SIMOW IM CAN INTO Ls KOMATSU 6D510, GD520 SERIES MACHINE MODEL GD521A-1 GD522A-1 GD523A-1 GD525A-1 GD511A-1 GD513A-1 GD521R-1 GD523R-1 GD511R-1 GD513R-1 GD510R-1 GD515A-1 GD525A-1C GD525A-1A GD525A-1B SERIAL No. 10001 and up 20001 and up 30001 and up 50001 and up 10001 and up 30001 and up 10001 and up 30001 and up 10001 and up 30001 and up 15001 and up 50001 and up 60001 and up 50001 and up 55001 and up } COMPONENT TYPE ZEerxcranmooor See table of appli ible components. SEBMG5250107 [All component and parts for the GDS 10R-1, with the exceptions of the transmission and main clutch, are interchangeable with those of the GD511R-1 oePOWER TRAIN 21 STRUCTURE AND FUNCTION Or NZ General 21-2 Power train 21-3 HYDROSHIFT transmission piping 21-4 HYDROSHIFT transmission control 21- 6 Power train hydraulic circuit schematics... 21- 6 Power train hydraulic circuit diagram 21-7 PTO 21-8 HYDROSHIFT transmission 21-9 Transfer 21-13 Transmission control valve 21-14 Power train 24-211 Main clutch 21-21-2 Transmission 21-21-3, HYDROSHIFT transmission pump 21-22 Final drive 21-24 Final drive, differential lock and unlock piping 21-31 Tandem drive 21-32GENERAL ‘The power from diesel engine (1) is transmitted to the HYDROSHIFT transmission (3) through the joint (2). In the HYDROSHIFT transmission in response to the load and the forward-reverse rotation direction, the clutch is selected and the power is transmitted to the final drive (6) through the drive shaft (5). Here, the power is separated into left and right per- pendicular directions and transmitted to the tandem rive (7| through the rear axle. ‘The tandem drive transmits the power to the wheel by a chain and the machine travels. Nowaene F23aH01001 Engine Joint HYDROSHIFT transmission Parking brake Drive shaft Final drive Tandem drivePOWER TRAIN aioe (TT SS | tzano108 1 Eni on . 4, Steering -Hydraulic pump: # RYDRCENET ranannon Sane | peas Aiehaiet | 10. BrokeM Type 2986002 1. Engine 2. Joint 3. Transmission charging pump. 4. Steering Hydraulic pump 5. HYDROSHIFT transmission 6. Parking brake 7. Drive shaft 8 Final drive 9. Tandem drive 10. BrakeHYDROSHIFT TRANSMISSION PIPING q Vy F23aHo1002 View2 Transmission pump Hydraulic tank 1 2 3. Transmission fier + The oil in transmission (7) is sucked by transmis- 4. Engine sion pump (1) through the strainer. 5. Main frame +The oll from transmission pump (1) flows to 6. Final drive 7. 8 9 0. transmission filter (3), and transmission control valve ‘Then the cil flows to oil cooler in radiator to be ‘cooled and to the transmission ta lubricate it. 1 Transmission Transter Parking brake Centralize oll pressure pick up (0 Type)HYDROSHIFT TRANSMISSION CONTROL 298410074, 1. Inching pedal 2. Transmission control ever 3. FR control wire 4. Inching control wirePOWER TRAIN HYDRAULIC CIRCUIT SCHEMATICS 9 18 35) MU i| Low F2saHo100aPOWER TRAIN HYDRAULIC CIRCUIT DIAGRAM Hydraulic tank Transmission pump ‘Transmission filter Priority valve (Cracking pressure: 14 kg/cm?) Cooler bypass valve (Cracking pressure: 6 kg/cm’) Modulating relief valve (Setting pressure: 28 kg/em*) Quick return valve Cut-off valve Transmission lubrication PTO lubrication ‘Speed spool F-R spool ast 13 14, 16, 16 7 18 19 20. 21 22 23. 24. 25 26 2nd Sid 4th 5th 8th F46101008 Inching valve ‘1st speed spool 2nd speed spool rd speed spool High-Low valve Forward clutch Reverse clutch Vst clutch 2nd clutch rd clutch Low clutch High clutch Lubrication relief valve (Cracking pressure: 3kg/em*) Pilot filterPTO A,B,C, DE, F,G,H, J. K, N Type 1. idle gear (Teeth: 41) 2. Idler gear shaft 3. Input gear (Teeth: 28) 4. Input shaft 5. Output gear (Teeth: 31) 6. PTO case Section A-A 2aaroot 7. Cage 8. Cover 9. Hydraulic and steering pump drive gear (Teety 28) 10. Cage 11. Transmission pump drive gear (Teeth: 28) 12. CageM Type oe Section aos 52501001 1. Pump drive gear (31 teeth) 6. Input shaft 2. PTO case 7. Output gear (23 teeth) 3. Idler gear (40 teeth) 8. Cage 4. Shaft 9. Cover 5. Input gear (31 teeth) 10. CageHYDROSHIFT TRANSMISSION A,B,C, D,E,F,G,H, J, K, N Type 1. Housing R. planetary pinion shaft housing, Case F. 3rd planetary pinion shaft F. 3rd housing 3rd piston 2nd housing 9. 