MACK PI-CHU, AN-CXU, GR-GU, TD LR, TE-MRU Service Manual

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Page 1

BODY BUILDER INSTRUCTIONS

Mack Trucks

Power Take-off (PTO)

PI / CHU, AN / CXU, GR / GU, TD

Power Take-off (PTO)

This information provides specifications for Power Take-off (PTO) applications in MACK vehicles.

Note: We have attempted to cover as much information as possible. However, this information does not cover all the unique variations that a vehicle chassis may present. Note that illustrations are typical but may not reflect all the variations of assembly.

All data provided is based on information that was current at time of release. However, this information is subject to change without notice.

LR, TE / MRU

Section 9

Please note that no part of this information may be reproduced, stored, or transmitted by any means without the express written permission of MACK Trucks, Inc.

Contents:

• “Overview”, page 3

• “General”, page 3

• “PTO Speed Functions”, page 4

• “Power Take-off Types”, page 7

• “mDrive Power Take-off”, page 9

• “Transmission-mounted PTO”, page 9

• “Transmission-mounted PTO”, page 10

• “Power Take-off (PTO), Installation (mDrive)”, page 15

• “Rear-mounted Engine PTO”, page 28

• “Front-mounted Engine PTO”, page 35

• “Hydraulic Pumps”, page 40

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Page 2

• “Supplier PTO/Pump Literature”, page 73

• “PTO Programming”, page 83

• “Parameter Programming”, page 92

• “General”, page 92

• “Programming”, page 94

• “Examples”, page 111

• “Trash Packer – PTO Single Speed Control”, page 111

• “Trash Packer – PTO with Secondary Enable”, page 112

• “Hand Throttle PTO 0 as Low Speed “Cruise Control””, page 113

• “Concrete Pumper - Driveshaft PTO with Limits”, page 114

• “Line Painter – PTO Road Speed Limit”, page 115

• “Line Painter – PTO Set Road Speed”, page 116

• “Dump Truck – Configuring “Hand Throttle” PTO 0”, page 117

• “Trash Container Truck – Limits for PTO”, page 118

• “Two Speed Control for Driveshaft PTO”, page 119

• “Regeneration in PTO Mode”, page 120

• “Rolling Start for mDrive: New Generation AMT-F ”, page 124

• “mDrive Auto Neutral”, page 125

• “Standard Settings”, page 125

• “Installation of Single and Double PTOs on mDrive Generation F Transmissions ”, page

132

• “Split Shaft PTO Functionality with mDrive HD Transmissions”, page 136

USA141851969 Date 3.2018

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Page 2 (137)

Page 3

Overview

General

Auxiliary equipment require power take-offs, either when the truck is stationary or when it is in motion. Various power take-off alternatives can be chosen, depending on the bodywork.

The work is generally carried out by equipment which is powered by a hydraulic motor. The hydraulic motor, together with a pump and associated equipment, form the basis of the hydraulic system. The pump, which provides the hydraulic pressure and flow to the motor, is the heart of the hydraulic system.

All power take-offs covered by this chapter are available factory installed. Some variants can also be ordered. It is important to design an optimum hydraulic system, and to specify the correct pump size to provide sufficient oil flow and prevent overloading of the power take-off.

Power Take-off

There are a number of different power take-off variants available, with single or double outlets. The power take-off is supplied with one of several output drives, keyed shaft, SAE drive flange or internal splined DIN.

Power take-offs are classified into two family variants: Clutch dependent and Clutch independent

Abbreviations

PTR

PTRD

REPTO

EPTT

HPE

Single power take-off transmission, rear mounted (Power take-off Transmission Rear). All are rearfacing.

Double power take-off transmission, rear mounted (Power take-off, Transmission, Rear mounted, Double).

Flywheel mounted power take-off (Rear Engine PTO). This variant is available with rear-facing flange or opening for hydraulic pump located at one o' clock position.

Maximum permitted torque on engine power take–off (Engine Power Take–off Torque)

Hydraulic pump mounted to an engine power take–off (Hydraulic Pump Engine mounted).

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PTO Speed Functions

For the purposes of this manual, PTO (Power Take–off) is a function to maintain engine speed regardless of engine load. Think of it as cruise control for the engine - only instead of maintaining a steady vehicle speed, it is maintaining engine speed. It is most often used to provide increased steady engine speed when operating auxiliary equipment such as hydraulic pumps or compressors. The term "PTO" has come to mean both the function of maintaining constant engine speed during use of auxiliary equipment, as well as a term for the auxiliary equipment itself.

There are two types of PTO engine speed control used in Mack trucks:

Electronic Hand Throttle

(EHT/PTO 0) This type of PTO is standard equipment; it is initiated and controlled using the cruise control "ON/

OFF", "SET / Decel or Resume / Accel switches. Manufacturers refer to this function by different names - Mack calls it "Electronic Hand Throttle" (EHT), even though some of the parameters for programming this function will refer to it as "high idle". (Note that in the North American market, the term "high idle" usually refers to the maximum possible engine speed under no-load conditions).

"Physical" or "Wired" PTO

How each of these different PTO functions operate will depend upon the installed engine. For Mack engines, the PTO functions are split between the Engine ECU and VECU.

This type of PTO is most commonly associated with the engagement of engine- or transmission"Wired" PTO driven accessories, where the user wishes to "remotely" activate the engine speed control function. It is usually accomplished by wiring the auxiliary equipment to the PTO function controller (VECU, BBM ECU, or Transmission ECU) so that engaging one will automatically activate the other.

Notes

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Page 5

Body Builder Module

PTO Control functionality, which is in the Transmission Control Unit (TCU) in AMT-D, has been removed in AMT-F. Therefore, this functionality needs to be provided in the vehicle through the VECU for single PTO and with Body Builder Module (BBM) when using Dual PTOs.

• This is added to support dual PTOs with

the AMT-F and AMT-FX transmissions.

• MACK BBM is located on the doghouse

BIW with a mounting plate, under the plastic doghouse cover not visible to the driver.

Notes

W9115439

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PTO Functions with the MACK MP7 and MP8

A "PTO" icon will appear in the instrument cluster only when 'Remote' ('Wired') PTO is engaged.

Electronic Hand Throttle PTO

The VECU reads the cruise control PTO switch status, and commands the engine into PTO mode when conditions are right. These conditions are program in the VECU and might include a maximum vehicle speed, park brake set or not, etc.

The engine PTO 'set speed' is selected by either pressing the cruise control "RESUME" button, or by using the accelerator pedal to get the desired engine speed and pressing one of the cruise control "SET" buttons (either SET / Decel or Resume / Accel). Once the PTO function is active, the SET / Decel or Resume / Accel buttons can be used to adjust the PTO engine speed (within limits).

Physical or Remote/Wired PTO

This PTO function is activated by applying an external signal to a dedicated PTO input pin on the VECU. The set speed can be adjusted using the cruise control SET / Decel or Resume / Accel buttons, as above.

The Mack VECU allows for up to 4 PTO speed controls plus the PTO (EHT) without the use of a BBM. Each PTO can be independently selected and controlled by separate speed settings as well as independent engagement and disengagement requirements.

A sub-function of the 'wired' PTOs in the VECU is the ability to activate PTO "outputs". Traditionally, the auxiliary device (PTO pump, bypass solenoid, etc.) is wired so as to be activated by the same switch which initiates the engine speed control function. This means that the hardware will be engaged whenever the switch is on, even if the engine speed is not being controlled. There also is no protection against an input switch that has been accidentally activated.

With the mDrive transmission the PTO "Output Control" function of the VECU and BBM ECU, it is possible to prevent engagement of the auxiliary equipment until certain conditions are met - park brake set, engine speed within a certain range, etc. This is accomplished by controlling the auxiliary equipment with the VECU, instead of directly from a switch. The ECUs still read the switch input, though, and will only allow the auxiliary device to engage when conditions are right.

Notes

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Page 7

Power Take-off Types

Clutch Dependent Power Take-off

Clutch dependent power take-offs are designed to work when the truck is parked. Common applications are dump trucks, mobile cranes, tank trucks, etc. They are mounted on the transmission and stop rotating when the clutch pedal is depressed.

Note: The clutch pedal must be depressed (if equipped), to engage or disengage the power take-off.

• PTR-XX

• PTRD-XX

T4006562

PTR-FL

Clutch Independent Power Take-off

A clutch independent power take-off is mainly used when work is to be done when driving. Refrigerated, hook lifts, concrete mixer, snow plows/sand spreaders, etc. They are designed to be installed either on the front of the engine or the flywheel housing.

Rear Engine Power Take-off (REPTO)

An engine mounted power take-off is mounted on the rear of the flywheel housing.

MP7 and MP8

On the MP7 and MP8 engines the power take-off is ordered separately or ordered when the vehicle is built.

• PTR-DIN (DIN5462/ISO7653 connection)

• PTR1300 (flange SAE1300)

• PTR1400 (flange SAE1400)

• PTR-DIN + HPE-XXX

(Engine power take–off together with engine mounted hydraulic pump)

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Page 8

PTR-DIN

T9008395

W4002977

Rear-mounted Engine PTO with Flange SAE 1410/ ISO 7647

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Page 9

Transmission-mounted PTO

mDrive Power Take-off

The mDrive is an automated manual transmission. When you have the PTO engaged and put the transmission into gear by pressing the service brake and selecting D on the shift pad, the TECU commands the clutch to be released and engages the countershaft brake. This stops the countershaft, which in turn stops the rotation of the PTO when the driver releases the brake pedal and applies the throttle. The clutch will re-engage and the countershaft will start to rotate along the PTO.

When the driver stops the truck, the clutch will disengage if “R” is selected. The transmission will shift into reverse and when the driver releases the service brake and depresses the throttle, the clutch will re-engage and the PTO will start to spin again.

This is something any manual transmission would require, but the clutch would be depressed and released by the driver.

The mDrive with transmission–mounted PTO may not be the solution for the Roll Off Chassis. The REPTO (MP only) unit is best suited for this application, where the truck is moved and uses the hydraulics at the same time. (This was possible with an Allison Transmission).

If the driver wants to operate the PTO while driving the truck, the transmission will only be able to operate in the starting gear that was selected. Depending on the vehicle options and starting gear selected, the maximum vehicle speed is usually around 6 mph.

Speed Ratios for mDrive Transmission Mounted PTOs

Power take-off

Type

PTR-FL 35.3 0.93 1.18 0.73 0.93

PTR-DM 28.7 1.35 1.72 1.06 1.35

PTRD-F (Outer)

PTRD-F (Inner)

PTRD-D 44.1 1.65 2.10 1.30 1.65

PTRD-D1 57.3 1.65 2.10 1.30 1.65

PTRD-D2 (Outer)

PTRD-D2 (Inner)

1 Engine Speed: Transmission PTO Ratio (Example – 1:1.65)

Weight (lb)

41.9

70.5

mDrive Overdrive mDrive Direct

Low High Low High

Single

Double and Triple

1.65 2.10 1.30 1.65

0.77 0.98 0.60 0.77

1.65 2.10 1.30 1.65

0.77 0.98 0.60 0.77

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Page 10

Transmission-mounted PTO

MACK mDrive, AMT

This information is meant as an aid to identify transmission PTO options available with the mDrive Transmission.

The following table shows the available PTO's with installation kit part numbers and required software accessory kits.

PTO Type PTR-FL PTR-DM PTRD-F PTRD-D PTRD-D1 PTRD-D2

Part Number 20997251 20997415 20796430 20796008 20796225 20796355

Installation Kit

Number

Software Ac-

cessory Kit

AMT-D

Software Ac-

cessory Kit

AMT-F

Notes

85134988 85134988 85134988 85134988

85137335 85137335 85139651 85139652 85110254 85140256

85137335 85137335 85137335 85137335 85151840 85151840

85134988 &

85132964

85134988 &

85132964

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Page 11

mDrive Transmission Mounted PTOs

PTO Connection

Type Type Dimension

PTR-FL Flange SAE1300 Counter clockwise

PTR-DM Direct DIN5462

Flange (Outer)

SAE1400

PTRD-F

Direct (Inner)

DIN5462

Direct (Front)

PTRD-D

DIN5462

Direct (Rear)

Direction of

when facing back

Clockwise when

facing back of

Counter clockwise

when facing back

Counter clockwise

when facing front

Clockwise when

facing back of

Rotation

of engine

engine

of engine

engine

Max. Horsepower

Max. Torque ft-lb

(KW)

134 (100) 443 (600)

188 (140) 642 (870)

(Nm)

Direct (Front)

DIN5462

PTRD-D1

PTRD-D2

Flange (Rear)

Direct (Front)

Flange (Outer)

Flange (Inner)

SAE1400

DIN5462

SAE1300

SAE1400

Power Take–off (PTRD-D2) Maximum Torque

642 ft-lb (850) is the Maximum PTO Torque for PTRD-D2

Inner shaft ft-lb (Nm) Outer shaft ft-lb (Nm) [sum of front and rear PTO]

738 (1000) 148 (200)

Counter clockwise

when facing front

of engine

Clockwise when

facing back of

engine

Counter clockwise

when facing front

of engine

Clockwise when

facing back of

engine

Counter clockwise

when facing back

of engine

Max power inner

and outer shafts

must not exceed

188 hp (140)

Max Torque 642

ft-lb (850)

See table below.

664 (900) 221 (300)

516 (700) 295 (400)

369 (500) 369 (500)

203 (275) 443 (600)

48 (65) 516 (700)

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Page 12

Engine PTO in combination with AMT

When using the mDrive gearbox, the engine power take-off can be engaged during driving (depending on parameter setting) but exceeding the maximum torque (shown in the table below) can cause problems during gear shifting. For this reason it is recommended that equipment shall be designed so that the torque limits in the table below are not exceeded during driving.

Engine Maximum Torque Horsepower (Nm) While Driving

MP7

MP8

PTO Installation Kit

Installation Kit 85134988 includes parts required for installing types PTR-FL, PTR-DM, PTR-DH, PTRD-F, PTRD-D. For installing PTRD-D1, PTRD-D2 also requires 85132964.

