Testing and Adjusting

12G, 130G & 140G MOTOR GRADERS HYDRAULIC SYSTEM AND STEERING

Media Number -REG01576-03 Publication Date -01/01/1984 Date Updated -18/07/2003

REG015760002

Testing And Adjusting

/sisw eb/sisw eb/t /sisw eb/techdoc/

Introduction
NOTE: For Specifications with illustrations, make reference to the SPECIFICATIONS for
12G, 130G and 140G MOTOR GRADERS HYDRAULIC SYSTEM AND STEERING
Form No. REG01577. If the Specifications in Form No. REG01577 are not the same as in
the Systems Operation and the Testing and Adjusting, look at the printing date on the back
cover of each book. Use the Specifications given in the book with the latest date.

Hydraulic System And Steering

A visual inspection of the hydraulic system and its components is the first step when
making a diagnosis of a problem.

Before making any tests, visually inspect the complete hydraulic system by looking for
leakage of oil and for parts that have damage.

A stop watch or timer is used when making the first tests. The first tests are used to find the
circuit or circuits in the hydraulic system that need adjustment or a repair of components.
The 9S2000 Flow Meter and the FLOW METER TEST PROCEDURE IX can be used to
find the component in the circuit that needs the adjustment or repair.

Remove the filter elements and cut them apart. Look for particles in the cut elements;
pieces of dirt, rubber, cork and metal. A magnet will separate the iron or steel particles
from the bronze and aluminum metal pieces.

Clean the strainer and install new filter elements. Fill the hydraulic tank to the mark on the
gauge before starting the engine. Start the engine and operate the components in the
hydraulic system until the temperature of the oil is between 30° and 65° F (17° and 35° C)
more than the temperature of the atmosphere.
 When testing and adjusting the hydraulic system, move the machine to a
smooth horizontal location. Move away from working machines and
personnel. There must be only one operator. Keep all other personnel
away from the machine or where the operator can see the personnel.

Tests For Systems Operation (Time)

With the hydraulic oil heated, run the engine at high idle rpm. The lock pin must be in the
center hole and the blade should be near the ground when the time for the movements of
the cylinder rods are made.

Wheel Lean

The wheel lean from left to right, takes a little less time than from right to left. When the
front wheel lean moves from full right to full left, the rod moves into the hydraulic cylinder
in 2.5 ± .5 seconds. If it takes too much time for the cylinder rod to move in either
direction, make a record of the time and the direction*.

Articulation

There is no difference in time for the frame to move from full right to full left, or full left to
full right (articulation). The time for the frame to move in either direction from stop to stop
is 3.5 ± .5 seconds.

If it takes too much time for a cylinder rod to move in either direction, make a record of the
time and the direction*.

Blade Side Shift

The blade will move from stop to stop in either direction in approximately the same time.
The time is 10 ± 1 seconds.

If it takes too much time for the blade to move in either direction, make a record of the time
and the direction*.

Blade Center Shift

The movement of the rod, either into or out of the hydraulic cylinder, moves the drawbar
either to the left or to the right. The time for the rod to move from the extended rod position
into the cylinder, or from the retracted rod position to the rod extended position, is 5.5 ± .5
seconds.

If it takes too much time for the rod to move either into or out of the hydraulic cylinder,
make a record of the time and the direction*.
Blade Lift

Both rods go into the hydraulic cylinders to lift the blade. It may not be easy to move both
control levers to BLADE LIFT positions at the same time and both cylinders may not start
and stop at the same time. The movement of one rod in a hydraulic cylinder, must not be
more than .5 second different than the movement of the other rod. When the blade is on the
ground, the time for the movement of the rods into the hydraulic cylinder to lift the blade
until it stops is 4.5 ± .5 seconds.

If it takes too much time for either or both rods to move into the cylinders, make a record of
the time or times for the rods to move*.

Blade Tip

The rods of the hydraulic cylinders that tip the blade move out of the cylinders in a little
less time than it takes for the rods to move into the cylinders. The average time for the rods
of the cylinders to tip the blade is 3 ± .5 seconds.

If it takes too much time for the rods to move either into or out of the cylinders, make a
record of the time and the direction of the rods*.

Circle Rotation

One fourth of a revolution (90°) of the circle is enough movement to time. Be sure the
blade is in a position where it will not go against a tire when one fourth revolution is being
made in both directions (counterclockwise and clockwise). The time for the circle to go one
fourth of a revolution (in either direction) is 10.5 ± 1 seconds.

If it takes too much time for the circle to go one fourth revolution, make a record of the
time and the direction (either clockwise or counterclockwise or both)*.

