WORKSHOP MANUAL TRACTOR B1550-B1550HST B1750°B1750HST B2150°B2150HST KijbhotaTO THE READER This Workshop Manual has been prepared to provide servicing personnel with information on the mechanism, service and maintenance of KUBOTA Tractors 81550, 81750, 82150, B1SSOHST, B1750HST and B21SOHST. It is divided into two parts, “Mechanism” and “Disassembling and Servicing” i Mechanism Information on the construction and function are included for each tractor section. This part should be understood before proceeding with trouble- shooting, disassembling and servicing, M Servicing Under the heading “General” comes general precautions, check and maintenance and special tools. For each section, there are troubleshooting, servicing specification lists, checking and adjusting, disassembling and assembling, and servicing which cover procedures, precautions, factory specifications and allowable limits. All information, illustrations and specifications contained in this manual are based on the latest production information available at the time of publication. The right is reserved to make changes in all information at any time without Aug. 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tsoeesteb Sun seat Sense Bevespm oe BENE sage pm) | ‘Chutch Dry single plate — Tern Recrcatg bal pe avon sng ogra ips pe Hew OT wGU PEA Transenssion Zz Gearshift, 6 forward and 2 reverse Min turning radi mi Tee I 68, ate Tera esa pe TaN ned WT ependen wa Toking dence Daten Seveigen 1 artis enuippec21550 81750.82150.81550NST BI750HST B2150HST_WSMA, 10221 SPECIFICATIONS, ‘BiIsonST IND [ Bi7sousTawo Tao RW (ROR Taw 5 SHA) TEmmavonmGinnaam) Sera GSS) 3600 rom) Die fue Phe ewe ivel fermpeature Wbelow OCT Tiecistater wth batery and glow pug, VOB LW Forced bration by ocho pump TavGsan) TeraeUs aa Tieaaus ww ESTERS) wsriasus a) o2F ozs a) = TSAG 60S gujupeed wm TSF DEUS BH = osF@sus we sooo 500-10 19395508 1839 508 oi%6 en 205x801 | 205180010 ae 356 panos | STS tie oa Tanoans | swans Bestar | weno | seriog | seco | senor | asenera | senna | senoim) 1085 (a7) 1850 soso | 10950 | sraocaea a0 rosoeray | 1095031) | yaoueasy | rzancaney frowesn | rasta) = fens] mioia.7 | testa 1) 1265(2938) 1265109.) aoocraey | sess, vee | ve008@ oops | verscse | seinen | ven0crae wor | waar | era | aera wos | _woers | vanera | _woara, ETC MECC ESIC 25088) Tee 25000) 7565) Tes) Tienes | roReo) wa) oes 30039) was) wes052) weGszT 795013) 79081) ey roois | o#se33) a a 895,333) soon 950052) srowoo) | #85052) ean) == 910058) 895 352) oe #95052) sans (400) 015(200) wrens | swsnsey [soca sasUize0) Senay | esa | eona x “Transmission cae rea (ear PTO), Trantmisign cave bottom (mid PTO) and ‘ngine ean rant 970) 2apeeds (9.0 and 14cm at 41.9 engine (540d BSB rom at 2517 engine rom) TGA aS KUBOTA TO woth volte pine ‘speeds (a0 Sn ak 9 engine 2485 om a 2817 engine rpm) ‘ecrcuating ball yee manual ewing or neegral pe power ering IV eau pDeS) ‘Mairhyarostatic varsmission Highton gear shit @ Toward 2reverel FTO i nD Torro eapanding ype night anda independent wh nteviocking deve Bevelgear a ipaSPECIFICATIONS 1580 /81750.82150.615S0HST 81750HST.821SOHST_ WSM, 10225, SPECIFICATIONS (Continued) oa ariso Iwo I ear Engine go pawer Tanwar 710 power ask aon Todt vinose Tee Wersal wateooled Ace deat no olin 7 Bore andtrate WnmeTonm Gon rae) = | To aapacenent BATU Acwmy & [Lisedreuton “aaa een em 5 yer Distal ED INo deve hn enpeatre kom TENET od heise wih bate anion pug 1, TOW aircon Toxed bration by Wha pae Clog Water wih prea adatr way TSA Feehan BeATAUS oa Taner Tanaaus wa 3 | Ramecanne aavatus a § [erenmemens eacous wn § | reeceg garter o2F ORS aH Trontane i a = Tsnieus ee Fron gee 7 2540505 «19 rs ian 7am ie ie toe a ES an 8% | _anaioun ee ee zane: fear tae Bae Tate ae we Bee Owain mata) | araeaa | aeonoan | amonoaa | trata | roams} —2re0ce9 4 Overawatn mind 6s | vaosessy | esisan | roaster | saosisssy gleam OT ance | veces | wmorn | mcen | mmo | morn 5 | Wheelbase eatin) | 1300063) 7600 (63) 1600 (63) 1500 (63) 1620163) 1500 (65) 8 Ss 583) se) 305 se) 25) on amin) | onan | sosase | woase | soasn | woase | asGem, ress rear eominy | $90850) rosovarsy | resorers) | rosomarsy | $Baso0 105041 3) Fwegnwinnory) tate | eons | van | manny | emcee [eave | moun 1 FTO), arama cave bottom nid PTO) ond ‘sogine ont ror 10) a ae Gath oes waring GON) promate | ReerPTO 2 speeds(9 0 and 12 61hat 4 Y engie 1) (Sada 795 Bm at 2867 engine cpm) SANDS KUBOTA TOranty volute spine ise 2 speeds (20.40 039 Fest 4 engine 1) 1901 tp a 23979 at 2467 engine pm) iach Dey ewo plates ve PTO) eeing Tear calating ball ype manvalstering integral type poner eenrg i equped) Tranmsion Geant 9 Vorwardand Breve i. turing adi =e Taga i zaea orate epanding ype sgh andvel independent with teockng dence ‘Diterenia Bevelgen Tote» Manufacture seromate)81550-81750 /82150-81SSOHST.B17SOHST-8215OHST WSM, 10225 SPECIFICATIONS. BaiseHSTAWO I BaisousT AWD, Taw ca Taw (BHP Vera watercooed, Feyoe die) Wn xTOmm 0m atom) Taio sdewin) ‘Bas 600m Dia foe oT Wo Tvl ue temperature HbuaN ATCA, Flctc tater with beta and glow i, 12,101 Fescedabiea ny ocho pane Water with prewued radiator TaN) Tres aa) aaTAUS ae ToFaTUS a) Taraaus ae) 20205 ge = Tsrnevswa = o540505 a aoe 65010 aaib S02 en ene 2080.12 wa Ta ee Bei rg Der Teo To9a) Treo 09 aa oe Tan) Bo Teves e409 esa) 1050553) 1365 657) 9542.9) 14054553) 1950768) 19400768) ‘s0072) we6@) 1950 (768) 072 Too eT co aoe) Tae TOO Ten B50) 505) 2503) 509) EO 569) woa77) E058 085) 0055 00s 5088 201350) ‘0 oso. tos0 8301350) oni seoaso, 501413) 501813) 801813) saasoy 501413) 7565) Tena est aa, wae) wsceen ‘ansmssion case ear ar PTO), Trarsmision ase bottom id PTO) aoa engine front ont 0} 2apeede(9Oand 125100404 engin ri Se and 78pm 2408, 4 TSA No$ (KUBOTA To oath vate spine 2 apeede (28 1939 dre 40 engine (90 pm at 345rpM 32408 engi om) ‘evangelist ive PTO) Teareating bal ype manual Rosrngorntgial ype power Rewang upped ‘iainhydronatic raremion range gearshift @ fowardand 3 reve) 2203) T 7aez deh dependent wih mieinting deve Inienal expanding pe nahUnit: mm (in) 11850-01750 82150.81550HST 81750HST-82150HST_WSM, 603540 Maximum dimension is shown against farm tire variation. DIMENSION DIMENSION WES)S9EL_ (9L-¥ 21/21-9) aRRW LSHOSIZa/ caw O5Ize i (WES) S9EL (OEP Z1/OL-8 9)aRKe LSHOSIza/ ame 05128 | Feyz oer (eon) 921 0v(1 to)sv01 —_(91-$.6/Z1-9) aM ASHOSc1B/ Gmv OSL (9¥-S'6/ 01-00) ame 1sHOScia/annz oscie (v2) 0061 (ew) oso1 ashosizeosize ox(e 16) $60 LSHOSLLB OScLB | 1) | ,_— _. (se) 006 ame 1sH0siz0/ orp osize 3 ‘onsz ostza ‘onne oscia ‘onan asst (82) o1z ame asHossia/arnz ossia (vee 2/21-9)amvis! (wee @/ 21-00 v) ame 1sHosize , 2780(109.8) ‘isso eTSs0NST 1a70(7a8) 8175081750857 1470(7438) 182150.82150HS7 1600(63.0) {81550 017508 1550HST-81750HST 2565(101.0) 82150.82150HST orsaranM MECHANISM Gil reatures ED encine [1] ENGINE BODY (1) Cylinder Block (2) Cylinder Head (3) Crankshaft (4) Piston and Piston Ring (5) Connecting Rod (6) Camshaft and Fuel Camshaft (7) Rocker Arm Assembly (8) Inlet and Exhaust Valves. (9) Valve Timing (10) Flywheel (11) AirCleaner [2] LUBRICATING SYSTEM. (1) Relief Valve (2) Oil Filter Cartridge (3) Oil Switch (4) Oil Pump (3] COOLING SYSTEM (1) Water Pump (3) Thermostat (4) Radiator (5) Radiator Cap [4] FUEL SYSTEM (1) Fuel Filter (2) Fuel LiftPump (3) Fuel Injection Pump (4) Fuel injection Nozzle (5) Governor BB cutcu [1] DRY TYPE, SINGLE PLATE CLUTCH ...... [2] DRY TYPE, DUAL STAGE CLUTCH .. J transmission 1] TRAVELING SYSTEM (1) Main Gear Shift Section (2) Hydrostatic Transmission BISSOHST-81750HST 82150HST. (3) Auxiliary Gear Shift Section (2) Front Wheel Drive Section CONTENTS Met [2] PTosysTem M333 (1) Rear PTO Shift Section M,3-33 maa (2) Mid PTO Section M335 (3) Front PTO Section sess M.3-36 mig (@) One-way Clutch Cam Section... M336 mig GW rear axce Maa 1 an [1] DIFFERENTIAL FUNCTIONING ......M.4.2 wi [2] DIFFERENTIAL LOCK .nconnscnsoes M43 mas mie Eel BRAKE M51 M16 mie [ad FRONTAXLE Mer M17 [1] FRONT WHEEL ALIGNMENT. Met me [2] STRUCTURE —— M62 wi % (1) Two Wheel Drive Type M62 (2) Four Whee! Drive Type... Mos pa i=10: B1550-B15S0HST M6-3, MATT 81750-B2150-B1750HST- man 2isonst mea mn Bispeed Turn Mes MiB sTeERING ———______ mz Mita [1] MANUAL STEERING ..ecceccococeoe M74 MAAS [2] POWER STEERING sesssecesee MID Mite wi? GJ HypRautic system —_____ mar M118 M121 [1] HYDRAULIC PUMP................. M85 M421 [2] CONTROL VALVE seserennneeseee M86 {2]-1 OIL FLOW. M87 m2 [2]-2 FEEDBACK LINKAGE FOR . POSITION CONTROL Met M2-1 [3] HYDRAULIC BLOCK TYPE OUTLET.....M.8-12 M23 181550.81750-B15SOHST B1750HST. sence B12 Mat 82150.82150H5T M15 ae (4) oncoorel Mes M33 EE) evectricat system m91 M34 [1] WIRING DIAGRAM AND ELECTRICAL M318 auRCUIT...... sone MSA M.3-32 [2] STARTING SYSTEM M95 M.3-33 (1) Starter Motor... serssessnvee MOE WSINVHOAW W(2) Starter 8) Glow Plug (4) Safety Switch [] ENGINE KEY SWITCH SHUT-OFF SYSTEM (1) Operation of Timer Relay (2) Fuel Cut Off Solenoid. [4] CHARGING SYSTEM (1) ACDynamo (2) Regulator (3) Operation of Charging Sytem [5] UGHTING SYSTEM..... (1) Head Light (2) Hazard Light 16] EASY CHECKER (1) Indication items (2) Low Engine Oil Pressure... (7] GAUGE = (1) Fuel Quantity... (2) Coolant Temperature . M910 ~ M12 M12 oo M913 mo-14 M915 M916 9-17 M9-17 9-18 9:20 Mg.21 Mg21 M924 M925 . M925 9-26 M9-26 M927 otners M.10-1 [1] Tires... M.a0-41 [1-1 TYPES OF TIRE . M.A0-1 [1}2 TREAD ADJUSTMENT. [1-3 WHEEL HU M.10-2 -M.10-4 [1]-4 TIRE PRESSURE... ~ M.10-4 [1]-5 TIRE LIQUID INJECTION. M1065 [2] SPECIFICATION OF IMPLEMENT. LIMITATIONS. M108 [3] WIRING DIAGRAM AND ELECTRICAL CIRCUIT (for Canada) M.10-10 [4] CHARGING SYSTEM for Canada ......M.10-12,£81550:01750-8218081550HST-81/504ST-821SOHST_ WSN, 603500 FEATURES MAF FEATURES 0357026 a) (2) (3) (4) (5) (6) 7) (8) Bi-speed Turn (If equipped) (Small turning radius) Integral Power Steering (If equipped) Standard Mid PTO Simultaneous Mounting of Both the Mid Mount Mower and Front Loader (Loader is fully-compatible with the mower) Engine Key Shut-Off System (Engine key switch) Reverse Fan Blade for Cooling (Forward air flow keeps away dust and fumes) Large Hydraulic Pump Combination Panel of Easy Checker indicators for charging system, engine oil pressure and glow plug, fuel gauge and coolant temperature gauge) (9) Main Shift Lever Located in the Left Side of Transmission (10) New