Pump

See Tools and other Helpful Links section in Body Builder Manual for pump selection and information.

http://www.macktrucks.com/parts-and-services/support/body-builders/tools/

148 (200)

221 (300)

Notes

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Page 13

W2122051

PTR-FL PTRD-D

W9122052 W4003061

PTR-DM PTRD-D1

W4003060

W4003059 W4111374

PTRD-F PTRD-D2

PTO Drive Position on the Double and Triple PTO Housings

1 PTO # 1

2 PTO # 2

3 PTO # 3

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Page 14

Diesel Exhaust Fluid (DEF) Cooling Lines, Side Mounted PTO

This kit is being released in order to provide a solution for customers requiring a side mounted PTO on mechanical transmissions. Currently, if a PTO is mounted on the transmission it will interfere with the urea cooling lines that are routed down the right side of the frame. This kit allows the customer to remove the hard piping associated with the urea cooling lines and replace them with flexible hoses that prevents the previously mentioned interference.

Mechanical Transmission PTO Cooling Line Routing Kit

MP8 Contents 85124281 MP7 Contents 85124282

Part Number Quantity Part Number Quantity

21477961 2 21477961 1

20437238 3 21479099 1

965541 2 20437238 2

965559 3 965541 2

965560 1 965559 3

981664 6 965560 1

946440 5 981664 6

948645 5 946440 5

946329 3 948645 5

971098 3 946329 3

20805109 2 971098 3

984992 2 20805109 2

984992 2

W2037255

Cooling Line Routing

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Page 15

Power Take-off (PTO), Installation (mDrive)

PTO kit 85134988 includes transmission drive parts, a solenoid valve, and a switch for a single PTO. PTO kit 85132964 includes an additional solenoid and switch valve for dual PTO’s. Both kits are required for dual PTO’s.

1. Raise and support the rear of the vehicle.

Note: Lift the rear of the truck until the back of the transmission has been raised 76-89 mm (3-3.5 in) to minimize transmission fluid loss.

2. Drain the air system.

3. Drain the mDrive transmission air supply tank.

Note: This tank is equipped with a pressure protection safety valve and will not drain with the rest of the air system.

4. Remove the PTO mounting surface block off plate from the transmission range housing.

Note: Position a drain pan to capture lost transmission fluid.

W4079510

1 Snap Ring

2 Thrust Washer

5. Assemble the PTO drive shaft, bearing, thrust washer and snap rings.

Note: Using a brass drift, gently drive the bearing into place striking only the inner race. Reposition the drift with each strike, rotating around the bearing.

Notes

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6. Pack the PTO drive shaft bearing with grease. Note: Use a synthetic based grease such as MACK part number 1077790 or equivalent.

W4003016

7. Install the PTO drive shaft assembly in the transmission.

Note: Once positioned in the transmission, it may be necessary to gently tap the shaft in. Use a plastic or rubber faced hammer.

Note: The bearing is seated when the snap ring on the outside of the bearing touches the mating groove on the transmission.

8. Lubricate the PTO drive shaft pilot bearing.

Note: Use a synthetic based grease such as MACK part number 1077790 or equivalent.

9. Install the PTO drive shaft pilot bearing.

W4003017

10. Apply a bead of silicone sealant on the PTO mounting surface.

Note: Only use silicone to seal the PTO mating surfaces. Do not use gaskets or O-rings.

Note: Clean the PTO mating surface on the transmission prior to applying the silicone.

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11. Install the air line bracket on the left upper PTO mounting bolt. Install the PTO and tighten the mounting bolts to 85 ± 5 (30 ± 4 ft/lb).

W4003020

12. Remove the PTO oil supply line plug from the back side of the transmission oil filter housing.

Note: Use a copper gasket to seal the fitting.

W4003018

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13. Connect the PTO oil feed line to the oil port. Tighten the line.

W4003018

14. Locate the PTO solenoid wiring harness connectors tied to the transmission wiring harness on top of the transmission. Cut tie straps as needed to free the harness for use.

Note: The wiring tags should read PTO1 and PTO2 at the connectors.

15. For a single PTO, install two quick connect air fittings and one pipe plug into the PTO solenoid. For dual PTO’s , install an O-ring between solenoids in place of the pipe plug.

Note: The supply line fitting should accept a 9.5 mm (3/8 in) air line, and the outlet fitting should accept a 6.35 mm (1/4 in) air line.

W9123394

1 Plug for single or O-ring for dual

2 Outlet fitting 1/4”

3 Supply line 3/8”

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16. Install the PTO solenoid or solenoids to the bracket and tighten the fasteners to 20 ± 3 (15 ± 2 ft/lb).

W4003027

17. Remove the two, top left range housing mounting bolts.

18. Install the bracket using the range housing bolts. Tighten the bolts to 110 ± 10 (81 ± 7 ft/lb).

W4003019

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19. Connect PTO1 wiring harness to the solenoid.

Note: The wiring tags should read PTO1 and PTO2 at the connectors.

20. Install a 90° air line quick connect fitting into the PTO.

Note: The fitting should accept a 6.35 mm (1/4 in) air line.

21. Install a 6.35 mm (1/4 in) inch air line from the solenoid to the PTO.

Note: Route away from moving parts and secure to mounting bracket with tie straps.

22. Remove the plug from the available 9.5 mm (3/8 in) inch air line port on the pressure protection manifold, found on the left inner frame rail. Insert the air line and route it to the solenoid inlet 3/8 in port.

Install the solenoids. Install the 9.5 mm (3/8 in) air supply line to the pressure protection manifold and then connect it to the solenoid.

Note: Route the line away from any moving parts and secure using tie straps.

W4003022

W9123652

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Page 21

23. Pressurize the air system and check for leaks.

Note: If any leaks are found, drain the air tank and repair the leak. Re-test until no leaks are found.

24. Remove the supports and lower the vehicle.

25. Fill the transmission with new MACK approved oil.

Note: Fill the transmission until the fluid level is between minimum and maximum of the sight glass.

Note: Do not reuse old oil from the mDrive transmission. Always use new oil when filling.

Note: 1–2 L (1–2.1 qt) of fluid may be lost during the installation.

Silver Drain Plug 85146531, SAE50 mDrive Heavy Duty

Brass Drain Plug 9853–120551, 75W-80 mDrive Standard

26. Remove the bussed electrical center (BEC) cover in the cab.

27. Check for a 15 amp fuse in fuse slot F8 and a 10 amp fuse in fuse slot F17 of the BEC. Install fuses if missing.

W9115436

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28. Install the BEC cover.

29. Remove the dash switch blank from the first blank switch position 1 through 3 on switch panel.

Note: Switch position 3 is the default position for the PTO switch, but switch position 1 or 2 should be used if blank. The PTO switch connector is in the cab wiring harness and is located behind this panel.

W8061184

30. Install the PTO switch (82280522) in position 1, 2, or 3, depending on which location is the first available blank position.

31. Using the scan tool, run accessory kit and program the transmission control module (TCM) with the appropriate software for a single PTO. Contact the help desk for further assistance.

Note: The appropriate software is dependent upon how many solenoids are being used to actuate the PTO (single or dual solenoids), not the outputs on the PTO.

Note: When installing an mDrive Transmission mounted PTO, contact MACK Tech Support 1–800–888–2039 to secure the correct software for the Transmission Electrical Control Module (TECU).

32. After the TCM has been programmed with its software, it is necessary to perform the “Transmission and Clutch Calibration” using the scan tool.

33. Perform PTO parameter programming. For more information, refer to the “PTO Programming” bulletin found in the electrical section of the Body Builders Manual.

Note: It will be necessary to change the vehicle electronic control unit (VECU) default parameter for PTO position mounting from engine1 to transmission1.

36. Run the vehicle and re-check the transmission fluid level. Top off the transmission as needed so the fluid level is between minimum and maximum of the sight glass.

Note: The PTO shares the transmission fluid for lubrication. The PTO will retain about 0.8 qt (0.75 L), of transmission fluid after initially being run. Always top off the transmission fluid after installing a new PTO.

Note: For PTO 2 Switch an overlay harness may be required. Contact your local MACK dealer for parts.

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Rear-mounted Power Take-off Description and Operation Description

There are two types of MACK T300/T200 series rear-mounted PTO units, direct drive and optional ratio. Both PTOs are driven by a quill shaft which engages the transmission front countershaft. Therefore, the PTO output shaft speed is fixed at the pre-set percent of engine speed, regardless of which transmission gear is selected. Engagement and disengagement of both PTOs is accomplished by a field-fabricated control arrangement (rod or cable) or by a MACK air-operated PTO control. In either case, engagement is by means of a sliding clutch arrangement. For both units, the vehicle must be stopped and the clutch disengaged before the PTO can be engaged.

Direct Drive PTO

A direct drive PTO can be installed in any of the rear countershaft positions — upper left, upper right or lower center. Depending on which position the PTO unit is mounted, it affects whether the unit mounts upright or is slanted right or left. This positioning affects draining and filling units with lubricant. Direct drive PTO draining and filling procedures will be covered in the MAINTENANCE section of this manual.

W0040845

1 Upper Left Location

2 Upper Right Location

3 Lower Center Location

The output speed (as a percentage of engine speed) of the direct-mounted PTO depends on which T300/T200 transmission it is mounted on and is fixed at that percentage, regardless of which transmission gear is selected. Refer to the following chart for PTO speed percentage of engine rpm as related to transmission.

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Power Take-off

Rear-mounted

Upper Left T2050/T305 84 735 (997) Opposite of Engine

Upper Right T2060/T306 84 735 (997) Opposite of Engine

Lower Center T2060A/T306G 70 735 (997) Opposite of Engine

MACK Transmission

PTO Speed to Engine

RPM Percentage

Output Torque Rat-

ing ft-lb (Nm)

Rotation Same as or

Opposite Engine

T2070, B, D/T307M/

307

T2080, B, D/T308M/

308

T2090/R/L/LR T309/L/

LR/T310

T2100 65 735 (997) Opposite of Engine

T2110B 65 735 (997) Opposite of Engine

T2130, T2180, A, B 70 735 (997) Opposite of Engine

T313/L/LR/L21/LR21/

T318/L/LR/L21/LR21/

TM308/TM309 70 735 (997) Opposite of Engine

TM308M/TM309M 70 735 (997) Opposite of Engine

T310M/ME/MLR 70 735 (997) Opposite of Engine

84 735 (997) Opposite of Engine

70 735 (997) Opposite of Engine

Rear-mounted PTO in-Service Guidelines

In the past, transmission PTO applications were considered for intermittent service, which means run for several minutes and then shut down and allowed to cool before reuse. More and more, varied applications are causing transmission PTOs to be used continually, or for longer periods of time.

The following recommendations are for MACK rear-mounted PTO applications:

• Intermittent Service — The PTO unit is operated, under load, for only 5 minutes out of every 15 minute time period.

• Continuous Service — The PTO unit is operated, under load, for more than 5 minutes straight. Units that are operated

for more than 5 minutes in a 15 minute time period are also considered continuous service.

Rear-mounted PTO units expected to operate under the continuous service guideline, must have the torque or horsepower ratings reduced by 30%, to prevent premature wear of the unit.

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Page 25

Rear-mounted PTO Component Locations

Direct Drive RMPTO Cross-Sectional View

1 Quill Shaft Assembly

2 PTO Cover Assembly

3 PTO Output Shaft Assembly

W0040851

W0040849

Optional Ratio RMPTO Cross-Sectional View

1 Quill Shaft Assembly

2 PTO Cover Assembly

3 Output Shaft Assembly

4 PTO Housing Assembly

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Page 26

SAE Flanges

W4002386

Flange SAE 1400

Notes

W4002387

Flange SAE 1300

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Page 27

Optional Ratio PTO

The optional ratio PTO for the T300/T200 series transmission is available only in the lower center position. Additionally, this PTO is available only on the following transmission models, the T2110B, T2180A, T310ME, T313L21/T318L21, T313LR21/ T318LR21, and T31321/T31821. Only these transmissions are built with the dual-tapered roller bearing output housing which allows space for the drive yoke to fit past the PTO unit.

This optional ratio PTO is available in three ratios, all as a percentage of engine speed and is fixed at that percentage regardless of which transmission gear is selected. Refer to the chart below for PTO speed percentage of engine rpm as related to transmission.

Power Take-off

Rear-mounted Low-

er Center

Notes

MACK

Transmission

T2110B

T2180A, T310ME,

T31321/L21/LR21,

T31821/L21/LR21

PTO Speed to En-

gine RPM

Percentage

96 126 143

103 136 154

Output Torque Rat-

ing ft-lb (Nm)

390 (529) 298 (404) 262 (355)

364 (494) 276 (374) 244 (331)

Rotation Same as or

Opposite Engine

Same as Engine

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Page 28

Rear-mounted Engine PTO

Trucks used for certain applications, such as cement mixers or dump trucks, may be equipped with a rear—mounted engine PTO (REPTO). PTOs of this type are installed on the rear of the engine, and are driven by the crankshaft. They are intended for use when the vehicle is moving or stationary.

REPTOs have been designed to accomplish a number of performance-related objectives:

• They have eliminated unnecessary parts (e.g., additional Front-mounted PTO equipment).

• They deliver efficient, clutch independent power.

• They allow specification of a lengthened wheelbase without exceeding overall length restrictions.

Example: two trucks with the same frame length must meet the same overall length of 10 m (40 ft). The truck with a front-engine PTO requiring a hydraulic pump in front of the engine (or bumper) will limit the wheelbase approximately 46 – 53 cm (18 – 21 in) compared to the vehicle with REPTO. This results in an increase in payload under the federal Bridge Law of 545 – 680 kg (1200 – 1500 lb).

This performance is possible because REPTOs are designed as an integral bearing housing that is mounted on the right, rear of the engine.

Note: The REPTO rotates in the same direction as the engine.

Note: The REPTO access hatch is tied to the REPTO variant. Whenever a REPTO is requested the access hatch is pro-

vided. Therefore, the customer does not need to request the hatch.

W8116059

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Page 29

Benefits of REPTO include:

• Eliminate the need for extended frame or bumper.

• Permits shorter hydraulic lines.

• Simplifies maintenance (REPTO need not be removed for clutch service)

• Eliminates need for modification to radiator and radiator supports for PTO shaft clearance.

REPTOs permit the operator to engage or disengage the PTO even when the vehicle is moving. Unlike transmissionmounted PTOs, REPTOs are dependent only on the engine.

Rear Engine-mounted PTO with Flange SAE 1410/ ISO 7647

Related: Engine Package (101), Intermediate Crossmember (OA), Cab Suspension (2D)

Option T1-A1 is a clutch independent, rear-mounted, engine power take-off with a SAE1300/1400 flange connection for shaft driven accessories. The power take-off consists of a bearing housing that is mounted on the right rear side of the engine gear train. It is suited to types of transport in which the power take-off must be clutch independent. This means that the power is taken directly from the engine. The power take-off can operate both when the vehicle is in motion and when it is stationary, resulting in high vehicle productivity.

