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Complete digital official shop manual contains service, maintenance, and troubleshooting information for the DAF Trucks 45, 55, 65, 75, 85, 95, LF45, LF55, CF65, CF65 (II), 65CF, CF75, 75CF, CF85, 85CF, 95XF, XF95, XF105 Series. Diagnostic and repair procedures are covered in great detail to repair, maintain, rebuild, refurbish or restore your vehicle like a professional mechanic in local service/repair workshop. This cost-effective quality manual is 100% complete and intact as should be without any missing pages. It is the same factory shop manual used by dealers that guaranteed to be fully functional to save your precious time.
This manual for DAF Trucks CF/LF/XF Series is divided into different sections. Each section covers a specific component or system and, in addition to the standard service procedures, includes disassembling, inspecting, and assembling instructions. A table of contents is placed at the beginning of each section. Pages are easily found by category, and each page is expandable for great detail. It is in the cross-platform PDF document format so that it works like a charm on all kinds of devices. You do not need to be skilled with a computer to use the manual.
FILELIST (3.6G PDF):
Workshop Manual – XF Series
Workshop Manual – LF Series
Workshop Manual – CF Series
Workshop Manual – 45-55-65-75-85-95 Series
Workshop Manual – Engines
Workshop Manual – Transmission
Maintenance Manual & Handbook
95XF series Inspection and adjustment TRAILING AXLES
2. INSPECTION AND ADJUSTMENT
2.1 INSPECTION AND ADJUSTMENT, WHEEL BEARING PLAY
Inspecting the wheel bearing play
1. To ensure a reliable inspection of the wheel bearing play, use the special tool (DAF No. 0535595).
The special tool consists of:
2. central nut
3. dial gauge holder
4. threaded spindle
6. socket wrench
7. additional extension pieces
2. Remove the hub caps.
3. Remove two opposite wheel nuts.
4. Fit the extensions (1) to the vacant wheel studs. The extensions belonging to the set
should now be extended using the extensions (7).
5. Place the dial gauge holder (3) on the central nut (2).
6. Fit the central nut (2) to the axle journal using the socket wrench (6). If too little screw thread extends from the lock nut to fasten the central nut (2) to the axle journal, remove the lock nut from the axle journal using special tool (DAF No. 0535832 for trailing axle 09N075 and DAF No. 0535648 for trailing axle 09N220).
When the axle journal lock nut has been removed, tighten the central nut (2) to the tightening torque specified for the lock nut. See main group “Technical data”.
7. Place the dial gauge in the dial gauge holder (3) so that the stylus abuts the hub. Make sure that the stylus of the dial gauge does not enter a threaded hole of the hub,
because the stylus might break off when the wheel is turned.
8. Position the bridge (5) on the extensions (1) so that the end of the spindle fits into the recess of the central nut (2). Tighten the bridge with the nuts.
9. Place a torque wrench on the hexagon head of the spindle (4). Press the hub firmly onto the axle journal by screwing the spindle in until a tightening torque of 40 Nm is reached.
10. Withdraw the hub by unscrewing the spindle until a tightening torque of 40 Nm is
11. Press the hub firmly onto the axle journal by screwing the spindle in until a tightening torque of 15 Nm is reached, and set the dial gauge to “O”.
12. Withdraw the hub by unscrewing the spindle until a tightening torque of 15 Nm is reached. Take the reading from the dial gauge and compare this value with the specified value. See main group “Technical data”. If the measured value falls outside the tolerance, the wheel bearing play should be readjusted.
13. Remove the special tool.
3.3 VISCOUS FAN CLUTCH
The fan is connected to the engine by means of a viscous fan clutch. If, under certain circumstances, the heat is not sufficiently dissipated by the air flow passing through the radiator, the fan will have to draw in extra cooling air through the radiator. In a viscous fan clutch, the drive torque is transmitted by a silicone fluid.
The fan clutch is divided into two chambers. In the working area (1) is the rotor (2), which is connected to the drive flange (7). The supply chamber (3) rotates freely round the drive flange
(7) and is connected to the fan. There is silicone fluid in the supply chamber (3). The opening (4) in the supply chamber (3) is closed by a valve (5).
The valve (5) is operated by a bimetallic strip (6). If the opening (4) in the supply chamber (3) is closed by the valve (5), no silicone fluid can enter the working area (1). The silicone fluid still present in the working area (1) will flow back to the supply chamber (3) through the bores (8). As only very little fluid will be left in the working area (1), there will be a great difference in rotating speed (slip) between the drive flange (7) and the supply chamber (3) with the fan.
When the air temperature increases, the bimetallic strip (6) will bend and the valve (5) will partially release the opening (4) in the supply chamber (3). Through this opening, a limited amount of silicone fluid can enter the working area (1) and flow past the rotor (2). This will cause friction, so that the difference in rotating speed (slip) between the drive flange (7) and the supply chamber (3) with the fan will decrease.