Design (Familiar with L-series) (11) Variation of Transmission (Mechanical Transmission and Hydrostatic ‘Transmission for all models) (12) Position Control Valve (Shockless mechanism for smooth and comfortable operation) (13) Hydraulic Block Type Outlet (Outlet has the flow priority valve for power steering) (14) ROPS:M.1_ ENGINE 31350.81750182150.81550HST-51750HST-82150HST_WSM, 603540 Ei ENGINE 0107F009 0107F010 The 0850-58, D950- 58 and V1200-58 are vertical, water-cooled, A-cycle diesel engine This is incorporated KUBOTA's foremost technologies. With KUBOTA’s spherical combustion chamber, well-known Bosch K type injection pump and the well-balanced designs, they give Greater power, low fuel consumption, little vibration and quiet operation.81550.81750.82150.81550HST.81750HST-821S0HST WSN, 693540 M1 ENGINE [1] ENGINE BODY (1) Cylinder Block oro7eon (2) Cylinder Head ooriror3 (1) Combustion Chamber (@) Suction @) Exhaust (@) Nozzle Assembly (5) Glow Plug (8) Cylinder Head The engine has a high durability tunnel-type cylinder in which the crankshaft bearing part is constructed in a body. Furthermore, dry-type cylin- der liners, being pressure-fitted into cylinders, allow effective cooling, less distortion, and greater wear- resistance. The noise level is reduced to a minimum because each cylinder has its own chamber. The cross-flow type inlet/exhaust ports in this engine have their openings at both sides of the cylinder head. Because overlaps of inlet/echaust ports are smaller than in ports of other types which have openings on one side, the suction air can be protected from being heated and expanded by heated exhaust air. The cool, high density suction air has high volume efficiency and raises the poner of the engine. Furthermore, distortion of the cylinder head by heated exhaust air is reduced because suction ports are arranged alternately. The combustion chamber is of KUBOTA’s exclusive spherical combustion chamber type. Suction air is whirled to be mixed effectively with fuel, prompting combustion and reducing fuel consumption, In the combustion chamber are installed throttle type injection nozzle and rapid heating sheathed type glow plug. This glow plug assures easier than ever engine starts even at -15°C (5°F)M1 ENGINE (3) Crankshaft 1350 81750 82150-815S0HST.81750HST-82150HST_WSM, 603540 © 107013 () Cranishate| (2) Cranksnatt sleeve (@) Crankshaft Bearing t (@) Feather Key The crankshaft (1) is driven by the pistons and connecting rods, and translates its reciprocating movement into a circular movernent. It also drives the oil pump, camshaft and fuel camshaft. ‘The counterweights, which are cast together with the crankshaft, prevent a large force of inertia from partially working on the crankshaft, consequently reducing the wear of the crankshaft bearings and lessening the temperature rise of the lubricating oil. ‘Crankshaft journals, crankpins and cil seal sliding section are induction-hardened to increase wear (6) Thrust ating resistance. Crankshaft journals are supported by the main bearing cases in which a bearing is used. Crankshaft bearing 1 (3) at the front end is a solid type bushing and the four bearings 2 (5) behind are split type. Thrust bearings (6) are mounted on both sides of the main bearing case at the flywheel side. Crankshaft bearings and thrust bearings are plated with a special alloy to raise wear resistance quolity. Turthermore the crankshaft, erankshoft bearings and main bearing cases have oil holes.£81550.81750.2150-81550HST.81750HSTE2ISOHST WSM, 603540 (4) Piston and Piston Ring oro7F0r5 rWwals I) Sonne 1 i 2 7 | | i ANAS AAAS | Me \ tt (roc ono7raat M1 ENGINE Piston circumference has a special elliptic shape in consideration of expansion due to explosion heat. Piston head is flatformed. Grooves are cut round the top section of the piston. These grooves help to dissipate heat and prevent scuffing. Piston (5) is made of special aluminum alloy of tow thermal expansion and high temperature resistance. Compression ring 1 (1) is of the key stone type which can stand against heavy load, and the sliding surface to the cylinder wall is shaped into barrel face which is well fitted to the wall and plated with hard chrome. Compression ring 2 (2) is of the under-cut tyne which is effective to prevent oil rising. Oil ring (3) is effective to scrape oll because it is closely fitted to the cylinder wall by a coil expander and the upper and lower ends of its sliding surface are cut diagonally to raise face pressure to the gylinder walls. ‘Some scraped oil is forced into the inside of piston through the oil escape holes of rings and piston. The oil ring is plated with hard chrome to increase wear resistance quality. IMPORTANT © Note that the piston 2's (8) in the No.2 and No.3 cylinders have different profile from the pistons (2)in the No.1 and No.4 cylinders. The piston 2 (8) is marked “2” on the head. Be sure to install the pistons (7) (8) to each original gylinders. (1) Compression Ring 1 (5) Piston (2) Compression Ring 2 {6) Piston Pie @) OllRing () Piston (4) Piston Pin Snap Ring (@) Piston2M.1_ENGINE (5) Connecting Rod on07F016 (6) Camshaft and Fuel Camshaft o10F017 o107F018 81550.81750.82150.815S0HSTS1750HST-62150NST_WSM, 60354.0, Connecting rod (2) is used to connect the piston with the crankshaft. The big end of the connecting rod has a crank pin bearing (3) (split type) and the srrall end has.a small end bushing (1) (solid type). (1) Small End Bushing (@) Connecting Rod ) Crank in Bearing (@) Connecting Rod Screw The camshaft (6) is made of special cast iron and the journal and cam sections are chilled to resist wear. The journal sections are force-lubricated. The fuel camshaft (12) controls the reciprocating movement of the injection pump, and is equipped with a ball to contro! the governor. The fuel camshaft is made of carbon steel and the cam sections are quenched and tempered to provide greater wear resistance. (1) External snap Ring (2) Com Gear (G) Camshatestopper (@) Plug (5) Feather key (6) Camshaft () Injection Pump Gear (@) Governor Sleeve (9) Fuel Camshaft Stopper (10) Ball Bearing (11) Feather key (12) Fuel Camshatt (13) Ball Bearing (12) External Snap Ring (15) Steet Batt (6) Steel Ball (09) Ball case (18) Ball Case Snap Ring (13) Governor Sleeve Snap Ring£81550-81750 82150.915S0HST-BI7S0NST-82150NST_ w50w, 10221 sembly (7) Rocker Arm As ® 093F002 M.1_ENGINE ‘The rocker arm assembly includes the rocker arms (1), rocker arm brackets (4) and rocker arm shaft (5) and converts the reciprocating movement of the push rods to an openiclose movement of the inlet and exhaust valves, Lubricating oil is pressurized through the bracket to the rocker arm shaft. which serves as a fulcrum so that the rocker arm and the entire systen are lubricated sufficiently (Rocker arm 2) Lock wut G2) Adjusting serow (2) Racker Arm Bracket (5) Rocker Arm Shot (8) Inlet and Exhaust Valves o107F020 The inlet and exhaust valves (7), (6) anc their guides are different from each other. Other parts, such as valve springs (4), valve spring retainers (3), valve spring collets (2), valve stem seals (5), and valve caps (1) are the same for both the inlet and exhaust valves. All contact or sliding parts are quenched and tempered to resist wear o a @) @ 6 © o valve cep Valve Spring Collet Valve Spring Retainer Valve Spring Valve Stem Seal Exhaust Valve Inlet Valve (9) Valve Timing The valve opening and closing timing is exvemely important for effectively intaking air into the cylinder and sufficiently exhaust gas. An appropriate timing can be obtained by aligning the alignment marks on the crank gear and cam gear. Inlet valve open (10) 35 rad. 0) batore TD Inlet valve cove) 79100 WS Taher BD Exhaust valve open (eO) 0.87 ad, GO betore BD or07F02t Exhaust valve oe (EO) O26rad (IS) ae TOCM.1_ENGINE (10) Flywheel $- Into Cyne £51550-01750-02150-815SOHST-81750HST.82150HST_WSM, 60356.0 The flywheel is connected with the crankshaft, it stores the rotating force in the combustion stroke as inertial energy to rotate the crankshaft smoothly. The flywheel periphery is provided with marks showing fuel injection timing and top dead center. The fiywheel and crankshaft can be fixed to each other at a certain point according to the arrangement of flywheel mounting screw hole. (1) Crankshaft ) Flywheel The air cleaner is of a dry type with evacuator valve for easy maintenance. Sucked air is caused to flow in a whirling way with air guide (3). As a result, heavier dust particles circulate around the circumference and accumulate in the evacuator valve Q). Minute dust, while circulating in the air flow, is absorbed by the element (1) and thus prevented from entering the engine. (1) Aircleaner Element (@) evacuator Valve 8) AirGuide'81850.91750-82150.815S0HST.81750HST 2150HST_WSM, 603540 [2] LUBRICATING SYSTEM M1 ENGINE 0354001 () oilpump (@) OilFiiter Cortidge and Reliet Valve (2) Rocker Arm and Racker Arm Shaft (S) Oilsteainer @) Camshaft (6) Crankshaft and Piston This engine lubricating system consists of oil strainer, oil pump, relief valve, oil filter cartridge and oil switch. The oil pump sucks lubricating oil from the oil pan through the ol strainer and the oil flows down to the filter cartridge, where it i further filtered. Then the oil is force-fed to crankshaft, connecting rods, idle gear, camshaft and rocker arm shaft to lubricate each part. ‘Some part of oil, splashed by the crankshaft or leaking and dropping from gaps of each part, lubricates these parts: pistons, cylinders, small ends of connecting rods, tappets, push rods, inlet and exhaust valves and timing gearsM1 ENGINE {81550/01750-92150-B1S50HST.81750HST-821SOHST_WSM, 60354-0 Ml Engine Oil Flow 1077025, () OllPan () Main oilGallery (13) small End (19) Drain 2) Oilstrainer (@) Main Bearing (18) Prston (20) Rocker Arm ) oilPump (@) Big End (15) Fuel Camshatt 21) o'swach (@) Relief vaive (10) Timing Gear (16) Tappets (22) Rocker Arm shaft (5) OiFiter cartridge (10) Splash (17) Camshaft Bearing (© ‘leGear (2) Bore (18) Camshaft81550 81750,82150.815SOHST B17SOHST-82150HST_WSM, 60354-0 (1) Relief Valve 0107F026 (2) Oil Filter Cartridge oro7F027 0107028 M1 ENGINE The relief valve prevents damage to the lubricating system due to high oil pressure. This relief valve is a ball type direct acting relief valve, and is