Steering

Make this test while turning the steering wheel at a constant rate of one complete turn in
one second. Count the steering wheel turns (at one revolution in one second) needed to
move the front wheels from a full left turn to a full right turn then, from a full right turn to a
full left turn. 5 to 6 turns (seconds) will move the wheels from a full turn in one direction to
a full turn in the other direction.

If it takes too many turns (seconds), make a record of the direction and the turns (seconds)*.

*
If the record of time for each operation is too much (slow), the implement pump, the
combination valve or both the pump and the combination valve need either an adjustment
or a repair. If the time for only one operation (other than the steering operation) is correct
and the other operations will not move, or some of the operations move very slow, the
check valve is open in the implement valve section with the correct time.

View Image

Hydraulic Cylinder Drift

If the hydraulic cylinder drift (rods move either in or out of the cylinder when control lever
is in HOLD position) is more than .03 in. (0.76 mm) in a time of 5 minutes when there is a
load on the hydraulic cylinder, there is either a component with damage or a component
that must be disassembled and cleaned.

For an example: There is a load on the lift cylinders when the blade has been lowered
enough to move the front wheels off the ground.

Causes for cylinder drift.

1. Damage or defect on cylinder surface.

2. Seal on piston has damage.
3. Scratch or groove in cylinder.
4. Scratch or groove on cylinder rod.
5. Damage on seal in cylinder head.
6. Dirt or damage in lock check valve.
7. Loose fittings or hydraulic lines with damage that have oil leaks.

Oil Pressure Tests

A 7S8880 Oil Pressure Gauge (0 to 5000 psi), a 5S4648 Hose Assembly with a 7M1293
Adapter Assembly and a 4M5317 Reducing Bushing are used to make these oil pressure
tests.

View Image
CONTROL VALVE ON RIGHT SIDE
1. Plug (into passage for pump oil). 2. Plug (for valve for control of oil flow, spacers, shims and springs). 3.
Cover (for resolver valve and valve for control of flow).

A 1/4 in. hex wrench is used to remove hollow hex plug (1) to the passage for the pump oil.
Install the 7S8880 Oil Pressure Gauge, the hose and fittings in the plug opening.

Start and run the engine at high idle rpm. Move the control levers which operate the
hydraulic cylinders to get an increase in the temperature of the hydraulic oil. When the
temperature of the hydraulic oil is approximately 30° F (17° C) more than the temperature
of the atmosphere, run the engine at high idle rpm. With all of the control levers in HOLD
position, look at the oil pressure gauge.

The correct pressure is 2150 ± 30 psi (151.1 ± 2.1 kg/cm2). If the pressure of the pump oil
is too low, the pump or the combination valve or both the pump and the combination valve
need an adjustment or a repair.

With the engine at high idle rpm, look at the oil pressure gauge and move each control lever
separately. Hold the lever in position after the rod is either, in to, or out of the cylinder as
far as it will move. The correct pressure is 3550 ± 20 psi (249.6 ± 1.4 kg/cm2) when a
control lever is held both forward and to the rear. If the pressure is too low, make a record
of the pressure and the position of the rod, either in, or out of the cylinder. Test each
control. To test the circle drive control, stop the engine. Disconnect the two oil lines to the
hydraulic motor at the control valve. Install metal caps on the fittings in the control valve.
The caps must keep the oil in the control when it is being tested. Start and run the engine at
high idle rpm. Look at the oil pressure gauge when the control lever is moved, both forward
and to the rear. If the oil pressure is too low, make a record of the position of the control
lever and the pressure.

If the oil pressure for both positions of each control lever is too low, the pump or the
combination valve, or both the pump and the combination valve need an adjustment or a
repair.

If the oil pressure for both positions of only one lever is correct and all of the other lever
positions have too low oil pressure, the check valve is open in the control valve with the
correct oil pressures.

If the oil pressure for one position of a control lever for one valve section is low and the
other lever position has correct oil pressure, there is damage in the resolver valve.

Shift Pressure Test For Shuttle Valve

Two 7S8880 Oil Pressure Gauges [0 to 5000 psi (0 to 352 kg/cm2)] two 5S4648 Hose
Assemblies with two 7M1292 Adapter Assemblies and two 4M5317 Reducing Bushings
are used to make this test.

View Image
CONTROL VALVE ON RIGHT SIDE
1. Plug (into passage for pump oil). 2. Plug.

A 1/4 in. hex wrench is used to remove plug (1) to the passage for pump oil and plug (2) for
test of shuttle valve.

Start and run the engine at high idle rpm. Move the control levers which operate the
hydraulic cylinders to get an increase in the temperature of the hydraulic oil. When the
temperature of the hydraulic oil is approximately 30° F (17° C) more than the temperature
of the atmosphere, run the engine at high idle rpm. With all of the control levers in HOLD
position, look at the oil pressure gauges.