(6) will continue to bend and the opening (4) in the supply chamber (3) will be fully released. The further the opening (4) in the supply chamber (3) is released, the more silicone fluid will flow into the working area (1) and past the rotor (2). As a result of the increase in friction, the difference in rotating speed (slip) between the drive flange (7) and the supply chamber (3) will further decrease.
4.2 REMOVAL AND INSTALLATION, OIL COOLER
Removing the oil cooler
1. Drain the coolant. See ’Draining and filling’.
2. Remove the lubricating oil filter.
3. Remove the turbocharger oil supply pipe.
4. Remove the attachment bolts from the oil cooler and remove the oil cooler.
Installing the oil cooler
1. Fit the oil cooler with new gaskets and tighten the attachment bolts to the specified torque and in the specified sequence. See ’Technical data’.
2. Tighten the oil supply pipe to the specified torque. See ’Technical data’.
3. Fit the lubricating oil filter.
4. Fill the cooling system.
5. Run the engine briefly, and check that the oil cooler does not leak.
6. Check the lubricating oil level.
7. Check the coolant level.
1. DESCRIPTION OF COMPONENTS
1.1 SHOCK ABSORBER
The function of the shock absorber is twofold:
– to control the movements of chassis and superstructure in relation to the axle. Optimum comfort is achieved when the chassis and superstructure remain truly horizontal and are not subjected to any vertical accelerations when moving;
– to control the movements of the wheels on the road. Optimum handling is achieved when all wheels remain in continuous contact with the road surface. The rate of the above-mentioned movements depends on the available spring travel. The available spring travel is the difference in height between an unloaded spring and a fully loaded spring. A well-functioning shock absorber with characteristics appropriate to the operating conditions will be the best possible compromise to fulfill the above-mentioned functions.
DAF only uses double-acting type shock absorbers. On vehicles with air suspension, hydraulic stroke limitation is used.
The shock absorber consists of:
– an operating cylinder, in which the actual damping is done by a piston with piston rod of which the valve unit damps the rebound stroke;
– a bottom valve which, in combination with the piston valve unit, damps the bump stroke.
– a reservoir tube which draws in oil surplus (result of the volume taken up by the piston rod) via the bottom valve;
– a dust cover, attached to the piston rod.
LEADING REAR AXLE SUSPENSION
System description XF105 series
Principle of leading rear axle air suspension
The air flows from the air supply unit (1) (port 26) to the pressure-limiting valve (2). The pressure-limiting valve (2) limits the air pressure to the load-sensing valve (3) to 5.5 bar. The load-sensing valve (3) which is connected to the tandem axles by a rod, responds to each distance change between the tandem axles and the chassis.
When the axle load on the tandem axles increases, the bellows pressure of the leading rear axle is increased through the load-sensing valve (3).
When the axle load on the tandem axles decreases, air is released from the bellows (5) via the quick-release valve (4), resulting in the bellows pressure being reduced.
If the axle load of the leading rear axle increases, for example as a result of driving over a speed bump, then the bellows pressure will become higher than the pressure in the supply pipe to the quick-release valve (4). This results in the quick-release valve (4) blowing off, causing the axle load to decrease.
Principle of lifting gear Lifting of leading rear axle When switch (C881) is set to position “Lift leading rear axle”, an electrical signal is applied to the ECAS valve block (B383) and a number of valves in this block will switch position. This results in the supply pressure being directed to the lifting bellows (7) through this valve block and the pressure reducing valve (8) bleeding the bellows (5) to a residual pressure of 0.5 bar, so that the leading rear axle will be lifted.
Lowering of leading rear axle When switch (C881) is set to position “Lower leading rear axle”, an electrical signal is applied to the ECAS valve block (B383) and a number of valves in this block will switch position.
As a result, the pressure in the bellows (5) will increase, depending on the axle load. The pressure in the lifting bellows (7) can escape via pressure reducing valve (8); at a pressure of 1.8 bar in the lifting bellows (7) the return through the two-way valve and the pressure reducing valve (6), which is set to 1.8 bar, will be closed off. In this way, there will always be a residual pressure of 1.8 bar inside the lifting bellows (7).
LF45/55 series STRUCTURE
SINGLE REAR AXLE 5.10
SINGLE REAR AXLE 5.12
SINGLE REAR AXLE 5.14
SINGLE REAR AXLE 8.20
SINGLE REAR AXLE 10.20
SINGLE REAR AXLE 10.26
SINGLE REAR AXLE 11.26
SINGLE REAR AXLE 1132
SINGLE REAR AXLE 5.12 – Draining and filling
4. DRAINING AND FILLING
4.1 DRAINING AND FILLING, DIFFERENTIAL
To prevent skin injury, avoid unnecessary contact with the drained oil.