best suited for low pressures. When oil pressure ‘exceeds the upper limit, the ball (3) is pushed back by the pressure oil and the Valve opening presaure atratedspeed™ (2) Oring 2) Valve Seat (3) Steet gal (@) Spring (5) Relief Valve Body Impurities (various metallic chips, and dust, carbon, etc. in the sucked air) in engine oil can cause to wear and seize components as well as impairing the physical and chemical properties of the oil itself. Impurities contained in force-fed engine oil are absorbed on the filter paper for removal as they pass through the filter element (2). ‘When the filter elements clogged and the oil pressure in inlet line builds up by 98 kPa (1.0 kgf/cm?, 14 psi) more than the outlet line, the bypass valve (1) ‘opens and the oil flows from inlet to outlet bypassing the filter element. (1) Bypass valve (2) Filter Element M.1-10M.1_ ENGINE (3) Oil Switch 81550.81750-82150.B1SSOHST-SI750HST-82150HST_WSM, 603540 lal The oil switch is mounted on the crankcase, to ® warn the operator that the lubricating oil pressure is oor. If the oil pressure falls below 49 kPa (0.5 kgf/em?, 7 3), the oil warning lamp will light up, warning the oferator. In this case, stop the engine immediately and check the cause of pressure drop. 107029 ~© (6) — {6} At oit Pressures of 49 kPa (0S kgtlem?, 7 psivor Less (1) Terminal (2) insulator @) spring {@) Rubber Gasket (6) Contact Rivet (6) Contact a {) olSeateh Body (4) Oil Pump The oil pump in this engine is a trochoid pump. Inside the pump body, the 4 lobe inner rotor (3) is. eccentrically engaged with the 5 lobe outer rotor (4). The inner rotor is driven by the crankshaft via ‘gears, which in turn rotate the outer rotor. When the inner rotor rotates, the outer rotor also rotates in the same direction The two rotors have differences in lobe number and center which generates space between lobes as shown in the figure. At position (A), there is little space between lobes in the inlet port. As the rotor rotates towards position (B), the space between the lotes becomes larger, creating a negative pressure 321007 (1) Inlet {@) loner Rotor (2) Outiet (@) Outer Rotor which sucksin oil Outside the inlet port, as shown in position (C), the space between the lobes becomes gradually smaller, and oil pressure increases. At position (D), oil is discharged from the outlet port. Matt£81550.81750 82150 81SSOHST-81750HST82150HST WSM, 60356-0 [3] COOLING SYSTEM M.1 ENGINE _ - | ees 1 hae eae ox07F031 @) Thermostat (2) Water Pump (1) Radiator @) Cooling Fan The cooling system consists of a radiator (1), centrifugal water pump (4), cooling fan (2) and thermostat (3) The water is cooled through the radiator core, and the fan set behind the radiator blows cooling through the core to improve cooling ‘The water pump sucks the cooled water, forces it into the cylinder block and draws out the hot water. (8) Cylinder Head (6) Cylinder Block Then the cooling is repeated. Furthermore, to control temperature of water, a thermostat is provided in the system.When the thermostat opens, the water moves directly to radiator, but when it closes, the water moves toward the water pump through the bypass between thermostat and water pump. The opening temperature of thermostat is ‘approx. 82°C (180"F). M142M.1_ ENGINE £81550 81750.82150-01550NST-51750NST-82150HST_WSM, 603540 (1) Water Pump 076011 The water pump is driven by the crankshaft via a V belt. Water cooled in the radiator is sucked into the water pump from its lower portion and is sent from the center of the water pump impeller (4) radially outward into the water jacket in the crankcase. The bearing unit (1) prevents cooling water from entering by a mechanical seal (3). (2) Bearing Unit (2) Water Pump Body (@) Mechanical Seal (@) Water Pump impeller (2) Thermostat (00767008 The thermostat maintains the cooling water at correct temperature. KUBOTA’s engine uses a wax pellet type thermostat. Wax is enclosed in the pellet. ‘The wax is solid at low temperatures, but turns liquid athigh temperatures, expands and opens the valve. a) At low temperatures (lower than 82°C (180°F)). As the thermostat is closed, cooling water circulates in the engine through the water return pipe without running to the radiator. Air in the water jacket escapes to the radiator side through leak hole (7) of the thermostat. b) Athigh temperatures (higher than 82°C (180°F). When the temperature of cooling water exceeds 82°C (180°F), wax in the pellet turns liquid and expands, Because the spindle (4) is fixed, the pellet (3) is lowered, the valve (2) is separated from the seat (1), and then cooling water is sent to the ‘adiator. coa2roas, conzroas () Seat 2) Val @) Pe (@) Spindle (6) Syntheticrubber (6) Waxisoli) ) LeakHole (@) Wax liquid) M.1-13,3155081750.621S0.615SONST-S17S0HST 82 150HST wSW, 603540 (3) Radiator coa2roso, (4) Radiator Cap oon 033 oon 034 M.1_ ENGINE The radiator core consists of water carrying tubes and fins (3) at a right angle to the tubes (2). Heat of hot water in the tubes is radiated from the tube walls and fins. KUBOTA’s engine uses corrugated fin type core which has a light weight and high heat transfer rate. Clogging is minimized by the louverless corrugated fins. (1) Cooling aie @) Tube 8) Fin {@) Lowveriess Corrugated Fin (5) Louvered Corrugated Fin The radiator cap is of the pressure type, which ‘opens the pressure valve (1) to reduce internal pressure when internal pressure is increased beyond a certain point due to increase in water temperature. The normal valve actuating pressure of the radiator cap is 88 kPa (0.9 kgf/em?, 13 psi) When water temperature is reduced (and its, volume is reduced), pressure in the radiator becomes negative, and the vacuum valve (2) opens and introduces air into the radiator to prevent distortion of the radiator. (1) Pressure Valve (@) vacuum valve Mata(M.1_ ENGINE [4] FUEL SYSTEM '81350:81750.82150 81550HST.81750HST-82150HST_WSM, 603580 ® @ 7}! Air 182150.82150HST only] x Ar —> a “Er Bo @ | 03396502 ~® (1) Fuel tank @) Fuel Overtiow Pipe {@) Injection Nozzle (@) Injection Pipe While the engine is running, fuel is fed from the fuel tank (1) through the fuel filter (8) to the fuel lift pump (9), which feeds fuel to the injection pump (5). The injection pump then feeds the fuel through the injection pipes (4), to the nozzles (3) which inject fuel (5) Injection Pump (6) Alrvent coe () Air Vent Cock (@ FueiFiter (9) Fueluit Pump: to the cylinders for combustion. Any fuel leaking from nozzles is collected in the fuel overflow pipes (2) which drain into tank. Air in the fuel system can be bled by loosening the air vent cock (6), (7) and by starting the engine. M11581550.81750.82150 81550457 81750HST 82150HST_WSM, 603540 M.1 ENGINE (1) Fuel Filter seats The fuel filter is installed between the fuel tank and fuel lift pump, and serves to remove dirt and impurities from the fuel. = Fuel from the fuel tank enters the outside of the filter element (9) and passes through the filter element under its own pressure. As it passes through, the dirt and impurities in the fuel are Itered out, allowing only clean fuel to enter the interior of the filter element. The fuel exits from the ‘outlet of the cock body (6) and is sent to the fuel lift ‘Accordion-pleated paper He Cotton fiber = pump. Type of fiter element W0to 20m 400 10800 ps 03396503, Ton Vent Cock ToFuel Litepump o @) e@ @ 6) © o @) °) (10) a) 03395508 M116 FuelCock ‘o-ring Spring Taper val Lever Screw Cock Body, ‘O-ring o-ring Filter Element Filter Cop Screw RingM.1_ ENGINE 11550-01750-92150-01550HST-91750HST-2150HST_WSM, 60354.0 (2) Fuel Lift Pump Suction Discharge To injection Pump. From Fuel Filter 0011038 () toler valve (5) Chamber (2) Pulao (6) Diaphragm @) Tappet () Fuelcomshate (@) Outlet valve Filtered fuel is fed to the injection pump by the fuel lift pump. The fuel lift pump operates as shown inthe figure. Power is applied to the tappet (3) by an eccentric movement on the fuel camshaft (7). As the fuel camshaft rotates, the eccentric movement causes the tappet to move up and down. The tappet is linced to a flexible diaphragm (6) via the pull rod (2), When the diaphragm is pulled down, a low vacuum or low pressure area is created above the digphragm. This causes atmospheric pressure in the fuel tank to force fuel into the fuel lift pump. The inlet valve (1) opens to admit fuel into the chamber ©). When the diaphragm is pushed up, pressure is created in the area above the diaphragm. This pressure closes the inlet valve and opens the outlet valve (4), forcing fuel from the pump through the fuel pipe to the injec Mta781550 81750 82150.81550HST-81750HST-82150HST_WSM, 603540 (3) Fuel Injection Pump M.1_ENGINE o707F036 (1) Delivery Valve Holder @) sting (G) Delivery Valve Spring (@) Delivery Volve Gasket (6) Delivery Vaive (6) Pump Element ) Screw @) Gaskets {@) Injection Pump Assembly (10) Adjusting Plate (11) Collar (12) Controt kack (03) Control Sleeve (14) Spring Upper seat (15) Plunger Spring (16) Spring Under Seat (17) Tappet assembly (18) Tappet Guide Pin This engine uses a Bosch K type mini injection pump. It gives high injection quality even at low engine speed. The plunger has a right-hand lead. It is reciprocated by the fuel camshaft via the tappet (17), forcing the fuel into the injection nozzle. The fuel in the fuel chamber is drawn into the delivery chamber when the plunger lowers. When the plunger rises, delivery valve (5) is pushed open to force into the injection nozzle. The control rack (12) is actuated by the governor, and the control rack movement is transmitted to the control sleeve (13). Asa result, the plunger rotates to vary the amount of fuel fed into the injection nozzle. When the engine stop lever is turned to the stop Position, the fuel is not pressurized, and is not injected since the feed hole meets with the control groove. M118M.1_ENGINE £81550-81750-62150-81550HST-91750HST-82150HST_WSM, 603540 oonio0e M Operation of Pump Element 1.Betore delivery As the tappet lowers, the plunger (2) also lowers and fuel is drawn into the delivery chamber (1) through the feed hole (5) from the fuel chamber (4). 2. Beginning of delivery When the plunger is pushed up by the rotation of the fuel camshaft and the head surface of the plunger closes the feed hole, the pressure in the delivery chamber rises to push the relief plunger (3) open Fuel is then force-fed toward the injection pipe. 3.Delivery Delivery of fuel continues while the plunger is rising. 