Service and Operation for SV505/510

How They Work

By Gerry Petty
Cell 770 712 6168
Email
g-petty@sakaiamerica.com

Types
T / Pad Foot Drum
Used primarily in clay, other cohesive soils

D / Smooth Drum

TF / Combo Drum
A pad foot drum with a smooth 2 piece shell bolted on

TB/ Pad Foot with a Blade

Scrapers
Below, a double row of T drum scraper bars , this is the only way to run two sets of bars, if these
bars are installed behind the drum as they were in the past, dried packed dirt can break the
mounting brackets off. Normally only the upper set of bars are needed.

Only D models (smooth drum)should have scrapers mounted here, behind the drum.

Below, D drum scraper bars. It only looks like its touching, allow one half inch
of clearance.

A TF drum (combo) comes with both styles of scraper bars. They can be stored on the
roller as shown. Scrapers should be adjusted to within one half inch away from the
drum.

TF Drums
Sakai Combo drums are a good way to gain more utilization from a single
machine.
Over 4000 pounds is added to the drum, this is good for compaction but
reduces travel performance on slopes. The larger diameter reduces torque
to the ground and conversely increases speed.
To install shell kit, clean / scrape all surfaces down to the paint. The
mounting flange should make full contact with the drum. If the shell
halves only contact the drum at the shells 4 corners the corners must be
trimmed. If the shell is resting on four tiny points (corners) it cant be
pried into bolt hole alignment.
Use best hardware available, only heavy washers. Torque to 220 ft lbs.
These can be a Bear to install. Dont be afraid to trim holes if its OK with
the owner. I suggest only trimming the shell flange, not the drum.

General maintenance is simple. For details see the operator manual or the
Service Chart. Not mentioned in the chart but very important is keeping the
cooling system clean.

Access to the oil cooler, CAC and radiator is through the cover behind the seat. All
machine functions are hydraulic so its important to keep the coolers clean to promote
long life. The trouble you will get from stopped up coolers is generally very expensive
and irreversible once it shows up. A single plastic grocery bag sucked over the cooler
can cause big problems, always check for obstructions by looking through the top
door.

The coolers/ radiator can be inspected from the top cover, behind the seat.
Coolant over flow bottle is at the top of the picture.

If the maintenance dash light comes on, drain water from the separator petcock on
the bottom of the filter. Then bleed the connection at the main fuel filter. A good
practice would be to also drain the tank trap at the same time.

The fuel tank is all metal, keep rental machines full of fuel and drain the trash trap
regularly. Older 505 & 510s with tier 2 Cummins power and tier 1 Isuzu engines also
have screens at the fuel filter inlet banjo fittings. Older machines may also have inline
trash screens above the fuel tank.
Trash in the fuel system is the number one cause of trouble from these machines
when rented.

Air filters are two stage, we do not recommend blowing out air filters, there is great
opportunity to ruin the engine , never remove the inner filter unless there is a new
one to install.

There is no seal at the air filter inlet tube to the filter housing, the filters themselves
seal to the inside and outside circumference of the tube inside the housing, a loose fit
of this tube to the housing will not allow dirt into the system.

Check security of CAC hose clamps, they have been known to blow off. The machine
will be weak and noise made by the leak will be noticeable.

There are only 8 grease fittings, all around the articulation joint. Two are on the
slewing ring, two on the trunion bearings and two on each steer cylinder

There are numerous decals on our machines indicating maintenance procedures, here
the vibe oil check method is demonstrated. There is a breather on the bearing housing
that vents the viberator housing. Misting, dampness around the breather is normal.

Drum drive on left side, one of the gearbox plugs is shown. The drive is a motor
gearbox combination, the motor is internal. These front drives rarely give trouble and
cannot leak into the vibe cavity.

Rear drive is via Dana limited slip planetary axle. If you ever see only one tire spinning, the non turning
side axle is broken. Both wheels are always under power, when one tire needs to go faster the Limited Slip
Differential allows it. Loud popping or grinding noise during sharp turns is not normal. You may hear the
muffled bumping during a turn of the Diff lock slipping as the outside axle must go faster than the
inside axle.To fully drain the axle the outboard planetary plugs need to be removed also. To refill place
the plug at 3 or 9 O-clock

Without the deck on, the axle oil level plugs are clearly visible, after draining, insure
oil is filled up to plug level at the planetarys and the center housing.