Hold the gauges close to each other so both can be checked at the same time. With the
engine at high idle rpm, look at the oil pressure gauges and move the control levers for
blade lift. Hold the levers in raise position after the blade lift cylinder rods are in as far as
they will move. Both gauges should show 3550 ± 20 psi (249.6 ± 1.4 kg/cm2).

Return control levers to hold position. Gauge pressure on gauge connected to the opening
for plug (2) will slowly drop while the gauge pressure on gauge connected to opening for
plug (1) will stay at 3550 ± 20 psi (249.6 ± 1.4 kg/cm2). When the gauge at (2) reaches
1500 ± 50 psi (105.4 ± 3.5 kg/cm2), the pressure on the gauge at (1) will make a sudden
drop to 2150 ± 30 psi (151.1 ± 2.1 kg/cm2). This is an indication that the shuttle valve has
shifted (moved) to cause the pump to move from second stage to first stage. Oil pressure
for first stage is 2150 ± 30 psi (151.1 ± 2.1 kg/cm2) and second stage is 3550 ± 20 psi
(249.6 ± 1.4 kg/cm2). If the shift pressure is not correct, add or remove shims for shuttle
valve as needed to cause the pump to shift at the correct pressure.

Hot Oil In Hydraulic Tank

The temperature of the oil in the hydraulic tank is controlled by the pump (1) for the oil
through the oil cooler and the oil cooler.

View Image
PUMP FOR OIL THROUGH THE OIL COOLER
1. Pump. 2. Line for oil leak from variable displacement pump. 3. Line from variable displacement pump to
the hydraulic system. 4. Line from pump. 5. Line to tank. 6. Relief valve. 7. Plug. 8. Line to oil cooler. 9. Line
from oil cooler.

The normal temperature of the oil in the tank, when the machine is operating, is 30° to 65°
F (17° to 35° C) more than the temperature of the atmosphere.

Causes for too much heat in oil tank:

1. Oil lines (8) and (9), to and from the oil cooler, have damage.
2. Relief valve (6) for oil cooler not closed.
3. Too much dirt on oil cooler fins.
4. Oil passages in oil cooler not open (dirt in passages).
5. Pump (1) for oil cooler has damage (low output).
6. The leak oil, in line (2) from the variable displacement pump, is too hot. Too
much leak oil, because of damage in the variable displacement pump, makes an
increase in the temperature of the oil in line (3). When the temperature of the oil in
line (3) is 60° F (33° C) more than the temperature of the oil in the tank, the hot oil
will not cool enough when the oil goes through the oil cooler and into the hydraulic
tank.

If relief valve (6) is open, remove plug (7) and clean the valve and the seat in relief valve
(6). Install a new spring for the valve in relief valve (6) if necessary.

The pressure setting of the oil cooler relief valve is 30 ± 3 psi (2.1 ± 0.2 kg/cm2) with an oil
flow of 10 U.S. gpm (37.8 litre/min). There is no adjustment for the pressure setting of the
valve.

Combination Valve
The location of the combination valve is below the floor on the left side of the machine.

View Image
COMBINATION VALVE
1. Plug for valve stem and spring in unloader valve. 2. Plug for pressure reduction valve (steering). 3. Plug for
relief valve.

When the oil from variable displacement pump goes through the combination valve and
back to the hydraulic tank, either the unloader valve or the relief valve or both valves are
open. When either one of the valves or both valves are open, the components in the
hydraulic system can not operate and the combination valve needs cleaning, or an
adjustment must be made.

View Image

UNLOADER VALVE (Valve stem and spring removed)

The unloader valve stem and spring are removed for cleaning or repair after the plug for the
spring and the lever are removed from the valve body. If the lever does not move easily in
the housing, the boot, the nut, the screw and the bearings must be taken apart and cleaned.
The lever must have .006 ± .003 in. (0.15 ± 0.08 mm) of end clearance after the lever and
housing are installed on the valve body.

View Image
COMBINATION VALVE PARTS (With no unloader valve)
2. Plug for pressure reduction valve. 3. Plug for relief valve. 4. Shims. 5. Spring. 6. Pilot valve. 7. Spring. 8.
Valve. 9. Spacer. 10. Plug. 11. Retainer. 12. Spacer. 13. Spring. 14. Stop. 15. Washer and shims. 16. Stem. 17.
Piston. 18. Plug. 19. Check valve. 20. Retainer. 21. Fitting. 22. Spring for check valve.

