con-
tour. Diametrical balance of vanes, ports and
pressures causes the rotors to see only pure
torque loads from the pumping action. The shaft
bearings carry the overhung and axial loads
imposed by the pump drive.
008172-000 (SHEET 1 OF 6)
6-13-97

External Leakage a. Seal failure. a. Replace seal.
b. Porosity in casting. b. Replace casting.
c. Damaged or defective seal between c. Replace seal.
housing and mounting cap.
Leakage at Fittings a. Cracked or damaged flange or fittings. a. Replace flange or fittings.

b. Damaged or defective flange threads. b. Replace flange.
c. Damaged or defective O-ring seal. c. Replace O-ring seal.
d. Burr on mating surfaces. d. Remove burr.
Loss in Pump RPM a. Power source too small for pump being a. Provide larger power source. See HP
Under Load used. requirements for pump being used.
Pump Not Delivering a. Pump does not prime. a. Bleed air from system.
Oil b. Wrong direction on shaft rotation. b. Reverse direction of shaft.
Convert pump to reverse direction of rotation.
(Check rotation arrows on ident. plate & cam
ring.)
c. Tank fluid level too low. c. Add fluid and check level to be certain suction
line is submerged.
d. Fluid inlet line or suction strainer d. Clean strainer of all foreign material.
clogged.
e. Air leak in suction line. e. Tighten and seal connections. Replace seals.
f. Fluid viscosity too heavy to pick up f. Use lighter viscosity fluid.
prime.
g. Broken pump shaft or internal parts. g. Replace damaged parts per overhaul instruc-
tions.
Pump Not Develop- a. Relief valve setting too low. a. Reset relief valve.
ing Pressure b. Relief valve sticking open. b. Check for defective or malfunctioning valve.
c. Vane hold out pins not loading vanes. c. Disassemble and check pins & pin bores for
burrs or damage. Check for foreign material.
d. Free recirculation of fluid to tank being d. Check directional control valve for open cen-
allowed. ter or neutral position. Check for open bypass
valve.
Noisy or Erratic a. Air leak at pump inlet or suction lines. a. Check for air leaks by pouring system fluid
Operation around joints and listen for change in sound
level. Tighten as required.
b. Housing and mounting cap separation. b. Check bolts for poor torque.
c. Restricted or clogged inlet line or c. Clean strainer.
strainer.
d. Excessive pump RPM (cavitation). d. Provide power source that does not exceed
maximum pump RPM recommendations.
e. Worn vanes, cam ring or port plates. e. Replace cartridge.
f. Worn vane holdout pins. f. Replace cartridge.
g. Worn bearings. g. Disassemble and replace.
Seal Failure a. Excessive inlet pressure. a. Decrease inlet pressure, inlet pressure must
not exceed 35 PSI.*
* Except for pumps with S-5 seals. These must not exceed 50 PSI inlet pressure.
VANE PUMP TROUBLESHOOTING TABLE
008172-000 (SHEET 2 OF 6)
6-13-97
REMOVAL and INSTALLATION tion for changing cartridges and changing the
shaft and shaft seals.
The following instructions are general and
should only be used as a guide in removing and Drain all fluid from the pump and thoroughly
installing this component. clean the exterior surface. Prepare a clean, lint
free surface on which to place the internal parts
To remove the pump, proceed as follows: for inspection.
9. Stop the engine and allow the hydraulic oil to

cool. Disconnect the battery ground cable and Changing Cartridges
tag the ignition switch to inform others of the
maintenance taking place. When changing cartridges the following instruc-
tions should be observed.
10. Clean the area around the pump drive and
hose connections. 1. Drain all fluid from pump and thoroughly
clean exterior surface.
11. To prevent hydraulic oil from draining out of
the pump supply lines, either drain the hydraulic 2. Match mark the pump end caps and body.
tank or attach a shop vacuum line to the tank’s Secure the pump in a vise with the shaft
breather opening. Build a vacuum and remove extended down. Clamp the vise on mounting
and cap the pump supply line. cap (3), not on body (2).
12. Tag, disconnect and cap the hoses at the 3. Remove the seven screws (20) and lift off
pump. Plug the pump ports to prevent contami- end cap (1) together with the rear cartridge.
nation. Remove seal (16) form the cap.
13. Securely support the pump with a suitable 4. Remove the rear cartridge assembly (P2)
lifting device before removing the pump attach- from end cap. It may be necessary to use a
ing hardware. gear puller with its arms hooked under the rear
port plate (9). Take care not to damage the cam
14. Before installing the pump be sure the ring or port plate.
mounting sufaces of the pump and pump drive
are clean. 20 2 3
15. Once the pump is installed, fill it with clean

hydraulic fluid.
1
16. Start the machine and check the fittings at

the pump for leakage.
16 9 11 21
OVERHAUL
5. Remove the four screws (21) and separate
center housing (2) from mounting cap (3). The
General shaft assembly and shaft seal parts are
removed with the mounting cap. It may be nec-
The instructions contained in this section cover essary to use a gear puller to remove the front
a complete disassembly, inspection and assem- “P1” cartridge by hooking the arms under front
bly of the pump. Also in this section is informa- port plate (11). Take care not to damage the
008172-000 (SHEET 3 OF 6)
6-13-97
ring or mounting cap. 1. Drain the pump of hydraulic fluid. Secure

the pump in a vise. Clamp the vise on end
6. Place pump body (2) on end and install the cap (1), not on body (2).
new front cartridge in the housing. Lubricate the
O-rings before installation. 2. Remove four screws (21) and separate body
(2) from mounting cap (3). The shaft assembly
7. Install mounting cap (3) with the attached and shaft seal assembly will be removed with
shaft assembly by inserting the shaft through the cap. Remove the cartridge assembly from
the cartridge. Rotate the shaft to engage the cap (3). It may be necessary to use a gear
spline in the rotor. puller with its arms hooked under port plate (11)
to remove the cartridge. Take care not to dam-
NOTE ! age the port plate.
Align the match marks by turning the mounting
cap. 30
2 3
18
8. Install four screws (21) and alternately
tighten two to draw down mounting cap. Torque 4
all four to 158 Nm (118 ft. lbs).
9. Install the rear cartridge in opposite end of

housing. Make certain pin in port plate enters 29
drilled hole in housing. 19
11 17 21
3
3. Remove O-ring (17) from cap (3). Remove

1 retaining ring (19) and press or drive shaft
assembly (4) from the cap. Use a soft faced
hammer and gently tap the end of the shaft.
Remove seal (18) only if it is to be changed.
NOTE !
21
Examine ball bearing (30) for wear before
16
removing it from shaft (4). Apply light pressure
to the outer race and rotate to check for wear or
10. Install seal (16) on end cap. Apply hydraulic cracks and excessive looseness. Remove the
fluid to all seals to assist in assembly. Install bearing from the shaft if damaged. Inspect the
end cap (1) over the cartridge and rotate until shaft for damage, especially the seal surface for
the match marks are aligned. the shaft seal. Omit the next procedure if bear-
ing removal is not required.
11. Install the seven screws and alternately
tighten to draw down the end cap. Torque to 45 4. Remove retaining ring (29) and press bear-
ft. lbs. Fill with approved hydraulic fluid. ing (30) off of shaft (4).
Changing Shaft or Shaft Seal

CAUTION
Retaining ring (31) must be removed by
Change the shaft or shaft seal as follows: passing over the bearing surface of the shaft
and NEVER over the shaft seal surface. A
008172-000 (SHEET 4 OF 6)
6-13-97
damaged seal surface will cause the shaft

seal to leak.
1 20
5. If removed, install retaining ring (31) in the 61 Nm
(45 Ft-lbs)
groove nearest the input end of shaft (4) by
passing the ring over the output end of the 16
shaft. Do not install it over the input end as P2
this may damage the seal surface next to the P2 CARTRIDGE
groove causing seal leakage.
2
29 3 30
18 S
P1 CARTRIDGE
4
19
31 29 30
19
31 18
17 3
6. Install ball bearing (30) by pressing on the
inner race until the bearing is seated against
retaining ring (31). Install retaining ring (29). P1 21
Make sure both rings are fully seated in their 159Nm
(118 Ft-Lbs)
grooves.
4
7. Using a seal driver, press shaft seal (18) into

mounting cap (3). Grease the seal lips.
8. Install a protective sleeve over the splines of
NOTE ! shaft (4) and then press on the outer race of
The open face of seal must be toward installa- ball bearing (30) until it is installed in mounting
tion tool. If a sealant is not furnished on the cap (3).
O.D. of the seal apply a light coat of approved
sealing compound. Use extreme care not to
deposit any of the sealing compound on the
CAUTION
seal element or on the shaft. Do not press on the end of shaft (4).
9. Install retaining ring (19) to hold shaft (4) in

place. Make sure ring is fully seated in groove.
10. Place the front cartridge in body (2). Install

O-ring (17) on mounting cap (3) and insert shaft
assembly down through the cartridge engaging
the matching serrations.
008172-000 (SHEET 5 OF 6)
6-13-97
CAUTION
Take special care the splines of the shaft
and rotor engage smoothly. If necessary
rotate the shaft slightly to obtain this.
2 3
18
29
19
11 17 21
11. Align the match marks and secure cap (3) to

body (2) with screws (21). Torque to 159 Nm
(118 ft. lbs).
008172-000 (SHEET 6 OF 6)
6-18-97
of the cartridge as well as through a large port
(008610-000) through the cam ring at each suction ramp.
The vanes are held outward in a light but steady

GENERAL
changes to follow the cam and to adjust for fluid
ation, removal, maintenance overhaul and
installation instructions for this vane type
The rotor is separated from the side plates by
hydraulic pump.
the fluid film. The sideplates are clamped axi-
ally by an overbalance of the internal pressure
DESCRIPTION
ture and pressure.
This vane pump consists of four basic compo-
nents: the housing or body, a unitized cartridge
consisting of; a rotor, vanes, vane holdout pins,
MAINTENANCE
cam ring, bearing, port plate and pressure plate,
a shaft and bearing, mounting cap.
The internal parts of this pump are lubricated by
the operating fluid, therefore, preventative main-
BODY MOUNTING CAP tenance is limited to keeping the fluid in the sys-
NOTE !
CARTRIDGE SHAFT & BEARING
erly or a malfunction occurs, refer to the “Trou-
OPERATION overhaul.

The rotor, driven by the shaft, carries the vanes TROUBLESHOOTING
through their cycle, two cycles per revolution for The following table lists some of the difficulties
each vane; suction-seal-discharge-seal. The which may be experienced with this vane pump.
rotor is loaded by the vanes only when they are The table indicates the probable cause and pos-
on the major and minor arcs of the cam contour. sible remedies for the problem listed.
Diametrical balance of vanes, ports and pres-
sures causes the rotor to see only pure torque
loads from the pumping action. The shaft bear-
ings carry the overhung and axial loads
008610-000 SHEET 1 OF 5
6-18-97


ring.)
line is submerged.
clogged.
prime.
tions.
valve.
strainer.
not exceed 35 PSI.*
* Except for pumps with S-5 seals. These must not exceed 50 PSI inlet pressure.
008610-000 SHEET 2 OF 5
6-18-97

maintenance taking place. When changing the cartridge the following
instructions should be observed.
the pump supply lines, either drain the hydraulic 2. Match mark the pump mounting cap and
tank or attach a shop vacuum line to the tank’s body. Secure the pump in a vise with the shaft
4. Tag, disconnect and cap the hoses at the 3. Remove the four screws (1) and lift off body
pump. Plug the pump ports to prevent contami- (2). Remove seal (3) from cap (11).
nation.
4. Remove cartridge assembly (4) from mount-
5. Securely support the pump with a suitable ing cap (11). It may be necessary to use a gear
lifting device before removing the pump attach- puller with its arms hooked under cam ring (4E).
ing hardware. Take care not to damage the cam ring or
mounting cap.
6. Before installing the pump be sure the
mounting sufaces of the pump and pump drive 4 4E 2 11
are clean. 1

hydraulic fluid.

4B 3
OVERHAUL
5. On a clean workbench install the new car-
tridge in body (2) making sure that drive lock
General pin (4B) is properly seated.
The instructions contained in this section cover 6. Lubricate the O-rings before installation.
a complete disassembly, inspection and assem- Install mounting cap (11) with the attached
bly of the pump. Also in this section is informa- shaft assembly by inserting the shaft through
008610-000 SHEET 3 OF 5
6-18-97
the cartridge. Rotate the shaft to engage the ing it from shaft (9). Apply light pressure to the
spline in the rotor. outer race and rotate to check for wear or
cracks and excessive looseness. Remove the
NOTE ! bearing from the shaft if damaged. Inspect the
Align the match marks by turning the mounting shaft for damage, especially the seal surface for
cap. the shaft seal. Omit the next procedure if bear-
7. Install four screws (1) and alternately tighten
two to draw down mounting cap. Torque all four 4. Remove retaining ring (6) and press bearing
to 155 Nm (115 ft. lbs). (7) off of shaft (9).
CAUTION
Changing Shaft or Shaft Seal Retaining ring (8) must be removed by pass-
ing over the bearing surface of the shaft and
Change the shaft or shaft seal as follows: NEVER over the shaft seal surface. A dam-
aged seal surface will cause the shaft seal to
1. Drain the pump of hydraulic fluid. Secure leak.
the pump in a vise. Clamp the vise on mount-
ing cap (11), not on body (2). 5
7
2. Remove four screws (1) and separate body
10
(2) from mounting cap (11). Remove the car-
tridge assembly from the cap. It may be neces-
sary to use a gear puller with its arms hooked
under cam ring (4E) to remove the cartridge.
Take care not to damage the cam ring or
mounting cap.
9
4 4E 2 11
1
6
10
8
11
9
3 5. If removed, install retaining ring (8) in the

5 7 groove nearest the input end of shaft (9) by
passing the ring over the output end of the
shaft. Do not install it over the input end as
3. Remove the mounting cap from the vise and this may damage the seal surface next to the
remove O-ring (3) from cap (11). Remove groove causing seal leakage.
retaining ring (5) and using a soft faced hammer
gently tap the end of the shaft. Remove seal 6. Install ball bearing (7) by pressing on the
(18). inner race until the bearing is seated against
retaining ring (8). Install retaining ring (6).
NOTE ! Make sure both rings are fully seated in their
Examine ball bearing (7) for wear before remov- grooves.
008610-000 SHEET 4 OF 5
6-18-97
7. Using a seal driver, press shaft seal (10) into 10. On a clean workbench install the cartridge in
mounting cap (11). Grease the seal lips. body (2) making sure that drive lock pin (4B) is
properly seated.
NOTE !
The open face of seal must be toward installa- 11. Lubricate the O-rings before installation.
tion tool. If a sealant is not furnished on the Install mounting cap (11) with the attached shaft
O.D. of the seal apply a light coat of approved assembly by inserting the shaft through the car-
sealing compound. Use extreme care not to tridge. Rotate the shaft to engage the spline in
deposit any of the sealing compound on the the rotor.
seal element or on the shaft.
NOTE !
8. Install a protective sleeve over the splines of Align the match marks by turning the mounting
shaft (9) and then press on the outer race of cap.
ball bearing (7) until it is installed in mounting
cap (11). 12. Install four screws (1) and alternately tighten
two to draw down mounting cap. Torque all four
CAUTION to 155 Nm (115 ft. lbs).
Do not press on the end of shaft (9).

place. Make sure the ring is fully seated.
008610-000 SHEET 5 OF 5
6-18-97
008610-000 SHEET 6 OF 5
10-13-98
HYDRAULIC CYLINDER 4. Remove O-ring (6), wear rings (3) and ‘T’
seal (4) from piston (5). Discard these items.
(020050-000)
5. Remove wear ring (7), seal (12) and wiper
ring (13) from inside gland (11).
REMOVAL
6. Remove O-ring (8), back-up ring (9) and dirt
ring (10) from the outside of gland (11).
1. Tag and disconnect the hydraulic hoses at
the cylinder. Cap the lines and plug the cylinder
ports to prevent the entry of dirt.
Cleaning and Inspection
2. Unpin and remove the cylinder.
1. Clean the threads of the gland and cylinder
3. Clean the outside of the cylinder and place
body with solvent to remove any traces of lock-
the cylinder in a clean work area.
ing compound.
2. Check the piston and gland for nicks or

sharp edges. Polish to remove them.
OVERHAUL
3. Check the cylinder wall for signs of scoring.
NOTE!
Replace if needed.
These procedures were written with the
assumption that the cylinder is to be completely
4. Check the piston rod for distortion. Replace
disassembled and a new seal kit installed.
if needed.
Disassembly
Assembly
1. Support cylinder body (1) at both ends and
using a spanner wrench unthread gland (11).
1. Lubricate each part in clean hydraulic oil
before installing it.
NOTE!
Because of the use of thread compound, it may
2. Install wear ring (7), seal (12) and wiper ring
be necessary to heat the gland to 400°F
(13) in gland (11) as shown.
(205°C) and disassemble hot to break the joint.
2. Place a container under the rod end of cylin- 8 9

der body (1) to catch any oil remaining in the 10
cylinder. Pull the cylinder rod assembly straight 13
out of body (1) to prevent the piston assembly
from scoring the cylinder wall. 22237A1
7 12
3. Unthread and remove piston self-locking nut
(2). Carefully slide piston (5) and gland (11) off
of rod (14).
NOTE!
For models -004, -010, -011, -012, -013, and -
015 spacer (15) should also slide off the piston
rod. 11
020050-000 Sheet 1 of 3
10-13-98
3. Install dirt ring (10), back-up ring (9) and O-

ring (8) on the outside of gland (11) as shown.
4. Lubricate rod (14) with clean hydraulic oil INSTALLATION

and slide the assembled gland assembly on the
rod. 1. Pin the cylinder in place.
NOTE! 2. Remove the plugs from the cylinder ports

For models -004, -010, -011, -012, -013, and - and fill the cylinder with oil.
015, lubricate and install the spacer on the pis-
ton rod. 3. Remove the caps from the hydraulic hoses
and connect the hoses.
5. Check the center groove on piston (5) for
sharp edges. The shoulders of the groove 4. Start the machine and cycle the cylinder to
should have a 15-20° bevel. remove air and check for leaks.
6. Using a dull pick, begin walking ‘T’ seal (4) 5. Retract all hydraulic cylinders and check the
into position in the center groove of piston (5). oil level in the hydraulic reservoir. Add oil of the
type specified in Section 2.
NOTE!
It may be necessary to heat the top ring of the
‘T’ seal in oil or water to 210°F (100°C) to aid in
installing the seal.
7. Install wear rings (3) on the outside of piston

(5) and O-ring (6) on the inside.
8. Lubricate the inside of the piston assembly

with clean hydraulic oil before positioning it on
the end of rod (14).
9. Lubricate the threads of a new self-locking

nut (2). Install the nut on the end of rod (14) and
torque to 90 ft-lbs (122 Nm).
NOTE!
If self-locking nut (2) is being reused, apply Loc-
tite #277 to the threads of the nut before install-
ing it. Allow several hours for the locking
compound to cure.
10. Lubricate the gland and piston assemblies

and the walls of cylinder body (1) with clean
hydraulic oil before installing the piston in the
body.
11. Apply Loctite #277 (red) to the threads of

gland (11) before threading the gland into cylin-
der body (1). Using a spanner wrench, torque
the gland to a minimum of 175 ft-lbs (237 Nm).
020050-000 Sheet 2 of 3
10-13-98
2
3
4
3
20050s4.tif
6
15
7
8
10
11
12
13
14
NOTE!
ITEM 15 IS ONLY USED ON
CYLINDERS -004, -010, -011,
-012, -013, & -015.
020050-000 Sheet 3 of 3
8-98
HYDRAULIC CYLINDER 4. Apply a 1/4 inch (6 mm) bead of Loctite 277

around one half of the threaded inside diameter
PISTON LOCK KIT of the piston.
(020058-055) 5. Using the table below, determine the piston
torque required.
GENERAL NOTE!
The Loctite compound will begin hardening 4-6
The following instructions apply to hydraulic cyl-
minutes after tightening begins.
inders that use one of the following setscrew
and plug piston lock arrangements listed below. PISTON TORQUE TABLE
This arrangement has been upgraded to con-
TORQUE TORQUE
tain; Loctite 277, Loctite 242, a dog-point set- CYLINDER NUMBER
FT-LBS Nm
screw, and a setscrew and steel shear pin.
020058-055 020049-003 & 004 300 407
020059-061 020051-001 300 407
020064-058
020065-059 020056-001 & 003 300 407
020066-059 020058-001, 2, 3 & 4 350 475
020076-059
020077-057 020059-002 350 475
020089-058 020062-002 300 407
020170-061
020064-002 & 003 300 407
020170-071
020199-059 020065-001 & 002 300 407
020066-001 & 002 300 407

Before beginning the piston to rod assembly
check both parts for nicks and burrs. Clean the 020067-002 300 407
parts and their threads thoroughly. 020070-001 & 002 350 475
020071-001 & 002 350 475

ASSEMBLY 020076-001 & 002 350 475
020077-001 300 407

Assemble the piston to the rod as follows:
020078-001 450 610
1. As required, slide the assembled gland and
020089-001 350 475
spacer (4) on piston rod (10).
020170-001 & 002 220 296
2. Apply a thin film of clean hydraulic oil to the 020199-001 & 003 300 407
piston O-ring before installing it in the piston.
022102-001 300 407
3. Begin threading the piston on to the rod 022111-001 350 475
stopping when 1 inch (25 mm) of threads
remain inside of the piston. 6. Using a spanner wrench, tighten the piston
to the value determined.
NOTE!
To decrease the amount of curing time from 6 7. Locate the setscrew hole in the piston on the
hours to 2, it is recommended that Loctite wear ring groove. Use a 5/16” drill bit, drill 1/8 ±
Primer N be applied to the threads. 1/16 inch (3 mm ± 1.5 mm) deep into the
020058-055 SHEET 1 OF 2
threads of the piston rod. 10. If the steel pin and setscrew are used, drop
the steel pin into the hole. Apply Loctite 242 to
8. Clean the drill shavings out of the hole and the last 3/4 threads of the screw before thread-
insert the dog-point setscrew (2). If this set- ing it into the piston. Torque this setscrew to 18
screw cannot be threaded in far enough to ft-lbs (24.5 Nm) of torque.
enable the piston wear ring to be installed cor-
rectly then the steel pin and setscrew must be 11. Lubricate and install the wear rings and
used. seals over the piston.
9. If the dog-point setscrew (2) can be used, 12. Allow the Loctite to cure for 6 hours, 2 hours
remove it and apply Loctite 242 to the last 3/4 if Loctite N primer was used.
threads before threading it into piston (3).
Torque this setscrew to 18 ft-lbs (24.5 Nm) of
torque.
DOG - POINT
SETSCREW
PISTON O-RING
WEAR RING
20170s1
CYLINDER 020170-002 SHOWN
020058-055 SHEET 2 OF 2
8-1-98
of the cartridges as well as through a large port
(021434-000) The vanes are held outward in a light but steady

GENERAL changes to follow the cam and to adjust for fluid
ation, removal, maintenance overhaul and The rotor is separated from the side plates by
installation instructions for the vane type the fluid film. The sideplates are clamped axi-
hydraulic pump. ally by an overbalance of the internal pressure
DESCRIPTION ture and pressure.
The vane pump consists of six basic compo-

nents: the housing or body, two unitized car- MAINTENANCE
tridges consisting of; a rotor, vanes, vane
holdout pins, cam ring, bearing, port plate and The internal parts of this pump are lubricated by
pressure plate, a shaft and bearing, mounting the operating fluid, therefore, preventative main-
cap and end cap. tenance is limited to keeping the fluid in the sys-
END CAP BODY MOUNTING CAP
NOTE !

CARTRIDGES SHAFT & BEARING erly or a malfunction occurs, refer to the “Trou-
overhaul.
OPERATION
TROUBLESHOOTING
The rotors, driven by the shaft, carry the vanes
which may be experienced with this vane pump.
through their cycle, two cycles per revolution for
each vane; suction-seal-discharge-seal. The
rotors are loaded by the vanes only when they
are on the major and minor arcs of the cam con-
tour. Diametrical balance of vanes, ports and
pressures causes the rotors to see only pure
torque loads from the pumping action. The shaft
bearings carry the overhung and axial loads
021434-000 (SHEET 1 OF 6)
8-1-98


ring.)
line is submerged.
clogged.
prime.
tions.
valve.
strainer.
not exceed 35 PSI.*
* Except for pumps with S-5 seals. These must not exceed 100 PSI (7 bar) inlet pressure.
021434-000 (SHEET 2 OF 6)
8-1-98

maintenance taking place. When changing cartridges the following instruc-
tions should be observed.
the pump supply lines, either drain the hydraulic 2. Match mark the pump end caps and body.
tank or attach a shop vacuum line to the tank’s Secure the pump in a vise with the shaft
4. Tag, disconnect and cap the hoses at the 3. Remove the seven screws (20) and lift off
pump. Plug the pump ports to prevent contami- end cap (1) together with the rear cartridge.
nation. Remove seal (16) form the cap.
5. Securely support the pump with a suitable 4. Remove the rear cartridge assembly (P2)
lifting device before removing the pump attach- from end cap. It may be necessary to use a
ing hardware. gear puller with its arms hooked under the rear
port plate (9). Take care not to damage the cam
6. Before installing the pump be sure the ring or port plate.
mounting sufaces of the pump and pump drive
are clean. 20 2 3

hydraulic fluid.
1

16 9 11 21
OVERHAUL
5. Remove the four screws (21) and separate
center housing (2) from mounting cap (3). The
General shaft assembly and shaft seal parts are
removed with the mounting cap. It may be nec-
The instructions contained in this section cover essary to use a gear puller to remove the front
a complete disassembly, inspection and assem- “P1” cartridge by hooking the arms under front
bly of the pump. Also in this section is informa- port plate (11). Take care not to damage the
021434-000 (SHEET 3 OF 6)
8-1-98
ring or mounting cap. 1. Drain the pump of hydraulic fluid. Secure

the pump in a vise. Clamp the vise on end
6. Place pump body (2) on end and install the cap (1), not on body (2).
new front cartridge in the housing. Lubricate the
O-rings before installation. 2. Remove four screws (21) and separate body
(2) from mounting cap (3). The shaft assembly
7. Install mounting cap (3) with the attached and shaft seal assembly will be removed with
shaft assembly by inserting the shaft through the cap. Remove the cartridge assembly from
the cartridge. Rotate the shaft to engage the cap (3). It may be necessary to use a gear
spline in the rotor. puller with its arms hooked under port plate (11)
to remove the cartridge. Take care not to dam-
NOTE ! age the port plate.
Align the match marks by turning the mounting
cap. 2 3 30
18
8. Install four screws (21) and alternately
tighten two to draw down mounting cap. Torque 4
all four to 158 Nm (118 ft. lbs).
9. Install the rear cartridge in opposite end of

housing. Make certain pin in port plate enters 29
drilled hole in housing. 19
11 17 21
3
3. Remove O-ring (17) from cap (3). Remove

retaining ring (19) and press or drive shaft
1
assembly (4) from the cap. Use a soft faced
hammer and gently tap the end of the shaft.
Remove seal (18) only if it is to be changed.
NOTE !
Examine ball bearing (30) for wear before
16 21
removing it from shaft (4). Apply light pressure
to the outer race and rotate to check for wear or
10. Install seal (16) on end cap. Apply hydraulic cracks and excessive looseness. Remove the
fluid to all seals to assist in assembly. Install bearing from the shaft if damaged. Inspect the
end cap (1) over the cartridge and rotate until shaft for damage, especially the seal surface for
the match marks are aligned. the shaft seal. Omit the next procedure if bear-
11. Install the seven screws and alternately
tighten to draw down the end cap. Torque to 45 4. Remove retaining ring (29) and press bear-
ft. lbs. Fill with approved hydraulic fluid. ing (30) off of shaft (4).
! CAUTION
Changing Shaft or Shaft Seal
Retaining ring (31) must be removed by
Change the shaft or shaft seal as follows: passing over the bearing surface of the shaft
and NEVER over the shaft seal surface. A
damaged seal surface will cause the shaft
021434-000 (SHEET 4 OF 6)
8-1-98
seal to leak.
5. If removed, install retaining ring (31) in the 1 20

groove nearest the input end of shaft (4) by 61 Nm
(45 Ft-lbs)
shaft. Do not install it over the input end as 16
this may damage the seal surface next to the P2
groove causing seal leakage. P2 CARTRIDGE
29 3 30 2
18
S
4
P1 CARTRIDGE
19
31
19 29 30
31 18
17 3
6. Install ball bearing (30) by pressing on the
inner race until the bearing is seated against
Make sure both rings are fully seated in their P1 21
grooves. 159Nm
(118 Ft-Lbs)
4
7. Using a seal driver, press shaft seal (18) into
mounting cap (3). Grease the seal lips.
NOTE ! 8. Install a protective sleeve over the splines of

The open face of seal must be toward installa- shaft (4) and then press on the outer race of
tion tool. If a sealant is not furnished on the ball bearing (30) until it is installed in mounting
O.D. of the seal apply a light coat of approved cap (3).
sealing compound. Use extreme care not to
deposit any of the sealing compound on the
! CAUTION

place. Make sure ring is fully seated in groove.
10. Place the front cartridge in body (2). Install

O-ring (17) on mounting cap (3) and insert shaft
assembly down through the cartridge engaging
the matching serrations.
021434-000 (SHEET 5 OF 6)
8-1-98
! CAUTION
Take special care the splines of the shaft
and rotor engage smoothly. If necessary
rotate the shaft slightly to obtain this.
2 3
18
29
19
11 17 21
11. Align the match marks and secure cap (3) to

body (2) with screws (21). Torque to 159 Nm
(118 ft. lbs).
021434-000 (SHEET 6 OF 6)
3-6-98
HYDRAULIC VANE PUMP of the cartridge as well as through a large port

(021435-000)
The vanes are held outward in a light but steady
GENERAL
changes to follow the cam and to adjust for fluid
ation, removal, maintenance overhaul and
The rotor is separated from the side plates by
the fluid film. The sideplates are clamped axi-
hydraulic pump.
ally by an overbalance of the internal pressure
DESCRIPTION
ture and pressure.
This vane pump consists of four basic compo-
nents: the housing or body, a unitized cartridge
MAINTENANCE
consisting of; a rotor, vanes, vane holdout pins,
cam ring, bearing, port plate and pressure plate,
The internal parts of this pump are lubricated by
a shaft and bearing, and the mounting cap.
tenance is limited to keeping the fluid in the sys-
BODY MOUNTING CAP tem clean. Dirt should not be allowed to
NOTE !
CARTRIDGE SHAFT & BEARING In the event the pump does not perform prop-
overhaul.
OPERATION
Operation of this hydraulic pump is as follows: TROUBLESHOOTING

The rotor, driven by the shaft, carries the vanes
in radial slots. The vanes follow the cam ring The following table lists some of the difficulties
through their cycle, two cycles per revolution for which may be experienced with this vane pump.
each vane; suction-seal & discharge-seal. The The table indicates the probable cause and pos-
rotor is loaded by the vanes only when they are sible remedies for the problem listed.
on the major and minor arcs of the cam contour.
Diametrical balance of vanes, ports and pres-
sures causes the rotor pumping action. The
shaft bearings carry the overhung and axial
loads imposed by the pump drive.
The inlet flow feeds through ports on both sides

021435-000 (SHEET 1 OF 5)
3-6-98


ring.)
line is submerged.
clogged.
prime.
tions.
valve.
strainer.
not exceed 15 PSI* (0.7 bar).
* Except for pumps with S-5 or HP seals. These must not exceed 100 PSI (7 bar) inlet pressure.
021435-000 (SHEET 2 OF 5)
3-6-98

maintenance taking place. When changing the cartridge the following
instructions should be observed.
the pump supply lines, either drain the hydraulic 2. Match mark the pump mounting cap and
tank or attach a shop vacuum line to the tank’s body. Secure the pump in a vise with the shaft
16. Tag, disconnect and cap the hoses at the 3. Remove the four screws (1) and lift off body
pump. Plug the pump ports to prevent contami- (2). Remove seal (3) from cap (11).
nation.
4. Remove cartridge assembly (4) from mount-
17. Securely support the pump with a suitable ing cap (11). It may be necessary to use a gear
lifting device before removing the pump attach- puller with its arms hooked under cam ring (4E).
ing hardware. Take care not to damage the cam ring or
mounting cap.
18. Before installing the pump be sure the
mounting sufaces of the pump and pump drive 4 4E 2 11
are clean. 1

hydraulic fluid.

4B 3
OVERHAUL
5. On a clean workbench install the new car-
tridge in body (2) making sure that drive lock
General pin (4B) is properly seated.
The instructions contained in this section cover 6. Lubricate the O-rings before installation.
a complete disassembly, inspection and assem- Install mounting cap (11) with the attached
bly of the pump. Also in this section is informa- shaft assembly by inserting the shaft through
021435-000 (SHEET 3 OF 5)
3-6-98
the cartridge. Rotate the shaft to engage the outer race and rotate to check for wear or
spline in the rotor. cracks and excessive looseness. Remove the
bearing from the shaft if damaged. Inspect the
NOTE ! shaft for damage, especially the seal surface for
Align the match marks by turning the mounting the shaft seal. Omit the next procedure if bear-
cap. ing removal is not required.
7. Install four screws (1) and alternately tighten 4. Remove retaining ring (6) and press bearing
two to draw down mounting cap. Torque all four (7) off of shaft (9).
to 157 Nm (117 ft. lbs).
! CAUTION
Retaining ring (8) must be removed by pass-
Changing Shaft or Shaft Seal ing over the bearing surface of the shaft and
NEVER over the shaft seal surface. A dam-
Change the shaft or shaft seal as follows: aged seal surface will cause the shaft seal to
leak.
1. Drain the pump of hydraulic fluid. Secure
the pump in a vise. Clamp the vise on mount- 5
ing cap (11), not on body (2). 7
10
2. Remove four screws (1) and separate body
(2) from mounting cap (11). Remove cartridge
assembly (4). It may be necessary to use a
gear puller with its arms hooked under cam ring
(4E) to remove the cartridge. Take care not to
damage the cam ring or mounting cap. 9
4 4E 2 11
1
6
10
8
11
9
3
5. If removed, install retaining ring (8) in the
5 7 groove nearest the input end of shaft (9) by
shaft. Do not install it over the input end as
3. Remove the mounting cap from the vise and this may damage the seal surface next to the
remove O-ring (3) from cap (11). Remove groove causing seal leakage.
retaining ring (5) and using a soft faced hammer
gently tap the end of the shaft. Remove seal 6. Install ball bearing (7) by pressing on the
(18). inner race until the bearing is seated against
NOTE ! Make sure both rings are fully seated in their
Examine ball bearing (7) for wear before remov- grooves.
ing it from shaft (9). Apply light pressure to the
021435-000 (SHEET 4 OF 5)
3-6-98
7. Using a seal driver, press shaft seal (10) into 10. On a clean workbench install the cartridge in
mounting cap (11). Grease the seal lips. body (2) making sure that drive lock pin (4B) is
properly seated.
NOTE !
The open face of seal must be toward installa- 11. Lubricate the O-rings before installation.
tion tool. If a sealant is not furnished on the Install mounting cap (11) with the attached shaft
O.D. of the seal apply a light coat of approved assembly by inserting the shaft through the car-
sealing compound. Use extreme care not to tridge. Rotate the shaft to engage the spline in
deposit any of the sealing compound on the the rotor.
NOTE !
8. Install a protective sleeve over the splines of Align the match marks by turning the mounting
shaft (9) and then press on the outer race of cap.
ball bearing (7) until it is installed in mounting
cap (11). 12. Install four screws (1) and alternately tighten
two to draw down mounting cap. Torque all four
! CAUTION to 159 Nm (117 ft. lbs).

place. Make sure the ring is fully seated.
021435-000 (SHEET 5 OF 5)
3-5-98
FEED & HOIST CHAIN required depending on local conditions. Ideally

we believe chain maintenance should be done
(001085-000) every 100 hours.
INSPECTION
GENERAL
Inspect the chain for cracks, broken, deformed,
This topic applies to roller chains with the fol-
or corroded parts; and for tight joints or turned
lowing Driltech prefixes: 001085, 002556,
pins. If any are found, find and correct the
002579, 002754, 003884, 005543, 009399, and
cause of the damage, and REPLACE THE
016796.
ENTIRE CHAIN. Even though the rest of the
chain appears to be in good condition, it has
New chain is vacuum lubricated during manu-
been damaged and more failures are likely to
facturing. Lubrication increases chain life by
occur.
reducing wear and helping to prevent corrosion
damage, primarily to the pins. Regular applica-
In most roller chain drives, the chain is consid-
tion of a penetrating oil will restore internal lubri-
ered worn out when it has reached 3% wear
cation and drive out moisture. Heavy oil or
elongation. With 3% wear, the chain does not
grease provides a barrier to dirt and moisture.
engage the sprocket properly and can cause
The benefits of lubrication outweigh the wear
sprocket damage or chain breakage. On drives
that may occur from abrasion resulting from
with large sprockets (more than 66 teeth), allow-
drilling dirt picked up by the oil on the chain.
able wear is limited to 200/N (N = no. of teeth on
largest sprocket) and may be substantially less
Most samples of chain examined after failure
than 3%. On fixed-center, nonadjustable drives,
show signs of corrosion on the pins and side
allowable wear elongation is limited to about
bars. The pitting that results from corrosion
one-half of one chain pitch.
establishes points on the pin surface where
cracks and breaks will occur from shock loads
Measure a representative section of chain and if
or high tensile loads. Lubrication will help pre-
wear elongation exceeds 3% or the functional
vent corrosion and premature chain failure.
limit, REPLACE THE ENTIRE CHAIN. Do not
connect a new section of chain to a worn sec-
tion.
SERVICE INTERVALS
A 250 hour interval is the longest recom-

mended. More frequent intervals may be
D LENGTH
MEASURE
1085-0s.fmk
N = NUMBER OF TEETH
001085-000 SHEET 1 OF 2
3-5-98
Driltech Ansi Chain

No. of Nominal At 3% Wear
Chain Part Chain Pitch Inches
Pitches Inches (mm) Inches (mm)
Number Number (mm)
002579- 120 1.500 (38.10) 16 24.00 (610) 24.719 (628)
009399- 140 1.750 (44.45) 14 24.50 (622) 25.250 (641)
001085- 160 2.00 (50.80) 12 24.00 (610) 24.719 (628)
002556- 180 2.250 (57.15) 12 27.00 (686) 27.812 (706)
005543- 200 2.500 (63.50) 10 25.00 (635) 25.750 (654)
003884- 200 2.500 (63.50) 10 25.00 (635) 25.750 (654)
002754- 240 3.000 (76.20) 8 24.00 (610) 24.719 (628)
016796- 240 3.000 (76.20) 8 24.00 (610) 24.719 (628)
Do not run new chain on worn out sprockets between the rollers and pins.
because it can cause the chain to wear rapidly.
The pitch of the new chain is much shorter than 3. Brush heavy oil on all surfaces after applying
the effective pitch of the worn sprocket, so the the penetrating oil. A 40 weight oil or heavier is
total chain load is concentrated on the final recommended, grease can also be used.
sprocket tooth before disengagement. Then,
when the chain disengages from the sprocket,
the roller is jerked out of the hooked portion of
the sprocket tooth and that results in a shock
load on the chain as the load is transferred from
one tooth to the next
MAINTENANCE
Driltech recommends the following chain care

procedures:
! CAUTION
When using compressed air to blow chains
clean, reduce pressure to 30 psi (2 bars) and
wear a face shield.
1. Clean the chains at regularly scheduled

intervals. Blow or brush to clean. We do not
recommend direct pressure or steam washing
because this will remove necessary lubrication.
2. Using a light penetrating oil such as WD-40,

brush or spray the cleaned chains. A spray
application will more effectively penetrate
001085-000 SHEET 2 OF 2
5-29-92
FEED & HOIST CHAINS MAINTENANCE
(001085-001) Sandvik Mining and Construction recommends

the following chain and sprocket care proce-
dures:
GENERAL
CAUTION
New chain is vacuum lubricated during manu- When using compressed air to blow chains
facturing. Lubrication increases chain life by clean, reduce pressure to 30 psi (2 bars) and
reducing wear and helping to prevent corrosion wear a face shield.
damage, primarily to the pins. Regular applica-
tion of a penetrating oil will restore internal lubri- 13. Clean the chains at regularly scheduled
cation and drive out moisture. Heavy oil or intervals. Blow or brush to clean. We do not
grease provides a barrier to dirt and moisture. recommend direct pressure or steam washing
The benefits of lubrication outweigh the wear because this will remove necessary lubrication.
that may occur from abrasion resulting from
drilling dirt picked up by the oil on the chain. 14. Using a light penetrating oil such as WD-40,
brush or spray the cleaned chains. A spray
Most samples of chain examined after failure application will more effectively penetrate
show signs of corrosion on the pins and side between the rollers and pins.
bars. The pitting that results from corrosion
establishes points on the pin surface where 15. Brush heavy oil on all surfaces after applying
cracks and breaks will occur from shock loads the penetrating oil. A 40 weight oil or heavier is
or high tensile loads. Lubrication will help pre- recommended, grease can also be used.
vent corrosion and premature chain failure.
16. Inspect sprocket teeth for wear at reqular
intervals. The bottom sprockets are particularly
SERVICE INTERVALS susceptible to wear because drilling dirt can
accumulate around them. When the bottom
A 250 hour interval is the longest recom- radius between the teeth wears and deepens,
mended. More frequent intervals may be the teeth actually form a wedge that can put tre-
required depending on local conditions. Ideally mendous force on the pins and rollers as they
we believe chain maintenance should be done travel over the sprocket under load. Sprockets
every 100 hours. should be inspected and if worn, replaced when
the chain is replaced.
INSPECTION 17. Sprocket shafts must be greased regularly.