Hydraulic tank has a sight gauge and there is a 50 micron suction screen inside the
tank. It should be removed only in the case of a major failure. To remove the suction
screen the deck must be lifted or the tank lowered.

The hydraulic filters are below the deck on the left side, also notice the charge
pressure test port and the brake hose both off of the rear filter. This is where the brake
solenoid valve receives pressure to release the brakes.

A better look at the fuel/water separator, prime pump, fuel supply and return hoses
and the fuel level sending unit.

505 & 510 Tier three machines are 12 volt, before tier 3, both machines were 24 volt.

General operation
Operation, power train and vibration system is
the same for the 505 & 510 machine family, the
difference is intended use, drum type and tires.
The SV505 and the SV510 differ mainly in a
traction control system is added to the 510.
Traction control system on 510 consist of
upgraded front drum drive, upgraded rear drive
motor and a computer that balances torque in
the two drives.
Travel & vibe speeds can be changed at full RPM

Tier three 505 and 510s use throttle switches instead of levers. Also shown here are
the engine trouble lights, Engine stop indicates a critical fault has occurred and the
operator should shut down as soon as it is safe. Warning indicates maintenance is
required, usually the water separator requires draining, wait to start light indicates the
computers pre start check cant be completed, look for loose connections.

Park brake button is push on, push off

Be aware that pulling on the button like a truck air brake valve will cause obvious
mechanical failure.

Controls are straight forward. The vibe function now operates only at full throttle, all
machines prior to tier three could vibrate at any throttle setting. The switch at the top
of the right console controls the two force selections available, referred to as high and
low amplitude. Second switch allows manual control (FNR handle button) of vibe
function or CONTinuous operation, continuous means vibe stays on unless FNR is in
neutral. (a handy diagnostic tool)

The FNR lever grip houses a thumb switch to control vibe manually. A back up and
neutral switch operate via movement of the FNR. The FNR is used to control travel
speed and stopping via dynamic braking. The machine will creep on a hill if only
dynamic braking is applied. Shutting off the machine or setting the park brake will
hold the machine securely. There is no brake in the front drum.

Hoods are hinged at the rear for access to engine & hydraulics. Always use the prop
rod, the hood is heavy and can cause injury if closed on someone.

Brake operation
Brake operation is spring applied, pressure released. The brake valve is operated by either the
pedal switch or the dash park on/off button. To apply the brake, charge pressure is diverted by
the brake valve to tank and spring force compresses the brakes. To release the brakes, charge
pressure is directed against pistons that overcome the spring force, releasing the brakes. Constant
charge pressure (about 340 psi) is required to keep the brakes released. The pedal switch is a
momentary type switch. Brakes are not proportioning. If you want to know brake condition, pull
up on a slope, go to neutral and leave the engine at idle. The machine should creep down hill.
Now kill the engine, the springs will set the brakes and you should stop instantly.

Towing the machine may become necessary for various reasons. To move a dead Sakai
just remember to find the towing decal, all models have one. The 505 / 510 tow decal
is at right side of the operator station.
Dragging these machines without opening the tow valve and releasing the brakes
has been known to cause hydraulic system damage.

There are 4 brake release screws on the axle, use carefully, the piston tang
that the screw pushes against can be broken off by too much torque on the
screws. The towing decal contains measurements to safely use the screws.

A tow valve is provided to prevent dynamic braking while under tow. The tow valve is behind the
steps on the left side. Before releasing the brakes and tow valve, chock the machine, they will roll
like a roller skate down a modest hill. Always check the two valve when the complaint is sudden
travel problems.

Cummins QSB4.5

These engines have proven very reliable.