4.End of delivery When the plunger rises further and the control groove (6) on its periphery meets the feed hole, the fuel returns to the fuel chamber from the delivery camber through the control groove and the feed hole. (1) Detivery Chamber (@) Fuelchamber 2) Plunger (5) Feed Hole G3) Reliet Plunger (6) Conttol Groove Plunger Position 1.No fuel delivery When the control rack (3) is set at the engine stop, position, the plunger (2) is rotated to a position where the vertical slot (1) of the plunger (2) aligns with the feed hole (5). Since the vertical slot prevents the feed hole from being covered, pressure in the delivery chamber (4) cannot build up. Therefore, no fuel can be forced to the injection nozzle. 2.Partial fuel delivery When the plunger is rotated by the control rack in the direction of arrow, the fuel is delivered to the injection nozzle. The amount of fuel corresponds to the distance “A” from where the feed hole is closed by the plunger head, to where the control groove (6) meets the feed hole. 3. Maximum fuel delivery Maximum fuel delivery occurs when the plunger is rotated to a position where the feed hole is covered by the plunger as it moves upward, for the greatest distance “B” permitted by the control rack. (1) Verticalstot (@) Delivery Chamber (2) Plunger (5) FeeetHole (8) Conteo! Rack 6) Cont m1-19'81550-01750.82150-81S50NST-B17SOHST-821SONST_WSM, 60350-0 M.1_ ENGINE 0107F035, oor F042 () Valve (G) Relief Plunger (2) Valve Seat Mi Pump Element The pump element (1) consists of the plunger (3) and cylinder (2). Their sliding surfaces are super precision machined to maintain the injection Pressure (approx. 13.73 MPa, 140 kgf/em?, 1991 psi) atidle speed. Since the driving face (7) fits in the control sleeve (5), the plunger is rotated by the movement of the control rack. The cylindrical surface of the plunger hhas a helix groove, which is called the control groove ©. (1) Pump element @) Cylinder @) Plunger (@) Feed Mole (5) Control Sleeve (6) Control Groove (7) Driving Face Ml Delivery Valve The delivery valve consists of the valve (1) and valve seat (2). The delivery valve prevents the fuel in the injection pipe from flowing backward toward the delivery chamber side and also serves to suck back the fuel to prevent dribbling at the injection nozzle. When the delivery stroke ends and the valve starts, to resume its seated position, the relief plunger (3) will move into the bore of the vaive seat, thus sealing the delivery line from the delivery chamber. After the relief plunger has entered the bore of the valve seat, the valve seats firmly. Now the space for fuel in ‘the delivery line is increased by an amount equal to the volume of the relief plunger. The effect of this increase in volume is a sudden pressure drop in the delivery line, causing the injection nozzle to close instantly, thus preventing backward dribbling. M.1-20(M.1 ENGINE (4) Injection Nozzle oor F006 (5) Governor 03395505 The governor serves to keep engine speed constant by automatically adjusting the amount of fuel supplied to the engine according to changes in the load. This engine employs an all-speed governor 1550-01750.82150-915S0HST-81750HST-921S0HST_WsW, 60354.0 This nozzle is throttle-type. The needle valve (10) is pushed against the nozzle body (9) by the nozzle spring (6) via the push rod (7). Fuel pressurized by the injection pump pushes the needle valve up and then is injected into the sub-combustion chamber (4). Fuel lubricating the needle valve (10) and nozzle body (9) drains through the eye joint (2) and the fuel overflow pipe (1) to the fuel tank. The injection pressure is 13.73 to 14.71 MPa (140 to 15) kaf/cm?, 1991 to 2133 psi), and is adjusted with ad usting washer (5) (1) Fuel Overtiow Pipe @) be Joint (@) Nozzle Holder 8ody (@) Sub-combustion Chamber (5) Adjusting Washer (6) Nozzle Spring (7) Push Rod. (@) Retaining Nut (@) Nozzlesody (10) Needle Valve (1) Startspring (2) Governor Spring 4 {G) Governor Spring2 (2) Speed Control Lever (5) Fork Lever2 (6) Forktevert (7) Stop Lever {@) ling Limit Spring (8) Torque spring (10) Fuel Camshaft (11) Steet Ball (12), Fuel Limit Adjusting Serew wrich controls the centrifugal force of the stee! balls (11) weight, produced by rotation of the fuel camshaft (10), and the load of the governor spring 1 (2)and 2 (3) are balanced. M281950-81750 52150 8 SSOHST 817SONST-B21SOHST_WSM, 69350.0, or07F037, (1) Control Rack (2) Start Spring @) Fork Levert (@) Steet Bat o107F038 (1) Speed Control Lever {Q) Jdling Limit Spring (8) Fork Levert {@) Control Rack (5) StartSpring (6) Governor Spring 2 () Governor Spring 1 {®) Governor Sleeve (9) Steel all M.1_ENGINE Matstart Since the steel balls (4) have no centrifugal force, a fork lever 1 (3) is pulled to the right by the start spring (2). Accordingly, the control rack (1) moves to the maximum injection position to assure easy starting, MAtidling ‘When the speed control lever (1) is set at the idling position after the engine starts, the governor spring 41 (7) does not work at all and the governor spring 2 (6) does only act slightly. The governor sleeve (8) is pushed leftward by a centrifugal force of steel balls (9). Therefore, the fork lever 1 (3) and control rack (4) are moved to the left by the governor sleeve (8) and then the idling limit spring (2) is compressed by the control rack (4). As a result, the control rack (4) is kept at a position where a centrifugal force of steel balls (9) and force of start spring (5), governor spring 2 (6) and idling limit spring (2) are balanced, providing stable idling M.1-22M.1_ENGINE '81550-81750:82150'81550HST-B17S0HST-82150HST_WSM, 603540 0107F039 igh Speed Running The engine speed is controlled when the tension ‘of governor springs 1 (4) and 2 (3), which are pulled by the speed control lever (1), and the centrifugal force of steel balls (5) are balanced. When the engine speed is dropped (A--B) with load increased (a~~b), the centrifugal force of steel balls becomes smaller than the tension of governor springs 1 and 2. As a result, the control rack (2) is moved to the right and amount of fuel injected is increased to produce an engine torque required for theload. c042r067 = Engine Speed (1) Speed Control Lever (2) Control Rack (8) Governor Spring 2 (@) Governor Spring 1 (5) Steel Ball (6) Engine Torque Curve () Large Load Torque Curve (8) Small.oad Torque Curve M.1-23(81550 81750:82150.615S0HST.81750HST.82150HST_WSM, 6035: o107F040 () Forktevert {2) Governor Spring 2 G) Fork ever? (8) Governor Spring 1 (5) Torque Spring (6) Adjusting Screw () Steel all oro7Foat (1) Fork Levert (2) Controt Rack @) Stop Lever M.1_ ENGINE At High Speed Running with Overload When an overload is applied to the engine running at a high speed, the centrifugal force of steel balls (7) becomes small as the engine speed is dropped, and fork lever 2 (3) is pulled to the right by the governor springs 1 (4) and 2 (2), increasing fuel injection. Though, fork lever 2 becomes ineffective in increasing fuel injection when it is stopped by the adjusting screw (6). After that, when the force of torque spring (5) becomes greater than the centrifugal force of the steel balls, fork lever 1 (1) moves rightward to increase fuel injection, causing the engine to run continuously at a high torque To Stop Engine When the stop lever (3) is moved to "STOP" position, fork lever 1 (1) is moved leftward and the control rack (2) is moved to the non-injection position, stopping the engine. M.1-24M2 CLUTCH E39 cLuTcH The clutch is located between the engine and the clutch is disengaged. And when it is released,the transmission and is operated by stepping on the clutch is engaged and power from the engine is clutch pedal. When the clutch pedal is depressed, the transmitted to the transmission. 815$0.81750:82150.81550HST-81750HST.B21S0HST_WSM, 603540 [1] DRY TYPE, SINGLE PLATE CLUTCH (EXCEPT B2150) .B1550-B1750-B1550HST-B1750HST oasaroo2 m1 82150HST 0302F006 (1) Clutch Release Fork (@) Clutch Disc Assembiy (@) Clutch Release Bearing (10) Cluteh Adjusting Bult (2) Clutch Rod (6) Pressure Pate (®) Release Bearing Halder (3) Propelier Shaft (6) Clutch cover (@) Lock Nut M2481550.61750.82150.815S0HST-SI750HST.B21S0HST_WSM, 603540 M2 CLUTCH Clutchis disengaged Clutehis engaged 0302007 (3) Pressure Plate Assembly (6) Clutch Release Bearing (2) Release Bearing Holder () Engine Fiywheel (2) Cutencover (G) Pressure Plate (@) Diaphragm Spring Engine torque is transmitted to the pressure plate assembly (5) via the flywheel (1) which is connected to the engine crankshaft. Therefore, the clutch cover constantly runs with engine. The clutch disc(10) is located between the flywheel (1) and the pressure plate (3) of pressure plate assembly. Torque is, transmitted to the clutch disc (10) by the pressure created by diaphragm spring (4) installed in pressure (@) Clutch Release Fork (9) Propeller Shaft (10) cluteh Dise (11) Gloteh Rod (12) Cluteh Adjusting Bott (03) Gluten Pedal plate assembly. Then, the torque is transmitted to the transmission via the propeller shaft (9) When the pedal (13) is depressed, the release bearing holder (7) and the clutch release bearing (6) move towards the flywheel and push the fingers of the diaphragm spring (4). In other words, this movement pulls the pressure plate (3) up and disengages the clutch. M22M.2 CLUTCH B1580-91750:82150.B15SOHST-81750HST.8215OHST_WSM, 603580 {2] DRY TYPE, DUAL STAGE CLUTCH (B2150) 0239F101 (1) Clutch Dise (Traveling) (© clutch Cover (10) Clutch Cover ase Fork 2) Pressure Plate () lutch Dise(PTO) (15) Cluteh Rod (@) Release Rod (@) Pressure Plate (16) Cluteh Rod (@) Release Lever ) Bellevile (13) Adjusting Bolt (17) Cluten Pedal 6) Bellevile A dual stage clutch is a combination of single plate engine to the transmission for traveling, and the clutches. One clutch control power flow from the other controls that for PTO. M23{81550.81750.52159815S0HST.81750HST.82150HST_WSM, 603500, Wi Travelling Clutch and PTO Clutch “Engaged” 03398102 When the clutch pedal is not depressed, there is a certain amount of clearance between the release bearing (7) and the adjusting screw (16) mounted on the release lever (15). Under