B30D & B25D Mk I

ARTICULATED DUMP TRUCK

TRAINING MANUAL

THIS MANUAL IS APPLICABLE TO

B25D & B30D Mk I 6X6

Issue: 1
(October 2001)

Technical Training Documentation

BELL EQUIPMENT COMPANY

Richards Bay
IMPORTANT

Due to BELL EQUIPMENT’S policy of continuous product improvement, the information contained
in this manual was correct up to the time of printing (Issue date of manual). Any changes after this date
will only be included in the next update of this manual.
The illustrations in this manual are pictorial and not necessarily true representations of components.
Photographs and illustrations may show optional equipment.
 INTRODUCTION
This manual has been produced to assist you in the correct operation, maintenance and care
of your BELL EQUIPMENT machine.
This manual is divided into chapters. The information contained in the manual is in logical
sequence, with the instructions written in step by step format.
Effective maintenance on your BELL EQUIPMENT machine is achieved when personnel fully
understand the information contained in this manual.
Every effort has been made to ensure that the information contained in this manual was correct
at the time of publication. BELL EQUIPMENT Co. has a policy of continuous product
development, improvement, and design. BELL EQUIPMENT Co. reserves the right to change,
amend and update the design of its product at any time without prior notice. With this policy,
changes may have occurred that are not included in this manual.
Whilst every endeavour has been made to provide accurate and reliable information, BELL
EQUIPMENT Co. specifically disclaims any actual or implied warranty and under no
circumstances shall be liable for any loss, damage or injury to person or property suffered,
whether direct, indirect or consequential, arising from the use of this manual. In particular and
without detracting from above, the disclaimer also applies in the event of any specification,
warning, or representation contained in this manual being inadequate, inaccurate, or
unintentionally misleading.
The user is urged to strictly comply with the instructions and warnings that are given in the
interests of general safety. Please do not hesitate to contact your BELL EQUIPMENT Product
Support Representative whenever you have a query on your BELL EQUIPMENT product or
this manual.
The following address list was correct at 2 May 2001.
 GROUP OPERATIONS LISTING

CAPE REGION
CAPE TOWN:
Bell Equipment Co SA (Pty.) Ltd.
Milan Street ......................................... Tel : 021 386 2252 ................................... P.O. Box 162
Airport Industria................................... Fax : 021 386 2260 .................................. EPPINGDUST
CAPE TOWN ...................................... e-mail : fionaj@bell.co.za......................... 7475
7525

EAST LONDON
Bell Equipment Co SA (Pty.) Ltd.
25 Ray Craib Crescent........................ Tel : 043 748 6622/3 ................................ c/o P.O. Box 3443
Beacon Bay ........................................ Fax : 043 748 6624 .................................. North End
Industria .............................................. e-mail :pierred@bell.co.za ....................... PORT ELIZABETH
EAST LONDON .................................. ................................................................. 6001
5200

GEORGE
Bell Equipment Co SA (Pty.) Ltd.
Pioneer Road ...................................... Tel : 044 878 0930/1 ................................ P.O. Box 1697
Pacaltsdorp ......................................... Fax : 044 878 0932 .................................. GEORGE
GEORGE ............................................ e-mail : karino@bell.co.za ....................... 6530
6534

PORT ELIZABETH
Bell Equipment Co SA (Pty.) Ltd.
349 Kempston Road ........................... Tel : 041 451 3202 ................................... P.O. Box 3443
Korsten, Port Elizabeth ....................... Fax : 041 451 3208 .................................. NORTH END
6056 .................................................... e-mail : lynneo@bell.co.za....................... 6056

SPRINGBOK
Bell Equipment Co SA (Pty.) Ltd.
Drive Inn Road .................................... Tel : 027-712-1124/30.............................. P.O. Box 618
Industrial Park ..................................... Fax : 027-718-1314.................................. SPRINGBOK
SPRINGBOK....................................... e-mail : laurencedv@kingsley.co.za ........ 8240
8240

WINDHOEK
Bell Equipment Co SA (Pty.) Ltd.
37 Lazarett Street................................ Tel : 264-61-226021/2/3........................... P.O. Box 12018
Ausspann Platz ................................... Fax : 264-61-228330................................ WINDHOEK
WINDHOEK ........................................ ................................................................. NAMIBIA
NAMIBIA
CENTRAL REGION
BLOEMFONTEIN
Bell Equipment Co SA (Pty.) Ltd.
109 Fritz Stockenstrom Street............. Tel : 051 4327855 .................................... P.O. Box 1878
Ooseinde............................................. Fax : 051 4323740 ................................... BLOEMFONTEIN
BLOEMFONTEIN................................ e-mail : karenm@bell.co.za ..................... 9300
9300

GAUTENG
Bell Equipment Co SA (Pty.) Ltd.
Bell Jet Park ........................................ Tel : 011 928 9700 to 22 .......................... P.O. Box 25391
Griffiths Road ...................................... Fax : 011 928 9730 .................................. EAST RAND
JET PARK ........................................... e-mail : bokkiec@dc.bell.co.za ................ 1462
1459 .................................................... e-mail : pamj@dc.bell.co.za

KIMBERLEY
Bell Equipment Co SA (Pty.) Ltd.
26 South Circular ................................ Tel : 053 832 1078/9 ................................ P.O. Box 2927
KIMBERLEY........................................ Fax : 053 832 1135 .................................. KIMBERLEY
8300 .................................................... e-mail :Cornell@bell.co.za ....................... 8300

KURUMAN
Bell Equipment Co SA (Pty.) Ltd.
8 Acacia Street.................................... Tel : 053 712 06 98 .................................. P.O. Box 1396
KURUMAN .......................................... Fax : 053 712 06 97 ................................. KURUMAN
8460 .................................................... e-mail : charld@bell.co.za ....................... 8460

SWAZILAND
Bell Equipment Swaziland
Shop No. 4 .......................................... Tel : +268-51- 87 496/7 ........................... P.O. Box 1754
Second Street ..................................... Fax : +268-51- 87 498 ............................. Matsapha
Matsapha ............................................ ................................................................. SWAZILAND
SWAZILAND

MIDDELBURG
Bell Equipment Co SA (Pty.) Ltd.
9 Celcius Street................................... Tel : 013 246 1169 ................................... P.O. Box 2821
Building B ............................................ Fax : 013 246 1229 .................................. MIDDELBURG
Industrial Area ..................................... e-mail : bellmid@intekom.co.za ............... 1050
MIDDELBURG
1050

NELSPRUIT
Bell Equipment Co SA (Pty.) Ltd.
3 Christie Crescent.............................. Tel : 013 755 2110/6 ................................ P.O. Box 1672
Vintonia 2 ............................................ Fax : 013 755 2117 .................................. NELSPRUIT
NELSPRUIT ........................................ e-mail : boeriev@bell.co.za ..................... 1200
1200
RUSTENBURG
Bell Equipment Co SA (Pty.) Ltd.
No. 16 Vanadium Street...................... Tel : 014 538 1003/4 ................................ P.O. Box 3701
Border Industrial.................................. Fax : 014 538 1005 .................................. RUSTENBURG
RUSTENBURG ................................... e-mail : bellrust@intekom.co.za............... 0300
0300

TZANEEN
Bell Equipment Co SA (Pty.) Ltd.
8 Impala Street.................................... Tel : 015 307 4812 ................................... P.O. Box 2102
Industrial Sites..................................... Fax : 015 307 3095 .................................. TZANEEN
TZANEEN ........................................... e-mail: tinas@bell.co.za........................... 0850
0850

WOLMARANSSTAD
Bell Equipment Co SA (Pty.) Ltd.
80 Kruger Street.................................. Tel : 018 596 2319 ................................... P.O. Box 587
WOLMARANSSTAD ........................... Fax : 018 596 2855 .................................. WOLMARANSSTAD
2630 .................................................... e-mail charmain@bell.co.za .................... 2630

COASTAL REGION
EMPANGENI
Bell Equipment Co SA (Pty.) Ltd.
No.1 Irvine Bell Drive .......................... Tel : 035 7926517 .................................... P.O. Box 7332
Old Mill Industrial................................. Fax : 035 7926516 ................................... EMPANGENI RAIL
EMPANGENI....................................... e-mail : shelleyb@bell.co.za .................... 3910
3880

PIET RETIEF
Bell Equipment Co SA (Pty.) Ltd.
14 Smith Street ................................... Tel : 01782-61523.................................... P.O. Box 2597
PIET RETIEF ...................................... Fax : 01782 -61580.................................. PIET RETIEF
2380 .................................................... ................................................................. 2380

PIETERMARITZBURG
Bell Equipment Co SA (Pty.) Ltd.
7 Van Eck Place.................................. Tel : 033-3869319.................................... P.O. Box 100436
MKONDENI......................................... Fax : 033-3861837................................... SCOTSVILLE
3201 .................................................... e-mail : carlaf@bell.co.za ........................ 3209

PONGOLA
Bell Equipment Co SA (Pty.) Ltd.
Akasia Street....................................... Tel : 034 413 1720 ................................... P.O. Box 681
PONGOLA .......................................... Fax : 034 413 1735 .................................. PONGOLA
3170 .................................................... ................................................................. 3170
PORT SHEPSTONE
Bell Equipment Co SA (Pty.) Ltd.
Shop 5 Industrial Park......................... Tel : 039 685 4124 ................................... P.O. Box 560
Cnr. Main Harding and ........................ Fax : 039 685 5155 .................................. PORT SHEPSTONE
Izotsha Road ....................................... ................................................................. 4240
PORT SHEPSTONE
4240

RICHARDS BAY (HEAD OFFICE)

Carbonode Cell ................................... Tel : (035) 907 9111................................. Private Bag X20046
Alton .................................................... Fax : (035) 7973196................................. EMPANGENI
RICHARDS BAY ................................. Web site : www.bellequipment.com ......... 3880

RICHARDS BAY (Training Center)

Carbonode Cell ................................... Tel : (035) 907 9111................................. Private Bag X20046
Alton .................................................... Fax : (035) 7973196................................. EMPANGENI
RICHARDS BAY ................................. e-mail: veronicab@bell.co.za................... 3880

UMHLALI
Bell Equipment Co SA (Pty.) Ltd.
Lot 81 .................................................. Tel : 0322 947 0696 / 947 1637 ............... P.O. Box 39
Shakas Head Industrial Park............... Fax : 0322 947 2141 ................................ UMHLALI
Shakas Head....................................... ................................................................. 4390
UMHLALI
4390

VRYHEID
Bell Equipment Co SA (Pty.) Ltd.
Bloekom Street.................................... Tel : 034 981 5541 ................................... P.O. Box 1221
VRYHEID ............................................ Fax : 034 9809 752 .................................. VRYHEID
3100 .................................................... ................................................................. 3100

NORTHERN REGION
MALAWI
Bell Equipment (Malawi) Ltd.
10/338 Mtendere Street ...................... Tel : +265 78 3293
Area 10................................................ Fax : +265 78 3293
Lilongwe
MALAWI

MOZAMBIQUE
Bell Equipment (Mozambique) Ltd.
Avenida da Oau 121 ........................... Tel : +285 -1-403137/706 ........................ Caixa Postal 2510
Maputo ................................................ Fax :+285 -1-401949 ............................... Maputo
Mozimbique......................................... e-mail:Bell Equipment@mail.garp.co.mz . Mozambique
Contact :Eddy Fischer ........................ Cel : +258-1-(0)82301894
ZAMBIA
Bell Equipment (Zambia) Ltd.
Plot 4675 ............................................. Tel : +260 221 8113/121/123................... P.O. Box 20367
Kitwe Chingola Road........................... Fax : +260 221 3516................................ Kitwe
Kitwe ................................................... e-mail : bell@zamnet.zm ......................... ZAMBIA
ZAMBIA

ZIMBABWE
Bell Equipment (Malawi) Ltd.
16 Erith Road ...................................... Tel : +263 4 661 048/661 061.................. P.O. Box 2980
Willowvale .......................................... Fax : +263 4 621 026............................... Harare
ZIMBABWE ......................................... e-mail :bellzimb@iafricaonline.co.zw ....... ZIMBABWE

EUROPEAN REGION
FRANCE
Bell France Sarl
Z.A. Route díArgenton-sur-Creuse ..... Tel : +33 55589 2356
23800 Dun-Le-Palestel ....................... Fax : + 33 55589 2324
FRANCE ............................................. e-mail : bell-france@inext.fr

GERMANY
Bell Equipment (Deutschland) Gmbh
Am Ringofen 24/14B ........................... Tel : +49-66 31 911 30
D-36304 Alsfeld................................... Fax : +49-66 31 911 313
GERNMANY ....................................... e-mail: dickv@bell-germany.de

UNITED KINGDOM
Bell Equipment U.K.
Unit 6C ............................................... Tel : +44 1283 712862 (Direct)
Graycar Business Park ....................... Tel : +44 1283 716777 (Parts Direct)
Barton Turns ....................................... Fax : +44 1283 712687
Barton-under-Needwood..................... e-mail : general@bellequipment.co.uk (General)
Burton-on-Trent................................... e-mail : sales@bellequipment.co.uk (Sales)
DE13 8EN ........................................... e-mail : colinw@bellequipment.co.uk (Customer Support)
UNITED KINGDOM............................. e-mail : cliffa@bellequipment.co.uk (Parts)

NORTH AMERICA
United States
Bell Equipment North America Inc.
2843 HWY 80...................................... Tel : +1 912 966 2615
Garden City ......................................... Fax : +1 912 964 1594
GEORGIA ........................................... e-mail : billr@bellequipment.com
GA 31408
USA
 USER’S COMMENT FORM
Should you, as the user of this manual, have any suggestions for improving the manual, or you
find any errors or omissions, then we would like to know.
Please complete a facsimile of this form or post it directly to BELL EQUIPMENT Training.
Addresses are given at the beginning of this manual.

Table 1:
YOUR COMMENTS,SUGGESTIONS OR QUERIES

Table 2:
MACHINE MODEL:

SERIAL NUMBER:

VIN:

DOCUMENT PART NUMBER AND ISSUE:

PAGE NUMBER:

Table 3:
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DID YOU FIND THE INFORMATION WELL ILLUSTRATED? YES NO

Table 4:
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COMPANY:

TITLE:

ADDRESS:

TELEPHONE NUMBER:

Thank you for your co-operation.

 SAFETY

Material Safety Data Sheets (MSDS)

The Federal Occupational, Safety and Health Administration (OSHA) Standard 29 CFR
1910.1200 and in some cases, State and Local Right-to-Know laws, may require that specific
MSDS be available to the employees prior to operating this equipment. This may include
information on substances contained in this equipment such as antifreeze, engine oil, battery
acid, hydraulic fluid and freon (if equipped with an air conditioner).
BELL EQUIPMENT USA Inc. will provide, at no cost, Material Safety Data Sheets which are
applicable to its product line. Simply request them from your local BELL EQUIPMENT dealer.
To ensure a prompt response, please be sure to include your return address and ZIP (postal)
code, along with the model, serial number and/or VIN number of your machine.

Unauthorised Modifications of the Roll Over Protective Structure (ROPS)

and the Falling Objects Protective Structure (FOPS)
Do not make unauthorised modifications or alterations to the ROPS and FOPS such as:
welding on extinguisher brackets, CB aerial brackets, fire suppression systems etc.
Unauthorised modifications will affect the structural limits of the ROPS and FOPS and will void
the certification.
The Roll Over Protective Structure has been certified to meet specified test requirements
according to SAE J1040 and ISO 3471. The Falling Objects Protective Structure has been
certified to meet specified test requirements according to SAE J231 and ISO 3449.
Any planned modification or change must be reviewed in advance by the BELL EQUIPMENT
Engineering Department to determine if the modification or change can be made within the
limits of the certifying tests. It is important that each person in your organisation, including
management, be made fully aware of these rules involving ROPS and FOPS. Whenever
anyone sees unauthorised modifications or changes to a machineís ROPS or FOPS both the
customer and manufacturer must be notified in writing.
Make sure that all parts are installed correctly if the ROPS or FOPS is loosened or removed
for any reason. Tighten mounting bolts to the correct torque. The protection offered by ROPS
or FOPS will be impaired if they are subjected to structural damage, is involved in an overturn
incident, or is altered in any way. A damaged ROPS or FOPS must be replaced, not reused.

Noise Emission Levels

The sound pressure was tested according to ISO 6394 (SAE J 2103) and the sound power was
tested according to ISO 6393 (SAE J 2102).\plain \par
General Safety

Safety Regulation
Every country (State) has its own safety regulations. It is the obligation of the operator to know
and follow these. This also applies to local regulations covering different types of work. Should
the recommendations in this manual deviate from those of your country, your local safety
regulations should be followed.

Mounting and Dismounting the Machine

Always use the handrails and steps provided to get on and off the machine. Use both hands
and face the machine. Never get on or off a moving machine. Never jump off the machine. Use
a hand line to pull equipment up onto the platform, do not climb on or off the machine carrying
tools or supplies.

Avoid Power Lines

Never move any part of the machine within 3 m (10 ft) plus twice the line insulator length, as
serious injury or death may result.

Keep Riders Off the Machine

Do not allow unauthorised personnel on the machine.

Prepare for Emergencies

Keep a first aid kit and fire extinguishers handy and know how to use them. Inspect and have
your extinguisher serviced as recommended on its instruction plate. Keep emergency numbers
for doctors, ambulance service, hospital and fire department near your telephone.

Handle Flammable Fluids Safety

Handle fuel with care, as it is highly flammable. Do not smoke or go near an open flame or
sparks while refueling. Always stop the engine before refueling the machine and fill the fuel
tank outdoors.
Keep all fuels and lubricants in properly marked containers and away from all unauthorised
persons. Do not smoke in the storage areas.
Store oily rags and other flammable material in a protective container, in a safe place.
Do not weld or flame cut pipes or tubes that have contained flammable fluids. Clean them
thoroughly with nonflammable solvent before welding or flame cutting them.
Starting fluid is highly flammable. Keep all sparks and flames away when using it. To prevent
accidental discharge when storing the pressurised can, keep the cap on the can and store it in
a cool protected place. Do not burn or puncture a starting fluid container.
Prevent Battery Explosions and Acid Burns
The standard battery supplied with the machine is a sealed type that does not need
maintenance. Keep sparks and flames away from the batteries.
If a non-sealed battery is subsequently installed, keep sparks and flames away from the
batteries. Use a flashlight to check the battery electrolyte level. Use a voltmeter or hydrometer
to check battery charge. Never place a metal object across the posts. Always remove the
grounded (Negative -) battery clamp first and replace it last.
Do not smoke in areas where batteries are being charged.
Sulphuric acid in battery electrolyte is poisonous and is strong enough to burn skin, eat holes
in clothing and cause blindness if splashed into the eyes.

Avoid the hazard by:

Filling the batteries in a well ventilated area.

Wearing eye protection and rubber gloves.
Avoid breathing fumes when electrolyte is added.
Avoid spilling or dripping electrolyte.

If you spill acid on yourself:

Flush your skin with water.
Apply baking soda or lime to help neutralise the acid.
Flush your eyes with water for 10 - 15 minutes and get medical attention immediately.

If acid is swallowed:
Drink large amounts of water or milk.
Then drink milk of magnesia, beaten eggs, or vegetable oil.
Get medical attention immediately.

Wear Protective Clothing

Wear a hard hat, protective glasses and other protective equipment as required by the job
conditions. Do not wear loose clothing or jewellery that can catch on controls or other parts of
the machine.
When you drive connecting pins in or out, guard against injury from flying pieces of debris by
wearing goggles or protective glasses. Prolonged exposure to loud noise can cause
impairment or loss of hearing. Wear a suitable hearing protective device such as earmuffs or
earplugs. Wear gloves when handling wire rope cable.
Use the Seat Belt
Use a seat belt at all times to minimise the chance of injury in an accident.
The seat belt must not be altered or modified in any way. Such changes can render the belt
ineffective and unsafe.
The seat belt is designed and intended for the seatís occupant to be of adult build and for one
occupant of the seat only.

Avoid High Pressure Fluids

Escaping fluid under pressure can penetrate the skin causing serious injury. Relieve the
pressure before disconnecting hydraulic or other lines. Tighten all connections before applying
pressure. Keep hands and body away from pinholes and nozzles which eject fluids under high
pressure. Use a piece of cardboard or paper to search for leaks.
If any fluid is injected into the skin it must be surgically removed within a few hours by a doctor
who is familiar with this type of injury or gangrene may result.
Tyre Information
Welding or heating of the rim components, external fire or excessive use of brakes can cause
overheating of the tyres, which could cause a tyre explosion.
This explosion can propel the tyre, rim and final drive components approximately 500 metres
(1 640 feet) from the machine, which may cause personal injury or death and/or property
damage.
If the tyre is overheating and could explode, do not approach it within the area represented by
the shaded area in the drawing, until it has cooled.
Stand behind the tread and use a self attaching chuck with extension hose to inflate the tyres.
Use a safety cage if available. Do not stand over the tyre.
15 m
(4 9 '3 ")

U s e a s a fe ty c a g e if a v ailab le

D o no t s ta nd ov e r th e ty re , u s e a c lip -o n c h u c k a nd ex te ns io n h o s e
50 0 m
(1 6 4 0 ft)
G C 00 0 2 FM

NOTE:It is recommended that only trained personel service and change tyres and rims.
 BULLETINS
Record the relevant information from the Technical Documentation Bulletins, Service Bulletins
and Parts Bulletins into this manual as follows:
Carry out the instructions as detailed in the bulletin.
Record the required information below.
File the bulletins in numerical order in a suitable 3 or 4 ring binder.

TECHNICAL DOCUMENTATION BULLETIN RECORD

INSERTED BY
BULLETIN NO. SUBJECT
NAME SIGNATURE DATE
 TECHNICAL DOCUMENTATION BULLETIN RECORD
INSERTED BY
BULLETIN NO. SUBJECT
NAME SIGNATURE DATE
 SPECIFICATIONS

MACHINE SPECIFICATIONS
The specificaions for the B25D & B30D ADT are as follows:

Engine
Model - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -DC Om906 LA Tier 2
Configuration - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6 In Line
Aspiration - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -Turbocharged
Injection type - - - - - - - - - - - - - Direct injection (Unit Pump) - Electronically controlled
Gross power B25D - - - - - - - - - - - - - - - - - - - - - - - 205 kW (274 HP) @ 2 300 rev/min
Gross power B30D - - - - - - - - - - - - - - - - - - - - - - - 205 kW (274 HP) @ 2 300 rev/min
Gross Torque B25D - - - - - - - - - - - - - - 1000 Nm(737.6 pd. f) @ 1 050 -1850 rev/min
Gross Torque B30D - - - - - - - - - - - - - - 1 100 Nm(811.3 pd. f) @ 1 250 -1500 rev/min
Idle speed - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -600 +- 20 rev/min
Oil pressure - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 0.5 Bar @ Idle
Oil pressure - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 2.5 Bar @ High Idle
Transmission
Model - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - ZF 6 HP 592 C
Gear Layout- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Constant mesh , Planetary type
Gears - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -6 Forward and Single Reverse
Control Type - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -Electronically controlled
Torque Convertor Layout- - - - - - - - - - - - - - - - - - - - - - - Hydrodynamic with lock - up
Ratio’s
1st - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.60: 1
2nd - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.43: 1
3rd - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 2.01: 1
4th - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 1.42: 1
5th - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 1.00: 1
6th - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 0.83: 1
Reverse- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 4.84: 1
Transfer Case (Drop Box)
Model - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - BELL VGR 13100
Input torque max - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -12060Nm
Ratio - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -51:46
Inter Axle lock - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 50 / 50 Split
Axles
Model - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - BELL 15T
Model - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - BELL 18T
Differential Type - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Spiral bevel gear
Final drive type- - - - - - - - - - - - - - - - - - - - - - - - - - - - Outboard heavy-duty planetary
Housing type - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Steel Fabricated
Brakes

Service Brake
Type - - - - - - - - - - - Dual Circuit, hydraulic actuated dry disc brakes on all six wheels

Emergency/Park Brake
Type - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - DX195
Spring applied, air released, self-adjusting, mechanical caliper on drive-line mounted dry
disc.

Wheels
Tyre size B25D- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -23,5 R 25
Tyre size B30D- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -23,5 R 25
Wheel nut torque - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 650 Nm (480 ft lb)
Suspension System

Front
Semi-independant axle movement ,3 link rubber compensated, supported on Oil / Nitrogen
suspension struts

Rear
Type - - - - - - - - - - - - - - -Pivoting Walking beams with Laminated suspension blocks.
Hydraulic System
Fully load sensing system servicing the prioritized steering, bin tipping and brake functions.
A ground driven,load sensing emergency steering pump is intergrated into the system.
Pump - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -#31 A10 VO 74
Application- - - - - - - - - - - - - - - - - - - - - - - - - - - -Steering,Bin tipping,hydraulic brake.
Filtration - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 10 Microns
Steering System
Type - - - - - - - - - - - - - - - - - - Articulated with two double -acting, hydraulic cylinders
Number of turns to lock - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 4,7
Pneumatic System
Air drier with heater and integral unloader valve,servicing the parke brake and auxilliary
functions
Reservoir capacity - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 20 litres (5.28 USGAL)
System Pressure - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 810 kpa (117 psi)
Electrical System
Voltage - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 24 V
Battery Type - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 2 X 12 V, maintenance-free
Battery capacity - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 2 X 100 Ah
Starter motor capacity- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 4 kW
Alternator voltage rating - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 28 V
Alternator amperage rating - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 80 A
Electrical System
Headlight - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 24 V 70/75 W
Front park Light - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 24V 2 W
Front indicator light - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 24V 21 W
Number plate light - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 24V 5 W
Stop/tail light - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 24 V Diode light unit
Rear indicator light - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 24 V Diode light unit
Reverse light - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 24 V 75 W
Interior light - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 24 V 10 W

Frame and Body

Cab
Type - - - - - - - - - - - - - -FOPS (SAE J231/ISO 3449)/ROPS (SAE J1040/ISO 3471/1)

Bin
Type - - - - - - - -Manufactured from high tensile wear and impact resistant alloy steels

B25D
Rated payload - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 23 000 kg (50 706 lb)
Capacity Stuck - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 11.2 m 3 (14.6 ( yd ) 3 )
Capacity Heaped (SAE 2:1) - - - - - - - - - - - - - - - - - - - - - - - - - - - 13.9 m 3 (18.2 ( yd ) 3 )
Tip cylinders - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 2 X Single stage, double acting
Tipping angle - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 70 Degrees
Bin raise time - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 14 seconds
Bin lower time - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 7.6 seconds

B30D
Rated payload - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 27 000 kg (50 706 lb)
Capacity Stuck - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 13.2 m 3 (14.6 ( yd ) 3 )
Capacity Heaped (SAE 2:1) - - - - - - - - - - - - - - - - - - - - - - - - - - - - 16.2 m 3 (22 ( yd ) 3 )
Tip cylinders - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 2 X Single stage, double acting
Tipping angle - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 70 Degrees
Bin raise time - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 14 seconds
Bin lower time - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 7.6 seconds
Mass
B25D
Total mass, empty - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17 150 kg (37 809 lb)
Total mass, fully laden- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 39 877 kg (87 914 lb)
B30D
Total mass, empty - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17 250 kg (38 030 lb)
Total mass, fully laden- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 44 522 kg (98 154 lb)

Service Capacities
Fuel - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 340 litres (89.82 USGAL)
Engine oil - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 29 litres (7.661 USGAL)
Engine coolant - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 28 litres (7.4 USGAL)
Transmission fluid (initial fill) - - - - - - - - - - - - - - - - - - - - - - - - 17 litres (4.49 USGAL)
Transmission fluid (refill) - - - - - - - - - - - - - - - - - - - - - 10 to 15 litres (2.6 to4 USGAL)
Transfer Case - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 4.5 litres (1.19 USGAL)
Hydraulic reservoir - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 85 litres (22.5 USGAL)
Axle oil - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 40 litres (10.5 USGAL)
Final drive oil (Per final drive) - - - - - - - - - - - - - - - - - - - - - - - - -2 litres (0.5 USGAL)
Cab Tilt System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 1.85 litres (0.5 USGAL)
Washer Bottle - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6 litres (1.59 USGAL)
Machine Dimension B25D
Machine Dimension B30D
Recommended Lubricants And Coolant Additives:

B ELL EQU IPM ENT R ECO M MEN DED LU B RICA NT A N D FLUID C H AR T

B 25D, B30D, AR TICU LATED TR UC K S and H A ULERS

R eco m m end ed Lu bricant Viscosities for use at A m bient Tem peratu res fro m
O O O O
-40 C (-40 F) to 50 C (122 F )
O
F -40 -22 -4 14 32 50 68 86 104 122
O
Ambient C -40 -30 -20 -10 0 10 20 30 40 50
Tem perature

ENGINE - M-BENZ SAE 15W -40

O ILS TO M E E T M - BE N Z 2 28 .5
S PE C IF IC AT IO N S

P R E F E R R E D : - C AS T R O L D Y N AM A X 10W -40 SAE 10W -40

- CA LT E X XL D 1 0W -40
C O OL A N T: - M -BE N Z
E XT E N D E D L IF E C O O L A NT P R E-M IX 5 0/50 EXTEN DED L IF E C O O LA NT PR E-MIX 50/50
PREFERR ED: - CA LTEX EXTE NDED LIFE CO OLANT PR E-M IX 50 /50

TRANS MISSION - ZF 6HP 592 C

U SE O N LY C A S TR O L
T RA N S M AX -Z O R S /T R AN S Y N D C AST RO L T RA NSM AX-Z O R S (SAE 70W -80W )

TRANS FER CASE - BELL

O IL S TO M E ET C AST RO L T RA NSM AX-Z O R S (SAE 70W -80W )
A LL ISO N C3/C4 S YN TH ETIC
SPE CIF ICAT IO N S
A ND API G L5
SPE CIF ICAT IO N S

DRIVE AXLES - BELL SAE 90

G EAR O IL W ITH LIM ITED SL IP SAE 80W -90
A DDITIVE S:
O IL S TO M E ET SAE 85W -90
Z F TE -M L 05
SPE CIF ICAT IO N SAE 85W -140

HYDRAULIC and BRAKING SYSTEM

O IL S TO M E ET ATF
VIC KER S M -2 9 52 -S
AT F DEX RO N III ISO 32
SPE CIF ICAT IO N
ISO 46
ISO 68

R E C O M M EN DE D SE RVICE F ILL S o
(FO R A M BIEN T TE M P ERATUR E S BE TW E EN -5 C TO 45 oC)

CO M PO NE N T O IL D ES CRIPTIO N BE LL E Q U IP M E NT PART No.

ENGINE CALTEX DELO 600 (SAE 15W -40) 910276

COOLANT Extended Life Pre-mix 50/50 910245
TRANS MISSION & CASTROL TRANSMAX-Z/S 910208
TRANS FER CASE Transynd 915043

DRIVE AXLES CALTEX G EAR OIL ZF (SAE 85W -140) 910332

HYDRAULIC & ATF : CALTEX TEXAMATIC Type G 910083

BRAKING S YSTEMS

GENERAL (PINS, BUSHES, ETC) : 910336

GREASE CALTEX ULTRA DUTY GREASE 2
BEARINGS (DRIVE TRAIN): CALTEX 910026
MULTIFAK E P2
TR000314

1. Caltex Texamatic type-G is only to be used in the Hydraulic system and must not be
used in the transmission.
2. Failure to use only Castrol Transmax S or Z in the transmission may render warranty
claims invalid.
Recommended Torque Settings
The following tables detail the recommended torque settings:

T he torq ue s re com m e n de d b e low are for H A N D T IG H T E N IN G un p late d

faste ne rs w ith n o lu bricatio n.

W h e n u sin g a bo lt or screw in a ta p pe d h o le it is assum ed tha t th e re is

sufficie n t thre ad e ng a ge m e n t to a cce p t th e a pp lied to rq u e. D iscretio n
m u st b e u sed w h e n torq u ein g in to a sha llo w ho le o r in to soft or b rittle
m a te ria ls.

A lw a ys a d he re to en g in e / g ea rbo x / B E L L E q u ip m en t e tc. m an u facture r's

1 lb ft = 1.35582 Nm 1 Nm = 0.737561lb ft

M ETRIC S IZE S
M ETR IC BO LT G R AD E INTE R PRETATIO N
8 x10 0 =8 0 0 M p a 1 0x1 0 0= 1 00 0 M p a 1 2x1 0 0= 1 20 0 M p a
(U ltim ate Ten s ile S tre s s) (U ltim ate Ten s ile S tre s s) (U ltim ate Ten s ile S tre s s)
8 .8 1 0 .9 1 2 .9
8 x8x1 0 =6 4 0 M pa 1 0x9 x1 0= 9 00 M p a 1 2x9 x1 0= 1 08 0 M p a
(Yie ld S tre ss or S tre ss (Yie ld S tre ss or S tre ss (Yie ld S tre ss or S tre ss
a t 0 .2 % pe rm a nen t set) a t 0 .2 % pe rm a nen t set) a t 0 .2 % pe rm a nen t set)
M ETR IC NU T G RA DE IN TE RPR ETATIO N
C UR R E N T S TA N D A R D :
N uts w hic h a re 0 .8x D h igh.
|8| 8x 100=8 00 M p a P roof S tre ss
F UT U R E S TA ND A R D :
(S u bje ct to int ern ation a l a g re e m en t) IS O G rad e 8 .8 M an ufac tur er's
M ar k
8 8x 100=8 00 M p a P roof S tre ss
N uts w hic h a re 1 .0x D h igh. 8 00 M P a (5 1.80 tsi) 8.8 G ra de

IS O G rad e 4 .6 M an ufac tur er's IS O G rad e 1 0 .9 M an ufac tur er's

M ar k
M ar k
4 00 M P a (2 5.90 tsi) 4.6 G ra de (O p tional) 1 00 0 M P a (64 .7 5 tsi) 10.9 G ra de

IS O G rad e 6 .9 M an ufac tur er's IS O G rad e 1 2 .9 M an ufac tur er's

M ar k
M ar k
6 00 M P a (3 8.85 tsi) 6.9 G ra de (O p tional) 1 20 0 M P a (77 .7 0 tsi) 12.9 G ra de

IS O M etric C oarse -Torques [N m ]

S ize M5 M6 M8 M 10 M 12 M 14 M 16 M 18 M 20 M 22 M 24 M 27 M 30 M 36
P itc h (m m ) 0 .8 1 1 .25 1 .5 1 .75 2 2 2 .5 2 .5 2 .5 3 3 3 .5 4
T/S tre ss a rea (m m 2 ) 1 4.2 2 0.1 3 6.6 58 8 4.3 11 5 1 57 1 93 2 45 3 03 3 53 4 59 5 61 8 17
IS O G r. 4 .6 2 4 10 19 34 58 85 11 5 1 65 2 20 2 85 4 20 5 60 9 80
IS O G r. 6 .9 5 8 .5 21 41 72 11 5 1 80 2 45 3 45 4 65 6 00 8 90 1 20 0 2 11 8
IS O G r. 8 .8 6 10 25 49 86 1 35 2 10 2 90 4 10 5 50 7 10 1 05 0 1 45 0 2 52 0
IS O G r. 1 0.9 8 14 35 69 1 20 1 90 2 95 4 00 5 80 7 80 1 00 0 1 50 0 2 00 0 3 43 0
IS O G r. 1 2.9 10 17 41 83 1 45 2 30 3 55 4 85 6 90 9 30 1 20 0 1 80 0 2 40 0 4 10 0
IS O M etric Fine -Torques [Nm ]
S ize M8 M 10 M 12 M 12 M 14 M 16 M 18 M 20 M 22 M 24 M 27 M 30
P itc h (m m ) 1 1 .25 1 .25 1 .5 1 .5 1 .5 1 .5 1 .5 1 .5 2 2 2
2
T/S tre ss a rea (m m ) 3 9.2 6 1.2 9 2.1 8 8.1 1 25 1 67 2 16 2 72 3 33 3 84 4 96 6 21
IS O G r. 6 .9 23 44 80 76 1 25 1 90 2 75 3 85 5 20 6 50 9 70 1 35 0
IS O G r. 8 .8 27 52 95 90 1 50 2 25 3 25 4 60 6 10 7 80 11 5 0 1 60 0
IS O G r. 1 0.9 38 73 1 35 1 25 2 10 3 15 4 60 6 40 8 60 11 0 0 1 60 0 2 25 0
IS O G r. 1 2.9 45 88 1 60 1 50 2 50 3 80 5 50 7 70 1 05 0 1 30 0 1 95 0 2 70 0
RESE ARC H AND DEVE LOPM ENT D r aw in g N um b e r 70 0 9 99 / 1 re v A 2 4/6 /9 6
40D 0002C FM
Imperial Sizes - BS Grades
IM PERIAL SIZES - BS GR ADES
B S G rade A M anu facturer's
M ark
B S G rade T M anu facturer's
M ark
Coa rse Coa rse
28 ts i (4 32 M pa ) or Fine CA G rade 55 ts i (8 49 M pa ) or Fine CT G rade

B S G rade S M anu facturer's

M ark
B S G rade V M anu facturer's
M ark
Coa rse Coa rse
50 ts i (7 72 M pa ) or Fine FA G rade 65 ts i (1 004 M p a) or Fine
FV G rade

Un ified C oarse (U NC ) - Torques in Nm .