W4002977

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Page 30

Rear Engine Mounted Power Take-off

Speed ratio: 1:X.x (1: = engine, X.x = power take-off)

Engine Speed ratio Direction of rotation

MP7 1:1.08

MP8 1:1.26

Max permissible torque ft-lb (Nm)

< 3 mph (5 km/h) 740 (1003)

> 3 mph (5 km/h) 480 (651)

> 3 mph (5 km/h) 740 (1003)

1 Counter clockwise when facing back of engine

2 The engagement of the hydraulic pump must not give any pressure peaks exceeding the rated pressure.

Note: Low stiffness of the prop shaft and big inertia on the pump will give low resonance frequency, which can be triggered by the frequency in the engine. The engagement time has to be so long that no pressure peaks will occur, and the best way to verify this is to measure the pressure close to the pump.

Resonance Frequency

CAUTION

The minimum torsional resonance frequency is 300 Hz for the system propeller shaft to PTO pump. Failure to not follow this may cause severe engine component damage.

Resonance frequency (f) for a propeller shaft driven PTO is calculated as:

f = resonance frequency (Hz)

k = stiffness of prop shaft and coupling(s) (Nm/rad)

J = hydraulic pump and coupling mass moment of inertia (kgm2)

Example:

k = 2,8 x 105 Nm/rad

J = 0,05 kgm2

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Page 31

Rear Engine-mounted PTO with Splined Shaft Groove (Female) DIN 5462

The PTO consists of a bearing housing that is mounted on the right rear side of the engine gear train. It is suited to types of transport in which the power take-off must be clutch independent. This means that the power is taken directly from the engine, and the engagement/disengagement can be done while the vehicle is being driven. It can also operate both when the vehicle is in motion or stationary. The PTO has few moving parts high performance and is especially suited to MACK's engines for high availability.

T4019448

Shown with optional direct mount pump

MACK MP7 REPTO Specifications

Location Right rear side of engine gear train

Type Clutch independent power take-off

Flange Connection SAE 1350/1410 4 — Bolt

DIN Mounting 5462/ISO 7653

Engine MP7

Gear Ratio (Engine:PTO) 1:1.08

Max Torque — Stationary 740 ft-lb (1003 Nm)

Max Torque — >5 kph (3 mph) 480 ft-lb (651 Nm)

Weight 15.5 kg (34.2 lb)

MACK MP8 REPTO Specifications

Location Right rear side of engine gear train

Type Clutch independent power take-off

Flange Connection SAE 1350/1410 4 — Bolt

DIN Mounting 5462/ISO 7653

Engine MP8

Gear Ratio (Engine:PTO) 1:1.26

Max Torque — Stationary 740 ft-lb (1003 Nm)

Max Torque — >5 kph (3 mph) 480 ft-lb (651 Nm)

Weight 15.5 kg (34.2 lb)

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Rear Engine PTO, Installation

When installing a rear engine PTO on a MP7 or MP8 engine, use the following parts information

PTO Spline Part Number Description QTY

21909758 REPTO Unit 1

MP7 DIN

MP7 SAE

976068 O-Ring 1

984850 Bolt 2

984820 Bolt 2

21912452 REPTO Unit 1

976068 O-Ring 1

984850 Bolt 2

984820 Bolt 2

21912752 REPTO Unit 1

Notes

MP8 DIN

MP8 SAE

976068 O-Ring 1

984762 Bolt 1

984816 Bolt 3

21913220 REPTO Unit 1

976068 O-Ring 1

984762 Bolt 1

984816 Bolt 3

22066340 Protecting Screen 1

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Back of Cab (BOC) Crossmember For PTO with/without Mixer Body Plates

• OA-AC BOC Crossmember for PTO with Mixer Body Plates

• OA-AD BOC Crossmember for PTO without Mixer Body Plates

• AX-AA Flip Overhang Crossmember Upside Down

BOC crossmember for PTO with Mixer Body Plates (OA-AC) and BOC crossmember for PTO without Mixer (OA-AD) Intermediate crossmember offerings are available in MACK Models with REPTO or Allison PTO configurations for Mixer use. These options allow body companies to mount the mixer PTO pump on the MACK crossmember rather than replace or remove it. An inverted intermediate overhang crossmember option, Flip Overhang crossmember Upside Down (AX-AA), is also available that will allow for mixer booster axle cylinder clearance. When this option is specified the intermediate overhang crossmember is mounted upside down to prevent the mixer cylinder from interfering.

Notes

W4112704 W4112705

Crossmember and Body Plate Crossmember and Body Plate

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Note: PTO noise on conventional models equipped with an Allison Automatic Transmission.

Power take-off (PTO) units are used on vocational vehicles to power hydraulic pumps and other auxiliary equipment, and these units can either be mounted on the engine or the transmission. Allison automatic transmissions may provide PTO mounting locations at both the 1 o’clock and 8 o’clock positions (when viewed from the back of the transmission as seen in figure below).

W2037548

Allison Automatic Transmission PTO Mounting Locations

On conventional models, mounting a PTO unit in the 1 o’clock position places the unit only inches below the cab floor. Due to the proximity of the PTO unit to the cab floor, any noise generated by the PTO will be easily heard inside the cab. While vehicle occupant(s) may find this noise objectionable, there has been no identified degradation of performance or durability with this transmission/PTO mounting arrangement. Since most PTO systems are installed by body builders or aftermarket suppliers, Mack Trucks, Inc. cannot restrict or control installation of these systems. Because of this, Mack Trucks, Inc. will not address any noise-related issues associated with this type of transmission/PTO arrangement.

If interior cab noise is a concern, it is strongly recommended that the rear engine-mounted PTO (REPTO) be used on any Allison automatic transmission-equipped conventional models which require a PTO. The SAE flange-type REPTO allows the use of a driveshaft to power a remote-mounted, electric clutch-type hydraulic pump/valve system. This type of system allows the same ON/OFF functionality as a transmission-mounted electric clutch-type PTO. Depending upon specific needs or customer preferences, the REPTO option should be used in lieu of a transmission-mounted PTO for conventional models equipped with an Allison automatic transmission.

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Front-mounted Engine PTO

The front-mounted PTO is suitable for the following applications:

• Refuse

• Dump body with spreading apparatus

• Roll on/off, hook lifts

• Municipality trucks with multiple hydraulic equipment needs, snow plows, cranes, dump bodies, etc.

Front PTO Configuration, Axle Back

MP8

W9116879

Fig. 1 Front PTO, Axle Back, With 930 Sq. in. Radiator (MP8)

1 PTO shaft mounting surface.

2 Centerline of crankshaft at 4°.

3 Position of engine rear face of flywheel housing.

4 Centerline of front axle.

6 1410 Series shaft shown.

A Dimension (see table below)

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See Fig. 4 on page 37 .

Centerline of PTO driveshaft (horizontal)

Page 36

Dimension

A 220 (8.7) 778 (30.6)

Axle Forward

mm (in)

Axle Back

mm (in)

Max Torque 678 Nm (500 ft-lb) Max Power 134 kW (180 hp) @ 1800 rpm

Fig. 2 Front PTO, Axle Back, With 1240 Sq. in. Radiator (MP8)

1 PTO shaft mounting surface.

2 Centerline of crankshaft at 4°.

3 Position of engine rear face of flywheel housing.

4 Centerline of front axle.

See Fig. 5 on page 38 .

6 1410 Series shaft shown.

Centerline of PTO driveshaft (horizontal)

A Dimension (see table below)

Dimension

A 206 (8.1) 766 (30.2)

Axle Forward

mm (in)

W9116880

Axle Back

mm (in)

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Fig. 3 Adapter PTO Drive Coupling (1350/1410), MP8 (1:2)

1 4 x 7/16 — 20UNF-2B

2 ∅95.25 PC Diameter

W4002368

Fig. 4 Exploded View, Front PTO Drive Adaptation, With 930 Sq. in. Radiator MP8 (1:2)

1 PTO Shaft Flange Mounting Surface

2 Adapter PTO Drive Coupling

3 Companion Flange with Base Engine

4 Engine Timing Case Cover

W4002367

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Fig. 5 Exploded View, Front PTO Drive Adaptation, With 1240 Sq. in. Radiator MP8

1 PTO Shaft Flange Mounting Surface

2 Adapter PTO Drive Coupling

3 Fan Drive Pulley

4 Crankshaft Damper

Notes

W4111399

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Fig. 6 Partial Front View, With 930 Sq. in. Radiator MP8

1 RH Siderail

2 Tube diameter: 89 mm (3.5 in)

3 Swing diameter: 1410 Series joint, 124 mm (4.9 in)

4 Clearance to radiator with 1410 Series shaft tube in horizontal position.

B Dimension (see table below)

W4002365

Notes

Dimension

B 17 (0.7)

MP8

mm (in)

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Page 40

W4003030

Fig. 7 Partial Front View, With 1240 Sq. in. Radiator MP8

1 RH Siderail

2 76 mm Shaft Tube Clearance to Cooling Package

3 Swing diameter: 1410 Series joint, 124 mm (4.9 in)

Hydraulic Pumps

Abbreviations

HPE = Hydraulic pump mounted to an engine power take–off (Hydraulic Pump Engine mounted). HPG = Hydraulic pump mounted to a gearbox power take–off (Hydraulic Pump Gearbox mounted).

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Page 41

Pump Connection

There are two types of connections for hydraulic pumps:

• Din Drive pumps

• Flange mounted

Din Drive Pumps

Plugged-in pumps are connected directly to the power fake-off via a splined shaft. Connection is done according to DIN5462/ISO 7653 standard 8 X 32 X 36 mm spineshaft. The VP1– and F1 Plus pumps are available for plugged-in mounting

T4006560

Din mount

Flange Mounted Pumps

The hydraulic pumps can also be connected to the power take-off via a propeller shaft. Connection is done to a flange according to SAE 1300 or SAE 1400 standard. The VP1– and F1 Plus pumps are possible to connect to a propeller shaft.

T9006112

Flange mounted

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Page 42

Hydraulic System and Pumps Dimensioning of Hydraulic System and Hydraulic Pumps

Note: The body builder should enclose an information binder, delivered with the truck, including hydraulic system data

(system dimensioning description and dimensioning criteria). Service, function and safety descriptions should also be enclosed.

It is important to dimension an optimum hydraulic system, and to specify the correct pump size to provide sufficient oil flow and prevent overloading of the power take-off.

Pipes, Lines, and Hoses

DANGER

Hoses and pipes should not be routed too near the warm points in the truck. Avoid crossed pipes which could cause chafing. Failure to follow this guide line increases the risk of fire if leakage occurs, and allows undue heat transfer to the hydraulic oil.

Connected to the hydraulic pump are a high-pressure hose, suction and drain lines.

When dimensioning the hydraulic system, it is important that:

• Hoses and lines must be connected to the pump with unions. O-ring seals must be used between pump and union.

• Tapered fittings should be avoided.

• Teflon tape or similar must not be used since pieces can break off and get into the hydraulic system and eventually cause

damage.

• If steel piping is used, it must be installed so that movements and vibrations do not cause leakage. Normally hoses must

be used nearest the pump.

• Oxide scale must be removed from pipes which have been heat-bent or welded. Flush or blow the pipes clean before in-

stalling them.

Notes

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Page 43

High-Pressure Hose

These hoses must have a minimum of four steel wire coil inserts in order to withstand the high pressure in the hydraulic system.

When mounting a high-pressure hose:

• Make sure the hoses are not twisted when connected up.

• Make sure the hoses are long enough.

• Strive to get as few bends as possible on a hose.

• Avoid kinks by using correct unions. Only pressed unions may be used when replacing hose unions.

Note: Check for oil leakage and for high noise levels in the system when the truck is in motion.

Suction Line

The suction line is made of piping or armored hose which retains its shape even when there is vacuum in the line.

To avoid cavitation:

• The suction line should be as short as possible and should not exceed 4 meters (13.12 ft.). In the event longer lines are

required, larger line dimensions must be used.

• The suction line should connect to the bottom of the tank and must be correctly tightened to prevent air getting into the oil.

• The suction line must have a wide diameter and must be free from kinks and constrictions. Do not use reducer fittings with

restrictions.

Note: Avoid suction lines of high-pressure hooks and hooks made locally from pipe pieces welded together. They could cause unnecessary suction resistance.

Suitable suction line sizes at different flow quantities and with a flow speed of less than 0,8 m/s:

Inner diameter Ø mm (inches)

50 (2.0) 0–120 (0–32)

64 (2.5) 101–150 (27–40)

75 (3.0) > 150 (40)

Flow up to liter/minute (gallons/minute)

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Page 44

Drain Line and Bypass Valve

If the hydraulic pump is installed to a constantly running PTO (i.e. — engine PTO), it is provided with a bypass valve.

The bypass valve reduces the oil flow through the pump to obtain proper lubrication, low heat generation and to avoid cavitation.

Fixed Displacement Pump

HPE-FXX (F1 single flow)

In order to prevent heat build-up in the pump during transportation, it is important that at least 5 liter/minute (1.32 gallons/minute) comes out of the filter at “q” (refer to the schematic below). This applies to an “open center” system when the valve is in the bypass mode (non-activated solenoid).

Note: If the flow at “q” is less than 5 liter/minute (5.28 quarts/minute) (caused e.g. by a high pressure drop in the main system) when the valve is in the bypass mode or if the hydraulic system is of the “closed center” type, then an external drain line

must be installed from the bypass valve drain port directly to the hydraulic tank.

HPE-TXX (F2 twin flow)

In order to secure a cooling flow through the system, a separate drain line is already connected to the bypass valve from factory and the other end of the hose is temporary plugged. At final assembly the hose should be connected to the hydraulic tank, entering below oil level (preferable to the filter housing on the oil tank).

Bypass Valve

For the fixed displacement hydraulic pumps the bypass valve is attached directly on top of the end cap of the hydraulic pump. It is electrical operated and the valve function must only be activated or released at no-load (below 20 bar) system pressure.

For F2- twin flow hydraulic pump it can be used when, temporarily, one of the two circuits is not required; the power loss is thus reduced as the non-required flow is not forced through lines and “open center” valves.

1 Pilot operated check valve

2 Solenoid valve

3 Directional control valve (“open center”)

4 Hydraulic pump

5 Valve block

6 Drain port

7 (External line)

T9008080

HPE-FXX

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Variable Displacement Pump

HPE-VXX (VP1)

At final assembly, since the control valve on the hydraulic pump is not internally drained, there must be an external drain line installed between port “T” and the hydraulic tank.