the conditions above; # The travelling clutch disc (10) is pressed between the flywhee’ (1) and the pressure plate (2) by the force of the Belleville spring (11), # The PTO clutch disc (12) is pressed between the dluteh cover (4) and the pressure plate (5) by the force of the Belleville spring (14). Thus, the rotation of flywheel is transmitted to both the travelling and PTO systems. M24 om @ a @ co) @ o ®) @ 10) a 2) 3) a) as) 16) an M2 CLUTCH Flywheel Pressure Plate (Travelling) ‘Adjusting Screw. Clutch Cover Pressure Plate (PTO) Clutch Cover Release Bearing Release Bearing Holder Release Fork Cluteh Die (Traveling) Bellevile Spring Clutch dise PTO} Release Rod Bellevile Spring Release Lever Adjusting Screw Clutch RogM2 CLUTCH Mi Traveling Clutch “ 81550:81750-82150.815S0HST-a17S0HST.A2150HST WSM, 603540 isengaged”, PTO Clutch “Engaged” 03396103 (1) Aywheel (2) Pressure Pate (Traveling) (3) Adjusting Screw (@) Clutch cover (5) Pressure Plate (®TO) (6) clutch cover (7) Release Bearing (@) Release Bearing Holder (9) Release Fork (10) Cluteh Dise (Travelling) (12) Belleville pring (12) Cluten Disc (PTO) (13) Release nos (12) Belleville Spring (5) levis Pin (18) Release Lever (7) Adjusting Serew (4) Cluteh Rod When the clutch pedal is depressed to the middle of the stroke, the clutch rod (18) rotates then the release fork (9) pushes the release bearing holder (8) and the release bearing (7) toward the flywheel (1). Simultaneously, the release bearing pushes the adjusting screw (17). ‘The release lever (16) pulls the pressure plate (2) by means of the release rod (13) as the lever turns at the levis pin (15) as a fulcrum. When the pressure plate (2) is pulled, the clutch disc (10) becomes free and the rotation of flywheel is, not transmitted to the travelling system, ‘At this time, the pressure plate (5) is in contact with the head of the adjusting screw (3) which serves asa stopper. M25£81550°01750.82150-815S0HST-81750HST-821SOHST WSM,60354.0 I Travelling Clutch and PTO Clutch “Disengaged”” 0339108 o @ @ @ 6) @ a ® ® 0) an 2) (3) a) (3) (i) a7) When the clutch pedal is depressed to the full the adjusting screw (3). This results in no friction among the clutch cover (4), clutch disc (12) and pressure plate (5). M26 M2 CLUTCH Flywheel Pressure Piate (Traveling) Adjusting Serew Clutch Cover Pressure Plate (PTO) Cluteh Cover Release Bearing Release Bearing Holder Release Fork Clutch Disc (Travelling) Release Rod lewille Spring clease Lever Adjusting Screw Clutch Roa The rotation of flywheel is not transmitted to the stroke, the pressure plate (5) is pushed to the right by PTO system and travelling system.M.3 TRANSMISSION {51550 '81750-82150-81550HST-81750HST-82150HST_WSM, 603540 FE) TRANSMISSION The transmission consists of a series of gears _ It transmits power to the front or rear axles and shown previously. It offers the most suitable speed the PTO shaft, which are classified respectively as the for traveling and operation by combination of these traveling system and PTO system. gears. 81550-81750 0350F003 ML B1550HST-B1750HST 022F011 (1) Main GearShiftSecton or @) Aux Gear Shift Section (@) PTOShIR Section (5) One-way Clutch Section ar Hydrostatic Transmission (2) Front Whee! Drive Section coupling M34£81550-81750.82150.815S0HST'51750HST.B2150HST_WSM, 0354.0 M.3_ TRANSMISSION 52150 B022F012 mi 82150HST 4 fth| [a 0354005 (1) Main GearShiftSectionor (2) Aux Gear ShiftSection (@) PTO shit Section (8) One-way Clutch ection or Hygrostatic Transmission (3) Front Wheel Drive Section cour! M32M3 TRANSMISSION [1] TRAVELING SYSTEM (1) Main Gear Shift Se B1550:81750 81550 81750.62150-B15S50NST-81750HST-82150%ST WSM, 603540 Besides neutral, four kinds of power flow (from 1st to 4th shaft) are available by operating the main gear shift lever to shift positions of the 307 shifter gear (8) and 13T -17T shifter gear (9) on the 4th shaft a Wi 1stPosition 1st Shaft (2)—-29T Gear (3)--2nd Shaft with 137 Gear (4)+30T Shifter Gear (8)—-4th Shaft (7) MW 2nd Position 1st Shaft (2)—-29T Gear (3)~2nd Shaft (4)~-13T Gear (5)—(131)-17T Shifter Gear (9)~4th Shaft (7) 3rd Position Ist Shaft (2)--29T Gear (32nd Shaft (4)—-17T Gear (6) 13T-17T) Shifter Gear (9)—4th Shaft (7) MM Reverse Position ist Shaft (2)--29T Gear (3)—-2nd Shaft (4)~-13T Gear (5)—-161-20T Gear (1)— 30T Shifter Gear (8)—-ath Shaft (7) (1) 161-207 (6) 177Gear 2) iseshafewith tar Gear (7) athshatt @) 291 Gear (@) 307 Sitter Gear (@) 2ndshatewith 131 Gear (9) 137-171 Shifter Gear 9354F013 (8) 131Gear ms2150 Besides neutral, four kinds of power flow (from 1st to 2nd shaft) are selected by operating the main gear shift lever to shift positions of the 32T shifter gear (6) and 24T shifter gear (7). WM 1stPosition ist Shaft with 12T Gear (2)~-32T Shifter Gear (6)~-2nd Shaft (5) M1 2nd Position Ist Shaft (2)—-16T Gear (3)—-24T Shifter Gear (7)2nd shaft (5) 3rd Position Ist Shaft (2)—-20T Gear (4)—-20T Gear (8)—-24T Shifter Gear (7) 2nd Shaft (5) M Reverse Position 1st Shaft (2)—-16T Gear (3)—16T-16T Gear (1) —32T Shifter Gear (6)—-2nd Shaft (5) (1) 161-161 Gear (5) 2ndshatt (2) tstshaftwith 127Gear (6) 32TShifter Gear @) ter Gear (7) 247 Shifter Gear (@) 207 Gear 48) 207Gear MNOTE © Refer to the auxiliary gear shift section in M.3-32. M3381350 81750.82150.81SS0HST 81750HST 821SOHST_ W5M, 10221, M.3 TRANSMISSION (2) Hydrostatic Transmission WH B1SSOHST-81750HST mNOTE © The hydrostatic transmission for the tracters from the serial number written below is explained on page BM.3-1 to BM.3-11 and BS.3-1 to BS.. ‘Models Serial number “BissOHST (2wo) ‘above 20007 BISBOHST (aw) ‘above 60007 BI7SOHST (WD) ‘above 20001 BI7SOHST (aw) above 60007 1. Structure oni9ri37 onariae (1) Charge Reliet Valve (5) High PressureReliel Valve (7) Charge Pump (10) Fixed Displacement Piston @) Neutral valve (6) Variable Displacement (@) Input Shafe Motor @) Trunnion Shaft Piston Pump (9) Case (11) Outputshate (@) Port Block Hydrostatic transmission is composed of variable displacement piston pump, fixed displacement piston motor, charge pump and valve system. M34M3 TRANSMISSION. 8153081750 82150.81550HST.81750HST-82150HST_WSM, 60358.0 ‘O H | l — How To PTO Transmission | _——® onigeiae () OiFiterCaridge (6) BaBearing (17) Variable Swashplate (23) 0115 2) Joint (10) Case (18) Piston (2a) Case feet Valve @) Thrust Pate (11) alfBearing (13) Grinder Boek (25) Fired Displacement Piston (a) aro (12) Fed Swastplate (20) Port Blok Motor (5) TrocoidRotorassembly (13) Fiton 2!) Vote Pie (26) Osea! (6) Charge Pump case (14) Gjinder Block {22} Variable Daplacement (27) Ovtoutshatt () Inputshatt (15) Brain Pig Piston Pump @) Ofseat (16) Vaive Pate M35£81550.81750-02150.81550HST.81750HST-821504ST WM, 603560 M.3_ TRANSMISSION 00117065 (1) check Valve {@) Neutral Valve Forward) {@) Pump Kidney Port a (@) Motor Kidney Port C (5) Output shaft (© PrPort () P2Pore (@) Check Valve (@) Charge Reiet Valve (10) Neutral Valve (Reverse) (11) Pumpxidney Port 8 (12) Inputshatt M36 (13) Case Rete! valve (14) Motor Kidney Port > (15) High Pressure Relief ValveM3 TRANSMISSION. 2. Pump and Motor £81550.81750.82150:81SS0HST.RI7SOHST.A21SOHST_WSM, 60354-0 Swashplate 0303008 Connecting Line Cylinder Pump and motor cylinder, each containing pistons, are connected by lines. Cylinders and lines are filled with oil, Pistons ride against swashplates located in pump and motor. In the pump, as the cylinder rotates, pistons move across the sloping face of swashplate and slide in or out of their cylinder bores. Trunnion Shaft Cover 1 Variable Swashpiate FA —— trunnion of Varable Swashpiate Input shatt Trunnion of Variable Swashpiate ‘Trunnion Shaft Cover 2 01 F067 The oll, forced out by the pump pistons, causes the ator pistons to slide out of their cylinder bores. in the motor, sliding out of the cylinder and moving across the’ sloping face of swashplate, the pistons rotate the cylinder. 3. Variable Swashplate This pump is variable displacement one. The angle of its swashplate can be varied so that the volume and pressure of oil pumped by the pistons can be changed or the direction of oil flow can be reversed. The swashplate is moved around the trunnion shaft with the neutral holder, by stepping on the speed control pedal linked to the neutral holder M37£81550-81750-62150-81550HST-B17S0HST-82150HST_WSM, 603580 4. Oil Flow and Valves M.3_ TRANSMISSION j — [ejimmenonos (Efem rence: Copco Cofaseoe o35aro27, P1: Port for checking high pressure (forward) Pa: Port for checking vacuum 2: Port for checking high pressure (reverse) 3: Port for checking case pressure The pump and motor are joined in a closed hydraulic loop and most of oil circulates within the main oil circ case. hydrostatic transmission needs to be supplied a want. A little oil lubricates and oozes out from the clearance between the moving parts of the Then oil in the main oil circuit of the P5: Port for checking case pressure Only return oil from the hydraulic cylinder drops to the transmission case. The charge oil aids smooth operation of piston pump and motor. The rest of the oil passes through the charge relief valve into the case. Then the oil passes to the main hydraulic pump through a cooler. 