Remove plug (3), retainer (11) and pilot valve (6). Shims (4) are under spring (5) in retainer
(11). Add shims for an increase, or remove shims to get a decrease in the pressure setting of
the relief valve. The pressure setting of the relief valve is 3900 ± 100 psi (274.2 ± 7.0
kg/cm2), with an oil flow of 2.5 ± .2 U.S. gpm (9.5 ± 0.8 litre/min). If it is necessary to
make an inspection and clean the other parts of the relief valve, remove plug (10), spacer
(12), spacer (9), valve (8) and spring (7). The seat and body for pilot valve (6) and valve (8)
must be pushed out the opening for plug (10).

When it is necessary to make an inspection and clean the pressure reduction valve parts,
remove plug (2), spring (13), stop (14) and washer and shims (15). Add shims for an
increase, or remove shims for a decrease in the pressure reduction of the oil to the steering
system.

The pressure reduction setting for the valve is 1375 ± 25 psi (96.7 ± 1.8 kg/cm2) when the
pressure of the oil in the combination valve is 3500 ± 100 psi (246.1 ± 7.0 kg/cm2), and the
flow of oil into the combination valve is 17 ± 1 U.S. gpm (64.3 ± 3.9 litre/min).

To remove check valve (19), spring (22), and retainer (20), disconnect the oil line from the
combination valve to the steering system and remove fitting (21).

Motor For Circle Drive

The motor for the circle drive (1) that turns the circle, is an axial piston motor and is like
the variable displacement pump.

View Image
MOTOR FOR CIRCLE DRIVE
1. Circle drive group. 2. Cover of motor. 3. Line for oil leakage from the motor.

The lines for the pump oil to the motor are connected to the cover (2) of the motor. Oil
leakage from the motor goes through line (3) also connected to the cover of the motor.
When the motor is running, there is a variable amount of oil leakage through line (3).

There is very little oil leakage from the motor when the oil is cool and there is only a small
load for the motor to turn. Oil leakage through line (3) can be 2 U.S. gpm (7.6 litre/min)
when the oil is hot and the motor is turning a large load.

When there is too much oil leakage through line (3), the motor runs slow and does not have
very much power.

If line (3) is disconnected to make a test for the amount of oil leakage from the motor,
always install a plug or cap where the oil line was disconnected. When the engine is
running, the plug or cap keeps air from going to the pump for the oil cooler system.

Control Valve
A control valve is on each side of the steering wheel below the floor plates. Each of the two
control valves can have either four, five or six valve sections, between the inlet and outlet
manifold and the end manifold. The parts (valves, springs, spacers and shims) can be
removed for cleaning or for an adjustment when the control valve is on the machine.

View Image

CONTROL VALVE SECTION

2. Retainers (for spring). 3. Plug. 4. Cap lock. 5. Bolts (two). 6. Bearings. 7. Boot and nut. 8. Valve (control of
oil flow). 9. Lever. 10. Seat and screen. 11. Screw (for lever adjustment). 12. l Ball. 13. Spring. 14. Spring.
15. Plug. 16. Valve spool. 17. Spring. 18. Spacers and shims. 19. Resolver valve. 20. Plug. 21. Cover.

Oil, from the hydraulic tank in line (1), can run out of the control valve when a cover is
removed. Disconnect and put a plug in line (1) before removing any covers or plugs from
the valve section.
View Image

CONTROL VALVE (RIGHT SIDE)

1. Line for oil to hydraulic tank.

View Image

CONTROL VALVE (RIGHT SIDE)

15. Plug (four). 20. Plug with 3/8 in. (9.5 mm) hex opening (four). 21. Cover (four).

Check Valve

The check valve that is open is in the valve section with the highest pressure. When the
check valve is open in one valve section, the pressure of the oil in all of the other valve
sections will be too low.

The plug (15) and the surface of the valve section near the plug must be clean before the
plug is removed. Remove plug (15), spring (13) and ball (12). Use a 3/8 in. hex wrench in
the hex opening in seat and screw (10) to remove it.

If the screen has damage or there is a rough seat, install a new seat and screen (10). If there
is a rough surface on ball (12), install a new ball. Use new O-ring seals on seat and screen
(10), and on plug (15). Torque for plug (15) is 12 ± 2 lb.ft. (1.7 ± 0.3 mkg).

Valve for Flow Control

A broken spring (17) will not let the pump oil go through the valve section to the hydraulic
cylinder. If it is necessary to remove valve (8), spring (17) and spacers and shims (18), the
plug (20) and cover (21) near the plug must be clean. Use a 3/8inch hex wrench in the hex
opening in the plug to remove the plug. Spacers and shims (18) and the spring (17) will fall
out of the opening when plug (20) is removed. The thickness of spacers and shims (18)
control the pressure of spring (17) on valve (8). The correct thickness spacers and shims
were installed at the factory. When a shim is added to the spacers and shims, there is a
decrease in the time for the cylinder to operate (the cylinder operates faster).