S ize 1/4" 5/16" 3/8" 7/16" 1/2" 9/16" 5/8" 3/4" 7/8" 1" 1 1/8 " 1 1/4 " 1 3/8 " 1 1/2 "
T hread s/inc h 20 18 16 14 13 12 11 10 9 8 7 7 6 6
T /S tress are a (m m 2 ) 20 .5 33 .8 50 68 .6 91 .5 117.4 14 6 21 5 29 8 39 1 49 2 62 5 74 5 90 6
B S G rade A 4 9 16 25 38 56 78 13 8 22 1 33 5 46 7 67 0 86 1 1148
B S G rade S 12 24 43 66 10 8 15 0 20 9 37 1 58 6 88 5 12 5 6 17 3 5 23 3 3 30 5 1
B S G rade T 12 26 45 72 114 16 2 22 1 38 3 64 6 95 7 13 7 6 19 1 4 25 1 2 32 9 0
B S G rade V 16 31 55 90 13 8 19 1 26 3 47 9 76 6 1148 16 1 5 22 7 3 29 9 1 40 0 8

Un ified Fine (U N F) up to 1", and UN -8 TPI for dia 1 1/8" and above. Torques in Nm .
S ize 1/4" 5/16" 3/8" 7/16" 1/2" 9/16" 5/8" 3/4" 7/8" 1" 1 1/8 " 1 1/4 " 1 3/8 " 1 1/2 "
T hread s/inc h 28 24 24 20 20 18 18 16 14 12 8 8 8 8
2
T /S tress are a (m m ) 23 .5 37 .4 56 .6 76 .6 10 3 13 1 16 5 24 1 32 8 42 8 51 0 64 5 79 5 96 3
B S G rade A 5 10 18 29 43 60 90 15 0 23 9 35 9 49 0 67 0 93 3 1196
B S G rade S 13 26 48 78 114 16 7 23 3 40 7 64 6 95 7 13 1 6 17 9 4 24 5 2 32 3 0
B S G rade T 14 29 51 84 12 6 17 9 23 9 43 1 69 4 10 2 9 13 7 6 19 7 4 26 3 2 35 2 9
B S G rade V 17 35 60 96 15 0 21 5 29 9 52 6 83 7 12 5 6 16 7 5 23 9 3 32 3 0 42 4 7

IM PERIAL S IZES - SAE GRA DES

M anufacturer's M anufacturer's
S A E G rade 1 M ark S A E G rade 5 (1 /4" - 1") M ark
26 .8 tsi (4 14 M pa ) 53 .6 tsi (8 28 M pa )
M anufacturer's
S A E G rade 5 (1 1/8" - 1 1/2") S A E G rade 8 M ark
46 .9 tsi (7 24 M pa ) M anufacturer's 67 ts i (1 035 M p a)
M ark

Un ified C oarse (U NC ) - Torques in Nm .

S ize 1/4" 5/16" 3/8" 7/16" 1/2" 9/16" 5/8" 3/4" 7/8" 1" 1 1/8 " 1 1/4 " 1 3/8 " 1 1/2 "
T hread s/inc h 20 18 16 14 13 12 11 10 9 8 7 7 6 6
2
T /S tress are a (m m ) 20 .5 33 .8 50 68 .6 91 .5 117.4 14 6 21 5 29 8 39 1 49 2 62 5 74 5 90 6
S A E G rade 1 4 9 16 25 38 56 78 13 8 22 1 33 5 46 7 67 0 86 1 1148
S A E G rade 5 11 22 40 62 10 1 14 0 19 6 34 8 55 0 83 0 13 4 7 18 6 0 25 0 1 32 7 0
S A E G rade 8 16 32 57 92 14 2 19 7 27 1 49 3 78 9 1184 16 6 5 23 4 3 30 8 3 41 3 1

Un ified Fine (U N F) up to 1", and UN -8 TPI for dia 1 1/8" and above. Torques in Nm .
S ize 1/4" 5/16" 3/8" 7/16" 1/2" 9/16" 5/8" 3/4" 7/8" 1" 1 1/8 " 1 1/4 " 1 3/8 " 1 1/2 "
T hread s/inc h 28 24 24 20 20 18 18 16 14 12 8 8 8 8
2
T /S tress are a (m m ) 23 .5 37 .4 56 .6 76 .6 10 3 13 1 16 5 24 1 32 8 42 8 51 0 64 5 79 5 96 3
S A E G rade 1 5 10 18 29 43 60 90 15 0 23 9 35 9 49 0 67 0 93 3 1196
S A E G rade 5 12 25 45 73 10 7 15 7 21 9 38 2 60 6 89 8 14 11 19 2 4 26 2 9 34 6 3
S A E G rade 8 17 36 62 99 15 4 22 2 30 8 54 3 86 3 12 9 5 17 2 6 24 6 6 33 2 9 43 7 8
R E S E A R C H A N D D E V E LOP M E N T Drawing Numb er 700999/2 rev A 24/6/96
4 0D0 00 3 C FM
Serial Number Plates
The following figure identifies and locates the main serial number plates for the machine,
engine and transmission of the B25D & B30D

C E & M ac hine
S pec ification P late
M ANUF ACT URE D BY :
BE L L E QUI P M E NT CO. SA . (P T Y ) LT D.
RIC HARDS BAY , S OUT H A FRI CA

M A C H IN E

CA B

E NG IN E

T R A N SM I SS IO N

T R A N SF E R C A SE

F R O N T D IF F E RE N T IA L

M I D D IF F ER EN T I A L

R EA R D IF F ER E N T IA L

A XL E : E M PT Y L A D EN
F RONT kg kg

M I DDL E kg kg

RE AR kg kg

T OTA L kg kg

PA YL O AD

 

E ngine
AE B XXX XXX XR XXXX XX S pec ification
Trans fer C a se P late
Vin N u m be r
(O n Le ft H a nd S ide of Truck) S pec ification S tam ped
O nto T he Trans fer C ase
131 00 0 47 15 10 2001

Trans m iss ion S p ecification

P late TR 0 00 3 48
 B30D & B25D Mk I

ARTICULATED DUMP TRUCK

ELECTRICAL

Issue: 1
(October 2001)

Technical Training Documentation

BELL EQUIPMENT COMPANY

Richards Bay
Chapter 1 ELECTRICAL B25D & B30D Mk I
OPERATOR CONTROL AND INSTRUMENTS

INTRODUCTION

The following figure details the layout of the controls and instruments in the cab:

2 3 4 19 5 21 22

18
6
20
7
17
8
9
16
10
15 11
14 13 12 TR000401

1. ..................... Stalk switch

2. ..................... Left hand switch Panel.
3. ..................... Steering Wheel.
4. ..................... MDU (Monitor Display Unit)
5. ..................... Right hand switch panel.
6. ..................... Retarder Lever
7. ..................... Bin Lever
8. ..................... Transmission Shift Lever (Allison B35D and B40D) (ZF B25D and B30D)
9. ..................... Ashtray
10. ................... Cup Holder
11. ................... Refrigerator / Cooler.
12. ................... 24V Accessory Plug / Lighter.
13. ................... Park Brake
14. ................... Operators Seat
15. ................... Accelerator Pedal
16. ................... Brake Pedal.
17. ................... Foot Rest.
18. ................... Vents.
19. ................... Ignition
20. ................... Ashtray
21. ................... Mirror Adjustment.
22. ................... Vents.

Bell Training Center Revision 0.1 1

Chapter 1 ELECTRICAL B25D & B30D Mk I
OPERATOR CONTROL RIGHT HAND PANEL

2 3

TR000405

1. ..................... Park Brake.

2. ..................... Retarder Lever.
3. ..................... Transmission Shift Lever.
4. ..................... Bin Lever.

Bell Training Center Revision 0.1 2

Chapter 1 ELECTRICAL B25D & B30D Mk I
OPERATOR CONTROL SWITCHS

5
2 4
1 3

Left Of MDU Right Of MDU TR000406

1. ..................... Interior Light Switch.

2. ..................... Headlight Switch.
3. ..................... Hazard Switch.
4. ..................... Inter Axle Lock Switch.
5. ..................... Gear Hold.
6. ..................... Mirror Switch.

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Chapter 1 ELECTRICAL B25D & B30D Mk I
FUSES,DIODES,RELAYS AND CIRCUIT BREAKERS

1 2 3 4

TR000407

1. ..................... Circuit Breakers.

2. ..................... Diodes.
3. ..................... Fuses.
4. ..................... Relays.

The Fuses,diodes,relays and Circuit Breakers are located in the Roof panel of the cab.
The following diagrams illustrate the location of the components as shown in the Wiring
Schematics later in this Section.There is a decal located in the roof panel for easy location of
the Components.There is also a light which is operated with the cab light switch located left of
the MDU as Shown on Page 3

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Chapter 1 ELECTRICAL B25D & B30D Mk I
CIRCUIT BREAKERS

Located above the driver behind the pull down panel.





) ) ) ) )
   

) ) ) ) )
       

F1 - Park Lights. F7 - Seat Pump.

- Interior Lights. - Wiper Motor.
- Stop Lights. - Mirror Defrost.
- Hazards / Indicators. - Electrical Mirrors.
- Voltage Regulator. (4V) - Washer Motor.
F2 - Battery Supply to Fuses - - Horn Solenoid /
(F12, F13, F18, F19, F20, F21). Electrical Horn.
F3 - Ignition Supply to Fuses - F8 - Cold Start.
(F11, F14, F15, F16). F9 - Bin Float Solenoid.
F4 - Reverse Lights. - Neutral Relay.
- Head Lights. - Start Relay.
- Work Lights. - MDU / CCU Power
- Rotating Beacon. Relay.
F5 - Aircon / Headlight Relays. - Exhaust Brake Relay.
(Crank Cut Relay) F10 - Spare
F6 - Gear Hold.
- Bin Down Latch Solenoid.
- Park Brake Solenoid.
- CTD Solenoid.
- Automatic Greaser.
- Fan Drive Control Solenoid. TR000254

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Chapter 1 ELECTRICAL B25D & B30D Mk I
DIODES, RESISTORS AND FUSES

Located above the driver behind the pull down panel.

DIODES / RESISTORS
V1 3A V1 - Retarder / Exhaust -
brake light control.
V2 3A V2 - Stop Light -
V3 3A brake light control.
V4 3A V3 - Alternator D+
V5 3A V4 - CCU Control -
intermittent.
V6 3A V5 - Washer Control -
V7 3A intermittent.
SPARE V6 - Hazard Control -
MDU / CCU ignition.
SPARE V7 - Ignition Control -
SPARE MDU / CCU ignition.
R2 30k R2 - External pull up -
R1 830 Fuel Throttle.
R1 - External pull up -
Air pressure sender.
FUSES (KL(KL 15) - ignition positive
30) - Battery positive
F11 - Transmission (KL15)
F11 10A - F12 - Transmission (KL30)
F12 10A F13 - MDU / CCU. (KL15)
F13 5A (Battery feed to relay)
- Hazard input to CCU.
F14 5A F14 - Alternator D+
F15 10A F15 - CCU Program. (KL15)
F16 10A
- MDU Program. (KL15)
F17 - Diagnostic. (KL15)
10A F16 - Engine. (KL15)
F18 10A F17 - Reverse Camera.(12V)
F19 5A - FM Radio. (12V)
F20 10A F18 - Engine. (KL30)
F21 10A
F19 - MDU. (KL30)
F22 F20 - Diagnostic. (KL30)
15A F21 - Battery Balancer. (KL30)
- Accessory - Battery Balancer enable.
F22 - 2 Way Radio. (12V)

TR000339

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Chapter 1 ELECTRICAL B25D & B30D Mk I
RELAYS

Located above the driver behind the pull down panel.

 

. . . . .

. . . . .

. . . . .

. . . .

K1 - Neutral. K11 - Dip.

K2 - Start (Kl50). K12 - Bright.
K3 - Aircon / Lights Cut Out. K13 - Bin Float.
K4 - Reverse. K14 - Intermittent.
K5 - Stop Light. K15 - Accessory.
K6 - Exhaust Brake. K16 - ADM / MR Ignition Supply.
K7 - Park Brake. K17 - MDU / CCU Ignition Supply.
K8 - Gear Hold. K18 - Spare.
K9 - Left Indicator. K19 - Spare.
K10 - Right Indicator.

250D/300D uses 20 A TR000340

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Chapter 1 ELECTRICAL B25D & B30D Mk I

RELAY
In Bell we normally use a five pin relay,commonly known as a change over relay.
This type of relay can be wired normally open or normally closed.
A relay has two sections, the trigger section and the load section.

D


 

TR000237

The pin numbers are numbered as follows:

• 85 Trigger

• 86 Trigger

• 30 Supply

• 87 Normally open (Load)

• 87a Normally closed (Load)

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Chapter 1 ELECTRICAL B25D & B30D Mk I
CAN-BUS (SAE J1939)
INTRODUCTION

A general way to classify electric or electronic circuits is according to whether they are AC, DC
or whether they are digital or analog. Most of the circuits we are busy with in our everyday lives
at Bell are DC analog circuits. A typical example of this is the TPS on a C# truck which will be
explained in a bit further detail later in this chapter.

The basic principles of digital equipment involves DC current, not AC.

That helps make these principles very easy to learn. Actually, analog and digital refer to
different ways of transmitting and storing information in memory systems.

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Chapter 1 ELECTRICAL B25D & B30D Mk I
ANALOG SYSTEMS
Analog Signals Carry Information by Varying Smoothly Over a Range.
To begin understanding the difference between analog and digital forms or circuits of
information let’s consider some analog examples.
Figure 1 shows how the TPS on a C# truck is a varied Voltage through a smooth range to give
a reading to the Allison TCU on the Throttle Position of the Engine.
The Voltage in the wire is an analog of the TPS carrying information as a voltage from the TPS
sensor to the TCU. Zero volts means 0 counts viewed through a Pro- link,2.5 volts means half
way between 0 and 255 counts as viewed on the Pro-link it would show 127.5 counts. 5 Volts
would mean 255 counts as viewed on the Pro-Link.

5V ECU INPUT 0-5V VARIED

VOLTAGE VOLTAGE INPUT
TO ECU

HIGH IDLE LOW IDLE

TPS ALLISON
ECU

GROUND
Accelerator pedal moves potentiometer
contact and cotrols signal voltage to ECU
5V

ALLISON
0V 0 COUNTS
' ECU
2.5V 127.5 COUNTS
5V 255 COUNTS
GROUND
FIGURE 1 Shows a analog voltage between 0v and 5v
relevant to throttle position TR000192

5V INPUT A B 0-5 V OUTPUT

C GROUND

THROTTLE POSITION
SENSOR

TR000382

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Chapter 1 ELECTRICAL B25D & B30D Mk I
DIGITAL SIGNALS CARRY INFORMATION AS PATTERNS OF STATES
As an example consider a home-made Telegraph.It works like the old-fashioned clicking kind
that was common. To simplify our discussion, the receiving instrument is a light bulb instead
of a clicking sounder. It could just as well be a buzzer, or a tone generator feeding earphones
or a loudspeaker.
Using International Morse code, one operator is sending a message to the other operator.
Suppose the message happens to be about the accelerator pedal position. It is the first letters
of the message spelling out “THREE FOURTHS “It could have been the numbers “0.75”.

MORSE CODE
A N
B O
C P
D Q
E R
F S
G T
H U
I V
J W
K X
L Y
M Z
1 6
2 7
3 8
4 9
5 10
MEANING IN
LONG AND SHORT INTERNATIONAL
PULSES OF T H R E E MORSE CODE
VOLTAGE AND CURRENT DASHES AND DOTS

FIGURE 2 Telegraph circuit - Digital systems send information

as patterns of switched signals, similar to a telegraph
circuit. TR000193

Telegraph code uses short and long pulses of electric current called dots and dashes. The
letter T, for instance, is sent as a single dash (long pulse). The letter H is sent as four dots
(short pulses). The numeral 7 is two dashes followed by three dots. The sending operator
keeps all his dots at one length and all his dashes at another length. And he pauses for about
the same time between each letter. This is so the receiving operator can tell a dot from a dash
and can tell when a new letter is beginning.

Nothing about the electric signals is an analog of the information. At any instant, the transmitter
key is in one of two different states or conditions:
Closed (on) or open (off). And the receiving light is in either one of two states, ON or OFF. The
information is carried as coded patterns of changes from one state to another as time
passes. This is what makes the system digital instead of analog. Only two levels are
used to identify the signal at any instant in time.

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TRANSISTOR SWITCHING CIRCUITS HANDLE TWO ELECTRICAL STATES
A digital concept similar to that of a telegraph system is used when information is sent from
one part of a computer system to another. As an example, let’s see how a personal computer
tells a printer what characters to print. A printer is a machine which may resemble an automatic
typewriter. Characters are the marks that a printer or typewriter makes on paper, or that a
computer shows on its video display screen. That includes letters, numerals, punctuation
marks, and even empty spaces.
For now, we don’t need to understand all the circuitry involved in sending and receiving this
digital signal. Instead, Figure 3 just shows one output transistor stage in the computer and one
input transistor stage in the printer. In between, we see two of the wires in the connecting cable.
The silicon NPN transistors in the Figure 3 circuit are connected in what is called direct-coupled
transistor (DCT) circuitry. The output of one circuit is coupled directly to the input of the next
circuit. A DC voltage on an output appears on the next input. The circuitry used today may be
a bit more complicated and the voltage levels different, but the basic concepts are the same.
Each transistor is either all the way on (called “saturated”), or all the way off (called “cut-off”).
In switching back and forth between these tow states, a transistor zips rapidly through the part-
way-on condition as driven by the input signals. It is made to do that by the particular voltages
on the input and the values of the resistances used on the circuitry.

Computer 3V Printer 3V
DIGITAL SIGNALS
Input
stage
Output
stage Signals to
other
switching
Signals circuits
from switching
circuits Digital circutiry makes transistors
operate as switches - either
Silicon NPN type saturated(ON) or Cut off (OFF)
transistors
FIGURE 3 Computer to a printer - an example of real digital
signals from a PC to a printer. TR000194

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TIMED CHANGES ARE USED INSTEAD OF DOTS AND DASHES
How do digital systems transmit information by using these two electrical states? To find out,
let’s continue with the example of a computer sending characters to a printer through a single
wire plus a ground wire. Look at Figure 4. When no information is being sent, the signal wire
is in the low state. To begin sending a character the computer switches the signal high for a
certain short period of time. Let’s say the period is exactly one millisecond (one thousandth of
a second). This first one-millisecond signal that is in the high state is called the start bit because
it tells the printer to get ready to receive a character.
Then, to send the character, the computer switches the signal high or low several times in a
certain coded pattern. To allow the printer to recognize each change of voltage, the changes
are only permitted at certain times. In our example, changes can occur only at the end of each
millisecond after the beginning of the start bit. Seven milliseconds are allowed after the end of
the start bit to send one character. In each of those seven milliseconds, the signal voltage can
be either high or low. At the end of that time, the computer waits at least a couple of
milliseconds before sending the next start bit and character.
These seven voltage signals serve much the same purpose as dots and dashes in telegraph
code. Different patterns or combinations of the signals stand for different characters in a
special code. For example, as shown in Figure 4, “high-low-low-low-low-low-high” stands for
the capital letter “A”, and “low-high-low-low-high-high-low” stands for the “&” (ampersand)
character.
There is a special name for the fixed frequency at which changes of state are allowed in a
particular digital transmission line. It is called the baud rate (“baud” rhymes with “Claude”).
One baud would mean that the line changes state at intervals of one second. In our example,
the baud rate is one kilobaud, meaning a thousand possible changes in each second. There
is also a special name for the transmission. It is called serial transmission because each bit of
information needed to determine the character is sent in series, one bit after another in a timed
sequence.The Bell CAN has a tranfer rate od 250000 Kilo baud per second.

Start bit: High signal tells printer Information

to get ready to read 7 Signals

HI HI LO LO LO LO LO HI
HIGH STATE
LOW STATE
0 1 2 3 4 5 6 7 8
Frequency at which state
MILLISECONDS
can change is called the
Baud Rate
ONE-MILLISECOND INTERVAL=
1000 BAUD OR 1 KILOBAUD
START BIT

LO HI LO LO LO HI HI LO = AMPERSAND"&"

FIGURE 4 SERIAL TRANSMISSION - Digital information is sent in

a single wire by switching states at fixed intervals
Seven intervals are enough for one character.
TR000195

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Chapter 1 ELECTRICAL B25D & B30D Mk I
TWO ELECTRICAL STATES STAND FOR BITS IN BINARY NUMBERS
Now here is a very important point for your understanding of digital electronics: To write and
keep track of the many possible combinations of high or low signals in digital information, the
combinations are treated as binary numbers. Binary numbers are also called base two
numbers. An example is shown in Figure 5
These days, most children learn about decimal numbers in elementary school.
When written in ordinary decimal form, integers (whole numbers) are expressed as so many
ones, so many tens, so many hundreds, and so forth. As shown in Figure 5, each place in the
number has a value ten times the place to the right. This requires using ten (for decimal)
different symbols called decimal numerals or digits: 0,1,2,3,4,5,6,7,8, and 9. But in binary
form, whole numbers are expressed as so many ones, so many twos, so many fours, and so
forth. Each place in the number has twice the value of the next place to the right. Binary
numbers use only two digits instead of ten: just 0 and 1.
So, in binary form, as shown in Figure 5, a number is written as a string of ones and zeroes.
For instance, the integer one is written as 1. Two would be 10, which we read as “one-zero”. It
means a two and no one. Three would be 11 (“one-one”, not eleven), meaning a two and a
one. Four would be 100, called “one-zero-zero”, meaning a four, no two, and no one. Five
would be 101, meaning a four, no two, and a one. One hundred would be 1100100. That
means a sixty-four, a thirty-two, no sixteen, no eight, a four, no two, and no one.
Each zero or one in a binary number is called a binary digit. Or bit for short. Bit also means
a little piece of information. In fact, a bit is the smallest possible piece of information in a digital
system. It expresses a choice between only two possibilities. In a binary number, for instance,
a particular bit can say either, “Yes, there is a 64 in this number,“ or, “No, there is not a 64 in
this number.

MILLIONS 128
HUNDRED THOUSANDS 0
TEN THOUSANDS 32
THOUSANDS 0
0
HUNDREDS
TENS 16
ONES 2

5,271,903 10110010 178

DECIMAL NUMBER SYSTEM BINARY NUMBER SYSTEM
Each place has a value ten times greater than Each place has a value twice as great as the next
the next place to the right. place to the right.Two numerals or digits are used
Ten numerals or digits are used To the power of two
or to the power of ten.
0 (Zero=no)
1 (One=yes)
These digits are called bits
FIGURE 5 Binary numbering system - In digital systems,binary numbers
are used to write and keep track of many possible combinations
of the two possible electrical states
TR000196

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Chapter 1 ELECTRICAL B25D & B30D Mk I
In a digital system, the two electrical states stand for bits. As indicated in Figure 6, usually the
higher (or more positive) voltage in a particular conductor stands for 1 and the lower (or less
positive) voltage stands for 0. This convention is called positive logic,
Using positive logic, the code for the capital letter “A” that we mentioned before (high-low-low-
low-low-low-high) is the binary number 1000001 or the decimal number 65.
Each character that the computer sends to the printer is coded as a seven-bit binary number
like this, plus the start bit at the beginning. So you could say that what the computer really
sends to the printer is a series of binary numbers. The printer, in turn, interprets each number
and prints the character that it stands for.

MILLISECONDS
1 2 3 4 5 6 7 8
HI LO LO LO LO LO HI ELECTRICAL STATE
VOLTAGE SIGNAL

1 0 0 0 0 0 1 BINARY SIGNAL
TRANSMITTED
64 32 16 8 4 2 1 VALUE OF BITS

64 PLUS 1 EQUALS 65
STANDS FOR THE LETTER A
IN THE ASCII CODE
FIGURE 6 Digital code for "A" - using "positive logic" The high state is called a 1
and the low state a 0. This in turns a set of states into binary language.
TR000197

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Chapter 1 ELECTRICAL B25D & B30D Mk I
29 BIT IDENTIFIER CAN (SAE J1939)

THE REASON FOR IMPLEMENTING "CAN" IN OUR MACHINERY!

The industry of the 21st century is becoming ever more demanding with regards to the world
of electronics and fuel emissions. Therefore we have had to concentrate on these areas in the
design of the D Series Articulated Dump Truck.The Future of all Data transfer tends to lean to
the digital world for example Cell Phones, CD , or DVD.
Thus the implementation of the CAN allows us to move away from the analog means of
connecting components such as TPS or even a clock type gauge on the B40C.This analog
system (Using Resistance) tends to be bulky and unreliable.
The "CAN" is a means of transferring data between components and in the case of the D
Series there is a "CAN" Between Five components namely the:

MDU Monitor Display Unit

TCU Transmission Control Unit

CCU Chassis Control Unit

ECU Commonly known as the ADM is the Engine

control unit (Cab Mounted).
MR Engine mounted control unit.

There are numerous advantages of using a "CAN" system:

• Reliable

• Fast

• Cost effective

• High flexibility.

WHAT EXACTLY IS A "CAN BUS"

The Controller Area Network (CAN) is a serial communications protocol that efficiently
Distributes real time control (Data) with great Data integrity.In other words it is a system that
sends data (In a binary code or math between electronic control units.)

The following illustrations describe the Bell “CAN” and the tests that can be carried out
to test the Wiring.

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REMOVE THIS PAGE AND INSTALL

CANBUS LOCATION A3 TR000381

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Chapter 1 ELECTRICAL B25D & B30D Mk I

REMOVE THIS PAGE AND INSTALL

SAE J1939 CANBUS A3 TR000351

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Chapter 1 ELECTRICAL B25D & B30D Mk I
TESTING THE “CANBUS”

The construction of the “CAN” line is of a high quality cable consisting of a CAN_H and a
CAN_L cable.These two cables carry the information in Series to and from the Control units in
the system.CAN_H and CAN_L Both send the same messages and basically check on each
other.
The O’s and 1’s are created by voltages that are produced inside the control units.The two
cables are protected by a shield around the outside to prevent in EMI
(Electro Magnetic Interferences).This EMI can cause false or incorrect signals in the system.

The “CANBUS” has two resistors connected to the end of the “CAN line.” These Resistors are
fitted to Terminate the signals in the “BUS”.If these Resistors where not fitted the signals would
reflect in the “CAN” line and the System would not work.The Resistors also play an important
Role in the system for the technician,The resistors are connected across the CAN_H and
CAN_L lines.If You measure the Resistance across any of the two lines at any of the control
units you will measure 60 Ohms.A short circuit or open circuit will cause the resistances to
change.

The Resistance is worked out as follows:

%# 
1 
2

1 
2

%#  
  
 

%#  

%# 
TR000359

There are numerous errors that can occur within the system.

1. CAN_H Short to ground.

2. CAN_L Short to ground.
3. CAN_H Short to CAN_L.
4. CAN_H Open circuit.
5. CAN_L Open circuit
6. CAN_H and CAN_L Open circuit.
7. CAN _H or CAN_L shorted to a Arbitrary Potential (Voltages)

Any of these errors will cause a Error code to come up on the MDU Display.

The Display will show For example “CCU CAN ERROR” on the display.

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Chapter 1 ELECTRICAL B25D & B30D Mk I
CHECKING THE CABLES

When testing the “CANBUS” the most important factor will be the 60 Ohm reading across the
CAN_H and CAN_L.

Note: A digital Multi meter Must be used to check any readings on the D Series Machines.

Before beginning the troubleshooting process, read and understand the following:

• Wire identification presents the Connector,the terminal on the connector and the colour.

• Shut off the engine and ignition before any harness connectors are disconnected or
connected.

• When disconnecting a harness connector, be sure that pulling force is applied to the
connector itself and not the wires extending from the connector.

• Inspect all connector terminals for damage. Terminals may have bent or lost the necessary
tension to maintain firm contact.

• Clean dirty terminals or connectors with isopropyl alcohol and a cotton swab, or a good
quality, non-residue, non-lubricating solvent.

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Chapter 1 ELECTRICAL B25D & B30D Mk I
CHECKING OPENS, SHORTS BETWEEN WIRES AND SHORTS TO GROUND ON THE
CAN HARNESS

Note : Always make sure that all the connectors are removed from all the control units before testing.

• Thoroughly clean corroded or dirty terminals. If dirty or corroded terminals are the probable
cause of the problems, reconnect the clean connectors and operate the vehicle normally.

• If all connectors are clean and connected correctly, determine which Control unit is causing
the error on the display.Remove all the connectors on the control units and measure the
resistance of the “CAN BUS” as shown below for each fault.

• Very important : Note where you are measuring on the CAN Harness as Each Control
unit has a “PIGTAIL” which connects the control unit onto the “CAN”

• “PIGTAILS” must be measured first to eliminate whether the problem is on the

Actual “CAN” Harness or the PIGTAIL Harness for each control Unit.

We will first discuss the procedure to measure the All the “Pigtails and then the actual “CAN”
Harness.

Each “PIGTAIL” is graphically represented.

Please Note that the “PIGTAILS” are part of the ECU Harness or The TCU Harness Or the
CCU Harness Or the MDU Harness

Each control unit has there own connector as they are manufactured by Different OEM’S
The Small “PIGTAIL” convert these connectors into a common Deutch Connector that
connects onto the Main “CAN” Line.

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Chapter 1 ELECTRICAL B25D & B30D Mk I
CCU “PIGTAIL” (FROM THE MAIN CCU CONNECTOR TO THE MAIN CAN HARNESS)

The figure below shows the CAN_H and CAN_L shorted to each other,A Multimeter must be
used to check the condition on Plug X5 pin D3 and E3.Check for continuity between the wires
CAN_H and CAN_L

Figure 1. Shows CAN_H or CAN_L shorted to ground. Check continuity on Plug X5 pin D3 to
Ground and E3 to ground.

Figure 2. Shows CAN_H or CAN_L shorted to a voltage. Check Voltage on Plug X5 pin D3
and E3.

Figure 3. Shows CAN_H or CAN_L Open Circuit. Check continuity on Plug X5 pin D3 to Plug
X13 pin A.The Same must be done for CAN_L on Plug X5 pin E3 and Plug X13 pin B.

Note That connector X 5 and X18 are disconnected.

CAN CONNECTOR
CCU
X18
PIGTAIL"CAN" HARNESS A - CAN-H
B - CAN-L

CONNECTOR
CCU To Main CAN
X5 Wires shorted Harness
D3 - CAN-H together
E3 - CAN-L

VOLT/OHM- CAN_H or CAN_L

METER Shorted to ground
(VOM)

Fig 1

CAN_H or CAN_L
CAN_H or CAN_L
Shorted Open circuit or both
to a Voltage Open Circuit

A voltage from 0-24V

Fig 2 Fig 3
TR000370

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Chapter 1 ELECTRICAL B25D & B30D Mk I
MDU “PIGTAIL” (FROM THE MAIN MDU CONNECTOR TO THE MAIN CAN HARNESS)

The figure below shows the CAN_H and CAN_L shorted to each other,A Multimeter must be
used to check the condition on Plug X12 pin A and B.Check for continuity between the wires
CAN_H and CAN_L

Figure 1. Shows CAN_H or CAN_L shorted to ground. Check continuity on Plug X12 pin A to
Ground and B to ground.

Figure 2. Shows CAN_H or CAN_L shorted to a voltage. Check Voltage on Plug X12 pin A
and B.

Figure 3. Shows CAN_H or CAN_L Open Circuit. Check continuity on Plug X12 pin A to Plug
X13 pin A.The Same must be done for CAN_L on Plug X12 pin B and Plug X13 pin B.

Note That connector X12 and X 13 are disconnected.

CAN CONNECTOR
MDU
X13
PIGTAIL"CAN" HARNESS A - CAN-H
B - CAN-L

CONNECTOR
MDU To Main CAN
X12 Wires shorted Harness
A - CAN-H together
B - CAN-L

VOLT/OHM- CAN_H or CAN_L

METER Shorted to ground
(VOM)

Fig 1

CAN_H or CAN_L
CAN_H or CAN_L
Shorted Open circuit or both
to a Voltage Open Circuit

A voltage from 0-24V

Fig 2 Fig 3
TR000377

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Chapter 1 ELECTRICAL B25D & B30D Mk I
ECU “PIGTAIL” (FROM THE MAIN ECU CONNECTOR TO THE MAIN CAN HARNESS)

The figure below shows the CAN_H and CAN_L shorted to each other,A Multimeter must be
used to check the condition on Plug X7 pin 21-19 and 21-21.Check for continuity between the
wires CAN_H and CAN_L.

Figure 1. Shows CAN_H or CAN_L shorted to ground. Check continuity on Plug X7 pin 21-19
to Ground and 21-21 to ground.

Figure 2. Shows CAN_H or CAN_L shorted to a voltage. Check Voltage on Plug X7 pin 21-19
and 21-21.

Figure 3. Shows CAN_H or CAN_L Open Circuit. Check continuity on Plug X7 pin 21-19 to
Plug X19 pin A.The Same must be done for CAN_L on Plug X7 pin 21-21 and Plug X19 pin B.

Note That connector X7 and X 19 are disconnected.

CAN CONNECTOR
ECU
X19
PIGTAIL"CAN" HARNESS A - CAN-H
B - CAN-L

CONNECTOR
ECU To Main CAN
X7 Wires shorted Harness
21-19 - CAN-H together
21-21 - CAN-L

VOLT/OHM- CAN_H or CAN_L

METER Shorted to ground
(VOM)

Fig 1

CAN_H or CAN_L
CAN_H or CAN_L
Shorted Open circuit or both
to a Voltage Open Circuit

A voltage from 0-24V

Fig 2 Fig 3
TR000378

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Chapter 1 ELECTRICAL B25D & B30D Mk I
TCU “PIGTAIL” (FROM THE MAIN TCU CONNECTOR TO THE MAIN CAN HARNESS)

The figure below shows the CAN_H and CAN_L shorted to each other,A Multimeter must be
used to check the condition on Plug X1 pin 25 and 7.Check for continuity between the wires
CAN_H and CAN_L

Figure 1. Shows CAN_H or CAN_L shorted to ground. Check continuity on Plug X1 pin 25 to
Ground and 7 to ground.