0 all of oil fed from the main hydraulic pump flows to the hydrostatic transmission for charging. M38M.3 TRANSMISSION 81550 81750-82150.815SONST-81750HST-B2150NST_WSM, 60356.0 i Charge Relief Valve To Main Oil Circuit 0011086 001 F087 While pumped and filtered oil flows into the main oil circuit through the check valves, excessive oil passes to the case through the charge relief valve. Oiltemperature Valve operating pressure “4a0 10 580 KPa asrcurrey (GiSt0 89 et em, 64 0.84 ps) nore than cate pressure “2010 560 KPa s0rc(27"F) 31957 haf emt. 612081 ps) more than case pressure Mi Neutral Valve check valve: Neuve valve Main oil Circuit or Fo8e osteeai7 The neutral valves in the main oil circuit lines are ‘open and pass the oil to the case when in neutral, and the oll pressure in their lines becomes low. And when the oil pressure in the high pressure line increases to a specified pressure, the neutral valve closes. Valve operating prewure “Approx 3.28 Mpa (3 Kgl Em, 469 ps M39§31350:81750.82150-81550HST 817S0HST-82150HST_WSM, 60358.0 M.3 TRANSMISSION MM High Pressure Relief Valve Main Out Cireutt (Foeward) 001 3F082 0011083, The high pressure relief valve between the two lines in the main oil circuit monitors the oil pressure in each line. When excessively high pressure is built up in one line, it opens and close the oil into another line. Oiltemperature ‘Valve operating presure Faas, Fast 285 Mpa Gren 2506350 Kat em? 3270 03560 ps) Case Relief Valve 00116088 00117089 The case relief valve monitors the oil pressure in the hydrostatic transmission case. When the oil pressure rises, it opens and flows the oil directly to the transmission case, so that the oil may not leak against the sealings. Oiltemperature Valve operating pressure PSO SHG, 170% 230 Kp3 Grtore (70 2:3 eg fem? 24 to 32 ps) M310M.3 TRANSMISSION £81580-61750.62150.01550HST.81750HST 82150HST WSM, 603560 5. Operation Mi Neutral Rod Neutral Holeer Cylinder Block (Pump) / Vvaive Plate (Pump) Input Shaft Pomp Kidney Port & Variable Displacement q Piston Pump Main Oi Circuit Trunnion Shafi Pump Kidney Port A. Motor Kidney Port Variable Swashplate — put Shatt age: Fixed Displacernent Piston Motor Motor Kicney Port © rimssnm” | vn Cylinder Block (Motor) i 00116074 When the speed control pedal is in neutral, the variable swashplate is at right angles to the pump pistons and they only rotate with cylinder block Without reciprocating. Since the oil is not being pumped to the motor, the cylinder block in the motor is stationary and the output shaft does not move. M3411£1550.81750.82150.815S0HST-B1750HST.621S0HST_WSM, 693540 MM.3 TRANSMISSION Pen / ee) f \ el [Eimrreneeos Tolerreneos i 03508027 3-12,M.3 TRANSMISSION £81550-81750-02150-815S0HST-¥1750HST-82150HST_WSM, 69256.0 ‘Forward a a Valve Pate Pump) em Kine Prt 8 ng Satt " aq Fainle ipconet True Sat tain 4 Cut Variable Seutate ouput Sat Fae Suaplte — eon eee = Bota Ktney Part € fons vate Pate ot ee pnt Bock Moro) Low Prewure ot conor When the speed control pedal is stepped on and in forward, the variable swashplate is tilted as shown in figure above. ‘As the pump cylinder block rotates with the input shaft, oil is forced out of pump kidney port A at high pressure. As pressure oil enters motor kidney port C, the pistons, which align with port C, are pushed against the swashplate and slide down the inclined surface. Then the output shaft rotates with the motor cylinder block. This drives the machine forward and the angle of pump swashplate determines the output shaft speed AAs the motor cylinder block continues to rotate, oil is forced out of motor kidney port D at low pressure and returns to the pump. 3-13{81550-01750 82150-81550HST 817S0NST-82150HST_WSM, 603540 M.3 TRANSMISSION ie | a cero 0354028, MataM.3 TRANSMISSION. M Reverse '1550:01750-82150-81550HST-B1750HST-82150HST_WSM, 60354.0 Variable Swashplate Fixed Swashplate—__ Pistons 001 7F090 [Neutral Holder lines Bloc Pup) Valve Plate (Purp) Pump Kidney Port 8 meme Vorisle Displacement Piston Pump Main Oil Circuit ‘Output Shaft Fixed Displacement Piston Motor = igh Presre i Low Pressure \,Hotor Kidney Port © Valve Plate (Motor) Cylinder Block (Motor) When the speed control pedal is stepped on and in reverse, the variable swashplate is tilted as shown in figure above. ‘As the pump cylinder block rotates with the input shaft, oil is forced out of pump kidney port B at high pressure. As pressure oil enters motor kidney port D, ‘the pistons, which align with port D, are pushed against the swashplate and slide down the inclined surface. Then the output shaft rotates with the motor cylinder block. This drives the machine rearward and the angle of pump swashplate determines the output shaft speed. {s the motor cylinder block continues to rotate, oil is forced out of motor kidney port C at low pressure and returns to the pump. M315831550-81750.82150.815SOHST-81750HST.821S0HST_WSM, 603500 M3 TRANSMISSION } 0354029 M316M.3 TRANSMISSION 6. Control Linkage £81580-61750.62150-6)S50HST-81750HST-821SOHST_WSM, 60354.0 | oH @ Fi = : Oa" oases Q (twat oer Co) Speedsei Denice £2) speed convetnod {3 oumper @) Rod Guide The speed control pedal and the trunnion shaft (9) of variable swashplate are linked with the rod guide (3), the speed control rod (2) and the neutral holder (1). As the front footrest of the pedal is depressed, the swashplate rotates and forward traveling speed increases. Depressing the rear footrest increases reverse speed. The roller (8) on the neutral holder arm (7) hanged with spring seats the detent of the neutral holder (1) so that the neutral holder returns to neutral. (6) Speed Control Pedal shaft (7) Neuteal Holder Am (@) Roller (9) Teunnion shaft Then, the swashplate is returned to neutral with the neutral holder, when the pedal is released. The damper (5) connected to the rod guide (3) restricts the movement of the linkage to prevent abrupt operation or reversing. The speed set device (4) linked to the rod guide (3) enables the linkage not to return to neutral and to keep a certain forward speed while the speed control pedal (6) is released. M3417'81550.8175082150.815S0HST-81750HST B21SOHST_WSM, 10221 M3 TRANSMISSION (2) Hydrostatic Transmission (Continued) ‘B2150HST 1. Structure = 6 ‘Bi05°108 18705°103 | (1) Neutral valve Forward) (5) Trunnion Shaft (7) Vatiable Displacement (9) Case {@) Neutral valve Reverse) (6) Check and High Pressure Piston Pump (10) Fixed Displacement Piston (@) Port Block Relief Valve (4) Output Shaft Hydrostatic transmission is composed of variable displacement piston pump, fixed displacement piston (8) Inputshate Motor motor and valve system. 093F013, M318M.3_ TRANSMISSION 15155081750.2150.815S0HST B1750HSI 82 150HST_WSM, 19221 Fixed Ss \ case oilouelet Cylinder Block washplate Piston Neutral valve Port Block Valve Plate Needle Bearing internal snap Ring ‘Osea output shatt J Input Shaft — Fixed Displacement Piston Motor Oilseal ~ te Ball Bearing 7 Tnrdst Plate Piston / / Variable Swashplate 093F014 oar Case Reet Valve Internal Snap Ring oltseai mm ToPTO Transmission Variable Displacement Piston Pump. ~ valve Plate ~ charge it inlet / 7 | | | | ‘ rain Plug Charge Relief Valve \ Check and High Pressure Reliet Valve 319'31550-81750-82150.81SS04ST.81750HST-82)SOHST WSN, 60354.0, M.3 TRANSMISSION Neutral Valve Forward) Neutral Valve (Reverse) Output shaft ‘Motor Kidney Port "C" — Motor Kidney Port "0" Case Relief Valve Input Shaft — Pump Kidney Port "8" ‘Check and High Pressure Relief Valve (Reverse) Check and High Pressure Reliet Valve (Forward) ChargeRelief valve Viewed from rear o35eF022 3.20M.3 TRANSMISSION 151550 .61750-62150-615S0HST.51750HST-B2150HST_ WW, 10221 2. Pump and Motor Pump Piston 9 swashplate o303F008 Piston Gylinder Swashplate Pump and motor cylinder, each containing pistons, are connected by lines. Cylinders and lines are filled with oil. Pistons ride against swashplates located in pump and motor. In the pump, as the cylinder rotates, pistons move across the sloping face of swashplate and slide in or Variable Trunnion Shaft Swashplote Covert \ / \ Varable Swashplate i Piston Shaft Teunnion of — Variable Swashplate Thrust ~Trunnion shatt cover 022F027 \der bores. The oil, forced out by the Pump pistons, causes the motor pistons to slide out of their cylinder bores. In the motor, sliding out of the cylinder and moving across the sloping face of swashplate, the pistons rotate the cylinder. of its swashplate can be varied so that the volume and pressure of oil pumped by the pistons can be changed or the direction of oil flow can be reversed. ‘The swashplate is moved around the trunnion shaft with the neutral holder, by stepping on the speed control pedal linked to the neutral holder. M321£81950.81750-8215)-81550HST-81/50HST-82150HST_WSM, 60354.0, M.3_ TRANSMISSION 3. Oil Flow and Valves Vive gna nomi ine ok Vale Reo) Le Sesto coo (See ie) 0350030 a = []) reve [J sano In the hydrostatic transmission, the pump and motor are joined in a closed hydraulic loop and most of oil circulates within the main oil circuit. A little of oil lubricates and oozes out from the clearance between the moving parts to the case. Then oil in the main oil circuit of the hydrostatic transmission needs to be supplied a want. So all of oil fed from ‘the main hydraulic pump flows to the hydrostatic ‘transmission fer charging and cooling. Only return oil from the hydraulic cylinders drops to the transmission case. The charge oil aids smooth operation of piston pump and motor. The rest of the oil passes through, ‘the charge relief valve into the case. Then the about half of oil in the case passes to the main hydraulic, pump through a cooler. And the other oil drops to the transmission case through the case relief valve of the hydrostatic transmission, and then the oil is sucked into main hydraulic pump through the oil strainer. M322M.3 TRANSMISSION W Charge Relief Valve 1350 81750-82150 B1SSOHST-B1750HST.82150HST_WSM, 10221 Into Case Fromoit Fiter Cartridge 8094023 While pumped oil flows into the main oil circuit through the check and high pressure relief valve, excessive oil passes to the case through the charge relief valve. Neutral Valve Oiitemperature Valve operating presture Sore, "490 19686 KPa 2% (Sto kgf km, 71 t0 100 ps) Drain to.case Main ol Cireuit 31093009 The neutral valves in the main oil circuit are open and return the oil to the case, when neutral and the cil pressure in their line is low. ‘And when the oil pressure increases to a specified pressure, the neutral valve is closed. Oitenperature Wale operating presure Beto37 apa iow | GER LGt in, cin = im 1 suns —_ (15 kat fem?. 213 psi 3-23£81550-01750:82180-815S0HST-81750HST-B2150HST WSN, 10221 I Check and High Pressure Relief Valve M.3_ TRANSMISSION Main Oi circuit Tocharce Relat Valve High Pressure Relief Val ‘Check Valve Fram oil iter Cormidge 0320F011 charge fete Valve ‘check Valve oO High Pressure Relief valve The check and high pressure relief valves monitor ‘the oil pressure in each line of the main oil circuit. iltemperature ieliel valve operating prewsure In neutral, both valves are open and charging 30% (2% 27s i028 ana (200 t0 2904 em2, 2963 104125 ps) enters into the main oil circuit through the valves. ‘At normal operation, the check valve in the pressure side is closed and it pushes and opens the another one. When excessively high pressure is built up in one line, the high pressure relief valve located in this line is open and the oil flows into another line. WM Case Relief Valve 03508023 ‘The case relief valve monitors the oil pressure in the hydrostatic transmission case. When the ‘Giltemperatuie Valveoperating pressure pressure rises, it opens and the oil flows directly to the transmission case, so that the oil may not leak Soe aps “98 to 294 KPa (ed kgtien?, 1410.3 p91 against the seelings. M326‘M3 TRANSMISSION. 