Bypass Valve

For variable displacement pump the bypass is, from factory, attached to the temporary oil reservoir and connected to the hydraulic pump via a hose to the port for gauge outlet, (on VP1-45 and VP1-75 port beside suction port and on the VP1-120 port “M”on the control valve).

The valve, which requires no additional control valve, allows the pump to operate on- or off-load up to its maximum self–priming speed.

When a load sensing valve function is engaged, the bypass flow is cut off (as port 'X' is being pressurized).

1 Hydraulic pump

2 Nipple with orifice

3 Bypass valve

4 Load sensing valve

5 Load sensing (LS) signal

W4003014

HPE–V120

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Page 46

Hydraulic Oil Tank

The tank must be large enough to avoid cavitation and overheating. A suitable volume is 1,5 times the nominal pump flow per minute.

The tank includes:

1 Air filter, fitted (as required) in a tube and provided with a non-return valve

2 Level gauge

3 Suction connector equipped with full-flow tap

4 Angled, perforated plate on which air bubbles accumulate and rise to the surface

5 Return oil filter

T9008314

Illustration is for reference only. May differ on specific vehicle.

When installing a hydraulic tank:

• The volume of the hydraulic tank must be dimensioned 1,5 times the nominal pump flow during normal working

conditions.

• Make sure that the placing of the hydraulic tank does not limit the performance of the hydraulic pump.

For example: The suction fitting must not be placed below the inlet of the return pipe.

• It is important that the deaeration surface is big enough. Prevent external dust and dirt from entering the hydraulic system.

The inside of the tank must be well cleaned. To prevent dust getting into the system, the air filter should have the same filtration degree as the return oil filter.

• Oil is topped-up through the return oil filter, preferably via a rapid joint on the return line where the oil can be pumped in.

• Check oil level and ensure that it is oil of recommended type and viscosity.

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Return Oil Filter

Note: The filter must be replaced at least once a year.

A return oil filter should be installed in the tank or in the return line. The filter should be dimensioned for a capacity which is approximately twice that of the pump flow.

Recommended filtration level:

• A 28 micron filter should be used with lower pressures of 0–200 bar (0–2900 psi).

• A 10 micron filter should be used with higher pressures of 200–300 bar (2900–4351 psi).

Check return pipe and filter condition and check for oil leakage.

Hydraulic Oil

Note: Do not mix oils of different quality.

Hydraulic fluids type HLP (DIN51524), automatic transmission fluid (ATF) Dextron II and engine oil type API/CD can be used.

Recommended viscosity:

• 20-30 mm²/s (.78–1.18 inches²/s) (cSt) .

Starting Up

CAUTION

Make sure the suction connector always is below the minimum level of the hydraulic oil. Failure to do so may result in component damage.

Make sure the entire hydraulic system is clean before filling it with a recommended fluid. In particular the pump, which must be purged to remove any entrapped air in the pump housing (use the uppermost purge port). Failure to do so may result in component damage.

Notes

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Page 48

Calculation of Hydraulic Pump Size

The following information is required to dimension the hydraulic system:

• Oil flow Q=l/min (Quarts/min.), to the equipment

• Oil pressure p=bar (psi), to do the work intended

• Permissible torque or power taken from the engine

• Permissible pump speed

• PTO Gear ratio

Engine Speed

Engine speed limit for engine mounted hydraulic pumps

Vehicles specified with engine mounted hydraulic pumps will always have a maximum engine speed (rpm) pre set from factory.

Depending of pump size and if the vehicle is equipped with BBM (Body Builder Module) or not, the setting is between 1700– 2100 rpm. This has been done by using data parameters in the vehicle control unit, and when the hydraulic pump is in service, the maximum engine speed cannot be overridden by pressing the throttle.

If the hydraulic system is designed in such way that the self-suction speed of the hydraulic pump is reduced, then the limited value should be modified using Premium tech tool.

Engine Speed Control

Check that the permissible speed, specified by the pump manufacturer on the pump, is not exceeded.

Pump speed per minute n is governed by engine speed ne and power take-off gear ratio Z:

n = Pump speed (rpm)

ne = Engine speed (rpm)

Z = Power take-off gear ratio

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Page 49

Pump Speed

The maximum (self-suction) speeds given in the catalogue apply at 1.0 bar (14.5 psi) (abs.) intake pressure.

To achieve correct pump speed the following is required:

• Oil level approx. 0.5 m above pump inlet

• Correctly dimensioned suction pipe

• Original suction nipple

• Correctly designed hydraulic fluid reservoir

The flow speed in the suction pipes should be less than 1 m/s (39.36 in/hg). Poor suction conditions lead to cavitation, high noise levels, shorter operational lifetime and, in the worst case, pump failure.

Pump Capacity

The pump capacity or size D cm³/rotation (inches³/rotation) should be able to give sufficient oil flow Q l/min (inches/min.) for the equipment. The choice of size depends on the oil flow required, engine speed and power take-off gearing. A small pump can give a large oil flow if the power take-off gear ratio is large, or if the engine speed is high.

Pump size is calculated as:

n = Pump speed (ne x Z)

D = Pump size cm³/rotation (inches³/rotation)

ne = Engine speed

Q = Oil flow l/min (quarts/min.)

Z = Power take-off gear ratio

ηv = volumetric efficiency

Torque Control

A certain torque, Mku is required from the power take-off at the pump shaft to drive the pump. This torque must not exceed the permissible torque for the power take-off. Expressed in Nm, this torque is:

Mku = Torque at power take-off (Nm)

D = Pump size cm³/rotation (inches³/rotation)

p = Hydraulic working pressure bar (psi)

Mku, till. = Permissible torque for the power take-off Nm (ft-lb)

ηhm = Mechanical efficiency

< = Less than

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Page 50

Torque Control, Engine

Torque control of the engine Mmot must not exceed the permissible torque for the engine (please refer to the Body builder instructions “Power take-off, performance”) at a given engine speed.

Engine torque is equal to power take-off torque x gear ratio.

Mmot = Engine torque Nm (ft-lb)

Z = Power take-off gear ratio

Mku = Torque at power take-off Nm (lb/ft)

Mmot, till. = Permissible engine torque Nm (ft-lb)

< = Less than

Power Requirements

The power N needed to drive the pump is proportional to the flow and working pressure and inversely proportional to the efficiency of the pump η.

Check that pump power curve, to see that it has the capacity needed to provide the calculated power N.

N = Power kW (hp)

Q = Flow through pump l/min (quarts/min.)

p = Working pressure bar (psi)

ηt = Overall pump efficiency(app. 0.95)

Notes

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Page 51

Example 1 (Dump), Selecting Pump Size Clutch Dependent PTO

Operating conditions

Flow 60-80 l/min (63–85 quarts/min.)

Pressure: 230 bar (3335 psi)

Engine rpm: 800 rpm

PTO ratio: 1:1.53

Determine the Pump Speed

n = ne x Z=800 x 1.53 = 1200 rpm

Choosing the pump size

Select F1-61 and check torque and power.

Torque Requirement of the Pump

Power Requirement of the Pump

Notes

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Example 2 (General crane), Selecting Pump Size Clutch Independent PTO

Operating conditions

Flow 80 l/min (84 quarts/min.)

Pressure: 250 bar (3626 psi)

Engine rpm: 800 - 900 rpm

PTO ratio: 1:0.97

Determine the Pump Speed

n = ne x Z = 800 x 0,97 = 800 rpm

Choosing the Pump Size

Select F1-101 and check torque and power.

Torque Requirement of the Pump

Power Requirement of the Pump

Notes

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Page 53

Pump Types

The following pump types are available from MACK:

• Pumps with fixed displacement

• Pumps with variable displacement

Fixed Displacement Pump

This type of hydraulic pump is adapted for a single circuit system with fixed volume.

The fixed displacement pump consists internally of one or two single circuit(s), from the suction port to the pressure port(s).

Examples:

• HPE / HPG-F61 (Parker F1-61)

• HPE / HPG-F81 (Parker F1-81)

• HPE / HPG-F101 (Parker F1-101)

• HPE-T53 (Parker F2-53/53)

• HPE-T42 (Parker F2-42/42)

Variable Displacement Pump

This type of hydraulic pump is also adapted for a single circuit system, from the suction port to the pressure port, but with variable displacement. When installed in a load sensing system, the variable displacement pump (VP1) supplies the correct amount of flow required by the various work functions currently engaged. This means that the energy consumption and heat generated are minimized and much reduced in comparison with a fixed displacement pump used in the same system.

Examples:

• HPE / HPG-V120 (Parker VP1-120)

Notes

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Page 54

Delivery Conditions for Factory Installed Hydraulic Pumps

CAUTION

Hydraulic pumps must never be in use without oil flow in the hydraulic system. Failure to do so may result in component damage.

For Trucks with Transmission Mounted PTO:

To prevent the possibility to engage the hydraulic pump before definitive assembly, the following is done from factory:

• The PTO magnetic valve outlet is blocked up by a hexagon socket plug.

One or two valves is plugged, depending on type of PTO.

• The valve nipple, which the body builder should connect, is placed in a plastic bag and strapped on the end of the pneu-

matic hose at magnetic valve.

For Trucks with Engine Mounted PTO:

The hydraulic pump is always engaged; therefore sufficient lubrication is needed continuously for the pump.

• To establish lubrication during transport from factory to final assembly at body builder, a temporary hydraulic transport

kit is added at the factory.

• The components in the kit (tank, hoses and unions) should be replaced; they are not dimensioned for the working

pressure in the definitive hydraulic system.

Note: The replacement must be performed in particularly clean conditions. Dirt and other contamination which finds its

way into the hydraulic system could easily cause severe damage.

Temporary hydraulic transport kit

There are two different temporary kits, and the size of the oil reservoir differs:

1. Temporary hydraulic transport kit (for fixed displacement pumps)

Engine Amount of oil if refill is needed

MP7/MP8 (HPE-FXX) 0.3 ± 0.05 liter (0.32 ± 0.05 quarts)

T9008337

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2. Temporary hydraulic transport kit (for variable displacement or customer adaptation installed hydraulic pump)

Engine Amount of oil if refill is needed

MP7/MP8

Minimum level on reservoir should be achieved after the engine is started. Approximately 10 liter

(10.5 quarts).

T9008338 T9008338

MP7 Engine With Engine Mounted PTO (MP7 and MP8)

Connections to the Engine Mounted Hydraulic Pump

A Factory delivered Factory installed connection from the hydraulic pump. Dimension 25S (M36 x 2).

B Body builder Body builder's connection. Hose connection with 24° cone.

C Suction side Smallest external connection diameter see table below:

Hydraulic pump Diameter X mm (inches)

PTES-FXX PTES-VXX

HPE-V45

50 (1.97)

HPE-V75

HPE-FXX HPE-TXX

63 (2.48)

HPG-FXX

HPE-V120 HPG-V120

T9008408

75 (2.95)

X = smallest external connection diameter.

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Page 56

Installation Requirements for Hydraulic Pump at Final Assembly

CAUTION

Hydraulic pumps must never be in use without oil flow in the hydraulic system. Failure to do so may result in component damage.

Fixed displacement pump, HPE-FXX (F1 single flow)

• Remove the temporary oil reservoir kit, tank, fittings and hoses are not designed for use in high pressure installations.

• See to that enough oil flow (minimum 5l/min) is running in the final hydraulic system back to the hydraulic tank when the

hydraulic pump is running unloaded. If not, a drain line must be installed from bypass valve to hydraulic tank entering below oil surface (to avoid “foaming” the oil).

Fixed displacement pump, HPE-TXX (F2 twin flow)

• Remove the temporary oil reservoir kit, tank, fittings and hoses are not designed for use in high pressure installations.

• The drain hose from bypass valve, supplied loose from factory, must be connected to hydraulic tank entering below oil sur-

face (to avoid “foaming” the oil). Dimension of hose fitting is M12x1,5 DIN 20078N. It is allowable to shorten the drain hose, but a new fitting must be attached in a proper way.

Variable displacement pump, HPE-VXX (VP1)

• Remove the temporary oil reservoir kit, tank, fittings and hoses are not designed for use in high pressure installations.

• The bypass valve attached to the tank together with the hose between pump and by pass valve shall be kept and a drain

hose should be connected between port “T” and hydraulic tank. It is allowable to shorten the drain hose between pump and bypass valve but a new fitting (M12x1,5 DIN 20078N) must be attached to fit onto fitting in bypass valve.

• The load signal on its way to port “LS” at the load sensing regulator on the hydraulic pump shall be connected in port “X”

on the bypass valve as well.

• A drain line must be installed between port “T” on the hydraulic pump and the hydraulic tank since the load sensing regula-

tor is not internally drained.

Permissible Pump Bending Torque

The hydraulic pump mounted to a power take-off causes bending torque at the power take-off.

A transmission mounted power take-off has the following maximum permissible torque:

PTR/PTRD/PTPT/PTR with AMT–D and AMT–F Transmission

PTO Maximum bending torque ft-lb (Nm)

PTR/PTRD 30 (40)

PTPT-D 30 (40)

PTR 30 (40)

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Calculation of Pump Bending Torque

Torque is calculated with the formula below:

Mb Bending moment at pump connection to power take-off (Nm).

Pump weight (kg).

Normal acceleration = 9.81 N/kg.

A Distance between pump center of gravity and anchorage on power take-off (m).

Note: This calculation method is used irrespective of PTO/pump location.

Notes

T9007591

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Page 58

Propeller Shaft Installation

If a power take-off with coupling flange is to be used, the pump is installed by means of a bracket, either on an existing crossmember or on the sub-frame. An alternative method is to install an extra crossmember and install the pump on it. In this case, it is important to design the crossmember so that it can withstand the forces involved when the chassis twists and bends. The best way to achieve this is to design the crossmember as a normal, intermediate crossmember.

T9006112

The same requirements apply to power take-off propeller shafts as for drive line propeller shafts. For best service life, the true joint angle should be kept between 0.5 – 8 degrees.

It is important that angles β1 and β2 are equal.

T9006113

Notes

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Page 59

Specifying the Pump

The PTO and the hydraulic pump must be selected to function properly in the application(s) for which the truck is intended. For example, a refrigeration unit must continue to operate while the vehicle is mobile, and the dump body must continue to operate while the vehicle is stationary. The PTO and pump also must have sufficient flow — dependent on oil flow, pressure, and the efficiency of the pump — to perform the designated work. The pump must be specified to achieve the flow of hydraulic oil required to ensure satisfactory operation of the equipment.