At regular intervals check to verify that sprock-
Inspect the chain for cracks, broken, deformed, ets are receiving proper lubrication and turning
or corroded parts; and for tight joints or turned freely.
pins. If any are found, find and correct the
cause of the damage, and REPLACE THE
ENTIRE CHAIN. Even though the rest of the
chain appears to be in good condition, it has ADJUSTMENT
been damaged and more failures are likely to
occur. Adjustment of the feed system chains is accom-
plished as follows:
001085-001 SHEET 1 OF 2
5-29-92
1. Raise the rotary head to the top of the mast. be made midway between mast table and rotary
head, and from the bottom edge of the mast
2. Unlock and lower the mast to the horizontal chord to the top of the feed chain as shown.
position.
3. Measurements of the feed chain sag must
MAST ROTARY HEAD AT

CHORD 1/8 INCH TOP OF STROKE
(3mm)
1085S1.TIF
HOIST CHAIN
PEDESTAL FEED CHAIN
MEASURING CHAIN SAG
001085-001 SHEET 2 OF 2
3-5-98
FEED & HOIST

CHAIN SPROCKETS WORN SPROCKET
MATERIAL
(001085-071)
1085-71S.TIF
INSPECTION
Inspect sprockets for chipped, broken, or

deformed teeth. If any are found, find and cor-
rect the cause of the damage and REPLACE
THE SPROCKET. Sprockets normally are
stronger and less sensitive to damage than
chains, but running a worn chain on new
sprockets can ruin the sprockets in a short time.
This is because a worn chain rides very high on Do not run new chain on worn out sprockets
the sprocket teeth and wears the sprocket teeth because it can cause the chain to wear rapidly.
in an abnormal pattern. The pitch of the new chain is much shorter than
the effective pitch of the worn sprocket, so the
A worn sprocket is not nearly as well defined as total chain load is concentrated on the final
a worn chain. However, there are some sprocket tooth before disengagement. Then,
sprocket characteristics that indicate when a when the chain disengages from the sprocket,
sprocket should be replaced. Check for rough- the roller is jerked out of the hooked portion of
ness or binding when a new chain engages or the sprocket tooth and that results in a shock
disengages the sprocket. Inspect for reduced load on the chain as the load is transferred from
tooth thickness and hooked tooth tips. If any of one tooth to the next.
these conditions are present, the sprocket teeth
are excessively worn and the sprocket should
be replaced.
001085-071 SHEET 1 OF 1
SERVICE and REPAIR MANUAL
10-12-10
CHAIN ADJUSTMENT KIT - 015847-000
Safety
NOTICE
Make sure that the highest level of system operating pressure does not exceed the lowest
pressure rating of any component within the system. Remember: The 80% rule: It is safer to
use high pressure tools at 80% of their maximum rating instead of 100%.
The following general instructions and guides will be helpful to determine if your system components
are properly connected:
1. Be sure all hydraulic connections, hoses, fittings are rated for the highest pressure your system
is capable of generating. Always use hoses and tubing recommended by the manufacturer.
2. Be sure all hydraulic connections are fully tightened. Seal all pipe connections with a high-
grade pipe sealer or Teflon® tape.
NOTICE
Teflon® tape is an excellent thread sealer; however, if the improperly applied, pieces may
enter the hydraulic system causing malfunctions and damage. Use 1 ½” wraps of tape on
each thread. Cut off all loss tape ends.
3. DO NOT over-tighten any connections. All connections should be snug and leak free. Exces-
sive tightening will cause strain on the threads and casting which could cause fitting failure at pres-
sures below rated capacity.
4. Fully tighten hydraulic couplers (avoid excessive force). Loose couplers will act as a partial or
complete line restriction causing little or no oil flow and resulting in equipment damage or failure.
5. Be sure all hydraulic hoses and fittings are connected to the correct INLET and OUTLET ports
of the pump, cylinder, valves and other system components.
! WARNING
Do not exceed equipment ratings. Never attempt to lift a load weighing more than the
capacity of the cylinder. Overloading causes equipment failure and possible personal injury.
The cylinders are designed for a maximum pressure of 700 bar [10,000 psi]. Do not connect
a jack or cylinder to a pump with a higher pressure rating.
Never set the relief valve to a higher pressure than the maximum rated pressure of the pump.
Higher settings may result in equipment damage and/or personal injury.
Copyright © Sandvik Mining and Construction 1

Recommendations
• USE HYDRAULIC GAUGES WHICH INDICATE SAFE OPERATION LOADS IN EACH

HYDRAULIC SYSTEM - Gauges are available for use with all hydraulic components (some
gauges have a colored band to indicate rages for each cylinder). DO NOT exceed the safe limit
of the lowest rated component used within your system.
• DO NOT DROP HEAVY OBJECTS ON HOSE - A sharp impact may cause bends or breaks to
internal hose wire strands. Applying pressure to the damaged hose will cause the internal flex-
ing which will eventually break the hose strands causing the hose to rupture.
• DO NOT USE THE HYDRAULIC HOSE TO CARRY HYDRAULIC SYSTEM - (i.e. pumps, cyl-
inders and valves).
• DO NOT OVERLOAD CYLINDER - Never attempt to lift a load which exceeds the capacity of a
cylinder or jack. Overloading causes equipment failure and possible personal injury.
• DO NOT OVEREXTEND CYLINDER - The cylinder will take full load on the plunder top ring.
However, using the full stroke does not supply power and only adds unnecessary stain to the
cylinder.
• AVOID OFF-CENTER LOADS - Avoid situations where loads are not directly centered on the
cylinder plunger. Off centered loads produce considerable stain on cylinder plungers and may
slip or fall causing potentially dangerous results. Avoid point loading. Distribute the load evenly
across the entire saddle surface.
• PROVIDE ADAQUATE CLEARANCE - Always provide clearance for hoses and couplers to
avoid moving objects, abrasion or sharp objects.
• AVOID SHARP BENDS OR KINKS IN HOSE - Avoid sharp bends and kinks when routing
hydraulic hoses. If pressure is applied to a bent or kinked hose, the oil flow will be restricted
causing sever backpressure. Also the sharp bends and kinks will internal damage the hose
leading to premature failure.
• KEEP HYDRUALIC EQUIPMENT AWAY FROM OPEN FLAMES AND HEAT - Excessive heat
(above 66 C (150 F)) will soften packing and seals, resulting in fluid leaks. Heat also weakens
hose materials and packings. For optimum performance DO NOT expose equipment to tem-
peratures of 66 C (150 F) or higher.
• EXAMINE YOUR WORK AREA BEFORE PRESSURIZING THE HYDRAULIC SYSTEM -

Look for ways to protect yourself and others, and ways to protect your equipment and other
property. Keep the components clean at all times.
• KEEP THE PUMP AND COUPLINGS AS FREE FROM DUST AND DIRT AS POSSIBLE -
Uses only approved hydraulic fluid and change the hydraulic fluid often if used in extreme con-
ditions.
• NEVER STORE SYSTEM IN DIRECT SUNLIGHT OR NEAR A HEAT SOURCE - Store sys-
tem in an area where temperatures are between 10-24 C (50-75 F).
• PERFORM A VISUAL INSPECTION of all components prior to using equipment.
2 Copyright © Sandvik Mining and Construction

• REPLACE WORN COMPONENTS with “like-kind” equipment that is rated for the maximum
hydraulic system pressures.
• DO NOT move the hydraulic system by pulling or lifting on the couplings or hose.
• BEFORE LONG TERM STORAGE, fully extend and retract the plunger once. Then, store the
cylinder upside-down. This will help protect the cylinder from corrosion.
Hydraulic System Assembly

The components described below are connected together to form the hydraulic system as shown.
1. Make hydraulic connections as shown.
NOTE: NPT connections require thread sealant.

Leave first thread bare to prevent sealant or tape from
entering the hydraulic system.
2. Fully hand-tighten all couplers. Loose coupler

connections will block the flow of oil between the
pump and the cylinder.
NOTE: For easy make/break connections, install a

coupler in the gauge adapter port, then use a hose
with a coupler end instead of a threaded end.
3. Position the cylinder so that the plunger is pointed down and the cylinder is lower than the
pump. Fully extend and retract the cylinder several times, until operation is smooth. To remove air
from the cylinder, refer to “Removing Air From The Hydraulic System” section.
4. Install adaptors and attachments as

required. (See diagram)
1. Cylinder
2. Coupler
3. Hand Pump
4. Hose
5. Coupler
6. Pipe Adapter
7. Gauge
8. Gauge Adapter
Before Using The Hydraulic System

• Check hoses and couplers. Hose should have a straight run and be free of tangles or kinks.
Coupler connections must be fully tightened.
• Check that all connections are tight and leak free. It is especially important to check all coupler
connections because, after the system has been pressurized, you will not be able to tighten the
couplers by hand and using tools will damage the couplers.
• Remove air from system. (See instructions below)

• Check oil level in pump reservoir. (See instructions below)
• Never get under a load.
• Use cribbing or blocking for load holding for long periods.
• Do not use hose to lift or pull the Hydraulic System.
Pump Operation
1. To advance cylinder plunger, turn pump release valve clockwise and close finger tight.
NOTICE
To avoid release valve damage, do not use tools to tighten valve.
2. Operate the pump handle to advance the plunger.
3. To retract the plunger, turn the release valve counterclockwise.
4. Pump can be operated from a horizontal or vertical orientation, as long as the hose end is
down.
Removing Air From The Hydraulic System
How To Tell If There Is Air In The Hydraulic System

Hydraulic system operation should be instant and smooth. For every pump stroke, the cylinder
should rise evenly. If the cylinder movement is erratic or jerky, there may be air in the system.
How To Remove Air From The Hydraulic System

INVERT CYLINDER
Air will always go to the highest point in the hydraulic
system. This includes the inside of the cylinder
plunger. To remove air from the system, invert the
cylinder and elevate the hand pump with the handle
end and vent at the highest point as illustrated in the
diagram.
ELEVATE PUMP VENT
After all hydraulic system components are connected
to the hand pump, check the reservoir oil level. Replace the cap and be sure it is closed (not in the
vent position). To purge air from the hydraulic system follow the steps below.
1. Turn the pump release valve to closed position. Operate hand pump until cylinder plunger is
completed extended.
2. Invert cylinder (plunger end down). Open the pump release valve, as the plunger retracts, the
air in the system will be forced into the pump reservoir and replaced by oil. Close the release valve.
3. Turn the cylinder upright. Operate the pump to cycle the cylinder plunger. If air is out of the
system, the plunger will advance and retract smoothly. If the plunger is erratic repeat steps 1

through 4.
4. Open the pump fill cap and check the oil level. Fill to the indicator mark on the end cap.
Maintenance
How To Check The Hydraulic System Oil Level
1. To check oil level in the pump, open pump release valve to allow the oil in the cylinder to return
to the pump.
2. Remove the fill cap.
3. Add hydraulic oil until level with mark on the rear cap. DO NOT overfill.
• To function properly all hand pumps require air in the reservoir.
• If oil level is too high the pump will not operate. Fill only to level indicated on the pump.
• Over-filling the reservoir may cause the pump to malfunction.
• Fill the reservoir only when all cylinders have been retracted. If you add oil when the cylinder is
extended, the reservoir will overflow or be pressurized when you retract the cylinder.
4. If hydraulic system is used under extremely dirty conditions, frequently drain pump completely
and refill with clean hydraulic oil.
5. Install the fill cap and close it.
Hydraulic System Recommendations
1. Keep the components clean at all times.
2. Keep the pump and couplings as free from dust and dirt as possible. Uses only approved
hydraulic fluid and change the hydraulic fluid often if used in extreme conditions.
3. Store system in an area where temperatures are between 10-24 C (50-75 F). Never store
system in direct sunlight or near a heat source.
4. Perform a visual inspection of all components prior to using equipment.
5. Replace worn components with “like-kind” equipment that is rated for the maximum hydraulic
system pressures.
6. DO NOT move the hydraulic system by pulling or lifting on the couplings or hose.
7. Before long term storage, fully extend and retract the plunger once. Then, store the cylinder
upside-down. This will help protect the cylinder from corrosion.

Operation
Refer to your Maintenance Manual for chain adjusting instructions.
1. Remove any dirt from the surface of the take-

up pin with a clean cloth.
CLEVIS
TAKE-UP PIN
2. Install the cylinder on the take-up pin as

shown. Slide the cylinder down to contact the
surface of the clevis.
CYLINDER
3. Install a washer on a temporary retaining pin

and insert it in the take-up pin. Connect the hose
and hand pump to the cylinder.
RETAINING PIN
4. Pump the hand pump until the clevis retain-

ing pin can be removed from the clevis. Make
the necessary chain adjustment. CLEVIS
RETAINER PIN
REMOVED
INSERT
RETAINER PIN
5. When the chain adjustment is correct then re-insert the clevis retainer pin to the clevis.
6. Vent the hand pump and cylinder, remove the cylinder retainer pin and cylinder from the take-up
pin. Install the hydraulic system on the remaining take-up pin and repeat the chain adjustment pro-
cedure.

Troubleshooting
PROBLEM POSSIBLE CAUSE
Pump release valve open.

Coupler not fully tightened.
Oil level in pump is low.
Cylinder will not advance.
Pump malfunctioning.
Load is too heavy for cylinder.
Cylinder seals leaking.
Oil level in pump is low.
Cylinder advances part way. Coupler not fully tightened.
Cylinder plunger binding.
Air in hydraulic system.
Cylinder advances in spurts.
Cylinder plunger binding.
Leaking connection.
Cylinder advances slower than nor-
mal.
Leaking connection.
Cylinder advances but will not hold.
Incorrect system set-up.
Cylinder seals leaking.
Worn or damaged seals.
Cylinder leaks oil. Internal cylinder damage.
Loose connection.
Pump release valve is closed.
Cylinder will not retract or retracts Pump reservoir overfilled.

slower than normal. Narrow hose restricting flow.
Broken or weak retraction spring (if equipped).
Cylinder damaged internally.
Oil leaking from external relief valve.
Restriction in return line.


11-15-10
ROTARY HEAD 4. Disassemble planetary carrier (49) if neces-

sary.
PLANETARY DRIVE
NOTE!
(001004-000) The planetary gears are a matched set. Do not
attempt to mix gears in a carrier.
GENERAL
It is recommended that rebuilding of the rotary

head planetary drive assembly be done in a
machine shop rather than in the field. Refer to
the topic “Rotary Head” for instructions on
removing and installing the rotary head and
planetary drive assemblies.
.
ROTARY HEAD
PLANETARY DRIVE 215
.010” to .030”
(.25 to .75 mm)
20915s1a.tif
BULLSHAFT
INSPECTION
All components should be visually checked for

cracks or other major problems that would elim-
DISASSEMBLY inate their usage in the rebuilding of this assem-
bly. All parts should be checked before starting
1. With the rotary head assembly on blocks in the assembly procedure.
the normal operating position. Block the head
securely and proceed with disassembly.
ASSEMBLY
2. Remove splined coupling (3) from the plane-
tary gearbox. 1. Assemble and install the planetary drive on
gearbox as follows:
3. Remove capscrews (5) from top of planetary
drive and remove planetary cover (6), planetary A. Coat the lower surface of planetary adapter
drive ring (10), planetary carrier (49), and plane- (11) with Loctite gasket eliminator #515
tary adapter (11). (001581-005). Position and align the adapter
001004-000 SHEET 1 OF 2
11-15-10
over bolt holes in the top of the gearbox lid. C. Remove capscrews (5). Holding the plane-
tary assembly, remove end cover (6). Do not
B. Grease quad rings (9) and insert in top move planetary adapter (11).
recess of planetary adapter (11) and on top of
planetary ring gear (10). D. Install 1/32” (.8mm) thick gasket (7) or 1/16”
(1.6mm) thick gasket (8) as required to act as a
C. Place planetary sun gear assembly (49) into spacer on top of planetary drive ring.
adapter (11) and install planetary drive ring (10)
on top of the adapter. Make sure quad rings (9) E. Grease and install quad ring (9) and end
are properly seated. cover (6) and retorque capscrews (5) to 100 ft-
lbs (135 Nm).
D. Place splined coupling (3) in the center of
planetary (49) and rotate the bullshaft to center F. Use the feeler gauge to recheck the clear-
the planetary gear assembly around input pin- ance.
ion.
G. After proper clearance is provided, reinstall
E. Coat the threads of capscrews (5) with Loc- splined coupling (3).
tite 242 and place in position. Tighten the cap-
screws alternately and torque to 100 ft-lbs
(135Nm).
2. Check the clearance of the planetary drive

as follows:
A. Remove splined coupling (3).
B. Using a feeler gauge, check the clearance

between top thrust washer (48) and the bottom
surface of the top end cover ((6). Clearance
should be from .010” to .030” (.25 to .75 mm). If
clearance is less than .010” (.25 mm) then pro-
ceed as follows:
001004-000 SHEET 2 OF 2
2-11-98
ROTARY HEAD AIR SWIVEL E. Carefully place housing (17) over the
bullshaft and push it onto the bullshaft until the
SEAL REPLACEMENT seals are past the O-ring groove. Grease O-
ring (40) and install on bullshaft through top of
(001111-000) the housing. Check alignment of the packing
and press the housing into place.
ASSEMBLY AND INSTALLATION F. Coat the threads of capscrews (18) with

blue Loctite and tighten the housing down
1. Assemble and install upper swivel housing evenly. Torque to 100 ft- lbs (135Nm).
(17) as follows:
G. Coat both sides of wear bushing (15) with
NOTE! Never Seize or GP grease and place on top of
For additional instructions refer to page 002153- packing (16) previously placed in the bullshaft.
0 in this manual. Place remaining packing (14) on top of wear
bushing (15).
A. Pack and thoroughly grease upper seals
(19). H. Install one spacer (13) on top of upper
packing and install air pipe or flanged hose on
B. Insert seals (19) into housing (17) with the top of seal housing. The use of two bolts is suf-
lip of the top seal (19) facing toward the top of ficient as the flange will be removed after the
the housing and lip of bottom seal (19) towards packing and wear bushing are compressed and
the bottom of the housing. seated. Rotate the bullshaft a few turns by
hand to help seat the packing.
C. Place one packing (16) in the recess on top
of the bullshaft. I. Remove the air flange carefully without dis-
turbing spacer (13). Proper compression of
D. Coat the lower surface of housing (17) with packing will allow the spacer to extend above
orange Loctite. housing (17) .156” to .212” (4 to 5.5 mm) after
13 mm
13 1111S2
15 17 1111S1
14 18
17
16 14
19 16
15
49
19
001111-000 SHEET 1 OF 2
2-11-98
the flange is removed. If the spacer extends

more than .212” (5.5 mm) above the housing,
replace spacer (13) with a thinner spacer and
recheck for proper dimension. Use the spacer
which best meets recommended dimensions.
001111-000 SHEET 2 OF 2
11-09-98
HYDRAULIC MOTOR DESCRIPTION
(001329-000) This hydraulic motor can be either a fixed or

variable displacement, axial piston motor.
Rotation is bi-directional.
GENERAL
TROUBLESHOOTING
This topic contains a description of the motor, a
motor. The table indicates the probable cause
motors; a seal assembly that consists of a
spring, rubber bellows, and carbon ring, or a
more typical oil seal.

Noisy Motor Air in Fluid a. Leak in suction line
c. Low fluid level
d. Excessive pressure drop in the inlet line from
reservoir
Cavitation in motor rotating group a. Fluid too cold

c. Fluid too heavy

High Wear in Motor Excessive loads a. Reduce pressure settings

b. Reduce speeds


b. Fluid breakdown

b. Faulty breather
c. Leaking cooler

b. Fluid too thin

b. Air in fluid
001329-1B SHEET 1 OF 4
11-09-98

This procedure applies to the following shaft 8
6 7
seals with seal kit part numbers: 5
001329-151 3
001330-052 1
2
001330-223
001330-416
003785-061
003785-185 4
Removal
Disassemble and remove the driveshaft as CARBON RING - TYPE SEAL

follows:
1. Remove the four screws (8) and gaskets (7) 4D

and remove retainer (6) and the stationary sec- 6
4A
tion of seal (4).
! CAUTION
Do not scratch the seal surfaces on the shaft 4B
when removing seal (4). 1 4C
ITEM 4 DETAIL
2. Carefully remove the carbon ring and the 4F 4E 3
3. Remove snap ring (3) and pull out shaft and Installation
bearing assembly (1). Remove shim (2) where Install the shaft and seal assembly as follows:
applicable.
! CAUTION
Before installing the shaft seal, exercise
Cleaning And Inspection care to ensure that all of the parts fit
together properly. If the rubber ring (F),
All parts must be inspected and be free of grips the shaft, spring (D) can disengage the
material defects, dirt, scratches or any foreign shell of carbon ring (C). Be sure the shell
material. and the band of the carbon ring are properly
engaged before reassembling the seal.
light film of clean oil. 1. Position the pump with the inlet and outlet
port block facing down.

edges on shaft seal area of the shaft.
001329-1B SHEET 2 OF 4
11-09-98
3. For a rigid shaft application use the shim (2) 001329-273

bearing.
1
2

1329-1s
NOTE ! 5 4 3
Seal installation must be completed quickly to 6

shaft.
OIL SEAL - TYPE SHAFT SEAL
A. Place spring retainer (E) over the shaft and
B. Place spring (D) against retainer (E).
C. Apply grease to the inner surface of rubber
D. Apply grease to the square section rubber ! CAUTION

seal (A) and install on ceramic seat (B). Do not scratch the seal surfaces on the shaft
E. Insert the seat and seal in seal retainer (6)
with the lapped side of the seat in position to 4. Carefully remove shaft and bearing assem-
contact the carbon ring. bly (6) from the cam.
F. Place the seal retainer assembly and O-ring

against the carbon face. Cleaning And Inspection
G. Place the four gaskets (7) on the four screws All parts must be inspected and be free of
(8) and insert seal retainer (6). Depress the material defects, dirt, scratches or any foreign
seal retainer only far enough to start the four material.
(13.6 Nm). After cleaning, all parts must be covered with a
OIL SEAL - TYPE SHAFT SEAL Installation

This procedure applies to the following shaft seal Install the shaft and oil seal as follows:
with seal kit part number:
001329-1B SHEET 3 OF 4
11-09-98
1. Position the cam on the rotating group so 5. Slide seal retainer (3) over the shaft and
that the thick part of the cam is at the bottom of against seal (4).
the port block.
6. Place gaskets (2) over capscrews (1) and
2. Insert the small end of shaft and bearing install them. Alternately torque the screws to 50
assembly (6) through the bore of the cam and ft-lbs (68 Nm).
into the splines of the cylinder barrel.
3. Install O-ring (5) into the counterbore in the

housing.
4. Using a tapered sleeve tool with an inside

diameter of 1.240 inches (31.5 mm) and an out-
seal (4) over the splines of the shaft.
001329-1B SHEET 4 OF 4
10-9-97
ROTARY HEAD PRESSURE ADJUSTMENT
RELIEF VENT NOTE !

001670-002 relief vents are preset at 5 psi
(001670-002) when shipped from the factory.
Adjustment of the vent requires a low pressure

GENERAL output regulator and an air supply. Adjust the
relief vent as follows:
The following procedures describe the opera-
tion and the adjustment of the rotary head pres- 1. Attach the regulator inlet port to the air sup-
sure relief vent. ply and the assembled relief vent to the oulet
side of the regulator.
DESCRIPTION 2. Before suppling air to the regulator, loosen

the jam nut and turn the adjusting capnut ‘IN’ to
This pressure relief vent is mounted directly or increase pressure.
remotely to the rotary head planetary drive
assembly. Its purpose is to relieve internal FROM AIR SUPPLY
gearbox pressures in excess of 5 psi and to pre-
vent oil from draining out of the gearbox when PEEN THREADS
the mast is in the horizontal position. JAM NUT
If not properly maintained, this vent may stick in

the open position causing gearbox oil to
escape. Excessive internal gearbox pressure
will cause the lower bullshaft seal to leak when
the vent is stuck in the closed position.
The vent should be disassembled and cleaned

every 250 hours of service and replaced every REGULATOR ADJUSTING
1000 hours. Disassembly and assembly should ADJUSTMENT CAPNUT
be as shown below.
3. Start the air supply and make slow adjust-
ments to the regulator adjusting screw to
ROTARY
HEAD
001670-002 Sheet 1 of 2
10-9-97
increase output air pressure to 5 psi.
4. Slowly begin to thread the vent capnut ‘OUT’

until air begins to pass out the vent.
5. Turn the jam nut into the adjusting capnut

and tighten it. Peen (stake) the threads behind
the jack nut to prevent the adjustment from
changing due to vibration.
001670-002 Sheet 2 of 2
10-04-06
ROTARY HEAD each side on the bottom of head. It may be nec-

essary to loosen chains to remove connecting
(002153-000) links.
10. Remove the head assembly from the mast

and thoroughly clean before any further disas-
GENERAL
sembly..
It is recommended that rebuilding of rotary head
assembly be done in machine shop rather than INBOARD
GUIDE SHOES
in the field due to the necessity of a large press
and other equipment required. If forced to
repair in the field, the stocking of a bullshaft and
bearing assembly is highly recommended. 20915s1a.tif
REMOVAL
1. With the mast resting in the horizontal posi-

tion slacken the hoist and feed chains.
2. Raise the mast and remove the top sub from

the bottom connection of bullshaft (42). Lower
the head to the bottom stop of the mast. ROTARY HEAD REMOVAL
3. Remove screws (2) and lift and tie-off motor

(1).
DISASSEMBLY
4. Remove the hose retaining block from the
air piping manifold and remove the air hose. 1. Place the assembly on blocks in the normal
operating position. Block the head securely and
5. Using a suitable container, drain the gearbox proceed with disassembly.
oil by removing plug (35).
2. Remove the air piping manifold, front guide
6. Remove the inboard guide shoes assem- shoes and wear plates.
blies from the rotary head to enable the head to
swing out 3. Remove the air breather hose and cap the
ends of the hose.
7. Remove two of the item (20) socket head
screws from the gearbox lid and attach a lifting 4. Remove splined coupling (3) from the plane-
eye or chain. Reinstall the screws securely. tary gearbox.
8. Attach the winch to hold the head assembly 5. Remove capscrews (5) from top of planetary
in place. If using an alternate source for lifting, drive and remove planetary (6), planetary drive
make sure lifting capacity will safely hold 1500 ring (13) and planetary adapter (11).
lbs (675 kg).
6. Remove capscrews (18) from swivel hous-
9. Remove chain connecting links (34) on the ing (17) and lift the housing vertically to remove.
top of each side of the head at the sixth link up
and also the second chain connecting link on
002153-000 SHEET 1 OF 8
10-4-06
7. Remove capscrews (20) from top lid of gear- top of the bullshaft. Do not apply pressure to
box. thin edge on top of bullshaft. Apply pressure
downward forcing bullshaft out of the bearing.
8. Place two of the removed capscrews (20)
into the jack-screw holes located at each end of 15. Thoroughly clean all gearbox parts.
lid. Tighten the capscrews alternately to lift the
lid from the gearbox housing.
9. Gearboxes equipped with a bearing locknut INSPECTION

will require removal of locknut (28), washer (29),
spacer (30), bearing (31) and bullgear spacer All components should be visually checked for
(32). If the gearbox is not equipped with the cracks or other major problems that would elim-
bearing locknut only spacer (32) should be inate their usage in the rebuilding of this assem-
removed. bly. All parts should be checked before starting
the assembly procedure.
10. Remove capscrews (46) and drop seal
housing (45). If the bullshaft dimensions are within tolerance
but seal surfaces are worn, a sleeve replace-
11. Position the gearbox under a press. Support ment kit can be installed to replace the upper or
the circular portion of the lower gearbox on a lower seal area. See instructions on page no.
piece of heavy wall pipe with 10” (25 cm) ID 009532-0 of this manual.
approximately 9”(22.5 cm) long. Center the
pipe to allow the bearing assembly (39 and 42) After all parts and dimensions have been
to lower into pipe. checked the assembly procedure may be
started. Replace all seals, packings and O-
12. To separate bullshaft (42) from bullgear (33) rings.
will require the use of a torch equipped with a
cherry tip. The bullgear should be heated thor-
oughly from the center out for a least 4 inches Dimensions and Tolerances
(10 cm) to 400°F (204°C). Place a heavy wall
1-1/2” (3.75 cm) pipe coupling into the recess in Dimensional tolerances of the bullshaft (42) at
top of bullshaft. Press the bullshaft downward the bullgear seat and bullgear ID (33) are criti-
until the bullgear is freed from bullshaft. Care cal. These parts are shrink fit to ensure that the
must be taken to be sure no pressure is bullgear will remain in position during operation.
applied to thin edge on top of the bullshaft.
If your rotary head uses a bullshaft that does not
13. Lift gearbox (22) over bullshaft (42). use the bearing and locknut arrangement, we
recommend that you replace it at this time.
14. Check main thrust bearings (39). If neces-
sary remove as follows: Bearing and bullshaft assemblies are available
to replace bullshafts that do not include the top
A. Unlock tab lockwasher (37) and remove bearing locknut.
locknut (36), and keyed washer (38). Locknut
may have to be heated to facilitate removal. NOTE!
Use of the bullshaft with the locknut also
B. Set the lower end of bullshaft (42) into heavy requires the replacement of swivel housing (17).
wall pipe 6” (15 cm) ID X 9” (22.5 cm) long, rest-
ing on the cone of bearing (39). Place a heavy
wall 1-1/2” (3.75 mm) coupling in the recess on
002153-000 SHEET 2 OF 8
10-04-06
UPPER BEARING BORE
BEARING BORE DEPTH

ROTARY HEAD
HOUSING
2153S1B.TIF
BULLGEAR BORE
MAIN THRUST BEARING BORE
BULLSHAFT
(BEARING & LOCKNUT STYLE)
UPPER SEAL SURFACE
UPPER BEARING SURFACE
BULLGEAR SURFACE
MAIN THRUST BEARING SURFACE
LOWER SEAL SYRFACE
LOWER SEAL
LOWER SEAL
HOUSING
002153-000 SHEET 3 OF 8
10-4-06
2153s1a.tif
002153-000 SHEET 4 OF 8
10-04-06
ASSEMBLY A. Thoroughly clean and remove nicks and

burrs from seal housing (45).
1. Main thrust bearing (39) should be cleaned
and ready for assembly and at normal room B. Grease and pack lower seals (43) thor-
temperature. oughly with #2 EP grease.
NOTE! C. Assemble both seals with lip up as inserted

Bearing spacers are ground to match the bear- into seal housing.
ing as a set. Do not mix bearings or spacers in
other bearing assemblies. D. Press seals firmly into place using 6-1/2”
(16.25 cm) OD plate.
2. Assemble main thrust bearing (39) to the
bullshaft (42) as follows: E. Grease O-ring (44) and install it in the
groove in lower seal housing (45).
A. Heat bearing assembly (39) in oil or an
oven for one 1-1/2 hours at 300°F (149 C°). F. Grease the lower seal surface of bullshaft
Check with temperature stick. (42).
B. Thoroughly clean bullshaft (42). All nicks 4. Install bullshaft (42) in gearbox housing (22)
and burrs must be removed before assembly. as follows:.
CAUTION A. Thoroughly clean the upper and lower bear-

ing cavities in the gearbox housing. These
Make sure bearing assembly (39) is installed areas must be absolutely clean and free of any
as shown in the exploded view drawing. nicks or burrs.
C. Install the bearing on the bullshaft. The B. Carefully place bullshaft assembly in the
bearing must seat firmly on the bullshaft shoul- center of lower seal housing (45).
der.
C. Place bearing cup (23) into the lower input
D. Allow bearing and bullshaft to cool to nor- pinion bearing bore and lightly tap or press into
mal room temperature. place firmly.
E. Position the bullshaft with bearing assem- D. Place gearbox (22) over bullshaft (42) and
bled under a press. Place a 5-1/2” (13.75 cm) main thrust bearings (39).
ID pipe X 9” (22.5 cm) long carefully over
bullshaft resting on top of bearing assembly E. Coat threads of capscrews (46) with Loctite
(39). Press with force of 25 to 50 tons (22,500 No. 242 (part no.001581-001).
to 45,000 kg) to ensure the bearing is properly
seated. The bearing should be free to rotate F. Lift lower seal housing (45) up over bullshaft
without axial movement of the bearing cup. (42). Make sure that seals are not folded over
or damaged and that O-ring (44) does not drop
F. Install washer (38), tang washer (37) and out of the housing groove.
locknut (36). Tighten as tight as possible and
lock in place. G. Install capscrews (46) and alternately
torque to 100 ft-lbs (135Nm) for all 1/2”grade 5
3. Install seals (43) in lower seal housing (45) screws, 115 ft- lbs (155 Nm) for all 5/8” grade 8
as follows: screws, and 120 ft-lbs (163 Nm) for all 1/2”
grade 8 screws.
002153-000 SHEET 5 OF 8
10-4-06
NOTE! D. Position bullgear (33) over bullshaft (42). A

A gap of 1/8”(3.1mm) between seal housing press should be available in case the bullgear
(45) and gearbox (22) is normal. does not completely seat to the shoulder on the
bullshaft.
H. If all instructions have been followed the
bullshaft should rotate without any noticeable E. Place lower input pinion bearing cone (24)
end play. into bearing cup (23). Place input pinion (25)
into lower input bearing cone. The gears must
5. Install input pinion bearings (24 & 26) as fol- be meshed properly for proper installation and
lows: the pinion lightly tapped until seated.
A. Heat bearing cones (24) and (26) in oil or F. Place gearbox spacer (32) over bullshaft on
oven for one hour at 300°F (149°C). top of bullgear.
B. Slide bearing cone (26) over the splined G. Place top bullshaft bearing (31) on bullshaft
end of input pinion (25). Make sure the bearing and tap inner race until tight against spacer or
is completely seated on the shoulder. shouldered.
C. Leave the remaining bearing cone (24) in oil H. Gearboxes using bullshafts with bullgear
or oven until after bullgear(33) is installed. locknuts must have lockwasher (29) and locknut
(28) installed and tightened as tight as possible.
6. Assemble and install bullgear (33) as fol-
lows:. 7. Assemble and install gearbox lid (21) as fol-
lows:
CAUTION A. Thoroughly clean gearbox lid (21). All nicks
Tapped holes (5/8-11 UNC) in top of bullgear and burrs must be removed.
(33) are for lifting eyes only. Do not attempt
to use these for any purpose other than B. Install bearing cup (27) into the upper pinion
lifting the bullgear. opening and tap into place.
A. Bullgear (33) must be heated in oil or an C. Coat the sealing surfaces of gearbox (22)
oven for 5 hours at 425°F (218°C). The use of a with Loctite No. 515 (001581-005).
temperature stick is recommended to assure
the bullgear is completely heated at proper tem- D. Coat threads of capscrews (20) with Loctite
perature No. 242 (001581-001) and install lid (21). Pull
the lid down evenly and torque the capscrews to
B. Place steel key (41) in bullshaft. 200 ft. lbs (272 Nm).
NOTE! E. Gearboxes built with an inspection plug in

Do not substitute any soft steels for key. Key lid can be used to measure from the top of the
material must be AISI 4140 HT. bullgear to the top of the lid to ensure the
bullgear is not moving on the shaft. The mea-
C. Coat the surface of bullgear surface of surement should be same as the measurement
bullshaft (42) must be “X” with Loctite 680 com- stamped near the inspection hole.
pound (001581-006).
8. Assemble and install the planetary drive on
C. Make sure lower input pinion cup (23) has gearbox as follows:
been installed.
002153-000 SHEET 6 OF 8
10-04-06
A. Coat the lower surface of planetary adapter ance.