Draining the differential
1. Position the vehicle on a level surface.
2. Place a suitable tray beneath the differential to collect the oil.
3. Remove the drain plug (1) and the level check/filler plug (2). Drain the oil.
4. Apply sealant to the thread of the drain plug (1). Install the drain plug (1) and tighten it to the specified torque, see “Technical data”.
Filling the differential
1. Fill the differential gear via the level check/filler plug (2) with the specified, correct quantity of oil. See “Technical data”.
2. Check the oil level after approx. 5 minutes; it should reach up to the level check/filler plug (2).
3. Apply the specified sealant to the level/filler plug (2) thread. See “Technical data”. Fit the level check/filler plug (2).
4.2 DRAINING AND FILLING, WHEEL HUBS
To prevent skin injury, avoid unnecessary contact with the drained oil.
Note: The design of the hub and the location of the drain/filler plug may differ from the illustration, depending on the version.
Draining the wheel hub
1. Position the vehicle on a level surface.
2. Position the wheels in such a way that the drain/filler plug (1) is on the underside.
3. Place a suitable tray under the hub to collect the oil. Remove the drain/filler plug (1).
4. Drain the oil and let the oil leak out of the hub.
Filling the wheel hub
1. Position the wheels in such a way that the drain/filler plug (1) is on the top side.
2. Fill the wheel hub with the specified, correct quantity of oil. See “Technical data”.
3. Apply sealant to the thread of the drain/filler plug (1). Fit the drain/filler plug (1) into the hub.
3. THREADED CONNECTIONS
3.1 DIPPED THREADED CONNECTIONS
The components may have threaded connections that have been treated with lubricant (dipped threaded connection). Galvanized bolts and nuts are wax dipped in the factory. Black annealed and phosphatised bolts and nuts are oil dipped.
The advantage of using a lubricant is that friction during tightening of the threaded connection is reduced, so that the specified pre-tension can be obtained accurately and more easily. The tightening torque can be reduced while the pretension force remains the same.
To achieve a small spread in the pre-tension force, the dipped threaded connection must be tightened accurately. Therefore, always use a reliable torque wrench that provides a high degree of accuracy.
Have torque wrenches regularly inspected and calibrated.
To achieve the correct pre-tension when re-using nuts and bolts, it is important to clean the thread thoroughly. After cleaning, apply one drop of lubricant to the first turn of the screw thread and one drop to the contact surface of the nut or bolt.
If bolts and nuts are to be re-used, do not lubricate them with anything other than engine oil.
Lubricants other than engine oil or factory-applied lubricant must not be used under any
circumstances because of the difference in friction coefficient.
When locking compounds are used for dipped threaded connections, the instructions given here
apply, except for applying lubricant to the first turn of the screw thread.
The reason for this is that the friction coefficients of other lubricants vary too much and are not the same as those of the above-mentioned lubricants.
The use of locking compounds in combination with dipped bolts and nuts creates no problems.
4.1 DISASSEMBLY AND ASSEMBLY, AIR COMPRESSOR DRIVE GEAR
Disassembly, air compressor drive gear
1. Remove the air compressor.
2. Position a filter belt with a textile or leather band (usually used for removing screwed filters) around the drive gear.
3. Loosen the central attachment nut, using the filter pliers to prevent the air compressor shaft from turning along.
4. Remove the central attachment nut.
5. Use a puller to remove the drive gear.
Assembly, air compressor drive gear
1. Thoroughly clean the parts to be assembled.
The contact surfaces of the gear attachment and the air compressor shaft should be absolutely free from grease.
2. Inspect the parts to be assembled for damage and deformation. Replace the parts if necessary.
3. Fit the drive gear to the air compressor shaft.
4. Fit the central attachment nut to the air compressor shaft. Hold the air compressor gear in place using the filter belt. For the specified torque, see ‘Technical data’.
5. Fit the air compressor.
CF65/75/85 series – STRUCTURE
MECHANICAL GEARBOX CONTROL
PNEUMATICALLY ASSISTED GEARBOX CONTROL (SERVOSHIFT)
GEARBOX – PNEUMATIC SECTION
ZF 6S-850 GEARBOX
ZF 8/9/16S-109 GEARBOX
ZF 8/16S-151/181 AND 16S/221 GEARBOXES
EATON FS/6309A GEARBOX
TECHNICAL DATA – Allison automatic gearbox
8. ALLISON AUTOMATIC GEARBOX
The Allison transmission, which is used in the CF65/75 series, is electronically controlled and has its own diagnostics system that records any faults in the memory of the ECU (Electronic Control Unit). The faults can be read at a later date. The system is operated and the faults are read via the selector keypad. This selector keypad has a display and is located next to the driver’s seat; it replaces the gear lever with manual gearboxes.