Oil can keep valve (8) in the valve section. Use a magnet on the valve if necessary, to
remove it. When the valve, spring, spacers and shims are installed, use a new O-ring seal on
plug (20). The torque for plug (20) is 35 ± 5 lb.ft. (4.8 ± 0.7 mkg).

Resolver Valve

A resolver valve with damage, is the cause for the speed of either the hydraulic cylinders or
the hydraulic motor, to be too slow in one direction.

Before cover (21) is removed from the control valve section, the cover and the control
valve near the cover must be clean.

Remove the eight bolts through cover (21) and remove the cover. It will take force to
remove the cover from the valve section after the bolts are removed.

NOTE: When cover (21) is removed, look for valve (8) and remove it before it falls out of
the valve section. Remove resolver valve (19) by using a No. 8-32 screw as a puller.

The edges and surfaces of both the cover and the valve section must be clean before the
parts and cover are installed. New O-ring seals are used when the parts are installed in the
valve section.

NOTE: The part number for the valve section is on a tab between two bolts through the
cover. The tab with the part number must be installed on the same valve section it was on
before the bolts and tab were removed.

Control Lever

A control lever (9) that does not move easy needs to be taken apart and cleaned. Lever (9)
should have .006 ± .003 in. (0.15 ± 0.08 mm) end clearance. To make an adjustment for
end clearance, loosen boot and nut (7) and turn screw (11) counterclockwise for more end
clearance. Turn it clockwise for less end clearance. The torque for boot and nut (7) is 25
lb.ft. (3.5 mkg).

View Image
CONTROL VALVE (RIGHT SIDE)
4. Cap lock (four). 9. Lever (four). 22. Linkage rod (four).

If it is necessary to remove lever (9) and the lever housing for cleaning, first remove the pin
from linkage rod (22) and lever (9).

Remove bolts (5), the lever housing, and lever (9) as a unit. The O-ring seal and half of
bearing (6) will fall out of the lever housing. Lever (9) can be pulled out of boot and nut
(7), and out the opening in the lever housing that was against the valve section. Remove the
ring with the seal and the other half of bearing (6).

Use new O-ring seals when lever (9) and the lever housing are installed on the valve
section. Lever (9) must have .006 ± .003 in. (0.15 ± 0.8 mm) end clearance.

Valve Spool

When either an adjustment for the location of valve spool (16) is made, or when the valve
spool is to be removed, the housing and lever (9) must be removed from the valve section.

Cap lock (4) is removed when the adjustment for the location of the valve spool is made.
The location for valve spool (16) is correct when plug (3) is against the retainers and there
is no end clearance for the valve spool.

When plug (3) is not against the retainers, the unit of valve spool (16), spring (13) and
retainers (2) have end clearance. When plug (3) is turned in too far, and it moves the
retainers at one end of spring (13) too near the retainers at the other end of the spring, valve
spool (16) has end clearance between the retainers.

Install cap lock (4) when the adjustment for the location of the valve spool is correct.

It may be necessary to turn the retainers at the top to a position where the end of lever (9)
can be installed in the hole in the end of valve spool (16).

View Image
VALVE SPOOL
2. Retainers (two parts for each retainer). 13. Spring. 16. Valve spool.

Valve spool (16), spring (13) and retainers (2) are removed as a unit when either cover (21)
is removed, or cap lock (4) and plug (3) are removed from the valve section.

Use new O-ring seals when the parts are installed in the valve section.

Lock Check Valve

There are three types of lock check valves in the hydraulic system. The piston (5), the seats
(7), the springs (4), and the plugs (3) in each of the three types of check valves are the
same. The leaning wheel cylinder, the cylinder to side shift the blade, the cylinders for the
blade tip, and the ripper cylinder, have check valves with minimum resistance for the oil.
There are outlet chokes (1) in the check valves for the articulation cylinders, the cylinder
for center shift, and the lift cylinder for the blade on the right side of the machine. The
check valve for the lift cylinder on the left side of the machine, has outlet chokes and also a
relief valve in the passage to the rod end of the lift cylinder.

A piston (5) that does not move easy in the check valve is a cause for a hydraulic cylinder
to move too slow. Outlet chokes (1) that will not move away from the fittings (2) is a cause
for a hydraulic cylinder to move too slow. Balls (6) and seats (7) with rough surfaces is a
cause for cylinder rod drift.

