The Swedish Army approached Scania in the 1960s to develop a modern gun towing vehicle. Scania designed the SBAT 111 to meet performance criteria like excellent cross-country mobility, good load capacity, and usability in various climates. After prototypes and trials in the 1970s, the Swedish Army introduced the SBAT 111. In 1987, the Indian Army also selected the SBAT 111 to support its 155mm howitzers. The document provides technical specifications and details of the SBAT 111 vehicle used by the Indian Army.

2. INTRODUCTION
DURING MID 60S, THE SWEDISH ARMY FELT THE REQUIREMENT
OF A MODERN GUN TOWING VEH. IT APPROACHED MS SCANIA, ONE OF
THE SWEDISH GIANTS IN HEAVY TRUCK INDUSTRY FOR JOINTLY
DESIGNING THE SPECIAL VEH. IT WAS PROPOSED THAT THE NEW VEH
SHOULD MEET THE FOLLOWING PERFORMANCE CRITERIA:-
• EXCELLENT CROSS COUNTRY MOBILITY.
• GOOD ROAD SPEED.
• HIGH LOAD CARRYING CAPACITY.
• SIMPLE HANDLING AND TRAINING.
• HIGH SAFETY.
• GOOD PERFORMANCE IN COLD AND HOT CLIMATES.
• LOW MAINTENANCE COST.
THE PROTO TYPE WAS FABRICATED DURING EARLY SEVENTIES
AND AFTER EXTENSIVE TRAILS, THE VEH WAS FINALLY INTRODUCED

3. THE SAME VEH HAS BEEN SELECTED BY THE INDIAN ARMY IN
SUPPORT OF THE ACQUIRED 155MM FH 77 BO2 HOWITZER SYS. THE VEH
IS INTRODUCED IN THE INDIAN ARMY ON 1987. THIS VEH HAS BEEN
INTRODUCED IN THE FOLLOWING THREE VERSIONS :-
(a) TOWING VEH WITH 15 KNM CRANE.
(b) AMN VEH WITH 59 KNM CRANE.
(c) AMN VEH WITHOUT CRANE.
SCANIA - SBAT SCANIA OF SWEDEN.
S - SPECIAL
B - BULL DOG
A - ALL WHEEL DRIVE
T - TANDEM
11 - ENGINE DISPLACEMENT IS 11 LTRS.
1 - SECOND VERSION ( 0 FOR FIRST VERSION)
S - SUPER CHARGED
6X6 - WHEEL CONFIGURATION
INTRODUCTION

4. AUTHORISATION OF SCANIA VEHs IN MEDIUM REGT
6 X 3 = 18 GUN TOWING VEH
3 X 3 = 9 AMN VEH
1 X 3 = 3 (59 KNM CRANE VEH)
TOTAL – 30 SCANIA VEH
CREW CAPACITY
DRIVERS CAB - 1 + 2
CREW CAB ON PLATFORM - 10 (ONLY FOR TOWING VEH)
ESP DETAILS
1 INTRODUCED - 1987
2 POPULATION - 666
3 DEPOT - COD BOMBAY
4 MAG - 14 (SCANIA) AND 9 (APU)
5 BASE WKSP - 505 ABW
6 AHSP - CQA (SV) DEHU ROAD
7 WORK VALUE - 4 LORRY UNIT
8 INITIAL COST - Rs 24,73,713/-
KPL :- IN PLAIN ROAD WITH GUN – 1.8 KMPL
IN PLAIN ROAD WITHOUT GUN – 2.5 KMPL
IDLE RUN – 7 Ltrs/Hr

5. EMER’s ON SCANIA VEHICLE
1 VW/S 510/1 NO-1, ISSUE-1 DT 05
FEB 89
SERVICING SCHEDULE,
INSTR TO THE USER
ON MAINTENANCE.
2 VW/S 506/1,NO-1, ISSUE-2, DT 31
MAY 89.
PRS
3 VW/S 515/1,NO-1, ISSUE-1, DT 31
MAY 89.
MS NO-1
4 VW/V 518/1,NO-1, ISSUE-1, DT 30
SEP 93.
FD INSP STANDARD’S
5 VW/V 519/1,NO-2, ISSUE-1, DT 25
JAN 91.
MISC INSTR ON RETRO
MODIFICATIONS
6 VW/V 529/1,NO-1, ISSUE-1, DT 22
MAR 01.
MISC

6. TECHNICAL DATA : SCANIA
ENGINE 6 CYL DIRECT INJECTION DIESEL ENGINE.
1 MAKE AND TYPE SCANIA DS 111
2 SWEPT VOLUME ( CC ) 11 ltr
3 MAX RPM AT FULL LOAD 2200 RPM
4 HORSE POWER 305 HP
5 MAX TORQUE AT 1300 RPM 1187 Nm
6 FUEL USED DIESEL
7 GRADEABILITY 31°
8 GRADEABILITY WITH TRAILER 16°
9 FORDING DEPTH 800 MM
10 TURNING CIRCLE DIA 20.6 M
11 MAX SPEED ‘D’
‘2’
85 KMPH
50 KMPH

7. TECHNICAL DATA : SCANIA
INJECTION SYSTEM
1 INJECTION PUMP (MAKE) BOSCH PE 6P 110A 720
2 INJECTION PUMP (TYPE) RS 3040E
3 FIP TIMING 190
4 LOW IDLING SPEED 500-550 RPM
5 HIGH IDLING SPEED 2550 RPM
ELECTRICAL SYSTEM
1 SYSTEM VOLTAGE 24V
2 NO OF BATTERIES 12 X2 (SWEDISH BTY)
6 X 4 ( INDIGENOUS BTY)
3 BTY CAPACITY 152 AH
4 EARTHING NEGATIVE

8. TECHNICAL DATA : SCANIA
OIL CAPACITIES
1 ENGINE 21 LTRS
2 POWER STEERING 3.8 (2.5 WHEN CHANGING)
3 GEAR BOX 36 (32 WHEN CHANGING)
4 HUB REDUCTION 0.6 (0.4 WHEN CHANGING)
5 AXLE GEAR (FRONT & REAR) 4
6 WINCH JAW COUPLING 0.2
7 CAB TILTING EQPT 0.7
8 LOADING CRANE 15 KNM 10
9 LOADING CRANE 59 KNM 45

9. TECHNICAL DATA : SCANIA
CAPACITIES (IN LTRS)
1 FUEL TANK 260
2 COOLING SYS (WITH HEATER CCT) 50 (55)
CREW CAPACITY
1 DRIVER CABIN 1 + 2
2 CREW CAB ON PLATFORM 10
AUTH OF SCANIA VEH IN MED REGT’s
1 6 X 3 = 18 GUN TOWING VEH
2 3 X3 = 9 AMMUNITION VEHICLE
3 1 X 3 = 3 59 KNM CRANE VEHICLE
4 TOTAL 30 SCANIA VEH IN A MED REGT

10. SPECIAL FEATURES
1.SEPARATE CABIN FOR GUN CREW (ONLY FOR
TOWING VEH)
2.AUDIO VISUAL WARNING SYSTEM.
3.CABIN HEATING FACILITY.
4.AUTOMATIC GEAR BOX.
5.INDEPENDENT CIRCUIT FOR FRONT AND 6.REAR BRAKES
7.PARKING BRAKES ON ALL WHEELS.
8.CROSS COUNTRY BRAKE or TERRAIN BRAKE.
9.BATTERY INSULATED BOX.
10.WINCH FOR SELF RECOVERY.
LOADING CRANE.
11.TUBE LESS TYRES.
12.MULTIPLE ADJUSTMENTS FOR DRIVERS SEAT.
13.SMOKE LIMITING DEVICE.
14.COLD STARTING DEVICE.
15.TURBO CHARGER.

11. AUDIO VISUAL WARNING SYS
VISUAL WARNING SYSTEM
1 LOW ENGINE OIL PRESSURE
2 BTY NOT CHARGING
3 LOW AIR PRESSURE
4 ENGINE COOLANT TEMP HIGH ABOVE 96°C
5 HIGH TEMP OF GEAR BOX OIL (i.e ABOVE 1350C)
AUDIO WARNING
1 LOW AIR PRESSURE IN BRAKE SYSTEM

12. STARTING AND STOPPING PROCEDURE (SCANIA)
STARTING THE ENGINE:-
1. CHECK THAT THE STOP CONTROL IS PUSHED ‘IN’.
2. CHECK THAT THE GEAR SELECTOR IS IN THE NEUTRAL
POSITION.
3. PUSH THE CONTROL KEY AND CHECK WARNING LAMPS FOR
CHARGE AND OIL PRESSURE LIGHT UP.
4. DEPRESS ACCELERATOR PEDAL FULLY AND PRESS STARTER
BUTTON.
5. RELEASE STARTER BUTTON AND ACCELERATOR PEDAL WHEN
ENGINE STARTS.
6. WARM UP THE ENGINE IF COLD.

13. STARTING AND STOPPING PROCEDURE (SCANIA)
STARTING COLD ENGINE BELOW – 00C:-
1. CHECK STOP CONTROL IS PUSHED IN.
2. DEPRESS ACCELERATOR PEDAL FULLY. PULL OUT HAND THROTTLE
FULLY THEN RELEASE ACCELERATOR PEDAL.
3. PULL THE CHAIN OF THE COLD STARTING DEVICE.
4. CHECK THAT GEAR SELECTOR IS IN NEUTRAL POSITION ‘N’.
5. PUSH IN THE CONTACT KEY AND CHECK THAT WARNING LIGHTS FOR
CHARGE AND OIL PRESSURE LIGHT UP.
6. PRESS THE ACCELERATOR PEDAL DOWN FULLY AND KEEP IT IN THIS
POSITION.
7. PRESS STARTER BUTTON. KEEP IT DEPRESSED WITHOUT
INTERUPTION (MAX 1 MIN) UNTILL ENGINE STARTS.