2nd carrier @xeeheN 2nd planetary pinion shaft ‘1st housing L housing Cage Intermediate shaft L planetary pinion shaft Cage -H. piston }. Output shaft 19. Learrier 20. L. piston 21. Istpiston 22. 2nd piston 23. F. 3rd cartier 24. F. piston 28. R. carrier 26. Input shaftM Type 1 Rring gear R planet geer Rclutch Ring gear [Link] gear Feluteh 3rd planet gear 3rd clutch 9. 2nd planet gear 10. 2ndring gear 11. Liring gear 12. [Link] gear 13. Hub 14, Intermediate shaft 18, Output shaft 16. L. carrier ae 17. 18, 19, 20. 21 22. 23. 24. ‘nd H. clutch Leclutch Hub Ist clutch 2nd sun gear 2nd clutch 2nd carrier 3rd sun gear 25. 3rdring gear 26. F. 3rd carrier 27. F. sun gear 28. Fring gear 29. R. carrier 30. R. sun gear 31. Input shaftFORWARD 1ST SPEED (F., 1st and L. clutches engaged) Power is transmitted from F sun gear E to F planetary pinion F. Because F ring gear G is fixed, F planetary pinion revolves around F sun gear while revolving on its axis. F carrier (one with 3rd carrier) revolves it in the same direction as F sun gear Furthermore, because 1st clutch has been engaged ‘ist gear N, 2nd carrier and 3rd ring gear J become one unit. F23aH01003 In this condition, F carrier (one with 3rd carrier) is, revolving and 3rd sun gear H, 2nd sun gear K, 1st clutch, 2nd carrier and 3rd ring gear revolve as one unit, power is transmitted to revolve intermediate shaft No. 3 in the same direction as F sun gear. Furthermore, power is transmitted to High-Low trans- mission, and because L clutch is fixed, power is trans- mitted to the output shaft through L planetary pinion Q and L carrierREVERSE 1ST SPEED (R., 1st and L. clutches engaged) F23AH01008 Power is transmitted from R sun gear A to R plane- tary pinion B. Because R ring gear C is fixed by R clutch, R carrier is also fixed. Because of this R planetary pinion revolves on its axis. R ring gear D revolves in the opposite direction to R sun gear. At this time power is transmitted to revolve F carrier in the opposite direction to the input shaft revolution because itis one with R ring gear. Transmission of power after this is the same as with Forward 1st speed,TRANSFER A,B,C, D, E,F,G,H, J, K, NType From {eonsmission Outline ‘© The transfer is installed at the power output end of the transmission and is secured to the trans- mission case by bolts. ‘Transmission path © Output shaft of the transmission is coupled to transfer input gear (1) by a spline, The motive force is transmitted to output gear (3) through idler gear (2) and output shaft (4) Oe hene F23AH01008 Transter input gear (teeth 37) Transfer idler gear (teeth 30) Output gear teeth 31) Output shaft Coupling StrainerM Type eo rene Section =A 52601002 Input gear (38 teeth) ‘Transmission output shaft \dler gear (37 teeth) Output gear (41 teeth) Output shatt CouplingTRANSMISSION CONTROL VALVE F23e01016section -€ STRUCTURE The control valve used on these machines consists of the following valves. The priority valve (which maintains the hydraulic pressure to actuate the shift valves accurately), the modulating valve (which con- ects the clutch smoothly and ensures smooth gear shifting), the speed valve (which enables selection of 1 suitable gear speed by combining the clutches), and the inching valve (which enables fine adjustment for travel when operating the FORWARD and REVERSE clutches) F236H1 105, Lubrication and oilcooler bypass valve ass'y Priority, modulating and quick return valve oss'y F-R end speed valve ass'y Piston valve Piston valve Priority valve Stopper Sleeve valve Modulating reli valve Sleeve ‘Quick return valve Stopper Lubrication valve Oilcooler bypass valve 2nd speed vaive Stopper Cover 3rd speed valve Stopper F-R spool Inching spool Inching valve Speed spool HL valve Cover Cut-off valve ‘st speed valveMODULATING VALVE FUNCTION The modulating valve consists of the modulating relief valve and quick retum valve. t performs the function of a pressure modulating and main relief ‘When the gear shift lever is operated to change ‘speed, the clutch is pressed into close contact