View Image

LOCK CHECK VALVE

1. Outlet chokes. 2. Fittings (two). 3. Plug (two). 4. Spring (two). 5. Piston. 6. Ball (two). 7. Seat (two).

View Image
LOCK CHECK VALVE (For articulation cylinders)
2. Fittings. 3. Plugs.

Do not disconnect an oil line from a check valve until the hydraulic cylinder is in a position
where there is low or no oil pressure in the cylinder. Put the blade and ripper on the ground
and install the lock pin in the tie bar for the wheel lean, then, stop the engine.

Remove plugs (3), springs (4) and balls (6). Put a metal rod [1/4 in. (6.4 mm) diameter and
4 in. (101.6 mm) long] through seat (7) and against piston (5). Use a small hammer on the
rod and the piston will move one of the seats out of the valve body. Use the small hammer
and a metal rod [11/6 in. (17.5 mm) diameter and 6 in. (152.4 mm) long] to remove the
other seat. If the lock check valve has outlet chokes, remove fittings (2) and outlet chokes
(1).

Clean and inspect the parts for damage. Install new O-ring seals on plugs (3).

Install piston (5) and both seats (7). Use the small hammer and 11/16 in. (17.5 mm) rod on
the seats to get them into the valve body.

Install balls (6), springs (4) and plugs (3). Torque for plugs (3) is 25 ± 5 lb.ft. (3.5 ± 0.7
mkg). Install outlet chokes (1). The torque for fittings (2) is 55 ± 5 lb.ft. (7.6 ± 0.7 mkg).

Dual Crossover Relief Valve For Steering

If the steering wheel moves the wheels too slow in either or both directions, or does not
move the wheels when the steering wheel is turned, the relief valve can be a cause.

View Image
DUAL CROSSOVER RELIEF VALVE FOR STEERING (Earlier Machine Shown)
1. Plug for relief valve. 2. Plug for relief valve.

When the setting of a relief valve is too low, the oil to one end of the steering cylinders can
go through the relief valve, into the oil from the other end of the steering cylinders.

Remove plugs (1 and 2) and remove the springs and the valves. A rough surface on the
valves, or in the seats, can let the oil go through the relief valve.

There are shims in plugs (1) and (2). Add shims for an increase, or remove shims for a
decrease in the pressure setting of the relief valve.

The pressure setting for each 9J630 relief valve is 1700 ± 25 psi (119.5 ± 1.8 kg/cm2), with
an oil flow of 2 ± .25 U.S. gpm (7.6 ± 0.9 litre/min). One 3J7473 shim will change the
pressure setting approximately 30 psi (2.1 kg/cm2). One 3J7470 shim will change the
pressure setting approximately 270 psi (19.0 kg/cm2).

The pressure setting for each 3G8436 relief valve is 2200 ± 25 psi (154.7 ± 1.8 kg/cm2),
with an oil flow of 2 ± .25 U.S. gpm (8 ± 1 litre/min). One 3J7473 shim will change the
pressure setting approximately 40 psi (2.8 kg/cm2). One 3J7470 shim will change the
pressure setting approximately 385 psi (27.1 kg/cm2).

The pressure setting for each 3G7448 relief valve is 2372 ± 29 psi (116.8 ± 2.0 kg/cm2),
with an oil flow of 5 ± 0.3 U.S. gpm (19 ± 1 litre/min). One 5J4857 shim will change the
pressure setting approximately 170 psi (11.95 kg/cm2).

NOTE: To add or remove shims in the 3G7448 relief valve, the valve must be
disassembled.

Testing And Charging The Accumulator

7S5437 Nitrogen Charging Group.

Dry nitrogen is the only gas approved for use in the accumulators.
 Putting a charge in the accumulators with oxygen gas will cause an
explosion. This danger will not happen if nitrogen cylinders with
standard CGA (Compressed Gas Association, Inc.) Number 580
connections are used. When you order nitrogen gas be sure that the
cylinders are equipped with CGA No. 580 Connections. Do not use color
codes or other methods of identification to tell the difference between
nitrogen and oxygen cylinders.

In any application, never use an adapter to connect the nitrogen

charging equipment to a valve that can be used on nitrogen, oxygen or
other gas cylinders. BE SURE YOU ARE USING DRY NITROGEN.

Gas pressure is variable with temperature. The accumulator must be at the same
temperature as the air around it before it can be checked or a charge put into it. Use the
following chart for getting the correct nitrogen charge.

View Image

View Image

NITROGEN CHARGING GROUP

1. Pressure gauge. 2. Connection to nitrogen cylinder valve. 3. Regulator assembly. 4. Valve. 5. Pressure
gauge. 6. Pressure regulating screw. 7. Valve handle. 8. Chuck.