4. Operatic M Neutral '31550.81750-82150 01550HST.B1750HST-82150NST_wSm, 603560 Fixed swashplate, Fixed Displacement “Piston Motor Neutral olor Input shaft Variable Bapacement | Pistou Pump (Crunnion shaft) Pistons / Variable Swashplate o320F012 MotorKidney Port "€" Cylinder Block (Motor) Valve Plate (Motor) Motor Kidney Port *D C7) tow Pressure oi! Pump Kidney Port Pump Kidney Port “A” ‘Valve Plate (Pump) Cylinder Block Pump) ‘When the speed contro! pedal is in neutral, the variable swashplate is at right angles to the pump pistons and they only rotate with cylinder block without reciprocating. Since the oil is not being pumped to the motor, the cylinder block in the motor is stationary and the output shaft does not move. 0354F030 M.3-25£21550.81750.82150-01550HST-61750HST-82150HST_WSM, 603540 M.3_ TRANSMISSION M Neutral Neutral Valve Forward) Open! Neutral Valve (Reverse) [Open] Output shaft ‘Motor Kidney Port “C* _— Motor Kidney Port “D" _-Cate Relief Valve - Input shaft Pump Kidney Port "A" — Pump Kidney Por “B” ‘Check and High Pressure Relief Valve (Reverse) check Valve Open} ‘Check and High Pressure Relief Valve (Forware), Icheck Valve Open] [tow Pressure oi! Charge Relief valve[Open! Viewed trom reat [case Pressure ont oasaroza M.3-26M3 TRANSMISSION 815%0-81750.82150 8155OHST.B1750HST-821S0HST_WSM, 603540 Forward Fixed Displacement ey = =e ( { ‘Neutral Holder —— t | ao fement Pump Kidney Port “B” (runmion Shalt) ee \ Svat ite ame) When the speed control pedal is stepped on and in forward, the variable swashplate is tilted as shown in the figure above. ‘As the pump cylinder block rotates with the input shaft, oll is forced out of pump kidney port "A" at high pressure. As pressure oil enters motor kidney port "C", the pistons, which align with port "C", are pushed against the swashplate and slide down the inclined surface. Then the output shaft rotates with the motor oylinder block. This drives the machine forward and the angle of pump swashplate determines the output shaft speed. As the motor cylinder block continues to rotate, oil is forced out of motor kidney port "D* at low pressure and returns to the pump. oaser031 M32781550.81750-62150-81SSOHST 81750NST-8215ONST WSM, 60354-0 M.3 TRANSMISSION Forward Neutral Valve (Forward) Neutral Valve (Reverse) {Closed {open} \ Ae 4 output J shaft ee Motor Kidney powre pon -0* CaseRelet Valve [Open] Input Pump Kidney Port "A hate Pump Kidney Por "8 check and High PressureRelief valve (Forward) {check Valve Closed} ‘Viewed from Rear 035ar025 Check and High Presure Relief Vave (eeverse) check Valve Open} ea [ED tow Presure ot [1] case Pressure ot 3-28M.3 TRANSMISSION MReverse 81550-01750.52150.01550NST.B1750HST-02150HST_WSM, 603549 Pistons Fixed Swathplate Faxed Displacement] Piston Motor Rod Neutral Holder Variabie Diplacement Paton Pump 0320F0:65 Gjleder Bloc Motoe) | ‘Valve Plate (Motor) Motor Kidney Port "D" v7 wotoxidney | Main oilcircuit BEBE High Pressure ot 3 ow Pressure oi! Valve Pate Pump) tinder Block (Pum) When the speed control pedal is stepped on ant reverse, the variable swashplate is tilted as shown in the figure above. ‘As the pump cylinder block rotates with the input, shaft, oil is forced out of pump kidney port "B” at high ‘pressure. As pressure oil enters motor kidney port “D", the pistons, which align with port "D", are pushed against the swashplate and slide down the indined surface Then the output shaft rotates with the motor cylinder block. This drives the machine and the angle ‘of pump swashplate determines the output shaft speed [As the motor cylinder block continues to rotate, oil is forced out of motor kidney port “C” at low pressure and returns to the pump. ossaroxz 3-29£1550 81750 82150-815SOHST:817S0HST-B2150HST WSM, 603540 M.3 TRANSMISSION W Reverse ieee Neutral valve (eves) pet NS _ Wosed) Motor Kidney es output share {Motor kidney Port "0" oy Valve Pump Kidney _ Inputshate Pon ™a = _—Pumpkidney Port "8" Check and High Pressure Relief Valve (Forward) check valve Open] Check ard High Pressure Rolie Vaive (Reverse) [check Valve Closed Charge Relief Valve lOpen! HE] ion rressre on [EZ] tow Pressure oi 1) case Pressure 08 Viewed from rear 0354026 M330M.3 TRANSMISSION 5. Control Linkage '81550'81750-82150.815S0HST-81750HST.B2150HST_WSM, 60350-0 0354034 (1) Neutral Holder {2) Speed Control Rod {G) Rod Guide (@) Speedset Device (5) Damper (6) Speed Control Pedal (2) NeutralHolder arm (®) Roller The speed control pedal (6) and the trunnion shaft of variable swashplate are linked with the rod guide (3), the speed control rod (2) and the neutral holder (1). As the front footrest of the pedal is depressed, the swashplate rotates and forward traveling speed increases. Depressing the rear footrest increases reverse speed. The roller (8) on the neutral holder arm (7) hanged with spring seats the detent of the neutral holder(1) so that the neutral holder returns to neutral. Then, the swashplate is returned to neutral with the neutral holder, when the pedal is released. The damper (5) connected to the rod guide (3) restricts the movement of the linkage to prevent abrupt operation or reversing. ‘The speed set device (4) linked to the rod guide (3) enables the linkage not to return to neutral and to keep a certain forward speed while the speed control pedal (6) is released. 3-3111550-01750 82150-815S0HST-81750HST-821S0HST_WSM, 60350.0 (3) Auxiliary Gear Shift Section 9B1550-81750-B1550HST-B1750HST —_(L-H range), ; “S rN TL, $e o5éror3 82150-82150HST Je ® IONS (UM-H range) ox39F105 M.3_ TRANSMISSION Two kinds of power flow (from 4th shaft to spiral bevel pinion shaft) are available by operating the high-low gear shift lever to shift the gear (2) 0 the spiral bevel pinion shaft (4) Low Position 4th Shaft (1)—-Shifter Gear (2) —Spiral Bevel Pinion Shaft (4) Mi High Position 4th Shaft (1) ~Gear(3)—Shifter Gear (2) —Spiral Bevel Pinion Shaft (4) (1) 4th Shaft with 117 Gear (157 Gear) (2) 321-131 Shifter Gear (207-127 Shifter Gear) (@) 197 Gear (231 Gear) (2) Spiral Bevel Pinion Shaft (means the parts for HST type. Three kinds of power flow (from 3rd shaft to spiral bevel pinion shaft) are selected by operating the range selector lever to shift position of shifter (3) and gear (9). Ml Low Position 3rd Shaft (1)~Shifter (3)—18T Gear (2)—-Gear (8)--4th Shaft with 11T Gear (7)—Shifter Gear (9)~Spiral Bevel Pinion Shaft (10) MM Middle Position 3rd Shaft (1)—Shifter (3)—Gear (4)~27T Gear (6)—-4th Shatt (7)—-Gear (5)~Shifter Gear (9) —Spiral Bevel Pinion Shaft (10) High Position 3rd Shaft (1)—Shifter (3)—18T Gear (2)—Gear (8)-~4th Shaft (7)—-Gear (5)~Shifter Gear (9) ~Spiral Bevel Pinion Shaft (10) ‘ath Shaft wath 117 Gear 227 Gear (217 Gear) 291-151 Shifter Geae (297-167 shifter Gear) (10) Spirat Bevel Pinion shaft (1) 3rashate ” (@) 181 Gear @ @) Shifter @ (@) 137 Gear (127 Gear) (6) 257 Gear (247 Gear) © 271Gear *( ) means me pants for HST ype. 3-32M.3 TRANSMISSION (4) Front Wheel Drive Section (4WD Type Only) @B1550-B1750-B155OHST-B1750HST ro fa c fey @ aS 81850.81750 82150.81550HST.817504ST-821S0HST_WSM, 603540 2wheel drive or 4-wheel drive is selected by changing the position of gear (1) with the front wheel drive lever. When the front wheel drive lever is set to “Disengaged,” the gear (1) is neutral and power is not transmitted to the drive shat (4) When the front wheel drive lever is set to “Engaged,” the gear (1) slides to the right to engage with gear (2) on the spiral bevel pinion shaft (3) ‘Therefore, the front drive shaft is actuated to drive the front wheels 03395105 a Pa ae we | gssggr [emo | earsonsr ‘1 B2150-B2150HST i) | 23TGear 237 Gear 277 Gear 277 Gear | Ter ceor | terGeor | TerGear | Tet Geor a Sonal evalP ion ral — a Teverse Saf From Orv Sra Tote ae EE [2] PTO SYSTEM (1) Rear PTO Shift Section 81550-81750 oasarota MM B1550HST-B1750HST Besides neutral, two kinds of power flow are available by operating the PTO shift lever to shift Positions of gear (4), 1st Position (ist Shaft) 147 Gear—29T Gear—2nd Shaft (1)+Gear (2)—Shifter Gear (4)--3rd Shaft (5)(6)—5th Shaft (7)-Gear (8)~Gear (3) PTO Shaft (10) 2nd Position (st Shaft)14T Gear—-29T Gear—2nd Shaft (1W-17T Gear (2)—Shifter Gear (4)—3rd Shaft (Si--(6)—Sth Shaft (7)—Gear (8)—Gear (9)-PTO Shaft (10) 2 a3 fen) ‘81550-1750 (B1SSOHST-B17S0HST eta Tata eae Tashan | Srewaycintom [cuss aL sn Sasha torres Hoan M333£81350:6175082150-815S0HST.81750HST821SONST_WSM, 603540 M.3_ TRANSMISSION m 82150 9 ® ©@9 © o3sarois m 82150HST o3séror7 Two kinds of power flow are selected by operating the PTO gear shift lever to shift position of gear (4). Mist Position (Rear PTO) (82150) Coupling (1) Shaft with 15T Gear (2)~25T Gear (10)—-6th Shaft (3)—17T Shifter Gear (4)—25T Gear (12)7th Shaft Front (11)~7th Shaft Middle {6)-One-way Clutch Cam (16)—7th Shaft Rear with 15T Gear (17)-28T Gear (8)--Rear PTO Shaft (9) [B2150HsT] (1)—(2)-(10)-*(4)(3)--(5) 13) (119-6) “(16 (17-18) (9) 2nd Position (Rear PTO) 1g (1)~*Shaft with 15T Gear (2)~-25T Gear (10)6th Shaft (3) 17T Shifter Gear (4)—-20T Gear (5)—-21T Gear (13)—-7th Shaft Front (11)~-7th Shaft Middle (6)—One-way Clutch Cam (16)--7th Shaft Rear with 1ST Gear (17)--28T Gear (8)—Rear PTO Shaft (9) {2150HST) (1)=(2)—-(18)—-(4)— (3) (5) 03)-"(11) +6) ~=(16)-(17)-(8)-(9) a0 amo ow 7 causing (| Outer with 57 Gear | _Twihaftwh oT Gear @ eihat Basha [Tsai Ger 2ai She Ger ® 2 Ger Bar Ger [Ahsan Thshak ee a area 277 Gear @ aT Gear 287 Gear @ LL kerToaat Rear to Teen aise in] Rasher Tahara daar = [Ey EC Ber en a Ber Tio) | Ovemay Cath om couning won| seg pearwan | Tete seeaen Fee ere er = Tet Gen M334M.3 TRANSMISSION (2) MID PTO Section The mid PTO is mounted on all tractors asa standard [81550:B1750-B1550HST-B1750HST] 5501750 ossarora [B2150'82150HST] £51550-81750.62150-01550HST-91750HST.821S04ST_WSM, 603540 Besides neutral, one kind of power flow are avcilable by operating the PTO shift lever to shift positions of shifter gear for Mid PTO. ‘Always the mid PTO is engaged