Input Data

The equipment driven by the hydraulic system requires a certain oil flow and working pressure. The components driving the hydraulic system must not be overloaded.

Several variables affect specification of the correct PTO/pump combination for the hydraulic system. Typically, this information can be found on the hydraulic equipment manufacturer's data sheet. Equipment power requirements can include:

• Oil flow (Q) in LPM (GPM).

• Oil pressure (p) in bar (psi).

• Permitted torque/power output of the PTO.

• Permitted speed of the pump.

• Truck operating speed (spreading).

Calculating pump displacement cc/rev (in³/rev)

D =

Calculating PTO/pump torque Nm (ft-lb)

T =

Calculating PTO/pump power kW (hp)

P =

Checking maximum PTO/pump speed (rpm)

Np =

Q x 231

Ne x Z 231

D x p

Q x p

1680 x n

Ne x Z

D x Ne x Z

Ne =

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Flow LPM (gpm)

p =

Engine speed (rpm)

Pump speed (rpm)

PTO ratio (0.60, 0.73, 0.91, 1.23, 1.30, 1.54, 1.62)

Dump displacement cc/rev (in³/rev)

Working pressure bar (psi)

Power kW (hp)

Torque Nm (ft-lb)

Efficiency

0.75 - 0.85 Gear Pump

0.90 - 0.95 Piston Pump

Pump Capacity, Displacement

The pump capacity or size (D = cc/rev (in³/rev)) must be able to offer sufficient flow (Q = LPM (GPM)) for the proper operation of the equipment. The selection of the pump size depends on the desired flow, engine speed, and PTO ratio. A small pump can allow a large flow if the PTO ratio or engine speed is high enough.

Use the following to calculate pump size:

D Pump Size cc/rev (in³/rev)

Q Flow LPM (GPM)

Ne Engine Speed (rpm)

Z PTO Ratio

D =

Q x 231

Ne x Z 231

Q =

D x Ne x Z

RECOMMENDATION

Select the highest possible PTO ratio and the smallest pump size that meet the requirements without exceeding the pump speed, pressure, and power limits.

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Page 61

PTO/Pump Power Requirements

The engine must provide sufficient power to drive the pump.

The power (P) required to drive the pump is in direct proportion to the flow and working pressure, and is in inverse proportion to the pump efficiency (n).

Use the following to calculate the engine power requirement:

P Power kW (hp)

Q Flow Through the Pump LPM (GPM)

Working Pressure

Pump efficiency

P =

Engine Operating Speed Recommendation

PTO Power Requirement hp (kW) Engine rpm (Ne)

< 40 (30) 700 - 800

42 – 67 (31 - 50) 800 - 900

68 – 94 (51 - 70) 900 - 1000

> 95 (71) >1000

Notes

Q x p

1680 x n

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Checking PTO Torque

A certain torque is required from the PTO on the pump shaft to drive the pump. This torque should be less than that which is permitted on the PTO itself.

Use the following to calculate the PTO torque:

T Torque — Nm (ft-lb)

D Pump Size — cc/rev (in³/rev)

Hydraulic System Pressure — bar (psi)

Tperm Permitted Torque on PTO (< Engine Torque)

Note: If only the engine power curve is available, check as described in “PTO/Pump Power Requirements”, page 61 .

P =

Q x p

1680 x n

< Tperm

W4002390

Torque Curve, Parker/VOAC Pumps

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Page 63

Speed Check

Make sure that the permitted speed of the pump (as stated by the pump manufacturer) is not exceeded.

The pump speed (Ne) is governed by the engine speed (Ne) and the PTO ratio (Z).

Use the following to calculate pump speed:

Np Pump Speed/Minute

Ne Engine Speed (rpm)

Z PTO Ratio (%)

Constant speed during driving is obtainable with a variable pump. The engine speed (Ne) for a clutch-dependent PTO is often set to operate around 1000 rpm (engine). If the PTO is driven with an inappropriately low engine speed, an uneven flow can occur as the engine speed drops during loading.

Np =

Ne x Z

Power Requirements vs. Engine Speed

PTO Power Requirement hp (kW) Engine rpm (Ne)

< 40 (30) 700 - 800

42 – 67 (31 - 50) 800 - 900

68 – 94 (51 - 70) 900 - 1000

> 95 (71) >1000

Notes

Ne =

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Page 64

Suction and Pressure Lines

The size (diameter and length) of the suction/pressure lines also will affect the function of the hydraulic system (see “Hydraulic Line Requirements”, page 65 ).

The suction line should be of sufficient diameter and minimum length without restrictions (pipe adapters) between the pump and the oil reservoir connection. A pressure line with insufficient diameter will create unnecessary pressure losses in the form of heat. A flow of 11.5 LPM (30 GPM) with a pressure drop of 9.65 bar (140 psi) will generate approximately 1.7 kW (5800 BTU).

Use a calculation sheet to determine the correct PTO/pump combination (see “Calculating/Selecting a PTO and Matching Pump”, page 64 .

Calculating/Selecting a PTO and Matching Pump

Customer

Vehicle

Engine

Transmission

Equipment

1. Equipment flow demand Q = lpm (gpm)

2. Working pressure

3. PTO alternative ratio Z =

4. Pump alternatives D =

5. Engine working speed Ne =

Pump displacement cc/rev (in³/rev)

D =

Q x 231

Ne x Z 231

p =

D x Ne x Z

, ,

PTO/pump power kW (hp)

Q x p

P =

1680 x n

bar (psi)

rpm

PTO/pump torque Nm (ft-lb)

T =

D x p

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Page 65

Hydraulic Line Requirements

Suction Pipe/Line

The figures in the table show the minimum inside diameter without restrictions (pipe adapters) of a suction pipe from the tank into the pump needed to avoid cavitation (noise). Other parts of the system can be designed differently, depending on installation requirements.

Minimum Inside Diameter

VOAC F1 - Pump Inside Diameter of Suction Pipe

F1-61 38/50 mm 1.5/2.0 in

F1-81/101 50/65 mm 2.0/2.5 in

CAUTION

A suction line with insufficient diameter will create cavitation damage and low pump efficiency.

Pipe/Line Selection

To prevent cavitation (noise) damage and excessive pressure losses (heat), the inside diameter of the pipe must be the correct size. Do not exceed the maximum flow speeds.

Maximum Allowable Flow Speeds

Line Type Pressure bar (psi) Flow Speed m/s (ft/s)

Suction

Pressure 103 – 310 1500 - 4500) 3.05 – 4.88 (10 - 16)

—

0.45 – 1.07 (1.5 - 3.5)

CAUTION

A pressure line with insufficient diameter will create unnecessary pressure losses which will appear as heat. A flow of

113.5 LPM (30 GPM) with a pressure drop of 9.65 bar (140 psi) will generate approximately 1.7 kW (5800 BTU), which can cause abnormal wear and damage to components.

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Page 66

Select the smallest inside line diameter that meets the flow speed recommendations.

Recommended Inside Line Diameter

Fluid Flow

LPM (gpm)

37.9 (10)

56.8 (15)

75.7 (20)

94.6 (25)

113.6 (30)

Pressure Pipe Suction Pipe

19.1 mm (0.75 in)

2.23 (7.3) 1.25 (4.1) 0.79 (2.6) 0.55 (1.8) 0.3 (1.0)

3.32 (10.9) 1.86 (6.1) 1.19 (3.9) 0.82 (2.7) 0.46 (1.5)

4.42 (14.5) 2.5 (8.2) 1.58 (5.2) 2.0 (3.6) 0.61 (2.0)

N/A 3.1 (10.2) 1.98 (6.5) 1.37 (4.5) 0.79 (2.6)

N/A 3.75 (12.3) 2.38 (7.8) 1.68 (5.5) 0.91 (3.0)

25.4 mm

Flow Speed m/s (ft/s) at

Indicated Inside Line Diameter

31.8 mm

(1.00 in)

(1.25 in)

38.1 mm (1.50 in)

50.8 mm (2.00 in)

Oil Reservoir Tank

As a guide, an oil reservoir tank with a capacity 1 or 2 times the pump flow/minute will be sufficient. For shorter periods of operation, a smaller capacity may be used.

Prior to installation, the oil reservoir must be cleaned to remove all manufacturing debris. The inside area should be treated with oil-resistant paint. Prior to filling the tank, the oil should be poured through a filter to eliminate any possibility of dirt entering the tank. An oil filter with a rating of 10 microns (absolute) should be installed in the tank or return line. Oil filters should be changed annually.

RECOMMENDATION

51 mm (2 in) suction line should be used between pump and reservoir (with no reducer fitting); suction line restrictions should be minimized.

RECOMMENDATION

51 mm (2 in) ball valve should be used as shut-off device whenever feasible.

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Page 67

Hydraulic Piston Pumps

Mack Trucks offers both single and twin-flow Parker hydraulic pumps, which can be driven in the following ways:

• Direct-driven pump – can be mounted directly on the PTO, either at the factory or by the body builder company, in accord-

ance with the DIN 5462/ISO 7653 standard. All Parker F1 and F2 pumps can be direct mounted to either the transmission or engine PTO.

• Single driveshaft driven pump – can be driven by a driveshaft connected to the PTO SAE 1310/1410 flange and are typi-

cally mounted by the body builder company.

F1 and F2

Pump Frame Size 25 41 61 81 101 42 A 42 B 53 A 53 B

Displacement (cu.in/rev) 1.56 2.50 3.63 4.98 6.28 2.62 2.50 3.29 3.17

Max Continuous

Pressure

Max Intermittent

Pressure

Min Speed RPM @ Max

Pressure Max

Continuous Max Output

Horsepower Intermittent

Weight (lbs) 18.7 18.7 18.7 27.5 27.5 41.8 41.8

3,600 3,600 3,600 3,600 3,600 5,000 5,000

5,000 5,000 5,000 5,000 5,000 5,800 5,800

2700 2700 2700 2300 2300 2,550 2,550

2200 2100 1900 1750 1550 1800 1800

26.8 36.2 45.5 54.9 64.3 117 147

34.8 49.6 59.0 72.3 83.1 134 168

W9114241

The F1 and F2 are piston pumps that are larger in size than the GP1, piston pumps are more efficient than gear pumps and therefore produce less heat during the operation.

Piston pumps are 97% efficient at ~1000 rpm.

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F1 Pump Features:

•

Higher self-priming speeds

• Operating pressures to 400 bar

• Higher overall efficiency

• Increased reliability

• Reduced noise level

• Easier to change direction of rotation

• Optimized commutation - low flow pulsations

• Installation above the reservoir level possible

• Smaller installation dimensions

W9124202

1. Input shaft 6. Barrel support

2. Bearings 7. Piston with piston ring

3. Shaft seals 8. Cylinder barrel

4. Housing 9. End cap

5. Timing gear

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Pump Rotation Change RH to LH (Applies to F1 Series Only)

Recommend holding pump in vise: Follow steps (a) through (e) below.

W9122747

W9124467

W9124468

Left hand rotation Right hand rotation

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Page 70

F2 Pump Features:

Series F2 is a further development of the twin-flow version of series F1, the very first bent-axis truck pump on the market to feature two entirely independent flows. With a suitable build-up of the hydraulic system, the main advantage with a twin-flow pump is that three different flows can be provided at the same engine speed. The twin- flow pump makes it possible to further optimize the hydraulic system and offers:

• Less energy consumption

• Reduced risk of system overheating

• Lower weight when compared to installation of two pumps

• Easier installation

• Standardized system solutions

The twin-flow pump makes it possible to operate two work functions that are independent of each other while allowing higher speed and an increased operating precision. Another requirement can be a large and a small flow, or two equal flows. All of these alternatives are possible with the twin-flow pump.

The pump can be utilized to provide one flow at high system pressure, and, as soon as the pressure has decreased sufficiently, add the flow from the other circuit. This eliminates the risk of exceeding the PTO power rating and, at the same time, provides an optimal driving function.

W9114243

Notes

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Page 71

Parker provides charts to determine the most suitable pump for a PTO operation; the charts are in metric so a conversion to conventional US units is required.

1 bar = 14.503 psi 1 Liter = .26417 gallons 1 kW = 1.3404 hp

Pump Flow (gpm) at Pump Speed (rpm)

Pump 1000 rpm 1200 rpm 1400 rpm 1600 rpm 1800 rpm 2000 rpm 2200 rpm

F1-25 6.8 8.1 9.4 10.8 12.2 13.5 14.9

F1–41 10.8 12.9 15.1 17.2 19.4 21.6 23.7

F1–61 15.7 18.9 22.0 25.1 28.3 31.4 34.6

F1–81 21.6 25.9 30.2 34.5 38.8 43.1

F1–101 27.0 32.4 37.8 43.2 48.5

F2-42/42 11.3/10.8 13.6/13.0 15.9/15.2 18.1/17.3 20.4/19.5

F2-53/53 14.3/13.7 17.1/16.5 20.0/19.2 22.9/22.0 25.6/24.7

———— ————

————

*Refer to the specific Product Information bulletins in TM2 for pump housing dimensions and performance.

Note: A new gasket is necessary, when installing a new pump. The gasket is available as part number 20551226.

W9122748

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Pump Bearing Lift

Bearing life is dependent on how the pump is installed on the PTO as shown in the illustrations below.

Parker Hannin will assist in determining bearing life in a particular application.

Fig. 1. Fig. 2. Fig. 3.

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Page 73

Supplier PTO/Pump Literature

For additional PTO/pump information and specifications, contact the appropriate PTO/pump manufacturer.

Bezares

Contact Bezares at 888-663-1786 for pump literature or visit the following site:

www.pto-us.com

Muncie

Contact Muncie at 800-367-7867 for pump literature or visit the following site:

www.munciepower.com

Parker/Chelsea

Contact Paker/Chelsea at 662-895-1011 for pump literature or visit the following site:

www.parker.com

Permco

Contact Permco at 800-626-2801 for pump literature or visit the following site:

www.permco.com

Notes

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USA141851969 Date 3.2018 Power Take-off (PTO) Page 73 (137)

Page 74

BPV-F1 Bypass Valve

An F1 pump supplied with a bypass valve can be utilized in applications where the pump is operating constantly i.e. when the pump is driven from the crankshaft through a driveshaft or mounted directly to a DIN 5462 REPTO or it can be installed on a PTO. In most cases, the bypass valve allows the pump to be driven at max engine rpm during transportation at no load. This prevents pump cavitation and high heat generation which may otherwise be encountered at large flows. The BPV valve connects the outlet and inlet ports of the pump, and only a small oil flow goes through the system to the tank. The valve is installed directly on top of the pump port surface with ’banjo’ fittings. As the BPV valve is symmetrical it can be ’turned 180°’ to suit either left hand or right hand pump rotation, or to prevent interference with chassis components. The valve can only be engaged or disengaged (through a 12 VDC solenoid) at no-load system pressure.