14. STARTING AND STOPPING PROCEDURE (SCANIA)
STOPPING THE ENGINE:-
1. SET GEAR SELECTOR TO NEUTRAL ‘N’.
2. APPLY THE PARKING BRAKE.
3. PULL OUT STOP CONTROL, THEN PUSH IN THE STOP CONTROL.

15. ENGINE ASSY
COOLING SYS
LUBRICATION SYS

16. ENGINE ASSY

17. ENGINE CONSTRUCTIONAL DETAILS
THE TRUCK SBAT 111 INCORPORATES DS-11 SIX CYL IN LINE
DIESEL ENG HAVING A TURBO CHARGER. IT IS A FOUR STROKE DIRECT
INJECTION DIESEL ENG.
ENGINE TYPE:-
DN - DIESEL ENG (NATURALLY ASPIRATED)
DS - DIESEL ENG ( EQUIPPED WITH TURBO CHARGER)
ENGINE BLOCK - ONE PIECE ALLOY CAST IRON
CYL LINNER - WET TYPE
CYL HEAD - 2 X MADE OF CAST IRON
PISTON - LIGHT ALLOY
GUDGEON PIN - FULLY FLOATING
PISTON RINGS - 3 Nos ( 2 X COMPRESSION RINGS AND
1 X OIL RING)
CRANK SHAFT - MADE OF DROP FORGED STEEL
OIL PUMP - MADE OF LIGHT ALLOY

18. VALVE MECHANISM
VALVE MECHANISM CONSISTS
OF VALVE TAPPETS, PUSH RODS,
ROCKER ARMS,VALVES AND SPRING.
THE MECHANISM OPENS AND CLOSES
THE INTAKE AND EXHAUST VALVES
AT DEFINITE POINTS IN THE STROKE
OF EACH PISTON IN THE CYLINDER
BORE AS UNDER:-

19. TIMING GEAR OF SCANIA
AIR COMPRESSOR
DRIVE GEAR
FIP DRIVE GEAR
CAMSHAFT
DRIVE GEAR
IDLE GEAR
CRANK SHAFT GEAR
OIL PUMP
DRIVE GEAR
IDLE GEAR

20. SETTING OF VALVE TIMING GEAR
FIT THE GEAR WHEEL SO THAT
THE MARKING ARE IN LINE WITH
THE CORRESPONDING MARKS ON
THE CRANK SHAFT PINION AND
THE GEAR WHEEL FOR THE CAM
SHAFT AND FUEL INJECTION PUMP.

22. COOLING SYSTEM OF SCANIA
 COOLANT VOLUME - 50/55 LTRS.
 THERMOSTAT OPENING TEMP - 770C - 810C
 THERMOSTAT FULLY OPEN’S AT - 900C - 940C
 DRAIN COCK/PLUGS - 04
GEAR BOX COOLER
RADIATOR LOWER HOSE
RADIATOR
ENG BLOCK
 WARNING LAMP LIGHT’S UP AT - 960C
 CHECK THE COOLANT LEVEL - SIGHT GLASS

23. COOLING SYSTEM OF SCANIA
AIM:- COOLING SYSTEM IS NEEDED TO DESSIPATE HEAT PRODUCED
DURING POWER STROKES OF PISTON IN AN ENGINE.
GENERAL DESCRIPTION AND LAYOUT:- A SIGHT GLASS IN THE
EXPANSION TANK OF THE COOLING SYSTEM ALLOW FOR CHECKING THE
COOLANT LEVEL. THE COOLANT FLOW THROUGH THE ENGINE,
RADIATOR, GEAR BOX, OIL COOLER, AIR COMPRESSOR AND THE HEATER
FOR THE CABIN AND PERSONNEL TRANSPORT CAB AND INDUCED BY A
CENTRIFUGAL PUMP. COOLING AIR IS DRAW THROUGH THE RADIATOR BY
A FAN.
THE WARNING LAMP IS PROVIDED IN THE INSTRUMENT PANNEL
WHICH LIGHT UP WHEN THE COOLANT TEMP > 960C.

24. COOLING SYSTEM OF SCANIA
TOPPING UP WITH COOLANT :-
1. CLOSE THE DRAIN COCKS AND PLUGS.
2. TOP UP WITH COOLANT (CLEAN WATER, GLYCOL AND
ANTI CORROSIVE).
3. START THE ENGINE AND RUN IT AT IDLING SPEED FOR
ABOUT TEN MINUTES.
4. TOP UP THE LEVEL REACHES THE FILLER OPENING.
NOTE:- BEFORE TRUCK IS DRIVEN, COOLING SYS MUST BE
COMPLETELY FULL.

25. COOLING SYSTEM OF SCANIA
PREPARATION OF MIXTURE BELOW 00 C
TEMPERATURE IS AS BELOW :-
ETHYLINE
GLYCOL
FREEZING
POINT
BOILING
POINT
30% -180C +1040C
50% -460C +1070C

27. TECHNICAL DATA LUBRICATION SYS (SCANIA)
1. OIL CAPACITY - 21 LTRs
2. GRADE OF OIL - 10 W 30
3. OIL PRESSURE - 1.5 TO 6
BAR
4. WARNING LAMP - 1.0 BAR
LIGHT UP TO
5. PRE REDUCING VALVE SETTING - 4.5 TO
6 BAR
6. PERMISSIBLE THICKNESS
DEPOSITS ON ROTOR WALL - 20MM

28. LUBRICATION SYSTEM OF SCANIA
ROCKER ARM SHAFTS
CAM SHAFT
TURBO CHARGER
CRANK SHAFT
OIL CLEANER
FIP
AIR COMPRESSOR
MAIN OIL PUMP
TRANSFER OIL PUMP
REDUCING VALVE
OIL COOLER
TURBO
OIL FILTER
OIL SUMP

29. CENTRIFUGAL OIL CLEANER OF SCANIA
CENTRIFUGAL
ROTOR
SPRAY NOZZLE
DRAIN LINE IN SUMP
FROM OIL COOLER
TO MOG
TO OIL COMP

30. OIL CLEANER WITH WATER COOLER OF SCANIA
CENTRIFUGAL
ROTOR
SPRAY NOZZLE
DRAIN LINE IN SUMP
TO MOG
TO OIL COMP
REDUCING
VALVE
TO SUMP
FROM OIL PUMP
OIL COOLER
NOTE :- PERMISSIBLE THICKNESS OF DEPOSIT
ON ROTOR WALL = 20MM MAX
COVER NUT
CYCLONIC TUBE

31. CHECKING OF OIL CLEANER (SCANIA)
THE ROTOR OF THE CLEANER ROTATES AT A RELATIVE SPEED. THE
ROTOR WILL THEREFORE NORMALLY CONTINUE TO ROTATE ABOUT 1
MIN AFTER THE ENGINE HAS STOPPED, PROVIDED THAT THE
LUBRICATING OIL HAS ATTAINED NORMAL OPERATING TEMPERATURE.
THE ROTOR WILL THUS USUALLY EMIT A BUZZING SOUND DURING
SOME PART OF THIS RUNNING DOWN PERIOD. A SLIGHT VIBRATION
CAN ALSO BE FELT BY PLACING THE HAND ON THE CLEANER CASING. TO
CHECK THE OPERATION OF THE CLEANER

32. CHECKING OF OIL CLEANER (SCANIA)
(a) SATRT THE ENGINE.
(b) STOP THE ENGINE.
(c) LISTEN FOR THE BUZZING SOUND WHICH INDICATING THAT
THE ROTOR IS RUNNING NORMALLY.
IF NO BUZZING SOUND IS HEARD AND NO VIBRATION OF THE
CLEANER CASING IS FELT, THE CLEANER SHOULD BE DISMOUNTED
FOR INSPECTION.

33. CLEANING OF OIL CLEANER (SCANIA)
1. REMOVE NUT & COVER.
2. LIFT OUT THE ROTOR, WIPE THE OUT SIDE.
3. HOLD THE ROTOR WITH ONE HAND AND STRIKE THE ROTOR NUT
GENTLY WITH THE OTHER HAND OR WITH A PLASTIC MALLET.
4. REMOVE THE ROTOR NUT AND WASHER AND DISMANTLE THE
CLEANER.
5. SCRAPE AWAY DEPOSIT ON THE INSIDE OF THE ROTOR BOWL BY
MEANS OF A KNIFE, FOR INSTANCE.
6. WASH THE COMPONENTS IN KEROSINE OR EQUIVALENT.
7. CHECK THAT THE BEARINGS ARE NOT DAMAGED.

34. CLEANING OF OIL CLEANER (SCANIA)
8. CHECK THE NOZZLES, ENSURE THAT THEY ARE NOT CHOCKED OR
DAMAGED.
9. CHECK THE ‘O’ RINGS , REPLACE THE ’O’ RINGS IF IT SHOWS THE
LEAST SIGNS OF DAMAGE.
10 ASSEMBLE THE COMPONENTS AND SPIN IT BY HAND TO CHECK
THAT IT ROTATES FREELY.

