Service Liebbher

en
Service Manual
(20
Wheel loader
(10 points)
L550 - L580 2plus2
(10
en
Service Manual
(20
Wheel loader
(10 points)
L550 - L580 2plus2
(10
Address
Address: LIEBHERR-WERK BISCHOFSHOFEN GMBH
Dr. Hans Liebherr – Straße 4

A – 5500 BISCHOFSHOFEN
Product ID
Manufacturer: LIEBHERR-WERK BISCHOFSHOFEN GMBH
Product group: Wheel loader
Type: L550 L556 L566 L576 L580
Production number: 456 454 460 457 459
Serial number: 16978 15653 14171 14171 14171
Document ID
Order number: 1035 3357
Author: LBH / Technical Documentation Department
Document version: 02
Manual number:
Owner:
Preface
Intended readership This service manual is addressed to anyone whose task it is to ensure that the
machines are ready for everyday use. This especially includes mechanics and
workshop staff of Liebherr dealers and branches.
Contents The first chapter contains information on safety regulations and on the
special tools needed for maintenance and repairs.
Chapter 2 gives you an overview of all the most important technical data of
the machine as a whole and its individual assemblies.
Next comes the maintenance chapter, with the maintenance and inspection
schedule, the testing and adjustment checklists, lubrication charts, description
of maintenance tasks, testing and adjustment tasks and specifications of fuel
and lubricants.
The technical description of the machine is in the following chapters,
structured according to fifteen function groups. The layout, function and
technical data of the groups, components and parts are explained.
Chapter 19 contains information on troubleshooting, the service code table
and a description of the “SCULI” service software.
Chapter 20 will be gradually updated with the latest options.
Instructions on use This manual describes several types and versions of machines. The
information generally applies to the types and serial numbers stated at the
bottom of the page. The exception to this is information which only applies to
specific types and serial numbers, which are stated at the beginning of the
section concerned (for example technical data of parts).
Where possible, the ID numbers of parts and components are stated in
the heading.
This manual is available in German, English, French, Spanish and Italian.
Working instructions Always follow the safety regulations whenever you work on the machine.
You will find a reference to this in the “General Information” section.
In order to perform these tasks you need a complete set of basic tools
andcertain special tools, all in perfect working order. All tasks require
absolute cleanliness.
Replace seals such as O-rings and surface seals during repairs.
General information 1
Product description 2
Maintenance 3
Diesel engine and pump distributor gear 4
Cooling system 5
Travel hydraulics 6
Working hydraulics 7
Steering system 8
Brake system 9
Electrical system 10
Transfer gear 11
Axles and cardan shaft 12
Machine frame and ballast weight 13
Central lubrication system 14
Coverings and access 15
Cab, heating and air-conditioning 16
Lift arms and quick-change device 17
Equipment and accessories 18
Service codes and diagnosis 19
Options 20
1 General Informations
1.0
Chapter contents
1 General Informations........................................................... 1.0-1
1.1 Safety regulations ...........................................................................1.1-1

1.1.1 Introduction...........................................................................1.1-1
1.1.2 Overview of the safety regulations .......................................1.1-2
1.2 Special tools for maintenance and repair work...............................1.2-1

1.2.1 Special tools in general ........................................................1.2-1
1.2.2 Special tools for Liebherr diesel engines..............................1.2-1
1.2.3 Special tools for hydraulic cylinders .....................................1.2-1
1.2.4 Special tools for electronics..................................................1.2-1
1.2.5 Special tools for axles...........................................................1.2-1
1.2.6 Special tools for the transmission.........................................1.2-1
1.2.7 Central lubrication system ....................................................1.2-1
1.2.8 Special tools for the air conditioning system ........................1.2-1
1.2.9 Special tools for cab windows ..............................................1.2-1
1.3 Standard .........................................................................................1.3-1

1.3.1 Tightening torques for screws ..............................................1.3-1
LBH/Version 01/10.2006/en/hd/06.04.2010
L550 - 456 / from 16978 L576 - 457 / from 14171 Copyright by 1.0-1 of 2
L556 - 454 / from 15653 L580 - 459 / from 14171 MJFCIFSS
L566 - 460 / from 14171
General Informations Service Manual
LBH/Version 01/10.2006/en/hd/06.04.2010
1.0-2 of 2 Copyright by L550 - 456 / from 16978 L566 - 460 / from 14171
MJFCIFSS L556 - 454 / from 15653 L576 - 457 / from 14171
L580 - 459 / from 14171
Service Manual General Informations
Safety regulations
1.1 Safety regulations

Working on the machine poses safety risks to the operator, driver or
maintenance engineers. You can prevent risks and accidents by regularly
reading and observing the various safety instructions.
This is especially important for personnel who only occasionally work on the
machine, for example, carrying out rigging or maintenance work. The safety
regulations listed below, if conscientiously followed, will ensure your own
safety and that of others, and will prevent the machine from being damaged.
All work must be carried out only by qualified expert personnel or under
the guidance and responsibility of such personnel.
Qualified personnel are people, who:
– on the basis of their education, experience and training have sufficient
knowledge of earth moving machinery and the technology,
– have in-depth knowledge of the regulations concerning the prevention of
industrial accidents and of national regulations and guidelines,
– can assess the safe operating condition of earth moving machinery,
– can carry out the required work without putting those carrying out the
work, or other parties, into danger.
Whenever tasks which could cause danger to personnel or damage to the
machine are described, the necessary safety precautions are explained in
this manual.
These are indicated by the headings Danger, Warning, Caution or Notice.
1.1.1 Introduction
1. The symbols below have the following meanings:
DANGER
Denotes an urgent, dangerous situation.
Will result in death or serious injury.
Actions to avert the danger.
WARNING
Denotes a dangerous situation.
Can result in death or serious injury.
CAUTION
LBH/Version 01/10.2006/en/hd/06.04.2010

Can result in slight or moderate injury.
NOTICE
Can cause material damage.
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Safety regulations
Note
Useful tips and instructions
Possible benefits
Actions to implement
2. Observance of these instructions does not exempt you from following

any additional rules and guidelines that may apply
The following should also be observed:
– The safety rules in force at the operating site
– Legally enforceable road traffic regulations
– Guidelines issued by trade associations
1.1.2 Overview of the safety regulations

For further information please see the safety regulations in the current
edition of the operating instructions. You will find the latest edition of the
operating instructions in your Liebherr Service documentation.
The following sections are included in the operating manual:
1 General safety regulations

2 Instructions on preventing crushing injuries and burns
3 Instructions on preventing fires and explosions
4 Safety instructions for start-up
5 Safety precautions during start-up
6 Instructions for safe working
7 Safety instructions for driving on slopes
8 Parking safely
9 Transporting the machine safely
10 Towing the machine safely
11 Measures for ensuring safe maintenance
12 Safety instructions for working on machines with hydro accumulators
13 Safety instructions for welding work on the machine
14 Instructions for working safely on the working attachment
15 Safety instructions for transporting the machine by crane
16 Safe maintenance of hydraulic hoses and hose lines
17 Attachments and accessories
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18 Protection against vibrations
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Special tools for maintenance and repair work
1.2 Special tools for maintenance and

repair work
1.2.1 Special tools in general
Description ID no. Use Remarks
For checking the acid concentration
Anti-freeze and battery tester 7408922 All wheel loaders
(battery charging state) and anti-freeze
24 volt vacuum pump 7408148 All wheel loaders For preventing oil loss
Filling and testing device
8145359 All wheel loaders For checking the hydro accumulator
with case
Manometer 0 - 40 bar 7361288 All wheel loaders For checking the hydraulic pressure
Manometer connection 7002436 All wheel loaders Connection for the manometer
High pressure hose 1500 mm 7002475 All wheel loaders High pressure hose for manometer
High pressure hose 4000 mm 7009134 All wheel loaders High pressure hose for manometer
Screw connection M 10 x 1 5005180 All wheel loaders For checking the hydraulic pressure
Draining hose 7005660 All wheel loaders For draining oil via a drain valve
Drain piece 7402657 All wheel loaders For the drain hose
For securing the valves on the variable
Safety cap 10 mm 7009315 All wheel loaders
adjustment motor
Safety cap 13 mm 7615515 All wheel loaders For securing the valves on the pumps
For securing the valves on the
Safety cap 17 mm 7622068 All wheel loaders
control block
USB dongle 10333608 L550 - L586 With SERVICE authorisation
Diagnostic data cable For adjusting the travel hydraulics, and
10035410 L550 - L586
(RS-232) testing the electrical system and options
Diagnostic data cable 1,5 m For adjusting the travel hydraulics, and
10225579 L550 - L586
(ETHERNET) testing the electrical system and options
Diagnostic data cable 3,0 m For adjusting the travel hydraulics, and
10513200 L550 - L586
(ETHERNET) testing the electrical system and options
For communicating with the wheel
Adapter cable RS232<>USB 693190714 All wheel loaders loader electronics if there is an error with
the RS232 interface on the notebook.
SDCF-03 memory card adapter 10223098 L550 - L586 For writing to the compact flash card
Blank compact flash card.
Compact flash card 10223095 L550 - L586
Data medium for application software.
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1.2.2 Special tools for Liebherr diesel engines

For installing the mass equalisation
Mandrel 9078118 L550 - L556 engine
shafts (D 934)
For installing the mass equalisation
Mandrel 9078119 L550 - L556 engine
shafts (D 934)
For installing and removing the
Rotary angle device 0524062 L550 - L586 engine
cylinder head
For checking projection of the
Holder 0528464 L550 - L586 engine
cylinder bushings
For checking projection of the
Dial gauge holder 10023885 L550 - L586 engine
cylinder bushings
Compression tester 8008782 L550 - L586 engine For checking the compression
Compression tester insert 10012817 L550 - L586 engine For checking the compression
Adapter 10297211 L550 - L586 engine For checking the compression
Claw 10117612 L550 - L586 engine For checking the compression
For installing and removing the pistons
Engine turner 0524045 L550 - L586 engine
and rods
Holder 0528464 L550 - L586 engine
and rods
Piston strap 8000592 L550 - L586 engine
and rods
Rotary angle device 0524062 L550 - L586 engine
and rods
For installing and removing the piston
Piston ring tongs 7009319 L550 - L586 engine
rings
Extractor tool 0526855 L550 - L586 engine
cylinder bushing
Extractor tool 0528462 L550 - L586 engine
cylinder bushing
For installing and removing
Mounting pin 0528470 L550 - L586 engine
crankshaft attachments
For installing and removing the front
Hook and lever 7019858 L550 - L586 engine
crankshaft seal
For installing and removing the front
Inserter 10116249 L550 - L586 engine
crankshaft seal
Mounting pin 0528470 L550 - L586 engine For installing and removing the flywheel
For installing and removing the rear
Inserter 10116250 L550 - L586 engine
crankshaft seal
Special spanner 10020852 L550 - L586 engine
injection line
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Adapter 0524029 L550 - L586 engine
pressure pipe port and injection nozzles
Adapter 10220689 L550 - L586 engine
Hammer puller 0524072 L550 - L586 engine
For installing and removing the injection
Pusher tube 10289319 L550 - L586 engine
pump and roller tappet
For installing and removing the injection
Pusher tube 10289320 L550 - L586 engine
pump and roller tappet
Mounting pin 0528472 L550 - L586 engine
exhaust pipe
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MJFCIFSS L580 - 459 / from 14171
1.2.3 Special tools for hydraulic cylinders

Assembly sleeve 80 mm 9227165 L550, L556 steering cylinder For fitting the seals
L566, L576, L580
Assembly sleeve 90 mm 9227161 For fitting the seals
steering cylinder
Assembly sleeve 130 mm 9998624 L550, L556 lift cylinder For fitting the seals
L550, L556 tilt cylinder
Assembly sleeve 150 mm 9998622 For fitting the seals
L566, L576, L580 lift cylinder
Assembly sleeve 170 mm 9107931 L566, L576, L580 tilt cylinder For fitting the seals
Expansion sleeve 80 mm 9227166 L550, L556 steering cylinder For fitting the seals
L566, L576, L580
Expansion sleeve 90 mm 9227162 For fitting the seals
steering cylinder
Expansion sleeve 130 mm 9110408 L550, L556 lift cylinder For fitting the seals
L550, L556 tilt cylinder
Expansion sleeve 150 mm 9110410 For fitting the seals
L566, L576, L580 lift cylinder
Expansion sleeve 170 mm 9110412 L566, L576, L580 tilt cylinder For fitting the seals
Bearing head assembly
9210219 L550, L556 steering cylinder For fitting the piston rod bearing
spanner 70/8 mm
Bearing head assembly L566, L576, L580
9239572 For fitting the piston rod bearing
spanner 75/12 mm steering cylinder
1.2.4 Special tools for electronics

For measuring voltage, current,
Digital multimeter 8502956 All wheel loaders
resistance and frequency
Test probe, red 884191214 All wheel loaders For testing DEUTSCH connectors
Test probe, black 884191114 All wheel loaders For testing DEUTSCH connectors
Magnet tester 8145743 All wheel loaders For checking solenoid valves
Stripping and crimping pliers
8460263 All wheel loaders For MATE-N-LOK connectors
0.5 – 6.0 mm2
Crimping pliers 8503647 All wheel loaders For DEUTSCH connectors
Wedge extractor tool 7026267 All wheel loaders For DEUTSCH connectors
Extraction tool size 12 for
8145674 All wheel loaders For DEUTSCH connectors
pin and bushing
pin and bushing
pin and bushing
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1.2.5 Special tools for axles

For finding leaks on
Hand pump 8145835 L550 - L586 axles
disc brakes
For installing and removing the snap
Collet 7009536 L550 - L576 axles
ring in the planetary drive
For attaching and detaching the
Spring hook 8145767 L550 - L576 axles
return springs
L556 front axle
Slip bushing 260 mm 7017559 For fitting the brake piston
L556 rear axle
L566, L576 front axle
Slip bushing 315 mm 7017556 For fitting the brake piston
L566, L576 rear axle
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Slip bushing
7017558 L556 rear axle For fitting ring gear carriers
M 90 x 1.5 mm
Slip bushing L556 front axle
7017557 For fitting ring gear carriers
M 110 x 1.5 mm L566, L576 rear axle
Slip bushing
7017555 L566, L576 front axle For fitting ring gear carriers
M 130 x 1.5 mm
Handle 7017566 L550 - L576 axles Handle for mounting tool
Handle 7011518 L550 - L576 axles Handle for various mounting tools
Mounting tool 7017563 L556 rear axle For fitting cartridge seal ring
L556, L566, L576 front axle;
Mounting tool 7017560 For fitting cartridge seal ring
Centring bracket 7013775 L556 - L576 axles For groove nut spanner
Groove nut spanner 111 mm 7009537 L556 rear axle For fitting the grooved nuts
L556 front axle
Groove nut spanner 140 mm 7011251 For fitting the grooved nuts
Groove nut spanner 169 mm 7013774 L566, L576 front axle For fitting the grooved nuts
Measuring screw L556 front axle For measuring wear on the
7019556
M 16 x 1.5 L556, L566, L576 rear axle brake discs
Measuring screw L566, L576, L580 front axle; For measuring wear on the
8145771
M 16 x 1.5 L580 rear axle brake discs
Clamp fork 7011522 L556 - L580 axles For fitting the drive flange
Mounting tool 7013922 L556 - L580 axles For fitting the shaft seal ring
Slotted nut spanner For fitting the grooved nuts on the
10017840 L550 - L576 axles
81 mm axle shaft
Mounting tool For fitting the dust protection
7624271 L550 axles, MT-L 3085
(used with grip 7011518) axle insert
For fitting the shaft seal ring
Mounting tool 7624272 L550 axles, MT-L 3085
axle insert
L550 - L576 axles
Centring bracket 10008138 For detaching the output
MT-L 3085-3105
L550 - L576 axles
Centring bracket 10493498 For detaching the output
MT-L 3095-3105
L550 - L576 axles
Socket wrench 10493499 For detaching the output
MT-L 3095-3105
L550 MT-L 3085 axles
L556 rear axle
L550 MT-L 3085 front axle
L556 - L576 axles
For removing and fitting the
Clamp fork 10008140 L550 MT-L 3085 axles
drive pinion
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Special tool kit for Contains the following items:

10286181 L580 Hercules axles
Hercules axles 10286183 - 10286198
Driver for lubrication and For fitting the lubrication and oil seal,
oil seal to be used with grip 10286788
3“ bushing driver with guide For installing bushing,
and grip including grip 10286788
For fitting the outer lip seal, to be
Grip for seal driver and shell 10286188 L580 Hercules axles
used with appropriate driver
For fitting the inner lip seal, to be
Driver for inner lip seal 10286189 L580 Hercules axles
used with grip 10286788
Driver for wear bushing
10286190 L580 Hercules axles For installing the wear bushing
with guide
L556 - 454 / from 15653 L576 - 457 / from 14171

For removing and fitting the
Grooved nut socket 10286192 L580 Hercules axles
grooved nuts
Seal holder installation tool 10286193 L580 Hercules axles For fitting the seal holder
Driver for oil bearing For installing the bearing casings,
casings, bevel gear bevel gear
Driver for grease seal For fitting the grease seal and disc, to
and disc be used with grip 10286788
For testing the rolling torque of the
Rolling apparatus 10286196 L580 Hercules axles
wheel hubs
Lifting tackle 10286197 L580 Hercules axles For removing the wheel hub
Installation tool for
10286198 L580 Hercules axles For fitting the Lifetime seal
Lifetime seal
1.2.6 Special tools for the transmission

For loosening and tightening the
Fixing spanner 10016179 L550 - L586
grooved nut on the coupling 1
For loosening and tightening the
Special socket 10016180 L550 - L586
grooved nut on the coupling 1
For removing and attaching the snap
Mounting tool 10016181 L550 - L586
ring on the couplings
1.2.7 Central lubrication system

For quickly filling the BEKA Max
BEKA Max filling press 10009239 All wheel loaders
reservoir
For quickly filling the Groeneveld
Groeneveld filling press 10333342 All wheel loaders
reservoir
Filling connection 7029283 All wheel loaders For filling the reservoir
Gröneveld central lubrication For inspecting the
7624289 All wheel loaders
data cable central lubrication system
Gröneveld central lubrication For inspecting the
7624290 All wheel loaders
plug adapter central lubrication system
1.2.8 Special tools for the air conditioning system

For evacuating the air
Vacuum pump 7027552 All wheel loaders
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conditioning system
For testing, evacuating and filling the air
4-valve test fitting 7027558 All wheel loaders
conditioning system
Filling hose, blue 1500 mm 7027553 All wheel loaders For the test fitting
Filling hose, yellow 1500 mm 7027554 All wheel loaders For the test fitting
Filling hose, red 1500 mm 7027555 All wheel loaders For the test fitting
Car coupling 253a 7027556 All wheel loaders For the test fitting
Car coupling 254a 7027557 All wheel loaders For the test fitting
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1.2.9 Special tools for cab windows

Complete tool box with
10021147 All wheel loaders For installing and removing windows
suction pads
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Standard
1.3 Standard
1.3.1 Tightening torques for screws
Pre-loading forces and tightening torques for screws with standard and fine
metric threads.
Standard and fine metric threads
Standard and fine metric threads. All figures are for bolted connections
All figures are for bolted connections with at least one Dacromet
without any Dacromet 500 coated elements (screws, washers, nuts…)
500 coated element (screws, washers, nuts…)
Surface: Surface:
- DACROMET 500 - black finish or phosphated
- FLZN (Zinc disc coating according to Liebherr standard - zinc-plated
10021432)
Assembly pre- Tightening Assembly pre-
Tightening torques
Thread Class loading forces torques Thread Class loading forces
MA in Nm
FM in N MA in Nm FM in N
for avg. coefficient of friction µG= 0.10 for avg. coefficient of friction µG= 0.12
8.8 4 200 2,5 8.8 4 050 2,8
M4 10.9 6 200 3,7 M4 10.9 6 000 4,1
12.9 7 300 4,3 12.9 7 000 4,8
8.8 6 900 4,9 8.8 6 600 5,5
M5 10.9 10 100 7,3 M5 10.9 9 700 8,1
12.9 11 900 8,5 12.9 11 400 9,5
8.8 9 700 8,5 8.8 9 400 9,5
M6 10.9 14 300 12,5 M6 10.9 13 700 14,0
12.9 16 700 14,5 12.9 16 100 16,5
8.8 14 200 14,0 8.8 13 700 15,5
M7 10.9 20 900 20,5 M7 10.9 20 100 23,0
12.9 24 500 24,0 12.9 23 500 27
8.8 17 900 20,5 8.8 17 200 23
M8 10.9 26 000 30 M8 10.9 25 000 34
12.9 30 500 35 12.9 29 500 40
8.8 19 600 22 8.8 18 800 24,5
M8x1 10.9 28 500 32 M8x1 10.9 27 500 36
12.9 33 500 38 12.9 32 500 43
8.8 25 500 32 8.8 24 800 36
M9x1 10.9 38 000 46 M9x1 10.9 36 500 53
12.9 44 000 54 12.9 42 500 62
8.8 28 500 41 8.8 27 500 46
M10 10.9 42 000 60 M10 10.9 40 000 68
12.9 49 000 71 12.9 47 000 79
8.8 32 500 45 8.8 31 500 52
M10x1 10.9 48 000 67 M10x1 10.9 46 500 76
12.9 56 000 78 12.9 54 000 89
8.8 30 500 43 8.8 29 500 49
M10x1,25 10.9 45 000 64 M10x1,25 10.9 43 000 72
12.9 53 000 74 12.9 51 000 84
8.8 41 500 71 8.8 40 000 79
M12 10.9 61 000 104 M12 10.9 59 000 117
12.9 71 000 121 12.9 69 000 135
8.8 46 500 77 8.8 45 000 87
M12x1,25 10.9 68 000 112 M12x1,25 10.9 66 000 125
12.9 80 000 130 12.9 77 000 150
8.8 44 000 74 8.8 42 500 83
M12x1,5 10.9 65 000 108 M12x1,5 10.9 62 000 122
12.9 76 000 125 12.9 73 000 145
8.8 57 000 113 8.8 55 000 125
M14 10.9 84 000 165 M14 10.9 80 000 185
12.9 98 000 195 12.9 94 000 215
8.8 63 000 121 8.8 61 000 135
M14x1,5 10.9 92 000 175 M14x1,5 10.9 89 000 200
12.9 108 000 205 12.9 104 000 235
Date Works Issued Reviewed Approved

04.08.2011 LBH Roland Weber Dr. Herbert Pfab Dr. Herbert Pfab
This document must not be copied or reproduced without prior permission. This Liebherr-Norm_DE_V002.dot
document has been electronically prepared and is valid without requiring a signature.
L566 - 460 / from 14171
Standard

Tightening torques
MA in Nm
8.8 78 000 170 8.8 75 000 195
M16 10.9 115 000 250 M16 10.9 111 000 280
12.9 134 000 300 12.9 130 000 330
8.8 85 000 180 8.8 82 000 205
M16x1,5 10.9 125 000 270 M16x1,5 10.9 121 000 300
12.9 147 000 310 12.9 141 000 360
8.8 98 000 245 8.8 94 000 280
M18 10.9 140 000 350 M18 10.9 135 000 390
12.9 164 000 410 12.9 157 000 460
8.8 114 000 270 8.8 110 000 310
M18x1,5 10.9 163 000 390 M18x1,5 10.9 157 000 440
12.9 191 000 450 12.9 184 000 520
8.8 106 000 260 8.8 102 000 290
M18x2 10.9 151 000 370 M18x2 10.9 146 000 420
12.9 177 000 430 12.9 170 000 490
8.8 126 000 350 8.8 121 000 390
M20 10.9 180 000 490 M20 10.9 173 000 560
12.9 210 000 580 12.9 202 000 650
8.8 144 000 380 8.8 139 000 430
M20x1,5 10.9 206 000 540 M20x1,5 10.9 199 000 620
12.9 240 000 630 12.9 232 000 720
8.8 157 000 470 8.8 152 000 530
M22 10.9 224 000 670 M22 10.9 216 000 750
12.9 260 000 780 12.9 250 000 880
8.8 177 000 510 8.8 171 000 580
M22x1,5 10.9 255 000 720 M22x1,5 10.9 245 000 820
12.9 295 000 840 12.9 285 000 960
8.8 182 000 600 8.8 175 000 670
M24 10.9 260 000 850 M24 10.9 249 000 960
12.9 305 000 1000 12.9 290 000 1 120
8.8 215 000 700 8.8 207 000 760
M24x1,5 10.9 306 000 990 M24x1,5 10.9 295 000 1 090
12.9 358 000 1170 12.9 346 000 1 270
8.8 203 000 640 8.8 196 000 730
M24x2 10.9 290 000 920 M24x2 10.9 280 000 1 040
12.9 340 000 1070 12.9 325 000 1 220
8.8 239 000 880 8.8 230 000 1 000
M27 10.9 340 000 1250 M27 10.9 330 000 1 400
12.9 400 000 1450 12.9 385 000 1 650
8.8 276 000 1010 8.8 267 000 1 110
M27x1,5 10.9 394 000 1440 M27x1,5 10.9 381 000 1 580
12.9 461 000 1690 12.9 445 000 1 850
8.8 265 000 940 8.8 255 000 1 070
M27x2 10.9 375 000 1350 M27x2 10.9 365 000 1 500
12.9 440 000 1550 12.9 425 000 1 800
8.8 290 000 1190 8.8 280 000 1 350
M30 10.9 415 000 1700 M30 10.9 400 000 1 900
12.9 485 000 2000 12.9 465 000 2250
8.8 346 000 1410 8.8 335 000 1 540
M30x1,5 10.9 493 000 2000 M30x1,5 10.9 477 000 2 190
12.9 576 000 2340 12.9 558 000 2 560
8.8 332 000 1370 8.8 321 000 1 490
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M30x2 10.9 472 000 1940 M30x2 10.9 457 000 2 120
12.9 553 000 2270 12.9 534 000 2 480
8.8 360 000 1600 8.8 350 000 1 850
M33 10.9 520 000 2300 M33 10.9 495 000 2 600
12.9 600 000 2700 12.9 580 000 3 000
8.8 423 000 1880 8.8 410 000 2 050
M33x1,5 10.9 603 000 2670 M33x1,5 10.9 584 000 2 920
12.9 705 000 3130 12.9 683 000 3 420
8.8 410 000 1750 8.8 395 000 2 000
M33x2 10.9 580 000 2500 M33x2 10.9 560 000 2 800
12.9 680 000 2900 12.9 660 000 3 300
8.8 425 000 2100 8.8 410 000 2 350
M36 10.9 600 000 3000 M36 10.9 580 000 3 300
12.9 710 000 3500 12.9 680 000 3 900
8.8 508 000 2450 8.8 492 000 2 680
M36x1,5 10.9 724 000 3490 M36x1,5 10.9 701 000 3 820
12.9 847 000 4090 12.9 820 000 4 470
This document must not be copied or reproduced without prior permission. This document has been Liebherr-Norm_DE_V001.dot
electronically prepared and is valid without requiring a signature.
L580 - 459 / from 14171
Standard

Tightening torques
MA in Nm
8.8 455 000 2200 8.8 440 000 2 500
M36x3 10.9 650 000 3100 M36x3 10.9 630 000 3 500
12.9 760 000 3600 12.9 740 000 4 100
8.8 510 000 2700 8.8 490 000 3 000
M39 10.9 730 000 3800 M39 10.9 700 000 4 300
12.9 850 000 4500 12.9 820 000 5 100
8.8 601 000 3140 8.8 582 000 3 430
M39x1,5 10.9 857 000 4470 M39x1,5 10.9 830 000 4 890
12.9 1 002 000 5230 12.9 971 000 5 720
8.8 550 000 2800 8.8 530 000 3 200
M39x3 10.9 780 000 4000 M39x3 10.9 750 000 4 600
12.9 910 000 4700 12.9 880 000 5 300
Comments concerning this standard:

The tightening torques indicated on the drawings supersede the standard
works values.
These must be observed and adhered to.
This standard only applies to Liebherr wheel loaders.
LBH/Version 01/10.2006/en/hd/06.04.2010
L566 - 460 / from 14171
Standard
LBH/Version 01/10.2006/en/hd/06.04.2010
L580 - 459 / from 14171
2 Production description
2.0
Chapter contents
2 Production description ......................................................... 2.0-1
2.1 Technical data ................................................................................ 2.1-1

2.1.1 Complete machine................................................................ 2.1-1
2.1.2 Diesel engine and pump distributor gear............................ 2.1-11
2.1.3 Cooling system ................................................................... 2.1-15
2.1.4 Travel hydraulics ................................................................ 2.1-16
2.1.5 Working hydraulics ............................................................. 2.1-19
2.1.6 Steering system .................................................................. 2.1-23
2.1.7 Brake system ...................................................................... 2.1-26
2.1.8 Electrical system................................................................. 2.1-28
2.1.9 Transmission ...................................................................... 2.1-29
2.1.10 Axles and cardan shaft ....................................................... 2.1-30
2.1.11 Machine frame and ballast weight ...................................... 2.1-34
2.1.12 Automatic central lubrication system .................................. 2.1-35
2.1.13 Cab, heating and air-conditioning ....................................... 2.1-36
2.1.14 Lift arms and quick-change device ..................................... 2.1-39
2.1.15 Equipment and accessories ............................................... 2.1-42
LBH/Version 02/10.2007/en/hd/05/05/2011
L550 - 456 / from 16978 L576 - 457 / from 14171 Copyright by 2.0-1of2
L566 - 460 / from 14171
Production description Service Manual
LBH/Version 02/10.2007/en/hd/05/05/2011
2.0-2of2 Copyright by L550 - 456 / from 16978 L566 - 460 / from 14171
L580 - 459 / from 14171
Service Manual Production description
Technical data
2.1 Technical data

2.1.1 Complete machine
Wheel loader with Z lift arms

Valid for: L550 - 456 / from 16978
The values stated refer to the standard version of the machine:
– With Z lift arms (2600 mm), without hydraulic quick-change device.
– With 23.5 R25 Michelin XHA tyres.
– Tipping loads and weights include all lubricants, full fuel tank, ROPS/
FOPS cab and driver.
Description Value Unit

Bucket capacity as per ISO 7546 3.2 m³
Bucket width 2700 mm
Specific material weight 1.8 t/m³
A Dump height at maximum lifting height 2882 mm
and 45° tilt-out angle
LBH/Version 02/10.2007/en/hd/05/05/2011
B Dumping height 3500 mm

C Maximum bucket base height 3645 mm
D Maximum bucket pivot height 3915 mm
E Maximum bucket top edge height 5395 mm
F Reach at maximum lifting height and 1095 mm
45° tilt-out angle
G Digging depth 85 mm
H Height above cab 3365 mm
I Height above exhaust 2985 mm
J Ground clearance 530 mm
K Wheel base 3280 mm
L Overall length 8220 mm
Turning radius over bucket outer edge 6420 mm
L550 - 456 / from 16978 L576 - 457 / from 14171 Copyright by 2.1-1 of44
L566 - 460 / from 14171
Technical data

Lifting force (SAE) 185 kN
Breakout force (SAE) 125 kN
Tipping load when straight 13205 kg
Tipping load articulated at 37° 11865 kg
Angle of articulation (to each side) 40 °
Operating weight 16525 kg
Tractive force 122.6 kN
Travel speed in travel range 1, 0 - 10 km/h
forward and reverse
forward and reverse
Travel speed in travel range A1-2 0 - 20 km/h
(automatic), forward and reverse
Sound pressure level in cab in L pA 69 dB(A)
according to ISO 6396
Wheel Loader with Industrial lift arm

Valid for: L550 - 456 / from 24610;
– With industrial lift arm (2600 mm), without hydraulic quick-change device.
LBH/Version 02/10.2007/en/hd/05/05/2011
L580 - 459 / from 14171
Technical data

Hydraulic quick-change device yes
Loadgeometry IND B)
C)
Bucket type
Cuttingtool Z D)
Lift arm length 2600 mm
45° tilt-out angle
A)
In practice, the bucket capacity can be around 10% greater than as calculated using the ISO
7546 standard. This depends on the type of material.
B)
Industrial lift arms with parallel guidance and quick-change device
C)
Universal earth bucket for quick-change device
D)
Welded tooth holder with plug-in teeth
LBH/Version 02/10.2007/en/hd/05/05/2011

Valid for: L556 - 454 / from 15653
L566 - 460 / from 14171
Technical data

45° tilt-out angle
LBH/Version 02/10.2007/en/hd/05/05/2011

forward and reverse
L580 - 459 / from 14171
Technical data

forward and reverse
Wheel Loader with Industrial lift arm

Valid for: L556 - 454 / ab 23707
– With industrial lift arm (2600 mm), without hydraulic quick-change device.
LBH/Version 02/10.2007/en/hd/05/05/2011

Hydraulic quick change device yes
Loadgeometry IND B)
C)
Bucket type
Cuttingtool Z D)
Lift arm length 2600 mm
L566 - 460 / from 14171
Technical data

45° tilt-out angle
A)
In practice, the bucket capacity can be around 10% greater than as calculated using the ISO
7546 standard. This depends on the type of material.
B)
Industrial lift arms with parallel guidance and quick-change device
C)
Universal earth bucket for quick-change device
D)
Welded tooth holder with plug-in teeth

Valid for: L566 - 460 / from 14171
FOPS cab and driver. LBH/Version 02/10.2007/en/hd/05/05/2011
L580 - 459 / from 14171
Technical data

Bucket capacity as per DIN 7546 4.0 m³
45° tilt-out angle
LBH/Version 02/10.2007/en/hd/05/05/2011

Travel speed in travel range 1, forward 0 - 10 km/h
and reverse
L566 - 460 / from 14171
Technical data

and reverse

Valid for: L576 - 457 / from 14171
– Tipping loads and weights include, all lubricants, full fuel tank, ROPS/
LBH/Version 02/10.2007/en/hd/05/05/2011

45° tilt-out angle
L580 - 459 / from 14171
Technical data

and reverse
and reverse

Valid for: L580 - 459 / from 14171
LBH/Version 02/10.2007/en/hd/05/05/2011
L566 - 460 / from 14171
Technical data

45° tilt-out angle
LBH/Version 02/10.2007/en/hd/05/05/2011

and reverse
2.1-10 of44 Copyright by L550 - 456 / from 16978 L566 - 460 / from 14171
L580 - 459 / from 14171
Technical data

and reverse
2.1.2 Diesel engine and pump distributor gear
Diesel engine
Valid for: L550 - 456 / from 16978; ID 9080542
Engine model D934 S A6
Number of cylinders 4
Firing order 1-3-4-2
Capacity 6360 cm³
Cylinder bore 122 mm
Stroke 136 mm
Rated power as per ISO 9249 130 / 190 kW / PS
Rated speed 2000 min-1
Maximum torque at 1500 min-1 828 Nm
Lower idle speed 900±10 min-1
Upper idle speed 2060±20 min-1
Start of delivery before TDC See type plate °
Combustion pressure 20 - 28 bar
Injection nozzle opening pressure 315 - 340 bar
Inlet valve play (cold) 0.3 mm
Outlet valve play (cold) 0.4 mm
Direction of rotation, looking at flywheel Anticlockwise
Number of teeth on flywheel gear 147
Control thermostat 79 °C
LBH/Version 02/10.2007/en/hd/05/05/2011
Longitudinal / traverse inclinability 45 / 45 °

Injectors UP20PLD
Control LHECU PLD
Starter operating voltage 24 V
Starter power consumption 6.6 kW
Alternator voltage output 28 V
Alternator current output 80 A
Turbocharger KKK K27
Auxiliary power take-off transmission 1 : 1.1515
Weight 800 kg
Emission thresholds comply with EU – RL 97/68 EC Stage IIIA
L566 - 460 / from 14171
Technical data

Engine model D934 L A6
Firing order 1-3-4-2
Capacity 7010 cm³
Stroke 150 mm
Injectors UP20PLD
Control LH-ECU-UP/CR
Weight 980 kg

LBH/Version 02/10.2007/en/hd/05/05/2011

Firing order 1-5-3-6-2-4
Capacity 10520 cm³
Stroke 150 mm
L580 - 459 / from 14171
Technical data

Injectors UP20PLD
Weight 1180 kg
Valid for: L576 - 457 / from 14171; L580 - 459 / from 14171; ID 10116961
Firing order 1-5-3-6-2-4
Capacity 10520 cm³
Stroke 150 mm
-1
Maximum torque at 1300 min 1320 Nm
LBH/Version 02/10.2007/en/hd/05/05/2011

Combustion pressure 22 – 34 bar
Injectors UP20PLD
L566 - 460 / from 14171
Technical data

Weight 1180 kg
Fuel system
Valid for: L550 - 456 / from 16978; L556 - 454 / from 15653
Tank capacity, FULL 255 l
Tank capacity, RESERVE 29 l
Valid for: L566 - 460 / from 14171; L576 - 457 / from 14171; L580 - 459 / from 14171
Tank capacity, FULL 350 l
Tank capacity, RESERVE 38 l
Fuel separator
Filter insert grade 10 µm
Fuel fine filter

Filtration grade 2 µm
Refuelling pump (optional)

Flow rate 50 l/min
LBH/Version 02/10.2007/en/hd/05/05/2011
Current consumption 15 A
Power 360 W
Protection class IP 44
Max. duty cycle 15 minutes
Fuse 20 A
Max. suction height 4 m
Air filter vacuum switch

Air filter contamination vacuum switch 50 mbar
activation point
L580 - 459 / from 14171
Technical data
Coupling
Type 466/233 NGT
Type 345/254 NGT
Pump distributor gear

Type PVG 300 B 341
Input direction Clockwise
Output direction Anticlockwise
Transmission ratio for travel 0.7868
hydraulics pump
Transmission ratio for working and 0.7868
steering hydraulics pump
Type PVG 350 B 384
Input direction Clockwise
Output direction Anticlockwise
Transmission ratio for travel 0.808
hydraulics pump
Transmission ratio for working and 0.865
steering hydraulics pump
2.1.3 Cooling system
Gear pump
Capacity 14 cm³
LBH/Version 02/10.2007/en/hd/05/05/2011
-1
Rotary speed at rated engine speed 3030 min
Gear motor
Gear motor displacement 19 cm³
Gear motor direction of rotation (looking Clockwise
towards shaft)
10
Pressure relief valve 175 bar
Coil resistance 4.7 Ohm
41
Screw tightening torque 124 Nm
Spanner size 41 mm
L566 - 460 / from 14171
Technical data
Temperature sensor
Measuring range min. -30 °C
max. 130 °C
Resistance at 0 °C 1000 Ohm
Screw thread M 14 x 1.5
Max. tightening torque 30 Nm
Plug connection Bosch Jet plug,
2-pin (Gold contacts)
2.1.4 Travel hydraulics
Variable displacement pump

Control type EZ
Maximum capacity 90 cm³
Flow rate at rated speed 222 l/min
Maximum swivel angle (both sides) 20 °
Speed (at rated speed) 2542 min-1
Power L550 111 kW
Power L556 122 kW
Replenishing pump capacity 19.6 cm³
Replenishing pump flow rate (at rated speed) 46 l/min
Inlet restrictor 1.8 mm
LBH/Version 02/10.2007/en/hd/05/05/2011
Travel direction solenoid voltage 24 V

Travel direction solenoid current consumption 1.1 A
Travel direction solenoid resistance 22 Ohm
Control pressure proportional valve resistance 14 Ohm
1
Replenishing pressure at upper idle speed 31 bar
High pressure at 1400 min-1 350±10 bar
10
Pressure relief and replenishing valves 470 bar
5
Pressure cut-off 430 bar
Weight 60 kg
L580 - 459 / from 14171
Technical data
Control type EZ
Maximum swivel angle (both sides) 20 °
-1
Speed (at rated speed) 2475 min
Power L566 160 kW
Power L576, L580 171 kW
Replenishing pump capacity 28.3 cm³
Replenishing pump flow rate (at rated speed) 62 l/min
Inlet restrictor 2.2 mm
Travel direction solenoid voltage 24 V
Travel direction solenoid current consumption 1.1 A
Travel direction solenoid resistance 22 Ohm
Control pressure proportional valve resistance 14 Ohm
1
Replenishing pressure at upper idle speed 34 bar
-1 ±10
High pressure at 1400 min 330 bar
-1 ±10
-1 ±10
10
Pressure relief and replenishing valves 470 bar
5
Pressure cut-off 430 bar
Weight 75 kg
Variable displacement motor 1

Control type EP
Maximum displacement 80 cm³
Maximum swivel angel 25 °
Minimum swivel angle 0 °
Maximum speed 5900 min-1
Torque ( p 400 bar) 489 Nm
LBH/Version 02/10.2007/en/hd/05/05/2011
Maximum discharge valve capacity 20 l/min

Discharge valve orifice diameter 3.0 mm
Weight 34 kg
Control type EP
L566 - 460 / from 14171
Technical data

Weight 47 kg

Valid for: L550 - 456 / from 16978
Control type EP
Weight 34 kg
Valid for: L556 - 454 / from 15653

Control type EP
Weight 47 kg
Control type EP
LBH/Version 02/10.2007/en/hd/05/05/2011

Weight 60 kg
Motor scavenging pump

Capacity 11 cm³
Speed at rated speed 3030 min-1
L580 - 459 / from 14171
Technical data
2.1.5 Working hydraulics
Working hydraulics pump

Control type LRDS
Power 70 KW
2
Flow regulator (delta p) 22 bar
10
Power controller start of regulation 180 bar
Weight 53 kg
Control type LRDS
Capacity 130 cm³
Power 87 kW
2
Flow regulator (delta p) 22 bar
10
Power controller start of regulation 180 bar
Weight 66 kg
Control block
Valid for: L550 - 456 / from 16978; L556 - 454 / from 15653; Z-bar kinematics
Spool valve diameter 25 mm
Piston stroke, both sides 11 mm
Lift arm up/down
3. control circuit 240 / 160 l/min
control piston flow
Tilt out/in control piston flow 160 / 210 l/min
LBH/Version 02/10.2007/en/hd/05/05/2011
5
Primary pressure relief valve 360 bar
5
Secondary pressure relief valve / tilt in 380 bar
5
Secondary pressure relief valve / tilt out 380 bar
5
Secondary pressure relief valve / lift 380 bar
5
LS pressure cut-off L550 290 bar
5
L555 330 bar
1
Pressure relief valve pre-tension 8 bar
Float position/ride control solenoid
30 Ohm
valve resistance
Weight 40 kg
L566 - 460 / from 14171
Technical data
Valid for: L550 - 456 / from 24610; L556 - 454 / from 23707; Industrial lift arm
Lift arm up/down
240 / 160
3. control circuit l/min
control piston flow
5
5
Secondary pressure relief valve / tilt in 400 bar
5
5
5
LS pressure cut-off L550 350 bar
5
L556 380 bar
1
30 Ohm
valve resistance
Weight 40 kg
Lift arm up/down
3. control circuit 300 / 170 l/min
control piston flow
5
5
Secondary pressure relief valve / tilt-in 400 bar
5
5
5
LS pressure cut-off 350 bar
1
30 Ohm
valve resistance
LBH/Version 02/10.2007/en/hd/05/05/2011
Weight 40 kg
Pilot control device

Retaining solenoid voltage 24 V
Retaining solenoid current consumption 0.40 A
Retaining solenoid resistance 70 Ohm
Weight 5.7 kg
L580 - 459 / from 14171
Technical data
Pilot control solenoid valve

Current consumption 0.9 A
Resistance 30 Ohm
Pilot control hydro accumulator

Valid for: ID 7622 448
Hydro accumulator volume 320 cm³
Preload pressure (nitrogen filling) 15 bar
Float position pressure switch

Switch type Normally open
1
Switch point, rising 23 bar
Thread M 12 x 1.5 mm
Stabilisation module
Control piston diameter 16 mm
20
Cut-off pressure (LFD off) 120 bar
10
Safety valve Z-bar kinematics 330 bar
10
Safety valve Industrial lift arm 280 bar
Restrictor check valve diameter 2.0 / 0.4 mm
Solenoid valve current consumption 0.6 A
Solenoid valve resistance 40 Ohm
Weight 13 kg
Ride control hydro accumulator

Number of hydro accumulators 2 Qty.
LBH/Version 02/10.2007/en/hd/05/05/2011
L550, L556
L566, L566, L576
Preload pressure (nitrogen filling) 25 2 bar
Oil filling 350 cm³
Ride control piston accumulator

Volume of piston accumulator 4000 cm³
2
L566 - 460 / from 14171
Technical data
Ride control pressure switch

Switch type N/C
1
Lift cylinder
Valid for L550 - 456 / from 16978; L556 - 454 / from 15653; ID 9231 458
Piston diameter 130 mm
Rod diameter 80 mm
Stroke length 745 mm
Minimum installation length 1245 mm
Weight 136 kg
Lifting at rated load 5.6 seconds
Lowering empty 2.7 seconds
Piston rod bearing tightening torque 285 Nm
(hex screws)
Valid for: L566 - 460 / from 14171; L574 - 457 / from 14171;
L580 - 459 / from 14171; ID 9959 881
Rod diameter 80 mm
Weight 165 kg
Lifting at rated load 5.6 seconds
Lowering empty 3.5 seconds
(hex screws)
Tilt cylinder
LBH/Version 02/10.2007/en/hd/05/05/2011
Valid for: L550 - 456 / from 16978; L556 - 454 / from 15653; ID 9954 056
Rod diameter 80 mm
Weight 127 kg
Tilting out at rated load 3.2 seconds
Piston rod bearing tightening torque (hex 565 Nm
screws)
L580 - 459 / from 14171
Technical data
Rod diameter 90 mm
Weight 188 kg
(hex screws)
Valid for: L580 - 459 / from 14171; ID 9903 394

Rod diameter 90 mm
Weight 198 kg
(hex screws)
Return suction filter

Pre-tension valve 0.3 bar
Replenishing valve 0.04 bar
Replenishing strainer 160 µm
Bypass valve 3.0 bar
Return strainer 80 µm
Bleeder filter
Filtration grade 10 m
LBH/Version 02/10.2007/en/hd/05/05/2011
Inlet opening pressure 0.03 bar

Outlet opening pressure 0.5 bar
Thread 3/4 inch
2.1.6 Steering system
Steering pump
Control type DFR
L566 - 460 / from 14171
Technical data

Swivel angle min. 0°
max. 15.6°
Power 39 kW
Flow regulator (delta p) 22±2 bar
Pressure cut-off 210±5 bar
Weight 21 kg
L580 - 459 / from 14171; ID 5716828
Control type DFR
Swivel angle min. 0°
max. 15.6°
Power 56 kW
Flow regulator (delta p) 22±2 bar
Pressure cut-off 210±5 bar
Weight 33 kg
Servostat
Displacement 462 cm³
10
Secondary pressure relief 285 bar
Flow booster 1 : 1.6
L580 - 459 / from 14171; ID 10113338
Displacement 588 cm³
LBH/Version 02/10.2007/en/hd/05/05/2011
10
Secondary pressure relief 285 bar
Flow booster 1 : 1.6
Steering cylinder
Rod diameter 40 mm
L580 - 459 / from 14171
Technical data

Weight 26.2 kg
L580 - 459 / from 14171; ID 9246849
Rod diameter 40 mm
Weight 29.5 kg
Steering damper hydro accumulator

Oil filling 180 cm³
Emergency steering pump

Capacity 11 cm³
5
Pressure relief valve 55 bar
Maximum current consumption 150 A
Weight 10 kg
Emergency steering pressure switch

Valid for: L550 - 456 / 16978 - 17730; L556 - 454 / 15653 - 17730;
L566 - 460 / 14171 - 17730; L576 - 457 / 14171 - 17730;
LBH/Version 02/10.2007/en/hd/05/05/2011
L580 - 459 / 14171 - 17730; Id. 1029 4440

2
Switching point 16 bar
L566 - 460 / from 14171
Technical data

Valid for: L550 - 456 / from 17731; L556 - 454 / from 17731; L566 - 460 / from 17731;
L576 - 457 / from 17731; L580 - 459 / from 17731; Id. 1035 3428
Type Electronic
pressure switch
2
Emergency steering check pressure switch

Valid for: L550 - 456 / 16978 - 17730; L556 - 454 / 15653 - 17730;
L566 - 460 / 14171 - 17730; L576 - 457 / 14171 - 17730;
L580 - 459 / 14171 - 17730; Id. 1029 4440
2
Emergency steering check pressure switch

L576 - 457 / from 17731; L580 - 459 / from 17731; Id. 1035 3428
Type Electronic
pressure switch
2
2.1.7 Brake system
Brake system gear pump

Capacity 4 cm³
LBH/Version 02/10.2007/en/hd/05/05/2011
Flow rate at rated speed 12.1 l/min

-1
Speed at rated speed 3030 min
Compact brake valve

L566 - 460 / from 14171; L576 - 457 / from 14171; ID 1029 2360
5
Accumulator charge valve 180 bar
activation pressure
5
deactivation pressure
L580 - 459 / from 14171
Technical data

Parking brake solenoid valve 0.6 A
current consumption
Parking brake solenoid valve resistance 40 Ohm
5
Maximum service brake pressure 95 bar
Pedal start angle 42°
Pedal stop angle 15°
Valid for: L580 - 459 / from 14171; ID 1029 5965

5
activation pressure
5
deactivation pressure
Parking brake solenoid valve 0.6 A
current consumption
Parking brake solenoid valve resistance 40 Ohm
5
Dana Spiceraxles
5
ZF axles
Pedal start angle 42°
Pedal stop angle 15°
Service brake hydro accumulator

Brake light button

LBH/Version 02/10.2007/en/hd/05/05/2011

0.5
Accumulator charge pressure switch

Valid for: L550 - 456 / 16978 - 17730; L556 - 454 / 15653 - 17730;
L566 - 460 / 14171 - 17730; L576 - 457 / 14171 - 17730;
L580 - 459 / 14171 - 17730; Id. 1003 6072
Switch type N/C
5
Switching point, falling 120 bar
L566 - 460 / from 14171
Technical data
Accumulator charge pressure switch

L576 - 457 / from 17731; L580 - 459 / from 17731; Id. 1035 3433
Type Electronic
pressure switch
5
Switching point, falling 120 bar
Disc brake
0.5
Gap 1.0 mm
Brake lining thickness, NEW 4.5 mm
Minimum brake lining thickness 1.0 mm
Parking brake hydro accumulator

Overspeed protection solenoid valve

Current consumption 0.9 A
Resistance 30 Ohm
2.1.8 Electrical system

System voltage 24 V
Battery voltage 12 V
LBH/Version 02/10.2007/en/hd/05/05/2011
Battery
Battery capacity 143 Ah
Acid density of charged battery 1.26-1.28 kg/l
Cold test current (at -18 °C EN 60095-1) 950 A
L580 - 459 / from 14171
Technical data
ID 6132 03208
Battery capacity 170 Ah
Acid density of charged battery 1.26-1.28 kg/l
Cold test current (at -18 °C EN 60095-1) 1000 A
Input - module
Protection class (with connector IP6K9K
plugged in)
Power supply (logical unit) 7.0 to 48.0 VDC
Operating temperature -40 to +85 °C
Operation at ambient air pressure 500 to 1100 mbar
Weight 1.77 kg
Output - module
Protection class (with connector IP6K9K
plugged in)
Weight 1.77 kg
Main electronics (master)

Protection class (with connector IP 65
plugged in)
Computing power 266 MHz
LBH/Version 02/10.2007/en/hd/05/05/2011
Weight 3.5 kg
2.1.9 Transmission
Transmission
Number of gears 3
Transfer ratio in 1st gear 6.103
Transfer ratio in 2nd gear 3.033
Transfer ratio in 3rd gear 1.342
Weight (without oil) 285 kg
L566 - 460 / from 14171
Technical data

Drive shaft flange tightening torque 340 - 400 Nm
Tightening torque 30 - 35 Nm
Control valve block fastening screws
Gear shifting solenoid valves

Voltage 24 V
50
Current consumption 300 mA
6
Resistance 93 Ohm
Speed sensors
100
Resistance 1050 Ohm
0.2
Distance 0.3 mm
Number of teeth on drive shaft VM 1 60
Number of teeth on drive shaft VM 2 60
Number of teeth on power take-off speed 128
sensor
Gear pump
Capacity 16 cm³
Flow rate at rated speed 40.8 l/min
2.1.10 Axles and cardan shaft
Front axle
Valid for: L550 - 456 / from 16978
Type MT-L 3085 -
Self-locking differential 45 %
LBH/Version 02/10.2007/en/hd/05/05/2011
Width 2000 mm
Differential nut tightening torque 700 Nm
Wheel hub grooved nut tightening torque 2000+500 Nm
Wheel lug tightening torque 750 Nm
Wheel lug spanner size 30 mm
Differential transmission 3.89
Wheel hub transmission 6.0
Overall transmission 23.33
Weight 816 kg
L580 - 459 / from 14171
Technical data
Valid for: L556 - 454 / from 15653

Type MT-L 3095
Width 2000 mm
Weight 924 kg
Valid for: L576 - 473 / from 14171; L580 - 459 / 22270 - 22338; L580 - 459 / from 22990
L580 - 459 / 22270 - 22338; L580 - 459 / from 22990
Exception: machines with Dana Spicer axles (see chapter 12.2)
L580 - 459 / 24601; 24681; 24749; 25074; 25081; 25264; 25361; 25408; 25452;
25503; 25554; 25725; 25783; 26380; 26416; 26574; 27118
Type ZF - MT-L3105
Width 2230 mm
Weight 1174 kg
Valid for: L580 - 459 / 14171 - 22269; L580 - 459 / 22339 - 22986
L580 - 459 / 24601; 24681; 24749; 25074; 25081; 25264; 25361; 25408; 25452;
25503; 25554; 25725; 25783; 26380; 26416; 26574; 27118
LBH/Version 02/10.2007/en/hd/05/05/2011
Type SA 197 337 -

Dana 43 R 175
Width 2230 mm
Weight 1180 kg
L566 - 460 / from 14171
Technical data
Rear axle
Valid for: L550 - 456 / from 16978
Type MT-L 3085 -
Width 2000 mm
Weight 816 kg
Valid for: L556 - 454 / from 15653

Type MT-L 3085
Width 2000 mm
Weight 816 kg
Valid for: L566 - 460 / from 14171

Type MT-L 3095 -
Width 2230 mm
LBH/Version 02/10.2007/en/hd/05/05/2011

Swing angle 13 °
Weight 975 kg
L580 - 459 / from 14171
Technical data
Valid for: L576 - 473 / from 14171; L580 - 459 / 22270 - 22338; L580 - 459 / from 22990
Exception: machines with Dana Spicer Axles (see chapter 12.2)
L580 - 459 / 24601; 24681; 24749; 25074; 25081; 25264; 25361; 25408; 25452;
25503; 25554; 25725; 25783; 26380; 26416; 26574; 27118
Type ZF - MT-L 3105 -
Width 2230 mm
+500
Wheel hub grooved nut tightening torque 3000 Nm
Swing angle 13 °
Weight 1174 kg
Validfor: L580 - 459 / 14171 - 22269; L580 - 459 / 22339 - 22986

L580 - 459 / 24601; 24681; 24749; 25074; 25081; 25264; 25361; 25408; 25452;
25503; 25554; 25725; 25783; 26380; 26416; 26574; 27118
Type SA 197 478 -
Dana 37 R 118
Width 2230 mm
Swing angle 13 °
Weight 1090 kg
LBH/Version 02/10.2007/en/hd/05/05/2011
Front drive shaft

Valid for: L550 - 4456 / from 16978
Min. length 1310 mm
Max. length 1500 mm
Flange tightening torque 125 Nm
Weight 38 kg
L566 - 460 / from 14171
Technical data
Valid for: L556 - 454 / from 15653

Min. length 1430 mm
Max. length 1440 mm
Weight 72 kg
Min. length 1500 mm
Max. length 1610 mm
Weight 73 kg
Valid for: L580 - 459 / from 14171

Min. length 1545 mm
Max. length 1555 mm
Weight 75 kg
Rear drive shaft

Min. length 600 mm
Max. length 710 mm
Weight 16 kg
Min. length 765 mm
Max. length 875 mm
LBH/Version 02/10.2007/en/hd/05/05/2011
Weight 24 kg
2.1.11 Machine frame and ballast weight
Ballast weight
Valid for: L550 - 456 / from 16978
Weight per ballast weight 614 kg
Material GG 10
M24 10.9 screw tightening torque 960 Nm
L580 - 459 / from 14171
Technical data
Valid for: L556 - 454 / from 15653

Material GG 10
Valid for: L566 - 460 / from 14171

Material GG 10
Material GG 10
2.1.12 Automatic central lubrication system
Central lubrication pump EP1

Flow per stroke 120 mm³
Transfer medium Greases up to
NLGI class 2
Maximum flow pressure 280 bar
Operating temperature min. - 35 °C
max. + 80 °C
Power supply 24 V
Container size 4 kg
Progressive distributor
MX-F
LBH/Version 02/10.2007/en/hd/05/05/2011

Maximum operating pressure at input 300 bar
Temperature range min. -35 °C
max. +100 °C
Transfer medium Greases up to
NLGI class 2
L566 - 460 / from 14171
Technical data
MX-F 25
Flow per outlet 25 mm³
Flow per element 50 mm³
MX-F 45
MX-F 75
MX-F 105
Central lubrication pump controller EP-1

Default lubrication (cycles) 24 Cycles
Default cycle time 75% 40 min
2.1.13 Cab, heating and air-conditioning

LBH/Version 02/10.2007/en/hd/05/05/2011
Heating and ventilation

Rated voltage 24 V
Number of blower levels 6
Maximum fan current consumption 15.7 A
Maximum air flow 600 m³/h
Heating power 11 kW
L580 - 459 / from 14171
Technical data
Air conditioning system with built-in condenser

Valid for: L556 - 454 / 15653 - 16897; L566 - 460 / 14171 - 20425
L576 - 457 / 14171 - 20428; L580 - 459 / 14171 - 20432
Refrigerant R134a
Refrigerant oil (PAG oil) ZXL 100 PG
Coolant quantity 1250+50 g
10%
Cooling power 9.7 kW
Air conditioning system with external condenser

L576 - 457 / from 20429; L580 - 459 / from 20433
Refrigerant R134a
Coolant quantity 780+50 g
10%
Air conditioning compressor

Type SD7H15
Capacity 154.9 cm³
(SP 10)
Filling quantity 200 cm³
Maximum current consumption 2.63 A
Weight without oil 6.9 kg
Condenser
Valid for: L556 - 454 / 15653 - 16897; L566 - 460 / 14171 - 20425
L576 - 457 / 14171 - 20428; L580 - 459 / 14171 - 20432
LBH/Version 02/10.2007/en/hd/05/05/2011
Heating power 9.7±1 kW

Test pressure 35 bar
Condenser
L576 - 457 / from 20429; L580 - 459 / from 20433
Heating power 10,8±1 kW
Test pressure 35 bar
L566 - 460 / from 14171
Technical data
Dryer collector unit

Valid for: L556 - 454 / 15653 - 16897; L566 - 460 / 14171 - 20425
L576 - 457 / 14171 - 20428; L580 - 459 / 14171 - 20432
Contents 0.70 l
Leak test 30 bar
Dryer water consumption 16 g
Burst pressure 130 bar

L576 - 457 / from 20429; L580 - 459 / from 20433
Contents 0.70 l
Leak test 28 bar
Dryer water consumption 13 g
Burst pressure 100 bar
Pressure switch
Valid for: L556 - 454 / 15653 - 16897; L566 - 460 / 14171 - 20425
L576 - 457 / 14171 - 20428; L580 - 459 / 14171 - 20432
Low pressure OFF 1.5±0.5 bar
Low pressure ON 3.5 bar
High pressure OFF 25±2 bar
±1.5
High pressure ON 18 bar
Pressure switch
L576 - 457 / from 20429; L580 - 459 / from 20433
LBH/Version 02/10.2007/en/hd/05/05/2011
±0.5
Low pressure OFF 1.5 bar
Low pressure ON 3.5 bar
±2
High pressure OFF 25 bar
±1.5
High pressure ON 18 bar
±1
Fan OFF 15 bar
±1
Fan ON 19 bar
L580 - 459 / from 14171
Technical data
Evaporator
±10%
Temperature sensor activation 5.5 °C
temperature
Temperature sensor deactivation 4.5±10% °C
temperature
Temperature sensor B26

Operating temperature -40 - +125 °C
Resistance at -5°C 42330 Ohm
Resistance at 0°C 32670 Ohm
2.1.14 Lift arms and quick-change device
Lift arm
Main dimensions
LBH/Version 02/10.2007/en/hd/05/05/2011
Length 1 – bucket arm 2600 mm
Length 2 – linkage 1267 mm
Length 3 – connecting link assembly 718 mm
Weight of complete lift arms 1380 kg
(without cylinder)
Bucket arm weight 928 kg
Linkage weight 318 kg
Weight of connecting link assembly 56 kg
L566 - 460 / from 14171
Technical data
Valid for: L566 - 460 / from 14171

(without cylinder)
Valid for: L576 - 457 / from 14171

(without cylinder)
Valid for: L580 - 459 / from 14171

(without cylinder)
Industrial lift arm

LBH/Version 02/10.2007/en/hd/05/05/2011
Main dimensions
L580 - 459 / from 14171
Technical data
(without cylinder)
Quick-change device
Main dimensions
A – system connection size 1000 mm
B – width 1200 mm
H – height 820 mm
T – depth 450 mm
Weight 430 kg
LBH/Version 02/10.2007/en/hd/05/05/2011
A – system connection size 1100 mm
B – width 1370 mm
H – height 1100 mm
T – depth 620 mm
Weight 830 kg
L566 - 460 / from 14171
Technical data
2.1.15 Equipment and accessories
Standard bucket
Valid for: L550 - 456 / from 16978

B – bucket width 2700 mm
L – length with teeth 1630 mm
Bucket capacity 3.2 m³
Weight 1305 kg
Teeth – UNI-Z-2000 III 8 Pc.
Valid for: L556 - 454 / from 15653

Weight 1365 kg
LBH/Version 02/10.2007/en/hd/05/05/2011
Teeth – UNI-Z-2000 III 8 Pc.
Valid for: L566 - 460 / from 14171

Weight 2080 kg
Teeth – UNI-Z-2000 IV 9 Pc.
L580 - 459 / from 14171
Technical data
Valid for: L576 - 457 / from 14171

Weight 2150 kg
Valid for: L580 - 459 / from 14171

Weight 2340 kg
Forklift
LBH/Version 02/10.2007/en/hd/05/05/2011
Prong length 1500 mm
L – Length (fork carrier + prongs) 1860 mm
K – Fork carrier width 2000 mm
H – Height (fork carrier + prongs) 1040 mm
Weight (fork carrier + prongs) 740 kg
Prong length 1800 mm
L – Length (fork carrier + prongs) 2220 mm
L566 - 460 / from 14171
Technical data

K – Fork carrier width 2050 mm
H – Height (fork carrier + prongs) 1270 mm
Weight (fork carrier + prongs) 1160 kg
LBH/Version 02/10.2007/en/hd/05/05/2011
L580 - 459 / from 14171
3 Maintenance
3.0
Chapter contents
3 Maintenance........................................................................ 3.0-1
3.1 Maintenance and inspection schedule ........................................... 3.1-1
3.2 Testing and adjustment plan........................................................... 3.2-1
3.3 Testing and adjustment checklists .................................................. 3.3-1
3.4 Lubrication chart and filling quantities ............................................ 3.4-1

3.4.1 Filling quantities .................................................................... 3.4-1
3.4.2 Lubrication charts ................................................................. 3.4-5
3.5 Maintenance tasks .......................................................................... 3.5-1

3.5.1 Safety precautions for maintenance ..................................... 3.5-1
3.5.2 Preparatory tasks for maintenance ...................................... 3.5-2
3.5.3 Removing loose parts, dirt, ice and snow from the
machine ................................................................................ 3.5-6
3.5.4 Checking the machine for external damage ......................... 3.5-6
3.5.5 Making sure the bolted connections are tight ....................... 3.5-6
3.5.6 Sealing leaks ........................................................................ 3.5-6
3.5.7 Checking the engine oil level................................................ 3.5-7
3.5.8 Changing the engine oil ........................................................ 3.5-7
3.5.9 Changing the diesel engine oil filter ..................................... 3.5-8
3.5.10 Checking / replacing the V-ribbed belt ................................. 3.5-9
3.5.11 Checking / adjusting the engine valve play .......................... 3.5-9
3.5.12 Checking the diesel engine heating flange ........................ 3.5-11
3.5.13 Greasing the ring gear on the engine starter flywheel ....... 3.5-12
LBH/Version 01/05.2009/en/hd/11/11/2011
3.5.14 Changing the engine oil separator filter insert .................... 3.5-12
3.5.15 Checking the bearings and condition of the engine
control units ........................................................................ 3.5-13
3.5.16 Checking the state of sensors and cable connections ....... 3.5-13
3.5.17 Changing the fuel pre-filter ................................................. 3.5-13
3.5.18 Changing the fuel fine filter ................................................. 3.5-15
3.5.19 Draining off condensate from the fuel pre-filter (the
corresponding service code appears) ................................ 3.5-16
3.5.20 Bleeding the fuel system .................................................... 3.5-16
3.5.21 Draining off condensate and sediment from the fuel
tank ..................................................................................... 3.5-18
L566 - 460 / from 14171
Maintenance Service Manual
3.5.22 Cleaning the air filter service cap and dust extraction
valve................................................................................... 3.5-19
3.5.23 Testing the air filter vacuum switch ................................... 3.5-19
3.5.24 Changing the air filter primary element when indicated
by the vacuum switch ........................................................ 3.5-20
3.5.25 Changing the air filter secondary element ......................... 3.5-21
3.5.26 Checking the air intake hoses for leaks and tight fitting .... 3.5-22
3.5.27 Checking the exhaust lines for leaks and tight fitting ........ 3.5-22
3.5.28 Check the oil level in the pump distributor gear................. 3.5-23
3.5.29 Changing the splitter box oil .............................................. 3.5-24
3.5.30 Checking the soot particle filter pressure monitor for
function, leaks and blockages............................................ 3.5-24
3.5.31 Checking and draining the soot particle filter
condensate separator Up to Ser. No.: 20793 .................... 3.5-25
3.5.32 Checking and draining the particle filter condensate
separator From Ser. No.: 20794 ........................................ 3.5-26
3.5.33 Changing the soot particle filter condensate separator ..... 3.5-27
3.5.34 Cleaning the soot particle filter .......................................... 3.5-28
3.5.35 Checking the coolant antifreeze and corrosion inhibitor
concentration ..................................................................... 3.5-28
3.5.36 Cleaning the cooling system .............................................. 3.5-32
3.5.37 Changing the coolant ......................................................... 3.5-33
3.5.38 Checking the oil level in the hydraulic tank........................ 3.5-35
3.5.39 Draining off condensate and sediment from the
hydraulic tank ..................................................................... 3.5-37
3.5.40 Changing the oil in the hydraulic tank and checking the
return strainer..................................................................... 3.5-37
3.5.41 Checking and cleaning the magnetic rod on the
hydraulic tank ..................................................................... 3.5-37
3.5.42 Changing the hydraulic tank return suction filter ............... 3.5-38
3.5.43 Changing the hydraulic tank bleeder filter ......................... 3.5-39
3.5.44 Lubricating the pilot control device solenoids, universal
joints and tappets............................................................... 3.5-39
3.5.45 Testing the steering ........................................................... 3.5-39
LBH/Version 01/05.2009/en/hd/11/11/2011
3.5.46 Lubricating the bearing points on the steering cylinders ... 3.5-40
3.5.47 Testing the service brake and parking brake..................... 3.5-40
3.5.48 Parking brake - Check gap and brake lining wear Up to
ser. no. 22887 .................................................................... 3.5-41
3.5.49 Parking brake - Checking the gap and wear on the
parking brake linings From ser. no. 22888 ........................ 3.5-42
3.5.50 Checking the indicator lamps and lighting ......................... 3.5-43
3.5.51 Checking the batteries, fluid level and terminals ............... 3.5-44
3.5.52 Replacing the travel direction switch control lever rocker
and the pushbutton cover (optional) .................................. 3.5-46
3.5.53 Checking the transmission oil level ................................... 3.5-47
L580 - 459 / from 14171
Service Manual Maintenance
3.5.54 Changing the transmission oil ............................................ 3.5-48

3.5.55 Changing the transmission oil filter .................................... 3.5-48
3.5.56 Checking the tightness of the wheels (once after 50,
100 and 250 h) ................................................................... 3.5-48
3.5.57 Checking the axle oil level .................................................. 3.5-49
3.5.58 Checking the axle oil level .................................................. 3.5-49
3.5.59 Changing the axle oil .......................................................... 3.5-50
3.5.60 Changing the axle oil .......................................................... 3.5-51
3.5.61 Lubricating the bevel gear seal .......................................... 3.5-52
3.5.62 Checking and lubricating the front drive shaft .................... 3.5-52
3.5.63 Checking and lubricating the rear drive shaft ..................... 3.5-52
3.5.64 Testing and setting the tyre pressure for the machine's
use and attachments .......................................................... 3.5-52
3.5.65 Lubricating the articulated bearing and the rear
oscillating bearing ............................................................... 3.5-53
3.5.66 Checking the lubrication system grease reservoir level ..... 3.5-54
3.5.67 Checking the pipes, hoses and lubrication points of the
lubrication system ............................................................... 3.5-54
3.5.68 Checking whether metered quantities are adequate at
the bearing points (grease collars) of the central
lubrication system ............................................................... 3.5-54
3.5.69 Lubricating the door hinges ................................................ 3.5-55
3.5.70 Cleaning the fresh air and recirculated air filter .................. 3.5-55
3.5.71 Changing the fresh air and recirculated air filter ................ 3.5-56
3.5.72 Checking the indicator beads in the dryer-collector unit .... 3.5-57
3.5.73 Lubricating the lift arms and attachment ............................ 3.5-58
3.5.74 Lubricating the industrial lift arm and the attachment......... 3.5-59
3.5.75 Checking the bucket bearing seals and the bearing
bushings on the lift arms..................................................... 3.5-60
3.5.76 Check the lift arms and bucket stops ................................. 3.5-61
3.5.77 Testing the quick-change device (optional) ........................ 3.5-62
3.6 Testing and adjustment tasks ......................................................... 3.6-1

3.6.1 Safety precautions for testing and adjustment ..................... 3.6-1
LBH/Version 01/05.2009/en/hd/11/11/2011
3.6.2 Preparing for testing and adjustment ................................... 3.6-2

3.6.3 Bringing the machine up to operating temperature .............. 3.6-3
3.6.4 Checking the diesel engine speed ....................................... 3.6-3
3.6.5 Checking the fan motor and fan control pressure relief
valve ..................................................................................... 3.6-4
3.6.6 Calibrating the pedals ........................................................... 3.6-5
3.6.7 Checking the replenishing pressure of the variable
displacement pump .............................................................. 3.6-6
3.6.8 Checking the pressure relief and replenishing valve of
the variable displacement pump ........................................... 3.6-6
L566 - 460 / from 14171
3.6.9 Checking the pressure cut-off of the variable

displacement pump .............................................................. 3.6-7
3.6.10 Checking the sensor high pressure ..................................... 3.6-7
3.6.11 Calibrating the block curve .................................................. 3.6-8
3.6.12 Automatic block curve calibration ........................................ 3.6-9
3.6.13 Calibrating the variable displacement motors.................... 3.6-10
3.6.14 Check the nitrogen filling of the hydro accumulator for
the replenishing of the travel hydraulics ............................ 3.6-11
3.6.15 Checking the engine output ............................................... 3.6-12
3.6.16 Checking the engine output ............................................... 3.6-13
3.6.17 Checking the flow controller (delta p) of the working
hydraulics pump ................................................................. 3.6-14
3.6.18 Checking the flow controller (start of delivery) of the
working hydraulics pump ................................................... 3.6-14
3.6.19 Checking the secondary pressure relief valves on the
control block ....................................................................... 3.6-15
3.6.20 Checking the primary pressure relief valves on the
control block ....................................................................... 3.6-16
3.6.21 Checking the LS pressure cut-off on the control block ...... 3.6-16
3.6.22 Depressurising ride control and the hydro accumulators
/ piston accumulator........................................................... 3.6-17
3.6.23 Checking the cut-off pressure in the stabilisation
module ............................................................................... 3.6-17
3.6.24 Checking the nitrogen in the ride control hydro
accumulator ....................................................................... 3.6-18
3.6.25 Check the piston accumulator’s nitrogen level in the
driving vibration damper .................................................... 3.6-19
3.6.26 Check the pressure cut-off of the steering pump............... 3.6-20
3.6.27 Checking the flow controller (delta p) of the steering
pump .................................................................................. 3.6-20
3.6.28 Checking the brake pressure of the compact brake
valve................................................................................... 3.6-20
3.6.29 Checking the brake pressure at the axles ......................... 3.6-21
3.6.30 Checking the capacity of the brake accumulator ............... 3.6-21
3.6.31 Checking the accumulator charge pressure ...................... 3.6-22
LBH/Version 01/05.2009/en/hd/11/11/2011
3.6.32 Checking the brake light pressure switch and brake

lights................................................................................... 3.6-23
3.6.33 Checking the transmission shift pressure .......................... 3.6-23
3.6.34 Checking the nitrogen in the transmission hydro
accumulator ....................................................................... 3.6-23
3.7 Lubricants and fuels ....................................................................... 3.7-1
L580 - 459 / from 14171
Maintenance and inspection schedule
3.1 Maintenance and inspection schedule

All relevant safety guidelines must be followed when carrying out all
servicing, inspection or repair work. Regional work safety regulations,
industrial accident prevention regulations and national legislation must be
observed.
You will find a list of spare parts that you need for servicing and inspection
work in the "SERVICE PACK" in the spare parts list.
Use only LIEBHERR original spare parts and servicing parts for all
servicing, inspection and repair work. If the operating company requires the
installation of other parts purchased elsewhere, a separate note must be on
the inspection documents that this may result in a loss of guarantee.
Do not exceed the stated maintenance and inspection intervals and if
necessary these should be reduced.
CAUTION
Careful servicing can only be carried out if the machine is clean.
Clean the machine before you start any service work.
The following abbreviations are used in this section:

h = service hours
Various symbols (solid or empty circles, boxes and stars) are used to
indicate the maintenance tasks, which fall into two main types.
The symbols have the following meanings:
Table with solid circle, box or star
– Responsibility for carrying out the maintenance work lies with the machine
operator or his maintenance personnel.
This affects the maintenance intervals every 10 and 50 service hours (h)
and non-scheduled intervals.
The symbols have the following meanings:
Table with empty circle, box or star, or service hours (h)
– The maintenance and inspection work must be performed or supervised
by authorised engineers from LIEBHERR or its authorised dealers.
This affects the maintenance intervals on delivery, every 500, 1000, 2000
service hours (h), and at unscheduled times.
LBH/Version 01/05.2009/en/hd/11/11/2011
L566 - 460 / from 14171
Customer: …………………… Machine type: ………...… Serial no.: …….…… Service hours: ………..……… Date: ………..……………
Maintenance / inspection after
service hours TASKS TO BE PERFORMED
Special intervals
By maintenance staff By authorised specialist staff
On handover
Once-only activity Once-only activity

Every 1000
Every 2000
Every 500
Repeat interval Repeat interval

Every 10
Every 50
As necessary As necessary
Annually before the winter
Have the driver lubricate the machine in accordance with the lubrication chart
and instruct him on proper maintenance
Instruct the driver in the operation of all functions
Instruct the driver on the operating instructions and the safety regulations they
contain.
Remove loose parts, dirt, ice and snow from the machine
Check the machine for external damage
Make sure the bolted connections are tight
Seal any leaks
Check the hydraulic pressure according to the testing and adjustment plan
Diesel engine and pump distributor gear
Check the engine oil level
Change the engine oil (at least once a year): CAUTION See the section on
lubricants and fuels for the engine oil quality and complicating factors.
Change the engine oil filter (at least once a year)
Check the V-ribbed belt and replace it if necessary
Check / adjust the engine valve play
Check the diesel engine heating flange
Lightly grease the ring gear on the engine starter flywheel
Change the engine oil separator filter insert
Check the bearings and and condition of the engine control units
Check the state of sensors and cable connections
Replace the fuel pre-filter (or in the event of a lack of output)
Replace the fuel fine filter (or in the event of a lack of output)
Drain off condensate from the fuel pre-filter (or if the corresponding service
code appears)
Bleed air from fuel system (CAUTION: do not loosen injection lines)
Drain off condensate and sediment from the fuel tank
LBH/Version 01/05.2009/en/hd/11/11/2011
Clean the air filter service cap and dust extraction valve
Test the air filter vacuum switch
Change the main air filter element when indicated by the vacuum switch (or
every year at the latest)
Clean or replace the air filter secondary element (after replacing the main
element 3 times or every year at the latest)
Check the air intake hoses for leaks and tight fitting
Check the exhaust lines for leaks and tight fitting
Check the oil level in the pump distributor gear
Change the splitter box oil
L580 - 459 / from 14171
Customer: …………………… Machine type: …………… Serial no.: ……....… Service hours: …….………… Date: ………..……………
Maintenance / inspection after

service hours TASKS TO BE PERFORMED
Special intervals
On handover

Every 1000
Every 2000
Every 500

Every 10
Every 50
Diesel particle filter (optional PuriTech)

Check the diesel particle filter pressure monitor for function, leaks and blockages
Check and drain the diesel particle filter condensate separator
Change the diesel particle filter condensate separator
Clean the diesel particle filter (at least once a year)
Diesel particle filter (optional Liebherr)
Diesel particulate filter - draining the condensate separator
Diesel particulate filter - changing the sintered metal filter
Cleaning the diesel particulate filter (or in the event of poor performance)
Cooling system
Check the coolant antifreeze concentration
Clean the cooling system
3000 Replace the coolant (at least every 2 years)
Working hydraulics
Check the oil level in the hydraulic tank
Drain off condensate and sediment from the hydraulic tank
Hydraulic tank - changing the oil in the hydraulic system. For the oil quality and
oil change intervals, see the section on lubricants and fuels “hydraulic oil”.
Check the oil in the hydraulic tank (affects all environmentally compatible
hydraulic fluids)
250 Check and clean the magnetic rod on the hydraulic tank
Change the hydraulic tank return suction filter insert
Change the hydraulic tank bleeder filter
Lubricate the pilot control device solenoids, universal joints and tappets
Steering system
Test the steering
Lubricate the bearing points on the steering cylinders
LBH/Version 01/05.2009/en/hd/25/11/2011
Brake system
Check the service brake and parking brake
Check the gap and wear on the parking brake linings
Electrical system
Check the indicator lamps and lighting
Check the batteries, fluid level and terminals
Control lever - change travel direction switch rocker and cap (optional)
Transmission
Check the transmission oil level
Change the transmission oil
Change the transmission oil filter
L566 - 460 / from 14171
Customer: ……………………… Machine type: ………...… Serial no.: ……....… Service hours: ………..……… Date: ………..……………
Maintenance / inspection
after service hours TASKS TO BE PERFORMED
Special intervals
On handover

Every 1000
Every 2000
Every 500

Every 10
Every 50
Axles and tyres

Checking the tightness of the wheels (once after 50, 100 and 250 h)
Checking the axle oil levels
Changing the axle oil
Lubricate the bevel gear seal on the front and rear axles (if necessary, for example,
if used in water every day) (only applies to L580 - 459 / 14171 - 22889)
Check and lubricate the cardan shaft(s)
Check the tyre pressure
Machine frame and ballast weight
Lubricate the articulated bearing and the rear oscillating bearing
Grease the rear section cover lower hinges
Lubrication system (optional)
Check the lubrication system grease reservoir level
Check the pipes, hoses and lubrication points of the lubrication system
Check whether metered quantities are adequate at the bearing points (grease
collars) of the central lubrication system
Cab, heating and air-conditioning
Grease the cab door hinges
Clean the fresh air and recirculated air filter
Change the fresh air and recirculated air filter
Check the indicator and filling level beads in the dryer-collector unit of the
air conditioner
Lift arms and quick-change device
Lubricate the lift arms and attachment
Check the bucket bearing seals and the bearing bushings on the lift arms
Check the lift arms and bucket stops
Lubricate and test the quick-change device
LBH/Version 01/05.2009/en/hd/11/11/2011
L580 - 459 / from 14171
Testing and adjustment plan
3.2 Testing and adjustment plan