W9114244

Bypass Valve

Model Pump Application Parker Part No. Mack Part No.

BPV-F1-25 F1-25 3787712 21418975

BPV-F1-25 F1-41, F1-51, F1-61 3787047 21230082

BPV-F1-81 F1-81, F1-101 3787048 21230083

BPV-F2 F2-42, F2-53 3781851 20374479

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USA141851969 Date 3.2018 Power Take-off (PTO) Page 74 (137)

Page 75

BPV-F1-25 and -81 Bypass Valve

The bypass valve is mainly utilized in applications where the F1 pump is driven from the crank-shaft through a driveshaft, or when it is installed on a REPTO. The BPV bypass valve should be engaged during transportation when the pump is operating constantly and the engine is running at max rpm; the hydraulic system is not sized for the large flow that would otherwise go through it. The BPV valve substantially reduces the energy loss during transportation. The valve installs directly on top of the pump end cap with a pressure port ’banjo’ fitting and an inlet port spacer bushing with two cap screws; refer to the illustration below. As the BPV valve is symmetrical, it can be ’turned 180°’ to prevent interference with chassis components; it can be utilized for either left hand or right hand pumps. The valve function must only be activated or released (by means of a 12V VDC solenoid) at no-load (below 290 psi) system pressure.

Important Information

In order to prevent heat build-up in the pump during transportation, it is important that at least 1.3 gal/min comes out of the filter at ’q’ (refer to the schematic). This applies to an "open center” system when the valve is in the bypass mode (non-activated solenoid).

Note: a) If the flow at ‘q’ is less than 1.3gal/min (caused e.g. by high pressure drop in the main system) when the valve is in the bypass mode. b) If the hydraulic system is of the ’closed center’ type, then an external drain line must be installed from the bypass valve drain port directly to tank as shown in the schematic; a drain kit is available.

W9114245

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USA141851969 Date 3.2018 Power Take-off (PTO) Page 75 (137)

Page 76

Hydraulic Wet Kits

Use of the Parker F1, F2 and GP1 pumps requires components that are not traditionally installed into NA truck hydraulic systems.

1) To modulate the flow of oil so that the operation of the hydraulic system can be regulated traditional systems use a control valve that is incorporated into the pump assembly. The Parker F1, F2 and GP1 require the addition of an oil flow regulator to be installed in the circuit remotely from the pump to control the flow of the oil from the pump to the system actuator.

2) Parker F1 and F2 pumps run very tight tolerances to achieve the 97% pump efficiency so the system requires that a filter element be installed into the return line to filter out debris as the oil returns to the tank. A pressure gauge is recommended to be installed in the filter housing to indicate when the filter element has trapped sufficient debris that it restricts the flow of oil back to the tank and requires the replacement of the filter.

Installation and Start-up for F1 and F2 Hydraulic Pumps

Fluids — Need to operate with a high quality, mineral based hydraulic oil. Type HLP hydraulic oil is suitable, as well as biologically degradable fluids like natural and synthetic esters and polyaphaolefins.

• SS 15 54 34

• SMR Hydraulic Oil Standard 1996-2

*Contact Parker Hannifin for further information.

Start-up — Make sure the entire hydraulic system is clean and the pump is filled (to at least 50%) with a recommended hydraulic fluid, as the internal leakage does not provide sufficient lubrication at start-up.

Drain Line — Fixed displacement pumps don’t need an external drain line as they are internally drained. However, when the pump is mounted on an engine PTO, it is recommended to mount a drain line from the bypass valve directly to the oil tank if in doubt.

Notes

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USA141851969 Date 3.2018 Power Take-off (PTO) Page 76 (137)

Page 77

High Pressure Hose

These hoses must be designed to withstand the high pressure in the hydraulic system. When installing a high pressure hose:

• Make sure the hoses are not twisted when connected.

• Make sure the hoses are long enough.

• Strive to get as few bends as possible on a hose.

• Avoid kinks by using correct unions.

Hydraulic Pump Flow MP7 Engine, (GPM) at Pump Speed (rpm) REPTO

Pump Speed (rpm)

Parker/VOAC Pump¹

REPTO

Ratio

800 L/min (gpm)

900

L/min

(gpm)

1000 L/min (gpm)

1200

L/min

(gpm)

1400 L/min (gpm)

1600 L/min (gpm)

F1–61 1:1.08

F1–81 1:1.08

F1–101 1:1.08

F2–42/42 1:1.08

F2–53/53 1:1.08

(13.5)

(18.8)

(23.5)

37/35

(9.8/9.2)

47/45

(12.4/

11.9)

(15.3)

(20.9)

100

(26.4)

42/40 (11.1/

10.6)

52/51

(13.7/

13.5)

(16.9)

(23.2)

111

(29.3)

46/44 (12.2/

11.6)

58/56 (15.3/

14.8)

(20.3)

106

(28.0)

133

(35.1)

56/53 (14.8/

14.0)

70/67 (18.5/

17.7)

(23.8)

123

(32.5)

156

(41.2)

65/62

(17.2/

16.4)

82/79

(21.6/

20.9)

Hydraulic Pump Flow MP8 Engines, (GPM) at Pump Speed (rpm) REPTO

Pump Speed (rpm)

Parker/VOAC Pump¹

F1–61 1:1.26

REPTO

Ratio

800 L/min (gpm)

(13.5)

900

L/min

(gpm)

(15.3)

1000 L/min (gpm)

(16.9)

1200

L/min

(gpm)

(20.3)

1400 L/min (gpm)

(23.8)

103

(27.2)

141

(37.2)

178

(47.0)

74/71

(19.5/

18.8)

93/90

(24.6/

23.8)

1600 L/min (gpm)

103

(27.2)

F1–81 1:1.26

F1–101 1:1.26

F2–42/42 1:1.26

F2–53/53 1:1.26

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USA141851969 Date 3.2018 Power Take-off (PTO) Page 77 (137)

(18.8)

(23.5)

37/35

(9.8/9.2)

47/45

(12.4/

11.9)

(20.9)

100

(26.4)

42/40 (11.1/

10.6)

52/51

(13.7/

13.5)

(23.2)

111

(29.3)

46/44 (12.2/

11.6)

58/56 (15.3/

14.8)

106

(28.0)

133

(35.1)

56/53 (14.8/

14.0)

70/67 (18.5/

17.7)

123

(32.5)

156

(41.2)

65/62

(17.2/

16.4)

82/79

(21.6/

20.9)

141

(37.2)

178

(47.0)

74/71

(19.5/

18.8)

93/90

(24.6/

23.8)

Page 78

Parker Hannifin Pressure Fittings

A special pressure fitting is required to convert the threads in the pump from BSPP to SAE J37. These fittings are available from Mack Trucks under the following part numbers.

Mack Part Number

Pump Size

BSPP Thread

Tube Size mm (in)

F1–41, F1–51, F1–61

4643–12F40MXS

F2–52 / 52, F2–42 / 42

3/4 x 14

GP1–23, GP1–41

4643–16F40MXS F1–81, F1–101 1 x 11 25 (1)

4643–1620F40MXS GP1–60, GP1–80, GP1–100 1 1/4 x 11 25 (1)

4643–20F40MXS GP1–60, GP1–80, GP1–100 1 1/4 x 11 30, 32 (1 1/4)

4643–24–20F40MXS GP1–60, GP1–80, GP1–100 11/4 x 11 38 (1 1/2)

Hydraulic Pumps Offered By Mack

19 (3/4)

W9133804

Parker Gear Pumps

Model Parker Part No. Mack Part No.

GP1–23 3789383 22045713

GP1–41 3789384 22045714

GP1–60 3789385 22045715

GP1–80 3789386 22045716

GP1–100 3784184 22725227

Mack Body Builder Instructions PI / CHU, AN / CXU, GR / GU, TD, LR, TE / MRU

USA141851969 Date 3.2018 Power Take-off (PTO) Page 78 (137)

Page 79

W9133805

Parker Bent Axial Piston Fixed Pumps

Model Parker Part No. Mack Part No.

F1–25 3781524 20455918

F1–41 3781540 20392941

F1–51 3781550 20392942

F1–61 3781560 20392943

F1–81 3781580 20392944

F1–101 3781600 20392945

F2–42 / 42 3785783 20909025

F2–53 / 53 3783573 20458341

W9133806

Parker Dump Pump

Model Parker Part No. Mack Part No.

G102 3089310913 22745915

Note: Pump specifications can be found in the Pump Speed Calculator or at www.parker.com

Mack Body Builder Instructions PI / CHU, AN / CXU, GR / GU, TD, LR, TE / MRU

USA141851969 Date 3.2018 Power Take-off (PTO) Page 79 (137)

Page 80

Flow Pump, Exploded View

W4003046

Flow Pump, Exploded View

A Pump Assembly

B Pressure Fitting

C Suction Tube Kit

D Screw, included in Suction Tube Kit

E Clamp, included in Suction Tube Kit

F O-ring, included in Suction Tube Kit

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Page 81

PTO Fittings

Part Numbers A mm (in) B mm (in) C mm (in)

85100131 17 (0.6) 136 (5.4) 50 (2)

Part Numbers A mm (in) B mm (in) C mm (in)

85100585 67 (2.6) 110 (4.3) 50 (2)

Part Numbers A mm (in) B mm (in) C mm (in)

85114334 135 (5.3) 83 (3.3) 50 (2)

85114335 147 (5.8) 103 (4.1) 63 (2.5)

Straight Fitting

45 Fitting

90 Fitting

W4003045

Images from top to bottom:

Straight Fitting

45° Fitting

90° Fitting

Note: All pumps have a right hand direction of rotation as seen from the PTO (looking to the front of the vehicle).

Note: All suction fittings come in kit form. Includes clamps, bolts, and O-ring.

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Page 82

Rear-mounted PTO

Rear Engine PTO Unit Identification Unit Identification Stamping

For the Optional Ratio PTO unit, the following model code information represents the identification stamping on the left side of the PTO housing. As the unit is mounted on the rear of the transmission, the stamping will appear upside down. For the direct drive PTO unit, the stamping is not provided as this unit only has one ratio available.

Refer to the inset below for the Optional Ratio unit:

W0041007

Location of Identification Stamping on Left Side of Case

1 RMPTO Assembly (Part) Number

* = digits may vary

1 Assembly Ratio Level

— No P code = 1.47 ratio

— P2 = 1.94 ratio

— P3 = 2.20 ratio

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Page 83

PTO Programming

PTO Types

ESC (Engine Speed Control): This is a function to maintain engine speed regardless of engine load. Think of it as cruise

control for the engine -only instead of maintaining a steady vehicle speed, it is maintaining engine speed. It is most often used to provide steady engine speed when operating auxiliary equipment such as hydraulic pumps or compressors

There are two types of PTO engine speed control used in MACK Trucks, Inc.

“Electronic Hand Throttle”(EHT/PTO 0): This type of engine speed control is standard equipment; it is initiated and con-

trolled using the cruise control "ON/OFF", "RESUME/Accel", and "SET/Decel” switches. Manufacturers refer to this function by different names -Mack calls it "Electronic Hand Throttle" (EHT), In this manual we will refer to it as “EHT”, even though some of the parameters for programming this function will refer to it as "high idle" or PTO 0. (Note that in the North American market, the term "high idle" usually refers to the maximum possible engine speed under no-load conditions).

“Wired” PTO: This type PTO is most commonly associated with the engagement of engine or transmission “Wired” PTO driven accessories, where the user wishes to “remotely” activate the engine speed control function. It is usually accomplished by wiring the auxiliary equipment to the PTO function controller (VECU) so that engaging the equipment will automatically activate engine speed control (ESC).

PTO Functions with MACK Trucks, Inc.

A "PTO" icon will appear in the instrument cluster (conventional and later model MRU/LEU) only when ’Remote’ (’Wired’) PTO input is active. No icon will appear while in Electronic Hand Throttle (EHT).

Electronic Hand Throttle (EHT)

The VECU reads the cruise control switch states, and activates engine speed control (ESC) when conditions are met. These conditions are programmable in the VECU and might include a maximum vehicle speed, park brake set or not, etc. The engine ’set speed’ is selected by either pressing the cruise control "SET" button and then “Accel” button, or by using the accelerator pedal to get the desired engine speed and pressing the cruise control "SET" buttons. Once the PTO function is active, the Accel or Decel buttons can be used to adjust the PTO engine speed (within limits). Preprogrammed set speed or single speed control is also an option.

Physical/Wired PTO

This type of PTO speed control works similarly to EHT, except that the function is activated by applying an external signal to a dedicated PTO input pin on the VECU. The set speed can be adjusted using the cruise control Accel or Decel buttons or preprogrammed. Generally either PTO 1 or PTO 2 are used.

Commonly, the auxiliary device (PTO pump, bypass solenoid, etc.) is wired so as to be activated by the same switch which initiates the engine speed control function. This means that the hardware will be engaged whenever the switch is on, even if the engine speed is not being controlled (the hardware does not know whether the engine is running or not). There also is no protection against an input switch that has been accidentally activated. Therefore the VECU has a sub-function. It is possible to prevent engagement of the auxiliary equipment until certain conditions are met (park brake set, engine speed within a certain range, etc). This output is primarily controlled through the PTO 1 input.

Note: For a mDrive transmission the VECU enables a Transmission mounted PTO through the VECU output function. There- fore, the VECU must receive the PTO 1 input switch signal. The VECU passes this on over the J1939 databus to the TECU, depending on optional conditions.

Note: The Allison Transmission also provides a controlled output.

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USA141851969 Date 3.2018 Power Take-off (PTO) Page 83 (137)

Page 84

PTO Programming

Electronic Hand Throttle(EHT)/High Idle/PTO 0

Worksheet 1, EHT

Step:

Action:

Under what Park brake conditions will the PTO 0/EHT be used:

Stationary Only (with Parking Brake set): AZG = 1 0–1 1 B

While moving, or do not want to require PB set: AZG = 0 0–1 1 B

What affect should Service Brake have?

Service brake should have no effect on EHT: XP = 0 0–1 1 C

Service brake should dropout control: XP = 1 0–1 1 C

What affect should Clutch Pedal have?