36. FUEL INJECTION PUMP AND INJECTORS
DATA:-
CAPACITY OF FUEL TANK 260 dm3
TYPE BOSCH PE6P 110 A 720 RS 3-40
GOVERNOR TYPE CENTRIFUGAL
FIP TIMING SETTING MARK ‘6 /R’ MARK ON COUPLING
SETTING 19 0 BTDC
FEED PUMP FEED PRESSURE 60 TO 80 Kpa (0.6 TO 0.8 Kg/CM 2)
NOZZLE HOLDER TYPE BOSCH KBEL 10956
INJECTOR OPENING PRE 23 Mpa (230 Kg,CM 2)
INJECTION SEQUENCE 1-5-3-6-2-4
INJECTOR TYPE MULTI HOLE
RELIEF VALVE OPENING PRE 0.6 TO 0.8 Kg/Cm 2
FUEL INJECTORS:-

37. LAYOUT OF FUEL SYATEM SCANIA SBAT 111S 6X6
FUEL TANK
FILLER CAP
FUEL GAUGE
FUEL DELIVERY
LINE
FUEL FEED PUMP
&
PRE FILTER
FUEL FILTER
PRIMARY &
SECONDARY
FIP
6 X HIGH PRE LINES
6X INJECTORS
FUEL LINE
RETURN
RELIEF VALVE
SMOKE LIMITER &
COLD STARTER DEVICE

38. SETTING THE FIP TIMING OF SCANIA
WHEN A NEW PUMP COUPLING IS FITTED OR THE OLD IS
REMOVED FOR ANY REASON, THE MARK FOR THE BEGINNING OF
INJECTOR OPENING MUST BE CHECKED.
ALSO WHEN EVER THE COLOUR OF EXHAUST SMOKE IS GRAY OR
DARK BLACK, IT MEAN THE FIP TIMING IS INCORRECT AND IT MUST BE
CHECKED & SET RIGHT. THE PROCEDURE IS AS FOLLOWS:-
VEH PREPARATION :- STAND THE VEH HARD AND LEVEL GROUND AND
PLACE THE WOODEN BLOCK WITH THE TYRES. APPLY THE HAND BRAKE
AND TILT THE DRIVER CABIN.

39. SETTING THE FIP TIMING OF SCANIA
ENGINE PREPARATION CONTD..
OPEN THE INSP COVER ON THE FLY WHEEL.
REMOVE THE TAPPET COVERS.
TURN THE CRANK SHAFT IN THE DIRECTION OF ROTATION UNTIL
BOTH VALVES OF NO 1 CYL ARE CLOSED.
CONTINUE TURNING THE CRANK SHAFT UNTILL THE 190 MARK OF
THE FLY WHEEL COINCIDES WITH THE POINTER OF THE FLY WHEEL
HOUSING.

40. SETTING THE FIP TIMING OF SCANIA
FIP PREPARATION :-
SLACKEN THE ADJUSTING SCREWS ON THE PUMP COUPLING.
TURN THE DRIVE COUPLING OF THE FIP UNTIL THE MARK ON THE
DRIVE COUPLING & PUMP HOUSING END MATCH.
THE SETTING MARK IS 6IR.
PUSH THE FIP WITH COUPLING FORWARD UNTIL IT ENGAGES
WITH THE DRIVE SHAFT.
SECURE THE FIP TO ITS BRACKET & THE CLAMPED JOINT OF THE
PUMP COUPLING WITH THE SPECIFIED TORQUE.

41. SETTING THE FIP TIMING OF SCANIA
CHECKING OF INJECTION TIMINGS:-
CLEAN DELIVERY VALVE HOLDER OF CYL-1.
LOOSEN DELIVERY PIPE & MOVE IT GENTLY TO ONE SIDE
REMOVE DELIVERY VALVE HOLDER USING SMT.
REMOVE PLUG, SHIM & SPRING AND DELIVERY VALVE HEAD.
FIT DELIVERY VALVE HOLDER AND ‘O’ RING .
TIGHTEN DELIVERY VALVE HOLDER.
FIT SWAN NECK PIPE. PUMP WITH HAND PUMP AND WATCH
PIPE.

42. SETTING THE FIP TIMING OF SCANIA
(i) IF THE FUEL FALLS IN DROPS THEN THE TIMING IS CORRECT
REMOVE THE SWAN NECK PIPE & REFIT THE VALVE HEAD, SPRING &
SHIMS. USE NEW ‘O’ RING WHILE FITTING DELIVERY VALVE
HOLDER.
(ii) IF THE FUEL IS RUNNING THEN THE TIMING IS TOO MUCH
RETARDED. LOOSEN THE CLAMP BOLT OF COUPLING DISC. TAP THE
COUPLING HALF IN PUMP ROTATION DIRECTION SO THAT FUEL
STARTS TO FLOW IN DROPS. REMOVE SWAN NECK PIPE & REFIT
DELIVERY VALVE AS DESCRIBED ABOVE.
(iii)IF NO FUEL DROPS THEN THE TIMING IS TOO ADVANCED LOOSEN
THE CLAMP BOLT OF COUPLING DISK. TAP THE COUPLING
DIRECTIONS SO THAT FUEL FLOWS IN DROPS. TIGHTEN THE CLAMP
BOLT & REFIT THE DELIVERY VALVE.
NOTE :- IF THE TIMINGS ARE CORRECT BUT THE MARKINGS ON
PUMP COUPLING & PUMP HIOUSING END DO NOT MATCH ERASE THE
MARK ON THE PUMP HOUSING END AND PUT A NEW MARK.

43. SMOKE LIMITER AND
COLD STARTING DEVICE
 THE FRONT END OF THE FUEL INJECTION IS FITTED WITH A
SMOKE LIMITER WHICH INCORPORATES A COLD STARTING DEVICE.
 THE SMOKE LIMITER RESTRICT THE STROKE OF THE
CONTROL RACK
 THE TRUBOCHARGER DELIVERS AIR AT LOWER PRESSURE
THE SMOKE LIMITER IS IN COMMUNICATION WITH THE INTAKE
MANIFOLD.
 ON A CHANGE IN PRESSURE IN INTAKE MANIFOLD, THE
DIAPHRAGM IN THE SMOKE LIMITER WILL BE ACTUATED . THE
MOVEMENT OF THE DIAPHRAGM IS TRANSMITTED BY MEANS
OF A ROD AND A FORK IN ANGLE LEVER .

44.  THE ANGLE LEVER IS FITTED WITH AN
ADJUSTING SCREW WHICH AT LOW
PRESSURE, LIMITS THE TRAVEL OF THE
CONTROL RACK . WHEN THE PRESSURE IS
SUFFICIENTLY HIGH THE ADJUSTING
SCREW AND THUS CONTROL RACK ARE
STOPPED BY A STOP SCREW IN THE
SMOKE LIMITER HOUSING.

45. SMOKE LIMITER DEVICE OF SCANIA
FIP RACK ROD
DIAPHRAGM
FORK ANGULAR LEVER
STOPPER ADJUSTING SCREW &
LOCKING NUT
RETURNING
SPRING
EXTERNAL PIPE

46. SMOKE LIMITER DEVICE OF SCANIA
FIP RACK ROD
DIAPHRAGM
FORK ANGULAR LEVER
STOPPER ADJUSTING SCREW &
LOCKING NUT
RETURNING
SPRING
EXTERNAL PIPE
PRESSURE FROM
INLET MANIFOLD

47. SMOKE LIMITER DEVICE OF SCANIA
FIP RACK ROD
DIAPHRAGM
FORK ANGULAR LEVER
STOPPER ADJUSTING SCREW &
LOCKING NUT
RETURNING
SPRING
EXTERNAL PIPE
PRESSURE FROM
INLET MANIFOLD

48. COLD STARTING DEVICE OF SCANIA
CONTROL RACK IN THE
NORMAL POSITION
CONTROL RACK IN THE
COLD STARTING POSITION
RACK ROD
LOCK NUT
ADJUSTING
BOLT
STOPPER
LEAF SPRING

49. AUTOMATIC GEAR BOX

50. AUTOMATIC GEAR BOX
THE GEAR BOX CAN BE DIVIDED IN TO FOUR
SYSTEMS
– MECHANICAL SYSTEM
– HYDRAULIC SYSTEM
– PNEUMATIC SYSTEM
– ELECTRIC SYSTEM

51. AUTOMATIC GEAR BOX
1. GEARBOX GA 763 CONSISTS OF A GEARBOX UNIT WHICH IS A
FULLY AUTOMATIC HYD MAIN GEARBOX WITH SIX FORWARD
GEAR AND ONE REVERSE GEAR.
2. INTEGRATED WITH THE TRANSFER GEAR BOX WHICH IS
COMPRESSED AIR CONTROLLED TRANSFER BOX WITH TWO
EXCHANGE RATIOS.
3. THE INPUT SHAFT OF THE GEAR BOX IS DRIVEN BY A SPRUNG
DRIVER BOLTED TO THE FLYWHEEL OF THE ENGINE.
4. THE OUTPUT SHAFT OF THE GEAR BOX ARE FOUND IN THE
TRANSFER BOX FOR DRIVE OF FRONT AND REAR AXLE.
5. THE FUNCTION OF THE GEAR BOX AND TRANSFER BOX ARE
CONTROLLED VIA AN ELECTRIC CONTROL SYSTEM.
6. THE MAIN GEAR BOX CONTROLLED BY HYD SYS .
7. THE TRANSFER BOX CONTROLLED BY PNEUMATIC SYS.