The tasks in the testing and adjustment plan may only be carried out by
authorised specialist staff of LIEBHERR or its contractual agents.
You can find brief instructions on performing these tasks in the section on
testing and adjustment checklists.
Detailed instructions can be found in the section on testing and adjust-
ment tasks.
LBH/Version 01/05.2009/en/hd/11/11/2011
L566 - 460 / from 14171
Testing and adjustment plan
Customer: ……………………… Machine type: ………...… Serial no.: …….…… Service hours: …….………… Date: ………..……………
Maintenance / inspection
after service hours TASKS TO BE PERFORMED
Special intervals
By authorised specialist staff
On handover
Every 1000
Every 2000
Once-only activity
Every 500
Every 10
Every 50
Repeat interval
As necessary
Diesel engine
Check the diesel engine speed
Cooling system
Check the fan motor and fan control pressure relief valve
Travel hydraulics
Synchronise pedals
Check the replenishing pressure of the variable displacement pump
Check the pressure relief and replenishing valve of the variable displacement
pump
Check the pressure cut-off of the variable displacement pump
Calibrate the block curve
Calibrate the variable displacement motors
Check the nitrogen filling of the hydro accumulator for the replenishing of the
travel hydraulics
Check the engine output
Working hydraulics
Check the flow controller (delta p) of the working hydraulics pump
Check the flow controller (start of delivery) of the working hydraulics pump
Check the secondary pressure relief valves on the control block
Check the primary pressure relief valves on the control block
Check the LS pressure cut-off on the control block
Check the cut-off pressure in the stabilisation module
Check the nitrogen in the ride control hydro accumulator / piston accumulator
Steering system
Check the pressure cut-off of the steering pump
Check the flow controller (delta p) of the steering pump
Brake system
LBH/Version 01/05.2009/en/hd/11/11/2011
Check the opening and closing pressure of the compact brake valve
Check the brake pressure of the compact brake valve
Check the capacity of the brake accumulator
Check the accumulator charge pressure
Check the brake light pressure switch and brake lights
Transmission
Check the transmission shift pressure
Check the nitrogen in the transmission hydro accumulator
L580 - 459 / from 14171
Testing and adjustment checklists
3.3 Testing and adjustment checklists

The testing and adjustment checklists contain all testing and adjustment
tasks. You can find detailed descriptions of each activity in the section on
testing and adjustment tasks.
LBH/Version 01/05.2009/en/hd/11/11/2011
L550 - 456 / from 16978 L576 - 457 / from 14171 Copyright by

3.3-1 of 6
L566 - 460 / from 14171
Testing and adjustment checklists
LBH/Version 01/05.2009/en/hd/11/11/2011
L580 - 459 / from 14171
Customer: L550, L556 Ser. Nr. /
Operating hours:
Type of application:
Checked by:
Job site:
Checked on date:
1000 Bh.
2000 Bh.
Adjust. Value Value
Adjust. Test
Check / Adjustment Unit values
before after
adjust. adjust. point point
Operating temperature
5
Operating temperature °C 58
(Temperature sensor – hydraulic oil)
Cooling system
Cooling System (fan control)
10
Fan at high Diesel engine RPM / bar 110 P
Sensor unplugged
10
Fan at high Diesel engine RPM / bar 220 1 P
Prop. solenoid valve current less
Diesel engine
Adjustment - pedals
Gas pedal – angle sensor
Inching pedal – angle sensor
Diesel engine RPM

-1 10
Low idle RPM min 900
-1 10
High idle RPM min 2065
Travel hydraulic
Replenishing pressure
1
At high idle RPM bar 31 3 G
High pressure relief valves

10
Forward bar 470 2 MA
10
Reverse bar 470 4 MB
Pressure cut off

5
High pressure bar 430 1 MA (MB)
-1
Engine speed drop, max. difference min 30 Display
to high idle RPM
Calibration block curve

High pressure at 930 min-1 bar 50
10
MA (MB)
-1 10
High pressure at 1200 min bar 290 MA (MB)
High pressure at 1400 min-1 bar 350
10
MA (MB)
Adjustment var. displ. motor

Automatically adjustment of the
variable displacement motors
Engine performance at 13 km/h

10
High pressure L550 bar 300 MA
10
-1 30
Diesel engine RPM min 1980
= Blocked Machine
L550 - 456 / from 16978 copyright by 3.3

L576 - 454 / from 15653
MJFCIFSS
1000 Bh.
2000 Bh.
Adjust. Value Value Adjust. Test
before after
point point
adjust. adjust.
Working hydraulic
Control valve block
Z-bar kinematics
Secondary pressure relief valve
5
lift, tilt in, tilt out bar 380 3, 4, 6 P
5
Primary pressure relief valve bar 360 5 P
LS-Pressure cut off L550 bar 5 7 P
290
LS-Pressure cut off L556 bar 330
5 7 P
Control valve block

Industrial lifting arm
5
Secondary pressure relief valve, lift bar 380 3 P
5
Secondary pressure rel. valve, tilt in bar 400 4 P
Secondary pressure rel. valve, tilt out bar 5 6 P
280
Primary pressure relief valve bar 390
5 7 P
5 7 P
5 7 P
Working hydraulic pump

10
Power regulator bar 180 1 M / M1

2
Flow regulator-Pressure difference bar 22 2 M / LS
Stabilization module
20
Shut off pressure (LFD – turned off) bar 120 MX
Nitrogen filling - LFD

2
Hydro accumulator bar 25 9 9
2
Piston accumulator bar 37 10 10
Steering system
5
Pressure cut off bar 210 2 P

2
Flow regulator – Pressure difference bar 22 1 P / LS
Brake system
Compact brake valve
5
Cut in pressure bar 180 1 M3
5
Cut out pressure bar 210 1 M3
5
Brake pressure in axles bar 95 2 M4 / M5
Accumulator
After 9 braking actions bar > 50 M4 / M5
Pressure switch - brake system

5
Switching point bar 120 M3
Transfer gear
Transfer gear
3
Switching pressure bar 20 P
Transmission hydro accumulator

2
Preload pressure (nitrogen filling) bar 12 1
Remarks: Signature:
Check and adjust only if required
3.3 copyright by L550 - 456 / from 16978

L556 - 454 / from 15653
MJFCIFSS
Customer: L566, L576, L580 Ser. No. /
Operating hours:
Type of application:
Checked by:
Job site:
Checked on date:
1000 Bh.
2000 Bh.
Adjust. Value Value
Adjust. Test
before after
adjust. adjust. point point
Operating temperature
5
Operating temperature °C 58
(Temperature sensor – hydraulic oil)
Cooling system
Cooling System (fan control)
10
Fan at high Diesel engine RPM / bar 175 P
Sensor unplugged
10
Fan at high Diesel engine RPM / bar 220 1 P
Prop. solenoid valve current less
Diesel engine
Adjustment - pedals
Gas pedal – angle sensor
Inching pedal – angle sensor
Diesel engine RPM

-1 10
Low idle RPM min 900
-1 10
High idle RPM min 2065
Travel hydraulic
Replenishing pressure
1
At high idle RPM bar 34 3 G
High pressure relief valves

10
Forward bar 470 2 MA
10
Reverse bar 470 4 MB
Pressure cut off

5
High pressure bar 430 1 MA (MB)
-1
Engine speed drop, max. difference min 30 Display
to high idle RPM
High pressure sensor

High pressure p at 300 bar bar <5 MA (MB)

Ser. No. 14171 - 22879
-1 10
-1 10
-1 10

from Ser. Nr. 22880
Automatically calibration of the
block curve
Adjustment var. displ. motor

Automatically adjustment of the
variable displacement motors
Hydro accumulator
travel hydraulic
Pretension pressure (nitrogen filling) 1
bar 12 3 3
= Blocked Machine
L566 - 460 / from 14171 copyright by 3.3

L576 - 456 / from 14171
MJFCIFSS
L580 - 459 / from 14171
1000 Bh.
2000 Bh.
Adjust. Value Value Adjust. Test
before after
point point
adjust. adjust.
Diesel engine
Engine performance at 13 km/h
10
10
High pressure L576, L580 bar 350 MA
-1 60
Diesel engine RPM min 1960
Working hydraulic
Control valve block
5
Secondary pressure relief valve, lift bar 420 3 P
5
Secondary pressure rel. valve, tilt in bar 400 4 P
5
Secondary pressure rel. valve, tilt out bar 400 6 P
5
Primary pressure relief valve bar 380 5 P
Control valve block

5
LS-Pressure cut off bar 350 7 P

10
Power regulator bar 180 1 M / M1

2
Flow regulator-Pressure difference bar 22 2 M / LS
Stabilization module
20
Shut off pressure (LFD – turned off) bar 120 MX
Hydro accumulator LFD

Pretension pressure (nitrogen filling) bar 25
2
9 9
Steering system
5
Pressure cut off bar 210 2 P

2
Flow regulator – Pressure difference bar 22 1 P / LS
Brake system
Compact brake valve
5
Cut in pressure bar 180 1 M3
5
Cut out pressure bar 210 1 M3
5
Brake pressure ZF-axles L566, L576, L580 bar 95 2 M4 / M5
Brake pressure Dana Spicer - axles L580 5
bar 70 2 M4 / M5
Accumulator
After 9 braking actions bar > 50 M4 / M5
Pressure switch - brake system

5
Switching point bar 120 M3
Transfer gear
Transfer gear
3
Switching pressure bar 20 P
Transmission - hydro accumulator

2
Preload pressure (nitrogen filling) bar 12 1
Remarks: Signature:
Check and adjust only if required
3.3 copyright by L566 - 460 / from 14171

L576 - 457 / from 14171
MJFCIFSS
L580 - 459 / from 14171
Lubrication chart and filling quantities
3.4 Lubrication chart and filling quantities

3.4.1 Filling quantities
Specifications in the medium column:
– The standard lubricants and fuels required for central European climate
conditions are stated here.
– Before you change or top up the oil in the hydraulic system
(hydraulic tank), always check if it is filled with petroleum or bio oil.
– For more detailed information about the required lubricants and service
fuels, see the section on lubricants and fuels.
Specifications in the quantity column:
– The values stated for the filling quantities in the table are only guidelines.
– The dipstick and level markings are always mandatory.
– Each time the oil is replaced or topped up, check the level in the unit
in question.
Note
Observe the data sheets and safety data sheets in “LH service
documentation” / “General information” / “Lubricants”.
Valid for: L550 - 456 / from 16978
Description Recommended lubricant / operating fluid Symbol Quantity

A)
Diesel engine (with filter) Liebherr Motoroil 10W-40 31 l
Liebherr Motoroil 10W-40 low ash
Liebherr Motoroil 5W-30
Hydraulic system Liebherr Hydraulic Basic 68 A)

Liebherr Hydraulic Basic 100
Liebherr Hydraulic HVI
Liebherr Hydraulic Plus
Liebherr Hydraulic Plus Arctic
System capacity 240 l
Tank capacity 135 l
A)
Splitter box Liebherr Gear Basic 90 LS 2,5 l
Liebherr Syntogear Plus 75W-90
Liebher Hypoid 85W-140 EP
Transfer gear Liebherr Hydraulic-Gear ATF 5W-20 11,5 l

LBH/Version 01/05.2009/en/hd/11/11/2011
Front axle Liebherr Gear Basic 90LS 30 l
Rear axle Liebherr Gear Basic 90LS 30 l
Fuel tank Standard diesel fuel with sulphur content less 255 l
than or equal to 0,5 %
Fuel reserve, approx. 25 l
L566 - 460 / from 14171

Engine cooling system total Liebherr Antifreeze Mix 45 l
capacity Liebherr Antifreeze Concentrate
Windscreen washer system Standard windscreen washer fluid or denatured 3,5 l

alcohol
Air conditioning system refrig- R 134a 780+50 g

erant
Refrigerant oil for air condi- PAG ZXL 100PG 200 cm³
tioning compressor
A) = Factory filling
Valid for: L556 - 454 / from 15653

A)

Tank capacity 135 l
Splitter box Liebherr Gear Basic 90 LS A) 2,5 l

LBH/Version 01/05.2009/en/hd/11/11/2011
L580 - 459 / from 14171


alcohol
Air conditioning system refrig- R 134a

erant
Ser. Nr. 15653 - 16897 1250 g

+50
Ser. Nr. from 16898 780+50 g

tioning compressor

A)
Tank capacity 135 l
A)

LBH/Version 01/05.2009/en/hd/11/11/2011
L566 - 460 / from 14171


alcohol

erant
Ser. Nr. 14171 - 20425 1250 g

+50
Ser. Nr. from 20426 780+50 g

tioning compressor
Valid for: L580 - 459 / from 14171

A)
Tank capacity 135 l
A)

LBH/Version 01/05.2009/en/hd/11/11/2011
L580 - 459 / from 14171


alcohol

erant
Ser. Nr. 14171 - 20425 1250 g

+50
Ser. Nr. from 20426 780+50 g

tioning compressor
3.4.2 Lubrication charts

The lubrication chart provides an overview of the location of the mainte-
nance points on the machine and of the maintenance intervals.
You will find detailed information in the maintenance and inspection
schedule, as well as in the individual descriptions in the section on mainte-
nance tasks.
For more detailed information about the required lubricants and service
fuels, see the section on lubricants and fuels.
For information about the required filling quantities, see the tables of filling
quantities.
Key:
1 = transmission
2 = front axle
3 = rear axle
1) = central lubricating rail, front section
2) = central lubricating rail, rear section
LBH/Version 01/05.2009/en/hd/11/11/2011
L566 - 460 / from 14171
L566 - 460 / from 14171; L576 - 457 / from 14171;
LBH/Version 01/05.2009/en/hd/11/11/2011
Symbol Description Symbol Description Symbol Description
Grease the Oil change Splitter box

general
lubricating points
Check the oil Hydraulic tank Gear oil

level
First oil change Engine
L580 - 459 / from 14171
Symbol Benennung Symbol Benennung Symbol Benennung

LBH/Version 01/05.2009/en/hd/11/11/2011
Allgemeine Ölwechsel Pumpenverteiler-

Schmierstellen getriebe
schmieren
Ölstand prüfen Hydrauliktank Getriebeöl
Erster Ölwechsel Dieselmotor
L566 - 460 / from 14171
Valid for: L580 - 459 / 14171 - 22889

LBH/Version 01/05.2009/en/hd/11/11/2011

general
lubricating points

level
L580 - 459 / from 14171
Valid for: L580 - 459 / from 22890

LBH/Version 01/05.2009/en/hd/11/11/2011

general
lubricating points

level
L566 - 460 / from 14171
LBH/Version 01/05.2009/en/hd/11/11/2011
L580 - 459 / from 14171
Maintenance tasks
3.5 Maintenance tasks

can carry out the required work without putting those carrying out the work,
or other parties, into danger.
3.5.1 Safety precautions for maintenance
Make sure you are wearing safe working clothing.

Certain jobs not only require a hard hat and safety boots, but also goggles
and safety gloves.
observed.
Make sure that visual contact between the operator in the cab and mainte-
nance personnel is always maintained.
DANGER
LBH/Version 01/05.2009/en/hd/11/11/2011
There is a risk of accidents for maintenance personnel.

The presence of unauthorised persons on the machine can place the
maintenance personnel in extreme danger.
Never enter a dangerous area of the machine without making your pre-
sence known.
Make sure you can be clearly seen before entering one of the machine's
danger areas.
L566 - 460 / from 14171
Maintenance tasks
Secure the machine against rolling away with wheel wedges.
3.5.2 Preparatory tasks for maintenance

Before performing the various maintenance tasks, move the machine to
maintenance position unless otherwise explicitly specified in the description.
The various maintenance tasks include:
– Lubricating the lift arms
– Checking the oil level or changing the oil in the engine, gears, axles,
hydraulic tank, etc.
– Replacing filters as well as adjustment and repair work on the hydrau-
lic system
Maintenance positions
The maintenance position depends on the maintenance task to be performed.
The two basic maintenance positions 1 and 2 are described below.
They enable you to access the individual maintenance points.
Maintenance position 1 To move the machine into maintenance position 1 proceed as follows.
Maintenance position 1
Park the machine on level ground.
Lower the lift arms.
Set the bucket down flat on the ground.
Engage the parking brake.
Turn off the diesel engine.
Take out the ignition key.
LBH/Version 01/05.2009/en/hd/11/11/2011
Maintenance position 2 To move the machine into maintenance position 2 proceed as follows.
Maintenance position 2
Park the machine on level ground.
Engage the articulation lock.
Lower the lift arms.
L580 - 459 / from 14171
Maintenance tasks
Tilt the bucket out and set it down on the ground on its teeth or
cutting edge.
Engage the parking brake.
Take out the ignition key.
Opening the engine Opening the service hatches, doors and hoods
compartment hatch
Open the door if you need to access the following units or components:
– Hydraulic pumps
– Hydraulic tank
– Hydraulic tank shut-off valve
– Air filter
– Battery main switch
Engine compartment hatch

1 Engine compartment hatch 3 Gas-filled springs
2 Handle with lock
WARNING
There is a risk of injury if the engine compartment door falls shut.
Check that the gas-filled springs securely hold the hood fully open.
Open the lock with the ignition key.
Completely open the hatch 1 using the handle 2.
Two gas-filled springs 3 hold the opened hatch in this position.
Opening the engine When the hood is open, you can access the following units:
compartment hatch – Diesel engine
– Pump distributor gear
– Cooling system
– Hydraulic tank
LBH/Version 01/05.2009/en/hd/11/11/2011
Engine compartment hatch and hood cable

Open the engine compartment hatch.
L566 - 460 / from 14171
Maintenance tasks
WARNING
Engine parts which are in motion can cause injury.
Rotating or moving engine parts, such as the fan blades or V-belts, can
cause injury.
Only open the engine compartment hood when the engine is shut down.
Pull the cable 1 for unlocking the engine compartment hood until the lock
is open.
Engine compartment hood
1 Engine compartment hood 4 Cable lock

2 Gas-filled springs 5 Hydraulic tank cover
3 Engine compartment hatch
The lock 4 unlocks the engine compartment hood 1.
The hood is automatically opened and held in position by two gas-filled
springs 2.
LBH/Version 01/05.2009/en/hd/11/11/2011
Turn the securing pipe 2 in the direction of the arrow (position shown).
The gas-filled spring 1 is now blocked.
The engine compartment hood cannot be opened.
WARNING
There is a risk of injuries if the hood falls shut.
Check that the gas-filled springs securely hold the hood fully open.
Check the function.

Open the hydraulic tank over 5 as required.
Unlock the cover and open it.
L580 - 459 / from 14171
Maintenance tasks
Opening the engine When the hood is open, you can access the cooling system.
compartment hatch Make sure that the cab door is closed.
When opening or closing the hood, climb onto the machine via the cab
access, making sure that you have secure footing.
Cooling system hood

1 Left cooling system hood 3 Gas-filled springs
2 Right cooling system hood 4 Handle
Completely open the hood 1 and/or 2 by pulling up the handle.
The hood is held in this position by the gas-filled spring 3.
WARNING
There is a risk of injuries if the hood falls shut.
Check that gas-filled spring holds it completely open.
Check the function.
Turning off the battery main switch

The battery main switch is located at the rear left of the engine
compartment.
For certain maintenance jobs, the battery main switch must first be
turned off.
Find out from the descriptions of the relevant maintenance tasks whether the
battery main switch must be turned on or off. See the section on mainte-
nance tasks.
Switch on the battery main switch after completing these maintenance tasks.
CAUTION
There is a risk of damaging the electrical system.
Do not turn off the battery main switch while the engine is running.
LBH/Version 01/05.2009/en/hd/11/11/2011
Battery main switch

1 Battery main switch 2 Main switch key
L566 - 460 / from 14171
Maintenance tasks
DANGER
If unauthorised people are on the machine it can put the maintenance
personnel in extreme danger.
For safety reasons, it is essential that the battery main switch is turned
off.
Pull out the key for safety reasons.
Turn off the battery main switch 1 by turning the key 2 to the 0 position.
3.5.3 Removing loose parts, dirt, ice and snow from the machine
Make sure that the machine is in maintenance position 1.
Procedure
Note
To ensure safe machine transport and easy maintenance: Clean the
machine after every day work and before starting maintenance tasks.
Remove any loose parts, coarse dirt, mud, ice, snow etc.
Be careful when cleaning the machine with a high-pressure cleaner. See

the section on cleaning the machine.
3.5.4 Checking the machine for external damage

Procedure
Before starting up the machine, check for external damage which might
impair safe operation.
Repair any damage with safety implications immediately.
3.5.5 Making sure the bolted connections are tight

Make sure that:
– The machine is in maintenance position 2.
– The service doors and hoods are open.
Procedure
Check that all bolts and screws are tight.
Tighten any loose screws or bolts with the required tightening torque.
LBH/Version 01/05.2009/en/hd/11/11/2011
3.5.6 Sealing leaks

Make sure that:
– The service doors and hoods are open.
Procedure
Check the entire hydraulic system for leaks.
Replace any damaged hydraulic seals.
Tighten any loose hydraulic couplings.
See also the section on safe maintenance of hydraulic hoses and
hose lines.
L580 - 459 / from 14171
Maintenance tasks
3.5.7 Checking the engine oil level

Make sure that:
– The engine compartment hood is open.
– The engine is level and has not been running for 2 - 3 minutes.
Procedure
Diesel engine
Pull out the dipstick 1, wipe it clean, and re-insert it.
Pull out the dipstick once again and read off the oil level.
The oil level must be between the MIN and MAX markings.
If the oil level is too low:
Remove the sealing cap from the filler neck 2 and top up with oil.
For the oil quality, see the section on lubricants and fuels.
Clean the sealing cap, place it on the filler neck 2 and tighten it.
3.5.8 Changing the engine oil

Make sure that:
– The engine is level.
– The engine is warm.
– A suitable receptacle, an oil drain hose and the specified engine oil are
at hand.
See the table of filling quantities for the required capacity of the receptacle.
Procedure
LBH/Version 01/05.2009/en/hd/11/11/2011
1 Oil drain hose 3 Oil drain valve

2 Cap
Unscrew the cap of the oil drain valve on the oil pan.
Screw the oil drain hose to the oil drain valve.
Drain off the oil into the receptacle.
Unscrew the oil drain hose.
Screw the cap onto the oil drain valve.
When changing the engine oil and the oil filter:
Change the filter as described in the section on changing the engine oil filter.
L566 - 460 / from 14171
Maintenance tasks
Diesel engine
Pour the new oil into the filler neck 2 to between the MIN and MAX
markings on the dipstick 1.
Clean the filler cap, place it on the filler neck 2 and tighten it.
Start the engine and check the oil pressure.
Turn off the engine and after 1 or 2 minutes and check the oil level on
the dipstick.
Top up with oil if necessary.
3.5.9 Changing the diesel engine oil filter

Make sure that:
– The engine oil has been drained off.
– A strap wrench and a suitable container are in place.
– Only use genuine LIEBHERR spare parts (2 oil filter cartridges).
Procedure
LBH/Version 01/05.2009/en/hd/11/11/2011
Place a suitable container under the diesel engine.
Note
Protect the V-ribbed-belt against emerging oil when changing the oil
filter cartridge.
After changing the oil filter, remove all traces of oil on the diesel engine,
also behind the vibration damper so that this is not diagnosed as a leak
in the leakage in the radial shaft seal at a later stage.
Release the filter cartridges 1 with a strap wrench and unscrew them.
Clean the seals on the filter bracket.
Lightly coat the rubber gaskets on the new oil filter cartridges with
engine oil.
L580 - 459 / from 14171
Maintenance tasks
Screw on the new oil filter cartridge until the sealing ring touches the
filter bracket.
When the sealing ring touches the filter bracket:
Tighten the oil filter cartridge by a half to three-quarter turn. (Do not use a
tool for tightening).
Start the diesel engine:
Check the oil pressure in the engine oil pressure display (see
display unit).
Shut down the diesel engine:
Check the seals on the oil filters and the oil level.
After 2 to 3 minutes, check the oil level on the dipstick.
3.5.10 Checking / replacing the V-ribbed belt

The V-ribbed belt is on the front of the engine, protected by a cover.
The engine has a tensioning device for the V-ribbed belt. This tensions itself
and requires no maintenance. Check the V-ribbed belt for wear.
Checking the V-ribbed belt

Take off the V-ribbed belt guard.
Check the V-ribbed belt for damage.
Damage to the V-ribbed belt can include:

V-ribbed belt guard – Torn belt
– Tears in several ribs
– Lumps of rubber on the base of the belt
– Accumulations of dirt and grit
– Ribs coming loose from the belt base
– Cracks on the back
Replacing the V-ribbed belt

Make sure you have a DIN 3122 D 12.5 mm (1/2") ratchet wrench and a
new V-ribbed belt.
Pull back the tensioning device 5 against the spring force anticlockwise
as far as it will go and take off the belt.
With the tensioning device 5 swung back, put the new belt on the pulleys
of the crankshaft 6, air conditioning compressor 1, alternator 3 and
deflector roller 2, 4. Then return the tensioning device 5 to the tensioning
position.
Belt run
LBH/Version 01/05.2009/en/hd/11/11/2011
Note
When changing the belt, make sure the deflector roller 2, 4 and the tensio-
ning roller 5 move freely. If the tensioning roller or
deflector roller is defective, replace it.
3.5.11 Checking / adjusting the engine valve play

Check the valve play with the engine cold.
Make sure that:
– The engine compartment hood and door are open.
– You have the special cranking device, a feeler gauge and cylinder head
seals ready.
L566 - 460 / from 14171
Maintenance tasks
Valve overlap cranking device

Unscrew the service cap from the flywheel housing.
Remove the valve cover, attach the cranking device (ID no. 0524045) to
the flywheel housing and insert a standard ratchet.
For reasons of space, use extensions on the cranking device to the rear
towards the ratchet.
Turn the crankshaft in the direction of rotation until the valves of the
cylinder to be adjusted overlap (see the table).
Cylinder valves
A Outlet valve E Inlet valve
LBH/Version 01/05.2009/en/hd/11/11/2011
Engine D 934 Engine D 936

Cylinder Cylinder
Overlap Adjust Overlap Adjust
4 1 6 1
2 3 2 5
1 4 4 3
3 2 1 6
5 2
3 4
L580 - 459 / from 14171
Maintenance tasks
Checking and adjusting the inlet valve play
Checking and adjusting the outlet valve play
Push a feeler gauge between the valve and the rocker arm and check the
valve play.
Valve play
Inlet valve (cold) 0.30 mm
Outlet valve (cold) 0.40 mm
If it is not correct:
Loosen the nut on the adjusting bolt for the rocker arm and adjust it.
Tighten the counter nut to 40 Nm.
Check the adjustment again.
After checking and adjusting all the valves, put on the cylinder head
covers with new seals.
Remove the cranking device.
LBH/Version 01/05.2009/en/hd/11/11/2011
3.5.12 Checking the diesel engine heating flange

Make sure that:
– You have an ohmmeter or a multimeter ready.
L566 - 460 / from 14171
Maintenance tasks
Procedure
Turn off the battery main switch.

Disconnect the electric connection cable 2 on the heating flange 1.
Connect the ohmmeter or multimeter to the terminal and check the
resistance (0.25 Ohm +/-10% at 20 °C).
Disconnect the electric connection cable on the heating flange.
Turn on the battery main switch
3.5.13 Greasing the ring gear on the engine starter flywheel

The service cap is on the right side of the engine, on the flywheel housing.
Make sure that:
– The engine is in the maintenance position.
Starter ring gear service cap

Unscrew the service cap 1 from the flywheel housing.
Only grease the starter ring gear 2; there may not be any grease on the
sensor gear ring 3.
Check the ring gear and apply a light coating of standard grease
if necessary.
LBH/Version 01/05.2009/en/hd/11/11/2011
Screw on the service cap again.
3.5.14 Changing the engine oil separator filter insert

The oil separator is on the flywheel side, on the right side of the engine.
Make sure that:
– The engine is in maintenance position 1.
– You have a genuine LIEBHERR oil separator filter insert ready.
L580 - 459 / from 14171
Maintenance tasks
Oil separator
Carefully clean the oil separator and the area around it.
Unscrew the oil separator cap and take it off, using a screwdriver
if necessary.
3.5.15 Checking the bearings and condition of the engine control

units
Procedure
Check that the bearings are properly seated and undamaged.
If you find damaged bearings:
do not start the engine, replace all the bearings
3.5.16 Checking the state of sensors and cable connections

Procedure
Check that all the sensors and cable connections are properly seated
and in good condition.
Check that none of the cables and wiring harnesses are damaged, rub or
not properly fastened.
If you find any damaged cables, wiring harnesses or sensors:
Do not start the engine until you have replaced the defective parts.
3.5.17 Changing the fuel pre-filter

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On the right side of the diesel engine you can find:

– The fuel pre-filter with water separator and – depending on the engine
type – fuel pre-heater (optional)
– Water level probe
– Integrated fuel hand pump
Bleeding the water of the fuel prefilter must be conducted after the water
level probe activates.
Make sure that:
– You have a suitable receptacle ready.
– Only use genuine LIEBHERR spare parts.
(1 fuel pre-filter cartridge)
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Maintenance tasks
Procedure
DANGER
There is a risk of fire and explosions.
Do not smoke.
Avoid naked flames.
Only work with the engine switched off and cooled down.
Place a receptacle under the fuel pre-filter.

Carefully clean the fuel pre-filter and the area around it.
Fuel prefilter cartridge

Disconnect the electrical connections of the water level probe 8 and the
fuel preheater 7 (optional).
Drain the fuel:
Unscrew the bleeder screw 6 and drain plug 5.
Release the filter cartridge 3 with a strap wrench or similar tools and
unscrew it.
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Fuel water separator container

Unscrew the water separator container 4 from the filter cartridge 3.
Dispose of the old filter cartridge.
Wash the water separator container and dry it with compressed air.
Lightly oil the O-ring 9 of the water separator container.
Screw the water separator container to the new filter cartridge until the
O-ring touches the filter cartridge.
Tighten the water separator container half a turn by hand.
Screw in the drain plug 5.
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Maintenance tasks
Check the filter head is clean and ensure that the thread adapter is firmly
in the filter head.
If the filter head is dirty:
Clean the filter head.
Lubricate the sealing ring 10 of the new filter cartridge with clean fuel.
Fill the filter cartridge via the holes on the outside and screw it on until the
sealing ring lies on the filter head.
Tighten the filter cartridge 3 half a turn by hand.
Reconnect the electrical connections of the water level probe 8 and the
fuel preheater 7 (optional).
Close the bleeder screw 6.
Bleed the fuel system.
See the section on bleeding the fuel system.
3.5.18 Changing the fuel fine filter

Make sure that:
– You have a suitable receptacle ready.
– Only use genuine LIEBHERR spare parts.
(1 fuel filter cartridge)
Procedure
DANGER
Do not smoke.
Avoid naked flames.
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Place a receptacle under the fuel fine filter.

Carefully clean the fuel fine filter and the area around it.
Unscrew the fuel fine filter 1.
(Use a suitable filter strap)
Dispose of the old filter cartridge.
Check the filter base is clean and ensure that the thread adapter is firmly
in the filter base.
If the filter base is dirty:
Clean the filter base.
Lubricate the sealing ring 2 of the new filter cartridge with clean fuel.
Fill the filter cartridge and screw it on until the sealing ring lies on the
filter head.
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Maintenance tasks
Tighten the filter cartridge 1/2 a revolution by hand with a filter wrench.
3.5.19 Draining off condensate from the fuel pre-filter (the

corresponding service code appears)
After integrated water level probe in the fuel pre-filter activates (service code
on the display), the water collector tank must be drained.
DANGER
Do not smoke.
Avoid naked flames.
Draining the fuel pre-filter

Place a receptacle under the fuel pre-filter.
If necessary attach a drainage hose.
Open the drain plug, drain the water until fuel emerges without bubbles.
When fuel emerges:
Tighten the drain plug.
3.5.20 Bleeding the fuel system

DANGER
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Do not smoke.
Avoid naked flames.
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Maintenance tasks
Unscrew the bleeder screw 1 on the head of the fuel prefilter by 2 to

3 turns.
Operate the hand pump 2.
If fuel flows out of the bleeder screw without bubbles:
Tighten the bleeder screw 1.
Continue to operate the hand pump until you feel strong resistance.
Bleeder screw on the head of the fuel fine filter

Unscrew the bleeder screw 1 on the head of the fuel fine filter by 2 to
3 turns.
Continue to activate the hand pump until you feel strong resistance.
Bleeder screw on the crankcase

Unscrew the bleeder screw 1 on the crankcase (if present) by 2 to
3 revolutions.
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Continue to activate the hand pump until you feel strong resistance.
Bleeding the fuel filter with the engine bleeding function

It is necessary when the fuel tank has run completely empty.
When the fuel tank is empty there is air in the fuel system.
You can remove some of the air from the fuel system by bleeding the
fuel filter.
You can bleed the air between the injection pump and the injection nozzle
by activating engine bleeding mode.
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Maintenance tasks
Procedure
DANGER
Do not smoke.
Avoid naked flames.
Bleed the fuel filter:

See the section on bleeding the fuel filter.
Activate the engine bleeding function.
Activation sequence:
– Turn the ignition on
– With the engine not running, press the button for 10 seconds.
– All 3 LEDs on the button light up when the engine bleeding function is
activated.
Turn the ignition key to position II and keep it in there until the
engine starts.
Do not hold the key in the starting position for more than
20 seconds at a time.
The ECU ends the engine bleeding function automatically as soon as the
engine starts again.
If the engine does not start:
Wait a minute and repeat the procedure.
In the meantime, continue to operate the hand pump until you feel
strong resistance.
3.5.21 Draining off condensate and sediment from the fuel tank
Procedure
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Unscrew the sealing cap 1 on the drain valve 2 on the bottom of the
diesel tank.
Screw the drain hose 3 onto the drain valve 2.
Drain the condensation and sediment into a suitable receptacle until
clean fuel begins to flow.
Unscrew the oil drain hose.
Screw the cap 1 onto the drain valve 2 and tighten it.
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Maintenance tasks
3.5.22 Cleaning the air filter service cap and dust extraction valve
Note
If the valve is damaged, the dust extraction function is impaired and the
filters become clogged more quickly.
With the engine running at lower idle speed, you should clearly feel air
pulsating at the dust extraction valve.
Make sure that:

– The engine compartment hatch is open.
– The battery main switch is switched off and the main switch key
is removed.
Cleaning the dust extraction valve
Press the rubber seal on the dust extraction valve 5 several times to
remove the dust from the service cap 3.
When working in dusty conditions, check and empty the dust extraction
valve 5 more often.
If the dust extraction valve is damaged or stays open:
Replace the dust extraction valve.
Cleaning the service cap

Open the fixing clips 4 on the service cap 3 and take the cap off.
Clean the service cap 3.
Put the service cap 3 back on the filter housing 6.
The dust extraction valve 5 must face down.
Make sure the cap is placed properly on the filter housing 6.
Close the fixing clips 4.
3.5.23 Testing the air filter vacuum switch

Make sure that:
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– You have a big enough plate available.
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Maintenance tasks
Procedure
Testing the vacuum switch

Take the rain cap 1 off the intake pipe 2 of the filter housing.
Start the engine.
Slowly and carefully push the plate over the opening of the intake pipe.
At the same time, check whether the indicator lamp in the cab lights up
or the warning buzzer sounds.
If you hear or see no warning signal when the intake pipe is just sealed,
check the vacuum switch and the wiring, and replace it if necessary.
3.5.24 Changing the air filter primary element when indicated by the
vacuum switch
The primary element 2 should be replaced when the air filter contamination
symbol field on the display unit lights up.
If the air filter contamination symbol field remains lit after the primary
element 2 has been serviced then the secondary element 1 must also
be replaced.
Make sure that:
Procedure
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Air filter
1 Secondary element 4 Fixing clips
2 Primary element 5 Dust extraction valve
3 Service cap 6 Air filter housing
Remove the primary element 2. To do this pull or turn the element gently
upwards, downwards or to the side in order to release the seal.
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Maintenance tasks
Ensure that all dirt is removed from the filter housing before inserting a
new filter element.
The secondary element 1 should be replaced every third time the primary
element 2 is replaced.
Lightly oil the seal surfaces before installing the filter elements (for the
primary element 2 this is on the inside, for the secondary element 1 on
the outside). Re-insert filter elements 1 and 2 and make sure that they
are correctly fitted.
Clean the service cap 3 and put it on the filter housing with the dust
extraction valve 5 facing down.
Only when the lid completely covers the filter housing can you close the
fixing clips without excessive force.
3.5.25 Changing the air filter secondary element

If the air filter contamination symbol field remains lit after the primary
element 2 has been serviced then the secondary element 1 must also
be replaced.
Change the secondary element:
– After replacing the primary element three times
– Otherwise, at least once a year
Make sure that:
– The engine compartment door is open.
– The battery main switch is switched off and the main switch key
is removed.
Procedure
Air filter
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Remove the secondary element 1.
To loosen the seal: Pull or twist the element slightly up, down
or sideways.
Ensure that all dirt is removed from the filter housing before inserting a
new or cleaned filter element.
Lightly oil the seal surfaces before installing the filter elements (for the
secondary element 1 this is the outside).
Re-insert the filter elements 1 make sure that it is correctly fitted.
Clean the service cap 3 and put it on the filter housing with the dust
extraction valve 5 facing down.
Only when the lid completely covers the filter housing can you close the
fixing clips without excessive force.
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Maintenance tasks
3.5.26 Checking the air intake hoses for leaks and tight fitting
Turbo hose 1 between the air filter and the turbocharger

You can check the air intake hose 1 for cracks from the inside after
removing the air filter. It is not possible to check the air intake hose all round
from outside.
Make sure that:
– The battery main switch is turned off.
Procedure
NOTICE
A damaged or leaky air hose will damage the engine.
Check the air hose for cracks or pitting.
Take the service cap off the air filter housing, then take the primary and
secondary elements out of the air filter housing.
Check the air hose all the way round for cracks and pitting. Use a torch
to light up the hose.
Check the clip fastenings on the air intake hose.
If you find cracks or pitting on the hose:
Replace the hose.
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3.5.27 Checking the exhaust lines for leaks and tight fitting
Make sure that:
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Maintenance tasks
Procedure
Check that the fixing screws 1 and clip 3 on the exhaust pipe between
the turbocharger and the silencer are tightly fastened and do not leak.
Check that the flexible pipe 2 of the exhaust pipe is laid straight.
Check that the spacer 3 is tight.
Check that the fastening clip 6 of the tail pipe 7 is tight.
3.5.28 Check the oil level in the pump distributor gear

The dipstick 3 and the oil filling tube 2 are located in the engine compart-
ment directly beside the hydraulic tank.
Access is from above the engine on the right-hand side.
Make sure that:
Procedure
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Pump distributor gear

Pull out the dipstick 3, wipe it clean, and re-insert it.
Pull out the dipstick 3 once again and read off the oil level.
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Maintenance tasks
The oil level must be between the MIN and MAX markings.
Remove the sealing cap from the oil filling tube 2 and top up with oil.
For the oil quality, see the section on lubricants and fuels.
Clean the sealing cap for the oil filling tube 2, put it on the oil filling tube
2 on the splitter box, and then tighten it up.
3.5.29 Changing the splitter box oil

Make sure that:
– The cover plate under the engine is open.
– You have a suitable oil receptacle (capacity approx. 3 l) and the drain
hose with valve connection ready.
– For the oil quality and quantity, see the section on lubricants and fuels.
Procedure
Pull out the dipstick 3 slightly (to read off the oil level more easily).
Unscrew the sealing cap on the oil drain valve 5 and screw the drain
hose onto the oil drain valve 5.
Drain the oil into the receptacle.
Unscrew the drain hose from the oil drain valve 5 and screw on the
sealing cap.
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Unscrew the sealing cap from the oil filling tube 2 and top up with
fresh oil.
Clean the sealing cap 2, screw it on and tighten it.
Check the oil level on the dipstick 3.
The oil level must be up to the MAX mark.
3.5.30 Checking the soot particle filter pressure monitor for function,
leaks and blockages
This equipment is optional.
Make sure that:
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Maintenance tasks
1 Soot particle filter 3 Counterpressure line connection

2 Temperature sensor
Procedure
Unscrew the counterpressure line from the DPX particle filter at position 3
and blow air into it with a compressed air gun.
There must be sufficient distance to the entrance of the counterpressure
line, so that the counterpressure of 150 mbar or 200 mbar is only
slightly exceeded.
CAUTION
First adjust the air pressure down to no more than 0.5 bar, as otherwise the
electronic counterpressure monitor will be irreparably damaged.
Check the electronic counterpressure monitor while blowing in air.
3.5.31 Checking and draining the soot particle filter condensate

separator Up to Ser. No.: 20793
Make sure that:
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Procedure
The condensate separator is mounted on the rear left in the engine
compartment.
Main components
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Maintenance tasks
1 Filter/drain unit 5 Exhaust gas counterpressure

2 Counterpressure line display line
3 Condensate container 6 Data logger line
4 Drain plug
At regular intervals (daily or as required):
Check the filling level of the filter/drain unit.
If the condensate container is over half full with condensation water:
Drain off the accumulated condensation water.
To do this, open the drain plug 4 of the condensate container 3.
Drain the water from the condensate container.
Tighten the drain plug 4 again.
Check the filter insert (visible in the sight glass) of the filter/drain unit 1 for dirt.
If the filter insert is too dirty:
The filter insert must be replaced.
Note
The condensate separator should be completely replaced after 1000 opera-
ting hours.
This must be done when cleaning the filter (every 1000 operating hours
as prescribed).
3.5.32 Checking and draining the particle filter condensate separator

From Ser. No.: 20794
The condensate separator is mounted on the rear left in the engine
compartment.
Make sure that:
Procedure
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Main components
1 Condensate container 3 Filter/drain unit
2 Exhaust gas counterpressure 4 Counterpressure line
display line
At regular intervals (daily or as required), check the filling level of the
condensate container 1.
If the condensate container is over half full with condensation water:

Unscrew the condensate container 1 from the filter/drain unit 3.
Drain the water.
Check the filter insert (visible in the sight glass) of the filter/ drain unit 1
for dirt.
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Maintenance tasks
If the filter insert is too dirty:

The filter insert must be replaced.
Note
The condensate separator should be completely replaced after 1000
operating hours.
This must be done when cleaning the filter (every 1000 operating hours
as prescribed).
3.5.33 Changing the soot particle filter condensate separator

The condensate separator must be changed when cleaning the filter (every
1000 operating hours as prescribed).
Make sure that:
The condensate separator 1 is mounted on the rear left in the engine
compartment on the fuse panel.
1 Condensate separator 3 Fuse panel

2 PDL data logger
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Procedure
Release the hose connections of the counterpressure line of the
condensate separator 1.
Unscrew the condensate separator 1 from the fuse panel 3.
Screw the new condensate separator 1 into the fuse panel 3 and fasten
the two hose connections back onto the condensate separator.
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Maintenance tasks
3.5.34 Cleaning the soot particle filter

The cleaning process removes oil residue from the filter module. This oil
residue comes from the combustion of engine oil and is visible as white ash
(metal oxide).
Before cleaning, completely regenerate the particle filter (operate the wheel
loader for at least 10 minutes at the maximum possible engine load to burn
off any soot sediment on the filter surface).
Make sure that:
– You have a suitable extraction system or industrial vacuum cleaner.
Compressed air cleaning Procedure
CAUTION
Running at full load makes the filter housing very hot!
When removing and cleaning it, always wear gloves, a dust mask
and goggles.
Remove the filter module by releasing the V clips.

Clean the inlet side of the filter with compressed air and a vacuum
cleaning system.
NOTICE
Protect the filter module from external contamination.
Never clean the filter module with steam or cleaning agents.
Use non-oiled compressed air for cleaning.
Clean the outlet side of the filter with compressed air and a vacuum
cleaning system. Aim the air jet at each channel of the outlet side, until
you cannot see any more particles.
Install the filter module again.
Note
If the machine has been idling too long to regenerate the particle filter, the
filter must be burned out.
Put it in a furnace for at least 5 hours at 680 °C or use a hot air blower.
3.5.35 Checking the coolant antifreeze and corrosion inhibitor

concentration
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Coolant equalizing reservoir

1 Filler neck 3 Coolant equalizing reservoir
2 Cap 4 Coolant level sensor
All year round, the coolant must contain at least 50% by volume of concen-
trated antifreeze, but not more than 60% by volume.
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Maintenance tasks
This protects against freezing down to around -37 °C.

Make sure that:
– You have the optical density tester kit or antifreeze tester ready.
Checking the antifreeze concentration
CAUTION
There is a danger of scalding due to coolant escaping under pressure.
Only open the cap on the filler neck once the engine has cooled down.
Check the coolant temperature.
See the coolant temperature on the display unit.
The coolant temperature should be in the bottom third of the display.
Carefully open the sealing cap on the filler neck 1.
Take a sample of the coolant and check the antifreeze concentration
using the test tool.
If the antifreeze concentration is too low:
Refill with pure antifreeze until the required value is attained.
See the section on correcting the antifreeze concentration.
Correcting the antifreeze concentration
1 Cooler drain valve 2 Diesel engine drain plug

If the antifreeze concentration is too low:
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Drain off the coolant and top up with pure antifreeze according to the
following diagram.
NOTICE
There is a risk of damage to the diesel engine.
Too much antifreeze and corrosion protection agent impairs the cooling effect.
This eventually causes damage to the diesel engine.
Never use more than 60% antifreeze and corrosion protection agent.
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Maintenance tasks
Selection for antifreeze concentration

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1 Amount of pure antifreeze to be 3 Help line(s) – example -15 °C 5 Total capacity of cooling
added in litres 4 Measured coolant freezing point system in litres (example
2 Identified line - top-up quantity in °C 25 litres)
Example procedure
Assumption:
25 litres total filling quantity of the cooling system
-15 °C coolant temperature, measured in the cooling system
In the diagram, go to the line showing the overall cooling system filling
quantity 5 at 25 litres, and move vertically upwards.
Carry on along the help line 3, starting from the temperature -15 °C, and
move diagonally to the bottom left.
Finally, starting from the point where the lines cross, go horizontally along
the (identified) line 2 to the far left.
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Maintenance tasks
This gives you the topping up quantity of pure antifreeze and corrosion
protection agent 1 (7.6 litres in this example) to be added in order to achieve
protection down to -37 °C.
To restore the correct mixing ratio, you must drain off at least the pre-
viously calculated quantity (the top-up quantity) from the cooling system.
Top up with the correct quantity of pure antifreeze and corrosion pro-
tection agent.
The coolant previously drained off can be used if necessary to restore the
required coolant level.
Using anti-corrosion agent without antifreeze

In exceptional cases and when outside temperatures never fall below
freezing, such as tropical zones, where it is demonstrable that no approved
antifreeze and corrosion protection agent is available, corrosion inhibitors
may be used.
The coolant must be changed once a year.
The mixing ratio must consist of 7.5% corrosion inhibitor and 92.5% water.
The Gefo 2710 refractometer is recommended for testing.
Checking the coolant and anti-corrosion concentration
CAUTION

The coolant temperature display should be in the bottom third of
the display.
Carefully open the sealing cap on the filler neck.
Check the antifreeze concentration with a 2710 refractometer from the
GEFO company.
Checking the mixing ratio with a refractometer

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Gefro refractometer no. 2710

1 Refractometer 2 Eyepiece
Brix value: The measure for soluble dry substance in a liquid.
Clean the cover and the prism carefully.
Place 1 or 2 drops of test fluid on the prism.
L566 - 460 / from 14171
Maintenance tasks
The fluid is distributed by closing the prism.

Look through the eyepiece 2 against a light background and focus
the scale.
The focus is set by turning the eyepiece 2.
Read off the value on the blue line in the eyepiece.
Conversion diagram from Brix to corrosion

inhibitor concentration (%vol)
Convert the Brix value using the conversion diagram to find the actual
corrosion inhibitor concentration.
3.5.36 Cleaning the cooling system
Cooling system hood

1 Left cooling system hood 3 Gas-filled springs
2 Right cooling system hood
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Clean the cooler whenever necessary in order to ensure proper cooling. In

dusty environments, check the cooler every day and clean it if necessary.
Dirty cooler units result in overheating. The consequence is an audible and
visual warning with simultaneous power reduction of the travel drive.
Dust and other contaminants can be removed from the cooling fins with
water jets, steam or compressed air. Compressed air is preferable.
Make sure that:
– The left and right cooling system hoods are open.
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Maintenance tasks
Procedure
Cooling system
Swing out the condenser 1.
Swing out the fuel cooler 2.
NOTICE
Risk of damage to the cooling system
Careless handling can damage the cooler fins.
Do not use hard objects or excessive water pressure for cleaning.
Clean the cooler units with compressed air, steam or water.
Close the condenser 1 again.
Close the fuel cooler 2 again.
Close any cab doors which are open.
Close the cooling system hood(s) (left/right) again.
3.5.37 Changing the coolant

Use clean, fresh water with a Ph value between 6.5 and 8.5 and a low
sulphate / chlorine content for preparing the coolant.
The coolant must be prepared outside the cooling system.
Always dispose of any coolant which you have drained off but no longer
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need according to the applicable regulations.

Make sure that:
– A receptacle with a minimum capacity of 25 litres is available for the used
coolant, along with a drain hose.
– The mixing ratio of the new coolant must be correct.
See also the section on checking the coolant antifreeze concentration.
– The shut-off valves on the heating hoses are open.
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Maintenance tasks
Procedure
Cooling system
1 Filler neck 4 Diesel engine drain plug
2 Coolant equalizing reservoir 5 Cooler drain valve
3 Coolant level sensor
CAUTION

The coolant temperature should be in the bottom third of the display.
Open the sealing cap on the filler neck 1.
Unscrew the sealing cap on the cooler drain valve 5 and unscrew the
drain hose. Drain the coolant into the receptacle.
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Take off the drain hose, screw the sealing cap onto the cooler drain valve
5 and tighten it.
Also drain the coolant from the diesel engine:
Open the drain plug 4 and let the coolant flow into the receptacle.
Screw the drain plug 4 back in and tighten it.
L580 - 459 / from 14171
Maintenance tasks
Cooling system equalizing reservoir

1 Cap 3 Filler neck
2 Coolant equalizing reservoir
Top up the coolant in the equalizing reservoir 2 until you can see the
coolant in the filler neck 3.
Screw the cap 1 onto the filler neck 3.
Start the engine.
Allow the engine to run at lower idling speed.
Set the heater to warm.
Top up the coolant in the equalizing reservoir 2 until you can see the
coolant in the filler neck 3.
If the coolant level is correct:
Screw the cap 1 onto the filler neck 3.
3.5.38 Checking the oil level in the hydraulic tank

Note
When using bio oil, take an oil sample every 500 hours.
See the hydraulic oil section under lubricants and fuels.
Make sure that:
– The machine is cold.
Checking the hydraulic oil level

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Checking the hydraulic oil level
L566 - 460 / from 14171
Maintenance tasks
1 Maximum oil level 2 Minimum oil level

The red maximum “OIL LEVEL – max.” 1 and the bottom 2 of the top sight
glass show the correct oil level.
Note
Check the hydraulic oil level.
Lower the lift arms until the lift cylinders are retracted.
Check the oil level.

If the oil level is not within the correct levels:
Top up with hydraulic oil.
Topping up with hydraulic oil
Topping up with hydraulic oil

1 Return strainer cover 4 Maximum oil level
2 Bleeder filter 5 Minimum oil level
3 Plug
To protect against vandalism:
Connect the plug 3 (if available) to the bleeder filter.
The anti-twist lock of the bleeder filter is released.
Release the tank pre-pressure:
Unscrew the bleeder filter 2 on the hydraulic tank by two turns.
Note
Lower the lift arms until the lift cylinders are retraced.
Hydraulic oil may only be poured in through the return strainer. Oil
spezification:
Open the cover 1 of the return strainer.
Put the cover 1 on the housing and tighten it up.
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Screw on the bleeder filter 2 tightly and remove the connector 3 (keep it
somewhere safe).
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Maintenance tasks
3.5.39 Draining off condensate and sediment from the hydraulic tank
Make sure that:
– The machine has not been used for at least 3 hours.
– You have a receptacle ready for water and oil.
Procedure
Unscrew the plug 2 from the drain valve.
Connect the drain hose 3 and let the water and sediment flow into
the receptacle.
Take off the drain hose and screw the plug into the drain valve.
Screw in the bleeder filter 1.
3.5.40 Changing the oil in the hydraulic tank and checking the return
strainer
Make sure that:
– The machine is at operating temperature.
– The engine compartment hood and door are open.
– You have a receptacle of around 200 l capacity for the used oil.
Procedure
Unscrew the plug 2 from the drain valve.
Connect the drain hose 3 and let the oil flow into the receptacle.
Take off the drain hose and screw the plug into the drain valve.
Open the cover 4 of the return strainer.
Take the snap ring 5 off the return strainer.
Take out the return strainer 6 and check it for dirt (clean it if necessary).
Note
Serious contamination or large metal fragments in the return strainer may
indicate damage to the hydraulic system.
In this event, locate the problem and rectify it.
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The hydraulic oil may only be poured in through the return strainer.
Top up with hydraulic oil up to the oil level marking 3.
Put the cover 2 on the housing and tighten it up.
Start the diesel engine and let it run briefly at low idling speed.
Turn off the diesel engine and then check the oil level in the sight glass,
topping up if necessary.
3.5.41 Checking and cleaning the magnetic rod on the hydraulic tank
Make sure that:
L566 - 460 / from 14171
Maintenance tasks
Procedure
Connect the plug 4 to the bleeder filter (to protect against vandalism).
Unscrew the plug 2.
The oil level sinks.
Release the bolts on the lid and slowly lift the lid with the magnetic rod 1.
Note
Serious contamination or large metal fragments on the magnetic rod may
indicate damage to the hydraulic system.
Carefully clean the magnetic rod 1.
After cleaning:
Place the O-ring and cover with the magnetic rod on the housing.
Tighten the screws on the cover.
Screw in the plug 2.
Screw on the bleeder filter 4 tightly and remove the connector 3 (keep it
somewhere safe).
3.5.42 Changing the hydraulic tank return suction filter

Make sure that:
Procedure
Release the tank pre-pressure: Unscrew the bleeder filter 1 on the
LBH/Version 01/05.2009/en/hd/11/11/2011
hydraulic tank by two turns.

Unscrew the plug 2 (the oil level sinks).
Release the bolts on the lid 3 and slowly lift the lid with the magnetic rod.
Take out the filter element 4.
Put in a new filter element.
Carefully clean the magnetic rod.
Place the O-ring and cover with the magnetic rod on the housing and
tighten the screws on the cover.
Screw in the plug 2.
L580 - 459 / from 14171
Maintenance tasks
Note
Serious contamination or large metal fragments in the filter element or on
the magnetic rod may indicate damage to the hydraulic system.
3.5.43 Changing the hydraulic tank bleeder filter

Make sure that:
Procedure
You cannot clean the bleeder filter. The bleeder filter 1 and its plastic
housing must be changed at the intervals in the maintenance schedule.
Connect the plug 2 to the bleeder filter (to protect against vandalism).
Unscrew the old bleeder filter.
Screw in the new bleeder filter and remove the connector 2 (keep it
somewhere safe).
3.5.44 Lubricating the pilot control device solenoids, universal joints

and tappets
Procedure
Take the rubber sleeve 5 of the control lever off the retaining plate 4.
Move the control lever in the appropriate direction for better access.
Clean the retaining solenoids 1 with a brush.
Lubricate the universal joints 2 and the discs 3 with a brush.
Start the machine and check the retaining function of the solenoids.
Fit the rubber sleeve of the control lever on the retaining plate.
LBH/Version 01/05.2009/en/hd/11/11/2011
3.5.45 Testing the steering

Make sure that:
– The working attachment is in the transport position.
– The articulation lock is open.
– There is enough space to test the steering.
L566 - 460 / from 14171
Maintenance tasks
Procedure
WARNING
Beware of accidents
Do not allow anyone into the danger area while these tests are
being conducted.
Perform the test on level ground with no obstacles.
Start the engine.

Without moving the machine, turn the steering in both directions and
check that it is functioning properly.
3.5.46 Lubricating the bearing points on the steering cylinders

Make sure that:
– The articulation lock is engaged if possible.
Procedure
1 Lubrication point at base of right- 3 Lubrication point on the piston rod

hand steering cylinder end of left-hand steering cylinder
2 Lubrication point at base of left- 4 Lubrication point on the piston rod
hand steering cylinder end of right-hand steering cylinder
Lubricate the bearing points on the steering cylinders.
LBH/Version 01/05.2009/en/hd/11/11/2011
3.5.47 Testing the service brake and parking brake

Make sure that there is enough room to check the service brake and
parking brake.
WARNING
Beware of running over bystanders or obstacles.
Do not allow anyone into the danger area while these tests are
being conducted.
Perform the test on level ground with no obstacles.
L580 - 459 / from 14171
Maintenance tasks
Checking the service brake
1 Inch/brake pedal 3 Braking range

2 Inching range
Start the machine, and drive it forwards at around 8 km/h.
Push the inch/brake pedal all the way down. The machine must come to
an abrupt stop.
Checking the parking brake

Start the machine, and drive it forwards at around 5 km/h.
Press the parking brake button while travelling.
The machine must come to an abrupt halt.
3.5.48 Parking brake - Check gap and brake lining wear Up to ser. no. 22887
Friction can change the gap X1 and X2 and the thickness of the brake lining.
Procedure
WARNING
There is a risk of injuries due to machine rolling away.
Use wheel wedges to prevent the machine from accidentally rolling away.
WARNING
Danger of trapping with the optional automatic engine shut-down through
LBH/Version 01/05.2009/en/hd/11/11/2011
unintended application of the parking brake.

With Sculi option deactivate the automatic engine shut-down.
Disc brake (shown in open position)
L566 - 460 / from 14171
Maintenance tasks
1 Lock nut 6 Counter nut

2 Sealing cover 7 Counter nut
3 Adjusting screw 8 Hexagon socket screw
4 Brake disc X1 gap
5 Brake lining X2 gap
Start the diesel engine and press the button to release the parking brake.
Check thickness of brake linings and the firm seating of the brake caliper.
(Tighten counter nut 6 to 270 Nm)
If the brake lining is thinner than the min. value of 1.0 mm,
replace brake linings.
Check the gaps X1 and X2:
If the gap X1 + X2 is more than 1.5mm:
Adjust the gap.
Loosen the counter nut 7 and use the hex socket screw 8 to adjust the
gap X1 to 0.3mm.
Tighten the counter nut 7.

Unscrew the sealing cower 2 and loosen the lock nut 1.
Use the adjusting screw 3 to set the gap X2 to 0.3mm.
Tighten the lock nut 1.
Engage the parking brake several times and test it again.
Screw on the sealing cover 2 and tighten it.
3.5.49 Parking brake - Checking the gap and wear on the parking
brake linings From ser. no. 22888
Friction can change the gap X1 and X2 and the thickness of the brake lining.
Procedure
WARNING
There is a risk of injuries due to machine rolling away.
Use wheel wedges to prevent the machine from accidentally rolling away.
LBH/Version 01/05.2009/en/hd/11/11/2011
WARNING
Danger of trapping with the optional automatic engine shut-down through
unintended application of the parking brake.
With Sculi option deactivate the automatic engine shut-down.
L580 - 459 / from 14171
Maintenance tasks
Disc brake (shown in open position)

1 Brake lining 4 Counter nut
2 Screw 5 Adjusting screw
3 Adjusting screw 6 Counter nut
7 Brake disc
Start the diesel engine and press the button to release the parking brake.
Check thickness of brake linings and the firm seating of the brake caliper.
(Tighten counter nut 6 to 270 Nm)
If the brake lining is thinner than the min. value of 1.0 mm,
replace brake linings.
Check the sum of gaps X1 and X2
If X1+X2 is greater than 2.8 mm:
Adjust the gap.
Tighten adjusting screw 3 until the linings are touching.
Loosen adjusting screw 3 approx. half a turn.
Loosen the counter nut 4 and adjust the gap X1 and X2 so that it is equal
on both sides using adjusting screw 5.
Tighten the counter nut 4 (45 Nm).
Engage the parking brake several times and test it again.
3.5.50 Checking the indicator lamps and lighting

Make sure that:
LBH/Version 01/05.2009/en/hd/11/11/2011
– The machine's electrical system is switched on.

Checking the indicator lamps and lighting
– When you switch on the ignition, the lamps on the display unit are tested.
– All symbol fields light up for three seconds.
Switch on the ignition.

Check that the symbol fields on the display unit light up.
Check that all lights are working.
L566 - 460 / from 14171
Maintenance tasks
Adjusting the working floodlights

Note: The front working floodlights cannot be adjusted.
The rear working floodlights are optional.
Adjust the rear working floodlights as required:
– Either for close range lighting
– or for long range lighting.
Rear working floodlights

1 Floodlight 4 Bracket
2 Fixing screw 5 Adjusting screw
3 Fixing screws
Horizontal Y axis adjustment:
Loosen the screw 2.
Move the left and right floodlights as required.
Tighten the screw again.
Vertical X axis adjustment:
Loosen the screw 5.
Move the left and right floodlights as required.
Tighten the screw again.
3.5.51 Checking the batteries, fluid level and terminals
LBH/Version 01/05.2009/en/hd/11/11/2011
The batteries are housed in the right ballast weight and can be accessed by
opening the covers.
The batteries must always be in perfect condition in order for the machine to
work reliably.
Make sure that:
L580 - 459 / from 14171
Maintenance tasks
– The battery main switch is switched off and the main switch key is
taken out.
– The covers on the ballast are bolted on.
WARNING
Batteries give off explosive gases. Battery acid is highly corrosive.
Do not smoke. Avoid naked flames when handling, servicing or rechar-
ging batteries.
CAUTION
Beware of sparks and explosions!
Use a special terminal brush.
Wipe the battery with a clean cloth.
Clean the terminals and the connectors.
To guarantee a good connection, check that the connectors are tight on
the terminals, and tighten them if necessary.
Smear the terminals and connectors with acid-proof grease such
as vaseline.
At very high temperatures, the acid level in the individual cells can drop due
to different rates of evaporation.
Open the plugs on each cell and check the acid level.
Check the charge using an acid density tester.
If the charge is too low (acid density below 1.26 kg/l):
Recharge the batteries.
If there is a risk of frost, it is important that the batteries are not discharged.
Otherwise the electrolyte can freeze and irreparably damage the battery.
If the acid level is too low:
Top up with distilled water to around 10 mm above the plates.
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L566 - 460 / from 14171
Maintenance tasks
3.5.52 Replacing the travel direction switch control lever rocker and
the pushbutton cover (optional)
Replace the travel direction switch rocker:
Set the ignition to OFF.

Insert a small screwdriver below the centre axis between the rocker and
the travel direction switch and lift out the rocker (see figure 1).
CAUTION
The travel direction switch can damage the seal (see figure 2/1)!
A damaged seal can affect the function of the travel direction switch.
Insert the screwdriver by a maximum of 5 mm.
Figure 1: Rocker Check the seal for damage (see figure 2/1).
If the seal is damaged:
Replace the travel direction switch.
Place new rocker on the travel direction switch.
Figure 2: The travel direction switch seal
Replace the pushbutton cover (optional):

Unscrew both (2) Torx screws (size 8) (see figure 3/1).
Remove the pushbutton cover (see figure 3/2).
NOTE
To be able to disassemble the pushbutton cover more easily, press both LH
control lever grip plates together.
Figure 3: Pushbutton cover

LBH/Version 01/05.2009/en/hd/11/11/2011
L580 - 459 / from 14171
Maintenance tasks
Place buttons in the new pushbutton cover (see figure 4).
NOTE
Pay attention to the different sizes of the buttons!
Figure 4: Buttons
Place the pushbutton cover on the LH control lever. Pay attention to the
anti-twist lock (see figure 5)!
Figure 5: Anti-twist lock
NOTE
To keep the buttons from falling out of the pushbutton cover during
assembly:
Secure the three buttons by pressing them lightly from the outside to the
inside (see figure 6).
Tighten the 2 TORX screws to a torque of 50 Ncm (see figure 6/1).

Figure 6: Pushbutton cover
3.5.53 Checking the transmission oil level

Make sure that:
– The articulation lock is engaged.
Procedure
Check the oil level with the engine running and at a gear oil temperature of
20±10 °C.
Start the engine and let it run at low idling speed.
Check the oil level in the sight glasses 3 and 4.
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The oil level must be within the bottom sight glass 4.

Switch off the engine and top up with the required amount of gear oil. For
the oil quality, see the section gear lubricants in the lubricants and
fuels section.
Repeat the check.
If the oil level is too high:
Have LIEBHERR CUSTOMER SERVICE identify the problem and
rectify it.
L566 - 460 / from 14171
Maintenance tasks
3.5.54 Changing the transmission oil

Make sure that:
– You have a sufficient quantity of the gear oil prescribed in the section on
lubricants and fuels.
– The oil in the gearbox is warm.
– You have a suitable oil receptacle ready for disposal.
Procedure
Open the cap on the filler neck.
Open the plug 1 on the gearbox and drain the oil into a suita-
ble receptacle.
Then screw the plug 1 in again.
Top up gear oil the filler neck of the plug 2.
Replace the gear oil filter as described in the separate instructions.
Check the oil level in the transmission and top it up if necessary (see the
section on checking the oil level in the transmission).
3.5.55 Changing the transmission oil filter

Make sure that:
– You have a genuine LIEBHERR oil cartridge ready.
Procedure
Start the engine. Turn and steer the machine to the left as far as it
will go.
Release the filter cartridge with a strap wrench and unscrew it.
Clean the seals on the filter bracket.
Lightly coat the rubber seal ring on the new oil filter cartridge with
gear oil.
Screw the new filter cartridge onto the filter bracket and tighten it
by hand.
Check the oil level in the transmission and top it up if necessary (see the
section on checking the oil level in the transmission).
Check the oil filter for leaks.
3.5.56 Checking the tightness of the wheels (once after 50, 100
and 250 h)
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Make sure that:

– A torque wrench with a measuring range of over 650 Nm is available.
Procedure
Note
Check the tightness of the wheels according to the specified intervals.
This one-off maintenance task scheduled for 50, 100 and 250 service
hours must be performed every time the wheels are changed.
Check that the nuts on all four wheels have been tightened with the
required torque of 750 Nm.
L580 - 459 / from 14171
Maintenance tasks
3.5.57 Checking the axle oil level

L580 - 459 / 22270 - 22338; L580 - 459 / ab 22990
Exceptions: machines with Dana Spicer axle (see chapter 12.2)
L580 - 459 / 24601; 24681; 24749; 25074; 25081; 25264; 25361; 25408; 25452;
25503; 25554; 25725; 25783; 26380; 26416; 26574; 27118
Procedure
Open the plug 4 and check the oil level in the axle.
Top up with the axle oil prescribed in the section on lubricants and fuels.
3.5.58 Checking the axle oil level

Valid for: L580 - 459 / 14171 - 22269; L580 - 459 / 22339 - 22986
L580 - 459 / 24601; 24681; 24749; 25074; 25081; 25264; 25361; 25408; 25452;
25503; 25554; 25725; 25783; 26380; 26416; 26574; 27118
The differential and the wheel hubs have a common oil system.
Procedure
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Open the plug 1 and check the oil level in the axle.
Top up with the axle oil prescribed in the section on lubricants and fuels.
L566 - 460 / from 14171
Maintenance tasks
3.5.59 Changing the axle oil

L580 - 459 / 22270 - 22338; L580 - 459 / ab 22990
Exception: machines with Dana Spicer axle (see chapter 12.2)
L580 - 459 / 24601; 24681; 24749; 25074; 25081; 25264; 25361; 25408; 25452;
25503; 25554; 25725; 25783; 26380; 26416; 26574; 27118
Make sure that:
– You have a sufficient quantity of the axle oil prescribed in the section on
Draining oil
CAUTION
Running the engine makes the gear oil very hot!
Always wear suitable gloves and goggles.
Open the plugs 2 and 4.

Open the plugs 1 and 3 on the wheel hubs and drain the oil into
a receptacle.
Close the plugs 1 and 3 again.
Topping up oil
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The wheel hubs and the differential have a common oil system. This means
the oil can flow back and forth between the differential and the wheel hubs.
Top up oil at the filling inlet 2 up to the plug 4.
Check the oil level at the plug 4 and top up if necessary.
L580 - 459 / from 14171
Maintenance tasks
3.5.60 Changing the axle oil

Valid for: L580 - 459 / 14171 - 22269; L580 - 459 / 22339 - 22986
L580 - 459 / 24601; 24681; 24749; 25074; 25081; 25264; 25361; 25408; 25452;
25503; 25554; 25725; 25783; 26380; 26416; 26574; 27118
Make sure that:
– You have a sufficient quantity of the axle oil prescribed in the section on
Draining oil
CAUTION
Running the engine makes the gear oil very hot!
Always wear suitable gloves and goggles.
Open the plug 1.

Open the plugs 2 and 3 on the wheel hubs and drain the oil into
a receptacle.
Topping up oil
The wheel hubs and the differential have a common oil system. This means
the oil can flow back and forth between the differential and the wheel hubs.
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Top up oil at the filling inlet 1.

Check the oil level at the filling inlet 1 and top up if necessary.
Close the plug 1 again.
L566 - 460 / from 14171
Maintenance tasks
3.5.61 Lubricating the bevel gear seal

Valid for: L580 - 459 / 14171 - 22269; L580 - 459 / 22339 - 22986
L580 - 459 / 24601; 24681; 24749; 25074; 25081; 25264; 25361; 25408; 25452;
25503; 25554; 25725; 25783; 26380; 26416; 26574; 27118
Make sure that:
Procedure
Lubricate at the grease fitting 1 on the front and rear axles.
If necessary, such as when operating the machine in water, lubricate
every day.
3.5.62 Checking and lubricating the front drive shaft

Procedure
Lubricate the drive shaft at both universal joints. (valid until: L550, L556:
ser.-no. 23869; L566 – L580: ser.-no. 20853).
Check the play of the drive shaft in the bearings.
Check the rubber sleeve for leaks and damage.
3.5.63 Checking and lubricating the rear drive shaft

Procedure
Lubricate the drive shaft at both universal joints. (valid until: L550, L556:
ser.-no. 20787; L566 – L580: ser.-no. 20927).
Check the play of the drive shaft in the bearings.
3.5.64 Testing and setting the tyre pressure for the machine's use
and attachments
LBH/Version 01/05.2009/en/hd/11/11/2011
Make sure the air pressure in the tyres on both axles is correct for the tyre
type, the way the machine is used and the working attachments fitted.
The reference values can be found in the operating manual, in the technical
data section.
Procedure
The air pressure in the tyres has a significant influence on the overall
operating performance of the machine.
L580 - 459 / from 14171
Maintenance tasks
WARNING
Exploding tyres can cause serious injury.
If the tyre inflation equipment is incorrectly or carelessly used or if the tyre
pressure is too high, the tyres may burst or the rims may come off, causing
severe, or possibly even fatal injuries.
Use a sufficiently long hose with a self-locking adapter for pumping
the tyres.
Always keep outside the danger zone when tyres are being pumped up.
Check the air pressure in all the tyres and correct it if necessary.
3.5.65 Lubricating the articulated bearing and the rear oscillating

bearing
Make sure that:
– The articulation lock is engaged.
Lubricating the articulation bearing
Articulation bearing lubrication points

1 Top articulation bearing 2 Bottom articulation bearing
Lubricate the articulation bearing lubrication points.
Lubricating the rear oscillating bearing

LBH/Version 01/05.2009/en/hd/11/11/2011
Lubricating points on the rear oscillating bearing, right central lubrication rail
1 Rear axle oscillating bearing 2 Front axle oscillating bearing
Lubricate the lubricating points on the rear axle oscillating bearing.
L566 - 460 / from 14171
Maintenance tasks
3.5.66 Checking the lubrication system grease reservoir level

Procedure
Regularly check the grease quantity in the reservoir.

Stay within the minimum and maximum lubricant levels.
The reservoir has a sight glass where the rubber stripper on the agitator can
be seen.
Look through the sight glass to check the level in the grease reservoir.
It the grease in the reservoir container is too low, all 3 LEDs on the central
lubrication system button light up.
NOTICE
There is a risk of damaging the system.
Pay attention to cleanliness when filling.
If necessary, fill the reservoir via the filling coupling 1 (fast filling) or the
grease fitting 2.
Grease specifications: See the lubricants and fuels listed in chapter 5.
3.5.67 Checking the pipes, hoses and lubrication points of the

lubrication system
Procedure
Visually examine the hose lines for defects.
In case of any defects, locate and rectify the problem.
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3.5.68 Checking whether metered quantities are adequate at the

bearing points (grease collars) of the central lubrication
system
Procedure
Visually examine whether metered quantities are adequate at the
bearing points.
If the bearing points are not sufficiently lubricated, locate the problem and
rectify it.
Regularly check the grease quantity in the reservoir.
See the section on checking the lubrication system grease reservoir level,
L580 - 459 / from 14171
Maintenance tasks
3.5.69 Lubricating the door hinges
Procedure
Lubricate the door hinges with a grease gun.
3.5.70 Cleaning the fresh air and recirculated air filter

Cleaning the fresh air filter
Fresh air filter

1 Door 3 Ventilation lint filter
2 Fresh air filter
Open the door 1.
Pull out the fresh air filter 2 by the protruding lug on the bottom.
Fresh air filter

Clean (blow out) or replace the fresh air filter 2.
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Remove the lint filter 3.

Clean (blow out or wash) the lint filter or change it if necessary.
Fresh air filter

L566 - 460 / from 14171
Maintenance tasks
Insert the cleaned or new filters, making sure they are correctly fitted (the
arrows moulded on the filter frame point towards the air taken in).
Close the door again.
Cleaning the recirculated air filter
Recirculation filter
1 Door 3 Recirculation filter

2 Pin
Remove the pin 2.
Open the door 1.
Take out the recirculated air filter 3 and clean it (blow it out) or replace it.
Put in a clean or new filter.
3.5.71 Changing the fresh air and recirculated air filter

Changing the fresh air filter
LBH/Version 01/05.2009/en/hd/11/11/2011
Fresh air filter

1 Door 3 Ventilation lint filter
2 Fresh air filter
Open the door 1.
Pull out the fresh air filter 2 by the protruding lug on the bottom.
L580 - 459 / from 14171
Maintenance tasks
Fresh air filter

Insert the new filter 1, making sure it is correctly fitted (the arrows
moulded on the filter frame point towards the air taken in).
Changing the recirculated air filter
Recirculation filter
1 Door 3 Recirculation filter
2 Pin
Remove the pin 2.
Open the door 1.
Take out the recirculated air filter 3.
Put in a new filter.
3.5.72 Checking the indicator beads in the dryer-collector unit

Valid for: L556 - 454 / 15653 - 16897; L566 - 460 / 14171 - 20425;
LBH/Version 01/05.2009/en/hd/11/11/2011
L576 - 457 / 14171 - 20428; L580 - 459 / 14171 - 20432;

The dryer-collector unit is located on the right under the cooling sys-
tem hood.
Sight glass in the dryer-collector unit

Check the orange bead 2 (moisture indicator).
L566 - 460 / from 14171
Maintenance tasks
If the orange bead 2 has turned transparent:

There is moisture in the refrigerant circuit. You must replace the dryer-
collector and the compressor oil and refill the system.
The white bead 1 shows the filling level of R134a refrigerant in the circuit
and acts as an indicator during initial filling. The white bead 1 must be at
the top of the sight glass.
The filling level can vary due to temperature fluctuations. It also sinks in time
due to natural leakage. This does not impair operation.
If the cooling performance deteriorates, one of the causes can be a low
refrigerant level.
In normal circumstances, one filling lasts for three to five years.
3.5.73 Lubricating the lift arms and attachment

This also applies to optional equipment, for example:
– High dump bucket, timber grabber etc.
Lubricating standard lift arms and attachment
Bearing and lubrication points on the lift arms

Move the lift arms and the bucket to the position shown.
Grease all the bearing and lubrication points on the lift arms.
If fitted, lubricate the quick-change device.
If fitted, grease the lubrication points on the attachment.
The lower bucket bearings should be lubricated daily if necessary.
LBH/Version 01/05.2009/en/hd/11/11/2011
Lubricating the tilt cylinder support for timber transfer

L580 - 459 / from 14171
Maintenance tasks
Tilt cylinder support

1 Grease fitting 3 Lubricating line
2 Distributor block
Grease the lubrication points via the grease fitting 1.
The lubricant is pumped via the distributor block 2 and the lubricating lines 3
to the lubricating points.
If fitted, grease the lubrication points on the timber grabber. For detailed
information on maintenance for the attachment, see the manufac-
turer's instructions.
3.5.74 Lubricating the industrial lift arm and the attachment

This also applies to optional equipment, for example:
– High dump bucket, timber grabber etc.
Lubricating industrial lift arm and attachment
LBH/Version 01/05.2009/en/hd/11/11/2011
Bearing and lubrication points on the industrial lift arm

Move the industrial lift arm and the bucket to the position shown.
L566 - 460 / from 14171
Maintenance tasks
Grease all the bearing and lubrication points on the industrial lift arm at
the specified intervals.
For grease specifications, see the section on lubricants and fuels.
If fitted, grease the lubrication points on the attachment.
The lower bucket bearings should be lubricated daily if necessary.
Lubricate the quick-change device. See the section on lubricating the
quick-change device.
3.5.75 Checking the bucket bearing seals and the bearing bushings
on the lift arms
Checking the bucket bearing seal
The bucket bearing seal 3 prevents dirt from entering the bearing, thus
increasing the lifetime of the bearing bushings.
Depending on the type of application, wear occurs on the sealing lips 5 and
on the dirt guard 6. If the bucket bearing seal 3 is in any way damaged or
worn, it must be replaced.
LBH/Version 01/05.2009/en/hd/11/11/2011
Checking the bucket bearing seal
1 Bucket bearing plate 3 Bucket bearing seal 5 Sealing lips

2 Bucket arm 4 Bearing bushing 6 Dirt guard
Clean the bucket bearing seals 3 using a steam jet.
Visually check whether the sealing lips 5 touch the sides of the lift arms
and the bucket.
If there is a gap between the sealing lips 5 and the bucket arm 2 or the
bucket bearing plate 1, or if the bucket bearing seal is damaged:
Replace the bucket bearing seal as described in section 17.2.5.
L580 - 459 / from 14171
Maintenance tasks
Checking the bearing bushings for wear

Dirt or insufficient lubrication can cause wear on the bearing bushings. The
increased play between the pin and bearing bushing causes noises.
Replace the bearing bushings in good time to prevent damage to the
material of the bucket arm.
Gently and rapidly tilt the bucket in and out, and check the bearing points
for noise and play.
If there is significant play at the bearing points or loud noise:
Replace the bearing bushings as described in section 17.2.4.
3.5.76 Check the lift arms and bucket stops

There are two ways to attach the equipment to the lift arms: directly or using
the quick-change device.
It is important that the limits stops and the sequence of stops are as
specified. Failure to comply can reduce the lifetime of the equipment and the
lift arms.
Checking the bucket stops without a quick-change device

This is how to check the bucket stops properly:
Secure the machine against rolling away (using the parking brake or
wheel wedges).
Retract the tilt cylinders until the bucket stops 1 touch the bucket arm.
LBH/Version 01/05.2009/en/hd/11/11/2011
Check the dimension 2 according to the following table.
Dimensions
Description Dimension 1 Dimension 2 Unit

Dimensions L550 - L580 0 1+2/-1 mm
If there are deviations from the table above, contact LIEBHERR customer
service about corrective action.
L566 - 460 / from 14171
Maintenance tasks
Checking the bucket stops with a quick-change device

This is how to check the bucket stops properly:
Secure the machine against rolling away (using the parking brake or
wheel wedges).
Move the lift arms and the quick-change device to the position shown.
Retract the tilt cylinders until the linkage stop touches the cross tube stop.
Check the dimension 1 according to the following table.
Dimensions
Description Dimension 1 Dimension 2 Unit

3
Dimensions L550 - L580 3 0 mm
If there are deviations from the table above, contact LIEBHERR customer
service about corrective action.
3.5.77 Testing the quick-change device (optional)

Make sure that:
– The lift arms have been lowered.
– The working attachment is tilted in.
Procedure
The operation of the quick-change device can vary according to the version
or the type of machine.
To check that it is working properly:
Unlock the quick-change device and lock it again.
This prevents the locking pins from jamming and preventing the quick-
change device from being released.
To make sure, check:
That the quick-change device is properly locked again.
LBH/Version 01/05.2009/en/hd/11/11/2011
L580 - 459 / from 14171
Testing and adjustment tasks
3.6 Testing and adjustment tasks

– can carry out the required work without putting those carrying out the
work, or other parties, into danger.
3.6.1 Safety precautions for testing and adjustment

observed.
Only carry out adjustments on valves etc. with the machine not running.
Make sure that visual contact between the operator in the cab and
maintenance personnel is always maintained.
DANGER
The presence of unauthorised persons on the machine can place the
maintenance personnel in extreme danger.
Never enter a dangerous area of the machine without making your pre-
sence known.
Make sure you can be clearly seen before entering one of the machine's
LBH/Version 01/05.2009/en/hd/11/11/2011
danger areas.
L566 - 460 / from 14171
3.6.2 Preparing for testing and adjustment

During the warranty period, only trained and authorised specialist staff may
carry out adjustments on the machine.
Make sure that:
– The machine is at operating temperature.
– The adjustment data for the machine is available or known.
– Seals and safety caps are at hand.
– The following special tools are available.
Special tools
No. Description ID no.
1 USB dongle for SCULI 1033 3608
1 Diagnostic data cable (RS-232) for SCULI 1003 5410
1 Diagnostic data cable 1,5 m (ETHERNET) for SCULI 1022 5579
1 Diagnostic data cable 3,0 m (ETHERNET) for SCULI 1051 3200
2 Manometer, 0 - 40 bar, class 1.0 7361 288
2 Manometer, 0 - 600 bar, class 1.0 5002 866
2 4000 mm test leads 7009 134
2 1500 mm test leads 7002 475
1 Differential pressure measuring set 1028 8229
LBH/Version 01/05.2009/en/hd/11/11/2011
L580 - 459 / from 14171
3.6.3 Bringing the machine up to operating temperature

During testing and adjustment, the machine must be at an operating tempe-
5
rature of 58 °C. The temperature is measured by the hydraulic oil sensor
and can be seen in SCULI.
Procedure
Insert a piece of card or similar material between the fuel cooler 1 and the
hydraulic oil cooler 2.
Connect your laptop, start the engine and run the SCULI program.
In the variables editor in the group structure, select the Cooling system
check folder.
The Hydraulic oil - calculated temperature variable shows the
hydraulic oil temperature during the adjustment.
81,3
Bring the machine up to operating temperature as follows:

– Run the engine at around 2000 rpm.
– Activate the tilt-in function as far as it will go and hold the control lever in
this position.
– At the same time, lower the lift arms and hold the control lever in the “float
position” function.
– Operate the travel hydraulics in fixed gear 1.
Bring the machine up to operating temperature until the hydraulic oil
temperature is 58 5 °C.
When working on the hydraulic system, the hydraulic oil temperature
must be within the prescribed range.
After finishing the adjustment, take the piece of card out of the oil cooler.
3.6.4 Checking the diesel engine speed

The engine speed cannot be mechanically adjusted; it is determined directly
by the engine control unit.
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Procedure
Start up the engine.
Check that the top and bottom engine speeds are correct.
Calibrate the gas pedal using the SCULI program and service the engine.
Check the top and bottom idle speeds again.