(11) with Loctite gasket eliminator #515
(001581-005). Position and align the adapter G. After proper clearance is provided, reinstall
over bolt holes in top of gearbox lid (21). splined coupling (3).
B. Grease quad rings (9) and insert in top 10. Assemble and install upper swivel housing
recess of planetary adapter (11) and on top of (17) as follows:
planetary ring gear (10).
NOTE!
C. Place planetary sun gear assembly (49) into For additional instructions refer to page 001111-
adapter (11) and install planetary drive ring (10) 0 in this manual.
on top of the adapter. Make sure quad rings (9)
are properly seated. A. Pack and thoroughly grease upper seals
(19).
D. Place splined coupling (3) in the center of
planetary (49) and rotate the bullshaft to center B. Insert seals (19) into housing (17) with the
the planetary gear assembly around input pin- lip of the top seal (19) facing toward the top of
ion (25). the housing and lip of bottom seal (19) towards
the bottom of the housing.
E. Coat the threads of capscrews (5) with Loc-
tite 242 and place in position. Tighten the cap- C. Place one packing (16) in the recess on top
screws alternately and torque to 100 ft-lbs of bullshaft (42).
(135Nm).
D. Coat the lower surface of housing (17) with
9. Check the clearance of the planetary drive orange Loctite.
as follows:
E. Carefully place housing (17) over bullshaft
A. Remove splined coupling (3). (42) and push it onto the bullshaft until the seals
are past the O-ring groove. Grease O-ring (40)
B. Using a feeler gauge, check the clearance and install on bullshaft through top of the hous-
between top thrust washer (48) and the bottom ing. Check alignment of the packing and press
surface of the top end cover ((6). Clearance the housing into place.
should be from .010” to .030” (2.5 to 7.5 mm). If
clearance is less than .010” (2.5 mm) then pro- F. Coat the threads of capscrews (18) with
ceed as follows: blue Loctite and tighten the housing down
evenly. Torque to 100 ft- lbs (135Nm).
C. Remove capscrews (5). Holding the plane-
tary assembly, remove end cover (6). Do not G. Coat both sides of wear bushing (15) with
move planetary adapter (11). Never Seize or GP grease and place on top of
packing (16) previously placed in bullshaft (42).
D. Install 1/32” (.8mm) thick gasket (7) or 1/16” Place remaining packing (14) on top of wear
(1.6mm) thick gasket (8) as required to act as a bushing (15).
spacer on top of planetary drive ring.
H. Install one spacer (13) on top of upper pack-
E. Grease and install quad ring (9) and end ing and install air pipe or flanged hose on top of
cover (6) and retorque capscrews(5) to 100 ft- seal housing. The use of two bolts is sufficient
lbs (135 Nm). as the flange will be removed after the packing
and wear bushing are compressed and seated.
F. Use the feeler gauge to recheck the clear- Rotate the bullshaft a few turns by hand to help
002153-000 SHEET 7 OF 8
10-4-06
seat the packing. center of the gearbox.
I. Remove the air flange carefully without dis- D. Coat the threads of capscrew (2) with Loc-
turbing spacer (13). Proper compression of tite (001581-001) and tighten evenly to approxi-
packing will allow the spacer to extend above mately 100 ft- lbs (135 Nm) of torque.
housing (17) .156” to .212” (4 to 5.5 mm) after
the flange is removed. If the spacer extends E. Reinstall the air vent hose. (Delay tighten-
more than .212” (5.5 mm) above the housing, ing of one end of hose until gearbox is filled with
replace spacer (13) with a thinner spacer and oil to let trapped air escape.)
recheck for proper dimension. Use the spacer
which best meets recommended dimensions. 4. Remove the planetary case fill plug and fill
gearbox (22) through fill opening with approxi-
mately 22 quarts (20.5 l) of EP 90 gear case oil.
13
5. Refill the planetary assembly until the oil
level is at the top of planetary ring gear (10).
17
14 6. Oil level must be checked a minimum of one
time per week.
15
16
7. Drain, flush and refill gear case every 6
40
months.
19
1111s1.tif 8. Adjust the chain tension as required.
SWIVEL PACKING
INSTALLATION
1. Position the rotary head assembly in the

mast.
2. Reconnect the chains and install the guide

shoes assemblies.
3. Install the rotary head drive motor as follows:
A. Grease and install O-ring (4) (component of

the planetary drive) into the top of planetary
cover (6).
B. Splined adapter (3) must be in the planetary

drive.
C. Position motor (1) on top of planetary drive

with the motor case drain outlet towards the
002153-000 SHEET 8 OF 8
11-09-98
HYDRAULIC MOTOR DESCRIPTION
(002746-000) This hydraulic motor can be either a fixed or

variable displacement, axial piston motor.
Rotation is bi-directional.
GENERAL
TROUBLESHOOTING
This topic contains a description of the motor, a
motor. The table indicates the probable cause
motors; a seal assembly that consists of a
spring, rubber bellows, and carbon ring, or a
more typical oil seal.

Noisy Motor Air in Fluid a. Leak in suction line
c. Low fluid level
d. Excessive pressure drop in the inlet line from
reservoir
Cavitation in motor rotating group a. Fluid too cold

c. Fluid too heavy

High Wear in Motor Excessive loads a. Reduce pressure settings

b. Reduce speeds


b. Fluid breakdown

b. Faulty breather
c. Leaking cooler

b. Fluid too thin

b. Air in fluid
002746-000 SHEET 1 OF 4
11-09-98

This procedure applies to the following shaft 8
6 7
seals with seal kit part numbers: 5
001329-151 3
001330-052 1
2
001330-223
001330-416
003785-061
003785-185 4
Removal
Disassemble and remove the driveshaft as CARBON RING - TYPE SEAL

follows:
1. Remove the four screws (8) and gaskets (7) 4D

and remove retainer (6) and the stationary sec- 6
4A
tion of seal (4).
! CAUTION
Do not scratch the seal surfaces on the shaft 4B
when removing seal (4). 1 4C
ITEM 4 DETAIL
2. Carefully remove the carbon ring and the 4F 4E 3
3. Remove snap ring (3) and pull out shaft and Installation
bearing assembly (1). Remove shim (2) where Install the shaft and seal assembly as follows:
applicable.
! CAUTION
Before installing the shaft seal, exercise
Cleaning And Inspection care to ensure that all of the parts fit
together properly. If the rubber ring (F),
All parts must be inspected and be free of grips the shaft, spring (D) can disengage the
material defects, dirt, scratches or any foreign shell of carbon ring (C). Be sure the shell
material. and the band of the carbon ring are properly
engaged before reassembling the seal.
light film of clean oil. 1. Position the pump with the inlet and outlet
port block facing down.

edges on shaft seal area of the shaft.
002746-000 SHEET 2 OF 4
11-09-98
3. For a rigid shaft application use the shim (2)

bearing. 2
1


unit only. Assemble the seal as follows: 1329-1s
NOTE ! 5 4 3
Seal installation must be completed quickly to 6

shaft.
OIL SEAL - TYPE SHAFT SEAL
H. Apply grease to the inner surface of rubber
I. Apply grease to the square section rubber ! CAUTION

seal (A) and install on ceramic seat (B). Do not scratch the seal surfaces on the shaft
with the lapped side of the seat in position to 4. Carefully remove shaft and bearing assem-
contact the carbon ring. bly (6) from the cam.

against the carbon face. Cleaning And Inspection
L. Place the four gaskets (7) on the four screws All parts must be inspected and be free of
(8) and insert seal retainer (6). Depress the material defects, dirt, scratches or any foreign
seal retainer only far enough to start the four material.
(13.6 Nm). After cleaning, all parts must be covered with a
OIL SEAL - TYPE SHAFT SEAL Installation

This procedure applies to the following shaft seal Install the shaft and oil seal as follows:
with seal kit part number:
001329-273 1. Position the cam on the rotating group so
002746-000 SHEET 3 OF 4
11-09-98
that the thick part of the cam is at the bottom of 5. Slide seal retainer (3) over the shaft and
the port block. against seal (4).
2. Insert the small end of shaft and bearing 6. Place gaskets (2) over capscrews (1) and
assembly (6) through the bore of the cam and install them. Alternately torque the screws to 50
into the splines of the cylinder barrel. ft-lbs (68 Nm).
3. Install O-ring (5) into the counterbore in the

housing.
4. Using a tapered sleeve tool with an inside

diameter of 1.240 inches (31.5 mm) and an out-
seal (4) over the splines of the shaft.
002746-000 SHEET 4 OF 4
3-87
BULLSHAFT SLEEVE KIT 6. Place installation tool over the sleeve. The
flange end of the sleeve goes on the shaft first.
INSTALLATION
(009532-000)
9532SB
INSTALLATION
1. Clean the surface where the seal contacts

the shaft. File down and polish any burrs or
rough sports.
2. Measure the diameter where the sleeve will

be positioned on an unworn portion of the shaft. 7. Gently pound the center of the tool until the
Measure in three positions and average the sleeve covers the seal worn surface.
reading in case the shaft is out of round. If the
average diameter is within the range for a given
sleeve size, there is sufficient press-fit built into
the sleeve to keep it from sliding or spinning.
No cement is necessary.
9532SC
9532SA
If the installation tool supplied with the sleeve is

too short, a length of pipe or tubing with a
squared-off, burr-free end can be substituted.
8. Leave the sleeve flange intact unless clear-

3. If the shaft is deeply scored, fill the groove
ance is required. Use side cutters to pry the
with epoxy type filler. Install sleeve before the
flange away from the seal surface and twist it
filler hardens.
into a coil. The flange will break loose along the
pre-cut line.
4. If the groove does not require filling, apply a
light layer of nonhardening sealant to the inner
surface of the sleeve.
5. Determine how far back the sleeve must be

positioned to cover the old seal wear tracks.
Measure to the exact point, or mark directly on 9532SD
the surface. The sleeve must be placed over
the worn area, not just bottomed or left flush
with the end of the shaft.
009532-000 SHEET 1 OF 2
3-87
9. After the sleeve is installed, check again for

burrs which could damage the seal.
10. Lubricate the end of the sleeve when install-

ing the seal.
SLEEVE KIT MAXIMUM MINIMUM

PART SHAFT SHAFT
NUMBER DIAMETER DIAMETER
009532-001 5.754” 5.746”
(146.15mm) (145.94mm)
009532-002 3.003” 2.997”
(76.27mm) (76.12mm)
009532-000 SHEET 2 OF 2
9-28-98
TOP SUB LOCK

INSTALLATION
(011201-000) ROTARY HEAD
INSTALLATION BULLSHAFT
Install the top sub to the rotary head TOP SUB

bullshaft as follows:
11201s1.tif BIT SUB
1. Thoroughly clean the threads in the
bullshaft and the top sub pin. HOLDING WRENCH
2. Apply joint compound to the bullshaft

threads and the top sub pin.
3. Position the bit sub in the table bushing

and extend the holding wrench. TABLE BUSHING
4. Apply joint compound on the pin threads

of the bit sub.
5. Thread the top sub onto the bit sub and

hand tighten only.
6. Position the ENGINE SPEED switch to

the ‘HIGH’ or ‘RUN’ position.
7. Turn the rotary head TORQUE CON-

TROL clockwise to the maximum setting.
8. Slowly lower the rotary head onto the top

sub. Begin threading the two together and
allow the bit sub to slap against the holding
wrench three or four times to ensure maxi-
mum torque.
9. Refer to the welding diagram and install

the bar stock.
10. Loosen the top sub from the bit sub with
the tong wrench.
011201-000 SHEET 1 OF 2
9-28-98
ROTARY GEARBOX
A BULLSHAFT
SPECIAL BAR STOCK

3/8” X 3/8” X 1-1/2” LG
(9.5mm X 9.5mm X 38mm) TOP SUB
PART NO. 011200-001
NOTE! BE SURE TOP SUB THREAD IS GREASED WITH ROD

DOPE AND POWER TIGHTENED BEFORE WELDING
B
BULLSHAFT
TOP SUB
3/4” (19mm) TYP SPECIAL BAR STOCK

120o TYP
1-1/2” (38mm) TYP

3 PLACES TOP SUB
TYP
VIEW A SECTION B
SPECIAL BAR STOCK
011201-000 SHEET 2 OF 2
3-30-10
WINCH (021371-001) 6. A light to moderate load should be applied to

the rope when installing the rope. A mini-
mum of five (5) wraps of wire rope should
WIRE ROPE INSTALLATION remain on the cable drum at all times.
Older models (BG4A) of this winch have two

anchor pockets in the cable drum to accommo-
date the reversing of the drum rotation. Later
models (BG4B) have only one pocket and
require modifications for reversing. Contact the
factory for more instructions should this be
required.
1. The wedge and anchor pocket must be
clean and dry, as well the end of rope.
2. Take the free end of the wire rope and insert
it through the smaller opening of the anchor
pocket on the drum. The standard cable anchor wedge supplied with
3. Loop the wire rope and push the free end the winch is intended for 8 to 13 mm (5/16 to 1/2
about three-fourths of the way back through inch) wire rope.
the pocket.
4. Install the cable anchor with the small end
toward the drum, then pull the slack out of THROUBLESHOOTING
the wire rope. The dead end of the rope
needs to extend slightly beyond the end of
the wedge as shown. The following table lists difficulties which may
5. Using a hammer and brass drift, drive the be experienced with the winch. The chart also
wedge as deep into the pocket as possible lists probable causes and remedies.
to ensure it is fully seated.
PROBLEM PROBABLE CAUSE REMEDY
A. 1. Be certain that the hydraulic system tempera-

ture is not more than 82o C (180° F). Excessive
The winch hydraulic oil temperatures may be caused by:
runs hot.
A. Plugged heat exchanger. Thoroughly clean exterior and flush interior.
B. Too low or too high oil level in hydraulic reser- Fill/drain to proper level.
voir.
C. Same as C-1. Same as remedy for C-1.
D. Hydraulic pump not operating efficiently. Remove and inspect pump. Check suction line for damage.
E. Hydraulic oil viscosity is incorrect for condi- Use correct hydraulic oil.
tions.
2. Excessively worm or damaged internal winch Disassembly winch to inspect/replace worn parts.
parts.
Troubleshooting Table 1 of 3
021371-001 SHEET 1 OF 11
3-30-10
B. 1. Same as C-1. Same as remedy for C-1.
Winch “chat- 2. Same as D-4. Same as remedy for D-4.

ters” or
surges while 3. Hydraulic oil flow to motor may be too Same as remedies for A-1
raising rated low.
load.
C. 1. System relief valve may be set too low. Check relief pressure as follows:
A. Install an accurate 0-34500 kPa (0-5000) pressure
gauge in the inlet port of the brake valve.
B. Apply a stall pull on the winch while monitoring pressure.
C. Adjust relief valve setting as required.
Winch will NOTE: If pressure does not increase in proportion to

not lift maxi- adjustment, relief valve may be contaminated or worn out.
mum load. In either case, the relief valve may require disassembly or
replacement.
2. Check valve or counterbalance valve may be Remove the counterbalance or check valve cartridge and
clogged or stuck. This winch uses a check valve clean for inspection. Reseal or replace as required.
which requires the brake to be released while
hoisting or pulling wire rope
3. Be certain hydraulic system temperature is not Same remedy as C1 and A1.

more than 82o C (180o F). Excessive hydraulic oil
temperatures increase motor internal leakage and
reduce motor performance.
4. Rigging and sheaves not operating efficiently. Perform rigging and sheave service.
D. 1. Same as F-2. Same as remedy for F-2.
Oil leaks
from vent 4. Motor seal may be defective as a result of high Hydraulic system back pressure must not exceed 690 kPa
plug back pressure in the motor case drain circuit or (100 psi). Inspect the hydraulic system for a restriction in
contaminated oil. Contamination will usuallly the return line.
cause the seal to wear a groove in the motor shaft.
Check the hydraulic oil for contamination and replace the
winch motor seal
E. 1. Excessive system back pressure acting on the The pressure at the motor lowering port is also transmitted
brake release port. to the brake release pilot circuit. Inspect the hydraulic circuit
Brake will for restrictions, plugged filters or control valves not center-
not hold ing.
when control
valve is
returned to 2. Friction brake will not hold due to worn or dam- Disassemble winch to inspect/replace worn parts.
neutral after aged brake disks.
lifting a load.
Troubleshooting Table 2 of 3
021371-001 SHEET 2 OF 11
3-30-10
F. 1. The counterbalbnce valve cartridge may be Remove the counterbalance cartridge from the valve block
plugged damaged, or out of adjustment. and inspect. Clean and reseal as reqired. Cartridges are
Winch will supplied pre-set to the pressure required for proper hoist
not lower operation.
the load or
not lower 2. The friction brake may not be releasing as a Check the brake cylinder seal as follows:
the load result of a defective brake cylinder seal.
smoothly. A. Disconnect the brake release tube from the brake
NOTE! If the brake cylinder seal is defective you release port. Connect a gand pump with and accurate
will usually find oil leaking from the winch vent 13,800 kPa (6,900 psi) gauge and shut-off valve to the fit-
plug. ting in the brake release port.
B. Apply 6,900 kPa (1000 psi) to the brake. Close shut-off

valve and let stand for five (5) minutes.
3. Friction brake will not release as a result of C. If there is a any loss of pressure in the five (5) minutes,
damaged brake discs. the brake cylinder should be disassembled for inspection of
the sealing surfaces and replacement of the seals.
Disassemble the brake assembly according to the disas-

sembly instructions. Inspect the brake springs, and brake
plates.
of oil seals and a light coat of thread sealing

compound on pipe threads. Avoid getting
OVERHAUL thread compound inside parts or passages
Before any part is removed from the winch, all which conduct oil.
service instructions should be read and under-
stood. Thoroughly clean all parts in a good grade of
non-flammable safety solvent. Wear protective
clothing as required.
Work in a clean, dust free area as cleanliness is
of utmost importance when servicing hydraulic Refer to exploded view drawing for item num-
equipment. bers used in service procedures.
Inspect all replacement parts, prior to installa- • Perform all applicable troubleshooting
tion, to detect any damage which might have operations BEFORE disassembling the
occurred in shipment. winch.
Use only genuine replacement parts for opti-

mum results. Never reuse expendable parts
!! WARNING
such as oil seals and O-rings. Do not clean brake friction disks in solvent.
Solvent may cause damage to friction mate-
Inspect all machined surfaces for excessive rial which may result in brake failure and
wear or damage before reassembly operations loss of load control.
are begun.
Lubricate all o-rings and oil seals with gear oil Disassembly
prior to installation.
1. Disconnect all hoses and fittings at the
Use a sealing compound on the outside surface winch motor.
021371-001 SHEET 3 OF 11
3-30-10
2. Stand the winch on the bearing support 38

endplate. Remove the brake release tube
assembly (43) between the brake valve block
and the brake cylinder endplate. Remove the
capscrews (50) and lockwashers (51) which
secure the motor (49) to the motor adapter (38),
and lift the motor out of the motor adapter.
Remove and discard the O-ring (37) installed on 4
the pilot of the motor.
5
6
49
5. Remove the other four capscrews and
lockwashers holding the tieplates to the bearing
support endplate. Remove the planet assembly
from the drum and separate the drum from the
bearing support endplate.
12
3
3. Remove the brake coupling (29) and sun
gear (41) from the winch.
41
4. Remove the four capscrews (5) and lock-

washers (6) holding the tieplates (4) to the
brake cylinder endplate. Remove the brake cyl-
inder endplate from the drum.
021371-001 SHEET 4 OF 11
3-30-10
1 7
52
53
3 8
17 9
16
15
13
14
16
41
28
2
27
12
31
11 BG4A 32
33 4
10 BG4B
35 45
42
33
48
36
47 34
6
BG4A BG4A
5
29
30 37
45
38
BG4B
50
43
51
49
44
40 39
WINCH (021371-001)
021371-001 SHEET 5 OF 11
3-30-10
Drum replaced. The thrust washer contact areas

should be free from any surface irregularities
1. Remove the bearing and seal from each that may cause abrasions or friction. The gears
end of the drum. Thoroughly clean and inspect and shaft should be inspected for abnormal
the drum. Check the ring gear teeth (machined wear or pitting. Replace if necessary.
into the inside surface of the drum) for nicks,
spalling or excessive wear. Replace the drum if
wear is greater than 0.4 mm (0.015 in.) when
14
compared to unworn area of teeth.
13
17
12 15
16
2. Insert a bearing into a planet gear and

place a thrust race on each side of the gear.
Position this assembly in the planet carrier and
slide the planet gear shaft through the carrier.
Align the pin hole in the shaft with the hole in the
2. Install new bearings in the drum if replace- carrier and drive a NEW rollpin into place.
ment is necessary. Apply a non-hardening seal- Always use NEW rollpins. When properly
ant on the outside diameter of each new seal positioned, the rollpin will be slightly below the
and press the seals into the drum, using a flat surface of the carrier.
plate to avoid distortion.
3. With a center punch, stake the carrier next
to the pin hole as shown. This will distort the
Planetary Carrier hole so the pin will not back out when in service.
Repeat these steps for each of the three planet
1. First drive the rollpins (17) into the center gears.
of the planet pins (14). Now you can remove the
planet shaft (14), two thrust races (16), planet
gear (13) and roller bearing (15). Repeat this 12
procedure for the other two planet gears. Thor-
oughly clean all parts and inspect for damage
and wear. The bearing rollers should not exhibit
any irregularities. If the rollers show any sign of
spalling, corrosion, discoloration, material dis-
placement or abnormal wear, the bearing
should be replaced.
Likewise, the cage should be inspected for
unusual wear or deformation, particularly the
cage bars. If there is any damage that will
impair the cage’s ability to separate, retain and
guide the rollers properly, the bearing should be
021371-001 SHEET 6 OF 11
3-30-10
Brake Cylinder Endplate

Disassembly and Inspection
NOTICE
The capscrews in the motor adapter should
be evenly removed in 1 or 2 turn increments
since the motor adapter is under spring ten-
sion.
1. Remove the capscrews (47) and lock-
38
washers (48) holding the motor adapter (38) to
the endplate (2). Install 2 capscrews and a 3. Place each friction disc on a flat surface
short piece of chain or two 1/2-13 eyebolts into and check for distortion with a straight edge.
the motor mounting holes. Using the chain as a Friction material should appear even across
handle, lift the motor adapter out of the end- entire surface with groove pattern visible.
plate. Remove and discard the O-ring (36) from Replace friction disc if splines are worn to a
the motor adapter. Remove and discard the point, disc is distorted, friction material is worn
brake piston seal (32). Remove brake plate unevenly or groove pattern is worn away. Place
spacers (33), steel discs (35), friction discs (34), each steel disc on a flat surface and check for
spring plate (31), springs (27) and spring spacer distortion with a straight edge. Check surface
(28). for signs of material transfer or heat. Replace
steel disc if splines are worn to a point, disc is
distorted or heat discolored.
47
48
NOTICE
38 Failure to replace brake springs as a set may
result in uneven brake application pressure
and repeated brake spring failure.
2
4. Check the free length of each brake spring.
Minimum free length is 23.8 mm (15/16 inch).
2. Thoroughly clean and inspect all parts at Check springs for any signs of cracking or fail-
this time. Check brake piston sealing surfaces ure. If a brake spring must be replaced for any
on motor adapter and brake cylinder endplate. reason, then ALL brake springs must be
The sealing surfaces must be smooth. Light replaced.
scoring from contaminants in the gear oil may
be smoothed with an extra-fine abrasive cloth.
Be sure the brake release port in the endpate
(shown above) is free of contamination.
Remove the vent plug (42) from the motor
adapter, clean in solvent and reinstall. DO NOT
paint over the vent or replace it with a solid plug.
27
021371-001 SHEET 7 OF 11
3-30-10
ASSEMBLY
1. Place the motor adapter on workbench 35

with the motor mounting surface down. Install a
new O-ring (36). Lubricate the brake piston
seal with petroleum jelly or hydraulic oil and
install on the motor support with the seal lip
38
down, as shown.
34
3. Install the other brake plate spacer (33

BG4A) and the spring plate (31) as shown.
38
31
36
38
2. On winch model BG4A (splined disc) install

a brake spacer (33) into the motor support.
Insert a steel disc (35) against the spacer, fol-
lowed by a friction disc (34). Alternately install
steel and friction discs until eight (8) friction
discs and nine (9) steel discs have been 4. Install the spring locator (28) and the eight
installed. Finish with a steel disc on top. (8) springs (27) into the brake cylinder endplate
(2).
On winch model BG4B (lobed disc) install a
steel disc (35), followed by a friction disc (34). 2 27
Alternately install steel and friction discs until
eight (8) friction discs and nine (9) steel discs
have been installed. Finish with a steel disc on
top.
NOTE !
It is a good practice to lubricate the discs in gear
oil prior to assembly.
5. While holding the motor adapter and brake

assembly together, turn it over and install into
the brake cylinder endplate. Install the eight (8)
capscrews (47) and lockwashers (48) but do not
tighten them at this time.
021371-001 SHEET 8 OF 11
3-30-10
3
38
2
4
6. Loosely attach the two tieplates (4) to the 8. Install the planet carrier assembly into the
bearing support endplate using capscrews (5) drum while meshing the planet gears with ring
and lockwashers (6). gear and the planet carrier with the bearing sup-
port.
NOTICE
Make certain the snap ring is installed on the
12
bearing support. This snap ring will keep
the planet carrier correctly positioned in the
winch. Gear train damage may occur if this
snap ring is omitted.
4 1
4
52
9. Lubricate the bearing support and sealing

surface on the brake cylinder endplate and
5 install the endplate assembly onto the drum.
6
10. Fasten the two tieplates to the endplate
with capscrews (5) and lockwashsers (6), and
toque all eight (8) tieplate capscrews to their
proper valve. Check that the drum turns freely
7. Lubricate the bearing support and sealing in both directions without binding or any interfer-
surface with petroleum jelly or gear oil and ence. Install the sun gear (41), meshing with
place the cable drum (3) on the bearing support the teeth on the planet gears in the drum.
endplate. Check that the drum rotates freely on
the bearing.
021371-001 SHEET 9 OF 11
3-30-10
41
29
5
6
!! WARNING
Be certain the snap ring (30) is seated in the 11. Install the brake coupling into the brake
pack with the flat end of the coupling toward the
groove in the splined bore of the brake cou-
pling (29). This snap ring will keep the brake motor. Turn the coupling back and forth to align
coupling correctly positioned in the center the outer splines with the brake disc splines.
The coupling must engage all the brake discs
of the friction brake pack. Binding of the
brake or brake failure may occur if this snap and the snap ring in its center must rest on the
ring is omitted. sun gear. Evenly tighten the eight (8) cap-
screws around the motor adapter one turn at a
time until the motor adapter is firmly seated to
the endplate. Torque the capscrews to their
30 proper value.
29
Pour 1 litre (2 pints) of recommended gear oil
into the open motor adapter.
12. Install a new O-ring (model BG4A) or gas-

ket (BG4B) (37) on the motor pilot and lubricate
with petroleum jelly or gear oil. Install the motor
onto the motor adapter with two capscrews (50)
and lockwashers (51). Torque the capscrews to
their proper value.
021371-001 SHEET 10 OF 11
3-30-10
49
13. Install a hand pump with an accurate 0-

13,800 kPa (0-2,000 psi) gauge and shut-off
valve to the brake release port. Apply 6,900
kPa (1,000 psi) to the brake and close the shut-
off valve. Let the brake stand for five (5) min-
utes. If there is any loss of pressure, the brake
pack should be disassembled for inspection of
the sealing surfaces and the brake piston.
Release the pressure, remove the hand pump

and install the brake release tube (43) between
the brake valve block (39) and the brake
release port.
021371-001 SHEET 11 OF 11
3-30-10
021371-001 SHEET 12 OF 11
7-28-97
HYDRAULIC VANE MOTOR force the shaft to rotate in a clockwise direction.
(001011-000) MAINTENANCE
The internal parts of this motor are lubricated by

GENERAL tenance is limited to keeping the fluid in the sys-
The following pages cover the description, oper- accumulate on the motor or around the shaft
ation, removal, maintenance overhaul and seal. All fittings and bolts should be tight.
hydraulic motor. In the event the pump does not perform prop-
overhaul.
DESCRIPTION
This vane motor consists of four basic compo- TROUBLESHOOTING

nents: the housing or body, a shaft and bearing,
end cap, and a rotating group consisting of; a
rotor, vanes, vane springs, cam ring, bearing, The following table lists some of the difficulties
port pressure plate,. which may be experienced with this vane motor.
END CAP BODY
REMOVAL and INSTALLATION

should only be used as a guide in removing and
installing this component.
To remove the motor, proceed as follows:

ROTARY GROUP SHAFT & BEARING
1. Stop the engine and allow the hydraulic oil
to cool. Disconnect the battery ground cable
and tag the ignition switch to inform others of
OPERATION the maintenance taking place.
2. Clean the area around the motor and hose

During operation, pressurized oil enters one of connections.
the ports in the end cap and is directed to both
sides of the cam ring assembly through cast 3. Tag, disconnect and cap the hoses at the
ports in the end cap and port plate assemblies. motor. Plug the ports to prevent contamination.
The pressure applied against the vanes forces
the rotor to turn and at the same time rotates
the shaft. As the rotor turns, the oil moves to
the discharge ports in the port plate and end
cap. Oil entering the “A” port of the end cap will
001011-000 (SHEET 1 OF 5)
7-28-97

housing and end cap.

Loss in Speed Under a. Low inlet pressure. a. Check pressure.

Load b. Scored port plate or end cap. b. Relap flat to clean-up.
c. High oil temperature.
Poor Speed Control a. Worn rotating group. a. Replace.
Motor Fails to Start a. Insufficient torque. a. Increase relief valve setting.

Turning b. Excessive motor leakage. b. Check flow from motor outlet. Pressure not
loading plate causing plate to move away from
cam ring.
c. Worn rotating group. c. Replace.
d. Defective O-ring on O.D. of port plate. d. Replace O-ring.
Shaft Play a. Worn bearings. a. Replace.
Excessive Noise a. Worn or damaged rotary group. a. Inspect for excessive wear.
VANE MOTOR TROUBLESHOOTING TABLE

4. Securely support the motor with a suitable Drain all fluid from the motor and thoroughly
lifting device before removing the motor attach- clean the exterior surface. Prepare a clean, lint
ing hardware. free surface on which to place the internal parts
for inspection.
5. Before installing the motor be sure the
mounting sufaces of the motor are clean.
6. Once the motor is installed, fill it with clean Disassembly

hydraulic fluid.
Disassemble the motor as follows:
the motor for leakage.
1. Drain all fluid from motor and thoroughly
OVERHAUL 2. Match mark the motor end cap and body.

Secure the pump in a vise with the shaft
extended down.
General 3. Remove the four screws (1) and lift off end
cap (2).
The instructions contained in this section cover
a complete disassembly, inspection and assem- 4. Remove seal (3) from end cap (2).
bly of the motor. Also in this section is informa-
tion for changing the shaft and shaft seals. 5. If necessary, remove needle bearing (4)
001011-000 (SHEET 2 OF 5)
7-28-97
from end cap (2).