52. POWER TRANSMISSION SYSTEM: SCANIA
1. POWER UNIT
2. SPRUNG DRIVER
3. GEAR BOX
4. TORQUE CONVERTER
5. PLANETARY GEAR SET
6. SPEED SENSOR
7. TRANSFER GEAR BOX
8. PROPELLER SHAFT
9. LIVE AXLE
10. CENTRAL GEAR
11. REDUCTION GEAR

53. GEAR SELECTOR FOR MAIN GEAR BOX
 THE GEAR SELECTOR IS A MANNUAL GEAR PROGRAME SELECTOR
CONNECTED TO THE AUTOMATIC GEAR SELECTOR AND STARTER
MOTOR SWITCH.
 THE GEAR CHANGING PROGRAMS ARE INDEPENDENT FROM ANY
GEAR ENGAGED IN THE TRANSFER GEAR BOX
GEAR SELECTOR GEAR CHANGING PROGRAM
R
N
D
+ FOOT SWITCH AND RELEASED
ACCELRATOR PEDAL
SERVICE BRAKE
H2
TS
REVERSE IN HYDRAULIC DRIVE
NEUTRAL
H1 H2 H3 M3 ( NORMAL DRIVE)
H1 M1 M2 M3 ( ENGINE BRAKE)
WHEN DRIVING IN GEAR M3 TRANSFER TO HYD DRIVE
IN CONJUNCTION WITH BRAKING
H2 BLOCKED GEAR
TS ( TOW START)

54. GEAR CHANGING POINTS:
GEAR SETTING CHANGING UP KM/H CHANGING DOWN KM/H
ROAD /D H1-H2 18 M3-H3 44
H2-H3 31 H3-H2 25
H3-M3 47 H2-H1 15
ROAD ENGINE
BRAKING/D
H1-M1 18 M3-M2 57
M1-M2 36 M2-M1 33
M2-M3 64 M1-H1 15

55. SPEED SENSOR
THE SPEED SESOR IS A HORSESHOE SHAPED ELECTROMAGNET WITH
TWO POLES FACING THE REAR HYDRAULIC PUMP DRIVE GEAR IN THE
TRANSFER GEAR BOX. THE GEAR HAS 53 TEETH AND ITS SPEED IS
RELATED TO THE ROAD SPEED OF THE VEH AND ALTERNATING
CURRENT IS GENERATED IN THE SENSOR COIL AND THIS IS SENT TO THE
AUTOMATIC GEAR SELECTOR
THE FREQUENCY OF THE ALTERNATING CURRENT IS IN DIRECT
PROPORTION TO THE NUMBER OF TEETH PER SECOND WHICH PASS THE
SPEED SENSOR . THE FREQUENCY RANGE IS 500 TO 3000HZ
SPEED SESOR GAP IS ADJUSTED BY SHIMS AND THE GAP IS SHOULD BE
1 TO 1.5 MM

56. GEAR SELECTER SWITCH
Fig: Gear selector switch of Scania in two positions.
N - Neutral .
D - Drive.
1st gear(H1)- 0-18 km/hr
2nd gear(H2)- 18-31km/hr
3rd gear(H3)- 31-47km/hr
4th gear(M3)- 47-85km/hr
2 -2nd Gear speed .
TS - Toe start.
R - Reverse
GEAR SELECTOR SWITCH CAN BE SET TO FOLLOWING POSITIONS:

57. 1.Input Shaft.
2.Front Planetary Gear.
3.Clutch for mechanical gear.
4.Main Shaft.
5.Hydraulic Torque Converter
6.Free Wheel
7.Clutch for 2nd Gear.
8. Clutch for 1st Gear and
reverse Gear.
9. Rear Double Gear Unit.
10. Clutch for 3rd Gear and
Reverse Gear .
11. Clutch for Forward Gear.
12. Clutches for 3rd gear .
13. Output Shaft.
CONSTRUCTION OF AUTOMATIC GEAR BOX

58. POWER FLOW IN AUTOMATIC GEAR BOX

59. TEST EQPTS
 ELECTRICAL TEST EQPT TOOL NO 99126
 HYDRAULIC TEST EQPT
TOOL NO 98354 FULL TEST
TOOL NO 98554 SIMLIFIED TEST

60. TEST EQPT
ELECTRICAL SYSTEM
THE ELECTRIC CONTROL SYSTEM OF THE GEAR BOX IS
CHECKED WITH TEST EQPT FOR ELECTRIC CONTROL
SYSTEM OF AUTOMATIC GEAR BOX GA 763 TOOL NO 99126
METER FOR MEASURING POWER CONSUMPTION RED
SCALE
SIGNAL VOLTAGE BLUE SCALE
AMPERAGE MEASURING DIAL
TEST GENERATOR
PRESS BUTTON FOR MEASURING SIGNAL VOLTAGE
2-WAY SWITCH
STATUS LIGHT FOR TRANSFER GEAR BOX COMPRESSED
AIR SOLENOIDS

61. CHECK THE ELECTRIC CONTROL SYSTEM
ACCORDING TO THE FOLLOWING
ALTERNATIVE TEST EQPT
STOP ENGINE AND TRUCK
 DEPRESS START KEY TO ‘ON’ POSN WITHOUT
STARTING ENGINE
 TURN THE DUEL POSITION SWITCH TO THE LEFT
POSITION TOWARDS THE TEST GENERATOR
 CHECK THE ELECTRIC CONTROL SYSTEM FUNCTION
USING THE LIGHTS OF THE TEST EQPT AND READING
THE POWER CONSUMPTION IN THE VARIOUS CIRUITS.
 CHANGE UP AND DOWN WITH THE TEST GENERATOR

62. CHECK THE ELECTRIC CONTROL SYSTEM ACCORDING TO THE
FOLLOWING ALTERNATIVE TEST EQPT
CONTD..
 START THE ENGINE FOR CHECKING THE
GEAR BOX SPEED SENSOR.
DISENGAGE DRIVE IN TRANSFER GEAR
BOX
 TURN DUAL POSITION SWITCH TO
RIGHT POSITION AGAINST GEAR BOX
SPEED SENSOR
 DEPRESS ACCELERATOR PEDEL AND
PRESS ‘IN SWITCH TEST’ ON THE TEST
EQPT
 MAKE READING ON THE BLUE SCALE ON
THE METER

63. ELECTRICAL SYSTEM
RUNNING ENGINE WITH STATIONARY TRUCK
START ENGINE
 TURN DUAL POSITION SWITCH TO RIGHT POSITION
AGNIST MARKING GEAR BOX SPEED SENSOR
 DISENGAGE DRIVE IN TRANSFER GEAR BOX
 CHECK THE ELECTRIC CONTROL SYSTEM FUNCTION
BY FOR INSTANT, USING THE LIGHTS OF THE
TEST EQPT AND READING THE POWER
CONSUMPTION IN THE VARIOUS CIRUITS
 CHANGE UP AND DOWN IN THE MAIN GEAR BOX BY
INCREASING AND REDUCING ENGINE SPEED WITH
ACCELERATOR PEDAL.
 DEPRESS ACCELERATOR PEDAL AND PRESS IN SWITCH
TEST EQPT. MAKE READING ON THE BLUE SCALE ON
METER.

64. HYDRAULIC SYSTEM
 THE HYDRAULIC CONTROL SYSTEM OF THE MAIN GEAR BOX IS
CHECKED WITH HYDRAULIC MEASURING EQPT TOOL NUMBER
98354.
 THE HOSE PIPE OF THE MEASURING TOOL EQPT ARE
CONNECTED TO THE VARIOUS MEASURING OUTLETS OF THE
MAIN GEAR BOX
 THE MEASURING EQPT IS SUSPENDED BEHIEND THE CAP IN A
SUITABLE MANNER TO MAKE THE INSTRUMENTS EASY TO READ
 THE TRUCK CAN BE STATIONARY WITH THE TRANSFER GEAR
BOX IN POSITION DD
 THE EQPT IS THEN RUN BY USING THE ENGINE
 THE OIL SHOULD BE OPERATION HOT
 CHANGING UP AND DOWN IS ACHIEVED BY CHANGING ENGINE
SPEED

66. STEERING SYSTEM
DATA:-
TYPE OF STEERING HYD SERVO STEERING
HYD FLUID ATF DEXRON II
MAX HYD FLUID PRESSURE 130 Kg/Cm2
PRESSURE LIMITING VALVE OPEN AT 130 Kg/Cm2
FLUID CAPACITY IN THE SYS 3.6 Ltrs
FLUID REFILLING IN THE SYS 2.5 Ltrs
NUMBER OF STEERING WHEEL TURN LOCK
TO LOCK
5.3

67. STEERING SYSTEM
DATA:-
SECTOR SHAFT NUT TIGHTENING TORQUE 550 NM
POWER PUMP FUEL FLOW CAPACITY AT
700 RPM
16 Ltr/Min
MAINTENENCE :- THE STEERING SYS REQUIRES VERY LITTLE
MAINTENANCE, HOWEVER THE FOLLOWING TASK MUST BE CARRIED
OUT REGULARLY.
(a) FLUID CONTAINER FILTER ELEMENT CHANGE - ONCE IN A YEAR
(b) HYD CONTAINER FILTER ELEMENT CHANGE - 30,000 Kms OR 4 Yrs
(c) HYD FLUID LEVEL CHANGE AT EVERY 5,000 Kms

68. STEERING SYSTEM
 THE STEERING SYS CONSIST OF THE HYDRAULIC FLUID
CONTAINER WITH WHEEL ANGLE INDICATOR, DROP ARM,
DRAG LINK AND TRACK ROD WITH BALL JOINTS, THE DRIVER
OPERATES THE SERVO UNITS BY MEANS OF STEERING WHEEL
 A SMALL PROPORTION OF THE STEERING EFFORT
 MOST OF THE STEERING EFFORT IS APPLIED
HYDRAULICALLY.


69. STEERING SYSTEM
 HYDRAULIC PUMP IS DRIVEN DIRECTLY BY THE ENGINE.
 THE PUMP DRAWS HYD FLUID FROM THE CONTAINER AND
DELIVERS IT TO THE SERVO UNIT .
 A RETURN LINE FROM THE SERVO UNIT RETURNS THE HYD
FLUID TO THE CONTAINER.
 THE HYD FLUID ALSO PROVIDES THE LUBRICATION AND
COOLING NECESSARY FOR THE SYS.

72. CHANGING HYDRAULIC FLUID AND FILTER INSERT
.
 WHEN CHANGING HYDRAULIC FLUID AND FILTER
INSERT CHANGE INTERVAL AND HYD FLUID GRADE IN
ACCORDANCE WITH THE TRUCK LUBRICATION DIAGRAM
SHALL APPLY
 JACK UP FRONT AXLE AND PLACE A COLLECTION TRAY
UNDER THE SERVO STEERING GEAR.
 REMOVE RETURN HOSE FROM STEERING GEAR.
 CRANK ENGINE WITH STARTER MOTOR (WITH STOP
CONTROL PULLED OUT) TO PUMP OUT HYD FLUID FROM
SYS.

73. CHANGING HYDRAULIC FLUID AND
FILTER INSERT
1. REMOVE COVER, RUBBER SLEEVE ANCENTERING
WASHER FROM HYD FLUID CONTAINER
2. CHANGE FILTER INSERT. FIT CENTRING WASHER
AND RUBBER SLEEVE.
3. FILL HYD FLUID CONTAINER WITH HYD FLUID
SPECIFIED IN LUBRICATION DIAGRAM.