Figure 2. Shows CAN_H or CAN_L shorted to a voltage.Check Voltage on Plug X1 pin 25 and
7.

Figure 3. Shows CAN_H or CAN_L Open Circuit. Check continuity on Plug X1 pin 25 to Plug
X95 pin A.The Same must be done for CAN_L on Plug X1 pin 7 and Plug X95 pin B.

Note That connector X1 and X95 are disconnected.

PIGTAIL"CAN" HARNESS

CONNECTOR
TCU To Main CAN
X1 Wires shorted Harness
25 - CAN-H together
7 - CAN-L

VOLT/OHM- CAN_H or CAN_L

METER Shorted to ground
(VOM)

Fig 1

CAN_H or CAN_L
CAN_H or CAN_L
Shorted Open circuit or both
to a Voltage Open Circuit

A voltage from 0-24V

Fig 2 Fig 3
TR000379

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Chapter 1 ELECTRICAL B25D & B30D Mk I
DIAGNOSTIC “PIGTAIL”
(FROM THE MAIN DIAGNOSTIC CONNECTOR TO THE MAIN CAN HARNESS)

The figure below shows the CAN_H and CAN_L shorted to each other,A Multimeter must be
used to check the condition on Plug X15 pin D and C.Check for continuity between the wires
CAN_H and CAN_L

Figure 1. Shows CAN_H or CAN_L shorted to ground. Check continuity on Plug X15 pin D to
Ground and C to ground.

Figure 2. Shows CAN_H or CAN_L shorted to a voltage.Check Voltage on Plug X15 pin D and
C.

Figure 3. Shows CAN_H or CAN_L Open Circuit. Check continuity on Plug X15 pin D to Plug
X16 pin B.The Same must be done for CAN_L on Plug X15 pin C and Plug X16 pin A.

Note That connector X15 and X16 are disconnected.

PIGTAIL"CAN" HARNESS

CONNECTOR
DIAGNOSTIC To Main CAN
X15 Wires shorted Harness
C - CAN-H together
D - CAN-L

VOLT/OHM- CAN_H or CAN_L

METER Shorted to ground
(VOM)

Fig 1

CAN_H or CAN_L
CAN_H or CAN_L
Shorted Open circuit or both
to a Voltage Open Circuit

A voltage from 0-24V

Fig 2 Fig 3
TR000380

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Chapter 1 ELECTRICAL B25D & B30D Mk I
MAIN “CAN” HARNESS

The Main “CAN” Harness is measured in Ohms and One should measure 60 Ohms as per the
calculation shown previously.The reading obtained in Ohms is very important as previously
discussed as this will determine if there is a problem with the “CAN” Line

The figure below shows the main “CAN” Harness

N AC G AID
N A C U CC

N A C U CE

N AC U D M
N AC UCT
C - 59X

C - 61X

A - 61X

C - 31X

A - 31X
C - 81X

C - 91X
A - 81X

A - 91X

B - 59X

B - 61X

B - 31X
B - 81X

B - 91X

A - 59X
120 OHM 3 WAY

DLEIHS
120 OHM 3 WAY
DEUTSCH CAN DEUTSCH CAN
TERMINATOR TERMINATOR

X94 - A YL 1.0 X93 - A

X94 - B GN 1.0 X93 - B
X94 - C SHIELD X93 - C

TR000383

Once all the “PIGTAILS” have been removed each connector can be measured for 60 Ohms.

There are Numerous faults that can occur to prevent the 60 Ohms reading from being
obtained.

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Chapter 1 ELECTRICAL B25D & B30D Mk I
“CAN” SHORT TO GROUND

A short to ground on one or both “CAN” lines will result In continuity being read to ground.
Check the continuity on any connector as shown below.
Make sure that the ground you are using is a good clean ground.

CAN_H or CAN_L
Shorted to ground

VOLT/OHM-
METER
(VOM) Fig 1

N AC G AID
N A C U CC

N A C U CE

N AC U D M
N AC UCT
C - 59X

C - 61X

A - 61X

C - 31X

A - 31X
C - 81X

A - 81X

C - 91X

A - 91X

B - 61X

B - 31X
B - 81X

B - 91X

B - 59X
A - 59X

120 OHM 3 WAY

DLEIHS

120 OHM 3 WAY

DEUTSCH CAN DEUTSCH CAN
TERMINATOR TERMINATOR

X94 - A YL 1.0 X93 - A

X94 - B GN 1.0 X93 - B
X94 - C SHIELD X93 - C
TR000399

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Chapter 1 ELECTRICAL B25D & B30D Mk I
“CAN “OPEN CIRCUIT

A Open circuit on one or both “CAN” lines will result in only one resistor being read which will
show 120 Ohms on the multimeter.
Check the resistance on all the connectors as shown below.
Also Check the Resistance of the individual Resistors (120 Ohms)

CAN_H or CAN_L
Open circuit or both
Open Circuit

VOLT/OHM-
METER
(VOM) Fig 1

N AC G AID
N A C UC C

N A C U CE

N A C UD M
N A C UC T
C - 59X

A - 61X

A - 31X
C - 61X

C - 31X
C - 81X

A - 81X

C - 91X

A - 91X

B - 61X

B - 31X
B - 81X

B - 91X

B - 59X
A - 59X

120 OHM 3 WAY

DLEIHS

120 OHM 3 WAY

DEUTSCH CAN DEUTSCH CAN
TERMINATOR TERMINATOR

X94 - A YL 1.0 X93 - A

X94 - B GN 1.0 X93 - B
X94 - C SHIELD X93 - C
TR000402

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Chapter 1 ELECTRICAL B25D & B30D Mk I
“CAN” SHORT TO POSITIVE 0 -24 VOLTS

CAN_H or CAN_L must also be measured for a voltage at the connectors in case the lines
have shorted to a positive.
Check from any connector to ground for a Voltage, make sure that the ground you are using
is a good clean ground.

CAN_H or CAN_L

Shorted
to a Voltage

VOLT/OHM-
METER A voltage from 0-24V
(VOM)

E
N AC G AID
N A C UC C

N AC U CE

N A C UD M
N A C UC T
C - 59X

A - 61X

A - 31X
A - 81X

A - 91X

C - 61X
B - 61X

C - 31X
B - 31X
C - 81X

C - 91X
B - 81X

B - 91X

B - 59X
A - 59X

120 OHM 3 WAY

DLEIHS

120 OHM 3 WAY

DEUTSCH CAN DEUTSCH CAN
TERMINATOR TERMINATOR

X94 - A YL 1.0 X93 - A

X94 - B GN 1.0 X93 - B
X94 - C SHIELD X93 - C
TR000403

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Chapter 1 ELECTRICAL B25D & B30D Mk I
CHASSIS CONTROL UNIT (CCU)

The Chassis Control Unit is commomly known as the “CCU”.

This processer reads Inputs ,Outputs and “CAN-BUS” (J1939)

Inputs : Digital signals ( Ground eg: Indicator left turn signal from indicator
switch)
Annalog signals (Variable resistance eg: Air pressure sender unit)
CAN-bus (J 1939) signals (eg: Engine temperatre)

Outputs : Digital signals ( +24V dc eg: Energise left turn indicator)

Pulse width modulated signals (eg:Interaxle diff lock)
CAN-bus (J 1939) signals (eg: To bring on the MDU left turn signal)

Example: When the indicator switch is moved to left turn it closes the ground signal
to the CCU.The CCU recieves this digital ground signal processes it and
sends out and intermittent digital +24V signal to the Left turn indicator re-
lay controlling the flashing. At the same time it will send out a “CAN-
BUS” (J1939) signal to the MDU to bring on the left turn indicator signal
light.

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Chapter 1 ELECTRICAL B25D & B30D Mk I
CCU WITH THE THREE CONNECTORS

CONNECTOR (X4)

CONNECTOR (X5A)

CONNECTOR (X5B)

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Chapter 1 ELECTRICAL B25D & B30D Mk I
CCU CONNECTOR (X4)

Table 1:

PIN TYPE OF OUTPUT/IN- FUNCTION RANGE

NUMBER PUT
A1 Relay Driver Park Brake Output 24V
A3 Ignition Supply Ignition Supply 24V
C1 Relay Driver Left Indicator Output 24V
D1 Relay Driver Right Indicator Output 24V
G3 Cold Start Positive Output 24V
H3 Relay Driver Brake Light Output 24V
J1 Relay Driver Wiper Intermittent Out- 24V
put
J2 Relay Driver Bin Float Control Output 24V @ 0-5 degrees
J3 Bootstrap/loader Bootstrap Programming 24V / Open Circuit
K1 Ignition Supply Ignition Supply 24V
K2 Ground Ground
K3 Ground Ground

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Chapter 1 ELECTRICAL B25D & B30D Mk I
CCU CONNECTOR (X5A)

Table 2:

PIN TYPE OF OUTPUT/IN- FUNCTION RANGE

NUMBER PUT
A1 Ignition Supply For Board Ignition Power Supply (Kl15) 28V
A2 Ignition Supply For Bts611 Ignition Power Supply (Kl15) 28V
A3 12v Ignition Supply 12v Ignition Power Supply 14V
B3 Digital Input Sart Signal Input (Kl 50) 24V / OPEN CIR-
CUIT
C1 Ground Ground (Kl 50) 0V
C2 Ground Ground (Kl 50) 0V
D1 Pulsed Input Hazard Input 24V / OPEN CIR-
CUIT
D3 Can High Can High
E2 Can Shield Can Shield
E3 Can Low Can Low
F3 Rs232 - Tx Rs232 Programming Line-tx
G3 Rs232 - Rx Rs232 Programming Line-rx
J1 Ignition Supply Positive Input 24V
K1 Exhaust Brake Solenoid Positive Input 24V
K2 Bootstrap Rs232 Bootstrap Programming Pin 24V/ Open Cir-
cuit

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Chapter 1 ELECTRICAL B25D & B30D Mk I
CCU CONNECTOR (X5B)

PIN TYPE OF OUTPUT/IN- FUNCTION RANGE

NUMBER PUT
L1 PWM Output Pneumatic Blow off Output 24V
M1 PWM Output Hydraulic cut out Output 24V
M2 Annalog Input Bin position sensor input 0-5V (0-100%)
M3 Annalog sensor supply Bin position sensor supply 5V
N1 PWM Output Interaxle difflock output 24V
P1 Ground Sensor return 0V
P2 Ground Sensor return 0V
R1 Spare
R2 Annalog input Hydraulic temperature 350-10ohm(20-120degC)

R3 Annalog input System air pressure 5-200 ohm (0-10bar)

S3 Annalog input Fuel Level Sensor 0-100 ohm (0-100bar)

T1 Digital input Gear hold Ground/Open circuit

T2 Digital input Intermittant wiper input 24V/Open circuit

W1 Digital input Right indicator input Ground/Open circuit

W3 Digital input Service brake input 24V/Open circuit

X1 Digital input Interaxle dash switch input Ground/Open circuit

X2 Digital input Left indicator input Ground/Open circuit

X3 Digital input Park brake light input Ground/Open circuit

Y1 Digital input Low engine coolent level Ground/Open circuit

Y2 Digital input Cold start input Ground/Open circuit

Y3 Digital input Park brake latching input Ground/Open circuit

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Chapter 1 ELECTRICAL B25D & B30D Mk I

MDU (MONITOR DISPLAY UNIT)

TR000282

The Monitor Display Unit, commonly known as the “MDU” is a multi-functional display unit.
This unit is capable of displaying vehicle speed in Kilometers per hour and Miles per hour.
A Fuel gauge,Engine oil pressure gauge, Coolant Temperature gauge,Transmission
Temperature gauge and Air pressure gauge have been incorporated for easy and clear
viewing for the operator. There are two alpha numeric displays which can show numerous
values selected by the operator,there are five main menus,each menu having sub-menu’s
(Each menu will be discussed later in this section).These are selected by using the four push
buttons on the right-hand side of the unit.
The unit also consists of warning indicators (Lights), For example:General warning, change in
direction,transmission fault or bin up.

The MDU receives all of its information from Digital inputs or CAN -BUS signals
from the other vehicle Control units such as Chassis Control Unit (CCU),Transmission Control
Unit (TCU) or ECU (ADM) (Engine Management System)

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Chapter 1 ELECTRICAL B25D & B30D Mk I
MDU LAYOUT
5 6 7 8 9
1 2 3 4 10 11 12 13
34 COLD
START
COOLANT
LEVEL
ENGINE
FA ULT
EMERGENCY
STEERING
PARK
BRAKE BRAKE
PRESSURE BRAKE
TEMP HYDRA ULIC
14
33
TEMP

BATTERY RETARDER TRANSMISSION BIN INTER-AXLE DIFF

15
CHARGE FA ULT UP DIFF LOCK LOCK

32 16
ENGINE OIL
PRESSURE
COOLA NT
TEMP 30 km/h
40
50 MENU 17
20 60
18
20 30

31 10
10
mph
40
70 RPM
BACK

30 0 50
80 NEXT 19
AIR TRA NS OIL 0
PRESSURE TEMP
FUEL
HOURS

VOLTS volts
SELECT 20

29 28 27 26 25 24 23 22 21 TR000316

1: Cold Start 18: Back (Push Button)

2: Coolant Level 19: Next (Push Button)
3: Engine Fault 20: Select (Push Button)
4: Emergency Steering 21: Fourth display line
5: Left Indicator 22: Third display line
6: General Warning Light 23: Second display line
7: High Beam Indicator 24: Master display line
8: Over Rev Light 25: Fuel Gauge
9: Right Indicator 26: Speedometer
10: Park Brake Indicator 27: Alpha Numerical display screen
11: Brake Pressure 28: Transmission Temperature gauge
12: Brake Temperature 29: Air Pressure gauge
13: Hydraulic Temperature 30: Coolant Temperature gauge
14: Diff Lock 31: Engine Oil Pressure gauge
15: Inter - Axle Lock 32: Transmission Fault
16: Bin Up 33: Retarder Light
17: Menu (Push Button) 34: Battery Charge Light

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Chapter 1 ELECTRICAL B25D & B30D Mk I
MDU INPUT AND OUTPUTS

MENU

BACK

NEXT

SELECT

1 2 3 4 5 6 7 8 9 10 1 2 3 4 5 6

21X
11 X

A BC DEFGH J K AB CDE F
X11 X12

K J H G F F E D
A B C D E A B C

Connectors as viewed from the Back

TROOO102

PLUG X11 PLUG X12

1: N/O Low Accumulator Brake pressure. 1: J1939 CAN-H
Input 123 Bar > 12.3 mpa > (Ground)
2: N/O Emergency Steering Input 2: J1939 CAN-L
9 bar > 0.9 mpa> (Ground)
3: N/O Inter -Axle Diff lock pressure Input 3: Not Used
(Ground)
4: Not Used 4: Not Used
5: N/O High Beam Input 5 and 6: Are Used for MDU end of line
(Ground) Programming.
6: Buzzer (Ground) Output
7: Battery Positive (Positive) Input Fuse 9
5Amp
8: Buzzer (Positive) Output
9: Ignition Positive (Positive) Input Fuse 3
5Amp
10: Chassis (Ground)

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Chapter 1 ELECTRICAL B25D & B30D Mk I
MDU MENU STRUCTURE
When the key is turned to the “ON” position all the lights on the MDU will illuminate,the Alpha
numeric displays will show all characters (e.g 88888888888 ) and a alarm will sound for 3 Beebs.
This is the test mode and all systems and lights will be checked every time the ignition is
turned.

The MDU will then enter the Default screen or start up screen.

Note: The values that are displayed below are examples only.

With the MDU in the normal default screen

bell b25d 7 the following is displayed:
2
1 3 N 1: Message display window - B25D or the value
selected by the operator.
4 712 n/min
2: Gear display - 0
3: Tachometer display - 600 Rpm
5 2314
4: Hour meter display - 2314 hrs
6 27.7 volts 5: Message display window - 27.7 V
TR000317 6: Message display window
7: F/N/R display

When The “SELECT” button is pressed when the ignition is “OFF” the fuel guage will
show the last recorded fuel reading,Show the Hours and what truck you are in.

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Chapter 1 ELECTRICAL B25D & B30D Mk I
DEFAULT OPTIONS AVAILABLE FOR THE B25D / B30D ARE AS FOLLOWS

bell b25D
MENU
To MENU A / B / C / D / E
NEXT

binTIP COUNT

NEXT

trip km

NEXT

triptime min

NEXT

tripfuel l/h

NEXT

odo km

NEXT

lc ku p clutch

NEXT

trans temp c

NEXT

re t temp c By pressing the "NEXT" button for three beebs

NEXT
you will enter the default menu
and can choose any of the options shown.
re tader TORQ If the Ignition is turned "OFF" at "RET TEMP"
NEXT NEXT for example The display shows "RET TEMP
when the ignition is turned "ON" again.One must
eng temp c
always press the "NEXT" button for three beebs
NEXT to enter the default menu.
eng pres bar
If "MENU" is pressed menu "A" will be displayed
NEXT

eng oil lvl

NEXT

fuel con l/h

NEXT

AC TUAL TORQ

NEXT

ENG RET torq

NEXT

fuel l

NEXT

air pres bar

NEXT

hyd te mp c

NEXT

br ak e te mp c
TR000408

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Chapter 1 ELECTRICAL B25D & B30D Mk I
Numerous different options can be displayed as the default value or display.The display may
not always show “B25D”,this is only a end of line default and can be change by the operator at
any time.

To change the default display press the “NEXT” Button for 3 beebs until the message display
window (1) changes to the first option : “BIN TIP COUNTER”.From here the operator can select
different options as the default display by pressing the “NEXT” button until the desired default
is chosen.The message display window (2) will display the value which corresponds to the
option chosen in the message display window (1).

If the key is turned “OFF “ and “ON “ again the message display window (1) will display the
option chosen by the operator.

1
PARK BRAKE
BRAKE PRESSURE BRAKE
TEMP HYDRAULIC
TEMP

BIN INTER-AXLE DIFF

UP DIFF LOCK LOCK

20
30
40
km/h

20 30
50
60
MENU

mph BACK
10
10 40
70 RPM
0 50
80 NEXT
0
HOURS
TRANS OIL
TEMP

FUEL

SELECT
VOLTS volts

TR000410

Option 1: BIN TIP COUNTER

The message display window (1) will show

“BIN TIP COUNTER “,this shows the operator how many times the bin has been raised and
lowered in the message display window (2).
The Message display window (2) can show 5 digits and will count till “99999” unless reset by
the operator in MENU A (This will be discussed later in this section)

Press “NEXT” to proceed to the following option.

Note if the key has been turned “OFF” and then “ON”press “NEXT” for 3 Beebs to proceed to the next
option.

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Chapter 1 ELECTRICAL B25D & B30D Mk I
Option 2: TRIPMETER IN KILOMETERS OR MILES

The message display window (1) will show

“TRIP KM “,this shows the operator how many Kilometers / Miles he has covered since the Trip
meter was reset in the message display window (2).
The Message display window (2) can show 5 digits and will count till “99999” unless reset by
the operator in MENU A (This will be discussed later in this section)

Press “NEXT” to proceed to the following option.

Note if the key has been turned “OFF” and then “ON”press “NEXT” for 3 Beebs to proceed to the next
option.

Option 3: TRIP TIME IN MINUTES

The message display window (1) will show

“TRIPTIME MIN “,this shows the operator how many Minutes he has taken to cover a Trip
since the “TRIPTIME MIN” was reset in the message display window (2).
The Message display window (2) can show 5 digits and will count till “99999” unless reset by
the operator in MENU A (This will be discussed later in this section)

Press “NEXT” to proceed to the following option.

Note if the key has been turned “OFF” and then “ON”press “NEXT” for 3 Beebs to proceed to the next
option.

Option 4: TRIP FUEL LITERS PER HOUR

The message display window (1) will show

“TRIPFUEL L/H “,this shows the operator how many liters of fuel have been used per hour for
a specific trip .
The Message display window (2) will show first liters and then the hours.This can be reset by
the operator in MENU A (This will be discussed later in this section)

Press “NEXT” to proceed to the following option.

Note if the key has been turned “OFF” and then “ON”press “NEXT” for 3 Beebs to proceed to the next
option.

Option 5: ODOMETER

The message display window (1) will show

“ODO KM “,this shows the operator how many Total Kilometer / Miles the vechile has covered
since it was new.
The Message display window (2) can show 5 digits and will count till “99999” .
This option cannot be reset.

Press “NEXT” to proceed to the following option.

Note if the key has been turned “OFF” and then “ON”press “NEXT” for 3 Beebs to proceed to the next
option.

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Chapter 1 ELECTRICAL B25D & B30D Mk I
Option 6: LOCK-UP ON / OFF

The message display window (1) will show

“LCKUP CLUTCH “,this shows the operator if the lock- up clutch in the transmission is engaged
or disengaged.
The Message display window (2) will show “ON” or “OFF”.

Press “NEXT” to proceed to the following option.

Note if the key has been turned “OFF” and then “ON”press “NEXT” for 3 Beebs to proceed to the next
option.

Option 7: TRANSMISSION TEMPERATURE

The message display window (1) will show

“TRANS TEMP C “,this shows the operator the Temperature of the transmission.
The Message display window (2) will show the actual Sump temperature

Note: this is not torque convertor out temperature.

Press “NEXT” to proceed to the following option.

Note if the key has been turned “OFF” and then “ON”press “NEXT” for 3 Beebs to proceed to the next
option.

Option 8: RETARDER TEMPERATURE

The message display window (1) will show

“RET TEMP C “,this shows the operator the Temperature of the transmission retarder.
The Message display window (2) will show the actual retarder temperature.

Press “NEXT” to proceed to the following option.

Note if the key has been turned “OFF” and then “ON”press “NEXT” for 3 Beebs to proceed to the next
option.

Option 9: RETARDER TORQUE

The message display window (1) will show

“RETADER TORQ “,this shows the operator the torque of the transmission retarder.
The Message display window (2) will show a calculation of the retader torque in %.

Press “NEXT” to proceed to the following option.

Note if the key has been turned “OFF” and then “ON”press “NEXT” for 3 Beebs to proceed to the next
option.

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Chapter 1 ELECTRICAL B25D & B30D Mk I
Option 10: ENGINE TEMPERATURE IN CELCIUS

The message display window (1) will show

“ENG TEMP C “,this shows the operator the temperature of the engine in the message display
window (2).
The Message display window (2) will show Temperature with a maximum of 3 digits.

Press “NEXT” to proceed to the following option.

Note if the key has been turned “OFF” and then “ON”press “NEXT” for 3 Beebs to proceed to the next
option.

Option 11: ENGINE OIL PRESSURE IN BAR

The message display window (1) will show

“ENG PRES BAR “,this shows the operator the engine oil pressure in the message display
window (2).
The Message display window (2) will show the pressure in bar to one decimal unit.

Press “NEXT” to proceed to the following option.

Note if the key has been turned “OFF” and then “ON”press “NEXT” for 3 Beebs to proceed to the next
option.

Option 12: ENGINE OIL LEVEL

The message display window (1) will show

“ENG OIL LVL “,this shows the operator the engine oil level in the message display window (2).
The Message display window (2) will show the level in % between the low and full mark.

Press “NEXT” to proceed to the following option.

Note if the key has been turned “OFF” and then “ON”press “NEXT” for 3 Beebs to proceed to the next
option.

Option 13: FUEL CONSUMPTION LITRES / HOUR

The message display window (1) will show

“FUEL CON L/H “,this shows the operator the fuel consumption in litres / hour in the message
display window (2).
The Message display window (2) will show first the litres used and then the hours.

Press “NEXT” to proceed to the following option.

Note if the key has been turned “OFF” and then “ON”press “NEXT” for 3 Beebs to proceed to the next
option.

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Chapter 1 ELECTRICAL B25D & B30D Mk I
Option 14: ACTUAL TORQUE DELIVERED BY THE ENGINE

The message display window (1) will show

“ACTUAL TORQ “,this shows the operator the actual torque delivered by the engine in the
message display window (2).
The Message display window (2) will show a calculated % of the torque.

Press “NEXT” to proceed to the following option.

Note if the key has been turned “OFF” and then “ON”press “NEXT” for 3 Beebs to proceed to the next
option.

Option 15: ENGINE RETARDER TORQUE

The message display window (1) will show

“ENG RET TORQ “,this shows the operator the actual torque absorbed by the engine brake
and the EVB”S in the message display window (2).
The Message display window (2) will show a calculated % of the torque.

Press “NEXT” to proceed to the following option.

Note if the key has been turned “OFF” and then “ON”press “NEXT” for 3 Beebs to proceed to the next
option.

Option 16: FUEL IN LITERS

The message display window (1) will show

“FUEL L “,this shows the operator the amount of fuel available in the message display window
(2).
The Message display window (2) will show the amount in liters.

Press “NEXT” to proceed to the following option.

Note if the key has been turned “OFF” and then “ON”press “NEXT” for 3 Beebs to proceed to the next
option.

Option 17: SYSTEM AIR PRESSURE BAR

The message display window (1) will show

“ AIR PRES BAR “,This show the operator the amount of air pressure in the pneumatic system.
The Message display window (2) will show the pressure in bar to one decimal unit.

Press “NEXT” to proceed to the following option.

Note if the key has been turned “OFF” and then “ON”press “NEXT” for 3 Beebs to proceed to the next
option.

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Chapter 1 ELECTRICAL B25D & B30D Mk I
Option 18: HYDRAULIC TEMPERATURE

The message display window (1) will show

“ HYD TEMP C “,This shows the operator the temperature of the hydraulic system.
The Message display window (2) will show the temperature to 3 digits.

Press “NEXT” to proceed to the following option.

Note if the key has been turned “OFF” and then “ON”press “NEXT” for 3 Beebs to proceed to the next
option.

Option 19: BRAKE TEMPERATURE (ONLY B40D)

BRAKE TEMP WILL BE SHOWN ON MESSAGE DISPLAY WINDOW (1) FOR ALL THE D
SERIES TRUCKS BUT THERE WILL BE NO VALUE IN MESSAGE DISPLAY WINDOW (2)
ONLY THE B40D WILL SHOW A VALUE IN MESSAGE DISPLAY WINDOW (2).

The message display window (1) will show

“ BRAKE TEMP C “,This shows the operator the temperature of the brake system.
The Message display window (2) will show the temperature to 3 digits.

Press “NEXT” to proceed to the following option.

Note if the key has been turned “OFF” and then “ON”press “NEXT” for 3 Beebs to proceed to the next
option.

After the Brake temperature Option 19 has been chosen the menu will return back to the
MACHINE MODEL OPTION and the sequence will then start again through from option 1to
option 19.

If the “MENU” button is pressed when the default display has been chosen the display will
show:

MENU A: Counters

If “MENU” is pressed again the diplay will show :

MENU B: Actual values and so forth to MENU E and then back to the default menu.

Each menu will be discussed in detail later in this section.

The “BACK” Button will reverse any command given.

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B25D / B30D MDU MENU A

Menu A is the “COUNTERS” menu, In this menu the operator can view or reset any of the
counters.eg Bin tip Counter.

The layout of the menu is as follows:

MENU A
FROM DEFAULT MENU TO MENU B
COUNTERS

BACK
NEXT
SELECT
BACK BACK

NEXT NEXT
TRIP INFO BINTIP COUNT ODO km

TCELES

TCELES
KCAB
SELECT SELECT BACK

TRIP KM reset? RESET?

SELECT NEXT BACK

SELECT NEXT BACK

SELECT NEXT BACK

RESET ALL?
TR000411

Once the operator has pressed the “MENU” button from the default menu the display will show
menu A “Counters” .To enter the Counters menu press the “Select” button.

Press “Next” to enter the “BINTIP COUNETR” and “ODO” or “SELECT” again to reset the trip
values.

The options available or that can be reset are:

• BIN TIP COUNTER

• TRIP KM
• TRIPTIME MIN
• TRIPFUEL L/H

• RESET ALL (This option is to reset all the values regarding a trip in one go).

The Bin tip counter must be reset seperatly

To Reset any of the values the operator must hold the “SELECT” Button in for three Beebs.

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B25D / B30D MDU MENU B

Menu B is the “ACTUAL VALUES” menu, In this menu the operator can view actual values for
the Engine,Transmission and Vehicle.

Most of the values can be chosen in the default menu by the operator.

The layout of the menu is as follows:

MENU B
FROM MENU A MENU TO MENU C
actual vals

BACK
NEXT
SELECT
BACK BACK

NEXT NEXT
eng values trans values vehicle val

SELECT BACK SELECT BACK SELECT BACK

eng pres bar trans temp c air pres bar

NEXT BACK NEXT BACK NEXT BACK

eng temp c lckup clutch fuel l

NEXT BACK NEXT BACK NEXT BACK

throtle pos NEXT CURRENT gear bin pos

NEXT BACK NEXT BACK NEXT NEXT BACK

NEXT actual torq retader torq hyd temp c

NEXT BACK NEXT BACK NEXT BACK

ENG ret TORQ ret temp c brake temp c

NEXT BACK NEXT BACK

ENG OIL LVL IDL

NEXT BACK

fuel con l/h TR000414

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Once the operator has pressed the “MENU” button from menu A the display will show menu B
“ACTUAL VALS” .To enter the Actual values menu press the “Select” button.

Press “Next” to to choose from:

• “ENG VALUES”
• “TRANS VALUES”
• “ VEHICLE VALS”

By pressing “SELECT” when at

• “ENG VALUES”
• “TRANS VALUES”
• “ VEHICLE VALS”

the operator will enter that sub menu.

We will start with the Engine and work our way through.

Option 1: ENGINE OIL PRESSURE IN BAR

The message display window (1) will show “ENG PRES BAR “,this shows the operator the
engine oil pressure in BAR to one decimal unit in the message display window (2).

Press “NEXT” to proceed to the following option.

Option 2: ENGINE TEMPERATURE IN CELCIUS

The message display window (1) will show “ENG TEMP C “,this shows the operator the
temperature of the engine in Degree C in the message display window (2).

Press “NEXT” to proceed to the following option.

Option 3: THROTTLE POSITION

The message display window (1) will show “THROTLE POS “,this shows the operator the
accelerator position in % in the message display window (2).

Press “NEXT” to proceed to the following option.

Option 4: ACTUAL TORQUE DELIVERED BY THE ENGINE

The message display window (1) will show “ACTUAL TORQ “,this shows the operator the
actual torque delivered by the engine.
The Message display window (2) will show a calculated % of the torque.

Press “NEXT” to proceed to the following option.

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Option 5: ENGINE RETARDER TORQUE

The message display window (1) will show “ENG RET TORQ “,this shows the operator the
actual torque absorbed by the engine brake and the EVB”S
The Message display window (2) will show a calculated % of the torque.

Press “NEXT” to proceed to the following option.

Option 6: ENGINE OIL LEVEL

The message display window (1) will show “ENG OIL LVL “,this shows the operator the engine
oil level.
The Message display window (2) will show the level in % between the low and full mark.

Press “NEXT” to proceed to the following option.

Option 7: FUEL CONSUMPTION LITRES / HOUR

The message display window (1) will show “FUEL CON L/H “,this shows the operator the fuel
consumption in litres / hour.
The Message display window (2) will show first the litres used and then the hours.

By Pressing the “NEXT” button the display will return to option 1 “ENG PRES BAR” and run
through all the options again. IF back is pressed the menu will return to “ENG VALUES”.

Press “NEXT” to proceed to “TRANS VALS”

By Pressing “SELECT” the display will show the first transmission value.

Option 1: TRANSMISSION TEMPERATUE

The message display window (1) will show “TRANS TEMP C “,this shows the operator the
Temperature of the transmission.
The Message display window (2) will show the actual Sump temperature

Press “NEXT” to proceed to the following option.

Option 2: LOCK-UP ON / OFF

The message display window (1) will show “LCKUP CLUTCH “,this shows the operator if the
lock- up clutch in the transmission is engaged or disengaged.
The Message display window (2) will show “ON” or “OFF”.

Press “NEXT” to proceed to the following option.

Option 3: CURRENT GEAR

The message display window (1) will show “CURRENT GEAR “,this shows the operator what
gear the transmission is engaged in.
The Message display window (2) will show the range.

Press “NEXT” to proceed to the following option.

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Option 4: RETARDER TORQUE

The message display window (1) will show “RETADER TORQ “,this shows the operator the
torque of the transmission retarder.
The Message display window (2) will show a calculation of the retader torque in %.

Press “NEXT” to proceed to the following option.

Option 5: RETARDER TEMP

The message display window (1) will show “RET TEMP C “,this shows the operator the
Temperature of the transmission retarder.
The Message display window (2) will show the actual retarder temperature.

By Pressing the “NEXT” button the display will return to option 1 “TRANS TEMP C” and run
through all the options again. IF back is pressed the menu will return to “TRANS VLALUES”.
Press “NEXT” to proceed to “VEHICLE VALS”

By Pressing “SELECT” the display will show the first vehicle value.

Option 1: SYSTEM AIR PRESSURE BAR

The message display window (1) will show “ AIR PRES BAR “,This show the operator the
amount of air pressure in the pneumatic system.
The Message display window (2) will show the pressure in bar to one decimal unit.

Press “NEXT” to proceed to the following option.

Option 2: FUEL IN LITERS

The message display window (1) will show “FUEL L “,this shows the operator the amount of
fuel available in liters in the message display window (2).

Press “NEXT” to proceed to the following option.

Option 3: BIN POSITION

The message display window (1) will show “BIN POS “.

The Message display window (2) will show the operator the bin postion in % from Down to all
the way up if calibrated correctly in Menu D.

Press “NEXT” to proceed to the following option.

Option 4: HYDRAULIC TEMPERATURE

The message display window (1) will show “ HYD TEMP C “,This shows the operator the
temperature of the hydraulic system.
The Message display window (2) will show the temperature to 3 digits.

Press “NEXT” to proceed to the following option.

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Option 5:BRAKE TEMPERATURE (ONLY B40D)

BRAKE TEMP WILL BE SHOWN ON MESSAGE DISPLAY WINDOW (1).

FOR ALL THE OTHER TRUCKS BUT THERE WILL BE NO VALUE IN MESSAGE DISPLAY
WINDOW (2) (ONLY THE B40D WILL DISPLAY A VALUE)

The message display window (1) will show “ BRAKE TEMP C “,This shows the operator the
temperature of the brake system.
The Message display window (2) will show the temperature to 3 digits.(B40D Only)

Press “NEXT” to proceed to the following option.

Option 6: INTER_AXLE DIFF LOCK

The message display window (1) will show “ IDL “,This shows the operator if the inter axle diff
lock is “ON” or “OFF’
The Message display window (2) will show “ON” or “OFF’.

By Pressing the “NEXT” button the display will return to option 1 “AIR PRES BAR” and run
through all the options again. IF back is pressed the menu will return to “VEHICLE VALUES”.

IF back is pressed again the display will return to the main Menu B “ACTUAL VALUES”

Press Menu to proceed to Menu C.

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B25D / B30D MDU MENU C

Menu C is the “DIAGNOSTICS” menu, In this menu the technician can view Actual fault codes,
Stored fault codes for the Engine,Transmission and Vehicle.A list of the fault codes is supplied
later in this manual.

The Technician can also view CCU inputs,Outputs and Analog.