8 9 11
6. Remove the dowel pin (5) that secures end
cap (2).
12
2 6
1
10
NOTE !
Examine ball bearing (12B) for wear before
removing it from shaft (12C). Apply light pres-
4 3 5 sure to the outer race and rotate to check for
wear or cracks and excessive looseness.
Remove the bearing from the shaft if dam-
7. Thread two #10-24 screws into the two aged. Inspect the shaft for damage, especially
tapped holes provided as puller holes in cam the seal surface for the shaft seal. Omit the next
ring (6) and remove the rotating group assem- procedure if bearing removal is not required.
bly.
NOTE !
If resistance is encountered while pulling the
cam ring out, lightly tap the outside of the motor 11
body while lifting. 12B
15
8. Remove dowel (7) from port plate assem-
12
bly (8).
9. Thread two #10-24 screws into the two 12A

tapped holes provided as puller holes in port
plate (8) and remove the port plate assembly.
10. Remove rubber seals (9 and 10). 12C
11. Remove snap ring (11) and remove shaft 14

and bearing assembly (12) from motor body 13
(15).
12. Remove inboard retaining ring (12A) and
001011-000 (SHEET 3 OF 5)
7-28-97
press bearing (12B) off of shaft (12C). Make sure both rings are fully seated in their
grooves.
CAUTION 3. Install felt wiper (14) in motor body (15).
The remaining retaining ring (12A) must be Using a seal driver, press shaft seal (13) into
removed by passing over the bearing sur- place. Grease the seal lips.
face of the shaft and NEVER over the shaft
seal surface. A damaged seal surface will 4. Press on the outer race of ball bearing
cause the shaft seal to leak. (12B) until the shaft assembly is installed in
body (15).
13. Remove felt wiper (14) and shaft seal (13)
from motor body (15).
CAUTION
Cleaning and Inspection 5. Install retaining ring (11) to hold the shaft
1. Wash all metal parts in cleaning solvent assembly in place. Make sure the ring is fully
and dry thoroughly. seated.
2. Inspect seals for wear and brittleness. Dis- 6. On a clean workbench install seals (9 and
card and replace if necessary. 10) on the back of port plate (8).
3. Inspect bearings for wear or flat spots. 6 8 9 11 15
4. If the cam ring has excessive wear ripples,

the rotary group should be replaced. 12
5. Inspect the end cap and body castings for

cracks.
6. Replace the shaft if damaged splines are

present.
10
Assembly
Always lubricate all seals and bearings in clean 7
hydraulic oil before installation. Assemble the
motor as follows: 7. Insert dowel pin (7) in the face of port plate
(8).
1. If removed, install retaining ring (12C) in
the groove of shaft (9) by passing the ring over 8. Thread two #10-24 screws into port plate
the output end of the shaft. Just as in disas- (8) to aid in installing it in motor body (15).
sembly, Do not install the ring over the shaft
seal surface this may damage the seal sur- 9. With the port plate installed, remove the
face causing seal leakage. two #10 screws and install them in the cam ring
of the assembled rotating group (6). Install
2. Install ball bearing (12B) by pressing on dowel pin (5) in the cam ring.
the inner race until the bearing is seated against
retaining ring (12C). Install retaining ring (12A). 10. Lower rotating group (6) into motor body
001011-000 (SHEET 4 OF 5)
7-28-97
(15) making sure that dowel pin (7) seats fully in

the cam ring.
2 6
1
4 3 5
11. Lubricate and press needle bearing (4) into

end cap (2).
12. Lubricate seal (3) and install it on end cap

(2).
13. Install the end cap assembly on motor

body (15) and secure it in place with screws (1).
Alternately tighten two to draw down mounting
cap. Torque all four to 102 Nm ( 75 ft. lbs).
001011-000 (SHEET 5 OF 5)
7-28-97
001011-000 (SHEET 6 OF 5)
9-23-97
RELIEF VALVE
(001104-000) !! WARNING
Running the adjustment screw all the way
down will lock the overflow valve closed.
GENERAL
6. Adjust the regulator to the desired operating
pressure by turning adjusting screw assembly
This valve assembly is designed for a capacity
(3) clockwise to increase the pressure or coun-
of 2 to 20 gpm (7.5 to 75.5 lpm) and for pres-
terclockwise to decrease the pressure. Proper
sures from 200 to 700 PSI (13.8 to 48 bars).
settings are 150 PSI (10 bars) on 100 PSI (7
bar) compressors and 300 PSI (20.5 bars) on
The bypass opening in the bottom of the valve
250 PSI (17 bar) compressors.
must be connected to the overflow line. This
line must not have a valve or any other obstruc-
7. To temporarily release the pump operating
tion in it.
pressure, flip the handle 180° over the top of
the regulator.
The handle on the top of the valve acts as a
complete pressure release when it is rotated
180° through the vertical position.
PRESSURE RELEASE
The handle is also used as the means of setting
the pressure by turning clockwise to increase
the pressure and counterclockwise to decrease
the pressure.
INITIAL PRESSURE SETTING

1. HANDLE
The initial pressure setting should be made as 2. PIN
3. ADJUSTING
follows: SCREW
4. NYLON ROD
1. Place handle (1) in the pressure release 5. BRASS PIN
position. 6. SPRING SEAT
7. SPRING
8. CYLINDER TUBE
2. Loosen the pressure setting adjustment by 9. CYLINDER
turning adjusting screw (3) until the threads of LINER
10. CAPSCREW
the screw are showing above the top of cylinder
11. FOLLOWER
tube (8). 12. PLUNGER CUP
13. O-RING
3. Remove the pressure hose from the relief 14. VALVE
15. BODY
valve and attach a pressure gauge. 16. VALVE SEAT
4. Start and run the pump at the desired oper-

ating speed.
5. Close the bypass by rotating the handle

180° over the top of the regulator. Plunger pin
(5) in the center of adjusting screw (3) will not
be completely depressed.
001104-000 Sheet 1 of 3
9-23-97
OVERHAUL Replacing Plunger Cup and/or Valve
1. Grip the plunger assembly in a vise or other

Disassembly suitable holder, being careful not to damage the
valve face area.
1. Be sure that all pumping pressure has been
released by shifting handle (1) to the “pressure 2. Remove capscrew (10).
release” position.
3. Clean plunger follower (11) by removing all
2. Unscrew and remove adjusting assembly old grease and dirt.
(3).
4. Replace plunger cup (12) and/or valve (14)
3. Unscrew and remove cylinder tube (8) with a as needed and reassemble.
pipe wrench.
4. Remove the plunger assembly, spring or

springs (7) and seat (6) from the lower end of Replacing Valve Seat
the cylinder.
Valve seat (16) may be replaced by first knock-
5. Discard O-ring (13). ing out the old seat with a punch inserted
through the bypass opening.
Clean the seat contact area. Then tap the new

Replacing Cylinder Liner seat into place, using a block of wood or brass
to avoid damaging the face of the new seat.
If the stainless steel cylinder liner (9) is worn, it
may be removed with a punch or other suitable
tool as follows: Assembly
1. Clean the surface where cylinder liner (9) 1. Fill the cavity around plunger follower (11)
contacts cylinder tube (8). with lubriplate or grease.
2. Coat the outside of the new cylinder liner (9)

with Permatex or other suitable sealer and
press into cylinder tube (8). ! CAUTION
NOTE !
Do not push plunger assembly into cylinder
Be sure the lower end of the stainless steel liner
so far that cup passes end of stainless steel
is flared to match the end of the cylinder tube.
liner.
Be sure there are no rough edges inside the
2. Insert the plunger assembly into cylinder
installed cylinder liner that would damage the
tube assembly (8) from the cylinder liner end.
plunger cup.
Be sure that the plunger assembly travels freely
in the cylinder.
The cylinder may be purchased complete with
liner installed or the liner may be purchased
3. Put pipe dope on external threads or cylin-
alone for replacement.
der assembly (8) and screw back into cylinder
body (15).
001104-000 Sheet 2 of 3
9-23-97
4. Replace spring/or springs and spring seat 6. When properly reassembled, the adjusting
(6). Be sure the spring/or springs if/are properly handle can be rotated 180° over the top or
seated on plunger. turned in either direction to increase or
decrease the pressure adjustment.
5. Replace adjusting assembly (3) by screwing
it into the end of cylinder (8). Be sure plunger 7. Adjust as outlined in “Initial Pressure Set-
pin (5) is in its proper place in the adjusting ting” instructions.
assembly.
001104-000 Sheet 3 of 3
9-23-97
001104-000 Sheet 4 of 3
10-05-10
WATER INJECTION PUMP - 002168-001
Safety
! WARNING
Many accidents occur every year through careless use of mechanical
equipment. You can avoid hazards associated with high pressure
equipment by always following the safety precautions listed below.
• SHUT DOWN OR DISENGAGE the pump and all accessory equipment before attempting any
type of service. Failure to do this could cause electrical shock or injury from moving pump parts
or components under high pressure. Always adhere to “Lock Out” and “Tag Out” procedures.
For mobile equipment, be sure engines and hydraulics cannot be accidentally started.
• BLEED OFF ALL PRESSURE to the pump and piping before performing any maintenance on
the pump. Failure to do so may spray water at high pressure or high temperature onto service
personnel.
• NEVER OPERATE THE PUMP WITHOUT A PRESSURE RELIEF VALVE, rupture disc, or
other type of properly sized over pressure safety device installed.
• ALWAYS USE A PRESSURE GAGE when operating the pump. The pressure must never
exceed the maximum pressure rating of the pump or damage may occur. This damage can
cause leakage or structural damage resulting in injury to personnel.
• ENSURE THAT NO VALVES ARE PLACED BETWEEN THE PUMP AND PRESSURE
RELIEF VALVE. If the pump is started with a closed or restricted valve in line before the pres-
sure relief valve, the pump may exceed the rated or design pressure limits and rupture causing
injury to personnel.
• ALWAYS USE GUARDS on all belt drives, couplings, and shafts. Guards can prevent person-
nel from becoming entangled and injured by rotating and reciprocating parts.
• USE EXTREME CAUTION WITH SOLVENTS used to clean or degrease equipment. Most sol-
vents are highly flammable and toxic. Observe all safety instructions on packaging.
• FOLLOW NORMAL ENVIRONMENTAL GUIDELINES WHEN fluids, lubricants, or solvents are

disposed of or spilled.
• NEVER MODIFY THE PUMP to perform beyond its rated specifications without proper authori-
zation in writing.

Storage
Short Term Storage

If the pump is stored in an indoor, temperature controlled
environment for less than six (6) months, no special steps are
required to prepare it for storage. As a general rule for pumps in
corrosive fluid applications, the fluid end should be drained,
flushed with water or other non-corrosive cleanser and
compressed air used to blow dry whenever idle.
Short Term Storage for Severe Environments

If the pump has been in service, drain any fluid from pump fluid
end, flush the fluid end with water to clean out any of the
remaining pumpage and blow dry with compressed air. Pour 1/4
cup of internal rust inhibitor oil described in the Recommended
Lubricant Chart, into the suction and discharge ports of fluid end,
and then install pipe plugs in openings. Drain the power end
(crankcase) oil and remove the oil fill pipe plug. Pour 1/4 to 1/2 cup of internal rust inhibitor oil
described in the Recommended Lubricant Chart, into the oil fill hole and then install the filler pipe
plug.
Coat all exposed, unpainted metal surfaces (for example, Drive shaft) with preservative oil. Replace
the oil fill cap, and then cover the entire pump with a weather resistant covering such as a canvas
or plastic tarp or bag.
Returning a Stored Pump to Operation

Before operating a pump that has been prepared for storage, drain the preservative and
lubricating oil mixture from the power end (crankcase). Reinstall the drain plug, filler pipe plug, and
any other components that were removed for storage. Once these steps have been completed,
follow the normal pump start up procedures outlined in this manual.
Precautions during Freezing Weather

Freezing weather can cause problems for equipment when pumping water-based fluids that expand
in volume when changing from a liquid to a frozen solid state. When water is left in a pump fluid end
and exposed to freezing temperatures, the expansion of the water as it freezes can rupture the fluid
cylinder or ceramic cylinders of the pump and cause equipment damage. Injury may result when
starting equipment that has been damaged.
Whenever the pump is stored or idle in conditions that are near or below freezing, any water based
fluids should be removed from the pump. The best way to do this is to run the pump for a few
seconds with the suction and discharge lines disconnected or open to atmosphere. This will clear
the majority of the fluid from the pumping chamber as well as the suction and discharge manifolds.
After the run, blow compressed air through the fluid end to remove all traces of fluid.
As an alternative to the previous procedure, a compatible antifreeze solution can be circulated

through the fluid end. RV antifreeze, propylene glycol, is recommended for this purpose. Remember
that any fluid that poses an environmental hazard or is toxic must be handled and disposed of
properly.

How to Start a Pump
NOTICE
Always take special precautions when starting a pump for the first time or after any extended
shutdown. Never assume that someone else has properly prepared the pump and system for
operation. Always check each component of the system prior to every start-up.
1. Ensure that the drain plug on the bottom of the pump crankcase is installed.
2. Check the oil level to ensure that the pump is properly filled with 1 quart (0.95 liters) of non-
detergent motor oil, gear lube, or a synthetic oil as described in the Recommended Lubricants
Chart, and that the oil has not been contaminated with water or other contaminants.
3. If accessible, check the piston rods to ensure that they are free from abrasive particles or
debris.
4. Ensure that the pressure relief valve and all accessory equipment have been installed and
properly adjusted. Verify that all joints are pressure tight.
5. Open the suction line valve to allow fluid to enter pump. Prime the fluid cylinder if necessary on
the initial start up or after the system piping has been drained. The valve covers may have to be
cracked open to assist with priming.
6. Check to ensure that power is locked out and tagged out. Turn the pump over by hand if possi-
ble to ensure free, unobstructed operation.
7. Make sure that all guards are in place and secure. Verify that all personnel are in safe positions
and that system conditions are acceptable for operation.
8. The pump is now ready to start. Shut down immediately if the flow becomes unsteady, pressure
fluctuates, or if unusual sounds or vibrations are noted.
9. Take temperature readings of the power end and stuffing boxes. Do not exceed 170°F (77°C)
on power end.

Recommended Lubricants
RECOMMENDED LUBRICANT CHART

Mineral Oil Lubricant Synthetic Lubricant *
Type of Ambient SAE ISO Vis- SSU Manufacturer SAE ISO Vis- Manufac-
Service Tempura- Grade cosity Vis- Brand Name Grade cosity turer
ture (cSt@ cosity (cSt@ Brand
40°C) 40°C Name
General 30 100 550 Texaco® Meropa 5W-40 90.0@40 Shell®
Service 100 Rotella T
-18°C to 15.0@10 Synthetic
38°C Shell® Omaha 100 0 SAE 5W-40
Shell® Rotella T
SAE 30 N/A
99.1@40
Exxon® XD-3 30wt
13.9@10
Mobil® Trans HD-30 0
(0°F to Mobil®SCH
100°F) 627
High 50 250 1165 Texaco® Meropa 68 5W-40 90.0@40 Shell®
Ambient Shell® Omaha 220 Rotella T
Temp. 38°C to 54°C 15.0@10 Synthetic
Service Shell® Rotella T 0 SAE 5W-40
SAE 50
Exxon® HD-50wt N/A
217@40 Mobil®SCH
(100°F to Mobil® Trans HD-50 630
130°F) 29.9@10
0
Cold 20 68 350 Texaco® Meropa 68 5W-40 90.0@40 Shell®
Ambient Rotella T
Temp. -18°C to Shell® Omaha 68 15.0@10 Synthetic
Service -34°C Shell® Rotella T 10W-3
0 SAE 5W-40
SAE 20 0 12.0@10 BP® Vanel-
0 lus E8
Exxon® HD-3 20wt N/A ULTRA
69.9@40 5W-30
Mobil® Trans HD-20
10.9@10
(0°F to 0
-30°F) Mobil®SCH
626
Frequent 40 150 775 Texaco® Meropa
Stop- 150
Start
Opera-
tion
SPECIALTY ITEMS
Internal Cortec® VCI 329
Rust
Inhibitor
External Texaco® Metal
Rust Protective Oil L
Preven-
taltive
*Synthetic lubricants are suggested for high or low temperature service.

Inspection and Preventative Maintenance Chart

Routine maintenance is an essential part of any successful pump installation. Properly maintained
water injection pumps are designed to offer years of trouble-free service.
Regular maintenance and inspection will keep your pump operating at peak performance. This
pump has been carefully engineered to minimize maintenance requirements and simplify these
tasks when they are required. Regular inspections allow operators to become familiar with normal
pump operation so they can recognize the signals of potential problems and schedule mainte-
nance. The maintenance chart below should be used as a guideline only. Many applications will
require adjustment of the intervals shown in this chart for severe or unusual operating conditions.
Maintenance Chart
Interval Component Service Remarks

Break in Crankcase Oil Change Drain and refill with new oil after first 50 hours of
Period operation. Ensure that the magnetic drain plugs are
cleaned to remove debris.
Inlet Stainer Inspect Clean if required. The amount of material in the

strainer will determine the interval of cleaning.
Daily Complete Inspect General inspection of pump and system to check for
Pump proper operation of equipment.
Piston Cup Inspect Check the cylinder liner area of the pump for signs of
Sets leakage. Replace piston cups if leakage becomes
excessive.
Pump system Flush Required for shutdown when pumping fluids that may
harden or corrode the pump if left inside once
stopped.
Crankcase Oil Inspect Ensure that the oil is at proper level and has not been
contaminated by pumpage or condensation.
2,000 Crankcase Oil Change Drain and refill with new oil. Clean magnetic drain
hours plug.
Connecting Inspect Check the connecting rod bolts with a torque wrench
Rod Bolts to ensure they are within specification. This should
be done in conjunction with oil changes.
Estimated Life Of Wearing Components

The information given here is an estimate of the average wear life of listed components in clean
liquid service. It is not a guarantee of life for any given application, but is intended to facilitate
maintenance schedules and stocking of spares. The maintenance of the power end lubrication
system will influence the life of the power end components. The speed of operation and percent of
maximum allowable load will influence the life of both power end and fluid end parts. The

temperature, abrasiveness, and lubricity of the liquid affect the life of fluid end expendables.
POWER END COMPONENT ESTIMATED LIFE (Hours)

• End Bearings (Roller or Ball) . . . . . . . . . . . . . . .40,000
• Wrist Pin Bushings . . . . . . . . . . . . . . . . . . . . . . .20,000
• Power End Cover Gasket . . . . . . . . . . . . . . . . . .10,000
• Connecting Rod Bearings . . . . . . . . . . . . . . . . .10,000
• Oil Seal on Crankshaft or Pinion . . . . . . . . . . . .10,000
• Oil Seal on Piston (Pony) Rod . . . . . . . . . . . . . . .5,000
FLUID END COMPONENT ESTIMATED LIFE (Hours)

• Fluid Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . .16,000
• Pistons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10,000
• Valve Assembly . . . . . . . . . . . . . . . . . . . . . . . . . .8,000
• Ceramic Liners . . . . . . . . . . . . . . . . . . . . . . . . . . .3,000
Component Parts List
A typical pump configuration is shown below for general reference purposes. This will aid in
identifying components for service procedures outlined in the following sections. To order service
parts refer to the machine Parts Manual.


Service Procedures
The following sections illustrate step-by-step instructions for performing most common service
procedures of a pump. Read each section before starting service work on the pump. Refer to your
machine parts manual for component identification.
Replacing Cup Pistons
! WARNING
Ensure that all pressure inside the pump fluid cylinder has been bled off
before starting any service work. Lock-out and tag-out the starting
components.
1. Bleed off all pressure and ensure the pump power supply is off and is disconnected (Locked and
Tagged out, if applicable).
2. Remove the fluid cylinder (38) from pump by removing the
three capscrews (39) holding it to the power frame, then lift the
fluid cylinder off the top of the ceramic cylinders (42).
3. Remove the ring seals (41) and O-rings (40) from the top of
the cylinders or from the counter bores of the fluid cylinder.
4. Remove the capscrew (44) and piston cup washer (45) from
each of the two cylinders.
5. Lift the ceramic cylinder (42) off the top of the power frame
(1). Friction will usually keep the piston cup (46) inside the cyl-
inder as it is removed. Once the cylinders and pistons are off
the pump, take them to a bench and press them out from the
top.

6. Remove the piston holder (47) and O-ring (48) from the
crosshead shaft (6).
7. Inspect all O-rings, gaskets, seals, and other components for
signs of damage or wear. Any damaged components should be
replaced at this time. Inspect the ceramic cylinders for cracks
or grooves by visual inspection and running thumbnail around
the bore of the cylinder. Replace if grooves or cracks are
detected. New piston cups will wear quickly if operated in cylin-
ders with rough or grooved bores. NOTE! To provide maxi-
mum operational time between service, it is recommended that
both piston cups, not just the one that shows signs of leakage, be replaced whenever piston service
is required.
8. Ensure that the umbrella fluid shield (50) is not damaged. A damaged umbrella could allow fluid
to contaminate the power end oil. If the umbrella requires replacement, the best way to remove it
from the pump is to cut it free with a sharp knife.
NOTE! It is recommended that all associated gaskets or O-rings be replaced at each piston cup
service interval.
9. If new umbrellas (50) are required, fold the plastic as shown
and insert through the opening of the crosshead bore of the
power frame, and over the ends of the crosshead shaft. For
easier installation of the umbrella, immerse in boiling water for
2-3 minutes to soften. Use caution to avoid burns or scalding
when working with hot water.
10. Once the umbrellas are installed over the crosshead shaft,
lift them up slightly and insert the umbrella washers (49) through
the upper opening of the umbrella. Ensure the groove of the
washer is facing up.

11. Place O-rings (48) and piston holders (47) in position
on ends of crosshead shaft.
12. Place ceramic cylinders (42) and gaskets (43) in coun-
ter bore of power frame (1).
13. Apply light oil or glycerin around the OD of the piston
cups (46), then place them in the open end of the cylinders.
Use thumb to press the cups down firmly into the piston
holder of each cylinder.
14. Insert the piston cup washers (45) into the cylinders
with the ribbed side facing the piston cup.
15. Secure packing assembly using capscrews (44).

Torque to specification per the Fastener Torque Require-
ments table.
16. Insert top O-ring (40) and ring seal (41) in fluid cylnder
counter bore using heavy oil or grease to hold in place.
17. Return fluid cylinder (38) to position over cylinders (42)
and ensure that all seals are in place.
18. Replace fluid end capscrews (39). Torque capscrews in
3 stages to values shown in the Fastener Torque Require-
ments table.
Replacing Suction and Discharge Valves
1. Remove capscrew (58) and valve cover clamp

(57) from the front of the fluid cylinder (38).

2. Insert the end of a standard screwdriver into the

valve cover (56) groove and pry the valve cover
away from the fluid cylinder (38).
3. Remove the valve cage (55) and discharge

valve disc-spring assembly (53, 54) from both
bores of the fluid cylinder (38).
4. Use a finger to reach through the opening at the

center of the seat (51) and work the seat loose from the
fluid cylinder bore. NOTE! The optional Valve Seat
Removal tool (see figure below) may be used to simplify
this procedure.
5. Use the same procedure to remove the suction valve
cage (55), valve disc-spring (53, 54), and valve seat
(51), which are located directly under the discharge
valve seat.
6. Inspect all valve components and replace as neces-
sary. Note that even small damage or erosion to the
sealing area of the valve or the O-ring can adversely
affect the performance of the pump.
7. With the O-ring (52) in place on each valve seat (51),
place a few drops of light oil around the O-ring to aid in installation. Place a valve seat SQUARELY
in the back of both counter bores of the fluid cylinder.
8. Place the valve cage (55) on the valve seat (51) and insert the disc-spring assembly (53, 54)
inside of the cage on the valve seat.
9. Repeat the previous two steps to install the discharge valve seat and the discharge valve cage.
10. Place the valve covers (56), with O-rings (52) on the BOTTOM groove in place over the valve
assembly.

11. Replace valve cover clamp (57) and capscrew (58) and torque to specification per the Fastener
Torque Requirements table. NOTE! Over-tightening of the capscrew can damage the valve compo-
nents.
Valve Seat Removal Tool
Servicing the Power End
1. Remove bottom drain pipe plug (17) and drain all oil from power frame.
2. Disconnect suction and discharge piping, power source, and remove pump from mounting base.
3. Although it is not required, it is easier to remove the crankshaft (2) if the fluid end and pistons
have been removed. To remove the fluid end, follow steps 1-4 from the Replacing Cup Piston sec-
tion.
4. Remove the six hex head capscrews (14), washers (15), and mounting base (9) from rear of
pump. When removing the mounting base from the pump, be careful not to damage oil seal gasket
(10) as the mounting base is broken loose.
5. Remove capscrews (16) from the connecting rod assemblies (3) and take out the back half of the
connecting rod shell bearing (4).
NOTE! Connecting rod halves are not interchangeable and must be reassembled in their original
positions. Note the orientation of the machine markings on the connecting rod and cap.

6. Remove the oil slinger (25) from the crankshaft (2). (this model only)
7. Push the connecting rods (3) and crosshead assemblies (6) as far forward into the power frame
as possible to provide clearance for the crankshaft.
8. Once the crankshaft is clear of the connecting rods, remove forward half of the split connecting
rod bearing.
9. Use snap ring pliers to remove the crankshaft
retainer snap ring (13) from each side of the pump.
10. Using a hammer and wood block or rubber mallet,

drive the crank shaft (2) and bearings (12) out either
side of the power frame.
11. If bearing replacement is required, remove bearings from crankshaft using a press. Be sure to
provide suitable support for the back side of the bearings during this step. NOTE! Never pound
directly on the bearings or they may be damaged.
12. Once the crankshaft has been removed, the connecting rods and crossheads can be pulled
from the back of the power frame opening.

13. The wrist pin (5) is a slip fit through the connecting
rod (3) and crosshead (6). Check for signs of wear on
the pin and connecting rod bushing. For critical clear-
ance dimensions, see the Critical Clearance. Replace
the pin if noticeable wear is found. The complete con-
necting rod assembly must be replaced if the bushing is
worn, as the wrist pin bushing is not field replaceable.
14. The split crankshaft shell bearings (4) should be

replaced by inserting new half bearings in the connecting
rod as shown.
15. When re-assembling the crossheads, wrist pins, con-

necting rods, and shell bearings, ensure that they are
assembled in their exact former orientation and position.
16. Carefully clean and inspect all parts. Replace worn or
damaged components as necessary.
17. Install the crosshead and connecting rod assemblies
to their original position in the power frame.
18. Install crankshaft with bearings into the power frame.
19. Place the oil seals (11) over the ends of the crankshaft with the lip of the seals facing the inside
of the power frame.
20. Seat the snap rings (13) in the grooves in the bearing housing against the oil seals and tap the
crankshaft to allow a SLIGHT end play in the crankshaft.
21. Reassemble the connecting rods and shell bearings around the crankshaft. The connecting rod
and cap are a matched set. Be sure to properly match the connecting rods and caps back into their
original position and orientation. Torque connecting rod bolts per the fastener torque requirements
in the Fastener Torque Requirements table.
22. Complete the reassembly by reversing steps 1-8. Torque back cover capscrews (14) per the
fastener torque requirements in the Fastener Torque Requirements table.
23. Re-install the drain pipe plug (17) to the back cover.
24. Refill the power frame with oil, and turn the shaft over several revolutions by hand. When piston
cups are not installed the pump shaft should rotate freely. See instructions in the How to Start
Pump section for oil type and filling directions.
NOTE! This pump require 1 quart (0.95 liters) of oil.

Fastener Torque Requirements
NOTICE
No pump service procedure is complete without ensuring that the fasteners have been
properly torqued. Failure to properly tighten the pump bolts could cause the pump to leak or
possibly allow the pump to fail. Always use a calibrated torque wrench during the installation
of all critical fasteners listed in the Fastener Torque Requirements table below. Values are in
foot-pounds (Ft-lb) and Newton meters (N-m). Typical sizes are shown in the table below.
Item Component
Power End
No. Description Size Ft-lbs (N-m)
1 Connecting Rod Bolts 0.25 7 9
2 Piston Assy. Bolt 0.313 15 20
3 Back Cover Bolts 0.375 15 20
Fluid End
4 Fluid End Attahcing Bolts 0.375 25 34
5 Valve Cover Clamp Bolt 0.500 60 81
Critical Clearances
When maintenance requiring disassembly of the power end is performed, the following clearances
should be checked to see if they are within factory specification or within maximum allowable limits.
Additional clearance is allowed for component wear. This additional clearance is a maximum of
0.0508 millimeters of total diametral wear that can be added to the clearance values in the Critical
Clearances table below. For radial clearance, use ½ of the total diametral value.
All dimensions are shown in millimeters and inches.
DESCRIPTION millimeters inches

Crankshaft Throw Diameter (Stroke) 25.4 1.00
Crankshaft Pin or Journal (OD) 22.16 / 22.14 0.8725 / 0.8715
Connecting Rod / Crank Clearance (Max. total) 0.102 0.004
Crosshead Diameter (OD) 38.10 / 38.05 1.500 / 1.498
Crosshead Cylinder Bore (ID) 38.20 / 38.13 1.504 / 1.501
Crosshead to Bore Clearance (Max Total) 0.152 0.006
Wrist Pin Bushing Bore (ID) 14.27 / 14.22 0.562 / 0.560
Wrist Pin to Bore Clearance (Max. Total) 0.089 0.0035
NOTE! Clearances shown are total diametral values: For radial clearance use ½ the value shown.

Troubleshooting
This chart is designed to aid in the solution of pump and pump system problems. Once the problem
has been identified, work through the possible causes and solutions until the problem has been
corrected.
SYMPTOM POSSIBLE CAUSE REMEDY

-No liquid in reservoir (tank) -Ensure lines are connected and fill tank
-Inlet line valve closed -Ensure lines are connected and open
valve
No flow
frompump -Inlet strainer is totally clogged with -Clean or replace strainer
debris
-Check for power to drive and drivecon-
-Crankshaft is not turning nections
-Pump speed is too low -Check belt tightness or power to motor
-Relief valve improperly adjusted or worn -Check relief valve and adjust setting
Insufficient -Insufficient system resistance (worn noz- -Properly service system
pressure zle)
from pump
(ONLY) -Worn check valves
-Inspect check valves and repair or
replace
-Excessive leakage from pump seals
-Adjust or replace packing or damaged
parts
-Pump speed is too low -Check belt tightness or power to motor
Insufficient- -Relief valve improperly adjusted or worn -Check relief valve and adjust setting
flow from-
pump -Worn pump valves -Inspect pump valves and repair or
(ONLY) replace
-Excessive leakage from pump seals -Replace piston cup or damaged parts
-Piston worn -Replace piston or cylinder
-Valve seat washed out in fluid cylinder -Repair or replace fluid cylinder

Insufficient -All pump cylinders hot primed -Prime all chambers

flow or
pressure -By-pass or relief is piped back to suction -Pipe back to reservoir (tank)
AND rough
operation -Insufficient NPSHA -Provide more NPSH
(pump
pounds or -Air leaks in suction line or fittings -Correct installation to stop leaks
vibrates)
-Air entering booster pump -Correct installation of booster pump
-Pump valve stuck open or closed -Clean and deburr valve
-Valve assembly damaged or unseated -Properly seat or repair valve
-Broken or weak valve spring -Replace valve spring

-Valve damaged or unseated -Repair/replace valve or re-seat
-Loose piston, or rod -Tighten loose components
-Low oil level in power end -Fill to proper level
Pump -Excessive connecting rod bearing clearance -Check cap torque or replace bearings
runs
rough, -Worn wrist pin or bearing -Replace worn components
knocks, or
vibrates -Loose sheaves or bushings (v-belt drive) -Tighten loose components
(ONLY)
-Insufficient NPSHA -Provide more NPSH
-Excessive acceleration head in suction line -Install suction stabilizer
-Pulsation dampener improperly charged -Charge to proper pressure
-Inlet line too long or too small in diameter -Increase suction pipe size
-Worn piston seal allows air ingress -Replace piston seal
(usually observed when booster not used)
Rapid suc- -Pump cavitation -Increase suction size or NPSH
tion pres-
sure -Air is entering suction line -Correct installation to stop leaks
fluctua-
tion Pip- -Same as Pump runs rough above -See above
ing
vibration -Excessive pressure variation in discharge -Install discharge pulsation dampener
-Piping inadequately supported -Install supports at proper locations
-Excessive short-radius elbows or tees -Correct installation to minimize turns
and short-radius fittings

Pump -Discharge pressure too high -Reduce system back-pressure or relief

requires valve
excessive
power -Speed too high -Reduce speed
-Misaligned coupling -Correct alignment
-Belts too tight -Correctly adjust belt tension
Power end -Discharge and/or suction pressure too high -Reduce pressure or reduce piston and
overheats cylinder size
(over
180°F) -Oil level too high or too low -Adjust to correct oil level
and/or
reduced -Contaminated power end oil -Refill with clean oil & eliminate con-
power end tamination
compo-
nent life -Incorrect oil viscosity or grade -Fill with correct oil
-Misaligned coupling -Correct alignment
-Belts too tight -Correctly adjust belt tension
-Worn or damaged power end bearings -Replace damaged bearings

Crank- -Drive belts loose and slipping (if equipped) -Correctly adjust belt tension
shaft jerks
or starts & -System relief valve pressure set too high -Reduce relief valve pressure setting
stops
rotation -Discharge line blocked or partially blocked -Clear obstructions from piping system
-Piston cups are worn -Replace piston cup

Fluid leaking -Piston to rod O-ring damaged -Replace O-ring
from pump
-Fluid cylinder bolts not properly -Properly tighten and torque bolts
tightened
-Fluid cylinder O-rings (or gaskets) -Replace damaged O-rings or gaskets
damaged
-Highly abrasive particles in fluid -Install strainer or filter
Reduced pis- -Piston cups run dry -Correct problem & replace cup
ton cup life
-Incorrect cups for fluid type -Change to correct cup
-Pump was run dry for extended time -Correct problem and replace cups
-Worn cup holder -Replace cup holder
-Worn cylinder bore -Replace cylinder

-Highly abrasive particles in fluid -Install strainer or filter

-Cavitation damage -Correct problem and replace damaged
Reduced valves
valve life
-Air leaking into suction line -Correct problem
-Suction inlet insufficiently submerged -Increase submergence or baffle to stop
vortex
-Relief valve or bypass piped to suction -Pipe back to reservoir (tank)
-Valve damaged by improper installation -Replace damaged components
-Discharge pressure too high -Reduce system back pressure or relief
valve
-Hydraulic shock (cavitation or entrained -Correct piping system problem
air)
Cracked fluid -Discharge valve stuck closed -Replace damaged components
cylinder or
broken fluid -Fluid freezing in fluid cylinder -Change procedure to drain fluid when
end bolts cold
-Material or manufacturing defect -Replace defective component
-Bolt not properly torqued -Replace fluid cylinder and properly

torque
-Excessive piping loads on fluid end -Add supports to piping

-Discharge pressure too high -Reduce system back pressure or relief
valve
-Suction pressure too high -Reduce suction pressure or piston
Broken crank- diameter
shaft or con-
necting rod -Fluid freezing in fluid end -Change procedure to drain fluid when
cold
-Hydraulic shock due to cavitation -Correct piping system problems
-Material or manufacturing defect -Replace defective components

Power end oil -Extended operation with failed piston -Replace piston cup and improve moni-
is contami- cup toring
nated
-Hi-press wash wand near breather or -Provide shields to protect breather and
seals seals
-Pony rod seals or umbrella damaged -Replace oil seals or umbrella

Glossary of Commonly Used Terms
CAPACITY The total volume throughput per unit of time at suction conditions. It includes both liquid
and any dissolved or entrained gases. For all practical purposes this can be considered the volume
flow rate in the suction pipe. The standard unit of pump capacity is U.S. gallons per minute (GPM)
and metric cubic meters per hour (m3/hr).
CAVITATION The state where fluid pressure drops below vapor pressure, causing the liquid to
begin to change from a liquid to a gas and boil. Usually occurs in the chamber between the suction
and discharge valves during the suction stroke, and often sounds like a mechanical knock. Cavita-
tion results in the formation of gas bubbles, or cavities, in the fluid that cause vibration and damage
to components when they collapse.
DAMPENER A device that reduces pressure pulsations in the suction or discharge piping. This
may be referred to as a suction stabilizer, accumulator, or surge suppressor.
DISPLACEMENT The volume swept by all pistons or plungers per unit time. This term is typically
expressed as gallons per revolution.
FLOODED SUCTION Implies that the level of liquid in the suction vessel is above the centerline of
the suction port of the pump.
FLUID END The portion of the pump that converts the linear motion supplied by the power end into
fluid flow at pressure. This may also be called the Liquid End. It is called a valve chamber in old lit-
erature.
MECHANICAL EFFICIENCY Mechanical efficiency (ME) is the ratio, expressed as a percentage,
of pump power output to the pump power input. The mechanical efficiency of reciprocating pumps
is very high, typically 85% to 90%.
NPSHA An abbreviation that stands for Net Positive Suction Head Available. NPSHA is the total
suction pressure, including allowance for acceleration head, available from the system at the pump
suction connection, minus the vapor pressure of the liquid at actual pumping temperature. NPSHA
for a reciprocating pump is normally expressed in units of feet of water.
NPSHR An abbreviation that stands for “Net Positive Suction Head Required”. This is the minimum
total inlet pressure required by the pump for proper operation. This value is a function of pump
design and speed and is determined by the pump manufacturer through a specific NPSH test.
NPSHA should exceed NPSHR by at least 1.5 meters.
PISTON A type of power pump that uses a cylindrical seal (piston) mounted on a holder to drive
fluid through the valves. The piston seal reciprocates within a stationary cylinder.
POWER END The portion of the pump that converts supplied rotary motion into linear motion used
by the Fluid End to move the pumpage.
POWER FRAME The major portion of a power pump that encloses and supports all other compo-
nents of the power (or drive) end. It is called a pump case in old literature.
POWER PUMP A reciprocating pump that drives the pumping element(s) using a slider crank
mechanism. Power pumps are piston, plunger, or diaphragm type. All require a driver with a rotat-
ing shaft, such as a motor or engine, as a power source.
PUMP VALVE A check valve that allows flow of liquid in one direction. The pumps have a series of
two valves, one suction (inlet) and one discharge, per pumping cylinder.
STROKE LENGTH The length of one complete, unidirectional motion of the piston or plunger.
Stroke length is usually expressed in inches.
VOLUMETRIC EFFICIENCY Volumetric efficiency (VE) is the ratio of actual pump capacity output
to theoretical displacement. The volumetric efficiency is affected by the fluid being pumped and the
discharge pressure.