View Image
NITROGEN CYLINDER
1. Pressure gauge. 2. Connection to nitrogen cylinder valve. 3. Regulator assembly. 4. Valve. 5. Pressure
gauge. 6. Pressure regulating screw. 9. Nitrogen cylinder.

Checking Nitrogen Charge in the Accumulator

View Image

NITROGEN CHARGING GROUP COMPONENTS TO CHECK THE ACCUMULATOR PRECHARGE

(This equipment is also used to vent the nitrogen to atmosphere)
4. Valve. 5. Pressure gauge. 7. Valve handle. 8. Chuck.

1. Remove the covers from the top of the accumulator and the cap from the valve assembly
on the accumulator.

2. Use the 0 to 2000 psi gauge (5) to check the nitrogen charge in the accumulator.

3. Install chuck (8) on the valve of the accumulator.

4. Turn valve (7) on the chuck (8) completely in (clockwise). Check the temperature of the
air around the accumulator.

5. If the pressure reading on gauge (5) is too high, lower the pressure by slowly opening
valve (4).
6. If the pressure reading on gauge (5) is too low, charge the accumulator.

Charging the Accumulator

1. With the blade in the air, turn accumulator "OFF".

2. Slowly move the blade up as far as it will go and hold the blade lift levers back for ten
seconds. This will cause the accumulator pistons to go to the bottom. DO NOT USE
DOWN PRESSURE.

3. Disconnect the oil lines from the bottom of the accumulator.

View Image

ACCUMULATORS
10. Oil lines.

4. Remove covers from top of accumulator.

5. Connect chuck (8) from the nitrogen cylinder to accumulator valves.

6. Close valve (4) and open the valve on the nitrogen cylinder. Make an adjustment to
screw (6) on the regulator assembly until gauge (1) is at the pressure needed to correctly
charge the accumulator. Use the chart as a reference for the correct charging pressure.

7. Open valve (4) and charge the accumulator. Turn valve (4) off. If the pressure on gauge
(5) is the same as gauge (1) and does not change, the accumulator is correctly charged. If
there is a decrease in pressure on gauge (5) open valve (4) and let more nitrogen go to the
accumulator. Do this procedure as many times as necessary until the pressure on gauge (5)
is the same as gauge (1) and does not change when valve (4) is turned off.

View Image
NITROGEN CYLINDER
1. Gauge. 4. Valve. 5. Pressure gauge. 6. Pressure regulating screw.

8. Tighten the oil lines to the bottom of the accumulators.

9. Close the valve (4). Close the valve on the nitrogen cylinder.

10. Open valve (7) on chuck (8) completely (counterclockwise).

11. Remove the test equipment.

Charging a Rebuilt Accumulator

It is necessary to remove all air from the nitrogen end of the accumulator. When the
accumulator is rebuilt, put approximately 2 quarts (1.9 liters) of SAE 10W hydraulic oil in
the nitrogen end of the accumulator. This oil will be used to help get the air out of the
nitrogen end of the accumulator and also to put a lubricant at the top seal of the
accumulator piston. After the accumulator is installed on the machine, charge it as follows:

1. Use the same equipment as used to check the nitrogen charge in the accumulator.

2. Valve (7) on chuck (8) must be closed completely (clockwise). Open valve (4).

3. Start the engine and let it run until it is warm. As oil is forced into the bottom of the
accumulator, the air and then the oil will be forced out of the top through the test
equipment. When the oil flow stops, the top of the accumulator will be free of air.

4. Close valve (4).

5. Stop the engine and let the oil pressure bleed-down for five minutes. The piston in the
accumulator will be at the top of the accumulator.
6. Charge the accumulator with nitrogen. Follow the procedure outlined in Steps 6 through
12 in the subject CHARGING THE ACCUMULATOR. The charging cycle will take
longer because the piston and the oil under it will have to be moved to the bottom.

NOTE: To test for any gas leakage past the accumulator piston, disconnect the oil line
from the bottom of the accumulators. There must be no gas leakage past the piston in five
minutes.

Metering Valve For Steering

If the steering wheel moves the wheels too slow in either or both directions, or does not
move the wheels when the steering wheel is turned, there is either a part with damage, or
there is dirt in the metering valve for steering.

There is no adjustment for the metering valve. It must be disassembled to find the cause.

Testing The Steering Circuit

If the steering wheel moves the front wheels too slowly or does not move them at all, check
the pressure at the steering pressure reducing valve (15) and the dual crossover relief valves
(2) and (3).

To make a check of the dual crossover relief valves (2) and (3) and the steering metering
pump (6), the pressure at the steering pressure reducing valve (15) must be checked first.