The layout of the menu is as follows:

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MENU C
FROM
MENU B MENU TO MENU D
DIAGNOSTICS
TCELES BACK
NEXT NEXT
BACK BACK BACK BACK

NEXT NEXT NEXT NEXT

ACT FAULTs STORED FAULTs ccu inputs ccu analog ccu outputs

T CEL ES
T CEL ES
TCEL ES

TCEL ES

TCEL ES

TCEL ES
BACK BACK BACK BACK BACK

ECU/TCU/CCU FAULT CLEAR FAULT? LOW COOL LVL bIN POS int wiper

NEXT NEXT BACK NEXT BACK NEXT BACK NEXT BACK

ECU/TCU/CCU FAULT PARK BRAKE AIR PRES bar left ind

BACK NEXT NEXT BACK NEXT BACK NEXT BACK

NEXT LATCH ctrl HYD TEMP c right ind

NEXT NEXT BACK NEXT BACK NEXT NEXT BACK NEXT BACK

"FAULT code X" COLDstart BRAKE TEMP C idl

NEXT BACK NEXT NEXT BACK NEXT BACK NEXT BACK

end ECU/TCU/CCU FAULT Idl DASH sw bATT VOLTAGE park brake

NEXT BACK NEXT BACK NEXT BACK NEXT BACK

NEXT over speed

end LEFT IND FUEl level

NEXT BACK NEXT BACK

NEXT RIGHT IND HYD CUTOUt

NEXT BACK NEXT BACK

HAZARDS brake

NEXT BACK NEXT BACK

INT WIPER BIN FLOAT

NEXT BACK NEXT BACK

START SIGNAL PURGING UNIT

NEXT BACK NEXT BACK

IGNITION eng running

NEXT BACK

BRAKE

NEXT BACK

GEAR HOLD TR000415

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Once the operator has pressed the “MENU” button from menu B the display will show menu C
“DIAGNOSTICS” .

To enter the diagnostic menu press the “Select” button.

Press “Next” to to choose from:

• “ACT FAULTS”
• “STORED FAULTS”
• “CCU INPUTS”
• “CCU ANALOG”
• “CCU OUTPUTS”

By pressing “SELECT” when at

• “ACT FAULTS”
• “STORED FAULTS”
• “CCU INPUTS”
• “CCU ANALOG”
• “CCU OUTPUTS”

the operator will enter that sub menu.

We will start with the fault code menu’s and work our way through.

When the message display window (1) shows “ACT FAULTS” and “SELECT” is pressed the
message display window (2) will show the actual fault codes for the Engine,Vehcile and
Transmission.

Note: Refer to the fault code list later in the electrical Section.

By pressing “BACK” the display will return to “ACT FAULTS” press “NEXT” to move to
“STORED FAULTS” and Then “SELECT” to enter.

The last 5 error codes are stored in the MDU’S memory and can be viewed by pressing the
“NEXT” button.When the Display shows “CLEAR FAULT” and “SELECT” is pressed for 12
Beebs all the error codes in the memory will be deleted.

By pressing the “BACK” button the display will return to “STORED FAULTS”

Press the “NEXT” button and the display will change to “CCU INPUTS” and Then “SELECT”
to enter.

The CCU inputs are from various switchs and the CCU will process the inputs and send a
Output which will be discussed in “CCU OUTPUTS”.

The Inputs are discussed in detail on the next page.

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Option 1: LOW COOLANT LEVEL

The message display window (1) will show “LOW COOL LVL” this shows the technician if the
input from the low coolant level sender is on or off.The CCU will process the information and
send a “CAN” Signal to the MDU to turn the Low coolant level light “ON” or “OFF”
The Message display window (2) will show if the senders signal is “ON” or ”OFF”.

Press “NEXT” to proceed to the following option.

Option 2: PARK BRAKE

The message display window (1) will show “PARK BRAKE” this shows the technician if the
input from the Park brake sender is on or off.The CCU will process the information and send a
“CAN” Signal to the MDU to turn the Park Brake light is “ON” or “OFF”
The Message display window (2) will show if the senders signal is “ON” or ”OFF”.

Press “NEXT” to proceed to the following option.

Option 3: LATCH CONTROL

The message display window (1) will show “LATCH CTRL” this shows the technician if the
input from the latch control switch is working.The latch control switch is located in the park
brake lever and is a momentary switch.The latch control switch is a signal which the CCU
needs to control the parke brake application and release.
The Message display window (2) will show if the switch signal is “ON” or ”OFF”.

Press “NEXT” to proceed to the following option.

Option 4: COLD START

The message display window (1) will show “COLD START” this shows the technician if the
input from the cold start module is on or off.The CCU will process the information and send a
“CAN” Signal to the MDU to turn the cold start light “ON” or “OFF”
The Message display window (2) will show if the modules signal is “ON” or ”OFF”.

Press “NEXT” to proceed to the following option.

Option 5: INTER-AXLE DIFF LOCK DASH SWITCH

The message display window (1) will show “IDL DASH SW” this shows the technician if the
input from the Inter-axle diff lock switch is on or off.The CCU will process the information and
send a Signal to the Inter -axle diff lock solenoid to activate it. This will be discussed in “CCU
OUTPUTS” as certain parameters have to be met before the Signal will be sent.
The Message display window (2) will show if the switch signal is “ON” or ”OFF”.

Press “NEXT” to proceed to the following option.

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Option 6: LEFT INDICATOR

The message display window (1) will show “LEFT IND” this shows the technician if the input
from the left indicator switch on the steering column is on or off.The CCU will process the
information and send a intermittent signal to the left indicator relay to turn the indicators “ON”
.This will be discussed in “CCU OUTPUTS “ A “CAN” Signal must also be sent to the MDU to
turn the left indicator light “ON” and “OFF”
The Message display window (2) will show if the switch signal is “ON” or ”OFF”.

Press “NEXT” to proceed to the following option.

Option 7: RIGHT INDICATOR

The message display window (1) will show “RIGHT IND” this shows the technician if the input
from the right indicator switch on the steering column is on or off.The CCU will process the
information and send a intermittent signal to the right indicator relay to turn the indicators “ON”
.This will be discussed in “CCU OUTPUTS “ A “CAN” Signal must also be sent to the MDU to
turn the right indicator light “ON” and “OFF”
The Message display window (2) will show if the switch signal is “ON” or ”OFF”.

Press “NEXT” to proceed to the following option.

Option 8: HAZARDS

The message display window (1) will show “HAZARDS” this shows the technician if the input
from the hazard switch on the dash is on or off.The CCU will process the information and send
a intermittent signal to the left indicator relay and right indicator relay to turn the indicators “ON”
This will be discussed in “CCU OUTPUTS “ A “CAN” Signal must also be sent to the MDU to
turn the left and right indicator lights “ON” and “OFF”
The Message display window (2) will show if the switch signal is “ON” or ”OFF”.

Press “NEXT” to proceed to the following option.

Option 9: INTERMITTENT WIPER

The message display window (1) will show “INT WIPER” this shows the technician if the input
from the intermittent switch on the steering column is on or off.The CCU will process the
information and send a signal to the intermittent relay to turn the wipers on and off at the
programmed speed.This will be discussed in “CCU OUTPUTS “.
The Message display window (2) will show if the switch signal is “ON” or ”OFF”.

Press “NEXT” to proceed to the following option.

Option 10: START SIGNAL

The message display window (1) will show “START SIGNAL” this shows the technician if the
input from the Starter relay which is activated by the ignition if the machine is in neutral is on
or off.The CCU will process the information and send a signal to the Hydraulic Cut relay to
disable the brakes from charging.This will be discussed in “CCU OUTPUTS “
The Message display window (2) will show if the start signal is “ON” or ”OFF”.

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Option 11: IGNITION

The message display window (1) will show “IGNITION” this shows the technician if the input
from the Ignition switch is on or off.If there was a problem with the Ignition circuit for the CCU
one could see the value on the display.
The Message display window (2) will show if the switch signal is “ON” or ”OFF”.

Press “NEXT” to proceed to the following option.

Option 12: BRAKE

The message display window (1) will show “BRAKE” this shows the technician if the input from
the Brake light or stop light switch is working.The CCU will process the information and send
a signal to the TCU via the “CAN” to turn the retarder on to 50%.
The Message display window (2) will show if the start signal is “ON” or ”OFF”.

Press “NEXT” to proceed to the following option.

Option 12: GEARHOLD

The message display window (1) will show “GEARHOLD” this shows the technician if the input
from the Gear hold switch is on or off.The CCU will process the information and send a signal
to the TCU via the “CAN” to hold the current gear.
The Message display window (2) will show if the gear hold signal is “ON” or ”OFF”.

By pressing the “BACK” button the display will return to “CCU INPUTS”

Press the “NEXT” button and the display will change to “CCU ANALOG” and Then “SELECT”
to enter.

The Analog senders connected to the CCU are:

• “BIN POS”
• “AIR PRES BAR”
• “HYD TEMP C”
• “BRAKE TEMP C”
• “BATT VOLTAGE”
• “FUEL LEVEL”

If we think back a analog is variable over a range,the numerous senders send a voltage or a
variable resistance to the CCU.The CCU will convert these different signals to “CAN” signals
and they will be displayed On the MDU.

Note:All the values on the MDU are displayed as a millvoltage between 0 and 5000.
Take for example the hydraulic temperature sender.It sends a variable resistance to the CCU.
The CCU converts that variable signal to a “CAN” signal which is then viewed on the MDU.

The analog senders are discussed in detail on the next page.

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Option 1: BIN POSITION

The message display window (1) will show “BIN POS” this shows the technician the millivolts
of the sender.The Message display window (2) will show the range.

The bin position sender is a pentiometer that has a ground, a 5v input from the CCU and a
return signal or a variable voltage back to the CCU.
As the bin is lifted the millivolts will change.

The bin position sender has to be calibrated so that the low Millivolt value is 0% and the High
Millivolt value is 100%

This calibration takes place in Menu D and will be discussed later in this section.

Press “NEXT” to proceed to the following option.

Option 2: AIR PRES BAR

The message display window (1) will show “AIR PRES BAR” this shows the technician the
millivolts of the sender.The Message display window (2) will show the range.

Note that the Air pressure sender is on the pneumatic block and sends a variable resistance
to the CCU. The value that we see on MDU is in Millivolts.

Press “NEXT” to proceed to the following option.

Option 3: HYD TEMPERATURE C

The message display window (1) will show “HYD TEMP C” this shows the technician the
millivolts of the sender.The Message display window (2) will show the range.

Note that the Hydraulic temperature sender is on the Voac block and sends a variable
resistance to the CCU. The value that we see on MDU is in Millivolts.

Press “NEXT” to proceed to the following option.

Option 4: BRAKE TEMPERATURE C

The message display window (1) will show “BRAKE TEMP C” this shows the technician the
millivolts of the sender.The Message display window (2) will show the range.

Note that the brake temperature sender is on the cooling line of the brakes and sends a
variable resistance to the CCU. The value that we see on MDU is in Millivolts.

The BRAKE TEMPERATURE is only applicable to the B40D as discussed earlier.

Press “NEXT” to proceed to the following option.

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Option 5: BATTERY VOLTAGE

The message display window (1) will show “BATT VOLTAGE” this shows the technician the
voltage of the 12 Volt circuit and the 24 Volt Circuit.
The Message display window (2) will show the ranges of both in millivolts.

Press “NEXT” to proceed to the following option.

Option 6: FUEL LEVEL

The message display window (1) will show “FUEL LEVEL” this shows the technician the
millivolts of the sender.The Message display window (2) will show the range.

Note that the fuel level sender is in the Fuel tank and sends a variable resistance to the CCU.
The value that we see on MDU is in Millivolts.
By pressing the “BACK” button the display will return to “CCU ANALOG”

Press the “NEXT” button and the display will change to “CCU OUTPUTS” and Then
“SELECT” to enter.

“CCU OUTPUTS” are outputs sent by the CCU after a input was commanded by either a switch
or a internal timer etc.The outputs are based on parameters stored in the CCU which must first
be met.

Option 1: INTERMITTENT WIPER

The message display window (1) will show “INT WIPER” this shows the technician if the output
from the CCU to the intermittent relay is working.Rember that the intermittent wiper is a CCU
input which was discussed earlier, the CCU will process the input and send a signal to the
intermittent relay to turn the wipers on and off at the programmed speed.
The Message display window (2) will show if the output signal is “ON” or ”OFF”.

Press “NEXT” to proceed to the following option.

Option 2: LEFT INDICATOR

The message display window (1) will show “LEFT IND” this shows the technician if the output
from the CCU to the left indicator relay is working.Rember that this will be a intermittent signal
and will only work if the input is activated as discussed earlier in “CCU INPUTS”
The Message display window (2) will show if the output signal is “ON” or ”OFF”.

Press “NEXT” to proceed to the following option.

Option 3: RIGHT INDICATOR

The message display window (1) will show “RIGHT IND” this shows the technician if the output
from the CCU to the Right indicator relay is working.Rember that this will be a intermittent
signal and will only work if the input is activated as discussed earlier in “CCU INPUTS”
The Message display window (2) will show if the output signal is “ON” or ”OFF”.

Press “NEXT” to proceed to the following option.

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Option 4: INTER AXLE DIFF LOCK

The message display window (1) will show “IDL” this shows the technician if the output from
the CCU to the Inter axle diff lock solenoid is working.The output will only be active if the throttle
position is less than 10%.The CCU looks at TPS via the “CAN” from the ECU.Rember that this
will be a PWM signal and will only work if the input is activated as discussed earlier in
“CCU INPUTS”
The Message display window (2) will show if the output signal is “ON” or ”OFF”.

Press “NEXT” to proceed to the following option.

Option 5: PARK BRAKE

The message display window (1) will show “PARK BRAKE” this shows the technician if the
output from the CCU to the park brake relay is working.
When the park brake is released and the air pressure was below 6 bar and then built up to 8.5
bar the CCU looks for a release apply release signal from the latch control switch which was
discussed in “CCU INPUTS”.The CCU will then only send a signal to the Park brake relay.
If the Air Pressure stays above 6 bar there is no need to release apply release the park brake
before the CCU will release the park brake.
The Message display window (2) will show if the output signal is “ON” or ”OFF”.

Press “NEXT” to proceed to the following option.

Option 6: OVER SPEED

The message display window (1) will show “OVER SPEED” this shows the technician if the
output from the CCU to the exhaust brake solenoid is working.The output will only be active if
the engine is in a over rev situation.The CCU looks at rpm via the “CAN” from the ECU.The
Message display window (2) will show if the output signal is “ON” or ”OFF”.

Press “NEXT” to proceed to the following option.

Option 7: HYDRAULIC CUTOUT

The message display window (1) will show “HYD CUTOUT” this shows the technician if the
output from the CCU to the hydraulic Cut solenoid is working.The output will only be active if
there is a start signal input and two seconds after the start signal.This stops the brakes from
charging while the engine is cranking.
The Message display window (2) will show if the output signal is “ON” or ”OFF”.

Press “NEXT” to proceed to the following option.

Option 8: BRAKE

The message display window (1) will show “BRAKE” this shows the technician if the output
from the CCU to the stop light relay is working.The output will only be active if the Throttle
position is 0%.The CCU looks at TPS via the “CAN” from the ECU.When you lift of the
Acclerator and are in motion.(Output speed) the CCU will activate the Stop lights.
The Message display window (2) will show if the output signal is “ON” or ”OFF”.

Press “NEXT” to proceed to the following option.

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Option 9: BIN FLOAT

The message display window (1) will show “BIN FLOAT” this shows the technician if the output
from the CCU to the bin float relay is working.The output will only be active if the bin position
is less than approximatley 5 degrees.This will only allow the bin to float if it is below 5 degrees
for safety.The CCU looks at the bin position sensor to determine when to send the output.If
The calibration is incorrect the CCU will send the Signal at the wrong time.Calibration of the
bin position sensor will be discussed in menu D.
The Message display window (2) will show if the output signal is “ON” or ”OFF”.

Press “NEXT” to proceed to the following option.

Option 10: PURGING UNIT

The message display window (1) will show “PURGING UNIT” this shows the technician if the
output from the CCU to the pneumatic blow off solenoid is working.The output will only be
active after ten minutes for half a second after every ignition cycle.
The Message display window (2) will show if the output signal is “ON” or ”OFF”.

Press “NEXT” to proceed to the following option.

Option 11: ENGINE RUNNING

The message display window (1) will show “ENGINE RUNNING” this shows the technician if
the output from the CCU to the Cold start module is working.The output will only be active if
the engine is running.
The Message display window (2) will show if the output signal is “ON” or ”OFF”.

By Pressing the “NEXT” button the display will return to option 1 “INT WIPER” and run through
all the options again. IF back is pressed the menu will return to “CCU OUTPUTS”.

IF back is pressed again the display will return to the main Menu C “DIAGNOSTICS”

Press Menu to proceed to Menu D.

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Chapter 1 ELECTRICAL B25D & B30D Mk I
B25D / B30D MDU MENU D

Menu D is the “MACHINE CONF” menu, In this menu the technician can set parameters on
the vehcile.

The Following can be set:

• WIPER TIMING
• TYRE SIZE
• IMPERIAL UNITS
• BINTIP ANGLE

The layout of the menu is as follows:

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Chapter 1 ELECTRICAL B25D & B30D Mk I

MENU D
FROM MENU C MENU TO MENU E
MACHINE CONf
BACK
NEXT
SELECT
BACK BACK BACK

NEXT NEXT NEXT

WIPER TIMING TYRE SIZE IMPERIAL units BINTIP ANGLE

SELECT SELECT BACK SELECT SELECT BACK SELECT SELECT BACK SELECT SELECT BACK

3 seconds 647 ON SET ZERO

SELECT NEXT BACK SELECT NEXT BACK SELECT NEXT BACK SELECT NEXT BACK

4 seconds 711 OFF SET FULL TIP

SELECT NEXT BACK SELECT NEXT BACK NEXT SELECT NEXT BACK

5 seconds 714

SELECT NEXT BACK SELECT NEXT BACK SELECT NEXT BACK

6 seconds 734

SELECT NEXT BACK SELECT NEXT BACK

7 seconds 763

NEXT SELECT NEXT BACK

772

SELECT BACK SELECT NEXT BACK

779

NEXT NEXT SELECT NEXT BACK

20 seconds 793

SELECT NEXT BACK

833

SELECT NEXT BACK

834

SELECT NEXT BACK

839

SELECT NEXT BACK

882

SELECT NEXT BACK

888

SELECT NEXT BACK

902 TR000420

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Chapter 1 ELECTRICAL B25D & B30D Mk I
Once the operator has pressed the “MENU” button from menu C the display will show menu D
“MACHINE CONF”.

To enter the “MACHINE CONF” menu press the “Select” button.

Press “Next” to to choose from:

• WIPER TIMING
• TYRE SIZE
• IMPERIAL UNITS
• BINTIP ANGLE

By pressing “SELECT” when at

• WIPER TIMING
• TYRE SIZE
• IMPERIAL UNITS
• BINTIP ANGLE

the operator will enter that sub menu.

We will start with wiper timing and work our way through.

Option 1: WIPER TIMING

The message display window (1) will show “3 SECONDS” Press “NEXT” and the display
Changes to “4 SECONDS” and so forth all the way to “20 SECONDS” when the desired speed
has been chosen press the “SELECT” button for three beebs, this will programme the CCU to
send a output at the chosen timing.
The Message display window (2) will show the desired time chosen and the message display
window (1) will change back to “WIPER TIMING”.

Press “NEXT” to proceed to the following option.

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Chapter 1 ELECTRICAL B25D & B30D Mk I
Option 2: TYRE SIZE

The message display window (1) will show “647” Press “NEXT” and the display changes to
“711” (Refer to the tyre sizes in Menu D) and so forth all the way to “902”.

This tyre size is the dynamic rolling resistance which means the radius of the tyre with the load
of the vehcile.(Not a fully loaded bin.) Refer to the diagram below.

Radius from
the centre of the
hub to the ground
with the wieght of
the machine
TR000422

When the tyre size has been chosen press the “SELECT” button for 12 beebs this will
programme the MDU to calibrate the speedometer.
The Message display window (2) will show the tyre size and the message display window (1)
will change back to “TYRE SIZE”.

Press “NEXT” to proceed to the following option.

Option 3: IMPERIAL UNITS

The message display window (1) will show “IMPERIAL UNITS” Press “NEXT” and the display
Changes to “ON” or “OFF”
When one has chosen if the imperial units should be “ON” or “OFF” press the “SELECT” button
for 12 beebs this will programme the MDU to show omperial units or not..
The Message display window (2) will show “ON”or “OFF” and the message display window (1)
will change back to “IMPERIAL UNITS”.

If imperial units are “ON” all the values on the MDU will show gallons,Farenhiet etc.

Press “NEXT” to proceed to the following option.

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Chapter 1 ELECTRICAL B25D & B30D Mk I
Option 4: BINTIP ANGLE

The options for the bin tip angle are as follows

• SET ZERO
• SET FULL TIP
• SET LOW CNT
• SET HIGH CNT

When a new bin up pentiometer is fitted the CCU needs to be re-programmed

The MDU sends a “CAN” signal to the CCU to re-calibrate the low millivolt reading to 0% when
the Message display window (1) shows “SET ZERO” and select is pressed for three beebs.
Press “NEXT” and message display window (1) will show “SET FULL TIP”
The high millivolt reading also needs to be re-calibrated. The Bin must be lifted to the full
position and the “SELECT” button pressed for three beebs.The MDU sends a “CAN” signal to
the CCU to calibrate the high millivolt reading to 100 %.

The CCU can now calculate the bin position by working out the millivolt reading between the
high and low and give a read out in a % on the MDU.

The bin tip counter from the Default menu and Menu A needs values when to count 1 lift of the
bin. These parameters can be programmed into the CCU as different material has different
caracteristics for example a load of coal will slide out the bin at maybe 40% .Clay may only
slide out at 80%.

If “NEXT” is pressed the message display window (1) will show “SET LOW CNT” the bin must
be lifted to till the desired value shows on the display and then hold the “SELECT “ button in
for 12 beebs. The message display window (2) will show the low value.

Press “NEXT” and the message dislay window (1) will show “SET HIGH CNT” the bin must be
lifted to till the desired value shows on the display and then hold the “SELECT “ button in for
12 beebs. The message display window (2) will show the High value.

The bin tip counter will only count 1 lift of the bin if the bin is lift and lowered past both the low
and high count.

The correct procedure for installing a Bin Pentiometer is disscused later in this manual.

By Pressing the “NEXT” button the display will return to option 1 “SET ZERO” and run through
all the options again. IF back is pressed the menu will return to “BIN TIP ANGLE”.

IF back is pressed again the display will return to the main Menu D “MACHINE CONF”

Press Menu to proceed to Menu E.

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Chapter 1 ELECTRICAL B25D & B30D Mk I
B25D / B30D MDU MENU E

Menu E is the “MACHINE ID” menu, In this menu the technician can see identification values
of the control units.

The Following can be viewed.

• ECU
• TCU
• MDU
• CCU

The layout of the menu is as follows:

MENU E
FROM
MENU D MENU TO DEFAULT
MACHINE ID

BACK
SELECT NEXT
BACK BACK BACK

NEXT NEXT NEXT

ECU TCU MDU CCU

SELECT BACK SELECT BACK SELECT BACK SELECT BACK

EN XXX.... TN XXX.... VIN AEB xxx.... VIN AEB xxx....

NEXT BACK NEXT BACK NEXT BACK NEXT BACK

sw VER SW VER SW VER SW VER

NEXT BACK NEXT NEXT BACK NEXT BACK NEXT BACK

NEXT HW VER HW VER NEXT HW VER NEXT hW VER

NEXT BACK NEXT BACK NEXT BACK NEXT BACK

SN0 XXX.... Sno XXX.... sno XXX.... Sno XXX....

NEXT BACK NEXT BACK NEXT BACK

Ecu HOURS MDU HOURS CCU HOURS

TR000424

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Chapter 1 ELECTRICAL B25D & B30D Mk I
Once the operator has pressed the “MENU” button from menu D the display will show menu E
“MACHINE ID”.

To enter the “MACHINE ID” menu press the “Select” button.

Press “Next” to to choose from:

• ECU
• TCU
• MDU
• CCU

By pressing “SELECT” when at

• ECU
• TCU
• MDU
• CCU

the operator will enter that sub menu.

We will start with ECU and work our way through.

Option 1: EN XXX.....

The message display window (1) will show “ENXXX.... “,this shows the operator the part no of
the engine.

Press “NEXT” to proceed to the following option.

Option 2: SW VER

The message display window (1) will show “SW VER “,this shows the operator the software
level of the ECU in the message display window (2).

Press “NEXT” to proceed to the following option.

Option 3: HW VER

The message display window (1) will show “HW VER “,this shows the operator the hardware
version in the message display window (2).

Press “NEXT” to proceed to the following option.

Option 4: SNO XXX.....

The message display window (1) will show “SNOXXX... “,this shows the operator the Serial no
of the ECU.

Press “NEXT” to proceed to the following option.

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Chapter 1 ELECTRICAL B25D & B30D Mk I
Option 5: ECU HOURS

The message display window (1) will show “ECU HOURS “,this shows the operator the hours
of the ECU in the message display window (2).

By Pressing the “NEXT” button the display will return to option 1 “ENXXX...” and run through
all the options again. IF back is pressed the menu will return to “ECU”.

Press “NEXT” to proceed to the following option “TCU” and then “SELECT” to enter

Option 1: TN XXX.....

The message display window (1) will show “TNXXX.... “,this shows the operator the part no of
the Transmission.

Press “NEXT” to proceed to the following option.

Option 2: SW VER

The message display window (1) will show “SW VER “,this shows the operator the software
level of the TCU in the message display window (2).

Press “NEXT” to proceed to the following option.

Option 3: HW VER

The message display window (1) will show “HW VER “,this shows the operator the hardware
version in the message display window (2).

Press “NEXT” to proceed to the following option.

Option 4: SNO XXX.....

The message display window (1) will show “SNOXX... “,this shows the operator the Serial no
of the TCU.

By Pressing the “NEXT” button the display will return to option 1 “TNXXX...” and run through
all the options again. IF back is pressed the menu will return to “TCU”.

Press “NEXT” to proceed to the following option “MDU” and then “SELECT” to enter

Option 1: VIN AEBXXX.....

The message display window (1) will show “VIN AEBXXX.....“,this shows the operator the
vehcile identification number.

Press “NEXT” to proceed to the following option.

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Chapter 1 ELECTRICAL B25D & B30D Mk I
Option 2: SW VER

The message display window (1) will show “SW VER “,this shows the operator the software
level of the MDU in the message display window (2).

Press “NEXT” to proceed to the following option.

Option 3: HW VER

The message display window (1) will show “HW VER “,this shows the operator the hardware
version in the message display window (2).

Press “NEXT” to proceed to the following option.

Option 4: SNO XXX.....

The message display window (1) will show “SNOXX... “,this shows the operator the Serial no
of the MDU.

Option 5: MDU HOURS

The message display window (1) will show “MDU HOURS “this shows the operator the hours
of the MDU in the message display window (2).

By Pressing the “NEXT” button the display will return to option 1 “VIN AEBXXX...” and run
through all the options again. IF back is pressed the menu will return to “MDU”.

Press “NEXT” to proceed to the following option “CCU” and then “SELECT” to enter

Option 1: VIN AEBXXX.....

The message display window (1) will show “VIN AEBXXX.....“,this shows the operator the
vehcile identification number.

Press “NEXT” to proceed to the following option.

Option 2: SW VER

The message display window (1) will show “SW VER “,this shows the operator the software
level of the CCU in the message display window (2).

Press “NEXT” to proceed to the following option.

Option 3: HW VER

The message display window (1) will show “HW VER “,this shows the operator the hardware
version in the message display window (2).

Press “NEXT” to proceed to the following option.

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Chapter 1 ELECTRICAL B25D & B30D Mk I
Option 4: SNO XXX.....

The message display window (1) will show “SNOXX... “,this shows the operator the Serial no
of the CCU.

Option 5: CCU HOURS

The message display window (1) will show “CCU HOURS “this shows the operator the hours
of the CCU in the message display window (2).

By Pressing the “NEXT” button the display will return to option 1 “VIN AEBXXX...” and run
through all the options again. IF back is pressed the menu will return to “CCU”.

IF back is pressed again the display will return to the main Menu E “MACHINE ID”

Press Menu to proceed to the default menu.

That completes the menu structure of the MDU.

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Chapter 1 ELECTRICAL B25D & B30D Mk I

ELECTRICAL SCHEMATICS
COLOUR ABBREVIATIONS

RD ............................Red
BN ............................Brown
GN............................Green
BK ............................Black
WH ...........................White
YL.............................Yellow
GY ............................Gray
PL.............................Purple
BL ............................Blue
OR............................Orange
PK ............................Pink

WH/RD means the wire colour is white and red. This abbreviation is followed by a
number eg: 1.5 ............. which stands for the wire thickness .

SCHEMATIC SYMBOLS

CONNECTOR PLUG:X91 is the plug number , the 2 is the pin

................................. number.

MCB1 60A CIRCUIT BREAKER:MCB1 Stands for Master Circuit Breaker One,
................................. 60A Stands for sixty amp rating of the circuit
................................. Breaker

FUSE5 10A FUSE: ...................... 10A Stands for ten amp rating of the fuse.

EARTH ................... E1 Stands for earth one.



DIODE4 3A DIODE ..................... 4 Stands for diode four, 3A Three amp rating

LED.......................... Light emitting diode.

LIGHT BULB

TR000159

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Chapter 1 ELECTRICAL B25D & B30D Mk I
EARTH POINTS

Bell Training Center Revision 0.1 74

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Bell Training Center

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Revision 0.1
ELECTRICAL

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75
B25D & B30D Mk I
 Chapter 1

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Bell Training Center

CB11-2
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Revision 0.1
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ELECTRICAL

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76
B25D & B30D Mk I
 Chapter 1

5 4 STHGIRB 4
THGIR 5.1 DR 61-3X 1-4BC T 1
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Bell Training Center

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Revision 0.1
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ELECTRICAL

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3E 5.1 KB 2 - 311X 1 - 311X 8 - 3X 5.1 NB 51 YALER

)KNAB 2-26X
4 12 2-LDNI 5.1 NB 91 8 1 YALER 991X( D E A 5.1 KB 2 - 111X 1 - 111X 5.1 LB 5.1 KB 1 T H LP
9K 1-26X
4 02 5-7WS 5.1 NB 3E
6 6 1 1 1

77
B25D & B30D Mk I
 Chapter 1

6 5 3 2 2 THGIL 1 3 3 3 3 11 11 11 8
93 04 02 9 ROIRETNI B 22 12 33 43 14 24 34 44
2E 5.1 KB )K N A B
1E A- 15 X B -1 5 X YAL ER 79 1 X(
3K
HCTIWS T UO T U C

CB1-1
THGIL

ACU-S

R15-87
R18-86
R17-86
R7-87a

SW16-5
ACCP-4
DRAZAH

FUSE3-1
ROI RETNI CCA/STHGIL 2E

DIODE5-IN

Bell Training Center

7WS 1 THGIL 1 HCTIWS 11 YALER

GN/RD 1.5
ROIRETNI

BK 1.5
R16-87 YL 1.5
R15-87 BN 1.5
RD 1.5
RD 1.5
RD 1.5
RD 1.5
RD 1.5
RD 1.5
5
BK 1.5

1- 47 X 2E

BN 1.5
5.1 KB
WIPER MOTOR CIRCUIT

GN 1.5
01 5. 1 DR/NG
A- 05 X B - 05 X 5- 16 X 5.1 NG

CCUJ1A-D1 GN/BK 1.5

GN/BK 1.5
1 1- 16 X
68 58
5.2 DR 5.2 DR 1-5BC W 1
5 5-3 7 X 1 78 03

X2 - J
X2 - K
3 0 a78
PMUP REHSAW
8 1 3E NEERCSDNIW
6 6- 37 X 4E
2- 37 X 2

X144 - 5
X144 - 4
BK 1.5
)DEL( ROTACIDNI
THGIR RAER 7 - 3X 5.1 NG/LP 7-21SCS 92 3
2-55 1X 1- 5 51 X

BK 1.5
0 8 - 44 1X 1 - 351X 2 - 35 1X M
1
4E )KN AB
YA LE R 00 2 X(
)DEL( ROTACIDNI 4 1K
TFEL RAER )K N AB ED O ID( 5 91 X TNATTIMRETNI 2E
01 YALER

BK 1.5
8 - 441X 1 - 641X 2 - 641X
5.1 LP
A3 4EDOID4V

Revision 0.1
ELECTRICAL

BK 1.5

5.1 LP 68 58
A3 9EDOID 5V
5.1 DR 78 5.1 KP 6-21SCS 52 3
DIONELOS 03
3 - 32X 5.1 KB 5.1 LB 1 - 32X 5.1 KP a78
NROH
4 - 32X 5.1 NG 5.1 DR 2 - 32X

1E 2-7 3 X 1- 7 3 X
5.1 KB 5.1 KB/NG 3 0 12 X 1 4 2
2 1

Park
Earth
1 2

Ignition

RD 1.5
OR 1.5

YL/GY 1.5
3E 5.1 KB NROH CIRTCELE M
B- 651 X LANOITPO

CB7-1
CB7-1

noitc etorP

X3 - 15
SCS4-4
SCS12-2
SCS12-1
PL/GN 1.5 SCS12-7

H l amrehT
RD/BL 1.5 CCUJ3-J1

A- 6 51 X 13 aA 62 32 83 03 gA
ROTOM REPIW
5.1 KB/NG NEERCS DNIW
3 1 3 3 6 3 1

78
B25D & B30D Mk I
 Chapter 1

4
B "-"
MDU CIRCUIT

REZZUB 3
ELBUOD "+"
2 5.1 DR/KB
"-" ERUSSERP KCOL
B 1 5.1 DR
"+" FFID ELXA RETNI

Bell Training Center

22X
3-93X
5.1 YG/NG
3

3 23 3-21SCS 5.1 YG/HW 5.1 KB 1E

2 1 1-93X
2 51 1-9ESUF 5.1 NG P
1E 5.1 KB
8 25 C - NAC UDM DLEIHS GNIREETS
YCNEGREME
8 15 A - NAC UDM 0.1 LY
8 05 B - NAC UDM 0.1 NG
B - 2X 5.1 KB/RO
4 - 41X 5.1 KB 2E 1-931X 1 2 2-931X
P
MARGORP 1 - 41X 5.1 LB/DR
UDM 2 - 41X 5.1 LB/HW
ERUSSERP
3 - 41X EKARB CCA WOL
BK/YL 1.5