2-10-98
FILTER/REGULATOR Clean air flows upward from the element to the

regulator valve (12). The working parts of the
(002428-000) pressure regulator section are diaphragm (7),
regulating spring (5), valve (12), and adjustment
knob (2). One side of diaphragm (7) is refer-
enced to the outlet (secondary) side of the regu-
OPERATION
lator through aspirator tube (A).
This filter/regulator performs two functions in a
With adjustment knob (2) turned counterclock-
compressed air system:
wise until no load is applied to regulating spring
A. It removes most solid and liquid particles
(5), the valve is closed. When adjustment knob
from the compressed air.
(2) is turned clockwise, force is applied to regu-
B. It maintains a nearly constant outlet pres-
lating spring (5) which causes diaphragm (7) to
sure despite changes in the inlet air pressure
move downward and open the valve. The
and changes in downstream flow requirements.
increase in secondary (regulated) pressure act-
ing against the lower (pressure) side of dia-
phragm (7), creates a force tending to move the
diaphragm upward, compressing regulating
spring (5). This upward movement will continue
until the force exerted by the pressure on the
lower side of diaphragm (7) balances the spring
2428S1A.TIF forece exerted on the upper side. If there is no
downstream flow demand, this balance of
forces will occur with the valve open just the
amount necessary to compensate for the
demand, thus maintaining the desired pressure.
The regulator shown is a relieving type and

should a secondary overpressure occur, dia-
phragm will move further upwared and open
relief passage (B) in the diaphragm. This allows
secondary air to esdape into the regulator bon-
net and to vent (C).
However, the flow capacity of the relief passage

is limited, and depending upon the source of the
overpressure condition, the outlet pressure
might increase to a point significantly higher
Air entering the filter/regulator is guided into a than the filter/regulator setting. For this reason,
swirling pattern by the louvers (16). Coarse the relief feature of a filter/regulator must not be
solid particles and liquids are forced to bowl wall relied upon as an overpressure safety device.
(30) by centrifugal force and drop to the bottom.
Baffle (22) creates a quiet zone at the bottom of
the bowl and prevents air turbulence from pick- ADJUSTMENT
ing up liquids and returning them to the air
stream. Air leaving the bowl passes through the 1. Before turning on system air pressure, turn
filter element (18) where most finer solid parti- filter/regulator adjustment counterclockwise
cles are retained. until all load is removed from regulating spring.
002428-000 SHEET 1 OF 4
2-10-98
2. Turn on system air pressure. Clean the bowl using warm water only. Clean
other parts using warm water and soap. Blow
3. Turn filter/regulator adjustment (2) clockwise clean dry air through the filter element from
until the desired outlet pressure is reached. inside to outside to dislodge surface contami-
nants. Dry the parts and blow out internal pas-
4. To avoid minor readjustment after making a sages in the body using clean, dry compressed
change in pressure setting, always approach air. Inspect each part carefully. Replace any
the desired pressure from a lower pressure. parts that are damaged.
When reducing from a higher to a lower setting,
first reduce to some pressure less than that At reassembly, apply a wipe coat of Dow corn-
desired, then bring up to the desired point. ing 44M grease or equivalent to gasket (29).
Tighten baffle (22) 1/4 to 1/2 turn past the point
5. Push the lockring on adjusting knob (2) of initial contact with element (18), DO NOT
downward to lock the pressure setting. To OVER TIGHTEN. When reinstalling the auto-
release, pull the lockring upward. Pressure set- matic drain in bowl, torque retaining nut (25) to
tings can be made tamper resistant by installing 20-25 in-lbs (2.5 Nm). Apply a light coating of
a seal wire in the groove above the lockring. antiseize compound (Armite Laboratories Led-
Plate No. 250 or equivalent) to the full length of
the threads on bowl (32) before assembly to
body. Tighten the bowl by hand.
SERVICING
The lliquid level in bowl (30) should always be Regulator Section

below baffle (22). If the liquid level rises above
the baffle, liquid will be carried downstream. Turn adjusting knob (2) counterclockwise until
Replace filter element (18) when plugged or all load is removed from regulating spring (5).
dirty. Unscrew bonnet assembly (2), spring (5), slip
ring (6), and diaphragm (7) from body (10).
Remove the filter section as described previ-
OVERHAUL ously. Unscrew and remove centerpost (17)
together with gasket (15), louver-deflector (16)
The filter/regulator can be disassembled without and valve spring (14). Pull valve (12) together
removal from the air line. To disassemble, shut with O-rings (11 and 13) out of body.
off inlet air pressure. Reduce air pressure to
zero in lines both upstream and downstream of Clean regulator parts using warm water and
filter/regulator. soap. Do not immerse bonnet assembly (2) for
cleaning as lubricant will be removed. Dry parts
thoroughly. Inspect all parts carefully. Replace
Filter Section any parts that are damaged.
Unscrew and remove bowl (30) and gasket (29). At reassembly, apply a light coat of Dow Corn-
Remove automatic drain items (24, 25, 27, 28) ing 44M grease or equivalent, to O-rings (11and
from the bowl. Unscrew and remove baffle (22) 13), gasket (15), and to the valve stem bore in
and filter element (18). body (10) and valve body bore in centerpost
(17). Insert valve assembly (11, 12, 13) into
body (10). Place louver-deflector (16) and gas-
ket (15) on centerpost (17), drop valve spring
(14) in centerpost, install centerpost in body and
tighten until snug.
002428-000 SHEET 2 OF 4
2-10-98
002428-000 SHEET 3 OF 4
2-10-98
Apply a light coast of Lubriplate 110 or equiva-

lent, to adjusting screw threads inside bonnet
(2). Apply a light coat of antiseize compound to
the lower half of threads on bonnet (2). Stack
diaphragm (7), slipring (6), regulating spring (5)
in upper section of body. Screw bonnet (2) into
body. Turn adjusting knob counterclockwise to
ensure all load is removed from regulating
spring. Tighten the bonnet to 25-30 ft-lbs (34-
41 Nm) of torque.
Reassemble the filter section as described in

this section.
002428-000 SHEET 4 OF 4
2-12-98
DUST COLLECTOR • Ensure that the filter cleaning mechanism is

functioning (listen for air pulsation once
(007702-000) every 3 to 6 seconds). The pressure regula-
tor should be set at 50 PSI (3.4 bars).
• Start the dust collector when air control valve

GENERAL
is placed in OPEN position.
For the dust collector to operate efficiently, the
• Stop dust collector when air control valve is
following steps should be followed:
placed in CLOSED position.
! WARNING • Do not operate the dust collector if wet drill-

ing conditions are encountered. Wet dust
Do not operate blower motor at speeds can clog dust collector air filters.
above 4,000 RPM. The blower may disinte-
grate causing injury to nearby personnel. • When initially setting up blower speed, open
adjustable flow control located adjacent to
! CAUTION blower motor so the blower is operating very
slowly. Gradually increase RPM until dust is
Should visible dust be observed coming no longer coming from the drill table. Check-
from the blower discharge port, immediately ing the RPM with a Frahm Vibratory Reed
turn off blower and check for ruptured fil- tachometer is strongly recommended to
ters. Failure to do this will cause blower ensure that fan speed does not exceed
damage. 4,000 RPM. Blower speeds should be set to
the lowest speed possible that provides
• Ensure dust curtains are forming a seal with dust-free operation.
the ground.
CLEAN AIR
DISCHARGE
WORKING SHORT BURSTS

AIR OF AIR
7702s0
HEAVY CUTTINGS 1. DUST CURTAIN

DUST 2. DUST SHIELD
3. TABLE BUSHING
4. TABLE
5. FILTERS
6. BACKFLUSHING MODULE
7. MOTOR
8. SPEED CONTROL
9. HYDRAULIC PRESSURE SURGE BYPASS
10. BACKFLUSH PRESSURE REGULATOR
11. BLOWER
007702-000 SHEET 1 OF 2
2-12-98
TROUBLESHOOTING
PROBLEM SOLUTION
Dust curtain not confining all dust Dust curtain must touch ground to create seal. Extend dust curtain as
required.
Dust being forced up through table bushing Check for worn table bushing insert or dust shield and/or dust ring.
around drill pipe Replace as required.
Fine dust not being dumped through transition Check for caked cuttings holding rubber belting shut or chute plugged by
chute damp dust. Remove all caked dust from hopper and chute.
Filter severely plugged Remove filters as needed and clean and/or replace. Inspect filter for rup-
ture. If rupture found replace filter.
Check regulator pressure gauge for accuracy. Additional pressure may be

required to clean filter. Do not exceed 50 PSI.
If filters have indication of oil coating check for leakage of blown motor
shaft seal. Replace as required.
Backflushing cycle rate too fast or too slow Timer not adjusted properly. Remove cover of timer for adjustment.
Observe flash of “off cycle” light. Turn adjustment screw to have light flash
at 6 second intervals.
Filters are not being back-flushed properly Blowdown diaphragm valves may be defective. If one particular filter is
not being cleaned check the blowdown valve for ruptured diaphragm or
valve stuck in open or closed position.
Check tubing connecting timer solenoid to blowdown valves for leakage.
Flushing section of dust collector full of dust Check to see that filter is properly tightened against filter retainer.
Retainer must also be secure.
Check filter for ruptures.
Thoroughly clean the flushing section by use of air gun before resuming
operation.
Blower speed too slow Check flow control located adjacent to blower motor for proper setting.
Check for defective hydraulic pump of motor. Replace as required.
007702-000 SHEET 2 OF 2
2-9-98
HYDRAULIC MOTOR
(009999-000) of the difficulties which may be experienced with
this hydraulic motor. The table also lists proba-
ble causes and possible remedies. We recom-
mend that you check this table before
TROUBLESHOOTING
disassembling the motor.
The troubleshooting table that follows lists some

Oil Leakage 1. Hose fittings loose, worn or dam- Check & replace damaged fittings or
aged. “O” Rings. Torque to specifications.
2. Oil seal rings (4) deteriorated by Replace oil seal rings by disassem-
excess heat. bling motor.
3. Loose or its sealing area deterio- (a) Loosen then tighten single bolt
rated by corrosion. to torque specification.
(b) Replace bolt.
4. Internal shaft seal (16) worn or Replace seal. Disassembly of motor

damaged. unit necessary.
5. Worn coupling shaft (12) and Replace coupling shaft and seal by
internal seal (16). disassembling motor.
Significant loss of speed under load 1. Lack of sufficient oil supply. (a) Check for faulty relief valve and
adjust or replace as required.
(b) Check for and repair worn pump.
(c) Check for and use correct oil for

temperature of operation.
2. High internal motor leakage. Replace worn rotor set by disassem-

bling motor.
3. Severely worn or damaged inter- Replace rotor set, drive link and
nal splines. coupling shaft.
4. Excessive heat. Locate excessive heat source (usu-

ally a restriction) in the system and
correct the condition.
Low mechanical efficiency or undue 1. Line blockage. Locate blockage source and repair
high pressure required to operate or replace.
2. Internal interference. Disassemble motor, identify and

remedy cause and repair, replacing
parts as necessary.
3. Lack of pumping pressure. Check for and repair worn pump.
HYDRAULIC MOTOR TROUBLESHOOTING
009999-000 SHEET 1 OF 9
2-9-98
DISASSEMBLY AND INSPECTION .
1. Place the motor in a soft jawed vise, with

6
coupling shaft (12) pointed down and the vise
jaws clamping firmly on the sides of the housing
(18) mounting flange or port bosses.
10
2. Scribe an alignment mark down and across
the motor components from end cover (2) to
housing (18) to facilitate reassembly orientation
where required.
7. Remove commutator (5) and seal ring (3).

Remove seal ring from commutator, using an air
hose to blow air into ring groove until seal ring is
3 lifted out and discard seal ring. Inspect commu-
tator for cracks or burrs, wear, scoring, spalling
or brinelling.
3. Remove the head bolts (1). Inspect the bolts 12

for damaged threads, or sealing rings, under
the bolt head. Replace damaged bolts.
5
4. Remove end cover assembly (2) and seal
ring (4). Discard the seal ring. 8. Remove manifold (7) and inspect for cracks,
surface scoring, brinelling or spalling. A pol-
5. Thoroughly wash end cover (2) in a suitable ished pattern on the ground surface from com-
solvent and blow dry. Inspect the end cover for mutator or rotor rotation is normal. Remove and
cracks and the bolt head recesses for good bolt discard the seal rings (4) that are on both sides
head sealing surfaces. of the manifold.
6. Remove commutator ring (6). Inspect com- NOTE!
mutator ring for cracks, or burrs. The manifold is constructed of plates bonded
together to form an integral component not sub-
NOTE! ject to further disassembly for service. Com-
A polished pattern (not scratches) on the cover pare configuration of both sides of the manifold
from rotation of the commutator (5) is normal. to ensure that same surface is reassembled
Discoloration would indicate excess fluid tem- against the rotor set
perature, thermal shock, or excess speed and
require system investigation for cause and 9. Remove rotor set (8) and wearplate (9)
close inspection of end cover, commutator, together to retain the rotor set in its assem-
manifold, and rotor set bled form, maintaining the same rotor vane
(8C) to stator (8B) contact surfaces.
009999-000 SHEET 2 OF 9
2-9-98
9999s0.tif
9999s2
009999-000 SHEET 3 OF 9
2-9-98
NOTE! (0.13 mm) of clearance, replace the rotor set.

The drive link (10) may come away from the FEELER
coupling shaft (12) with the rotor set, and wear- GAUGE
8C
plate. You may have to shift the rotor set on the 8A
wearplate to work the drive link out of the rotor
(8A) and wearplate.
8B
8A 16
8B
14
9
12. Remove drive link (10) from coupling shaft
(12) if it was not removed with rotor set and
wearplate. Inspect drive link for cracks and
worn or damaged splines. No perceptible lash
(play) should be noted between mating spline
10. Inspect the rotor set in its assembled form parts. Remove and discard seal ring (4) from
for nicks, scoring, or spalling on any surface and housing (18).
for broken or worn splines. If the rotor set com-
ponent requires replacement, the complete 13. Check the output end of coupling shaft (12)
rotor set must be replaced as it is a matched to be sure you have removed all signs of rust
set. Inspect the wearplate for cracks, brinelling, and corrosion which might prevent its with-
or scoring. Discard seal ring (4) that is between drawal through the seal and bearing. Crocus
the rotor set and wearplate. cloth or fine emery paper may be used.
NOTE! 14. Remove coupling shaft (12), by pushing on

The rotor set (8) components may become dis- the output end of shaft. Inspect coupling shaft
assembled during service procedures. Marking bearing and seal surfaces for spalling, nicks,
the surface of the rotor and stator that is facing grooves, severe wear or corrosion and discolor-
UP, with etching ink or grease pencil before ation.
removal from the motor will ensure correct reas-
12
sembly of rotor into stator and rotor set into the
motor. Marking all rotor components and mat-
ing spline components for exact repositioning at
assembly will ensure maximum wear life and
20
performance of the rotor set and the motor.
11. Place rotor set (8) and wearplate (9) on a flat

surface and center rotor (8A) in stator (8B) such
that two rotor lobes (180° apart) and a roller
vane (8C) centerline are on the same stator
centerline. Check the rotor lobe to roller vane NOTE!
clearance with a feeler gauge at this common Minor shaft wear in seal area is permissible. If
centerline. If there is more than .005 inches wear exceeds .020 inches (0.51 mm) diametri-
cally, replace coupling shaft.
009999-000 SHEET 4 OF 9
2-9-98
rollers must be firmly retained in the bearing

cages, but must rotate and orbit freely. All roll-
INSPECTION
SURFACES ers and thrust washers must be free of brinelling
and corrosion.
21 NOTE!
The bushing (19) or (13) to coupling shaft diam-
eter clearance must not exceed .010 inch (.025
mm). A bearing, bushing, or thrust washer that
ITEM 12 does not pass inspection must be replaced.
20. If the bearings, bushing or thrust washers

NOTE! must be replaced use a bearing puller to
A slight “polish” is permissible in the shaft bear- remove bearing/bushings (19) and (13) from
ing areas. Anything more would require cou- housing (18) without damaging rhe housing.
pling shaft replacement. Remove thrust washers (14) and thrust bearing
(15) if they were previously retained in the hous-
15. Remove thrust bearing (15) and thrust ing by bearing (13). Discard the bearing/bush-
washer (14). Inspect for wear, brinelling, corro- ing (19) and (13).
sion and a full complement of retained rollers.
16. Remove seal (16) and back up washer (17) NOTE!

from housing (18). Discard both. The depth or location of bearing/bushing (13) in
relation to the housing wearplate surface and
17. Remove housing (18) from vise, invert it and the depth or location of bearing/bushing (19) in
remove and discard seal (20). A blind hole relation to the beginning of bearing/bushing
bearing or seal puller is required. counterbore should be measured and noted
before removing the bearings/bushings. This
20 will facilitate the correct reassembly of new
bearings/bushings.
18
25 18 13
29
18. Inspect housing (18) assembly for cracks,

the machined surfaces for nicks, burrs, brinel-
ling or corrosion. Remove burrs that can be
removed without changing dimensional charac-
teristics. Inspect tapped holes for thread dam- ASSEMBLY
age.
19. If the housing (18) assembly has passed ! CAUTION

inspection to this point, inspect the housing If the bearing mandrel specified is not avail-
bearings/bushings (19) and (13) and if they are able and alternate methods are used to
captured in the housing cavity the thrust wash- press in bearing/bushing (13) and (19) the
ers (14) and thrust bearing (15). The bearing
009999-000 SHEET 5 OF 9
2-9-98
bearing/bushing depths specified must be flush to .03 inch (.76 mm) below the housing
achieved to ensure adequate bearing sup- wearplate contact face. Use the opposite end of
port and correct relationship to adjacent the bearing mandrel that was used to press in
components when assembled. the outer bearing/bushing.
MANDREL
s1 36
3. Press the dirt and water seal (20) into the

[mm]
housing (18) outer bearing counterbore until it is
flush.
BEARING MANDREL
4. Place housing (18) assembly into a soft
1. If housing (18) bearing components were jawed vise with the coupling shaft bore down,
removed for replacement, thoroughly coat and clamping against the mounting flange.
pack the outer bearing/bushing (19) with clean 18
corrosion resistant grease. Press the new bear-
ing/bushing into the counterbore at the mount-
ing flange end of the housing, using the bearing
mandrel which will control the bearing/bushing 42
depth of 0.151/0.161 inches (3.84/4.09 mm)
from the end of the bearing counterbore.
NOTE!
Bearing mandrel must be pressed against the
lettered end of bearing shell. Take care that the
housing bore is square with the press base and 5. Assemble the back up washer (17) and the
the bearing/bushing is not cocked when press- seal (16) with the seal lip facing toward the
ing a bearing/bushing into the housing. inside of the motor into their respective counter-
bores in housing (18).
6. Assemble thrust washer (14) then thrust

MANDREL
bearing (15).
34
NOTE!
The coupling shaft will be seated directly
against the thrust bearing.
7. Apply masking tape around the keyway on

shaft (12) to prevent damage to seal (16).
2. Bearing/bushing (19) and (13) can now be
pressed into its counterbore in housing (18)
009999-000 SHEET 6 OF 9
2-9-98
assemble the drive link splines in their original

! CAUTION position in the mating coupling shaft splines.
The outer bearing (19) is not lubricated by
the system’s hydraulic fluid. Be sure it is
thoroughly packed with the grease (included 10
in each seal kit).
51
8. Be sure that a generous amount of clean
corrosion resistant grease has been applied to
the lower (outer) housing bearing/bushing (19).
Install the coupling shaft (12) into housing (18),
seating it against thrust bearing (15).
11. Assemble wearplate (9) over the drive link
12
(10) and alignment studs onto the housing (18).
TAPE 47 9
52
NOTE!
The coupling shaft (12) will be flush or just
below the housing wearplate surface.
12. Apply a small amount of clean grease to a
9. Apply a small amount of clean grease to a seal ring (4) and assemble it into the seal ring
seal ring (4) and insert it into the housing (18) groove on the wearplate side of the rotor set
seal ring groove. stator (8B).
NOTE! 13. Install the assembled rotor set (8) onto wear-
One or two alignment studs screwed finger tight plate (9) with rotor (8A) counterbore and seal
into housing (18) bolt holes, approximately 180° ring side down and the splines into mesh with
apart, will facilitate the assembly and alignment the drive link splines.
of components as required in the following pro-
cedures. The studs can be made by cutting off NOTE!
the heads of either 3/8-24 UNF 2A or 5/16-24 It may be necessary to turn one alignment stud
UNF 2A bolts as required that are over .5 inch out of the housing (18) temporarily to assemble
(12.7 mm) longer than the bolts (1). rotor set (8) or manifold (7) over the drive link.
10. Install drive link (10) the long splined end If necessary, use the following procedures to
down into the coupling shaft (12) and engage assemble the rotor and vane assembly.
the drive link splines into mesh with the coupling
shaft splines. A. Place stator (8B) onto wearplate (9) with
seal ring (4) side down. Be sure the seal ring is
NOTE! in place.
Use any alignment marks put on the coupling
shaft and drive link before disassembly to
009999-000 SHEET 7 OF 9
2-9-98
8C
8B
70
72
B. Assemble the rotor (8A), counterbore down D. Grasp the output end of coupling shaft (12)
if applicable, into stator (8B), and onto wear- with locking pliers or other appropriate turning
plate (9) with rotor splines into mesh with drive device and rotate coupling shaft, drive link and
link (19) splines. rotor to seat the rotor and the assembled vanes
(8C) into stator (8B), creating the necessary
8A clearance to assemble the seventh or full com-
plement of seven vanes. Assemble the seven
vanes using minimum force.
71 10
73
NOTE!
If the manifold side of the rotor was etched dur-
ing disassembly, this side should be up. If the
rotor is not etched and does not have a counter-
bore, use the drive link spline contact pattern
apparent on the rotor splines to determine the
rotor side that must be against the wearplate.
E. Remove the two assembled bolts (1) if used
! CAUTION to retain stator and wearplate.
Excessive force used to push the rotor 14. Apply clean grease to the seal ring (4) and
vanes into place could shear off the coating assemble it in the seal ring groove in the rotor
applied to the stator vane pockets. set contact side of manifold (7).
C. Assemble six vanes (8C), or as many vanes
that will readily assemble into the stator vane
! CAUTION
pockets. Manifold (7) is made up of several plates
bonded together permanently to form an
integral component. The manifold surface
that must contact the rotor set has it’s series
of irregular shaped cavities on the largest
circumference or circle around the inside
009999-000 SHEET 8 OF 9
2-9-98
diameter. The polished impression left on bolts to pull the end cover and other compo-
the manifold by the rotor set is another indi- nents into place with a final torque of 22-26 ft.
cation of which surface must contact the lbs. (30-35 N m).
rotor set.
15. Assemble the manifold (7) over the align-

ment studs and drive link (10) and onto the rotor
set. Be sure the correct manifold surface is
against the rotor set. 65
10
56
16. Apply grease to the seal ring (4) and insert it

in the seal ring groove exposed on the manifold.
17. Assemble the commutator ring (6) over

alignment studs onto the manifold.
18. Assemble the seal ring (3) flat side up, into
commutator (5) and assemble commutator over
the end of drive link (10) onto manifold (7) with
seal ring side up.
68
5
60 3
19. Assemble the seal ring (4) into end cover (2)
and assemble end cover over the alignment
studs and onto the commutator set.
20. Assemble the bolts (1) and screw in finger

tight. Remove and replace the two alignment
studs with bolts after the other bolts are in
place. Alternately and progressively tighten the
009999-000 SHEET 9 OF 9
2-9-98
009999-000 SHEET 10 OF 9
10-6-97
LUBRICATOR PUMP ing force is relieved from port ‘H’. Residual

pressure at port ‘H’ must fall below 2 PSI to per-
(011353-000) mit full return stroke of the piston.
Air bleed ‘L’ is provided for purging the pumping

chamber. The stainless steel ball used in the air
GENERAL
bleed serves as a spare for the ball used in the
outlet check valve assembly ‘J’.
The following procedures describe the opera-
tion and the overhaul of the air lubricator pump.
OVERHAUL
OPERATION
It is important that the pump be disassembled
and assembled in the order described below to
Lubricant enters through pump port ‘F’, filling
avoid damage to the piston sleeve O-rings.
pumping chamber ‘G’. Pressurized air is
applied at cylinder port ‘H’ moving the piston
assembly forward, blocking the inlet and forcing
Disassembly
the lubricant out through check valve ‘J’.
1. Unthread and remove the power cylinder
assembly.
Piston stop ‘A’ controls the quantity of discharge
by limiting piston stroke. This piston is spring
2. Remove the retainer washer.
returned to the prime position when the motivat-
POWER CYLINDER
ASSEMBLY
RETAINER WASHER
ADJUSTMENT PISTON SLEEVE
GLAND ASSEMBLY
ASSEMBLY
PUMP BODY
(BACK) REAR SEAL
RING
PUMP PISTON
011353-000 Sheet 1 of 2
10-6-97
3. Unthread and remove the adjustment gland Assembly

assembly.
1. Install the adjustment gland assembly. Do
! CAUTION not tighten fully.
Never remove the piston sleeve out of the 2. Install the piston sleeve assembly. Be sure
adjustment gland end of the pump body. rear seal ring is in place before installing
Sleeve o-rings will be sheared by cross retainer washer.
ports in the pump body.
3. Assemble the power cylinder assembly,
4. Push the piston sleeve assembly out the guiding the pump piston carefully into the piston
back of the pump body. sleeve assembly. Engage and fully tighten.
4. Snug up the adjustment gland last until it

bottoms tightly against the piston sleeve
assembly.
011353-000 Sheet 2 of 2
3-1-04
OIL INJECTION purge water from the hammer and cycle new
clean Rock Drill oil into the hammer.
LUBRICATOR (011362-000)
The hammer will not be damaged by too much
oil, but it will be damaged by not enough oil.
GENERAL
DISCHARGE AIR TEMPERATURE F°

AMBIENT AIR TEMPERATURE F°
The following topics aid in determining and
adjusting the flow rate of air lubricating oil.
RECOMMENDED LUBRICATION
Correct lubrication during drilling operation is

extremely important. Inadequate lubrication is a
major cause of hammer wear and failure.
OPERATING PRESSURE (PSIG)
‘Rock drill’ oil is the only lubricant recommended
RECOMMENDED ROCK DRILL OIL
by Driltech for use in the Hammerdril® XL. Use
the grade of rock drill oil that is proper for the cli-
mactic and operating conditions at the drill site.
Use the following chart as a guide for selecting ADJUSTMENT
the proper grade rock drill oil to use.
Air Pressure
When using new drill pipe or pipe that has not
The operating air pressure to the lubricator
previously been coated with oil, pour a quart/
pump should be adjusted to the following:
liter of rock drill oil down the drill pipe each time
Minimum Operating Air Pressure - 60 psi (4
a new joint of drill pipe is added.
bars)
One method to ensure the hammer is getting Maximum Operating Air Pressure - 200 psi
the recommended amount of oil to operate effi- (13.8 bars)
cintly is to calculate ‘.15 -.25 quarts of oil per Standard Air Regulator Setting - 60 psi (4 bars)
hour divided by 100 CFM’.
Example: XL 6/BA with a 3/8" choke uses 1335 AIR

REGULATOR
SCFM.
1335 X .2 = 2.7 qts/hr

100
Check oil levels each shift. Monitor the oil deliv-

ery to the hammer by looking at oil dripping from
the bit after each hole is drilled.
NOTE!
It is recommended that when drilling with water
or foam injection, to use the next higher grade
of Rock Drill oil. An alternative would be to
increase the quantity of oil injected. Always con-
sult the hammer manufacturer’s specifications. cw = increase
ccw = decrease
Upon completing the drilling cycle, always
011362-000 Sheet 1 of 3
3-1-04
Pump Volume and Timer machines.
Adjust pump output volume as follows: 5. On machines with a 2 dial timer mounted on
the lubricator tank, changes in the pump output
1. Add oil to the pump reservoir as required. can be made with the time ‘OFF’ knob but
should not be attempted unless the pump
2. Using a screwdriver, thread the volume stroke adjustment is not set at the desired out-
adjusting screw in (cw) completely and then out put or cycle time is out of adjustment.
(ccw) per the following table.
6.On machines with a 4 dial timer, Driltech part
number 022397-001, adjust the timer to 20
PUMP STROKE SETTING GPH (LPH) cycles per minute as follows:
‘T on’
* 10 Turns CCW 0.62 (2.3)
white dial = 1-10s
16 Turns CCW 1.00 (3.8) blue dial = 1
20 Turns CCW 1.25 (4.7)
‘T off’
* Original factory setting. white dial = 1-10s
Above values with timer set at 2 second intervals. blue dial = 2 to 6 (depending on oil grade)
3. Open the air bleed screw in the pump.
SHOWN WITH
TIMER/RELAY
MOUNTED ON
THE TANK
VOLUME NOTE!
ADJUSTING BLEED SCREW
SCREW The timer/relays (022397-001 and 008765-003)
mounted on the lubricator tank have been
replaced. If ordered, a 025501-052 timer kit will
be supplied.
7.To calibrate a 2 dial timer (025501-001)

4. Start the machine and place the lubricator proced as follows:
switch in the ‘ON’ position.
8.Locate the relay/timer, mounted in the engine
NOTE! control box on model T25KW machines and in
The ‘Working Air’ must be ‘ON’ in Gator model the circuit breaker box in the cab.
011362-000 Sheet 2 of 3
3-1-04
OUTPUT HOSE
TIMER/RELAY LOCATION
(MODEL T25KW)
9.Set the ‘OFF TIME’ to 6 to 8 seconds.
10.Set the ‘ON TIME’ to 1.5 to 2 seconds.
11.Check the lubricator pulse light for the on/off

cycle operation.
12.Tighten the pump bleed screw.
13.Remove the output hose connection at the

air discharge piping to bleed the hose and
ensure oil flow.
011362-000 Sheet 3 of 3
3-1-04
011362-000 Sheet 4 of 3
6-22-98
FIRE SUPPRESSION The basic agent storage system is a tank filled

with Ansul FORAY (monoammonium phos-
SYSTEM phate base) dry chemical which is effective on
Class A, B and C fires. A gas expellant cartridge
(006120-000 & 008836-000) provides pressurization of the dry chemical
upon actuation.
GENERAL The dry chemical extinguishing agent is deliv-

ered from the tank through the hydraulic hose
This topic gives descriptions of the fire suppres- and pre-set nozzles into the fire prone areas or
sion systems, how they operate, it explains onto the fire prone surfaces.
what to do in case of fire, how to recharge the
chemical tank and how to maintain the system.
OPERATION
DESCRIPTION Discharge of the fire suppression system is initi-

ated manually from a remote actuator (1) or
Two types of fire suppression systems are avail- electrically when detection lines signal the sys-
able; Manual and Electric Detection and Actua- tem control module (refer to the figures).
tion.
MANUAL
1
This fire suppression system consists of three
major components: a container to store the dry
chemical extinguishing agent; an actuation
3
device to trigger the system; and a delivery sys-
tem to carry the dry chemical from the storage
container to the fire.
The basic agent storage system is a tank filled 6120-s2 2

with Ansul FORAY (monoammonium phos-
phate base) dry chemical which is effective on 1
Class A, B and C fires. A gas expellant cartridge 4
provides pressurization of the dry chemical
upon actuation. 6
5
The dry chemical extinguishing agent is deliv-
ered from the tank through the hydraulic hose 7
and pre-set nozzles into the fire prone areas or
onto the fire prone surfaces. MANUAL OPERATION
ELECTRIC DETECTION AND ACTUATION

This fire suppression system consists of detec- Depressing the actuator plunger punctures the
tion wire, a manual actuation device, a control seal on the cartridge. The released pressure is
module, a container to store the dry chemical transmitted to the pneumatic actuator/cartridge
extinguishing agent, and a delivery system to receiver (2). A safety relief valve (3) at this point
carry the dry chemical from the storage con- prevents too large an actuation pressure build-
tainer to the fire. up. The pressure causes a seal in the expellant
gas cartridge (4) to be pierced. This releases
006120-000 SHEET 1 OF 5
6-22-98
the expellant gas which is then transmitted to fuel to the fire or restart the fire with sparks.
the dry chemical tank (5) where it fluidizes the
dry chemical before carrying it to the fire haz- React quickly so the fire is caught before it
ard. A bursting disc in the union assembly (6) grows too large.
prevents the flow of dry chemical until sufficient
pressure is built up within the dry chemical tank. By leaving the immediate fire area, you protect
When the proper pressure is reached, the disc yourself from windblown flames, explosions or
breaks allowing the gas/dry chemical mixture to other dangers created by the fire.
flow to the nozzle(s) (7). The pressure at the
nozzle(s) causes the nozzle cap to pop off or Heat remaining from the fire could cause reigni-
the self-closing cap to open and the dry chemi- tion after the fire suppression system has dis-
cal to be discharged. charged. Because of this, it is important that
someone stand by, at a safe distance, with a
hand portable extinguisher. This standby should
be maintained until all possibility of reignition is
IN CASE OF FIRE! past.
When a fire starts, the way you react is very When a fire suppression system discharges,
important. As soon as you become aware of a there is considerable noise accompanied by
fire, do the following four things: clouds of dry chemical. While breathing foreign
particles is not pleasant, the agent FORAY is
1. Turn the machine off. non-toxic and exposure during a fire will not
harm you.
2. Quickly actuate the fire suppression system
by pulling the safety ring pin and pushing down
the plunger on the actuator. After the Fire is Out
Machinery should not be restarted until it has

been serviced and cleaned (water may be used
to remove the dry chemical). Immediately
recharge the fire suppression system. You
needed it once, you may need it again.
6120-s1
RECHARGE
1. Pull the ring on the safety relief valve to

relieve actuation pressure.
3. Get away from your machine. Take a hand
portable extinguisher along if you can. 2. Disconnect the actuation system hose at the
cartridge receiver/actuator assembly.
4. Stand by with the hand portable extin-
guisher. 3. Open the bursting disc union assembly.
4. Remove the dry chemical tank from its

bracket.
Results
5. Replace the ruptured bursting disc with the
If you leave the machine running, it may add new disc. FLAT SIDE OF DISC MUST FACE
006120-000 SHEET 2 OF 5
6-22-98
TANK. Verify that the proper disc is being used 18. Pull up the button on the dashboard actua-
by referring to this machine’s parts manual for tor(s) or the lever on the remote actuator(s) and
the part number. Assemble the bursting disc insert the ring pin.
union, wrench tighten.
19. Remove the spent cartridge.
6. Fill the tank to rated capacity with Ansul
FORAY dry chemical as specified on the name- 20. Obtain a new actuation gas cartridge and
plate. verify the proper part number by referring to this
machine’s parts manual. Weigh the new car-
7. Clean the fill opening threads and gasket, tridge. The weight must be within 1/4 ounce of
and the fill cap threads. Coat the gasket lightly the weight stamped on the cartridge.
with a good grade of high heat resistant grease.
21. Connect the actuation system hose at the
8. Secure the fill cap, hand tighten. cartridge receiver/actuator assembly, wrench
tighten.
9. Loosen the bolts(s) on the expellant gas car-
tridge bracket or remove the cartridge guard. 22. Attach a lead and wire seal to the ring pin
and actuation button or lever.
10. Unscrew and remove the empty expellant
gas cartridge. 23. Install new detection wire (Electric Systems).
11. Make certain that the puncture pin on the 24. Notify operating personnel suppression sys-
pneumatic actuator/cartridge receiver is fully tem is back in service and record date of
retracted. recharge.
12. Obtain a new expellant gas cartridge and

verify the proper part number by referring to this
machine’s parts manual. Weigh the new car- MAINTENANCE
tridge. The weight must be within 1/2 ounce of
the weight stamped on the cartridge. Daily Checks (Electric systems only)
13. Screw the fully charged expellant gas car- 1. Visually verify that the GREEN battery LED
tridge into the pneumatic actuator/cartridge is flashing once every three seconds (replace
receiver, hand tighten. the battery as required) and that no other LED
is flashing on the control module.
14. Secure the expellant gas cartridge assembly
in its proper position in the bracket with the car- 2. Check that the detection lines are secure
tridge retaining bolt(s) or return the cartridge and not damaged.
guard.
15. Return the tank to its bracket and secure it.

Monthly Checks (Electric and Manual sys-
16. Check all hose and fittings for mechanical tems)
damage. Replace any hose that has been
exposed to fire. To provide reasonable assurance that your fire
suppression system is charged and operable:
17. Check the nozzles for mechanical damage.
Clean them and install blow-off caps or silicone The following figures are keyed to the mainte-
grease. nance steps.
006120-000 SHEET 3 OF 5
6-22-98
1. Note the general appearance of the system 9. Check the nozzle openings -- slot on F-1/2
components for mechanical damage or corro- nozzle should be closed (capped) with silicone
sion. grease or covered with plastic blow-off cap
(4120).
2. Check the nameplate(s) for readability.
10. Remove the cartridge from the manual actu-
3. Remove the fill cap. ator(s), and examine the disc -- the seal should
be unruptured.
4. Make certain the tank is filled with free-flow-
ing Ansul FORAY dry chemical to a level of not 11. Return the cartridge to the manual actua-
more than 3 inches from the bottom of the fill tor(s) assembly, hand tighten.
opening.
12. Replace any broken or missing lead and
5. Secure the fill cap, hand tighten. wire seals and record date of inspection.
MONTHLY MAINTENANCE CHECKS Semi-Annual Checks (Electric and Manual

systems)
6120-s2 To provide maximum assurance that your fire

suppression system will operate effectively and
10 3 safely:
11 4
12 5
1. Perform the monthly maintenance proce-
dures.
2. Examine the fill cap gaskets for elasticity --

2 clean and coat lightly with a good grade of high
6 heat resistant grease.
7
3. Inspect the threads on the fill cap and in the

fill opening for nicks, burrs, cross-threading,
rough or feathered edges.
1 9
4. Check the pressure relief vent in the fill
8 opening threads for obstruction.
5. Engage the bursting disc union (wrench

6. Remove the expellant gas cartridge and tighten).
examine the disc -- the seal should be unrup-
tured.
! CAUTION
7. Return the cartridge to the pneumatic actua- Overtightening can damage the bursting
tor/cartridge receiver, hand tighten and secure disc.
in the bracket.
6. Loosen the bolt(s) which restrain the car-
8. Check the hose, fittings and nozzles for tridge or remove the extinguisher cartridge
mechanical damage and cuts. guard assembly.
006120-000 SHEET 4 OF 5
6-22-98
7. Inspect the expellant gas cartridge assembly 13. Check the nozzle openings -- the slot should
for evidence of mechanical damage or corro- be closed (capped) with silicone grease or cov-
sion. ered with plastic blow-off cap.
8. Unscrew the cartridge from the pneumatic 14. Check the remote actuator -- remove the
actuator/cartridge receiver and weigh it. cartridge and weigh (replace if weight is 1/4
Replace if its weight is not within 1/2 ounce of ounce less than stamped on the cartridge).
the weight stamped on the cartridge. Inspect the threads on the cartridge and in the
actuator for nicks, burrs, cross-threading, rough
9. Inspect the threads on the cartridge and in or feathered edges. Check pressure safety vent
the pneumatic actuator/cartridge receiver for in actuator body for obstruction. Examine the
nicks, burrs, cross-threading, rough or feath- actuator cartridge gasket for elasticity -- clean
ered edges. and coat lightly with a good grade of high heat
resistant grease. Pull the ring pin and operate
the actuator button several times to check for
free movement.
SEMI-ANNUAL MAINTENANCE CHECKS
13 26
14
6120-s2
15
16
26
19
20
21
22
23
18
24 17
25
10. Check the pressure vent in the pneumatic

actuator/cartridge receiver for obstruction.
11. Examine the cartridge receiver gasket for

elasticity. Clean and coat lightly with a good
grade of high heat resistant grease. Return the
cartridge pneumatic actuator/cartridge receiver,
hand tighten.
12. Be sure the dry chemical tank is firmly

mounted in its bracket.
006120-000 SHEET 5 OF 5
6-22-98
006120-000 SHEET 6 OF 5
01-15-01
THREAD GREASE B. Replace the cover nut on the pump stud to

hold the airmotor cover securely in place.
LUBRICATOR
C. Assemble the nipple and adapter through
(015587-001) the hole in side of airmotor cover and into air-
motor. This connection must be leakproof.
ASSEMBLY
7. Connect the air coupler to an air hose of suf-
1. Assemble the drum cover to the pump as ficient length so the lubrigun can be used to
follows: cover the entire lubrication area.
A. Remove the cover nut from the top of the

pump. Lift the air motor cover from the pump.
B. Remove the four screws holding cover bot-

tom to the pump outlet body.
C. Hold pump with pump outlet body resting

securely on the inner surface of the cover-bot-
tom. Insert end of pump tube through hole in
drum cover. Line up holes in the drum cover, 15587-1e
cover-bottom and pump outlet body.
2. Push the insert through follower with the

small cone of the wiper body facing up. Place
the insert retainer over the insert and align the
holes on the insert and insert retainer. Secure
the assembly with four self tapping screws.
3. Remove the drum top and insert the follower

into the drum against the surface of the lubri-
cant.
4. Insert the pump into the lubricant drum.
A. Guide end of pump tube into the follower

insert.
B. Lower the pump tube into the lubricant drum

until the drum cover rests on the top bead of the
drum.
5.Assemble the lubricant hose to the pump out-

let body. Connections must be leakproof.
6. Replace air motor cover.
A. Place the cover over the airmotor and posi-

tion it over cover-bottom.
015587-001 SHEET 1 OF 1
3-6-98
DRILL MONITOR SYSTEM NOTE!