by the piston, However, if sudden high hydraulic pressure is ap- plied, the piston will suddenly come into contact with the clutch and the machine will suddenly start and receive excessive shock ‘The modulating valve is installed to prevent this. ‘When the gear shift lever is operated to change ‘speed, it rises the hydraulic pressure on the piston gradually until it reaches the set pressure. This allows the clutch to be engaged smoothly ‘and prevents any shock when starting the ma- chine. This not only improves the durability of the transmission system, but also makes the ride ‘more comfortable for the operator. ‘The graph on the right shows the passage of time and the rise in hydraulic pressure in the ‘modulating valve. For example, when changing from FORWARD Ist to FORWARD 2nd, the cil from the pump passes through the speed valve, flows to the 2nd speed clutch, and fils the circuit to the clutch cylinder. This time taken to fill the. Circuit up to the clutch cylinder is called the “fill ing time”, and the hydraulic pressure is about 0 kg/em* ‘The time between the point where the oil fils the Circuit up to the clutch cylinder (and the pressure starts to rise) and the point where it reaches the set pressure is called the “modulating time”. 7 Lt / Time 2022v 2) 3) Immediately after speed changing (X point! Immediately after changing speed the main cir- cuit (from the pump! oil flows into the piston of the operating clutch. Due to the flow of oil at this time, a difference in pressure is produced in chamber A and chamber B of quick return vaive (3), and the quick return valve moves to the left. At this time, chamber C of the modulating valve sleeve valve is connected to the drain circuit. By the force of spring (4), modulating sleeve valve (5), while draining the oil which has filled chamber C of the sleeve valve, returns to stroke end (right side) ‘While raising pressure (Y point) When the clutch piston fills with oil, the flow of il almost completely stops. The pressure of ‘chamber A and chamber B of quick return valve 3) is almost the same. Due to this, the pressure difference (a > b) on the surface and b surface of the quick return valve to return the right. The Circuit to drain port chamber D of the modulating sleeve valve closes. At the same time the oil passed through the orifice @ of the quick return valve pushes modulating sleeve valve (5) to the left. Then, due to the movement of the sleeve valve, spring (4) contracts and the relief pressure of the modulating valve gradually rises. At set pressure (28 kg/cm’) (Z point) When modulating sleeve valve (5) touches the body, the increase in the oil pressure ceases. At this time the relief pressure is the set pressure (28 kg/cm?) of the modulating valve. 2ir0z3 2iroza 21F025SPEED VALVE 1) Atneutral ‘The pilot pressure applies on chamber A of the cut-off valve and because chamber C connect with the drain circuit, the spool moves to the left {due to the difference in pressure between cham- ber A and chamber . The oil from the pump does not operate each clutch, but is drained into the transmission case. 2) At forward 1st speed Chamber B and chamber D of the back pressure side of the shift valve (1st, HL) are each connect- fed to the drain circuit and so @ difference in pres- Sure arises in chamber A and chamber B, and chamber A and chamber D. The 1st speed and the HL. spool are each pushed to the left and since the F.R. spool is set in the F position, the oil from the pump is led to the 1st, L. F. clutches, 3) At forward 6th speed Since chamber E of the back pressure side of the shift vaive (3rd) is connected to the drain circuit, 2 pressure difference arises between chamber A and chamber E and the spool is pushed to the Tight. Since the FR. spool is set on the F position, the oil from the pump flows into the 3rd, H., F cluten. {To 2nd outen PYpeee aren F208H 1009 F236H1010 HL sooo! To 31a euch FaapHior4) Areverse 2nd speed Because the back pressure side of the shift valve (2nd), (HL) is connected to the drain circuit, @ difference in pressure arises between chamber A and chamber D, and chamber