Unless you are a Cummins authorized service provider you should not make an attempt
to do warranty work on the engine. This includes starter, alternator, oil pan, seals and
fuel system after the priming pump.
Sakai will pay for service calls to determine the nature of engine problems. To
determine if the problem is Sakai or Cummins, first check for fault codes. Make sure
common start problems are resolved (dead batteries, bad key switch, out of fuel). Then
insure fuel is flowing to the engine. Verify no physical damage has occurred. If the
engine trouble is not caused by a Sakai fault then call the local Cummins dealer and
arrange a service call. With the engine SN they will open a repair order and file a claim
for warranty repairs. You may be billed if the diagnosis is incorrect, so be sure. I can help
during the service call via cell phone, call if necessary.
When working on the engine always collect data plate information.
Never break common rail fuel lines lose without having a new one to replace it with.
Theres a limit to what can be done to these engines without proper training and
equipment. They can however suffer from common problems shared by less
sophisticated engines of the past. They may not crank or run with a broken fan belt. I
found one machine that would barely run, the problem was a locked up alternator.
After long storage look for damage to small hoses and harnesses from rodents. Some
codes indicate only broken connections, check all plugs and exposed connections.
These engines need extra clean fuel free of water. Drain the tank and separator water
traps often.

Diagnostic Switches, below steering column next to fuses.

Finding Fault Codes

Check / Stop Engine lights

Finding Trouble Codes

Cummins Diagnostic Connector location. Communication difficulty between a laptop

and the engine usually means the 1 amp fuse has blown. This fuse should be replaced
with a 10 amp fuse.

Machine Fuses in the Battery Box

There are fuses in two places, under the steering wheel next to the diagnostic
switches and here in the rear left side of the machine, next to the batteries.

You should always hear the battery relay kick in when the key switch is turned on.

Also in the battery area are the main grounds. The small black wire is ground for the
Cummins ECM, there is another ground (braided strap) at the ECM, it grounds to the
block. A loose ground will keep the engine form running.

Vibe Solenoid Grounds

The Drum

The main shaft, 23, runs in 90 Wt oil and is driven by motor, 14. Hydraulic oil can enter the drum
from the vibe motor but it is rare. Oil from the drive gearbox/motor, 3, has no path to leak into the
vibe cavity. Excess oil in the vibe will contact the weights, slow vibe speed and overheat the hydraulic
system.
Lube of the vibe bearings is by gravity and requires the drum to be rolling. Static vibration for testing
should be brief. The odd rectangle shapes at the four corners of the vibe cavity are paddles that
collect & pour oil on the bearings. The vibe can be ran static for testing but it should be kept to less
than a minute, then shut off the vibe and roll two revolutions to re lube the shaft bearings before
continuing.
With normal care the bearings will rarely fail, a recent failure at 2600 hours revealed one perfect vibe
bearing and one burnt and seized. This happened due to rolling side ways on a gentle hill. The high
side bearing had no oil. Always roll hills up & down not side to side.

Heres the vibe shaft, it is supported by two large dual row roller bearings and spun by a two
speed & reversible hydraulic system. This picture shows the shaft in high amplitude, this is
achieved by spinning the shaft counter clockwise, the pins stop the two center movable weights
inline with the four fixed weights generating maximum force.

By reversing the shafts rotation, the movable weights rotate half way around the shaft, hit the
stop pins and assume low amplitude position. This happens fast and will cause loud clanging from
the drum. As long a drum noise last only a second, occurs during starting, stopping or amplitude
change, it is normal. When running the vibrator the drum makes little noise other than hitting the
ground.
The shaft spins faster in Low amplitude, 2200 RPMS. In High amplitude the speed is limited to
1650.

Vibe bearings are large, double row

barrel roller bearings

If these bearings become mis-aligned do not force realignment, they can be damaged.
The roller cage is a lose fit, once outside of the race the rollers can drop just a bit until
caught by the cage.

To get the rollers back inside the race press up on the two or three rollers that
are interfering with realignment.