74. STEERING SYSTEM
4. IS STILL IN THE SYSTEM. CRANK ENGINE WITH STARTER MOTOR A FEW
TURNS (WITH STOP CONTROL PULLED OUT)
5. TOP UP CONTAINER WITH HYD FLUID.
6. START ENGINE AND RUN IT AT IDLING SPEED.
NOTE :- KEEP CAREFUL CHECK ON THE HYD FLUID LEVEL. THE CONTAINER
SHOULD BE KEPT ABOUT HALF FULL. (CHECK FROM TIME TO TIME WITH THE
DIP STICK)
7. TURN STEERING WHEEL FROM LOCK TO LOCK UNTIL SYSTEM IS PURGED
AIR.
NOTE :- DO NOT LET THE HYD FLUID LEVEL DROP. TOP UP AS NECESSARY.
8. FIT COVER ON HYD FLUID CONTAINER AND CHECK LEVEL. IT SHOULD BE AT
THE MAX MARK ON THE DIP STICK.
9. STOP ENGINE AND CHECK HYD FLUID LEVEL AGAIN AFTER ABOUT 2 MIN.
THE LEVEL SHOULD BE ABOUT 1.5 – 2 CM HIGHER THAN IT WAS WHEN THE
ENGINE WAS RUNNING. IF THE LEVEL SHOULD RISE MUCH HIGHER THAN
THIS VALUE,THIS IS AN INDICATION THAT AIR

76. INTRODUCTION
THE SCANIA SBAT 111 VEH ARE EQUIPED WITH DIRECT ACTING
AIR BRAKE. THE BRAKE SYS MAY BE DIVIDED INTO SUPPLY SYSTEM,
FOOT BRAKE, PARKING BRAKE AND TRAILER BRAKE. IN ADDITION AN
AUXILARY BRAKE ALSO CALLED AS TERRAIN BRAKE OR CROSS COUNTRY
BRAKE HAS BEEN PROVIDED TO HAVE AN EXTRA CONTROL SYSTEM FOR
THE FOOT BRAKE.

77. INTRODUCTION
(a) PRESSURE REGULATOR CUT OUT PRE - 8.3 Kg/Cm2
(b) TOTAL VOLUME OF AIR RECEIVER - 110 LTRs.
(c) PRE REGULATOR CUT IN PRE - 6.9 Kg/Cm2
(d) SAFETY VALVE OPENING PRE - 9.9 Kg/Cm2
(e) PRE LIMITING VALVE MAX - 1.7 Kg/Cm2

78. TECH DATA BRAKE SYSTEM
TYPE COMPRESSED AIR BRAKE
SYSTEM
NUMBER OF SER BRAKE CCT 2
PARKING BRAKE TYPE SPRING TYPE
AIR COMPRESSOR TYPE TWO CYL, SINGLE STAGE
DRIVEN BY ENG TIMING
GEAR
BRAKE SYSTEM DIVIDED INTO SUPPLY SYS
FOOT (SER) BRAKE
HAND (PARKING ) BRAKE
TERRAIN (CROSS COUNTRY)
BRAKE
TLR AND WINCH BRAKE

79. SUPPLY SYSTEM
SUPPLY SYSTEM :- THE SUPPLY SYS DELIVERS COMPRESSOR AIR FOR
VARIOUS FUNCTIONS. IT CONSISTS OF :-
1. COMPRESSOR :- IT IS TWO CYLINDER SINGLE STAGE COMPRESSOR
ANS IS GEAR DRIVEN BY THE ENGINE.
1. AIR DRYER:- IT IS PROVIDED TO SEPARATE MOISTURE AND DUST
PARTICLES FROM THE IN COMING AIR.
1. COMPRESSED AIR CHAMBER :- IT IS USED FOR STORING COMPRESSED
AIR. THE CHAMBER IS DIVIDED IN TO FOUR PARTS:-
(a) WET RESERVOIR (20 Ltrs)
(b) FRONT CCT RESERVOIR (20 ltrs)
(c) REAR CCT RESERVOIR (35 Ltrs)
(d) HAND BRAKE CCT RESERVOIR (35 Ltrs)

80. 1. DUAL BRAKE SYS ENSURES BETTER SAFETY.
2. IT DOUBLES THE RELIABILITY.
3. RESPONSE TIME IS REDUCED.
4. INCREASED RESERVOIR CAPACITY.
(i) BETTER CONDENSATION OF WATER & OIL.
(ii) HENCE INCREASED LIFE OF BRAKE SYS.
5. THE PNEUMATIC SYS IS SPLIT INTO SUB INDEPENDENT SYS.
(i) FRONT AXLE BRAKE SYS.
(ii) REAR AXLE BRAKE SYS.
(iii) SPRING ACTUATED MECHANICAL BRAKE SYS.
(iv) AUXILIARY SYS.
6. PROVIDES A THIRD BRAKING SYS AVAILABLE TO DRIVER EVEN THE
UNLIKELY EVENT OF FAILURE OF PRIMARY & SECONDARY BRAKES.
ADVANTAGES OF DUAL BRAKE SYSTEM

81. 7 THERE IS NO PANIC SITUATION FOR THE DRIVER SAFE BRAKE IS
ALWAYS AVAILABLE FOOT PEDAL.
8 PROVIDES FOR SPRING ACTUATED MECHANICAL HAND BRAKES.
9 AUXILARY EQPT LIKE AIR HORNS ARE ISOLATED FROM THE MAIN
BRAKE SYS.
ADVANTAGES OF DUAL BRAKE SYSTEM

82. LAYOUT OF BRAKE SYSTEM
(a) SUPPLY SYSTEM.
(b) FOOT BRAKE.
(c) TRAILER BRAKE.
(d) WINCH BRAKE
(e) CROSS COUNTRY BRAKE
(f) PARKING BRAKE

83. SERVICE BRAKE OF SCANIA
7b 7c 7d
7b
AIR RESERVOIR
DOUBLE ACTING CYLINDERS
RELAY
DUMP
VALVE
DUMP
VALVE
DCV
DOUBLE ACTING CYLINDERS
DUAL BRAKE
VALVE

84. 7b 7c 7d
7b
AIR RESERVOIR
DOUBLE ACTING CYLINDERS
AIR PRE REGULATOR
RELAY
SOLENOID VALVE
PRE LIMITING VALVE
DOUBLE CHECK VALVE
DUMP
VALVE
TERRAIN BRAKE OF SCANIA
FOOT CONTROL SWITCH
ECU

85. PARKING BRAKE OF SCANIA
7b 7c 7d
PARKING BRAKE
VALVE
INTER LOCK
VALVE
LOW PRESSURE
INDICATOR
DOUBLE CHECK
VALVE
RELAY
VALVE
DUMP
VALVE
MEASURING OUTLET
LOW PRE INDICATOR
6 X DOUBLE BRAKE CYLINDERS

86. INTER LOCK VALVE OF SCANIA
1

87. INTER LOCK VALVE OF SCANIA
2
WHEN THE SYSTEM
PRESSURE REDUCES UP
TO 3.2 TO 3.9 KG/CM2

88. SERVICE BRAKE POSITION

91.  THE WINCH IS EQUIPPED WITH TOWING VEH AND DRIVEN BY
A WINCH POWER TAKE –OFF GEAR BOX
 WINCHING FORWARD AND REARWARD SELF RECOVERY OR
OTHER VEHS
 ROPE DRUM CAN BE DIS ENGAGED BY DEPRESSING THE
CATCH BUTTON
 AN ADJUSTABLE BRAKE IS FITTED
 WINCH BRAKE IS CONTROLLED BY MANNUAL
 WINCH CONSISTING OF WORM REDUCTION UNIT AND ROPE
DRUM
 OVER LOADING OF THE WINCH IS AUTOMATICALLY
PREVENTED BY THE TORQUE CONVERTOR OF THE G/BOX
WINCH

92. WINCH:- TOWING VEHICLE
ROPE LENTH - 50 M
ROPE DIA METER - 19 MM
TRACTIVE FORCE - 10 TON
OIL CAPACITY OF
WINCH WARM GEAR - 3.5LTR

93. LOADING CRANE 59 KNM (5.9 TONNES )
GENERAL
 IT IS FITTED WITH AMN VEH
 FULLY HYDRAULIC CRANE
 HYDRAULIC PUMP OF CRANE IS DRIVEN BY
CENTRAL POWER TAKE OFF OF THE
AUTOMATIC GEAR BOX THROUGH A DRIVE
SHAFT
 CRANE IS PROVIDED WITH A BOOM AND AN
OUTER BOOM WITH A HYDRAULICALLY
OPERATED BOOM EXTENSION

94. TECH DATA CRANE 59 KNM
LOADER CAPACITY - 59 KNM (5900KG)
PUMP CAPACITY - 20 – 30 LTRS PER MIN
FLUID TANK CAP - 45 LTRS
REACH - 5000 MM
WORKING PRESSURE - 180 KG CM²
LIFTING CAPACITY AT 1700MM REACH - 3500 KG
2500MM REACH - 2500 KG
3400MM REACH - 1250 KG
LIFTING SPEED AT 5000 MM REACH - 0.58 M /SEC

95. LOADING CRANE 15 KNM
 IT IS FITTED WITH TOWING VEH
 THE HYDRULIC CRANE IS MOUNTED ON REAR
END OF VEH
 THE CRANE IS CONSIST IF BOOM SYSTEM, A
BOOM CYLINDER A CRANE BODY AND A LOADER
BASE
 THE SLEWING AND VALVE SYSTEM ARE
LOCATED ON THE CRANE BASE, WHICH COVERED BY
PROTECTIVE COVER
 THE CRANE IS DRIVEN BY AN ELECTRO
HYDRAULIC DRIVE UNIT (POWER PACK)
 THIS MOVEMENT ARE CONTROLLED BY A REMOTE
CONTROLED UNIT CONSISTING OF A CONTROL DEVICE
AND CONTROL CABLE