Lower idle speed 900 ±10 min-1
Upper idle speed 2065 ±10 min-1
L566 - 460 / from 14171
3.6.5 Checking the fan motor and fan control pressure relief valve
Make the following checks on the fan motor:
– Check the fan control (temperature sensor disconnected)
– Check the fan motor pressure relief valve (proportional valve de-energised)
Procedure for checking the fan control

You can check the fan control using the system pressure, measured at the
test connection P of the cooling system gear pump.
Connect a manometer (250 bar) to the test connection P on the cooling
system gear pump.
Disconnect the hydraulic oil temperature sensor on the hydraulic tank.
Start the engine and bring it to top idle speed.
Check whether the pressure is correct at top engine idle speed.
Check the fan motor pressure relief valve
Reconnect the hydraulic oil temperature sensor
Fan pressure 110 ±10 bar
Fan speed 1650 min-1
Fan pressure 165 ±10 bar
Fan speed 1400 min-1
Procedure for checking the fan motor pressure relief valve

Connect a manometer (250 bar) to the test connection P on the gear pump.
Connect your laptop, turn on the start switch and run the SCULI program.
In the variables editor in the group structure, select the Cooling system
check folder.
Set the value for Cooling system - actual PWM current to 0 mA.
LBH/Version 01/05.2009/en/hd/11/11/2011
81,3
Lock the fan blade (only for L550 and L556).

Start the machine and let the engine run at top idling speed.
Check that the pressure at the test connection P is correct.
Adjust the pressure relief valve 3 on the fan motor (using the adjusting
screw 4 and a 5 mm open-end spanner - the lock nut is a round nut).
Turn clockwise to increase the pressure and anticlockwise to reduce it.
Remove the cap 2.
L580 - 459 / from 14171
Adjust the screw 4 on the proportional valve.

The Cooling system - actual PWM current variable automatically returns
to the previous value when you briefly switch off the ignition.
Fan pressure 220±10 bar
-1
Fan speed approx. 2050 min
Fan pressure 220±10 bar
-1
Fan speed approx. 1600 min
3.6.6 Calibrating the pedals

The pedals can only be calibrated using the SCULI software.
During calibration, the MIN and MAX positions of the gas pedal and inch
pedal are stored in the master electronics.
Procedure
Connect your laptop, turn on the start switch and run the SCULI program.
In the variables editor in the group structure, select the Adjustment
Pedals folder.
Set Throttle - start adjustment to 1.
Push the gas pedal all the way down.
The MIN and MAX positions of the gas pedal are stored. After 15 seconds
the value automatically returns to 0 and calibration is finished.
Check that Throttle - guide value is 0% when the pedal is not pressed
and 100% when the pedal is pressed all the way down.
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Set Inch pedal - start adjustment to 1.

Push the inch pedal all the way down.
The MIN and MAX positions of the gas pedal are stored. After 15 seconds
the value automatically returns to 0 and calibration is finished.
Check that Inch pedal - guide value is 100% when the pedal is not
pressed and 0% when the pedal is pressed all the way down.
L566 - 460 / from 14171
3.6.7 Checking the replenishing pressure of the variable

displacement pump
Measure the replenishing pressure at the test connection G.
Procedure
Connect a manometer (40 bar) to the test connection G.
Start the machine and let the engine run at top idling speed.
Check that the replenishing pressure is correct.
Turn the adjusting screw on the replenishing pressure relief valve 1 until
the replenishing pressure is correct.
1
Replenishing pressure 31 bar
1
Replenishing pressure 34 bar
3.6.8 Checking the pressure relief and replenishing valve of the

variable displacement pump
The pressure relief and replenishing valves protect the variable displacement
pump from pressure peaks. These can occur when braking the machine.
When a pressure peak occurs, oil flows from the high pressure side via
the pressure relief and replenishing valve to the low pressure side in a
closed circuit.
Procedure
To attain the set value for the pressure relief and replenishing valves, the
pressure cut-off must be set to a higher value.
Screw in the adjusting screw 1 on the pressure cut-off by one turn.
Connect a manometer (600 bar) to the test connections MA and MB.
Note: The parking brake remains engaged.
Set with SCULI the variable Travel pump - machine in block state to 1
the machine is blocked.
Check the pressure relief and replenishing valve 2 for forward travel on the
manometer MA.
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Check the pressure relief and replenishing valve 3 for reverse travel on the
manometer MB.
Select travel direction forward or reverse.
Caution
Heat is quickly generated when you test the pressure relief and replenish-
ing valves.
Excessive heat can irreparably damage the pump!
Only test the pressure relief and replenishing valves for a short time.
In the blocked condition, increase the engine speed to the maximum.
Check that the high pressure at the two pressure relief and replenishing.
Turn the adjusting screw on the pressure relief and replenishing valve
until the high pressure is correct.
L580 - 459 / from 14171
Loosen the adjusting screw 1 on the pressure cut-off by one turn and
check the pressure cut-off.
10
High pressure 470 bar
3.6.9 Checking the pressure cut-off of the variable displacement

pump
The pressure cut-off limits the maximum pressure of the variable
displacement pump.
When this pressure is reached, the pump flow is automatically reduced in
order to maintain the maximum permitted pressure.
Procedure
Connect a manometer (600 bar) to the test connection MA.
Select travel direction forward.
In the blocked condition, increase the engine speed to the maximum.
Check that the high pressure on the manometer MA is correct.
Check that the engine suppression is below the threshold.
Turn the adjusting screw 1 on the pressure cut-off 1 until the manometer
MA reaches the correct value.
5
Maximum engine suppression at top idle 30 min-1
speed
3.6.10 Checking the sensor high pressure

A pressure sensor is installed in the closed circuit for regulating and moni-
toring the variable displacement pumps.
Procedure
Connect a calibrated manometer (600 bar) to the test connection MA.
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Increase the engine speed until the high pressure reaches 300 bar.
Compare the manometer reading at test connection MA with the Travel
pump - pressure sensor high pressure variable.
The difference ( p at 300 bar) may not be more than 5 bar.
L566 - 460 / from 14171
1640,0
300,0 bar
3.6.11 Calibrating the block curve

The block curve can only be calibrated using the SCULI software.
During calibration, the current to the proportional valve on the variable
displacement pump is adjusted so that the pump reaches a set pressure at a
set engine speed.
Procedure
Increase the engine speed to the levels shown in the table (930 min-1,
1200 min-1, 1400 min-1) and test the high pressure.
Note: The variable 0 - ECO, 1 - 930 rpm, 2 - 1200 rpm, 3 - 1400 rpm,
4 - 1800 rpm limits the engine speed. If you enter 2 for example,
the engine speed is limited to 1200 rpm..
If you enter 0, the engine speed is not limited
Adjust the parameter Travel pump - current at 930, 1200, 1400 rpm
until the set value is reached.
LBH/Version 01/05.2009/en/hd/11/11/2011
1201,0
291,0 bar
L580 - 459 / from 14171
-1 10
High pressure at 930 min engine speed 50 bar
-1 10
-1 10
Valid for: L566 - 460 / 14171-22879; L576 - 457 / 14171-22879;

L580 - 459 / 14171-22879
-1 10
-1 10
-1 10
3.6.12 Automatic block curve calibration

The block curve can only be calibrated using the SCULI software. From
version 24 onwards of the master software, Sculi offers automatic calibration
of the block curve.
During block curve calibration, the current to the proportional valves on the
variable displacement pumps is adjusted so that the pumps reache a set
pressure at a set engine speed.
Automatic block curve calibration

Block Curve - double pump folder.
Set the parameter Travel pump - start automatic calibration to 1
automatic block curve calibration begins.
After calibration is complete, the variable Travel pump - start automatic
calibration returns to 0.
931,0
LBH/Version 01/05.2009/en/hd/11/11/2011
51,0 bar
L566 - 460 / from 14171
3.6.13 Calibrating the variable displacement motors

The variable displacement motors are calibrated automatically by the
master electronics.
Automatically calibrating the variable displacement motors

Travel motors folder.
Set the parameter Travel motor - start adjustment motors to 1.
The engine speed is automatically increased to 1000 min-1. After this the
motors are successively calibrated across the entire speed range.
After calibration, set the parameter Travel motor - start adjustment motors
back to 0.
Note: Once the automatic calibration of the motors is complete, a service

code appears in the display.
This can happen if the variable displacement motor current is too high or
low. In this case, the variable displacement motors must be manually
checked and adjusted to 600±30 mA.
Setting VG max manually

Connect a manometer (600 bar) to the test connections M1 and M2.
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travel motors folder.

Set the Inch pedal - function OFF variable to 1 the inching function is
disabled.
Select fixed gear 1 and forward travel, and hold the machine in the blocked
condition using the service brake.
Adjusting variable displacement motor 1:
In the blocked condition, slowly increase the engine speed until the
manometer MA shows exactly 300 bar.
Lower the current at Travel motor 1 - max current until the manometer
at M1 shows 15±5 bar less than manometer MA.
When the manometers MA and M1 show the correct levels, increase the
current at Travel motor 1 - max current by 10 mA.
L580 - 459 / from 14171
Adjusting variable displacement motor 2:

In the blocked condition, slowly increase the engine speed until the
manometer MA shows exactly 300 bar.
Lower the current at Travel motor 2 - max current until the manometer
at M1 shows 15±5 bar less than manometer MA.
When the manometers MA and M2 show the correct levels, increase the
current at Travel motor 2 - max current by 10 mA.
Note: The current for both motors must be in the range of 600±30 mA. If there
is any deviation, correct it using the adjusting screws 1 or 2.
Set the Inch pedal - function OFF variable back to 0 the inching
function is enabled.
Repeat the automatically calibration of the variable displacement motors.
3.6.14 Check the nitrogen filling of the hydro accumulator for the
replenishing of the travel hydraulics
Make sure that you have a charging and testing device with a
nitrogen bottle.
Procedur
Take off the cap and slightly loosen the plug 2 of the hydro accumulator
using a 6 mm allen key.
Connect the charging and testing device 4 to the hydro accumulator you
want to test.
Open the valve 6 and check whether the nitrogen filling is correct.
Slowly open the valve 8 on the nitrogen bottle 9 until the pressure
is correct.
You can reduce the pressure in the hydro accumulator using the relieve
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valve 5. The nitrogen escapes to the open air.

When the nitrogen filling reaches the desired level, close valve 6 and
remove filling/testing unit 4.
Tighten plug 2 mit with Allen key SW6 to 20 Nm.
Note: If the plug 2 is overtightened, the seal may be damaged.
Check the leak tightness of plug 2 with a suitable leak detector spray and
refit the protective cap.
±1
Nitrogen filling 12 bar
L566 - 460 / from 14171
3.6.15 Checking the engine output

Before you check the power of the engine, you must carry out the following
tasks:
– Tasks in maintenance schedule (air filter, fuel filter etc.)
– Check the operating pressures according to the adjustment checklist
– The machine must be at operating temperature.
At maximum engine power consumption, the variable displacement motor
power limiting control is activated. It regulates the pivot angle of the motors
so that the engine runs at rated speed. This results in a set high pressure in
the closed circuit.
– If the high pressure is is above the set value, the engine power is good.
– If the high pressure is is below the set value, the engine power is poor.
If the engine speed reaches the set value, power limiting control is
working correctly.
Procedure
In the variables editor in the group structure, select the Check
Dieselengine folder.
Set the Inch pedal - function OFF variable to 1 the inching function is
disabled.
Start the machine, select fixed gear 2 and forward travel direction.
Hold the machine with the service brake and run it at full throttle.
Slowly release the service brake until the machine moves at 13 km/h.
Check that the set values are reached.
If they are not correct:
Troubleshoot the engine: air filters, fuel filters etc.
Troubleshoot the travel hydraulics: check the operating pressure etc.
1982
13,1
342,0 bar
LBH/Version 01/05.2009/en/hd/11/11/2011
Valid for: L550 - 456 / from 16978
±10
±30
Diesel engine speed 1980 min-1
Valid for: L556 - 454 / from 15653

±10
±30
L580 - 459 / from 14171
Valid for: L566 - 460 / 14171 – 22879;

High pressure 340 ±10 bar
Diesel engine speed 1980 ±30 min-1
Valid for: L576 - 457 / 14171 – 22879; L580 - 459 / 14171 – 22879;
3.6.16 Checking the engine output

Before you check the power of the engine, you must carry out the
following tasks:
– Tasks in maintenance schedule (air filter, fuel filter etc.)
– Check the operating pressures according to the adjustment checklist
– The machine must be at operating temperature.
At maximum engine power consumption, the variable displacement motor
power limiting control is activated. It regulates the pivot angle of the motors
so that the high pressure in the closed circuit is 320 / 340 bar.
If the engine output is poor, the engine speed falls below the set value.
Procedure
Connect your laptop and run the SCULI program.
In the variables editor in the group structure, select the Check
Dieselengine folder.
Set the Inch pedal - function OFF variable to 1 the inching function
is disabled.
Start the machine, select fixed gear 2 and forward travel direction.
Hold the machine with the service brake and run it at full throttle.
Slowly release the service brake until the machine moves at 13 km/h.
Check that the set values are reached.
If they are not correct:
Troubleshoot the engine: air filter, fuel filter etc.
Troubleshoot the travel hydraulics: check the operating pressure etc.
LBH/Version 01/05.2009/en/hd/11/11/2011
1965
13,1
342,0 bar
Valid for: L566 - 460 / from 22880;
L566 - 460 / from 14171
±10
±60
3.6.17 Checking the flow controller (delta p) of the working hydraulics

pump
Make sure you have a differential pressure gauge and two pressure sensors
for the range up to 600 bar.
Procedure
Measure the difference in pressure between the test connections P and LS.
You can measure the differential pressure, for example by slowly raising the
lift arms.
Connect 600 bar pressure sensors to test connections P and LS.
Slowly raise the lift arms and check whether the differential pressure
is correct.
Turn the adjusting screw on the flow controller 1 until the differential
pressure is correct.
Differential pressure 22±2 bar
3.6.18 Checking the flow controller (start of delivery) of the working

hydraulics pump
The flow controller determines the maximum output of the variable dis-
placement pump. At the start of delivers, the indicator on the manometer M1
moves away from 0 bar. The set value on the manometer P should
be reached.
Procedure
Connect a manometer (600 bar) to the variable displacement pump at
test connections M1 and P.
Start the engine, tilt the bucket all the way out and move the lift arms to
the bottom position.
At idle speed, raise the lift arms all the way and check that the start of
delivery shown on the manometer M1 is correct.
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Turn the adjusting screw on the power controller 1 until the pressure
is correct.
Start of regulation 180±10 bar
L580 - 459 / from 14171
3.6.19 Checking the secondary pressure relief valves on the control

block
Procedure
To check the secondary pressure relief valve, you must increase the setting
of the LS pressure cut-off 5 and the primary pressure relief valve 3.
Screw in the adjusting screw on the LS pressure cut-off 5 on the control
block by two turns.
Tighten the adjusting screw on the primary pressure relief valve 3 by
two turns.
Connect a manometer (600 bar) to the test connection P on the
control block.
NOTICE
The pump can be irreparably damaged if you lower the lift arms. This
function has no secondary pressure relief valve.
Do not lower the lift arms.
Start the machine and let the engine run at lower idling speed.
Raise the lift arms, tilt out the bucket and tilt in the bucket, each to the limit.
Check that the pressure at each secondary pressure relief valve is correct.
Turn the adjusting screw on the secondary pressure relief valve until it
is correct.
Adjust the primary pressure relief valve 3 and the LS pressure cut off 5
back to the set value. See the sections on testing the primary pressure
relief valve and LS pressure cut-off.
Valid for: L550 - 456 / from 16978; L556 - 454 / from 15653 Z-bar kinematics

Tilt-in function (2) 380±5 bar
Tilt-out function (4) 380±5 bar
Lifting function (1) 380±5 bar
Valid for: L550 - 456 / from 24610; L556 - 454 / from 24610 Industrial lifting arm
±5
Tilt-in function (2) 400 bar
±5
Tilt-out function (4) 280 bar
±5
Lifting function (1) 380 bar
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Tilt-in function (2) 400±5 bar
Tilt-out function (4) 400±5 bar
Lifting function (1) 420±5 bar
L566 - 460 / from 14171
3.6.20 Checking the primary pressure relief valves on the control

block
Procedure
To check the primary pressure relief valve 3, you must increase the setting
of the LS pressure cut-off 5.
Screw in the adjusting screw on the LS pressure cut-off 5 on the control
block by two turns.
Connect a manometer (600 bar) to the test connection P.
Raise the lift arms to the limit.
Check that the pressure is correct.
Turn the adjusting screw on the primary pressure relief valve 3 until the
Return the LS pressure cut-off 5 to its normal value. See the section on
testing the LS pressure cut-off.
Valid for: L550 - 456 / from 16978; L556 - 454 / from 15653 Z-bar kinematics
Primary valve (3) 360±5 bar
Valid for: L550 - 456 / from 24610; L556 - 454 / from 24610 Industrial lifting arm

3.6.21 Checking the LS pressure cut-off on the control block
Procedure
Raise the lift arms to the limit.
Check that the pressure is correct.
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Turn the adjusting screw on the LS pressure cut-off 5 until the pressure
is correct.
Valid for: L550 - 456 / from 16978 Z-bar kinematics

LS pressure cut-off (5) 290±5 bar
Valid for: L550 - 456 / from 24610 Industrial lifting arm

L580 - 459 / from 14171
Valid for: L556 - 454 / from 15653 Z-bar kinematics

Valid for: L556 - 454 / from 24610 Industrial lifting arm

3.6.22 Depressurising ride control and the hydro accumulators /

piston accumulator
You must depressurise the system before checking and filling the hydro
accumulators or making repairs to the ride control system.
This is how to depressurise the ride control system:
Procedure
Caution: Perform the following actions in the correct sequence.
Put the machine and the lift arms in maintenance position 2.
The working attachment and lift arms must lie on the ground under their
own weight.
Connect a manometer (40 bar) to the test connection M4 on the
front axle.
Connect the same test line to the test connection MX.
The pressure can then be relieved through this line to the tank. This takes
around 10 minutes.
After 10 minutes, take the test line off test connection M4 and drain the
remaining fluid into a suitable receptacle.
Leave the test line connected during the testing and repair work.
After servicing, remove the test line from test connection MX.
3.6.23 Checking the cut-off pressure in the stabilisation module

The cut-off function limits the pressure in the hydro accumulators when ride
control is deactivated. This is how to check and correct the cut-off pressure:
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The cut-off pressure is fixed by the spring force. This means the cut-off
pressure cannot be adjusted.
Procedure
Connect a manometer (600 bar) to the test connection MX on the stabili-
sation module.
Start the diesel engine (with ride control deactivated).
With the engine idling, raise the lift arms to their full height and accu-
mulate pressure.
Check that the high pressure on the manometer is correct (reading the
highest value).
Find the cause and rectify the fault.
L566 - 460 / from 14171

High pressure 120±20 bar
3.6.24 Checking the nitrogen in the ride control hydro accumulator

Make sure that you have a charging and testing device with a
nitrogen bottle.
The hydro accumulators can only be tested or filled when they
are depressurised.
Note: The nitrogen chamber of the hydro accumulator has around 350 cm³
of oil in it to protect the membrane.
Procedure
Depressurise the ride control system as described in the section on
depressurising ride control and the hydro accumulators.
Connect the charging and testing device 4 to the hydro accumulator you
want to test.
Slowly open the valve 8 on the nitrogen bottle 9 until the pressure
is correct.

LBH/Version 01/05.2009/en/hd/11/11/2011
Hydro accumulator temperature 0 10 20 30 °C

±2 ±2 ±2 ±2
Nitrogen for filling the hydro accumulator 25 26 27 28 bar
L580 - 459 / from 14171
3.6.25 Check the piston accumulator’s nitrogen level in the driving

vibration damper
Make sure there is a testing and filling device with a nitrogen bottle at hand.
Note: The piston accumulator can only be tested or filled if it is
depressurised.
Procedure
Depressurise the driving vibration damper as explained under
“Depressurising the driving vibration damper and hydro
accumulator/piston accumulator”.
Unscrew the retaining clips 10 and push the piston accumulator slightly
towards the rear.
Remove the protective cap 11 and, using a 6 mm Allen key 3, slightly
loosen the filler (drain) plug 2.
Attach the filling and testing device 4 to the piston accumulator to be
tested 1.
Make sure the relief valve 5 is screwed securely closed.
Slowly open the valve 6 and check whether the nitrogen level is at the
required value.
If the required value has not been reached:
Slowly open the valve 8 on nitrogen bottle 9 until the pressure agrees
with the required value.
The relief valve 5 can be used to reduce pressure in the hydro
accumulator. This releases nitrogen into the air.
If the desired nitrogen level has been reached, close valve 6 and remove
the filling and testing device 4.
Using a 6 mm Allen key, tighten the filler (drain) plug 2 to 20 Nm.
Note: Tightening the filler (drain) plug 2 too much can damage the seal.
Using a suitable leak detector spray, check the leak tightness of the filler
(drain) plug 2 and replace the protective cap.
Push the piston accumulator 1 back to its original position and tighten the
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retaining clips 10.

Caution: Neither the hydraulic line 12 nor the piston accumulator may rub
against the front section 13!
Name Value Unit

Piston accumulator temperature 0 10 20 30 °C
±2 ±2 ±2 ±2
Nitrogen filling for the piston accumulator 35 36 37 38 bar
L566 - 460 / from 14171
3.6.26 Check the pressure cut-off of the steering pump
Procedure
Turn the steering fully to the left or right.
Turn the adjusting screw on the pressure controller 2 until the pressure
is correct.
±5
3.6.27 Checking the flow controller (delta p) of the steering pump

Make sure you have a differential pressure gauge and two pressure sensors
for the range up to 600 bar.
Procedure
Measure the difference in pressure between the test connections P and LS.
You can only measure the differential pressure when the flow controller is
activated. This is best done when slowly steering.
Fit a test connection between the hose line and the connection LS.
Connect 600 bar pressure sensors to test connections P and LS.
Slowly steer the machine to the left or right and check whether the
differential pressure on the measuring device is correct.
Turn the adjusting screw on the flow controller 1 until the differential
Differential pressure 22 ±2 bar
3.6.28 Checking the brake pressure of the compact brake valve

The compact brake valve fills the brake accumulator until the shut-off
pressure is reached.
When you repeatedly press the inch-brake pedal, the pressure in the brake
accumulators falls until the opening pressure is reached. The brake
LBH/Version 01/05.2009/en/hd/11/11/2011
accumulator charging function then begins.
Procedure
You can check the cut-off pressure of the brake accumulator charging
function using the test connection M3 on the compact brake valve.
Connect a manometer (600 bar) with a short test line to the test
connection MA.
Push the inch/brake pedal all the way down several times.
Look at the manometer M3 to check that the correct opening pressure
is reached.
When the opening pressure is reached, the pressure on the manometer
begins to rise. The pressure then increases to the closing pressure.
Check the test connection M3 to see if the closing pressure is correct.
L580 - 459 / from 14171
Turn the adjusting screw 1 on the compact brake valve until the closing
±5
Opening pressure 180 bar
±5
Closing pressure 210 bar
3.6.29 Checking the brake pressure at the axles

You can check the brake pressure on the wet disk brakes in the wheel hubs
at the test connection M4 on the front axle 1 and M5 on the cut-in block 2.
Procedure
Connect manometers (600 bar) to the test connections M4 and M5.

Push the inch/brake pedal all the way down.
Check that the pressure on both manometers is correct.
Adjust the pedal stop screw 3 so that the brake pressure is correct when
the pedal is all the way down. Remove the seal 4, loosen the counter nut
and adjust the bottom screw.
L566 - 460 / from 14171; L576 - 457 / from 14171; L580 - 459 / from 22990
ZF - Axles
Brake pressure with the pedal fully 95 ±5 bar
pressed
Valid for: L580 - 459 / 14171 - 22989

Dana Spicer - Axles
LBH/Version 01/05.2009/en/hd/11/11/2011
Brake pressure with the pedal fully 70 ±5 bar

pressed
3.6.30 Checking the capacity of the brake accumulator

Test the capacity of the brake accumulators 1 and 2 for the front and rear
axles respectively by pressing the inch/brake pedal nine times. Before the
test, the pressure in the brake accumulators must be 180 bar.
After pressing the inch/brake pedal nine times, the pressure should not be
below the correct level.
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Procedure
Connect a manometer (600 bar) to the test connection M3 on the

compact brake valve.
Connect manometers (600 bar) to the test connections M4 and M5 on the
cut-in block 2.
Push the inch/brake pedal all the way down several times to lower the
brake accumulator pressure to 180 bar.
Slowly press the inch/brake all the way down nine times, keeping it down
the final time.
Check that the correct pressure is reached on the manometers M4
and M5.
If the brake pressure on either manometer falls below the correct level:
Replace the brake accumulator if necessary.

Lower brake pressure tolerance 50 bar
3.6.31 Checking the accumulator charge pressure

The pressure switch generates a warning if the brake accumulator pressure
is too low. When the pressure in the brake accumulators is reached, the
symbol field 2 goes out and the brake system is ready for operation.
Procedure
You can check the switching point of the pressure switch 1 using the test
connection M3 on the compact brake valve and the symbol field 2 on the
display unit.
Connect a manometer (600 bar) with a short test line to the test con-
nection MA.
Turn on the starter switch.
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Gently push the inch/brake pedal to slowly lower the pressure in the
brake accumulators.
Check that the symbol field 2 lights up when the correct pressure is
shown on the manometer M3.
Replace the brake accumulator pressure switch 1.
±5
Pressure switch activation point 120 bar
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3.6.32 Checking the brake light pressure switch and brake lights
This check tests the brake lights.
Procedure
Turn on the starter switch.
Slowly and gently press the inch/brake pedal and watch the brake lights
light up.
If the brake lights do not light up:
Check the brake lights; replace the brake light pressure switch 1
if necessary.
3.6.33 Checking the transmission shift pressure

Procedure
Start the engine and bring it to top idle speed.
The shift pressure relief valve is inside the control valve block. You can
only adjust the shift pressure by adding or removing shims. For a
sectional view view of the control valve block, see section on electrohy-
draulic pressure modulation.

Shift pressure 20 ±3 bar
3.6.34 Checking the nitrogen in the transmission hydro accumulator

Make sure that you have a charging and testing device with a nitrogen bottle.
Procedure
Connect the charging and testing device 4 to the hydro accumulator.
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Slowly open the valve 8 on the nitrogen bottle 9 until the nitrogen pres-
sure is correct.
±2
Nitrogen filling 12 bar
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Lubricants and fuels
3.7 Lubricants and fuels

See the section on lubricants and fuels in the operating instructions!
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3.7-1 of 2
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Lubricants and fuels
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4 Diesel engine, Splitter box
4.0
Chapter contents
4 Diesel engine, Splitter box................................................... 4.1-1
4.1 Diesel engine ..................................................................................4.1-1

4.1.1 Electrical engine components ..............................................4.1-6
4.1.2 Crankshaft flywheel speed sensors – B711/B712................4.1-7
4.1.3 Camshaft speed sensor – B713 ...........................................4.1-8
4.1.4 Coolant temperature sensor – B708 Fuel temperature
sensor – B709 ......................................................................4.1-9
4.1.5 Charge air temperature sensor – B707 ..............................4.1-10
4.1.6 Charge air pressure sensor – B703 ...................................4.1-11
4.1.7 Oil pressure sensor – B701................................................4.1-12
4.2 Fuel system.....................................................................................4.2-1

4.2.1 Fuel level sensor ..................................................................4.2-2
4.2.2 Fuel pre-filter ........................................................................4.2-3
4.2.3 Fuel fine filter ........................................................................4.2-4
4.2.4 Refuelling pump (optional) ...................................................4.2-5
4.3 Air filter system ...............................................................................4.3-1

4.3.1 Air filter .................................................................................4.3-1
4.3.2 Vacuum switch .....................................................................4.3-2
4.4 Coupling..........................................................................................4.4-1
4.5 Splitter box......................................................................................4.5-1

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Diesel engine, Splitter box Service manual
LBH/Version 01/10.2006/en/nk/02.08.2007
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Service manual Diesel engine, Splitter box
Diesel engine
4.1 Diesel engine

Technical data
See section 2.1
Design
The diesel engine is a water-cooled, four-stroke in-line engine with pump-
line-nozzle (PLD) direct injection, turbocharging and charge air cooling.
The engine is fitted lengthways in the rear section and elastically supported
on rubber elements. The flywheel end faces to the rear.
Diesel engine components / right view

1 Flywheel housing 14 Flame glow plug
2 Flywheel 15 Engine electronics
3 Opening for cranking device (LH-ECU)
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4 Auxiliary drives 16 Air conditioning compressor

5 Fuel pre-filter 17 Alternator
6 Crankcase bleeder 18 Fuel line connections
7 Bleeder filter with oil separator 19 Auxiliary drive
8 Hand pump 20 Engine block
9 Cylinder head 21 Dipstick
10 Fuel fine filter 22 Oil separator return line
11 Charge air pipe 23 Oil pan
12 Lube oil filler neck 24 Fuel pump
13 Air intake pipe
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Diesel engine
Diesel engine components / left view
1 Water pump 8 Turbocharger turbine

2 Belt drive cover 9 Starter
3 Thermostat housing 10 Oil cooler
4 Oil filter 11 Cooling water supply to cooler
5 Charge air pipe 12 Cooling water return from cooler
6 Housing bleeder 13 Crankshaft / vibration damper
7 Turbocharger compressor
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Diesel engine
Diesel engine components / right view

1 Flywheel 13 Alternator
2 Flywheel housing 14 Engine electronics (LH-ECU)
3 Opening for cranking device 15 Auxiliary drive
4 Auxiliary drives 16 Hand pump
5 Crankcase bleeder 17 Fuel pre-filter
6 Bleeder filter with oil separator 18 Fuel line connections
7 Cylinder head 19 Fuel fine filter
8 Lube oil filler neck 20 Engine bearing
9 Combustion air intake manifold 21 Oil pan
10 Flame glow plug 22 Engine block
11 Air conditioning compressor 23 Fuel pump
12 Pump element with magnetic coil
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Diesel engine
Diesel engine components / left view

1 Water pump 8 Turbocharger turbine
2 Tension pulley apparatus 9 Crankcase
3 Oil filter 10 Exhaust pipe
4 Air intake pipe 11 Cooling water supply to cooler
5 Housing bleeder 12 Cooling water return from cooler
6 Charge air pipe 13 Thermostat housing
7 Turbocharger compressor 14 Crankshaft / vibration damper
Design features of the diesel engine:
– Water-cooled four-stroke diesel engine with pump-line-nozzle (PLD)
direct injection
– Turbocharger and charge air cooling
– Maintenance-free gear drive for camshaft, fuel pump, lubricant pump on
flywheel end and coolant pump on motor end, as well as power take-off for
gear pumps
– Individual cylinder heads with cast integral vortex intake duct
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– Replaceable wet bushings

– Small number of parts due to lubricant and coolant lines integrated in crankcase
– Oil spray-cooled three-ring piston made of light alloy (D934S)
Oil spray-cooled three-ring piston made of monotherm steel (D934L/D936L)
– Engine oil cooler
– Double lube oil filter
– Large, tilt-proof oil pan
– 5-bearing (4-cylinder) or 7-bearing (6-cylinder) steel crankshaft with forged
counterweights and diagonal “cracked” piston rods. Lead bronze triple
composite bearings.
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Diesel engine
Function description
Basic function
The diesel engine converts the chemical energy in the fuel into kinetic
energy, which it provides to the flywheel via the torsion absorber and the
pump distributor gear to the travel hydraulics, working hydraulics and
steering hydraulics pumps.
A small portion of the power is taken off at the accessory drive side of the
diesel engine to drive the gear pumps.
These are the single gear pump for the transmission shift pressure, and the
triple gear pump for the hydrostatically driven fan, the accumulator pressure
brake system and the leak oil scavenging in the variable displacement motor.
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Diesel engine
4.1.1 Electrical engine components
Design
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Electrical engine components
1 Heating flange – R701 7 Alternator – G700 12 Crankshaft 2 flywheel speed

2 Starter – M700 8 Engine electronics (LH-ECU) sensor – B712
3 Coolant temperature indicator + – A700 13 Camshaft speed sensor –
thermostat – B708 9 Pump element magnetic coil B713
4 Charge air pressure sensor – B703 Y711 – Y716 14 Crankshaft 1 flywheel speed
5 Charge air temperature sensor – B707 10 Water sensor on fuel pre-filter sensor – B711
6 Air conditioning compressor magnetic – B710
coupling – M710 11 Oil pressure sensor – B701
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Diesel engine
4.1.2 Crankshaft flywheel speed sensors – B711/B712

For safety reasons, two identical speed sensors are used on the crankshaft.
The two speed sensors, B711 and B712, are attached to the engine flywheel
housing and their job is to record the speed and position of the crankshaft.
The first sensor (B711) is the working sensor; if it fails, the system
automatically switches to the second – backup – sensor (B712).
The signal voltage, whose frequency is proportional to the speed, is used
for:
– Controlling the fan drive
– Starting the emergency steering pump check
– Controlling the diesel engine
– Indicating the engine speed
– Power limiting control
– Overspeed protection
– 0-inching control
Design
The speed sensors are Hall-effect sensors. Hall-effect sensors are electro-
magnetic components with a permanent magnet and a Hall element (Hall IC).
The distance between the sensor and the flywheel ring gear is fixed.
Distance “a” = 0.5 - 2 mm
Speed sensor location Basic function

If a Hall-effect sensor has voltage supplied and is put vertically into a
magnetic field, it provides an output voltage. This signal voltage modulates
proportionally to the speed of the ring gear on the flywheel and is provided to
the engine electronics as a frequency signal.
Attention
Never measure resistance on a Hall-effect sensor.
! Malfunctions are indicated by service codes in display.
Plug assignment
1 Gound
2 Frequency signal (output voltage)
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3 12 V power supply
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4.1.3 Camshaft speed sensor – B713

The speed sensor B713 is attached to the crankshaft housing of the engine;
its job is to detect the phase of the engine while starting.
If the camshaft sensor fails while the engine is running, the engine
continues turning.
When the engine is turned off and started again, its running is restricted.
The signal voltage, whose frequency is proportional to the speed, is used
for:
– Controlling the diesel engine
Design
The speed sensor is a Hall-effect sensors. Hall-effect sensors are electro-
magnetic components with a permanent magnet and a Hall element (Hall IC).
The distance between the sensor and the flywheel ring gear is fixed.
Distance “a” = 0.5 - 2 mm
Speed sensor location Basic function

If a Hall-effect sensor has voltage supplied and is put vertically into a
magnetic field, it provides an output voltage. This signal voltage modulates
proportionally to the speed of the ring gear on the flywheel and is provided to
the engine electronics as a frequency signal.
Attention
Never measure resistance on a Hall-effect sensor.
Plug assignment
1 Gound
2 Frequency signal (output voltage)
3 12 V power supply
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Diesel engine
4.1.4 Coolant temperature sensor – B708

Fuel temperature sensor – B709
The coolant temperature sensor B708 is attached to the thermostat housing of
the engine, while the fuel temperature sensor B709 is fitted in the fuel supply
line. Both have the task of signalling the temperature to the engine control unit
(ECU) in the form of an electrical resistance. The ECU uses this signal for:
Coolant temperature:
– Indicating the coolant temperature in the cab
– Preglow control
– Engine power limiting control
Coolant temperature [°C] -100 -15 100 101 120 150
Power reduction [%] 10 0 0 4 50 50
– Controlling the engine to increase the idling speed

Coolant temperature [°C] -100 -90 -40 -10 20
Idling speed increase [rpm] 0 200 200 100 0
Fuel temperature:
Fuel temperature [°C] -100 -5 0 75 80 85 100
Power reduction
10 3 0 0 3 10 30
[%]
Design
The temperature sensor is a resistance thermometer which operates with an
NTC characteristic (semiconductor).
Basic function
The resistance in the sensor decreases as the temperature rises. The curve is not
a straight line. If the sensor is defective, a temperature of -100 °C is assumed.
Temperature (°C)
Coolant resistance characteristic B708
Coolant and fuel
105
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temperature sensor 100

95
90
85
80
75
70
65
60
55
50
45
40
35
30
25
20
15
10
5
0
0 0,3 0,6 0,9 1,2 1,5 1,8 2,1 2,4 2,7 3,0 3,3 3,6 3,9 4,2 4,5 4,8 5,1 5,4 5,7 6,0
Resistance (kOhm)
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4.1.5 Charge air temperature sensor – B707

The charge air temperature sensor B707 is attached to the air intake pipe of
the engine and has the task of signalling the charge air temperature to the
engine control unit (ECU) in the form of an electrical resistance. The ECU
uses this signal for:
– Preglow control
Charge air
-100 -15 75 80 85 100
temperature [°C]
Power reduction [%] 10 0 0 0 10 30
Design
The temperature sensor is a resistance thermometer which operates with an
NTC characteristic (semiconductor).
Basic function
The resistance in the sensor decreases as the temperature rises. The curve is not
Charge air temperature sensor a straight line. If the sensor is defective, a temperature of 100 °C is assumed.
Charge air resistance characteristic B707

105
100
95
90
85
80
75
70
65
60
55
50
45
40
35
30
25
20
15
10
5
0
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100
Resistance (kOhm) LBH/Version 01/10.2006/en/nk/02.08.2007
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Diesel engine
4.1.6 Charge air pressure sensor – B703

The charge air pressure sensor B703 is attached to the air intake pipe of the
engine and has the task of signalling the charge air pressure to the engine control
unit (ECU) in the form of an electrical voltage. The ECU uses this signal for:
Power reduction (%) Speed (rpm)
1000 1300 1600 1900 2100
Atmospheric 550 23.1 24.1 24.4 24.4 23.3

pressure 4850*
(mbar)
Height above sea 620 19.5 19.6 19.1 19.1 18.0
level* 3950*
(m)
690 14.2 14.8 13.9 13.6 12.6
3100*
770 10.0 10.1 8.9 8.4 7.2

2250*
840 0.0 0.0 0.0 0.0

1550*
Design
The charge air pressure sensor is an absolute pressure sensor with a
membrane and an evaluation circuit. At atmospheric pressure, an absolute
pressure sensor is subject to approximately 1 bar (at sea level 1030 mbar).
1 Electrical connections
2 Evaluation circuit
3 Membrane with sensor element
4 Pressure port
5 Fixing thread
Basic function
The electrical resistance varies on the layers applied to the membrane as
they change shape. This deformation due to the accumulating system
pressure alters the electrical resistance and causes a change in the voltage
of the resistance bridge, which has a 5 V supply.
This voltage is in the range of 0 to 70 mV (depending on the pressure) and is
amplified in the evaluation circuit to between 0.5 and 4.5 V.
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Attention
Never measure resistance on a pressure sensor.
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Diesel engine
4.1.7 Oil pressure sensor – B701

The oil pressure sensor B701 is attached to the crankcase of the engine and
has the task of signalling the oil pressure to the engine control unit (ECU) in
the form of an electrical voltage. The ECU uses this signal for:
– Indication in the cab
– Controlling the engine as a function of the safety curve:
Engine speed [rpm] 300 1000 1400 1800 2100

Oil pressure [bar] 0 1.5 2.5 3.0 3.0
Design
The oil pressure sensor is a relative pressure sensor with a membrane and
an evaluation circuit. At atmospheric pressure, a relative pressure sensor is
subject to 0 bar.
1 Electrical connections
2 Evaluation circuit
3 Membrane with sensor element
4 Pressure port
5 Fixing thread
Basic function
Cross section of pressure sensor
The electrical resistance varies on the layers applied to the membrane as
they change shape. This deformation due to the accumulating system
pressure alters the electrical resistance and causes a change in the voltage
of the resistance bridge, which has a 5 V supply.
This voltage is in the range of 0 to 70 mV (depending on the pressure) and is
amplified in the evaluation circuit to between 0.5 and 4.5 V.
Attention
Never measure resistance on a pressure sensor.
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Fuel system
4.2 Fuel system

Technical data
See section 2.1
Design
The fuel tank is located behind the right cab access.
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Fuel system
1 Tank cap 5 Intake line 8 Fuel cooler
2 Filler strainer 6 Return line 9 Drain valve
3 Fuel level sensor 7 Diesel engine 10 Fuel tank
4 Distributor port
The fuel is drawn up by the fuel pump via the intake line and fuel pre-filter (water
and dirt separator) and is delivered to the injection elements via a fine filter.
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Fuel system
4.2.1 Fuel level sensor
Design
The fuel level sensor is fitted vertically in the tank.
It is connected via a lead and plugs to the display unit.
The sensor tube contains two electrodes to transmit the fuel level in the tank.
The fuel level sensor tube 2 contains electrodes 3 which measure the fuel
level using a capacitive resistor.
The electronics in the head of the fuel level sensor 1 transmit a corresponding
voltage signal of 1 V – 4 V to input module 1 – A16a pin 23.
Input module 1 converts the signal to a digital signal and forwards it via the
master electronics to the fuel level display in the display unit A13.
The fuel level sensor is earthed via input module 1 – pin 65.
Fuel level display

The lower the fuel level the higher the voltage and thus the level shown on
the fuel level display.
The “reserve” fuel level is shown by the fuel level symbol field flashing.
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Fuel system
4.2.2 Fuel pre-filter

The fuel pre-filter protects the engine's fuel system (pump, pump elements,
injection valves, valves and pistons) from dirt and water penetration.
Design
The fuel pre-filter acts as both a water separator and a filter. It is fitted in the
fuel intake line between the engine control unit and the fuel pump.
The intake line is connected via the engine control unit (cooler) to the fuel
tank. The outlet line is connected to the fuel pump.
The water probe in the water collector monitors the condensate in the fuel
pre-filter; if the water level is too high, it generates a service code via the
engine control unit to the display unit.
Fuel pre-filter
1 Hand pump 4 Water collector
2 Filter head 5 Drain cock
3 Filter cartridge 6 Water sensor
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Fuel system
4.2.3 Fuel fine filter
Technical data
See section 2.1
The filter can be serviced without any tools. The filter can be removed and
replaced by hand during a service.
Design
The fuel filter is a fine filter with a water drain valve and is fitted between the
fuel pump and the injection pump.
It has a disposable filter cartridge which must be replaced each time it
is serviced.
Fuel fine filter

1 Filter head 2 Filter cartridge
The fuel fine filter protects the fuel system from contamination.
The diesel fuel is pumped under pressure from the fuel pump through the
filter intake into the filter insert.
The pressure of the fuel pump forces the fuel through the filter membrane.
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The filtered fuel then flows through the outlet in the filter head via the fuel
line to the injection pump.
The water in the fuel system is separated by the impregnation of the filter
insert, and then settles in the filter at the bottom.
The filter can be emptied during maintenance by opening the drain valve.
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Fuel system
4.2.4 Refuelling pump (optional)
Technical data
See section 2.1
The refuelling pump is mounted on the right of the rear section.
The refuelling pump is only suitable for diesel fuel.
The refuelling system is designed to assist filling the diesel fuel from the
container to the fuel tank.
Design
Main components of the refuelling pump

1 Intake connection 4 DC motor
2 Pressure port 5 Electrical connection
3 Supply pump
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Components of the refuelling pump

1 Snap ring 5 Seal 9 Electrical connection
2 Check valve 6 Discharge housing 10 Carbon brush
3 Intake housing 7 Feather key
4 Impeller 8 DC motor
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Fuel system
Refuelling system
Refuelling pump
The refuelling pump 5 is a rotary vane pump which draws in fuel via the
intake line 6 and the intake line extension 7 with suction strainer 8, from the
container 9 and pumps it through the discharge line 4 to the fuel tank 3 of
the machine.
The refuelling pump 5 can be switched on and off using the removable key 2.
The refuelling pump 5 is filled with fuel via the discharge line before it is first
used. This means it is self-priming. The diesel fuel also lubricates the
mechanical seals in the pump.
A check valve in the intake port prevents the refuelling pump 5 from running
empty. This means the pump remains self-priming.
The DC motor does not have internal thermal protection; it is designed to run
for a maximum of 15 minutes.
The external 20 amp fuse F05 (fitted in the instrument panel) protects the
pump from short-circuits and overload.
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Air filter system
4.3 Air filter system

Design
Air filter system

1 Rain cap 4 Vacuum switch
2 Fixing clips 5 Filtered air intake manifold
3 Air filter 6 Fixing clips
The engine takes in fresh air via the rain cap 3 and the air filter 5. The
filtered air is provided to the engine via the turbocharger.
4.3.1 Air filter
Design
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Air filter
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Air filter system
Air filter unit
The primary element 2 and the secondary element 1 of the dry air filter
are designed to ensure maximum protection for the engine at very long
service intervals.
The primary element 2 with radial sealing at the filtered air connection in the
filter housing 6 is subject to scheduled and non-scheduled maintenance.
The secondary element 1 acts as a back-up if the primary element 2 is damaged.
The secondary element 1 is not a service filter. It must be replaced if necessary.
The dust extraction valve 5 automatically removes dust from the service cap 3.
The tangential arrangement of the intake port sets the air into fast rotation,
so that large dust particles are thrown by centrifugal force against the
housing and accumulate in the service cap 3 due to the air flow.
At idle speed, the accumulated dust particles in the service cap 3 are carried
outside via the dust extraction valve 5 by the vibrations in the intake air.
The service cap 3 must be fitted so that the dust extraction valve 5 points down.
With the engine running at lower idle speed, you should clearly feel air
pulsating at the dust extraction valve 5.
4.3.2 Vacuum switch

(ID 6906001)
Technical data
See section 2.1
Design
Vacuum switch arrangement

1 Vacuum switch 2 Air filter
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The vacuum switch 1 monitors the pressure ratio between the turbocharger
and the air filter 2.
If the filters are dirty (excessive vacuum) it activates the air contamination
symbol field on the display unit.
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Coupling
4.4 Coupling
Technical data
See section 2.1
Design
The coupling is an elastic torsion and vibration absorber between the
flywheel on the engine and the splitter box.
Position of the coupling

1 Torsion absorber 2 Flywheel
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Coupling
Main components of the torsion absorber

1 Torsion absorber assembly 5 Disc
2 Hub 6 Fixing screw
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3 Pressure springs 7 Flywheel housing

4 Disc 8 Flywheel
The disc 5 is bolted to the flywheel 8 of the engine. The hub 2 is axially guided
by circular discs riveted to the hub. The hub 2 can move radially on the disc 4.
The springs 3 are arranged in a ring and form an elastic connection which
transfers the torque between the disc 5 and the hub 2. The drive shaft of the
splitter box is connected to the hub 2 by a spline shaft gearing.
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Coupling
Basic function
The coupling is an elastic connection which also absorbs torque peaks
between the engine and the driven splitter box.
The coupling transmits the engine torque to the splitter box.
Power transmission
The following components transmit the engine torque to the splitter box:
– Flywheel 8
– Fixing screws 6
– Discs 4 and 5
– Pressure springs 3
– Hub 2
Damping
The springs 3 absorb load fluctuations and torque peaks on the engine
crankshaft. The vibrations of the crankshaft are greatly reduced as torque is
transmitted to the splitter box.
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Coupling
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Splitter box
4.5 Splitter box

Technical data
See section 2.1
Design
The splitter box is a single-stage spur gear transmission attached to the
flywheel housing of the diesel engine.
Location of the splitter box

1 Working hydraulics pump 3 Travel hydraulics pump
2 Steering hydraulics pump 4 Pump distributor gear
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Splitter box, rear view

1 Housing 5 Pump connection for travel
2 Dipstick hydraulics
3 Oil filler tube 6 Oil drain valve
4 Pump connection for working and
steering hydraulics
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Splitter box
Splitter box, front view

1 Housing 5 Oil drain valve
2 Dipstick 6 Pump connection for travel
3 Oil filler tube hydraulics
4 Pump connection for working and
steering hydraulics
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Splitter box
Cross section of the splitter box

1 Housing 14 Ball bearing
2 Stud screw 15 O-ring
3 Disc 16 Stud screw
4 Hex nut 17 Hex nut
5 O-ring 18 Disc
6 Ball bearing 19 Ball bearing
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7 Spur gear for working and 20 Cylindrical roller bearing

steering pump 21 Drive shaft
8 Bearing flange 22 Shaft seal ring
9 O-ring 23 Bearing flange
10 Cylindrical roller bearing 24 O-ring
11 Bearing flange 25 Ball bearing
12 O-ring
13 Spur gear for travel pump
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Splitter box
Power transmission
The splitter box transfers and distributes the engine torque to the hydraulic
pumps for:
– Travel hydraulics
– Working hydraulics
– Steering hydraulics
Input
The splitter box is directly driven by the flywheel of the engine via the
elastic coupling.
LBH/Version 01/10.2006/en/nk/02.08.2007
L580 - 459 / from 14171
5 Cooling system
5.0
5 Cooling system.................................................................... 5.0-1
5.1 Cooling system with built-in air conditioning condenser.................5.1-3

5.1.1 Hydraulic fan speed control..................................................5.1-4
5.1.2 Electric fan speed control .....................................................5.1-4
5.2 Cooling system with external air conditioning condenser...............5.2-4

5.2.1 Hydraulic fan speed control..................................................5.2-4
5.2.2 Electric fan speed control .....................................................5.2-4
5.3 Gear pump ......................................................................................5.3-4
5.4 Gear motor......................................................................................5.4-4
5.5 Temperature sensor .......................................................................5.5-4

LBH/Version 02/10.2006/en/hd/11.02.2008
L566 - 460 / from 14171
Cooling system Service manual
Cooling system
LBH/Version 02/10.2006/en/hd/11.02.2008
L580 - 459 / from 14171
Service manual Cooling system
Cooling system with built-in air conditioning condenser
5.1 Cooling system with built-in air

conditioning condenser
Design
Valid for: L556 - 454 / from 15653 - 16897; L566 - 460 / from 14171 - 20425;
L576 - 457 / from 14171 - 20428; L580 - 459 / from 14171 - 20432;
The cooling system is fitted on the rear section between the diesel engine
and the driver's cab.
Cooler unit components

1 Air conditioning condenser 6 Intercooler
2 Diesel fuel cooler 7 Cooler support, cooler unit frame
3 Hydraulic oil cooler 8 Fan motor with proportional
4 Gear oil cooler pressure relief valve
5 Water cooler 9 Fan blade
LBH/Version 02/10.2006/en/hd/11.02.2008
L556 - 454 / from 15653 - 16897 L576 - 457 / from 14171 - 20428 Copyright by 5.1-3 of 2
L566 - 460 / from 14171 - 20425 L580 - 459 / from 14171 - 20432 MJFCIFSS
Cooling system components
1 Gear motor with proportional 4 Fan motor pressure line 9 Suction and return filter
pressure relief valve 5 Fan pump intake line 10 Fan motor leak oil line / variable
2 Fan motor in-line filter 6 Fan pump displacement motor bearing
3 Fan motor shaft seal leak oil 7 Hydraulic tank lubrication
line relief 8 Fan blade 11 Variable displacement motor 2
12 Cooler unit
LBH/Version 02/10.2006/en/hd/11.02.2008
5.1-4 of 2 Copyright by L556 - 454 / from 15653 - 16897 L576 - 457 / from 14171 - 20428
MJFCIFSS L566 - 460 / from 14171 - 20425 L580 - 459 / from 14171 - 20432
Basic function
The fan takes in air from the outside of the cooler units, and blows it over the
cooling fins of the cooler units, through the engine and out again.
The cooler system cools:
– The engine coolant
– The hydraulic oil
– The engine charge air
– The air conditioning condenser
– The gear oil
– The diesel fuel
5.1.1 Hydraulic fan speed control
Hydraulic plan of fan drive

1 Cooler unit 5 Triple pump 10 Bearing lubrication orifice
2 Fan 6 Return strainer 11 Variable displacement motor 2
3 Gear motor 7 Ventilation and bleeder filter 12 Bearing lubrication orifice
4 Proportional pressure relief 8 Suction and return filter 13 Variable displacement motor 1
valve assembly 9 Hydraulic tank 14 Collector pipe with safety valve
The speed of the hydrostatically driven fan depends on the engine
speed (pump flow) and the fluid temperatures or the status of the air
conditioning system.
LBH/Version 02/10.2006/en/hd/11.02.2008
5.1.2 Electric fan speed control
Block diagram of cooling system

1 Engine electronics (LH-ECU) 8 Proportional pressure relief 12 Diesel engine
2 Input module 1 valve Y13 13 Charge air temperature
3 Main electronics (master) 9 Gear motor sensor (B707)
4 Output module 1 10 Coolant temperature sensor 14 Hydraulic oil temperature
5 Cooler unit (B708) sensor (B8)
6 Gear motor in-line filter 11 Gear pump 15 Hydraulic tank
7 Fan
The fan speed is controlled by:
– The charge air temperature sensor B707 in the intake pipe
– The coolant temperature sensor B708 in the cooling water circuit
– The hydraulic oil temperature sensor B8 in the hydraulic oil circuit
– The proportional pressure relief valve Y13 on the gear motor
– The status of the air conditioning system
– The main electronics (master) A15
The main electronics (master) A15 process the following parameters:
– The values of the hydraulic oil temperature sensor B8
LBH/Version 02/10.2006/en/hd/11.02.2008
– The values of the coolant temperature sensor B708

– The values of the charge air temperature sensor B707
The signals are provided by the engine controller (LH-ECU) and input
module 1 of the main electronics (master) A15 via CAN bus.
The main electronics (master) A15 calculate the current for the proportional
pressure relief valve Y13 and generate a signal via output module 1.
When the air conditioning system is on, the main electronics (master) A15
regulate the fan current to the value set using SCULI.
This current controls the proportional pressure relief valve Y13 on the gear
motor and therefore the fan speed.
A high temperature means a low current at the proportional pressure relief
valve Y13.
If the hydraulic oil sensor B8 records overheating, the following functions

are activated:
– Above 88 °C the current to the proportional pressure relief valve Y13 is
reduced to 0 mA. This turns the fan motor M1 at maximum speed.
– Above 90 °C the display unit shows service code E A02A, a warning tone
sounds every 10 seconds and the hydraulic oil overheating warning lamp
H23 is activated.
– From 90 °C to 100 °C the current to the control pressure proportional
valve is reduced gradually to 40 % (tractive force reduction).
If the coolant sensor B708 records overheating, the following functions
are activated:
reduced to 0 mA. This turns the fan motor M1 at maximum speed. In addition,
the display unit shows service code E A02A, a warning tone sounds every
10 seconds and the coolant overheating symbol field (H13) is activated.
If the charge air sensor B707 records overheating, the following
functions are activated:
– Above 75 °C the service code E6001 appears in the display unit, accompanied
by a warning tone. The engine power is reduced in increments.
Diagram of electric current and fan speed

1 Fan speed 5 Fan speed with no current to
2 Current to proportional valve proportional pressure relief
LBH/Version 02/10.2006/en/hd/11.02.2008
(mA) valve Y13

3 Engine speed 6 Fan speed at low temperature
4 Fan speed (rated speed) (minimum speed)
Tables of system pressure, electric current and fan speed

Fan control System pressure Current Fan speed
At upper engine speed
30 bar 900 mA 500 rpm
Hydraulic oil up to 55 °C, coolant up to 88 °C
30 - 110 bar 900 - 580 mA 500 - 1650 rpm
Hydraulic oil 55 - 73 °C, coolant 88 - 93 °C
±10
Hydraulic oil 73 - 88 °C, coolant 93 - 97 °C 110 bar 580 mA 1650 rpm
Temperature sensor unplugged
At upper engine speed, hydraulic oil above 88 °C, coolant
±10
above 97 °C, proportional solenoid de-energised. 220 bar De-energised 2050 rpm
Also suitable for setting the pressure relief valve
When the air conditioning system is on and the air conditioning compressor
coupling is on, the current is reduced from 900 mA to 750 mA.
40 bar 850 mA 250 rpm
40 - 175 bar 850 - 360 mA 250 - 1400 rpm
±10
±10
When the air conditioning system is on and the air conditioning compressor
coupling is on, the current is reduced from 850 mA to 650 mA.
LBH/Version 02/10.2006/en/hd/11.02.2008
Cooling system with external air conditioning condenser
5.2 Cooling system with external air

conditioning condenser
Design
L576 - 457 / from 20429; L580 - 459 / from 20433;
The cooling system is fitted on the rear section between the diesel engine
and the driver's cab.
Cooler unit components

1 Air conditioning condenser 4 Gear oil cooler 7 Fan motor with proportional
2 Diesel fuel cooler 5 Water cooler Intercooler pressure relief valve
3 Hydraulic oil cooler 6 Cooler support, cooler unit 8 Fan blade
frame
LBH/Version 02/10.2006/en/hd/11.02.2008
L566 - 460 / from 20426
Cooling system components
1 Gear motor with proportional 4 Fan motor pressure line 9 Suction and return filter
pressure relief valve 5 Fan pump intake line 10 Fan motor leak oil line / variable
2 Fan motor in-line filter 6 Fan pump displacement motor bearing
3 Fan motor shaft seal leak oil 7 Hydraulic tank lubrication
line relief 8 Fan blade 11 Variable displacement motor 2
12 Cooler unit
Basic function
LBH/Version 02/10.2006/en/hd/11.02.2008
The fan takes in air from the outside of the cooler units, and blows it over the
cooling fins of the cooler units, through the engine and out again.
The cooler system cools:
– The engine coolant
– The hydraulic oil
– The engine charge air
– The gear oil
– The diesel fuel
L580 - 459 / from 20433
5.2.1 Hydraulic fan speed control
Hydraulic plan of fan drive

1 Cooler unit 5 Triple pump 10 Bearing lubrication orifice
2 Fan 6 Return strainer 11 Variable displacement motor 2
3 Gear motor 7 Ventilation and bleeder filter 12 Bearing lubrication orifice
4 Proportional pressure relief 8 Suction and return filter 13 Variable displacement motor 1
valve assembly 9 Hydraulic tank 14 Collector pipe with safety valve
The speed of the hydrostatically driven fan depends on the engine speed
(pump flow) and the fluid temperatures.
5.2.2 Electric fan speed control

LBH/Version 02/10.2006/en/hd/11.02.2008
Block diagram of cooling system

1 Engine electronics (LH-ECU) 8 Proportional pressure relief 12 Diesel engine
2 Input module 1 valve Y13 13 Charge air temperature
3 Main electronics (master) 9 Gear motor sensor (B707)
4 Output module 1 10 Coolant temperature sensor 14 Hydraulic oil temperature
5 Cooler unit (B708) sensor (B8)
6 Gear motor in-line filter 11 Gear pump 15 Hydraulic tank
7 Fan
L566 - 460 / from 20426
The fan speed is controlled by:

– The charge air temperature sensor B707 in the intake pipe
– The coolant temperature sensor B708 in the cooling water circuit
– The hydraulic oil temperature sensor B8 in the hydraulic oil circuit
– The proportional pressure relief valve Y13 on the gear motor
– The status of the air conditioning system
– The main electronics (master) A15
The main electronics (master) A15 process the following parameters:
– The values of the hydraulic oil temperature sensor B8
– The values of the coolant temperature sensor B708
– The values of the charge air temperature sensor B707
The signals are provided by the engine controller (LH-ECU) and input
module 1 of the main electronics (master) A15 via CAN bus.
The main electronics (master) A15 calculate the current for the proportional
pressure relief valve Y13 and generate a signal via output module 1.
This current controls the proportional pressure relief valve Y13 on the gear
motor and therefore the fan speed.
A high temperature means a low current at the proportional pressure relief
valve Y13.
If the hydraulic oil sensor B8 records overheating, the following functions
are activated:
reduced to 0 mA. This turns the fan motor M1 at maximum speed.
– Above 90 °C the display unit shows service code E A02A, a warning tone
sounds every 10 seconds and the hydraulic oil overheating warning lamp
H23 is activated.
If the coolant sensor B708 records overheating, the following functions
are activated:
reduced to 0 mA. This turns the fan motor M1 at maximum speed. In addition,
the display unit shows service code E A02A, a warning tone sounds every
10 seconds and the coolant overheating symbol field (H13) is activated.
If the charge air sensor B707 records overheating, the following
functions are activated:
– Above 75 °C the service code E6001 appears in the display unit, accompanied
LBH/Version 02/10.2006/en/hd/11.02.2008
by a warning tone. The engine power is reduced in increments.
L580 - 459 / from 20433
Diagram of electric current and fan speed

1 Fan speed 5 Fan speed with no current to
2 Current to proportional valve proportional pressure relief
(mA) valve Y13
3 Engine speed 6 Fan speed at low temperature
4 Fan speed (rated speed) (minimum speed)
LBH/Version 02/10.2006/en/hd/11.02.2008
L566 - 460 / from 20426
Tables of system pressure, electric current and fan speed

30 bar 900 mA 500 rpm
30 - 110 bar 900 - 580 mA 500 - 1650 rpm
±10
±10
40 bar 850 mA 250 rpm
40 - 175 bar 850 - 360 mA 250 - 1400 rpm
±10
±10
LBH/Version 02/10.2006/en/hd/11.02.2008
L580 - 459 / from 20433
Gear pump
5.3 Gear pump

Technical data
See section 2.1
Design
Gear pump arrangement

1 Fan circuit test connection 3 Brake system gear pump
2 Cooling system gear pump 4 Motor scavenging pump
The gear pumps are fitted on the auxiliary drive of the engine and is driven
by the engine at a specific transmission ratio via a spur gear.
The pumps are connected to each other on the shaft via actuator rings. The
pumps are sealed against each other. The intake side of the cooler gear
pump 2 is connected to the hydraulic tank, and the discharge side is
connected to the gear motor on the fan housing.
LBH/Version 02/10.2006/en/hd/11.02.2008
Gear pump components

1 Shaft seal ring 5 Gears
2 Flange 6 Housing
3 Seals 7 Housing cover
4 Bearing bushings
L566 - 460 / from 14171
Gear pump
Basic function
The gear pump consists of two intermeshing gears enclosed in a housing.
One of the two gears is driven via the outgoing shaft (driving gear), and the
other driven by the gear teeth (driven gear).
The fluid taken in is injected into the gaps between the teeth and pumped
outside along the housing from the intake port to the pressure port.
Pressure cut-off
The cooling system gear pump pressure cut-off is performed by the pressure
relief valve on the gear motor.
LBH/Version 02/10.2006/en/hd/11.02.2008
L580 - 459 / from 14171
Gear motor
5.4 Gear motor

Technical data
See section 2.1
The gear motor is fitted to the fan housing. The gear motor drives the fan
blades via a shaft.
The proportional pressure relief valve attached to the gear motor controls the
fan speed.
Design
Gear motor with proportional pressure relief valve

1 Gear motor 3 Proportional pressure relief
2 Fan drive shaft valve
LBH/Version 02/10.2006/en/hd/11.02.2008
Gear motor with proportional pressure relief valve

1 Bearing cover 7 Seal kit 11 O-ring
2 Seal kit 8 Proportional pressure relief valve 12 Shaft
3 Bearing bushing connecting housing 13 Roller bearing
4 Gears 9 Proportional pressure relief valve 14 Shaft seal ring
5 Bearing bushing 10 O-ring 15 Bearing cover
6 Motor housing
L566 - 460 / from 14171
Gear motor
Proportional pressure relief valve
1 Pressure relief adjusting screw 6 Secondary spring 10 Housing

2 Counter nut 7 Housing 11 Primary spring
3 Cap 8 Secondary piston 12 Main piston
4 Electromagnet 9 Secondary restrictor 13 Primary restrictor
5 Electromagnet connection
Basic function
The gear motor 1 is powered by the current from the gear pump.
The gear motor 1 has a proportional pressure relief valve 3, which controls
the speed of the gear motor and therefore the fan speed.
Diagram of fan motor

LBH/Version 02/10.2006/en/hd/11.02.2008
1 Gear motor P Pump intake

2 Proportional pressure relief T1 Return line to variable
valve assembly displacement motors
3 Proportional pressure relief valve (bearing flushing)
4 Main piston T2 Relief seal (return to tank)
L580 - 459 / from 14171
Gear motor
Pressure regulation by the proportional pressure relief

valve
How the proportional pressure relief valve works

When the solenoid 1 is not energised, the proportional pressure relief valve
acts like a pilot-controlled pressure relief valve.
The pressure acting at “P” passes through the primary restrictor 8 to the
spring chamber of the main piston 7 and acts via the secondary restrictor 5
on the secondary piston 4. The pressure equalisation on the main piston 7
causes the primary spring 6 to close it.
If the pressure on the secondary piston 4 becomes so high that the set force
of the secondary spring 2 is exceeded, the secondary piston 4 opens,
allowing oil to flow into the tank chamber. This gives rise to a difference in
pressure in front of and behind the main piston 7, causing it to open.
If the solenoid 1 is energised, a magnetic force is generated depending on
the current.
The magnetic force acts on the iron core 3, pulling it back according to the
current strength.
This magnetic force reduces the set spring force of the secondary spring 2
accordingly. This causes the proportional valve to open at a lower
system pressure.
Fan speed regulation

The proportional pressure relief valve acts as a bypass on the gear motor.
At low temperature the bypass is almost fully open. Most of the pump flow
LBH/Version 02/10.2006/en/hd/11.02.2008
goes through the bypass valve to the tank. The fan turns at low speed
(minimum speed = dragging speed).
As the temperature rises, the bypass valve closes proportionally. The gear
motor turns the fan faster.
Failsafe function
The failsafe function is as follows: if the power supply to the proportionally
controlled pressure relief valve fails, the bypass closes. The full flow of the
gear pump drives the gear motor. The fan turns at maximum speed.
L566 - 460 / from 14171
Gear motor
LBH/Version 02/10.2006/en/hd/11.02.2008
L580 - 459 / from 14171
Temperature sensor
5.5 Temperature sensor

(ID 10043264)
Technical data
See section 2.1
The temperature sensor is used for measuring the temperature of the
hydraulic oil.
Design
The sensor element of the temperature sensor consists of an encapsulated
thin-layer nickel resistor.
Temperature sensor
Temperature measurement
Temperature/resistance curve
The sensor is a temperature sensor with an NTC characteristic.
This means, the resistance in the sensor rises along with the temperature.
The resistance curve of the temperature sensor is almost linear.
LBH/Version 02/10.2006/en/hd/11.02.2008
For the coolant and charge air temperature sensors, see the section on
the ENGINE.
L566 - 460 / from 14171
Temperature sensor
LBH/Version 02/10.2006/en/hd/11.02.2008
L580 - 459 / from 14171
6 Travel hydraulics
6.0
Chapter contents
6 Travel hydraulics ................................................................. 6.0-1
6.0.1 Travel hydraulics L550, L556 ............................................... 6.0-1
6.0.2 Travel hydraulics L566, L576, L580 ..................................... 6.0-9
6.1 Variable displacement pump .......................................................... 6.1-1

6.1.1 Variable displacement pump up to serial no. ....................... 6.1-1
6.1.2 Variable displacement pump from serial no. ...................... 6.1-13
6.2 Variable displacement motors ........................................................ 6.2-1

6.2.1 Variable displacement motor ................................................ 6.2-3
6.2.2 Variable displacement motor extraction gear pump ............. 6.2-8
LBH/Version 02/04.2009/en/dw/06.12.2010
L550 - 456 / from 16978 L576 - 457 / from 14171 copyright of 6.0-1 of 2
L556 - 454 / from 15653
L566 - 460 / from 14171
L580 - 459 / from 14171
MJFCIFSS
Travel hydraulics Service manual
LBH/Version 02/04.2009/en/dw/06.12.2010
6.0-2 of 2 copyright of L550 - 456 / from 16978 L566 - 460 / from 14171
L580 - 459 / from 14171
Service manual Travel hydraulics
6.0.1 Travel hydraulics L550, L556

Layout
Main components of the travel hydraulics

LBH/Version 02/04.2009/en/dw/06.12.2010
1 Hydraulics tank 5 Oil cooler 8 Scavenge pump

2 Variable displacement pump 6 Variable displacement motor 1 9 Fan pump
3 Solenoid valve – 7 Variable displacement motor 2 10 Fan motor
overspeed protection
4 Collector pipe
L550 - 456 / from 16978 copyright of 6.0-1 of 16

L556 - 454 / from 15653
MJFCIFSS
Basic function
Valid for: L550 - 456 / 16978 - 21850; L556 - 454 / 15653 - 21850
LBH/Version 02/04.2009/en/dw/06.12.2010
Diagram of the travel hydraulics
6.0-2 of 16 copyright of L550 - 456 / from 16978

LBH/Version 02/04.2009/en/dw/06.12.2010

L556 - 454 / from 15653
MJFCIFSS
1 Hydraulics tank 24 Restrictor 1.8 mm 46 Pressure relief valve with orifice

2 Bleeder filter 25 Pressure relief and replenishing 47 4.2 mm orifice
3 Return strainer valve A 50 Fan motor assembly
4 Bypass valve 26 Pressure relief and replenishing 51 Main piston
5 Return suction filter valve B 52 Pressure relief and
6 Pre-tension valve 27 Replenishing pressure relief valve replenishing valve
7 Replenishing valve with strainer 28 Pressure cut-off 53 Gear motor
8 Working hydraulics pump leak oil 29 Control pressure 54 Fan blade
9 Solenoid valve block return oil proportional valve 55 Oil cooler
10 Compact brake block leak oil 30 Replenishing pump 56 Bypass valve
11 Control block return oil 31 To working hydraulics pilot control 57 Collector pipe
12 Shut-off valve 32 Bypass valve 58 Servostat return oil
13 Working hydraulics pump 33 Variable displacement
intake connection motor 1 assembly Test connections:
14 Steering pump intake connection 34 Axial piston motor PST Variable displacement pump
15 Emergency steering pump 35 Check valves control pressure
intake connection 36 Proportional valve and G Replenishing pressure
16 Hydraulic oil temperature sensor control piston MA Forward travel direction
17 Fan gear pump 37 Servo piston high pressure
18 Brake system gear pump 40 Variable displacement motor MB Reverse travel direction
19 Variable displacement motor 2 assembly high pressure
scavenge pump 41 Axial piston motor M1 Variable displacement motor 1
20 Variable displacement 42 Check valves servo pressure
pump assembly 43 Proportional valve and M2 Variable displacement motor 2
21 Axial piston pump control piston servo pressure
22 Travel direction valve 44 Servo piston P Fan high pressure
23 Servo cylinder 45 Discharge valve
The hydrostatic travel drive operates in a closed circuit. The variable
displacement pump 20 pumps oil directly to the variable displacement
motors 33 and 40. The oil returning from the motors is pumped back to the
intake side of pump.
1st gear: At low speeds or high tractive force, both variable displacement
motors pivot out. This results in a low output speed and a high torque for the
variable displacement motors. If the speed is increased, both variable
displacement motors pivot in.
2nd gear: Variable displacement motor 33 is decoupled (not running) and at
a swivel angle of 0°. Variable displacement motor 40 moves to a certain
swivel angle, depending on the speed.
rd
3 gear: Variable displacement motor 40 is decoupled (not running) and at a
swivel angle of 0°. Variable displacement motor 33 moves to a certain swivel
angle, depending on the speed. The highest speed is reached at a swivel
angle of around 15°.

LBH/Version 02/04.2009/en/dw/06.12.2010
up to serial no. 21850 The variable displacement pump operates in a closed circuit. It pumps the oil
directly to the variable displacement motors. The oil flowing back from the
motors is fed back to the intake side of the pump.
The variable displacement pump is regulated by the main electronics
(master). The control pressure proportional valve 5 is activated by the main
electronics according to the situation. The proportional valve regulates the
control pressure and therefore the pump flow.
The return force of the high pressure reduces the pump flow at high load.
The travel direction valve 3 determines the pump flow and therefore the
travel direction of the machine.
The pressure cut-off 2 limits the maximum operating pressure in the
closed circuit.
from serial no. 21851

The pressure relief valves 4 for forward and reverse travel protect the travel
drive from excessive pressure peaks.
See the detailed description in the section on the variable displacement pump.
Regulation of the variable displacement pump

The variable displacement pump is regulated by the main electro-
nics (master).
The following parameters affect the regulation of the variable displace-
ment pump:
– Gas pedal position
– Inching function
– Tractive force adjustment
– Overheating of hydraulic oil or coolant
– Excessive engine speed or road speed
Gas pedal position When the gas pedal is depressed, the current to the control pressure
proportional valve is increased and the variable displacement pump pivots out.
The control pressure proportional valve is only energised when the engine
speed exceeds 900 rpm. The current is then increased to the set value
according to the engine speed.
Inching function When the inch/brake pedal is depressed, the main electronics (master)
reduces the current to the control pressure proportional valve and
hydrostatic braking takes place.
When the engine speed is too high, at 2,450 rpm, the inching function is
gradually reduced, and at 2,600 rpm it is deactivated. This prevents engine
overspeeding when travelling downhill.
If the inching angle sensor fails, the inching function is gradually deactivated
within 20 seconds.
Tractive force adjustment When tractive force adjustment is activated, the main electronics (master)
reduces the maximum current to the control pressure proportional valve.
The machine then does not exceed the tractive force set.
The following parameters are required for tractive force adjustment:
– The tractive force button is switched on
– The machine is travelling forwards
– The machine is in 1st gear (also for kickdown)
Two buttons can be used to set tractive force adjustment, ranging from
100% down to 70%, depending on requirements.
Tractive force adjustment is increased gradually as speed increases from
LBH/Version 02/04.2009/en/dw/06.12.2010
0.3 to 4 km/h.
Overheating If the hydraulic oil overheats (90 – 95 °C) or the coolant overheats
(90 – 100 °C), the main electronics (master) reduces the current to the control
pressure proportional valve. The current is gradually reduced to 40% of the
maximum level.
The control pressure proportional valve is energised normally again when
the temperature falls below the threshold.
Excessive engine speed Above a certain speed in each gear, the main electronics (master)
or road speed starts gradually reducing the current to the control pressure proportional
valve to 200 mA.
Overspeed protection is activated at higher speeds or if the engine/variable
displacement motor is overspeeding. This uses replenishing pressure from
the variable displacement pump to brake at the rear axle.

L556 - 454 / from 15653
MJFCIFSS
Variable displacement motors

The variable displacement motors drive the transmission. A higher or
lower torque is transferred to the transmission, depending on the pivot angle
and pressure.
The flow from the displacement pump reaches the variable displacement
motor via pressure port A or B. In the process, pressure acts on the
regulating pistons which move along the cylinder of the rotary group.
The resulting force turns the drive shaft and generates a certain torque.
The variable displacement motors are regulated by the main electronics
(master). The proportional valves 3 on the variable displacement motors are
activated by the main electronics depending on the situation. This adjusts
the swivel angle and displacement to the current operating condition.
The discharge valve 4 in the variable displacement motor 2 is employed in
the closed circuit to prevent heat build-up. Oil is discharged from the low
pressure side of the closed circuit and is returned to the hydraulics tank.
The replenishing pump replaces this oil with cooled oil.
Variable displacement motor control

The variable displacement motors are controlled by the main electro-
nics (master).
The following parameters affect the variable displacement motor control:
– Road speed
– Variable displacement motor power limiting control
(excessive engine restriction)
LBH/Version 02/04.2009/en/dw/06.12.2010
– Vmax function
Road speed The proportional valves on variable displacement motors are energised
according to the road speed.
The lower the current at the proportional valve of the variable displacement
motors, the smaller the swivel angle and the displacement of the motor.
Gas pedal position The gas pedal position determines how quickly the variable displacement
motors are pivoted in. This determines the acceleration of the machine.

Variable displacement motor Power limiting control comes into effect when the engine is excessively
power limiting control restricted due to load. This can occur while driving and simultaneously
operating the working hydraulics and/or steering.
The main electronics (master) increases the current to the proportional valve
of variable displacement motors until the engine speed is back in the normal
range. The variable displacement motors then pivot out again.
increases the current to the variable displacement motor proportional valve
and hydrostatic braking takes place.
Vmax function With the V-max function, the variable displacement motors pivot to a
displacement that corresponds to the speed preselected for full throttle. As a
result, the road speed is reduced when the engine speed is reduced.
The function can only be activated when travelling forwards in fixed gears
1 or 2.
The current speed when the Vmax button is pressed is stored. At full throttle,
the machine reaches the preset speed.
Excessive engine If the diesel engine overrevs when travelling downhill, the variable displace-
speed or road speed ment motors pivot in. If the engine exceeds a critical speed, overspeed
protection is activated. This is done by applying the brakes on the rear axle.
Overspeed protection is also activated if the variable displacement
motor overrevs.
Variable displacement motor bearing flushing

LBH/Version 02/04.2009/en/dw/06.12.2010
During bearing flushing, fresh, cooled oil is directed to the tapered roller
bearings and into the housing of the variable displacement motors. The hot
oil is pumped away.
The return oil from the fan motor 1 is pumped to connector U of the variable
displacement motors. Orifice 10 ensures that the oil is distributed evenly
between the two variable displacement motors.