Vibe system Operation and Trouble Shooting

We use a very reliable & simple system. The shaft is spun inside the drum by the vibe motor
causing powerful vibrations that are directed into the ground for compaction purposes.
A bi-directional two speed pump is coupled internally to the travel pump and driven by the
engine. Flow is to a fixed, bi-directional motor at the drum, coupled to the eccentric shaft.
With the vibe turned off, the pump swash plate is zeroed by springs and no flow or vibration
occurs. When the amplitude switch is turned to low amplitude the solenoid control valve
sends oil to one of the 2 vibe pump servos. This establishes the direction of shaft rotation
(amplitude) and flow rate (shaft rpm) Servo stops determine the shaft speed in each
direction.
Since we vary the force by shifting the weights we also vary the speed to prevent over
stressing the drum. In hi amplitude the shaft turns at 1650 RPMs. In low amplitude the shaft
turns at 2200 RPMs due to servo stop adjustment. The vibe pump control solenoid and the
amplitude switch can be mis-wired or the hoses to the vibe motor can be swapped and the
shaft will turn at 2200 in the wrong direction, making high amplitude at high speed. This
extreme force can destroy the drum, use care when making these connections. Just
remember, high force never goes with high speed. Correct equations is high amplitude
requires low speed, low amplitude requires high speed. This is true in all variable amplitude
Sakai machines.
To test vibe operation the actual shaft speed must be confirmed, this is done with a vibrotach.

There are pressure test ports on the vibe pump, they can determine if the relief pressures are
correct. Relief is set to 3500 psi. To check, cap off the work ports and test with a 6000 psi gauge.
Since the shaft is supported by bearings with no way to stall the shaft, working vibe pressure is
difficult to evaluate. The best way to verify proper vibe operation is to measure shaft speed. For
that, get a vibro-tach, it can convert vibrations into RPMs.

These can be purchased at small engine distributors, a common use is to measure rpms of small
engines. Check local Briggs & Stratton dealer. To check low amplitude (high speed) start by setting
the dial to 2200 as shown.

Practice using one of these before you try in front of a customer! Best way to practice is measure
vpm on a known source. Electric motors, single cylinder engines or a new roller.

If the tach isnt in resonance with the shaft the movement of the wire will be erratic. Once
resonance is found the pattern made by the moving wire will settle and become consistant, then
read the value indicated by the pointer.

Two speed, reversible vibration pump main components

If the vibe function will not work, the manual over-ride is useful to determine if
the fault is in the hydraulic or the control system. Use a small tool and depress
the pin shown. This moves the spool and the shaft will spin, you can do this on
the shop floor at idle. Check in both directions , if the vibrator turns the fault is
not in the hydraulic system.

Oil leaving the top work port spins the shaft clock wise at 1650 rpms for high amplitude. This
speed is set by the motors capacity and the displacement setting of the vibe pump servo screw.
When oil flows from the bottom work port the shaft spins counter clock wise. This changes the
shape of the shaft and a separate displacement set screw sets the speed to 2200 rpms for low
amplitude. You should never need to adjust vibe pump displacement set screws.

A quick test of the switches can help determine a fault with the FNR switch. Place Grip
/ CONT switch (middle switch) in CONT. Set throttle to full and drive forward or
reverse. Vibration should occur whenever the FNR leaves neutral. If the vibe starts in
this mode then the grip switch or its wiring is the fault.

Below is the vibrator electric circuit, experience has shown most common fault is grip switch or
its wiring.

Travel Hydraulic System

To remove, take the pump off with the bell housing cover attached.

SV505 Travel System

Travel control is by mechanical cable controlling a manual displacement
valve built into the travel pump.
Travel pump is variable and reversible. This allows direction change and
travel speed variation both via the FNR lever.
Travel system is Parallel Circuit.
Travel relief valves (2) are housed in the pump. This makes it possible to
isolate and test the travel pump alone.
A Rabbit Turtle switch changes displacement of only the rear motor to
give two speed ranges. Rabbit is for transport and flat ground operation,
turtle allows better performance on slopes.
Rabbit / Turtle speed can be switched on the go.

SV505 Axle & motor

Common mistakes that are not

problems

A high percentage of travel complaints result in no fault being found.