5.1 DR
REWOP UCC/UDM A - 2X 5.1 YG/DR V - 2X 1P-L1JUCC 35 6
1-831X 1 2 2-831X
6 YALER

Revision 0.1
)KNAB YALER 102X( P 2-STH 45 7
ELECTRICAL

71K 2E
)KNAB EDOID(591X A-SPB 55 6
5.1 LY/NG 5.1 KB
68 58
X11

X12
F E D C B A K J H G F E D C B A
78 03
6V 7V a78
TC ELES

TXE N

RD 1.5
RD 1.5
RD 1.5
RD 1.5
RD 1.5

DIODE5 3A
DIODE6 3A
KC AB )2J & 1J(

RD 1.5
TINU
UNEM YALPSID
ROTINOM

RES1-1
CCUJ3-K1
CCUJ3-A3

CB9-1

GN/BK 1.5 SW7-2

GN 1.5 FUSE3-1
RD 1.5 FUSE5-1

CCUJ1A-A2
CCUJ1A-A1
04 qA 94 84 74 64 54 8 01
4 1 6 6 6 6 6 2 2

79
B25D & B30D Mk I
 Chapter 1

5 7 8 9 HCTIWS HCTAL 7 21 5
EKARB KRAP
55 9 5 06 1 6 1-54X 1 2 26 36 94
CCU CIRCUIT

TAOLF NIB )KNAB 5.1 KB

HCTI WS ERUSSERP 2-54X 1E
4 YALER YALER 00321XK(
PU NIB DIONELOS
EVLAV KNAT )KNAB EDOID 591X(

HCS-1
1R

PUBO-2

ECO31-6
IDLSOL-1

Bell Training Center

3

DIODE2-IN
68 58 HCTI WS ERUSSERP TI N U 038
2 2-241X LORTNOC 1 ROTSISER
R6-87 RD 1.5

1E 5.1 KB 5.1 NG/LY N - 2X G - 2X 5.1 LY/NG EKARB KRAP

D2-V BK/YL 1.5

2-34X 2 1 1-34X 1-241X 1 78 03 SISSAHC 5.1 HW/RO
P a 78 3
2-63X

X2 - L
5.1 KB

YL/GN 1.5
GY/GN 1.5
5. 1 HW/RO 1-NESP 46 7
2 1 1-63X

X144-11
1 kA 1-9BC 5 .1 DR P
1E 5.1 KB/RO 56 01
8-8SC
5.1 KB/NG 5.1 LB/HW B-LOC 66 7
2-53X 1 1-53X
1 Z 1-6BC 5.1 DR DIONELOS 4E 5. 1 LY/LB 5.1 NB 9-21SCS 72 3
2 HCTAL HCTI WS
KNAB DLOH RAEG PU NIB 5.1 YG/ LB 5.1 NG/LB 1-2WS 76 7
YALER 891X( N WOD NIB 5.1 LB/NG

X144-7
8K 41 YALER 5.1 LB/NG 5.1 KB/LY 11-21SCS 82 3

BK 1.5
2-541X 2 1 5.1 LY/YG
F - 2X 3-441X 5.1 DR/LB 2-4SCS 42 3
1-541X 5. 1 LB/KB
1 Y 1-6BC 5.1 DR 5.1 NG/KB 5.1 HW/YG 1-SLEUF 86 7
68 58 5. 1 LB/KB
1E 4-541X 4 3 3-541X 9-441X T - 2X 5.1 NG/LP 5.1 HW/NG 1-STDYH 96 7
5.1 KB
78 01-441X U - 2X 5.1 RO/DR 5.1 HW/LB 07 41
03 4-2PSA
W3 L1 X3 Y3 N1 M1 T1 M2 M3

a7 8
)L1J( 5.1 LY/KB 2-NESP 17 7
5.1 LB/KB
5X 5 .1 L Y / K B V-2D 35 5
5.1 LB/KB 051X
5.1 LB/RO 3-PUCC 27 7

Revision 0.1
A B C ROSNES
ELECTRICAL

1-58X 1
EKARB KRAP NOITISOP NIB
1E 5.1 KB 31 YALER 5.1 NG/DR 1-LOSBE 37 8
5-58X
)KNAB 5.1 KB 5.1 DR 1-9BC mA 1
HCTIWS DLOH RAEG 5 YALER 891X( 68 58
1 7K 2E 5.1 LB/DR 47 7
41 WS 1
1E 5.1 KB 5.1 LY/NB 1-PUCC
2 1-44X 78 03
DIONELOS2-44X 5.1 NG/KB 5.1 NB/HW 2-PUCC 57 7
0 a7 8
EKARB KRAP 5.1 KB 0.1 NG B-NACUCC 67 8
1 X 1-6BC 5.1 DR
2E 5.1 KB DLEIHS C-NACUCC 77 8
5.1 NB/LY 0. 1 LY A-NACUCC 87 8
5 54 78-6R 5.1 DR 5 .1 KB/NG 2-7WS 93 4
3 81 68-51R 5.1 DR /NB 5.1 KB
3 91 68-61R 5.1 DR/LY 5.1 KB 2E
21 85 NI-1EDOID 5.1 LY/YG 5.1 HW/KB 78-7R 97 8
4 83 NI-4EDOID 5.1 LB/DR 5.1 DR/HW 3-BTAB 71 2
7 75 3-PUCC 5.1 LB/RO 5.1 DR 78-6R 84 5
5 64 78-6R 5.1 DR 5.1 DR 78-6R 74 5
R3 Y2 Y1 X2 X1 W1 T2 S3 R2 R1 P2 P1 K2 K1 J1 G3 F3 E3 E2 D3 D1 C2 C1 B3 A3 A2 A1

)3J( )A1J(
01 65 4- 8SC 5.1 NG/LY 4X 5X
J2 K2 K3 A1 A3 C1 D1 H3 J1 J3 K1 G3

80
B25D & B30D Mk I
 Chapter 1

9 1
TNEMELE 3E 49 sA C°021-C°04 REDNES
RETLIF LEUF B341X
ERUTAREPMET 5.1 LY/KB V-2X 45 5
CILUARDYH

BK 2.5
1 tA 2-21BC 5.2 DR

CB12-2
1-161X 2-161X A341X

ECO31-8

Bell Training Center

RD 2.5
5.1 HW/NG X - 2X 2R-L1JUCC 96 6

X3 - 21
3E
TINU GNIGRUP
DIONELOS B14X
NAF

BK 2.5
rab01-0 REDNES 5.1 LY/KB 2P-1JUCC 17 6
1

OR/BL 1.5
vA 2-21BC 5.2 DR ERUSSERP RIA
1-89X 2-89X 3E
SENDER UNIT / SOLENOID CIRCUIT

NAF RELOOC
761X 58 68 6615X.1 A14X

BK 2.5
DR

CONT
2-361X
5.2 RO/DR
M 1-361X 561X 78 03 461X
5.1 HW/RO 3R-1JUCC 46 6
REDNES LEUF
HCTIWS LEVEL
TNALOOC WOL

Revision 0.1
ELECTRICAL

6 86 3S-1JUCC 72 - 3X 5.1 HW/YG 5.1 KB B-h cstue D3 5.1 DR

A79X B79X
3E A -hcstue D3 5.1 LB/HW
FFO WOLB DIONELOS TUC C -hcstue D3 5. 1 K B
TINU GNIGRUP CILUARDYH
+ A - 69X 5.1 DR 2-21BC uA 1
3E 2 1
5.1 KB 4 - 3X 5.1 KB H - 2X GIS B - 69X 5.1 LB/HW 2 - 3X 1Y-1JUCC 66 6
1 2-141X 2
KCOL FFID 1-99X 2-99X 4E 1-141X
C - 69X 5. 1 K B 3E
2WS _

1
GY/YL 1.5

YL/GN 1.5
6 76 1X-1JUCC 5.1 NG/LB 5 - 71X 5.1 KB 1E
1-36X 5.1 KB
5 5-36X 4 - 71X 5. 1 DR 1-5ESUF 11 2
1E
1 5.1 LB/RO 3J-3JUCC 75 6
MARGORP
CCUJ1L-L1
CCUJ1L-M1

0 UCC 3 - 71X 5.1 LB/RO 2K-A1JUCC 27 6

26 95 1 - 71X 5.1 LB/DR 3G-A1JUCC 47 6

6 6 2 - 71X 5.1 NB/HW 3F-A1JUCC 57

81
B25D & B30D Mk I
 Chapter 1

2 01 01 2 9 5 5 5 6 01 1 9 6
21 08 18 6 1 28 25 05 1 5 4R 37 38 pA 48 06
CAN CIRCUIT

2E
5.1 KB ROTAN IMRET DIONELOS
A NAC HCSTUED

MR-13
KCOL FFID

X93 - B
X93 - A
X93 - C
CITSONGAID YAW 3 MHO 0 21

FUSE5-1
ADM12-2
CB9-1

FUSE10-1
SHIELD
ELXA RETNI

ECO31-12
B 5.1 DR

MDUJ1-B
MDUJ1-A

Bell Training Center

ADM15-6
ECO31-11

CCUJ1A-K1
H 5.1 RO
CCUJ1L-N1

1E 1
J 5.1 LP A - 31X 5.1 KB 2 5.1 LB/NG
2-83X 1-83X
E 5.1 NG B - 31X

RD 1.5

RD/YL 1.5
C - 31X

BN/RD 1.5
5. 1 YG/LB

RD/GN 1.5
F
G NA C UDM
)KNAB
YALER 891X(
C 0.1 LY A - 61X 6K )KNAB
YALER 791X(
EKARB 1K
D 0.1 NG B - 61X TSUAHXE L ARTUEN
5 1X DLEIHS C - 61X 5 YALER 1 YALER
NAC GAID
5. 1 K B 2E 5.1 KB 2E
9 29 52-UCT 0.1 LY A - 59X 68 58 68 58
78
9 19 7-UCT 0.1 NG B - 59X 5.1 DR 1- 9BC lA
78
C - 59X DLEIHS 03 03
a78 a78
NAC UCT

YL 1.0
GN 1.0
SHIELD

Revision 0.1
ELECTRICAL

)KNAB
YALER 791X(
DIONELOS 2K
01 09 91-12 MDA 0.1 LY A - 91X EK ARB TRATS
RD/BL 1.5

01 98 12-12 MDA 0.1 NG B - 91X TSU AHXE 7 YALER

01 88 02-12 MDA DLE IHS C - 91X
RD/GN 1.5
NAC UCE 2 1E 5.1 NG/KB 2-NGI 3
1 5.1 KB 68 58
1-24X 2-24X
6 87 3D-A1JUCC 0.1 LY A - 81X 5.1 DR 1- 9BC nA
78 03
6 67 3E-A1JUCC 0.1 NG B - 81X a78
6 77 2E-A1JUCC DLE IHS C - 81X
NAC UCC 44
BK/WH 2.5

5.1 DR 68-11R
5.1 HW/KB 5- 8SC 58
ROTANIMRET 5.1 HW/KB 1-21 MDA 68
NAC HCSTUED
X94 - B
X94 - A
X94 - C

YAW 3 MHO 021 5.1 HW/KB 8-RM 78

5.1 HW/KB 3B-A1JUCC 97
3R

82
B25D & B30D Mk I
Chapter 1 ELECTRICAL B25D & B30D Mk I
TCU CIRCUIT

2X
- FZ

R OT C E L E S T F I H S
L N K
F A B C
J
12 14 24 05 82
FUSE1-1 RD 1.5 X6-1

P G E H D
ZF-X3-1
2

6 63 48 39 5

R2-86 WH/RD 1.5 X6-10 ZF-X3-10

21

R1-86 BN/RD 1.5 X6-11 ZF-X3-11

8

SW4-6 BL 1.5 X6-18 ZF-X3-18

3

FUSE1-1 RD 1.5 X6-4 ZF-X3-4

54
2

X6-17 ZF-X3-17

02-91/81X
BN/BL 1.5 X6-16 ZF-X3-16

6X
- FZ
32 65
FUSE2-1 GN 1.5 X6-2

12 02 8 41 4 51 1 81 71 2 01 9 31 21 11 22 42 91 6
ZF-X3-2 X18/19-6

15 85 72 2 26 94 43 61 75 11 01 4 5 9 45 92 03
2

X18/19-19
X18/19-24
GN 1.5 X6-3 ZF-X3-3 46 86
X18/19-22
CCUJ1L-N1 GN/BL 1.5 X6-6 ZF-X3-6
28 16
6

X18/19-11

DIAG-F BL/GY 1.5 X6-12 ZF-X3-12 X18/19-12

8

X18/19-13
X6-30 ZF-X3-30
1

X18/19-9
X6-31 ZF-X3-31
U C T - 1 X-F Z

X18/19-10

Y D O B EVL AV N OI S SI M S NA RT
5. 1 KB

GE2 X18/19-2
BR2 X18/19-17
2E

X18/19-18
RT1 X18/19-1
X6-5 BL1
95 35 31 76 34

ZF-X3-5
X18/19-15
X6-7 ZF-X3-7 X18/19-4

F-SOL-85 OR/BL 1.5 X6-8 X18/19-14

49

ZF-X3-8
7

X18/19-8
X6-9 ZF-X3-9

X6-15 ZF-X3-15
X6-13 ZF-X3-13
2E

X6-14 ZF-X3-14
8X
-FZ

R E D R AT E R
DI O N EL O S

X18/19-31
6 64

2 3

X18/19-30
7X
-F Z

TCU CAN-A YL 1.0

19 2 9

S N A RT
62 7 52
8

X18/19-28
P M ET
2 1
3

TCU CAN-B GN 1.0

8

92-91/81X

41X
-F Z
33 16 42

R E DR AT E R
1 3 4 2
R E V EL
81
06
51

12-91/81X

ZF-X26-2
2G AI D

ZF-X26-4

ZF-X25-1

ZF-X25-2
1GA ID

ZF-X25-3

ZF-X25-4

ZF-X25-5

Bell Training Center Revision 0.1 83

 1 8 1 8 d ion el oS ekarB
6 8 6 1 1
Chapter 1

p ot S tratS tsu ah xE ciluar dyH

YLPPUS r oto M roto M , et aG ets aW G T V
RM / MDA 2E w A 78 2 18 r i A rof s tuptu O 4 5 6 58 6 5 j A h A
)KNAB YALER 002X( 5.1 DR 5. 1 K B G U L P WO L G
61K 2 1 YALER 68 58 pm uP
ECU CIRCUIT

.bu S
2 31 1-6ESUF 5.1 DR 5.1 DR 711X
78 pm uP
03 .bu S

R7-87
2E 5.1 KB

DIAG-J
UCE ENIG NE

MCB1-2
R7-87
a78

CB8-1
CB8-1
5.1 DR pm uP - RM rota c idn I
.bu S

Bell Training Center

n oitiso P

START-K150
8 38 68-5R 5.1 LY/DR

BL/WH 2.5
pm uP r osneS
8 68 78-7R 5.1 HW/KB .bu S noitis oP
ertne C

RD 2.5
RD 2.5
8 08 H-GAID 5.1 RO d ae D p oT

CCUJ3-G3 YL/GN 1.5

82 - 3X

CCUJ1L-Y2 OR/BK 1.5

5.1 LP 31-RM

BK/WH 1.5
redne S
le ve L
X1 - W

5.1 HW/KB 21-RM l iO

TINU LORTNOC redne S
2-21 5.1 HW/KB 6 - 3X 8-RM sser P 1 ELUDOM
ENIGNE ri A LORT NOC
SEDECREM 1-21 5.2 NG 6-RM redne S 2 TRATS EM ALF
X91 - 3

- MD A 01X pmeT
5.2 NG ri A 3
9-81 5.1 KB redne S
1E 5.1 DR 5 - 3X 51-RM sser P 4
2-81 l iO
11-RM 82X
8X redne S
3E pmeT 1
6-51 5.2 KB 9-RM l iO
redne S 4
51-51 0.1 NB 52 - 3X 2-RM pmeT
.looC 5
41-51 0.1 LB 42 - 3X 4-RM redne S
pmeT 8
0.1 KB 31 - 3X 3-RM le uF
2
31-51 0.1 NG/ LY 41 - 3X 1-RM

Revision 0.1
2E
ELECTRICAL

5. 2 KB 3
5-51 5. 1 DR/LB 601X
9X 6
2-12 5.1 DR LADEP 7
3-12 2E ROTARELECCA 72X
5.1 KB - MWP
21-12 5.1 LY/ LB
P1 - 4
P1 - 5

_
(1)

31-12 5.1 NG/ LB 1 - 52X 53.0 NB 1

41-12 5.1 LY/KB 2 - 52X 53.0 LY
(2)
PWM

2
X1 - Y

5 - 52X
X1 - X

02-12 DLEIHS 53 .0 DR
(5)

5 +
DIONELOS REDNES PMET
12-12 3 - 52X
_

0.1 NG 53.0 HW
(3)

3 TRATS TRATS DLOC

91-12 0. 1 L Y 4 - 52X 53.0 NG DL OC
PWM

4
(4)

1-12 6 - 52X t
GY/BK 2.5
GY/WH 2.5

53.0 LP 6
2
(6)

7X + 3E 5.2 KB 5.2 KB 3E
2-811X 1 1-811X 1-911X 2-911X
2 41 1-8ESUF 5.1 NG 0 9 9 8 88
8 8 8

84
B25D & B30D Mk I
 Chapter 1

4 3 4

34 73 14
DIONELOS HCTULC
7
ROSSERPMOC NOCRIA
AIRCON CIRCUIT

8 G
H CTIWS

R11-87

t
OMREHT E

Bell Training Center

01
21 - 3 X
ROTAUTCA D

SW4-6 BL 1.5
301X
R11-87 RD 1.5

RIA .CER
21I 21 B
DRAOB 11I 11 5-98X
7 YALER 01I 01 X 5
9I 9 1 0

RD/WH 1.5
8 80 8I 8 W
70 7I 7
01 6 60 6I 6 V HCTIWS
1
5 50 5I 5 CRICER
ROTAUTCA 4 40 4I 4 U 1-98X
TSIMED/DIM 3 30 3I 3
61WS

RD 1.5
5.1 LB/LY
2 20 2I 2 T
1 10 1I 1 21 - 03 X
7 S
YAW 6 YAW 21
5.1 KB 1E 11 - 03X B
8 R ) H( 3
5.1 LY/DR 01 - 03 X ) M( 2
01 P C
)L( 1
5.1 NB/DR 9 - 03 X
ROTAUTCA N
)FFO( 0 HCTIWS
TEEF 5.1 YG/DR 8 - 03 X
M EDOM
5.1 NG/DR 7 - 03 X
7 L B ) H( 3
5.1 LB/DR 6 - 03 X
8 K ) M( 2
C

Revision 0.1
5 - 03 X )L( 1
ELECTRICAL

DNG J
5.1 KB/DR
01 2
1 5.1 DR 4 - 03 X )FFO( 0 HCTIWS
ROTAUTCA CDV21 H
RETREVNOC DEEPS ROTOM
EVLAV TAEH CD - CD 5.1 KB 3 - 03 X
2 F
1 5.1 NG/HW 2 - 03 X
V42 CDV42 C W CC
1 YALER YAW 2
5.1 HW 1 - 03 X
A
92X WC TOP EVLAV
68 RETAEH
58
YL/GN 1.5

A - 061X 1-56X
78 B - 061X 5.1 NG/LY
03 HCTIWS
a78 1
YRANIB P
REWOLB/NAF
1 0
5 HCTIWS
ESU FOMREHT B NOCRIA
5. 3 2.1
A 5.1 RO/DR 5-56X 3WS
V42 L M
YAW 2
ROTSISER 24 LENAP LORTNOC NOCRIA
4

85
B25D & B30D Mk I
 Chapter 1

9 1 1 6 6 1
39 S F 3 6 85 C

CB1-1

CB4-1
CB1-1

)KNAB

Bell Training Center

YALER 791X(

ECO31-10
CCUJ3-H3
4K
STOPLIGHT CIRCUIT

ESREVER
2 YALER
GN 1.5

GN 1.5
2E

RD 1.5
1 E DOI D 1 V

WH/RD 1.5
GY/YL 1.5
)KNAB YALER 891X(

CCUJ1L-W3 GY/GN 1.5

5 .1 KB 5K
2E
THGIL ESREVER CITRA 68 58 THGIL POTS
2E 3 YALER
78 03
5.1 KB 2 - 45X 1 - 45X 5.1 DR/HW a78
HCTI WS 2 E DOI D 2 V 5.1 LB/YG
THGIL POTS
BK 1.5

5.1 LB/YG 68 58
B-451X 2 1
81 - 3X 71 - 3X 5.1 NG/YG
A-451X 78 03
P )KNAB EDOID(591X
a78

X2 - C
STHGIL KRAP / EKARB
X2 - E

THGIR
4E

X144-1
THGIL ESREVER TFEL
8-441X A-251X 5.1 LB

Revision 0.1
ELECTRICAL

8-441X 5.1 KB 2-841X 1-841X 5.1 DR/HW

4E
BK/RD 1.5

BK 1.5
THGIL ESREVER THGIR 5 .1 DR/KB B -251 X
2-441X
8-441X 5.1 KB 2-941X 1-941X 5.1 DR/HW B-741X
4E
STHGIL KRAP / EKARB
TFEL C -251 X
4E
6- 441X 5.1 LB P - 2X 6-4WS 53 3

8-441X 5.1 KB 8-441X A-741X 5.1 LB C-741X

4E A151X

B
BK 1.5

MRALA B151X 5 .1 DR/KB

PU KCAB 5.1 DR/HW

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B25D & B30D Mk I
 0.1 KB
Chapter 1

RETS IMED
RORR IM THG IR
RORRIM THG IR
5.1 K B 1 - 7 4X 0. 1 HW 0 .1 N G 2 - 74 X 5.1 Y G/ D R
2E OVRES RORRIM
MIRROR CIRCUIT

1 eA

Bell Training Center

1 -7 BC 5. 1 D R
M
NWOD
PU OVRES RORRI M

5.1 LB /N G 5 - 74 X
LACITREV THGIR 7 5. 1 L Y/ N G 7 - 6 4X 5.1 L Y /N G 3 - 74X 0. 1 L Y
LACITREV TFEL 5 5. 1 N G/ L Y 5 - 6 4X 5.1 NG /L Y 3 - 84X 0.1 NB
LATNOZIROH THGIR 6 5. 1 N B/ R O 6 - 6 4X 5.1 NB/ R O 4 - 74X 0.1 LB M
LATNOZIROH TFEL 8 5. 1 NG/ R O 8 - 6 4X 5 .1 N G /R O 4 - 84 X
NOMMOC 3 5. 1 LB/ N G 3 - 6 4X 5.1 LB /N G 5 - 84X
HCTIWS
RORRIM
31 WS R L HCTIWS RORRIM TFEL
R L RETSI MED
RORR IM OVRES RORRIM

SUPPLY
9 WS

SUPPLY
SUPPLY
SUPPLY
1
1-77X

Revision 0.1
ELECTRICAL

5 5-77X M
1
0 OVRES RORRI M
RD 1.5

NW O D
PU R L 0.1 K B
M
+ 2 5. 1 D R 2 - 64 X
5. 1 K B 1 - 64 X 5.1 K B
_ 1 1E
1 cA 1 -7 BC 5. 1 D R 0.1 L B
RETS IMED
RORRI M TFEL
5.1 K B 1 - 8 4 X 0. 1 H W 0. 1 N G 2 - 84X 5.1 Y G/ D R
2E

87
B25D & B30D Mk I
 Chapter 1

THGIL NOCAEB
ERAPS NOCAEB GNIHSALF
21WS )KNAB YALER 102X( GNIHSALF 6 HCTIWS
91K
ERAPS
5.1 LY/NG 4 - 602X 02 YALER 5.1 NG/HW 2 - 851X 1-17X 1
7 4-38X
5.1 KB M 5.1 HW/RO

Bell Training Center

1-94X 2-94X 5.1 DR 1-4BC V 1
5.1 HW/NG 3 - 602X 2 GULP 5.1 DR/HW 3 - 851X ) YALER( 2E 5 5-17X
6 3-38X
5.1 DR/NG 2 - 602X ERAPS 68 58 5.1 LY/HW 4 - 851X ERAPS
5 1
2-38X
ACCESSORIES CIRCUIT

5.1 LB/NG 1 - 602X 78 03

5.1 NB/HW 1 - 851X 0
1 1-38X
a78

PMUP TAES
4 - 751X 5.1 LY/LP 4 - 702X CITAMUENP DJ
ERAPS 3 - 751X 5.1 DR/LP 3 - 702X 1 GULP
FOOR ERAPS 2 - 43X 5.1 KB
2 - 751X 5.1 NG/LP 2 - 702X
1E
1 - 751X 5.1 HW/LP 1 - 702X
M 1
1 - 43X 5.1 DR 1-7BC dA 1

Revision 0.1
ELECTRICAL

5
HCTIWS

2 GULP 2 - 802X 5.1 NG/RO 02 - 3X 5.1 NG/RO 2 - 951X GULP

ERAPS ERAPS
ENIGNE 1 - 802X 5.1 HW/RO 91 - 3X 5.1 HW/RO 1 - 951X ENIGNE
STHGIL
KROW
01 HCTIWS
1 THGILKROW
4 - 902X 5.1 HW/LB W - 2X 5.1 HW/LB 2E 1-97X 1
5.1 KB 2 - 35X 1 - 35 X 5.1 HW/DR
3 - 902X 5.1 LB/KP Q - 2X 5.1 LB/KP 3 - 502X 5.1 DR 1-4BC U 1
2 GULP GULP 5 5-97X
2 THGILKROW
ERAPS 2 - 902X 5.1 KB/KP O - 2X 5.1 KB/KP 2 - 502X ERAPS 2E 5.1 KB 2 - 25X 1 - 25 X 1
CITRA CITRA

CCUL1L-R1
1 - 902X 5.1 LB/KP D - 2X 5.1 YG/KP 1 - 502X 0

07
6

88
B25D & B30D Mk I
Chapter 1 ELECTRICAL B25D & B30D Mk I
DIAGNOSTIC FAULT CODE READING

If a fault occurs on one of the vechile systems the Respective fault code will appear on the
MDU in Menu C “DIAGNOSTICS”

The fault code will be displayed according to the specific system:

• ECU
• TCU
• CCU

The menu’s have also been divided into ACTUAL FAULT CODES which are fault codes on
the vehicle and are currently active.

The next menu will show fault codes that have been stored.The MDU can store up to Five fault
codes in its memory and and can be cleared.

Below is a illustration of the MDU with a active fault code.

ECU FAULT

LOW OIL PRESSURE 100 (SPN) 1(FMI)

PARK BRAKE
BRAKE PRESSURE BRAKE
TEMP HYDRAULIC
TEMP

BIN INTER-AXLE DIFF

UP DIFF LOCK LOCK

40 50
30 km/h
MENU

20 20
mph
30 60
BACK
10 40
10 70
0 50
TRANS OIL
TEMP
0 80 NEXT
1
FUEL

SELECT
100

TR000428

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Chapter 1 ELECTRICAL B25D & B30D Mk I

DIAGNOSTICS CODES
The diagnostic fault codes have been divided into different sections:

Section 1 : Bell Vechile Fault codes

Section 2 : ECU (ADM) Fault Codes

Section 3 : MR Fault Codes

Section4 : ZF Fault Codes

All the fault codes can be found in Menu C on the MDU if a fault occurs, the code comes
up as two numbers ( SPN and FMI numbers.)

SPN: Suspect Parameter Number

FMI: Failure Mode Indicator

The MDU will hold the last five codes in its memory with the option to delete these codes
when necessary.(Refer to MDU in the electrical section on how to delete error codes.)

SECTION1 : BELL FAULT CODES (MDU)

VEHICLE FAULT CODES SPN FMI LIGHT

Bin Position above Normal 1702 3 NO
Bin Position below Normal 1702 4 NO
System Air Pressure Above 1703 3 NO
Normal
System Air Pressure Below 1703 4 NO
Normal
Hydraulic Temperature Above 1704 3 NO
Normal
Hydraulic Temperature Below 1704 4 NO
Normal
Wet Brake Temperature Above 1705 3 NO
Normal
Wet Brake Temperature Below 1705 4 NO
Normal
Fuel Level Above Normal 96 3 NO
Fuel Level Below Normal 96 4 NO
Vin Number Mismatch 2000 2 YES

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Chapter 1 ELECTRICAL B25D & B30D Mk I
SECTION 2 : ECU (ADM) ENGINE FAULT CODES

ENGINE FAULT CODES SPN FMI LIGHT

ADM
Constant throttle (EVB) 45 3
Open Circuit
Constant throttle (EVB) 45 4
Short Circuit
Tachograph Signal 84 3
Open Circuit
Tachograph Signal 84 4
Short Circuit
Tachograph Signal 84 14
Not Recognised
Analog Accelerator Pedal 91 0
Not set in correctly
Analog Accelerator Pedal 91 2
Incorrect resistance value
Analog Accelerator Pedal 91 3
Resistance to High or Short to
Positive
Analog Accelerator Pedal 91 4
Resistance to Low or Short to
Ground
Oil Level to High 98 0
Oil Level to Low 98 1
Oil Level to Very Low 98 14
Dangerous
Low Oil Pressure 100 1
Very Low Oil Pressure 100 14
Air Cleaner Blockage 107 0
Air Cleaner Sensor 107 3
Open Circuit
Air Cleaner Sensor 107 4
Short Circuit

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Chapter 1 ELECTRICAL B25D & B30D Mk I
SECTION 2: ECU (ADM) ENGINE FAULT CODES

ENGINE FAULT CODES SPN FMI LIGHT

ADM
Engine Coolant Temperature 110 0
to High
Engine Coolant Temperature 110 14
Very High Dangerous
Coolant Level Low 111 1
Coolant Level Sensor 111 3
Open Circuit
Coolant Level Sensor 111 4
Short Circuit
Ignition Volts to High 158 0
Ignition Volts to Low 158 1
Idle Adjustment at Analog 558 5
Accelerator Pedel
Open Circuit Both Contacts
Idle Adjustment at Analog 558 12
Accelerator Pedel
Short Circuit Both Contacts
Cruise control + and - Failure 599 12
Cruise control + and - Failure 601 12
Analog Accelerator Pedal Input Volt- 620 3
age to High (Above 5,2 V)
Analog Accelerator Pedal Input Volt- 620 4
age to Low (Below 4,8 V)
CAN Error No Connection Between 625 2
ADM and MR
CAN Error Single Wire Connection 625 14
Between ADM and MR
ADM2 Internal Failure 629 12
Control Relay 1 677 5
Open Circuit
Control Relay 1 677 6
Short Circuit
Control Relay 2 730 0
Heat Exchanger
No increase in Charge air
Temperature

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Chapter 1 ELECTRICAL B25D & B30D Mk I
SECTION 2 : ECU (ADM) ENGINE FAULT CODES

ENGINE FAULT CODES SPN FMI LIGHT

ADM
Control Relay 2 730 1
Heat Exchanger
Contacts sticking
Control Relay 2 730 2
Heat Exchanger
Contacts not making
Control Relay 2 730 3
Heat Exchanger
Voltage to high or Short to Positive
Control Relay 2 730 4
Heat Exchanger
Voltage to Low or Short to Ground
Hand Accelerator Lever 974 2
Input Vlotage Above (5,2 V)
or Below (4,8 V)
Hand Accelerator Lever 974 3
Voltage to High or Short to Positive
Hand Accelerator Lever 974 4
Voltage to Low or Short to Ground
Control Relay 4 1004 3
Open Circuit
Control Relay 4 1004 4
Short Circuit
(Pulse Width Modulation Accelerator 1005 3
Pedal Supply Voltage
Open Circuit
(Pulse Width Modulation Accelerator 1005 4
Pedal Supply Voltage
Short to Ground
Exhaust Brake 1006 3
Open Circuit
Exhaust Brake 1006 4
Short to Ground
Pulse Width Modulation Accelerator 1015 1
Pedal
No Input Voltage
Pulse Width Modulation Accelerator 1015 2
Pedal
Both PWM Signals Missing

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Chapter 1 ELECTRICAL B25D & B30D Mk I
SECTION 2 : ECU (ADM) ENGINE FAULT CODES

ENGINE FAULT CODES SPN FMI LIGHT

ADM
Pulse Width Modulation Accelerator 1015 3
Pedal
PWM Signal 2 Missing
Pulse Width Modulation Accelerator 1015 4
Pedal
PWM Signal 1 Missing
Pulse Width Modulation Accelerator 1015 5
Pedal
Not been set or Programmed
Pulse Width Modulation Accelerator 1015 6
Pedal
Idle Not been set or Programmed
Pulse Width Modulation Accelerator 1015 7
Pedal
High Idle Not been set or
Programmed

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Chapter 1 ELECTRICAL B25D & B30D Mk I
SECTION 3 : MR ENGINE FAULT CODES (CONTROL UNIT ON THE ENGINE)

Engine Fault Codes SPN FMI LIGHT

MR
Fuel Pressure Sender 94 2
Value Not Recognised
Fuel Pressure Sender 94 3
Voltage to High or Short to Positive
Fuel Pressure Sender 94 4
Voltage to Low or Short to Ground
Engine Oil Level Sender 98 2
Value Not Recognised
Engine Oil Level Sender 98 3
Out Of Range High
Engine Oil Level Sender 98 4
Out Of Range Low
Engine Oil Level Sender 98 5
Open Circuit
Engine Oil Pressure Sender 100 2
Value Not Recognised
Engine Oil Pressure Sender 100 3
Out Of Range High
Engine Oil Pressure Sender 100 4
Out Of Range Low
Charge Air Pressure Sender 102 2
Value Not Recognised
Charge Air Pressure Sender 102 3
Out Of Range High
Charge Air Pressure Sender 102 4
Out Of Range Low

Bell Training Center Revision 0.1 95

Chapter 1 ELECTRICAL B25D & B30D Mk I
SECTION 3 : MR ENGINE FAULT CODES (CONTROL UNIT ON THE ENGINE)

Engine Fault Codes SPN FMI LIGHT

MR
Charge Air Temperature Sender 105 3
Out Of Range High
Charge Air Temperature Sender 105 4
Out Of Range Low
Coolant Temperature Sender 110 3
Out Of Range High
Coolant Temperature Sender 110 4
Out Of Range Low
Ignition Supply not constant between 158 2
ADM and MR
Input Voltage to High 168 3
Input Voltage to Low 168 4
Fuel Temperature Sender 174 3
Out of Range High
Fuel Temperature Sender 174 4
Out of Range Low
Engine Oil Temperature Sender 175 3
Out of Range High
Engine Oil Temperature Sender 175 4
Out of Range Low
Engine Rpm 190 0
Out of Range High
Atmospheric Pressure Sender 609 12
MR Failure
Out of Range High
Atmospheric Pressure Sender 609 12
MR Failure
Out of Range Low
Internal Failure 609 12
Emergency Run Regulator Faulty on
MR
Internal Failure 609 12
On High Side - Transistor of Bank 1
High Resistance Value
Internal Failure 609 12
On High Side - Transistor of Bank 2
High Resistance Value

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Chapter 1 ELECTRICAL B25D & B30D Mk I
SECTION 3 : MR ENGINE FAULT CODES (CONTROL UNIT ON THE ENGINE)

Engine Fault Codes SPN FMI LIGHT

MR
Internal Failure 609 12
On High Side - Transistor of
Proportional valve 5
High Resistance Value
Internal Failure 609 12
Starter End Level
High Resistance
Internal Failure 609 12
Starter End Level
Low Resistance
Internal Failure 609 12
Proportional Valve High Side
Transistor
Internal Failure 609 12
Starter End Level
High Resistance
Internal Failure 609 12
Water Level Starter Failure
Internal Failure 609 14
Cylinder Postion Not Recognised
Internal Failure 609 14
Identification Failure
Internal Failure 609 14
Cylinder Postion Not Recognised
Internal Failure 609 14
Parameter Failure
Internal Failure 609 14
Incorrect Hardware Profile
Internal Failure 609 14
EEPROM Checksum Failure 1
Internal Failure 609 14
EEPROM Checksum Failure 2
Internal Failure 609 14
EEPROM Checksum Failure 3
Internal Failure 609 12
CAN Data Range defect
CAN 625 2
No Connection

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Chapter 1 ELECTRICAL B25D & B30D Mk I
SECTION 3 : MR ENGINE FAULT CODES (CONTROL UNIT ON THE ENGINE)