L556 - 454 / from 15653
MJFCIFSS
Scavenge pump 2 extracts oil from connection T of both variable displace-

ment motors. The hot oil flows to collector pipe 7 and oil cooler 6 and back to
hydraulic tank 5 via return suction filter 4.
Hydraulics tank
The hydraulics tank supplies filtered oil to the travel hydraulics replenishing
pump. The replenishing pump draws up oil from the hydraulic tank via
connection 1.
A pre-tension valve in the return suction filter 3 preloads the suction side of
the replenishing pump with a pressure of 0.5 bar. This improves pump
scavenging during cold starts. This means that the pressure is built up in the
hydrostatic control circuit more rapidly and driving performance is improved.
Oil returning from the travel hydraulics is directed through the oil cooler. The
oil is then pumped through connection 2 and return suction filter 3 back to the
hydraulics tank.
Bleeder filter 4 is ventilated to compensate for pressure differences inside
the hydraulics tank.
See the detailed description in the section on the hydraulics tank.
LBH/Version 02/04.2009/en/dw/06.12.2010

6.0.2 Travel hydraulics L566, L576, L580
Layout
Valid for: L566 - 460 / 14171 - 25337; L576 - 457 / 14171 - 25337;
L580 - 457 / 14171 - 25337;

LBH/Version 02/04.2009/en/dw/06.12.2010

2 Variable displacement pump 6 Variable displacement motor 1 9 Fan pump
overspeed protection
4 Collector pipe

L576 - 457 / from 14171
L580 - 459 / from 14171
MJFCIFSS

2 Variable displacement pump 6 Replenishing hydro accumulator 11 Fan pump
LBH/Version 02/04.2009/en/dw/06.12.2010

overspeed protection 8 Cut-off valve - discharge
4 Collector pipe 9 Variable displacement motor 2

L580 - 459 / from 14171
Operating principles
Basic function
Valid for: L566 - 460 / 14171 - 21610; L576 - 457 / 14171 - 21610;
L580 - 457 / 14171 - 21610
LBH/Version 02/04.2009/en/dw/06.12.2010

L576 - 457 / from 14171
L580 - 459 / from 14171
MJFCIFSS
Valid for: L566 - 460 / 21611 - 25337; L576 - 457 / 21611 - 25337; L580 - 457 / 21611 - 25337
LBH/Version 02/04.2009/en/dw/06.12.2010

L580 - 459 / from 14171
LBH/Version 02/04.2009/en/dw/06.12.2010

L576 - 457 / from 14171
L580 - 459 / from 14171
MJFCIFSS
1 Hydraulics tank 26 Pressure relief and 48 Pressure sensor - high

2 Bleeder filter replenishing valve B pressure from serial no. 22886
3 Return strainer 27 Replenishing pressure 50 Fan motor assembly
4 Bypass valve relief valve 51 Main piston
5 Return suction filter 28 Pressure cut-off 52 Pressure relief and
6 Pre-tension valve 29 Control pressure replenishing valve
7 Replenishing valve with strainer proportional valve 53 Gear motor
8 Working hydraulics pump leak oil 30 Replenishing pump 54 Fan blade
9 Solenoid valve block return oil 31 To working hydraulics 55 Oil cooler
10 Compact brake block leak oil pilot control 56 Bypass valve
11 Control block return oil 32 Bypass valve 57 Collector pipe
12 Shut-off valve 33 Variable displacement 58 Servostat return oil
13 Working hydraulics pump motor 1 assembly 60 Cut-off valve – discharge
intake connection 34 Axial piston motor 61 Replenishing valves
14 Steering pump intake connection 35 Check valves 62 Replenishing hydro
15 Emergency steering pump 36 Proportional valve and accumulator
intake connection control piston
16 Hydraulic oil temperature sensor 37 Servo piston Test connections:
17 Fan gear pump 38 Discharge valve PST Variable displacement pump
18 Brake system gear pump 39 Pressure relief valve with orifice control pressure
19 Variable displacement motor 40 Variable displacement G Replenishing pressure
scavenge pump motor 2 assembly MA Forward travel direction high
20 Variable displacement 41 Axial piston motor pressure
pump assembly 42 Check valves MB Reverse travel direction high
21 Axial piston pump 43 Proportional valve and pressure
22 Travel direction valve control piston M1 Variable displacement motor 1
23 Servo cylinder 44 Servo piston servo pressure
24 Restrictor 1.8 mm 45 Discharge valve M2 Variable displacement motor 2
25 Pressure relief and replenishing 46 Pressure relief valve with orifice servo pressure
valve A 47 4.2 mm orifice P Fan high pressure
The hydrostatic travel drive operates in a closed circuit. The variable displace-
ment pump 20 pumps oil directly to the variable displacement motors 33 and 40.
The oil returning from the motors is pumped back to the intake side of pump.
st
1 gear: At low speeds or high tractive force, both variable displacement
motors pivot out. This results in a low output speed and a high torque for the
variable displacement motors. If the speed is increased, both variable dis-
placement motors pivot in.
2nd gear: Variable displacement motor 33 is decoupled (not running) and at
a swivel angle of 0°. Variable displacement motor 40 moves to a certain
swivel angle, depending on the speed.
rd
3 gear: Variable displacement motor 40 is decoupled (not running) and at a
swivel angle of 0°. Variable displacement motor 33 moves to a certain swivel
angle, depending on the speed. The highest speed is reached at a swivel
LBH/Version 02/04.2009/en/dw/06.12.2010
angle of around 15°.

up to serial no. 21850

The variable displacement pump operates in a closed circuit. It pumps the oil
directly to the variable displacement motors. The oil flowing back from the
motors is fed back to the intake side of the pump.
The return force of the high pressure reduces the pump flow at high load.
The travel direction valve 3 determines the pump flow and therefore the
from serial no. 21851 travel direction of the machine.

L580 - 459 / from 14171
The pressure cut-off 2 limits the maximum operating pressure in the

closed circuit.
The pressure relief valves 4 for forward and reverse travel protect the travel
drive from excessive pressure peaks.
Regulation of the variable displacement pump

The variable displacement pump is regulated by the main electronics (master).
ment pump:
Gas pedal position When the gas pedal is depressed, the current to the control pressure
proportional valve is increased and the variable displacement pump pivots out.
The control pressure proportional valve is only energised when the engine
speeds exceeds 900 rpm. The current is then increased to the set value
according to the engine speed.
reduces the current to the control pressure proportional valve and
hydrostatic braking takes place.
When the engine speed is too high, at 2,450 rpm, the inching function is
gradually reduced, and at 2,600 rpm it is deactivated. This prevents engine
overspeed when travelling downhill.
If the inching angle sensor fails, the inching function is gradually deactivated
within 20 seconds.
Tractive force adjustment When tractive force adjustment is activated, the main electronics (master)
reduces the maximum current to the control pressure proportional valve.
The machine then does not exceed the tractive force set.
The following parameters are required for tractive force adjustment:
– The tractive force button is switched on
– The machine is travelling forwards
– The machine is in 1st gear (also for kickdown)
Two buttons can be used to set the tractive force adjustment, ranging
from 100% down to 70%, depending on requirements.
LBH/Version 02/04.2009/en/dw/06.12.2010
Tractive force adjustment is increased gradually as speed increases

from 0.3 to 4 km/h.
Overheating If the hydraulic oil overheats (90 - 95 °C) or the coolant overheats
(90 - 100 °C), the main electronics (master) reduces the current to the
control pressure proportional valve. The current is gradually reduced to 40%
of the maximum level.
The control pressure proportional valve is energised normally again when
the temperature falls back below the threshold.
Excessive engine Above a certain speed in each gear, the main electronics (master) starts
speed or road speed gradually reducing the current to the control pressure proportional valve
to 200 mA.
At higher engine or variable displacement motor speeds or road speeds,
overspeed protection is activated. This uses replenishing pressure from the
variable displacement pump to brake at the rear axle.

L576 - 457 / from 14171
L580 - 459 / from 14171
MJFCIFSS

The variable displacement motors drive the transmission. A higher or lower
torque is transferred to the transmission, depending on the pivot angle
and pressure.
The flow from the displacement pump reaches the variable displacement
motor via pressure port A or B. In the process, pressure acts on the
regulating pistons which move along the cylinder of the rotary group. The
resulting force turns the drive shaft and generates a certain torque.
The discharge valve 4 in variable displacement motors 1 and 2 is employed
in the closed circuit to prevent heat build-up. Oil is discharged from the low
pressure side of the closed circuit and fed to the hydraulic tank. The
replenishing pump replaces this oil with cooled oil.
Regulation of the variable displacement motors

(master).
ment motors:
– Road speed
– Variable displacement motor power limiting control
LBH/Version 02/04.2009/en/dw/06.12.2010
up to serial no. 22885

– Variable displacement motor pressure regulation
(dependant on high pressure sensor)
from serial no. 22886
– Vmax function
Road speed The proportional valves on variable displacement motors are energised
according to the road speed.
The lower the current at the proportional valve of the variable displacement
motors, the smaller the swivel angle and the displacement of the motor.
Gas pedal position The gas pedal position determines how quickly the variable displacement
motors are pivoted in. This determines the acceleration of the machine.

L580 - 459 / from 14171
Variable displacement motor Power limiting control comes into effect when the engine is excessively
power limiting control restricted due to load. This can occur while driving and simultaneously
up to serial no. 22885 operating the working hydraulics and/or steering.
of the variable displacement motors until the engine speed has returned to the
normal rev range. The variable displacement motors then pivot out again.
Variable displacement motor Pressure regulation comes into effect when the high pressure increases
pressure regulation above the specified value due to load. This can occur when accelerating,
from serial no. 22886 travelling uphill or in tractive force mode.
of the variable displacement motors so that the specified pressure value is
not exceeded. The variable displacement motors then pivot out again.
increases the current to the variable displacement motor proportional valve
and hydrostatic braking takes place.
Vmax function With the V-max function, the variable displacement motors pivot to a
displacement that corresponds to the selected speed when the gas pedal is
fully depressed. As a result, the road speed is reduced when the diesel
engine speed is reduced.
The function can only be activated when travelling forwards in fixed gears 1 or 2.
The current speed when the Vmax button is pressed is stored. At full throttle,
the machine reaches the selected speed.
Excessive engine If the diesel engine overrevs when travelling downhill, the variable
speed or road speed displacement motors pivot in. If the engine exceeds a critical speed,
overspeed protection is activated. The brakes are applied on the rear axle.
Overspeed protection is also activated if the variable displacement
motor overrevs.
LBH/Version 02/04.2009/en/dw/06.12.2010

L576 - 457 / from 14171
L580 - 459 / from 14171
MJFCIFSS
oil is pumped away.
The return oil from the fan motor 1 is pumped to the connection U of the
variable displacement motors. Orifice 10 ensures that the oil is distributed
evenly between the two variable displacement motors.
Scavenge pump 2 extracts oil from connection T of both variable displace-
ment motors. The hot oil flows to collector pipe 7 and oil cooler 6 and back to
hydraulic tank 5 via return suction filter 4.
Hydraulics tank
The hydraulic tank provides filtered oil for the replenishing pump of the travel
hydraulics. The replenishing pump draws up oil from the hydraulic tank via
the connection 1.
LBH/Version 02/04.2009/en/dw/06.12.2010
A pre-tension valve in the return suction filter 3 preloads the suction side of
the replenishing pump with a pressure of 0.5 bar. The replenishing pump is
better able to draw up the oil for cold starts. This means that the pressure in
the hydrostatic control circuit increases more quickly and driving perfor-
mance is improved.
The oil returning from the travel hydraulics is directed through the oil cooler.
The oil is then pumped through the connection 2 and the return suction filter
3 back to the hydraulic tank.
The bleeder filter 4 compensates for pressure differences inside the
hydraulic tank by providing appropriate ventilation.
See the detailed description in the section on the hydraulic tank.

L580 - 459 / from 14171
6.1 Variable displacement pump

6.1.1 Variable displacement pump up to serial no.
Valid for: L550 - 456 / 16978 - 21850; L556 - 454 / 15653 - 21850;
L566 - 460 / 14171 - 21610; L576 - 457 / 14171 - 21610;
L580 - 457 / 14171 - 21610
Technical data
See section 2.1
Layout
Main components of the variable displacement pump

1 Drive shaft 4 Travel direction valve
2 Pump housing 5 Connection housing
3 Servo cylinder
The variable displacement pump is mounted on a flange to the pump splitter
box which passes the drive from the engine.
The variable displacement pump is an axial piston pump with a swash plate
design. The pump contains proportional valves for the control pressure and
pressure cut-off, as well as a replenishing pressure valve, pressure relief
and replenishing valve, and a replenishing pump.
The following diagrams illustrate the design of the variable displacement pump:
LBH/Version 02/04.2009/en/dw/06.12.2010
L550 - 456 / 16978 - 21850 L576 - 457 / 14171 - 21610 copyright of 6.1-1 of 22
L556 - 454 / 15653 - 21850
L566 - 460 / 14171 - 21610
L580 - 459 / 14171 - 21610 MJFCIFSS
Components of the variable displacement pump, side view

1 Drive shaft 13 Bush 24 Piston
2 Shaft seal ring 14 Internal gear 25 Return ball
3 Snap ring 15 External gear 26 Return plate
4 Pump housing 16 Bush 27 Slide housing
5 Servo piston 17 Bush 28 Cup springs
6 Travel direction valve 18 Bush 29 Swash plate
7 Control pressure proportional valve 19 Control lens 30 Guide pin
8 Pressure cut-off 20 Snap ring 31 Pin
9 Connection housing 21 Pressure spring 32 Swash plate bearing
10 Disc 22 Bush 33 Roller bearing
11 Replenishing pump housing 23 Cylinder 34 Snap ring
12 Coupling hub
LBH/Version 02/04.2009/en/dw/06.12.2010
6.1-2 of 22 copyright of L550 - 456 / 16978 - 21850 L566 - 460 / 14171 - 21610
MJFCIFSS L556 - 454 / 15653 - 21850 L576 - 457 / 14171 - 21610
L580 - 459 / 14171 - 21610
Components of the variable displacement pump, servo cylinder and servo valve view
1 Servo piston 9 Pressure cut-off 17 Receptacle ring
2 Pump housing 10 Travel direction valve 18 Adjusting screw for the
3 Spring cup 11 Control pressure proportional valve pump zero position
4 Pressure spring 12 Connection housing 19 Lock nut
5 Pressure spring 13 Pressure relief and replenishing valve 20 Spring cup
6 Turcon-Glyd seal 14 Replenishing pressure relief valve 21 Snap ring
7 Guide ring 15 Twist screw 22 Cover
8 Solenoid 16 Solenoid
LBH/Version 02/04.2009/en/dw/06.12.2010
L556 - 454 / 15653 - 21850
L566 - 460 / 14171 - 21610
L580 - 459 / 14171 - 21610 MJFCIFSS
Components of the variable displacement pump, front view

1 Pressure cut-off 4 Restrictor 7 Pressure relief and
2 Connection housing 5 Plug replenishing valve
3 Pressure relief and 6 Replenishing pressure
replenishing valve relief valve
LBH/Version 02/04.2009/en/dw/06.12.2010
MJFCIFSS L556 - 454 / 15653 - 21850 L576 - 457 / 14171 - 21610
L580 - 459 / 14171 - 21610
Explanation of function
Basic function
Hydraulic plan of the variable displacement pump
1 Variable 7 Replenishing pressure relief valve

displacement pump 8 Pressure cut-off
2 Servo cylinder 9 Control pressure proportional valve
3 Travel direction valve 10 Replenishing pump
4 Restrictor 11 Replenishing pump intake
5 Pressure relief and connection
replenishing valve A 12 To working hydraulics pilot control
6 Pressure relief and 13 To oil cooler
replenishing valve B
The variable displacement pump is designed for hydrostatic drives in a
closed circuit. The pump delivers directly to the variable displacement
motors. The oil flowing back from the motors is fed back to the opposite side
of the pump.
electronics (master) according to the situation. The proportional valve
regulates the control pressure and therefore the pump flow.
At high load, the pump flow is reduced by the reaction forces from the
LBH/Version 02/04.2009/en/dw/06.12.2010
high pressure.
The travel direction valve determines the pump flow and therefore the travel
direction of the machine.
The pressure relief and replenishing valves A and B protect the travel drive
from excessive pressure peaks. At the same time, the valves act as
replenishing valves for the closed circuit.
The pressure cut-off limits the maximum operating pressure within the
closed circuit.
L556 - 454 / 15653 - 21850
L566 - 460 / 14171 - 21610
L580 - 459 / 14171 - 21610 MJFCIFSS
Regulation of the pump

(master). The control pressure proportional valve is activated by the main
ment pump:
Control pressure proportional valve

The main electronics (master) activates the control pressure proportional
valve according to the situation. The valve reduces the pressure in the duct
PST in proportion to the solenoid current. It operates largely independently
of the replenishing pressure PSP.
In the de-energised state, the control pressure duct PST is connected to the
tank T. The more the current increases, the higher the control pressure. The
maximum level is limited by the replenishing pressure.
Depending on the current to the proportional valve 3, the control piston 2 is
moved closer to or further from the regulating springs 1. This adjusts the
pressure in the duct PST.
Servo piston and swash plate

The servo piston 3 turns the swash plate 2 mounted on roller bearings and
thus alters the pump flow. LBH/Version 02/04.2009/en/dw/06.12.2010
MJFCIFSS L556 - 454 / 15653 - 21850 L576 - 457 / 14171 - 21610
L580 - 459 / 14171 - 21610
1 Swash plate bearing 3 Servo piston

2 Swash plate 4 Cylinder with piston
As the swivel angle increases, the pump flow is increased. The drive torque
is increased.
When the swivel angle is reduced, the flow rate of the pump is also reduced.
The drive torque is reduced.
In the zero position, the pump does not deliver any oil. The strong spring
centring in the servo cylinder keeps the swash plate in the zero position if no
control signals are present. The zero position can be mechanically adjusted.
Sectional view of the servo cylinder

1 Pump housing 5 Reverse travel direction servo
2 Pressure spring oil supply
3 Servo cylinder 6 Pressure spring
4 Forward travel direction servo 7 Zero position adjusting screw
oil supply
When the zero position is passed, the flow direction of the hydraulic oil is
reversed, jerk-free.
Travel direction valve

The travel direction valve determines the direction in which the pump
swivels out.
The travel direction valve directs the control pressure into one of the two
servo chambers in the servo cylinder. The opposing chamber remains
connected to the drain.
LBH/Version 02/04.2009/en/dw/06.12.2010
Sectional view of the travel direction valve

1 Forward travel direction solenoid 5 Reverse travel direction servo
2 Servo oil supply oil supply
3 Reverse travel direction solenoid 6 Servo piston
4 Forward travel direction servo
oil supply
L556 - 454 / 15653 - 21850
L566 - 460 / 14171 - 21610
L580 - 459 / 14171 - 21610 MJFCIFSS
Replenishing pump
The replenishing pump is an internal gear pump. The replenishing pump
draws up oil from the hydraulic tank. The delivery volume of the pump is
proportional to the drive speed.
Front view of the replenishing pump

1 Internal gear pump 2 Suction side of the
replenishing pump
The replenishing pump supplies the closed circuit with fresh, cooled oil. The
replenishing pump also provides oil for the control circuit (control pressure).
The maximum replenishing pressure is limited by the replenishing pressure
relief valve.
Replenishing pressure relief valve

This directly actuated pressure relief valve protects the replenishing pump
from excess pressure.
LBH/Version 02/04.2009/en/dw/06.12.2010
Cross section of the replenishing pressure relief valve

1 Tank outlet 4 Oil to the pressure relief and
2 Oil from the replenishing pump replenishing valve
3 Adjusting screw 5 Valve piston
Excess oil that is not fed into the closed circuit flows via the replenishing
pressure relief valve to the pump housing. At the same time, this oil cools
the motor of the variable displacement pump.
MJFCIFSS L556 - 454 / 15653 - 21850 L576 - 457 / 14171 - 21610
L580 - 459 / 14171 - 21610
Pressure cut-off
The pressure cut-off valve limits the operating pressure in the closed circuit.
When the maximum operating pressure is reached, the delivery volume of
the variable displacement pump is reduced so that the maximum operating
pressure is just maintained.
Hydraulic diagram of active/inactive pressure cut-off

1 Variable displacement pump 4 Pressure cut-off
2 Travel direction valve 5 Nozzle
3 Control pressure 6 Replenishing pump
proportional valve
Pressure cut-off active: when the maximum operating pressure is reached in
the closed circuit, the pressure cut-off is activated. Control oil flows into the
tank duct.
Not enough oil can now flow from the replenishing pump 6 through
the nozzle 5. Up to the nozzle 5 the replenishing pressure acts; behind it,
only the reduced control pressure.
Pressure cut-off inactive: the control pressure acts in the duct up to the
control pressure proportional valve 3 and the pressure cut-off 4.
LBH/Version 02/04.2009/en/dw/06.12.2010
Sectional view of the pressure cut-off

1 Pressure spring 5 Tank outlet 8 Check valve
2 Valve piston 6 Tappet 9 Bore hole
3 Servo oil supply 7 Low pressure / closed circuit 10 High pressure / closed circuit
4 Control edge
The operating pressure controls the valve. When the maximum operating
pressure has been reached, the tappet 6 and valve piston 2 are pushed up
against pressure spring 1. The control pressure duct 3 is linked to the tank
outlet 5, and servo oil drains off. The control pressure drops and the variable
displacement pump swivels to a smaller flow rate. The variable displacement
pump then delivers just enough oil to attain the maximum pressure.
L556 - 454 / 15653 - 21850
L566 - 460 / 14171 - 21610
L580 - 459 / 14171 - 21610 MJFCIFSS
Pressure relief and replenishing valve

The pilot-controlled pressure relief and replenishing valves prevent excess
pressure from forming in the closed circuit.
The high pressure from the system acts via the nozzle 6 on the pilot control
piston 2. If the set value is exceeded, the pilot control piston opens. The rear
piston chamber 3 is opened via the relief duct 8 to the low pressure side.
The main piston 4 then opens and the high pressure oil can flow to the low
pressure side 5.
Pressure relief and replenishing valve at high pressure

1 Pressure spring 5 Low pressure side
2 Pilot control piston 6 Nozzle
3 Rear piston chamber 7 High pressure
4 Main piston 8 Relief duct
At the same time, the valves act as replenishing valves for the closed circuit.
Oil leaks in the closed circuit reduce the pressure on the low pressure side.
This opens the main piston and oil from the replenishing pump can flow into
the closed circuit.
LBH/Version 02/04.2009/en/dw/06.12.2010
Pressure relief and replenishing valve during replenishment

1 Main piston 4 Replenishing oil intake
2 Pressure spring 5 Closed circuit replenishment
3 Main piston control edge
MJFCIFSS L556 - 454 / 15653 - 21850 L576 - 457 / 14171 - 21610
L580 - 459 / 14171 - 21610
6.1.2 Variable displacement pump from serial no.

L566 - 460 / from 21611; L576 - 457 / from 21611; L580 - 457 / from 21611;
Technical data
See section 2.1
Layout
Main components of the variable displacement pump

1 Drive shaft 4 Travel direction valve
3 Servo cylinder
The variable displacement pump is mounted on a flange to the pump splitter
box which passes the drive from the engine.
The variable displacement pump is an axial piston pump with a swash plate
design. The pump contains proportional valves for the control pressure and
pressure cut-off, as well as a replenishing pressure valve, pressure relief
and replenishing valve, and a replenishing pump.
The following diagrams illustrate the design of the variable displacement pump:
LBH/Version 02/04.2009/en/dw/06.12.2010
L556 - 454 / from 21851
L566 - 460 / from 21611
L580 - 459 / from 21611 MJFCIFSS
Components of the variable displacement pump, side view

1 Drive shaft 12 Bearing bushing 23 Piston
2 Shaft seal ring 13 Internal gear 24 Return ball
3 Snap ring 14 External gear 25 Return plate
4 Pump housing 15 Bearing bushing 26 Glide shoe
5 Servo piston 16 Bearing bushing 27 Cup springs
6 Travel direction valve 17 Bushing 28 Swash plate
7 Pressure cut-off 18 Control lens 29 Guide pin
8 Connection housing 19 Snap ring 30 Pin
9 Disc 20 Pressure spring 31 Swash plate bearing
10 Replenishing pump housing 21 Bushing 32 Roller bearing
11 Coupling hub 22 Cylinder 33 Snap ring
LBH/Version 02/04.2009/en/dw/06.12.2010
L580 - 459 / from 21611
Components of the variable displacement pump, servo cylinder and servo valve view
1 Servo piston 9 Pressure cut-off 16 Receptacle ring
2 Pump housing 10 Travel direction valve 17 Adjusting screw for the
3 Spring cup 11 Connection housing pump zero position
4 Pressure spring 12 Pressure relief and replenishing valve 18 Counter nut
5 Pressure spring 13 Control pressure proportional valve 19 Spring cup
6 Turcon-Glyd seal 14 Twist screw 20 Snap ring
7 Guide ring 15 Solenoid 21 Cover
8 Solenoid
LBH/Version 02/04.2009/en/dw/06.12.2010
L556 - 454 / from 21851
L566 - 460 / from 21611
Components of the variable displacement pump, front view

1 Pressure cut-off 4 Restrictor 7 Pressure relief and
2 Connection housing 5 Control pressure replenishing valve
3 Pressure relief and proportional valve
replenishing valve 6 Replenishing pressure
relief valve
LBH/Version 02/04.2009/en/dw/06.12.2010
L580 - 459 / from 21611
Basic function

1 Variable displacement pump 7 Replenishing pressure relief valve
2 Servo cylinder 8 Pressure cut-off
3 Travel direction valve 9 Control pressure proportional valve
4 Restrictor 10 Replenishing pump
5 Pressure relief and 11 Replenishing pump intake connection
replenishing valve A 12 To working hydraulics pilot control
6 Pressure relief and 13 To oil cooler
replenishing valve B
The variable displacement pump is designed for hydrostatic drives in a

closed circuit. The pump delivers directly to the variable displacement
motors. The oil flowing back from the motors is fed back to the opposite side
of the pump.
electronics (master) according to the situation. The proportional valve
regulates the control pressure and therefore the pump flow.
At high load, the pump flow is reduced by the reaction forces from the
LBH/Version 02/04.2009/en/dw/06.12.2010
high pressure.
The travel direction valve determines the pump flow and therefore the travel
direction of the machine.
The pressure relief and replenishing valves A and B protect the travel drive
from excessive pressure peaks. At the same time, the valves act as
replenishing valves for the closed circuit.
The pressure cut-off limits the maximum operating pressure within the
closed circuit.
L556 - 454 / from 21851
L566 - 460 / from 21611
Regulation of the pump

(master). The control pressure proportional valve is activated by the main
The following parameters affect the regulation of the variable displacement pump:
– Variable displacement pump power limiting control
Control pressure proportional valve

The main electronics (master) activates the control pressure proportional
valve according to the situation. The valve reduces the pressure in the duct
PST in proportion to the solenoid current. It operates largely independently
of the replenishing pressure PSP.
In the de-energised state, the control pressure duct PST is connected to

the tank T. The greater the current, the higher the control pressure.
The maximum level is limited by the replenishing pressure.
Depending on the current to the proportional valve 3, the control piston 2 is
moved closer to or further from the regulating springs 1. This adjusts the
pressure in the duct PST.

The servo piston 3 turns the swash plate 2 mounted on roller bearings and
thus alters the pump flow.
LBH/Version 02/04.2009/en/dw/06.12.2010
L580 - 459 / from 21611
1 Swash plate bearing 3 Servo piston

2 Swash plate 4 Cylinder with piston
As the swivel angle increases, the pump flow is increased. The drive torque
is increased.
When the swivel angle is reduced, the flow rate of the pump is also reduced.
The drive torque is reduced.
In the zero position, the pump does not deliver any oil. The strong spring
centring in the servo cylinder keeps the swash plate in the zero position if no
control signals are present. The zero position can be mechanically adjusted.
Sectional view of the servo cylinder

1 Pump housing 5 Reverse travel direction servo oil
2 Pressure spring supply
3 Servo cylinder 6 Pressure spring
4 Forward travel direction servo 7 Zero position adjusting screw
oil supply
When the zero position is passed, the flow direction of the hydraulic oil is
smoothly reversed.
Travel direction valve

The travel direction valve determines the direction in which the pump
swivels out.
The travel direction valve directs the control pressure into one of the two
servo chambers in the servo cylinder. The opposite chamber remains
connected to the drain.
LBH/Version 02/04.2009/en/dw/06.12.2010
Sectional view of the travel direction valve

1 Forward travel direction solenoid 5 Reverse travel direction servo
2 Servo oil supply oil supply
3 Reverse travel direction solenoid 6 Servo piston
4 Forward travel direction servo
oil supply
L556 - 454 / from 21851
L566 - 460 / from 21611
Replenishing pump
The replenishing pump is an internal gear pump. The replenishing pump
draws up oil from the hydraulic tank. The delivery volume of the pump is
proportional to the drive speed.
Front view of the replenishing pump

1 Internal gear pump 2 Suction side of the
replenishing pump
The replenishing pump supplies the closed circuit with fresh, cooled oil. The
replenishing pump also provides oil for the control circuit (control pressure).
The maximum replenishing pressure is limited by the replenishing pressure
relief valve.
Replenishing pressure relief valve

This directly actuated pressure relief valve protects the replenishing pump
from excess pressure.
LBH/Version 02/04.2009/en/dw/06.12.2010
Cross section of the replenishing pressure relief valve

1 Tank outlet 4 Oil to the pressure relief and
2 Oil from the replenishing pump replenishing valve
3 Adjusting screw 5 Valve piston
Excess oil that is not fed into the closed circuit flows via the replenishing
pressure relief valve to the pump housing. At the same time, this oil cools
the rotary group of the variable displacement pump.
L580 - 459 / from 21611
Pressure cut-off
The pressure cut-off valve limits the operating pressure in the closed circuit.
Sectional view of the pressure cut-off

1 Pressure spring 5 Tank outlet 8 Check valve
2 Valve piston 6 Tappet 9 Bore hole
3 Servo oil supply 7 Low pressure / closed circuit 10 High pressure / closed circuit
4 Control edge
The operating pressure controls the valve. When the maximum operating
pressure has been reached, the tappet 6 and the valve piston 2 are pushed
against the pressure spring 1. The control pressure duct 3 is linked to the tank
outlet 5, and servo oil drains off. The control pressure drops and the variable
displacement pump swivels to a smaller flow rate. The variable displacement
pump then delivers just enough oil to attain the maximum pressure.
Pressure relief and replenishing valve

The pilot-controlled pressure relief and replenishing valves prevent excess
pressure from forming in the closed circuit.
The high pressure from the system acts via the nozzle 6 on the pilot control
piston 2. It the set value is exceeded, the pilot control piston opens. The rear
piston chamber 3 is opened via the relief duct 8 to the low pressure side.
The main piston 4 then opens and the high pressure oil can flow to the low
pressure side 5.
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Pressure relief and replenishing valve at high pressure

1 Pressure spring 5 Low pressure side
2 Pilot control piston 6 Nozzle
3 Rear piston chamber 7 High pressure
4 Main piston 8 Relief duct
At the same time, the valves act as replenishing valves for the closed circuit.
Oil leaks in the closed circuit reduce the pressure on the low pressure side.
This opens the main piston and oil from the replenishing pump can flow into
the closed circuit.
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Pressure relief and replenishing valve during replenishment

1 Main piston 4 Replenishing oil intake
2 Pressure spring 5 Closed circuit replenishment
3 Main piston control edge
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6.2 Variable displacement motors

Basic function
Variable displacement motor arrangement

1 Variable displacement motor 2 3 Proportional valve
2 Variable displacement motor 1 4 Discharge valve
The variable displacement motors drive the transmission. A higher or
lower torque is transferred to the transmission, depending on the pivot angle
and pressure.
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Controlling the variable displacement motor when accelerating

1st gear: At low speeds, both variable displacement motors are at a swivel
angle of 25°. This transfers the maximum torque to the transmission.
The variable displacement motors pivot in simultaneously when the
speed increases.
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The contact area is reached at about 6 km/h. Variable displacement motor 1

moves to a swivel angle of 0° and variable displacement motor 2 to a swivel
angle of 23°. Variable distribution motor 1 reduces torque and variable
distribution motor 2 increases torque.
When the first variable displacement motor has reached a swivel angle of 0°,
the coupling 1 opens in an unstressed condition.
2nd gear: In 2nd gear, only the variable displacement motor 2 is still active.
Variable displacement motor 1 is at a swivel angle of 0° and is decoupled.
When the speed increases, variable displacement motor 2 reduces its swivel
angle continuously. The next shift is reached at a speed of about 17 km/h.
Variable displacement motor 1 is then recoupled and pivoted out. Variable
displacement motor 2 is simultaneously moved to a swivel angle of 0°.
Variable displacement motor 2 is then decoupled.
3rd gear: In 3rd gear, only the variable displacement motor 1 is still active.
Variable displacement motor 1 is temporarily at a swivel angle of 25° In this
range, the variable displacement pump is in control. From about 23 km/h,
variable displacement motor 1 is pivoted in.

oil is pumped away.
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The return oil from the fan motor 1 is pumped to the connection U of the
variable displacement motors. Orifice 10 ensures that the oil is distributed
evenly between the two variable displacement motors.
Scavenge pump 2 extracts oil from connection T of both variable
displacement motors. The hot oil flows to collector pipe 7 and oil cooler 6
and back to hydraulic tank 5 via return suction filter 4.
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6.2.1 Variable displacement motor
Technical data
See section 2.1
Layout
Main components of the variable displacement motor

1 Drive shaft 4 Control unit
2 Housing 5 Regulation unit
3 Discharge valve 6 Proportional valve
The variable displacement unit is flange-mounted on the transmission.
The variable displacement motor is an inclined axial tapered piston rotary
group and includes the control and regulation unit.
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Components of the variable displacement motor

1 Drive shaft 14 Orifice 27 Control piston
2 Snap ring 15 Valve piston 28 Proportional solenoid
3 Shaft seal ring 16 Hex socket screw 29 Regulation adjusting screw
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4 Connection U 17 Servo piston seal 30 Arrester pin

5 Motor housing 18 Servo piston 31 O-ring
6 Piston 19 Threaded pin 32 Q max adjusting screw
7 Cylinder 20 Control pin 33 Spacer
8 Control lens 21 Regulating spring 1 34 Pressure spring
9 Q min adjusting screw 22 Connecting plate 35 Centre pin
10 Screw connection 23 Spring cup 36 Drive shaft bearing
11 Pressure spring 24 Spring cup 37 Check valve
12 Pressure relief valve 25 Regulating spring 2 38 Valve insert
13 Discharge valve 26 Control bushing
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Basic function
Hydraulic diagram of the variable displacement motor

1 Variable displacement motor 7 Orifice
2 Check valves 8 Pressure relief valve
3 Proportional valve 9 Bearing lubrication oil
4 Control piston 10 Return oil from discharge valve
5 Servo piston 11 Housing extraction connection
6 Discharge valve M1 Servo pressure test connection
The oil from the pump reaches the motor via pressure port A or B. In the
process, pressure acts on the tapered pistons which move axially in the
cylinder of the motor. The resulting force turns the drive shaft and generates
a certain torque. The torque of the drive shaft depends on the swivel angle
and the operating pressure of the motor. The speed of the drive shaft
depends on the quantity of oil supplied and the swivel angle of the motor.
– When the swivel angle is decreased, the engine speed increases and the
torque is reduced.
– When the swivel angle is increased, the torque increases and the engine
speed is reduced.
The regulation and control unit contained in the closing plate adjusts the
angle of the motor. The variable displacement motor is regulated by the
main electronics (master).
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Electrical/proportional regulation (EP)

Depending on the current flow to proportioning magnet 7, the variable
displacement motor is set accordingly to the required angle.
When the proportioning magnet is not energised, the motor is held at 0° by
the high pressure acting on the small servo piston face 2.
When the proportioning magnet is energised, above a certain current control
piston 6 is pushed up against regulating springs 4 and 5. High-pressure oil
flows via control piston 6 to large piston face 1 and the variable
displacement motor moves out to a wider angle.
During regulation, the control piston 3 is pushed down, increasing the
tension in the regulating spring 4. This stops the regulation process if the
current at the proportioning magnet is not further increased.
If the current is increased, the force of the two regulating springs is
overcome and the motor continues moving to a wider angle.
The maximum swivel angle is reached at a current of around 600 mA.
The force of the proportioning magnet is so great that it overcomes the
spring force even at a wide angle.
The adjusting screw 8 is used for adjusting the regulating springs 5 (basic
setting). Adjust the regulating springs 5 so that the motor is moved to a 25°
angle at 600 mA on the proportioning magnet.
The speed of regulation of the variable displacement motor is control-
led solely by the main electronics (master). This means no swivel
restrictors are required.
Cooling via discharge valve

The discharge valve is used in the closed circuit to prevent heat from
building up. Oil is discharged from the low pressure side of the closed circuit
and fed to the hydraulic tank. The replenishing pump replaces this oil with
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cooled oil.
When the machine is at rest, the pressure is the same on both faces of the
valve piston 4. The two return springs 5 push the valve piston 4 to the centre
position. No oil is discharged in this position.
When the machine moves, the pressure in the duct 6 or 7 increases and
moves the valve piston 4 towards one of the return springs 5. The low
pressure side is opened and a defined quantity of oil flows via the orifice 1
and the pressure relief valve 2 to the hydraulic tank.
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6.2.2 Variable displacement motor extraction gear pump
Technical data
See section 2.1
Layout
Arrangement of the gear pumps

1 Variable displacement motor 2 Brake system gear pump
extraction gear pump 3 Cooling system gear pump
The gear pumps are attached to the diesel engine’s power take-off unit and
are moved into certain gear ratios by the diesel engine spur gear drives.
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Variable displacement motor extraction gear pump components

1 Driver 5 Bushes
2 O-ring 6 Gears
3 Flange 7 Housing
Extraction from the motor housing

The gear pump actively extracts the hot oil form the motor housing and
delivers it to the hydraulic tank via the oil cooler.
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7 Working hydraulics
7.0
Chapter contents
7 Working hydraulics.............................................................. 7.0-1
7.0.1 Working hydraulics - L550, L556..........................................7.0-1
7.0.2 Working hydraulics - L566, L576, L580................................7.0-7
7.1 Working hydraulics pump ...............................................................7.1-1
7.2 Control block...................................................................................7.2-1

7.2.1 Control valve block oil leak monitoring .................................7.2-7
7.3 Pilot control unit ..............................................................................7.3-1

7.3.1 Pilot control unit ....................................................................7.3-5
7.3.2 Pilot control solenoid valve...................................................7.3-9
7.3.3 Pilot control hydro accumulator ..........................................7.3-10
7.3.4 Float position pressure switch ............................................7.3-11
7.4 Ride control.....................................................................................7.4-1

7.4.1 Ride control – L550, L556 ....................................................7.4-1
7.4.2 Ride control – L566, L576, L580 ..........................................7.4-7
7.4.3 Stabilisation module ...........................................................7.4-13
7.4.4 Hydro accumulator unit.......................................................7.4-15
7.4.5 Ride control pressure switch ..............................................7.4-17
7.5 Lift and tilt cylinders ........................................................................7.5-1

7.5.1 Lift cylinder ...........................................................................7.5-1
7.5.2 Tilt cylinder ...........................................................................7.5-3
7.6 Hydraulic tank .................................................................................7.6-1

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7.6.1 Filter unit ...............................................................................7.6-3

7.6.2 Bleeder filter .........................................................................7.6-8
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MJFCIFSS
Working hydraulics Service Manual
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Service Manual Working hydraulics
7.0.1 Working hydraulics - L550, L556

Design
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Main components of the working hydraulics

1 Lift cylinder 5 Working hydraulics pump 8 Pilot control hydro accumulator
2 Tilt cylinder 6 Travel hydraulics variable displace- 9 Compact brake valve
3 Pilot control unit ment pump with replenishing pump 10 Hydro accumulator unit
4 Hydraulic tank 7 Pilot control solenoid valve 11 Stabilisation module
12 Control block
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Basic function
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Hydraulic diagram of the working hydraulics
7.0-2 of 12 Copyright by L550 - 456 / from 16978

1 Hydraulic tank 32 Bucket return-to-dig solenoid 60 Lifting pressure relief valve

2 Bleeder filter 33 Tilt-in valve 61 Restrictor check valve
3 Return strainer 34 Lifting valve 62 Float position / ride control sole-
4 Bypass valve 35 Lift kick-out solenoid noid valve
5 Return suction filter 36 Lowering valve 63 Check valve
6 Pre-tension valve 37 Float position solenoid 64 Tilt-in pressure relief valve
7 Replenishing valve with strainer 38 Float position pressure switch, 65 Tilt-out pressure relief valve
8 Travel pump return line 26 bar 66 Orifice 1 mm
9 Fan motor leak oil 39 Ride control pressure switch, 67 Lift cylinder
10 Compact brake pump leak oil 10 bar 68 Tilt cylinder
11 Return line from oil cooler 40 Stabilisation module 69 Oil from compact brake valve
12 Shut-off valve 41 Ride control spool valve (housing preheating)
13 Emergency steering pump in- 42 Restrictor check valve 70 Cut-in block
take port 43 Ride control solenoid valve 71 Overspeed protection sole-
14 Replenishing pump 44 Safety valve noid valve
15 Hydraulic oil temperature sensor 45 Hydro accumulator unit 72 Pilot control solenoid valve
16 Steering pump intake port 46 Check valve 73 Check valve
20 Working hydraulics pump 50 Control block assembly 74 Pilot control hydro accumulator
21 Axial piston pump 51 Pre-tension valve
22 Return cylinder 52 Primary pressure relief valve Test connections:
23 Restrictor 53 LS pressure cut-off P Working hydraulics pump
24 Servo cylinder 54 Flow control valve high pressure
25 Power regulator 55 Tilt cylinder pressure balance M1 Working hydraulics pump ser-
26 Restrictor 56 Tilt cylinder spool valve vo pressure
27 Flow controller 57 Lift cylinder pressure balance LS LS signal pressure
28 Steering pump return line 58 Lift cylinder spool valve MX Ride control accumulator pres-
30 Pilot control unit 59 Load valve sure
31 Tilt-out valve
The working hydraulics are equipped with the following standard functions:
– Working movements for the lift and tilt cylinders
– Ride control
– Float position
– Automatic bucket return-to-dig function
– Lift kick-out
The working hydraulics system operates in an open circuit. The working
hydraulics pump 20 draws up oil from the hydraulic tank 1 and pumps it to
the control block 50. The returning oil is pumped through the return suction
filter 5 back to the hydraulic tank 1.
The control block is activated via the hydraulic pilot control unit. The control
block contains the spool valves for the lift and tilt cylinders. The LS system in
the control valve block distributes the flow of the working hydraulics pump to
the consumer units independently of load.
The ride control system attenuates the bouncing and pitching vibrations of
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the machine while it is travelling, thus greatly increasing comfort and safety.

Hydraulic tank
The hydraulic tank provides filtered oil for the working hydraulics. The
working hydraulics pump draws up oil from the hydraulic tank via the shut-off
connection 1. The returning oil is pumped back through the connection 2 and
the return suction filter 3 to the hydraulic tank.
The bleeder filter 4 compensates for pressure differences inside the hydraulic
tank by providing appropriate ventilation.

The working hydraulics pump draws up oil from the hydraulic tank and pumps
it to the control block.
The flow regulator 2 (load sensing) ensures that the working hydraulics pump
only delivers as much oil from the hydraulic tank as the working hydraulics
currently need.
The power regulator 1 ensures that the maximum current consumption of the
variable displacement pump is never exceeded.
See the detailed description in the section on the working hydraulics pump.
Control block
The control block contains the spool valves for the lift cylinder 3 and the tilt
cylinder 4.
The LS pressure relief valve 7 limits the maximum pressure of the working
hydraulics pump. The primary pressure relief valve 5 additionally limits the
maximum pressure of the working hydraulics pump.
The secondary pressure relief valves 2 protect the hydraulic system against
pressure peaks from the consumer units. The float position/ride control
solenoid valve 6 is activated for the float position and ride control.
See the detailed description in the section on the control block.
Pilot control unit

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The working hydraulics are actuated by a separate control circuit. The spool
valves in the control block 1 are hydraulically actuated by the pilot control unit 2.
The variable displacement pump 5 (replenishing pump) of the travel hydrau-
lics takes the required servo oil and pumps it through the pilot control
solenoid valve 4 to the pilot control unit 2.
See the detailed description in the section on the pilot control unit.

Ride control
The lift cylinders are connected at the base end via the control valve block 3
and the stabilisation module 2 to the hydro accumulators 1. The rod end of
the lift cylinders is connected to the hydraulic tank via the float position/ride
control solenoid valve 4 in the control valve block.
See the detailed description in the section on ride control.
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7.0.2 Working hydraulics - L566, L576, L580

Design
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Main components of the working hydraulics

1 Lift cylinder 5 Working hydraulics pump 8 Pilot control hydro accumulator
2 Tilt cylinder 6 Travel hydraulics variable displace- 9 Compact brake valve
3 Pilot control unit ment pump with replenishing pump 10 Hydro accumulator unit
4 Hydraulic tank 7 Pilot control solenoid valve 11 Stabilisation module
12 Control block

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MJFCIFSS
Basic function
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Hydraulic diagram of the working hydraulics
7.0-8 of 12 Copyright by L580 LogHandler - 459 / from 23166

MJFCIFSS
1 Hydraulic tank 32 Bucket return-to-dig solenoid 60 Lifting pressure relief valve

2 Bleeder filter 33 Tilt-in valve 61 Restrictor check valve
3 Return strainer 34 Lifting valve 62 Float position / ride control sole-
4 Bypass valve 35 Lift kick-out solenoid noid valve
5 Return suction filter 36 Lowering valve 63 Check valve
6 Pre-tension valve 37 Float position solenoid 64 Tilt-in pressure relief valve
7 Replenishing valve with strainer 38 Float position pressure switch, 65 Tilt-out pressure relief valve
8 Travel pump return line 26 bar 66 Orifice 1 mm
9 Fan motor leak oil 39 Ride control pressure switch, 67 Lift cylinder
10 Compact brake pump leak oil 10 bar 68 Tilt cylinder
11 Return line from oil cooler 40 Stabilisation module 69 Oil from compact brake valve
12 Shut-off valve 41 Ride control spool valve (housing preheating)
13 Emergency steering pump in- 42 Restrictor check valve 70 Cut-in block
take port 43 Ride control solenoid valve 71 Overspeed protection sole-
14 Replenishing pump 44 Safety valve noid valve
15 Hydraulic oil temperature sensor 45 Hydro accumulator unit 72 Pilot control solenoid valve
16 Steering pump intake port 46 Check valve 73 Check valve
20 Working hydraulics pump 50 Control block assembly 74 Pilot control hydro accumulator
21 Axial piston pump 51 Pre-tension valve
22 Return cylinder 52 Primary pressure relief valve Test connections:
23 Restrictor 53 LS pressure cut-off P Working hydraulics pump
24 Servo cylinder 54 Flow control valve high pressure
25 Power regulator 55 Tilt cylinder pressure balance M1 Working hydraulics pump ser-
26 Restrictor 56 Tilt cylinder spool valve vo pressure
27 Flow controller 57 Lift cylinder pressure balance LS LS signal pressure
28 Steering pump return line 58 Lift cylinder spool valve MX Ride control accumulator pres-
30 Pilot control unit 59 Load valve sure
31 Tilt-out valve
The working hydraulics are equipped with the following standard functions:
– Working movements for the lift and tilt cylinders
– Ride control
– Float position
– Automatic bucket return-to-dig function
– Lift kick-out
The working hydraulics system operates in an open circuit. The working
hydraulics pump 20 draws up oil from the hydraulic tank 1 and pumps it to the
control block 50. The returning oil is pumped through the return suction filter 5
back to the hydraulic tank 1.
The control block is activated via the hydraulic pilot control unit. The control
block contains the spool valves for the lift and tilt cylinders. The LS system in
the control valve block distributes the flow of the working hydraulics pump to
the consumer units independently of load.
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L580 - 459 / from 14171
MJFCIFSS
Hydraulic tank
The hydraulic tank provides filtered oil for the working hydraulics. The
working hydraulics pump draws up oil from the hydraulic tank via the shut-off
connection 1. The returning oil is pumped back through the connection 2 and
the return suction filter 3 to the hydraulic tank.
The bleeder filter 4 compensates for pressure differences inside the hydraulic
tank by providing appropriate ventilation.

The working hydraulics pump draws up oil from the hydraulic tank and pumps
it to the control block.
The flow regulator 2 (load sensing) ensures that the working hydraulics
pump only delivers as much oil from the hydraulic tank as the working
hydraulics currently need.
The power regulator 1 ensures that the maximum current consumption of the
variable displacement pump is never exceeded.
See the detailed description in the section on the working hydraulics pump.
Control block
cylinder 4.
The LS pressure relief valve 7 limits the maximum pressure of the working
hydraulics pump. The primary pressure relief valve 5 additionally limits the
maximum pressure of the working hydraulics pump.
The secondary pressure relief valves 2 protect the hydraulic system against
pressure peaks from the consumer units. The float position/ride control
solenoid valve 6 is activated for the float position and ride control.
Pilot control unit

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valves in the control block 1 are hydraulically actuated by the pilot control unit 2.
The variable displacement pump 5 (replenishing pump) of the travel hydrau-
lics takes the required servo oil and pumps it through the pilot control
solenoid valve 4 to the pilot control unit 2.

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Ride control
The lift cylinders are connected at the base end via the control valve block 3
and the stabilisation module 2 to the hydro accumulators 1. The rod end of
the lift cylinders is connected to the hydraulic tank via the float position/ride
control solenoid valve 4 in the control valve block.
See the detailed description in the section on ride control.
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MJFCIFSS
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7.1 Working hydraulics pump

Technical data
See section 2.1
Design
Main components of the working hydraulics pump
1 Drive shaft 4 Power regulator

2 Pump housing 5 Flow controller
3 Connection housing
The working hydraulics pump is flange-mounted to the splitter box and is
driven by the diesel engine via this unit.
The working hydraulics pump is an axial piston pump with a swash plate design.
The rotary group cylinder contains seven pistons in a circular arrangement
which can move back and forward.
Two power regulator and a flow controller are attached to the pump housing.
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Components of the working hydraulics pump

1 Drive shaft 14 Control lever 27 O-ring
2 Shaft seal ring 15 Restrictor 28 Cylinder
3 Snap ring 16 Piston with roller 29 Q max adjusting screw
4 Cover 17 Control bushing 30 Bushing
5 Pump housing 18 Sleeve 31 Return plate
6 Swash plate 19 Servo piston 32 Disc springs
7 Glide shoe 20 Cylindrical roller bearing 33 Return ball
8 Piston 21 Control plate 34 Swash plate bearing
9 Adjusting pin 22 Restrictor 35 Guide pin
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10 Q min adjusting screw 23 Connection housing 36 Snap ring

11 Pressure spring 24 Pressure spring 37 Cylindrical roller bearing
12 O-ring 25 Return piston
13 Valve housing 26 Return pin
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Components of the regulator unit

1 Valve piston 10 LS connection 19 Pin
2 Plug 11 Valve piston 20 Valve piston
3 Valve insert 12 Regulator housing 21 Spring cup
4 Adjusting screw 13 Adjusting screw 22 Pressure spring
5 Counter nut 14 Counter nut 23 Spring cup
6 Spring cup 15 Spring cup 24 O-ring
7 O-ring 16 Regulating spring 25 Brace
8 Regulating springs 17 Spring cup 26 Valve insert
9 Spring cup 18 Control lever
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Basic function
Hydraulic diagram of the working hydraulics pump

1 Rotary group 8 Connection to hydraulic tank
2 Return cylinder 9 Oil to control valve block
3 Restrictor 10 LS signal from control valve block
4 Servo cylinder 11 Intake connection
5 Restrictor M1 Servo pressure test connection
6 Power regulator LS LS signal pressure
7 Flow controller P Working hydraulics pump
high pressure
The working hydraulics pump operates in an open circuit. It draws up oil
directly from the hydraulic tank and pumps it to the control block. The flow of
the of the working hydraulics pump is determined by the angle and speed of
the pump.
The governors fitted to the working hydraulics pump determine the angle of
the pump and therefore the pump flow.
Pump control
The swash plate 1 of the working hydraulics pump is moved out by the control
piston 2. The operating pressure constantly acts in the piston chamber 3. This
causes the pump to swivel out.
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Working hydraulics pump with control unit
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The swash plate is returned to its initial position by the return piston 5.
Pressure oil is pumped into the piston chamber 4. The return piston is
controlled by the governors fitted on the working hydraulics pump.
The working hydraulics pump flow is controlled by the following governors:
– Flow controller
– Power regulator
The operating state of the working hydraulics system governs which
governor is currently activated.
If the working hydraulics demand only a small amount of oil or none at all, the
flow regulator restricts the working hydraulics pump to the required amount.
If the set power limit is reached at a certain flow and increasing pressure, the
flow regulator reduces the working hydraulics pump flow.
Flow regulation
The load sensing system ensures that the working hydraulics pump only
delivers as much oil from the hydraulic tank as the working hydraulics
currently need.
When the working hydraulics are not in use, the oil flow is blocked by the
spool valves in the control block and the working hydraulics pump is reduced
to minimum flow (leak flow). Connection 2 is depressurised. The high
pressure pushes the piston 3 against the pressure springs 1 which
determine the standby pressure in the system. The control piston 3 opens
the high pressure duct 4 to the duct 5 and the return cylinder reduces the
pump to leak flow.
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Flow controller when the working hydraulics do not need oil

1 Pressure springs 4 High pressure duct
2 LS connection X 5 Duct to return cylinder
3 Control piston 6 Flow controller
If the working hydraulics need oil, the pressure at the connection 2 increases.
The pressure and force of the springs 1 move the control piston 3 against the
high pressure. The duct 5 opens to the tank connection 7. The open duct
relieves the return cylinder and the pump delivers the required oil quantity.
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Flow controller when the working hydraulics need oil

1 Pressure springs 5 Duct to return cylinder
2 LS connection X 6 Flow controller
3 Control piston 7 To the pump housing
4 High pressure duct
Pump pressure limitation

The maximum operating pressure in the system is limited by the LS
pressure cut-off valve 1 in the control block. The LS pressure, which affects
the flow regulator 2, is set to a particular value.
LS pressure cut-off in the control block
Pump output regulation

The power regulator controls the displacement of the working hydraulics
pump according to the operating pressure, so that a specific drive power is
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never exceeded.
The power regulator works on the principle of hyperbolic control. It regulates
the pump exactly along the preset power curve 1 (flow x high pressure).
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Pump output diagram

The operating pressure acts via the ring face 8 of piston on the control lever 11.
This produces a variable levering force depending on the position of the control
cylinder (flow) and acts on the externally adjustable spring 6. If the force on the
lever 11 generated by the operating pressure exceeds the set spring force, the
valve piston 5 is moved. Pressure oil flows through the duct 3 to the return
cylinder and the working hydraulics pump displacement is reduced.
Power regulator in the control phase

1 Power regulator 7 Tank connection
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2 Pressure spring 8 Piston ring face

3 Duct to return cylinder 9 Servo piston
4 High pressure duct 10 Piston with roller
5 Valve piston 11 Control lever
6 Regulating spring
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Control block
7.2 Control block

Technical data
See section 2.1
Design
Main components of the control block

1 Closing element 7 Tilt-out pressure relief valve
2 Lifting pressure relief valve 8 Tilt cylinder spool valve
3 Tilt-in pressure relief valve 9 Lift cylinder spool valve
4 Pressure balances 10 Float position / ride control sole-
5 Main block housing noid valve
6 Primary pressure relief valve 11 LS pressure cut-off
The control block is mounted in the front section. It consists of the main block
housing 5 and the closing element 1. Additional segments for a 3rd and 4th
control circuit can be installed if needed between the main block housing and
the closing element.
The control block contains all the pressure cut-off valves and the valves for
the float position and ride control.
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Control block
Components of the control block

1 Main block housing 6 Closing plate 11 Cover
2 Pre-tension valve 7 Lift cylinder spool valve 12 Pressure spring
3 Primary pressure relief valve 8 Counter nut 13 Spring cup
4 Tilt-out replenishing valve 9 Cap nut 14 Tilt cylinder spool valve
5 Lowering replenishing valve 10 Spool valve stroke adjusting screw
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Components of the control block
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Control block
Cross section A-A of control block with spool valves for lift cylinder
Cross section B-B of control block with spool valves for tilt cylinder
1 Main block housing 7 Counter nut 13 Lifting pressure relief valve
2 Pressure spring 8 Float position / ride control sole- 14 Spring cup
3 Cover noid valve 15 Lift cylinder spool valve
4 Restrictor check valve 9 Control piston 16 Tilt-out pressure relief valve
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5 Spool valve stroke adjust- 10 Valve insert 17 Tilt-in pressure relief valve
ing screw 11 Main piston 18 Tilt cylinder spool valve
6 Cap nut 12 Pressure balance
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Control block
Basic function
Hydraulic plan of the control valve block

1 Primary pressure relief valve 14 Tilt-in pressure relief valve
2 LS pressure cut-off 15 Tilt-out pressure relief valve
3 Flow control valve 16 Pre-tension valve
4 Tilt cylinder load valve 17 Orifice 1.0 mm
5 Tilt cylinder pressure balance 18 Lift cylinder connection
6 Tilt cylinder spool valve 19 Housing preheating connection
7 Restrictor check valve 20 Tank connection from stabiliza-
8 Lift cylinder load valve tion module
9 Lift cylinder pressure balance 21 Hydraulic tank connection
10 Lift cylinder spool valve 22 LS connection
11 Lifting pressure relief valve 23 Working hydraulics pump con-
12 Float position / ride control sole- nection
noid valve 24 Tilt cylinder connection
13 Replenishing valve
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cylinder 6.
The spool valves are supplied with oil by the pilot control unit. The restrictor
check valves 7 in the control valve block allow sensitive control of the
individual functions.
The LS control and the pressure balances 5 and 9 divide the oil among the
individual consumer units.
The float position or ride control function is activated by the solenoid valve 12.
Secondary pressure relief valves for each function protect the working
attachment, cylinders, hose lines and the control block from overload. At the
same time, the secondary pressure relief valves act as replenishing valves.
The LS pressure cut-off 2 protects the working hydraulics pump from
excess pressure.
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Control block
Working hydraulics in active state

The spool valves in the control block are hydraulically actuated by the pilot
control unit.
Control block in active state

When the tilt-in function is actuated, oil flows from the pilot control unit to the
connection a1. This pushes the spool valve 2 to the left.
The spool valve 2 opens the pump duct P to the pressure balance 3 via the
control notches 1. If the pump pressure exceeds the pressure at the tilt
cylinder, the pressure balance in the load valve opens and oil flows through
the connection A1 to the tilt cylinder.
The oil returning from the tilt cylinder flows through the connection B1 and
the spool valve to the tank channel T.
Working hydraulics in float position

In the float position, the working attachment lies on the ground under its own
weight. The lift arms can move up and down freely to compensate for
uneven ground.
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Control block in float position
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Control block
At the maximum deflection of the LH control lever for lowering the lift arms,
there is maximum control pressure at the connection b2. This pushes the
spool valve 1 all the way to the right against the regulating spring 3 and the
limit screw 2.
When the spool valve 1 is in this position, the base end B2 of the lift cylinder
is connected to the tank channel T.
The float position solenoid valve 4 is also energised. The rod ends of the lift
cylinder A2 is also connected to the tank duct T. The lift arms can now move
up and down freely.
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Control block
7.2.1 Control valve block oil leak monitoring

The travel of the piston rod is determined for each cylinder for control valve
block oil leak monitoring. A marking (marker pen) is made on the piston rod
for this.
Test duration / Test pressure: 10 min. at 100 bar
Note: The pressure is measured at the measurement connection LS. A
pressure of 105 - 110 bar represents a test pressure of 100 bar.
Test temperature for oil at 40 cSt:
The test temperature is to be measured directly on the control valve block.
Hydraulic fluid Viscosity Temperature

Liebherr Hydraulic Basic 68 ISO VG 68 53 °C
Liebherr Hydraulic Basic 100 ISO VG 100 62 °C
Liebherr Hydraulic HVI ISO VG 46 44 °C
Liebherr Hydraulic Plus ISO VG 46 44 °C
Liebherr Hydraulic Plus Arctic VG 15 – 46 25 °C
Engine oil SAE 20 W 20 53 °C
Cylinder travel:
Tilt cylinder Tilt cylinder Lifting cyl-
Unit Ser. no. max. travel max. travel inder
10 mu piston 8 mu piston max. travel
L550, L556 up to 23863 29.7 mm -
Z-bar kine- 34.9 mm
matics from 23864 - 19.8 mm
L550, L556
Industrial from 24610 27,7 mm 34,9 mm
lift arm
up to 23707 23.1 mm -
L566 – L580 25.5 mm
from 23708 - 15.4 mm
up to 23915 16.6 mm -
L586 35.4 mm
from 23916 - 11.1 mm
Before any replacement of the control valve block the cylinder and the sec-
ondary valve must be checked for leaks (visual check and swap with one
another if necessary).
Procedure for lifting cylinder valve spool

Bring machine to test temperature (see table above).
Load the wheel loader’s bucket with material
With the lift unit at low rpm slowly drive the bucket upwards and check
the pressure at measurement point LS on the control valve block whilst
doing so
If the prescribed pressure of 105 – 110 bar is not reached then the load-
ing of the bucket should be corrected.
Switch off the diesel engine.
Ascertain the travel of the piston rod of the lifting cylinder under load in 10
minutes.
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Control block
Procedure for tilt cylinder valve spool
Bring machine to test temperature (see table above).

Load the wheel loader’s bucket with material
Let the diesel engine run at low rpm.
Bring the lift arm and bucket to the transport position, tilt cylinder in hori-
zontal position (as illustration).
Tilt the bucket out a little.
Slowly tilt the bucket in and check the pressure (required value 105 – 110
bar) at measurement point LS on the control valve block whilst doing so.
If the prescribed pressure of 105 – 110 bar is not reached then the load-
ing of the bucket should be corrected.
Switch off the diesel engine.
Ascertain the travel of the piston rod of the tilt cylinder under load in 10
minutes.
If the permissible leakage values are exceeded:

– Replace the 10 mu tilt cylinder valve spool with an 8 mu valve spool.
– Integrate tube rupture protection
See the LH service documentation under “Installation instructions”. LBH/Version 01/10.2006/en/dw/16/08/2010
L580 - 459 / from 14171
Pilot control unit
7.3 Pilot control unit

Design
Main components of the pilot control unit

1 Float position pressure switch, 3 Pilot control unit 6 Pilot control solenoid valve
26 bar 4 Variable displacement pump with 7 Solenoid valve block
2 Ride control pressure switch, replenishing pump 8 Pilot control hydro accumulator
10 bar 5 Overspeed protection sole- 9 Control block
noid valve
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L566 - 460 / from 14171
Pilot control unit
Basic function
Hydraulic plan of the pilot control unit

1 Hydraulic tank 8 Float position pressure switch, 14 Lifting valve
2 Replenishing pump 26 bar 15 Lift kick-out solenoid
3 Solenoid valve block 9 Ride control pressure switch, 16 Lowering valve
4 Overspeed protection sole- 10 bar 17 Float position solenoid
noid valve 10 Pilot control unit 18 Control block assembly
5 Pilot control solenoid valve 11 Tilt-in valve 19 Lift cylinder spool valve
6 Check valve 12 Bucket return-to-dig solenoid 20 Tilt cylinder spool valve
7 Pilot control hydro accumulator 13 Tilt-out valve 21 Restrictor valve
valves are hydraulically actuated by the pilot control unit 10. The required
control oil is taken from the replenishing pump 2 of the travel hydraulics. The
replenishing pressure relief valve limits the pilot control pressure to the
specified level.
The pilot control solenoid valve 5 is installed for the safety of the machine.
The working hydraulics lockout button must be activated to prevent
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accidental movements of the working attachment during maintenance, road

travel and when the driver leaves the machine. The operation of the working
hydraulics is disabled.
The pilot control hydro accumulator 7 with check valve 6 on the solenoid
valve block 3 allows the lift arms to be lowered or the bucket to be tilted out,
even when the engine is not running.
The bucket return-to-dig, lift kick-out and float position functions are controlled
via retaining solenoids in the pilot control unit and proximity switches.
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Pilot control unit
Pilot control unit

The pilot control unit controls the spool valves in the control block. The
control pressure increases smoothly according to the deflection of the lever.
The pilot control unit contains retaining solenoids for the bucket return-to-dig,
lift kick-out and float position functions. These solenoids hold the control
lever in the maximum position until the solenoid current is switched off.
Variable displacement pump with replenishing pump

The replenishing pump 1 is part of the variable displacement pump 2 of the
travel hydraulics. The replenishing pump delivers oil for the following com-
ponents and functions:
– Travel hydraulics control circuit
– Replenishing oil in the closed circuit
– Pilot control of the working hydraulics
– Overspeed protection (rear axle braking function)
The maximum pressure of the replenishing pump is limited by the replenish-
ing pressure relief valve.
The design and functions are described in the sections on the travel
hydraulics and the variable displacement pump.
Solenoid valve block

The solenoid valve block 4 contains the pilot control solenoid valve 2 and
the pilot control hydro accumulator 1.
When the machine is started or when the starter switch is in position 1, the
pilot control solenoid valve is activated automatically. Control oil flows to the
pilot control unit and the working hydraulics can be operated.
The hydro accumulator 1 and check valve (starter switch in position 1) allow
the lift arms to be lowered and the working attachment to be tilted out, even
when the engine is not running.
The working hydraulics lockout button deactivates the pilot control solenoid
valve. The P connection in the pilot control unit is relieved towards the
hydraulic tank and the working hydraulics cannot be used.
See the detailed description in the section on the pilot control unit sole-
noid valve.
Control block
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The control block contains the spool valves for the tilt cylinder 1 and the lift
cylinder 2.
The spool valves for the lift and tilt cylinders are supplied with oil by the pilot
control unit.
The restrictors in the control valve block allow sensitive control of the
individual functions.
The float position/ride control solenoid valve relieves the lift cylinder rod end
to the hydraulic tank when it is activated.
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Pilot control unit
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Pilot control unit
7.3.1 Pilot control unit
Technical data
See section 2.1
Design
Main components of the pilot control device

1 Housing 4 Control plate
2 Control valve 5 Control lever
3 Electromagnetic locking
The pilot control device is fitted in the operating panel to the right of the
driver's seat.
An additional pilot control unit for special functions (3rd control circuit) can
be fitted on the side of the existing pilot control unit.
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L566 - 460 / from 14171
Pilot control unit
Components of the pilot control device

1 Pressure spring 21 Shim
2 Spring sleeve 22 Adjusting bushing
3 O-ring 23 Nut
4 Brass bushing 24 Counter nut
5 Sealing ring 25 Adjusting screw
6 O-ring 26 Snap ring
7 Plastic bushing 27 Tappet
8 O-ring 28 Guide bushing
9 Tappet guide 29 Tappet
10 Retaining ring 30 Retaining plates
11 Electromagnet with sockets 31 Spring cup
12 Threaded rod with universal joint 32 Return spring
13 Ring 33 Regulating spring
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14 Tappet with universal joint 34 Regulating piston

15 Disc 35 Plug
16 Lock nut 36 Bore hole
17 Connector piece 37 Housing
18 Counter nut 38 Connection 2
19 Control lever 39 Connection 4
20 Control plate
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Pilot control unit
Basic function
Hydraulic plan of the pilot control unit

1 Lowering valve 5 Float position solenoid
2 Lifting valve 6 Lift kick-out solenoid
3 Tilt-out valve 7 Bucket return-to-dig solenoid
4 Tilt-in valve
The pilot control device activates the pistons in the control block hydraulically.
It works on the basis of directly controlled pressure relief valves. When the
control lever is moved, it supplies oil to the appropriate connection.
The pressure regulation of the valves in the pilot control device depends on:
– The position of the control lever
– The properties of the individual regulating springs
The retaining solenoids allow each function to be electromagnetically locked.
Its magnetic force holds the control lever in its end position.
Idle state In the idle state, the control lever is held in the zero position by the return spring
2. The connection 6 is connected via the hole 5 to the tank connection T.
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Control valve in idle state / Control valve in active state

Regulating phase When the control lever is moved, the tappet 7 pushes against the return
spring 8 and the regulating spring 9. The regulating spring 9 pushes down
the regulating piston 10 and closes the connection of the port 12 and the
tank connection T. At the same time, the connection 12 is connected via the
hole 11 to the connection P.
The control phase begins as soon as the force of the regulating spring 9 and
the force of the hydraulic pressure at the connection 12 are equal. The
regulating piston 10 is in equilibrium.
The interaction of the regulating piston 10 and the regulating spring 9 means
that the pressure at the connection 12 is proportional to the stroke of the
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Pilot control unit
tappet 7 and therefore to the position of the control lever. The pressure
regulation which is proportional to the position of the control lever allows the
spool valves in the control block to be moved proportionally to the pressure.
Electromagnetic locking
The following functions have electromagnetic locking:
– Lift kick-out
– Bucket return-to-dig
– Float position
The pressure spring 1 is attached under the tappet 3 and the spring sleeve
2. Just before the end of the stroke of the tappet and the control lever, the
operator must apply additional force to tension the pressure spring 1.
This shows the operator that the control lever is at its end position / maxi-
mum deflection.
At the end position (maximum deflection) of the control lever, the ring 5
comes into contact with the anchor magnet 4. When the solenoid is
activated, its magnetic force holds the control lever in its end position.
Unlocking takes place automatically by switching off the solenoid current
using the proximity switch or by pulling back the control lever.
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Pilot control unit
7.3.2 Pilot control solenoid valve
Technical data
See section 2.1
Design
Solenoid valves in the cut-in block

1 Pilot control hydro accumulator 3 Overspeed protection solenoid
2 Pilot control solenoid valve valve
4 Solenoid valve block assembly
The cut-in block is fitted on left of the rear section beside the engine.
Basic function
The cut-in block includes the following components in a single housing:
– Pilot control solenoid valve (working hydraulics)
– Overspeed protection solenoid valve (rear axle braking function)
Pilot control solenoid valve

When the engine is running or when the starter switch is in position 1, the
pilot control solenoid valve 5 is activated automatically. Control oil flows to
the pilot control unit 1 and the working hydraulics can be operated.
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Hydraulic plan of the solenoid valve block

1 Pilot control unit 5 Pilot control solenoid valve
2 Pilot control hydro accumulator 6 Overspeed protection solenoid
3 Solenoid valve block assembly valve
4 Check valve 7 Replenishing pump
The on-road travel button deactivates the pilot control solenoid valve 5. The
P connection in the pilot control unit 1 is relieved towards the hydraulic tank
and the working hydraulics cannot be used.
The pilot control hydro accumulator 3 with check valve 4 allows the working
hydraulics to be used even when the engine is not running (starter switch in
position 1). The lift arms can be lowered and the working attachment tilted out.
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Pilot control unit
7.3.3 Pilot control hydro accumulator

(ID 7622 448)
Technical data
See section 2.1
Design
Components of the hydro accumulator

1 Plug 3 Closing head
2 Membrane 4 Accumulator
The elastic partition between the fluid and the nitrogen is a membrane 2,
which is stretched in the accumulator 4. The closing head 3 prevents the
membrane from being pressed into the inlet opening when the hydro
accumulator is completely empty.
The plug 1 allows the accumulator to be checked and topped up using the
filling and testing device.
Basic function
The purpose of the hydro accumulator is to store hydraulic energy and
supply it when needed.
It has the following applications:
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– To act as an attenuator for pressure peaks, for example for the ride
control system or steering attenuation.
– As an energy reserve to supply energy when needed, for example for the
brake system.
Storing pressure for the pilot control

The hydro accumulator 1 allows the working hydraulics to be used even
when the engine is not running (starter switch in position 1). The lift arms
can be lowered and the working attachment tilted out.
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Pilot control unit
7.3.4 Float position pressure switch

(ID 6905 869)
Technical data
See section 2.1
Design
Components of the pressure switch

1 Connection contact 4 Switch contact
2 Adjusting screw 5 Membrane
3 Pressure spring 6 Housing
The float position pressure switch is installed under the pilot control unit in
the control line for lowering the lift arms.
Basic function
The membrane pressure switches are for switching electric circuits on and
off. The hydraulic pressure acts via a membrane on an adjustable spring.
When a set value is reached, the electric contact closes and the circuit is
closed.
This type of membrane pressure switch is known as “normally open”.
Activating the float position function

The float position pressure switch activates the float position function.
Layout of pressure switches and solenoid valve

1 Float position / ride control sole- 3 Ride control pressure switch
noid valve 4 Float position retaining sole-
2 Float position pressure switch noid
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Pilot control unit
When the float position pressure switch 2 reaches a set pilot control
pressure, its electrical contact closes. If the float position/ride control button
is switched on, the float position/ride control solenoid valve 1 (on the control
valve block) and the float position retaining solenoid 4 (in the pilot control
unit) are activated.
When float position retaining solenoid 4 is activated, its magnetic force holds
the control lever in its end position.
The float position/ride control solenoid valve 1 (on the control valve block)
relieves the lift cylinder rod end to the hydraulic tank. The working attachment
lies on the ground under its own weight.
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Ride control
7.4 Ride control

7.4.1 Ride control – L550, L556
Design
Main components of the ride control system

1 Lift cylinder 3 Float position / ride control sole- 4 Stabilisation module
2 Control block noid valve 5 Hydro accumulator
The stabilisation module 4, hydro accumulator 5 and control valve block 2
are installed in the front section.
Basic function
LBH/Version 01/10.2006/en/dw/16/08/2010
The wheel loader is an unsprung earth-moving machine and therefore tends

towards bouncing and pitching vibrations. These vibrations are uncomfortable
for the driver, reduce drive performance and machine safety.
The ride control system is a hydropneumatic spring support between the lift
arms and the chassis. It reduces bouncing and pitching vibrations.

Ride control
Hydraulic diagram of the ride control system
1 Stabilisation module 9 Lowering valve 14 Control block assembly

2 Ride control spool valve 10 Lifting valve 15 Lift cylinder spool valve
3 Restrictor check valve 11 Float position pressure switch, 16 Float position / ride control so-
4 Ride control solenoid valve 26 bar lenoid valve
5 Safety valve 12 Ride control pressure switch, 17 Lifting pressure relief valve
6 Hydro accumulator unit 10 bar 18 Replenishing valve
7 Check valve 13 Lift cylinder 19 Tilt cylinder spool valve
8 Pilot control unit
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When ride control is activated, the lift cylinders 15 are connected at the base
end to the hydro accumulators 6. The hydro accumulators are filled with
nitrogen and absorb pressure peaks at the base end of the lift cylinders.
The lift cylinders are connected at the rod end to the hydraulic tank. This
allows the lift arms to move up freely.

Ride control
The stabilisation module protects the hydro accumulator from overload.
If the pressure is too high, the stabilisation module stops the oil flow to the
hydro accumulators.
The solenoid valve 7 is for activating and deactivating ride control.
The safety valve 2 opens if the pressure to the tank connection is too high.
This protects the hydro accumulator from overload.
See the detailed description in the section on the stabilisation module.
Hydro accumulator unit

The stabilisation module protects the hydro accumulator 1 from overload.
hydro accumulators.
The hydro accumulators absorb bouncing and pitching vibrations.
The vibration damping effect is achieved using a nitrogen filling in the
hydro accumulators.
See the detailed description in the section on the hydro accumulator unit.
Control valve block

cylinder 1.
The lift cylinder base end is connected to the control valve block and the
stabilisation module.
The float position/ride control solenoid valve 3 connects the lift cylinder rod
end to the hydraulic tank when it is activated.

The ride control pressure switch 1 prevents ride control from being activated
at the same time as the float position or lift arm lowering function.
When the float position or lift arm lowering function is not activated, the
contact in the ride control pressure switch 1 is closed. This means that ride
control can be activated.
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Ride control
Ride control deactivated

When ride control is deactivated, the spool valve 2 is in the second position.
Oil can flow through the check valve from the spool valve 2 to hydro
accumulators 6. This means the hydro accumulators already have the load
pressure of the working attachment.
If the pressure is too high, the spool valve 2 blocks the connection to the hydro
accumulators. This pushes the spool valve to the left into the closed position.
The connection between the lift cylinder rod end and the hydraulic tank is
interrupted. The pressure generated at the lift cylinder rod end prevents the
working attachment from vibrating. This makes it easier to pick up material.
Hydraulic diagram with ride control deactivated

1 Stabilisation module 4 Ride control solenoid valve 8 Lift cylinder
2 Ride control spool valve 5 Safety valve 9 Float position / ride control sole-
3 Restrictor check valve 6 Hydro accumulator unit noid valve
7 Check valve 10 Lift cylinder spool valve LBH/Version 01/10.2006/en/dw/16/08/2010

Ride control
Ride control activated

Ride control can only be activated when:
– The ride control button is activated
– The travel speed is above 9.1 km/h (adjustable)
– The contact on the ride control pressure switch is closed
When ride control is activated, the float position/ride control solenoid valve 9
and the ride control solenoid valve 4 are energised.
The float position/ride control solenoid valve 9 opens the lift cylinder rod end
to the hydraulic tank.
The ride control solenoid valve 4 directs the pressure of the hydro accumulator
to the left side of the spool valve 2. This pushes the spool valve 2 right, fully
opening the connection to the hydro accumulators.
The safety valve 5 is installed to relieve the pressure. If there are excess
pressure peaks, the safety valve opens to the hydraulic tank.
If the speed falls below 9.1 km/h the two solenoid valves are switched off
again. The lift arms can no longer vibrate.
The activation speed of 9.1 km/h can be adjusted using the SCULI software.
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Hydraulic diagram with ride control activated

7 Check valve 10 Lift cylinder spool valve

Ride control
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Ride control
7.4.2 Ride control – L566, L576, L580

Design
Main components of the ride control system

1 Lift cylinder 3 Float position / ride control sole- 4 Stabilisation module
2 Control block noid valve 5 Hydro accumulator
The stabilisation module 4, hydro accumulator 5 and control valve block 2
are installed in the front section.
Basic function
LBH/Version 01/10.2006/en/dw/16/08/2010
The wheel loader is an unsprung earth-moving machine and therefore tends

towards bouncing and pitching vibrations. These vibrations are uncomfortable
for the driver, reduce drive performance and machine safety.
The ride control system is a hydropneumatic spring support between the lift
arms and the chassis. It reduces bouncing and pitching vibrations.

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L580 - 459 / from 14171
MJFCIFSS
Ride control
Hydraulic diagram of the ride control system
1 Stabilisation module 9 Lowering valve 14 Control block assembly

2 Ride control spool valve 10 Lifting valve 15 Lift cylinder spool valve
3 Restrictor check valve 11 Float position pressure switch, 16 Float position / ride control so-
4 Ride control solenoid valve 26 bar lenoid valve
5 Safety valve 12 Ride control pressure switch, 17 Lifting pressure relief valve
6 Hydro accumulator unit 10 bar 18 Replenishing valve
7 Check valve 13 Lift cylinder 19 Tilt cylinder spool valve
8 Pilot control unit
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When ride control is activated, the lift cylinders 15 are connected at the base
end to the hydro accumulators 6. The hydro accumulators are filled with
nitrogen and absorb pressure peaks at the base end of the lift cylinders.
The lift cylinders are connected at the rod end to the hydraulic tank. This
allows the lift arms to move up freely.

L580 - 459 / from 14171
Ride control
The stabilisation module protects the hydro accumulator from overload.
hydro accumulators.
The solenoid valve 7 is for activating and deactivating ride control.
The safety valve 2 opens if the pressure to the tank connection is too high.
This protects the hydro accumulator from overload.
See the detailed description in the section on the stabilisation module.

The stabilisation module protects the hydro accumulator 1 from overload.
hydro accumulators.
The hydro accumulators absorb bouncing and pitching vibrations.
The vibration damping effect is achieved using a nitrogen filling in the
hydro accumulators.
See the detailed description in the section on the hydro accumulator unit.
Control valve block

cylinder 1.
The lift cylinder base end is connected to the control valve block and the
stabilisation module.
The float position/ride control solenoid valve 3 connects the lift cylinder rod
end to the hydraulic tank when it is activated.