Pressing pedal will drop out control : BYR = 2

Pressing Clutch has no effect: BYR = 0

What affect should drive position on automatics have?

Control only works in Neutral: BYM = 1

Control works in Drive or Reverse also: BYM = 0

What affect should accelerator pedal have?

Set VECU

Parameter:

BYT = 2

BYT = 0

BYO = 1

BYO = 0

Allowable

Range:

0–1–2 2 D

0–1–2–3 E

Default

Value:

Step:

accelerator pedal can override set speed. DXH = 0 0–1–2 0 F

accelerator pedal will be ignored while control is

active.

Should the set speed be adjustable with buttons?

Yes, Accel/Decel can change set speed. BXX = 2 0–1–2 2 G

No, Pressing Set/decel causes jump to set

speed. This is single speed control.

When control is started (Set/decel pressed) what should happen?

Set speed will be current engine speed. FGO = 0 0–1 0 I

Set speed will jump to programmed set speed.

(ANE - But still adjustable with buttons.)

What set speed? ANE 500 ~ 2500

What should be the maximum allowed engine

speed when trimming EHT set speed?

What should happen at the max engine speed?

Control stops at this speed. (drops to idle unless

overridden by accelerator pedal)

DXH = 1 0–1–2 0 F

BXX = 0 0–1–2 2 H

FGO = 1 0–1 0 H

600 RPM I

RPM

AND = desired

max. adjustable

speed

FGL = 1 = yes,

dropout

500 ~ 2500

RPM

0–1 1 K

2500 RPM J

Mack Body Builder Instructions PI / CHU, AN / CXU, GR / GU, TD, LR, TE / MRU

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Page 85

Step:

Action:

Set VECU

Parameter:

Allowable

Range:

Default

Value:

Step:

Notes

This is the maximum speed regardless of buttons

or accelerator pedal while EHT is active.

This is just the limit of set speed. (Note that the

state of FGL also affects PTO 1 & 2)

At what road speed should EHT control drop-

out? What is the highest road speed to be

able to activate EHT?

Speed adjustments.

While Accel or Decel are held this is the rate of

change.

While Accel or Decel are stabbed this is the step

change in RPM

Set speeds will be held to the nearest multiple of

FGF. (FGE affects all engine speed control)

DXM = 1 0–1 1 K

FGL = 0

0–1 1 K

DXM = 0

BYE BYG

0 ~ 250 km/h

(0—150

16 km/h (10

mph)

BXE

0-250 RPM 50 RPM DONE

BXF

0-250 RPM 50 RPM DONE

BXI

FGE = 1

FGF = RPM

0–1 FGE = 0

FGF = 50

RPM

DONE

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Page 86

VECU PTO SETUP

If equipment triggered engine speed control is desired, input should be wired to PTO 1 or 2 or, in limited situations, 3 or 4. The worksheet below shows how to set up further features.

Definitions:

Temporary Dropout: These are dropout conditions which disable engine speed control and allow engine speed to fall to

idle. However when the condition is removed engine speed will ramp to previous set speed. Standard dropout conditions require reinitializing of control inputs (PTO on, Cruise on and/or set button pressed) to restart control.

Driveshaft PTO: This is a PTO where the PTO drive is after the transmission output shaft speed sensor, i.e., on a split shaft. The VECU can suppress road speed signals (thereby stopping odometer accumulation) while the vehicle is not actually moving if the PTO feedback is input to PTO 2.

Worksheet 2, Part 1 - PTO1 Engine Speed Control SETUP

Step:

Action:

Under what brake conditions will the PTO1 be used:

Activation condition on brakes BYJ = 2

Service brake released (Ignore park brake) BYJ = 0

Park brake set (Ignore service brake) BYJ = 3

What affect should Clutch Pedal have?

Pressing pedal will drop out control BYQ = 2

Pressing Clutch has no effect BYR = 0

What affect should drive position on automatics have?

Control only works in Neutral. BYN = 1

Control works in Drive or Reverse also. BYN = 0

What affect should accelerator pedal have?

Set VECU

Parameter:

BYL = 2

BYL = 0

BYL = 3

BYS = 2

BYT = 0

BYP = 1

BYP = 0

Allowable

Range:

0–1–2–3–4 2 B

0–1–2 2 C

0–1–2–3 D

Default

Value:

Step:

Mack Body Builder Instructions PI / CHU, AN / CXU, GR / GU, TD, LR, TE / MRU

USA141851969 Date 3.2018 Power Take-off (PTO) Page 86 (137)

accelerator pedal can override set speed. DXJ = 0 0–1–2 0 E

accelerator pedal will be ignored while control is

active.

What inputs activate PTO 1 control?

Cruise control switch On, PTO 1 input High, press

set button.

Cruise control switch On, PTO 1 input High FFA = 2 0–1–2 0 F

PTO 1 input High FFA = 1 0–1–2 0 F

Should the set speed be adjustable with buttons?

Yes, Accel/Decel can change set speed. FDR = 2 0–1–2 2 G

DXJ = 1 0–1–2 0 E

FFA = 0 0–1–2 0 F

Page 87

Step:

Action:

Set VECU

Parameter:

Allowable

Range:

Default

Value:

Step:

No, Pressing Set/decel causes jump to set

speed. This is single speed control.

While Accel or Decel are held this is the rate of

change.

While Accel or Decel are stabbed this is the step

change in RPM

Set speeds will be held to the nearest multiple of

FGF.

When control is started what should happen?

Set speed will be current engine speed FGQ = 0 0–1 0 J

Set speed will jump to programmed set speed. FGQ = 1 0–1 0 I

What set speed? BXJ 500 ~ 2500

What should be the maximum allowed engine

speed when trimming PTO 1 set speed?

What should happen at the max engine speed?

FDR = 0 0–1–2 2 I

Speed adjustments.

DTG DTH

FCL

FCQ

FGE = 1

FGH = RPM

BXU = desired

max. adjustable

speed

0-250 RPM 50 RPM H

0–1 FGE = 0

FGF = 50

rpm

600 rpm J

RPM

500 ~ 2500

2500 RPM K

RPM

Control stops at this speed. (drops to idle unless

overridden by accelerator pedal)

This is the maximum speed regardless of buttons

or accelerator pedal while PTO 1 is active.

accelerator Pedal can override max engine

speed.

This is the limit of set speed. (Note that the state

of FGL also affects PTO 0 & 2).

What should happen at maximum road speed?

Control should dropout at this speed. BYD

Engine power should be controlled to limit to this

speed. This limit will be active regardless of en-

gine speed control activation conditions while

PTO 1 input is high.

While Accel or Decel are held this is the rate of

change.

While Accel or Decel are stabbed this is the step

change in RPM.

FGL = 1 = yes,

dropout

FDE = 1 0–1 1 L

FDE = 0 0–1 1 L

FGL = 0 0–1 1 L

BYF

FRO = 1

EAQ = ROAD

SPEED

Speed adjustments.

DTG DTH

FCL

FCQ

0–1 1 L

0 ~ 250 km/

h (0–150

161 km/h

(100 mph)

mph)

0 ~ 250 km/

h (0–150

161 km/h

(100 mph)

mph)

0-250 RPM 50 RPM N

Set speeds will be held to the nearest multiple of

FGH. (FGE affects all engine speed control).

FGE = 1

FGH

10–100

RPM

FGE = 0

FGH = 50

rpm

Mack Body Builder Instructions PI / CHU, AN / CXU, GR / GU, TD, LR, TE / MRU

USA141851969 Date 3.2018 Power Take-off (PTO) Page 87 (137)

Page 88

Step:

Action:

Set VECU

Parameter:

Allowable

Range:

Default

Value:

Optional Temporary Dropout conditions. Examples below – more available

Control dropped out while service brake pressed. FFH = 4 0–1–2–3–4–52 (not used)

Control dropped out until service brake pressed. FFH = 3 0–1–2–3–4–52 (not used)

Step:

Notes

Control dropped out while clutch pressed FGE = 2 0–1 0 (not used)

Control dropped out until A17 high (PTO 4) Note:

this pin may not be available for this function.

FFT = 4 0–1–2–3–4–

5–6–7–8

0 (not used)

Check the “DCL” connector.

Control dropped out while B21 high (PTO 3)

Note: this pin may not be available for this func-

FFT = 1 0–1–2–3–4–

5–6–7–8

0 (not used)

tion. Check the “DCL” connector.

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USA141851969 Date 3.2018 Power Take-off (PTO) Page 88 (137)

Page 89

Worksheet 3, Part 1- PTO1 Output or mDrive SETUP

Note: If the truck is an mDrive the VECU defaults will be to pass the PTO 1 input switch to the TECU unconditionally, i.e, as

if the switch were directly connected to the PTO drive enable. The worksheet allows conditions to be added. If this is for another transmission, an accessory kit will be needed for the VECU to enable the output function, this would be output B18 of the VECU available also in the “DCL Connector” as “Spare Relay 1”.

Step:

Action:

Set VECU

Parameter:

Allowable

Range:

Default

Value:

Under what Park brake conditions will the PTO 1 be used:

This is an mDrive and only needs to communi-

cate to the TECU

QP = 1 XO = 0

0–1 1 B

XN = 1

Yes, the equipment needs a wired signal.

(Not available on mDrive)

QP = 1 XO = 1

0–1 1 B

No. QP = 0 0–1 2 Skip this

Under what brake pedal conditions affect PTO 1 Output:

Pressing brake pedal will drop out control XP = 1 0–1 0 C

Pressing brake pedal has no effect XP = 0 0–1 0 C

Under what Park Brake conditions affect PTO 1 Output:

Releasing Park Brake will drop out control XM = 1 0–1 0 D

Releasing Park Brake has no effect XM = 0 0–1 0 D

Under what Clutch Pedal conditions affect PTO 1 Output:

Step:

worksheet

Pressing Clutch Pedal will drop out control BZH = 1 0–2 0 E

Pressing Clutch Pedal has no effect BZH = 0 0–1–2 E

Under what Neutral conditions affect PTO 1 Output:

Output will only be active in neutral BZJ = 1 0–2 0 F

Transmission gear status has no effect. BZJ = 0 0–2 0 F

Is there a maximum engine speed for Output activation?

Yes. Output will deactivate above [RPM] engine

speed.

No. Output will activate regardless of engine

CVF = 1

BZF = RPM

CVF = 0 0–1 0 G

500-3500

RPM

700 RPM G

speed.

Is there a maximum Vehicle Speed for Output activation?

Yes. Output will deactivate above [MPH] vehicle

speed.

No. Output will activate regardless of vehicle

CVG = 1

BZG = RPM

CVG = 0 0–1 0 DONE

0–150 MPH 1 MPH DONE

speed.

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Worksheet 4, Part 2 - PTO2 Engine Speed Control SETUP

PTO 2 setup is identical to PTO 1 except for the extra option of road speed suppression.

Step:

Action:

Set VECU

Parameter:

Under what brake conditions will the PTO2 be used:

Same as EHT/PTO 0 FEH = 2

FEK = 2

Service brake released (Ignore park brake) FEH = 0

FEK = 0

Park brake set (Ignore service brake) FEH = 3

FEK = 3

What affect should Clutch Pedal have?

Pressing pedal will drop out control FET = 2

FEW = 2

Pressing Clutch has no effect FET = 0

FEW = 0

What affect should drive position on automatics have?

Control only works in Neutral. FEN = 1

FEQ = 1

Control works in Drive or Reverse also. FEN = 0

FEQ = 0

What affect should accelerator pedal have?

Allowable

Range:

Default

Value:

Step:

0–1–2–3–4 2 B

0–1–2 2 C

0–1–2–3 D

accelerator pedal can override set speed. DXK = 0 0–1–2 0 E

accelerator pedal will be ignored while control is

active.

What inputs activate PTO 2 control?

Cruise control switch On, PTO 2 input High, press

set button.

Cruise control switch On, PTO 2 input High FFB = 2 0–1–2 0 F

PTO 2 input High FFB = 1 0–1–2 0 F

Should the set speed be adjustable with buttons?

Yes, accel/decel can change set speed. FDS = 2 0–1–2 2 G

No, Pressing Set/decel causes jump to set

speed. This is single speed control.

While Accel or Decel are held this is the rate of

change.

While Accel or Decel are stabbed this is the step

change in RPM

Set speeds will be held to the nearest multiple of

FGF.

When control is started what should happen?

DXK = 1 0–1–2 0 E

FFB = 0 0–1–2 0 F

FDS = 0 0–1–2 2 I

Speed adjustments.

FCE FCH

FCR

FCM

FGE = 1

FGI = RPM

0-250 RPM 50 RPM H

0–1 FGE = 0

FGF = 50

RPM

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Page 91

Step:

Action:

Set VECU

Parameter:

Allowable

Range:

Default

Value:

Step:

Set speed will be current engine speed FGR = 0 0–1 0 J

Set speed will jump to programmed set speed. FGR = 1 0–1 0 I

What set speed? FCU 500 ~ 2500

What should be the maximum allowed engine

speed when trimming PTO 2 set speed?

What should happen at the max engine speed?

Control stops at this speed. (drops to idle unless

overridden by accelerator pedal)

This is the maximum speed regardless of buttons

or accelerator pedal while PTO 2 is active.

This is the limit of set speed. (Note that the state

of FGL also affects PTO 0 & 2).

What should happen at maximum road speed?

Control should dropout at this speed. FEB

Engine power should be controlled to limit to this

speed. This limit will be active regardless of en-

gine speed control activation conditions while

PTO 2 input is high.

600 RPM J

RPM

FDK = desired

max. adjustable

500 ~ 2500

RPM

2500 RPM K

speed

FGL = 1 = yes,

0–1 1 L

dropout

FDF = 1 0–1 1 L

FGL = 0

0–1 1 L

FDF = 0

FEE

0 ~ 250 km/

h (0–150

161 km/h

(100 mph)

mph)

FRP = 1

EAR =

ROADSPEED

0 ~ 250 km/

h (0–150

mph)

161 km/h

(100 mph)

Road speed should be disabled if ABS sees 0 road speed, park brake is on and PTO 2 input

FGD = 1 0–1 0

is high.

Optional Temporary Dropout conditions. Examples below – more available

Control dropped out while service brake pressed. FFI = 4 0–1–2–3–4–52 (not used)

Control dropped out until service brake pressed. FFI = 3 0–1–2–3–4–52 (not used)

Control dropped out while clutch pressed. FFO = 2 0–1–2 0 (not used)

Control dropped out until A17 high (PTO 4) Note:

this pin may not be available for this function.