with the rear PTO, selecting the 2nd position. Wl istPosition The mid PTO is not engaged with the shifter gear. 2nd Position st Shaft (14T Gear) (1)--29T Gear—2nd Shaft (2)—Gear (4)~Shifter Gear (5)~3rd Shaft (6)--Gear (7)=Miid PTO Shaft with 11T Gear (8) (1) tstshatt (147 Gear) (@) 2ndshatt @) 137 Gear (141 Gear) (6) 3rd Shatt (@) 177Gear(181 Gear) (7) 197 Gear (247 Gear) (@) Mid PTOShaftwith 117 Gear (5) 1BTATTShifer Gear Q@iTshittery * (means the parts for HST type, / woe S 03398105, (1) Coupling (2) Outer shaft with 157 Gear (ist shaft with 137 Gea) (3) bth shaft (@) 177Shitter Gear (247 shitter Gear) (5) 207 Gear (6) Teh shaft middle 0) 277Gear a (8) 28TGear (9) Rear PTO shaft 2 (20) 257 Gear (27T Gear) (11) Teh shaft Front (12) 257 Gear (None) (13) 217 Gear (231 Geor) (18) Mid PTO Shaft with 167 Gear 277 Gear ‘None (207 Gear) 03) 8) + ( means the patts for HST Two kinds of power flow are selected by operating the PTO gear shift lever to shift position of 17T gear (5). Always the mid PTO is engaged with rear PTO. MistPosition (82150) Coupling (1)~- Outer Shaft with1ST Gear (2)—-25T Gear (10)—6th Shaft (3)—17T Gear (4)—-25T Gear (12}—7th Shaft Front (11)}-7th Shaft Middle (6)—277 Sear 0) ~271 Gear (157~Mid PTO Shaft with 167 Gear (14) [62150857] (1)-*(2)—= (10) ()(5) (13) (11) (7) =05)-04) ‘ype. Wand Position 182150] Coupling (1)}--Outer Shaft with 15T Gear (2)—-25T Gear (10)-6th Shaft (3)—-17T Gear (4)—-207 Gear (5)--21T Gear (13)—-7th Shaft Front (11)—~7th Shaft Middle (6)—27T Gear (7-277 Gear (16)—-Mid PTO Sheft with 16T Gear (14) {82150HST) (1 2)=(18) (4) 3} (5) (13) (11) (7) =(15)-"(14) M3.35|81550.81750.82150.81550NST 81750HST-82150HST_WSM, 603500 M.3 TRANSMISSION Bigso7s0 miso) aussonsrat oust | aataoHsr Rear P70 580 rpm 019m is mid PTO 7 170i rpm Rear PTO Bap Tse 2nd mid PIO 2ai6epm Bispm (3) Front PTO Section The front PTO is available for all tractors as an option. Engine revolution Front PTOrevolution — | qginttalmereveltion (4) One-way Clutch Cam Section (B1550-B1750-B2150) The one-way clutch cam is also called an overrunning clutch. It is composed of a pair of clutch cams(1), (2) and a cam spring (3). One of the clutch cam is splined to the shaft (4), and the other is splined to the shaft (5). These two clutch cams (1), (2) are engaged with each other by the force of the cam spring. As long as the shaft (4) is rotating faster than the shaft (5), these two clutch cams (1), (2) will remain engaged, and the shaft (5) is driven. But, if the PTO shaft drives a rotary mower as an implement , for example, and the source of power is stopped by pressing the clutch pedal, or if the engine speed is lowered, the clutch cam (2) will overrun as shown in the figure. This overrunning is caused by ‘the inertia of the mower blades. Then, engagement will not take place until the shaft (4) is running faster than the shaft (5). In this way, the one-way clutch cam protects the transmission’ and engine power train against damage, by allowing the PTO shaft and the shaft (5) to overrun if PTO shaft overspeeds. (1) Cluteh com (2) cluten cam (3) Cam spring (@) Mice shate o302r019 (5) Rear shaft mNOTE © Thisis not mounted on all HST models. 3-36M4 REAR AXLE 81530.81750'8215081550HST.81750HST.B2150HST_WSM, 60354-0 EZ] REAR AXLE ® ¢ s aseroos : (i) Diterentalcen shot) Rear ase Care (5) Spur Gear @ Oierenia ) Spat sevelPnon (8) Reavaste (6 Spwal evel Gear The rear axle is a semifloating type with ball The differential (7) automatically controls the bearings between the rear axle (4) and the rear axle revolution of right and left wheels when the rear case (3), which supports the rear wheel load as well wheels encounter unequal road resistance during as transmitting power to the rear wheels. turning Mat181550-81750.82150.8155OHST-81750HST-82150HST_WSM, 60354-0 [1] DIFFERENTIAL FUNCTIONING M.4 REAR AXLE ‘os02r02t a () Spiral Bevel Pinion (2) Differential Psion (3) Differential side Gear (@) Spiral Bevel Gear 41.During Straight Running Rotation cf the spiral bevel pinion (1) is transmitted to the spiral bevel gear (4) and differential case (8) When road resistance to the right and left wheels are equal, differential pinions (2), (6) and differential side gears (3), (7) are all rotate as a unit. Both rear axles received equal input, and both wheels turn at the same speed, allowing the tractor to go straight ahead. At this time, differential pinions do not rotate around the differential pinion shaft (5). (6) Differential Pinion shaft (© Differential Pinion () Differential side Gear 0) Differential Case 2. During Turning When the tractor turns, the road resistance to the inside tire increases (as if braking is applied to that, side only). In other words, if one of tires slows down, revolution difference is generated in the differential side gears (3), (7). When rotation of one differential side gear becomes lower than tie other, differential pinions (2), (6) begin rotating around differential pinion shaft (5). The other differential side gear is increased in speed by the soeed increment of differential pinion rotating around differential pinion shaft. This means that rotation of one rear axle is slowed down and that of the other rear axle is increased. Thus, the tractor turn smoothly without power loss The combined number of revolutions of the right and left differential side gears is always twice that of the spiral bevel gear (4). When spiral bevel gear revolution is 100 rpm, and if one of the differential side gears stops moving, the revolution of the other differential side gear becomes 200 rpm and if one rotates at 50 rpm, the other rotates at 150 rpm. Ma2M4 REAR AXLE [2] DIFFERENTIAL LOCK {81550.81750-82150-81550HST-81750HST-82150HST_WSM, 603540 02028022 (1) Differential Pinions (2) ShiftFork {G) Differential Lock Lever (@) Differential Gear Shaft {5) Spiral Bevel Gear {6) Differential Pinion Shaft (7) Differential Case {@) Differential Lock Clutch (9) Differential Gear Shaft When resistance to the right and left tires are greatly different due to ground conditions or type of work, the tire with less resistance slips and prevents the tractor from moving ahead. To compensate for this drawback, the differential lock restricts the differential action and causes both rear axles to rotate as a unit. When the differential lock pedal is stepped on, it causes the differential lock lever (3) to rotate, which will move the shift fork (2) and the differential lock clutch (8) toward the spiral bevel gear (5). The differential lock clutch (8) engaged with the teeth of the differential case (7) to cause the differential case (7) and the differential lock clutch (8) to rotate as a unit Therefore, differential pinions (1) are unable to rotate around differential pinion shaft (6) and identical revolutions are transmitted to the right and left differential gear shafts (4),(9). Maa{81550-81750 .2150:815S0HST-81750HST-82150HST_WSM,60354.0 M.S BRAKE Ej BRAKE 1M B1550-81750-B1550HST-B1750HST osaror0 Wm 82150-82150HST oaseron () Lock Lever (2) Brake Pedal RH (3) Brake Pedalt# Each of rear wheels are equipped with separate brakes which can be applied independently or locked together for simultaneous application. The brakes are mechanical internal-expansion type with leading- trailing brake shoes (7). Thay are connected to the two brake pedals (2), (3) which the operator controls with his right foot. The brakes can be operated in two ways. The first is independent operation of the right and left pedals ‘to actuate the right and left brakes separately. Thisis () Brake shoe (@) Return Spring (@) Brake Rod (10) Brake cover (11) Brake Com used for turning in a small radius. The other way is simultaneous use of the right and left pedals. The pedals are locked together so that when either the right or left pedal is pressed, both brakes are simultaneously actuated. This is used to stopping or reducing speed while traveling on road Acuron © While traveling on road, the two brake pedals must be locked together for safety. M5-1M.5 BRAKE £81550.01750.82150 BISSONST B1750HST-B21S0HST_WSM, 60356.0 x02r078 () Brakeshoe (@) Anenor cam {@) Return Spring (@) Brake Drum The brake drum (4) is splined to the diffrential gear shaft (5), which in meshes with the final drive gear. Pressure against the foot pedals is transferred through the brake arm (6). Movement of the arm causes the brake cam (7) to rotate, expanding the brake shoes (1) outward against the brake drum (4). (6) Differential Gear Shatt © Brake arm () Brake Cam The same amount of braking force is produced in both forward and reverse motion. As the brake shoes (1) are pressed against the drum (4), the rotation of the differential gear shaft (5) is retarded, which in turn stops, or slows final drive gear rotation. MS2£81850-81750-82150.81550HST 81750HST'821SOHST_WSM, 69358.0 M6 FRONT AXLE (FRONT AXLE The front axle supports the front of tractor and facilitates steering. There are two kinds of front axles. The two-wheel drive axle has free-running front wheels and the four-wheel drive axle has powered front wheels. [1] FRONT WHEEL ALIGNMENT Front wheel alignment is a term given to mean four angle settings in three dimensions camber, kingpin inclination, toe-in and caster angle. These angle settings are made for the following purposes. 1) Camber The front wheels are tilted from the vertical as viewed from the front, the wheels are farther apart at the top than at the bottom. This inclination is called camber. Camber reduces rolling resistance of the wheels, and also minimizes bending or twisting of the front axle. 085051 2) Kingpin inclination The kingpin is tilted from the vertical as viewed from the front. This inclination is called kingpin inclination. As with the camber, kingpin inclination reduces rolling resistance of the wheels, and prevents any shimmy motion of the steering wheel. It also reduces steering effort coasros3 3) Toe-in front Viewing the front wheels from above reveals that I 1 the distance between the front wheels is less at the front than at the rear. This turning in of the front wheels is called toe-in. The front wheels tend to roll | j t | outward due to the camber, but toe-in offsets this | } and ensures parallel rolling of the front wheel Another purpose of toe-in is to prevent excessive and WN, uneven wear of tires. Tear coase054 M61