The ride control pressure switch 1 prevents ride control from being activated
at the same time as the float position or lift arm lowering function.
contact in the ride control pressure switch 1 is closed. This means that ride
LBH/Version 01/10.2006/en/dw/16/08/2010

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L580 - 459 / from 14171
MJFCIFSS
Ride control
Ride control deactivated

When ride control is deactivated, the spool valve 2 is in the second position.
Oil can flow through the check valve from the spool valve 2 to hydro
accumulators 6. This means the hydro accumulators already have the load
pressure of the working attachment.
If the pressure is too high, the spool valve 2 blocks the connection to the hydro
accumulators. This pushes the spool valve to the left into the closed position.
The connection between the lift cylinder rod end and the hydraulic tank is
interrupted. The pressure generated at the lift cylinder rod end prevents the
working attachment from vibrating. This makes it easier to pick up material.
Hydraulic diagram with ride control deactivated

7 Check valve 10 Lift cylinder spool valve LBH/Version 01/10.2006/en/dw/16/08/2010

L580 - 459 / from 14171
Ride control
Ride control activated

Ride control can only be activated when:
– The ride control button is activated
– At a travel speed above 9.1 km/h (adjustable)
– The contact on the ride control pressure switch is closed
When ride control is activated, the float position/ride control solenoid valve 9
and the ride control solenoid valve 4 are energised.
The float position/ride control solenoid valve 9 opens the lift cylinder rod end
to the hydraulic tank.
The ride control solenoid valve 4 directs the pressure of the hydro accumu-
lator to the left side of the spool valve 2. This pushes the spool valve 2 right,
fully opening the connection to the hydro accumulators.
The safety valve 5 is installed to relieve the pressure. If there are excess
pressure peaks, the safety valve opens to the hydraulic tank.
If the speed falls below 9.1 km/h the two solenoid valves are switched off
again. The lift arms can no longer vibrate.
The activation speed of 9.1 km/h can be adjusted using the SCULI software.
LBH/Version 01/10.2006/en/dw/16/08/2010
Hydraulic diagram with ride control activated

1 Stabilisation module 5 Safety valve 9 Float position / ride control sole-
2 Ride control spool valve 6 Hydro accumulator unit noid valve
3 Restrictor check valve 7 Check valve 10 Lift cylinder spool valve
4 Ride control solenoid valve 8 Lift cylinder

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MJFCIFSS
Ride control
LBH/Version 01/10.2006/en/dw/16/08/2010

L580 - 459 / from 14171
Ride control
7.4.3 Stabilisation module
Technical data
See section 2.1
Design
Main components of the stabilisation module

1 Housing 5 Hydro accumulator connection
2 Safety valve 6 Tank connection
3 Ride control piston 7 Ride control solenoid valve
4 Lift cylinder connection
The stabilisation module is mounted under the steering cylinder in the
front section.
It consists of the housing 1, which contains the safety valve 2 and the ride
control piston 3. The ride control solenoid valve 7 is for activating and deacti-
vating ride control.
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Ride control
Components of the stabilisation module
1 Plug 6 Regulating spring 10 Outer restrictor screw

2 Socket-head screw 7 Ride control spool valve 11 Restrictor check valve
3 Spacer bushing 8 Relief valve 12 Inner restrictor screw
4 Spring cup 9 Ride control solenoid valve 13 Housing
5 Regulating spring
Basic function
The stabilisation module protects the hydro accumulator from excessive
pressure peaks. LBH/Version 01/10.2006/en/dw/16/08/2010
Hydraulic diagram of the stabilisation module
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Ride control
7.4.4 Hydro accumulator unit
Technical data
See section 2.1
Design
Components of the hydro accumulator unit

1 Housing 3 Hydro accumulator
2 Stabilisation module connection
The hydro accumulator unit is mounted in the front section. The hydro
accumulators are mounted on the housing.
The housing is connected to the stabilisation module.
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Function
The hydro accumulator unit is connected via the stabilisation module to the
base end of the lift cylinders. If the maximum pressure is reached, the
stabilisation module stops the oil flow to the hydro accumulators. This
protects the hydro accumulator from overload.
The hydro accumulators absorb bouncing and pitching vibrations. The vibration
damping effect is achieved using a nitrogen filling in the hydro accumulators.
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Ride control
Oil filling on the nitrogen side of the hydro accumulator
Cross section of the hydro accumulator

1 Plug 4 Membrane
2 Nitrogen filling 5 Closing head
3 Oil filling 6 Accumulator
The hydro accumulators have a small amount of oil in them to protect the
membrane on the nitrogen side. When sudden pressure peaks occur, such
as when driving over rough ground, the oil prevents the membrane from
hitting the inside of the accumulator too hard.
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Ride control
7.4.5 Ride control pressure switch

(ID 6905 893)
Technical data
See section 2.1
Design

The ride control pressure switch is installed under the pilot control unit in the
control line for lowering the lift arms.
Basic function
The membrane pressure switches are for switching electric circuits on and off.
The hydraulic pressure acts via a membrane on an adjustable spring. When a
set value is reached, the electric contact opens and the circuit is interrupted.
This type of membrane pressure switch is known as "normally closed".
Deactivating the ride control function

The ride control pressure switch prevents ride control from being activated at
the same time as the float position or lift arm lowering function.
contact in the ride control pressure switch is closed. This means that ride
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When the float position or lift arm lowering function is activated, the pressure
on the ride control pressure switch increases and the electrical contact in the
switch opens. This prevents ride control from being activated at the same time.
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Ride control
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Lift and tilt cylinders
7.5 Lift and tilt cylinders

7.5.1 Lift cylinder
Technical data
See section 2.1
Design
Main components of the lift cylinder

1 Rod-end cylinder bearing 4 Piston rod 7 Hex screw
2 Piston rod bearing 5 Piston
3 Cylinder tube 6 Base-end cylinder bearing
The cylinder base is welded to the cylinder tube 3.
The rod-end cylinder bearing 1 is forked.
The base-end cylinder bearing 6 is a lug with a bearing bushing.
The piston rod bearing 2 is pushed on and screwed to the cylinder tube 3.
The piston 5 and the piston rod bearing 2 are fitted with Glyd Seal, Rimseal
and Stepseal sealing rings.
The O rings are equipped with support rings.
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Extension and retraction

The hydraulic cylinder is a double-action cylinder with a piston at one end.
The maximum forces in the cylinder depend on the maximum operating
pressure and the active surfaces.
When extending, the piston face is active; when retracting, the smaller ring
face is active.
This means the force when extending is greater than when retracting.
The piston speed is inversely proportional to the force. It is faster when
retracting than extending.
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Piston rod guide

The piston rod is guided by the guide rings on the piston and in the piston
rod bearing.
Sealing
The scraper ring in the piston rod bearing prevents dirt from penetrating the
piston rod.
The O-rings and the Glyd Seal, Rimseal and Stepseal sealing rings seal the
pressure chambers inside and out.
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7.5.2 Tilt cylinder
Technical data
See section 2.1
Design
Main components of the tilt cylinder

1 Rod-end cylinder bearing 4 Piston rod 7 Hex screw
3 Cylinder tube 6 Base-end cylinder bearing
The rod-end cylinder bearing 1 and the base-end cylinder bearing 6 form a
lug with a bearing bushing.
The piston rod bearing 2 is pushed on and screwed to the cylinder tube 3.
The O rings are equipped with support rings.
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face is active.
Piston rod guide

rod bearing.
Sealing
piston rod.
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Hydraulic tank
7.6 Hydraulic tank

Design
Main components of the hydraulic tank

1 Shut-off valve 6 Steel container
2 Working hydraulics pump in- 7 Gear pump intake connection
take port 8 Oil level sight glass
3 Emergency steering pump in- 9 Return and suction filter
take port 10 Return strainer
4 Steering pump intake port 11 Bleeder filter
5 Suction line from replenish- 12 Fixing panels for air filter and ex-
ing pump haust system
The hydraulic tank is fitted on the rear section. The fittings for fastening the
exhaust and air filter are on the steel part of the hydraulic tank.
Basic function
The hydraulic tank contains the oil required by the hydraulic system. It
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supplies oil to the travel hydraulics, working hydraulics, brake system and
steering system.
When the machine moves, a plate inside the hydraulic tank calms the
hydraulic oil. This moderating plate divides the hydraulic tank into a return
chamber and an intake chamber.
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Hydraulic tank
Filter unit
The filter unit consists of the following components:
1 Return suction filter
2 Return strainer
3 Bleeder filter
4 Suction line from replenishing pump
The return suction filter 1 filters the oil flowing back from the working and
travel hydraulics. The oil flows from the inside outwards through the filter.
At the same time the filter acts as a suction filter for the replenishing pump of
the hydrostatic travel drive. The replenishing pump draws up the filtered oil
via the connection 4.
To prevent excessive changes of pressure inside the hydraulic tank, air must
be exchanged with the atmosphere outside. The bleeder filter 2 provides the
connection to the outside.
To prevent contamination, the air taken in from outside passes through a
fine filter. A valve with a spring provides a slight pressure inside the
hydraulic tank.
The return strainer 3 filters some of the oil returning from the entire hydraulic
system. The filtered oil then flows back to the hydraulic tank.
See the detailed description in the section on the filter unit and bleeder filter.
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Hydraulic tank
7.6.1 Filter unit
Technical data
See section 2.1
Design
Main components and connections of the filter unit

1 Return and suction filter 4 Return strainer
2 Integrated bypass valve 5 Filter housing
3 Bleeder filter 6 Suction line from replenish-
ing pump
The filter unit is contained in the hydraulic tank.
The steel vessel is sealed with an O-ring.
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Hydraulic tank
Components of the filter unit
1 Filter housing 6 Bypass valve 11 Return pipe

2 Return suction filter cover 7 Pre-tension valve 12 Replenishing valve
3 Return strainer cover 8 Suction line from replenishing pump 13 Filter element
4 Duct to bypass valve 9 Replenishing strainer 14 Magnetic rod
5 Bleeder filter 10 Return strainer 15 Filter casing
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Hydraulic tank
Basic function
The return suction filter 1 acts as a return filter for oil flowing back from the
working and travel hydraulics, and as a suction filter for the replenishing
pump of the hydrostatic travel drive.
Some of oil flowing back from the various consumer units is pumped through
the return suction filter 3 back to the hydraulic tank.
The bleeder filter 2 prevents inadmissible pressure changes inside the hydrau-
lic tank. This means air can be exchanged with the atmosphere outside.
Connections on the filter unit:
4 Compact brake pump leak oil
5 Fan motor leak oil
7 Working hydraulics pump leak oil
8 Solenoid valve block return line
9 Working hydraulics pump leak oil
10 Return line from control block
11 Return line from oil cooler
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Basic function of the filter unit

1 Control block oil cooler connection 6 Replenishing strainer
2 Magnetic rod 7 Pre-tension valve
3 Return and suction filter 8 Return strainer
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Hydraulic tank
4 Lower chamber 9 Return pipe

The oil flowing back from the working and travel hydraulics is pumped
through the connection 1 to the return suction filter 3. The oil flows from the
inside outwards through the return suction filter 3 and is cleaned.
The magnetic rod 2 attracts larger metal particles from the oil flowing past.
This also increases the lifetime of the filter.
The outside of the filter is connected to intake connection 5 of the replenish-
ing pump.
More oil flows from the working and travel hydraulics to the return and
suction filter than is drawn up by the replenishing pump. The excess oil flows
through the pre-tension valve 7 to the hydraulic tank.
Oil supply to the replenishing pump

The returning oil flows from the inside outwards through the return suction
filter 1.
The replenishing pump of the travel hydraulics draws up some of the oil from
the lower chamber 2 via the intake connection 4.
The pre-tension valve 3 preloads the intake connection 4 of the replenishing
pump with a pressure of 0.5 bar. The excess oil flows through the pre-
tension valve 3 to the hydraulic tank.
The pressure of the intake connection 4 allows the replenishing to draw up oil
more easily for cold starts. This increases the pressure in the hydrostatic con-
trol circuit increases more quickly and a better drive performance is achieved.
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Replenishing pump oil supply Replenishing function

1 Return and suction filter 4 Suction line from replenish-
2 Lower chamber ing pump
3 Pre-tension valve 5 Replenishing strainer
6 Replenishing valve
If there is insufficient oil to supply the replenishing pump, it can draw up oil
from the hydraulic tank. Oil flows through the replenishing strainer 5 and the
replenishing valve 6 to the intake connection 4 of the replenishing pump.
There may be too little oil in the filter element, for instance after it is changed.
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Hydraulic tank
Bypass valve for pressure relief

The bypass valve 4 prevents excess pressure in the return system.
Excess pressure can arise if the filter element 1 is dirty or if the oil is not suf-
ficiently viscous.
If a certain pressure is reached, the bypass valve 4 opens. The oil then flows
through the duct 3, the bypass valve 4 and the return strainer 5 to the
hydraulic tank.
Return suction filter with bypass valve and return strainer

1 Return and suction filter 4 Bypass valve
2 Connections to the filter unit: 5 Return strainer
3 Duct to bypass valve
The return strainer 5 catches dirt particles. This prevents soiling of the
hydraulic tank.
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Hydraulic tank
7.6.2 Bleeder filter
Technical data
See section 2.1
Design
Components of the bleeder filter

1 Filter housing 6 O-ring
2 Inlet valve 7 Fine filter
3 Pressure spring 8 O-ring
4 Outlet valve 9 Inner housing
5 Pressure spring
The bleeder filter consists of an oil-resistant, corrosion-proof plastic housing
in which a filter element folded in a star shape is inserted. The bleeder filter
contains an inlet and outlet valve.
Function
To prevent excessive changes of pressure inside the hydraulic tank, air must
be exchanged with the atmosphere outside.
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To prevent contamination, the air taken in from outside passes through the
fine filter.
The spring-loaded outlet valve 2 and inlet valve 3 reduce the exchange of
air. This minimises the oil contamination and increases the service life of the
fine filter element.
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Hydraulic tank
Excess pressure in the hydraulic tank

Excess pressure in the hydraulic tank can be caused by increased oil
temperature or by the hydraulic cylinders retracting.
At a certain excess pressure, the outlet valve 2 opens. This allows air to
escape through the fine filter 1 and the opening 3.
Insufficient pressure in the hydraulic tank

Insufficient pressure in the hydraulic tank can be caused by decreasing oil
temperature or by the hydraulic cylinders extending.
At a certain low pressure, the inlet valve 4 opens. This allows air to flow in
through the opening 3 and the fine filter 1.
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Hydraulic tank
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8 Steering System
8.0
Chapter contents
8 Steering System.................................................................. 8.0-1
8.0 Steering system ..............................................................................8.0-1
8.1 Steering pump ................................................................................8.1-1
8.2 Servostat.........................................................................................8.2-1
8.3 Steering cylinder .............................................................................8.3-1

8.3.1 Steering damper hydro accumulator ....................................8.3-3
8.4 Emergency steering........................................................................8.4-1

8.4.1 Emergency steering pump ...................................................8.4-5
8.4.2 Emergency steering pressure switch ...................................8.4-7
8.4.3 Emergency steering pressure switch ...................................8.4-8
8.4.4 Emergency steering check pressure switch .......................8.4-10
8.4.5 Emergency steering check pressure switch .......................8.4-11
8.4.6 Valve block .........................................................................8.4-13
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MJFCIFSS
Steering System Service Manual
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Service Manual Steering System
8.0 Steering system

Design
Main components of the steering system

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1 Servostat 5 Variable displacement pump 9 Steering damper hydro

2 Oil cooler 6 Valve block accumulator
3 Collector pipe 7 Emergency steering pump 10 Right steering cylinder
4 Hydraulic tank 8 Left steering cylinder
The machine has articulated steering. Two steering cylinders move the front
section and the rear section to each other using the articulated joint.
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Basic function
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Hydraulic diagram of the steering system
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1 Hydraulic tank 18 Left steering cylinder 36 Valve slider

2 Bleeder filter 19 Left steering damper 40 Valve block
3 Return strainer hydro accumulator 41 Check valve
4 Bypass valve 20 Variable displacement pump 42 Check valve
5 Return suction filter 21 Axial piston pump 43 Variable displacement pump
6 Pre-tension valve 22 Servo cylinder pressure switch B3
7 Replenishing valve with strainer 23 Return cylinder 44 Emergency steering pump
8 Travel pump return line 24 Restrictor pressure switch B3a
9 Fan motor leak oil 25 Restrictor 45 Emergency steering pump
10 Compact brake pump leak oil 26 Pressure cut-off 46 Electric motor
11 Solenoid valve block leak oil 27 Flow controller 47 Gear pump
12 Return line from oil cooler 28 Working hydraulics pump 48 Pressure relief valve
13 Shut-off valve return line 50 Oil cooler
14 Working hydraulics pump 30 Servostat 51 Collector pipe
intake port 31 Left replenishing valve 52 Bypass valve
15 Hydraulic oil temperature sensor 32 Left pressure relief valve
Test connections:
16 Right steering cylinder 33 Right replenishing valve
P High pressure / steering pump
17 Right steering damper hydro 34 Right pressure relief valve
M High pressure / steering pump
accumulator 35 Metering pump
or emergency steering pump
The steering system operates in an open circuit. The variable displacement
pump 20 draws up oil from the hydraulic tank 1 and pumps it through the
valve block 40 to the servostat 30. The servostat supplies oil to the two
steering cylinders when the steering wheel is moved.
The load sensing system ensures that the pump 20 only pumps as much oil
as is actually required.
The emergency steering system allows steering movement if the variable
displacement pump fails. The emergency steering pump 45 delivers oil via
the valve block 40 to the servostat 30.
The hydro accumulators 17 and 18 on the steering cylinders absorb steering
movements. The absorber system in the steering cylinder prevents the front
and rear sections from bumping other at full articulation.
Hydraulic tank
The hydraulic tank provides filtered oil for the steering system. The variable
displacement pump draws up oil from the hydraulic tank via the connection 1.
The returning oil from the servostat is pumped back through the oil cooler
and the connection 3 via the return suction filter 4 to the hydraulic tank. Leak
oil from the variable displacement pump is directed through the connection 2
via the return strainer 5 to the hydraulic tank. The bleeder filter 6 compen-
sates for pressure differences inside the hydraulic tank by providing
appropriate ventilation.
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The pump draws up oil directly from the hydraulic tank and pumps it through
the valve block to the servostat.
The load sensing system ensures that the variable displacement pump only
provides as much oil as the steering system currently needs.
The pressure cut-off valve 2 limits the maximum pressure of the pump.
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Valve block
The valve block directs the oil from the variable displacement pump or the
emergency steering pump to the servostat.
The emergency steering pressure switch 1 monitors the pressure of the
variable displacement pump. If the pressure at the emergency steering
pressure switch 1 is too low, the emergency steering pump is automatically
activated. This can happen if the diesel engine shuts down or if the variable
displacement pump fails.
The check valves 2 and 3 prevent the oil from flowing back to the pumps.
See the detailed description in the section on the valve block.
Servostat
The servostat is connected to the steering column. The steering wheel
actuates the metering pump and valve slider in the servostat, causing the
steering system to move.
If the steering wheel is moved quickly, the flow booster system pumps some
of the oil via the spool directly to the steering cylinders. This facilitates fast
steering on rough terrain.
When the steering wheel is moved slowly, the flow booster is not activated.
All the oil is pumped through the spool and the metering pump to the steer-
ing cylinders. This facilitates sensitive steering on roads.
Two pressure relief valves protect the steering cylinder and servostat from
excessive pressure peaks.
See the detailed description in the section on the servostat.
Steering cylinder
The steering cylinders are connected to the front and rear sections.
The servostat supplies oil to the steering cylinders during steering.
The hydro accumulators on the steering cylinders absorb steering move-
ments. The absorber system in the steering cylinder prevents the front and
rear sections from bumping other at full articulation.
See the detailed description in the section on the steering cylinder.
Emergency steering function

The emergency steering function allows the steering system to be operated
if the engine or the variable displacement pump fails. The emergency
steering pump is activated by the main electronics (master).
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See the detailed description in the section on emergency steering.
Emergency steering pump

The gear pump 4 of the emergency steering pump is powered by the electric
motor 2. The electric motor is switched on when necessary via the relay 1.
In emergency steering mode the emergency steering pump draws up oil from
the hydraulic tank and pumps it through the valve block to the servostat.
The pressure relief valve 3 protects the pump from excess pressure.
See the detailed description in the section on the emergency steering pump.
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Steering pump
8.1 Steering pump

Technical data
See section 2.1
Design
Main components of the steering pump

1 Drive shaft 4 Pressure cut-off
3 Flow controller
The steering pump is an axial piston pump with a swash plate design. The
steering pump is flange-mounted to the working hydraulics pump and is
driven by the diesel engine via this unit.
The pressure and flow controller attached to pump housing affect the control
unit of the pump.
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Steering pump
Components of the steering pump

1 Drive shaft 9 Cylinder 17 Intake connection
2 Snap ring 10 Control plate 18 Snap ring
3 Shaft seal ring 11 O-ring 19 Support ring
4 Pump housing 12 P connection 20 Pressure spring
5 Bearing casing 13 Valve housing 21 Support ring
6 Swash plate 14 Shim 22 Glide shoe
7 Return plate 15 Tapered roller bearing 23 Return ball
8 Piston 16 Shim 24 Tapered roller bearing
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Steering pump
Components of the steering pump

1 Ball journal 6 Test connection P 11 Guide piston
2 Glide shoe 7 Plug 12 Return cylinder
3 Servo piston 8 Pressure cut-off 13 Glide shoe
4 Regulating spring 9 Flow controller 14 Ball journal
5 Piston guide 10 LS connection
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Steering pump
Basic function

1 Rotary group 7 Flow controller
2 Servo cylinder 8 High pressure test connection
3 Return cylinder 9 Oil to servostat
4 Restrictor 10 LS signal from servostat
5 Restrictor 11 Return line to hydraulic tank
6 Pressure cut-off 12 Intake connection
The steering pump operates in an open circuit. During operation, the pump
delivers oil from the hydraulic tank through the valve block to the steering.
The displacement of the steering pump is proportional to the input speed
and the variable cylinder volume.
The pressure cut-off valve 6 and flow controller 7 attached to pump housing
affect the control unit of the pump. The pump control unit pivots the swash
plate out of the zero position. When the swash plate pivots out, the piston
stroke in the rotary group 1 increases and the pump starts delivering oil.
Control unit
The control unit continuously regulates the steering pump flow. The angle of
the swash plate 3 is changed from 0° towards 15° and vice versa. LBH/Version 01/10.2006/en/dw/16/10/2007
Control unit with return cylinder and actuating cylinder
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Steering pump
The system pressure constantly acts on the actuating cylinder 1. The

actuating cylinder 1 pushes the swash plate 3 towards a wider angle and
pump delivers oil.
The return cylinder 2 moves the swash plate 3 against the actuating cylinder
1 to a smaller angle. The effective piston face of the return cylinder 2 is
larger than that of the actuating cylinder 1.
The oil pressure acting on the return cylinder 2 is controlled by the flow
controller or pressure cut-off valve. In the pump control range, the oil
pressure on the return cylinder is just enough to keep the forces of the
actuating and return cylinders in equilibrium. This means the pump can
maintain a specific pivot angle and pump a corresponding amount of oil.
Flow controller (load sensing)

The load sensing system ensures that the variable displacement pump
only provides as much oil from the hydraulic tank as the steering system
currently needs.
If the steering system needs oil, the load pressure at the connection 4 increases.
The pressure and the force of the springs 5 push the piston 2 against the pump
pressure. The duct A opens to the tank connection T. The open duct A relieves
the return cylinder 3 and the pump delivers the required quantity of oil.
Flow controller during steering (pump delivers oil)
1 Flow controller 6 Adjusting screw

2 Valve piston 7 Pressure cut-off
3 Plug T Pump housing return line
4 Connection X A To the return cylinder
5 Pressure springs P High pressure
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Steering pump
If the steering wheel is not moved, the load pressure at the connection 4
decreases. The pump pressure moves the piston 2 against the springs 5.
The piston 2 opens the pump pressure duct P to the duct A and the return
cylinder regulates the pump to the minimum flow.
Flow controller with no steering movement (pump does not deliver oil)
Pressure cut-off
When the maximum operating pressure in the system has been reached, the
pump moves back to the smallest angle and only delivers leak oil. The
maximum operating pressure remains constant.
When the pump reaches its maximum operating pressure, the piston 3 in the
pressure cut-off valve 1 moves against the spring 4. This opens the duct A
and pressure oil flows to the return cylinder.
The return cylinder moves the swash plate and regulates the pump to the
smallest angle.
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Pressure cut-off valve at maximum system pressure

1 Pressure cut-off 5 Adjusting screw
2 Effective face P High pressure
3 Valve piston A To the return cylinder
4 Pressure spring T Pump housing return line
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Servostat
8.2 Servostat
Technical data
See section 2.1
Design
Main components of the servostat

1 Left pressure relief valve 3 Right pressure relief valve
2 Inner rotary slide valve with teeth 4 Housing with spool valve
5 Metering pump
The servostat is fastened on rubber fittings at the front under the cab. The
rubber fittings prevent noise from the hydraulics from being transferred to the
steel cab frame.
The steering column meshes with the teeth of the internal rotary slider 2.
The internal rotary slider in the servostat is actuated by the steering wheel
and the steering column.
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Servostat
Components of the servostat

1 Closing plate 7 Internal rotary slider 13 Shaft seal ring
2 Metering pump 8 Flight 14 Right pressure relief valve
3 Internal gear 9 Actuator journal 15 Leaf springs
4 O-ring 10 Housing 16 Left pressure relief valve
5 Intermediate flange 11 Needle bearing 17 Replenishing valve
6 Outer valve sleeve 12 Guide ring
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Servostat
Basic function
Hydraulic diagram of the servostat

1 Left replenishing valve 7 Return line to hydraulic tank
2 Left pressure relief valve 8 Steering cylinder connection
3 Right replenishing valve 9 Steering cylinder connection
4 Right pressure relief valve 10 Oil from valve block
5 Metering pump 11 Load sensing signal
6 Valve slider
When it is actuated, the servostat directs oil from the variable displacement
pump to the steering cylinders. The oil supply to the steering cylinders is
precisely metered according to the speed of the steering wheel.
When the steering wheel is turned, the position of the internal rotary slider is
turned in relation to the outer valve sleeve. This opens the valve, allowing a
certain amount of oil to flow through the metering pump to the steering cylinder.
Flow booster
The flow booster allows the small servostat to supply oil from two cylinders.
A specific portion of the flow is directed through the metering pump, and
another portion is pumped through the spool directly to the cylinders.
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Diagram of flow booster

1 Boost ratio 3 Oil via the metering pump
2 Turns of steering wheel 4 Oil via the spool
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Servostat
If the steering wheel is moved slowly, the entire flow is directed through the
metering pump 3. The oil flowing to the steering system depends on the size of
the metering pump. This allows very sensitive steering for travelling on roads.
At faster steering speeds of more than 10 turns of the steering wheel per
minute, additional holes in the spool open. Some of the oil flows through the
metering pump 3, and more oil flows the spool 4 directly to the cylinders. The
volumetric flow ration is 1:1.6. This allows very fast steering for rough terrain.
Flow regulation (load sensing)

Load sensing ensures that the variable displacement pump only supplies the
amount of oil currently needed by the steering system. The servostat reports the
required amount of oil via the LS connection to the variable displacement pump.
Steering system in inactive state When the steering is not actuated, the duct P on the variable displacement
pump 3 is blocked. The LS connection for controlling the pump is relieved
via the spool to the tank connection T. The LS depressurised connection ad-
justs the variable displacement pump minimum flow.
Steering system in active state When the steering is actuated, the spool 2 is moved. The connection P is
connected to the connection LS and to the steering cylinder. The increase
pressure at the LS connection causes the flow controller 4 to regulate the
variable displacement pump 3 to the required oil quantity.
The variable displacement pump 3 is adjusted until there is a specific
pressure difference between the connection P and the connection LS.
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Pressure cut-off
The pressure relief valves prevent excessive pressure peaks in the steering
system. Pressure peaks can be caused by sudden loads while driving.
Depending on the direction of the load, either the pressure relief valve 1 on the
left steering cylinder or the pressure relief valve 2 for the right cylinder opens.
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Servostat
When the set pressure is reached, the valve cone 6 opens against the pres-
sure spring 4. Oil flows from the consumer unit 7 to the tank connection 5.
The opening pressure of the pressure relief valve can be set using the
adjusting screw 3.
Replenishing function
The servostat has two replenishing valves: one for steering to the left and
one for steering to the right.
The replenishing valves prevent vacuums from forming in the steering
cylinder under certain operating conditions. Oil flows through the check valve
2 from the tank duct 1 to the steering cylinder (duct 3). The pin 4 prevents
the check valve 2 from moving too far from the valve insert.
LBH/Version 01/10.2006/en/dw/16/10/2007
L566 - 460 / from 14171
Servostat
LBH/Version 01/10.2006/en/dw/16/10/2007
L580 - 459 / from 14171
Steering cylinder
8.3 Steering cylinder

Technical data
See section 2.1
Design
Main components of the steering cylinder

1 Rod-end cylinder bearing 4 Piston rod 7 Base-end cylinder bearing
3 Cylinder tube 6 Damper bushing
The rod-end cylinder bearing 1 and the base-end cylinder bearing 7 form a
lug with a swivel bearing.
The piston rod bearing 2 is screwed into the cylinder tube 3.

LBH/Version 01/10.2006/en/dw/16/10/2007

face is active.
Piston rod guide

rod bearing.
L566 - 460 / from 14171
Steering cylinder
Sealing
piston rod.
Stroke end shock absorber
Stroke end shock absorber

1 Piston rod 3 Damper bushing
2 Piston 4 Damper notch
The piston rod is slowed down before it is fully retracted.
Just before the piston 2 hits the cylinder base, it enters the damper bushing
3 in the cylinder base.
The oil can only flow through the damper notch 4. This decreases the flow
diameter for the displaced oil and the speed of the piston is reduced.
LBH/Version 01/10.2006/en/dw/16/10/2007
L580 - 459 / from 14171
Steering cylinder
8.3.1 Steering damper hydro accumulator
Technical data
See section 2.1
Design

1 Plug for test and filling valve 3 Closing head
accumulator is completely empty.
The plug 1 allows the accumulator to be checked and topped up using the
filling and testing device.
Basic function
LBH/Version 01/10.2006/en/dw/16/10/2007
– As an energy reserve to supply energy when needed, for example for the
brake system.
Steering damper
The hydro accumulators on the steering cylinders absorb steering move-
ments when changing direction quickly. Also, the damping effect absorbs
external influences on the machine, for example if the working attachment is
driven against an obstacle.
L566 - 460 / from 14171
Steering cylinder
Oil filling on the nitrogen side of the hydro accumulator
Cross section of the hydro accumulator

1 Plug for test and filling valve 4 Membrane
2 Nitrogen filling 5 Closing head
3 Oil filling 6 Accumulator
The hydro accumulator has a small amount of oil in it to protect the mem-
brane on the nitrogen side. When sudden pressure peaks occur, such as
when driving on rough terrain or suddenly moving the steering wheel, the oil
prevents the membrane from hitting the inside of the accumulator too hard.
LBH/Version 01/10.2006/en/dw/16/10/2007
L580 - 459 / from 14171
Emergency steering
8.4 Emergency steering

Design
Main components of the emergency steering

1 Emergency steering button 7 Valve block
2 Emergency steering check 8 Emergency steering check
symbol field pressure switch B3a
3 Emergency steering symbol field 9 Emergency steering pump
4 Main electronics (master) 10 Emergency steering pump relay
5 Input module 1 11 Output module 2
6 Emergency steering pressure
switch B3
The emergency steering pump 9, the emergency steering pump relay 10 and
the emergency steering check pressure switch 8 are mounted on the right of
the rear section.
The valve block 7 and the emergency steering pressure switch 6 are
mounted on the left of the rear section.
The main electronics (master) 4 are located in the cab behind the driver's seat.
The input module 1 and the output module 2 are fitted in the right cab access.
LBH/Version 01/10.2006/en/dw/16/10/2007
L566 - 460 / from 14171
Emergency steering
Basic function
Functional diagram of the emergency steering
1 Emergency steering button 7 Valve block

symbol field pressure switch B3a
4 Main electronics (master) 10 Emergency steering pump relay
5 Input module 1 11 Output module 2
6 Emergency steering pressure
switch B3
The emergency steering system allows continued steering if the variable
displacement pump or the diesel engine fails. The emergency steering pump
9 delivers oil via the valve block 7 to the servostat.
The emergency steering pump is regulated by the main electronics (master)
4. The emergency steering check pressure switch 8, and the emergency
steering pressure switch 5 provide the main electronics with the necessary
signals. The emergency steering button 1 is for restarting the emergency
steering pump.
LBH/Version 01/10.2006/en/dw/16/10/2007
L580 - 459 / from 14171
Emergency steering
Pressure switch test

When you switch on the ignition, the pressure switches are tested. The pressure
switch is powered (24 V) via the fuse F11. When the system is OK, no signal is
returned to the input module 1. This tells the main electronics (master) 2 that the
pressure switch is working properly. The symbol fields 3 and 4 do not light up.
If the pressure switch is defective or if there is moisture in the plug or cable,
a positive signal is sent to the input module 1.
If the emergency steering pressure switch 5 is defective, the emergency
steering symbol field 4 lights up. If the emergency steering pressure check
switch 6 is defective, the emergency steering check symbol field 3 lights up.
Function diagram of the emergency steering

when the pressure switch is defective
(ignition on, engine off, both pressure switches
closed in the depressurised state)
1 Input module 1 5 Emergency steering pressure
2 Main electronics (master) switch
symbol field pressure switch
Emergency steering check

Every time the machine is started up the system performs a brief safety test.
This safety test is not performed until the engine is running. This is to
prevent the high current consumption of the emergency steering pump from
impairing the starting procedure.
During the safety test, the emergency steering pump is activated. The pump
runs for 2 to 3 seconds. A pressure of 16 bar must be reached within this
LBH/Version 01/10.2006/en/dw/16/10/2007
time. The contact on the emergency steering check pressure switch 6

closes. During the safety test, the emergency steering check symbol field 3
lights up. The emergency steering system is then operational and the
emergency steering check symbol field goes out.
If the pressure at the emergency steering check pressure switch 6 does not
reach 16 bar, the check symbol field stays lit until the ignition is switched off.
The safety test is interrupted after 3 seconds. The emergency steering field
check symbol field indicates to the driver that the emergency steering
system is defective.
L566 - 460 / from 14171
Emergency steering
Activated emergency steering system
Functional diagram of the emergency steering

1 Input module 1 6 Valve block
2 Output module 2 7 Oil from the steering pump
3 Emergency steering check 8 To servostat
pressure switch 9 Emergency steering button
4 Emergency steering 10 Main electronics (master)
pressure switch
5 Electric motor
If the diesel engine or the steering pump 7 fails, the emergency steering function
is started automatically. If the pressure drops, the emergency steering pressure
switch 4 sends a signal via the input module 1 to the main electronics (master)
10. The main electronics give the start command to the output module 2 and the
emergency steering pump starts pumping oil. At the same time the emergency
steering symbol field lights up, accompanied by an audible signal. The
emergency steering function is provided for 40 seconds. The electric motor 5 of
the emergency steering pump is automatically switched off.
The emergency steering pump can only started manually using the emer-
gency steering button 9. This function is only available for 10 seconds if the
ignition is on.
LBH/Version 01/10.2006/en/dw/16/10/2007
L580 - 459 / from 14171
Emergency steering
8.4.1 Emergency steering pump
Technical data
See section 2.1
Design
Main components of the emergency steering pump

1 Relay 3 Pressure relief valve
2 Electric motor 4 Gear pump
The emergency steering pump is mounted on the right of the rear section.
LBH/Version 01/10.2006/en/dw/16/10/2007
Components of the emergency steering pump

1 Relay 5 Flange 9 Housing
2 Electric motor 6 Seals 10 Valve housing
3 Connector piece 7 Bushing 11 Pressure relief valve
4 Sealing ring 8 Gears
L566 - 460 / from 14171
Emergency steering
Basic function
The gear pump of the emergency steering pump is powered by the electric
motor. The electric motor is switched on and off via a relay.
The gear pump draws up oil from the hydraulic tank as needed. The oil is
pumped via the valve block to the servostat. A pressure relief valve protects
the pump from excess pressure.
Gear pump with pressure relief valve

The gear pump 1 of the emergency steering pump is protected by a pressure
relief valve. By restricting the maximum pressure, this also prevents the
electric motor from consuming too much current.
The system pressure pushes the valve piston 2 against the spring 3.
If the maximum pressure is reached, the valve piston 2 opens. This allows
hydraulic oil to flow out to the intake side of the gear pump.
The maximum pressure is determined by the pressure spring 3 and the
adjusting disc 4.
Emergency steering pump relay

The electric motor 5 of the emergency steering pump is switched on and off
via the relay 1. The relay 1 is activated by the main electronics (master) and
the output module 2. The relay is designed to switch large currents.
LBH/Version 01/10.2006/en/dw/16/10/2007
Emergency steering pump with electric diagram

1 Relay 4 Output module 2
2 Positive current supply 5 Electric motor
3 Relay activation 6 Main earth connection
L580 - 459 / from 14171
Emergency steering
8.4.2 Emergency steering pressure switch

Valid for: L550 - 456 / 16978 - 17730; L556 - 454 / 15653 - 17730;
L566 - 460 / 14171 - 17730; L576 - 457 / 14171 - 17730;
L580 - 459 / 14171 - 17730; Id. 1029 4440
Technical data
See section 2.1
Design

The emergency steering pressure switch 1 is mounted on the valve block 2.
LBH/Version 01/10.2006/en/dw/16/10/2007
Basic function
Membrane pressure switches are for switching electric circuits on and off.
The hydraulic pressure acts via a membrane on an adjustable spring. When
a set value is reached, the electric contact closes and the circuit is closed.
Activating the emergency steering function

The emergency steering pressure switch monitors the steering system
pressure.
If the diesel engine or the steering fails, the pressure at the emergency
steering pressure switch drops. If the pressure drops, the switch contact
opens. This interrupts the positive signal to the input module 1 and the
emergency steering system is activated.
L566 - 460 / from 14171
Emergency steering
8.4.3 Emergency steering pressure switch

L576 - 457 / from 17731; L580 - 459 / from 17731; Id. 1035 3428
Technical data
See section 2.1
Design
Components of the electronic pressure switch

1 Restrictor 5 Electronics
2 Housing 6 Plug connection
3 Pressure chamber 7 3-pin connector
4 Thin layer sensor (DMS)
The emergency steering pressure switch 1 is mounted on the valve block 2.
LBH/Version 01/10.2006/en/dw/16/10/2007
Basic function
Electronic pressure switches are for switching electric circuits on and off.
The hydraulic pressure passes through the restrictor 1 into the pressure
chamber 2. The restrictor 1 is designed so that the hydraulic fluid passes
through a narrow threaded duct into the pressure chamber 2. This evens out
pressure peaks.The resistance of the thin layer sensor 4 is affected by the
curvature of the surface 3. When a set value is reached, the integrated
electronics 5 close the electrical contact.
This type of electronic pressure switch is known as "normally open".
L580 - 459 / from 14171
Emergency steering

1 Restrictor 4 Thin layer sensor (DMS)
2 Pressure chamber 5 Electronics
3 Metal surface 6 3-pin connector

The emergency steering pressure switch monitors the steering system
pressure.
If the diesel engine or the steering fails, the pressure at the emergency
steering pressure switch drops. If the pressure drops, the switch contact
opens. This interrupts the positive signal to the input module 1 and the
emergency steering system is activated.
LBH/Version 01/10.2006/en/dw/16/10/2007
L566 - 460 / from 14171
Emergency steering
8.4.4 Emergency steering check pressure switch

Valid for: L550 - 456 / 16978 - 17730; L556 - 454 / 15653 - 17730;
L566 - 460 / 14171 - 17730; L576 - 457 / 14171 - 17730;
L580 - 459 / 14171 - 17730; Id. 1029 4440
Technical data
See section 2.1
Design

The emergency steering pressure switch 2 is mounted on the emergency
steering pump 1.
Basic function
LBH/Version 01/10.2006/en/dw/16/10/2007

The job of the emergency steering check pressure switch is to test the emer-
gency steering system.
When the diesel engine is started, the emergency steering pump begins to
pump oil. If the pressure rises to the set level, the switch contact closes. A
positive signal to the input module 1 is activated and the emergency steering
check is successfully completed.
L580 - 459 / from 14171
Emergency steering
8.4.5 Emergency steering check pressure switch

L576 - 457 / from 17731; L580 - 459 / from 17731; Id. 1035 3428
Technical data
See section 2.1
Design

The emergency steering pressure switch 2 is mounted on the emergency
steering pump 1.
LBH/Version 01/10.2006/en/dw/16/10/2007
Basic function
pressure peaks.
The resistance of the thin layer sensor 4 is affected by the curvature of the
surface 3. When a set value is reached, the integrated electronics 5 close
the electrical contact.
This type of electronic pressure switch is known as "normally open".
L566 - 460 / from 14171
Emergency steering


The job of the emergency steering check pressure switch is to test the
emergency steering system.
When the diesel engine is started, the emergency steering pump begins to
pump oil. If the pressure rises to the set level, the switch contact closes. A
positive signal to the input module 1 is activated and the emergency steering
check is successfully completed.
LBH/Version 01/10.2006/en/dw/16/10/2007
L580 - 459 / from 14171
Emergency steering
8.4.6 Valve block
Design
Components and connections on the valve block
1 Oil from the emergency 5 To servostat

steering pump 6 Housing
2 Oil from the variable 7 Steering test connection
displacement pump 8 Emergency steering pump
3 Emergency steering check valve
pressure switch
4 Variable displacement pump
check valve
The valve block is fitted on left of the rear section.
Basic function
The valve block connects the oil from the variable displacement pump or the
emergency steering pump to the servostat.
LBH/Version 01/10.2006/en/dw/16/10/2007
Hydraulic plan of the valve block

1 Oil from the variable displace- 5 Variable displacement pump
ment pump check valve
2 Emergency steering pressure switch 6 To servostat
3 Oil from the emergency 7 Steering pressure test
steering pump connection
4 Emergency steering pump
check valve
L566 - 460 / from 14171
Emergency steering
The emergency steering pressure switch 2 monitors the pressure of the

variable displacement pump. If the pressure at the switch 2 is too low, the
emergency steering pump is automatically activated. This can happen if the
diesel engine fails or if the variable displacement pump pressure drops.
The check valves 4 and 5 prevent oil from flowing back to the pump.
Valve block during normal
steering function
Valve block during normal steering function

When the steering is activated, the variable displacement pump delivers oil
to the connection 2 and via the check valve 4 to the servostat. The check
valve 8 prevents oil from flowing back to the emergency steering pump.
Valve block during emergency

steering function
LBH/Version 01/10.2006/en/dw/16/10/2007
Valve block during emergency steering function

The emergency steering pump delivers oil to the connection 1 and via the
check valve 8 to the servostat. The check valve 4 prevents oil from flowing
back to the variable displacement pump.
L580 - 459 / from 14171
9 Brake system
9.0
Chapter contents
9 Brake system ...................................................................... 9.0-1
9.0.1 Brake system........................................................................9.0-1
9.1 Service brake ..................................................................................9.1-1

9.1.1 Brake system gear pump......................................................9.1-1
9.1.2 Compact brake valve............................................................9.1-3
9.1.3 Service brake hydro accumulator.........................................9.1-7
9.1.4 Brake light pressure switch ..................................................9.1-9
9.1.5 Accumulator charge pressure switch .................................9.1-10
9.1.6 Accumulator charge pressure switch .................................9.1-11
9.2 Parking brake................................................................................9.2-13

9.2.1 Disc brake...........................................................................9.2-14
9.2.2 Parking brake hydro accumulator.......................................9.2-16
9.3 Overspeed protection .....................................................................9.3-1

9.3.1 Overspeed protection solenoid valve ...................................9.3-3
LBH/version 01/10.2006/en/dw/25/10/2007
L556 - 454 / from 15653
L566 - 460 / from 14171
L580 - 459 / from 14171
MJFCIFSS
Brake system Service Manual
LBH/version 01/10.2006/en/dw/25/10/2007
L580 - 459 / from 14171
Service Manual Brake system
9.0.1 Brake system
Design
Main components of the brake system

1 Compact brake valve 7 Rear axle 13 Front axle
2 Front axle service brake 8 Pilot control solenoid valve
Test connections:
hydro accumulator 9 Overspeed protection
M3 Accumulator charge
3 Rear axle service brake solenoid valve
pressure
hydro accumulator 10 Pilot control hydro accumulator
M4 Front axle brake pressure
4 Parking brake hydro accumulator 11 Oil from the replenishing pump
M5 Rear axle brake pressure
5 Brake system gear pump 12 Transmission with parking brake
M6 Parking brake pressure
6 Hydraulic tank
LBH/version 01/10.2006/en/dw/25/10/2007
The gear pump 5 is flange-mounted on the engine. Together with the compact
brake valve 1, its job is to charge the hydro accumulators of the brake system.
The hydro accumulators for the service brake are fitted outside on the cab floor.
The hydro accumulator for the parking brake mounted directly on the compact
brake valve.
The service brake is a wet disc brake mounted in the wheel hubs of both axles.
The parking brake is a disc brake attached to the transmission 12.
L556 - 454 / from 15653
L566 - 460 / from 14171
Basic function
Hydraulic diagram of the brake system

LBH/version 01/10.2006/en/dw/25/10/2007
1 Hydraulic tank 13 Check valve 24 Transfer gear

2 Return strainer 14 Inverted shuttle valve 25 Parking brake
3 Brake system gear pump 15 Check valve 26 Brake light pressure switch
4 Replenishing pump 16 Parking brake solenoid valve 27 Rear axle disc brakes
5 Solenoid valve block 17 Inching angle sensor 28 Rear axle hydro accumulator
6 Overspeed protection 18 Pressure control piston for 29 Control valve block
solenoid valve 1st circuit (housing spreheating)
7 Pilot control solenoid valve 19 Pressure control piston for
Test connections:
8 Check valve 2nd circuit
M3 Accumulator charge pressure
9 Pilot control hydro accumulator 20 Accumulator charge
M4 Front axle brake pressure
10 Compact brake valve assembly pressure switch
11 Accumulator charge valve 21 Front axle disc brakes
M6 Parking brake pressure
12 Pressure balance pilot valve 22 Front axle hydro accumulator
23 Parking brake hydro accumulator
L580 - 459 / from 14171
The service brake is a hydraulic 2-circuit brake system. It acts on the wet
discs in the front and rear axles.
The brake system gear pump 3 draws up oil from the hydraulic tank 1 and
pumps it to the compact brake valve 10. The accumulator charge valve 11 in the
compact brake valve fills the hydro accumulators to a specified oil pressure.
When the inch/brake pedal is slightly depressed (up to 2/3 of the way down),
only the hydraulic inching function is activated via the inching angle sensor 17.
When the inch/brake pedal is fully depressed (in the last third), oil flows from the
hydro accumulators 22 and 28 via the pressure control pistons 18 and 19 to the
brake pistons in the front and rear axles. This activates the wet disc brakes. At
the end of the braking procedure, the oil flows into the hydraulic tank.
The parking brake 25 is opened by oil pressure and closed by spring force. When
the parking brake solenoid valve 16 is energised, oil flows from the parking brake
hydro accumulator 23 to the parking brake and opens the callipers.
Hydraulic tank
The hydraulic tank provides filtered oil for the brake system. The gear pump
draws up oil from the hydraulic tank via the connection 1. The returning oil is
pumped back through the return strainer 3 to the hydraulic tank.
The bleeder filter 4 compensates for pressure differences inside the
hydraulic tank by providing appropriate ventilation.
Brake system gear pump

The brake system gear pump 2 draws up oil from the hydraulic tank and
pumps it through the connection 4 to the compact brake valve.
The cooling system gear pump 3 and the brake system gear pump 2 have a
shared intake port.
See the detailed description in the section on the brake system gear pump.
Compact brake valve with hydro accumulator

The compact brake valve performs the following tasks:
– Charging the hydro accumulator
LBH/version 01/10.2006/en/dw/25/10/2007
– Inching function when the inch/brake pedal is slightly depressed

– Braking function when the inch/brake pedal is fully depressed
– Activating the parking brake via the parking brake solenoid valve
L556 - 454 / from 15653
L566 - 460 / from 14171
The accumulator charge valve fills the hydro accumulators 2, 3 and 4 to a

specified oil pressure. The accumulator charge pressure switch 5 monitors
the pressure in the hydro accumulators.
When the inch/brake pedal is pressed, oil flows from the service brake hydro
accumulators 3 and 4 to the wet disk brake. The contact on the brake light
pressure switch 6 closes and the brake lights light up.
See the detailed description in the section on the compact brake valve.
Service brake
The service brake is a wet disc brake 1 mounted in the front and rear axles.
The oil pressure pushes the brake discs together. The number of brake
discs and the brake pressure determine the braking force.
See the detailed description of the wet disc brake in the section on the axles.
LBH/version 01/10.2006/en/dw/25/10/2007
L550, L556, L566, L576 Brake discs in the axle L580

1 Brake piston 3 Wheel hub (Multitrac axle) 4 Differential (Hercules axle)
2 Brake discs
L580 - 459 / from 14171
Parking brake
The parking brake is attached to the output shaft of the transmission 4 and
thus acts on all four wheels.
The parking brake is opened by oil pressure and closed by spring force.
When you start the engine and press the parking brake button, the solenoid
valve 2 in the compact brake valve 1 is activated. Oil flows from the hydro
accumulator 3 to the parking brake 5, where it acts on the brake cylinder and
opens the callipers.
When you press the parking brake button again or turn off the engine, the
force of the springs in the brake cylinder closes the brake, thus generating
the required braking torque on the brake disc.
When the parking brake is closed, the LED in the parking brake button and
the parking brake symbol field in the display light up.
See the detailed description in the section on the parking brake.
Overspeed protection
The overspeed protection prevents the engine and the variable displacement
motors from overrevving, which can occur, for example, when driving downhill.
When a set limit speed is exceeded, the overspeed protection solenoid

valve 3 is activated. Oil flows from the replenishing pump 2 to the rear axle
disc brake 5, causing the machine to slow down.
LBH/version 01/10.2006/en/dw/25/10/2007
See the detailed description in the section on overspeed protection.
L556 - 454 / from 15653
L566 - 460 / from 14171
LBH/version 01/10.2006/en/dw/25/10/2007
L580 - 459 / from 14171
Parking brake
9.1 Service brake

9.1.1 Brake system gear pump
Technical data
See section 2.1
Design
Scavenging pump arrangement

1 Motor scavenging pump 2 Brake system gear pump
3 Cooling system gear pump
The gear pumps are fitted on the accessory drive of the engine and is driven
by the engine at a specific transmission ratio via a spur gear.
LBH/version 01/10.2006/en/dw/25/10/2007
Brake system gear pump components

1 Driver 6 Gears
2 O-ring 7 Housing
3 Flange 8 Housing cover
4 Seals 9 Shaft seal ring
5 Bearing bushings
L556 - 454 / from 15653
L566 - 460 / from 14171
Parking brake
Basic function
The gear pump consists of two intermeshing gears enclosed in a housing.
One of the two gears is driven via the outgoing shaft (driving gear), and the
other driven by the gear teeth.
The fluid taken in is injected into the gaps between the teeth and pumped
outside along the housing from the intake port to the pressure port.
Oil supply for the brake system
The brake system gear pump 2 draws up oil from the hydraulic tank 4 via the
internal intake duct of the cooling system gear pump 3. The oil is pumped via
the discharge port to the compact brake valve 1.
Pressure cut-off
The brake system gear pump pressure cut-off is performed by the pressure
relief valve in the compact brake valve.
LBH/version 01/10.2006/en/dw/25/10/2007
L580 - 459 / from 14171
Parking brake
9.1.2 Compact brake valve
Technical data
See section 2.1
Design
This compact brake valve is attached to the cab floor. It is activated using
the inch/brake pedal.
Main components of the compact brake valve

1 Actuation pedal 6 Accumulator charge valve
2 Inching angle sensor R1 7 Parking brake solenoid valve
3 Brake pressure adjusting screw 8 Accumulator charge
4 Brake light pressure switch pressure switch
5 Compact brake valve housing 9 Base plate
LBH/version 01/10.2006/en/dw/25/10/2007
L556 - 454 / from 15653
L566 - 460 / from 14171
Parking brake
LBH/version 01/10.2006/en/dw/25/10/2007
Cross section of the compact brake valve

1 Pedal idle position adjusting screw 10 Opening/closing pressure 17 Pressure control spring
2 Base plate adjusting screw 18 Brake pressure
3 Parking brake check valve 11 Inverted shuttle valve adjusting screw
nd
4 Pressure balance check valve 12 Return spring for 2 brake circuit 19 Seal rings
5 Accumulator pressure test piston 13 Pressure control piston for 20 Pressure control springs
6 Valve insert 2nd brake circuit 21 Spring sleeve
7 Compact brake valve housing 14 Return spring for 1st brake circuit 22 Actuating piston
8 Pilot valve actuating piston 15 Pressure control piston for 1st 23 Actuation pedal
9 Pressure relief valve brake circuit
16 Spring cup
L580 - 459 / from 14171
Parking brake
Basic function
Hydraulic diagram of the compact brake valve

1 Parking brake solenoid valve 9 Accumulator charge valve 16 Parking brake connection
2 Inching angle sensor 10 Flow control nozzle 17 Front axle connection
3 Pressure control piston for 11 Gear pump P connection 18 To the overspeed protection
1st circuit 12 To the control valve block solenoid valve
4 Pressure control piston for (housing preheating) 19 Brake light pressure switch
2nd circuit 13 Accumulator charge 20 Rear axle hydro accumulator
5 Inverted shuttle valve pressure switch 21 Hydraulic tank connections
6 Check valve 14 Front axle hydro accumulator M3 Accumulator charge pressure
7 Pressure balance pilot valve 15 Parking brake hydro accumulator test connection
8 Check valve
The compact brake valve is supplied with oil by a gear pump. The integrated
accumulator charge valve 9 and the pilot valve 7 fill the hydro accumulator
with pressure oil.
If the accumulator charge cut-off pressure is reached, the accumulator
charge valve 9 switches the pump flow to circulate to the connection N.
If braking causes the accumulator pressure to fall to the accumulator charge cut-
LBH/version 01/10.2006/en/dw/25/10/2007
in pressure, the accumulator charge valve 9 switches to accumulator charging.

The brake circuits of the front and rear axles are separated by the inverted
shuttle valve 5.
The parking brake solenoid valve 1 provides pressure oil to the disc brake.
Service brake
When the pedal is depressed in the first two thirds of its range, the hydraulic
inching function is activated. This function is triggered by the angle sensor
on the compact brake valve.
If the pedal is depressed further, the pressure control pistons of the 2nd circuit
control the pressure in the brake pistons in proportion to the pedal force.
At the end of the braking procedure, the oil flows back to the hydraulic tank.
L556 - 454 / from 15653
L566 - 460 / from 14171
Parking brake
If one brake circuit fails, the second remains operational due to the mechanical
contact between the two pressure control pistons in the compact brake valve.
The actuation force remains the same.
Parking brake
When you press the parking brake button, the parking brake solenoid valve
1 is opened. The accumulator pressure acts on the cylinders of the disc
brake and opens the brake.
Inching angle sensor

The angle sensor attached to the compact brake valve consists of two
redundant sensors. The angle sensor 1 sends an electrical signal to input
module 1 and the angle sensor 2 sends a signal to the input module 2.
When the inch/brake pedal is pressed, the current to the control pressure
proportional valve (travel hydraulics pump) is reduced. The variable
displacement pump reduces its flow. This hydrostatically brakes the machine.
LBH/version 01/10.2006/en/dw/25/10/2007
L580 - 459 / from 14171
Parking brake
9.1.3 Service brake hydro accumulator
Technical data
See section 2.1
Design

accumulator is completely empty. The plug 1 allows the accumulator to be
checked and topped up using the filling and testing device.
Basic function
– To act an energy reserve to supply energy when needed, for example for
the brake system.
LBH/version 01/10.2006/en/dw/25/10/2007
Storing pressure for the service brake
L556 - 454 / from 15653
L566 - 460 / from 14171
Parking brake
Hydro accumulator arrangement

1 Compact brake valve 5 Accumulator charge
2 Parking brake hydro accumulator pressure switch
3 Front axle hydro accumulator 6 Brake light pressure switch
4 Rear axle hydro accumulator
The service brake hydro accumulators allow the brake to be applied a
certain number of times if the service brake pump fails. Oil flows from the
hydro accumulators through the compact brake valve 1 to the disc brake.
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Parking brake
9.1.4 Brake light pressure switch
Technical data
See section 2.1
Design

The brake light pressure switch 1 is mounted on the compact brake valve 3.
Basic function
Brake light switching function

The job of the brake light pressure switch is to switch on the brake lights.
When the inch/brake pedal is pressed, the pressure on the parking brake
pressure switch rises. When a set level is reached, the contact closes and
the brake lights are switched on.
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L556 - 454 / from 15653
L566 - 460 / from 14171
Parking brake
9.1.5 Accumulator charge pressure switch

Valid for: L550 - 456 / 16978 - 17730; L556 - 454 / 15653 - 17730;
L566 - 460 / 14171 - 17730; L576 - 457 / 14171 - 17730;
L580 - 459 / 14171 - 17730; ; Id. 1029 4440
Technical data
See section 2.1
Design

The accumulator charge pressure switch 2 is mounted on the compact brake
valve 3.
Basic function
The membrane pressure switches are for switching electric circuits on and off.
The hydraulic pressure acts via a membrane on an adjustable spring. When a
set value is reached, the electric contact opens and the circuit is interrupted.
This type of membrane pressure switch is known as “normally closed”.
Accumulator charge pressure monitoring function

The job of the accumulator charge pressure switch is to monitor the
accumulator charge pressure.
If the pressure in one of the brake accumulators falls below the level set for
LBH/version 01/10.2006/en/dw/25/10/2007
the pressure switch, the contact closes and the accumulator charge
pressure symbol field lights up. In addition, an audible signal sounds.
L580 - 459 / from 14171
Parking brake
9.1.6 Accumulator charge pressure switch

L576 - 457 / from 17731; L580 - 459 / from 17731; Id. 1035 3428
Technical data
See section 2.1
Design

The accumulator charge pressure switch is mounted on the compact
brake valve.
Basic function
pressure peaks.
The resistance of the thin layer sensor 4 is affected by the curvature of the
surface 3. When a set value is reached, the integrated electronics 5 close
LBH/version 01/10.2006/en/dw/25/10/2007
the electrical contact.

This type of electronic pressure switch is known as “normally open”.
L556 - 454 / from 15653
L566 - 460 / from 14171
Parking brake

Accumulator charge pressure monitoring function

The job of the accumulator charge pressure switch is to monitor the
accumulator charge pressure.
If the pressure in one of the brake accumulators falls below the level set for
the pressure switch, the contact closes or opens and the accumulator
charge pressure symbol field lights up. In addition, an audible signal sounds.
LBH/version 01/10.2006/en/dw/25/10/2007
L580 - 459 / from 14171
Parking brake
9.2 Parking brake

Basic function of the parking brake
Components of the parking brake

1 Compact brake valve 4 Transfer gear
2 Parking brake solenoid valve 5 Disc brake
The parking brake is a spring accumulator brake. The parking brake is
opened by oil pressure and closed by spring force.
The parking brake is supplied with oil by the compact brake valve 1. The
accumulator charge valve of the compact brake valve 1 fills the parking
brake hydro accumulator 3 to a specified oil pressure.
The parking brake hydro accumulator 3 provides oil pressure via the
solenoid valve 2 to open the parking brake. The solenoid valve 2 is actuated
using the parking brake button.
When the parking brake is opened, oil flows from the hydro accumulator 3
via the solenoid valve 2 to the disc brake 5.
Function of the parking brake switch

The parking brake can only be released when the engine is running.
When you start the engine and press the parking brake button 2, the parking
brake solenoid valve is activated. The brake pressure then acts via the open
parking brake solenoid valve on the brake cylinder, and opens the parking
brake against the force of the brake callipers. The parking brake symbol field
3 on the display goes out.
When you press the parking brake button 2 again or turn off the engine, the
force of the springs in the brake cylinder closes the brake, thus generating
LBH/version 01/10.2006/en/dw/25/10/2007
the required braking torque on the brake disc. The parking brake symbol
field 3 and the LED 1 in the parking brake button light up.
L556 - 454 / from 15653
L566 - 460 / from 14171
Parking brake
9.2.1 Disc brake
Technical data
See section 2.1
Design
Disc brake components

LBH/version 01/10.2006/en/dw/25/10/2007
1 Counter nut 8 Brake disc 15 Brake piston

2 Plug 9 Guide pin 16 Cup springs
3 Adjusting screw 10 Lock nut 17 Housing
4 Anti-twist locking pin 11 Counter nut 18 Brake oil connection
5 Brake callipers 12 Brake pad 19 Rubber centring element
6 Dust seal 13 Adjusting screw 20 Bleeder screw
7 Pressure pin 14 Piston seal
The parking brake is a spring-loaded sliding saddle brake which acts on the
brake disc 8 attached outside on the output shaft of the transmission.
L580 - 459 / from 14171
Parking brake
Basic function of the disc brake
Disc brake in open position

The two identical brake pads 5 and the brake calliper 1 slide freely on the
guide pins 4, which are fastened in the transmission housing.
When the brake is applied, it clamps the brake pads 5, creating a braking
torque on the brake disk 3.
The clamping force is generated by the cup springs 9. The piston 8 is
pushed together with the pressure pin 2 and the front brake pad 5 towards
the brake disc 3.
When the front brake pad 5 comes into contact with the brake disc 3, the
reactive force pushes the brake callipers 1 along the guide pin 4 until the
rear brake pad 5 is also pressed against the brake disc 3.
The parking brake is released by tensioning the entire cup spring set 9. Oil in
the pressure chamber 7 pushes the piston 8 all the way back against the
force of the cup springs 9.
Rubber fittings on the guide pin 4 push the entire brake calliper to the right
until the adjusting screw 6 touches the transmission housing. This moves the
rear brake pad 5 away from the brake disc 3.
LBH/version 01/10.2006/en/dw/25/10/2007
L556 - 454 / from 15653
L566 - 460 / from 14171
Parking brake
9.2.2 Parking brake hydro accumulator
Technical data
See section 2.1
Design

accumulator is completely empty. The plug 1 allows the accumulator to be
checked and topped up using the filling and testing device.
Basic function
– To act an energy reserve to supply energy when needed, for example for
the brake system.
LBH/version 01/10.2006/en/dw/25/10/2007
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Parking brake
Storing pressure for the parking brake
Components of the parking brake

1 Compact brake valve 3 Transmission with disc brake
The parking brake is closed by spring force and opened by the brake oil from
the hydro accumulator 2.
When the parking brake button is pressed, brake oil flows from the hydro
accumulator and releases the parking brake. The parking brake can only be
safely released when the parking brake symbol field is not lit.
LBH/version 01/10.2006/en/dw/25/10/2007
L556 - 454 / from 15653
L566 - 460 / from 14171
Parking brake
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9.3 Overspeed protection

Design
Main components of the overspeed protection

1 Compact brake valve 4 Solenoid valve block
2 Oil from the replenishing pump 5 Rear axle
3 Overspeed protection
solenoid valve
The solenoid valve block 4 is fitted on left of the rear section beside the engine.
LBH/version 01/10.2006/en/dw/25/10/2007
Hydraulic diagram of the overspeed protection system

1 Compact brake valve 4 Replenishing pump 7 Rear axle disc brake
2 Pressure control piston for 5 Solenoid valve block
nd Test connection:
2 circuit 6 Overspeed protection
3 Brake light pressure switch solenoid valve
The overspeed protection prevents the engine and the variable displacement
motors from overrevving, which can occur, for example, when driving downhill.
When the engine or the variable displacement motors reach a set limit
speed, the overspeed protection solenoid valve 6 is activated. Oil flows from
the replenishing pump 4 to the rear axle disc brake 7, causing the machine
to slow down.
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Overspeed service code

If the engine or the variable displacement motors overspeed, the machine
reacts as follows:
– The overspeed protection solenoid valve is energised
– A service code appears in the display:
E 5030 Overspeed on one of the variable displacement motors
E 5032 Overspeed on variable displacement motor 1
E 5031 Overspeed on variable displacement motor 2
E 600B Overspeed on diesel engine
– The warning buzzer sounds for one second.
– Additionally, after 3 seconds of overspeed protection being active, the
service code E 5029 appears.
The brake is activated according to the intensity of overspeed. The following

situations may occur:
Situation A: In the event of serious overspeed, for example on a steep
slope, the brake activated constantly for more than 3 seconds. The service
code E 5029 appears with a short warning tone.
Situation B: Once the limit speed is exceeded, the machine is automatically
braked until the speed falls back below the threshold. After a short time, the
limit speed is exceeded again and the brake is activated again. If the brake
is activated for longer than 3 seconds, the service code E 5029 appears
with a short warning tone. This also happens if the brake intervention is
briefly interrupted.
Situation C: The machine is briefly braked. The speed then returns to the
normal range.
Caution: Brake interventions with the service code E 5029 do not occur
during normal operation. This service code is only generated when the
machine is not operated properly.
LBH/version 01/10.2006/en/dw/25/10/2007
The service code E 5029 only appears during reckless driving, for example
at full speed down steep slopes. If the service code E 5029 is found several
times in the memory, it may affect the warranty on the machine, especially if
any damage was caused by overspeed.
The service codes are stored in the main electronics A15.
L580 - 459 / from 14171
9.3.1 Overspeed protection solenoid valve
Technical data
See section 2.1
Design
Components of the solenoid valve block

1 Pilot control hydro accumulator 3 Overspeed protection
2 Pilot control solenoid valve solenoid valve
4 Solenoid valve block assembly
The solenoid valve block is fitted on left of the rear section beside the engine.
Basic function
The solenoid valve block includes the following components in a single housing:
– Pilot control solenoid valve (working hydraulics)
– Overspeed protection solenoid valve (rear axle braking function)
Overspeed protection solenoid valve

1 Compact brake valve 4 Solenoid valve block
2 Oil from the replenishing pump 5 Rear axle disc brake
3 Overspeed protection solenoid valve
LBH/version 01/10.2006/en/dw/25/10/2007
During normal operation, the overspeed protection solenoid valve 3 is not

energised. Oil can flow freely from the compact brake valve 1 through the
overspeed protection solenoid valve 3 to the rear axle disc brake 5.
If the engine or the variable displacement motors reach a set limit speed, the
overspeed protection solenoid valve 3 is energised. Oil flows from the
connection 2 (from the replenishing pump) to the rear axle disc brake 5,
causing the machine to slow down.
L556 - 454 / from 15653
L566 - 460 / from 14171
LBH/version 01/10.2006/en/dw/25/10/2007
L580 - 459 / from 14171
10 Electrical system
10.0
Chapter contents
10 Electrical system ............................................................... 10.0-1
10.0.1 Electrical system with circuit diagrams...............................10.0-1
10.1 Electrical components...................................................................10.1-1

10.1.1 Electrical components in the cab........................................10.1-1
10.1.2 Fuse and relay board A4 ....................................................10.1-2
10.1.3 Main electronics (master) A15............................................10.1-6
10.1.4 Input modules (A16a, A16b, A16c, A16d)........................10.1-10
10.1.5 Output modules (A17a, A17b, A17c, 17d) .......................10.1-17
10.1.6 Electrical components in the rear section.........................10.1-24
10.2 Battery installation ........................................................................10.2-1

10.2.1 Batteries .............................................................................10.2-2
LBH/Version 01/10.2006/en/hd/07/01/2009
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Electrical system Service Manual
LBH/Version 01/10.2006/en/hd/07/01/2009
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Service Manual Electrical system
10.0.1 Electrical system with circuit diagrams
Design
The operating voltage of the machine is 24 volts. The batteries (2 x 12 V) are
connected in series.
The two batteries are installed in the right ballast weight.
Components of the The table below lists all the components of the electrical system. The entry
in the step column helps you locate the component in the circuit diagrams.
Abbreviations:
- WH = Wiring harness
- LFD = Liebherr ride control
- SV = Solenoid valve
- PSV = Proportional solenoid valve
- LED = Light-emitting diode
- SH = Service hours
- * Options
LBH/Version 01/10.2006/en/hd/07/01/2009
Machine view 1, left
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Machine view 2, right
LBH/Version 01/10.2006/en/hd/07/01/2009
Machine view 3, above
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Circuit diagrams
The circuit diagrams are on pages 1 to 110. The following list contains the
pages and their main functions.
The circuit diagrams of the electrical system show the function sequences
for the entire machine, including optional equipment. All components and
connections are marked and shown with the appropriate switching code so
that they are clearly identifiable. The keys also list the designations of the
components.
The circuit diagrams are divided into pages. The pages are also divided into
individual sections.
Click the links in the online documentation to skip to the relevant information.
Component designation “-” The designations of the components and connectors are always shown with
-XX..:
- -XX… = Component designation, e.g.
-P1 = Mechanical service hours indicator (optional)
Location codes ”+” Location codes are shown with +XX. The location codes show where the
components are fitted on the machine.
The following location codes are shown:
- +B Ballast weight, general
- +B1 Left ballast weight
- +B2 Rear ballast weight
- +F Travel drive, general
- +F1 Front axle
- +F2 Rear axle
- +F3 Transmission
- +H Rear section
- +H1 Rear section hatch
- +H2 Rear section below cab, right
- +H3 Rear section below cab, left
- +H4 Right rear section
- +H5 Left rear section
- +K Cab, general
- +K1 Cab front instruments
LBH/Version 01/10.2006/en/hd/07/01/2009
- +K2 Cab rear wall

- +K3 Cab roof
- +K4 Cab instruments in side cover, rear right
- +K5 Cab instruments in side cover, rear left
- +K6 Cab floor
- +M Engine
- +V Front section
- +V1 Front section
- +V2 Lift arm
- +V3 Tilt cylinder
L566 - 460 / from 14171
Earth points
Earth points around the machine

MP_1 Left of rear section under MP_4.3 Left of rear section (starter) MP_7 On the right, at the back of
the cab MP_6 Left of rear cab wall the cab roof
MP_4 Right of rear section MP_10 Rear section (behind starter)
behind the engine
LBH/Version 01/10.2006/en/hd/07/01/2009
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Electrical components
10.1 Electrical components

10.1.1 Electrical components in the cab
The main electrical/electronic components are located on the cab rear wall
Design
The following components are fitted on the cab rear wall:
- Fuse and relay board
- Voltage converter
- Main electronics (master)
- Input module
- Warning buzzer
- Diagnostic plug
- Optional components
The electrical and electronic components are mounted under the covering
on the cab rear wall.
LBH/Version 01/10.2006/en/hd/08/02/2010
Components on the rear cab wall

1 Diagnostic plug 5 Voltage transformer T1 9 Input module 2 A16b
2 Warning buzzer H40 6 Rear wiper motor M3 10 Connector X1
(behind cover) 7 Relay and fuse board A4 11 Connector X2
3 Diagnostic plug 8 Relay base fixing (optional)
4 Main electronics (master) A15
L566 - 460 / from 14171
10.1.2 Fuse and relay board A4

(ID no. 10290014)
Design
LBH/Version 01/10.2006/en/hd/08/02/2010
Fuse and relay board A4
L580 - 459 / from 14171
F1 10 A terminal 15 reserve F45 10 A terminal 15 input module 2 K209 Dust filter excess pressure
F2 7.5 A terminal 15 left high beam supply system relay
F3 7.5 A terminal 15 right F46 10 A terminal 15 input module 3 K228 Visual back-up alarm relay
high beam supply K229 Visual back-up alarm relay
F4 7.5 A terminal 15 left low beam F47 10 A terminal 15 output module K230 Automatic run-off relay
F5 7.5 A terminal 15 right low beam 1 bank 1 - Y9, Y10, Y14, Y17 K240 Power hazard light relay
F6 3 A terminal 30 left profile light / F48 10 A terminal 15 output module K241 Reserve
parking light 1 bank 2 - H40, Y13, Y18, Y57 K242 Reserve
F7 3 A terminal 30 right profile light F49 10 A terminal 15 output K243 Reserve
/ parking light module 1 DO4 H58, H59 K244 Reserve
F07b 10 A terminal 15 hazard lights F50 10 A terminal 15 personnel K245 Reserve
F8 15 A terminal 58 compressor basket K246 Reserve
seat, seat heater, radio, F51 10 A terminal 15 output module K270 Immobiliser relay
cigarette lighter, (X70, X71) 1 DO1 supply - OP M2 - Y51, K271 Return-to-dig relay M3
F8a 10 A terminal 58 interior Y52 R9b Alternator exciter resistance
lighting, auxiliary heating F52 10 A terminal 15 output module 220
F9 10 A terminal 15 LH control 1 DO2 supply - OP M2 - Y2a, S1 Safety test button
lever button, air conditioning Y3a, Y11, Y12 V1 Extinguishing diode K01
keypad, optional keypad F53 10 A terminal 15 output V2 Extinguishing diode K01/87
F10 5 A terminal 15 display unit module 1 DO3 central V3 Extinguishing diode K12
F11 10 A terminal 15 pressure lubrication system supply M6 V4 Extinguishing diode K02
switches B32, B28, B3, B3a F54 5 A terminal 15 master control V5 Extinguishing diode K03
F12 20 A terminal 15 Groeneveld A15 supply V6 Extinguishing diode K02/87
central lubrication F55 10 A terminal 15 output module V7 Extinguishing diode K03/87
F13 15 A terminal 15 spare, air 2 bank 1 - Y16, Y53, Y15, Y15a V8 Extinguishing diode K5
conditioning condenser fan F56 10 A terminal 15 output module V9 Extinguishing diode K3
F14 15 A terminal 15 fuel preheating 2 bank 2 - K11/50, Y50, Y20, V10 Extinguishing diode K2
F15 10 A terminal 15 S2 LH control Y21 V11 Extinguishing diode K22
lever; alternator excitation F57 10 A terminal 15 V12 Extinguishing diode K22a
F16 40 A terminal 15 (MAXI fuse) F58 10 A terminal 15 V13 Extinguishing diode K22b
F17 40 A terminal 15 (MAXI fuse) F59 10 A terminal 15 output module V14 Extinguishing diode K25
F18 10 A terminal 15 washer pump, 2 DO1 supply - OP M1 - YEP1, V15 Extinguishing diode K26
rear wiper motor YEP2, Y2, Y3 V16 Extinguishing diode K31a
F19 10 A terminal 15 heater, B27 F60 10 A terminal 15 output module V17 Extinguishing diode K31b
air conditioning 2 DO2 supply - OP M1 - Y6.1 V18 Extinguishing diode K32a
F19A 20 A terminal 30 heater, air Y6.2 Y6.3 YMO1 V19 Extinguishing diode K32b
conditioning F61 10 A terminal 15 output module V20 Extinguishing diode K33a
F20 15 A terminal 15 front wiper, 2 DO3 supply - H52, H53 V21 Extinguishing diode K33b
washer pump, horn F62 10 A terminal 15 output module V22 Extinguishing diode F9 reserve
F21 10 A terminal 15 driving light, 2 DO4 supply - B16 V23 Extinguishing diode F14
high beam F63 10 A terminal 15 output preheating
F22 7.5 A terminal 15 brake lights, module 3 bank 1 - automatic V24 Extinguishing diode F19 heater
switch illumination lighting deactivation, Y11a, blower, air conditioning
F23 15 A terminal 15 spare, Y12a, Y11b V25 Extinguishing diode F72 reserve
particle filter, reversing sensor F64 10 A terminal 15 output module V29 Extinguishing diode K240/87
F24 10 A terminal 15 ignition ON, 3 bank 2 - reserve, Y12b V30 Extinguishing diode K241/87
LBH/Version 01/10.2006/en/hd/08/06/2010
engine ECU F65 10 A terminal 15 output module V31 Extinguishing diode K242/87
F25 10 A terminal 30 3 bank 3 - reserve V32 Extinguishing diode K244/87a
flashing beacon F66 10 A terminal 15 output module V32c Reversing light blocking diode
F26 10 A terminal 30 diagnostic 3 bank 4 - reserve V33 Extinguishing diode K244/87
plug, immobiliser F67 10 A terminal 15 output module V33c Reversing light blocking diode
F27 10 A terminal 30 profile light / 3 DO1 supply V34 Extinguishing diode K245/87a
parking light F68 10 A terminal 15 output module V35 Extinguishing diode K245/87
F28 10 A terminal 30 spare, 3 DO2 supply V36 Extinguishing diode K246/87a
weighing device F69 10 A terminal 15 output module V37 Extinguishing diode K246/87
F29 25 A terminal 30 ignition starter 3 DO3 supply V38 Extinguishing diode K243/87a
switch relief F70 10 A terminal 15 output module V39 Extinguishing diode K243/87
F30 15 A terminal 30 voltage 3 DO4 supply V40 Extinguishing diode K228/87a
converter, radio, 12 V socket F71 10 A terminal 15 keypad supply V41 Extinguishing diode K228/87
F31a 10 A terminal 30/15 working F72 30 A terminal 15 reserve V42 Extinguishing diode K271/87a
floodlight + double beam, F73 10 A terminal 15 LIDAT power V43 Extinguishing diode K271/87
L566 - 460 / from 14171
front left supply V44 Extinguishing diode K271

F31b 10 A terminal 30/15 working F74 15 A terminal 15 rear window V45 Extinguishing diode K228
floodlight + double beam, heater, heated mirror* V46 Extinguishing diode K243
front right F75 10 A terminal 30 radio IGN, V48 Extinguishing diode K246
F32a 10 A terminal 30/15 working terminal 58, 12 V socket V49 Extinguishing diode K245
floodlight rear left (rear hatch) F76 10 A terminal 30 radio + V50 Extinguishing diode K244
F32b 10 A terminal 30/15 working K01 Ignition starter switch relief relay V51 Extinguishing diode K242
floodlight rear right (rear hatch) terminal 15 V52 Extinguishing diode K241
F33a 10 A terminal 30/15 working K02 Starter solenoid relay* V53 Extinguishing diode K240
floodlight rear left (cab door)* K03 Engine stop relay* V54 Extinguishing diode K209
F33b 10 A terminal 30/15 working K1 Direction indicator relay V57 Extinguishing diode K10
floodlight rear right (cab door)* V58 Extinguishing diode K9
K2 Profile light, parking light relay
F34 20 A terminal 30 V59 Extinguishing diode K8
K3 Low beam / driving light relay
refuelling pump* V60 Extinguishing diode K3a
F35 10 A terminal 30 master control K3a High beam relay V81 Alternator excitation blocking
supply A15 K5 Relay terminal 15 diode
F36 40 A terminal 30 engine control K8 Rear windscreen wiper and V82 Alternator excitation blocking
unit supply A14 LH-ECU washer pump relay diode
(output) K9 Flashing beacon relay V83 Direction indicator blocking
F37 40 A terminal 30 reserve K10 Mirror/rear window heater relay diode
F38 5 A terminal 30 engine control K12 Radio / 12 V socket relay V84 Direction indicator blocking
unit supply A14 LH-ECU terminal 58 diode
(output) K22 Hazard lights relay terminal 15 V85 Direction indicator blocking
F39 20 A terminal 30 engine K22a Relay S4 H16, H18 diode
compartment lighting, auxiliary K22b Relay S4 H15, H17 V86 Direction indicator blocking
heater clock K25 John Deere (USA) hazard light diode
F40 20 A terminal 30 auxiliary relay V87 Direction indicator blocking
heater control K26 John Deere (USA) hazard light diode
F41 20 A terminal 30 spare, dust relay V88 Direction indicator blocking
filter excess pressure system K31a Left working floodlight + double diode
F42 20 A terminal 30 reserve beam relay, front left V89 Direction indicator blocking
F43 5 A terminal 15 input module K31b Right working floodlight + diode
1+2 logic, output module double beam relay, front right V90 Hydraulic quick change device
1+2 logic K32a Left working floodlight + double blocking diode
F44 10 A terminal 15 input module 1 beam relay, rear left V99 Direction indicator blocking
supply K32b Right working floodlight + diode
double beam relay, rear right
* Options
Basic function
The relay and fuse board houses and connects the electrical components.
LBH/Version 01/10.2006/en/hd/08/06/2010
The relay and fuse board does not have a control function.
However, the other electrical and electronic components are powered via the
relay and fuse board.
Working floodlight fuse function

The function of the working floodlights can be selected by plugging the fuses
F31A, F31B, F32A, F32B, F33A and F33B:
- When the fuses are plugged to terminal 30 the working floodlights work
as soon as the main switch is turned ON.
- When the fuses are plugged to terminal 15 the working floodlights only
work when the ignition is turned ON.
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You can also choose a mixed function, for example by plugging the front
working floodlights to terminal 15 and the rear floodlights to terminal 30.
Fuse test
The fuses on the relay and fuse board are divided into three categories.
- Fuses for power supply from terminal 30
- Fuses for power supply from terminal 15
- Fuses to protect various functions
(e.g. low beam, profile lights / parking light)
Each fuse has an LED and can be tested by pressing the button S1.
The fuse test depends on the electrical status.
Only the fuses of the activated circuit can be tested:
- When the main switch is on (terminal 30) only the LEDs on terminal 30
power supply fuses light up when the button S1 is pressed.
- When the main ignition is on (terminal 15) the LEDs on terminal 30 and
terminal 15 power supply fuses light up when the button S1 is pressed.
- The LEDs to protect the various functions only light up when the
corresponding function is activated.
If an LED does not light up, the fuse is defective.
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10.1.3 Main electronics (master) A15

ID no. 10223177
Technical data
See section 2.1
The main electronics (master) A15 are located on the cab rear wall.
Design
Main electronics (master) A15

1 Cover fixing thread 5 Slot 2 (CF2) (optional)
2 Status display LEDs 6 Main electronics (master) A15
3 Slot 1 (CF1) for memory card 7 Green system status LED
with application software 8 Ventilation and bleeder screw
4 Memory card status LEDs 9 Cover for Compact Flash (CF)
memory card slot
Basic function
The main electronics (master) is the “brain” of the machine control system.
The main electronics (master) controls and monitors all connected CAN or
external modules.
The application software in the main electronics (master) strictly follows the
following time cycles:
- Fetch all input data from the CAN/external modules
- Perform all calculations in the application software with the input data;
calculate the output data
- Generate output data for connected external/CAN modules, which
convert the commands into actions (for example activating a solenoid
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valve via one of the output modules)
Memory card
The application software is stored on the memory card in slot 1 (CF1).
1 128 MB capacity memory card
2 ID no. of memory card including current software
3 Current software INDEX
4 Production date
Each time the system is started up (ignition switched on), the application
software on the memory card in slot 1 (CF1) is tested and (if there are
changes) an update is performed.
128 MB memory card
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The data on the memory card takes priority. The system cannot be operated
without a memory card.
How the status LEDs work
Status display LEDs
Status list
LED “B“ LED “A“ Status Description
Green Orange
LED Directly after the main electronics (master) are switched on, an automatic
On On activation LED test is performed. The system is started.
test
The system is started and waits for all the conditions, such as the presence
Off Off Booting
of CAN modules in the system, to be met.
Flashes
(1 s on, Off Running The system is running fully in normal operation
1 s off)
Flashes
The entire control system has been shut down due to a critical error. The
Off (0.2 s. on, Critical
application software is stopped and the machine cannot be operated.
0.2 s. off)
Flashes
CAN Download of required software to a CAN module is in progress. The appli-
(1 s on, On
download cation software has not yet been started. The machine cannot yet be operated.
1 s off)
Flashes The entire control system has been shut down due to an error with
On (0.2 s. on, ALARM ALARM priority. The application software is stopped and the machine
0.2 s. off) cannot be operated.
Flash in time The entire control system has been shut down due to a fatal error. The
FATAL
(0.2 s. on, 0.2 s. off) application software is stopped and the machine cannot be operated.
Flash in time The system has been shut down due to a power down command. The
Power down
(1 s on, 1 s off) machine cannot be operated.
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The system has been completely shut down. The machine cannot be
Power off
Flash alternately operated.
(1 s on, 1 s off) Flash Part of the main electronics software is being updated. The machine cannot
programming be operated until this has been completed.
Part of the MASTER's internal FLASH memory is being deleted (prior to
Off On Flash erase
reprogramming)
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How the memory card LEDs work

The LEDs show the status of and communication between the memory card
and the control unit.
- LED 1 indicates that the memory card CF1 is plugged in.
- LED 3 indicates that the memory card CF2 is plugged in.
- LED 2 lights up or flickers when the memory card CF1 is communicating
with the control unit.
- LED 4 lights up or flickers when the memory card CF2 is communicating
with the control unit.
Memory card status LEDs
How the system status LEDs work

The LED 3 lights up to signal the power supply for the main electronics
(master).
System status LED
Main electronics (master) connectors
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Main electronics (master) connectors

1 PWR_X power supply 7 COM1_X COM 1 connector
connector (unassigned)
2 CAN_X CAN connector 8 COM2_X COM 2 connector
3 LAN 1 connector (diagnostics) (unassigned)
4 LAN 2 connector 9 COM3_X COM 3 connector
(reversing camera) (unassigned)
5 LAN 3 connector (monitor) 10 COM4_X COM 4 connector
6 Main electronics (master) (unassigned)
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Plug assignment
6-pin Deutsch connector
1 Earth (ground) 4 Unassigned
2 Terminal 15 from fuse F54 5 Housing earth
3 Unassigned 6 Terminal 30 from fuse F35
PWR_X connector
8-pin Deutsch connector

1 CAN 4 low 5 CAN 1 high
CAN_X connector
9-pin SUB-D connector
1 Reception signal level (DCD) 5 Earth (GND)

2 Reception data (RXD) 6 Standby (DSR)
3 Transmission data (TXD) 7 Transmitter activation (RTS)
4 Terminal operational (DTR) 8 Transmission standby (CTS)
COM4_X connector 9 Incoming call (RI)
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10.1.4 Input modules (A16a, A16b, A16c, A16d)

ID no. 10046435, 10347913
Technical data
See section 2.1
The input modules are located under the left cab access and in the cab, and
are arranged as follows:
1 Left rear section
2 Input module 3 A16c (optional)
3 Input module 1 A16a
4 Output module 2 A17b
5 Output module 1 A17a
6 Output module 3 A17c (optional)
OLD module layout
1 Module base panel

4 Input module 4 A16d (optional)
5 Output module 4 A17d (optional)
Input module 2 A16b in the cab on the rear wall
NEW module layout

Design
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Input module
10 Input module 12 Connector
11 Ventilation and bleeder screw 13 Type plate
with Goretex membrane
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The input modules have the following functions:
1 Power supply for switches and sensors
2 Converting analogue and digital signals to CAN bus messages
3 Forwarding the converted signals via CAN bus to the main electronics
(master)
The only difference between the input modules is their address.
The input modules 1 A16a and 2 A16b must be plugged in and operational
for the system to work.
Input module connector assignment
Input module connectors

1 24 V sensor supply 4 Frequency test inputs
2 CAN interface with logic supply 5 Earth
3 16 analogue universal inputs 6 5 V sensor supply
Input module 1 connector Plug connector, 70-pin Deutsch DRC

A16a.X1:
1 Spare 38 Power supply for lift kick-out
2 24 V power supply, logical inductive switch B17
unit 200 mA 39 Power supply 1 for gas pedal
3 Spare angle sensor R5
4 Emergency steering pump 40 Spare
pressure test 41 Power supply for travel pump 1
5 Travel pump 1 pressure B45 pressure sensor B45
6 Emergency steering pump 42 Spare
pressure 43 CAN low (CAN-E connected to
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7 Brake accumulator pressure CAN_Res)

8 Control lever forward 1 44 CAN low
9 Control lever back 1 45 Spare
10 Lift kick-out 46 Hydraulic oil temperature
11 Bucket return-to-dig 47 Hydraulic oil temperature
12 Spare 48 Spare
13 Spare 49 Spare
14 Spare 50 Spare
15 Spare 51 Spare
16 Logical unit supply earth 52 Spare
17 Spare 53 Spare
18 Float position 54 Spare
19 Ride control (LFD) 55 Variable displacement motor
20 Quick-change device switch speed 1
21 Inch pedal angle sensor 1 56 Output speed
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22 Transmission overheating 57 CAN high (CAN-E connected to

23 Tank sensor CAN_Res)
24 Terminal 50a 58 CAN high
25 Gas pedal angle sensor 1 59 Earth for emergency steering
26 Spare check pressure switch B3a
27 Spare 60 Earth for emergency steering
28 Power supply for travel pump 2 pressure switch B3
pressure switch B48 61 Earth for service brake
29 CAN end connected to pin 43 accumulator pressure switch
30 Power supply - F44 B19
31 Earth 62 Spare
32 Power supply for service brake 63 Earth for inch pedal angle
accumulator B19 sensor R1
33 Power supply for emergency 64 Earth for lift kick-out inductive
steering check pressure switch B17
switch B3a 65 Earth for tank sensor
34 Power supply for emergency 66 Earth for bucket return-to-dig
steering pressure switch B3 inductive switch B15
35 Power supply 1 for inch pedal 67 Earth for gas pedal angle
angle sensor R1 sensor R5
36 Power supply for bucket return- 68 Spare
to-dig inductive switch B15 69 Earth for variable displacement
37 Power supply for tank sensor motor speed 1
B25 70 Earth for output speed
Input module 2 Plug connector, 70-pin Deutsch DRC

connector A16b.X1:
1 Spare 37 Spare
2 24 V power supply, logical unit 38 Spare
200 mA 39 Spare
3 Spare 40 Spare
4 Driving light 41 Spare
5 High beam 42 Spare
6 Indicator signal 43 CAN low (CAN-E connected to
7 Spare CAN_Res)
8 Control lever option 1 44 CAN low
9 Control lever option 2 45 Spare
10 Control lever option 3 46 Spare
11 Warning buzzer 47 Spare
12 Spare 48 Spare
13 Spare 49 Spare
14 Spare 50 Spare
15 Spare 51 Spare
16 Logical unit supply earth 52 Spare
17 Spare 53 Spare
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18 Control lever forward 2 54 Spare

19 Control lever reverse 2 55 Variable displacement motor
20 Inch pedal angle sensor 2 speed 2
21 Gas pedal angle sensor 2 56 Central lubrication system cycle
22 Central lubrication system filling signal B43
level signal B44 57 CAN high (CAN-E connected to
23 Particle filter (optional) CAN_Res)
24 Particle filter (optional) 58 CAN high
25 Joystick steering sensor 1 59 Earth for central lubrication
26 Spare system cycles B43
27 Spare 60 Earth for central lubrication
28 Spare system filling level inductive
29 CAN end connected to pin 43 switch B44
30 Power supply - F45 61 Spare
31 Earth supply 62 Earth for inch pedal angle
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32 Power supply for central sensor 2

lubrication system cycles 63 Earth for gas pedal angle
inductive switch B43 sensor 2
33 Power supply for central 64 Spare
lubrication system filling level 65 Spare
inductive switch B44 66 Spare
34 Power supply 2 for inch pedal 67 Earth for joystick steering, left
angle sensor R1 68 Spare
35 supply 2 for gas pedal angle 69 Earth for variable displacement
sensor R5 motor speed 2
36 Power supply for joystick 70 Spare
activator B202
LED indicators
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LEDs behind the bleeder screw

1 Input module ventilation 3 Button
opening 4 Orange LED
2 Green LED 5 Red LED
Module status display After the ignition is switched on, the following conditions may be shown:
Status Description
Module ready, waiting to receive
Green LED flashes slowly
the first message on the CAN bus
CAN bus communication active,
Green LED flickers/lights up
normal control
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Error frames detected on CAN bus.