Engine Fault Codes SPN FMI LIGHT

MR
CAN 625 2
Data Not Recognised
CAN_H Signal Open or Short Circuit 625 14
Between MR and ADM
CAN_L Signal Open or Short Circuit 625 14
Between MR and ADM
CAN 625 14
Parameter Failure
Crankshaft Sender 636 1
Gap too small
Crankshaft Sender 636 3
Open Circuit
Crankshaft Sender 636 4
Short to Ground
Crankshaft Sender 636 7
Value Not Recognised
Crankshaft Sender 636 8
Timeout (No Signal)
Crankshaft Sender 636 14
Sensor Faulty or Polarized
Unit Pump Cylinder 1 651 5
Control Fault
Unit Pump Cylinder 1 651 6
Short Circuit
Unit Pump Cylinder 1 651 7
Impact Recognition
Unit Pump Cylinder 1 651 12
Automatic Running Delimitation
Unit Pump Cylinder 1 651 14
Single Cylinder Alignment
Delimitation
Unit Pump Cylinder 2 652 5
Control Fault
Unit Pump Cylinder 2 652 6
Short Circuit
Unit Pump Cylinder 2 652 7
Impact Recognition

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Chapter 1 ELECTRICAL B25D & B30D Mk I
SECTION 3 : MR ENGINE FAULT CODES (CONTROL UNIT ON THE ENGINE)

Engine Fault Codes SPN FMI LIGHT

MR
Unit Pump Cylinder 2 652 12
Automatic Running Delimitation
Unit Pump Cylinder 2 652 14
Single Cylinder Alignment
Delimitation
Unit Pump Cylinder 3 653 5
Control Fault
Unit Pump Cylinder 3 653 6
Short Circuit
Unit Pump Cylinder 3 653 7
Impact Recognition
Unit Pump Cylinder 3 653 12
Automatic Running Delimitation
Unit Pump Cylinder 3 653 14
Single Cylinder Alignment
Delimitation
Unit Pump Cylinder 4 654 5
Control Fault
Unit Pump Cylinder 4 654 6
Short Circuit
Unit Pump Cylinder 4 654 7
Impact Recognition
Unit Pump Cylinder 4 655 12
Automatic Running Delimitation
Unit Pump Cylinder 4 655 14
Single Cylinder Alignment
Delimitation
Unit Pump Cylinder 5 655 5
Control Fault
Unit Pump Cylinder 5 655 6
Short Circuit
Unit Pump Cylinder 5 655 7
Impact Recognition
Unit Pump Cylinder 5 655 12
Automatic Running Delimitation
Unit Pump Cylinder 5 655 14
Single Cylinder Alignment
Delimitation

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Chapter 1 ELECTRICAL B25D & B30D Mk I
SECTION 3 : MR ENGINE FAULT CODES (CONTROL UNIT ON THE ENGINE)

Engine Fault Codes SPN FMI LIGHT

MR
Unit Pump Cylinder 6 656 5
Control Fault
Unit Pump Cylinder 6 656 6
Short Circuit
Unit Pump Cylinder 6 656 7
Impact Recognition
Unit Pump Cylinder 6 656 12
Automatic Running Delimitation
Unit Pump Cylinder 6 656 14
Single Cylinder Alignment
Delimitation
Unit Pump Cylinder 7 657 5
Control Fault
Unit Pump Cylinder 7 657 6
Short Circuit
Unit Pump Cylinder 7 657 7
Impact Recognition
Unit Pump Cylinder 7 657 12
Automatic Running Delimitation
Unit Pump Cylinder 7 657 14
Single Cylinder Alignment
Delimitation
Unit Pump Cylinder 8 658 5
Control Fault
Unit Pump Cylinder 8 658 6
Short Circuit
Unit Pump Cylinder 8 658 7
Impact Recognition
Unit Pump Cylinder 8 658 12
Automatic Running Delimitation
Unit Pump Cylinder 8 658 14
Single Cylinder Alignment
Delimitation
Starter Relay 677 3
Externall ingaged
Starter Relay 677 5
Open Circuit

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Chapter 1 ELECTRICAL B25D & B30D Mk I
SECTION 3 : MR ENGINE FAULT CODES (CONTROL UNIT ON THE ENGINE)

Engine Fault Codes SPN FMI LIGHT

MR
Starter Relay 677 6
Short to Ground
Starter Relay 677 7
Starter not engaging
Starter Relay 677 14
Sticking
PWM Driver 1: 697 3
Proportional Valve 1:
Exhaust Brake control:
Short to Positive
PWM Driver 1: 697 5
Proportional Valve 1:
Exhaust Brake control:
Open Circuit
PWM Driver 1: 697 6
Proportional Valve 1:
Exhaust Brake control:
High Side Line Short to Ground
PWM Driver 2: 698 3
Proportional Valve 2:
Exhaust Brake control:
Constant Throttle Vlave
High Side Line Short to Positive
PWM Driver 2: 698 5
Proportional Valve 2:
Exhaust Brake control:
Constant Throttle Vlave
Low Side Line Short to Ground or
Open Circuit
PWM Driver 2: 698 6
Proportional Valve 2:
Exhaust Brake control:
Constant Throttle Vlave
High Side Line Short to Ground
PWM Driver 3: 699 3
Proportional Valve 3:
Control Blower 1:
Short to Positive
PWM Driver 3: 699 5
Proportional Valve 3:
Control Blower 1:
Open Circuit

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Chapter 1 ELECTRICAL B25D & B30D Mk I
SECTION 3 : MR ENGINE FAULT CODES (CONTROL UNIT ON THE ENGINE)

Engine Fault Codes SPN FMI LIGHT

MR
PWM Driver 3: 699 6
Proportional Valve 3:
Control Blower 1:
High Side Line Short to Ground
PWM Driver 4: 700 3
Proportional Valve 4:
Control Blower 2:
Short to Positive
PWM Driver 4: 700 5
Proportional Valve 4:
Control Blower 2:
Open Circuit
PWM Driver 4: 700 6
Proportional Valve 4:
Control Blower 2:
High Side Line Short to Ground
Camshaft Sender 723 3
Open Circuit
Camshaft Sender 723 4
Short to Ground
Camshaft Sender 723 8
Timeout ( No Signal)
Camshaft Sender 723 14
Sensor Faulty or Polarized
Blower Speed 986 8
Timeout ( No Signal)

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Chapter 1 ELECTRICAL B25D & B30D Mk I
SECTION 4 : ZF FAULT CODES

TRANSMISSION FAULT CODES SPN FMI System Reaction

Retarder lever above high limmit 50 14 3 Retarder is not available

4.5v [not even via CAN]
Retarder lever below low limmit 50 14 4 Retarder is not available
0.2v [not even via CAN]
Retarder tempreture sensor open 5017 3 Retarder is not available
circuit
Retarder tempreture sensor short 5017 4 Retarder is not available
negative
Sump tempreture sensor open circuit 5018 3 Retarder is not available
Sump tempreture sensor short 5018 4 Retarder is not available
negative
Clutch A positive short 5021 3 All gear components
switched off. System
goes into “Neutral”
Clutch A negative short 5021 4 All gear components
switched off. System
goes into “Neutral”
Clutch A open circuit 5021 5 All gear components
switched off. System
goes into “Neutral”
Clutch B positive short 5022 3 All gear components
switched off. System
goes into “Neutral”
Clutch B negative short 5022 4 All gear components
switched off. System
goes into “Neutral”
Clutch B open circuit 5022 5 All gear components
switched off. System
goes into “Neutral”
Clutch C positive short 5023 3 All gear components
switched off. System
goes into “Neutral”
Clutch C negative short 5023 4 All gear components
switched off. System
goes into “Neutral”
Clutch C open circuit 5023 5 All gear components
switched off. System
goes into “Neutral”

Bell Training Center Revision 0.1 103

Chapter 1 ELECTRICAL B25D & B30D Mk I
SECTION 4 : ZF FAULT CODES

TRANSMISSION FAULT CODES SPN FMI System Reaction

Clutch D positive short 5024 3 All gear components

switched off. System
goes into “Neutral”
Clutch D negative short 5024 4 All gear components
switched off. System
goes into “Neutral”
Clutch D open circuit 5024 5 All gear components
switched off. System
goes into “Neutral”
Clutch E positive short 5025 3 All gear components
switched off. System
goes into “Neutral”
Clutch E negative short 5025 4 All gear components
switched off. System
goes into “Neutral”
Clutch E open circuit 5025 5 All gear components
switched off. System
goes into “Neutral”
Clutch F positive short 5026 3 All gear components
switched off. System
goes into “Neutral”
Clutch F negative short 5026 4 All gear components
switched off. System
goes into “Neutral”
Clutch F open circuit 5026 5 All gear components
switched off. System
goes into “Neutral”
Clutch G positive short 5027 3 All gear components
switched off. System
goes into “Neutral”
Clutch G negative short 5027 4 All gear components
switched off. System
goes into “Neutral”
Clutch G open circuit 5027 5 All gear components
switched off. System
goes into “Neutral”
Lock up clutch positive short 5028 3 System switches to limp-
home mode
Lock up clutch negative short 5028 4 System switches to limp-
home mode

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Chapter 1 ELECTRICAL B25D & B30D Mk I
SECTION 4 : ZF FAULT CODES

TRANSMISSION FAULT CODES SPN FMI System Reaction

Lock up clutch open circuit 5028 5 System switches to limp-

home mode
Retarder accumulator Y2 positive 5029 3 Output switched off.
short Delayed retarder
response
Retarder accumulator Y2 negative 5029 4 Output switched off.
short Delayed retarder
response
Retarder accumulator Y2 open circuit 5029 5 Output switched off.
Delayed retarder
response
Locking solenoid positive short 5039 3 Output switched off. No
“lock solenoid”relay
activation
Locking solenoid negative short 5039 4 Output switched off. No
“lock solenoid”relay
activation
Locking solenoid open circuit 5039 5 Output switched off. No
“lock solenoid”relay
activation
Status monitor positive short 5041 3 Output switched off. No
selector lamp activation
Status monitor negative short 5041 4 Output switched off. No
selector lamp activation
D1 current resistance 5044 2 System switches to limp-
home mode
Status monitor open circuit 5041 5 Output switched off. No
selector lamp activation
D1 current positive short 5044 3 System switches to limp-
home mode
D1 current negative short 5044 4 System switches to limp-
home mode
D1 current open circuit 5044 5 System switches to limp-
home mode
Retarder current resistance 5045 2 Retarder is not available
Retarder Y1 current positive short 5045 3 Output switched off.
Retarder mode not
possible

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Chapter 1 ELECTRICAL B25D & B30D Mk I
SECTION 4 : ZF FAULT CODES

TRANSMISSION FAULT CODES SPN FMI System Reaction

Retarder Y1 current negative short 5045 4 Output switched off.

Retarder mode not
possible
Retarder Y1 current open circuit 5045 5 Output switched off.
Retarder mode not
possible
Shift selector signal fault 5946 2 System goes into
“Neutral”
Hour counter fault 5049 2 Operating hours counter
reset, i.e. zeroed.
Error memory data fault 5051 2 Fault memory contents
deleted
ECU system fault 5052 11 System goes into
“Neutral” All digital
outputs switched off.
Vehicle CAN fault 5055 2 See “Can cumulative
errors (SAE)”or “CAN
cumulative errors (IES)”
Retarder on valve positive short 5056 3 Output switched off.
Retarder mode not
possible
Retarder on valve negative short 5056 4 Output switched off.
Retarder mode not
possible
Retarder on valve open circuit 5056 5 Output switched off.
Retarder mode not
possible
Output speed signal fault 5058 2 System switches to limp-
home mode
Output speed signal overflow 5058 11 None
Turbine speed signal fault 5059 2 System switches to limp-
home mode
Turbine speed signal overflow 5059 11 None
Check sum error 5061 11 Statistics data deleted
Retarder resistor open circuit 5062 3 Possible reduction in
retarder torque
Retarder resistor negative short 5062 4 Possible reduction in
retarder torque

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Chapter 1 ELECTRICAL B25D & B30D Mk I
SECTION 4 : ZF FAULT CODES

TRANSMISSION FAULT CODES SPN FMI System Reaction

Gearbox ID code 5063 14 System goes into

“Neutral”
Retarder tempreture over limit 5065 0 Depending on
parameterization:
Retarder torque reduced
Activation of digital
output temp warm stufe
1
Activation of digital
output temp warn stufe 2
Retarder out over temperature 5065 14 Depending on
parameterization:
Retarder torque reduced
Activation of digital
output temp warm stufe
1
Activation of digital
output temp warn stufe 2
Sump temperature over limit 5066 0 Depending on
parameterization:
Retarder torque reduced
Activation of digital
output temp warm stufe
1
Activation of digital
output temp warn stufe 2
Sump over temperature 5066 14 Depending on
parameterization:
Retarder torque reduced
Activation of digital
output temp warm stufe
1
Activation of digital
output temp warn stufe 2
Unused output positive short 5067 3 None
Central cut off fault 5068 12 Remains in neutral
Retarder lever digital fault 5075 12 No retarder request via
digital hand lever
(retarder request via
CAN or analog input is
possible)
Slip time 1-2 load upshift 5076 0 None

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SECTION 4 : ZF FAULT CODES

TRANSMISSION FAULT CODES SPN FMI System Reaction

Slip time 2-3 load upshift 5076 0 None

Slip time 3-4 load upshift 5076 0 None
Slip time 4-5 load upshift 5076 0 None
Slip time 5-6 load upshift 5076 0 None
Operating voltage above limits 5079 3 None
Operating voltage below limits 5079 4 System goes into
“Neutral”
EEPROM Correction parameter 5087 2 Initialization (of the
checksum correction parameter)
with the “default settings”
(standard correction
values) from the data
field

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 B30D & B25D Mk I

ARTICULATED DUMP TRUCK

TRANSMISSION
ZF ECOMAT 2

Issue: 1
(October 2001)

Technical Training Documentation

BELL EQUIPMENT COMPANY

Richards Bay
Chapter 2 ZF ECOMAT 2 TRANSMISSION B25D / B30D Mk I
GENERAL DESCRIPTIONS

ZF ECOMAT 2 6 HP 592 C

• ECOMAT 2 ...... SECOND FAMILY OF THE ECOMAT RANGE

• 6.........................NUMBER OF FORWARD RANGES
• HP.......................HIGH POWER
• 592 ..................500 SERIES (MODEL 592)
• C.........................CAN BUS COMPATIBLE




  TR000278

1 Output Shaft

2 Oil Filler

3 Identification Plate

4 Temperature Sensor

5 Clutch Test Pionts

6 Sump Internal Control Valve

7 Cooler Ports

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TRANSMISSION IDENTIFICATION

TR000277

The transmission identification plate is located on the left-rear side of the transmission. The
identification plate shows the transmission Type / Model,Parts List No.,Serial
number,Customer Spec No,Total Ratio Of All Gears,P.T.O Ratio,Oil Capacity and Oil Grade

Quote These numbers when Ordering parts and remember to quote TCU number When
Ordering new Electronic Control Units.

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Chapter 2 ZF ECOMAT 2 TRANSMISSION B25D / B30D Mk I

TORQUE CONVERTER

1
TR000007

1 Pump 2 Stator

3 Turbine 4 Lock-up Clutch

OPERATIONAL OVERVIEW

The torque converter provides a hydro-mechanical coupling that supplies rotational input from
the engine to the transmission’s gearing.The Torque convertor also multiplies torque into the
transmission gearing from the Engine.

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TORQUE CONVERTER OPERATION
The Ecomat 2 torque converter has four main components:

• Pump
• Stator
• Turbine
• Lock-up clutch

The converter’s pump is bolted to the converter cover.

The pump rotates at engine speed

• As the pump rotates, fluid enters from around the pump hub.
• Centrifugal force causes fluid to be thrown around the outside of the pump and over to the
converter turbine.
• Once the force reaches a certain point, the fluid begins to spin the turbine.

The converter’s turbine is splined to the transmission turbine shaft.

• Fluid from the converter pump strikes the turbine’s vanes and eventually forces the turbine
to rotate.
• Since the turbine is splined to the turbine shaft, the turbine shaft rotates and supplies input
to the transmission’s gearing.
• Fluid exits the turbine near its hub and flows to the stator.

The stator redirects fluid back to the converter pump.

• When fluid from the turbine hits the front of the stator blades, the stator locks against its
one-way clutch.
• Fluid leaving the locked stator is directed back to the pump at an accelerated rate,
increasing torque.
• As the turbine gains speed, it directs oil to the back side of the stator blades, causing the
stator to “freewheel”.
• Fluid flowing through the freewheeling stator is no longer accelerated and does not
increase torque.
• As turbine speed increases, flow through the stator becomes smoother and eventually
stops.

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STATOR ONE-WAY CLUTCH OPERATION

TR000009

The stator’s one-way clutch provides locking and freewheeling action.

• A series of rollers and springs are located inside the stator.

• When fluid strikes the front of the stator blades, the stator tries to rotate in a
counterclockwise direction.

• This wedges the rollers into the small side of the tapered cavity, the stator is locked and
can’t rotate that direction.

• When fluid strikes the back side of the stator blades, the stator begins to rotate in a
clockwise direction.

• The wedged rollers are released, and the one-way clutch’s design allows the stator to
rotate in a clockwise direction.

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VORTEX FLOW

T000010

• Vortex flow occurs when the stator is in the locked position.

• The turbine is still stalled or moving slowly.

• Fluid exiting the turbine strikes the front face of the stator blades.

• This locks the stator

• The locked stator directs fluid back to the pump at an accelerated rate.

• This helps the pump increase torque by adding an extra “push.”

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Chapter 2 ZF ECOMAT 2 TRANSMISSION B25D / B30D Mk I
ROTARY FLOW

T000011

Rotary flow occurs when the stator is in the freewheeling position.

As the turbine begins to rotate and its speed increases, the fluidexiting the turbine strikes the
back of the stator blades.

• This frees the one-way clutch and allows the stator to rotate.

• The fluid flow through the stator becomes much smoother and slowly ceases.

• This eliminates the torque increase.

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Chapter 2 ZF ECOMAT 2 TRANSMISSION B25D / B30D Mk I
LOCK-UP CLUTCH OPERATION

Front Cover

Piston
Lock-up clutch and damper
Splined to turbine Shaft
Backing plate
Pump

TR000012

The torque converter’s fluid coupling will never allow turbine speed to equal engine speed.

• Once rotary flow has been achieved and certain speed and range requirements are met,
the torque converter attains “lock-up.” WK

• This physical connection between the converter turbine and pump allows the turbine to
rotate at engine speed.

Lock-up clutch components include:

• The backing plate always rotates at engine speed.

• A torsional damper and lock-up clutch plate assembly - located next to the backing
plate. It’s splined directly to the turbine.

• The lock-up clutch piston - located inside the converter front cover.

• It’s splined to the converter front cover and always rotates at engine speed.

• Hydraulic fluid forced between the front cover and lock-up clutch piston causes the piston
to move. This “sandwiches” the clutch plate between the piston and backing plate, forcing
the clutch plate to rotate at engine speed.

• Since the clutch plate is splined to the turbine, the transmission’s input equals engine RPM.

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STALL TESTING

Stall testing is performed to determine whether a power complaint is due to an engine problem
or transmission malfunction.
Stall speed is the maximum engine RPM attainable when the engine is at full throttle and
when the torque converter turbine is not moving, or “stalled.”
A Stall test can be done to confirm a fault code from the engine diagnostics or to confirm a
fault from the Transmission diagnostics.

STALL PROTECTION

The D Series machines have been fitted with stall protection software to protect the
transmission Torque convertor / oil Pump from Damage.
The Software installed allows the operator to stall only when certain conditions have been
met.Firstly the vehicle must be in the stationary position for more than 6 seconds
The Engine torque must be more than 50 % for 6 Seconds
The Park brake or service brake must be applied (Or Both) for more than 6 seconds
If these parameters are active for more than 6 seconds the CCU Knows that the vehicle is in a
stall condition and will allow the stall to continue up till a total of 15 seconds have past
After 15seconds the CCU will command the ADM to 0% Torque or Low Idle for 50 Seconds.If
Neutral is selected while in the 50 Second cool off period is active the CCU will command a
speed restriction of 1250 rpm for the remainder of the 50 Seconds.

IF A STALL TEST IS NECESSARY

1. Before starting check that the oil on the dipstick is within the safe operating band.
2. Place chocks in front and behind wheels.
3. Ensure that no person is working on or under the machine.
4. Start the engine and let it idle.
MDU can be used by selecting “Actual Values “ and pressing “Select” and then “Next”,
taking you to “Transmission values” . Press “select” and this will bring you to “Transmission
Temp”.The transmission sump temperature must be monitered at all times during stall test.
6. Apply the park brake.
7. Let the air pressure build up until the low air pressure buzzer goes off.
8. Push the service brake pedal down and keep it down.
9. Select first gear.
10. Push accelerator pedal until engine is running at 1000RPM and keep at this RPM
for 15 Seconds, After 15 seconds the CCU will limit the engine torque to 0% for a cool of
period of 50 seconds.
11. Remove foot from accelerator pedal and select neutral.
12. Push the accelerator ,the CCU will only allow 1200 rpm for the remainder of the cool
off period.
13. Repeat steps 9 to 13 until the sump temperature stabilizes around 70 ºC (160 ºF).

CHECKING THE STALL RPM

1. Bring sump temperature as described above.
2. Select first gear and apply foot brake pedal and keep it down.
3. Push accelerator pedal all the way down.
4. After +- 5 seconds the RPM will stabilize. After 15 Seconds The CCU will Initailize the
Cool off period OF 0% Torque or Low Idle, If Neutral is selected while in the 50 Second
cool Off the CCU Will still Limit the Rpm To 1200
5. This stabilised RPM will be the stall RPM. (Refer to B30D/B25D Stall Speeds.)

NOTE: THE STALL WILL ONLY TAKE PLACE FOR 15 SECONDS.

NOTE: ALWAYS REFER TO LATEST SERVICE BULLETIN FOR

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STALL SPEED SPECIFICATIONS B30D/B25D STALL SPEEDS

Model Low idle High idle Stall speed

B30D 600 rpm 2800 rpm 2092 rpm
B25D 600 rpm 2800 rpm 1851 rpm

ANALYZING STALL TEST RESULTS

If stall test readings are 150 RPM higher or lower than specifications....

• The stall test readings are acceptable.

• Stall test readings may vary slightly above or below specifications, depending on ambient
temperature, altitude, tachometer variations and other conditions.

If stall test readings are 200 RPM or more below specifications....

• The engine may be down on power

• The engine may not be attaining full fuel

• If stall test readings are extremely low (about 30% lower than specifications...)

• The engine may be severely down on power

• The engine may not be attaining full fuel

• The converter stator may be freewheeling

If stall test readings are 200 RPM or more above specifications...

• The transmission may have slipping clutches

• Transmission oil level might be too low or high

• Converter out pressure may be too low due to internal transmission problem.

If stall test readings are normal, but there are high converter out temperatures after cool
down...

• The converter stator may be stuck

• The transmission cooling system may not be operating properly

• The engine cooling system may not be operating properly.

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Chapter 2 ZF ECOMAT 2 TRANSMISSION B25D / B30D Mk I
TROUBLE SHOOTING A FREEWHEELING STATOR

A freewheeling stator can cause extremely low stall speeds.

• To verify a freewheeling stator prior to tear down, road test the vehicle.

• If the vehicle has no power at low speed, but performs normally at high speeds, the stator
may be freewheeling.

• Elevated oil temperatures or no full-throttle upshifts can also indicate a freewheeling stator.

TROUBLESHOOTING A STUCK STATOR

• A stuck stator can cause high converter out temperatures after cool down, despite normal
stall test readings.

• A stuck stator can also prevent the vehicle from reaching its top speed and/or transmission
overheating at highway speeds.

• To verify a stuck stator prior to tear down, stall test as follows:

• Stall until converter out temperature reaches 120-130°C (250- 270 degrees Fahrenheit.)

• Place the transmission in neutral, then accelerate the engine to between 1200 and 1500-
RPM for 2 to 3 minutes.

• If the converter out temperature doesn’t drop, the stator may be stuck or the engine/
transmission cooling system may be malfunctioning.

If tests confirms that the converter stator is suspect, remove the transmission, disassemble the
torque converter and inspect the stator, springs, rollers and race

STALL TORQUE RATIO

Stall torque ratio reflects the amount of turbine shaft torque the converter developes compared
to the amount of torque the engine developes.

Example - if the converter configuration provides a 2 : 1 stall torque ratio, the torque converter
is capable of delivering twice the engine’s torque to the transmission gearing.

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Chapter 2 ZF ECOMAT 2 TRANSMISSION B25D / B30D Mk I
PLANETARY GEARS AND POWER FLOWS

PLANETARY GEAR SETS

Clutch pack
Ring Gear

Planetary Carrier

Sun Gear Planetary Gears x 4

TR000013

The Ecomat transmission uses four sets of planetary gears.

• Understanding basic planetary gear operation is critical to understanding the Ecomat’s

operating principles.

Planetary gear sets consist of a sun gear, planetary pinion gears (held by a carrier) and a
ring gear.

Gear relationships:

• When two gears with external teeth mesh, their rotation is opposite each other.

• Example - the sun gear and pinion gears.

• When a gear with external teeth meshes with a gear with internal teeth, they rotate in the
same direction.

• Example - the pinion gears and the ring gear.

• These gear relationships provide the basis for planetary gear operation.

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Chapter 2 ZF ECOMAT 2 TRANSMISSION B25D / B30D Mk I

THE BASIC LAWS OF PLANETARY GEAR SETS

SUN CARRIER RING SPEED TORQUE DIRECTION

INPUT OUTPUT HELD MAXIMUM INCREASE SAME AS
REDUCTION INPUT
HELD OUTPUT INPUT MINIMUM INCREASE SAME AS
REDUCTION INPUT
OUTPUT INPUT HELD MAXIMUM REDUCTION SAME AS
INCREASE INPUT
HELD INPUT OUTPUT MINIMUM REDUCTION SAME AS
INCREASE INPUT
INPUT HELD OUTPUT REDUCTION INCREASE OPPOSITE OF
INPUT
OUTPUT HELD INPUT INCREASE REDUCTION OPPOSITE OF
INPUT

When any two members are held together speed and direction are same as input
THE RATIO WILL BE 1:1

When one planetary component is held and another is rotated, or “input,” the third
member becomes an output mechanism.
Depending on which components are held and input, the planetary gear set can develop
various output ratios:

• Decrease input speed

• Increase input speed

• Provide direct, 1 : 1 drive

• Create reverse

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CLUTCHES

TR000041

Clutches provide the input and holding power planetary gear sets required for operation.

• Clutches or Brakes in the Ecomat transmission can be either rotating or stationary.

• Rotating clutches supply rotational input to other shafts or components.

• The Ecomat’s transmission’s rotating clutches are located in the rotating clutch module.

• Stationary clutches hold components in place, allowing other components to be input and
output.

• The Ecomat has Four stationary clutches that hold planetary gear components.

• Clutches consist of two intertwined sets of clutch plates and a piston.

• Two kinds of plates are used - fiber, “friction,” plated and steel, “reaction” plates.

• Plates are alternated in the clutch assembly so that they sandwich each other.

• One set of clutch plates is splined to an inner component, the other is splined to an outer
component (The housing).

• Even though the plates are intertwined, they rotate independently, when not applied.

• The clutch assembly has a piston and spring assembly.

• When the clutch is applied, the piston forces the intertwined plates together as one unit.

• When the clutch is released, the spring assembly returns the piston.

• If one of the components splined to the clutch plates is stationary, the clutch is a “stationary
clutch”.

• If both components splined to the clutch plates are capable of rotating the clutch is a
“rotating clutch.”

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Chapter 2 ZF ECOMAT 2 TRANSMISSION B25D / B30D Mk I
ECOMAT INTERNAL CONFIGURATION

% & ' ( ) *

TR000281

The Ecomat transmission has four sets of planetery gear sets:

• Each Stationary Clutch namely D,E,F,G has a corresponding ring gear wihch is held
staionary when the clutch is applied.

• Rotating Clutchs A,B,C are connected to the turbine shaft when applied.They apply a
rotational input into the transmission.

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Chapter 2 ZF ECOMAT 2 TRANSMISSION B25D / B30D Mk I
CLUTCH CONFIGURATION TABLE

The Following table illustrates the different Clutchs that are applied to get a moving range,

Note: Two clutchs must be applied to obtain a moving range.

CLUTCHES A B C D E F G
NEUTRAL
FIRST X X
SECOND X X
THIRD X X
FOURTH X X
FIFTH X X
SIXTH X X
REVERSE X X

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Chapter 2 ZF ECOMAT 2 TRANSMISSION B25D / B30D Mk I

REMOVE PAGE AND INSERT A3 SECTIONAL DRAWING OF THE ECOMAT

TRANSMISSION DRAWING NO: TR000279

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Chapter 2 ZF ECOMAT 2 TRANSMISSION B25D / B30D Mk I

REMOVE PAGE AND INSERT A3 POWER FLOW DRAWING OF THE ECOMAT

TRANSMISSION DRAWING NO: TR000280

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Chapter 2 ZF ECOMAT 2 TRANSMISSION B25D / B30D Mk I

NEUTRAL POWER FLOW

INPUT OUTPUT

TR000330

In neutral, no clutches are applied

• Rotational power from the torque converter is not transmitted beyond the rotating clutch
module.

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Chapter 2 ZF ECOMAT 2 TRANSMISSION B25D / B30D Mk I

1ST RANGE POWER FLOW

INPUT OUTPUT

TR000331

In first range, the A and G clutches are applied.

• A locks the turbine shaft and main shaft together.

• The P4 sun gear is part of the main shaft module, so it becomes input for the P4 Planetary
set.

• G holds the P4 ring gear.

• Since the P4’s sun gear is input and the P4’s ring gear is held, the P4 carrier becomes the
output.

• The P4 carrier is part of the output shaft.

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2ND RANGE POWER FLOW

INPUT OUTPUT

TR000332

In second range, the A and F clutches are applied and the P3 planetary works to provide the
appropriate output.

• The A clutch locks the turbine shaft and main shaft together.

• This drives the P3 sun gear.

• The F clutch holds the P3 ring gear.

• Since the P3’s sun gear is input and the P3’s ring gear is held, the P3 carrier becomes the
output.

• P3’s carrier is connected to P4’s carrier

• P4’s carrier is part of the output shaft.

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Chapter 2 ZF ECOMAT 2 TRANSMISSION B25D / B30D Mk I

3RD RANGE POWER FLOW

INPUT OUTPUT

TR000333

In third range A and E clutches are applied and the P2 and P3 planetaries work together to
provide the appropriate output.

• The A clutch locks the main shaft to the turbine shaft , the E clutch holds the P2 ring gear.

• Since the P2’s sun gear is input and the P2’s ring gear is held, the P2 carrier becomes
output.

• The P3’s ring gear is connected to the P2’s carrier, so its rotating.

• Since the P3 ring gear is rotating slower than the P3’s sun gear, it acts like a held member.
The P3 sun gear is input , the P3 ring gear is held so the P3 carrier becomes output.

• P3’s carrier is connected to P4’s carrier

• P4’s carrier is part of the output shaft.

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4TH RANGE POWER FLOW

INPUT OUTPUT

TR000334

In forth range A and D clutches are applied and P1, P2 and P3 planetaries work together to
provide the appropriate output.

• The A clutch locks the main shaft to the turbine shaft , the D clutch holds the P1 sun gear.

• Since the P2’s carrier is connected to the P1’s ring gear and P3’s ring gear , it becomes
the input to the P1’s ring gear which intern drives P1’s carier.

• The P1’s carrier is connected to the P2’s ring gear making it input to P2’s ring gear .

• Since the P2’s ring gear is rotating slower than the P2’s sun gear, it acts like a held
member. The P2 sun gear is input , the P2 ring gear is rotating (held member) so the P2
carrier becomes output.

• The P2’s carrier is connected to the P1’s ring gear and P3’s ring gear.

• Since the P3’s ring gear is rotating slower than the P3’s sun gear, it acts like a held
member. The P3 sun gear is input , the P3 ring gear is rotating (held member) so the P3
carrier becomes output.

• P3’s carrier is connected to P4’s carrier

• P4’s carrier is part of the output shaft.

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5TH RANGE POWER FLOW

INPUT OUTPUT

TR000335

In fifth range, the A and B clutches are applied and all four planetary sets work together to
create the appropriate output.

• The A clutch locks the main shaft to the turbine shaft .

• The B clutch locks P3’s ring gear via P2’s carrier to the turbine shaft.

• Since no stationary clutches are applied ,all Four planetary gears turn at turbine speed.

• Since all components are rotating together,the final ratio is 1 to1 or direct drive.

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6TH RANGE POWER FLOW

INPUT OUTPUT

TR000336

In six range, the B and D clutches are applied and the P1,P2 and P3 planetary sets work
together to create the appropriate output.

• The B clutch locks the P3 ring gear via P2’s carrier and P1’s ring gear to the turbine shaft.

• The D clutch holds the P1 sun gear.

• Since the P1’s ring is input and the P1 sun gear is held, the P1’s carrier becomes output

• Since the P2’s carrier is rotating at turbine speed and P2’s ring gear is connected to P1’s
carrier.

• The P2’s carrier is rotating faster than the P2’s ring gear,so its ring gear acts like a rotating
(held member) . P2 sun gear becomes output.

• The P2 sun gear is input to the main shaft module.

• Since the P3’s ring gear is rotating slower than the P3’s sun gear, it acts like a rotating (held
member). The P3 carrier becomes output.

• P3’s carrier is connected to P4’s carrier

• P4’s carrier is part of the output shaft.

• This gearing combination creates overdrive.

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REVERSE RANGE POWER FLOW

INPUT OUTPUT

TR000337

In reverse, the C and F clutches are applied and all three planetary gears work together to
create output.

• The P1 sun gear is rotating with the rotating clutch module clutch C. The P1 ring gear is
held by the F clutch which . The P1 carrier becomes output.

• The P1 carrier is splined to the P2 ring gear. The P2 ring gear becomes input for the P2
planetary set.

• Since the P2 ring gear is input and the P2 carrier is held, the P2 sun gear becomes output
in the opposite direction.

• P2’s sun gear is connected to the main shaft module.

• Since the P3 sun gear rotates with the main shaft, it also rotates in the opposite direction
(counter-clockwise). The P3 sun gear becomes reverse input for the P3 planetary set. The
P3 ring gear is held by the F clutch.

• The P3 carrier becomes reverse output.

• P3’s carrier is connected to P4’s carrier

• P4’s carrier is part of the output shaft.

• P3’s carrier is connected to P4’s carrier

• P4’s carrier is part of the output shaft.

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HYDRAULICS
Hydraulic systems

How the hydraulic system works

Please refer to the hydraulic system diagrams.

Eccomat Hydraulic1 - disengaged.
Eccomat Hydraulic2 - engaged.
For the clarification of how the components are connected. This text explains the function of
individual components.

Description of hydraulic system

• Pump 14 and fliter 13

The pump 14 draws oil from the sump through filter 13. This only works when engine is
running.

• Main pressure valve 12

The main pressure valve 12 sets the necessary system pressure depending on whether the
lock-up clutch is open or closed.

• Torque converter safety valve 3

The torque converter safety valve 3 limits pressure D2 towards the torque converter to a
specified value.

• Converter counter-pressure valve 16

Pressure oil from the torque converter flows to the converter counter-pressure valve 16.
This valve sets converter internal pressure A8 to a specified value. A8 pressure is
transmitted to the torque converter lock-up clutch valve unit 8.

• Lubrication pressure valve 15 - HYDRAULIC 1 - (retarder not operating)

Pressure D4 downstream of the converter counterpressure valve is transmitted through the
cooler change-over valve 5, through the cooler back through the cooler change-over valve
5 to the lubrication pressure valve 15 and reduced there to a specified lubrication pressure.
Pressure D7 is fed to the planetary gear
section 7.