A and chamber F The H.L. spo! is pushed to the left and the 2nd poo! is pushed to the right. Since the FR. spool is set in the R poition, the oil from the pump is led to the 2nd, LR. clutch, At other forward 2nd speed — 5th speed and reverse 1st speed and 3rd speed — 6th speed occur according to combinations in the above items 2 ~ 4. ‘The combinations are as follows: Forward 2nd speed: 2nd, LF Forward 3rd speed: 3rd, LF Forward 4th speed: 1st, HF Forward 5th speed: 2nd, H. F. Forward 6th speed: 3rd, H. F Reverse 1st speed: 1st, R. Reverse 3rd speed: 3rd, LR. Reverse 4th speed: 1st, H.R. Reverse Sth speed: 2nd, H.R. Reverse 6th speed: 3rd, H.R. oro chen Faapnior2INCHING VALVE FUNCTION Unlike a direct drive transmission machine, 2 HY- DROSHIFT TORGFLOW transmission machine is not equipped with a main clutch. Accordingly, the engine power cannot be turned off Unless the transmission is set to "NEUTRAL". In order to ensure fine adjustments during work, smooth starting, stopping, and forward/reverse movement of the machine, an inching valve is fitted inside the transmission control valve and is mani- ulated by en inching pedal. 1, When inching pedal is not depressed; The oil from the pump passes through ports A and B, goes through the F-R spool and is sent to the F-R clutch The return spring of the inching pedal pushes valve spool (2) and collar (3). These push valve (1) to the left. The oil passing through orifice D enters chamber C, and produces force to push valve (1) to the right. However, the tension of the return spring prevents valve (1) from moving, 2. When inching pedal is slightly depressed: Valve spoo! (2) moves the right, so piston (4) Pushes valve (1) to the right to 8 position whee itis in balance with the tension of springs (6, (6) and (7) I other words, the passage to port Bis restricted and orifice E is connected to the drain Port, As @ result, the hydraulic pressure of the F-R clutch is reduced and the clutch is held in 3 partially engaged condition 3. When inching pedal is fully depressed: Valve spool (2) moves completely to the right, so the tension of springs (5) and (6) is further re- duced. As a result, the hydraulic pressure of the F-R clutch drops to 0.4 — 0.5 kg/em?, and the clutch is completely disengaged. ‘This inching valve shuts off the circuit which feeds hydraulic oil to the F-R valve. As a result, the forwar- direverse clutch is turned OFF and the transmission {s set to NEUTRAL to turn off the engine power. The inching valve also throttles the circuit which feeds hydraulic oil to the F-R valve to set the forward/re- verse clutch to the half-clutch condition. Thus, this inching valve can finely adjust the traveling condition, To F-Rspoo! From pume Te pool From pure 4 oo zase320PRIORITY VALVE FUNCTION ‘The priority valve keeps the hydraulic pressure (shift valve operation hydraulic pressure) of the pilot circuit constant at the specified pressure if the main circuit hydraulic pressure decreases, to ensure operation of the gear shift valve. 1. When neutral The priority valve (1) is a relief valve with a set pressure of 14 kg/em? When there is no speed changing, the pilot circuit hydraulic pressure (shift valve hydraulic oll pres- sure) is the same as the main circuit hydraulic pressure: 28 kg/cm’. The priority valve is in con- tact with the stopper. 2. During speed changing When the main circuit oil pressure goes down below 14 kg/em?, the pilot circuit oil pressure is maintained at 14 kg/cm* by the priority valve and the shift valve can reliably function. To itor circuit Fromoune 1 2 Drain 21F020 To shite valve ziFoz!POWER TARIN LType F23ap01001 Engine Main clutch Drive shaft ‘Transmission (Constant mesh) Parking brake Drive shaft Final drive Tandem drive Brake Steering + hydraulic pump ‘Transmission » main clutch pump RRewVanrenMAIN CLUTCH - The clutch is a wet, twin disc (2 discs) spring type, and transmits engine driving force to the transmis- sion. The two driven plates are caught between fly wheel drive plate and pressure plate, and compressed by coil respring force, and transmit power by the fric- tion force