The click of the shutdown relay (SDR) contacts
(DMS) and the fuel system should be audible both ON
and OFF (DMS pins 20 and 21).
(015702-000)
Periodically a more comprehensive test should
The Drill Monitor System provides warning sig- be made to verify that the sensors actuate at the
nals to the operator or automatically shuts down proper settings and that disconnecting or
the machine (for critical out-of-limit conditions) grounding (depending on whether the sensor is
in the event that the monitored conditions are normally open or normally closed) a sensor will
not within safe limits. The system is provided indicate a fault.
with a thirty second delay for start up, a system
test push button, audible alarm, and a “first out” NOTE!
indication for shut downs. Engine oil pressure and coolant temperatures
are monitored by the engine electronic control
There are three different levels of fault sensing: module (ECM).
Level 1. Flashing amber light.

SYSTEM TEST
Level 2. Flashing amber light and audible
alarm. 1. Before applying power to the monitor sys-
tem, verify that all sensors are properly installed
Level 3. Flashing red light, audible alarm, and and that the wiring is correct.
machine shutdown.
2. On the back of the monitor panel, ensure
The audible alarm can be silenced at any time that switches 1, 2, 5 and 8 are in the ‘ON’ posi-
by means of a silence push button. The light will tion. For machines equipped with a low pres-
continue to flash until the fault condition is sure compressor (100 psi - 6.9 bar), switch 12
cleared. Only one level three fault will be indi- should also be ‘ON’.
cated at any one time (first out). This will allow
the cause of the shutdown to be easily deter- NOTE!
mined. Level three faults can be converted to The switch numbers correspond to the sensor
alarm only, if desired, by an external wiring connected to the terminal labeled two digits
change. higher than the switch number. (The sensors
connected to terminals 3, 4, 7 and 10 are
‘OPEN’ under normal conditions and terminal
SYSTEM OPERATION 14 is ‘OPEN’ on machines with low pressure
In the event of a machine shutdown, after the compressors.)
problem is rectified, it is necessary to turn off
the key switch at the start panel momentarily to 3. Turn the ignition key switch to ‘ON’ and ver-
reset the system and restart the 30 second time ify that terminals 1 20 and 21 are +24 volts and
delay to start the engine. the engine fuel solenoid has energized. After 30
seconds in the ‘ON’ position; the ALTERNATOR
The system operation should be checked once light should illuminate, the alarm should sound,
per shift by turning on the key switch and wait- the fuel solenoid should de-energize and the
ing 30 seconds to verify that a shutdown fault is following lights should illuminate:
indicated and that the fuel system is de-ener- • COMPRESSOR OIL PRESSURE
gized. • ENGINE OIL PRESSURE
• ENGINE COOLANT FLOW
015702-000 Sheet 1 of 5
3-6-98
Push the ALARM SILENCE button. C. Reconnect wire -- light off.
4. Turn the ignition key switch to ‘OFF’ - then

back to ‘ON’, and push the LAMP TEST button.
All lights should illuminate. Release the button.
Repeat step 2 after 30 seconds. L
Compressor
E Air Filter Alternator
V
5. Turn the ignition key switch to ‘OFF’. Con- E Engine
Air Filter
Engine
Coolant Level
nect jumper wires from terminals 13, 15 and 17 L
to ground to prevent the timed shutdown from 1 Fuel Level Compressor
Separator
activating. Check the operation of each moni-
tored point as follows: LAMP ALARM Hydraulic
Oil Level
L
E Hydraulic
COMPRESSOR AIR FILTER V TEST SILENCE Oil Temp.
A. Connect a jumper wire from M3 to ground-- E

Hydraulic
COMPRESSOR AIR FILTER light illuminates. L Oil Filter
2
B. Disconnect jumper wire -- light off.
ALARM
Power On Engine Oil
ENGINE AIR FILTER Temperature
A. Connect a jumper wire from M4 to ground -- L Compressor Engine

Air Temp. Oil Pressure
ENGINE AIR FILTER light illuminates. E
B. Disconnect jumper wire -- light off. V Compressor Coolant
E Oil Pressure Temperature
L
FUEL LEVEL Compressor
inter-stage F°
Engine
Coolant Flow
A. Disconnect wire M5 from terminal 5 -- FUEL 3
LEVEL light illuminates.
B. Reconnect wire -- light off.
ENGINE COOLANT LEVEL

A. Disconnect wire M6 from terminal 6 -- HYDRAULIC OIL FILTER PRESSURE
ENGINE COOLANT LEVEL light illuminates. A. Connect a jumper wire from M10 to ground --
B. Reconnect wire -- light off. HYDRAULIC OIL FILTER PRESSURE light illu-
minates and alarm sounds.
COMPRESSOR SEPARATOR B. Push ALARM SILENCE button -- alarm off.
A. Connect a jumper wire from M7 to ground -- C. Reconnect wire -- light off.
COMPRESSOR SEPARATOR light illuminates.
B. Disconnect jumper wire -- light off. ENGINE OIL TEMPERATURE
A. Disconnect wire M11 -- ENGINE OIL TEM-
HYDRAULIC OIL LEVEL PERATURE light illuminates and alarm sounds.
A. Disconnect wire M8 from terminal 8 -- B. Push ALARM SILENCE button -- alarm off.
HYDRAULIC OIL LEVEL light illuminates and C. Reconnect wire -- light off.
alarm sounds.
B. Push ALARM SILENCE button -- alarm off. NOTE!
C. Reconnect wire -- light off. The following tests will de-energize the engine
fuel solenoid. Reconnecting the wire should not
HYDRAULIC OIL TEMPERATURE cause the light to illuminate. It will be necessary
A. Disconnect wire M9 from terminal 9 -- to turn the ignition key to ‘OFF, then ‘ON’ and
HYDRAULIC OIL TEMPERATURE light illumi- wait 30 seconds between the testing of each
nates and alarm sounds. point.
B. Push ALARM SILENCE button -- alarm off.
015702-000 Sheet 2 of 5
3-6-98
COMPRESSOR AIR TEMPERATURE D. Turn ignition key to ‘OFF’ then ‘ON’ -- light
A. Disconnect wire M12 from terminal 12 -- off.
COMPRESSOR AIR TEMPERATURE light illu- E. Reconnect the temporary ground wire.
minates, and alarm sounds and fuel solenoid
off. ALTERNATOR
B. Push ALARM SILENCE button -- alarm off. Verify the ALTERNATOR indicator light with the
C. Reconnect wire -- light still illuminated. engine off by connecting a 12 volt supply to ter-
D. Turn ignition key to ‘OFF’ then ‘ON’ -- light minal 18 -- the ALTERNATOR light should go
off. off. To check the alternator light with the engine
E. Reconnect wire 12. running, disconnect wire M18 from terminal 18 -
- the light should illuminate.
COMPRESSOR OIL PRESSURE If all the above conditions are met and all the
A. Disconnect the temporary ground wire from sensors are operational, remove the ground
terminal 13 -- COMPRESSOR OIL PRESSURE jumpers from terminals 13, 15 and 17.
light illuminates, and alarm sounds and fuel The engine can now be started. After starting
solenoid off. the engine and the 30 second delay has
B. Push ALARM SILENCE button -- alarm off. elapsed, make one final check by disconnecting
C. Reconnect wire -- light still illuminated. one of the level three sensors and verify the
D. Turn ignition key to ‘OFF’ then ‘ON’ -- light engine shutdown system and proper indication.
off. (Wire M12, M13, M14, M15, M16 or M17.)
E. Replace temporary ground wire.
ENGINE OIL PRESSURE

A. Disconnect the temporary ground wire from
terminal 15 -- ENGINE OIL PRESSURE light
illuminates, and alarm sounds and fuel solenoid
off.
C. Reconnect wire -- light still illuminated.
D. Turn ignition key to ‘OFF’ then ‘ON’ -- light
off.
E. Replace temporary ground wire.
ENGINE COOLANT TEMPERATURE

A. Disconnect wire M16 from terminal 16 --
ENGINE COOLANT TEMPERATURE light illu-
minates, and alarm sounds and fuel solenoid
off.
D. Turn ignition key to ‘OFF’ then ‘ON’ -- light
off.
ENGINE COOLANT FLOW

A. Disconnect the temporary ground wire from
terminal 17 -- ENGINE COOLANT FLOW light
illuminates, and alarm sounds and fuel solenoid
off.
015702-000 Sheet 3 of 5
3-6-98
015702-000 Sheet 4 of 5
3-6-98
015702-000 Sheet 5 of 5
3-6-98
015702-000 Sheet 6 of 5
07-22-98
REMOTE PROPEL wise and counter-clockwise.
CALIBRATION ‘OPERATE’ PUSH-BUTTON - prevents

inadvertent machine movement if only the
(019907-000) joystick handle is moved.
VALVE OUTPUTS - provide a typical cur-

GENERAL DESCRIPTION rent range of 180 to 380 milliamps to two
separate single coil valves, via 200 Hz pro-
This system implements the drive and steer- portional PWM signals. Current flow is
ing control for a dual track driven machine. reversible, and the threshold and maximum
output currents are independently adjust-
able in both directions, for each valve.
GENERAL
AUX. OUTPUT - provides a +12 volt signal
The controller is a dual axis joystick with an (3 amps maximum) whenever any of the
‘Operate’ (deadman) push-button in its RG valve outputs are active. This will drive an
handle. The joystick’s handle position is external customer supplied horn.
measured by two ‘Digisensors’.
The ‘Superflex’, located in the cab, is a WIRING

device that converts signals from the joy-
stick controller’s Digisensors to proportional Refer to the wiring schematic.
PWM signals to drive two single coil valves
and a horn. The Superflex also monitors the • Power - Nominal + 12 volts DC is con-
Operate button on top of the joystick to pro- nected to the Dual relay and DJS6 devices.
vide the proper machine operation.
• Valves - Relay terminals 9 and 12 con-
The dual relay assembly contains two DPDT nect to the valve (relay K1 is for the Left
relays that reverse the current flow to the 2 valve and K2 for the Right valve). The
valves. It also contains DIN tie points for relays are de-energized for forward move-
connecting power and ground to the system. ment: current flows from terminal 9, through
the valve to terminal 12. (Refer to the valve
The Optimizer OPT-3 is a hand held user instructions for additional hookup informa-
interface with a keyboard and an alphanu- tion.)
meric display. It is used as a calibration and
diagnostic tool, to display various system • DJS6 Joystick - three wires connect to
values, and to make adjustments. the Superflex, and one wire to +12 volt
power.
FUNCTIONS • The Optimizer is connected to the right

side of the 8 pin Superflex connector with
TRACK DRIVE (SKID STEER) - The Super- the provided 4 conductor cable assembly.
flex converts forward/reverse and left/right
movement of the joystick handle into suit- • Aux. Output is wired to the customer’s
able commands for driving the two machine horn.
tracks. This allows precise steering and
speed control with a single lever, and also
provides the ability to “turn in place” clock-
019907-000 SHEET 1 OF 6
07-22-98
OPTIMIZER’S MAIN DISPLAY plus and <-> minus keys are then used to
increase or decrease the values. The Super-
When the Optimizer is first connected to the flex has built in limits to certain adjustments.
Superflex, the display will be similar to this: For example, the Threshold cannot be set
greater than 80%, but the Max Out can be
LEFT TRACK RIGHT set to 100%.
45 %F 52 %F
The Calibration Diagram shows all of the
possible data items, functions and how to
The main display shows the actual Superflex
access them by stepping or scrolling. Sev-
outputs to the machine’s valves. As the joy-
eral of these items are not applicable to this
stick lever is moved, this display changes to
application (SF1-1-159). Whenever a data
show the instantaneous outputs. In this
variable is flashing, it may be adjusted (incre-
example, the Superflex is outputting 45 per-
mented or decremented). To permanently
cent of the maximum current in the forward
(F) direction to the left track, and 52% to the save the new data, press the <ENTER> key
until the display stops flashing.
right track. The F will change to an R when
the output current is in the reverse direction.
If the Optimizer is disconnected and then re-
connected, the system will return to the first
CALIBRATION (USING THE OPTIMIZER) display screen. If any adjustments were
being made when the Optimizer is unplugged
(the display was flashing), these changes will
For ease of use, only three of the Optimizer’s
keys are used to make adjustments and be lost.
access all of the data. The <+> plus and <->
Threshold
minus keys are used to step or scroll through
the various data items. Pressing the
<ENTER> key while displaying Threshold, L THRESHOLD
R
Maximum Out, or Ramp Up will allow these
F: 40% F: 40%
parameters to be adjusted.
Threshold sets the minimum amount of out-

put that is applied to the machine’s electro-
hydraulic valve when the joystick is just
moved into the start of its active region. The
Threshold should be set so the machine just
starts to move when the joystick lever is in
this position.
19907sc
For convenience, both the Left and Right
Thresholds can be adjusted up and down
together (both will flash). Then each individ-
ual Threshold can be adjusted for fine turning
or balancing.
Threshold may be adjusted between 0 and

80%. There are four separate adjustments:
for the Forward and The Reverse directions
When any adjustment is allowed, the data on
of each valve.
the display’s bottom line will flash. The <+>
019907-000 SHEET 2 OF 6
07-22-98
19907sb
CALIBRATION DIAGRAM
019907-000 SHEET 3 OF 6
07-22-98
Maximum Output flex cover can be used for diagnosing certain

problems such as short circuited or discon-
L MAX OUT R nected wires.
F: 85% F: 85%
Joystick Position - Optimizer Display
‘Max Out’ sets the maximum amount of out-
DS1 (X) DS2 (Y)
put that is applied to the machine’s electro-
128 131
hydraulic valve when the joystick is moved
fully into its active region. The ‘Max Out’ is
adjusted with the joystick fully on. Set the The Optimizer may be used to check for cor-
‘Max Out’ so that the machine is just at its rect operation of the joystick controller.
maximum speed. Be sure to adjust the
Threshold before adjusting the ‘Max Out’. DS1, the ‘X’ axis Digisensor will vary as the
joystick handle is moved left to right. In the
For convenience, both the Left and Right center, the value should be approximately
maximum outputs can be adjusted up and 128 (between 125 and 131). When the han-
down together (both will flash). Then each dle is moved toward the left, this number
individual ‘Max Out’ can be adjusted for fine should decrease to < 10. When the handle is
tuning or balancing. moved to the right, this number should
increase to > 245.
‘Max Out’ may be set between 20 and 100%.
There are four separate adjustments for the DS2, the ‘Y’ axis Digisensor will vary as the
forward and the reverse directions of each joystick handle is moved forward and
valve. reverse. In the center, the value should be
approximately 128 (between 125 and 131).
Ramp Up Time When the handle is moved in reverse (toward
the operator), this number should decrease
This sets the amount of time it takes for the to < 10. When the handle is moved forward
Superflex outputs to increase or “ramp up” (away from the operator), this number should
whenever the joystick is rapidly moved. The increase to > 245.
initial setting is 0.1 seconds, which is effec-
tively “no” ramp. The Ramp Up may be Joystick ‘Operate’ Pushbutton - Optimizer
adjusted between 0.1 and 5 seconds. There Display
are separate adjustments for the Forward
and Reverse directions. DUAL ACTV LT RT
0 1 0 0
TROUBLESHOOTING The ‘Operate’ button, on the joystick handle,

may be tested on this display. The number
Superflex LEDS under ACTV (activate) should be a 1 when
the Operate button is pressed, and 0 when
There are three red LEDs on the Superflex, the button is released. If it is always 0, check
labeled “Inputs”, “SFLEX” and “Outputs”. for a broken or disconnected wire. If it is
Normally, when the power is on, the Input always 1, check for a wire shorted to +12
and the SFLEX LEDs will be flashing. When
the machine is being driven, all 3 LEDs will
be flashing.
A troubleshooting chart printed on the Super-

019907-000 SHEET 4 OF 6
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volts.
19907SA
019907-000 SHEET 5 OF 6
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Part Number and Serial Number
OEM PART NUMBER

SF1-1-159.000
SERIAL NUMBER
D246
The Superflex’s part number and serial num-

ber may be displayed on the Optimizer. The
part number includes the software version
number.
019907-000 SHEET 6 OF 6
THE HUMAN BODY AND
ELECTRICAL SHOCK
GENERAL
Personnel safety should be the main concern

when working with any AC or DC electrical sys-
tem or circuit.
DESCRIPTION
Most circuits in any surface mine are of suffi-

cient voltage to overcome your body’s resis-
tance. Therefore the miner must be able to
recognize and avoid coming into contact with an
One milliampere (ma) is 1/1000 of an amp.
electrical source.
If a fellow worker becomes part of an electrical
When a person is electrocuted, he/she
circuit and cannot let go of the source, DO NOT
becomes the path of least resistance for the
rush over and grab him/her. You can become
electrical source to ground and in effect
part of the electrical shock as well. Instead, dis-
becomes a part of the circuit.
connect the power to the circuit. If this is not
possible, remove the person from contact by
Properly grounded equipment is the best way to
using something insulated to PUSH or PULL the
prevent electrical shock. Another effective
person away while protecting yourself.
means is insulation by means of rubber gloves
and boots, rubber mats, insulated platforms and
guards around cables.
! DANGER
Handling electrical equipment with wet
hands or while standing in water will cause
electrocution. Handle all electrical equip-
ment in a dry environment.
The killing factor in electrical shock is current.

Current is measured in amps and is determined
by voltage. Ordinary household appliances
require currents high enough to kill a person.
Current necessary to operate a 100 watt light
bulb is (eight 8) to (ten 10) times the fatal
amount. In the event of accidental electrical contact call
• 5 milliamp (safe) for help and apply the appropriate first aid mea-
• 8 milliamp (slight shock) sures.
• 20 milliamp painful shock
Federal law requires that any repair, installation,
• 50 milliamp (very painful shock) or testing of electrical equipment be done by or
• 100 milliamp (possible fatal shock) under the supervision of a qualified electrician.
Electrical Safety Page 3
All disconnecting devices must be tagged out of Appropriate ground fault management systems
service prior to work being performed. should be employed at the mine and made
available to the specific machine.
Follow any lock out and tag out procedures rec-
ommended by the mine site. Do not attempt to Sandvik Mining and Construction mandates that
operate the equipment until all lockout devices each miner responsible to perform maintenance
are cleared by a shift supervisor(s). or operating duties on a drill machine utilize the
appropriate PPE personnel protective equip-
All persons performing maintenance work shall ment deemed necessary to perform the duties
have a separate lock and signed tag connected of the job or task assigned.
to the multi lock.
HIGH VOLTAGE AC or DC powered equipment

should be de-energized prior to and during
maintenance work performed on the electrical
system(s).
Only electricians specifically trained to work

with high voltage circuits should be permitted to
perform electrical maintenance.
Page 4
OHM’S LAW and ELECTRICAL CIRCUITS
Ohms Law
Ohms law expresses the relationship between the current (I), the voltage (E), and the resistance (R)
in a circuit. Ohms law can be expressed in three different ways and can be applied to the entire cir-
cuit or to any part of a circuit. When any two factors are known the third unknown factor can be cal-
culated from Ohms law.
I= E AMPERES = VOLTS
OHMS
R
E = IR VOLTS = AMPERES X OHMS
R= E OHMS = VOLTS
AMPERES
I
Ohms law is factored into the design of electrical and electronic systems. Specific components are
selected to meet the design essentials to make the components last for hours of maintenance free
operation.
Ohm’s Law Page 5

ELECTRICAL CIRCUITS
SERIES
PARALLEL
+ -
+ -
SERIES PARALLEL
G R
+ -
Page 6
FUNDAMENTALS OF CURRENT
Electrical current is the flow, or movement of
ELECTRICITY electrons. This movement can be compared to
the flow of water through a pipe. Without pres-
sure (voltage) the current will not flow. Electrical
GENERAL current is measured in amperes or “amps”.
Electrical terms mentioned in the Sandvik Min-

ing and Construction training module are com-
mon to the electronic industry.
DESCRIPTION
The following terms apply to basic electric sys-

tems.
• VOLTAGE
• ELECTRONS CURRENT = ELECTRON FLOW
• RESISTANCE
• OHMS RESISTANCE
• CURRENT Resistance is simply a restriction of current flow.
Increasing resistance reduces current flow
• AMPERES which can be detected by voltage decreases or
loss in the electrical circuit. Electrical resistance
The following terms are common electrical sys- is measured in “ohms”.
tem tools used to diagnose electrical compo-
nents and the overall system performance:
• VOLTMETER RESISTANCE CURRENT
“OHMS” “AMPS”
• AMMETER
• OHMMETER
In basic terms:
VOLTAGE
Voltage provides the electrical pressure, or
force that causes the current or electrons to
flow. The voltage is the difference in electrical
pressure between two points in a circuit. Electri-
cal voltage is measured in “volts”.
VOLTAGE = ELECTRICAL PRESSURE
Fundamentals of Electricity Page 7

MAGNETIC FIELD DIGITAL MULTIMETER
A magnetic field is produced when current is The Fluke 83V meter shown is a multimeter. It
forced through a conductor. The magnetic field has capability to measure AC and DC volts, mil-
and direction of flow are factors to consider livolts, amps, milliamps, ohms, diodes. Other
when using test equipment such as ammeters. features are frequency, capacitance, duty
cycles and temperature.
VOLTMETER
The voltmeter is used to measure the electrical
- pressure in the circuit. Analog and digital mod-
els are available. It is suggested to use the digi-
tal type.
+ In a DC circuit voltmeters are always connected

across (in parallel with) a part of the circuit.
TEST EQUIPMENT
The use of test meters is an invaluable and
essential aid in diagnosing troubles in an electri- VM
cal circuit. If values of voltage, current and
resistance are not measured with suitable test
meters, only a guess can be made as to what
type of defect exist in the circuit.
VOLTMETER
Voltmeters measure the difference in electrical

potential or pressure between the points where
the voltmeter leads are attached. Typical leads
are red for positive (+) and black for negative (-)
polarity.
Common 24 volt systems may read (0 - 32)

volts.
Common 12 volt systems may read (0 - 16)

volts.
AMMETER
The ammeter is used to measure the amount of
current flow. It is suggested to use a digital type
ammeter.
Ammeters generally require opening the circuit

so the ammeter can be connected in series to
measure the current flow.
Page 8
AM
AMMETER
In a DC circuit amps and milliampere are two

common circuit flows.
OHMMETER
The ohmmeter is used to measure resistance in
the circuit. Make certain that the socket connector is
sealed from contaminants and the contact ter-
Ohmmeters are connected across the unit or minals are clean and tight. Dirt, rust and loose
portion of the circuit of which the resistance is to connections lead to interruptions in the electric
be measured. flow to the device resulting in erratic or intermit-
tent control.
The ohmmeter has it’s own power source, usu-
ally a small battery or fuse which forces current Battery Specific Gravity Test
through the circuit to be measured.
This test is performed with a hydrometer, which
Never connect a ohmmeter to an external is the most accurate hand held tool for deter-
source of voltage. Battery, fuse or meter move- mining the state of charge of a lead acid battery.
ment damage may occur.
Coil Testing
When testing the coil resistance take note of the

meter reading. In Ohm mode a good coil will
register some reading such as 40 ohm as
shown by this meter. If the meter reading indi-
cates OL or some number less than the coil
spec a new coil is in order.
1. Draw electrolyte into the hydrometer a few

times so that the float reaches the same
temperature as the electrolyte. This will
increase the accuracy of your readings.
2. Hold the hydrometer vertically so that the

float is free and does not touch the inner
walls of the barrel.
Fundamentals of Electricity Page 9

3. Hold the hydrometer so that the liquid is
level in the barrel and at eye level.
4. When you draw the electrolyte, make sure

that the hydrometer is full.
5. Check each individual battery cell. If the spe-

cific gravity varies more than .050 or "50
points" among the cells while the battery is
at a 75% state of charge or above, then the
battery is bad and should be replaced. The
cells that have a specific gravity of 50 points
less than the highest cell are bad cells. A
hydrometer reading of 1.265 or greater at
80°F indicates a full charge for Interstate
batteries. To determine the battery's state of
charge, compare the hydrometer reading to
the Specific Gravity Chart.
6. To get the most accurate hydrometer read-

ing, you should adjust your hydrometer
reading according to the temperature. If the
electrolyte temperature is ABOVE 80°F ,
ADD .004 (called "four points") to the
hydrometer reading for each 10 degrees
above 80°F. If the electrolyte temperature is
BELOW 80°F, SUBTRACT four points from
the hydrometer reading for each 10 degrees
below 80°F.
Specific Gravity Specification
1.265 100%
1.225 75%
1.190 50%
1.155 25%
1.120 00%
Page 10
COMPONENT LOCATION
D45KS GENERAL OVERVIEW

PVS*
APS LBS* BAT
(DCTJB) RBS* ECF BDS
LRP CLO
FL2
FL1 ESS CHI CFP*
(MJB) CSP
ECL
DHP
HWP
FRP
VSS
PLP
FL3
(DCJB) CAC ACC
(CJB 3) LT*
EOT CIT
EFL LS*
(EJB 2) CAT EFP*
FL4-6 COP
ESPB* RRP - FFV - HFP LPS
CFP
(CJB 1) FOS - FVS - HOL
(TIJB) HVS --------- HOT
FRS
FPS * - ALTERNATE LOCATIONS
CIS (.JUNCTION BOXES)
Crawler mounted machines use common elec- • replace corroded wire terminals
trical component locations. Asterisk * in the gen-
eral location drawing indicate alternate location. • replace corrosion inhibitors 015411-001
annually
Maintenance for electrical systems include: • maintain a good seal for the wire bundle
• learn the equipment electrical system prior entering the cab through the fire wall
to performing any electrical service • eliminate any wire harness contact points
• follow electrical safety guidelines respective that rub against hard surfaces
to company policy • maintain cab and engine control module
• keeping the junction box doors closed and braided ground strap
sealed from moisture • when applicable locate wire harnesses away
• periodic checks inside the junction box for from contaminating fluids, (oils and fuels)
terminal wire connections, tighten compo- • test each battery, battery cables and the
nents as needed charging system annually using approved
• clean inside junction box with low pressure test equipment and skilled personnel
dry compressed air
Component Location Page 11
OPERATOR CONSOLE OVERVIEW
PITH BUZ
EDC
PLS RSM FLG
VSS LSW PL1-2 MLE MLD
CSW CFL LRL FRL RRL
CKE DIA
ESPB1 ESM
WTG ATG
OPG VM
ESM
FFS
BMS
DMS KS BPS
POS SPB FPL
EPB IRS
MLS
Open the center console cover to expose com-
LTC VC* mon cab ground buss bars with green wires.
RTC
(TIJB) (CJB 1) Open the right console cover to expose wire ter-
TIBP
TFS
CB1-10 minals and cab monitoring components.
TPL MR VC HIR
CR1-4 TAR FSP
Gauges are polarity sensitive. Note gauge have
CRAWLER EQUIPMENT OPERATOR CONSOLE three terminals I for power in, S from a sender
and G for ground.
Loosen the two lock screws at the top of the Refer to service literature 006269 for Cat and
panel to open the operator station monitor panel 007672 for Cummins engine speed meter ESM
and access the electrical component wires. calibration.
RSM FG Refer to service literature 015702 for DMS drill

monitor system troubleshooting.
ESM
OPERATOR CAB JUNCTION BOXES
Lower right side cab junction box.

ATG
TB WTG
VC
VM CB 8 - 1
OPG
MLS
IRS
EPB
LTR
SPB
BPS CB 10 - 9
HIR TAR
DMS* KS
INSIDE D45KS CAB MR
OPERATOR STATION MONITORING JUNCTION BOX 1
Page 12
Circuit breaker 1 through 10 are common. Addi- Verify wire and application with machine spe-
tional options may require extra circuit breakers. cific electrical group and schematics.
Confirm wire numbers with machine specific Electric schematics are used in conjunction with
electrical group and schematics. this manual for training purposes. Electric sche-
matics show all options available for the specific
Circuit breakers 015178-0 - - have a 0 to 30 blasthole drill.
VDC rating. Current capacity are 10, 15, 20, 25,
30, 35, 40, and 50 amp breakers. They are nor- Since each machine is customer specific the full
mal closed and will open under high electric list of options may not be used. When diagnos-
loads as well as electrical short circuits. ing the machine using electrical schematics it
will be necessary to understand the machine
Each circuit breaker has a manual reset func- model and specifications.
tion. Inspect each circuit breaker individually as
they are dedicated to specific circuits. This is achieved by the machine serial number
and checking the machine specific parts man-
Typical wire and applications: ual.
WIRE/SIZE APPLICATION
B 2/4/6/10 STARTING/SUPPLY
L 10/14 NIGHT LIGHTING

A1
A2
K 10/14 AIR CONDITIONING VC*
D1
E1
A 14/16 OPERATOR MONITORING
H 14 CAB ACCESSORIES
E 14/16 12 VDC CONTROLS (EDC D90KS)
B 3/0 BATTERY POWER

TB
S 14/16 CAB STARTING ENGINE RUN LTR*
CIRCUIT PROTECTION L3
M 14/16 (16) DRILL MONITOR SYSTEM (DMS)
R 14/16 MACHINE TRAM/DRILL FEATURES

R3
J 14 OPERATOR FEATURES AND S1
OPERATING OPTIONS MR
F 14/16 (16) MACHINE LEVELING DRILLING G HIR TAR

FEATURES/OPTIONS
D 14 COLD WEATHER OPTIONS
C 14 DRILL/PROPEL FEATURE* LOWER RIGHT SIDE DRILL CONSOLE PANEL
C 14 DRILL AUTOMATION*
Machine options such as tram interloc, jack
N 14/16 24/12 ACCESSORIES*
brake tram interloc and rotary head - jack brake
P 14/16 24/12 ACCESSORIES* interloc requires a junction box positioned in the
T 14/16 (16) DEPTH COUNTER OPTIONS operator cab lower left side under the operator
console.
G 3/0 2/4/6 BATTERY/ALTERNATOR GROUND
G 10/14/16 GROUND Proximity switches, relays and a floor mounted

foot pedal enable the tram feature. The tram

interoc components have a power indicator and Maintenance is limited to inspecting the box for
a bypass feature for diagnostic purpose. loose wires, component condition and terminal
subplate mounting.
POWER
BYPASS LIGHT
SWITCH
SMS
EMB
CONTROL SDR
RELAYS 1 - 4
ER
OPTIONAL TRAM INTERLOCK

SMS are magnetic solenoids that energize from
JUNCTION BOX the starter push button and key switch power.
One magnetic solenoid per engine starter. The
contacts allow battery current from B6 wire to
ENGINE JUNCTION BOX B3 and B4 wires to the engine starter solenoid.
ESPB ACB is a circuit breaker from the engine sup-

plied alternator. They are 105 amp or 80 amp
MCB rated and special application 175 amp.
ACB
SMS1/SMS2 ESPB MCB is the main circuit breaker for the entire
machine supply current. If the main circuit
breaker opens all machine power is lost.
ESPB is a manual controlled safety shutdown

switch. It is a push lock type button that is nor-
mal closed contact until the button is engaged
at which point the contacts open and stop power
ER/SDR to the shutdown relay.
MCB
ACB
The machine frame is the ground. All DC power
happens due to selected components having a
constant ground to the machine frame.
TB
INSIDE ENGINE JUNCTION BOX 2
The engine junction box will support the engine

starting, engine run and circuit protection com-
ponents.
Page 14
COMPRESSOR JUNCTION BOX MAST AND COMPONENTS
ENC
RHU/EDC
FCS/HLI
INSIDE COMPRESSOR
JUNCTION BOX RHU/TI
The compressor junction box is a terminal point CIP

FL2
for electrical component wires from the front of
the machine. No electrical components are sup-
ported in the compressor junction box.
(MJB)
PLP
Maintenance is limited to inspecting the box for
loose wires or terminal subplate mounting. LOP
LIP
ROP
HWP RIP
MLP
Wires from switches positioned inside the mast

should have power and ground contacts
brought back to the mast junction box or opera-
tor cab junction box for proper frame grounding

DATA COLLECTION JUNCTION BOX The Sandvik data collection system consists of
multiple components.
The data collection is a new concept on D45KS
machines. This feature was added to the option • transducer feed
list as of June 2006.
• transducer rotation
• transducer air
• rotation speed sensor
• canbus data collection module 1
• run and error LEDs
• external mount sealed junction box
• Sandvik DMS
• Engine ECM
• Sandvik EDC
Data received at the sensors and tranducers will

be available to record or transmit when modular
mining system is connected to the Sandvik data
collection system
The Sandvik drill rig data collection system is a

terminal junction port to be used with a after-
market field installation of Modular Mining Sys-
tem.
Page 16
ELECTRONIC ENGINES
CATERPILLAR APPLICATION
GENERAL
Sandvik Mining and Construction uses two

quality engine manufacturers to power our
blasthole drill machines:
• Caterpillar
• Cummins
Both suppliers provide service through compe-

tent world-wide distributor networks.
DESCRIPTION
Our blasthole drills require engine horsepowers

that both Caterpillar and Cummins are capable
of delivering.
Engines manufactured from 1993 to 1995 may

have been served with either the Woodward or CUMMINS APPLICATION
Barber Coleman type speed controls.
In 1995 and early 1996 to present the engine

manufacturers converted to electronically con-
trolled engines with high pressure fuel systems
At present all blasthole drill equipment utilize

the electronic fuel injection.
Light indicators at the operator station allow the

operator a means to monitor the engine ECM
electronic control module. A data link connec-
tion enables diagnostic test equipment installa-
tion.
In the event that the check engine light is on

and the diagnostic indicator light is flashing the
operator should take appropriate measures.
Refer to engine data section of this manual or

the engine specific diagnostic code retrieval
specs.
Crawler mounted operator controls are a desk

type panel with hydraulic and electrical systems.
Electronic Engines Page 17

Page 18
CATERPILLAR TIER II AND FUEL PRESSURE SENSOR
The fuel pressure sensor monitors filtered fuel
TIER III ENGINE DATA pressure.
INTAKE MANIFOLD AIR TEMPERATURE

GENERAL SENSOR
The inlet air temperature sensor detects the
The electronic system consists of the following temperature of the air that is passing through
components, electronic control module ECM, the inlet manifold. The ECM uses the data from
mechanically actuated electronically controlled the inlet air temperature sensor in order to accu-
unit injectors MEUI, wiring harness, switches rately control the emission level of the engine.
and sensors. As the inlet air temperature changes the fuel
injection timing is advanced.
DESCRIPTIONS OIL PRESSURE SENSOR

The engine oil pressure sensor provides an oil
The following sensors are components of Cater- pressure signal to the ECM for the purpose of
pillar engines. engine monitoring. The signal is compared to
the oil pressure map that is stored in the ECM.
ATMOSPHERIC PRESSURE SENSOR The oil pressure map is derived from a direct
Measures crankcase pressure. Atmospheric relationship between engine speed and the oil
pressure sensing is used to reduce smoke pressure that is expected at that speed. Low oil
emissions at high altitudes. pressure is recorded in the ECM.
BOOST PRESSURE SENSOR SPEED/TIMING SENSOR

Measures intake manifold pressure. Boost pres- Determines both engine speed and fuel injec-
sure is used to reduce smoke emissions during tion timing by magnetic sensor to camshaft con-
acceleration. nection. Primary and secondary units apply
(12vdc). If one sensor fails replace both units.
COOLANT LEVEL SENSOR
This sensor monitors the engine coolant level in DIAGNOSTIC LAMP
the cooling system expansion tank. The coolant Communicates engine status or operational
level sensor signal is sent to the ECM for the problems. Two digit diagnostic codes are given
purpose of engine monitoring. with one-second pauses between code digits. A
three-second pause occurs between codes.
COOLANT TEMPERATURE SENSOR Additional diagnostic codes may follow after the
The engine coolant temperature sensor moni- 3-second pause.
tors the temperature of the engine coolant. The
coolant temperature is sent to the ECM for the ETHER INJECTION SYSTEM
purpose of engine monitoring and for improved The engine ECM controls the ether system to
engine control. improve the cold starting capability. The ECM
uses the Coolant Temperature Sensor to control
FUEL TEMPERATURE SENSOR ether injection. The ECM uses actual engine
The fuel temperature sensor monitors the inlet rpm to determine if ether should be injected.
fuel temperature. Changes in the temperature The ether control logic assumes a “continuous”
of the fuel affects power output of the engine. ether system is being utilized and the duration
The ECM adjusts the engine fuel rate according of injection is a linear function of coolant tem-
to the temperature of the fuel. Fuel temps perature. The automatic ether injection circuit
exceeding 194° F (90° C) for ten minutes log a turns ON the relay driver when the following
diagnostic code. conditions are met. The engine speed must be
Caterpillar Engine Data Page 19
between 30 rpm and 1500 rpm and the coolant ECM DIAGNOSTIC CODES
temperature is between –40° to +50° F (-40° to
+10° C). The ether injection time is selected Diagnostic codes are used by the electronic
from a linear relationship between these tem- system in order to alert the operator that a prob-
peratures. The end points of this function are – lem exists.
40° F (-40° C) for 130 seconds, 50° F (+10° C)
for 15 seconds. A two digit diagnostic code also indicates the
nature of the problem to the service technician.
Manual ether injection can occur between 30
and 1500 rpm if the coolant temperature is
below 150° F (+60°C) for maximum time dura- FLASH
DESCRIPTION
SHUT
SER
SCH
CODE DOWN SER
tion of 2 minutes. This function is a customer
supplied override switch. 72 CYLINDER 1 FAULT X
72 CYLINDER 2 FAULT X
Troubleshooting the engine requires a skilled 73 CYLINDER 3 FAULT X
engine technician familiar electronic fuel sys-
tems and the computer program Caterpillar
electronic technician or (Cat ET). 74 CYLINDER 5 FAULT X
21 5 VOLT SHORT TO +BAT- X

