More Than Operator Comfort

Enlarge Image Image 1: Tadano's 100-ton ATF-1000-XL-2 was recently renamed the ATF80-4.

March 9, 2005 — It's been 15 years since Tadano Ltd., Tokyo Japan, purchased the German crane producer Faun GmbH, Lauf, Germany. Faun's all-terrain and truck cranes were a perfect fit with Tadano's hydraulic crane line up. Because of its massive presence in Asia, Tadano is believed to be the largest producer of hydraulic cranes in the world today.

In North America, the 100-ton ATF80-4 is one of the most popular models sold by Tadano America, Houston, Texas, since its introduction here last year. After reviewing this crane's technical features at Tadano's Houston headquarters, I spent time with several owners of this model and one operator. Their input provided an entirely different perspective of the crane, allowing me to more fully appreciate the operational attributes of this AT crane. It delivers a lot more than just operator comfort.

 

Note that in late 2004, Tadano decided to standardize model nomenclature throughout the world to identify metric tons. The unit I reviewed, the ATF-1000-XL-2 (100 US tons), is now identified as the ATF80-4, indicating it is rated at 80 metric tons.

 

The carrier

Enlarge Image Image 2: Sitting inside the carrier cab you might think you were in a Hummer, until you realize the ride is a lot smoother

In the carrier cab, it feels as if you are behind the wheel of a big, wide Hummer • the original model, not today's suburban mobiles • except this AT crane rides a whole lot smoother. Six-way adjustable air suspension seats cradle the driver and passenger. Other ergonomic features include tilt steering wheel and remote controlled and heated mirrors. Air-conditioning is available as an option.

 

The gear shift mounted in the center console commands the ZF-supplied AS-Tronic transmission, which utilizes an electro-pneumatically controlled dry clutch and offers a fully automatic control system. Featuring 12 forward and two reverse speeds, the driver can use fully automatic shifting or select a manual mode to shift through the gears. This system is exactly like the Tip-Tronic shifter used in many passenger vehicles. It is programmed to allow the unit to start moving in any of the first three gears.

 

I must be forthright, I have never roaded an all-terrain crane prior to this, so I didn't have a point of reference for comparison to other products. But having said that, I certainly didn't expect such a comfortable ride!

 

The transmission stepped so quickly and quietly through its up shifts that I could hardly detect each shift. Power for the carrier flows quietly from a Mercedes-Benz six-cylinder OM 501 LA diesel engine. Displacement is 729 cubic inches and is rated to provide 428-peak horsepower at 1,800 rpm. Peak torque of 1,475 ft-lbs is gained at 1,080 rpm. Note that initially I couldn't get the transmission to shift out of third gear. I later learned that in order to road the unit you must make sure to disengage the differential lock and that the four axles are properly aligned. The reasons for this are obvious.

 

The carrier is equipped with dual circuit compressed air brakes with ABS. During my test drive, stepping on the brakes hard brought this 105,840-pound machine to a quick stop. The parking brake is spring applied and locks the second, third, and fourth axles.

 

Steering is supplied by two independent hydraulic pumps • one for the two front axles and one for the two rear axles. There is also an emergency pump to provide control in the event the driver lost power while moving on an incline. The turning axles drive the emergency pump, which is flange-mounted to the gearbox. For maximum maneuverability all four Kessler-supplied axles turn in coordination. These provide front and rear steer as well as crab and circle steering modes. Under normal steering, only the front axles are used. Rear axles, allowed only at slower speeds, are activated by a momentary rocker switch on the dash.

 

Enlarge Image Image 3: Pen and pad stayed right where I left them during my test drive.

Notice the pad of paper and pen sitting atop the counterweight carrier post in Image 3. I took this photo after I drove the crane around the block, not realizing I had left them there. I was amazed with my discovery. The smooth ride can be attributed to independent hydro-pneumatic suspension on each of the four axles. Hydro-pneumatic suspension allows both lateral and longitudinal adjustments. Each control cylinder has a combined travel of about 10 inches. Once the chassis has been leveled, the system keeps everything on even keel until the operator overrides the system. On standard-equipped models, the first, third, and fourth axles are driven, but my test unit was equipped with optional all-wheel drive.

 

This unit was shod in 16.00-R25 tires but you can order 20.5-R25 tires if you want increased flotation. Although you can motor along at about 48 mph (about 1,800 RPM on the tachometer) with the supplemental 39,683-pound counterweight situated on the crane carrier, it's possible to push upwards of 65 mph if the counterweight is moved to a dolly.