8.2 TIGHTENING TORQUES
The tightening torques stated in this section are different from the standard tightening torques stated in the overview of the standard tightening torques.
The other threaded connections not specified must therefore be tightened to the torque stated in the overview of standard tightening torques.Unless stated otherwise, when attachment bolts and nuts are replaced, it is important that these bolts and nuts are of exactly the same length and property class as those removed.
ZF 8/9/16S-109 GEARBOX
General ΧΦ65/75/85 series
1.2 SYSTEM DESCRIPTION
A. Integrated splitter box (two gears)
B. Main group with four forward gears and one reverse gear
C. Range box or range group (two gears)
1. Input shaft
2. Lubricating oil pump
3. Main shaft
4. Selector shafts with shifting forks
5. Planetary gears for range group
6. Output shaft
7. PTO connection point
8. Auxiliary shaft
4. REMOVAL AND INSTALLATION
Removal and installation
4.1 REMOVAL AND INSTALLATION, LUBRICATING OIL FILTER
}To prevent skin injury, avoid unnecessary contact with the drained lubricating oil. Be careful when changing the oil. Hot oil may cause serious injuries.
Removing the oil filter
1. Clean the location and the area surrounding the filter element if extremely fouled.
2. Remove the filter element by turning it anti- clockwise. Collect any oil that is flowing out.
3. Remove the O-ring if it has not been removed already.
Installing the oil filter
1. Lightly oil the filter element sealing ring.
2. Fill the filter element with clean oil. Use the specified oil.
3. Fit the filter until the seal abuts, and tighten it by hand another • to a full turn.
4. Run the engine for a short time and check whether the oil filter is correctly sealed.
5. Check the oil level and correct if necessary. Use the specified oil.
4.4 REMOVAL AND INSTALLATION, LUBRICATING OIL PUMP
Removing the lubricating oil pump
1. Remove the fan.
2. Remove the poly-V-belt.
3. Remove the vibration damper and the crankshaft pulley.
4. Remove the front crankshaft seal.
5. Remove the front engine panel.
6. Remove the attachment bolts from the lubricating oil pump crosswise and remove it.
Installing the lubricating oil pump
1. Check the lubricating oil pump.
2. Fill the lubricating oil pump with engine oil and position the lubricating oil pump in the cylinder block.
3. Fit the attachment bolts and tighten them crosswise to the specified torque. See “Technical data”.
The rear plate of the lubricating oil pump is at the back of the bore; if the lubricating oil pump is fitted correctly, the flange will not touch the cylinder block.
4. Fit the front engine panel.
5. Fit the front crankshaft seal.
6. Fit the crankshaft pulley and the vibration damper.
7. Fit the poly-V-belt.
8. Fit the fan.
1. SAFETY INSTRUCTIONS
– The sulphuric acid in the batteries is an aggressive and poisonous liquid. While working on batteries, wear protective clothing, gloves and safety goggles.
In case of contact with clothes, skin or eyes, wash immediately with copious amounts of water. Consult a doctor in case of contact with the eyes or skin.
– Always remove the earth lead first before working on batteries.
When connecting battery leads, always connect the earth lead last.
– Always handle batteries carefully and hold them upright.
– When topping up batteries, never allow the electrolyte level to rise more than 10 mm above the plates or above the level indicator.
– Never put tools or other materials, which could accidentally short circuit the battery poles, down on the batteries or in the vicinity of batteries. Short-circuited battery poles may cause the battery to explode.
– Secure the batteries well after completing the work, but not too tightly.
3.7 REMOVAL AND INSTALLATION, BRAKE DRUM
Removal, brake drum
1. Pressurise the air system.
2. Place chocks in front of and behind the wheels of an axle on which you are not working.
3. Release the parking brake by means of the parking brake valve or by removing the release bolts from the spring brake cylinders.
4. Turn the automatic slack adjuster back completely.
5. Unscrew the wheel nuts.
6. Jack up the axle in question.
7. Support the axle with stands.
8. Remove the wheels.
9. Remove the two attachment bolts (A) from the brake drum.
10. Insert two jack screws in the threaded holes (B).
Never use a pneumatic tool for tightening the jack screws.
Tighten them evenly by hand. This brings the brake drum to pressure. Use a copper punch to work the brake drum from the hub.
Use lifting gear to remove the brake drum.
Installation, brake drum
1. Clean the fitting edge of the brake drum and the wheel rim with a steel wire brush.
2. Then smear the fitting edge lightly with grease. This grease layer should prevent the brake drum from rusting tight.
3. Remove the jack screws from the brake drum.
4. Fit the brake drum using the lifting gear.
5. Fit two wheel nuts opposite one another.
6. Tighten these wheel nuts evenly until the brake drum is correctly on the hub.
7. Remove the wheel nuts.
8. Fit the attachment bolts for the brake drum.