96. TECH DATA
LIFTING CAPACITY AT:-
950 MM REACH - 1500 KG
1400 MM REACH - 1050 KG
1850 MM REACH - 800 KG
2700MM REACH - 550 KG
PUMP CAPACITY - 4.5-7.0 LTR MINUTES
HYD OIL USED - ESSO UNIVIS HP -46
OIL CAPACITY - 10 LTRS
SLEWING ANGLE - 330°
POWER PACK WITH OIL - 32 KG
SYSTEM VOLTAGE - 24 V
OPERATION - BY REMOTE CONTROL

97. MAINTENANCE
 CHANGE THE ENGINE OIL
 CLEAN CENTRIFUGAL OIL FILTER
 CHANGE THE TURBOCHARGER OIL FILTER
 CHANGE OIL IN AUTOMATIC GEAR BOX
 CHANGE OIL IN AXLE GEAR BOX AND HUB REDUCTION GEAR AFTER
THAT THERE IS NO CHANGE INTERVALS
 LOOK FOR POSSIBLE WATER, OILAND FUEL LEAKAGE.
 ADJUST `V’BELT TENSION
 CHECK COMPRESSED AIR SYSTEM
 LUBRICATE CHASSIS GREASE POINTS

98. MAINTENANCE
 LUBRICATION AND SOME CHECKS ARE DEPENDENT ON THE MILEAGE
COVERED AND IS CARRIED OUT EVERY YEAR- OR EVERY 5000 KM*.
CONDITION MAINTENANCE IS DEPENDENT ON TIME AND IS CARRIED
OUT
 DAILY
 MONTHLY
 ANNUALLY
 CONDITION MAINTENANCE IS CARRIED OUT AT THESE INTERVALS
REGARDLESS OF THE DISTANCE DRIVEN.

99. MAINTENANCE
MAINTENANCE ,LUBRICATION EVERY 5000 KM
ENGINE
 CHANGE THE ENGINE OIL
 DISMANTEL AND CLEAN THE CENTRIFUGIL OIL
CLEANER
CHANGE THE TURBOCHARGER OIL FILTER
CLEAN THE FUEL PRE FILTER
CLEAN THE FILTER CARTRIDGE IN THE AIR
CLEAER

100. MAINTENANCE
POWER TRANSMISSION SYSTEM
 CHECK THE OIL LEVEL IN THE AXLE
GEARS AND HUB REDUCTION GEAR
 CHECK THE OIL LEVEL IN GEAR BOX
WINCH TOWING VEH
CHECK OIL LEVEL IN WINCH GEAR BOX
 INSPECT CLEAN AND LUBRICATE WINCH
ROPE
BRAKE SYSTEM
CHECK THE FUNCTION OF AIR DRYER
DRAINING THE EQUALISING TANK

101. MAINTENANCE
STEERING SYSTEM
 CHECK THE HYDRULIC FLUID LEVEL
WHEELS
 CHECK THE TYRE PRESSURE WITH GAUGE
 CHECK CONDITION OF TYRE
 ADDITIONAL POINTS EVERY 4TH YEAR OR 30000 KM
 CHANGE THE FUEL FINE FILTER
 DRAIN AND CLEAN THE FUEL TANK
 CHANGE THE HYD FLUID IN THE GEAR BOX
 CHANGE THE HYD FLUID POWER STEEARING

102. MAINTENANCE,LUBRICATION: EVERY YEAR OR
EVERY 5000 KM
ENGINE
CHANGE THE ENGINE OIL.
DISMANTLE AND CLEAN THE CERTRIFUGAL OIL CLEANER.
CHANGE THE TURBOCHEROIL FILTER.
CLEAN THE FUEL PRE-FILTER.
CLEAN THE COARSE SEPARATOR IN THE CLEANER.
POWER TRANSMISSION SYSTEM
CHECK THE OIL LEVEL IN THE AXLE GEARS AND HUB
REDUCTION GEARS.
CHECK THE OIL LEVEL IN THE GEARBOX.

103. MAINTENANCE,LUBRICATION: EVERY YEAR OR
EVERY 5000 KM
WINCH (TOWING VEHICLES)
 CHECK THE OIL LEVEL IN THE WINCH WORM GEAR.
 FILL WITH OIL IN THE WINCH JAW COUPLING.
 INSPECT,CLEAN AND LUBRICATION WINCH ROPE. A DAMAGE
ROPE SHOULD BE CHANGED.
LOADING CRANES 59 KNm AND 15 KMn (IF FITTED)
 CHECK THE OIL LEVEL OF THE CRANES.EVERY YEAR THE OIL
MUST BE CHANGED.
BRAKE SYSTEM
 CHECK THE FUNCTION OF THE AIR DRYER BY DRAINING THE
EQUALISING TANK. MOISTURE INDICATES THAT THE AIR DRYER
NEED ATTENTION, e.g CHANGING THE FILTER INSERT.

104. MAINTENANCE,LUBRICATION: EVERY YEAR OR
EVERY 5000 KM
STEERING SYSTEM
 CHECK THE HYDRAULIC FLUID LEVEL.
FRAME,SPRINGS
 CHECK THE OIL LEVEL IN THE SPRING BEARINGS OF THE BOGIE
SPRINGS.
WHEELS
 CHECK THE TYRE PRESSURES WITH A GAUGE.
 CHECK THE CONDITION OF THE TYRES.(PATTERN,DAMAGES)
CHASSIS
 LUBRICATE THE CHASSIS GREASE POINTS.

105. ADDITIONAL POINTS: VEERY 4TH YEAR OR 30,000 KM
ENGINE
 CHANGE THE FUEL FINE-FILTER.
 DRAIN AND CLEAN THE FUEL TANK.
POWER TRANSMISSION SYSTEM
 CHANGE THE HYDRAULIC FLUID IN THE GEAR BOX.
POWER STEERING
 CHANGE THE HYDRAULIC FLUID AND FILTER CARTRIDGE.

106. MONTHLY OR EVERY 5,000KM TOGETHER WITH
LUBRICATION
ENGINE
 CHECK THE INTAKE AND EXHAUST MANIFOLD RETAINING NUTS,
CHECK THAT THE TURBOCHARGER IS FIRMLYU SECYRED AND
THAT THE PIPES ARE INTACT.
 CHECK THE GASKETS,JOINTS AND CONNECTIONS IN THE
EXHAUST SYSTEMFOR LEAKS.FEEL WITH THE HAND AND
LISTEN.
 CHECK THE MOUNTIG OF THE COOLING SYSTEM COMPONENTS.
 CHECK THE HEATERS AND CONTROLS ARE WORKING
PROPERLY.
 CHECK THE OPERATION OF THE CENTRIFUGAL OIL CLEANER.
 CHECK THE FUEL SYSTEM FOR LEAKS.

107. MONTHLY OR EVERY 5,000KM TOGETHER WITH
LUBRICATION
 CHECK THE WARRENTY OR OFFICIAL SEALS ARE INTACT.
 CHECK THAT THE V- BELTS ARE INTACT AND ADEQUATELY
TIGHTENED.
ELECTRICAL SYSTEM AND INSTRUMENTATION
 CLEAN THE BATTRERIES,BATTERY HOLDER AND TERMINALS,AS
NECESSARY,AND SMEAR THE TERMINALS WITH PETROLEUM
JELLY.
 CHECK BATTERY CHARGE WITH A HYDROMETER.
 CHECK THAT THE TERMINALS AND BATTERIES ARE SECURED.

108. MONTHLY OR EVERY 5,000KM TOGETHER WITH
LUBRICATION
POWER TRANSMISSION SYSTEM
 CHECK THAT THERE IS NO EXTERNAL DAMAGE TO CABLES AND AIR HOUSES.
 CHECK THE GEAR BOX,AXLE GEAR AND HUB REDUCTION GEAR FOR LEAKAGE.
 CHECK THAT THE PROPELLER SHAFTS ARE NOT DAMAGED.
BRAKE SYSTEM
 CHECK THE TIGHTNESS OF THE COMPRESSED AIR SYSTEM.
 CHECK THE OPERATION OF THE AIR DRYER BY DRAINING THE AIR PRESSURE
TANKS.
 CHECK THE OPERATION OF THE AIR DRYER HEATER.
 CHECK THAT THE AIR PRESSURE TANKS, DRAIN COCKS AND PIPE
CONNECTIONS ARE NOT DAMAGED.
STEERING SYSTEM
 CHECK THAT NONE OF THE LINKS AND RODS IS BENT OR OTHERWISE DAMAGED.
 CHECK THE POWER STEERING SYSTEM FOR LEAKAGE (ENGINE RUNNING).
WINCH
 CHECK THAT THE CONTROLS AND BRAKE ARE OPERATING SATISFACTORY.
 CLEAN AND INSPECT THE WINCH ROPE AND ROPE GUIDES.
 CHECK FOR OIL LEAKS.

109. UNIT
VOLUME LUBRICANT RECOMMENDATION FOR SBAT 111S
TOTAL AT
CHANGE
CHANGE INTERVAL TYPE OF
LUBRICANT
REMARKS
ENGINE 21 21 5000 KM OR 1 YEAR 10W 30 SAE 15W 40
ABOVE 30°
AUTOMATIC
GEAR BOX
36 32 EVERY 30000 KM OR 4 YEAR ATF
POWER STG 3.8 2.5 EVERY 30000 KM OR 4 YEAR ATF
HUB
REDUCTION
0.6 0.4 EVERY 30000 KM OR 4 YEAR 80W 90
CABIN TILTING 0.7 0.7 EVERY YEAR
LOADING
CRANE 59 KNM
45 45 EVERY YEAR HP 46
OIL FILLING CAPACITY.