• Lubrication pressure valve 15 - HYDRAULIC 2 - (retarder operating)

Solenoid 18 is used to actuate the retarder control valve 11. This exhausts the pressure
from on top of the spool in the cooler change-over valve 5 via control line D8 .The spring
force forces the spool up. Pressure D4 downstream of the converter counter
pressure valve 16 is transmitted through the cooler changeover valve 5 to the lubrication
pressure valve 15 as pressure D7 and fed to the planetary gear section 7.

• Retarder control valve 11 - HYDRAULIC 2

Pressure D2 is a supply pressure at the retarder control valve. Pressure R3 is set according
to the electrical signal at proportional solenoid 18 . This limmits amount of pressure in R3
adjusting the retarder effect (limmits the flow to the retarder). Pressure R3 passes through
the cooler change-over valve and cooler into the retarder.

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• Throttle pressure valve 17

Normal operation: - HYDRAULIC 1 -
Depending on the engine load condition, pressure D1 is created at this proportional solenoid
valve and fed to pressure control vavle 9.2.
Retarder operation: - HYDRAULIC 2 -
Depending on the R2 pressure (retarder braking torque), pressure D1 is created and fed to
the pressure control valve 9.2.

• Valve unit 9 (clutches, brakes)

After the solenoid valve 9.1 and shut-off valve 9.3 are energized, a shift pressure is created
from main pressure P in the pressure control valve 9.2.
The amount of pressure during the pressure control process is controlled by the pressure
control spring and throttle pressure D1.
After the pressure control process is complete, main pressure P is available at the clutches
and brakes 10.

• Torque converter lock-up clutch valve unit 8

This control process is identical to that of valve unit 9 (clutches, brakes), with one exception:
During the pressure control process, the amount of shift pressure is controlled by the
pressure control spring and A8 pressure (torque converter internal pressure.)

• HYDRAULIC 1 -During disengagement of clutches, brakes and torque converter lock-up

clutch, solenoid valves 8.1 and 9.1 and shut-off valves 8.3 and 9.3 vent pressure lines to
the various shift elements.

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REMOVE PAGE AND INSERT A3 VALVE SCHEMATIC FOR ECOMAT

DRAWING NO : TR000416

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REMOVE PAGE AND INSERT A3 VALVE SCHEMATIC FOR ECOMAT

DRAWING NO : TR000417

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Chapter 2 ZF ECOMAT 2 TRANSMISSION B25D / B30D Mk I
HYDRAULIC PRESSURES

Pressure tests with transmission installed in vehicle.

1. Remove plug and fit test fitting to respective

pressure point .Pressure point size is : M10 X 1.
Fit gauge.

1 = Main pressure.............................P H
2 = Throttle pressure........................P D1
3 = Pressure before converter........ P D2 4
4 = Pressure after cooler................. P D6 / D7
5 = Retarder pressure..................... P R3
6 = Retarder control pressure........ P RR3 TR000412

4 = Retarder “ON “ = P D6 1 3
4 = Retarder “OFF “ = P D6 = P D7 = Lubrication 6 5
2
oil pressure

2. After pressure test is completed remove test

equipment and fit screw plugs with new copper
seal rings.Tightening torque : 9ft-lbs (12 Nm).

TR000413

PRESSURE CHART

All pressures are in bar & temperatures in degrees C.

Load Gear WK Rpm Temp PH P D1 P D2 PD6/D7 P R3

PRR3
Idling N open 700 20 - 40 7 -15 4 4 - 5.5 0.8 - 1.8

Idling N to D open 550 20 - 40 7 -15 0.2 - 0.1 for 4 - 5.5 0.8 - 1.8 C
2 sec
O
Full N open 2000 - 2500 20 - 40 18 - 21 4 6 - 8.5 1.8 - 2.5 L
load D
Full engaged closed 2000 - 2500 20 - 40 10 - 12 4 6 - 8.5 1.8 - 2.8
load

Idling N open 700 80 - 90 7 -15 4 3 - 4.5 0,1 - 0.8

Idling N to D open 550 80 - 90 7 -15 0.2 - 0.1 for 3 - 4.5 0.1 - 0.8 W
2 sec A
Full N open 2000 - 2500 80 - 90 16 - 20 4 6 - 8.5 1.8 - 2.5
R
load M
Full engaged closed 2000 - 2500 80 - 90 10 - 12 4 6 - 8.5 1.8 - 2.5
load

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Chapter 2 ZF ECOMAT 2 TRANSMISSION B25D / B30D Mk I
Check the Transmission Fluid Level

DO NOT: start the engine until the presence of transmission fluid has been confirmed.
A cold check must be performed before start-up and the presence of sufficient
transmission fluid has been confirmed. Ensure that the machine is parked on a level
surface and the park/emergency brake is applied. Start the engine and let idle in Neutral
(N) for approximetely 1 minute. Shift to D (Drive) and then to R (Reverse) to expel all air
from the transmission circuits and fill the system with fluid. Shift to N (Neutral) and leave
engine at idle.

With the engine running unscrew and remove the

dipstick (1) from the tube and wipe clean.
Clean the end of the tube before inserting the
dipstick. Insert the dipstick into the tube and
remove to check the fluid level.
Repeat the check procedure to verify the reading.
1

If the fluid level is within the Cold band (1) the

transmission may be operated until the fluid is hot
enough to perform a “Hot Check”. Once at
operating temperature make sure the oil level is 1 2
within the Hot band (2).
COLD COLD HOT HOT
ADD FULL ADD FULL
TR000426

There are two dipsticks on the transmission the

remote bell dipstick and the ecomat dipstick (1).
The ecomat dipstick is not used to check the oil 1
levels.This dipstick plays an important role in the
ecomat transmission, as the cap of the dipstick is
the breather for the transmission. It should be
checked and cleaned at every service.

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Chapter 2 ZF ECOMAT 2 TRANSMISSION B25D / B30D Mk I
RETARDER
Structure and function of retarder
The ZF retarder integrated in your Ecomat transmission is a single-flow hydrodynamic
continuous brake located between the torque converter and planetary gear section.

This means that braking force is directly dependent on the gear engaged. Even at low speeds,
full braking effect is available (primary retarder).

STATOR
STATOR RING
ROTOR

TR000421

The retarder consists of the following conventional main components: rotor, stator and
hydraulic proportional valve and hydraulic control. The rotor and stator are both constructed
as impellers.

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How the retarder works

The retarder regulator valve is activated by the proportional solenoid dependant on the
electrical signal sent by the retarder lever.

This allows oil to flow freely in the retarder circuit. The rotor is driven by the vehicle through its
axle, propshaft, transmission and clutch and its rotation causes the retarder oil to undergo
centrifugal acceleration, making the oil circulate in the retarder.

Additionally, the ZF retarder has a special feature in that a vane ring is rotatably fixed in the
stator. This reduces any posible loss when the retarder is not engaged by 25%.

The rotor (turning part of the retarder) is connected to the transmission input shaft, and so when
a gear is engaged, the rotor is also connected to the driving axle of the vehicle. The stator is
firmly fixed to the Ecomat housing.

The basic advantage of the ZF retarder is its infinitely variable control. The braking force can
be divided into one or several levels.

The friction of the oil flow is converted into heat. This heat is conveyed to the cooling water by
the cooler in liquid cooled engines .

1. Retarder not applied :

A - Stator Ring
Oil flow enters the retarder hitting the vane A
which allows the oil to redirected back to the
rotor allowing oil to circulate without
resistance.

1.1 Retarder applied :

A - Stator Ring
With the application of the retarder the ring is
totally closed. A

RETARDER LEVER

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Chapter 2 ZF ECOMAT 2 TRANSMISSION B25D / B30D Mk I
The retarder can be found on the right hand side of the dash panel.

0% 20%
40%
60%

80%

90%

100%

NOT USED
INPUT VOLTAGE TO ECU (0-5V)

TR000423 Normal operation

The retarder has six positions, from off to first position will be 20% retardation then
40%,60%,80%,90%&100% respectively.

When the retarder is off the retarder will not be activated.If for example the retarder lever is at
60%, and the accelerator pedal is released, the retardation that will occur in retarder will be
60% of the retarders braking efficiency.

Brake operation

When the service brake is applied the retarder will automatically be brought on at 50%.This is
done via the brake pressure switch to the CCU which intern sends a CAN signal to the TCU
which brings on the retarder at 50%.
If the lever is in any of the stages between 0% & 40% the retardation will be brought upto 50%
when the service brake is applied.
If the lever is in any of the stages between 60% & 100% the retardation will be at what ever
stage the lever is in.

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Chapter 2 ZF ECOMAT 2 TRANSMISSION B25D / B30D Mk I

ZF SHIFT TOWER
The shift tower can be found on the right hand side of the cab.To select a gear the service brake
or the park brake must be applied.If one of these functions are not done the transmission will
not take gear.

R. ...........Reverse (one reverse gear )

N. ...........Neutral
D. ...........Drive (Will automatically shift through all
...........six gears ).
3. ...........Drive 3 (Will automatically shift through the
...........first three gears but will limmit you to third ).
2. ...........Drive 2 (Will automatically shift through the
...........first two gears but will limmit you to
...........second).
1. ...........Drive 1 ( Will limmit you to first ).

R
N
D
3
2
1

TR000400

The shift tower is equiped with a lighting unit which is activated by the headlight switch (SW4)
via pin K on the shift tower plug.This enables the driver to see the ranges on the shift tower
when the headlights are activated.
It features a magnetic lock which is activated by the TCU when certain perameters are not
met.The pin connections are pin 56 on the TCU to pin L on the shift tower plug.

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Chapter 2 ZF ECOMAT 2 TRANSMISSION B25D / B30D Mk I

SCHEMATIC VIEWS OF THE SHIFT TOWER

Pin J and P on the shift tower connector power up the shift tower via Fuse 1 provided the
Ignition is turned on.Pin G on the shift tower connector is not connected to any wire on the
circuit.

1. Gear : Neutral
Switches activated : SN
Power directed out of pin F to the neutral start
relay (Relay K1).No power is directed to the
TCU in neutral.

1.1 Gear : Drive

Switches activated : SV , S1
Power directed out of pin A to pin 21 on the
TCU & pin D to pin 50 on the TCU.
These two signals together at the ECU tell the
tansmission to select Drive mode.
(Provided the service brake or park brake is
applied).

1.2 Gear : Reverse

Switches activated : SR , S1
Power directed out of pin H to the back up
alarm and revese light relay (Relay K4)
Power directed out of pin A to pin 21 on the
TCU & pin E to pin 41 on the TCU.
These two signals together at the ECU tell the
tansmission to select Reverse.
(Provided the service brake or park brake is
applied).

1.3 Gear : Drive 3

Switches activated : SV , S1 , S2
Power directed out of pin A to pin 21 on the
TCU , pin D to pin 50 on the TCU & pin B to
pin 42 on the TCU
These three signals together at the ECU tell
the tansmission to select Drive 3 mode.
(Provided the service brake or park brake is
applied).

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Chapter 2 ZF ECOMAT 2 TRANSMISSION B25D / B30D Mk I

1.4 Gear : Drive 2

Switches activated : SV , S2
Power directed out of pin D to pin 50 on the
TCU & pin B to pin 42 on the TCU
These two signals together at the ECU tell
the tansmission to select Drive 2 mode.
(Provided the service brake or park brake is
applied).

1.3 Gear : Drive 1

Switches activated : SV , S3 , S2
Power directed out of pin C to pin 28 on the
TCU , pin D to pin 50 on the TCU & pin B to
pin 42 on the TCU. These three signals
together at the ECU tell the tansmission to
select Drive 1 mode.
(Provided the service brake or park brake is
applied).

Legend for the shift tower:

Pin POSITION
No
R N D 3 2 1
A
B
NOITCNUF

C
D
E
F
G
H
SR X
SN X
SEHCTIWS

SV X X X X
S1 X X X
S2 X X X
S3 X
TR000404

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REMOVE PAGE AND INSERT A3 ELECTRICAL SCHEMATIC FOR ECOMAT

DRAWING NO : TR000392

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Chapter 2 ZF ECOMAT 2 TRANSMISSION B25D / B30D Mk I

INTERNAL SOLENOIDS
Removing solenoids

CAUTION:Before unscrewing cable harness from

transmission,remove any dirt and dust
from the area around the cable harness
connector.

1. Release cable harness connector by turning

locking ring anti-clockwise.

1.1 Unscrew the two M8 hex bolts (1) fit washers from
the KOSTAL socket.

1.2 Drain the oil from the transmission.

CAUTION: Make sure the converter drain valve

(1) is used to drain the converter. 1

1.3 Remove the filters and bolts around sump.

The two hex bolts (1) at the middle of the front end 1
of the oil pan require copper washers. Use steel
washers for the rest of the oil pan bolts.

When replacing the bolts back the tightening

torque is 17ft-lbs (23 Nm)

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CAUTION :Do not damage the converter drain valve

actuation bolt (1) when removing the oil
pan.
1

1.4 Use a screw driver to snap flat connector for

inductive sensor output (1) and flat connector for
retarder resistance (2) off valve body and
disconnect from connector bush. 5
NOTE:The sump temperature sensor is integrated
in the connector (3). Only remove if
necessary...
1.5 Guide cable for sump temperature sensor (4) out of 1 4 3
protective sleeve (5).
2

1.6 If the transmission is fitted with an oil level display,

remove protective cap (1) from connector and
disconnect connector (2) from oil level electronic
unit.(Connector (2) is not applicable to the Bell as 2
the oil level sensor is not present).
1

1.7 Loosen, but do not remove, the 39 M8 torx bolts

which hold the shift control module in the
transmission housing.They are different lengths
30 M8x43 screws and 9 M8x35.The tightening
torques of the bolts is: 17ft-lbs (23 Nm).

DANGER:
When the control module is release, oil will spurt
out. Protect yourself and especially your eyes from
the oil. Let the oil continue to drip out and be sure
to catch all of it.The shift control module weighs
approx. 40 lbs. (18kg). Ensure it is well supported
so that it cannot fall and injure you or other
persons under the vehicle.

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Chapter 2 ZF ECOMAT 2 TRANSMISSION B25D / B30D Mk I
REMOVE VALVE BODY

Y20

Y17
Y16
Y15
Y13
Y18
Y14
Y12
Y11

SOLENOID TABLE:

SOLENOID RESPECTIVE PIN NO RESISTANCE

CLUTCH
Y11 G 6 approx. 67 +/- 4 ohlms...... @ 20 deg C
Y12 F 19 approx. 67 +/- 4 ohlms...... @ 20 deg C
Y13 E 24 approx. 67 +/- 4 ohlms...... @ 20 deg C
Y14 D 22 approx. 67 +/- 4 ohlms...... @ 20 deg C
Y15 C 11 approx. 67 +/- 4 ohlms...... @ 20 deg C
Y16 B 12 approx. 67 +/- 4 ohlms...... @ 20 deg C
Y17 A 13 approx. 67 +/- 4 ohlms...... @ 20 deg C
Y18 WK 9 approx. 67 +/- 4 ohlms...... @ 20 deg C
Y20 D1 10 approx. 8.6 +/- 0.5 ohlms.... @ 20 deg C

Note : The solenoid resistance is dependant on the temperature of the oil . When
checking for a faulty solenoid measure the resistance of a few solenoids to get
the correct resistance and then test the suspected faulty solenoid.

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RENEWING SENSORS
OUTPUT SENSOR

1. Remove cover (1) from inductive sensor.

1.1 Disconnect cables (1) on inductive sensor.

1
They have flat-pin plugs and are to be pulled out
with a straight pull.

Caution :
Use suitable pliers and pull on the plugs & 2
not on the wires

Screw out TORX screw (2) and remove iductive

sensor.

1.2 Remove o-ring (1),spacers(2) and TORX screw (3)

4
from inductive sensor (4).

1 2 3

1.3 Turn output flange until gearing (1) on planet

carrier in the center of the bore for the inductive
sensor becomes visible.

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1.4 Fit measuring tool (1) into the bore of the inductive
sensor and screw-tighten (2).Tightening torque:
7ft-lbs (9.5Nm). 1
Push the slide of the measuring tool (3) down until
it comes up against the the tooth of the Planet
carrier.Secure the slide by adjusting the screw (4). 2
Remove screw (2) and carefully remove measuring
tool (1).

4 3

1.5 Measure the distance between were the slide

protrudes to the contact surface of the of the
b
measuring tools holder.Note the dimension
down as “dimension b”.

1.6 Insert sensor into measuring block and tighten to

7ft-lbs (9.5 Nm)

1.7 Measure distance from contact surface of inductive

sensor to contact suface of the measuring
tool.Note the dimension as “dimension c”.
Inductive dimension distance “dimension a” must
be between 0.5 and 0.7mm.
Adjust with spacers. C
Measuring formula:
c -b = d
d + a = thickness “S”of spacer.
Measuring example:
Dimension “c” = 52.6 mm
Dimension “b” = 51.3 mm
Dimension “a” = 0.6 mm

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Calculation example:
52.6mm - 51.3mm = 1.3 mm 2 3
1.3 mm + 0.6mm = 1.9 mm

Determined thickness “S” of spacer = 1.9 mm

1 = Gearing of planet carrier

2 = Output cover of housing
3 = Inductive sensor
4 = Spacers
5 = Fixing bolt of inductive sensor. 1
a 4 5

1.8 Insert the TORX screw (3) into the bore on the 4
inductive sensor (4). Slide spacers as determined
(2) onto the TORX screw and secure with o-ring(1).

1 2 3

1.9 Connect plug (1) to the inductive sensor. 1

Insert inductive sensor and tighten with TORX
screw M6 x 45 (2).Tightening torque : 7ft-lbs
( 9.5 Nm).

1.10Renew o-ring on cover and fasten cover using two

M6 hex nuts and washers.Tightening torque :
5 ft-lbs ( 6 Nm).

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TURBINE SENSOR
2. Drain oil and remove oil pan

2.1 Remove M42 x 2 screw plug (1).

2.2 Disconnect cable connector (1) from sensor.These

are blade connectors which should be pulled off 1
straight.
Unscrew socket - head bolt (2) and remove 2
inductive sensor.

4
2.3 Remove o-ring (1),spacers(2) and socket - head
bolt (3) from inductive sensor (4).

1 2 3

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Chapter 2 ZF ECOMAT 2 TRANSMISSION B25D / B30D Mk I

2.4 Using a large screw driver or similar tool, turn the

torque converter and at the same time use a
small screwdriver to find the raised points on the
sensor induction ring (1) 1

2.5 When one of these raised points is in line with the

bore for the sensor, measure gap a ”between” the
sensor (3) and raised point of the induction ring (1).

Caution: It is important to measure onto a

raised point on the induction ring,otherwise
the sensor will be damaged by the raised
points on the ring when the engine is started.

2.6 Fit measuring tool into the bore of the inductive

sensor and screw-tighten (1) .Tightening torque:
7ft-lbs (9.5Nm).
1

2.7 Push the slide of the measuring tool (1) down until
it comes up against the the raised section of the 1
pulse sensor ring.Secure the slide by adjusting the 2
screw (2).Remove screw (3) and carefully remove
measuring tool. 3

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Chapter 2 ZF ECOMAT 2 TRANSMISSION B25D / B30D Mk I

2.8 Measure the distance between were the slide

protrudes to the contact surface of the of the
measuring tools holder.Note the dimension
down as “dimension b”. b

2.9 Insert sensor into measuring block and tighten to

7ft-lbs (9.5 Nm)

2.10Measure distance from contact surface of inductive

sensor to contact suface of the measuring
tool.Note the dimension as “dimension c”.
Inductive dimension distance “dimension a” must
be between 0.6 and 0.8mm. C
Adjust with spacers.
Measuring formula:
c -b = d
d + a = thickness “S”of spacer.
Measuring example:
Dimension “c” = 52.6 mm
Dimension “b” = 50.9 mm
Dimension “a” = 0.7 mm

Calculation example:
52.6mm - 50.9mm = 1.7 mm
1.7 mm + 0.7mm = 2.4 mm

Determined thickness “S” of spacer = 2.4 mm

1 = Sensor induction ring

2 = Mounting plate
3 = Inductive sensor
4 = Shim washers
5 = Socket-head bolt.

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2.11Insert the socket - head bolt (3) into the bore on the
inductive sensor (4). Slide spacers as determined 4
(2) onto the socket - head bolt and secure with o-
ring(1).

1 2 3

2.12Insert inductive sensor and tighten with socket -

head bolt M6 x 45 (1).Tightening torque : 7ft-lbs 2
( 9.5 Nm).
Connect plug (2) to the inductive sensor.

2.13Fit M42 x 2 screw plug (1) into duct plate and

tighten.Tightening torque : 67 - 74 ft-lbs 1
(90 -100 Nm)

2.14Fit back pan and filter to transmission

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Chapter 2 ZF ECOMAT 2 TRANSMISSION B25D / B30D Mk I
TEMPERATURE SENSOR
3. Release the 2-core cable connector from the
temperature sensor and remove temperature
sensor.

3.1 Slide copper seal ring (1) onto temperature sensor.

Screw in the temperature sensor .Tightening
torque 26ft - lbs (35 Nm).

3.2 Reconnect the 2-core cable connector to the

temperature sensor (1).
1

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EXTERNAL SOLENOIDS
RETARDER SOLENOID
1 Disconnect cable connector (1) from solenoid
valve.
Unscrew two M8 hex bolts (2). 2
1

1.1 Remove solenoid valve (1) and insert new solenoid

valve with new o-ring (2).

1
2

1.2 Tighten both M8 x 22 hex bolts.Tightening torque:

17 ft- lbs (23 Nm).

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Chapter 2 ZF ECOMAT 2 TRANSMISSION B25D / B30D Mk I
DIAGNOSTIC CODES

Refer to the the electrical section for all the transmission fault codes as they are sent via the
‘CANBUS” to the MDU and are displayed in Menu C

This is discussed in detail under the MDU menu’s

Refer to the electrical schematic for the ECOMAT 2 for the Fault diagnostic on the electrical
system and the hydraulic section of the transmission for the hydraulic pressures.

Please note that the fault codes are displayed according to the J1939 fault code system and may differ
from fault codes in a ZF workshop manual.

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 B30D & B25D Mk I

ARTICULATED DUMP TRUCK

HYDRAULICS

Issue: 1
(October 2001)

Technical Training Documentation

BELL EQUIPMENT COMPANY

Richards Bay
Chapter 3 HYDRAULICS B25D & B30D Mk I
HYDRAULIC PUMP

THEORY OF OPERATION

The main hydraulic pump (A) is variable displacement, axial-piston pump with a load-sensing
and pressure compensating pump regulator. Pump displacement is varied by the angle of the
swash plate (B). Swash plate angle is controlled by the small control piston (C) and large
control piston (D). The small control piston has supply oil pressure (E) and spring pressure (F)
applied to it at all times trying to keep the pump at maximum displacement. Control oil (G) is
applied to or released from the large control piston by residual valve (H) varying displacement
per load demand. The compensator valve (J) directs oil too the large control piston at full
system pressure to destroke the pump. As the angle of swash plate (B) is increased, the
pistons (k) move in and out of their bores and displace oil, as the cylinder block is turned by
the drive shaft. During the first half of each revolution, the pistons move into their bores and
out of their bores during the last half of the revolution. The piston bores are filled with oil
through the wafer plate as the piston move out of the bores. The pistons moving into their
bores push oil out through the wafer plate to the system giving flow .
The pump displacement is regulated by the compensator valve and residual valve (load
sensing).

Load sense line

H
J
D G

A B

P K
L

TR000291

C E F

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Chapter 3 HYDRAULICS B25D & B30D Mk I
PRESSURE COMPENSATING VALVE OPERATION
RESIDUAL

When the pump is driven it Load sense line

immediately delivers flow as it is in the Residual
“stroked in” position. This flow enters a
closed center circuit, which means the Compensator
flow cannot return to tank thus building
up pressure in the cicuit. This pressure Control piston
in the system acts against the two
spools and there respective springs.
The smaller spring (Residual) will have
the least tension and will move when
its tension is overcome. (Both spring
tensions are adjustable).As soon as it
moves over it will direct the pressure
which is the same as the spring tension
(residual) into the control piston
destroking the pump. The pump will
now maintain residual pressure in the
system.

TR000292

WORKING

As soon as a function is activated Load sense line

(e.g.: moving the control valve spool to
raise the bin), system or residual Residual
pressure is opened to the spring side Compensator
of the residual spool via a drilling in the
control valve spool. This LS pressure Control piston
plus the spring will be greater than the
pressure on the opposite side of the
residual spool and move it back
opening the control piston to tank
stroking the pump in.

TR000293

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Chapter 3 HYDRAULICS B25D & B30D Mk I
COMPENSATING

When the bin cylinders reach the end

of there stroke the and control valve Load sense line
spool is still held in the activated posi-
tion the pump will continue to give flow Residual
as the pump will still be receiving a LS
signal. This oil will no longer be dis-
Compensator
placed, as the cylinders cannot move Control piston
any further, resulting in the circuit
building up pressure. This pressure will
be acting against the two spools and
there respective springs. The residual
spool will not be able to move, as it
cannot overcome the LS pressure plus
the spring tension. The pressure in the
system will be looking for the path of
least resistance which will be the com-
pensator spool.The compensator
spool will move across when the
system pressure overcomes the spring
tension .This will direct the system
pressure into the control piston
destroking the pump maintaining TR000294
enough oil, to maintain the compensat-
ing pressure in the system.

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BASIC LOAD SENSE SCHEMATIC

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Chapter 3 HYDRAULICS B25D & B30D Mk I
BASIC LOAD SENSING OPERATION

When the pump (which is in the fully stroked in position) is driven oil enters the valve bank at
pressure port P, acts against the main relief valve E (which is set at 280bar), continuing
through to Load Check Valve C and D and stops at the closed center spools F and J. In the
neutral position the load-sensing gallery G is connected through a small drilling in the spool to
the tank. Due To the control valve being a closed center valve the oil dead heads at all these
components and the flow cannot go any further resulting in a pressure build up, as the pump
is still turning. This pressure acts against the residual and compensating spools, which only
have the spring tension against it, as the LS line is to tank. The Residual has a low spring ten-
sion of lets say 25bar and the compensator 250bar.Oil under pressure will always choose the
path of least resistance which at this point will be the residual spool. This means that the re-
sidual spool will move as soon as the spring tension is over come, directing this pressure into
the control piston de-stroking the pump but maintaining residual pressure, as the pump does
not de-stroke completely. When the spool F is activated in the direction of the arrow it connects
the pressure line P to line A (acting against port relief K which is set at 280bar). At the same
time through a small drilling in the spool the pressure line P is connected to gallery G. This oil
will move the shuttle valve “1”and then “2”over exiting out into the LS line. The LS line goes
back to the spring side of the residual spool in the pressure-compensating valve on the pump.
The spring plus the LS pressure will over come the pressure on the opposite side of the resid-
ual spool, moving the residual spool over and dump the oil from behind the control piston strok-
ing the pump in giving flow. The flow will be directed into the bottom of the cylinder X thus
moving the cylinder out. As long as the pressure needed to move the cylinder does not exceed
the compensator spring the pump will stay stroked in. When the cylinder reaches the end of its
stroke and spool F is still held in the activated position the pump will continue to give flow as
the pump will still be receiving a LS signal. This oil will no longer be displaced as the cylinder
cannot move any further resulting in the circuit building up pressure. This pressure will be act-
ing against the Port relief (K 280bar) and main relief (E 280bar) compensating spool (250bar)
and residual spool.

The residual spool will not be able to move as it cannot overcome the LS pressure plus the
spring. The pressure in the system will be looking for the path of least resistance which will be
the compensator spool at this point .The compensator spool will move across when the system
pressure overcomes the spring tension (which is set at 250bar).This will direct the system pres-
sure into the control piston de-stroking the pump maintaining enough oil, to maintain the com-
pensating pressure of the spring..

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Chapter 3 HYDRAULICS B25D & B30D Mk I
EMERGENCY STEERING PUMP WITH INTEGRATED CHECK VALVE

YP
C
N
G
R
M
E M
U

TR000042

Specification: Variable displacement axial piston pump with a pressure (compensating)

and flow (load sensing) controller.

Function: Provides oil under pressure (depending on the load) at a flow rate (de
pending on the operator) to articulate the vehicle.
Operation: The speed of the pump is dependent on the speed of the vehicle. (If the
vehicle is stationary, this pump will not operate.)
When there is no load sense pressure, the pump pressure is
equal to the residual pressure setting of the spring. The maximum pres-
sure of the pump is limited by the setting of the compensator spring on
the pump.The pump attempts, at all times, to maintain a constant pres-
sure drop (equal to the residual pressure setting of the pump) between
outlet pressure and the LS pressure by altering the flow rate of the pump.
When the pump cannot maintain this pressure drop because of insuffi-
cient flow, (i.e.: the pump has already reached it’s maximum displace
ment), the pump outlet pressure tends towards the LS pressure as the
demand for flow increases.

INTEGRATED CHECK VALVE

Specification: Gravity closed check valve.

Function: Prevents the emergency steering pump from cavitating when the vehicle
is reversing.
Operation: When the vehicle is stationary or reversing, the emergency steering
pump will be at full displacement .With the vehicle stationary, the
check valve is closed due to gravity. When the vehicle is moves forward,
the E/S pump delivers flow, the check valve remains closed not alowing
the oil to pass through from the outlet to the inlet of the pump.When re
versing, the pump will turn in the opposite direction, the outlet becomes
the inlet and the inlet be comes the outlet.This opens the check valve al-
lowing the”know” outlet to open to the inlet ,allowing the circulation of oil
back to pump.This prevents the E/S pump from running dry in reverse
and creating any damage to it.

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Chapter 3 HYDRAULICS B25D & B30D Mk I
STEERING CONTROL VALVE DESCRIPTION
Sreering valve schematic:

Legend:

P...............................From pump
T ...............................To tank
LS.............................To pump

Specifications: Wide angle, variable displacement (flow amplification) with integrated

an-
ticavitation and relief valves.
Function: Enables the operator to articulate the vehicle by turning the steering
wheel.
Operation: The effective displacement of the steering control valve depends on the
speed at which the steering is turned. When the steering is turned slowly,
the steering control valve only meters oil to the steering cylinders and
thus the effective displacement is equal to the meter displacement.
When the steering wheel is turned rapidly, additional oil is allowed to
pass the meter thus increasing the effective displacement of the steering
control valve, hence the flow amplification occurs.

ANTICAVITATION / RELIEF VALVES (A & B on the above schematics)

Function: To prevent damage to the steering control valve steering hoses and
steering cylinders by relieving any high pressures induced into the steer
ing system while operating the vehicle. (eg: Hitting a large obstacle with
the tyre while travelling.)
Operation: If a large force is applied to the steering cylinders that tends to induce a
pressure above the setting of the relief valve located within the steering
control valve, the relief valves will allow that oil to flow to tank avoiding
the pressure from increasing above that setting. The exhausted oil will al
low the steering cylinder piston to move, generating a partial vacuum on
the other side of the piston which in turn is relieved when the anticavita
tion valves draw oil from the tank.

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Chapter 3 HYDRAULICS B25D & B30D Mk I
ORBITAL STEERING VALVE OPERATION ( Refer to diagram on next page )

The steering valve 18 is a variable-displacement (flow amplification), closed-center valve.

Main valve components are the spool 6 inside a sleeve 5 within a housing and the gerotor 3.
Also included are the make-up check valve 9, inlet valve 11, anti-cavitational valves 2 and relief
valves 13.
When the steering wheel is not being turned, the valve is in neutral 1.In neutral, the spool and
sleeve are held in alignment by the centering spring blocking the flow of supply oil 14 through
the sleeve to the spool and gerotor. Oil at the left and right workports to the steering cylinders
is trapped G by the sleeve holding the cylinders and frames stationary.

Turning the steering wheel and shaft 7 left or right turns the spool relative to the sleeve opening
passages so supply oil flows from the hydraulic system manifold port P3 10 through the sleeve
into the spool. From the spool work pressure oil 15 flow to the gerotor 3 causing the gerotor
gear and sleeve to turn. Work pressure oil flow is metered by the gerotor back into the spool
where it is routed through the sleeve and out the left or right workport to the respective ends
of steering cylinders turning the machine. Work pressure oil also flows out the load sense port
4 sending a load sense signal back through the manifold port L3 to the main hydraulic pump
regulator valve to put pump into stroke. Load sense signal also goes to the spring chamber of
the priority valve and to the steering load sense relief valve. (See Main Hydraulic Pump Load
Sense Operation and Hydraulic System Manifold Operation in this group).

Return oil 17 flows back from the other end of steering cylinders, through the right or left work-
port, through the sleeve and spool to the return circuit 8 As the steering operation is stopped,
the centering spring and gerotor continues to turn the sleeve until the sleeve and spool are in
alignment stopping the flow of oil through the spool to the gerotor. At this point, the valve is in
neutral and remains there until the steering wheel and shaft are turned again.

The steering valve has variable-displacement (flow amplification) that is proportional to the
speed the steering wheel is turned. The effective displacement of the steering valve depends
on the speed at which the steering wheel is turned. When the steering wheel is turned slowly
the valve only meters oil through the gerotor to the steering cylinders and thus the effective
displacement is equal to the gerotor displacement. When steering wheel is turned rapidly the
spool moves more relative to the sleeve opening passages so additional oil is allowed to by-
pass the gerotor thus increasing the effective displacement of the steering valve, hence flow
amplification occurs.

The relief valves 13 are used to relieve high pressure oil from a pressure spike created in the
steering cylinders while steering is in neutral. In neutral, the steering valve blocks the flow of
oil to and from the cylinders. A pressure spike is created by the impact of the front or rear
wheels against an obstacle which is transmitted to the steering cylinders causing slight cylinder
movement.

When a pressure spike exceeds the pressure setting of the relief valve, the poppet is pushed
off its seat letting oil flow out to the return passage. The slight cylinder movement that caused
the pressure spike also causes a pressure drop and a void in the opposite end of the cylinders.
Because of the pressure differential across the anti-cavitation valve 12 the pressure in the re-
turn passage pushes the valve open and oil flows into the void preventing cavitation. Oil not
used flows out port T and then back to the hydraulic reservoir.

Note: Special tools are required to repair the orbital valve, care should be taken before disman-
tling in the field , make sure you are prepared.

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Chapter 3 HYDRAULICS B25D & B30D Mk I
BREAK DOWN OF ORBITAL VIEWS

TR000063

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Chapter 3 HYDRAULICS B25D & B30D Mk I
SERVICE BRAKE VALVE DESCRIPTION

Specification: Dual circuit, modulated valve.

Function: A means of supplying oil under

pressure to actuate the service
brakes of the vehicle.
Operation: The valve contains two separate
circuits, each supplied by their own
set of accumulators. One circuit
services the front brakes of the
vehicle and the other the rear in
the neutral position, the brake
valve prevents pressurized oil
stored in the accumulators from
entering the pistons that act
on the brake disc’s. The pistons
are vented to tank. When the brake
pedal is depressed, oil stored in
the accumulators is now able to
flow into the pistons which act on
the brake disc’s causing the
service brakes to be applied. The
pressure being applied at the
brake calipers and the force being
applied (by the operator) to the
brake valve pedal act on opposite
ends of the spool within the brake
valve. The spool balances and
therefore modulates the pressure
to the brake calipers.

Service brake schematic:

Legend:

P1 From front brake accumulators

P2 From back brake accumulators
B1 To front brake calipers
B2 To rear brake calipers
T1 & T2 Return to tank

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Chapter 3 HYDRAULICS B25D & B30D Mk I

REMOVE AN INSERT A3 VOAC VIEWS DRAWING

DRAWING NO: TR000429

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Chapter 3 HYDRAULICS B25D & B30D Mk I

REMOVE AN INSERT A3 VOAC VIEWS DRAWING

DRAWING NO: TR000409

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Chapter 3 HYDRAULICS B25D & B30D Mk I
SYSTEM MANIFOLD BLOCK WITH FAN DRIVE (VOAC)

Specification: Replaceable cartridge valve type manifold.