developed. F23aP01002 Shaft Spring Main clutch housing Release lever Gear Driven plate (disc) Drive plate Pressure plate Clutch cover Adjusting screw Release bearing Shifter blockTRANSMISSION ‘The transmission is @ constant mesh transmission and is made up of 5 shafts including the reversing shaft. Gear shift system consists of 2 separate types, 1 ~ 4 speed changes and H, L and R changes, The 1 — 4 speed change is done by sliding the shifter gear Intermediate No.2 shaft 4th speed gear (39 teeth) Gear Shifter (dog) gear 3rd speed gear (33 teeth) 2nd speed gear (23 teeth! Input No. 1 shaft 1st speed gear (16 Coupling Intermediate No. 3 shaft Reverse gear (38 teeth) Coupling Output No.5 shaft ‘Speedometer gear Intermediate No. 4 shaft for reversed Low speed gear (52 teeth) High speed gear (38 teeth) y F23ap01003 (4), located on 1 and 2 shafts, backwards or for- ‘wards with the shifter (29). The shifter is moved by lever (28) through gear shift lever and rod. In the same way H, L and R changes can be done by sliding the shifter gear on 5 shatt.MAIN CLUTCH HYDRAULIC PRESSURE SYSTEM DIAGRAM F2anaos0 MAIN CLUTCH HYDRAULIC PRESSURE CIRCUIT DIAGRAM —— — Main euteh b ‘eansmisson and Main lute FO Lal Transmission case F23aB014HYDROSHIFT TRANSMISSION PUMP A,B,C,E,F,G,H,J,K, L, M Type F23p01014 ‘Snap ring Oil seal Mounting flange Body Driven gear Bushing Cover Packing ring Drive gear O-ring Seereapene + The transmission pump is installed to the PTO Specifications: case. It is driven by the motive force from the Mode! KAYABA—2P3120 engine and supplies oil to the transmission system, + The transmission pump sucks in oil from the bottom of the transfer case through a strainer and sends oil to the oil fer.D,NType 4 wo nN to 29841008 1. Driven gear 2 Cover 3. Gear plate 4. Mounting flange 5. Coupling 6 Center plate 7. Driven gear 8. Front body 9. Mounting flange 10. Oil seal 11. Drive gear 12. Adapter plate 13. Oil seal 14. Drive gear Model: KAYABA—2P3120 + KP1009FINAL DRIVE NON DIFFERENTIAL TYPE A,B,C, E,F,G,H.K,L Type Secton A-A F2ap01018 oowarrens F23AH01007 Case Shim Cage Bevel pinion (12 teeth) Bolt Coupling Shim Shim Sprocket (12 teeth) Bearing Bearing Bevel gear (43 teeth) Shatt Flange Housing Oil drain plug Oil evel plug Hanger Oil filler tube BreatherM Type 20 & 19 11 52501003 ae 10 8 18 6 " 7 2 1. Case 13 2. Shim 5 3. Cage 4. Bevel pinion (12 teeth) AM 5. Bott ” 6. Coupling 7. Shim a 6 8. Shim 8. Sprocket (13 teeth) 10. Bearing ee 11, Bearing 12, Bevel gear (43 teeth) Z 13. Shaft 1 14. Flange 15. Housing 16. Oildrain plug 17. Oillevel plug 18. Hanger 19. Oilfiller tube 2aeriova 20. BeratherOPERATION (Non Differential Type) ‘The motive force transmitted from the engine ‘through the joint to the transmission is transmitted at right angles by the meshing of bevel pinion (4) and bevel gear (12), and goes to drive shaft (13). Adjustment of preload of bevel pinion (4) is carried ‘out with shim (7); adjustment of the tooth contact and backlash of bevel gear (12) and adjustment of the preload of the bevel gear is carried out with shins 2), (8) and (21), 13 F2ag01019 21F089FINAL DRIVE WITH DIFFERENTIAL LOCK TYPE DType F2sanor008 1. Cross joint 2. Pinion (10 teeth) 3. Side case 4, Retainer 5, Joint 6. Bearing 7. Shaft 8. Sprocket (12 teeth) 9. Bearing 10. Gear (20 teeth) 11, Case 12. Bevel gear (43 teeth) 13. Shim 14. Coupling 15. Bearing 16. Bearing 17. Bevel pinion (12 teeth) 18. Dise 19. Plate 20. Shim 21. Strainer 22. Gauge rod 23. Breather 24. Oilfiller 28. Drain plug 26. Oillevel plug FaseHt018OPERATION (With Differential Lock Type) When the motor graderis working with the blade set, ‘at 2 propulsion angle, or when the machine is opera- tion on a slope, the reaction to this force creates @ sideway force acting on the front of the machine, so the machine tries to bend to the left or right. It is necessary for the machine to resist this and travel in fa straight line, so generally the structure of a grader does not include a differential. However, this is an ar~ ticulated machine, so there is a high rate of force ‘making the rear wheels slide to the side