Defect on the CAN bus (e.g. wiring
Red LED flickers/lights up error, loose contact, no terminating
resistor) Normal control may not
be possible
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Input module address
Ventilation and bleeder opening

1 Input module ventilation opening 4 Orange LED 10s display
2 Green LED 100s display 5 Red LED 1s display
3 Button
Addressing procedure A module must be addressed when it is replaced or installed.
The input modules are delivered with the default address 45.
The address is required in order to identify CAN bus messages.
- Input module (sender)
- Output module (receiver)
Addressing is performed as follows:
Connect the module
Remove the ventilation and bleeder screw
Unplug the PWR.X connector on the main electronics (master)
Press the button 3
Switch on the ignition and keep the button pressed until the LEDs
start flashing
Note: If you release the button too quickly, the module is in download mode
for the outer core (orange flashes once, red flashes once). In this case,
switch the module off and try again.
The flashing LEDs indicate the module number (address):
- The green LED flashes to indicate the 100s of the module number
(1x = 100, 2x = 200)
- The orange LED flashes to indicate the 10s of the module number
(1x = 10, 2x = 20)
- The red LED flashes to indicate the 1s of the module number
(1x = 1, 2x = 2)
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Example: 1x green, 3x orange, 10x red = 130

All three LEDs briefly flash between each repeat of the number display.
Changing the module number (address):
Press the button again to increase the module number by one.
Four numbers are available for each module; after the last one it starts with
the first one again.
NOTICE From SCULI version 1.0.10, addresses can be configured using SCULI
(“Modules” button).
Addressing the input modules:
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SCULI module editor

1 Open module editor button 5 Current address of input module
2 Serial number of 6 Module currently in use
connected modules 7 Current status of modules
3 CAN line where the module 8 Modules not used by LBH.
is located
4 Input module ID
Input module addresses
Select the line of the module in order to address it. When you double-click it,
a window with available addresses appears.
Select the correct address and ENTER.
Module serial Setting when
Component Connector Address Status function
no. replaced
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Input module 1 A16a 45 (81 53) No Mandatory

Input module 2 A16b 46 (82 54) Yes Mandatory
Input module 3
A16c 47 (83 55) Yes Optional
(optional)
Input module 4
A16d 48 (84 56) Yes Optional
(optional)
When checking the addresses using SCULI, also check the values in
brackets.
The following status must be displayed.
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SCULI module test

1 SCULI module test button 3 Current module status display
2 Selection of modules to test
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10.1.5 Output modules (A17a, A17b, A17c, 17d)

ID no. 10046438, 10347569
Technical data
See section 2.1
The output modules are located under the left cab access and are arranged
as follows:
1 Left rear section
OLD module layout

1 Module base panel
4 Input module 4 A16d (optional)
5 Output module 4 A17d (optional)
Input module 2 A16b in the cab on the rear wall
NEW module layout

Design
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Output module
1 Output module 3 Connector
2 Ventilation and bleeder screw 4 Type plate
with Goretex membrane
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The output modules have the following functions:
- Converting digital input signals (CAN bus messages) from the main
electronics (master) into analogue commands.
- Controlling the consumer units via terminal equipment.
The power supply for the terminal equipment is divided as follows:
- Activation via banks, which consist of 4 terminal devices and have a
single power source (fuse).
- Direct activation from a fuse, where individual terminal devices are
powered directly by a corresponding fuse.
- Indirect activation from a fuse, where individual terminal devices are
powered by a corresponding fuse via an upstream module. This
configuration is required for switching off outputs in safety-critical states.
Output module connector assignment
Output module connectors

1 Internal 0 Ohm jumper 6 Bank 4 power outputs (1.3 A)
2 24 V power supply 7 Bank 3 power outputs (1.3 A)
3 Logic earth connection 8 Frequency test inputs
4 Bank 1 power outputs (1.3 A) 9 Earth for power outputs
5 Bank 2 power outputs (1.3 A) 10 Positive-switching outputs (8 A)
11 CAN interface
Output module 1 Plug connector, 70-pin Deutsch DRC

connector A17a.X1:
1 Bank 1 power supply (16 A) 30 Spare
2 24 V power supply, logical unit 31 Spare
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200 mA 32 Digital 1 power supply (8 A)

3 Power earth 33 Digital 1 switching output (8 A)
4 Bank 1 power output for parking 34 Digital 2 power supply (8 A)
brake Y10 35 Digital 2 switching output (8 A)
5 Bank 1 power output for working 36 Digital 3 power supply (8 A)
hydraulics lockout Y14 37 Digital 3 switching output (8 A)
6 Bank 1 power output for bucket central lubrication M6
return-to-dig Y9 38 Digital 4 power supply (8 A)
7 Bank 1 power output for lift kick- 39 Digital 4 switching output (8 A)
out Y17 back-up alarm H58, H59
8 Bank 3 power output for AVG 40 Earth for central lubrication M6
coupling 1 Y6.1 41 Spare
9 Bank 3 power output for AVG 42 Spare
coupling 2 Y6.2 43 CAN low input
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10 Bank 3 power output for AVG 44 CAN low output

coupling 3 Y6.3 45 Spare
11 Bank 3 power output for AVG 46 Earth for parking brake Y10
modulation YMo1 47 Earth for working hydraulics
12 Power earth lockout Y14
13 24 V power supply, logical unit 48 Earth for return-to-dig Y9
200 mA (reserve) 49 Earth for lift kick-out Y17
14 Bank 3 power supply (16 A) 50 Earth for AVG coupling 1 Y6.1
15 Bank 2 power supply (16 A) 51 Earth for AVG coupling 2 Y6.2
16 Logical unit earth 52 Earth for AVG coupling 3 Y6.3
17 Power earth 53 Earth for modulation Mo1
18 Bank 2 power output for float 54 Earth for back-up alarm H58, H59
position Y18 55 Spare
19 Bank 2 power output for cooling 56 Spare
system fan Y13 57 CAN high input
20 Bank 2 power output for warning 58 CAN high output
buzzer H40 59 Spare
21 Bank 2 power output for swivel 60 Earth for float position Y18
restrictor Y57 61 Earth for fan Y13
22 Bank 4 power output for variable 62 Earth for warning buzzer H40
displacement motor 1 YEP1 63 Earth for swivel restrictor Y57
23 Bank 4 power output for variable 64 Earth for variable displacement
displacement motor 2 YEP2 motor 1 YEP 1
24 Bank 4 power output for forward 65 Earth for variable displacement
travel direction Y2 motor 2 YEP 2
25 Bank 4 power output for reverse 66 Earth for travel direction pump 1
travel direction Y3 Y2
26 Power earth 67 Earth for travel direction pump 1
27 Spare Y3
28 Bank 4 power supply (16 A) 68 Spare
29 CAN terminating resistor to 69 Spare
CAN_High 70 Spare
Output module 2 Plug connector, 70-pin Deutsch DRC

connector A17b.X1:
1 Bank 1 power supply (16 A) 36 Digital 3 power supply (8 A)
2 24 V power supply, logical unit 37 Digital 3 switching output (8 A)
200 mA reversing light
3 Power earth 38 Digital 4 power supply (8 A)
4 Bank 1 power output for 39 Digital 4 switching output (8 A)
overspeed protection Y16 back-up alarm
5 Bank 1 power output for option 40 Power earth reserve
6 Bank 1 power output for travel 41 Power supply for 24 V sensor
pump control Y15 reserve
7 Bank 1 power output for travel 42 Power supply for 24 V sensor
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pump control Y15a (L586 only) reserve

8 Bank 3 power output for forward 43 CAN low input
travel direction Y2a (L586 only) 44 CAN low output
9 Bank 3 power output for reverse 45 Power earth reserve
travel direction Y3a (L586 only) 46 Power earth for overspeed
10 Bank 3 power output for protection Y16
additional equipment 1 Y11 47 Power earth for options
11 Bank 3 power output for 48 Power earth for travel pump 1
additional equipment 2 Y12 Y15
12 Power earth 49 Power earth for travel pump 2
13 24 V power supply, logical unit Y15a
200 mA (reserve) 50 Power earth for travel direction
14 Bank 3 power supply (16 A) pump 2 Y2a
15 Bank 2 power supply (16 A) 51 Power earth for travel direction
16 Logical unit earth pump 2 Y3a
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17 Power earth 52 Power earth for additional

18 Bank 2 power output for equipment 1 Y11
emergency steering relay K11 53 Power earth for additional
19 Bank 2 power output for fan equipment 2 Y12
reversal Y50 54 Power earth for reserve back-up
20 Bank 2 power output for ride alarm
control Y20 55 Frequency input 1 reserve
21 Bank 2 power output for float 56 Frequency input 2 reserve
position Y21 57 CAN high input
22 Bank 4 power output for joystick 58 CAN high output
steering, left Y51 59 Power earth reserve
23 Bank 4 power output for joystick 60 Power earth for emergency
steering, right Y52 steering relay K11
24 Bank 4 power output for gerotor 61 Power earth for fan reversal
steering (2-in-1) Y63 Y50
25 Bank 4 power output for joystick 62 Power earth for LFD
steering safety valve Y64 63 Power earth for LFD
26 Power earth 64 Power earth for joystick
27 Logical unit earth reserve steering, left Y51
28 Bank 4 power supply (16 A) 65 Power earth for joystick
29 CAN terminating resistor to steering, right Y52
CAN_High 66 Power output for gerotor
30 Power supply for 24 V steering (2-in-1) Y63
frequency sensor reserve 67 Power output for joystick
31 Power earth reserve steering safety valve Y64
32 Digital 1 power supply (8 A) 68 Power earth reserve
33 Digital 1 switching output (8 A) 69 Earth for frequency input 1
2 pump control 1 reserve
34 Digital 2 power supply (8 A) 70 Earth for frequency input 2
35 Digital 2 switching output (8 A) reserve
2 transmission control
LED indicators
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LEDs behind the bleeder screw

1 Output module ventilation 3 Button
opening 4 Orange LED
2 Green LED 5 Red LED
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After the ignition is switched on, the following conditions may be shown:
Module status display
Status Description
Module ready, waiting to receive the
Green LED flashes slowly
first message on the CAN bus
CAN bus communication active,
Green LED flickers/lights up
normal control
Error frames detected on CAN bus.
Defect on the CAN bus (e.g. wiring
Red LED flickers/lights up error, loose contact, no terminating
resistor) Normal control may not be
possible
Output module address
Ventilation and bleeder opening

1 Output module ventilation 4 Orange LED 10s display
opening 5 Red LED 1s display
2 Green LED 100s display
3 Button
Addressing procedure A module must be addressed when it is replaced or installed.
The output modules are delivered with the default address 21.
- Input module (sender)
- Output module (receiver)
Connect the module
Remove the ventilation and bleeder screw
Unplug the PWR.X connector on the main electronics (master)
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Press the button 3

Switch on the ignition and keep the button pressed until the LEDs start
flashing
Note: If you release the button too quickly, the module is in download mode
for the outer core (orange flashes once, red flashes once). In this case,
switch the module off and try again.
- The green LED flashes to indicate the 100s of the module number
(1x = 100, 2x = 200)
- The orange LED flashes to indicate the 10s of the module number
(1x = 10, 2x = 20)
- The red LED flashes to indicate the 1s of the module number
(1x = 1, 2x = 2)
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Example: 1x green, 3x orange, 10x red = 130

All three LEDs briefly flash between each repeat of the number display.
Changing the module number (address):
Press the button again to increase the module number by one.
Four numbers are available for each module; after the last one it starts with
the first one again.
NOTICE From SCULI version 1.0.10, addresses can be configured using SCULI
(“Modules” button).
SCULI module editor

1 Open moduzle editor button 5 Current address of output
2 Serial number of connected module
modules 6 Module currently in use
3 CAN line where the module is 7 Current status of modules
located 8 Modules not used by LBH.
4 Output module ID
Output module addresses
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Select the line of the module in order to address it. When you double-click it,
a window with available addresses appears.
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Select the correct address and ENTER.

Module serial
Component Connector Address Setting when replaced Status function
no.
Output module 22 (14 6)
A17a Yes Mandatory
1 50 not active
Output module 21 (13 5)
A17b No Mandatory
2 49 not active
Output module
A17c 23 (7 51) Yes Optional
3 (optional)
Output module
A17d 24 (8 52) Yes Optional
4 (optional)
When checking the addresses using SCULI, also check the values in
brackets.
The following status must be displayed.
SCULI module test
1 SCULI module test button 3 Current module status display

2 Selection of modules to test
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L556 - 454 / from 15653 L580 - 459 / from 14171
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10.1.6 Electrical components in the rear section

Components on the rear left of the rear section
Components on the rear left of the rear section

K04 Preglow relay F02 100 A preglow fuse
K11 Emergency steering F07 10 A hazard warning system
pump relay fuse
B16 Back-up alarm (optional) F010 5 A heating flange feedback
F01 100 A main fuse fuse
F03 200 A emergency steering
pump fuse
How the relay K04 works

The relay K04 controls the intake air pre-heating flange.
The preglow system is controlled by the engine electronics A700D and
depends on the following criteria:
- Coolant temperature
- Intake air temperature
Function description of relay K11

The relay K11 controls the emergency steering pump.
The emergency steering pump is regulated by the master controller A15 and
output module 2.
For a detailed description see section 8.4 on the emergency steering.
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Battery installation
10.2 Battery installation

The electrical system operates at 24 volts.
Design
Battery arrangement
1 Connecting cable from fuses to 6 Earth point on machine frame
consumers 7 Connecting cable from battery
2 Fuses in the rear section (+) to the consumers
3 Connecting cable from battery to 8 Connecting cable from battery 1
main switch (+) to battery 2 (-)
4 Connecting cable from main 9 Batteries 1 and 2 in the left
switch to vehicle earth ballast weight
5 Main switch 10 Electrical consumers
The batteries are installed in the left ballast weight. The two batteries are
connected in series.
The battery main switch S1 is installed in the rear left of the engine compart-
ment and disconnects the battery circuit (-) from the vehicle earth.
The following components are powered directly by the battery.
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- M1 Starter
- G3 Alternator
- A4 Voltage converter
- F01 100 A main fuse
- F02 100 A preglow fuse
- F03 200 A fuse for emergency steering pump
- F07 10 A fuse for hazard lights
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Battery installation
10.2.1 Batteries
(ID 6002886, 613203208)
Technical data
See section 2.1
Apart from the terminals, the batteries require no maintenance during
normal operation.
Battery arrangement
1 Battery 3 Drip catcher
2 Back-ignition protection
The battery has a gas escape mechanism and is equipped with back-ignition
protection and a drip catcher.
The free channels must be sealed with dummy plugs.
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11 Transmission
11.0
Chapter contents
11 Transmission..................................................................... 11.0-1
11.0 Transmission.................................................................................11.0-1
11.1 Mechanical transmission ..............................................................11.1-1
11.2 Electronic control unit ...................................................................11.2-1

11.2.1 Main electronics (master) ...................................................11.2-1
11.2.2 Main wiring harness (including transmission) ....................11.2-4
11.2.3 Gear shifting solenoid valves .............................................11.2-5
11.2.4 Speed sensor .....................................................................11.2-6
11.3 Hydraulic control ...........................................................................11.3-1

11.3.1 Control valve block .............................................................11.3-3
11.3.2 Gear pump..........................................................................11.3-5
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Transmission Service Manual
LBH/Version 01/10.2006/en/nk/30.01.2007
L566 - 460 / from 14171
Service Manual Transmission
11.0 Transmission
Design
Main components of the transmission system

1 A11 control unit 4 Oil cooler
2 Transmission 5 Main electronics (master)
3 Gear pump
The transmission system consists of the gearbox including the control valve
block, the main electronics (master), the control unit A11, the hydraulic
supply system and the oil cooler.
The gearbox is elastically mounted in the rear section of the wheel loader.
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The control valve block is bolted on the gearbox from above.

The main electronics (master) are located on the rear wall of the cab behind
the driver's seat. The control unit A11 is located on the panel in the right of
the cab.
The gear pump which supplies the gearbox with control and lubrication oil is
connected to the wheel drive of the engine. The oil cooler is in the cooling
system between the cab and the engine.
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Mechanical transmission
11.1 Mechanical transmission

Technical data
See section 2.1
Design
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Cross section of the transmission (note: the drive shaft 2 with the coupling 2 is shown turned upwards to make it
easier to see)
1 Transmission housing 5 Coupling 3 11 Coupling 1 lube oil duct
2 Variable displacement motor 2 6 Coupling 1 12 Coupling 3 lube oil duct
drive shaft 7 Rear axle drive shaft flange 13 Coupling 2 lube oil duct
3 Coupling 2 8 Oil strainer 14 Oil filter
4 Variable displacement motor 1 9 Power take-off shaft 15 Control valve block
drive shaft 10 Front axle drive shaft flange
L566 - 460 / from 14171
The gearbox is elastically mounted in the rear section of the wheel loader and
is driven by two variable displacement motors. The motors drive the two input
shafts 2 and 4, which transfer the torque to the coupling sets 3, 5 and 6. The
hydraulically actuated couplings consist of an inside-geared coupling cage, an
outside-geared coupling hub, discs, piston, press plate and return springs.
The outside-geared steel discs and inside-geared friction discs are arranged
alternately. The outside-geared discs are connected to the coupling cage
and the inside-geared discs are connected to the coupling hub in such a way
that they cannot twist. The hub and the friction discs turn freely with the input
shafts when the coupling is not actuated.
When the travel range is shifted, oil is directed from the solenoid valve in the
control valve block 15 through the appropriate duct to the coupling valve. As
soon as the coupling valve is actuated, oil flows through the duct to the
corresponding coupling piston. The oil pressure pushes the piston and discs
against the press plate.
When the steel and friction discs are pressed together, they connect the
coupling cage and hub so that they turn together.
When the coupling is closed, power is transmitted from the oil motor to the
output shaft. The two drive shafts to the front and rear section are connected
to the flanges of the output shaft 7 and 10.
When the coupling is open, the return springs push the coupling piston back.
The oil in front of the piston escapes through the coupling valve and holes in the
coupling piston to the oil sump. The oil sump is fitted in transmission housing 1.
A pump fitted to the engine draws the gear oil is through pipes out of the
sump. The oil strainer 8 is fitted on the intake port of the oil sump. The gear
oil is pumped back through a filter into the transmission. Some of the oil is
directed through the oil cooler. The cooled oil is pumped to the transmission
lubrication system.
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Basic function
Arrangement of shafts, gears and couplings in the transmission
1 Motor 1 drive shaft 8 Variable displacement motor 2

2 Shaft 1 drive gear input
3 Coupling 3 9 Coupling 1
4 Intermediate shaft power take- 10 Intermediate shaft drive gear
off gear 11 Intermediate shaft
5 Motor 2 drive shaft 12 Variable displacement motor 1
6 Shaft 2 drive gear input
7 Coupling 2 13 Shaft 1 drive gear
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14 Power take-off shaft

These are the basic functions of the 2plus2 transmission:
– Increasing the input torque of the two variable displacement motors
– Shifting gear without reducing tractive force
– Increasing the speed range through 3 travel ranges
– Distributing torque to the front and rear axles
L566 - 460 / from 14171
The 3 gears
1st gear
In first gear, the couplings K1 and K2 are closed. The torques from both
variable displacement motors are used to provide maximum tractive force.
Input shaft 1
The power from motor 1 is transferred directly via the input shaft 1 to the
drive gear of the intermediate shaft 3. The closed coupling K1 transfers the
torque of the intermediate shaft 3 to the output shaft 4.
Input shaft 2
The power from motor 2 is transferred via the input shaft 2 to the coupling
K2 and the output gear of the input shaft 2. The power is then transferred via
the output gears of the intermediate shaft 3 to the output shaft 4.
The power of both motors is accumulated in the intermediate shaft 3. The
power flow is shown in the adjacent graph.
2nd gear
In 2nd gear, the coupling K1 is opened and the motor 1 pivots to 0°. At the
same time, motor 2 pivots to a wider angle.
Input shaft 1
Motor 1 pivots to 0° and the coupling K1 is opened.
Input shaft 2
The power from motor 2 is transferred via the input shaft 2 to the coupling
K2 and the output gear of the input shaft 2. The power is then transferred via
The power flow is shown in the adjacent graph.
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3rd gear
In 3rd gear, the coupling K3 is closed and the coupling K2 is opened. The
full torque is transferred during shifting.
Input shaft 1
The power from motor 1 is transferred via the input shaft 1 and the coupling
K3 to the output gear of the input shaft 1. The power is then transferred via
Input shaft 2
After the coupling K3 closes, motor 2 pivots to 0° and the coupling K2 is opened.
The power flow is shown in the adjacent graph.
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Electronic control unit
11.2 Electronic control unit

11.2.1 Main electronics (master)
(ID 10223177)
For a detailed description of the main electronics (master), see section 10.1.3.
Design
The main electronics (master) are attached to the rear trim of the cab under
a plastic cover and contains a flash card with the current machine software.
Main electronics (master) Function description
Basic function
The main electronics (master) is the “brain” of the machine control system.
The main electronics (master) controls and monitors all connected CAN or
external modules.
The application software in the main electronics (master) strictly follows the
following time cycles:
– Fetch all input data from the CAN/external modules
– Perform all calculations in the application software with the input data;
calculate the output data
– Generate output data for connected external/CAN modules, which
convert the commands into actions (for example activating a solenoid
valve via one of the output modules)
A laptop can be connected to the master via a serial interface.
Using the SCULI software, the service engineer can make settings, perform
diagnosis and view operating data in the main electronics.
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L566 - 460 / from 14171
Block diagram of transmission

1 Gas pedal 8 Output module 1 14 Motor 1 speed sensor
2 LH control lever 9 Gear shifting solenoid valves 15 Solenoid valve Y6.1
3 Input module 1 10 2plus2 gearbox 16 Solenoid valve Y6.2
4 Input module 2 11 Output speed sensor 17 Solenoid valve Y6.3
5 Main electronics (master) 12 Thermostat 18 Solenoid valve Y6.mo
6 Display unit 13 Motor 2 speed sensor
7 Control unit
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Selecting travel ranges

When the electrical system is turned on, travel range A1-3 is automatically
selected. The transmission remains in neutral until the parking brake is
released and the travel direction is selected. Other travel ranges can be
selected by pressing the “Shift Up” (1) or “Shift Down” (2) buttons on the
control unit A11. The selected travel range is indicated on the display.
The following travel ranges can be selected:
A2 - 3 – Automatic travel range 2nd and 3rd gear
A1 - 3 – Automatic travel range 1st to 3rd gear
A1 - 2 – Automatic travel range 1st and 2nd gear
2 – Fixed 2nd gear
1 – Fixed 1st gear
T – Tempomat
N – Neutral
Gearshift strategy
The controller constantly monitors the speed signals and the pump and motor
positions, and selects the most suitable gear in the automatic travel ranges.
The travel ranges can be changed at any speed. If the speed is too high for
the new travel range, the controller slows the machine by changing the
current to the pump and the variable displacement motor(s). When the
speed is appropriate for the new travel range after hydrostatic braking, the
travel range automatically changes.
Control unit A14

Maximum speed Vmax
If the task in hand required a reduced maximum speed, you can reduce the
maximum speed by pressing the button 3.
This function is only available when travelling forward in fixed gears 1 and 2.
The current speed when the Vmax button is pressed is stored. The machine
then reaches this speed at full throttle. If the Vmax button is pressed when
the machine is not moving, the minimum speed for the gear is stored.
– 1st gear approx. 4 km/h
– 2nd gear approx. 10 km/h
The Vmax function is deactivated when you press the Vmax button again or
change the travel range.
If reverse travel direction is selected, the master shifts to automatic travel
range A1-3 and the Vmax function is deactivated.
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Kick-down
The kick-down function allows manual shifting to first gear. Kick-down
shifting is used in the following situations:
– Slowing the machine down when approaching the pile. The kick-down
function hydrostatically brakes the machine, and it shifts down to 1st gear.
– Before driving onto a steep slope, you can use the kick-down function to
shift to 1st gear.
– When you select the travel direction, the machine drives off in 2nd gear. If
steep terrain prevents this, you can use the kick-down function to shift
straight to 1st gear.
When you press the lick-down button 2 on the LIEBHERR control lever 1,
the machine is automatically hydrostatically braked and is shifted down to
1st gear.
At high travel speeds, the machine automatically shifts to 2nd gear, and then
to 1st gear.
– At low travel resistance, 1st gear remains selected for 10 seconds.
During acceleration, the transmission automatically shifts to 2nd gear.
– While pushing into the pile, first gear remains selected as long as the
resistance is high.
In kick-down mode, the maximum travel speed is 10 km/h. Kick-down mode
can be deactivated early by pressing the travel direction switch 3.
11.2.2 Main wiring harness (including transmission)
Design
The main wiring harness is connected to the right side of the transmission
using a Cannon plug.
Basic function
The Cannon plug is water- and dust-tight. Five lugs around its circumference
prevent it from being plugged in incorrectly.
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Plug for electrical transmission control
L566 - 460 / from 14171
Plug assignment
Pin Colour Function
A Red Modulation solenoid valve
B Green Coupling 2 solenoid valve
C Blue Coupling 3 solenoid valve
D Yellow Coupling 1 solenoid valve
E Black Ground
F Black Ground
G Black Ground
H Black Ground
11.2.3 Gear shifting solenoid valves
Technical data
See section 2.1
Design
The transmission control valves are actuated by four solenoid valves. These
are installed on the left of the control valve block.
2plus2 transmission control valve block

1 Solenoid valve Y6.1 3 Solenoid valve Y6.3
2 Solenoid valve Y6.2 4 Solenoid valve Y6.mo
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Basic function
Once a solenoid valve is actuated, its function is triggered by applying
pressure to its associated hydraulic valve.
L566 - 460 / from 14171
11.2.4 Speed sensor

(ID 7009274)
Technical data
See section 2.1
Design
The input and output speeds of the transmission are recorded by speed
sensors and monitored by the main electronics (master).
Speed sensors on the transmission
1 Variable displacement motor 2 3 Variable displacement motor 1

speed sensor speed sensor
2 Power take-off speed sensor
Basic function
The sensors generate an AC signal with a frequency proportional to the
speed and number of teeth of the corresponding gear. This signal is
recorded by the main electronics (master) and converted to the speed.
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Hydraulic control
11.3 Hydraulic control

Basic function
Diagram of the hydraulic gearbox control unit

1 Variable displacement motor 1 10 Oil cooler 18 Coupling modulation valve 1
2 Variable displacement motor 2 11 Bypass valve filter and 3
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3 Coupling 2 12 Pressure relief valve 19 Solenoid valve Y6.3

4 Coupling 3 13 Safety valve 20 Solenoid valve Y6.1
5 Coupling 1 14 Cooler bypass valve 21 Coupling valve 3
6 Lubrication oil supply 15 Pressure reducing valve 22 Coupling valve 1
7 Gear pump 16 Modulation solenoid valve 23 Solenoid valve Y6.2
8 Filter Y6.mo 24 Coupling valve 2
9 Hydro accumulator 17 Coupling modulation valve 2 P Test connection
L566 - 460 / from 14171
Hydraulic control
The gear pump 7 draws up oil from the sump via a strainer. The oil sump is
fitted in the transmission housing.
The oil is pushed through the filter 8. The bypass valve 11 protects the filter
from overload. This valve opens at a differential pressure of 4.5 bar.
The hydro accumulator 9 is charged with gear oil.
Some of the oil flows through the pressure reducing valve 15 to the four
solenoid valves. The rest of the oil flows through the gear switching pressure
relief valve 12 to the gear oil cooler 10. The pressure relief valve is set to
20 3 bar. The pressure relief valve is adjusted using discs. The operating
pressure of the gearbox control unit is measured at the test point P.
The pressure reducing valve 15 reduces the oil pressure for actuating the
coupling valves from 20 to 9 bar.
The bypass valve 14 protects the gear oil cooler from hydraulic overload.
This opens at a differential pressure of 4 bar. Oil not used for lubricating the
couplings flows through the lubricating oil pressure limiting valve 13 to the oil
sump. The lubrication oil pressure limiting valve opens at 4 bar.
The cooled oil is pumped to the transmission lubrication system.
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L566 - 460 / from 14171
Hydraulic control
11.3.1 Control valve block
Design
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Cross section of the control valve block
L566 - 460 / from 14171
Hydraulic control
1 Pressure relief valve 7 Coupling valve 2 13 Coupling valve 3

2 Bypass valve filter 8 Coupling 2 solenoid valve Y6.2 14 Coupling valve 1
3 Valve piston stop 9 Modulation solenoid valve 15 Separator plate
4 Cooler bypass valve Y6.mo 16 Separator plate
5 Pressure reducing valve 10 Canon plug 17 Control valve block housing
6 Coupling modulation valve 1 11 Coupling 1 solenoid valve Y6.1
and 3 12 Coupling 3 solenoid valve Y6.3
Basic function
The control valve block directs oil to the various consumers in the
transmission. Some are hydrostatically controlled, others electrohydro-
statically. The oil pressure, cooling and lubrication are hydraulically
controlled. The couplings and the pressure modulation are electrohy-
draulically controlled.
The solenoid valves receive control impulses from the main electronics
(master). The solenoid valves open and direct the pressure oil to the valve of
the actuated coupling and control the pressure modulation.
Shifting gears The illustration here shows the two modulation valves (the sectional view of
the control valve block only shows one modulation valve).
The modulation valve 2 for coupling 2 is held in place by the plug 1. Position 3
is the solenoid valve Y6.mo for the modulation. Component 4 is the
modulation valve for coupling 1 and 3.
Pressure modulation is required for smooth gear shifting.
When a gear is selected, oil is directed to the corresponding coupling valve.
The coupling valve is actuated and the oil flows unchecked through the
modulation valve and the coupling valve into the coupling. This is called the
rapid fill phase.
During the rapid fill phase, the coupling pads should be quickly brought into
contact, but without the coupling closing. This accelerates the shifting process.
A few milliseconds after the solenoid valve shifts a gear, the modulation valve
is energised and the oil is directed via a restrictor to the coupling. The oil flow
to the coupling is metered, and the pressure in the coupling accumulates
slowly and in a controlled manner. This is called the modulation phase.
Shortly afterwards, the modulation valve is deactivated. The coupling
pressure has now exceeded the force of the coupling springs and the
coupling is closed.
The actuated variable displacement motor pivots to an angle of 0° with the
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required speed. The variable displacement motor is then set to the correct
angle. The motor is synchronised before the torque is transferred, thus
ensuring smooth shifting.
L566 - 460 / from 14171
Hydraulic control
Increase in coupling pressure during gear shifting

1 Travel range preselection 3 Modulation phase
2 Rapid fill phase 4 Shifting complete
The above graph shows how the pressure changes during a gearshift. The
complete shifting operation only takes around 200 milliseconds, and can
therefore not be recorded using conventional test equipment.
11.3.2 Gear pump
Technical data
See section 2.1
Design
Components of the gear pump

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1 Snap ring 5 Bearing bushings

2 Shaft seal ring 6 Gears
3 Flange 7 Housing
The gear pump is attached to the front of the engine. It is driven at a set ratio
via the spur gear transmission of the engine.
L566 - 460 / from 14171
Hydraulic control
Basic function
The gear pump draws up oil from the transmission. Depending on the speed,
the oil flows from the transmission control valve block.
Pressure cut-off
A pressure relief valve in the transmission control valve block protects the
system from excess pressure.
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L566 - 460 / from 14171
12 Axles, Drive shafts
12.0
Chapter contents
12 Axles, Drive shafts ............................................................ 12.0-1
12.1 Axles – L550 - L576 2plus2 ..........................................................12.1-1
12.2 Axles – L580 2plus2 .....................................................................12.2-1
12.3 Drive shafts ...................................................................................12.3-1

12.3.1 Front drive shaft..................................................................12.3-1
12.3.2 Rear drive shaft ..................................................................12.3-2
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L566 - 460 / from 14171
Axles, Drive shafts Service Manual
LBH/Version 01/10.2006/en/nk/01/02/2007
L580 - 459 / from 14171
Service Manual Axles, Drive shafts
Axles – L550 - L576 2plus2
12.1 Axles – L550 - L576 2plus2

L556 - 454 / from 15653; L576 - 457 / from 14171
Technical data
See section 2.1
Design
Main components of the axle

1 Axle casing 3 Drive shaft flange
2 Self-locking differential 4 Wheel hubs
The axle consists of the differential with the tapered gear and self-locking
differential 2, as well as the planetary drive in the wheel hub 4. The wheel hub
also contains the service brake, which is a wet disc brake. The axle casing 1
contains the tapered roller bearing for the wheel hubs.
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Cross-section of the wheel hub

1 Retaining pin 11 Screw for measuring wear on
2 Cover the brake discs
3 M75x1.5 grooved nut 12 Brake discs
4 O-ring 13 Ring gear
5 Wheel flange 14 Planetary gear
6 Brake piston return springs 15 Planetary carrier
7 Sealing ring 16 Sun gear shaft
8 Brake housing 17 Axle casing housing
9 Brake piston seals 18 Oil drain plug
10 Brake piston
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Sectional view of the differential
1 Half shaft 8 Axle tapered gear

2 Axle shaft housing 9 Compensation axle
3 Housing cover 10 Axle input shaft
4 Differential housing 11 Drive flange
5 Bevel gear 12 Shaft seal ring
6 Pressure rings 13 Dust protection ring
7 Compensating tapered gear
Basic function
These are the basic functions of the axle:
– Increasing and transferring the drive torque
– Transferring the vertical device forces to the wheels
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The gear output torque is transmitted via the drive shaft to the axle input
shaft. The torque is increased to the wheel torque by the ratio of the tapered
gear in the differential housing and that of the planetary drives in the wheel
hubs. The input speed is reduced to the wheel speed accordingly.
The vertical operating load of the machine is transmitted from the rear section
via the screwed connection to the axle casing. The axle casing transmits this
load to the wheel hubs so that the machine is supported by the wheels.

1 Axle input shaft 6 Pressure rings
2 Crown wheel 7 Compensation axle
3 Differential housing 8 Compensating tapered gear
4 Output shafts 9 Disc brakes
5 Axle tapered gear
Speed balance of the left and right wheels

When turning a corner, the left and right wheels cover different distances.
The speeds of the two wheels are then different. The correct speed for each
wheel is induced by the rolling condition.
The axle input shaft 1 determines the average speed of the two power take-
off shafts 4 via the crown wheel 2. The crown wheel drives the differential
housing 3 and thus the four facing compensation tapered gears 8 of the
differential. These rest on the tooth faces of the adjacent axle tapered gears
5 and thus drive the output shafts 4. The compensation tapered gears 8
have a balancing function and turn about their own axes to compensate for
various wheel torques. The speed reduction of one wheel is compensated by
the increased speed of the other wheel.
The spreading force is generated by the transfer of the differential torque
from the two pressure rings 6 to the compensation axles 7, which are loosely
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guided on diagonal surfaces. It produces a load-dependent locking torque in

the disc brakes, which is always in equal proportion to the input torque. This
ratio, expressed as a percentage, is called the locking value.
Self-locking function
The disc brakes 9 on the left and right of the axle tapered gears 5 counteract
the relative movement between the axle tapered gear 5 and the differential
housing 3 with a braking force proportional to the rotary speed. This braking
torque has a blocking action and increases the torque on the side with a firm
hold on the ground. The braking torque thus compensates for the insufficient
support from the side with poor hold.
The disc brake consists of outer discs which are mounted in the differential
housing and of non-twisting inner discs linked to the axle tapered gears.
Service brake function
Sectional view of the wheel hub

1 Wheel flange 6 Screw for measuring wear on
2 Brake housing the brake discs
3 Brake piston 7 Brake piston guide pin
4 Brake piston seals 8 Brake discs
5 Brake piston return springs 9 Ring gear
10 Planetary carrier
The service brake is a wet disc brake fitted in the wheel hubs. When
pressure oil acts on the brake piston 3 the outer and inner discs 8 press
against the limit stop of the ring gear 9. The inner discs mesh with the
planetary carrier 10 so that they cannot slip. The outer discs mesh with the
brake housing 2 and remain stationary. When the discs press together, the
wheel torque is taken up by the brake housing.
When it is not actuated, the brake piston 3 is held back by the return springs 5.
The brake discs lose contact and the drag torque is minimised.
Wheel fastening
The wheels are fastened onto the flanges of the wheel hubs by wheel nuts.
They are centred by the spherical collar nuts.
Axle lubrication
The axle has a shared oil system. This means the oil chambers in the
differential and the wheel hubs are connected. Oil drain plugs are fitted on
the wheel hubs and differential housing.
The differential and the wheel hubs are always filled and the level checked
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using the filler screw on the differential housing
LBH/Version 01/10.2006/en/nk/01/02/2007
Axles – L580 2plus2
12.2 Axles – L580 2plus2

Valid for: L580 - 459 / from 14171
Technical data
See section 2.1
Design
Main components of the axle

1 Self-locking differential 3 Wheel hub
2 Axle casing
The axle consists of the differential with the tapered gear and self-locking
differential 1, as well as the planetary drive in the wheel hub 3. The wheel
hub also contains the service brake, which is a wet disc brake. The axle
casing 2 contains the tapered roller bearing for the wheel hubs.
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MJFCIFSS
Cross-section of the wheel hub

1 Ring gear 6 Sun gear 11 Axle
2 Planetary gear 7 Press plate 12 Axle casing
3 Planetary pinion / cover 8 Hub 13 Seal holder
4 Planetary bearing 10 Double seal ring with supports
5 Thrust washer and O-rings
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MJFCIFSS

1 Groove nut 8 Seal screw 15 Pressure disc
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2 Shims 9 Axle tapered gears 16 V sealing ring

3 Housing cover 10 Brake discs 17 Tapered gear nut
4 Differential holder 11 Central element 18 Drive flange
5 Differential housing 12 Bevel gear 19 Seal cartridge
6 Crown wheel 13 Tapered gear seal 20 O-ring
7 Pressure ring 14 Grease seal 21 Wear sleeve

MJFCIFSS
Basic function
These are the basic functions of the axle:
– Increasing and transferring the drive torque
– Transferring the vertical device forces to the wheels
The gear output torque is transmitted via the drive shaft to the axle input
shaft. The torque is increased to the wheel torque by the ratio of the tapered
gear in the differential housing and that of the planetary drives in the wheel
hubs. The input speed is reduced to the wheel speed accordingly.
The vertical operating load of the machine is transmitted from the rear section
via the screwed connection to the axle casing. The axle casing transmits this
load to the wheel hubs so that the machine is supported by the wheels.
LBH/Version 01/10.2006/en/nk/01/02/2007

MJFCIFSS
1 Axle input shaft 6 Compensating tapered gear

2 Differential housing 7 Brake discs
3 Crown wheel 8 Axle tapered gears
4 Pressure ring 9 Bevel gear
5 Compensation axle
Speed balance of the left and right wheels

When turning a corner, the left and right wheels cover different distances.
The speeds of the two wheels are then different. The correct speed for each
wheel is induced by the rolling condition.
The axle input shaft 1 determines the average speed of the two power take-
off shafts 1 via the crown wheel 3. The crown wheel drives the differential
housing 2 and thus the four facing compensation tapered gears 6 of the
differential. These rest on the tooth faces of the adjacent axle tapered gears
8 and thus drive the output shafts 1. The compensation tapered gears 6
have a balancing function and turn about their own axes to compensate for
various wheel torques. The speed reduction of one wheel is compensated by
the increased speed of the other wheel.
Self-locking function
The disc brakes 7 on the left and right of the axle tapered gears 8 counteract
the relative movement between the axle tapered gear 8 and the differential
housing 2 with a braking force proportional to the rotary speed. This braking
torque has a blocking action and increases the torque on the side with a firm
hold on the ground. The braking torque thus compensates for the insufficient
support from the side with poor hold.
The disc brake consists of outer discs which are mounted in the differential
housing and of non-twisting inner discs linked to the axle tapered gears. The
spreading force is generated by the transfer of the differential torque from
the two pressure rings 4 to the compensation axles 5, which are loosely
guided on diagonal surfaces. It produces a load-dependent locking torque in
the disc brakes, which is always in equal proportion to the input torque. This
ratio, expressed as a percentage, is called the locking value.
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MJFCIFSS
Service brake function
Sectional view of the wheel hub

1 Axle housing 4 Inner discs
2 Plug 5 Return springs
3 Retainer plate / outer discs 6 Brake piston
The service brake is a wet disc brake fitted in the axle casing. When
pressure oil acts on the brake piston 6 the outer discs 3 and inner discs 4
press against the retainer plate 3. The inner discs mesh with the axle and
turn along at high speed with the drive shaft. The outer discs 3 mesh with
the axle housing 1 and remain stationary. When the discs press together,
the wheel torque, reduced by the ratio of the planetary final drive, is taken up
by the axle housing.
When it is not actuated, the return springs 5 push back the brake piston 6.
The brake discs lose contact and the braking torque is minimised.
Wheel fastening
The wheels are fastened onto the flanges of the wheel hubs by wheel nuts
with rotating cups.
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Axle lubrication
The axle has a shared oil system. This means the oil chambers in the
differential and the wheel hubs are connected. Oil filler and drain plugs are
fitted on the wheel hubs and differential housing.

MJFCIFSS
Drive shafts
12.3 Drive shafts

12.3.1 Front drive shaft
Technical data
See section 2.1
Design
Components of the drive shaft

1 Flange 5 Connector tube 9 Universal joint
2 Universal joint 6 Pin driver 10 Flange
3 Shaft driver 7 Universal joint
4 Hub liner 8 Flight ring
The drive shaft has one universal joint at the output of the transmission, a uni-
versal joint at the input of the front axle and a slider to compensate the length.
Function
The drive shaft transfers the torque from the transmission to the front axle.
The universal joints at either end of the drive shaft allow it to compensate the
angle between the drive and the power take-off. The angle needs to be
compensated due to the articulated steering. The universal joint and
connector tube can be displaced axially to mesh together. This compensates
the length. Tolerances in assembly and slight movements during operation
make this necessary.
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Uniformity of torque transmission

On drive shafts with simple universal joints, the connector tube between the
two universal joints rotates unevenly. This is the case whenever the
universal joint has to compensate for an angle. This occurrence is prevented
by using a double cardan shaft. The connector tube turns evenly.
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Drive shafts
12.3.2 Rear drive shaft
Technical data
See section 2.1
Design
Components of the drive shaft

1 Flange 4 Hub liner 7 Universal joint
2 Universal joint 5 Connector tube 8 Flange
3 Shaft driver 6 Pin driver
The drive shaft is equipped with two universal joints and a slider.
Function
The drive shaft transfers the torque from the transmission to the rear axle.
The universal joints at either end of the drive shaft allow it to compensate the
angle between the drive and the power take-off. The universal joint and
connector tube can be displaced axially to mesh together.
This compensates the length. Tolerances in assembly and slight movements
during operation make this necessary.
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13 Machine frame, Ballast
weight
13.0
Chapter contents
13 Machine frame, Ballast weight .......................................... 13.0-1
13.1 Machine frame ..............................................................................13.1-1
13.2 Articulation bearing .......................................................................13.2-1
13.3 Oscillating axle mount...................................................................13.3-1
13.4 Articulation lock.............................................................................13.4-1
13.5 Ballast weight................................................................................13.5-1

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Machine frame, Ballast weight Service Manual
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Service Manual Machine frame, Ballast weight
Machine frame
13.1 Machine frame

Design
The machine frame consists of the front section and the rear section. These
are connected by the articulation bearing.
Main components of the machine frame

1 Front section 3 Oscillating bearing 4 Articulation bearing
2 Rear section
Basic function
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The machine frame transfers the forces of the lift arms to the axles. The
frame carries all the most important components of the machine, such as the
engine, cab and transmission.
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Machine frame
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Articulation bearing
13.2 Articulation bearing

Design
The articulation bearing is installed between the front and rear sections.
Location of the articulation bearing

1 Front section 2 Rear section 3 Articulation bearing
Main components of the articulation bearing

1 Pressure flange 6 Swivel bearing
2 Cylinder screw 7 Cone tension element
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3 Bushing 8 Shaft seal ring

4 Bearing cover 9 Cylinder screw
5 Shims 10 Bearing pin
Basic function
The articulation bearing connects the front and rear sections. It allows
steering of the machine by articulating the machine frame to the left or right.
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Articulation bearing
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Oscillating bearing
13.3 Oscillating axle mount

Design
The oscillating axle mount is installed between the front and rear sections.
Location of the oscillating axle mount

1 Front section 3 Oscillating bearing 4 Oscillating axle frame
2 Rear section
Main components of the oscillating axle mount

1 Pressure flange 6 Swivel bearing
2 Cylinder screw 7 Cone tension element
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3 Bushing 8 Shaft seal ring

4 Bearing cover 9 Cylinder screw
5 Shims 10 Bearing pin
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Oscillating bearing
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Articulation lock
13.4 Articulation lock

Design
The articulation lock is fitted between the front and rear sections.
Articulation lock
1 Locking bar 3 Spring clip
2 Pin
Basic function
The articulation lock arrests the articulated joint of the machine. This means
the steering is blocked, for example when transporting the machine.
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Articulation lock
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Ballast weight
13.5 Ballast weight

Technical data
See section 2.1
Design
The ballast weight consist of two parts. They are bolted on the left and right
sides on the back of the rear section.
Ballast weight layout

1 Left rear section 2 Right rear section
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Ballast weight
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14 Central lubrification system
14.0
Chapter contents
14 Central lubrification system ............................................... 14.0-1
14.1 Manual central lubrication.............................................................14.1-1
14.2 LIEBHERR automatic central lubrication system (optional) .........14.2-1

14.2.1 Central lubrication pump EP-1 ...........................................14.2-4
14.2.2 Progressive distributor MX-F ..............................................14.2-5
14.2.3 Central lubrication pump controller EP-1 and operation ....14.2-8
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Central lubrification system Service Manual
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Service Manual Central lubrification system
Manual central lubrication
14.1 Manual central lubrication

Design
Lubricating rail on the front section

1 Lift arms, top left 4 Tilt cylinder, bottom
2 Lift arms, top right 5 Right steering cylinder, base end
3 Tilt cylinder, top 6 Left steering cylinder, base end
Lubricating rail on the rear section

1 Oscillating axle frame, front 3 Right steering cylinder, rod end
2 Oscillating axle frame, rear
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Basic function
The two central lubricating rails are for lubricating points which are difficult
to access.
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Manual central lubrication
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Automatic central lubrication system
14.2 LIEBHERR automatic central

lubrication system (optional)
Design
Components of the central lubrication system
1 Central lubrication pump 8 Grease fitting for manual

2 Rapid fill coupling lubrication
3 Agitator 9 Main supply line
4 Transparent reservoir 10 Main progressive distributor MX-F
5 Level sensor connection 11 Secondary progressive distributor
6 Grease fitting 12 Lubricant supply lines
7 Pressure relief valve 13 Lubrication points
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The central lubrication pump is located under the left cab access.
The distributors are arranged centrally to the respective lubrication points.
The central lubrication pump and the progressive distributors provide the
specified quantity of grease to the connected lubrication points.
Operation by touchscreen display see:
Operating instructions Operation, Mode Operation Display unit
Central lubrication system (automatic) - “LIEBHERR“
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Overview of lubrication points

1 Central lubrication pump 3 Main progressive distributor 5 6x secondary
2 Inductive switch for 4 6x secondary progressive distributor
lubrication cycles progressive distributor
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Overview of lubrication points

1 Central lubrication pump 3 Main progressive distributor 5 6x secondary
2 Inductive switch for 4 6x secondary progressive distributor
lubrication cycles progressive distributor
Progressive lubrication
The automatic central lubrication system is a progressive system. It
lubricates progressively, i.e. all lubricating points in succession.
The main distributor is fitted with an inductive switch, which signals the
lubrication cycles to the main electronics (master).
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Overall system
The electrically powered central lubrication pump pumps the grease to the
main progressive distributor, which distributes it to the secondary progres-
sive distributors. The secondary progressive distributors pump the grease to
the lubrication points. The main electronics (master) control the lubrications
cycles and pauses of the central lubrication pump.
Safety function
– The pressure relief valve on the central lubrication pump monitors lubri-
cation. If a lubrication point receives no grease from the distributor, the
progressive distributor is blocked. The pressure in the central lubricating
system increases. If the pressure rises above the permitted limit, grease
escapes from the pressure relief valve. During this time, there are no
impulses (lubrication cycles) for the main electronics (master).
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– If the lubrication cycles are not performed in a specified time, the main
electronics (master) switch off the lubrication system. The driver is notified
by the flashing LEDs on the central lubrication button and a service code.
14.2.1 Central lubrication pump EP-1
Technical data
See section 2.1
Central lubrication pump EP-1

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1 DC motor 7 Strainer
2 Pump housing 8 Transfer piston
3 Cam 9 Check valve
4 Level sensor (inductive) 10 Pressure relief valve
5 Transparent reservoir 11 Pressure ring
6 Agitator
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Pump action
A DC motor 1 continually drives the cam 3 with a pressure ring 11.
The cam raises and lowers the transfer piston 8. This provides the suction and
pumping action of the transfer piston. The built-in check valve 9 prevents the
pumped medium from being sucked back out of the main supply line.
The agitator 6 pushes the lubricant out of the transparent reservoir 5 through
a strainer 7 to the pump housing 2. This eliminates air bubbles in the grease.
Checking the grease quantity

When all three LEDs on the central lubrication button light up, there is
insufficient grease. This condition is reported by the level sensor.
The reservoir is a transparent cylinder, in which the rubber stripper on the
agitator can be seen. This allows you to check the grease level.
Filling
The reservoir can be filled via the tapered grease fitting using a standard
lubrication pump or via the rapid fill coupling using the grease gun.
Safety function
The pressure relief valve 10, which is set to 280 bar, prevents excess pressure
in the line system.
14.2.2 Progressive distributor MX-F
Technical data
See section 2.1
Design
The progressive distributors are manufactured with variable discs. The
advantage of this is that the distributors can be extended or reduced according
to the number of lubrication points.
The flow per stroke depends on the piston diameter. The progressive
distributor needs at least three pumping elements in order to work properly.
The distributors must always be installed horizontally.
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Main progressive distributor

1 Start element 4 Middle element
2 Middle element with actuator 5 Inductive switch for
piston and inductive switch for lubrication cycles
lubrication cycles 6 Inductive switch LED
3 Inductive switch housing 7 End element
Secondary progressive distributor

1 Start element (without piston) 4 Connecting line
2 Middle element with 5 Dummy plug
flow engraved 6 End element
3 Screw connection
Linkage with gears connects the elements to the distributor blocks.
O-rings are installed as seals between the elements.
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Basic function
Piston positions of the progressive distributor MX-F

A - C Piston positions I - III Pistons 1 - 6 Grease duct outlets
The progressive distributors act hydraulically and distribute the lubricant in
series to each outlet.
The lubricant flows via the entrance of the distributor through all the
distributor discs to the piston I (piston position A). The piston pushes to the
left and presses the lubricant out of the left pressure chamber of the piston
to the outlet 1 (piston position B). Pistons II and III then pump the lubricant to
the outlets 2 and 3.
After piston III moves, the lubricant flows to the left side of piston I (piston
position C). The piston I pushes to the right and presses the lubricant out of
the right pressure chamber of the piston to the outlet 4.
Pistons II and III then pump the lubricant to the outlets 5 and 6.
After piston II moves, the lubricant again flows to the right side of piston I
(piston position A) and a new cycle of the progressive distributor begins.
This function is repeated as long as lubricant is pumped to the distributor.
Malfunctions
Malfunctions can occur in the lubricant lines or inside the distributor.
Malfunctions include:
– Clogged lubricant lines
– Twisted bearing casings
These prevent the flow of lubricant, and thus block the distributors.
When the distributor is blocked, lubricant flows out of the pressure relief
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valve on the central lubrication pump.
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14.2.3 Central lubrication pump controller EP-1 and operation
Technical data
See section 2.1
Basic function
The central lubrication pump EP-1 is regulated by the main electronics (master).
It is operated via CAN bus from the control unit to the main electronics
(master) and output module 1 A17a.
The feedback from the grease level sensor 2 and the lubrication cycle
inductive switch 9 comes via the input module 2 A16b to the main
electronics (master).
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Central lubrication system control

1 Central lubrication pump 6Power supply from fuse F53
2 Grease level sensor 7Output module 1 A17a
3 Central lubrication button 8Input module 2 A16b
and LEDs 9Inductive switch for lubrica-
4 CAN bus connections tion cycles
5 Main electronics (master) 10 Central lubrication pump
power supply
If the ignition is switched off or the parking brake is engaged, the main
electronics (master) stop lubrication. The remaining cycles are stored and after
the engine is started or the parking brake released, lubrication is continued at
the point where it was interrupted.
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Non-scheduled lubrication intensity (cycle settings)

The following settings can be made with the central lubrication button:
– Press briefly for less than 2 seconds: non-schedule lubrication
– Hold down for more than 2 seconds: set lubrication intensity 75%,
100%, 125%
The LEDs show the following states when the ignition is switched on.
– LED 1 - 75% lubrication (light-duty operation)
– LED 2 - 100% lubrication (medium-duty operation)
– LED 3 - 125% lubrication (heavy-duty operation)
– LEDs 1 + 2 + 3 flash & service code – system fault
– LEDs 1 + 2 + 3 light up – grease has reached minimum level
– LED 1 or 2 or 3 flashes – indicates lubrication intensity during operation:
75 / 100 / 125%
Adjusting the lubrication intensity

Press the central lubrication button for more than 2 seconds to switch to
setting mode.
With each further press of the button, the mode is switch up one level; after
the highest mode it returns to the first. 75% - 100% - 125% - 75%.....
Non-scheduled lubrication
Using the central lubrication system button, you can perform non-scheduled
lubrication at any time when the ignition is switched on, even when the
parking brake is engaged (with the set lubrication and cycle time).
The pump motor switches off after the set number of cycles and the set
cycle time begins.
Lubrication sequences
A Lubrication (cycles) 2 Medium-duty lubrication 3 Heavy-duty lubrication sequence
1 Light-duty lubrication sequence sequence
Fault in the system (cycle error)

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The cycles are checked with a set time.

Each completed cycle resets this time. If there is no cycle within the set time, the
system is stopped – LEDs 1, 2 and 3 flash and the service code E2017 appears.
Grease reservoir level too low

The LEDs in the central lubrication button light up if the grease supply in the
reservoir falls too low.
The all three LEDs stay on until the grease is topped up.
The driver can also check the grease level by looking at the reservoir.
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Filling the reservoir

The tapered grease fitting 3 can be used to fill the reservoir.
For fast filling, the rapid filler pump 1 on coupling 2 can be used.
Fast filling with cartridge

1 Rapid filler pump 2 Quick coupling
3 Grease fitting
Grease specifications: see the section on lubricants and fuels in the mainte-
nance chapter.
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15 Covering, access
15.0
Chapter contents
15 Covering, access............................................................... 15.0-1
15.1 Coverings......................................................................................15.1-1
15.2 Cab access ...................................................................................15.2-1

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Covering, access Service Manual
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Service Manual Covering, access
Covering
15.1 Covering
Design
Covering components
1 Front left and right mud guards 4 Engine hood 7 Front lower covering
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2 Cooler hood 5 Rear section 8 Plastic lid

3 Rear left and right mud guards 6 Rear lower covering
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Covering
Front mud guard

1 Front mud guard 2 Front section
The two front mud guards 1 are each fastened with three bolts to the front
section 2.
Rear mud guard

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1 Rear right mud guard 3 Rear left mud guard

2 Rear section
The two rear mud guards 1 and 3 are each fastened with two bolts to the
access, the rear section 2 and the ballast weight.
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Covering
Engine hood and rear section
1 Cooler support 4 Rear section

2 Engine hood 5 Cooler panel
3 Rear cover
The engine hood 2 is fastened to the cooler support 1 with two screws. The
hood can be lifted up with the aid of two gas-filled springs. The rear cover 3
is fastened to the rear section of the machine 4 with four bolts.
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Rear lower covering

1 Rear section 3 Hinge
2 Cover
The cover 2 is fastened to the underside of the rear section 1 with four bolts
and can be opened downward via the hinge 3.
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Covering
Front lower covering

1 Cover 3 Hinge
2 Rear section
The cover 1 is fastened to the underside of the rear section 2 with four bolts
and can be opened downward via the hinge 3.
Cooler hood
1 Cooler hood 3 Cooler panel
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2 Cooler support
The cooler hood 1 is fastened with one bolt each to the cooler support 2 and
the cooler panel 3.
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Covering
Cover
1 Plastic lid 2 Front section
The plastic lid 1 is fastened with four bolts to the front of the front section 2.
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Covering
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Cab access
15.2 Cab access

The handrails on the cab access help you get in and out of the cab and
protect you from falling off.
Design
Cab access
1 Cab access 3 Cab access handrail
2 Tool box 4 Wheel box handrail
The left side of the cab access 1 is fastened to the rear section with three
bolts. The bottom rung is connected by two rubber brackets to the access. The
underside of the cab access is designed to leave space for the input and out-
put modules, and for the electric central lubrication pump (special equipment).
A toolbox 2 is welded between the steps.
The handrails 3 are each fastened to the access and wheel box with
four screws.
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Cab access
Access and exit aids

1 Wheel box handrail 3 Cab access handrail
2 Cab access
The cab access is fastened to the rear section with three bolts. The wheel
box handrail is fastened with two bolts each to the access and rear mud
guard. The cab access handrail is fastened to cab access with two bolts.
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16 Cab, heating, air conditioning
16.0
Chapter contents
16 Cab, heating, air conditioning............................................ 16.0-1
16.0.1 Cab, heating and air-conditioning.......................................16.0-1
16.1 Display unit A13 (LCD) .................................................................16.1-1

16.1.1 Display unit A13 (LCD) .......................................................16.1-1
16.1.2 Control units A11, A18, A19 (optional) and A22..................16.1-4
16.1.3 Main function control unit (CAN bus) A11 ..........................16.1-5
16.1.4 Air conditioning control unit (CAN bus) A22.......................16.1-6
16.1.5 Option control unit (CAN bus) A19 .....................................16.1-7
16.1.6 Electrical control unit A18 ...................................................16.1-8
16.1.7 LIEBHERR control lever ...................................................16.1-10
16.2 Control panel with display unit (touch screen monitor)................16.2-1

16.2.1 Display unit A13a (touch screen monitor) ..........................16.2-2
16.2.2 Control units A11, A18........................................................16.2-3
16.2.3 Main function control unit (CAN bus) A11 ..........................16.2-4
16.2.4 Option control unit (CAN bus) A19 (see 16.1.5).................16.2-5
16.2.5 Electric control unit A18 (see 16.1.6) .................................16.2-5
16.2.6 LIEBHERR control lever (see 16.1.7).................................16.2-5
16.3 Heating, ventilation, air conditioning.............................................16.3-1

16.3.1 Heating/air conditioning unit ...............................................16.3-2
16.3.2 Blower.................................................................................16.3-3
16.4 Air conditioning system with built-in condenser...........................16.4-1

16.4.1 Air conditioning compressor ...............................................16.4-4
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16.4.2 Condenser ..........................................................................16.4-5

16.4.3 Dryer collector unit..............................................................16.4-6
16.4.4 Pressure switch ..................................................................16.4-8
16.4.5 Evaporator ..........................................................................16.4-9
16.4.6 Temperature sensors B26, B26a (anti-icing
mechanism) ......................................................................16.4-10
16.5 Air conditioning system with external condenser.........................16.5-1

16.5.1 Air conditioning compressor ...............................................16.5-3
16.5.2 Condenser ..........................................................................16.5-5
16.5.3 Dryer collector unit..............................................................16.5-6
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Cab, heating, air conditioning Service Manual
16.5.4 Pressure switch ................................................................. 16.5-7

16.5.5 Evaporator (see 16.4.5) ..................................................... 16.5-7
16.5.6 Temperature sensors B26, B26a (anti-icing
mechanism) (see 16.4.6) ................................................... 16.5-7
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Service Manual Cab, heating, air conditioning
16.0.1 Cab, heating and air-conditioning
Design
The cab is a safety cab which has been tested and approved according to the
ROPS/FOPS specifications. It is elastically supported on the rear section.
The cab is equipped with heating, ventilation and air conditioning.
The cab can be accessed from the left side of the machine via the steps and
the door.
The right window can be used as an exit in emergencies.
View of driver's cab

1 Radio speaker 10 Steering column adjustment 19 Socket/cigarette lighter
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2 Sun visor lever 20 Ashtray

3 Interior lights with switch 11 Gas pedal angle sensor 21 Ignition switch
4 Interior mirror 12 Adjustable LH control lever 22 Adjustable arm rest
5 Radio compartment panel 23 Mechanical service hours
6 Heater/ventilation/air-conditio- 13 Display unit counter
ning outlet nozzles (9 in total) 14 LIEBHERR control lever 24 Diagnostic plug
7 Inch/brake pedal with 15 Panel adjustment pedal 25 Glove compartment
angle sensor 16 Window opener lever 26 Fuse box
8 Steering column switch 17 Control lever fitting for optional 27 Driver’s seat
9 Adjustable steering column with working functions
steering wheel 18 Right control panel with
control units
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Driver's cab, outside view from right (Air cleaner cover removed)
1 Right side of cab 4 Air conditioning system
2 Fresh air filter expansion valve
3 Heating and air- 5 Heater water connections
conditioning housing 6 Valve and water valve
control motors
ROPS/FOPS strength
The driver's cab complies with the ROPS/FOPS regulations.
ROPS (Roll Over Protective Structure) takes into account mechanical rigidity
in the event of the machine rolling over.
FOPS (Falling Object Protective Structure) governs the rigidity of the cab
when object fall onto it.
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Display unit A13 (LCD)
16.1 Display unit A13 (LCD)

All important operating, display and control elements are arranged ergono-
mically on the instrument panel.
The display unit 1, which indicates the operating condition of the wheel
loader, is located in the upper field of view, slightly to the right of centre.
The LH control lever is in a separate console, which can be adjusted back
and forth using a foot pedal.
The controls are arranged in the right-hand control panel.
The fuses are on the left behind the driver’s seat.
Design
Instrument panel
1 Display unit A13 (LCD) 4 Air conditioning control unit CAN
2 Electrical control unit A18 bus A22
3 Main control unit CAN bus A11 5 Additional functions control unit
CAN bus (optional) A19
6 Switch for additional options
16.1.1 Display unit A13 (LCD)

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The display unit A13 is on the front right A pillar.
Design
The display unit A13 consists of:
– LCD indicators
– Symbol fields
– Segment displays
The LCD display 21 contains segment displays for:
– Clock
– Service codes
– Engine speed
– Service hours
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The LCD display 26 contains segment displays for:

– Current travel range
Symbol fields for:
– Warning messages
– Travel direction
– Travel ranges
Segment fields for:
– Fuel supply
– Engine oil pressure
– Coolant temperature
– Travel speed
The 9-pin plug connector for communication with the main electronics
(master) A15 is attached to the rear.
Display unit A13

1 Travel speed display P6 19 Air filter contamination symbol field H7
2 Emergency steering check symbol field H24 20 Preglow monitor symbol field H2
3 Emergency steering symbol field H8 21 Segment display for engine speed, time, operating
4 Brake system accumulator pressure symbol field hours segment and service codes P7
H19 22 Battery charge control symbol field H6
5 Joystick steering symbol field H27 23 High beam symbol field H12
6 Gear oil overheating symbol field H14 24 Direction indicator symbol field H10
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7 Forward travel direction symbol field H3 25 Stop symbol field H36

8 Working hydraulics lockout symbol field H5 26 Display for tractive force adjustment, current travel
9 Reverse travel direction symbol field H9 range, fan reversal H37
10 Hydraulic oil overheating symbol field H23 27 Overspeed protection indicator H38
11 Automatic travel range 2-3 symbol field H35 28 Fuel supply symbol field H1
12 Automatic travel range 1-3 symbol field H34 29 Fuel supply display P2
13 Automatic travel range 1-2 symbol field H33 30 Engine overheating and coolant level symbol field
14 Fixed gear 2 symbol field H31 H13
15 Fixed gear 1 symbol field H30 31 Coolant temperature display P3
16 Tempomat T symbol field H29 32 Engine oil pressure symbol field H4
17 Neutral position N symbol field H32 33 Engine oil pressure display P5
18 Parking brake symbol field H11
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Plug assignment
SUB-D / 9-pin male (communication with master electronics A15)
1 Earth 6 Earth
2 +24 V power supply 7 Unassigned
3 CAN bus CAN_L 8 +5 V terminal 1
4 CAN bus CAN_H 9 Indicator signal
Connector A13.X1 5 +5 V power supply
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16.1.2 Control units A11, A18, A19 (optional) and A22

The control units A11, A18, A19 (optional) and A22 are fitted in the instrument
panel on the right.
Design
The controls consist of the following units:
– Electric control unit A18 - controlled via digital connection
– Main function control unit A11 - controlled via a CAN bus
– Air conditioning control unit A22 - controlled via a CAN bus
– Option control unit A19 - controlled via a CAN bus. With strip inserts to
show the various symbols.
Backlit membrane keypads with buttons, each with function symbol and LEDs
Control unit A11, A18, A19 (optional) and A22

1 Electric control unit A18 - controlled via 21 Increase fan speed button S38
digital connection 22 Temperature down button S40
2 Hazard warning system button S4 23 Decrease fan speed button S34
3 Parking light/driving light button S6 24 Temperature up button S39
4 Flashing beacon button S9 25 Defrost button S47
5 Front/rear working floodlights button S8 26 Taster S44 Umluft / Frischluft (Klappenabgleich
6 Rear window heater button S55 Heiz- Klimaanlage)
7 Rear windshield wiper and washer system button 27 Central lubrication system button (optional) S50
S13 28 Tempomat button S29
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10 Main function control unit A11 - controlled via a 29 Emergency steering button S10
CAN bus 30 Lift kick-out button S22
11 Parking brake button S17 31 Float position button S18
12 Ride control (LFD system) button S16 40 Air conditioning control unit A22 - controlled via a
13 Working hydraulics lockout button S19 CAN bus
14 Bucket return-to-dig button S14 41 Blower duct selector button (footwell) S41
15 Travel range up button S27 42 Blower duct selector button (head area) S43
16 Travel range down button S28 43 Blower duct selector button (middle area) S42
17 Increase tractive force button S32 44 Air conditioning ECO mode button S45
18 Reduce tractive force button S33 45 Air conditioning auto mode button S46
19 Button S30 for engine speed, clock or service 46 Spare button S??
hours (summer/winter time)
20 Button S31 for display unit brightness control
(engine bleeding function)
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Basic function
The control units operate the various machine functions.
The control units are connected via CAN bus and digitally to the main
electronics (master) A15 and the relay and fuse board A4.
The control unit A18 works as soon as the main switch is turned on (terminal
30). The buttons and switches can be programmed.
The control units A11, A19 (optional) and A22 work when the ignition is turned
on (terminal 15). The control units must be set to the correct CAN bus address.
Function test
When the ignition is turned on, all the LEDs light up for the duration of the test.
If there is a fault or failure in a module (CAN bus module) the LEDs remain lit
after the test (safety-critical condition). In this case, the system cannot be
started up.
(See section 10.1.3 on the main electronics (master) A15).
16.1.3 Main function control unit (CAN bus) A11
The main function control unit A11 is connected via CAN bus to the main
electronics (master) A15.
The main function control unit A11 works as soon as the ignition is turned on
(terminal 15).
When a button is pressed, a signal is sent via CAN bus to the main electro-
nics (master) A15.
The buttons have LEDs, which can signal the following conditions:
– All three LEDs on or off – button with switch function
– All three LEDs only light up when the button is pressed – button with
push function
– The LEDs go on or off individually each time the button is pressed –
button with control function
The functions of each button are described in the operating manual for each
machine: “Operating the control units”.
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Plug assignment
Deutsch / 12-pin male (communication with main electronics (master) A15
1 +24 V power supply F71 6 Earth (connected to pin 2)
(connected to pin 5) 7 CAN bus CAN_High 2
2 Earth (connected to pin 6) 8 CAN bus CAN_Low 2
3 CAN bus CAN_High 1 9 Terminating resistor
4 CAN bus CAN_Low 1 10 Unassigned
5 +24 V power supply (connected 11 Unassigned
to pin 1) 12 Unassigned
Connector A11.X1
16.1.4 Air conditioning control unit (CAN bus) A22
The heating and air conditioning control unit A22 is connected via CAN bus
to the main electronics (master) A15.
The air conditioning control unit A22 works as soon as the ignition is turned
on (terminal 15).
nics (master) A15.
push function
Plug assignment
Deutsch / 12-pin male (electrical function control)
1 Data input F71 7 CAN_High 2
2 Earth 8 CAN_Low 2
3 CAN_High 1 9 120 terminating resistor
4 CAN_Low 1 10 Unassigned
(terminal 15) - F09 12 Unassigned
6 Unassigned
Connector A22.X1
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16.1.5 Option control unit (CAN bus) A19
The option control unit A19 is connected via CAN bus to the main electronics
(master) A15.
The option control unit A19 works as soon as the ignition is turned on
(terminal 15).
nics (master) A15.
push function
NOTE: when replacing or installing a new option control unit A19, it must
be addressed.
Plug assignment
1 Data input F71 7 CAN_High 2

2 Earth 8 CAN_Low 2
3 CAN_High 1 9 120 terminating resistor
4 CAN_Low 1 10 Unassigned
(terminal 15) - F09 12 Unassigned
6 Unassigned
Connector A19.X1
Addressing a control unit

The control unit must be addressed after it is installed.
 Connect the control unit
 On the main electronics (master), unplug the PWR_X power supply
connector or remove fuses F35 and F54
 Press buttons 1, 2 and 3
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 Switch on the ignition and keep buttons pressed until the LEDs
start flashing
– The LEDs in button 1 show the 100s (1x = 100, 2x = 200)
Example: 9x LEDs in button 2, 3x LEDs in button 3 = 93
The LEDs in all three LEDs briefly flash between each repeat of the
number display.
Changing the address:
Option Control unit A19 Press button 3 once to increase the current address number by 1.
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The option control unit A19 has five selectable addresses. After you reach
the highest address by pressing button 3 the control unit returns to the
lowest address.
Addressing the control units:
Setting after Status
Component Address
replacement function
Main function control
97 No Yes
unit A11
Air conditioning control
93 No No
unit A22
Option control unit A19 94 Yes No
16.1.6 Electrical control unit A18
The electric control unit A18 is digitally connected to the relay and fuse
board A4.
When a button is pressed, a digital signal is generated and the
corresponding consumer units are actuated.
The LEDs are arranged on the buttons as shown.
When a function is activated, the status is shown by one or more of the LEDs.
Each button has seven modes, which can be set as required.
Setting the button functions (Mode)

The mode can be set independently for the buttons/outputs 2 to 6.
Activating the mode setting

To go to the mode setting function, the following conditions must be met:
Electrical control unit A18
– The three buttons 2, 4 and 6 must be simultaneously pressed.
– The ignition (terminal 15) must be turned on and the three buttons 2, 4
and 6 pressed for at least 5 seconds.
After mode setting is activated, the LEDs in the assigned buttons should
indicate the modes currently used.
When the keypad is in mode setting mode, all outputs are deactivated
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(and remain so until normal mode is restored).