Function: Integrated all the circuits and localises most of the problem solving.
Operation: Brake Accumulator Pressure Reducing Valve 1, XB:
Limits the pressure to the accumulators.
Brake Accumulator Orifice 2, 02:
Reduces the charge rate to the accumulators.
Brake Accumulator Charge Check Valve 3:
Prevents the brake accumulator A4 losing its pressure to the steering or
tipping circuits.
Brake Circuit Check Valves 4 and 5:
Separates the A5 and A6 brake accumulator sets for the front and rear
brake circuits respectively. This enables them to work independently of
each other in case one circuit fails.
Brake Accumulator Charge Valve 6, X4:
Maintains the brake accumulator A4 pressure between a lower and up
per charge limit.
System Spike Relief Valve 7:
Protects components by arresting all pressure spikes in the system.
Charge Unloader Solenoid Valve 8:
Prevents brake accumulator A4 from being charged whilst the engine is
being started.
Brake Accumulator Charge Signal Orifice 9, 09:
Reduces the flow to tank when brake accumulator A4 is not being
charged.
Priority Valve 10:
Gives priority to the steering and charging circuits over the tipping circuit.
Service Pump Check Valve 11:
Prevents the emergency steering pump from losing its pressure to the
charging or tipping circuits. The check valve also isolates the service
pump from the emergency steering pump.
Emergency Steering Pump Check Valve 12:
Isolates the emergency steering pump from the service pump.
Priority Signal Valve Shuttle Valve 13:
Enables the higher load sense pressure from either the steering or
charg-ing circuit to act on the priority spool and shuttle valve 14.
Service Pump Signal Shuttle Valve 14:
Enables the higher load sense pressure from either shuttle valve 13 or
the tipping circuit to signal the service pump L1.
Steering Signal Relief Valve 15, X3:
Relieves the load sense pressure from the steering control valve L3 thus
preventing damage to the steering cylinders and chassis.
Bin Float solenoid valve 16:
Opens the bin up side of the cylinders to tank when the bin is down and
closes the tank port on the bin up side of the cyliinders when the bin is
lifted.
Emergency Steering Pressure Switch SP1:
The switch closes when the service pump loses pressure.
Brake System Low Pressure Switch S4:
The switch closes when the brake accumulator pressure A4 falls below
the lower charge limit.

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Tip Control Valve:

Enables the operator to raise and lower the bin.(THis valve is pneumati
cally actuated).
Relief valves:
Relieves the pressure in the tipping cylinders preventing damage to the
tipping cylinders and rear chassis.
Anticavitation Valves:
Prevents a partial vacuum from forming in the tip cylinders. This usually
comes into operation when the bin is operated when the engine is not
running.

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SYSTEMS OPERATION
BRAKE ACCUMULATOR CHARGING

Function: Automatically maintains the brake accumulator pressure between a low-

er and upper charge limit.
Operation: If the load sense pressure of the brake accumulator A4 acting on the
charge valve X4 is below the lower charge limit, the charge valve spring
closes the charge valve X4. Oil then flows from P1 through orifice 09 via
the pressure reducing 1 and 02 orifice, shifts the shuttle 13, shifts shuttle
14 (simultaneously acting on the priority spool 10 – discussed later) and
loads the service pump via L1. As the pressure of the pump P1 rises, it
in turn increases L1 and the pump tends towards its compensator pres-
sure.
As the pressure at P1 reaches the pressure in the brake accumulator A4,
oil flows through the pressure reducing valve 1, through orifice 02 and
through check valve 3 and begins raising the pressure in brake accumu-
lator A4. As the pressure in brake accumulator A4 rises above that of the
pressure in either or both of the sets of accumulators A5 and A6, check
valves 4 and 5 open respectively allowing all the accumulators to raise
their pressure simultaneously.

When the load sense pressure of the brake accumulator A4 acting on the

charge valve X4 rises to the upper charge limit, the charge valve X4
opens. Oil then flows from P1 through orifice 09 and maintains a steady
flow through the charge valve X4 back to tank thus completing the charg
ing cycle. When starting the machine, while the starter button is de
pressed, the charge unloader solenoid valve 8 dumps the flow of oil
through orifice 09 to tank preventing the brake accumulator A4 from
charging if the load sense pressure of the brake accumulator A4 acting
on the charge valve X4 is below the lower charge limit.

STEERING

Function: Enables the operator to manoeuvre the vehicle using the steering wheel.
Operation: When the operator turns the steering wheel, the load sense pressure of
the steering valve enters the system manifold via L3. The load sense
pressure L3 signals the emergency steering pump via L2. At the same
time, load sense pressure L3 shifts the shuttle 13, then shifts shuttle 14
(simultaneously acting on priority spool 10) and loads the service pump
via L1. The load sense pressure L3 will not exceed the steering relief
valve pressure setting 15.The pump builds up pressure and supply the
required flow rate (from P1 and P2 to P3) as determined by the operator
to articulate the vehicle.
When the operator stops turning the steering wheel, the load sense pres
sure L3 is tanked and the pump return to residual pressure. The volume
of oil in the steering cylinders is trapped and the vehicle is held in that at
titude.

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Chapter 3 HYDRAULICS B25D & B30D Mk I
NORMAL STEERING ASSISTANCE

Function: The emergency steering pump will assist with the flow from the service
pump to articulate the vehicle if the service pump cannot deliver the flow
required by the operator. This usually happens at low engine speed
when the vehicle is moving and the operator attempts to articulate the
vehicle rapidly.
Operation: Under normal steering operation, the pressure of the emergency steering
pump P2 is just that below that of the service pump P1creating a differ-
ential pressure across check valve 12. When the service pump cannot
meet the flow requirements to steer the vehicle, the service pump pres-
sure P1 tends towards the load sense pressure L1. The load sense pres
sure of the emergency steering pump L2 is the same as that of the serv-
ice pump L1 enabling the pressure of the emergency steering pump P2
to increase and reduce the pressure differential across check valve 12.
Flow from the emergency steering pump P2 eventually supplements
the flow from the service pump P1 (going to the steering control valve P3)
when this pressure differential is overcome.

EMERGENCY STEERING

Function: The emergency steering pump will provide flow to the steering circuit in
the event that the service pump can no longer function. This could be
caused by engine failure, transmission failure , PTO failure to the service
pump or internal failure of the service pump.
Operation: When the service pump cannot meet the flow requirements to steer the
vehicle due to some failure, the load sense pressure of the emergency
steering pump P2 to overcome the pressure differential across
check valve 12 and supply the steering control valve P3 with the flow
needed to steer the vehicle. Since the emergency steering pump speed
is dependant on the speed of the vehicle, flow available to steer the ve-
hicle reduces proportionately as the speed of the vehicle reduces.

TIPPING
Function: Enables the operator to raise or lower the bin using the bin tip lever.
Operation: When the operator pulls the bin tip lever, the pneumatic cylinder located
on the tip control valve is pressurized and the tip control spool moves into

the bin up position. At the same time that the bin lever was activated a
pressure switch which is on the bin up pneumatic circuit is broken open,
braking the earth to the bin float relay which intern de-energises the
bin float solenoid 16. The load sense pressure of the tip cylinders shifts
shuttle 18b&14 respectively and loads the service pump via L1. The
service pump builds up pressure and supplies the required flow rate as
determined by the operator to raise the bin via port A. As soon as the bin
lifts up enough, the bin up switch springs up suppling the fan drive
solenoid valve 17 with an earth closing the circuit and energising it.
It opens the positive signal to the bin float relay at the same time.
This cuts the the flow off to the fan drive circuit and only directs the flow
to the bin cylinders.

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Chapter 3 HYDRAULICS B25D & B30D Mk I

If the load in the bin is too heavy or the cylinders reach the end of their
stroke, the service pump will compensate.
If the service pump does not compensate for some reason, the bin up
relief valve located In the tip control valve will limit the pressure in the cyl
inders by relieving the pressure to tank.When the operator releases the
bin tip lever, the pressure in the pneumatic cylinder located on the tip con
trol valve is ex-hausted and tip control spool returns to the neutral posi
tion. The pressure switch on the bin up pneumatic circuit is closed send
ing an earth to the bin float relay.The relay does not energise as the bin
up switch is still in the up position keeping the positive signal to the bin
float relay open. The load sense pressure is tanked and the pump pres
sure P1 returns to residual pressure. The volume of oil in the tip cylinders
is trapped and the bin is held in that attitude.When the operator pushes
the bin tip lever, the opposite side of the pneumatic cylinder is pressu-
rized and the tip control spool moves into the bin down position, lowering
the bin via port B.Once the bin comes down enough and hits the bin up
switches spring. The switches contacts change, supplying the bin
float relay with a positive signal energising the relay, closing the circuit to
the bin float solenoid 16. This opens up the bin up side of the cylinders to
tank. At the same time the switches contacts also break the earth to the
fan drive solenoid de-energising the solenoid and allowing flow to the
fan.

When the bin is obstructed or is resting on the chassis, the down relief
valve located in the tip control valve will limit the pressure in the tip cylin-
ders by relieving the pressure to tank.The cycle is complete when the op-
erator release the tip lever.

PRIORITY

Function: Automatically ensures that the steering and charging circuits are given
preference over the tipping circuit.
Operation: When the engine is not running, the priority valve 10 is closed.
As the service pump starts rotating, it builds up residual pressure. The re-
sidual pressure is strong enough to overcome the priority spring and the
priority valve opens, feeding pump pressure P1 through to the tip control
valve and fan drive cicuits.During the tipping operation, if the charging
and or steering circuits function at pressures below that of the tipping cir-
cuit, the priority valve remains open, but the oil takes the path of the least
line of resistance and the requirements of the charging and or steering
circuits are met.

During the tipping operation, if the charging and or steering circuits func
tion at pressures above that of the tipping circuit, their load sense signals
assist the priority spring to throttle the priority valve reducing the flow to
the tipping circuit and fandrive circuits therefore enabling the service
pump to meet the charging and or steering circuit pressure requirements.

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Chapter 3 HYDRAULICS B25D & B30D Mk I

PRESSURE SETTING PROCEDURE

TOOLS AND HYDRAULIC GAUGE

The following tools and equipment are required to set the hydraulic pressures:

Required Tools:
An accurate hydraulic gauge which measures both low and high pressures must be
used. Eg:Tetra gauge (3 gauges in one with pressure cut off valves, taking it from a low
pressure on one gauge to a higher pressure on the next guage and so on) .

3 mm Allen Key
6 mm Allen Key
13 Spanner
17 Spanner
19 Spanner
3/16 Allen Key
11/16 Spanner
10 mm Spanner

MAIN PUMP
The main pump can be found under the cab mounted to the PTO of the Ecomat transmission.
Lift the bonnet and jack up the cab using the correct procedure.Locate the pump and remove
the lock caps from the residual [A] and compensating [B] screw settings.Be careful not to drop
or loose the dowty washers.

Load sense line

A
Main pump controller
B

TR000296

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Chapter 3 HYDRAULICS B25D & B30D Mk I
All pressures must be set when the hydraulic oil is at operating temperature.All the
presures for the B25D/B30D are the same with exception to the Main pump
Compensator which on the B30D is 27Mpa (270Bar 3916 Psi).The pressures can be
found at the end of this pressure setting procedure. Note all pressures to be done at
idle unless specified.

1. Connect the pressure gauge to Test Point

Mp1.The test points can be found on the MP1
left hand side of the machine below the Mp1
hydraulic tank.

Mp2

M4

TR000055

1.2 Start the engine, the pressure on the gauge

should rise while the accumulators charge CONTROLLER c
then drop to residual presssure. This residu-
al pressure should be 2.5 Mpa(25 bar or 363
PSI). If incorrect adjust the residual screw
setting [C] to the correct pressure.Once set
lock and fit the Dowty washer and lock cap
back .

PUMP CONTROL CASE

PISTON DRAIN
TR000297

1.4 Raise bin completely until the cylinders

bottom out at 1000 rpm, the pressure on the CONTOLLER
gauge should read compensating pressure.
This pressure should be 24 Mpa (240 bar or
3481 PSI) .If incorrect adjust the compensa-
tor screw setting [D] to the correct pressure.
D
Once set lock and fit the Dowty washer and
lock cap back .If it is a B30D the pressure
should be 27Mpa(270 bar or 3916)
PUMP CONTROL CASE
PISTON DRAIN TR000298

STEERING
2. Turn the steering too full articulation.At 1000
rpm hold the steering against the articulation
stop.The pressure on the gauge should be
steering pressure. This pressure should be
19.5 Mpa (195 bar or 2828- PSI). If incorrect
adjust X3 screw setting to the correct X3
pressure.

TR000060

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Chapter 3 HYDRAULICS B25D & B30D Mk I
BIN DOWN CHECK

3. Move the bin tip lever to the bin down posi-

tion and lower the bin completely.When the
bin is down on the chassis keep holding J
the bin tip lever in the down position at idle.
The pressure on the gauge should read
bin down relief pressure.This pressure
should be 8-10 MPa (80-100 bar or 1160,3 - A B
1450,38 PSI). If incorrect replace bin down
relief valve J as it is not adjustable.
TR000057

ACCUMULATORS

4. Connect the Pressure gauge to test point

M4.
Mp1

Mp2
M4
M4

TR000056

ISOMETRIC VIEW OF VOAC BLOCK (located under the cab to the rear of the front chassis)

X4 X3 XB

TR000299

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Chapter 3 HYDRAULICS B25D & B30D Mk I

5.1 Push the brake pedal repeatedly until the

accumulators charge. The pressure on
the guage will rise then stop, this will be the
accumulators charge pressure.This pres-
sure should be 16.5 Mpa (165 bar or 2393
PSI).If incorrect adjust X4 screw setting to
the correct pressure. Remember to dis-
charge the accumlators with the service
brake after each adjustment.(The pressure X4
at test point M4 should start rising at 13
Mpa (130 bar or 1885 PSI) and stop rising at
16.5 Mpa when the accumulators
charge).This band connot be adjusted it is TR000051
set in the design of the valve.

5.2 Raise bin completely until the cylinders

bottom out at 1000 rpm, the pressure on the
gauge should rise from accumulator charge
pressure to presssure reducing valve pres-
sure. This pressure should be 19 Mpa
(190bar or 2755,7 PSI). If incorrect adjust
XB screw setting to the correct pressure.If
the pressure is adjusted above 19 Mpa
(190bar or 2755,7 PSI) release the bin tip XB
lever and back off the XB valve anticlock-
wise according to the pressure attained.
Push the brake repeatedly until the
accumulators charge to X4’s pressure,lift TR000053
the bin and blow off again and adjust XB
accordingly.( If the steering presssure has
been set correctly before setting up the
brakes it can also be used to check XB’s
pressure).

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Chapter 3 HYDRAULICS B25D & B30D Mk I
EMERGENCY STEERING

Before any adjustments on the Emergency Steering Pump can be carried out, the
vehicle must be stationary, the articulation lock is installed, the park brake is applied
and the transmission is in neutral. The rear output propshaft from the drop box
must be removed and the inter-axle lock is dis-engauged.

6. Check that the Emergency Steering Warn-

ing Light K illuminates when the engine is off K
and the ignition is on. Note that emergency COLD
START
COOLA NT
LEVEL
ENGINE
FA ULT
EMERGENCY
ST EERING
PA RK
BRA KE BRA KE
PRESSURE BRA KE
TEMP HYDRA ULIC
TEMP
n/min

steering warning light illuminates on the BATTERY

CHA RGE
RETA RDER TRA NSMISSION
FA ULT
BIN
UP
INTER-A XLE
DIFF LOCK
DIFF
LOCK

888888888888
dash without the alarm sounding when the
ignition is on and the engine is not running. ENGINE OIL
PRESSURE
COOLA NT
TEMP

20
40 50
30 km/h
20 60
8 AUTO ME NU

When engine is running the Emergency 10

10
mph
30

40
70 8888 n/mi n
BAC K

Steering Warning Light should not A IR

PRESSURE
TRA NS OIL
TEMP 0
0 50
80
88888
NEXT

illuminate. 88888. 8 MILE S / K m

volts
S ELE CT

Red (tra n sp a ren t) Pan to n e 30 1C . G reen (tran sp ar en t) Pan to ne 34 8C

TR000059

6.1 Connect the Pressure gauge to test point

Mp1. MP1
Mp1

Mp2

M4

TR000055

6.2 Turn the steering to full articulation. At 1000

rpm while relieving the steering pressure
against the articulation stop, set the steering
relief pressure to 23 Mpa (230 bar or3336-
PSI) by adjusting X3.
X3

TR000060

6.3 Connect the Pressure gauge to test point

Mp2.
Mp1
MP2
Mp2

M4

TR000058

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6.4 The emergency pump can be found on the Emergency pump

front of the drop box. Start the engine,select controller M
D on the shift tower.Limit the transmission to
first gear (activate the gear hold function).
accelerate to 1500 Rpm without moving the
steering wheel.The pressure on the guage
should read emergency pump residual pres-
sure. This pressure should be 2.2 Mpa (22
bar or 319 PSI). If incorrect adjust the com-
pensator screw setting [M] to the correct
pressure.Once set lock and fit the Dowty PUMP CONTROL CASE TR000061
PISTON DRAIN
washer and lock cap back .

6.5 Turn the steering to full articulation. Select D

on the transmission.Limit the transmission
to first gear. Accelerate at 1500 Rpm while
Emergency pump
controller
relieving the steering pressure against the
articulation stop. The pressure on the guage
should read emergency pump compensator
pressure.This pressure should be 21Mpa N
(210 bar or 3046 PSI).If incorrect adjust
the compensator screw setting [N] to the
correct pressure.Once set lock and fit the
Dowty washer and lock cap back .
PUMP CONTROL CASE
TR000062
PISTON DRAIN

6.6 Connect the Pressure gauge to test point

Mp1. MP1
Mp1

Mp2

M4

TR000055

6.7 Turn the steering to full articulation. At 1000

rpm while relieving the steering pressure
against the articulation stop, set the steering
relief pressure to 19.5 Mpa (195 bar or
2828 - PSI) by adjusting X3.Fit the propshaft
back. X3

TR000060

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Chapter 3 HYDRAULICS B25D & B30D Mk I
HYDRAULIC PRESSURE TABLE

VALVE MACHINE PRESSURE

MAIN PUMP RESIDUAL B25D/B30D 25 BAR
MAIN PUMP COMPENSATOR B25D 240 BAR
MAIN PUMP COMPENSATOR B30D 270 BAR
E/S STEERING PUMP RESIDUAL B25D/B30D 22 BAR
E/S PUMP COMPENSATOR B25D/B30D 210 BAR
STEERING X3 B25D/B30D 170 + RESIDUAL=195 BAR @ MP1
ACC/CHARGE X4 B25D/B30D 130 -165 BAR
PRESSURE/REDUCING XB B25D/B30D 190 BAR
MAIN RELIEF B25D/B30D 280 BAR
BIN UP RELIEF B25D/B30D 280 BAR
BIN DOWN RELIEF B25D/B30D 80 BAR
ACCUMMULATOR GAS CHARGE B25D/B30D 80 BAR
SP1 PRESSURE SWITCH B25D/B30D 9 BAR (NC)
S4 PRESSURE SWITCH B25D/B30D 123 BAR (NC)
SERVICE BRAKE SPRING B25D/B30D 120 RPM
BRAKE PRESSURE SWITCH B25D/B30D 10 BAR

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 B30D & B25D Mk I

ARTICULATED DUMP TRUCK

PNEUMATICS

Issue: 1
(October 2001)

Technical Training Documentation

BELL EQUIPMENT COMPANY

Richards Bay
Chapter 4 PNEUMATICS B25D & B30D Mk I
PNUEMATIC SYSTEM

Port numbering definition for pneumatic components.

1 = Inlet port
2 = Delivery
3 = Exhaust
4 = Signal pressure

If more than one digit is used, the first digit refers to one of the above definitions and the
Second digit refers to the circuit. Example : 21 First digit refers to air delivery from a supply
source. The Second digit refers to circuit 1.

ABBREVIATIONS

TVU ..........................Tip valve up

TVD ..........................Tip valve down
TC ............................Transfer case
TC2 ..........................Transfer case port 2
AT ............................Auxiliary through connetion
AS ............................Main air supply
H...............................Horn
EB ............................Exhaust brake
PB ............................Park brake
AA2 ..........................Auxiliary air supply port 2
TLA ..........................Tip lever air supply
TLX ..........................Tip lever exhaust
TLD ..........................Tip lever down
TLU ..........................Tip leverup
PBS..........................Park brake solenoid feed
PBA..........................Park brake air supply
PBX..........................Park brake exhaust
S...............................Seat
AA3 ..........................Auxiliary air supply port 3

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Chapter 4 PNEUMATICS B25D & B30D Mk I
COMPRESSOR

PURPOSE
To supply compressed air for the pneumatic
system.

OPERATION
The compressor is an engine driven single
cylinder piston type compressor.
As the piston moves downward clean air
from the engine intake manifold is drawn in
through the inlet valve. As the piston moves
upward the inlet valve closes and air is com-
pressed and passes through the delivery
valve into the pneumatic system.

UNLOADER VALVE WITH INTEGRAL AIR DRIER

PURPOSE
To control the air pressures in the pneumatic
system and unload the compressor.
To dry the compressed air supplied by the
compressor by extracting the moisture
present in the air.

CHARGING
Compressed air supplied by the compressor
flows into chamber A port l. Due to the re-
duction in temperature, condensed water
collects here and will reach outlet port (f) via
duct C.The air flows via a fine filter integrat- 1
ed in the cartridge and annulus (k) to the up- 21
per side of desiccant cartridge (b). As the air 22
flows through desiccant (a), moisture is ex-
tracted and absorbed by the surface of des-
iccant.The dried air will reach the pressure
protection valve via non-return valve (c), and
port. At the same time, dried air also flows to
the regeneration air reservoir via orifice (d)
and port 22
3 TR000094

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Chapter 4 PNEUMATICS B25D & B30D Mk I
UNLOADING THE COMPRESSOR

Cut-off pressure will reach chamber D via

port L, acting on diaphragm (m). As soon as
the spring force is overcome chamber D is
opened to chamber B; this will inturn force
piston (e) down opening port f to atmos-
phere via the exhaust port 3.
The air delivered by the compressor is now
emitted via chamber A, duct C and outlet 3.
Piston (e) also acts as a pressure relief
valve. If the pressure is excessive, piston (e)
will automatically open port (f).
1
21
22

PURGING THE AIR DRIER 3 TR000095

Air from the regeneration air reservoir will

now flow to the lower side of desiccant car-
tridge (b) through oriface (d). As it expands
and flows through desiccant cartridge (b),
the moisture adhering to the surface of des-
icant (a) is removed by the air and emitted
through outlet (3) after passing duct C and
outlet f. If, due to air consumption, the supply
pressure in the system falls below cut-in
pressure, chamber D will closed off from
chamber B will be reduced via the outlet port
of the unloader. Outlet port f closes and the
drying process will start again.If the passage
of air through the cartridge is prevented due 1
to a blocked filter, valve (h) will open and the 21
air will reach port (21) without being dried. In 22
normal operation, the valve remains closed.
The purging phase occurs at the same time
as the unloading phase but only lasts for
about ½ a minute.
X Is the electrical grid (purging unit) which is
used to keep the outlet warm so that the duct
C does not freeze up in cold climates.
3 TR000096

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Chapter 4 PNEUMATICS B25D & B30D Mk I
PNUEMATIC BLOCK VIEWS (SOLENOID & PRESSURE SWITCHES)

6 4
7 3

8
2
1
TR000287

1 ...............................HORN SOLENOID
When energised directs air through the airhorn circuit.
2 ...............................TC SOLENOID
Provided the accelerator pedal is less than 10% of its travel the CCU
energised TC solenoid which directs air to the actuator for the interaxle
lock ,applying interaxle lock.
3 ...............................TC PRESSURE SWITCH
This pressure switch will close once the solenoid has been energised
and the pressure begins to build up in the TC circuit .It will direct an earth
to the MDU closing the cicuit to the interaxle lock warning light,
alluminating it.
4 ...............................BIN UP PRESSURE SWITCH
Once the bin tip lever has been activated for bin up, the pressure begins
to build up in its circuit.This pressure will act on the bin up pressure
switch opening electrical cicuit to the bin float solenoid de-enegising
it.This will allow the hydraulic oil to be directed to the bin tip cylinders.
5 ...............................PB PRESSURE SWITCH
This pressure switch is closed when the park brake is applied supplying
an earth to the CCU which intern sends a CAN signal to the MDU
activating the park brake light on the MDU.When the park brake is re -
leased the air building up in the park brake circuit brakes the contact in
the pressure switch braking the earth signal to the CCU which intern via
CAN switches off the park brake light on the MDU.

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Chapter 4 PNEUMATICS B25D & B30D Mk I
6 ...............................PB SOLENOID
Once the CCU has recieved the signal from the VDO that the air pressure
is above 6 bar or 87 Psi ,which can be read on the MDU.
Park brake must be released, applied and released again.This will direct
an earth signal to the CCU via a momentry switch each time the PB is
applied.Once the CCU has recieved this signal it will direct a positive
signal to the PB relay energising it.This will intern close the circuit to the
PB solenoid energising it ,allowing the air to be directed to the park brake
actuator releasing it. Once this has occured the park brake will function
normally.Only if the system pressure drops below 6bar or 87 Psi will the
park brake will apply.
7 ...............................EB & EVB SOLENOID
Once the machine is traveling in lock up and the acclerator pedal is
released the EB & EVB solenoid is energised. The air is directed onto the
EVB valves and into the EB actuator,opening the combustion chambers
to exhaust and closing the butterfly.This will retard the engine which will
inturn retard the machine as the lock up clutch is applied.
8 ...............................SYSTEM PRESSURE SENDER UNIT
This is a VDO sender unit which measures the system pressure.It var-
ies the resitance according to pressure sending the signal to the CCU.
The CCU interprets these signals and via a CAN line sends them to the
MDU were they are displayed as decimal figures eg: 6bar

PNEUMATIC VIEWS (FILTERS ,CHECK VALVES & QUICK COUPLER)

10

11

View
12

13

TR000288

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Chapter 4 PNEUMATICS B25D & B30D Mk I
9 ...............................PB CHECK VALVE
The check valve protects the park brake if there is a system pressure
loss.
10 .............................PB ORIFICE
The function of the orifice is to allow the air to escape to atmosphere
gradually from the park brake actuator when the park brake is released.
11 .............................PNEUMATIC QUICK COUPLER
This is a fitting made available externally for when air is required for
auxiliary use.
12 .............................EXHAUST FILTERS
These exhaust filters are used to stop the entry of dirt and to reduse
sound.
13 .............................SOLENOID EXHAUST FILTERS
These exhaust filters are used to stop the entry of dirt and to reduse
sound.

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Chapter 4 PNEUMATICS B25D & B30D Mk I

REMOVE AND INSERT A3 SCHEMATIC DRAWING

DRAWING NO: TR000289

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Chapter 4 PNEUMATICS B25D & B30D Mk I

REMOVE AND INSERT A3 SCHEMATIC DRAWING

DRAWING NO: TR000290

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 B30D & B25D Mk I

ARTICULATED DUMP TRUCK

DRIVE-LINE

Issue: 1
(October 2001)

Technical Training Documentation

BELL EQUIPMENT COMPANY

Richards Bay
Chapter 5 TRANSFERCASE B25D & B30D Mk I

TRANSFERCASE
FUNCTION:
The function of the Transfercase is to take the drive from the transmision down to the drive
train.The ratio of the tansfercase 51:46 which means it alters the speed or torque value being
transmitted to the drive train. Included in the transfer case is the Interaxle differencial with
intergrated difflock ,its function is to provide a torque split to the front and rear drive lines, when
the difflock is not activated .In the case of the ADT’s it provides a torque split of 1--3- to the front
axle and 2--3- to the rear axle.When the interaxle difflock is energised it locks the differencial up
as a unit via a dog clutch and provides a 1:1 drive to the front and rear drivelines.The torque
split become 50% to the front and 50% to the rear.

TR000341

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Chapter 5 TRANSFERCASE B25D & B30D Mk I
OPERATING WITH INTERAXLE DIFFERENTIAL LOCK

It is recommended that the inter-axle differential lock is only engaged when the machine is
operating on very poor ground conditions.

The differential lock must not be engaged when the machine is

operating on tar or graded surfaces. This will cause damage to the
differential.

The inter-axle differential lock switch operates the differential lock in the transfer case.
Inter-axle Differential Lock Control.

Engaging the Inter-axle Differential Lock:

•Switch the inter-axle differential lock switch ON (can be done at any speed).
•Release the accelerator pedal briefly [Less than 10% travel of pedal].
•IDL light will illuminate to confirm successful engagement.

Disengaging the Inter-axle Differential Lock

Switch the inter-axle differential lock switch OFF (at any speed).
The inter-axle differential lock indicator will extinguish when accelerator is released.

BASIC CONFIGURATION

Legend:
1

1....Transfercase Housing.
2....Input Gear. 2
3....Intermediate Gear.
4....Interaxle differencial.
5....Dog Clutch. 3
6....Output /difflock housing
to front of axle. 4

6
5

TR000266

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Chapter 5 TRANSFERCASE B25D & B30D Mk I
TRANSFERCASE LINE DRAWING WITH POWER FLOW
[ INTER AXLE NOT ENGAUGED].

INPUT TO
TRANSFER
CASE FROM
TRANSMISSION

OUTPUT TO OUTPUT TO
FRONT AXLE REAR AXLE

Clockwise rotation
Counter clockwise rotation
Power flow

TR000267

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Chapter 5 TRANSFERCASE B25D & B30D Mk I
TRANSFERCASE LINE DRAWING WITH POWER FLOW
[ INTER AXLE ENGAUGED].

INPUT TO
TRANSFER
CASE FROM
TRANSMISSION

OUTPUT TO OUTPUT TO
FRONT AXLE REAR AXLE

Clockwise rotation
Counter clockwise rotation
Power flow

TR000268

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Chapter 5 TRANSFERCASE B25D & B30D Mk I
ADJUSTING INTERAXLE DIFF LOCK

LEGEND:

A Feeler gauge
B Lock screw [allan cap head]
C Air pressure port
D
E
Adjustment [13 mm spanner]
Adjustment when the dog clutch is fully
A
engaged. B
C
D
E
TR000270

ADJUSTING THE INTERAXLE DIFFLOCK

• Build up system air pressure [air enters the diff lock piston at point C when the interaxle
difflock switch is energised and the accelerator pedal is less than 10% travel].
• Remove the cover plate from the difflock housing and remove lock scew B.
• Activate the interaxle difflock switch ,making sure that the clutch slide and carrier are fully
engaged.
• Using a feeler gage check that the clearance E [between the face of the fork and clutch
slide groove] is between 0.2 to 0.4 of a mm .If incorrect adjust D accordingly.
• Disengage interaxle lock and check clearance between the tips of the dog clutch teeth of
the two mechanisms is a minimum of 1mm.
• Fit lock screw B back with loctite 243 and torque to 18Nm.
• Fit cover plate from the difflock housing.

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Chapter 5 PROPSHAFTS B25D & B30D Mk I
PROPSHAFT
PROPSHAFT PHASING
When a propshaft is at an angle and driven at a constant speed, the propshaft speeds up and
slows down through the first universal. To counter this speeding up and slowing down of the
propshaft, the prop shaft must be in phase. When in phase, while the first universal is speeding
up the propshaft through the angle, the second universal is slowing down the propshaft
countering the first universal giving a constant output speed. When a propshaft is out of phase
it will cause vibration in the drive line.

Drawing below shows a propshaft in phase.

To phase the propshaft: Split the propshaft on slip joint [B], Align the end lugs up [A] on the slip
joint splines an slip back on.

TR000257

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Chapter 5 PROPSHAFTS B25D & B30D Mk I
MAINTENANCE
The maintenance of the propshafts is divided into three categories: inspections,
torqueing of retaining bolts and lock nuts and lubrication.

WARNING: INSTALL ARTICULATION SAFETY BAR BEFORE

WORKING ON THE MACHINE

INSPECTION
Note:The inspection procedure must be the first maintenance task to be carried out.

CAUTION: DO NOT CLEAN THE PROPSHAFTS WITH STEAM, HOT

WATER PESSURE JETS, OR DETERGENTS

Before commencing with the inspection, clean the propshafts

using suitable cleaning apparatus.

Inspect the entire propshaft for cracks, impact distortion (eg

dents) and material wear. If any damage or wear is evident,
replace the propshaft immediately.

Ensure that all grease nipples and circlips are correctly fastened
to their respective propshafts, plus balance plates, where
applicable.

CAUTION: WHEN CHECKING FOR BACKLASH, DO NOT TURN THE

PROPSHAFT AT THE FLANGE YOKE WITH ANY FORM OF
LEVER

Inspect the propshaft for backlash by trying to turn the

propshaft by hand. No backlash or free play should be apparent
at the propshaft flange or splines.

CAUTION: EXCESSIVE PRESSURE MAY DISLODGE SEALS

Before commencing with lubrication maintenance, observe the

following points:
Clean the grease nipples of all grease and dirt.
The maximum permissible pressure for transferring the grease
through the grease nipples is 150 kPa
To prevent possible damage to the propshaft seals, use a smooth
flowing action when pumping the grease through the grease
nipples.

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Chapter 5 STRUTS B25D & B30D Mk I
FRONT SUSPENTION STRUT

Table 1:

Item Description
24 Screw
23 Capscrew
22 Washer
21 O-ring
20 O-ring
19 Ring Back
18 Seal Rod Omegat
17 Seal Rod Compact
16 Seal wiper
15 Wiper Band
14 Neck bush suspention strut
13 Piston suspention strut
12 Gard suspention strut
11 Barrel suspention strut
10 Rod suspention strut
9 Plug
8 Clamp hose
7 Spherical
6 Clamp hose
5 Below rubber
4 Guide Tape piston
3 Valve cylinder suspention strut
2 Cap Valve cylinder suspention strut
1 Ball diameter

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Chapter 5 STRUTS B25D & B30D Mk I
ASSEMBLY PROCEDURE

When pressing the spherical bearings into the strut eyes, the correct angles must be used to
make sure that there holes line up when the the fitment of the strut takes place.

1 Deburr & clean all components

2 Install item 16/17/1118/19/20/21
onto item 14 (Neck Bush).
3 Install item 7 (Spherical BRG.)
into item 10 (rod) & item 11
(barrel).
4a Slide item 5 (bellow) & item 14
(neck bush) onto item 10 (rod).
b Install item 1 (ball 10) into item 10
(rod) & assemble item 13 (piston)
onto item 10. Note. Items 22 & 23
to have loctite - 227 & to be
torqued to 80 nm.
5a Install itme 15 (w/bands x 2) &
item 4 into grooves around item
13 (piston).
b Install piston & rod assy into the
barrel by sliding the barrel over
secured piston & rod assy. screw
the neckbush into the barrel
6 Install item 3 (charge
valve-nitrogen) into lacation barrel
7 Flush the strut with castrol
transmax Z and close the cylinder
completely prior to charging.
8 Charge the strut with nitrogen to
TR000343 3.45MPa (strut in fully open
condition) TR000344
9 Mask up cyl. rod & wiperseal lip
prior to painting.
10 Clamp item 5 (bellows) with items
6 & 8 (hose clamps).

Once the struts are fitted to the machine the you can adjust the ride hight if necessary.

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