NOTE: There can be no pressure difference between the dual crossover relief valves or
between the steering pressure reducing valve and the dual crossover relief valves. Use the
same gauge to check each valve.

Steering Pressure Reducing Valve Check

To check and adjust the steering pressure reducing valve (15), do the following.

1. Remove plug (16) and install the 7S8712 gauge from the 5S5123 Hydraulic Test Group
or the 7S8714 gauge from the 5P5224 Hydraulic Test Group.

2. Start the engine and operate the implements to raise the temperature of the hydraulic oil
to 150 ± 5° F (65 ± 5° C).

3. Increase the engine rpm to Hi Idle. The pressure reading on the gauge must be 1825 ± 25
psi (128.3 ± 1.8 kg/cm2). Add or remove shims (14) to get the correct pressure setting.

View Image
Dual Crossover Relief Valve Check
If the steering pressure reducing valve (15) is adjusted correctly and the front wheels still
do not steer or steer slowly, check the steering pressure at the dual crossover relief valves
as follows.

1. Remove plug (7) from crossover relief valve (2) and install the same gauge that was used
in the previous test of the steering pressure reducing valve.

2. Start the engine and operate the implements until the oil temperature gets to 150 ± 5° F
(65 ± 5° C).

3. Increase the engine rpm to Hi Idle.

4. Turn the steering wheel (1) to the left (counterclockwise) until the wheels are against the
stops. Hold the steering wheel and read the pressure on the gauge. It must be 1825 ± 25 psi
(128.3 ± 1.8 kg/cm2).

5. Remove plug (4) from crossover relief valve (3) and install the same pressure gauge.
Install plug (7). Turn the steering wheel to the right (clockwise until the wheels are against
the stops). Hold the steering wheel and read the pressure on the gauge. It must be 1825 ± 25
psi (128.3 ± 1.8 kg/cm2).

NOTE: If the steering wheel continues to turn after hitting the stops, it is an indication of a
low cross-over relief setting or badly damaged valve seat.

View Image

SCHEMATIC OF STEERING CIRCUIT (61M1-61M6939, 74V1-74V1524 and 74V1-74V3721)

1. Steering wheel.

2. Crossover relief valve.

3. Crossover relief valve.

4. Plug.

5. Oil return line to tank.

6. Steering metering pump.

7. Plug.

8. Shims.

9. Shims.

10. Oil supply line from pump.

11. Left steering cylinder.

12. Right steering cylinder.

13. Oil return line to tank.

14. Shims.

15. Steering pressure reducing valve.

16. Plug.

View Image

View Image

View Image

SCHEMATIC OF STEERING CIRCUIT (61M6940-UP, 74V1525-UP and 72V3722-UP)

1. Steering wheel.

2. Crossover relief valve.

3. Crossover relief valve.

4. Plug.

5. Oil return line to tank.

6. Steering metering pump.

7. Plug.

8. Shims.
9. Shims.

10. Oil supply line from pump.

11. Left steering cylinder.

12. Right steering cylinder.

13. Oil return line to tank.

14. Shims.

15. Steering pressure reducing valve.

16. Plug.

View Image

Steering Metering Pump

If the pressure in the previous tests was less than 1825 ± 25 psi (128.3 ± 1.8 kg/cm2), the
problem can be in the steering metering pump or the setting of the dual crossover relief
valve can be too low. In either case the unit must be removed from the machine to be
checked.

Remove the steering metering pump (6) and inspect it for worn or damaged parts and
correct s assembly. See Disassembly and Assembly Form No. SENR7142.

Remove the dual crossover relief valves and test them on the hydraulic bench.

The opening pressure for the 9J630 relief valve is 1700 ± 25 psi (119.5 ± 1.8 kg/cm2), with
an oil flow of 2 ± .25 U.S. gpm (8 ± 1 litre/min).

The opening pressure for the 3G8436 Relief Valve is 2200 ± 25 psi (154.7 ± 1.8 kg/cm2) at
2 ± .25 gpm (8 ± 1 litre/min).

The opening pressure for the 3G7448 Relief Valve is 2372 ± 29 psi (166.8 ± 2.0 kg/cm2) at
1 1 2
5 ± 0.3 gpm (19 ± 1 litre/min).

/sisw eb/sisw eb/t REG015760002

/sisw eb/sisw eb/t /sisw eb/sisw eb/t /sisw eb/techdoc/

 y %2Fsisw eb%2Fs %2Fsisw eb%2Ft
Copyright 1993 - 2012 Caterpillar Inc. Sun Jul 8 18:23:17 CDT 2012
All Rights Reserved.
Private Network For SIS Licensees.