The following standard settings are shown (without options):
Button Mode LED 1 LED 2 LED 3
4 - cannot
1 ON OFF OFF
be changed
2 4 ON OFF OFF
3 5 ON OFF ON
4 4 ON OFF OFF
5 3 OFF ON ON
6 1 OFF OFF ON
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The following settings are possible:

Response when Response when
Functions at
Mode Description terminal 15 terminal 15
terminal 30
SWITCHED OFF SWITCHED ON
Switches output OFF when ignition is off,
1 NO OFF OFF
OFF always when ignition is switched on
2 NO OFF ON
ON always when ignition is switched on
Restores status
3 Responds like a normal switch at terminal 15 NO OFF when terminal 15 is
switched on
Responds like a normal switch at No change No change (terminal
4 YES
terminal 30 (status remains) 30 status remains)
No change (terminal
5 retains terminal 30 status when ignition is YES OFF
30 status remains)
switched on
6 YES OFF ON
ON always when ignition is switched on
Switches output OFF when ignition is off; Restores last status
7 YES OFF
when switched on, switch-off status is restored of terminal 15
Press the button to switch the current mode (increase number by one,
return to lowest number after highest). The LEDs immediately indicate the
altered mode.
After a button is pressed to change the mode, the new configuration is im-
mediately stored in the EEPROM. If no button is pressed within 30 seconds
or terminal 15 is switched off, the keypad returns to normal mode.
The settings are indicated as follows:
Mode LED 1 LED 2 LED 3

1 OFF OFF ON
2 OFF ON OFF
3 OFF ON ON
4 ON OFF OFF
5 ON OFF ON
6 ON ON OFF
7 ON ON ON
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Plug assignment
1 +24 V power supply 7 CAN_High 2 (not used)
(terminal 15) - F71 8 CAN_Low 2 (not used)
2 Earth 9 120 terminating resistor
3 CAN_High 1 (not used) 10 Switching output (hazard lights)
4 CAN_Low 1 (not used) 11 Switching output
5 +24 V power supply (flashing beacon)
(terminal 30) - F07 12 Switching output
Connector A18.X1
6 Digital input (flashing frequency) (windscreen wipers)
1 Switching output (rear washer 4 Switching output (low beam)

pump) 5 Switching output (front working
2 Switching output (heated rear floodlight)
window/mirror) 6 Switching output (rear
3 Switching output (parking light) working floodlight)
Connector A18.X2
16.1.7 LIEBHERR control lever

The LIEBHERR control lever (LH control lever) contains the switch 5 for
preselecting the travel direction, the switch 2 for the kick-down function and
the buttons 3 and 4 for additional functions.
The LH control lever also controls the movements of the working attachment
via the lift and tilt cylinders.
It is connected to the main electronics (master) via input module 1 and input
module 2.
Design
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Control lever with switch

1 LH control lever 4 Additional equipment button
2 Kick-down button 5 Travel direction switch
3 Additional equipment button
Basic function
When the electrical system is switched on, the automatic travel range A1-3
is selected and the travel drive is set to neutral N.
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Both are indicated by the LC display (H34) and the symbol field N (H32).
The travel direction switch 5 must be moved to neutral N after the parking
brake is released before a travel direction can be preselected.
Switching travel direction

You can switch travel direction using the button 5 on the LH control lever.
The solenoid valves for forward and reverse travel direction can only be acti-
vated after the parking brake is released.
The travel direction is shifted to neutral by closing the parking brake or
shifting the travel direction switch to neutral N (middle position).
Kick-down shifting
Briefly touch the Up button 2 to trigger the command to shift to 1st gear.
The gear can shift up 10 seconds after the kick-down button is released.
Additional function buttons (optional)

If an option is installed or retrofitted, the buttons 3 and 4 can be used to
operate it.
Plug assignment
12-pin Deutsch
1 Power supply (+) F15 7 Kick-down switching signal
2 Reverse travel direction 8 Kick-down power supply (+) F9
constant signal 9 Additional equipment power
3 Reverse travel direction supply (+) F9
switching signal 10 Additional equipment switching
4 Forward travel direction signal
Connector S2 switching signal 11 Additional equipment power
5 Forward travel direction supply (+) F9
constant signal 12 Additional equipment
6 Earth switching signal
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Control panel with display unit (touch screen monitor)
16.2 Control panel with display unit

(touch screen monitor)
All important operating, display and control elements are arranged
ergonomically on the instrument panel.
The monitor, which indicates the operating condition of the wheel loader,
is located in the upper field of view, slightly to the right of centre.
The LH control lever is in a separate console, which can be adjusted back
and forth using a foot pedal.
The controls are arranged in the right-hand control panel.
The fuses are on the left behind the driver’s seat.
Layout
Instrument panel
1 Display unit with touch 4 Additional functions control
screen function unit CAN bus (optional) A19
2 Electrical control unit A18 5 Switch for additional options
3 Main control unit CAN bus A11
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16.2.1 Display unit A13a (touch screen monitor)

The display unit A13a (monitor with touch screen function) is on the
front right A pillar and can be adjusted using the swivel console.
The monitor is connected via ETHERNET to the main electronics
(master) A15.
Layout
The monitor A13a has a touch screen function and is divided into
four sections:
Monitor A13a with touch screen function

1 Touch buttons for display 3 Display and operation field
and operation 4 Warning symbols
2 Status symbols
The displays can be selected using the touch buttons in the control bar 1.
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Touch buttons for display and operation

1 Touch button for main screen 4 Touch button for settings
2 Touch button for heating/air 5 Functions (engine bleeding)
conditioning display and 6 Touch buttons for display
operation and operation
3 Touch button for overview 7 Touch button for service
of units codes (messages)
The displays and functions are described in the operating manual for the
machine: “Operating the display units”.
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16.2.2 Control units A11, A18

The control units A11, A18, (A19, A22 optional) are fitted in the instrument
panel on the right.
Layout
The controls consist of the following units:
– Electric control unit A18 – controlled via digital connection
– Main function control unit A11 – controlled via a CAN bus
– Option control units A22, A19 – controlled via CAN bus. With strip inserts
to show the various symbols.
Backlit membrane keypads with buttons, each with function symbol
and LEDs
Control unit A11, A18

1 Electric control unit A18 – controlled via 20 Button S31 for display unit brightness control
digital connection (engine bleeding function), dual function on monitor
2 Hazard warning system button S4 21 Increase fan speed button S38, dual function
3 Parking light/driving light button S6 on monitor
4 Flashing beacon button S9 22 Reduce temperature button S40, dual function
5 Front/rear working floodlights button S8 on monitor
6 Rear window heater button S55 23 Reduce fan speed button S34, dual function
7 Rear windshield wiper and washer system on monitor
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button S13 24 Increase temperature button S40, dual function

10 Main function control unit A11 – controlled via on monitor
a CAN bus 25 Defrost mode button S47, dual function on monitor
11 Parking brake button S17 26 Fresh air/recirculated air button S44 (heater/air
12 Ride control (LFD system) button S16 conditioning flap synchronisation), dual function on
13 Working hydraulics lockout button S19 monitor
14 Bucket return-to-dig button S14 27 Central lubrication system button S47 (optional),
15 Travel range up button S27 dual function on monitor
16 Travel range down button S28 28 Tempomat button S29
17 Increase tractive force button S32 29 Emergency steering button S10
18 Reduce tractive force button S33 30 Lift kick-out button S22
19 Button S30 for engine speed, clock or service 31 Float position button S18
hours (summer/winter time setting), dual function
on monitor
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Basic function
The control units operate the various machine functions.
The control units are connected via CAN bus and digitally to the main
electronics (master) A15 and the relay and fuse board A4.
The control unit A18 works as soon as the main switch is turned on (terminal
30). The buttons and switches can be programmed.
The control units A11 (A19, A22 optional) work when the ignition is turned on
(terminal 15). The control units must be set to the correct CAN bus address.
16.2.3 Main function control unit (CAN bus) A11
The main function control unit A11 is connected via CAN bus to the main
The main function control unit A11 works as soon as the ignition is turned on
(terminal 15).
When a button is pressed, a signal is sent via CAN bus to the main
push function
– The LEDs go on or off individually each time the button is pressed –
button with control function
machine: “Operating the control units“.
Function test
When the ignition is turned on, all the LEDs light up for the duration of the test.
If there is a fault or failure in a module (CAN bus module) the LEDs remain lit
after the test (safety-critical condition). In this case, the system cannot be
started up.
(See section 10.1.3 on the main electronics (master) A15).
Plug assignment
Deutsch / 12-pin male (communication with main electronics (master) A15
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1 +24 V power supply F71 6 Earth (connected to pin 2)

(connected to pin 5) 7 CAN bus CAN_High 2
2 Earth (connected to pin 6) 8 CAN bus CAN_Low 2
3 CAN bus CAN_High 1 9 Terminating resistor
4 CAN bus CAN_Low 1 10 Unassigned
(connected to pin 1) 12 Unassigned
Connector A11.X1
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16.2.4 Option control unit (CAN bus) A19 (see 16.1.5)
16.2.5 Electric control unit A18 (see 16.1.6)
16.2.6 LIEBHERR control lever (see 16.1.7)

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Heating, ventilation, air conditioning
16.3 Heating, ventilation, air conditioning

Technical data
See section 2.1
The driver's cab is equipped with a hot water heater and an air conditio-
ning system.
Optionally, automatic air conditioning is available.
The intake air is filtered through three serviceable dry filter cartridges and
directed to the adjustable air flow nozzles in the cab through the heating/air
conditioning unit.
Design
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Heater/air conditioner
1 Fresh air filter service cover 6 Heating/air conditioning unit
2 Heater/air conditioner covering 7 Driver's cab
3 Fresh air filter (pre-filter) 8 Recirculation filter
4 Fresh air intake slots 9 Circulated air filter cover
5 Fresh air filter (fine filter)
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16.3.1 Heating/air conditioning unit

The heating/air conditioning unit is housed in the right side of the cab.
Design
Heating/air conditioning unit layout
1 Servo motor for footwell nozzles 7 Heating/air conditioning blower 12 Water valve
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2 Servo motor for middle nozzles 8 Heating/air conditioning control 13 Head area ventilation
3 Servo motor for electronics (A21) connection
windscreen/head area nozzles 9 Fresh/recirculated air flap 14 Footwell ventilation connection
4 Flap control housing 10 Fresh/recirculated air flap 15 Middle ventilation connection
5 Heat exchanger servo motor 16 Front and side window
6 Air-conditioning evaporator 11 Water valve servo motor ventilation connection
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How the heater works

The heating and air conditioning control electronics (A21) are connected via
CAN bus to the heating/air conditioning control unit.
The heat exchanger is supplied with hot water from the engine cooling system.
It is regulated using an electrically controlled water valve.
The water valve controls the heating power.
The intake air can be controlled using the fresh/recirculated air flap.
The airflow is regulated using the various blower speed levels on the heating/
air conditioning system.
When the air conditioning is in automatic mode, the speed levels are
automatically controlled by the heating/air conditioning control electronics.
Flap control
The driver can set the flaps manually as required, using the heating/air con-
ditioning control unit.
When the air conditioning is in automatic mode, the flaps are automatically
controlled by the heating/air conditioning control electronics.
16.3.2 Blower
The blower is part of the heating and ventilation unit.
Design
The blower is a 6-speed radial fan for ventilation, heating and air condi-
tioning in the cab.
Basic function
The blower sucks air (axial intake) 4 through the fresh/recirculated air
duct and blows it out of the radial outlet 5 to the evaporator and through the
heat exchanger.
The air flow is regulated by changing the blower speed.
It is operated and regulated using the air conditioning control unit. At level 0
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the blower is switched off. Level 6 is maximum air flow.
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16.4 Air conditioning system with

built-in condenser
Technical data
See section 2.1
Design
Components of the air conditioning system

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1 Expansion valve 3 Compressor (with magnetic 5 Pressure switch B27

2 Heat exchanger in the coupling Y22) 6 Dryer collector unit
heating/air conditioning unit 4 Condenser
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Basic cooling function
Diagram of cooling circuit
1 Air conditioning compressor 8 Heater/air conditioning 14 a Liquid refrigerant, high pressure

2 Magnetic coupling control electronics 15 b Liquid/gaseous refrigerant, high pressure
3 Condenser 9 Temperature sensors 16 c Liquid/gaseous refrigerant, low pressure
4 Fan 10 Condensation tray 17 d Gaseous refrigerant, low pressure
5 Pressure switch 11 Evaporator
6 Dryer collector unit 12 Blower
7 Sight glass 13 Expansion valve
The air conditioning compressor 1 draws in the refrigerant in gas form and
increases its energy level (pressure and thermal energy).
The heat thus generated is transferred to the condenser 3. The heat
dissipation lowers the energy potential.
The cooled refrigerant liquefies. This change of state further reduces the
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energy in it.
The refrigerant, which still has bubbles in it, passes into the dryer collector
unit 6, where it is filtered and dried, and then, with the bubbles removed,
through the rising pipe to the expansion valve 13 on the evaporator.
The liquid, pressurised refrigerant is sprayed through the expansion valve 13
into the depressurised evaporator 11.
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This allows the refrigerant to expand. The expansion reduces the pressure
energy in the refrigerant and very quickly cools the evaporator.
The evaporator 11 is exposed to hot air from the cab and transfers the
heat to the refrigerant. This thermal exchange cools the cab air and heats
the refrigerant.
The heated refrigerant evaporates and turns to gas. This change of state
requires additional energy from the (warm) evaporator, which further
reduces the temperature.
Temperature regulation
The temperature is regulated by the cyclical activation and deactivation of
the magnetic coupling 2 of the air conditioning compressor during operation,
or by mixing hot air from the heater, as for example in defrost mode.
The frequency of switching is controlled by the temperature sensors in the
evaporator and the program in the heating/air conditioning control elec-
tronics (see the technical data).
The temperature is also regulated at the expansion valve. The pressure and
temperature are recorded at the evaporator outlet and the injection quantity
is precisely metered.
These monitoring elements prevent the evaporator from icing up.
Defrost mode
When the windows are misted up, the cab air must be dried. This is done by
operating the air conditioning and the heater at the same time. The cab air
can absorb more moisture when it is heated. The air flowing past the cool
evaporator releases the moisture in the form of condensation.
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16.4.1 Air conditioning compressor
Technical data
See section 2.1
Design
Sectional view of the compressor

1 Intake connection 5 Swash plate
2 Discharge connection 6 Piston
3 Oil filler plug 7 Outlet valve
4 Magnetic coupling 8 Inlet valve
The air conditioning compressor with its magnetic coupling 4 is attached to
the engine and driven by a V-ribbed belt.
The compressor is equipped with an axial piston rotary group 6, a swash
plate 5 and flap valves.
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Basic function
The refrigerant compressor acts as a pump which draws in the gaseous refri-
gerant from the evaporator, compresses it and pumps it to the condenser.
It is bidirectional, which means that the refrigerant compressor can be used
for both directions of rotation.
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Functions of the compressor oil

There are the main functions of the compressor oil:
– Reducing friction, wear and noise
– Hydrostatic transmission of force to the various components of the air
conditioning compressor
– Dissipating heat
– Increasing density
– Lubricating the drive components (piston, shaft seal, bearing)
Magnetic coupling
The pulley runs freely on the compressor shaft and is permanently driven by
the V-ribbed belt.
The power transmission between the pulley and the compressor shaft is
controlled by a magnetic coupling 4.
This is activated by the temperature switch in the evaporator or the pressure
switch on the dryer collector unit.
By periodic activation of the compressor, the evaporator is kept at a temp-
erature of between +1 °C (uncoupling) and +4 °C (coupling), this preventing
the air conditioning unit from icing up.
If the pressure rises above 24 bar or below 2 bar on the pressure side of the
compressor, it is also uncoupled.
16.4.2 Condenser
Technical data
See section 2.1
Design
The condenser is part of the cooling system.
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Condenser with connections

1 Intake 4 Condenser
2 Outlet 5 Cleaning access cover
3 Retaining frame
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Basic function
The forced ventilation condenser directs the heat output of the refrigera-
tion circuit to the ambient air and in the process condenses the
gaseous refrigerant.
When the air conditioning system is switched on, the cooling system fan
speed is automatically increased.
16.4.3 Dryer collector unit
Technical data
See section 2.1
Design
The dryer collector unit is located under the left cab access.
It is connected to the outlet of the condenser and the intake of the evaporator.
Cross section of the dryer filter

1 Sight glass with indicator beads 3 Filter element
2 Rising pipe 4 Dryer granules
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Basic function
The refrigerant, which is cooled but still has bubbles in it, passes from the
condenser to the dryer collector unit.
The circulation pressure forces the refrigerant inside through the filter ele-
ment 3 and the dryer granules 4.
The bubbles are removed from the refrigerant and it passes through the
rising pipe 2 to an outlet port connected by a hose to the expansion valve of
the evaporator.
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Sight glass
Sight glass
1 White filling level bead 2 Orange moisture indicator bead
The sight glass is located in the upper third of the dryer collector unit.
The sight glass has the following purposes:
– Checking when filling the system
– Checking the refrigerant level during operation
– Checking the moisture content of the refrigerant
– Checking contamination of the refrigerant circuit
Checking when filling the system
– When completely filling the system, it is necessary to top up with
gaseous refrigerant on the intake side when the system is switched on.
When doing this, watch the level indicator bead 1 in the sight glass. As
soon as it floats on the refrigerant to the top of the sight glass, stop
adding refrigerant.
Checking the refrigerant level during operation
– Once the system has been running for about five minutes (to allow the
refrigerant to distribute), the white level indicator bead should be near the
top of the sight glass. As the engine speed increases, the level rises
slightly. The refrigerant should flow through the sight glass with no visible
bubbles during operation. If gas bubbles appear, it is normally due to
insufficient refrigerant in the system.
Sometimes the refrigerant is not sufficiently condensed due to insufficient
heat extraction at the condenser (contamination), which can result in
bubbles in the sight glass.
Checking the moisture content of the refrigerant
– There is a small orange indicator bead 2 in the sight glass. If it turns light
grey, there is too much moisture in the system.
In this case the system must be completely drained and evacuated. The oil
in the compressor must also be replaced. The entire dryer collector unit must
LBH/Version 02/03.2006/en/hd/23/03/2009
be replaced too.
Checking contamination of the refrigerant circuit
– A sudden change of colour in the sight glass indicates a problem in the
system. A change in colour is normally caused by overheating in the
refrigerant circuit. This is normally due to internal or external
contamination.
L566 - 460 / 14171 - 20425 L580 - 459 / 14171 - 20432 MJFCIFSS
16.4.4 Pressure switch

(ID 10014164)
Technical data
See section 2.1
Design
Pressure switch
1 Pressure switch 2 Dryer collector unit
The pressure switch is attached to the dryer collector unit in the air conditio-
ning circuit.
Basic function
The pressure switch monitors the pressure in the cooling circuit. It deactivates
the magnetic coupling and therefore the compressor if the pressure is too low
or too high.
This prevents the compressor from running dry if there is too little refrigerant
(insufficient pressure).
Deactivation is also necessary when the pressure is too high. This prevents
damage to components in the system.
Excess pressure may be caused by:
– Too much refrigerant in the circuit
– Excess temperature due to a dirty condenser or defective fan control
– The filter in the dryer collector unit may be very dirty
LBH/Version 02/03.2006/en/hd/23/03/2009
– The expansion valve may be iced up (too much moisture in the

refrigerant) or dirty (blocked).
MJFCIFSS L566 - 460 / 14171 - 20425 L580 - 459 / 14171 - 20432
16.4.5 Evaporator
Technical data
See section 2.1
Design
Evaporator with expansion valve

1 Hose fitting holder 3 Air conditioning system
2 Expansion valve sealing rings
4 Evaporator
The evaporator is fitted in the heater/air conditioner and is part of the refrige-
rant circuit. The heating/air conditioning unit is housed in the right side of
the cab.
Basic function
The evaporator is a heat exchanger which cools the cab air.
The pressurised refrigerant, which is cooled and liquefied by the condenser,
is sprayed through the expansion valve 2 into the evaporator 4, where there
is a vacuum.
LBH/Version 02/03.2006/en/hd/23/03/2009
The drop in pressure allows the refrigerant to expand. The expansion causes
a great drop in the thermal energy. The refrigerant is cooled.
The thermal energy taken from the cab air via the fins on the evaporator 4
evaporates the refrigerant.
L566 - 460 / 14171 - 20425 L580 - 459 / 14171 - 20432 MJFCIFSS
16.4.6 Temperature sensors B26, B26a (anti-icing mechanism)

(ID. 10412227)
Technical data
See section 2.1
Design
The sensor element of the temperature sensor consists of an NTC
thermistor which is connected to the bracket housing by heat-conducting
paste.
Temperature sensors B26
The sensor is a temperature sensor with an NTC characteristic.
This means, the resistance in the sensor falls as the temperature increases.
The resistance curve of the temperature sensor is not linear.
80000
70000
60000
50000
40000
30000
20000
10000
0
-20 -10 0 10 20 30 40 50 60
LBH/Version 02/03.2006/en/hd/23/03/2009
°C
Temperature sensor resistance curve
MJFCIFSS L566 - 460 / 14171 - 20425 L580 - 459 / 14171 - 20432
16.5 Air conditioning system with

external condenser
Technical data
See section 2.1
Layout
Components of the air conditioning system

1 Expansion valve 3 Pressure switch B27 6 Condenser
2 Heat exchanger in the 4 Dryer collector unit 7 Series resistor for blower
heating/air conditioning unit 5 Compressor speed 1
LBH/Version 02/03.2006/en/hd/23.03.2009
(with magnetic coupling Y22) 8 Electric fan motor
L550 - 456 / from 16978 L576 - 457 / from 20429 copyright by 16.5-1 von 8
L566 - 460 / from 20426
Basic cooling function
Diagram of cooling circuit
1 Air conditioning compressor 8 Heater/air conditioning 14 a Liquid refrigerant, high pressure

2 Magnetic coupling control electronics 15 b Liquid/gaseous refrigerant, high pressure
3 Condenser 9 Temperature sensors 16 c Liquid/gaseous refrigerant, low pressure
4 Fan 10 Condensation tray 17 d Gaseous refrigerant, low pressure
5 Pressure switch 11 Evaporator
6 Dryer collector unit 12 Blower
7 Sight glass 13 Expansion valve
The air conditioning compressor 1 draws in the refrigerant in gas form and
increases its energy level (pressure and thermal energy).
The heat thus generated is transferred to the condenser 3. The heat
dissipation lowers the energy potential.
The cooled refrigerant liquefies. This change of state further reduces the
LBH/Version 02/03.2006/en/hd/23.03.2009
energy in it.
The refrigerant, which still has bubbles in it, passes into the dryer collector
unit 6, where it is filtered and dried, and then, with the bubbles removed,
through the rising pipe to the expansion valve 13 on the evaporator.
The liquid, pressurised refrigerant is sprayed through the expansion valve 13
into the depressurised evaporator 11.
This allows the refrigerant to expand. The expansion reduces the pressure
energy in the refrigerant and very quickly cools the evaporator.
The evaporator 11 is exposed to hot air from the cab and transfers the heat
to the refrigerant. This thermal exchange cools the cab air and heats the
refrigerant.
16.5-2 von 8 copyright by L550 - 456 / from 16978 L566 - 460 / from 20426
L580 - 459 / from 20433
The heated refrigerant evaporates and turns to gas. This change of state
requires additional energy from the (warm) evaporator, which further
reduces the temperature.
Temperature regulation
The temperature is regulated by the cyclical activation and deactivation of
the magnetic coupling 2 of the air conditioning compressor during operation,
or by mixing hot air from the heater, as for example in defrost mode.
The frequency of switching is controlled by the temperature sensors in the
evaporator and the program in the heating/air conditioning control
electronics (see the technical data).
The temperature is also regulated at the expansion valve. The pressure and
temperature are recorded at the evaporator outlet and the injection quantity
is precisely metered.
These monitoring elements prevent the evaporator from icing up.
Defrost mode
When the windows are misted up, the cab air must be dried. This is done by
operating the air conditioning and the heater at the same time. The cab air
can absorb more moisture when it is heated. The air flowing past the cool
evaporator releases the moisture in the form of condensation.
16.5.1 Air conditioning compressor
Technical data
See section 2.1
Design
LBH/Version 02/03.2006/en/hd/23.03.2009
Sectional view of the compressor
L566 - 460 / from 20426
1 Intake connection 5 Swash plate

2 Discharge connection 6 Piston
3 Oil filler plug 7 Outlet valve
4 Magnetic coupling 8 Inlet valve
The air conditioning compressor with its magnetic coupling 4 is attached to
the engine and driven by a V-ribbed belt.
The compressor is equipped with an axial piston rotary group 6, a swash
plate 5 and flap valves.
Basic function
The refrigerant compressor acts as a pump which draws in the gaseous refri-
gerant from the evaporator, compresses it and pumps it to the condenser.
It is bidirectional, which means that the refrigerant compressor can be used
for both directions of rotation.
Functions of the compressor oil

There are the main functions of the compressor oil:
– Reducing friction, wear and noise
– Hydrostatic transmission of force to the various components of the air
conditioning compressor
– Dissipating heat
– Increasing density
– Lubricating the drive components (piston, shaft seal, bearing)
Magnetic coupling
The pulley runs freely on the compressor shaft and is permanently driven by
the V-ribbed belt.
The power transmission between the pulley and the compressor shaft is
controlled by a magnetic coupling 4.
This is activated by the temperature switch in the evaporator or the pressure
switch on the dryer collector unit.
By periodic activation of the compressor, the evaporator is kept at a temp-
erature of between +1 °C (uncoupling) and +4 °C (coupling), this preventing
the air conditioning unit from icing up.
If the pressure rises above 24 bar or below 2 bar on the pressure side of the
LBH/Version 02/03.2006/en/hd/23.03.2009
compressor, it is also uncoupled.
L580 - 459 / from 20433
16.5.2 Condenser
Technical data
See section 2.1
Layout
The condenser is part of the cooling system.
Condenser with connections

1 Fan motor 5 Pressure switch for
2 Fan bracket high pressure circuit
3 Series resistor for fan speed 1 6 Dryer
4 Condenser 7 Intake
8 Outlet
Basic function
The forced ventilation condenser directs the heat output of the refrigeration
circuit to the ambient air and in the process condenses the gaseous
LBH/Version 02/03.2006/en/hd/23.03.2009
refrigerant.
When the air conditioning system is switched on, the condenser fan motor is
also activated.
The fan speed is adjusted via the series resistor according to the pressure in
the air conditioning circuit.
L566 - 460 / from 20426
16.5.3 Dryer collector unit
Technical data
See section 2.1
Layout
The dryer collector unit is fitted directly on the condenser.
It is connected to the outlet of the condenser and the intake of the
evaporator.

1 Outlet 3 Dryer collector unit
2 Pressure relief valve 4 Intake
Basic function
The refrigerant, which is cooled but still has bubbles in it, passes from the
condenser to the dryer collector unit.
The circulation pressure forces the refrigerant inside through the filter
element and the dryer granules.
At the outlet, bubble-free refrigerant is pumped through a pressure hose to
the expansion valve of the evaporator.
LBH/Version 02/03.2006/en/hd/23.03.2009
L580 - 459 / from 20433
16.5.4 Pressure switch

(ID 6905545)
Technical data
See section 2.1
Layout
Dryer
1 Pressure switch 2 Dryer collector unit
The pressure switch is attached to the dryer collector unit in the air
conditioning circuit.
Basic function
The pressure switch regulates the fan speed.
The pressure switch also monitors the pressure in the refrigerant circuit. It
deactivates the magnetic coupling and therefore the compressor if the
pressure is too low or too high.
This prevents the compressor from running dry if there is too little refrigerant
(insufficient pressure).
Deactivation is also necessary when the pressure is too high. This prevents
damage to components in the system.
Excess pressure may be caused by:
– Too much refrigerant in the circuit
LBH/Version 02/03.2006/en/hd/23.03.2009
– Excess temperature due to a dirty condenser or a defective fan.

– The filter in the dryer collector unit may be very dirty
– The expansion valve may be iced up (too much moisture in the
refrigerant) or dirty (blocked).
16.5.5 Evaporator (see 16.4.5)
16.5.6 Temperature sensors B26, B26a (anti-icing mechanism)

(see 16.4.6)
L566 - 460 / from 20426
LBH/Version 02/03.2006/en/hd/23.03.2009
L580 - 459 / from 20433
17 Lift arms and quick-change
device
17.0
Chapter contents
17 Lift arms and quick-change device .................................... 17.1-1
17.1 Lift arms ........................................................................................ 17.1-1
17.2 Industrial lift arm ........................................................................... 17.2-1
17.3 Pin bearing .................................................................................... 17.3-1

17.3.1 Standard bearing ................................................................ 17.3-1
17.3.2 Bucket bearing.................................................................... 17.3-2
17.3.3 Removing the pin bearings................................................. 17.3-3
17.3.4 Changing the bushings ....................................................... 17.3-4
17.3.5 Assembling the bucket bearing .......................................... 17.3-5
17.4 Quick change device .................................................................... 17.4-1

LBH/Version 02/10.2006/en/nk/10/05/2011
L556 - 454 / from 15653 L580 - 459 / from 14171
L566 - 460 / from 14171
MJFCIFSS
Lift arms and quick-change device Service Manual
LBH/Version 02/10.2006/en/nk/10/05/2011
L556 - 454 / from 15653 L576 - 457 / from 14171
Service Manual Lift arms and quick-change device
Lift arms
17.1 Lift arms

Technical data
See section 2.1
Design
Main components of the Z lift arms

1 Connecting link 4 Bucket return-to-dig 7 Lift cylinder
2 Linkage proximity switch 8 Bucket stops
3 Contact face for linkage 5 Tilt cylinder 9 Bucket bearing
6 Bucket arm
The lift arms are fitted on the front section of the machine. The lift arms are
designed with Z-bar kinematics. This means that the tilt cylinder, linkage and
connecting link form a Z shape. The Z shape can be seen from the right
side. Parallel load movement is not guaranteed with lift arms with Z-
kinematics. Two lift cylinders and a tilt cylinder are attached to the lift arms.
The lift arms are bolted to the front section via the bucket arm bearings and
LBH/Version 02/10.2006/en/nk/10/05/2011
the cylinder bearings on the base of the cylinder. The bearing points on the lift
arms have seals to protect them against dirt and corrosion. The lift cylinders
Z kinematics are mounted at the piston rod end on the bucket arm and at the cylinder base
end on the front section. The tilt cylinder is mounted at the piston rod end on
the linkage and at the cylinder base end on the front section.
The mechanical bucket return-to-dig device is mounted on the tilt cylinder.
L556 - 454 / from 15653 L580 - 459 / from 14171
L566 - 460 / from 14171
MJFCIFSS
Lift arm
Basic function
Movements of the bucket arm The lift arms bear and move the attached equipment or implement.
Bucket arm movement

The bucket arm is raised or lowered by extending or retracting the
lift cylinders.
You can find details on this in the section on the working hydraulics.
Movements of the
working attachment
Bucket movement
The bucket is tilted in or out by extending or retracting the tilt cylinder.
You can find details on this in the section on the working hydraulics. LBH/Version 02/10.2006/en/nk/10/05/2011
L556 - 454 / from 15653 L576 - 457 / from 14171
Industrial lift arm
17.2 Industrial lift arm

Technical data
See section 2.1
Design
Main components of the industrial lift arm

1 Quick-change-device 4 Tilt cylinder 8 Reversing lever
2 Reversing lever - quick-change- 5 Connecting link 9 Connecting link - quick-change-
device 6 Bucket arm device
3 Proximity switch - bucket return- 7 Lift cylinder 10 Bucket stops
to-dig 11 Bucket bearing
The lift arm is attached to the machine’s front section. The lift arm is
designed with industrial kinematics.
This means that the quick change device is connected to the front section
via the tilt cylinder which is connected to the reversing lever and the
connecting link with parallelogram kinematics.
The lift arm is bolted to the front section via the bucket arm bearings and via
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the cylinder bearings at the cylinder base end. The bearing points on the lift
arm have seals to protect them against wear caused by soiling and
corrosion. The lift cylinders are mounted to the bucket arm at the piston rod
end and to the front section at the cylinder base end. The tilt cylinder is
mounted to the connecting link quick change device at the piston rod end
and to the reversing lever at the cylinder base end.
The mechanism for the automatic bucket return-to-dig function is attached to
the tilt cylinder.
L556 - 454 / from 15653 L580 - 459 / from 14171
L566 - 460 / from 14171
MJFCIFSS
Industrial lift arm
LBH/Version 02/10.2006/en/nk/10/05/2011
L556 - 454 / from 15653 L576 - 457 / from 14171
Pin bearing
17.3 Pin bearing

17.3.1 Standard bearing
Design
The standard bearings on the lift arms have a pin bearing seal.
The following section describes the standard bearing sealing on the lift arms.
Main components of the standard bearing

1 Bucket arm 4 Welded threaded bushing 7 Pin with lug
2 Grease fitting 5 Pin fastening screw 8 Bearing bushing
3 Front section 6 Pin fixing disc 9 Radial seal
LBH/Version 02/10.2006/en/nk/10/05/2011
L556 - 454 / from 15653 L580 - 459 / from 14171
L566 - 460 / from 14171
MJFCIFSS
Pin bearing
17.3.2 Bucket bearing
Design
Sectional view of the bucket arm bearing

10 Bucket arm 13 Welded threaded bushing 16 Pin with lug
11 Grease fitting 14 Pin fastening screw 17 Bearing bushing
12 Bucket bearing plate 15 Pin fixing disc 18 Special radial seal LBH/Version 02/10.2006/en/nk/10/05/2011
L556 - 454 / from 15653 L576 - 457 / from 14171
Pin bearing
Basic function
The bucket base and bushings are protected from corrosive or abrasive
material by a special radial sealing ring. If this material penetrates the
bearing it can increase wear and enlarge the play. If the bearing is loose, the
friction will cause increased wear despite lubrication.
The radial seal is installed on both sides of the bushing between the bucket
arm and bearing plates. The radial seal is held in place by the bearing pin.
The steel ring is positioned parallel to the contact faces of the bucket arm
and bearing plate and prevents the lip seal ring from being damaged by the
forces acting on the bucket bearing.
Axial clearance between the bearing journals of the bucket arm and the bearing
plate ensures that the bearing moves smoothly and is perfectly sealed.
17.3.3 Removing the pin bearings
Design
Extractor hammer
There are many ways to remove a pin. One tried-and-tested method is to
use the extractor hammer shown above. The tool is easy to make and the
pin is not damaged when removed. The extractor hammer consists of a
round rod with an M36 thread on both ends, two machined faces for an
open-ended wrench, the hammer head and two nuts. The first nut has a
flange to prevent damage to the nuts.
LBH/Version 02/10.2006/en/nk/10/05/2011
Procedure
Put the machine in maintenance position 1.
Screw the round rod into the extractor thread of the pin.
Push the hammer onto the rod and tighten the nuts.
Remove the retaining screw.
Knock out the pin.
L556 - 454 / from 15653 L580 - 459 / from 14171
L566 - 460 / from 14171
MJFCIFSS
Pin bearing
17.3.4 Changing the bushings

Welding processes This section describes how to change the bushings on the bucket bearing.
The method for other bearings is similar.
Procedure
Put the machine in maintenance position 1.
Remove the pin as described in 17.2.3.
Start the machine and drive in reverse.
Drive the machine to a suitable place for repairs.
Slightly raise the lift arms and securely support them.
Switch off the engine and pull out the key.
Turn off the battery main switch.
To make it easier to remove the steel bucket bushings, we recommend
welding several lengthways seams around the bushing. The advantage of
this is that when the bushing cools down it becomes smaller in diameter and
thus easier to push out of the hole.
Perform the welding in accordance with the safety instructions for welding
on the machine (see the operating manual).
Attach the earth lead of the welding equipment as close as possible to
the welding position.
Weld on the inside of the bushing.
Leave a distance of 10 mm between the ends of the bushing and the welds
(see illustration).
Let the bushing cool down after welding.

LBH/Version 02/10.2006/en/nk/10/05/2011
L556 - 454 / from 15653 L576 - 457 / from 14171
Pin bearing
Pushing out the bushing using You can push out all the bushings on the lift arms using the appropriate push-
the extraction device ing tool. Position a steel washer in the bushing, flush and slightly below centre.
Use a threaded rod and a hydraulic ram to push the bushing out of the hole.
Procedure
Assemble the hydraulic ram 1, the pusher 2, the threaded rod 3 and the
pushing washer 6 (illustrated).
Pushing tool
Fix the threaded rod with a nut.
Carefully push the bushing out of the hole.
There are two ways to fit a new bushing:
Using a press
By shrinking it using liquid nitrogen
Caution
Be very careful when handling liquid nitrogen.
If using liquid nitrogen, carefully follow the safety instructions for handling it.
! Read and follow the safety instructions.
17.3.5 Assembling the bucket bearing

LBH/Version 02/10.2006/en/nk/10/05/2011
Make sure that:

The holes in the bucket are lined up with the holes in the arm
All parts to be assembled are clean
Procedure
Prepare the pin bearing seal.
L556 - 454 / from 15653 L580 - 459 / from 14171
L566 - 460 / from 14171
MJFCIFSS
Pin bearing
Main components of the pin bearing seal

1 Steel ring 4 Mounting screw
2 Lip seal ring 5 O-ring
3 Protection and installation ring Mz Assembly condition
Screw in the mounting screw 4. This moves the protection and installation
ring 3.
Using a screwdriver, push the lip seal ring 2 (see illustration Mz) into the
grooves of the protection and installation ring 3.
Grease the O-ring 5 well.
LBH/Version 02/10.2006/en/nk/10/05/2011
Sectional view of the bucket arm bearing

1 Bucket arm 3 Pin with lug 5 Radial sealing rings
2 Bucket bearing plates 4 Retaining pin with washer
L556 - 454 / from 15653 L576 - 457 / from 14171
Pin bearing
Grease the pins, bushings and holes.

Push in the pin until it is flush with the inside of the hole.
Push the pin bearing seal between the bearing arms of the bucket arm
and the bucket bearing plate.
Push in the pin until it is flush with the inside of the bucket arm.
Push the second pin bearing seal between the bearing arms of the
bucket arm and the bucket bearing plate.
Drive the pin completely through the bearing hole.
Remove the mounting screws from the sealing rings and free the sealing
lips by moving the mounting rings.
Push the bucket to the left or right using a crowbar.
Check that the axial clearance between the bearing journals of the bucket
arm and bucket bearing plate is 3.2 mm.
Secure the pin with the pin fixing screw 2 and washer 1.
The illustration shows gaps between the pin lug 4 and the disc 1, and
between the pin lug and the bushing 3. This allows the pin to move slightly,
preventing it from jamming in the fixed bearing (steel to steel).
Pin fastening
Caution
Dirt, water and other corrosive substances may wear or corrode the bearing
pin, surfaces or hole.
Wear and corrosion will irreparably damage the bearing.
! Before you install the pin bearing seal, check the maximum axial
clearance!
LBH/Version 02/10.2006/en/nk/10/05/2011
L556 - 454 / from 15653 L580 - 459 / from 14171
L566 - 460 / from 14171
MJFCIFSS
Pin bearing
LBH/Version 02/10.2006/en/nk/10/05/2011
L556 - 454 / from 15653 L576 - 457 / from 14171
Quick change device (optional)
17.4 Quick change device

Technical data
See section 2.1
Quick-change-device:
– Option with Z-bar kinematics
– Standard with industrial lift arm
The quick change device is or will be attached to the machine’s lift arm. It is
used to quickly change the various attachments on the lift arm.
The operation of the variations is different. You can find a detailed
description of the operation in the “operator's manual”.
Quick change device Quick change device

Z-bar kinematics – Option Industrial lift arm - Standard
Design
LBH/Version 02/10.2006/en/nk/10/05/2011
Main components of the quick-change device

1 Hydraulic quick-change device 4 Hydraulic lines 7 Mechanical indicator
2 Grease fitting 5 Hydraulic cylinder 8 Cover
3 Left locking pin 6 Right locking pin
L556 - 454 / from 15653 L580 - 459 / from 14171
L566 - 460 / from 14171
MJFCIFSS
Quick change device (optional)
The quick change device also has brackets for attaching and holding the
working attachment.
The hydraulic lines 4 lead to the hydraulic cylinder 5 via bulkhead fittings.
The hydraulic cylinder and the locking pins are fitted in a bracket and
protected from dust and damage by a cover 8.
LBH/Version 02/10.2006/en/nk/10/05/2011
L556 - 454 / from 15653 L576 - 457 / from 14171
18 Equipment and accessories
18.0
Chapter contents
18 Equipment and accessories .............................................. 18.0-1
18.1 Loading bucket ............................................................................. 18.1-1
18.2 Forklift ........................................................................................... 18.2-1
18.3 Connection sizes – L550 / L556 ................................................... 18.3-1

18.3.1 Buckets - direct attachment ................................................ 18.3-2
18.3.2 Buckets - quick-change device........................................... 18.3-3
18.3.3 Dimensions - Z kinematics, direct attachment ................... 18.3-4
18.4 Connection sizes – L566 / L576 / L580 ........................................ 18.4-1

18.4.1 Buckets - direct attachment ................................................ 18.4-2
18.4.2 Buckets - quick-change device........................................... 18.4-3
18.4.3 Dimensions - Z kinematics, direct attachment ................... 18.4-4
LBH/Version 01/10.2006/en/nk/10/05/2011
L566 - 460 / from 14171
Equipment and accessories Service Manual
LBH/Version 01/10.2006/en/nk/10/05/2011
L580 - 459 / from 14171
Service Manual Equipment and accessories
Bucket
18.1 Loading bucket

Technical data
See section 2.1
The loading bucket is one of many different attachments that can be fitted to
the lift arms.
The bucket is normally fitted directly to the lift arms. If the lift arms are fitted
with an optional quick change device, the bucket is attached to that.
The following section describes the loading bucket with teeth.
Design
The bottom cutting edge varies according to the application.
The various designs include:
– Welded tooth holder with plug-in teeth
– Four-section, reversible undercut blade
Bucket with teeth

1 Tooth 3 Bottom cutting edge
2 Tooth holder 4 Locking pin
The tooth 1 is plugged into the holder 2 and secured with a crosswise
locking pin 4.
The tooth holder 2 is welded to the bottom cutting edge 3.
LBH/Version 01/10.2006/en/nk/10/05/2011
L566 - 460 / from 14171
Bucket
LBH/Version 01/10.2006/en/nk/10/05/2011
L580 - 459 / from 14171
Forklift
18.2 Forklift
Technical data
See section 2.1
The forklift is one of many different attachments that can be fitted to the
lift arms.
The forklift is mounted either directly on the lift arms or onto the optional
quick change device.
The following section describes the forklift with adjustable prongs.
Design
The forklift consists of the fork carrier and adjustable fork prongs.
Forklift
1 Fork carrier 2 Fork prongs
The fork prongs 2 are attached to the fork carrier 1 and are secured against
slipping with the fork lock on the upper fork hook.
LBH/Version 01/10.2006/en/nk/10/05/2011
L566 - 460 / from 14171
Forklift
LBH/Version 01/10.2006/en/nk/10/05/2011
L580 - 459 / from 14171
Connection sizes
18.3 Connection sizes – L550 / L556

General information:
The connection sizes provide information when fitting equipment not supplied
by Liebherr.
This is defined as any equipment not bought from Liebherr.
Note that all genuine Liebherr equipment is optimally designed for used with
the machines.
This means that equipment not supplied by Liebherr can impair the operation
of the wheel loader and the machine cannot be guaranteed to work in the
best manner.
Also, equipment not supplied by Liebherr which is poorly or inadequately
designed may damage the machine. Liebherr accepts no liability for damage
caused by equipment which it does not supply.
When fitting attachments, check that the stability described in EN 474
is maintained.
Furthermore, the maximum axle loads and total weight of the machine (see
the type plate) may not be exceeded.
Equipment not manufactured according to the Liebherr connection sizes
must be inspected and approved by the specialist department at Liebherr.
LBH/Version 01/10.2006/en/nk/10/05/2011
L566 - 460 / from 14171
Connection sizes
18.3.1 Buckets - direct attachment
LBH/Version 01/10.2006/en/nk/10/05/2011
This drawing may not be copied, reproduced or made accessible to third

parties without our permission. Violation of this will lead to claims for
compensation and, if deliberate, is punishable by law.
All information in this drawing must be kept confidential.
L580 - 459 / from 14171
Connection sizes
18.3.2 Buckets - quick-change device

LBH/Version 01/10.2006/en/nk/10/05/2011

L566 - 460 / from 14171
Connection sizes
18.3.3 Dimensions - Z kinematics, direct attachment
LBH/Version 01/10.2006/en/nk/10/05/2011

L580 - 459 / from 14171
Attachment handbook
18.4 Connection sizes – L566 / L576 / L580

General information:
The connection sizes provide information when fitting equipment not supplied
by Liebherr.
This is defined as any equipment not bought from Liebherr.
Note that all genuine Liebherr equipment is optimally designed for used with
the machines.
This means that equipment not supplied by Liebherr can impair the operation
of the wheel loader and the machine cannot be guaranteed to work in the
best manner.
Also, equipment not supplied by Liebherr which is poorly or inadequately
designed may damage the machine. Liebherr accepts no liability for damage
caused by equipment which it does not supply.
When fitting attachments, check that the stability described in EN 474
is maintained.
Furthermore, the maximum axle loads and total weight of the machine (see
the type plate) may not be exceeded.
Equipment not manufactured according to the Liebherr connection sizes
must be inspected and approved by the specialist department at Liebherr.
LBH/Version 01/10.2006/en/nk/10/05/2011
L566 - 460 / from 14171
Cab access
18.4.1 Buckets - direct attachment
LBH/Version 01/10.2006/en/nk/10/05/2011

L580 - 459 / from 14171
Attachment handbook
18.4.2 Buckets - quick-change device

LBH/Version 01/10.2006/en/nk/10/05/2011

L566 - 460 / from 14171
Cab access
18.4.3 Dimensions - Z kinematics, direct attachment
LBH/Version 01/10.2006/en/nk/10/05/2011

L580 - 459 / from 14171
19 Service Codes, Diagnose
Chapter contents
19 Service Codes, Diagnose ................................................... 19.0-1
19.0 Malfunctions...................................................................................19.0-1
19.0.1 Service codes indicated on the display unit (A13).................19.0-1
19.0.2 Service code - CRITICAL ...................................................19.0-3
19.0.3 Service code - ERROR.....................................................19.0-10
19.0.4 Service code - ERROR Motor ..........................................19.0-31
19.0.5 Service code - WARNING ................................................19.0-45
19.0.6 Service code - WARNING diesel engine..........................19.0-45
19.0.7 Audible and visual warning signals.....................................19.0-45
19.1 Troubleshooting for the 2plus2 transfer gear..............................19.1-45
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Service Codes, Diagnose Service Manual
Malfunctions
L580 - 459 / from 14171
Service Manual Service Codes, Diagnose
Malfunctions
19.0 Malfunctions
Warning and error messages
– Various faults are indicated by the corresponding symbol fields (visually) or
by display instruments on the instrument panel.
– Some warning functions are accompanied by audible warning signals.
Finding and eliminating errors and malfunctions
– Faults can often be traced back to incorrect operation or servicing of
the machine.
Therefore, carefully read the appropriate section of the operating
manual each time a fault occurs.
– Analyse the cause of the fault and correct it immediately.
19.0.1 Service codes indicated on the display unit (A13)

The main electronics (master) monitor many of the machine’s functions. It
monitors for short circuits, cable rupture, external voltage and incorrect input and
output signals. In addition, the main electronics (master) continuously check the
program sequence and communication with the display unit.
Display unit
1 Service code display 2 STOP indicator
If a fault occurs while you are setting up or operating the machine, it is shown on
the display unit and stored in the error memory.
Error indicator
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MJFCIFSS
Malfunctions
Service code display

The service codes are classed in the following groups:
– CRITICAL: This is a fault which only concerns the main electronics
(master).
– ERROR: This is a fault in the various electrical components or wiring.
– ERROR Motor This is a fault in the various electrical components or wiring.
– WARNING: This is information on the condition of the power supply,
CAN bus or diesel engine.
The following must be taken into account:
– The service codes “CRITICAL” and “ERROR” are shown in segment field 1
of the display unit and stored in the service code memory.
– The service codes “ERROR Motor” and “WARNING” are not shown in the
display unit but are stored in the service code memory.
– A warning tone accompanies all service codes (CRITICAL and ERROR)
Effects of a fault
Every malfunction has a defined effect. This is specified in the “Effect” column of
the service code table.
If errors occur which can damage the machine, the entire machine is shut down.
Neutral travel direction is automatically selected and the machine coasts to a
halt.
Make a note of the service code, as it may disappear from the segment field of
the display unit when the ignition is switched off.
Analyse and rectify the fault.
List of abbreviations
LFD Liebherr ride control system
LH-ECU Liebherr engine control unit (A700D)
PWM Pulse width modulated outputs (proportional solenoid)
RAM Memory
REF Reference (comparison)
sec Seconds
t Fault time; how long a fault must be active to trigger a
service code
Ubat Battery power supply (terminal 30)
V Volts
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Malfunctions
19.0.2 Service code - CRITICAL
Function
This is a fault which only concerns the main electronics (master).
CRITICAL This kind of malfunction is accompanied by a 1-second warning tone

Service
Effect Cause Remedy
code
The entire control system Turn the ignition off and on
C1002 has been shut down due to System fault again; if the problem persists,
a critical error. contact the manufacturer.
C100E has been shut down due to System fault again; if the problem persists,
C101C has been shut down due to System fault again; if the problem persists,
C101F has been shut down due to System fault again; if the problem persists,
The entire control system
Copy software (see label) onto
C1025 has been shut down due to Invalid boot card (CF1)
the card again
a critical error.
the card again
a critical error.
C103E has been shut down due to Invalid boot card (CF1)
the card again
a critical error.
C104A has been shut down due to Invalid boot card (CF1)
the card again
a critical error.
C104B has been shut down due to Invalid boot card (CF1)
the card again
a critical error.
C104C has been shut down due to Invalid boot card (CF1)
the card again
a critical error.
C104D has been shut down due to Invalid boot card (CF1)
the card again
a critical error.
the card again
a critical error.
C104F has been shut down due to Invalid boot card (CF1)
the card again
a critical error.
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MJFCIFSS
Malfunctions

Service
Effect Cause Remedy
code
the card again
a critical error.
the card again
a critical error.
the card again
a critical error.
the card again
a critical error.
the card again
a critical error.
the card again
a critical error.
the card again
a critical error.
the card again
a critical error.
the card again
a critical error.
the card again
a critical error.
C105A has been shut down due to Invalid boot card (CF1)
the card again
a critical error.
C105C has been shut down due to Invalid boot card (CF1)
the card again
a critical error.
the card again
a critical error.
C105F has been shut down due to Invalid boot card (CF1)
the card again
a critical error.
the card again
a critical error.
the card again
a critical error.
the card again
a critical error.
the card again
a critical error.
the card again
a critical error.
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Malfunctions

Service
Effect Cause Remedy
code
the card again
a critical error.
C106D has been shut down due to Invalid boot card (CF1)
the card again
a critical error.
the card again
a critical error.
the card again
a critical error.
the card again
a critical error.
the card again
a critical error.
the card again
a critical error.
the card again
a critical error.
The entire control system Check that the CAN modules and
C2002 has been shut down due to Invalid CAN module type software board have the right ID
a critical error. numbers
Two CAN modules with the same
The entire control system module number but different serial
C200E has been shut down due to numbers have been detected on a Replace the CAN module
a critical error. CAN bus; CAN module production
error
Check the power supply to the
An essential CAN module has not CAN module F43, check the
C200F has been shut down due to
reported on the CAN bus CAN wiring; then replace the
a critical error.
CAN module
The entire control system Check the CAN bus connection,
None of the modules on a CAN line
C2011 has been shut down due to check the power supply to the
have reported on the CAN bus
a critical error. modules
None of the modules on a CAN line
C2012 has been shut down due to check the power supply F43
have reported on the CAN bus
a critical error. to the modules
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MJFCIFSS
Malfunctions

Service
Effect Cause Remedy
code
C201A has been shut down due to System fault again; if the problem persists,
C202A has been shut down due to System fault again; if the problem persists,
Data has been received on the CAN
C202B has been shut down due to software board have the right ID
bus from an undefined CAN module
C202C has been shut down due to System fault again; if the problem persists,
Check the power supply to the
An essential CAN module has failed CAN modules F24, F38, F43,
C202D has been shut down due to
on the CAN bus F71, check the CAN wiring; then
a critical error.
replace the CAN module
Data has been received on the CAN
C2033 has been shut down due to software board have the right ID
bus from an undefined CAN module
C203D has been shut down due to System fault again; if the problem persists,
All the modules on a CAN line have
C203E has been shut down due to check the power supply to the
failed during operation.
a critical error. modules
The entire control system An attempt was made to reactivate a
C2043 has been shut down due to CAN module during a timeout; this is Turn the ignition off and on again
a critical error. not permitted
Turn the ignition off and on
A critical error in a CAN module again; if the problem persists,
C205A has been shut down due to
caused the system to shut down. replace the CAN module
a critical error.
according to the error stack.
C205C has been shut down due to
a critical error.
C205D has been shut down due to Error downloading to a CAN module again; if the problem persists,
C205E has been shut down due to Error downloading to a CAN module again; if the problem persists,
C2062 has been shut down due to Error downloading to a CAN module again; if the problem persists,
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Malfunctions

Service
Effect Cause Remedy
code
A CAN download file could not be Copy software (see label) onto
C2065 has been shut down due to
found on the boot card. the card again
a critical error.
Main electronics (master) system
C3003 has been shut down due to again; if the problem persists,
error
error
error
Main electronics (master) system again; if the problem persists,
error replace the main electronics
a critical error.
(master).
C300A has been shut down due to again; if the problem persists,
error
C300B has been shut down due to
a critical error.
(master).
error
error
error
error
error
a critical error.
(master).
a critical error.
(master).
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MJFCIFSS
Malfunctions

Service
Effect Cause Remedy
code
error
error
C302A has been shut down due to again; if the problem persists,
error
C302B has been shut down due to again; if the problem persists,
error
C302C has been shut down due to again; if the problem persists,
error
C302D has been shut down due to again; if the problem persists,
error
error
CA002 has been shut down due to again; if the problem persists,
error
error
error
error
CA00A has been shut down due to again; if the problem persists,
error
CA00B has been shut down due to again; if the problem persists,
error
Invalid correction file found on the
CA01E has been shut down due to again; the correction file is
boot card
a critical error. generated correctly.
Invalid correction values found in the
CA024 has been shut down due to again; the correction check sum
memory.
a critical error. is automatically corrected.
CA029 has been shut down due to again; the correction check sum
memory.
CA02A has been shut down due to again; the correction check sum
memory.
CA02B has been shut down due to again; the correction check sum
memory.
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Malfunctions

Service
Effect Cause Remedy
code
CA02C has been shut down due to again; the correction check sum
memory.
CA047 has been shut down due to Invalid correction check sum again; the correction check sum
CA048 has been shut down due to Invalid retain value check sum again; the retain variable check
a critical error. sum is automatically corrected.
C205A has been shut down due to
a critical error.
C205C has been shut down due to
a critical error.
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MJFCIFSS
Malfunctions
19.0.3 Service code - ERROR
Function
This is a fault in the various electrical components or wiring
ERROR This kind of malfunction is accompanied by a 1-second warning tone

Service
Effect Cause Remedy
code
No emergency steering Check emergency steering
E2000 is closed even though the engine is
function pressure switch B3 and wiring
not running
No emergency steering Check emergency steering
E2001 does not switch after the engine
function pressure switch B3 and wiring
starts
Emergency steering: Check failed
Check emergency steering pump
No emergency steering (B3a emergency steering pump
E2002 pressure switch B3a, wiring or
function check pressure switch did not
fuse F56
switch)
Emergency steering: Emergency Emergency steering pump check
No emergency steering
E2003 steering pump pressure switch pressure switch B3a, check
function
check closed without check wiring or fuse F56
Clean cooling system, check fan
The output of the travel Hydraulic oil temperature: system (fan speed), check
E2013
pump is reduced temperature above 95 °C hydraulic oil temperature switch
B8 (at 20 °C - 1112 )
Brake system accumulator
Check accumulator pressure
pressure symbol field H19
switch B19 (switching point 120
lights up, after 2 minutes Brake accumulator pressure:
E2016 bar), check wiring, check fuse
warning beep sounds pressure too low
F44, check accumulator charge
constantly, travel direction
valve, check gear pump
cannot be selected
Central lubrication system: Line
All three LEDs on the Check distributor, grease supply
rupture at output or fault in grease
control unit switch light up, lines and lubrication points,
E2017 line
central lubrication system proximity switch, pulse generator
Proximity switch pulse generator
does not work wiring
signal input error
Gyrator steering (2 in 1 steering):
Gyrator steering (2-in-1) Signal at output does not
E2018 Check wiring
deactivated correspond to the activation (fault
current)
Enabled options have no
E201A Incorrect options enabled Enable correct options
function
Variable displacement
motor 1 (YEP1), variable
displacement motor 2
Output module 1 / bank 4: no power
E201B (YEP2), forward travel Check fuse F59 or wiring
supply. Wiring or fuse defective
direction (Y2), reverse travel
direction (Y3) have no
function
E201C No travel range function Check fuse F60 or wiring
No joystick gyrator steering Output module 2 / bank 4: no power

E201D Check fuse F51 or wiring
(2-in-1) function supply. Wiring or fuse defective
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Malfunctions

Service
Effect Cause Remedy
code
Travel direction and
additional equipment do not Output module 2 / bank 3: no power
E201E Check fuse F52 or wiring
work (driving only possible supply. Wiring or fuse defective
at reduced speed)
Parking brake, working
hydraulics lockout, bucket Output module 1 / bank 1: no power
E201F Check fuse F47 or wiring
return-to-dig and lift kick-out supply. Wiring or fuse defective
do not work
Float position and cooling Output module 1 / bank 2: no power
E2020 Check fuse F48 or wiring
system fan do not work supply. Wiring or fuse defective
Emergency steering, fan

E2022 reversal, ride control and Check fuse F56 or wiring
float position do not work
Output module 1: return voltage
Output module 1, check wiring to
measured at an output (bank 3)
E2023 No travel range function transmission Y6.1, Y6.2, Y6.3,
although it is not activated - wiring or
YMo1 or output module 1
module 1 defective
variable displacement pump Y2,
measured at control output (bank 4)
E2024 No travel direction function Y3 or to variable displacement
motors YEP1, YEP2 or check
module 1 defective
output module 1
No travel direction and variable displacement pump Y2a,
measured at an output (bank 3)
E2025 additional equipment Y3a or wiring to additional
function equipment Y11, Y12 or output
module 2 defective
module 2
Output module 1: fault current/short
No joystick gyrator steering Output module 1, check wiring to
E2026 circuit at output 33 (bank 4,) - wiring
(2-in-1) function module 2 or output module 1
or module 2 defective
Back-up alarm: options incorrectly
No back-up alarm function
E2046 enabled, more than one option Enable correct option
available
enabled per output
Joystick steering: pressure switch Joystick steering pressure switch
E2047 No joystick steering function check failed; fault in pressure switch B201; check wiring or input
or wiring module 3
Ride control: set activation and
The ride control system Ride control: speed limits incorrectly
E2048 deactivation speeds correctly
does not work set
(SCULI)
Automatic lighting shutdown Faulty activation of power supply Check output module 3, wiring or
E2049
does not work terminal 15 (optional) - fault current relay K246
Functions activated via Faulty activation of power supply Check output module 3, wiring or
E204A
terminal 15 do not work terminal 15 (optional) - interruption relay K246
All three LEDs on the Central lubrication system: filling
E204B Top up central lubrication system
control unit switch light up level low
Correct the machine type
E205A L566: set as default type Invalid machine type defined
(SCULI).
Machine serial number not set (=0) - Enter the machine serial number
E205B None
enter machine serial number (SCULI)
E206A Front axle overheating Axle scavenging pump - Pump stuck Check axle scavenging pump
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MJFCIFSS
Malfunctions

Service
Effect Cause Remedy
code
Safety shutdown of control system Check the transmission
E2071 Parking brake is activated
due to machine rolling away by itself Check the coupling pressures
STOP symbol field H24 Emergency steering pump check
Emergency steering pump check
E3000 flashes, no emergency pressure switch B3a; check
pressure switch: shorted to earth
steering function available wiring or input module 1
STOP symbol field H8 Emergency steering pump
Emergency steering pump pressure
E3001 flashes, no emergency pressure switch B3; check wiring
switch: shorted to earth
steering function available or input module 1
Brake system accumulator
pressure symbol field H19 Brake accumulator pressure
Brake accumulator pressure switch:
E3002 lights up, condition of the switch B19; check wiring or input
shorted to earth
service brake cannot be module 1
detected
Float position pressure switch
Bucket float position pressure
E3003 No float position available B32; check wiring or input
switch: shorted to earth
module 1
Inching angle sensor: channel 1 Inching angle sensor R1; check
E3004 None
over current >20 am wiring or input module 1
Inching angle sensor R1, power
Inching angle sensor: channel 1
E3005 None supply F44, check wiring or input
undercurrent <4 am
module 1
Travel direction cannot be Travel direction switch: forwards Travel direction switch S2a;
E3006
selected signal channel 1 shorted to earth check wiring or input module 1
Travel direction cannot be Travel direction switch: reverse Travel direction switch S2a;
E3007
Lift kick-out inductive switch: shorted Lift kick-out inductive switch B17;
E3008 No lift kick-out available
to earth check wiring or input module 1
Bucket return-to-dig inductive
No bucket return-to-dig Bucket return-to-dig inductive
E3009 switch B15; check wiring or input
available switch: shorted to earth
module 1
Fuel level cannot be
Fuel level sensor: under voltage <1 Fuel level sensor B25; F44,
E300B detected - minimum filling
V check wiring or input module 1
level displayed
Fuel level cannot be
Fuel level sensor B25; check
E300C detected - minimum filling Fuel level sensor: over voltage >4 V
wiring or input module 1
level displayed
Ignition switch: Start signal T. 50a Ignition switch S1; check wiring
E300D Engine cannot be started
shorted to earth or input module 1
Gas pedal angle sensor: channel 1 Gas pedal angle sensor R5;
E300E None
over current >20 am check wiring or input module 1
Gas pedal angle sensor R5,
Gas pedal angle sensor: channel 1
E300F None power supply F44, check wiring
undercurrent <4 am
or input module 1
Hydraulic oil overheating
symbol field H23 lights up, Hydraulic oil temperature sensor
Hydraulic oil temperature sensor:
E3010 fan running at high speed, B8; check wiring or input module
shorted to earth
driving only possible in fixed 1
gear 1 or 2
Hydraulic oil overheating
symbol field H23 lights up, Hydraulic oil temperature sensor
Hydraulic oil temperature sensor:
E3011 fan running at high speed, B8; check wiring or input module
Interruption
driving only possible in fixed 1
gear 1 or 2
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Malfunctions

Service
Effect Cause Remedy
code
Continued driving is only Variable displacement motor 1
E3012 speed sensor B2; check wiring or
possible in fixed gear 2 speed sensor: shorted to earth
input module 1
Continued driving is only Variable displacement motor 1
E3013 speed sensor B2; check wiring or
possible in fixed gear 2 speed sensor: Interruption
input module 1
Continued driving is only Power take-off speed sensor: Power take-off speed sensor B1;
E3014
possible in fixed gear 1 shorted to earth check wiring or input module 1
Continued driving is only Power take-off speed sensor: Power take-off speed sensor B1;
E3015
possible in fixed gear 1 Interruption check wiring or input module 1
Steering column switch S3, relay
Driving light response: shorted to
E3016 No driving light available K3; check wiring or input module
earth
2
Steering column switch S3, relay
High beam response: shorted to
E3017 No high beam available K3a; check wiring or input
earth
module 2
Indicator signal response: input of Input module 2, check fault in
E3018 None
input module shorted to earth wiring H15, H16, H17, H18
Ride control pressure switch: Ride control pressure switch B28;
E3019 No ride control function
shorted to earth check wiring or input module 1
Travel direction cannot be Travel direction switch: forwards Travel direction switch S2a;
E301A
Travel direction cannot be Travel direction switch: reverse Travel direction switch S2a;
E301B
Inching angle sensor: channel 2 Inching angle sensor R1; check
E301C None
over current >20 am wiring or input module 2
Inching angle sensor R1, check
Inching angle sensor: channel 2
E301D None power supply F45, wiring or input
undercurrent <4 am
module 2
Gas pedal angle sensor: channel 2 Gas pedal angle sensor R5;
E301E None
over current >20 am check wiring or input module 2
Gas pedal angle sensor R5,
Gas pedal angle sensor: channel 2
E301F None check power supply F45, wiring
undercurrent (<4 am)
or input module 2
Kick-down function not Kick-down button S2b; check
E3020 Kick-down button: shorted to earth
available wiring or input module 2
Option 1 button S2c; check wiring
E3021 No option 1 function Option 1 button: shorted to earth
or input module 2
Option 2 button S2d; check
E3022 No option 2 function Option 2 button: shorted to earth
Warning buzzer H40; check
E3023 No warning buzzer function Warning buzzer: shorted to earth
Central lubrication system (filling Central lubrication system (filling
No central lubrication
E3024 level) inductive switch: shorted to level) inductive switch B44; check
function
earth wiring or input module 2
Particle filter cannot be Particle filter: input 1 electrical fault Input module 2, fault in sensor,
E3025
monitored (shorted to earth) check data logger wiring
Particle filter cannot be Particle filter input 2 electrical fault Input module 2, fault in sensor,
E3026
monitored (shorted to earth) check data logger wiring
Joystick steering signal encoder
Joystick steering not Joystick steering signal encoder: left
E3027 B202; check wiring or input
available signal over current >20 am
module 2
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MJFCIFSS
Malfunctions

Service
Effect Cause Remedy
code
Joystick steering not Joystick steering signal encoder: left
available signal undercurrent <4 am
module 2
E3029 Driving is not possible speed sensor B2a; check wiring
speed sensor: shorted to earth
or input module 2
E302A Driving is not possible speed sensor B2a; check wiring
speed sensor: Interruption
or input module 2
Central lubrication system
Central lubrication system Central lubrication system (cycles)
E302B (cycles) inductive switch B43;
not available inductive switch: shorted to earth
check wiring or input module 2
Central lubrication system
Central lubrication system Central lubrication system (cycles)
E302C (cycles) inductive switch B43;
not available inductive switch: Interruption
check wiring or input module 2
Joystick steering not Joystick steering signal encoder:
E302D B202; check wiring or input
available right signal over current >20 am
module 3
Joystick steering not Joystick steering signal encoder:
E302E B202; check wiring or input
available right signal undercurrent <4 am
module 3
Joystick steering pressure switch
Joystick steering not Joystick steering pressure switch:
E302F B201a; check wiring or input
available shorted to earth
module 3
Basket mode - emergency Basket mode emergency off: input Input module 3, fault in sensor,
E3031
off function not available signal 1 shorted to earth check wiring
Basket mode - emergency Basket mode emergency off: input Input module 3, fault in sensor,
E3032
off function not available signal 2 shorted to earth check wiring
Basket mode function not Basket mode: input signal 1 shorted Input module 3, fault in sensor,
E3033
available to earth check wiring
Basket mode function not Basket mode: input signal 2 shorted Input module 3, fault in sensor,
E3034
available to earth check wiring
Joystick steering not Joystick steering button: shorted to Joystick steering button S202;
E3035
available earth check wiring or input module 3
Joystick steering inductive switch
Joystick steering not Joystick steering inductive switch:
available shorted to earth
module 3
Continued driving is only Gear oil temperature sensor: fault
E3037 Check output module 1 or wiring
possible in fixed gear 1 or 2 current
Pump: pressure sensor shorted to Check pressure sensor B45 and
E3039 None
earth wiring
Pump: pressure sensor power Check pressure sensor B45 and
E303A None
interruption wiring
LH control lever: capacitive grip Check grip sensor, wiring or
E304F Option not available
sensor shorted to earth control unit
LH control lever: power interruption Check proximity switch, wiring or
E3050 Option not available
to capacitive proximity switch control unit
LH control lever: direction Check potentiometer, wiring or
potentiometer 1 shorted to earth control unit
potentiometer 1 power interrupted control unit
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Malfunctions

Service
Effect Cause Remedy
code
potentiometer 2 shorted to earth control unit
potentiometer 2 power interrupted control unit
LH control lever: button 1 shorted to Check button 1, wiring or control
supply voltage unit
LH control lever: implausible status Check button 1, wiring or control
button signal unit
LH control lever: button 2 shorted to Check button 2, wiring or control
supply voltage unit
Travel pump: pressure sensor
E305A None None
detected
Automatic setting off in Check A1 swivel arm button
Log handler transport position
E305B the transport position is Check wiring
button input: shorted to earth
no longer possible Check 4 A16d input module
End position of the
Check B17 rear swivel arm
transport position is not
Log handler rear swivel arm (transport position) inductive
detected. Speed on
E305C (transport position) inductive switch
retracting the swivel
switch input: shorted to earth Check wiring
arm in the end range is
Check 1 A16a input module
not reduced.
Check S102 oscillating cylinder
Oscillating cylinder Log handler oscillating cylinder lockout switch
E305D
lockout not working lockout input: shorted to earth Check wiring
Check 4 A16d input module
Check A1 swivel arm tilt encoder
Check 5V supply (see additional
Swivel arm activation not Log handler swivel arm tilt-back
E305E service codes)
working input: shorted to earth
Check wiring
Swivel arm activation not Log handler swivel arm tilt-back Check A1 swivel arm tilt encoder
E305F
working input: cable rupture Check wiring
Check A1 swivel arm tilt encoder
Swivel arm activation not Log handler swivel arm tiltforward
E3060 service codes)
working input: shorted to earth
Check wiring
Swivel arm activation not Log handler swivel arm tiltforward Check A1 swivel arm tilt encoder
E3061
working input: cable rupture Check wiring
Check A1 oscillating cylinder tilt
encoder
Oscillating cylinder not Log handler oscillating cylinder tilt- Check 5V supply (see additional
E3062
working back input: shorted to earth service codes)
wiring
Oscillating cylinder not Log handler oscillating cylinder tilt-
E3063 encoder
working back input: cable rupture
Check wiring
Oscillating cylinder not Log handler oscillating cylinder tilt- Check A1 oscillating cylinder tilt
working forward input: shorted to earth encoder Check 5V supply (see
E3064 additional service codes)
Check wiring
Oscillating cylinder not Log handler oscillating cylinder tilt-
E3065 encoder
working forward input: cable rupture
Check wiring
L556 - 454 / from 15653
L566 - 460 / from 14171
L580 - 459 / from 14171
MJFCIFSS
Malfunctions

Service
Effect Cause Remedy
code
Grabber not working Check A1 grapple turn encoder
Log handler grabber clockwise turn
input: shorted to earth
Check wiring
Grabber not working Log handler grabber clockwise turn Check A1 grapple turn encoder
E3067
input: cable rupture Check wiring
Grabber not working Check A1 grapple turn encoder
Log handler grabber anticlockwise
turn input: shorted to earth
Check wiring
Grabber not working Log handler grabber anticlockwise Check A1 grapple turn encoder
E3069
turn input: cable rupture Check wiring
Speed on extending the Log handler front swivel arm Check B15 front swivel arm
swivel arm in the end range inductive switch input: shorted to inductive switch
E306A
is not reduced earth Check wiring
Deactivation of automatic
E306B engine shutdown option Key switch: shorted to earth Check switch S56
does not work
Oscillating cylinder release Log handler lower boom pilot Check B32 pressure switch
E349A immediately active pressure control pressure switch: Check wiring
shorted to earth Check 1 A16a input module
Automatic tilting of the Log handler rear swivel arm Check B17 rear swivel arm
swivel arm backwards is (transport position) inductive switch (transport position) inductive
E34D9 complete. Setting off of has not responded within the set switch
transport position is time. Setting off of transport position Check wiring
complete. is complete. Check 1 A16a input module
Check wiring
Accelerator pedal rotation angle Check R5 accelerator pedal
Accelerator pedal does not
E3532 sensor: Channel 1 cable rupture rotation angle sensor
function
<1mA Check fuse F44
Check wiring
E3533 sensor: Channel 2 cable rupture rotation angle sensor
function
<1mA Check fuse F45
Check 2 A16b input module
Check wiring
E3534 sensor: Channel 1 underflow rotation angle sensor
function
<3.8mA Check fuse F44
Check wiring
E3535 sensor: Channel 2 underflow rotation angle sensor
function
<3.8mA Check fuse F45
Check wiring
Check R1 inch rotation angle
Accelerator pedal does not Inching pedal rotation angle sensor:
E3536 sensor
function Channel 1 cable rupture <1mA
Check fuse F44
L580 - 459 / from 14171
Malfunctions

Service
Effect Cause Remedy
code
Check wiring
E3537 sensor
function Channel 2 cable rupture <1mA
Check fuse F45
Check wiring
E3538 sensor
function Channel 1 underflow <3.8mA
Check fuse F44
Check wiring
E3539 sensor
function Channel 2 underflow <3.8mA
Check fuse F45
Parking brake symbol field
Parking brake solenoid valve
H11 flashes, parking brake
E4000 Parking brake: short circuit at output Y10, check wiring to output
cannot be released, driving
module 1 or fuse F47
not possible
Parking brake symbol field
Parking brake solenoid valve
H11 flashes, parking brake
E4001 Parking brake: interruption at output Y10, check wiring to output
cannot be released, driving
not possible
Working hydraulics lockout
Working hydraulics lockout Working hydraulics lockout: short
E4002 solenoid valve Y14, check wiring,
cannot be lifted circuit at output
output module 1 or fuse F47
Working hydraulics lockout
Working hydraulics lockout Working hydraulics lockout:
cannot be lifted interruption at output
Bucket return-to-dig solenoid
No bucket return-to-dig Bucket return-to-dig: short circuit at
E4004 valve Y9, check wiring, output
available output
Lift kick-out solenoid valve Y17,
E4006 No lift kick-out available Lift kick-out: short circuit at output check wiring, output module 1 or
fuse F47
Float position solenoid valve Y18,
E4008 No float position available Float position: short circuit at output check wiring, output module 1 or
fuse F48
Fan motor solenoid valve Y13,
E400A Fan turns at full speed Fan: short circuit at output check wiring, output module 1 or
fuse F48
Fan motor solenoid valve Y13,
E400B Fan turns at full speed Fan: interruption at output check wiring, output module 1 or
fuse F48
Check wiring, output module 1 or
E400C Fan turns at full speed Fan: fault current at output
fuse F48
Fan: the measured return current at Fan motor solenoid valve Y13,
E400D Fan turns at full speed output does not match the output check wiring, output module 1 or
current fuse F48
Warning buzzer H40, check
Warning buzzer: short circuit at
E400E No warning buzzer function wiring, output module 1 or fuse
output
F48
L556 - 454 / from 15653
L566 - 460 / from 14171
L580 - 459 / from 14171
MJFCIFSS
Malfunctions

Service
Effect Cause Remedy
code
Possible gearbox damage, Swivel angle restriction solenoid
Swivel angle restriction: short circuit
E4010 coupling damage during valve Y57, check wiring, output
at output
longer trips module 1 or fuse F48
Possible gearbox damage, Swivel angle restriction solenoid
Swivel angle restriction: interruption
E4011 coupling damage during valve Y57, check wiring, output
at output
longer trips module 1 or fuse F48
Automatic range A2-3 Coupling 1 solenoid valve Y6.1,
E4012 activated (1st gear blocked), Coupling 1: short circuit at output check wiring, output module 1 or
kick-down not possible fuse F60
Automatic range A2-3 Coupling 1 solenoid valve Y6.1,
E4013 activated (1st gear blocked), Coupling 1: interruption at output check wiring, output module 1 or
kick-down not possible fuse F60
Fixed gear 1 is activated
Coupling 2 solenoid valve Y6.2,
and variable displacement
E4014 Coupling 2: short circuit at output check wiring, output module 1 or
motor 1 is set to a wide
fuse F60
angle to prevent overspeed
Coupling 2 solenoid valve Y6.2,
E4015 Coupling 2: interruption at output check wiring, output module 1 or
fuse F60
Continued driving is only Coupling 3 solenoid valve Y6.3,
E4016 possible in fixed gear 1 or 2 Coupling 3: short circuit at output check wiring, output module 1 or
or automatic range A1-2 fuse F60
Continued driving is only Coupling 3 solenoid valve Y6.3,
E4017 possible in fixed gear 1 or 2 Coupling 3: interruption at output check wiring, output module 1 or
or automatic range A1-2 fuse F60
Modulation solenoid valve Y6.4,
E4018 Sudden shifting Modulation: short circuit at output check wiring, output module 1 or
fuse F60
Modulation solenoid valve Y6.4;
E4019 Sudden shifting Modulation: interruption at output
check wiring or output module 1
Fixed gear 2 activated, kick- Variable displacement motor 1: short
E401A proportional valve YEP1; check
down not possible circuit at output
wiring or output module 1
Fixed gear 2 activated, kick- Variable displacement motor 1: solenoid valve YEP1; check
E401B
down not possible interruption at output power supply F59, wiring or
output module 1
Fixed gear 2 activated, kick- Variable displacement motor 1: fault
E401C Check wiring or output module 1
down not possible current at output
Variable displacement motor 1: the Variable displacement motor 1
Fixed gear 2 activated, kick-
E401D measured return current at output proportional valve YEP1; check
down not possible
does not match the output current wiring or output module 1
and variable displacement Variable displacement motor 2: short
E401E proportional valve YEP2; check
motor 1 is set to a wide circuit at output
Fixed gear 1 is activated Variable displacement motor 2
and variable displacement Variable displacement motor 2: solenoid valve YEP2; check
E401F
motor 1 is set to a wide interruption at output power supply F59, wiring or
angle to prevent overspeed output module 1
L580 - 459 / from 14171
Malfunctions

Service
Effect Cause Remedy
code
and variable displacement Variable displacement motor 2: fault
E4020 proportional valve YEP2; check
motor 1 is set to a wide current at output
Variable displacement motor 2: the Variable displacement motor 2
E4021 measured return current at output proportional valve YEP2; check
does not match the output current wiring or output module 1
Forward travel solenoid valve Y2,
Forward travel direction (pump 1):
E4022 Only reverse travel possible check wiring, output module 1 or
short circuit at output
fuse F59
Forward travel solenoid valve Y2,
E4023 Only reverse travel possible check wiring, output module 1 or
interruption at output
fuse F59
Reverse travel solenoid valve Y3,
Reverse travel direction (pump 1):
E4024 Only forward travel possible check wiring, output module 1 or
fuse F59
Reverse travel solenoid valve Y3,
E4025 Only forward travel possible check wiring, output module 1 or
fuse F59
Overspeed protection solenoid
No rear axle brake available Overspeed protection: short circuit
at overspeed at output
Overspeed protection solenoid
No rear axle brake available Overspeed protection: interruption at
at overspeed output
Quick-change device solenoid
Quick change device not Quick-change device: short circuit at
available output
Control pressure solenoid valve
Control pressure (pump 1): short
E402A Driving is not possible Y15, check wiring to output
circuit at output
Control pressure (pump 1):
E402B Driving is not possible Y15, check wiring to output
Control pressure (pump 1): fault Check wiring, output module 2 or
E402C Driving is not possible
current at output fuse F47
Control pressure (pump 1): the Control pressure solenoid valve
E402D Driving is not possible measured return current at output Y15, check wiring to output
does not match the output current module 2 or fuse F55
Control pressure (pump 2): short
E402E Driving is not possible Y15a, check wiring to output
circuit at output
Control pressure (pump 2):
E402F Driving is not possible Y15a, check wiring to output
Control pressure (pump 2): fault Check wiring, output module 2 or
E4030 Driving is not possible
current at output fuse F47
Control pressure (pump 2): the Control pressure solenoid valve
E4031 Driving is not possible measured return current at output Y15a, check wiring to output
does not match the output current module 2 or fuse F55
L556 - 454 / from 15653
L566 - 460 / from 14171
L580 - 459 / from 14171
MJFCIFSS
Malfunctions

Service
Effect Cause Remedy
code
No emergency steering Emergency steering: short circuit at
E4032 K11, check wiring, output module
available output
2 or fuse F56
No emergency steering Emergency steering: interruption at
E4033 K11, check wiring, output module
available output
2 or fuse F56
Fan reversal solenoid valve Y50,
E4034 No fan reversal available Fan reversal: short circuit at output check wiring, output module 2 or
fuse F56
Fan reversal solenoid valve Y50,
E4035 No fan reversal available Fan reversal: interruption at output check wiring, output module 2 or
fuse F56
Ride control solenoid valve Y20,
E4036 No ride control available Ride control: short circuit at output check wiring, output module 2 or
fuse F56
Ride control solenoid valve Y20,
E4037 No ride control available Ride control: interruption at output check wiring, output module 2 or
fuse F56
Float position/ride control
No ride control and float Float position / ride control: short
position available circuit at output
Float position/ride control
No ride control and float Float position / ride control:
position available interruption at output
Forward travel solenoid valve
E403A Only reverse travel possible Y2a, check wiring, output module
2 or fuse F52
Forward travel solenoid valve
E403B Only reverse travel possible Y2a, check wiring, output module
2 or fuse F52
Reverse travel solenoid valve
E403C Only forward travel possible Y3a, check wiring, output module
2 or fuse F52
Reverse travel solenoid valve
E403D Only forward travel possible Y3a, check wiring, output module
1 or fuse F52
Additional equipment 1 solenoid
Additional equipment 1 Additional equipment 1: short circuit
E403E valve Y11, check wiring, output
cannot be activated at output
Additional equipment 2 solenoid
Additional equipment 2 Additional equipment 2: short circuit
cannot be activated at output
Joystick steering left proportional
No joystick steering Joystick steering, left: short circuit at
available output
Joystick steering right
No joystick steering Joystick steering, right: short circuit proportional valve Y52, check
E4044
available at output wiring, output module 2 or fuse
F51
Gerotor steering solenoid valve
No Gyrator steering (2-in-1) Gyrator steering (2-in-1): short circuit
E4046 Y63, check wiring to output
available at output
L580 - 459 / from 14171
Malfunctions