Watch for these false indicators of travel problems.
When I push down on the blade, the front drum spins and the tires stop.
When I back up a hill or truck ramps the tires spin and the drum wont
pull.
When going forward up a steep slope the machine just stops, no load on
the engine.
Yesterday it pulled great, now it wont move.
I am noticing sluggish travel performance, gets worse when hot.
It looks like the drum is trying to turn but the tires seem to be stuck.
I have a 505D, I get stuck in the mud all the time because my tires are not
pulling.

See below for explanation of these issues.

Propulsion

When I push down on the blade, the front drum spins and the tires stop.
SV505s use a single pump driving two motors, one at the axle and one at the left
side of the drum. Each motor is capable of digesting full pump flow. With this
system if too much down pressure is placed on the blade, the drum looses traction
from loss of weight / friction. Since blade down pressure puts more weight on the
axle the imbalance becomes greater. Oil will follow the path of least resistance, the
drum spins until the blade is picked up enough to bring weight back to the drum.
This is Normal
When I back up a hill or truck ramps, the tires spin and the drum wont pull.
Same thing, different direction. Backing up a hill does the same thing too much
blade down pressure does, causing an imbalance in traction between the two
drives. When backing up a slope the machine center of gravity shifts toward the
bottom of the hill. This shifts weight from the tires to the drum. When the tires
loose enough weight / friction they will slip and its the path of least resistance
rule again, tires spin and the drum stops.
This is Normal

When going forward up a steep slope the machine just stops and the engine goes
to nearly high idle.
Sakai uses multifunction relief valves in the travel pump. In Turtle mode when
travel relief is reached (6000PSI) the valve automatically reduces pump
displacement. A balance is reached where minimum flow is produced yet relief
pressure is met. This keeps the engine RPMS up, and passed less oil over the relief
valve while maintaining relief pressure in the circuit. Dont be fooled by the
engine not pulling down, when it hits relief the engine will unload go to high idle
and the machine will stop , this is normal. Its because the pump is only stroked
enough to maintain relief pressure with virtually no flow. A stall does not always
occur, if flow is high when relief is reached the engine often will die.
Yesterday it pulled great, now it wont move.
I am noticing sluggish travel performance, gets worse when hot.
Both of these could be an open tow valve, first case its wide open. Second
example its only cracked open.

Always check tow valve first on any travel problem.

It looks like the drum is trying to turn but the tires seem to be stuck.
Possibly the brakes are set. There is a micro switch that operates off of the brake pedal
linkage. If the brake gets used and the switch doesnt return to its normal position the
brakes may be on. The pedal switch doesnt light up the dash park indicator light. Not
normal but easy to check, remember, theres no brake in the drum.

Examine the diagram below, its a basic representation of the 505 travel system.
Clearly, you can see there is nothing in the circuit to influence the path of travel oil
flow. That is accomplished only by the ground. If either drive depicted below loses
traction, it will spin and the other drive will lose all power / torque and the machine
will stop.

If either travel motor looses enough traction (its torque becomes greater than its friction to the
ground) that drive will spin. Once that starts its speed increases and momentum insures all travel
oil flow will pass through this motor while oil in the motor with traction is static.
Most rollers on the market work this way, and on level ground this system works well. When
faced with traction complaints knowing how it works will keep you from making an expensive
mistake.
This knowledge is meant to prevent unnecessary troubleshooting / tear down when a
customer complains of these symptoms.

Measuring Travel Performance

The best way to diagnose travel performance is not with gauges or flow raters but
by measuring the speed. Spec top travel speed is 6 mph. To find travel speed
measure & mark off 88 feet. With a driver to help, time the 505 through the 88
foot trap. Make sure travel through the trap is at full speed, not accelerating but at
full speed when he enters and leaves the trap.
Record the time in seconds. Now divide 60 by the seconds required.
Example: Time thru 88 foot trap = 12 seconds
12 into 60 = 5 mph. This means there is a problem, time thru trap should be 10
seconds.
Perform the test a few times to verify consistency.
Perform test with hot oil.
To determine if the problem is pump or motors, cap the pump and pressure test at
idle, if relief pressure (6000 psi) is reached then the problem is in one of the
motors.
Perform leak test on motors, both should be less than 1.5 GPM.
For further help, call me, 770 712 6168, by the way, this will work on anything if
you have the travel speed spec.