110. DEFECT NOTICED IN FD ARMY
SER NO TYPE OF DEFECTS REMARKS
1 GEAR NOT PROPERLY
ENGAGED
FUSE BURNT
ACCELERATOR SWITCH DEFECTIVE
GEAR SELECTOR SWITCH DEFECTIVE
BRAKE STOP LIGHT RELAY DEFECTIVE
SULPHATING ON SLENOID CONTATING POINT
TRANSFER SWITH SWITCH DEFECTIVE
2 TILTING CYLINDR LEAKING CYLINDER NEW FITTED
O RING NEW FITTED
SEALING RING NEW FITTED
3 HYDRAULIC PIPE DAMAGE PIPE PERISHED
4 SOLENIOD VALVE FAULTY INTERNAL SHORT
5 CRANE 59 KNM VERTICAL CYLINDER LEAKING
EXTENSION CYL LEAKING
6 CRANE 15 KNM DIODE BURNT
HP HOSE PERISHED
LOADING VALVE DEFECTIVE

112. APU

113. SPECIAL FEATURE OF APU
1. ENGINE DO NOT HAVE PUSH ROD.
2. VALVES ARE DIRECTLY OPERATED BY CAMSHAFT.
3. CHAIN DRIVE TIMING GEAR.
4. AIR COOLED OIL COOLER.
5. GLOW PLUG FOR COLD STARTING.

114. TECH DATA
NO OF CYLINDER - 4
MAKE AND TYPE - FOUR STROKE DIESELINLINE
ENGINE
TOTAL WEIGHT - 480 KG
MAX OUT PUT - 50 KW( 68 HP)
ENGINE WEIGHT - 210 KG
MAX TORQUE AT 2400 RPM - 137 NM
BORE / STROKE - 90.9/ 92.4MM
COMP RATIO - 21:1

115. ENGINE SPEED CONTROL
1 IDLE SPEED 1350 – 1450 RPM
2 FIRING MODE SPEED 2450 – 2550 RPM
3 MAX SPEED SELF PROPELLED MODE 4350 – 4450 RPM
4 MAX SPEED TANDEM DRIVE MODE 4300 - 4450 RPM

116. CAMSHAFT
SPROCKET
IDELER
CRANK SHAFT SPROKET
INJECTION TIMING
DEVICE
AUTOMATIC CHAIN
TENSIONER
VALVE TIMING OF APU

117. 7. CHECK VALVE CLEARENCE BETWEEN CONTACT SURFACE OF ROCKER
ARM AND BASE CAM CIRCLE, WITH THE HELP OF FEELER GUAGE
8. VALVE CLEARANCE IS CORRECT WHEN FEELER GUAGE FIT SNUGLY.
9. VALVE CLEARANCE ADJUSTED BY TURNING OF CAP NUT.
10.VALVE CLEARANCE IS CORRECT OF COLD ENGINE APPOX 20°C
INTAKE - 0.10 MM
EXHUST - 0.30 MM
11. SAME PROCEDURE, PRECEED WITH NEXT VALVES .
12. FIT CYLINDER HEAD COVER, UNLOCK INJECTION PUMP EMERGENCY STOP
LEVER, AND FIT ENGIN HOUSING COVER AND SUPPORT BEAM FOR BONNETS.
TAPPET ADJUSTMENT OF APU CONTD…

118. COOLING SYSTEM APU
TECHNICAL DATA
 TYPE - PRESSURISED WITH CLOSED
SYSEM
 COOLANT CAPACITY - 12 LTR
 COOLANT PUMP DRIVE - CRANK SHAFT PULLY FROM FAN
BELT
 COOLANT TEMP - 80°
 THERMOSTAT BEGINS TO OPEN - 80°
 PRV IN RADITOR CAP - 0.9 TO 1.15 BAR ( IF CAP IS NEW)
0.8 TO 1.15 BAR ( IF CAP IS USED)
 PVRV IN RADIATOR CAP - 0.1 BAR
 FAN BELT DEFLECTION - 5 TO 10mm
 FAN BLADE SETTING ANGLE - 25°

119. COOLING SYSTEM APU
1. THE ENGINE IS WATER COOLED AND EQUIPPED WITH A CLOSED
COOLING SYSTEM.
2. THE COOLING SYSTEM IS MADE WITH AN INNER AND AN OUTER
CIRCUIT. THE OUTER CIRCUIT CONSISTS OF THE RADIATOR AND THE
EXPANSION TANK; THE REMAINING PARTS OF THE COOLING SYSTEM
ARE CALLED THE INNER CIRCUIT.
3. AS LONG AS THE TEMPERATURE OF THE ENGINE IS BELOW THE
OPENING TEMPERATURE OF THE THERMOSTAT. THE OUTER CIRCUIT
IS NOT ISSUED AND COOLANT FLOWS ALONG THE BY-PASS CHANNEL
TO THE COOLANT PUMP.
4. COOLANT IS NORMALLY TOPPED UP IN THE EXPANSION TANK.
THE COOLANT MUST PROTECT BOTH AGAINST CORROSION AND THE
DAME BY FREEZING. THE COOLANT SHOULD BE CHANGED
REGULARLY AS THE ACTIVE PROTECTION AGAINST CORROSION
DECREASES IN THE COURSE OF TIME.

120. LUBRICATION SYSTEM APU
TECHNICAL DATA
1. TYPE - FORCE FEED FULL FLOW
2. OIL SUMP CAPACITY - 6.5 LTR (INCLUDING OIL FILTER)
3. OIL PRESSURE (IDLE SPEED) - 0.3 BAR
4. OIL PRESSURE AT 3000 RPM - 3 BAR
5. OIL PUMP RELIEF VALVE - 7 BAR
OPENING PRESSURE
6. OIL FILTER BY PASS VALVE
OPENING PRESSURE - 3.5 BAR
7. TYPE OF OIL PUMP - GEAR TYPE

121. LUBRICATION SYSTEM APU
GENERAL
1. THE LUBRICATION IS OF THE FULL FLOW TYPE I.E OIL PASSES THROUGH
AN OIL FILER BEFORE BEING PUMPED TO THE VARIOUS PARTS OF THE SYSTEM.
THE FULL FLOW FILTER IS COMBINED WITH A BY-PASS FILTER.
2. THE CAM SHAFT ROTATES IN AN OIL BAT SUPPLIED VIA THE CAMSHAFT
BEARING. THE CAMSHAFT BEARING OIL WAYS ARE PASTS OF THE MAIN SUPPLY
SYSTEM. OIL IS RETURNED FORM THE PASSAGES IN THE CYLINDER HEAD TO
THE OIL PAN.
3. THE TIMING GEAR IS LUBRICATED BY SPRAY NOZZLE AT THE WATER
PUMP END OF THE ENGINE BLOCK.
OIL PUMP
1. THE OIL HAS THE INTAKE PIPE AND THE OIL SLEVE LOCATED DEEP IN THE
OIL PAN. THIS ENSURE AN ADEQUATE OIL SUPPLY DURING ALL TYPE OF DRIVING
CONDITIONS.
2. THE OIL PUMP IS THE GEAR TYPE AND DRIVEN BY THE INJECTION PUMP
DRIVE SHAFT.
ENGINE OIL COOLER
1. THE OIL COOLER IS AIR COOLED AND LOCATED NEXT TO THE ENGINE
RADIATOR. AIR FROM THE COOLING SYSTEM FAN IS DIRECTED THROUGH AN
OPENING IN THE RADIATOR TO THE ENGINE OIL COOLER. THE AIR OUTLET IS
LOCATED AT THE LEFT FRONT CORNER OF THE ENGINE HOUSING.

122. LUBRICATION SYSTEM OF APU
1. OIL STRAINER 5. CRANK SHAFT 9. VALVE
2. OIL PUMP 6. CAM SHAFT
3. OIL FILTER 7. MAIN OIL GALLERY
4. OIL COOLER 8. TIMING CHAIN
2
1 3
4
5
6
7
8
9

123. FUEL SYSTEM : APU
1 DELIVERY PRESSURE AT IDLE SPEED 0.6 TO 0.8 BAR
2 DELIVERY PRESSURE AT 3000 RPM MIN 0.8 BAR
3 DELIVERY PRESSURE AT 3000 RPM MAX 1.3 BAR
4 INJECTION TIMING 24O BTDC
5
OPENING PRESSURE (USED INJECTION
NOZZLE)
MIN 100 BAR
6
OPENNING PRESSURE (NEW INJECTION
NOZZLE)
115 TO 123 BAR
6 GOVERNER OIL VOLUME 0.4 LTRS

124. FUEL INJECTION TIMING OF (APU)
1. GUN PREPARATION. STAND THE GUN HARD AND LEVEL GROUND
AND PLACE THE WOODEN BLOCK WITH THE TYRES.
2. ENGINE PREPARATION
(a) REMOVE THE CYLINDER HEAD COVER
(b) TURN THE CRANK SHAFT DIRECTION OF ROTATION WITH
THE HELP OF FAN BLADES. UNTIL CYLINDER NO 1 IS IN
COMPRESSION STROKE
(c) SEE AND COINCIDE 24 DEGREE CRANK SHAFT BALANCING
DISC MARK WITH POINTER MARK OF TIMING CHEST COVER.

125. FUEL INJECTION TIMING OF (APU)
3. INJECTION PUMP SETTING
(a) PRIOR TO INSTALLING INJECTION PUMP. CHECK
CONTROL ROD. MOVE MANUAL STOP LEVER FROM STOP TO
RUN POSITION. CONTROL ROD SHOULD RETURN
AUTOMATICALLY .
(b) SET INJECTION PUMP TO START OF DELIVERY TO ROTATE
PUMP CAM SHAFT, UNTIL TOOTH GAP ON CAM SHAFT
DRIVER AND MARKING ON INJECTION PUMP ARE ALIGNED.
(c) FIT COUPLING SLEEVE TO DRIVER.
(d) FIT WASHER AND HAND TIGHTEN INJECTION PUMP USING
HEXAGON NUTS.
(e) CONNECT FUEL INLET LINES.