Service
Effect Cause Remedy
code
Gerotor steering solenoid valve
No Gyrator steering (2-in-1) Gyrator steering (2-in-1): interruption
E4047 Y63, check wiring to output
available at output
Output module 1 pin 33, check
No joystick gyrator steering measured at control output bank 4
E4048 wiring to module 2, output
(2-in-1) function although it is not activated - wiring or
module 2 defective
Travel direction and
Output module 1: fault current/short Output module 1 pin 35, check
additional equipment do not
E404A circuit at bank 3 control output - wiring to module 2, output
work (driving only possible
wiring or module 2 defective module 2 or fuse F52
at reduced speed)
Output module 1: Central lubrication Output module 1, check wiring to

No central lubrication
E404C system: fault current/short circuit - central lubrication system M6,
function
wiring or module 1 defective output module 1 or fuse F53
Output module 1: Flashing back-up Output module 1, check wiring to

No flashing back-up alarm
E404E alarm: fault current/short circuit - lamps H58, H59, output module 1
function
wiring or module 1 defective or fuse F49
Output module 2: fault current/short Output module 2 pin 33, check
E4050 No travel direction function circuit at bank 4 control output - wiring to module 1, output
Output module 2: Control output Output module 2 pin 35, check
E4052 No travel range function bank 3 : fault current/short circuit - wiring to module 1, output
Output module 2, check fault in
Reversing light does not
E4054 Reversing light,: short circuit consumer E1, E5, wiring or fuse
work
F61
Back-up alarm does not
E4056 Back-up alarm: short circuit consumer B16, wiring or fuse
work
F56
Comfort control does not Comfort control fault at output (over
E4058 consumer Y11, Y12, wiring or
work current / short circuit)
fuse F62
Option output: electrical Electrical fault in consumer or wiring Check consumer, wiring or fuse
E405A
fault at output - option does not work F9
Joystick steering safety shutdown
No joystick steering Joystick steering safety shutdown:
E405B solenoid valve Y64, check wiring,
available short circuit at output
Joystick steering safety shutdown
E405C solenoid valve Y64, check wiring,
available interruption at output
No joystick steering Joystick steering, left: undercurrent
E405D valve Y51, check wiring, output
available at output
No joystick steering Joystick steering, left: over current at
E405E valve Y51, check wiring, output
available output
No joystick steering Joystick steering, left: discrepancy at Check output module 2 or fuse
E405F
available output F47
No joystick steering Joystick steering, right: undercurrent proportional valve Y52, check
E4060
F51
L556 - 454 / from 15653
L566 - 460 / from 14171
L580 - 459 / from 14171
MJFCIFSS
Malfunctions

Service
Effect Cause Remedy
code
No joystick steering Joystick steering, right: over current proportional valve Y52, check
E4061
F51
No joystick steering Joystick steering, right: discrepancy Check output module 2 or fuse
E4062
available at output F47
Direction 1 output signal (3rd control
E4076 Option not available circuit) - electrical fault at output Check wiring and consumers
(undercurrent)
(over current)
(deviation)
(short circuit)
E407A Option not available circuit) - electrical fault at output Check wiring and consumers
(undercurrent)
E407B Option not available circuit) - electrical fault at output Check wiring and consumers
(over current)
E407C Option not available circuit) - electrical fault at output Check wiring and consumers
(deviation)
E407D Option not available circuit) - electrical fault at output Check wiring and consumers
(short circuit)
Direction 1 output signal (4th control
E407E Option not available circuit) - electrical fault at output Check wiring and consumers
(undercurrent)
E407F Option not available circuit) - electrical fault at output Check wiring and consumers
(over current)
(deviation)
(short circuit)
(undercurrent)
(over current)
(deviation)
L580 - 459 / from 14171
Malfunctions

Service
Effect Cause Remedy
code
(short circuit)
Additional equipment 3 Additional equipment 3: electrical Check solenoid valve Y11a or
E4086
cannot be activated fault at output (surge/short circuit) wiring
Additional equipment 4 Additional equipment 4: electrical Check solenoid valve Y12a or
E4087
cannot be activated fault at output (surge/short circuit) wiring
Swivel arm tilt-back is slow Log handler swivel arm tilt-back Check fuse F66
to react or does not react at output: insufficient current at output Check Y72 proportional valve
E4088 all. swivel arm tilt-back
Check wiring
Check 3 A17c output module
Swivel arm tilt-back reacts Log handler swivel arm tilt-back Check Y72 proportional valve
too quickly. Swivel arm output: excessive current at output swivel arm tilt-back
E4089
moves backwards Check wiring
independently. Check 3 A17c output module
The swivel arm tilts Log handler swivel arm tilt-back
backwards independently output: incorrect activation (fault Check wiring
E408A
current) Check 3 A17c output module
Check fuse F66
Check Y72 proportional valve
Swivel arm tilt-back not Log handler swivel arm tilt-back
E408B swivel arm tilt-back
working output: shorted at output
Check wiring
Swivel arm tilt-forward is Log handler swivel arm tiltforward Check fuse F66
slow to react or does not output: insufficient current at output Check Y73 proportional valve
E408C react at all. swivel arm tilt forward
Check wiring
Swivel arm tilt-forward Log handler swivel arm tiltforward Check Y73 proportional valve
reacts too quickly. The output: excessive current at output swivel arm tilt forward
E408D
swivel arm tilts forwards Check wiring
The swivel arm tilts forwards Log handler swivel arm tiltforward
independently output: incorrect activation (fault Check wiring
E408E
Swivel arm tilt-forward not Log handler swivel arm tiltforward Check fuse F66
working output: shorted at output Check Y73 proportional valve
E408F swivel arm tilt forward
Check wiring
Oscillating cylinder tiltback Log handler oscillating cylinder tilt- Check fuse F63
is slow to react or does not back output: insufficient current at Check Y70 proportional valve
E4090 react at all. output oscillating cylinder tilt-back
Check wiring
Oscillating cylinder tiltback Log handler oscillating cylinder tilt- Check Y70 proportional valve
reacts too quickly. back output: excessive current at oscillating cylinder tilt-back
E4091
Oscillating cylinder moves output Check wiring
backwards independently. Check 3 A17c output module
Oscillating cylinder tilts Log handler oscillating cylinder tilt-
backwards independently. back output: incorrect activation Check wiring
E4092
(fault current) Check 3 A17c output module
L556 - 454 / from 15653
L566 - 460 / from 14171
L580 - 459 / from 14171
MJFCIFSS
Malfunctions

Service
Effect Cause Remedy
code
Oscillating cylinder tiltback Log handler oscillating cylinder tilt- Check fuse F63
not working back output: shorted at output Check Y70 proportional valve
E4093 oscillating cylinder tilt-back
Check wiring
Oscillating cylinder tilt- Log handler swivel arm tiltforward Check fuse F64
forward is slow to react or output: insufficient current at output Check Y71 proportional valve
E4094 does not react at all. oscillating cylinder tilt forward
Check wiring
Oscillating cylinder tilt- Log handler swivel arm tiltforward Check Y71 proportional valve
forward reacts too quickly. output: excessive current at output oscillating cylinder tilt forward
E4095
Oscillating cylinder moves Check wiring
forwards independently. Check 3 A17c output module
Oscillating cylinder tilts Log handler swivel arm tiltforward
forwards independently output: incorrect activation (fault Check wiring
E4096
Oscillating cylinder tilt- Log handler swivel arm tiltforward Check fuse F64
forward not working output: shorted at output Check Y71 proportional valve
E4097 oscillating cylinder tilt forward
Check wiring
Grabber clockwise turn Log handler grabber clockwise turn Check fuse F63
reacts too slowly or not at all output: insufficient current at output Check Y74 proportional valve
E4098 grapple clockwise turn
Check wiring
Grabber clockwise turn Log handler grabber clockwise turn Check Y74 proportional valve
reacts too quickly. The output: excessive current at output grapple clockwise turn
E4099
grabber turns clockwise Check wiring
The grabber turns clockwise Log handler grabber clockwise turn
independently output: incorrect activation (fault Check wiring
E409A
Check fuse F63
Check Y74 proportional valve
Grabber clockwise turn not Log handler grabber clockwise turn
E409B grapple clockwise turn
working output: shorted at output
Check wiring
Grabber anticlockwise turn Log handler grabber anticlockwise Check fuse F63
reacts too slowly or not at all turn output: insufficient current at Check Y75 proportional valve
E409C output grapple anticlockwise turn
Check wiring
Grabber anticlockwise turn Log handler grabber anticlockwise Check Y75 proportional valve
reacts too quickly. The turn output: excessive current at grapple anticlockwise turn
E409D
grabber turns anticlockwise output Check wiring
The grabber turns anti- Log handler grabber anticlockwise
E409E clockwise independently turn output: incorrect activation (fault Check wiring
Grabber anticlockwise turn Log handler grabber anticlockwise Check fuse F63
not working turn output: shorted at output Check Y75 proportional valve
E409F grapple anticlockwise turn
Check wiring
L580 - 459 / from 14171
Malfunctions

Service
Effect Cause Remedy
code
Oscillating cylinder release Log handler oscillating cylinder Check fuse F65
not working. release solenoid valve: shorted at Check Y76 oscillating cylinder
E46F4 output release solenoid valve
Check wiring
Oscillating cylinder release Log handler oscillating cylinder
always active release solenoid valve: incorrect Check wiring
E46F5
activation (fault current) Check 3 A17c output module
Variable displacement motor Synchronise variable

E5022 Travel slow or impossible
synchronisation complete displacement motors again
Gas pedal angle sensor R5:
Engine speed cannot be check redundant signals
Gas pedal angle sensor: different
E5026 changed, driving not (maximum current difference
values from sensors 1 and 2
possible ±10%), check power supply F44,
F45
Inching angle sensor R1: check
No inching function Inching angle sensor: different redundant signals (maximum
E5027
available values from sensors 1 and 2 current difference ±10%), check
power supply F44, F45
Gear oil temperature sensor Clean cooling system, check fan
Speed limited to 20 km/h,
triggered: gear oil temperature pressure (fan speed), gear oil
E5028 driving only possible in 1st
above 120 °C, oil level too high or temperature switch B14
or 2nd gear
temperature switch defective (switching point 120 °C), oil level
Rear axle brake fault: rear axle
brake activated for longer than 3 Check rear axle brake solenoid
E5029 No immediate reaction
seconds at a time or for more than valve Y16 for faults
16 % intermittently
Transfer gear speed sensor,
implausible signal: power take-off Transfer gear speed sensor B1;
Driving only possible in 1st
E502A speed does not match variable check wiring, coupling 1 or 2 or
gear
displacement motor speed switching pressure
(monitoring only in 1st gear)
Kick-down button is pressed longer
than 10 sacs. (or jammed) after
No kick-down function
E502B ignition or pressed longer than 2 Check kick-down button
available
minutes (or jammed) in normal
operation
Inching angle sensor constantly less
No inching function Clean the inch pedal so that it
E502C than 100 % for longer than 2
available moves properly
minutes (inch pedal dirty)
No inching function Inch function was deactivated using
E502D Inching function activation
available parameters
overspeed (in 3rd gear) - motor 2 Check variable displacement
E502E None
runs at over 1500 rpm although motor 2 speed
coupling 2 is open in 3rd gear
overspeed (in 2nd gear) - motor 1 Check variable displacement
E502F None
coupling 1 or 3 is open in 2nd
Machine switches to neutral, Check conditions of use - check
Motor protection active: speed
E5030 driver can select travel fault in speed sensor B2a or B2b
sensor overspeed
direction again after speed or wiring
L556 - 454 / from 15653
L566 - 460 / from 14171
L580 - 459 / from 14171
MJFCIFSS
Malfunctions

Service
Effect Cause Remedy
code
is reduced
Machine switches to neutral,

Check conditions of use, variable
driver can select travel Variable displacement motor 2
E5031 displacement motor 2 speed
direction again after speed speed sensor: overspeed
sensor B2a or wiring
is reduced
sensor B2 or wiring
is reduced
Engine oil pressure too low: Fault in Check engine oil pressure, fault
E5034 Engine damage
pressure sensor or wiring in pressure sensor B701 or wiring
Travel direction selection Travel direction switch: invalid Travel direction switch S2a,
E5035
cannot be clearly detected switching condition check power supply F15 or wiring
Adjust variable adjustment motor
The motor retains the old Variable displacement motor
E5036 1 control range (loosen adjusting
value balance 1 maximum current too low
screw)
E5037 1 control range (tighten adjusting
value balance 1 maximum current too high
screw)
E5038 1 control range (tighten adjusting
value balance 1 minimum current too high
screw)
E5039 1 control range (loosen adjusting
value balance 1 minimum current too low
screw)
E503A 2 control range (loosen adjusting
value balance 2 maximum current too low
screw)
E503B 2 control range (tighten adjusting
value balance 2 maximum current too high
screw)
E503C 2 control range (tighten adjusting
value balance 2 minimum current too high
screw)
E503D 2 control range (loosen adjusting
value balance 2 minimum current too low
screw)
Driving only possible in fixed Difference between variable
Check coupling 1, check wiring
E503E gear 2, kick-down not displacement motor speed 1 and
and speed sensors B1, B2
possible take-off speed in 1st gear
Driving only possible in fixed
gear 1, variable
Difference between variable
displacement motor 1 only Check coupling 2, check wiring
E503F displacement motor speed 2 and
controls from 50 - 100 %, and speed sensors B1, B2a
take-off speed in 1st gear
variable displacement motor
2 is at 0°, coupling 2 is open
Driving only possible in fixed
gear 1, variable
Difference between variable
displacement motor 1 only Check coupling 2, check wiring
E5040 displacement motor speed 2 and
controls from 50 - 100 %, and speed sensors B1, B2a
take-off speed in 2nd gear
variable displacement motor
2 is at 0°, coupling 2 is open
L580 - 459 / from 14171
Malfunctions

Service
Effect Cause Remedy
code
Automatic range A2-3 Difference between variable
Check coupling 3, check wiring
E5041 deactivated (3rd gear displacement motor speed 1 and
and speed sensors B1, B2
blocked) take-off speed in 3rd gear
No joystick steering Joystick steering: redundant input Input module 2, synchronise
E5042
available signals outside tolerance tolerance, check sensor signals
Joystick steering: safety shutdown
No joystick steering Input module 2, synchronise
E5043 due to excessive discrepancies in
available tolerance, check sensor signals
joystick signals
LH control lever: potentiometer
E5054 Option still available Check wiring and potentiometer
outside tolerance range
LH control lever: function
Check wiring, replace
E5055 Option not available deactivated due to excessive
potentiometer
potentiometer discrepancy
LH control lever: potentiometer Check module, wiring or
power supply too low potentiometer
None (warning - defective Log handler swivel arm: redundant Check A1 swivel arm tilt encoder
E5057 swivel arm activation) input signals outside tolerance Check wiring
Swivel arm activation not Log handler swivel arm: safety Check A1 swivel arm tilt encoder
E5058 working shutdown due to excessive sensor Check wiring
signal deviation Check 3 A17c output module
None (warning - defective Log handler oscillating cylinder: Check A1 oscillating cylinder tilt
oscillating cylinder redundant input signals outside encoder
E5059
activation) tolerance Check wiring
Oscillating cylinder acti- Log handler oscillating cylinder: Check A1 oscillating cylinder tilt
vation not working safety shutdown due to excessive encoder
E505A
sensor signal deviation Check wiring
Check A1 grapple turn encoder
None (warning - defective Log handler grabber: redundant
E505B Check wiring
grabber activation) input signals outside tolerance
Grabber activation not Log handler grabber: safety Check A1 grapple turn encoder
E505C working shutdown due to excessive sensor Check wiring
signal deviation Check 4 A16d input module
Block curve calibration Automatical engine speed demand
E505F None
activated activated
Values not applied (same Automatic pump calibration:
Pressure sensor B45 not
E5060 condition as before Pressure sensor is not present or
installed on the machine
calibration) has an error
Values not applied (same
Automatic pump calibration: Parking
E5061 condition as before Engage parking brake
brake must be closed
calibration)
Automatic pump calibration: Another Wait until other calibration is
E5062 condition as before
calibration is already underway complete.
calibration)
Automatic pump calibration: Check pressure sensor B45
Maximum current too high Check pressure cut-off setting.
calibration)
Automatic pump calibration: Check mechanical zero position
Minimum current too low of the pump
calibration)
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L580 - 459 / from 14171
MJFCIFSS
Malfunctions

Service
Effect Cause Remedy
code
Values not applied (same Automatic pump calibration: Time
Try again or set block curve
E5065 condition as before has expired, calibration not yet
manually
calibration) completed
Coolant temperature symbol
Clean cooling system, check fan
field (H13) flashes, STOP
Coolant temperature above 100 °C speed, coolant temperature
E6000 symbol field lights up,
for more than 3 seconds sensor B708, thermostat in
continuous warning buzzer
engine
sounds
Warning buzzer sounds Clean cooling system, check fan
Charge air temperature above 75 °C
E6001 intermittently, engine has speed, charge air temperature
for more than 3 seconds
reduced power sensor B707
Clean cooling system, Check /
Warning buzzer sounds
Fuel temperature above 75 °C for replace fuel filter
E6002 intermittently, engine has
more than 10 seconds check fan speed, fuel
reduced power
temperature sensor B709
Warning buzzer sounds Drain water from fuel pre-filter,
E6003 intermittently, engine has Water in fuel pre-filter check pre-filter water detector
reduced power B710
Engine oil pressure symbol Check oil level, engine oil
field (H4) lights up, STOP pressure (2 bar at 1000 rpm, 3
E6004 symbol field (H36) lights up, Engine oil pressure too low bar at 2100 rpm), pressure relief
continuous warning buzzer valve, engine oil pressure sensor
after 10 sec. B701, wiring
Replace/clean air filter, check air
Air filter contamination Air filter contamination: vacuum
E6006 filter contamination vacuum
symbol field (H7) lights up switch switched
switch B4, wiring
Coolant temperature symbol
field (H13) and STOP Check coolant level, check
E6008 symbol field light up, Coolant level too low coolant level sensor B13, check
continuous warning buzzer power supply F36
sounds
Risk of damage to the Engine overspeed: too high while Brake machine while driving
E600B
engine driving downhill > 2500 rpm downhill
Depends on the fault. - (see
Calculation error depends Always given for an additional
E600C additional code in the error
on the fault service code
memory)
Emergency engine shutdown: speed
E600D Engine shuts down Check speed sensor B711, B712
sensors 1 and 2 defective
Engine not running Faulty injector (pump element Check injector (pump element
E600E
smoothly solenoid) solenoid), wiring
Engine electronics detected internal Check engine control unit, check
E600F Engine shuts down
error wiring, check power supply F36
Power reduction can be triggered
by: coolant temperature, charge
E6010 Engine has reduced power Engine power reduction active
air temperature, fuel temperature,
altitude (atmospheric pressure)
Engine altitude power reduction
E6011 Engine has reduced power active (from 2250 m above sea None
level)
Calculation error depends Always given for an additional
E6012 additional code in the error
on the fault service code
memory)
L580 - 459 / from 14171
Malfunctions

Service
Effect Cause Remedy
code
Charge control symbol field
E6016 (H6) lights up, parking brake Alternator not supplying power Check alternator G3 or wiring
cannot be released
Calculation error, engine module
Calculation error depends sent internal error code. - This is
E6017 additional code in the error
on the fault shown in the display unit instead of
memory)
the engine service code
CAN bus: display unit timeout ,
Check display unit A13 power
EA005 No display unit function hardware defective, fault in CAN
supply F10 or CAN wiring
wiring
CAN bus: air conditioning controller Check air conditioning controller
Air conditioning controller
EA006 timeout, hardware defective, fault in A21 power supply F19, F19a or
does not work
CAN wiring CAN wiring
CAN bus: output module 3 timeout,
Output module 3 does not Check output module 3 (A17c) or
EA007 hardware defective, error in CAN
work CAN wiring
wiring
CAN bus: input module 3 timeout,
Input module 3 does not Check input module 3 (A16c) or
work CAN wiring
wiring
CAN bus: air conditioning control Check air conditioning control
Air conditioning control unit
EA010 unit timeout, hardware defective, unit A22 power supply F9or CAN
does not work
fault in CAN wiring wiring
CAN bus: option control unit timeout,
Option control unit does not Check option control unit A19 or
EA011 hardware defective, fault in CAN
work CAN wiring
wiring
Calculation error depends Calculation error, option input
EA020 additional code in the error
on the fault module 1 sent an internal error code
memory)
Calculation error depends Calculation error, option output
on the fault module 1 sent an internal error code
memory)
Calculation error depends Calculation error, option keypad
on the fault module sent an internal error code
memory)
Calculation error depends Calculation error, main keypad
memory)
Calculation error depends Calculation error, display unit
memory)
Calculation error depends Calculation error, output module 2
on the fault sent an internal error code
memory)
Calculation error depends Calculation error, output module 1
memory)
Calculation error depends Calculation error, input module 2
memory)
Calculation error depends Calculation error, input module 1
memory)
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L566 - 460 / from 14171
L580 - 459 / from 14171
MJFCIFSS
Malfunctions

Service
Effect Cause Remedy
code
Replace the main electronics
MASTER backup battery defective
EA032 (MASTER) (install conversion kit
or missing
ID no. 10470445)
Replace the main electronics
EA033 Master backup battery – low voltage (MASTER) (install conversion kit
ID no. 10470445)
CAN bus: input module 4 timeout,
Check the option input module 4,
check the can wiring
wiring
Calculation error depends Calculation error, master unit
EA02A additional code in the error
memory)
Depends on the fault. - Check
Calculation error -
EA02B CAN module calculation error power soppy F36 (see additional
depending on the fault
code in the error memory)
Calculation error -
EA02C General calculation error additional code in the error
depending on the fault
memory)
L580 - 459 / from 14171
Malfunctions
19.0.4 Service code - ERROR Motor
Function
This is a fault in the various electrical components or wiring
ERROR MotorThis kind of malfunction is accompanied by a 1-second warning tone

Service code
Effect Cause Remedy
A700 Master 4
Construction machine CAN timeout
Emergency operation:
when requesting global process Check cables, plugs,
3006.00 E49638 engine running at lower
CAN bus connection problem or master
idle speed
master unit A15 defective
receiving total output data Check cables, plugs,
3006.01 E49639 engine running at lower
idle speed
while sending messages Check cables, plugs,
3006.02 E4963A engine running at lower
idle speed
Construction machine CAN
passive error Check cables, plugs,
3006.03 E4963B engine running at lower
idle speed
Emergency operation: Construction machine CAN bus off
Check cables, plugs,
3006.04 E4963C engine running at lower CAN bus connection problem or
master
idle speed master unit A15 defective
CAN AMET timeout while requesting
global process Check cables, plugs,
3007.00 E4969C engine running at lower
idle speed
CAN AMET timeout receiving total
output data Check cables, plugs,
3007.01 E4969D engine running at lower
idle speed
CAN AMET timeout while sending
messages Check cables, plugs,
3007.02 E4969E engine running at lower
idle speed
Emergency operation: CAN AMET passive error
3007.03 E4969F engine running at lower CAN bus connection problem or
master
Emergency operation: CAN AMET bus off
3007.04 E496A0 engine running at lower CAN bus connection problem or
master
CAN communication status CAN A
Check the ECU A700D
3009.00 E49764 No direct effect cannot connect at 125kB
engine control unit
CAN driver problem in ECU
Check the ECU A700D
engine control unit
Check the ECU A700D
engine control unit
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L580 - 459 / from 14171
MJFCIFSS
Malfunctions

Service code
Effect Cause Remedy
A700 Master 4
Check the ECU A700D
3009.03 E49767 No direct effect cannot connect at 1MB
engine control unit
CAN communication status CAN B
Check the ECU A700D
engine control unit
Check the ECU A700D
engine control unit
Check the ECU A700D
3009.06 E4976A No direct effect cannot connect at 500kB
engine control unit
Check the ECU A700D
3009.07 E4976B No direct effect cannot connect at 1MB
engine control unit
CAN communication was
Check the ECU A700D
3009.08 E4976C No direct effect resynchronised
engine control unit
CAN communication timeout Check the ECU A700D
3009.09 E4976D No direct effect
CAN driver problem in ECU engine control unit
Check the ECU A700D
engine control unit
CAN communication – could not
3009.10 E4976E No direct effect Master unit A15
detect actual CAN A baud rate
Input module 1
Output module 1
Check the ECU A700D
engine control unit
CAN communication – could not
3009.11 E4976F No direct effect Master unit A15
detect actual CAN B baud rate
Input module 1
Output module 1
Engine cannot be
Internal error – stack overflow again; if the problem
3010.00 E497C8 started, or engine shut
Internal engine control unit error persists, replace the ECU
down
A700D engine control unit.
Engine cannot be
Internal error – exception again; if the problem
3010.01 E497C9 started, or engine shut
down
Engine cannot be
Internal error – program test again; if the problem
3010.02 E497CA started, or engine shut
down
Engine cannot be
Internal error – RAM test again; if the problem
3010.03 E497CB started, or engine shut
down
Internal error – error memory again; if the problem
3010.04 E497CC No direct effect
overflow persists, replace the ECU
again; if the problem
3010.05 E497CD No direct effect Internal error – computing time test
persists, replace the ECU
L580 - 459 / from 14171
Malfunctions

Service code
Effect Cause Remedy
A700 Master 4
The error that occurred again; if the problem
3010.06 E497CE Internal error – error index too high
cannot be displayed persists, replace the ECU
Engine cannot be
Error accessing EEPROM again; if the problem
3011.00 E4982C started, or engine shut
down
Engine cannot be
Parameter memory check sum fault again; if the problem
3011.01 E4982D started, or engine shut
down
Engine cannot be Invalid parameter memory in
3011.02 E4982E started, or engine shut EEPROM
down Internal engine control unit error
ECU page check sum fault again; if the problem
3011.03 E4982F No direct effect
NMI page check sum fault again; if the problem
3011.04 E49830 No direct effect
Work data page check sum fault again; if the problem
Load collective check sum fault again; if the problem
Load collective structure value has
3011.07 E49833 No direct effect changed
Internal engine control unit error
EEPROM does not have enough
3011.08 E49834 No direct effect space for the load collective
3011.09 E49835 No direct effect Permanent data check sum fault
Engine cannot be Check the on-board circuit
3012.00 E49890 started, or engine shut Supply voltage too low (<9V) (battery, alternator, wiring,
down connectors)
Engine cannot be
started, or engine shut
Check the on-board circuit
down
3012.01 E49891 Supply voltage too high (>33V) (battery, alternator, wiring,
Communication only
connectors)
possible with diagnostic
tools
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L580 - 459 / from 14171
MJFCIFSS
Malfunctions

Service code
Effect Cause Remedy
A700 Master 4
Check the wiring and ECU
Engine shutdown A700D engine control unit
Digital output shorted to supply
Communication only If the problem cannot be
3012.02 E49892 voltage
possible with diagnostic rectified:
Defective line or component
tools Replace the ECU A700D
engine control unit
Check the wiring and ECU
A700D engine control unit
Engine shutdown Error releasing power outputs
If the problem cannot be
3012.03 E49893 All digital outputs Power outputs cannot be activated
rectified:
switched off or deactivated
Replace the ECU A700D
engine control unit
Check the on-board circuit
Engine cannot be Error on PS1
(battery, alternator, wiring,
3012.04 E49894 started, or engine shut Engine control unit supply voltage
connectors) with reference
down PS1 defective
to PS1
Engine shutdown Check the on-board circuit
12V reference fault: voltage too low
Communication only (battery, alternator, wiring,
3012.05 E49895 (<10V)
possible with diagnostic connectors) with reference
tools to PS1
Engine shutdown Check the on-board circuit
12V reference fault: voltage too high
Communication only (battery, alternator, wiring,
3012.06 E49896 (>14V)
possible with diagnostic connectors) with reference
tools to PS1
New data record or
Power curve internally Offset on full-load curve
3015.01 E499BD replace the ECU A700D
restricted Internal engine control unit error
engine control unit
Incorrect pump code (pump code is

Injector class 3 is used Check and modify pump
3015.03 E499BF wrong on at least one element)
as a replacement code
Speed recording error Check the ECU A700D

Maximum speed difference between wiring to the speed sensor
3019.00 E49B4C Higher speed is used
transmission and odometer is too and check the speed
high sensor
Insufficient alternator voltage when Check the wiring from the
engine is not running ECU A700D engine control
3020.00 E49BB0 No direct effect Defective wiring from engine control unit to the alternator and
unit to alternator, defective alternator check the ECU A700D
or broken V belt engine control unit
Excess alternator voltage when Check the wiring from the
engine is not running ECU A700D engine control
Insufficient alternator voltage when Check the wiring from the
engine is running ECU A700D engine control
Excess alternator voltage when Check the wiring from the
engine is running ECU A700D engine control
L580 - 459 / from 14171
Malfunctions

Service code
Effect Cause Remedy
A700 Master 4
Alternator voltage insufficiently Check the wiring from the
different to supply voltage ECU A700D engine control
Alternator voltage excessively Check the wiring from the
different to supply voltage ECU A700D engine control
Exhaust gas recirculation fault Check the wiring harness,
External exhaust gas
Short circuit to earth or cable rupture connectors, EGR valve,
3028.00 E49ED0 recirculation 1 not
Output and feedback values do ECU A700D engine control
activated
not match unit
Shorted to supply voltage connectors, EGR valve,
Output and feedback values do ECU A700D engine control
activated
not match unit
Exhaust gas recirculation fault
Hardware fault Check the ECU A700D
Transistor status does not match engine control unit
activated
feedback value
Check the wiring harness,
External exhaust gas Negative control deviation
connectors, EGR valve,
3028.03 E49ED3 recirculation 1 not Target less than actual value,
ECU A700D engine control
activated controlled PWM goes
unit
towards minimum
External exhaust gas Positive control deviation
3028.04 E49ED4 recirculation 1 not Target greater than actual value,
activated controlled PWM goes
unit
towards maximum
Current too high (switched off) –
External exhaust gas current higher than permitted
3028.05 E49ED5 recirculation 1 not minimum value although
activated not energised
unit
Threshold violation when switched
off
External exhaust gas Current too low (activated state) –
3028.06 E49ED6 recirculation 1 not current less than permitted
activated minimum value
unit
Threshold violation
External exhaust gas Current too high (activated state) –
3028.07 E49ED7 recirculation 1 not current higher than permitted
activated maximum value
unit
Threshold violation
EGR open without activation connectors, EGR valve,
3028.11 E49EDB recirculation 1 not
“Open” status is read even ECU A700D engine control
activated
without activation unit
EGR closed without activation connectors, EGR valve,
3028.12 E49EDC recirculation 1 not
“Closed” status is read even ECU A700D engine control
activated
without activation unit
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L580 - 459 / from 14171
MJFCIFSS
Malfunctions

Service code
Effect Cause Remedy
A700 Master 4
Engine cannot be Starter fault
3032.00 E4A060 connectors, starter, ECU
started Short circuit to earth or cable rupture
Engine cannot be Starter fault
3032.01 E4A061 connectors, starter, ECU
started Shorted to supply voltage
connectors, heating
Heating flange 1 fault
flange/glow plug unit,
Preglow and afterglow Short circuit to earth or cable rupture
3035.00 E4A18C external relay, ECU A700D
phases fail Output and feedback values do
engine control unit
not match
Start preglowing < 7°C
Water or air, or all 50 h
connectors, heating
Heating flange 1 fault
flange/glow plug unit,
Preglow and afterglow Shorted to supply voltage
3035.01 E4A18D external relay, ECU A700D
phases fail Output and feedback values do
engine control unitStart
not match
preglowing < 7°C
Heating flange 1 fault Check the ECU A700D
Preglow and afterglow Hardware fault engine control unitStart
3035.02 E4A18E
phases fail Transistor status does not match preglowing < 7°C
feedback status Water or air, or all 50 h
Heating flange 1 fault connectors, heating
Negative control deviation flange/glow plug unit,
Preglow and afterglow
3035.03 E4A18F Target less than actual value, external relay, ECU A700D
phases fail
controlled PWM goes engine control unitStart
towards minimum preglowing < 7°C
Positive control deviation flange/glow plug unit,
3035.04 E4A190 Target greater than actual value, external relay, ECU A700D
phases fail
controlled PWM goes engine control unitStart
towards maximum preglowing < 7°C
Heating flange 1 fault Check the wiring harness,
Current too high (switched off) – connectors, heating
current higher than permitted flange/glow plug unit,
3035.05 E4A191 minimum value although external relay, ECU A700D
phases fail
not energised engine control unitStart
Threshold violation when switched preglowing < 7°C
off Water or air, or all 50 h
Current too low (activated state) – flange/glow plug unit,
3035.06 E4A192 current less than permitted external relay, ECU A700D
phases fail
minimum value engine control unitStart
Threshold violation preglowing < 7°C
L580 - 459 / from 14171
Malfunctions

Service code
Effect Cause Remedy
A700 Master 4
Current too high (activated state) – flange/glow plug unit,
3035.07 E4A193 current higher than permitted external relay, ECU A700D
phases fail
maximum value engine control unitStart
Threshold violation preglowing < 7°C
No voltage in heating element connectors, heating
3035.11 E4A197 A low level is read despite activation flange/glow plug unit,
phases fail
– the external relay has not switched external relay, ECU A700D
correctly engine control unit
Voltage in heating element connectors, heating
3035.12 E4A198 A high level is read despite no flange/glow plug unit,
phases fail
activation – the external relay has external relay, ECU A700D
not switched correctly engine control unit
Short circuit to earth or cable rupture connectors, EGR valve,
3039.00 E4A31C recirculation 2 not
Output and feedback values do not ECU A700D engine control
activated
match unit
Shorted to supply voltage connectors, EGR valve,
3039.01 E4A31D recirculation 2 not
Output and feedback values do not ECU A700D engine control
activated
match unit
Hardware fault Check the ECU A700D
3039.02 E4A31E recirculation 2 not
Transistor status does not match engine control unit
activated
feedback value
External exhaust gas Negative control deviation
3039.03 E4A31F recirculation 2 not Target less than actual value,
activated controlled PWM goes towards
unit
minimum
External exhaust gas Positive control deviation
3039.04 E4A320 recirculation 2 not Target greater than actual value,
activated controlled PWM goes towards
unit
maximum
Current too high (switched off) –
External exhaust gas current higher than permitted
3039.05 E4A321 recirculation 2 not minimum value although not
activated energised
unit
Threshold violation when switched
off
External exhaust gas Current too low (activated state) –
3039.06 E4A322 recirculation 2 not current less than permitted minimum
activated value
unit
Threshold violation
External exhaust gas Current too high (activated state) –
3039.07 E4A323 recirculation 2 not current higher than permitted
activated maximum value
unit
Threshold violation
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L566 - 460 / from 14171
L580 - 459 / from 14171
MJFCIFSS
Malfunctions

Service code
Effect Cause Remedy
A700 Master 4
EGR open without activation connectors, EGR valve,
3039.11 E4A327 recirculation 2 not
"Open" status is read even without ECU A700D engine control
activated
activation unit
EGR closed without activation connectors, EGR valve,
3039.12 E4A328 recirculation 2 not
“Closed” status is read even without ECU A700D engine control
activated
activation unit
Engine speed output fault
Short circuit to earth or cable rupture
3049.00 E4A704 No direct effect connectors, connected
Output and feedback values do not
module
match
Engine speed output fault
Shorted to supply voltage
3049.01 E4A705 No direct effect connectors, connected
Output and feedback values do not
module
match
Cylinder A1 fault
connectors, solenoid
3050.00 E4A768 No direct effect Incorrect current measurement or
valve, ECU A700D engine
cable rupture
control unit
Cylinder A1 fault
3050.01 E4A769 No direct effect Excess low side current (earth
switch)
control unit
Cylinder A1 fault
3050.02 E4A76A No direct effect Excess high side current (positive
switch)
control unit
Cylinder A1 fault
3050.03 E4A76B No direct effect Excess high side current on free
wheel cylinder
control unit
Cylinder A1 fault Replace the ECU A700D
3050.04 E4A76C No direct effect
No flight time measured engine control unit
Cylinder A1 fault connectors, solenoid
3050.05 E4A76D No direct effect
Flight time too short valve, ECU A700D engine
control unit
3050.06 E4A76E No direct effect
Flight time too long valve, ECU A700D engine
control unit
3050.07 E4A76F No direct effect
No rise time measured engine control unit
New data record or
Cylinder A1 fault
3050.08 E4A770 No direct effect replace the ECU A700D
Rise time too long
engine control unit
Cylinder A2 fault
3051.00 E4A7CC No direct effect Incorrect current measurement or
cable rupture
control unit
Cylinder A2 fault
3051.01 E4A7CD No direct effect Excess low side current (earth
switch)
control unit
L580 - 459 / from 14171
Malfunctions

Service code
Effect Cause Remedy
A700 Master 4
Cylinder A2 fault
3051.02 E4A7CE No direct effect Excess high side current (positive
switch)
control unit
Cylinder A2 fault
3051.03 E4A7CF No direct effect Excess high side current on free
wheel cylinder
control unit
3051.04 E4A7D0 No direct effect
control unit
control unit
New data record or
Cylinder A2 fault
3051.08 E4A7D4 No direct effect replace the ECU A700D
Rise time too long
engine control unit
Cylinder A3 fault
cable rupture
control unit
Cylinder A3 fault
switch)
control unit
Cylinder A3 fault
3052.02 E4A832 No direct effect Excess high side current (positive
switch)
control unit
Cylinder A3 fault
3052.03 E4A833 No direct effect Excess high side current on free
wheel cylinder
control unit
3052.04 E4A834 No direct effect
control unit
control unit
New data record or
Cylinder A3 fault
3052.08 E4A838 No direct effect replace the ECU A700D
Rise time too long
engine control unit
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L580 - 459 / from 14171
MJFCIFSS
Malfunctions

Service code
Effect Cause Remedy
A700 Master 4
Cylinder A4 fault
cable rupture
control unit
Cylinder A4 fault
switch)
control unit
Cylinder A4 fault
3053.02 E4A896 No direct effect Excess high side current (positive
switch)
control unit
Cylinder A4 fault
3053.03 E4A897 No direct effect Excess high side current on free
wheel cylinder
control unit
control unit
3053.06 E4A89A No direct effect
control unit
3053.07 E4A89B No direct effect
New data record or
Cylinder A4 fault
3053.08 E4A89C No direct effect replace the ECU A700D
Rise time too long
engine control unit
Cylinder B1 fault
3058.00 E4AA88 No direct effect Incorrect current measurement or
cable rupture
control unit
Cylinder B1 fault
3058.01 E4AA89 No direct effect Excess low side current (earth
switch)
control unit
Cylinder B1 fault
3058.02 E4AA8A No direct effect Excess high side current (positive
switch)
control unit
Cylinder B1 fault
3058.03 E4AA8B No direct effect Excess high side current on free
wheel cylinder
control unit
Cylinder B1 fault Replace the ECU A700D
3058.04 E4AA8C No direct effect
Cylinder B1 fault connectors, solenoid
3058.05 E4AA8D No direct effect
control unit
L580 - 459 / from 14171
Malfunctions

Service code
Effect Cause Remedy
A700 Master 4
3058.06 E4AA8E No direct effect
control unit
3058.07 E4AA8F No direct effect
New data record or
Cylinder B1 fault
3058.08 E4AA90 No direct effect replace the ECU A700D
Rise time too long
engine control unit
Cylinder B2 fault
3059.00 E4AAEC No direct effect Incorrect current measurement or
cable rupture
control unit
Cylinder B2 fault
3059.01 E4AAED No direct effect Excess low side current (earth
switch)
control unit
Cylinder B2 fault
3059.02 E4AAEE No direct effect Excess high side current (positive
switch)
control unit
Cylinder B2 fault
3059.03 E4AAEF No direct effect Excess high side current on free
wheel cylinder
control unit
3059.04 E4AAF0 No direct effect
control unit
control unit
New data record or
Cylinder B2 fault
3059.08 E4AAF4 No direct effect replace the ECU A700D
Rise time too long
engine control unit
Cylinder B3 fault
3060.00 E4AB50 No direct effect Incorrect current measurement or
cable rupture
control unit
Cylinder B3 fault
3060.01 E4AB51 No direct effect Excess low side current (earth
switch)
control unit
Cylinder B3 fault
3060.02 E4AB52 No direct effect Excess high side current (positive
switch)
control unit
Cylinder B3 fault
3060.03 E4AB53 No direct effect Excess high side current on free
wheel cylinder
control unit
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L580 - 459 / from 14171
MJFCIFSS
Malfunctions

Service code
Effect Cause Remedy
A700 Master 4
3060.04 E4AB54 No direct effect
control unit
control unit
New data record or
Cylinder B3 fault
3060.08 E4AB58 No direct effect replace the ECU A700D
Rise time too long
engine control unit
Cylinder B4 fault
3061.00 E4ABB4 No direct effect Incorrect current measurement or
cable rupture
control unit
Cylinder B4 fault
3061.01 E4ABB5 No direct effect Excess low side current (earth
switch)
control unit
Cylinder B4 fault
3061.02 E4ABB6 No direct effect Excess high side current (positive
switch)
control unit
Cylinder B4 fault
3061.03 E4ABB7 No direct effect Excess high side current on free
wheel cylinder
control unit
3061.04 E4ABB8 No direct effect
3061.05 E4ABB9 No direct effect
control unit
3061.06 E4ABBA No direct effect
control unit
3061.07 E4ABBB No direct effect
New data record or
Cylinder B4 fault
3061.08 E4ABBC No direct effect replace the ECU A700D
Rise time too long
engine control unit
Injection system fault Check the wiring harness,
Cylinder fault connectors, solenoid
3069.00 E4AED4 Engine shutdown
More than the permitted number of valve, ECU A700D engine
solenoid valves have failed control unit
Injection system fault
Injection overlap to bank A
Check the start and
3069.01 E4AED5 Engine shutdown Distance between the current tooth
duration of injection
and the next tooth on bank A is
more than 540° crankshaft angle
L580 - 459 / from 14171
Malfunctions

Service code
Effect Cause Remedy
A700 Master 4
Injection overlap to bank B
Check the start and
3069.02 E4AED6 Engine shutdown Distance between the current tooth
duration of injection
and the next tooth on bank A is
more than 540° crankshaft angle
High side short circuit to earth on
3069.03 E4AED7 No direct effect bank A
Excess high side PWM current on all
control unit
injectors on bank A
High side short circuit to earth on
3069.04 E4AED8 No direct effect bank B
Excess high side PWM current on all
control unit
injectors on bank B
High side short circuit to supply
3069.05 E4AED9 No direct effect voltage on bank A
Excess high side FREEcurrent on all
control unit
injectors on bank A
High side short circuit to supply
3069.06 E4AEDA No direct effect voltage on bank B
Excess high side FREEcurrent on all
control unit
injectors on bank B
Low side short circuit to earth on Check the wiring harness,
bank A connectors, solenoid
3069.07 E4AEDB No direct effect
On at least one injector on bank A valve, ECU A700D engine
Rise time too long or cannot be control unit
measured
Low side short circuit to earth on Check the wiring harness,
bank B connectors, solenoid
3069.08 E4AEDC No direct effect
On at least one injector on bank B valve, ECU A700D engine
Rise time too long or cannot be control unit
measured
Low side short circuit to supply
voltage on bank A
3069.09 E4AEDD No direct effect On at least one injector on bank A
Excess low side current, excess
control unit
high side free current on all other
injectors in this bank
Low side short circuit to supply
voltage on bank B
3069.11 E4AEDF No direct effect On at least one injector on bank B
Excess low side current, excess
control unit
high side free current on all other
injectors in this bank
Check engine operation
Overspeed fault
(overspeed due to thrust
3069.39 E4AEFB Engine shutdown Overspeed from speed sensor 2 –
mode), check ECU A700D
safety limit exceeded
engine control unit
L556 - 454 / from 15653
L566 - 460 / from 14171
L580 - 459 / from 14171
MJFCIFSS
Malfunctions

Service code
Effect Cause Remedy
A700 Master 4
Overspeed fault
3070.00 E4AF38 No direct effect Overspeed from speed sensor 1 –
warning limit exceeded
engine control unit
Overspeed fault
3070.01 E4AF39 No direct effect Overspeed from speed sensor 2 –
warning limit exceeded
engine control unit
Overspeed fault
3070.02 E4AF3A Engine shutdown Overspeed from speed sensor 1 –
safety limit exceeded
engine control unit
Synchronisation error Turn the ignition off and on
Engine cannot be
3071.00 E4AF9C Synchronisation lost while engine again; check the engine
started
was running; gap not detected speed and phase sensor
Synchronisation error
Engine cannot be Distance between gap (engine
3071.01 E4AF9D again; check the engine
started speed sensor) and phase sensor
speed and phase sensor
signal too great
Incorrect number of teeth – during Turn the ignition off and on
Engine cannot be
3071.02 E4AF9E the synchronisation phase, the again; check the engine
started
number of teeth measured between speed sensor
successive gaps is not as specified
Engine cannot be Synchronisation not possible –
3071.03 E4AF9F again; check the engine
started speed too low during
speed and phase sensor
synchronisation phase
Faulty camshaft wheel index counter Turn the ignition off and on
Engine cannot be
3071.04 E4AFA0 – the additional tooth of the Bosch again; check the engine
started
camshaft wheel is not measured at speed and phase sensor
the right place
Emergency shutdown at Check distance of engine
the same time as speed sensor to flywheel
redundant sensor (1 or Engine speed sensor 1 fault (0.5 – 2.0 mm), check
3072.00 E4B000
2) fails; otherwise Signal from impulse recorder lost wiring to engine speed
engine speed recorded sensor, check engine
by redundant sensor speed sensor

Engine speed sensor 1 fault
redundant sensor (1 or (0.5 – 2.0 mm), check
3072.01 E4B001 Engine speed sensor does not
2) fails; otherwise wiring to engine speed
provide a signal

the same time as Engine speed sensor 1 fault speed sensor to flywheel
redundant sensor (1 or Invalid signal difference – engine (0.5 – 2.0 mm), check
3072.02 E4B002
2) fails; otherwise speed measurement gradient too wiring to engine speed
engine speed recorded steep sensor, check engine
L580 - 459 / from 14171
Malfunctions

Service code
Effect Cause Remedy
A700 Master 4
3072.03 E4B003 Frequency too high (implausible
value)
Emergency shutdown at
the same time as Check the installation of
Impulse sensor polarity reversed –
redundant sensor (1 or the engine speed sensor;
3072.04 E4B004 engine speed sensor incorrectly
2) fails; otherwise check the ECU A700D
fitted or wrongly configured in the
engine speed recorded engine control unit
ECU A700D engine control unit
by redundant sensor
3072.05 E4B005 Incorrect measurement (different
measurement to the other sensor)
by redundant sensor
redundant sensor (1 or Engine speed sensor 2 fault (0.5 – 2.0 mm), check
3073.00 E4B064
2) fails; otherwise Signal from impulse recorder lost wiring to engine speed

3073.01 E4B065 Engine speed sensor does not
provide a signal

the same time as Engine speed sensor 2 fault speed sensor to flywheel
redundant sensor (1 or Invalid signal difference – engine (0.5 – 2.0 mm), check
3073.02 E4B066
2) fails; otherwise speed measurement gradient too wiring to engine speed
engine speed recorded steep sensor, check engine
3073.03 E4B067 Frequency too high (implausible
value)
Impulse sensor polarity reversed –
3073.04 E4B068 engine speed sensor incorrectly
fitted or wrongly configured in the
ECU A700D engine control unit
by redundant sensor
L556 - 454 / from 15653
L566 - 460 / from 14171
L580 - 459 / from 14171
MJFCIFSS
Malfunctions

Service code
Effect Cause Remedy
A700 Master 4
3073.05 E4B069 Incorrect measurement (different
by redundant sensor
Check distance of phase
sensor to flywheel (0.5 –
No effect when engine Phase sensor fault
3074.00 E4B0C8 2.0 mm), check wiring to
is running Signal from impulse recorder lost
phase sensor, check
phase sensor
Phase sensor fault
Check the installation of
Phase sensor polarity reversed –
No effect when engine the engine speed sensor;
3074.04 E4B0CC phase sensor incorrectly fitted or
is running check the ECU A700D
wrongly configured in the ECU
engine control unit
Phase sensor fault
3074.05 E4B0CD Incorrect measurement (different
by redundant sensor
Replacement sensor
value is used. The error Check the wiring and the
Coolant level sensor fault
3077.00 E4B1F4 disappears when the ECU A700D engine control
measured value is in the unit / sensor
defined range
Replacement sensor
value is used. The error Coolant level sensor fault Check the wiring and the
3077.01 E4B1F5 disappears when the Sensor signal: shorted to supply ECU A700D engine control
measured value is in the voltage unit / sensor
defined range
Replacement sensor
3077.02 E4B1F6 disappears when the Sensor supply voltage: cable rupture ECU A700D engine control
measured value is in the or shorted to earth unit / sensor
defined range
Replacement sensor
3077.03 E4B1F7 disappears when the Sensor supply voltage: shorted to ECU A700D engine control
measured value is in the supply voltage unit / sensor
defined range
Reduced power or no
Coolant level sensor fault Check the medium for
reaction, depending on
3077.04 E4B1F8 Signal outside permitted range (limit range violation; repair any
the configuration and
1) mechanical problems
sensor
Reduced power or no
Coolant level sensor fault Check the medium for
3077.05 E4B1F9 Signal outside permitted range (limit range violation; repair any
sensor
L580 - 459 / from 14171
Malfunctions

Service code
Effect Cause Remedy
A700 Master 4
Replacement sensor
Air filter pressure sensor 2 fault
3083.00 E4B44C disappears when the ECU A700D engine control
defined range
Replacement sensor
value is used. The error Air filter pressure sensor 2 fault Check the wiring and the
3083.01 E4B44D disappears when the Sensor signal: shorted to supply ECU A700D engine control
defined range
Replacement sensor
3083.02 E4B44E disappears when the Sensor supply voltage: cable rupture ECU A700D engine control
defined range
Replacement sensor
3083.03 E4B44F disappears when the Sensor supply voltage: shorted to ECU A700D engine control
defined range
Reduced power or no
Air filter pressure sensor 2 fault Check the medium for
3083.04 E4B450 Signal outside permitted range (limit range violation; repair any
sensor
Reduced power or no
sensor
Replacement sensor
Charge air pressure sensor fault
3084.00 E4B4B0 disappears when the ECU A700D engine control
defined range
Replacement sensor
value is used. The error Charge air pressure sensor fault Check the wiring and the
3084.01 E4B4B1 disappears when the Sensor signal: shorted to supply ECU A700D engine control
defined range
Replacement sensor
3084.02 E4B4B2 disappears when the Sensor supply voltage: cable rupture ECU A700D engine control
defined range
Replacement sensor
3084.03 E4B4B3 disappears when the Sensor supply voltage: shorted to ECU A700D engine control
defined range
L556 - 454 / from 15653
L566 - 460 / from 14171
L580 - 459 / from 14171
MJFCIFSS
Malfunctions

Service code
Effect Cause Remedy
A700 Master 4
Reduced power or no
Charge air pressure sensor fault Check the medium for
3084.04 E4B4B4 Signal outside permitted range (limit range violation; repair any
sensor
Reduced power or no
Charge air pressure sensor fault Check the medium for
3084.05 E4B4B5 Signal outside permitted range (limit range violation; repair any
sensor
Replacement sensor
Oil pressure sensor fault
3085.00 E4B514 disappears when the ECU A700D engine control
defined range
Replacement sensor
value is used. The error Oil pressure sensor fault Check the wiring and the
3085.01 E4B515 disappears when the Sensor signal: shorted to supply ECU A700D engine control
defined range
Replacement sensor
3085.02 E4B516 disappears when the Sensor supply voltage: cable rupture ECU A700D engine control
defined range
Replacement sensor
3085.03 E4B517 disappears when the Sensor supply voltage: shorted to ECU A700D engine control
defined range
Reduced power or no
Oil pressure sensor fault Check the medium for
sensor
Reduced power or no
Oil pressure sensor fault Check the medium for
sensor
Replacement sensor
Air filter pressure sensor 1 fault
3087.00 E4B5DC disappears when the ECU A700D engine control
defined range
Replacement sensor
3087.01 E4B5DD disappears when the Sensor signal: shorted to supply ECU A700D engine control
defined range
Replacement sensor
3087.02 E4B5DE disappears when the Sensor supply voltage: cable rupture ECU A700D engine control
defined range
L580 - 459 / from 14171
Malfunctions

Service code
Effect Cause Remedy
A700 Master 4
Replacement sensor
3087.03 E4B5DF disappears when the Sensor supply voltage: shorted to ECU A700D engine control
defined range
Reduced power or no
3087.04 E4B5E0 Signal outside permitted range (limit range violation; repair any
sensor
Reduced power or no
3087.05 E4B5E1 Signal outside permitted range (limit range violation; repair any
sensor
Replacement sensor
Ambient pressure sensor fault
defined range
Replacement sensor
value is used. The error Ambient pressure sensor fault Check the wiring and the
3090.01 E4B709 disappears when the Sensor signal: shorted to supply ECU A700D engine control
defined range
Replacement sensor
3090.02 E4B70A disappears when the Sensor supply voltage: cable rupture ECU A700D engine control
defined range
Replacement sensor
3090.03 E4B70B disappears when the Sensor supply voltage: shorted to ECU A700D engine control
defined range
Reduced power or no
Ambient pressure sensor fault Check the medium for
3090.04 E4B70C Signal outside permitted range (limit range violation; repair any
sensor
Reduced power or no
Ambient pressure sensor fault Check the medium for
3090.05 E4B70D Signal outside permitted range (limit range violation; repair any
sensor
Replacement sensor
Air filter pressure switch 2 fault
3091.00 E4B76C disappears when the ECU A700D engine control
Signal line shorted to earth
defined range
Replacement sensor
value is used. The error Air filter pressure switch 2 fault Check the wiring and the
3091.01 E4B76D disappears when the Short circuit to supply voltage or ECU A700D engine control
measured value is in the signal line broken. unit / sensor
defined range
L556 - 454 / from 15653
L566 - 460 / from 14171
L580 - 459 / from 14171
MJFCIFSS
Malfunctions

Service code
Effect Cause Remedy
A700 Master 4
Replacement sensor
3091.02 E4B76E disappears when the ECU A700D engine control
Signal line shorted to supply line
defined range
Replacement sensor
Air filter pressure switch 2 fault,
3091.03 E4B76F disappears when the ECU A700D engine control
signal line shorted to supply line
defined range
Reduced power or no Air filter pressure switch 2 fault
Check the medium for
reaction, depending on Monitoring threshold 1 exceeded or
3091.04 E4B770 range violation; repair any
the configuration and fallen below; medium no longer in
mechanical problems
sensor normal operating state
mechanical problems
Replacement sensor
3092.00 E4B7D0 disappears when the ECU A700D engine control
defined range
Replacement sensor
value is used. The error Air filter pressure switch 1 fault Check the wiring and the
3092.01 E4B7D1 disappears when the Short circuit to supply voltage or ECU A700D engine control
defined range
Replacement sensor
defined range
Replacement sensor
Air filter pressure switch 1 fault,
signal line shorted to supply line
defined range
3092.04 E4B7D4 range violation; repair any
mechanical problems
3092.05 E4B7D5 range violation; repair any
mechanical problems
Replacement sensor
Water in fuel filter sensor
defined range
L580 - 459 / from 14171
Malfunctions

Service code
Effect Cause Remedy
A700 Master 4
Replacement sensor
value is used. The error Water in fuel filter sensor Check the wiring and the
3093.01 E4B835 disappears when the Short circuit to supply voltage or ECU A700D engine control
measured value is in the signal line broken unit / sensor
defined range
Replacement sensor
Water in fuel filter sensor
defined range
Replacement sensor
value is used. The error Water in fuel filter sensor Check the wiring and the
3093.03 E4B837 disappears when the Signal line shorted to supply line ECU A700D engine control
defined range
Reduced power or no Water in fuel filter sensor
mechanical problems
Reduced power or no Water in fuel filter sensor
mechanical problems
Replacement sensor
Fuel temperature sensor fault
defined range
Replacement sensor
value is used. The error Fuel temperature sensor fault Check the wiring and the
3096.01 E4B961 disappears when the Short circuit to supply voltage or ECU A700D engine control
defined range
Replacement sensor
Fuel temperature sensor fault
defined range
Replacement sensor
value is used. The error Fuel temperature sensor fault Check the wiring and the
3096.03 E4B963 disappears when the Signal line shorted to supply line ECU A700D engine control
defined range
Reduced power or no Fuel temperature sensor fault
mechanical problems
Reduced power or no Fuel temperature sensor fault
mechanical problems
L556 - 454 / from 15653
L566 - 460 / from 14171
L580 - 459 / from 14171
MJFCIFSS
Malfunctions

Service code
Effect Cause Remedy
A700 Master 4
Replacement sensor
Charge air temperature sensor fault
3097.00 E4B9C4 disappears when the ECU A700D engine control
defined range
Replacement sensor
value is used. The error Charge air temperature sensor fault Check the wiring and the
3097.01 E4B9C5 disappears when the Short circuit to supply voltage or ECU A700D engine control
measured value is in the signal line broken unit / sensor
defined range
Replacement sensor
Charge air temperature sensor fault
3097.02 E4B9C6 disappears when the ECU A700D engine control
defined range
Replacement sensor
value is used. The error Charge air temperature sensor fault Check the wiring and the
3097.03 E4B9C7 disappears when the Signal line shorted to supply line ECU A700D engine control
defined range
Reduced power or no Charge air temperature sensor fault
3097.04 E4B9C8 range violation; repair any
mechanical problems
Reduced power or no Charge air temperature sensor fault
3097.05 E4B9C9 range violation; repair any
mechanical problems
Replacement sensor
Coolant temperature sensor fault
3098.00 E4BA28 disappears when the ECU A700D engine control
defined range
Replacement sensor
value is used. The error Coolant temperature sensor fault Check the wiring and the
3098.01 E4BA29 disappears when the Short circuit to supply voltage or ECU A700D engine control
defined range
Replacement sensor
Coolant temperature sensor fault
3098.02 E4BA2A disappears when the ECU A700D engine control
defined range
Replacement sensor
value is used. The error Coolant temperature sensor fault Check the wiring and the
3098.03 E4BA2B disappears when the Signal line shorted to supply line ECU A700D engine control
defined range
L580 - 459 / from 14171
Malfunctions

Service code
Effect Cause Remedy
A700 Master 4
Reduced power or no Coolant temperature sensor fault
3098.04 E4BA2B range violation; repair any
mechanical problems
Reduced power or no Coolant temperature sensor fault
3098.05 E4BA2C range violation; repair any
mechanical problems
Replacement sensor
Internal temperature sensor fault
3099.00 E4BA8C disappears when the ECU A700D engine control
defined range
Replacement sensor
value is used. The error Internal temperature sensor fault Check the wiring and the
3099.01 E4BA8D disappears when the Short circuit to supply voltage or ECU A700D engine control
defined range
Replacement sensor
Internal temperature sensor fault
3099.02 E4BA8E disappears when the ECU A700D engine control
defined range
Replacement sensor
value is used. The error Internal temperature sensor fault Check the wiring and the
3099.03 E4BA8F disappears when the Signal line shorted to supply line ECU A700D engine control
defined range
Reduced power or no Internal temperature sensor fault
3099.04 E4BA90 range violation; repair any
mechanical problems
Reduced power or no Internal temperature sensor fault
3099.05 E4BA91 range violation; repair any
mechanical problems
4- and 6-cylinder engines - Cylinder description:
Cylinder description
L556 - 454 / from 15653
L566 - 460 / from 14171
L580 - 459 / from 14171
MJFCIFSS
Malfunctions
19.0.5 Service code - WARNING
Function
This is information on the condition of the power supply, CAN bus or diesel
engine.
WARNING This kind of malfunction is accompanied by a 1-second warning tone

The service codes are not shown on the display unit.
Service
Effect Cause Remedy
code
L550 - L580 no travel
Machine type not defined - L566
E2019 function, L586 restricted Selecting machine type
selected by default
travel
Check output module 1,
Note! The parking brake Parking brake: faulty activation (fault
E2027 Greeneville central lubrication
cannot be activated current)
system or wiring
Note! The working
Working hydraulics lockout: faulty
E2028 hydraulics lockout cannot be Check output module 1 or wiring
activation (fault current)
activated
Note! Bucket return-to-dig is Bucket return-to-dig: faulty activation
permanently activated (fault current)
Note! Lift kick-out is Lift kick-out: faulty activation (fault
E202A Check output module 1 or wiring
permanently activated current)
Note! Float position is Float position: faulty activation (fault
E202B Check output module 1 or wiring
Note! Fan turns at incorrect
E202C Fan: faulty activation (fault current) Check output module 1 or wiring
speed
Note! Warning buzzer is Warning buzzer: faulty activation
E202D Check output module 1 or wiring
permanently activated (fault current)
Note! Swivel angle
Swivel angle restriction: faulty
E202E restriction is permanently Check output module 1 or wiring
activated
Note! Coupling 1 is Coupling 1: faulty activation (fault
E202F Check output module 1 or wiring
Note! Modulation solenoid
Modulation: faulty activation Yom
E2032 valve is permanently Check output module 1 or wiring
(fault current)
activated
Note! Variable displacement
Variable displacement motor 1:
E2033 motor 1 proportional valve is Check output module 1 or wiring
faulty activation (fault current)
permanently activated
Note! Variable displacement
Variable displacement motor 2:
E2034 motor 2 proportional valve is Check output module 1 or wiring
Note! Forward travel
E2035 direction (pump 1) is Check output module 1 or wiring
Note! Reverse travel
E2036 direction (pump 1) is Check output module 1 or wiring
Note! Overspeed protection Overspeed protection: faulty
is permanently activated activation (fault current)
Note! Control pressure
Control pressure (pump 1): faulty
E2038 proportional valve (pump 1) Check output module 2 or wiring
is permanently activated
L580 - 459 / from 14171
Malfunctions

Service
Effect Cause Remedy
code
Note! Control pressure
Control pressure (pump 2): faulty
E2039 proportional valve (pump 2) Check output module 2 or wiring
is permanently activated
Note! Emergency steering is Emergency steering: faulty
E203A Check output module 2 or wiring
permanently activated activation (fault current)
Note! Fan reversal is Fan reversal: faulty activation (fault
E203B Check output module 2 or wiring
Note! Ride control is Ride control: faulty activation (fault
E203C Check output module 2 or wiring
Note! Ride control / float
Ride control / float position: faulty
E203D position is permanently Check output module 2 or wiring
activated
Note! Forward travel
E203E direction (pump 2) is Check output module 2 or wiring
Note! Reverse travel
E203F direction (pump 2) is Check output module 2 or wiring
Note! Additional equipment Additional equipment 1: faulty
1 is permanently activated activation (fault current)
Note! Additional equipment Additional equipment 2: faulty
2 is permanently activated activation (fault current)
Note! Joystick steering left Joystick steering, left: faulty
Note! Joystick steering right Joystick steering, right: faulty
Note! Gyrator steering (2-in- Gyrator steering (2-in-1): faulty
1) is permanently activated activation (fault current)
available faulty activation (fault current)
Additional equipment 3 Additional equipment 3: faulty
cannot be activated activation (fault current)
Additional equipment 4 Additional equipment 4: faulty
cannot be activated activation (fault current)
Engine does not take up Gas pedal angle sensor: Synchronise gas pedal angle
E5023
fuel synchronisation not completed sensor R5
No inching function Inch pedal angle sensor: Synchronise inching angle
E5024
available synchronisation not completed sensor R1
Couplings open --> driving Variable displacement motor Finish variable displacement
E5025 is not possible, no synchronisation not completed or motor synchronisation, reset
hydrostatic brake effect not concluded with parameters parameters
No inching function Inch function was deactivated using
E502D Inching function activation
available parameters
overspeed (in 3rd gear) - motor 2 Check variable displacement
E502E None
coupling 2 is open in 3rd gear
overspeed (in 2nd gear) - motor 1 Check variable displacement
E502F None
coupling 1 or 3 is open in 2nd
L556 - 454 / from 15653
L566 - 460 / from 14171
L580 - 459 / from 14171
MJFCIFSS
Malfunctions

Service
Effect Cause Remedy
code
Check conditions of use - check
driver can select travel Motor protection active: speed
E5030 fault in speed sensor B2a or B2b
direction again after speed sensor overspeed
or wiring
is reduced
sensor B2a or wiring
is reduced
sensor B2 or wiring
is reduced
Check conditions of use, instruct
Overspeed - engine/pump
E5033 Engine speed too high driver on driving on slopes, check
damage
engine speed
Batteries overheating,
Check alternator or engine
E6009 electrical components may On-board voltage too high
electronics
fail
Check battery, wiring or engine
E600A Engine difficult to start On-board voltage too low electronics, check power supply
F36
CAN failure due to insufficient
E6018 CAN failure battery voltage, below 8 V for longer Check battery voltage
than 100 ms
Battery voltage below 25 V despite
Battery charge symbol field
E6026 engine running longer than 5 Check the alternator
(H6) lights up
minutes
Water separator not drained. despite
error code E6003, the water
Engine damaged by water
E6027 separator was not drained and the Drain water separator
in fuel
machine was operated for another
15 minutes.
19.0.6 Service code - WARNING diesel engine
Function
This is information on the condition of the power supply, CAN bus or diesel
engine
WARNING diesel engineThis kind of malfunction is accompanied by a 1-second warning tone

Service
Effect Cause Remedy
code
Batteries overheating,
Check alternator or engine
E6009 electrical components On-board voltage too high
electronics
may fail
Check battery, wiring or engine
E600A Engine difficult to start On-board voltage too low
electronics
L580 - 459 / from 14171
Malfunctions
19.0.7 Audible and visual warning signals

The following table contains the warning signals which have an additional audible
tone or which are only displayed visually, along with their causes and remedies.
There are four different audible warning signals:
– Continuous tone
– Interval tone 1/10 (1 second tone followed by 10 second pause)
– Interval tone 2/3 (2 second tone followed by 3 second pause)
– Single 1 second beep
Warning signal Cause Remedy

Service code E A02A
Interval tone 1/10 Coolant temperature above 97 °C Cleaning the cooling system
Coolant temperature symbol field (B708) Check the fan speed
(H13) flashes
Service code E A02A, E 6000, Coolant temperature above 104 °C Cleaning the cooling system
E 6012 (B708) Check the fan speed
Coolant temperature symbol field
Check the temperature sensor B708,
(H13) flashes, STOP symbol field Error in the cooling or electrical
<> 2500 at 20 °C
lights up system
check the diesel engine thermostat
Continuous warning buzzer
Service code E 6008, E6012 Coolant level too low

Checking the coolant level
Coolant temperature symbol field (B13)
(H13) lights up
The STOP symbol field lights up Fault in the electrical system Check the coolant level transmitter B13
Continuous warning buzzer
Hydraulic oil overheating symbol field Hydraulic oil temperature above 90 °C Cleaning the cooling system
(H23) lights up (B8) Check the fan speed
Hydraulic oil temperature above 95 °C Cleaning the cooling system
(B8) Check the fan speed
Service code E A02A Check the temperature sensor B8, <>
Hydraulic oil overheating symbol field 1112 at 20 °C
(H23) lights up Check the wiring
Interval tone 1/10 Fault in the cooling / hydraulic / Check the working hydraulics pressure
The output of the travel pump is electrical system relief valves (control valve block)
reduced Check the travel hydraulics pressure
relief valves (variable adjustment
pump)
Emergency steering pump check not

Check the emergency steering pump
successfully completed (B3a)
Service code E 2002
Emergency steering check symbol Check the pressure switch B3a
Error in the electrical / hydraulic Check the wiring
field (H24) lights up
system Check the emergency steering
pump pressure
Emergency steering function activated

Check the steering pump
due to failure of steering pump (B3)
Service code E 2001
Emergency steering symbol field (H8)
lights up Check the pressure switch B3
Error in the electrical / hydraulic
Warning buzzer 40 second tone Check the steering pump standby
system
pressure
L556 - 454 / from 15653
L566 - 460 / from 14171
L580 - 459 / from 14171
MJFCIFSS
Malfunctions
Warning signal Cause Remedy

Service code E 6004, E 5034, Insufficient engine oil pressure (B701) Check the oil level
E A02A, E 6012 Error in the diesel engine lubricating
Engine oil pressure symbol field (H4) Check the pressure relief valve
oil supply
lights up
Stop symbol field (H36) lights up Check the pressure switch B701
After 10 seconds continual warning Fault in the electrical system
Check the wiring
buzzer
Gear oil temperature over 120°C Clean the gear oil cooler
Service code E 5028 (B14) Check the fan speed
Gear oil overheating symbol Oil level too high Correct the oil level
Driving is only possible at reduced Check the thermo switch B14
speed (approx. 20 km/h) Fault in the electrical system
Check the wiring
Start the engine: the brake

Service code E 2016 Brake accumulator pressure too low
accumulators are filled while the
Accumulator charge pressure symbol (B19)
engine runs
Check the pressure switch B19
No travel direction can be selected
Error in the electrical / hydraulic Check the wiring
after 2 minutes continual warning
system Check the accumulator charge valve
buzzer
Check the gear pump
Service code E 6016 Torn V-belt Fit a new V-belt

Battery charge symbol field (H6)
Service the alternator
lights up
Defective alternator Check the wiring to the main
The parking brake cannot be
electronics
released
Service code segment display (P7)

shows the service code, See the service code tables
single 1 second beep
L580 - 459 / from 14171
Troubleshooting for the 2plus2 transfer gear
19.1 Troubleshooting for the 2plus2 transfer

gear
Basic function
The following information is intended to help you locate faults in the 2plus2
transfer gear.
When performing troubleshooting, keep in mind that the gearbox is only one
part of the travel drive.Therefore the travel drive will only work properly if all
the other drive components are correctly fitted and in working
order.Therefore, the travel drive must be considered as a whole system
during troubleshooting.
Preparations for troubleshooting
The inspection described below should only be carried out once adjustments
have been made to the travel hydraulics in accordance with the adjustment
log (see sections 3.3. and 3.6).
Note: The gear oil temperature must be between 60°C and 80°C in order
to take accurate measurements. Never take measurements when
the oil is cold.
Also make sure that the gear oil level is correct,otherwise the couplings may
slip or may not close properly.
Check the coupling pressure, accumulator pressure, lubricating pressure
and servo pressure as required.
For a description of the gearbox, including the hydraulic system, see
Chapter 11.
Control valve block
L556 - 454 / from 15653
L566 - 460 / from 14171
L580 - 459 / from 14171
MJFCIFSS
Troubleshooting for the 2plus2 transfer gear
Technical data
P – Operating pressure to the filter 20 ±3 bar
A – Coupling pressure 19 ±2 bar
B – Pressure to the oil cooler 3 ±1.5 bar
C – Gear oil operating temperature 60 - 80 °C
D – lubrication oil pressure 2 ±1 bar
±2
E – Servo pressure 9 bar
±2
K1 – Coupling pressure 19 bar
±2
±2
Diagram of the hydraulic gearbox control unit
L580 - 459 / from 14171
20 Options
20.0
Chapter content
20 Options.............................................................................. 20.0-1
20.0.1 Electrical system with wiring diagram................................. 20.0-1
20.0.2 LH Control lever (LogHandler) ........................................... 20.0-3
20.0.3 Travel direction switch ........................................................ 20.0-5
LBH/Version 02/07.2010/en/dw/22.07.2010
L550 - 456 / from 16978 L576 - 457 / from 14171 copyright by 20.0-1 of 2
L566 - 460 / from 14171
Options Service-Manual
LBH/Version 02/07.2010/en/dw/22.07.2010
20.0-2 of 2 copyright by L550 - 456 / from 16978 L566 - 460 / from 14171
L580 - 459 / from 23166
Service-M
Manual Op
ptions
Log
gHandler
20.0.1 Electric
cal system
m with wiring diagraam
Set-up
Overvie
ew of electric
cal componen
nts
The LogH
Handler version is an exte
ension of thee standard machine.
LBH/Version 02/07.2010/en/dw/22.07.2010
The commponents req

quired for th
he LogHanddler version are retrofittted or
converted
d.
The extennsions or diffferences to thhe standard machine are e cited below
w:
– LogHan ndler control lever with ex xtended funcctions for thee working
attachmment (travel direction
d is switched by a separate le ever on the le
eft of
the stee
ering column n)
– Additio nal lever on the left of the
e steering coolumn for travel direction
– Steerin
ng column sw witches STAN NDARD (direection indicattor windscree en
wiper, e
etc.) mounteed on the righ ht of the steeering column.
– Suppleemental contrrol valve bloc ck with propoortional activ
vation
– Suppleemental lighting on the sw wing arm andd boom
L580 - 459 / fro

om 23166 cop
pyright by 20.0-1 of 6
MJFC
CIFSS
Optio
ons Servic
ce-Manuall
LogHan
ndler
Component layout
1 LH controll lever (LogH
Handler) 3 Switch - restrict pend
dulum
2 Suppleme ntal functions switch cylinder
4 Button - horn
Thee functions tthat are acttivated with the LH (LoogHandler) control
c leverr
thro
ough forward d / backward
d or left / right movemeent, are rela
ayed via the
e
hydraulic pilot co
ontrol.
All functions
f via encoder or buttons
b are relayed
r electtro-proportion
nally
LBH/Version 02/07.2010/en/dw/22.07.2010
20.0-2 o f 6 copyriight by L580 - 45

59 / from 23166
6
MJFCI
IFSS
Service-M
Manual Op
ptions
Log
gHandler
20.0.2 LH conttrol lever (LogHand

( dler)
Set-up
The LH co
ontrol lever (LogHandler)
( ) is mounted on the pilot control unit.
Encoderss and buttonss are installe
ed on the LH
H control leve
er (LogHandler) for
operation of the work equipment.
LH controll lever (LogH

Handler)
1 Buttton - lift trunk
k pusher 6 Enncoder - turn n grab lift or right
r
2 Buttton - lower trrunk pusher
7 Buutton - retracct swing arm
3 Buttton - windscrreen wiper front
(trransport position)
interrval
4 Buttton - reserve e 8 Enncoder - tilt grapple
g forwaard
5 Enccoder - swing g arm forward
d annd back
and back
Functio
onal descrription
LBH/Version 02/07.2010/en/dw/22.07.2010
Basic fu
unction
After swi tching on the electrica
al system thhe encoders
s will be ch
hecked
automaticcally.
The butto
ons are not ch
hecked.
L580 - 459 / fro

om 23166 cop
MJFC
CIFSS
Optio
ons Servic
ce-Manuall
LogHan
ndler
Plu
ug pin ass
signment
Eng
glish / 12-pin sleeve
1 5V supply - encoder grrapple 7 Signal - ttilt swing arm m forward
forward an nd back
8 Signal tillt swing arm to the rear
2 Earth conn nection - enccoder tilt
grapple forrward and ba ack 9 5V supplly encoder - turn claw
3 Signal - tiltt grapple bacck lift or righht
4 Signal - tiltt grapple forw
ward 10 Ground cconnection encoder e -
5 5V supply - encoder sw wing arm turn claw w lift or right
forward an nd back 11 Signal - tturn claw to the right
Plu
ug X30 6 Earth conn nection - enccoder
swing armm forward and d back 12 Signal tuurn claw to th he left
Eng
glish / 12-pin pin
1 24V button n supply - rettract 7 Signal - w windscreen wiper

w
swing armm interval ffront
2 Signal - re
etract swing arma
8 Signal - w windscreen wiper
w
3 24V button n supply - low wer trunk
interval ffront
pusher
4 Signal - lowwer trunk puusher 9 Button - reserve
5 24V button n supply - liftt trunk 10 Button - reserve
Plug
g X40 pusher
6 Button - lift
ft trunk pushe er
Enc
coder func
ction
The
e values of th
he encoders are
a between 0.5V and 4..5V.
In th
he neutral po
osition of the encoder the
e two signals are at appro
ox. 2.25 V.
E
Encoder signal outputs
LBH/Version 02/07.2010/en/dw/22.07.2010
Eac
ch encoder ha as 4 connections that have the follow
wing functions:
– Power
P supplyy 5V
– Earth
E connect
ction
– Signal
S output 1
– Signal
S output 2
Buttton functtion
The
e buttons are not actively checked by the system.
The
e buttons musst be checke
ed manually ifi there is a m
malfunction.
The
e buttons are e supplied with
w 24V and d when the button is activated thiss
volta
age is relaye
ed to the app
propriate inpu
ut module.
20.0-4 o f 6 copyriight by L580 - 45

59 / from 23166
6
MJFCI
IFSS
Service-M
Manual Op
ptions
Log
gHandler
20.2.4 Travel d
direction switch
s
Set-up
For the LoogHandler th
he travel dire
ection switchh is attached
d on the left side
s of
the steerin
ng column.
The trave
el direction switch is connected to thee existing S2.X connection via
adapter c able.
Com
mponent layo
out on the steeering column
1 Steeering column n 3 Stteering colum
mn switch same
2 Travvel direction switch F N R ass standard machine
m (horn
n,
wiindscreen wipers, etc.)
Functio
on of the trravel direc
ction switcch
The trave
el direction switch
s on thee left side oof the steerinng column has
h the
same funcction as the switch
s for tra
avel directionn for the stan
ndard machin
ne.
The signaals of the tra
avel direction
n switch aree relayed to the input modules
with an ad
dapter cable in the same manner as ffor the stand dard machinee.
Additio nal travel direction switch onn the left-h

hand arm rest
in combbination with
w joystic
ck steerin g
If a log ha
andling mach
hine is equipped with a jooystick, an additional
a switch for
FORWAR RD / REVERSSE is mounte ed on the leftft-hand arm rest.
r
The switcch is activated
d as soon as
s the left-hannd arm rest is
s folded dow
wn.
The switcch on the steeering column
n is simultaneeously deacttivated.
The switcch is an analo
ogue two-circ
cuit single intterruption sw
witch.
The signa
als of the tra
avel direction switch aree relayed to the auxiliaryy input
modules tthrough a wiring harness.
LBH/Version 02/07.2010/en/dw/02.11.2010
Ad
dditional trave
el direction sswitch layout
1 Leftt-hand arm reest 3 Trravel direction switch forw
ward
2 Joysstick steering
g lever / rreverse
L580 - 459 / fro

om 23166 cop
MJFC
CIFSS
Options Service-Manual
LogHandler
LBH/Version 02/07.2010/en/dw/22.07.2010
20.0-6 of 6 copyright by L580 - 459 / from 23166

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en

Dr. Hans Liebherr – Straße 4

1.1 Safety regulations ...........................................................................1.1-1

1.2 Special tools for maintenance and repair work...............................1.2-1

1.3 Standard .........................................................................................1.3-1

1.1 Safety regulations

Denotes a dangerous situation.

2. Observance of these instructions does not exempt you from following

1.1.2 Overview of the safety regulations

1 General safety regulations

18 Protection against vibrations

1.2 Special tools for maintenance and

1.2.2 Special tools for Liebherr diesel engines

For installing and removing the

1.2.3 Special tools for hydraulic cylinders

1.2.4 Special tools for electronics

1.2.5 Special tools for axles

Description ID no. Use Remarks

Special tool kit for Contains the following items:

Description ID no. Use Remarks

1.2.6 Special tools for the transmission

1.2.7 Central lubrication system

1.2.8 Special tools for the air conditioning system

1.2.9 Special tools for cab windows

Date Works Issued Reviewed Approved

Assembly pre- Tightening Assembly pre-

Assembly pre- Tightening Assembly pre-

Comments concerning this standard:

2.1 Technical data ................................................................................ 2.1-1

2.1 Technical data

Wheel loader with Z lift arms

Description Value Unit

B Dumping height 3500 mm

Description Value Unit

Wheel Loader with Industrial lift arm

Description Value Unit

Wheel loader with Z lift arms

Description Value Unit

Turning radius over bucket outer edge 6440 mm

Description Value Unit

Wheel Loader with Industrial lift arm

Description Value Unit

Description Value Unit

Wheel loader with Z lift arms

Description Value Unit

Turning radius over bucket outer edge 7096 mm

Description Value Unit

Wheel loader with Z lift arms

Description Value Unit

Description Value Unit

Wheel loader with Z lift arms

Description Value Unit

Turning radius over bucket outer edge 7420 mm

Description Value Unit

2.1.2 Diesel engine and pump distributor gear

Longitudinal / traverse inclinability 45 / 45 °

Valid for: L556 - 454 / from 15653; ID 10116679

Valid for: L566 - 460 / from 14171; ID 9079516

Description Value Unit

Description Value Unit