when the ma- chine is articulated, For this reason, to increase the ity of the rear tires, the machine is equipped | The differential can be controlled simply by pushing @ switch in the operator's ‘compartment. ‘The motive force transmitted from the engine to the transmission passes through the meshing of bevel pinion (17) and bevel gear (12), and is then transmit- ted shaft (7) — sprocket (8) ‘The differential is switched between ON and LOCK (OFF) by using hydraulic power to engage or disen- ‘gage dise (18) and plate (19) 236111020FINAL DRIVE (If equipped) NON-SPIN DIFFERENTIAL TYPE F2saHo1009 1. Case 2. Cage 3. Bevel pinion (12 teeth) 4. Coupling 5. Bolt 6 Shim 7. Sprocket 8. Non-spin ass’y 9. Shien 10. Shim 11. Bevel gear (43 teeth) 12. Oilfiller tube 13. Breather 14. Oillevel plug 15. Oil drain plug 16. Hanger Seen F2aa01021FINAL DRIVE (NON-SPIN DIFFERENTIAL TYPE) Motive force transmitted engine — joint ~- transmis- sion is sent at right angles by the combination of bevel pinion (3) and bevel gear (11) to drive cages (19) and (20). When cages (19) and (20) are driven, spider (8) rotates, and this rotation is transmitted through driven clutches (18) and (17) to drive shafts (13) and (12). Adjustment of the preload of bevel pinion (3) is carried out using bolt 6). The adjustment Of the tooth contact, backlash, and preload of bevel gear (11) is carried out with shims (6), (9) and (10) If equipped with a non-spin differential, so when the direction of travel of the machine is changed, the ‘wheel on one side must turn faster than the wheel on the other side. If we take turning left as an example, the right wheels must tur faster than the left wheels, or the machine cannot turn to the left smoothly. The differential acts to automatically change the rotation speed on the left and right ac- cording to the difference in resistance from the road surface to the tires. In this way, the differential makes it possible for the machine to turn to the left smoothly ‘The non-spin differential consists of the following parts, Spider (8) is fitted with clutch teeth on the left and right faces. Center cam (16) is assembled as one Unit with the inside circumference. There are two kinds of teeth: the clutch teeth, which mesh with clutches (18), and the spider; and the cam teeth, ‘which mesh with the center cam. They are connected by side gear (14) and a spline \ rere 7 1" 18. Q 3 fe 19 16 i : 8 " e ® 0 n 20001022 16, Center camPRINCIPLE OF OPERATION OF NON-SPIN DIFFERENTIAL 1. Traveling straight Left and right driven clutches (6) and (7) are meshed with spider (5) and center cam (16), The motive force which passes through the bevel gear goes from the spider through the left and right side gears, and then drives the left and right drive wheels at the same speed ‘There are cam teeth in the driven clutch where it meshes with the center cam, and it is meshed with the center cam, and it is meshed with no backlash. There are clutch teeth in the clutch where it meshes with the spider, and it is meshed with a fixed backlash. ne aginst a Sm oe oa . oe a rrC—SCsCS : t ai ate n =| 2 sec ys mom en a se aes ! backlash, so the force from the ground surface ‘rigs to make driven clutch (6) rotate at a dif- . ferent speed from the spider in the direction icing part which will remove the backlash. ‘The force from the road surface acts at the same time on center cam (16) and the cam teeth of the driven clutch The cam teeth slide and push the driven clutch to the outside. When the cam teeth finish sliding, they mount up on both the cams, so the clutch teeth are ‘completely disengaged. This allows the right srivon cit trot oo nN ed fy Seema ert | y tie wheel is fe and tho motwe force sane \ ‘ mitted to the inside wheel only.FINAL DRIVE, DIFFERENTIAL LOCK AND UNLOCK PIPING Dtype F2aaHor010M Type 61501002 Final drive pump Relief valve Solenoid valve Differential lock piston BON F2se1077TAMDEM DRIVE A,B,C, E, F,G,H,K, L Type Cover . Breather Chain Hub shaft Sprocket Cage ) Brake drum Moopena 10. u 12 13 14, 29801023 Bearing Tandem case Cover Oil filler Cover Oil drain plug Oillevel plug