126. FUEL INJECTION TIMING OF (APU)
4. INJECTION PUMP TIMING CHECKING.
(a) CONNECT ACTUATOR ROD TO GOVERNOR. CHECK BOTH
ACTUATOR AND INJECTION PUMP ARE IN ZERO FEED POSITION.
(b) FIT FUEL CONNECTION TO FUEL CAN.
(c) BLEED THE FUEL SYSTEM.
(d) REMOVE PIPE CONNECTION (1) OF FIRST INJECTION PUMP
ELEMENT, REMOVE COMPRESSION SPRING REOMVE PRESSURE
VALVE REFIT DELIVERY VALVE HOLDER AND FIT OVER FLOW PIPE.
(e) ROTATE CRANK SHAFT IN DIRECTION OF ROTATION UNTIL
FUEL ON OVER FLOW PIPE BEGINS TO DROP. ONE DROP PER
SECOND.
(f) IN THIS POSITION, CHECK START OF DELIVERY AT
GRADUATED SCALE ON BLANCING DISC AND ADJUST IN
REQUIRED, CORRECT VALVE 24 DEGREE.

127. PM OF APU
EVERY 100 HRS
 DRAIN THE SUMP AND FILL IT WITH VEH LUBRICATING
OIL
 CLEAN THE ELEMENT AND CARTRIDGE OF THE
LUBRICATING.
 CHECK AND TIGHTEN ALL NUT BOLT& KEYS
 MAKE SURE THAT THE VENT HOLE IN THE FUEL TANK
CAPIS CLEAN.
EVERY 200 HRS
 THROUGLY CLEAN OUT THE FUEL TANK
 CLEAN THE FUEL FILTER AND CHANGE THE
ELEMENT
 CHANGE THE CARTRIDGE AND THE GASKET
OF THE LUBRICATING OIL FILTER
 REMOVE INJECTOR AND TEST SPRAY
 KNOCK OUT SHORT FROM THE EXH SILENCER

128. HYDRAULIC SYSTEM OF APU
GENERAL :
THE HYDRAULIC SYSTEM IS USED FOR DRIVING, LAYING,
LOADING, AND ALSO FOR THE DEPLOYMENT AND RE DEPLOYMENT OF
THE GUN.
HEAVY MANUAL WORK IN CONNECTION WITH DEPLOYMENT
AND FIRING HAS BEEN MINIMIZED BY THE USE OF HYDRAULIC
EQUPMENT.
THE FOLLOWING DESCRIPTION OF THE HYDRAULIC SYSTEM
OF THE GUN IS DIVIDED IN TO SERVAL SUB CIRCUIT. EACH SUB-CIRCUIT
IS ILLUSTRATED BY A FLUID CIRCUIT. EACH CIRCUIT IS SHOW IN A NON-
PRESSURIZED MODE WITH ALL VALVES UNACTIVATED.

129. SUB-CIRCUIT
OIL SUPPLY
DRIVING FIRING AUX SYSTEM
DSELF
PROPULATION
TANDEM
DRIVE
WHEEL
CLUTCH
LOADING
&
FIRING
LAYING
AMMUNITION
CRANE
CASTOR
WHEEL
WHEEL
SUSPENSION

130. TECHNICAL SPECIFICATION AUXILIARY POWER UNIT
155 MM FH 77 B 02
• NO OF CYL - 07
• MAKE & TYPE - FOUR STROKE DIESEL IN
LINE ENGINE
• TOTAL WEIGHT - 480KG
• TIGHTENING TORQUE - 45NM (4.5 KMP)
VALVE BLOCK HYD PUMPS
• MAX OUTPUT DIN - 50KW (68 HP)
• MAX TORQUE AT 2400 RPM- 137 NM (14 KPM)
• ENGINE WEIGHT - 210 KG
• BORE/ STROKE - 90.9 X 92.4MM
• DISPLACEMENT - 2.399 LTRS

131. TECHNICAL SPECIFICATION AUXILIARY POWER UNIT
155 MM FH 77 B 02
• RADIAL RUNOUT OF - MAX 0.10MM
INTERMEDIATE FLANGE
• PRE-COMBUTION - 7.62 TO 8.3MM
CHAMBER PROFECTION
• MIN CYL HEAD HEIGHT - 84MM
• MAX WRAP LENGTH - 0.08MM
• MAX WRAP CROSS WISE - 0.00MM
• PISTON PLAY MAX - 0.12MM
• PISTON RING END CLEAR - 1-2-3-1.5-1.0-1.0MM
• PISTON RING SIDE CLEAR - 1-2-3-0.2-0.15-0.1MM
• COMPRESSION RATIO - 21:1
• VALVE CLEARENCE - 0.12MM
INTAKE (COLD)
• VALVE CLEARENCE - 0.15MM
INTAKE (HOT)

132. TECHNICAL SPECIFICATION AUXILIARY POWER UNIT
155 MM FH 77 B 02
• VALVE CLEARENCE - 0.30MM
EXHAUST (COLD)
• VALVE CLEARENCE - 0.35MM
EXHAUST (HOT)
• VALVE REFACING ANGLE - 350
• ENG OIL CAPACITY - 6.5 LTRS
• OIL PRESSURE IDLE - 0.3 BAR
• OIL PRESSURE AT 3000 RPM - 3 BAR
• OIL PUMP PRV SET AT - 07 BAR
• BY PASS OIL FILTER SET AT - 3.5 BAR
• COOLANT CAPACITY - 12 LTRS
• COOLANT TEMP - 800 C
• FAN BELT DEFLECTION - 5 TO 10 MM
• PRV IN RADIATOR CAP - 0.8 TO 1.15 BAR
• PVRV IN RADIATOR CAP - 0.1 BAR
• FAN BLADE SETTING - 250 C

133. CYL HAED TIGHTENING DIAGRAM OF APU
a
16
12
8
4
2
6
10
14
18
17
13
9
5
1
3
7
11
a
a
a
15

134. CYL HEAD WITH HEXAGON SOCKET SCREWS
USED WITH OLD ENGINE
• 1ST STEP 70 NM (7 KPM)
• 2ND STEP 90 NM (9KPM)
• SETTING TIME 10 MINUTES
• 3RD STEP 100 NM (10 KPM)
CYL GEAD WITH DODECAGON SCREWS (USED WITH NEW
ENG)
• 1ST STEP 40 NM (4 KPM)
• 2ND STEP 70 NM (7KPM)
• SETTING TIME 10 MINUTES
• 3RD STEP 900
• 4TH STEP 900

135. R/S WHEEL HYD MOTOR
LEFT WHEEL
ENGINE
GEAR PUMP
CLUTCH HOUSING
DISTRIBUTOR GEARING
REAR HYD PUMP
RIGHT WHEEL CLUTCH
RIGHT WHEEL
LEFT WHEEL LEFT SIDE WHEEL
HYD MOTOR
FRONT HYD PUMP
INPUT SHAFT
CLUTCH PLATE
HYDRAULIC TRANSMISSION POWER OF APU
NOTE:- THE REAR HYD PUMP IS USED DURING FIRING TO POWER THE LAYING AND
LOADING DEVICE

136. VALVE CLEARANCE, ADJUSTMENT OF
(APU)
GENERAL :- IT IS RECOMMENDED TO REGULARY CHECK
VALVE CLERENCE EVERY 250 ENGINE SERVICE HOUR,
VALVE CLERENCE ALSO SHOULD BE CHECKED AFTER THE
ENGINE HAS BEEN OPERATED 10-20 HOURS, SUCH AS
VALVE REPLACEMENT AND CAM SHAFT REPLACEMENT.
(a) CHECK AND ADJUST THE VALVE CLERENCE WITH
ENGINE HOT OR COLD WITH THE HELP OF VALVE
CLERENCE ADJUSTING SPANNERS AND TOOLS.
(b) REMOVE BONNET ANS SUPORT BEAM, DISCONNECT
VENTILATION HOSE FROM IN TAKE MANIFOLD AND REMOVE
CYLINDER HEAD COVER.

137. ( c) LOCK INJECTION PUMP EMERGENCY STOP
LEVER IN ZERO FEED POSITION USING A
SCREWDRIVER.
(d) ROTATE THE ENGINE WITH THE HELP OF
FAN BLADES, BRING THE NO-01 CYLINDER IN
COMPRESSION STROKE. DON’T TURN
CRANK SHAFT BACKWARDS.
(e) CHECK VALVE CLERENCE BETBBEN
CONTECT SURFACE OF ROCKER ARM AND
BASE CAM CIRCULE, WITH THE HELP OF
FEELER GAUGE, VALVE CLERENCE IS
CORRECT WHEN FILLER GAUGE FIT
SNUGLY.

138. (f) VALVE CLERENCE ADJUSTED BY
TURNING OF CAP NUT.
(g) VALVE CLERENCE IS CORRECT OF
COLD ENGINE APPROX 20 DEGREE C.
(i) INTAKE - 0.10 MM
(ii) EXHAUST - 0.30 MM
(h) VALVE CLERENCE IS CORRECT OF
HOT ENGINE APPROX 45 DEGREE C TO
75 DEGREE C.
(i) INTAKE - 0.15 MM
(ii) EXHAUST - 0.35 MM

139. (j) SAME PROCEDURE, PRECEED WITH
NEXT VALVES.
(k) FIT CYLINDER HEAD COVER, UNLOCK
INJECTION PUMP EMERGENCY STOP
LEVER, AND FIT ENGINE HOUSING
COVER AND SUPPOIRT BEAM FOR
BONNETS.

140. VALVE TIMING
1. TURN CRANK SHAFT UNTIL CYLINDER NO
1 IS AT TDC.
2. AT THE FRONT CAM SHAFT BEARING
THREE IS AN INDEX WHICH SHOWS,
WHEN THE CAM SHAFT IS IN THE TDC
POSITION FOR CYLINDER NO 1.