 

Outriggers, offering mid- and full-extension lift charts, are individually controlled from boxes located mid-chassis on either side of the carrier. Each box includes a leveling gauge, four individual outrigger positioning control switches, and an electronic engine speed control. Outriggers can also be controlled from the upper cab. Total footprint is 23'7-7/16”x 28'2-3/16”. The mid-outrigger position is 16'4-7/8” wide. 

 

The superstructure

The superstructure is powered by another Mercedes engine • the OM904 LA offering 170-peak hp at 2,300 rpm. Maximum torque of 466.8 ft-lbs registers at 1,200 rpm. The engine powers a three-circuit hydraulic system. One two-section axial piston variable displacement pump powers telescoping, derricking (boom lift), and hoisting. A double gear pump supplies the swing and pressurizes the pilot controls. Two four-position cross-shift levers and four electrically pre-controlled three-way valves enable simultaneous and independent crane movements with seamless speed control.

 

Booms away

One base section and five telescopic sections make up the boom, featuring an extension system unlike any other. Without the use of any cables or chains, the boom is deployed to 159 feet with one double-acting, single-stage hydraulic cylinder. During extension, the first section out automatically locks into the desired position with a hydraulically actuated pin. The cylinder then retracts and picks up the next section to be deployed, while also further extending the previous section(s). At normal operating speeds, the boom can be extended to its maximum height in 380 seconds. In high-speed mode, it takes just 275 seconds.

 

Enlarge Image Image 4: Inverted potentiometer housing limits damage caused by ice.

The sequence and length of each boom section's deployment can be programmed in a variety of combinations using the PDC350 load moment indicator and control system supplied by Hirschmann Electronics, Germantown, Md. (Watch for Part Two in this series for information about the PDC350.) Boom length is read with a conventional cable potentiometer that is mounted upside down with the cable running back toward the cab then over a sheave and back to the tip. This keeps the opening to the cable housing on the underside, limiting its exposure to precipitation. This simple solution should minimize cable breaks caused by frozen reels.

 

The boom operates at -2° to +80° angles and elevates in about 55 seconds when in normal mode. At high speed, full elevation time drops to 35 seconds. Slewing speed is infinitely variable from 0 to 2.0 rpm.

 

Enlarge Image Image 5: A two-section jib has a fold-out lattice base and a telescoping stinger tip.

A 52'6” two-section telescoping jib is optional. It features a 30-foot fold-out lattice base and 22'6” slide-out “stinger” section. The jib can be manually offset at 5°, 20°, and 40°. An auxiliary single-part boom point line sheave, mounted on top of the boom head, can be swung out of the way when not in use.

 

Identical main and optional auxiliary winches offer integral planetary gear; multiple automatic hydraulically-controlled and spring-loaded disk brakes; and integral free wheeling. Interesting features include lower limit and thump rotation indicators. The 17-inch grooved drum carries 755 feet of 18 mm wire rope. Maximum line pull is 15, 287 pounds for the first layer, and top line speed on the main is 367.5 feet per minute on the fourth layer. The drum is equipped with a “Superstop” easy reeving system.

 

Tailswing is less than 12 feet without the auxiliary hoist, and a six-ton headache ball and 63-ton, five-sheave hook block round things out.

 

Service points

Enlarge Image Image 6: The carrier's Mercedes-Benz diesel engine can be accessed by removing a lightweight panel made of polished aluminum.

Generally, it is pretty convenient to service this crane. The chassis engine can be reached by removing a lightweight polished aluminum cover. If you only need to check the oil, a flip-up hatch provides access when the boom is stowed. The superstructure is greased from a central service point, maximizing uptime.

 

The fuse and relay panel for the 24-volt main operating system is mounted on the dash of the carrier cab. This panel also provides the interface for engine diagnostics. There is an independent 12-volt loop for items like radios. A pair of series wired 12-volt batteries supplies power. They batteries are replenished with an 80 AMP three-phase alternator.

 

All fittings and bolts are metric. The few service and inspection points on the superstructure requiring access from the ground are accessible with the use of a ladder, which is supplied. The ladder is also useful for deploying the jib. The ladder stores under the front of the carrier cab.

 

Next issue get a crane service company's perspective on the ATF80-4; and an operator with 32 years of experience helps me out with the final verdict.