SV510 Travel with traction control

How it works

In the previous slide, key drive system components are described. The 510 drum
was up graded with a variable motor and fitted to a Fairfield gear box. Both front &
rear 510 motors are the same torque & displacement. The drum gearbox now has
the same gear ratio as the axle. This gives the exact same torque capability at both
drives. You will again notice there are no orifices / flow dividers to influence flow.
The motors however can change their displacement form 85 to 16 cc per
revolution under load. This ability is used to influence pump flow.
The traction control system simply adjust torque at the drives to prevent slippage
where traction is weak and apply all available torque where traction is strong. We
do this by assigning a master drive and a slave drive depending on direction of
travel. The slave drive is always the one with less traction. The computer prevents
slippage in the slave drive by reducing its displacement, making it weak.
Forward travel assigns the axle as the master drive, this means the computer will
not allow the slave drive to go faster than the master drive. As the roller starts up a
slope its center of gravity shifts down hill. This is proportional to the degree of
slope, in forward on a 30 degrees slope, 75% of the machines weight rest on the
tires, only 25% rest on the drum. If the speed sensors see the slave drive (drum)
begin to out run the master, then the slave drive displacement is reduced by the
computer until its speed is the same as the master. This effectively applies torque
only where it is useful, avoiding the path of least resistance.

How it works
When backing the drum becomes master, because that places the drum in
the position of greatest traction.
Notice in the drawing a connection from the FNR / back up alarm switch.
The back up alarm switch is used to determine master drive. If the back up
alarm isnt engaged the system assumes travel is forward. Alarm sounding
equals travel in reverse.
Both motors have speed sensors and are connected to a Plus 1 Sauer
Danfoss controller. The computer controls speed of the slave to match
speed of the master. If the slave motor begins to lose traction and spins
faster than the master drive, the computer decreases the slave motor
displacement further. At first this counter intuitive. By decreasing motor
displacement normally you increase its speed. But because the slave drive
is in contact with the ground the drive cant increased its speed, it just
gets too weak to break lose, exactly the result we wanted. This allows full
system pressure to build in both drives.

Traction Controller

With key on and no faults, a green led will glow.

With key on, if there is a fault with the traction control

system the red led will glow also.

Fault codes

When the key is turned on the red led flashes briefly then goes off and the green
led is lit steady. This indicates no faults, system normal.
Look for 2 digit codes, slow flashes followed by fast flashes.
Common faults are broken connection (wiring or connectors) or speed sensors.

SV510 traction Concept

Why it works

The lower drive doesnt spin out because its carrying 75% of the machines weight
thus has good traction. The drive at the top of the hill cant spin because even
though it may be getting 6000 psi and only carrying 25% of the load, the computer
has adjusted the motor displacement so low (so it becomes weak) that it cant
break lose from the limited traction at the top of the hill. The system adjust both
motor displacements hundreds of times per minute and works seamlessly. There is
no synchronization of the drives required, the parallel hydraulic circuit does that
naturally. The system is capable of 27 to 30 degree slope work in forward or
reverse depending on conditions.
To get best performance with an combo drum remove the shell kit. The extra
weight and drum diameter will reduce slope performance.

Conclusion

Weve covered the basics of the SV505 & 510. Always keep in mind when troubleshooting
Sakai machines these basic rules.
1 There might be nothing wrong, I see this often.
2 Verify all the basic stuff first, you will find the problem 90% of the time by doing so.
3 Remember, soil conditions must be right for compaction, too much or little moisture and
soil will not compact.
4 There are many informational decals on the machine, mainly service & towing info.
5 Vibrator circuit connections are critical, hooking up backwards can cause major damage.
6 Brake pedal is for emergency only.
7 Keeping the cooling system clean is critical to long life.
8 Keep fuel traps cleaned out and tank full for storage.

Keep my cell number in your phone, Gerry Petty 770 712 6168.