TERY
21 5 VOLT SHORT TO X
GROUND
24 OIL PRESSURE SENSOR X

SHORT TO +BATTERY
24 OIL PRESSURE SENSOR X

SHORT TO GROUND
46 LOW OIL PRESSURE X X

WARNING
46 LOW OIL PRESSURE X X

SHUTDOWN
25 TURBO OUTLET PRES- X

SURE ABOVE NORMAL
25 BOOST PRESSURE SEN- X

SOR OPEN/SHORT TO
+BATTERY
25 TURBO OUTLET PRES- X

A check engine and diagnostic light installed on SURE SENSOR SHORT TO
GROUND
the machine operator panel will enable active
38 INTAKE MANIFOLD TEMP X
fault codes to be seen when they occur. The SENSOR OPEN CIRCUIT
sequence of flashes represents the system
38 INTAKE MANIFOLD TEMP X
diagnostic message. SENSOR SHORT CIRCUIT
64 HIGH INTAKE MANIFOLD X

The first sequence of flashes represents the first TEMP WARNING
digit of the diagnostic code. A one second 64 VERY HIGH INTAKE MANI- X
FOLD TEMPERATURE
pause then a second sequence of flashes will
occur which represent the second digit of the 26 ATMOSPHERIC PRESS X
SENSOR OPEN/SHORT TO
diagnostic code. +BATTERY
26 ATMOSPHERIC PRESS X
Active diagnostic flash codes may be displayed SENSOR SHORT TO
GROUND
with the engine running or with the ignition key
in the on position, engine off.
Page 20
FLASH SHUT SCH
C15, C16 and C18 model engines have
DESCRIPTION SER
CODE DOWN SER replaced 3406E models on blasthole drill
27 COOLANT TEMP SENSOR X
machines.
OPEN/SHORT TO +BAT-
TERY
27 COOLANT TEMP SENSOR X

SHORT TO GROUND C15 C16 C18 CATERPILLAR ENGINE SENSORS
61 HIGH COOLANT TEMPER- X
ATURE WARNING
61 HIGH COOLANT TEMPER- X

C D E F
ATURE SHUTDOWN B G
51 SYSTEM VOLTAGE INTER- X
MITTENT/ERRATIC
65 HIGH FUEL TEMPERA- X

TURE WARNING
A
13 FUEL TEMPERATURE X
SENSOR OPEN/SHORT TO
+BATTERY
13 FUEL TEMPERATURE X
H
SENSOR SHORT TO
GROUND
63 FUEL FILTER RESTRIC- X J1/P1

TION WARNING
J2/P2
63 HIGH FUEL PRESSURE

I
J
35 ENGINE OVERSPEED L K
WARNING
34 LOSS OF SPEED TIMING X1 X

SENSOR/ENGINE RPM
SIGNAL
A SECONDARY SPEED TIMING SENSOR
62 LOW COOLANT LEVEL X
WARNING B INLET MANIFOLD AIR PRESSURE SENSOR
C CUSTOMER CONNECTOR J61
53 ECM ERROR/FAULT X D ELECTRONIC GROUND STUD
E FUEL PRESSURE SENSOR
Engines are factory programed to shutdown F FUEL TEMPERATURE SENSOR
under common Caterpillar switch parameters. G INLET MANIFOLD AIR TEMPERATURE SENSOR
H TC PROBE CONNECTOR
I ELECTRONIC CONTROL MODULE
Active diagnostic code represents a problem J ENGINE OIL PRESSURE SENSOR
with the electronic control system. K ATMOSPHERIC PRESSURE SENSOR
L PRIMARY SPEED TIMING SENSOR
When the ECM generates a diagnostic code the
ECM will log the code in the permanent memory
Tier II and Tier III C15, C16 and C18 engines
of the ECM.
monitor fuel pressure and coolant level.
Additional reference materials: Event Codes
Caterpillar Electronic Troubleshooting Guide Events refer to engine operating conditions
SENR 9576-04 and System operation, testing such as low oil pressure or high coolant temper-
and adjusting manual RENR 2347-02 for C15 ature.
and C16 industrial engines.
Logged events usually indicate a mechanical
Caterpillar 3406E Industrial engine, Systems problem instead of electronic system problem.
Operation Testing and Adjusting manual SENR
1067 has necessary information for trouble-
shooting and maintaining the engine systems.
Caterpillar Engine Data Page 21
FLASH DESCRIPTION OF CODE
CODE
35 ENGINE OVERSPEED WARNING
46 LOW OIL PRESSURE WARNING
46 LOW OIL PRESSURE DERATE
46 LOW OIL PRESSURE SHUTDOWN
61 HIGH ENGINE COOLANT

TEMPERATURE WARNING
3. Disconnect the J1/P1 and J2/P2 connectors
61 HIGH ENGINE COOLANT of the ECM. Move the harness to a position
TEMPERATURE DERATE that will not allow the harness to accidentally
61 HIGH ENGINE COOLANT move back and make contact with any of the
TEMPERATURE SHUTDOWN ECM pins.
62 LOW ENGINE COOLANT LEVEL
WARNING
63 FUEL FILTER RESTRICTION DERATE
63 FUEL FILTER RESTRICTION WARNING
63 HIGH FUEL PRESSURE
64 HIGH INLET TEMPERATURE DERATE
64 HIGH INLET TEMPERATURE WARNING
65 HIGH FUEL TEMPERATURE DERATE
65 HIGH FUEL TEMPERATURE WARNING
Welding On A Machine That Is Equipped

With Electronic Engines. 4. Connect the welding ground as close as
possible to the area that will be welded.
Proper welding procedures are necessary in
order to avoid damage to the engines ECM,
sensors and associated components. ! CAUTION
If possible remove the component that requires Improper grounding can cause damage to
welding. bearings, hydraulic components, electrical
and electronic components
When component removal is not applicable use Do not ground the welder to electrical com-
the following procedure. ponents such as the ECM or sensors.
1. Stop the engine, turn the key switch to the 5. Use standard welding methods to weld the
off position materials.
2. Disconnect the negative battery cable from Clamp the ground cable from the welder to the
the battery or open the battery disconnect component that will be welded. Place the clamp
switch. as close as possible to the weld.
Page 22
CUMMINS QSK19 SERIES • High coolant temperature
CELECT ELECTRONIC • Low coolant level (optional)

CONTROLS • Low coolant pressure
DESCRIPTION • High fuel temperature

Cummins engines detect two types of fault
codes; electronic fuel system fault codes and • High intake manifold temperature
engine protection system fault codes.
• Low/very low oil pressure
All fault codes are recorded will either be:
• High blow by pressure
• active
SENSORS POSITIONED ON THE ENGINE
• inactive QSK CUMMINS ENGINE SENSORS (LEFT)
C D
Active fault codes may be read using the check B
engine (amber) and diagnostic light (red) on the
drill console. Inactive fault codes may be read A
with a laptop only.
To check for active fault codes: E
• Turn the key switch to the off position.
• Move the diagnostic switch to the on posi-

tion.
• Turn the key switch to the on position.

G
F
• If active fault codes are available the check
engine light will begin flashing a three digit
A COOLANT TEMPERATURE SENSOR
code with one second pauses between dig- B OIL PRESSURE SENSOR
its. C INTAKE MANIFOLD TEMPERATURE SENSOR
D INTAKE MANIFOLD PRESSURE SENSOR
The lights will remain off during normal engine E ENGINE SPEED SENSOR
operation. F AMBIENT AIR PRESSURE SENSOR
G ENGINE CONTROL MODULE
• Red light on while engine is running, stop
the engine in a safe manner as soon as pos-
sible. This fault may be engine disabling. Some external components will be at different
locations for different engine models.
• Amber light on the engine can still be run but
may loose some system features which may
result in a power loss condition. The failure
must be repaired as soon as convenient.
Cummins engine protection system monitors

the QSK series engines for:
Cummins Engine Data Page 23
QSK CUMMINS ENGINE SENSOR (RIGHT)
I H
H COOLANT PRESSURE SENSOR

I STARTER MOTOR
Troubleshooting the engine requires a skilled

engine technician familiar with electronic fuel
systems.
Three lights positioned on the machine operator

panel will enable active fault codes to be seen
when they occur. The sequence of flashes rep-
resents the system diagnostic message.
The first sequence of flashes represents the first

digit of the diagnostic code. There will be a 1
second pause between flashes. Codes are in a
three digit numeric sequence.
Diagnostic retrieving may be performed using

the toggle switch labeled increment/decrement.
Page 24
FAULT CODES FAULT
DESCRIPTION EFFECT
CODE
FAULT 452 FUEL PRESSURE SENSOR - COMPONENT RED LIGHT

DESCRIPTION EFFECT
CODE SHORT LOW (< 0.15 VDC)
111 ELECTRONIC CONTROL MODULE - MEM- RED LIGHT 554 FUEL PRESSURE SENSOR - IN RANGE AMBER LIGHT
ORY FAILED FAILURE (< 0.50 / > 1.83 VDC)
115 ENGINE SPEED SENSOR - BOTH SIGNALS RED LIGHT 555 HIGH BLOW BY PRESSURE ENGINE PRO-
LOST SHUTDOWN ( > 14.5 IN H2O) TECTION
122 BOOST PRESSURE SENSOR - COMPO- AMBER LIGHT 719 BLOW BY PRESSURE SENSOR - COMPO- AMBER LIGHT
NENT SHORT HIGH (> 4.72 VDC) NENT SHORT HIGH ( > 4.94 VDC)
123 BOOST PRESSURE SENSOR - COMPO- AMBER LIGHT 729 BLOW BY PRESSURE SENSOR - COMPO- AMBER LIGHT
NENT SHORT LOW ( < 0.33 VDC) NENT SHORT LOW ( < 0.29 VDC)
135 OIL PRESSURE SENSOR - COMPONENT AMBER LIGHT

SHORT HIGH ( > 4.88 VDC) Reference material Quantum wiring diagram
141 OIL PRESSURE SENSOR - COMPONENT AMBER LIGHT bulletin no. 3666133-02, Operator and mainte-
SHORT LOW (< 0.31 VDC) nance manual QSK19 series engine bulletin no.
143 OIL PRESSURE SENSOR - DATA BELOW ENGINE PRO- 3666120-02 (publication 020235-000)
NORMAL RANGE TECTION
144 ENGINE COOLANT TEMP SENSOR - COM- AMBER LIGHT

PONENT SHORT HIGH ( . 4.95 VDC)
145 ENGINE COOLANT TEMP SENSOR - COM- AMBER LIGHT

PONENT SHORT LOW ( < 0.21 VDC)
151 ENGINE COOLANT TEMP SENSOR - DATA ENGINE PRO-

ABOVE NORMAL ( 212° f 100° c) TECTION
153 iNTAKE MANIFOLD TEMP SENSOR - COM- AMBER LIGHT

PONENT SHORT HIGH ( > 4.88 VDC)
154 INTAKE MANIFOLD TEMP SENSOR - COM- AMBER LIGHT

155 INTAKE MANIFOLD TEMP SENSOR - DATA ENGINE PRO-

ABOVE NORMAL (220° f 104° c) TECTION
221 AMBIENT AIR PRESSURE SENSOR - COM- AMBER LIGHT

PONENT SHORT HIGH (> 4.78 VDC)
222 AMBIENT AIR PRESSURE SENSOR - COM- AMBER LIGHT

234 ENGINE SPEED - DATA ABOVE NORMAL RED LIGHT
254 FUEL SHUT OFF VALVE - COMPONENT RED LIGHT

SHORT LOW ( < 17 VDC)
261 FUEL TEMPERATURE SENSOR - DATA ENGINE PRO-

ABOVE NORMAL ( > 160° f 71° c) TECTION
263 FUEL TEMPERATURE SENSOR COMPO- AMBER LIGHT

NENT SHORT HIGH ( > 4.94 VDC)
265 FUEL TEMPERATURE SENSOR COMPO- AMBER LIGHT

NENT SHORT LOW ( < 0.21 VDC)
343 ELECTRONIC CONTROL MODULE - INTER- AMBER LIGHT

NAL COMMUNICATOR ERROR
346 ELECTRONIC CONTROL MODULE - AMBER LIGHT

POWER ERROR
415 OIL PRESSURE SENSOR - DATA INDI- ENGINE PRO-

CATES VERY LOW OIL PRESSURE TECTION
441 BATTERY VOLTAGE UNSWITCHED - DATA AMBER LIGHT

BELOW NORMAL (12VDC)
442 BATTERY VOLTAGE UNSWITCHED - DATA AMBER LIGHT

ABOVE NORMAL (38 VDC)
451 FUEL PRESSURE SENSOR - COMPONENT RED LIGHT

SHORT HIGH ( > 4.78 VDC)
Cummins Engine Data Page 25

Page 26
ELECTRIC SCHEMATIC SYMBOLS
(TYPICAL SYMBOLS USED ON BLASTHOLE DRAWINGS)
THERMAL OVERLOAD
FUSE (BREAKER) CIRCUIT BREAKER
PUSH BUTTON (N.O.) PUSH BUTTON (N.C.) SWITCH (N.O.)
PRESSURE SWITCH (N.O.) TEMPERATURE SWITCH (N.C.) LEVEL SWITCH (N.C.)
FLOW
FLOW SWITCH (N.O.) DIODE RHEOSTAT
ALTERNATOR/
BATTERY (MOTOR/ GENERATOR)
GAUGE
VARIABLE
LIMIT SWITCH (N.O.) LIMIT SWITCH (N.C.) RESISTOR
Electrical ISO Symbols Page 27

COIL SOLENOID LIGHT
CONTACT (N.O.) CONTACT (N.C.) GROUND
PLUG & SOCKET COIL (INDUCTOR) CAPACITOR
E E
I= E = IR R=
R I
I = AMPERES E = VOLTS R = OHMS
SOLID WIRE
STRANDED WIRE
Page 28
CIRCUIT SCHEMATICS • Starter solenoids, one for each starter motor
(STS).
• 50MT starter motor one or two depending on

GENERAL operating condition. (STR) Pre-lube type
starter motors are available for special oper-
Sandvik blasthole rigs use common electrical ating conditions.
components and similar design circuits.
BAT
DESCRIPTION B1
BDS
This section will show specific systems that are B1
currently used across the product line. C B2
C
ACB ALT
When ever possible the wire number will be STR
B1
shown in this section training schematics. If the
wire number is not shown refer to the machine
MCB
SMS B3 STS
application electrical schematic.
C C
Starting And Charging
B6
The machine engine must start before other CC A1

systems can function. Starting and charging cir- CB KS MR
cuits consist of the following components:
MR
• 2 - 12 volt batteries in series to enable a 24 LTC RTC TAR

volt circuit. (BAT, BDS, RS) B7 CC S1 S3
(
CB
• Alternators are 100 and 175 amp capacity,
with circuit protection. (ALT, ACB)
• Main circuit breaker enables 105 or 175 amp

overload protection. (MCB)
BPS SPB SMS
• Key switch that enables operator monitoring B7 R3
and main relay power for the machine run
CC R1
mode. (KS) CB TAR TA
G
• Neutral safety switches interrupt the start
mode if propel levers are off neutral. (LTC,
RTC) CHARGING AND STARTING CIRCUIT
• Bypass and start push buttons allow the

machine operator starting control. (BPS, The components in this charging and start cir-
SPB) cuit are positioned on the engine, in the engine
junction box (EJB2), in the operator cab (CJB1)
• Manual ether injection for cold weather start- and operator panel (OPJB).
ing. Engine parameters enable or interrupt
this feature. (EPB) Maintain the battery and charging system and
related cables per 250 hour service instructions.
• Starter magnetic switches, one for each
starter motor circuit. (SMS)
Circuit Schematics Page 29

The specific gravity of the batteries should be Neutral Safety And Tram Alarms
checked between seasons. Ambient conditions
will effect battery capacity when a load is Neutral safety start systems are mandatory for
induced. crawler mounted drill machines.
Battery life may be affected by: Due to the cable or electronic controls that com-
• dirt mand pump displacement a safety interlock is
placed on the left and right tram controls that
• corrosion will interrupt the machine starting system.
• frayed cables
• overfilling NEUTRAL SAFETY AND TRAM ALARM
• loose hold down LTC RTC TAR
CB
• cell connector corrosion C
C
• sealing compound defect BPS

• cracked cell cover
• cracked case
• low electrolyte SPB SMS
CB
Battery test equipment includes a hydrometer. C
C
When possible maintain battery electrolyte in a TAR ALM

1.270 specific gravity range.
This may be achieved with 64% H2O and 36%

Neutral safety switches are a supplemental
acid H SO. Use distilled water as the filling solu-
component of all tram control levers.
tion.
Cable operated tram levers have the neutral
When replacing a battery cable, cut the cable
switches positioned on the center cam frame
length as short as possible and route as direct
and a square pin is positioned on the rotating
as allowable. Avoid sharp turns and bending.
cam of the same lever.
Pre-lube starter may be fitted to the engine for
A secondary function of the neutral safety
cold weather operating conditions. The starter
switch is to activate a TAR tram alarm relay that
solenoid operates a gear pump. Engine oil will
enables a alarm to give a audible signal during
circulate through the engine block to a normal
the tram mode of operation.
closed 7 psi (0.5 bar) oil pressure switch.
When the start button is actuated prelube will

occur until engine oil pressure opens the 7 psi
switch or the preset timer times out. Continue to
hold the start button. There will be a two second
pause between the prelube pump stop and the
engine start cycle.
Refer to the DMS section of this manual for

details on prelube timer and DMS run systems.
Page 30
• Production data collection (EDC, ENC,
HWP, RHU, CR, PITH, PS)
• Production data collection I (DCM1)
Options listed are customer specific. These

LTC AND RTC options may be fitted to machines in the field by
PROPEL NEUTRAL competent mechanical persons. Installations
SWITCHES may require minor welding, common hand tools,
basic hydraulic and electrical system experi-
ence.
Feed override
The feed override operating principal is to

enable maximum feed pump pressure when
Failure of the square pin or misalignment of the retracting drill pipe from a drilled blasthole.
switch can hinder engine starting and audible
alarm during tram modes. The feed pump can be controlled from 0 flow
through it’s specific output flow rate when maxi-
Features and Options
mum pressure is achieved.
Features and options are a mixture of toggle
switches, proximity switches, magnetic CB POS FRS FOS
switches, control relays, and electric/hydraulic CC
solenoid valves.
The following will be the most common features

fitted to machine applications.
• Feed override (POS, FRS, FOS) FEED OVERRIDE SYSTEM G
• Fast feed (FFS, FFI, FFV)

Operators select the feed override mode. The
• Air conditioning/heating (AC, ACC, BM, sequence shall start with the feed pump in neu-
BMS) tral
The following will be the most common options • apply the pressure override toggle switch
fitted to machine applications.
• move the feed control valve to the hoist posi-
• Dust control (DCT, FS) tion
• Tram interlock (TFS, PVS, LBS, RBS) • select the appropriate feed pump speed with
the feed pump control
• Head/jack/brake interlock (LRP, RRP, FRP,
RHU, CR1-4, PVS, LBS, RBS) Note!
• Head loader interlock (FCS, PLP, HIR, FVS) When stopping the feed system the feed speed
must be slowed prior to centering the feed con-
• Angle drill interlock (FCS, PGP) trol valve or switching the pressure override
switch.
• Monitoring (DMS, SDR, SR)

D45KS HIGH PRESSURE APPLICATION
POS
POS
D45KS LOW PRESSURE APPLICATION
The hydraulic valves are situated inside the The hydraulic valves are situated inside the
hydraulic cabinet lower left side corner. hydraulic cabinet lower left side corner.
FRS
FRS
FOS
In the high pressure application the FOS feed

override solenoid is above the manifold shown
D45KS LOW PRESSURE APPLICATION
in this view.
In the low pressure application the FOS feed OPEN LOOP FEED SYSTEM
override solenoid is lower left corner mounted
on the angle support.
A benefit of the feed override circuit is that it

increases the feed cycle time when retracting
the feed cylinder(s) and raising the rotary head
FOS
for multipass drilling applications.
The feed override solenoid coil requires 45 to

33 ohm to properly shift the hydraulic spool. The
Page 32
hydraulic spool section uses 2 each oring and
back up rings to separate ports P, A and T.
FFS FFI
CB FFV
Loss of resistance on the coil or broken orings
w
C
C
can lead to a pressure related problem on the
feed pump circuit.
Fast feed
FAST FEED SYSTEM
Fast feed is a systems designed to increase the
feed cycle time when extending the feed cylin-
der(s) and lowering the empty rotary head for The sequence for fast feed operation shall be
multipass drilling applications.
• select the feed control handle to the down
Operators select this feature with a thumb con- position
trolled switch attached to top of the feed control • set the feed pump control to the desired
handle. speed value from zero through full control
forward
FFS • actuate the thumb control for fast feed
• release the thumb control to resume normal

feed speed
• center the feed pump control to slow the

feed system when preparing to stop or
change directions
D45KS LOW PRESSURE APPLICATION • place the feed control handle in the center
position
In the high pressure application the fast feed Do not use fast feed with drill pipe connected to
control is in the same feed control handle. the rotary head.
SINGLE OR DUAL
CYLINDERS
FFS
FFV
FAST FEED
REGEN
NOTE!
The application shall be used to lower the rotary COOLING
FAN SYSTEM
head from the top to the bottom of the mast PILOT
without drill pipe attached.
Air conditioning and heating The units pressurization motor keeps the cabin
pressurized between a range of 2 to 4” Hg as
Sandvik blasthole drills utilize a roof mounted long as doors and window are closed and the
Sigma vehicular air conditioning unit. seals are intact.
Roof mounted air conditioning systems are

most common in earth drilling equipment due to
harsh environmental operating conditions.
The 019148 series Sigma units are used on all

blasthole machines.
Maintenance to air conditioning units is required

on a as needed basis and noted in lubrication
and maintenance manuals.
All units contain approximate capacity 3.5 LB of

134A refrigerant and shall be maintained per Cab climate control
local state and federal regulations.
Roof mounted air conditioner/heater elements
Sigma roof mounted units are constructed of circulate engine coolant through a heater core
stainless steel housings with removable panels enabling climate control for the cab.
to access the condenser, evaporator and fan
motors. Operators may modulate the heat control ball
valve to mix heat with fan speed for cabin com-
Cab pressurization is essential during equip- fort. To modulate temperature mix air condition-
ment operation to minimize dust entry into the ing and heat accordingly.
cabin.
Power supply and schematic
This control panel allows equipment operators
to place the fan switch on during machine oper- A thermal circuit breaker of 20 or 35 amp rating
ation. Heat and cooling may be regulated by is the main supply to the machine specific elec-
low, medium and high fan speed selection. trical system through wires designated with K or
N that operate within the 24 vdc system.
Remove the cabin filter to access a bank of 6

individual switch circuit breakers applicable for
pressurization, fan, and condenser circuits.
Page 34
Dust collector timer
This dust collector timer junction box is gener-

ally mounted on the dust collector housing. The
timer box consists of a epoxy sealed circuit
board with input and output wires attached.
Open the sealed door to access the circuit

board with time adjustment screws.
The timer calibrations enable a off time and on

time sequence to one filter cleaning cycle at a
time.
• Adjust on time to enable a quick burst of air

to the dust filter. The on time shall be
approximately 300 ms.
• Adjust the off time according to material col-

lected. Typical setting is 6 seconds off time.
The circuit board powers one solenoid and LED

per flushing valve. The LED illuminates to indi-
cate when the corresponding solenoid receives
a on cycle.
Close and tighten the door retainer latches.

Maintain the door seals to minimize dust and
019148 AIR CONDITIONING ELECTRICAL
water entry.
1R = 1 OHM
2R = 1 OHM
1CB - 6CB = 8 AMP Regulated air pressure is directed to four or five
flushing valves and electric solenoids inside the
dust collector cabinet.
Refer to the machine specific electrical sche-
matic for supply wires to the air conditioning Plastic tubes connect the flushing valve vent
system. port and electric solenoid valves. With trapped
air pressure the flushing valve is closed.

Tram interlock(s)
x Crawler mounted equipment that are subjected

DCT to varying ground terrains may require a sec-
ondary operator control as a safety feature.
50 A
PSI
In the drill machine applications the terms dead-
man and tram interlocks refer to the secondary
F operator control system.
A
90 Most often the tram interlock is a combination of
PSI F electrical and hydraulic valves that enable the
A propel pump and final drive brake systems to
operate when conditions are correct.
F
Components of the tram interlock consist of
F
• pump vent solenoid (PVS)
A • left brake solenoid (LBS)
F
)( • right brake solenoid (RBS)
CONDENSATION DRAIN A • tram foot switch (TFS)
• tram interlock junction box (TIJB)

DUST CONTROL SYSTEM
• control relays (CR 1 - 4)
When the timed cycle energizes a solenoid the • proximity switches (RHU)
flushing valve vents air to atmosphere at which
time the flushing valve opens and regulated air • limit switch (RHU)
pressure is directed to clean the specific filter.
Tram interlock may be a basic system or addi-
tional relays and switches may be attached for
added machine component safety
PVS
TFS
RELIEF SOLENOID LBS
FLUSHING
VALVE VALVES
VALVES
RBS
Flushing valve repair kits are available.

BASIC DEADMAN/TRAM INTERLOCK
maintain adequate vacuum inside the dust col- The sequence of operating the basic tram inter-
lector. lock system
Page 36
• step on the tram foot switch (TFS) Applications used with leveling jacks may be
jack/brake interloc.
• operate the tram control levers (LTC/RTC)
forward or reverse as needed Applications used to protect drill pipe and level-
ing jacks may be head/jack/brake interloc.
• center the tram control levers to neutral posi-
tion to stop the machine travel
A tram interlock junction box supports 4 control
• step off the tram foot switch relays, terminal strips a power light and bypass
switch.
When stepping on the tram foot switch 24 VDC
power will energize the pump vent solenoid and The four control relays are connected in series
the left and right brake solenoids. with leveling jack proximity switches and a
rotary head proximity or limit type switch.
As the solenoid coils energize the hydraulic
spools move, propel pump main pressure is In the event that one of the electrical compo-
blocked and the servo pressure can release the nents become inoperable the bypass feature
track brake enabling the tram mode. may be used during system diagnostic or trou-
bleshooting.
The LBS and RBS coils require 45 to 33 ohm to
properly shift the hydraulic spool. The hydraulic
spool section uses oring and back up rings to PVS
separate ports P, A and T.
Loss of resistance on the coil or broken orings

can lead to a loss of propel pump servo pres-
sure or inadequate brake release pressure and
brake failure.
Tram foot switches and terminal contact pins

are subject to corrosion from work shoes and LBS
RBS
environmental conditions. Clean or replace ter-
minal contacts and wire ends as needed.
LTC RTC All leveling jacks shall be in the retracted posi-

tion and the rotary head shall be up or near the
crown of the mast to enable tram interlock.
With head/jack/brake interlock the sequence of

operating remains the same as long as the
rotary head and leveling jacks are up.
TFS

Head loader interlock
CR4 A feature to protect the rotary head from con-

tacting drill pipe loaders is referred to as head
loader interloc.
PVS
TFS
FCS RHU
LBS
RBS
G
TIBP
TPL
JACK/BRAKE INTERLOC
HEAD/JACK/BRAKE INTERLOCK
Sensing distance is 3/8 inch (10mm). Wire
length may be cut to fit the application. Deutch
connectors are used to connect switches into
the wire harness.
Hydraulic systems that use independent propel
pumps need to supply servo oil to the track
Proximity switches have three 18 gage wires;
brake and deadhead system pressure to enable
brown - power in, black - output to relay or con-
the machine tram mode.
trol, and blue - ground.
The proximity switch black output wire actuates

a control relay circuit that enables or disables
LBS the hydraulic system feed pump pressure.
T T
PROPEL Z P A
PUMP
T
w
V
W
TRACK
BRAKE PLP
PVS P T
T T
w
T T HIR
A B FCS
TFS
24 VDC POWER IN
FVS
If electrical systems cannot apply the hydraulic
components the hydraulic system may be termi-
nated momentarily for diagnostic purpose.
*HVS
Pressure type #4 series 1/4 hydraulic caps,
plugs and unions are required. HEAD/LOADER INTERLOCK
Page 38
The loader bottom section seat plate will make Angle Drill Vee Block Or Pipe Guide
contact with the proximity switch. Proximity
switches are magnetic sensing and offer a LED Machines with extended masts and angle drill
light to check sensitivity. options use drill pipe guides. Operators must
use the pipe guide in full extend or retract posi-
The loader switch is normal closed until it tions only.
senses metal. Upon sensing metal the loader
proximity switch goes open. The FCS feed car- Vee block and pipe guides are angle drill acces-
rier switch and HIR head interloc relay are not sories. The intended use is to stabilize drill pipe
energized. during the threading procedure.
When the operators use these items for their

intended principal drill pipe alignment will be
proper for connecting and loosening of drill pipe
threads.
PLP
ANGLE DRILL PIPE GUIDE
When the feed vent solenoid becomes ener-

gized via loader proximity switch and head inter-
loc relay, hydraulic pressure through the feed
vent solenoid vents feed pump pressure to Failure to position the pipe guide in the full out
drain. position can lead to damaged structure.
Caution:
FVS The rotary head may come in contact with the
vee block or pipe guide if not the component is
T T
not full retracted.

V
w
A combination of proximity switches, control

PRESSURE
CONTROL relays and solenoid valves may be used as a
w
safety to protect these items. This circuit will

give notice to the operator that the guide are in
position.
w
T T
FOS X OPEN LOOP FEED PUMP

FVS
T T
FCS
V
w
HIR
PGP
PRESSURE
CONTROL
w
w
T T
FVS FOS X OPEN LOOP FEED PUMP
Note!:
*HVS When the feed pump pressure is near zero the
*PGL feed down, feed up or hoist and the lower
ANGLE DRILL INTERLOCK
stacker circuits are affected.
The safety circuit will vent the feed pump to zero

pressure and stop feed system operation.
When the pipe guide is full retracted the PGP

proximity switch is open. When the pipe guide is
moved in to the mast the PGP proximity switch
closes making continuity to the HIR coil.
When the feed system carrier sprocket moves

into the FCS proximity switch range the FCS
proximity switch contacts close and 24 vdc
power enables through the FCS, PGP to the
HIR coil. When the HIR coil is energized the
FVS feed vent solenoid vents the feed pump V
port to low pressure drain.
In some applications a pipe guide light will illu-

minate telling the operator the pipe guide is in
the way of rotary head travel.
Page 40
Drill Monitor System.
CIRCUIT BOARD CONNECTIONS
EOP AND ECT

1991 - 1996 SDR
EOP AND ECT HAVE BEEN REMOVED

FROM THE DMS WITH 1996 MODEL
ENGINES AS THESE ARE MONITORED
BY ENGINE MANUFACTURERS
DIP Switch positions Engine coolant flow ECF and compressor oil
pressure COP are normal open sensors how-
ever in a dynamic run mode they are closed.
ON *
The ECF and COP, DIP switch positions must
be in the down (open position) as a closed
OPEN switch for normal run conditions.
INPUT SENSOR SELECTOR SWITCH
ON FOR NORMAL OPEN SENSORS Compressor interstage temperature CIT, DIP
OPEN FOR NORMAL CLOSED SENSORS
switch position 12 * is used on high pressure
two stage air compressors only.
DIP switch positions have to correspond with
physical switch rating. Make the DIP switch position down or open for
high pressure compressor applications.
When DIP switches differ from the physical
switch rating, alarms or shutdown conditions Make the DIP switch position up or on for low
can occur. pressure compressor applications.

Power to the DMS is initiated from the key • Level two is referencing immediate mainte-
switch KS and the main relay MR as standard to nance indicating amber light and alarm
DMS terminals 1, 20 and 21. A green power
light indicates 24 vdc power to the monitor cir- • Level three is referencing shutdown condi-
cuit board. tion indicating red light, alarm and engine
shutdown
The DMS circuit board retains memory as long

LEVEL 1 as the green power light is illuminated. When
the key is turned off the DMS green power light
is off and the DMS memory resets.
Prelube starter - DMS
When customer options include a prelube

starter system power to the DMS is initiated
LEVEL 2
after the prelube cycle occurs. A self latching
relay (SR) enables power to the DMS after the
lube cycle is finished.
The DMS power light will illuminate after the

prelube time cycle completes. Continue to hold
LEVEL 3 the bypass switch after the start cycle until
engine runs smooth at low idle.
Applied power through the DMS maintains for

30 seconds or until monitored pressures close
the normal open pressure switches. SR SR
If the machine is not started with pressures met

the DMS will time out after 30 seconds. Power
through terminal 20 and 21 will open, the engine BPS SPB PTR SMS
will stop and/or will not start.
DMS terminal 21 engages a shutdown relay

+ -
SDR that communicates to the engine control
module ECM. The SDR coil must be energized SR
to run. The SDR contacts enable a ground con-
tact to the ECM through the relay terminals. DMS
If the SDR is not energized fuel cannot get to

the injectors, the engine starter will turn the
engine flywheel but no fuel will be available.
The monitor offers three levels of monitored

protection.
• Level one is referencing maintenance indi-

cating amber light
Page 42
EDC Electronic Depth Counter
POWER IN
The electronic depth counter is a monitoring 24VDC GROUND
device that enables a drill operator the capabil-
ity to preset drilling parameters, change pro-
grams and select drilling modes during the drill VC
cycle
HWP
ENC
00.00
PHL
RHU
TEST PS CR
BUZ
EDC CR PITH
Before servicing, turn off all power. The key Depth counter nomenclature and descriptions
switch power off will suffice and remove the key
from the switch to prevent accidental power on. VC voltage converter
Access to the EDC monitor terminal strip is on Voltage as low as 18 and high as 50 VDC.
the rear panel. Power in, ground, and signal Orange wire input is @ 24 - 27.5 VDC with 15
wires are secured to specific pins that enable amp automotive fuse. Key switch input power is
the counter to function properly. connected on the EDC at terminals 25 and 28.
New and replacement EDC monitors require Regulated voltage output is @13.8 VDC output.
specific programing parameters to suit the Red wire is 13.4 VDC no fuse. Input regulated
model of Driltech machine. power is connected on EDC terminal 15.
Program parameters are priority to Driltech Both black wires are common ground (1 input)
engineering and specific machine models. (1 output) and must be connected to ground
due to high currents developed in this unit. Con-
When the EDC monitor is removed from the verters are mounted inside the cab under the
mounting cover the terminal strip is exposed. operator console with the heat sink fins vertical
for maximum heat dissipation.
Input and output connections are marked on the

converter side plate.
ENC encoder

The encoder signals range between 0 to 5 VDC Cut excess wire to an appropriate length and
variable due to shaft speed. Maximum input to secure wire ends with sealed Deutch electrical
the encoder should not exceed 135 ma. A oscil- connectors.
loscope is required to see the square wave sig-
nals 0 - 5 volt range. Electric connector kit number 019244-112.
RHU rotary head up proximity switch

CIRCUIT BOARD
The rotary head up proximity switch is mounted
SHAFT onto a fixed plate that supports the specific
metal sensing switch.
Metal sensing occurs when the rotary head is

up near the switch with the starter drill pipe con-
D D - RED WIRE 12 VDC POWER IN nected to the rotary head indicating that drill
F F - BLACK WIRE GROUND
A A - WHITE WIRE 0 - 5 VDC pipe is out of the blasthole.
B B - GREEN WIRE 0 - 5 VDC
There are four variations of this switch.
Encoder signals are transmitted through a 4 • proximity switch center mast @ carrier
wire shielded cable assembly. Testing the signal sprocket position.
inputs may be performed on the EDC terminals
11 white wire, or 12 green wire. • proximity switch top center of feed rail
• micro switch top left side mast chord posi-

The gear ratio, sprocket sizes are factory set. tion.
Encoder sprocket mounting requires free move-
ment of the taperloc bushing onto the encoder • magnetic switch top left side mast chord
shaft. Sprocket alignment and chain tension position.
held @ 3/8 (9.5 mm) are the only maintenance.
PHL preset hole depth light

RHU MICRO SWITCH
A typical 24 volt light senses input power only
when the EDC preset hole depth counter mea-
surement is reached. The counter may be man-
ually programed for various hole depths.
HWP holding wrench proximity switch
A shock mounted proximity switch positioned on

the side of the holding wrench (deck wrench) is
used to stop the counter is used with multipass
drilling applications. This proximity switch may Proximity switches use Brown (I) power in,
be omitted with single pass drill applications. Black (S) output signal and Blue (G) common
ground wires for the switch will work as a nor-
Brown (I) power in, Black (S) output signal and mal closed contact - opening contacts when
Blue (G) common ground wires for the switch sensing metal. The proximity switch has a red
will work as a normal open contact - closing LED that should illuminate when the brown and
contacts when sensing metal. The proximity black wires become common.
switch has a red LED that should illuminate
when the brown and black wires become com-
mon.
Page 44
Cut excess wire to an appropriate length and
secure wire ends with sealed Deutch electrical
connectors. (I)
Position insolated wire with at least 4 inches (10 CR

cm) and tie strap the wire to the proximity switch 7 2
body. This action removes stress from the wire
and housing bore. PS (I)
B
1 3
R
8 6
(H)
BR PIPE IN THE HOLE WARNING
BLK
The normal open switch continues a circuit to a
control relay typically positioned under the EDC
display panel. (I) equals input voltage measured
at 24 - 27.5 VDC.
BL
The PITH control relay enables audible and
visual warning only when the leveling jack or
BR
mast raise cylinders are used.
BLK A diode connects pin 2 to pin 7 so magnetic

field can dissipate to earth when the coil deen-
ergizes. Failure of the 013613-002 diode may
lead to memory failures and erratic depth count.
GENERAL PURPOSE
BL
PROXIMITY SWITCHES
DIODE
PS pressure switch and CR control relay 2 1 8 7
As part of the pipe in the hole warning system

one pressure switch (013051-007) is ported into
the machine leveling - hydraulic system.
The switch is in the hydraulic cabinet with a

pressure hose from the lower stacker inlet sec- 3 4 5 6
tion. A preset pressure value of (H) equals 900
psi (60 bar) and is adjustable on a as needed CONTROL RELAY SOCKET
basis. (002099-001)
Operation And Maintenance
Maintain a dust and water free environment for

the EDC major electronic components. Compo-
nents inside the cab are protected as best as
possible with a cover.