FFU = 4 0–1–2–3–4–

5–6–7–8

Check the “DCL” connector.

Control dropped out while B21 high (PTO 3)

Note: this pin may not be available for this func-

FFU = 1 0–1–2–3–4–

5–6–7–8

tion. Check the “DCL” connector.

0 (not used)

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Page 92

Parameter Programming

General

Abbreviations

•

ACC Adaptive Cruise Control

• BOC Back of Cab

• CAN Controller Area Network

• CDS Custom Defined Statement (replaced by DCL)

• DCL DataMax Control Language

• ECM Engine Control Module

• EHT Electronic Hand Throttle

• EMS Engine Management System

• ESC Engine Speed Control

• FMI Failure Mode Identification

• GMT Greenwich Mean Time

• MID Message Identifier (J1587 source)

• PGN Parameter Group Number (J1939 message ID)

• PID Parameter Identification (J1587)

• PTO Power Take–off

• PTT2 Premium Tech Tool 2

• SA Source Address (J1939 unit identifier)

• SID Subsystem Identification (J1587)

• SPN Suspect Parameter Number (J1939 parameter)

• SSC Single Speed Control

• TCM Transmission Control Module

• VDA Vehicle Data Administration (OEM database)

• VECU Vehicle Electronic Control Unit

• V-MAC Vehicle Management And Control (Mack brand electronics name)

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Page 93

Programming/Common Engine Speed Control Terms According to the VECU

Level Description

If the PTO is switched on, PTO engine speed control will automatically and immediately start, caus-

AutoSet

Cruise Control

Drive-Shaft PTO

Drop-Out

Temporary Drop-Out

Hand Throttle or Elec-

tric Hand Throttle or

PTO 0

ing engine RPMs to go to the target speed, but without pressing the dash speed control set button.

Depending on programming the Cruise/engine speed control dash switch may or may not need to

be on.

At vehicle speeds above a programmable MPH, the ESC (electronic speed control) function be-

comes a cruise control in order to maintain vehicle speed, typically at highway speeds.

PTO power is diverted after the transmission output, often to a special driveshaft. The transmission

output speed sensor reads normally (drives speedometer, odometer), but typically there is no actual

vehicle speed.

When the engine speed control is being used, the condition may stop or ‘drop-out’ due to a pro-

grammed activation conditions. For example, if using the PTO engine speed control and the brake

pedal is touched, engine speed control may drop out and the engine reverts to idle, unless overrid-

den with the accelerator pedal.

Normally a drop-out requires the engine speed control set switch button to be ‘resumed’, or the PTO reactivated to resume normal engine speed control. A temporary dropout automatically resumes the

engine speed control after the condition is removed. In the above example, if the brake pedal is re-

leased, and it is programmed as a temporary dropout, engine speed control will automatically

resume.

These terms are used interchangeably now that all engines are electronically controlled. Commonly

it refers to using the engine speed control or Cruise Control buttons on the dash, with the vehicle

stationary, to activate engine speed controls, without a PTO switch. Use of the EHT may sometimes

be referred to as PTO 0 (as opposed to PTO1, PTO2, etc.).

The VECU programming of engine speed control drives the engine speed automatically to a preset

Single Speed Control

value that is not otherwise adjustable with the speed control switches (but can be overridden with

the throttle pedal).

VECU

Vehicle Electronic Control Unit or MID 144 according to PTT2 . In general, it reads driver inputs and passes them to the Engine.

Notes

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Page 94

Programming

PTT2 has an operation called Parameter Programming which allows changes to settings in most ECU’s. Most settings of concern to the body builder will be in the VECU which is also referred to by its J1587 designation, MID 144. Most settings are level 4, meaning they are freely changeable by PTT2. In rare cases there may be reason to change OEM data as a level 2 parameter, in which case, an accessory kit would need to be applied or tech support would change parameters in the mainframe (VDA) and then a MID reprogramming would be required. MID reprogramming may also be necessary to bring in new features as this also updates the main software and datasets.

V-MAC AND PTT2 Programming Parameter Types:

Level Level Type Description

2 OEM Parameters

3 Dealer Parameters

4 Customer Parameters

Note that PTT2 is actually a sub operation or tool in Premium Tech Tool.

Parameters only available to Mack. Not available or change-

Changeable by PTT2 with an internet connection to the

OEM database, VDA. There are only a limited number of

Level 3 parameters, so that Mack can retain records of deal-

Customer programmable parameters are set by the dealer

or customer with PTT2 and do not require and internet con-

nection. VMAC contains hundreds of customer program-

Notes

able with PTT2 service tool.

er or customer changes.

mable parameters.

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Page 95

Engine Speed Control

Engine speed control refers to electronic hand throttle and PTO speed controls. These are controlled by the VECU.

Introduction

There are actually five programmable speed controls in the VECU. Electronic hand throttle (PTO 0 or High Idle Control) is enabled by the cruise control buttons engine speed control (ESC) is not to be confused with cruise control. The controls are basically the same however engine speed control, of course, sets engine speed while cruise control sets a road speed which the engine attempts to maintain while the respective function is active.

The Mack VECU can be used to change engine speed based on several conditions. The “engagement” or “activation” of this engine speed control can be started based the following depending on parameter settings:

• PTO input

• PTO input while Cruise on/off input is on. (referred to as “Autoset”)

• PTO input while Cruise on/off input is on and set button is pressed

The following can set to disable this control. There are parameters for activation, deactivation and temporary dropouts for each. Temporary dropouts can allow engine speed control to start and stop based on the condition. Standard default setup is to allow engine speed control in the state the truck would normally be parked in. In general, conditions not met on speed control will cause engine speed to drop to idle i.e., drop-out or deactivate.

• Road speed too high (default low).

• Engine speed too high or too low (default allows idle to governed speed).

• Service brake pressed or not (default not pressed).

• Park brake set or not (default set).

• Clutch pressed or not pressed (default not pressed).

• Transmission not in neutral(default not used).

• Secondary inputs (default not used).

Engine speed control can be started with a set speed that is equal to current speed or a programmable speed. The speed can then either be adjustable from there or be fixed at the programmed speed by disabling the accelerator pedal and/or buttons.

PTO 1-4 designated controls are engaged by applying 12V to the respective PTO input and may also require the cruise buttons. The PTO 1 input is usually available as a factory installed dash switch but can also be activated by input to the DCL connector or the Bodylink III/Control Link II connectors. PTO 2 usually does not have a factory installed switch but is available in the DCL connector or the Bodylink III /Control Link II connectors. Inputs for PTO 3 and 4 are not always available and then only in the DCL connector and may need other settings to use since the inputs are also used for other options.

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Starting Engine Speed Control

EHT or PTO 0 can only be started when the cruise control button is on and set- is pressed. After set is pressed, the engine may ramp to a preprogrammed speed or holding the Accel/resume button will ramp the speed up. If control is then “dropped out” by pressing the brake pedal or changing some other dropout condition, control can be restarted by pressing Accel/resume which will command the engine speed to the previous set speed.

PTO 1-4 have options on starting speed commands. These can be summarized as follows:

• Cruise set button starts control if PTO and cruise are switched on.

• PTO input starts control if cruise control is switched on.

• PTO input starts control (regardless of cruise inputs).

Note that limits and accelerator pedal disable apply regardless of the state of engine speed control. Rather, they start based on the PTO input state only.

Fig. 8 ON/OFF Switch

Fig. 9 Set and Accel/Decel Switch

Parameter name Code Description

Enable activation of engine speed con-

trol by engaging PTO 1

Enable activation of engine speed con-

trol by engaging PTO 2

Enable activation of engine speed con-

trol by engaging PTO 3

C0029211

C0029150

FFA

FFB

0 – Control started by Cruise buttons. 1 – Control started by PTO

input. 2 – Control started by PTO input if Cruise switch is on.

FFC

Enable activation of engine speed con-

trol by engaging PTO 4

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FFD

Page 97

Speed Command Start Behavior

Engine speed control can cause the speed to jump to a preprogrammed speed or require button controls for ramp or step commands. Control will jump to a preprogrammed speed if the buttons are disabled for adjustment or if specifically enabled by “jump to”. If buttons can not otherwise adjust speed, this is generally referred to as “single speed control” and also implies disable of the accelerator pedal (shown later).

Note: A Jump to min doesn’t actually cause a jump to the minimum set speed but rather to the “resume speed” (unless the resume speed is set below the minimum)

Parameter name Code Description

Resume or target engine speed for

PTO 0

Engine speed control PTO1, resume

engine speed (speed selector 0)

Resume engine speed PTO 2

Resume engine speed PTO 3

Resume engine speed PTO 4

Enable cruise button for engine speed

mode (PTO 0)

Enable cruise button for engine speed

of PTO 1

Enable cruise button for engine speed

of PTO 2

Enable cruise button for engine speed

of PTO 3

Enable cruise button for engine speed

of PTO 4

Enable "jump to min engine speed" for

PTO 0

Enable "jump to min engine speed" for

PTO 1

Enable "jjump to min engine speed" for

PTO 2

Enable "jump to min engine speed" for

PTO 3

ANE

BXJ

FCU

FCV

FCW

BXX

FDR

FDS

FDT

FDU

FGO

FGQ

FGR

FGS

RPM for initial command of PTO engine speed control.

0 – Set +/- do not adjust speed. RPM will jump to “resume” speed.

1 – Set +/- adjust speed while PTO is on 2 – Set +/- adjust speed

while PTO and Cruise is on.

On – Control will jump to resume speed Off – Control depends on

cruise settings above.

Enable "jump to min engine speed" for

PTO 4

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FGT

Page 98

Accelerator Pedal Disable

The accelerator pedal can be set to be ignored while either PTO is active or if hand throttle is active. Two potentially important details are here.

Use of “2 – accelerator pedal ignored” is recommended because the engine will require the PTO to be deactivated and the pedal at 0 position before allowing accelerator pedal command. The “set to 0” will resume pedal control where ever it is. That could potentially have the engine ramp if the pedal were to have inadvertently been pressed.

If PTO 0 is set to disable throttle pedal, the throttle pedal will remain disabled until the cruise control switch is turned off or the resume function is disabled. The throttle pedal remains disabled while the PTO 0 is ready to resume. To disable this resume feature see parameter FGN.

Parameter name Code Description

Disable accelerator pedal for engine

speed control PTO0

Disable accelerator pedal for engine

speed control PTO1

Disable accelerator pedal for engine

speed control PTO2

Disable accelerator pedal for PTO 3

Disable accelerator pedal for PTO 4

DXH

DXJ

DXK

DXL

FFE

0 – no effect on accelerator pedal 1 – accelerator pedal set to 0

(not recommended) 2 – accelerator pedal ignored. While respective

engine speed control is active or in “resume ready” state.

Ramp

If engine speed control is started and the buttons are enabled to adjust speed, the rate of increase while the button is held is controlled by the ramp rate parameters. Note that this does not affect the rate at which a resume speed is reached.

Parameter name Code Description

Engine speed control trim ramp up

Ramp up value at increased engine

speed for PTO 1

Trim factor at engine speed trim ramp

up for PTO 2

Trim factor at engine speed trim ramp

up for PTO 3

BXE

DTG

FCE

FCF

While resume/Accel is pressed engine speed will ramp up at this rate

(rpm/s).

Trim factor at engine speed trim ramp

up for PTO 4

Engine speed control trim ramp down

Ramp down value at decreased engine

speed for PTO 1

Trim factor at engine speed trim ramp

down for PTO 2

Trim factor at engine speed trim ramp

down for PTO 3

Trim factor at decreased set engine

speed for PTO 4

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FCG

BXF

DTH

FCH

FCI

FCD

While Set/decel is pressed engine speed will decrease at this rate.

Page 99

Step or Bump Adjustments

Short presses on the control buttons will cause step increases in set speed to be commanded. The step (or bump) is controlled by parameters below.

Parameter name Code Description

Engine speed control step up rpm

(PTO0)

Engine speed step up factor for PTO 1

Engine speed step up factor for PTO 2

Engine speed step up factor for PTO 3

Engine speed step up factor for PTO 4

Engine speed control step down factor

(PTO0)

Engine speed step down factor for

PTO1

Engine speed step down factor for PTO

Time before PTO activation is seen as

a ramp

FCL

FCM

FCN

FCO

BXI

FCQ

FCR

FCS

FCT

DHA

If the resume/Accel button is pressed briefly and released engine set

speed will increase by this RPM.

If the set/Decel button is pressed briefly engine set speed will de-

crease by this much.

This is the time that determines whether a press is a ramp or a step.

Default is 250 ms.

Hold to Nearest (Set Speed Rounding)

The engine set speed will be whatever the engine speed is when the button is released after holding for a ramp. To prevent need to be precise about button release timing to achieve a round set speed “hold to nearest” can be used. For example, if set to 100 rpm the set speed after a ramp will be 1200, 1300, etc. by 100s rather than 1231, 1319, or any in-between value.

Parameter name Code Description

"Hold to nearest" step value for PTO 0 FGF

"Hold to nearest" step value for PTO 1 FGH

"Hold to nearest" step value for PTO 2 FGI

"Hold to nearest" step value for PTO 3 FGJ

"Hold to nearest" step value for PTO 4 FGK

Engine speed command will be rounded to this RPM.

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Control Conditions

There are several possible conditions that will cancel/dropout or prevent engine ramping (ESC, engine speed control). The standard setup is to only allow engine speed control while stationary.

• Service Brakes

• Park Brake

• Road speed

• Engine speed

• Transmission state

• Clutch

• Other switch

Many of these can be set as temporary dropout. Standard dropout indicates that if the condition is not met, that engine will return to idle and PTO or cruise set will have to be reset or toggled to restart engine speed commands. Temporary dropout refers to that the engine ramp will occur as soon as the condition is cleared without any other action necessary.

Basic Brake conditions

For single control strategies these two parameters should be all that is necessary. If a PTO set speed is to be used while the truck is in motion, then AZG (park brake condition) should be disabled. However this will affect any other PTO including hand throttle/PTO 0. If one PTO is to be set up differently from another, the next sections parameters should be used to individually override these parameters.

Parameter name Code Description

Enable brake pedal cond for high idle

Enable parking brake cond for high idle

Notes

AZG

Yes – Brake pedal application will prevent or dropout engine speed

control for any PTO 0-4 No - Brake pedal does not affect engine

speed control for any PTO

Yes – Park brake must be applied to allow engine speed control for

any PTO 0-4 No - Park brake does not affect engine speed control

for any PTO 0-4

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