4. This display reading is required for the pipe
in the hole warning indication. A calibrated
display reading of -.030 will be the point at
which the pipe in the hole warning disables
the buzzer and warning light during leveling
50.00
jack and mast raise operations.
NOTE!
• The preset warning depth calibration should
not have to be reset during daily drilling
activity.
• The preset warning depth calibration may
need to be reset when a new length of drill
Calibrating preset hole depth string is added to the machine. Top sub, bit
sub and drill pipe length and rotary head
1. Press program button the red LED will blink proximity switch location affect the preset
on/off for 10 seconds in this mode. If no pro- warning depth feature.
gram change occurs the preset hole depth
program will remain unchanged. Bit position
2. Press the preset hole depth button then 1. Lower the feed and place the drill bit on the
press the corresponding number sequence ground to be drilled.
required for the drilling application. A display
reading of 50.00 will be the depth that the 2. Press reset button, the press bit position but-
preset hole depth light illuminates. ton.
3. Press the enter button when the correct hole 3. The bit position reading will be 00.00
depth factors are on the EDC display.
4. Commence drilling to the required depth or
4. The new preset hole depth calibration will until the calibrated preset hole depth light
illuminate the preset hole depth light during illuminates.
the drilling application. The drilling cycle will
not be stopped. The bit position feature is to assist the drill oper-
ator for accurate hole depths according to the
Calibrating The Preset Warning Depth specific drill bench.
1. Press program button the red LED will blink Accumulated depth
on/off for 10 seconds in this mode. If no pro-
gram change occurs the preset warning 1. Press the reset button, then press the accu-
depth will remain unchanged mulated depth button at the beginning of
each shift or at drill bit change intervals etc.
2. Press the preset warning depth button, then The display will read a 00.00 value.
press the corresponding number sequence
followed by the setup button. A negative The accumulated depth feature is to record drill
number should be displayed. related activities as needed.
3. Press the enter button when the correct neg- Programming A New Counter
ative factor are on the EDC display.
The EDC has to be programed for a specific
machine for either metric or english display
Page 46
readings. The unit has to be run through 19 set
up modes to be calibrated for a specific model
of machine.
01
DIP
4. Continue to press enter, through the number

SET UP MODE ONLY 19, noting or changing the parameters as
ADD MOMENTARY JUMP WIRE needed.
ON (PIN 1 ENB) AND (PIN 16 GND)
NOTE!
Prior to mounting the EDC into the cover frame When changing a parameter in a specific set up
perform the following procedure. mode select the appropriate number then push
the enter key. The new number will be saved
Position the 6 DIP switches as shown and the next program set up mode will appear
on the display.
1. = off, down
2. = on, up 5. Remove the momentary jump wire from pin
3. = off, down 1 and 16 at the completion of set up. This
prevents accidental set up mode changes
4. = on, up during machine operation.
5. = off, down
6. = off, down NOTE!
The 19 machine specific codes are engineering
Set up parameters protected.
1. Add a momentary jump wire to pin 1 and pin Sandvik service may render machine specific
16 in order to enter the set up mode to cali- codes on a as needed basis according to the
brate the unit. machine serial number, when requested by an
authorized Sandvik servicing dealer.
2. Press the set up button, then press enter
button. The number 01 will appear on the Use the following table with pencil to note the
display. set up parameters for a specific model and
serial number machine.
3. Press enter again, this is the first program
able set up mode. Machine model: ________________________
Machine serial number: ___________________
EDC CODES:
01- 02- 03-

Maintenance to the data collection system is
04- 05- 06-
limited.
07- 08- 09-
Components consist of
10- 11- 12-
• sealed junction box on cab wall
13- 14- 15-
16- 17- 18- • data module inside junction box
19- X X • led indicator lights
• transducers in the cab

Troubleshooting the EDC system requires a
basic knowledge of electronics, component • sensors from DMS
locations as described, test equipment such as
a digital meter and possible spare parts. • sensors on compressor and rotary head
Aftermarket Data Collection • encoder on the mast timing shaft
Customer request for remote data collection This option as it is does not enable downloads.
and management requires aftermarket compo- Once the aftermarket vender configures their
nent installation. data retrieval system the data can then be sent
by radio transmission or downloaded into a lap-
To simplify the aftermarket component installa- top.
tion Sandvik offers a terminal collection port for
the out sourced vender to connect to the Sand- Data collection junction box
vik blasthole drill machine electrical system.
Open the sealed junction box to see the data
The electrical option is called Sandvik data col- module and XM terminal points.
lection system.
DATA COLLECTION
MODULE (DCM 1)
Refer to schematic 025430-002 for wire config-

The sealed junction box supports electrical urations.
components, wires in and out.
Page 48
Electric connector kit 019244-112 is required for If the green LED were to blink or if the red LED
making or opening connections of the data col- were to blink or stay on steady the technician
lection system. should disconnect connector XM4 at the data
collection module 1 for 30 seconds then recon-
The data collection junction box door offers two nect XM4 to the data collection module 1.
CAN1 LED lights, one green and one red.
CAN2 is not used. Disconnecting and reconnecting the battery
should enable the green LED.
• CANopen run green LED
Data control module 1
• CANopen error red LED
The module collects input data from switches
The CANopen run LED shall indicate the status
and sensors. The basic system does not store
of the CANopen network state machine. While
data. It requires a 3rd party hardware for user or
the device is executing a reset the CANopen
remote interfaces.
run LED will be off.
Programming the PLC is currently limited to fac-
The green CANopen run LED is connected to
tory installation. At the present time the data col-
digital output XM1-2 of the data collection mod-
lection module DCM 1 cannot be field loaded
ule.
and will not require down loading.
RUN LED STATE DESCRIPTION
SINGLE STOPPED THE DEVICE IS IN STATE

FLASH 1 STOPPED
BLINKING PREOPERATIONAL THE DEVICE IS IN STATE

2 PREOPERATIONAL
ON OPERATIONAL THE DEVICE IS IN STATE

OPERATIONAL
The CANopen error LED shall indicate the sta-

tus of the CAN physical layer and errors due to
missing CAN messages.
The red CANopen error LED is connected to

digital output XM1-3 of the data collection mod-
ule.
RUN LED STATE DESCRIPTION
OFF NO ERROR THE DEVICE IS IN

WORKING CONDITION
SINGLE WARNING LIMIT AT LEAST 1 OF THE

FLASH 1 REACHED ERROR COUNTERS OF
THE CNA CONTROLLER
HAS REACHED OR
EXCEEDED THE WARN-
ING LEVEL (TOO MANY
ERROR FRAMES)
ON BUS OFF THE CAN CONTROLLER

IS BUS OFF

PAGE 3 OF 025430-002 DATA COLLECTION SYSTEM
Page 50
Input from switches and sensors Engine
The following components are sending a input The following components are sending a input
to the data control module 1. to the data control module.
• battery voltage
Digital
• engine boost pressure
• compressore air filter
• engine inlet manifold temperature
• compressor inter stage temperature
• engine oil pressure
• compressor oil filter
• engine fuel injection rate estimate
• compressor oil pressure
• engine fuel temperature
• compressor oil temperature
• engine speed
• engine air filter
• engine coolant temperature
• engine coolant flow
• engine coolant level
• fuel level
• engine percent load
• hydraulic oil filter
• engine percent torque
• hydraulic oil temperature
• engine hours
• hydraulic oil level
• engine fuel consumption
• lubrication oil level
• receiver separator filter The engine active warnings will be published in
the data collection module.
• fire suppression
• pipe in hole Active warnings
• zero bit position • low engine oil pressure shutdown
• high engine coolant temperature shutdown
Analogue
• low engine coolant level shutdown
• mast angle
• high fuel temperature shutdown
• rotary head position
• engine overspeed shutdown
• rotary head speed
• injector cylinder #1 open circuit
• fuel level
• injector cylinder #1 fault
• compressor oil temperature
• high inlet air temperature shutdown
• feed hydraulic pressure
• high auxilliary pressure shutdown
• rotation hydraulic pressure
• high auxilliary temperature shutdown
• receiver ari pressure
• throttle osition signal abnormal
• working air pressure
• throttle position calibration required
• drill bit position
• high fuel pressure warning
• drill penetration rate
• engine oil pressure open/short to + battery
• engine oil pressure abnormal rate of change

Transducers ENC 1 encoder for aftermarket
Transducers are input signals to the data mod- The encoder signals range between 0 to 5 VDC
ule. variable due to shaft speed. Maximum input to
the encoder should not exceed 135 ma. A oscil-
There are 4 transducers inside the cab. loscope is required to see the square wave sig-
nals 0 - 5 volt range.
• monitoring feed hydraulic pressure
• monitoring rotation hydraulic pressure CIRCUIT BOARD
• monitoring working air pressure SHAFT
• monitoring receiver air pressure
D D - RED WIRE 12 VDC POWER IN

F F - BLACK WIRE GROUND
A A - WHITE WIRE 0 - 5 VDC
B B - GREEN WIRE 0 - 5 VDC
Encoder signals are transmitted through a 4

wire shielded cable assembly. Testing the signal
inputs may be performed on the EDC terminals
11 white wire, or 12 green wire.
TRANSDUCERS
The gear ratio, sprocket sizes are factory set.
Encoder sprocket mounting requires free move-
ment of the taperloc bushing onto the encoder
Troubleshooting the transducers will require a shaft. Sprocket alignment and chain tension
digital electric meter placed in the mA range. held @ 3/8 (9.5 mm) are the only maintenance.
Expected power will be 4 to 20 mA. Operator controls
A bit zero switch BZS is on the operator station

for the purpose of communicating bit position
zero to the data collection module.
APPLY BIT ZERO

FOR EACH NEW
BLASTHOLE
Page 52
The bit zero switch must be applied secondary The frequency control selector dial must be
to the electronic depth counter EDC bit position pointing to the zero mark for run modes.
button 6 after the drill bit is placed on the ground
and prior to starting the drilling cycle. Drill Monitor System
The drill monitor system DMS and the three lev-

els of monitoring remains the same. There are
additional wires on the monitor terminals giving
00.00 inputs to the data collection module DCM 1.
When a fault occurs from a monitored compo-

nent switch the DMS gives the maintenance or
shutdown condition as standard operational
procedure. That fault is registered in the data
control module DCM 1 also.
Failure to the engage the bit zero switch BZS at The drill monitor circuit board has no service-
the start of each hole will not affect the elec- able or maintenance parts.
tronic depth counter bit position.
Maintenance is limited to cleaning the unit with
Frequency control a static free cloth, tight terminal connections,
proper DIP switch positions and proper switch
The data collection junction box supports one inputs.
programable frequency controller. It is responsi-
ble for converting a digital signal from the rotary
head mounted rotary speed sensor 2 with a 4 to
20 mA output to analog signal for the data con-
trol module 1.
DIP switch position shall be in the off position

for normal run mode. The DIP switches are for
program modes and rotary speed calibrations
only.
Reference program instructions 033418-001.

The following descriptions are exclusive to the
Sandvik data collection center.
ABREVIATION/DESCRIPTION ABREVIATION/DESCRIPTION ABREVIATION/DESCRIPTION
B E M
BZS BIT ZERO SWITCH ECM ENGINE CONTROL MODULE MAS MAST ANGLE SENSOR
EDC ELECTRONIC DEPTH COUNTER MP MONITOR PANEL
C EL 1 ENGINE LINK 1
CFP2 COMPRESSOR FILTER PRESSURE 2 EL 2 ENGINE LINK 2 R
COT COMPRESSOR OIL TEMPERATURE ENC 1 ENCODER 1 RAP RECEIVER AIR PRESSURE
CR CONTROL RELAY RHP ROTATION HYDRAULIC PRESSURE
F RHU ROTARY HEAD UP
D FC FREQUENCY CONTROLLER RSS 2 ROTATION SPEED SENSOR 2
DCI 1 DATA COLLECTION INTERFACE 1 FHP FEED HYDRAULIC PRESSURE
DCI 2 DATA COLLECTION INTERFACE 2 FLS 2 FUEL LEVEL SENSOR 2 S
DCM 1 DATA COLLECTION MODULE 1 FSP FIRE SUPPRESSION PRESSURE SDR SHUT DOWN RELAY
DL +
DL - L W
DLS DIAGNOSTIC LIGHT SWITCH LED 1 WAP WORKING AIR PRESSURE
LED 2
Page 54
ELECTRICAL COMPONENT ABREVIATION AC/DC VOLTAGE RESISTANCE
SPECIFICATIONS LRP 12/48 - 24VDC 200MA/200Hz
MR 12/36 - 24VDC 53OHM/25°C
OPS 0 - 30VDC
GENERAL RHU 12/48 - 24VDC 200MA/200Hz
FRS 0 - 30VDC 5AMP CONT

Electrical components are purchased parts from 3AMP INT@28VDC
various suppliers. Engineers determine ratings FL 0 - 24VDC 70 WATT
and capacities required for the dedicated cir-
SMS 0 - 36VDC 65AMP CON
cuits. 120 AMP INT
FLG 0 - 24VDC 33.5 - 240OHM
DESCRIPTION CB 0 - 30VDC 10 - 175 AMP
CR 12VDC 10AMP
8 PIN 24VDC 20AMPS@28VDC
The following table may not show every compo-
CR 0 - 24VDC 10AMPS
nent and may be modified if needed. 11 PIN
LTPS (500) 0 - 12VDC 25 - 29OHM

Engineers are always looking new or improved
RTPS (500) 0 - 12VDC 25 -29OHM
components and will update them as they
become available. FVS 0 - 24VDC 33 - 45OHM
RRP 12/48VDC 200MA/200Hz

Component abbreviations and descriptions will FRP 12/48VDC 200MA/200Hz
be shown and the specifications will be given for
CAT 0 - 24VDC 5AMP@24VDC
troubleshooting purpose only.
. CIT 0 - 24VDC 5AMP@24VDC
PVS (19.2/28.8) 24VDC 20MA/31W
ABREVIATION AC/DC VOLTAGE RESISTANCE LBS 0 - 24VDC 33 - 45OHM
FLS 24/28VDC FULL 33.5 + 6 RBS 0 - 24VDC 33 - 45OHM

EMPTY 240 + 20
FLS 2 24/28VDC 4 - 20 MA Purchased electrical components need to be

ATS 0 - 24VDC 25- 29 OHM properly connected into the blasthole drill wire
WTS 0 - 24VDC 25 - 29 OHM
systems.
ESS
Common electrical components connections.
RSS 2 24/28VDC
BAT 8D/12VDC/1400CCA Compressor filter pressure switch 007947-073

CR 0 24VDC 51 MA/472OHM has three wires and in this application only two
FOS 0 - 24VDC 33 - 45OHM
wires are needed.
LTR 0 - 24VDC 10 AMP INRUSH
1 AMP MAX
CLO 1.8 - 265VDC 9.5WATT
CHI 1.8 - 265VDC 9.5WATT
FHP 24/ 8VDC 4 - 20 MA
RAP 24/28VDC 4 - 20 MA
RHP 24/28VDC 4 - 20 MA
WAP 24/28VDC 4 - 20 MA
EDC 12 AND 24 VDC
Component Specifications Page 55

It is recommended to make secure sealed con-
nections with approved Deutsch type two and
007947-073 CFP2
USE BLACK AND WHITE WIRE three pin connectors.
DISREGARD RED WIRE
Deutsch kit part number 019244-112.
The engine coolant level sensor differ from the

hydraulic and diesel fuel sensors. Oil and water
type sensors are not interchangeable.
019244-112
CATERPILLAR ENGINE CLS

RED WIRE - PIN A + 8 VDC ECM PIN 8
BLACK WIRE - PIN B RETURN ECM PIN 15
GREEN WIRE - PIN C SUPPLY ECM PIN 36
BLUE WIRE - NOT UTILIZED
Level sensors for engine coolant, diesel fuel

and hydraulic oil have three wire connectors.
Tier II and Tier III Caterpillar C15, C16 and C18

engines require the engine coolant sensor be
configured to the engine control module. Low
coolant level creates a logged code in the ECM.
Page 56
ELECTRICAL SYSTEMS COMPONENT DESCRIPTIONS
Blasthole drill abbreviated nomenclature and components for 12 and 24 vdc systems.
ABREVIATION/COMPONENT ABREVIATION/COMPONENT ABREVIATION/COMPONENT
A B COP COMPRESSOR OIL PRESSURE SW.
ACB ALTERNATOR CIRCUIT BREAKER BAT BATTERY CP CONTROL PANEL
ACC AIR CONDITIONING CLUTCH BCH BOOM CONTROL HORIZONTAL CPM CIRCULATING PUMP/MOTOR
ACH AUXILLARY CAB HEATER BCV BOOM CONTROL VERTICLE CPS CENTRALIZER PROXIMITY SWITCH
ACT ACTUATOR 3508 BDS1 BATTERY DISCONNECT SWITCH 1 CR CONTROL RELAY
ACT ANALOG COOLANT TEMPERATURE BDS2 BATTERY DISCONNECT SWITCH 2 CSP COMPRESSOR SEPERATOR PRESS.
ACV AIR CONTROL VALVE BL BOOM LOWER CSW COMPRESSOR HI/LO SWITCH
AD ANGLE DISPLAY BMS BLOWER MOTOR SWITCH CTS COMPRESSOR TEMPERATURE SW.
ADH ANGLE DISPLAY HORIZONTAL BPS BYPASS SWITCH CUP CAB RAMP UP PUSHBUTTON
ADV ANGLE DISPLAY VERTICLE BR BOOM RAISE D
AET ANALOG ENGINE TEMPERATURE BS BASE STACKER DCJB DATA COLLECTION JUNCTION BOX
AJO ANTI JAM ON SWITCH BS BOTTOM STACKER DCP DUST COLLECTOR PURGE SWITCH
AJP ANTI JAM PRESSURE SWITCH BSL BOOM SWING LEFT DCS DUST COLLECTOR SOLENOIDS
ALB AUTO LEVEL BOX BSR BOOM SWING RIGHT DCT DUST COLLECTOR TIMER
ALC AUTO LEVEL CONTROLS DH DOG HOUSE
ALF AUTO LEVEL OFF SWITCH C DHL DUST HOOD LIGHT
AJP ANTI JAM PRESSURE SWITCH CAC CAB AIR CONDITIONER DHU DUST HOOD UP PROXIMITY SW.
ALT ALTERNATOR CAP CAPACITOR DI DIODE
AOF AIR VALVE OFF CAT COMPRESSOR AIR TEMPERATURE DIA DIAGNOSTIC LIGHT
AON AIR VALVE ON CB CIRCUIT BREAKER(S) DIS DIAGNOSTIC SWITCH
APS1 AIR PRESSURE SWITCH 2 CBD COMPRESSOR BLOWDOWN SWITCH DL DOME LIGHT
APS2 AIR PRESSURE SWITCH 2 CBS COMPRESSOR BYPASS SOLENOID DLS DOME LIGHT SWITCH
AR AUTO LEVEL RELAY CBV COMPRESSOR BLOWDOWN VALVE DMS DRILL MONITOR SYSTEM
AS ANGLE SENSOR CC COMMON CONNECTOR DNR DOWN RELAY
ASI AUTO TONG SWING IN CDN CAB RAMP DOWN PUSHBUTTON DP DRILLER PANEL
ASO AUTO TONG SWING OUT CFL COMPRESSOR FILTER LIGHT DPH DIESEL PREHEATER
ASW AIR ON/OFF SWITCH CFP1 COMPRESSOR AIR FILTER PRESS. DPL DIESEL PREHEATER LIGHT
ATC AUTO TONG CLAMP CFP2 COMPRESSOR OIL FILTER PRESS. DPS DIESEL PREHEATER SWITCH
ATG AIR TEMPERATURE GAUGE CFS CONTROL OFF SWITCH DPS DRILL PROPEL SELECTOR SWITCH
ATR ANTI JAM TIMER RELAY CHI COMPRESSOR HIGH SOLENOID DR DRILL RELAY(S)
ATS AIR TEMPERATURE SENSOR CIT COMPRESSOR INTERSTAGE TEMP DSW DUST/WATER SOLENOID
ATU AUTO TONG UNCLAMP CKE CHECK ENGINE LIGHT E
AVC AIR VALVE CONTROLER CLO COMPRESSOR LOW SOLENOID ECF ENGINE COOLANT FLOW SW.
AVS AIR VALVE SWITCH COL CONSOLE ON LIGHT ECL ENGINE COOLANT LEVEL SW
Component Descriptions Page 57

CON CONNECTOR ECM ENGINE CONTROL MODULE
ECP ENGINE COOLANT PREHEATER FEU FEED EXTEND UP STROKER G
ECT ENGINE COOLANT TEMPERATURE FFR FAST FEED RELAY GCS GROUND/CAB SELECTOR SWITCH
EDC ELECTRONIC DEPTH COUNTER FFS FAST FEED SWITCH GDN GRND/RAMP DOWN PUSHBUTTON
EFFL ENGINE FUEL FILTER LIGHT FFV FAST FEED SOLENOID VALVE GEN GENERATOR SWITCH
EFFS ENGINE FUEL FILTER SWITCH FIL FOAM INJECTION LIGHT GL GAUGE LIGHT
EFL ENGINE FUEL LEVEL FIP FOAM INJECTION PUMP GLS GAUGE LIGHT SWITCH
EFP ENGINE AIR FILTER PRESSURE FIS FOAM INJECTION SWITCH GOV ELECTRONIC GOVERNOR MODULE
EIS ETHER INJECTION SWITCH FJC FRONT JACK CONTROLLER GP GAUGE PANEL
EMB ENGINE MODULE BREAKER FJL FRONT JACK LIGHT GS GENERATOR SOLENOID
ENC ENCODER FJS FRONT JACKS PRESSURE SWITCH GUP GRND/RAMP UP PUSHBUTTON
EOP ENGINE OIL PRESSURE FL FLOOD LIGHT
EOT ENGINE OIL TEMPERATURE FLG FUEL LEVEL GAUGE H
EP ENGINE PANEL FLS FUEL LEVEL SENDER HBS HOLDBACK SOLENOID
EPB ETHER PUSHBUTTON FOR FEED OVERRIDE RELAY HC HOIST CONTROL
EPS ENGINE PRESSURE SWITCH FOS FEED OVERRIDE SOLENOID HDS HOOD DOOR SWITCH
ER ETHER RELAY FPA FEED PRESSURE AMPLIFIER BOARD HFP HYD FILTER PRESSURE SWITCH
ESL ENGINE STOP LIGHT FPC FEED PRESSURE CONTROL HIR HEAD INTERLOC RELAY
ESM ENGINE SPEED METER FPD FEED PUMP DOWN COIL HMS HOUR METER SENDER
ESO ETHER SOLENOID FPL FRONT JACK PRESSURE LIGHT HOL HYDRAULIC OIL LEVEL
ESPB EMERGENCY STOP PUSHBUTTONS FPL FILTER PRESSURE LIGHT HOT HYDRAULIC OIL TEMPERATURE
ESS ENGINE SPEED SENSOR FPS FILTER PRESSURE SWITCH HPP HEAD POSITION PROXIMITY
ETR ETHER TIMER RELAY 3508 FPS FEED PUMP STROKER HPP1 HEAD POSITION PROXIMITY 1
ETS1 ENGINE TEMPERATURE SWITCH FPU FEED PUMP UP COIL HPP2 HEAD POSITION PROXIMITY 2
ETS2 ENGINE TEMPERATURE SWITCH FPV FEED PRESSURE VALVE HRS HOOD RETRACT SWITCH
F FRF FEED REPLENISHMENT FILTER HSW HOLDBACK SWITCH
FBPB FAN BYPASS PUSHBUTTON FRHL FRONT/REAR HI/LO LEVEL SENSOR HWI HOLDING WRENCH IN CONTROL
FBS FAN BYPASS SOLENOID FRL FRONT JACK LIGHT HWO HOLDING WRENCH OUT CONTROL
FC FEED CONTROLLER FRP FRONT JACK PROXIMITY SWITCH HWS HOLDING WRENCH SWITCH
FCH FEED CONTROLLER HORIZONTAL FRS FEED RETRACT SWITCH HVS HOLDING VALVE SOLENOID
FCM FEED CONTROL MODULE FS FUEL SOLENOID HWI HOLDING WRENCH IN CONTROL
FCS FEED CYLINDER SWITCH FSP SIRE SUPPRESSION PRESSEURE SW
FCV FEED CONTROLLER VERTICLE FSR FUEL SOLENOID RELAY I
FDF FEED DUMP FORWARD SOLENOID FSSV FEED STACKER VALVE IL INSTRUMENT LIGHT
FDR FEED DUMP REVERSE SOLENOID FTC FEED TRAM CONTROLLER ILS INSTRUMENT LIGHT SWITCH
FEC FEED EXTEND CONTROLLER FTL FEED TILT LEFT CONTROLLER INC INCREMENT/DECREMENT SWITCH
FECH FEED EXT CONT HORIZONTAL FTR FEED TILT RIGHT CONTROLLER IP INSTRUMENT PANEL
Page 58
FED FEED EXTEND DOWN STROKER FVS FEED VENT SOLENOID IRS IDLE RUN SWITCH
ILS INSTRUMENT LIGHT SWITCH LT LUBE TIMER P
INC INCREMENT/DECREMENT SWITCH LTC LEFT TRAM CONTROLLER PBI POWER BREAK IN CONTROL
IP INSTRUMENT PANEL LTPS LEFT TRAM PUMP STROKER PBC POWER BREAKOUT CLAMP
IRS IDLE RUN SWITCH LTR LUBE TIMER RELAY PBL PLUGGED BIT LIGHT
ITR IDLE TIMER RELAY LTS LUBE TIMER SOLENOID PBS PLUGGED BIT SOLENOID
LU LOADER UNLOCK CONTROL PBU POWER BREAKOT UNCLAMP
J M PGI PIPE GUIDE IN CONTROL
JB JUNCTION BOX 1 (CAB) MCB MAIN CIRCUIT BREAKER PGO PIPE GUIDE OUT CONTROL
JB JUNCTION BOX 2 (ENGINE) MCS MODE CONTROL SOLENOID PGS PIPE GUIDE SWITCH
JB JUNCTION BOX 3 (COMPRESSOR) MDS MOTOR DISPLACEMENT SOLENOID PHDL PRESET HOLE DEPTH LIGHT
JB JUNCTION BOX (MAST) MJB MAST JUNCTION BOX PITH PIPE IN THE HOLE SWITCH/LIGHT
K ML MAP LIGHT PL PANEL LIGHTS
KS KEY SWITCH MLC MAST LOCK CONTROLLER PL1 PANEL LIGHT1
L MLD MAST LOCK DISENGAGE LIGHT PL2 PANEL LIGHT 2
LBS LEFT BRAKE SOLENOID MLE MAST LOCK ENGAGE LIGHT PLC PROGRAM LOGIC CONTROLLER
LEL LEVEL LIGHT MLS MAIN LIGHT SWITCH PLP PIPE LOADER PROXIMITY
LFP LEFT FRONT PROXIMITY SWITCH MP MONITOR PANEL (DMS) PLS PANEL LIGHT SWITCH
LFS LEFT FRONT JACK LIMIT SWITCH MR MAIN RELAY PM PRESSURIZATION MOTOR
LIP LEFT INSIDE PROXIMITY SWITCH MRC MAST RAISE/LOWER CONTROLLER POS PRESSUR OVERRIDE SWITCH
LL LOADER LOCK CONTROLLER MS MIDDLE STACKER PPD PICKUP POT DOWN CONTROL
LLS LOADER LOCK SWITCH MS MICROSWITCH PPU PICKUP POT UP CONTROL
LLT LUBRICATOR LIGHT MSS MODE SELECTOR SOLENOID PS PRESSURE SWITCH
LOP LEFT OUT PROXIMITY SWITCH MSW MODE SELECTOR SWITCH PTS PRELUBE TIMER SOLENOID
LPS LUBE PRESSURE SWITCH O PVS PUMP VENT SOLENOID
LRHL LEFT/RIGHT HI/LO LEVEL SENSOR OFS ON/OFF SOLENOID R
LRJC LEFT REAR JACK CONTROLLER OPG OIL PRESSURE GAUGE RAD RADIO
LRL LOADER ROTATE LEFT CONTROL OPS OIL PRESSURE SENDER RBS RIGHT BRAKE SOLENOID
LRL LEFT REAR JACK LIGHT ORS OVERRIDE SWITCH RC ROTATION CONTROLLER
LRP LEFT REAR PROXIMITY SWITCH OTA OVER TILT ALARM RCS ROTARY CONTROL SWITCH
LRR LOADER ROTATE RIGHT CONTROL OTL OVER TILT LIGHT RDS REMOTE DEADMAN SWITCH
LRS LEFT REAR JACK LIMIT SWITCH OTM OVER TILT MODULE RES RESISTER
LS LUBE SOLENOID OTP OVER TILT PRESSURE SWITCH RFL RIGHT FRONT JACK LIGHT
LSB LIGHT SWITCH BREAKER OTR OVER TILT RELAY RFP RIGHT FRONT PROXIMITY SWITCH
LSI LOADER SWING IN CONTROL OTS OVER TILT SENSOR RFS RIGHT FRONT JACK LIMIT SWITCH
LSO LOADER SWING OUT CONTROL RHE RHEOSTAT
LSS LOAD SENCE SOLENOID RHM ROTARY HOUR METER
Component Descriptions Page 59

LSW LUBRICATOR SWITCH RHU ROTARY HEAD UP PROXIMITY SW.
RIP RIGHT INSIDE PROXIMITY SWITCH S U
RJL RIGHT JACK UP LIGHT SDR SHUTDOWN RELAY UPR UP RELAY
RLS RAISE/LOWER SELECTOR SWITCH SJB STROKER JUNCTION BOX
RMS ROTARY MOTOR SOLENOID SL STROBE LIGHT V
ROP RIGHT OUSIDE PROXIMITY SWITCH SLS STROBE LIGHT SWITCH VC VOLTAGE CONVERTER
ROS ROTATION OVERRIDE SOLENOID SMS1 STARTER MAGNETIC SWITCH VM VOLT METER
RPA ROTATION PRESSURE AMPLIFIER SMS2 STARTER MAGNETIC SWITCH VSF VARIABLE SPEED FAN SWITCH
RPC ROTATION PRESSURE CONTROL SPB STARTER PUSH BUTTON VSS VARIABLE SPEED SOLENOID
RPF ROTATION PUMP FORWARD COIL SPS STACKER PRESSURE SWITCH VVS1 VARIABLE VOLUME SOLENOID 1
RPR ROTATION PUMP REVERSE COIL STB SOLENOID TERMINAL BOARD VVS2 VARIABLE VOLUME SOLENOID 2
RPS ROTARY PRESSURE SWITCH STR1 STARTER MOTOR
RPV ROTARY PRESSURE VALVE STR2 STARTER MOTOR W
RRA ROTATION RATE AMP BOARD STS1 STARTER SOLENOID 1 WAL WARNING ALARM
RRJC RIGHT REAR JACK CONTROLLER STS2 STARTER SOLENOID 2 WAM WASHER MOTOR
RRL RIGHT REAR JACK LIGHT SS SEAT SWITCH WAS WASHER SWITCH
RRP RIGHT REAR PROXIMITY SWITCH WCS WINCH CONTROL SWITCH
RRS RIGHT REAR JACK LIMIT SWITCH T WGB WINCH GROUND CONTROL BOX
RS REMOTE START TA1 TRAM ALARM WIA WATER INJECTION AMPLIFIER
RSD RIGHT STRUT DISENGAGE TA2 TRAM ALARM WS WIPER SWITCH
RSE RIGHT STRUT ENGAGE TAL TRAM ALARM WSW WARNING ALARM SWITCH
RSM ROTARY SPEED METER TAR TRAM ALARM RELAY WTG WATER TEMPERATURE GAUGE
RSS ROTARY SPEED SENSOR TB TERMINAL BOARD WTS WATER TEMPERATURE SENDER
RTC RIGHT TRAM CONTROLLER TCS TORQUE CONTROL SOLENOID
RTPS RIGHT TRAM PUMP STROKER TFS TRAM FOOT SWITCH
RTS REMOTE TRAM SELECTOR TGS THREAD GREASE SOLENOID
TGSW THREAD GREASE SWITCH
TIBP TRAM INTERLOC BYPASS
TIJB TRAM INTERLOC JUNCTION BOX
TIM TAMROCK INTEGRATED MEASURING
TOL TIMER ON LIGHT
TPB TEST PUSHBUTTON
TPL TRAM POWER LIGHT
TR TRAM RELAY(S)
TS TIMER SWITCH
Page 60
SERVICE LITERATURE Amplifier Board Adjustment 015509-000
Drill Monitor System 015702-000

GENERAL Solenoid Service 017503-000
This section will give reference material specifi-
Auto Level CPU 018009-000
cation numbers for electrical systems that are
available for Sandvik Mining and Construction
Automatic Leveling 018083-000
blasthole drill service procedures.
Sigma Air Conditioner/Heater 018146-000
DESCRIPTION
Sigma Air Conditioner/Heater 018146-001
When component adjustments or repairs are
needed we advise using the service proce- Engine Perkins 3.152 Genset 019105-001
dures from the manufacturer.
Engine Perkins 4.236 Genset 019105-002
This section may be updated as new proce-
dures are written. Sigma Air Conditioner/Heater 019148-000
Hupp Air Conditioner/Heater 002712-051 Auto Level Schematic 019699-000
Engine ETS HP Application 003171-000 DMS Dip Switch Chart 021531-001
Engine ETS LP Application 004318-000
Centralized Lubrication 006113-000
Tachometer Installation Caterpillar 006269-000
Engine ETR LP Application 006814-00
Engine ETR HP Application 006814-002
Tachometer Installation Cummins 007672-000
Air Conditioner - Sigma 008692-000
Voltage Converter 011017-000
Centralized Lubrication 011060-000
Lubricator 011362-000
Controller Adjustment 014441-000
Electronic Monitoring System 014985-000
Engine ETR HP Application 015351-000
Appendix 1 - Electric Systems Service Literature - Page 1

07-01-99
VARIABLE SPEED CONTROL

(023260-01D)
D40KS, D45KS and D50KS WITH CATERPILLAR ENGINE
023260-01D Sheet 1 of 1

D45KS LP Service

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023501-002

Serial Number 732213 & UP

SANDVIK MINING and CONSTRUCTION D45KS

Sandvik Mining and Construction

SAFE OPERATING PRACTICES FOR DRILLERS

It is the responsibility of management to:

• Enforce the use of protective clothing, eye and hearing equipment.

The Operator’s Responsibilities

Safe Operating Practices for Drillers iii

• The operator should not operate this equipment if any

• If an unsafe condition exists, the operator must place a

• The operator should not operate the drill without first

Operator's Safety Check

• Check that there are no "lockouts" or "tagouts" attached to the

• Check the machine log book to see that periodic maintenance

• After starting the engine, check all indicators, emergency stop,

• Check the fire extinguisher(s) for charge and accessibility.

• Clean the cab interior windows if necessary.

• Test all controls for proper operation.

• The operator should treat all power lines as live.

Safe Operating Practices for Drillers v

Planning the Job

• Will the drilling take place in wet formations?

• Are there utility lines or structures that must be moved or avoided?

• Are there unusual or extreme weather conditions expected?

• Will drilling be done in night hours?

• Will the machine be propelled on inclines?

• Will drilling be done into difficult formations?

• Has a drilling pattern been developed?

• What is the required depth of the drilling pattern?

• Will special drilling tools be required to complete the job?

• Will vertical or angle drilling be required?

• Operating near or contacting a power line with any part of the

• Before leaving the operator's station, all controls must be in the

Safe Operating Practices for Drillers vii

General Maintenance Safety Practices

While operating and servicing this machine be aware of the following:

• The sudden release of a pressurized lid or hose can spray hot

• Climbing the mast is a crushing and falling hazard.

• Hydraulic oil under extreme pressure from a small opening

• Pressure in hydraulic systems can be retained for long peri-

• Carelessness in getting on and off equipment can result in seri-

Safe Operating Practices for Drillers ix

• Keep the batteries secured in their compartment and covered.

• Do not store flammable fluids on or in the immediate vicinity of the machine.

• Disconnect the battery cables before welding on the machine.

INCLEMENT WEATHER and SAFE DRILLING PRACTICES

It is the responsibility of management to:

• Determine a plan of action relating to expected bad or unexpected weather conditions.

• Consider that drill operators need ample time:

a. to retrieve drill pipe from blastholes and well bottom.

RAINFALL AND FLOODING

When notified of an impending storm, machine operators should:

Safe Operating Practices for Drillers xi

•Move the drill machine to higher ground conditions.

•Move the drill machine to stable ground and away from

THUNDERSTORMS AND LIGHTNING

• all windows are closed

• all doors closed

• do not touch metal parts

• do not use two way radio communication

Static interference on AM radio channels is another indicator as to lightning proximity.

Safe Operating Practices for Drillers xiii

Electrical charge should dissipate immediately after impact.