Pruebas y Ajustes 14G Hidraulica

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Producto: MOTOR GRADER

Modelo: 14G MOTOR GRADER 96U
Configuración: 14G MOTOR GRADER 96U01098-04297 (MACHINE)
POWERED BY 3306 ENGINE
Pruebas y Ajustes
14G & 16G MOTOR GRADERS HYDRAULIC SYSTEM AND STEERING
Número de medio -REG01469-03 Fecha de publicación -01/09/1991 Fecha de actualización -10/10/2001
Testing And Adjusting
Introduction
NOTE: For Specifications with illustrations, make reference to the HYDRAULIC SYSTEM AND
STEERING SPECIFICATIONS for 16G MOTOR GRADER, Form No. REG01470 or, to the
HYDRAULIC SYSTEM AND STEERING SPECIFICATIONS for 14G MOTOR GRADER, Form No.
REG01486. If the Specifications in Form No. REG01470 or REG01486 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.
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 accuracy of 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 can be found with a visual inspection. 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. Before making any tests, start the engine and operate the components in the
hydraulic system until the temperature of the oil in the hydraulic tank is between 30° and 65° F (17° and
35° C) more than the temperature of the atmosphere.
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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 3 ± .5 seconds. If it takes
too much time for the cylinder rod to move in either direction, make a record of the time and 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: 6.5 ± .5 seconds
for the 16 Motor Grader, 7.5 ± .5 seconds for the 14 Motor Grader.
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:
14 ± 1 seconds for the 16 Motor Grader, 17 ± 1 seconds for the 14 Motor Grader.
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: 6 ± .5 seconds for the 16 Motor Grader, 6.5 ± .5
seconds for the 14 Motor Grader.
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 for the 16 Motor Grader, 4 ± .5
seconds for the 14 Motor Grader.
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: 7 ± 1 seconds for the 16 Motor Grader, 6.5 ± .5 seconds for the 14 Motor Grader.
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*deg;) 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: 12 ± 1 seconds for the 16 Motor Grader, 11 ± 1 seconds for the 14 Motor Grader.
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) for a
16 Motor Grader and 6 to 7 turns (seconds) for a 14 Motor Grader 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.
NOTE: Operation time is less when oil is too hot.
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 on 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) and a 5S4648 Hose Assembly with a 7M1293 Adapter
Assembly and a 4M5317 Reducing Bushing are used to make these oil pressure tests.
CONTROL VALVE ON RIGHT SIDE

1. Plug (into passage for pump oil). 2. Plug. 3. Plug (for valve for control of oil flow, spacers, shims and springs). 4. 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 increase 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 and, with all of the control levers in HOLD positions, 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 the pump and the combination valve need either 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. Make a record of the pressure and the position of the rod, either in or out of the cylinder, if the
pressure is too low. 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 and 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 the pump and the combination valve need either 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.
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.
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 the free length of the 1S9312 Spring is 2 5/8 in. (66.7
mm), install a 7J271 Spring that is stronger and has a free length of 1 9/16 in. (39.7 mm).
The pressure setting of the oil cooler relief valve is 15 psi (1.05 kg/cm2) with an oil flow of 10 U.S. gpm
(37.8 lit/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.
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.
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.
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).
UNLOADER VALVE (Valve stem and spring removed)
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.
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 1825 ± 25 psi (128.3 ± 1.8 kg/cm2) when the pressure of
the oil in the combination valve is 3500 ± 100 psi (246.1 ± 70.3 kg/cm2), and the flow of oil into the
combination valve is 17 ± 1 U.S. gpm (64.3 ± 3.9 litre/min).
The pressure of the oil from the pressure reduction valve to the steering valve is 1825 ± 25 psi (128.3 ±
1.8 kg/cm2) when the pressure setting is correct. Adjust the needle valve, for the steering outlet oil, to
get 12 ± 1 U.S. gpm (45.4 ± 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 (3) that turns the circle is an axial piston motor and is like the variable
displacement pump.
MOTOR FOR CIRCLE DRIVE

1. Cover of motor. 2. Line for oil leakage from the motor. 3. Circle drive group.
The lines for the pump oil to the motor are connected to the cover (1) of the motor. Oil leakage from the
motor goes through line (2) connected to the housing of the motor. When the motor is running there is a
variable amount of oil leakage through line (2).
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 (2) can be 2 U.S. gpm (7.6 lit/min) when the oil is hot and the
motor is turning a big load.
When there is too much oil leakage through line (2), the motor runs slow and does not have very much
power.
If line (2) 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. The plug or cap keeps air from going to the pump for
the oil cooler system when the engine is running.
Control Valve
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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. Ball. 13. Spring. 14. Spring. 15. Plug. 16. Valve spool. 17.
Spring. 18. Spacers and shims. 19. Resolver valve. 20. Plug. 21. Cover.
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 and shims) can be removed for cleaning or for an adjustment when
the control valve is on the machine. 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.
CONTROL VALVE (RIGHT SIDE)

1. Line for oil to hydraulic tank.

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 (14) 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 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 the valve was made. When a shim is
added to the spacers and shims there is a decrease in the time for the cylinder to operate (the cylinders
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 was
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 or clockwise for less. The
torque for boot and nut (7) is 25 lb.ft. (3.5 mkg).

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).
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.
VALVE SPOOL
2. Retainers (two parts for each retainer). 13. Spring. 16. Valve spool.
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 valve 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.
LOCK CHECK VALVE

1. Outlet chokes. 2. Fittings (two). 3. Plug (two). 4. Spring (two). 5. Piston. 6. Ball (two). 7. Seat (two).
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. Ball (6) and seats (7) with rough surfaces is a cause for cylinder rod drift.
LOCK CHECK VALVE (Lift cylinder on right side)

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 [11/16 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.
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.
DUAL CROSSOVER RELIEF VALVE FOR STEERING

1. Plug for relief valve. 2. Plug for relief valve.
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 relief valve is 2200 psi (140.6 kg/cm2)
with an oil flow of 2 ± .25 U.S. gpm (7.6 ± 0.9 lit/min). One shim will change the pressure setting
approximately 40 psi (2.8 kg/cm2).
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 and it must be disassembled to find the cause.
Machine Moved From The Cold Into A Warm

Shop
NOTICE
When the temperature of the machine is rapidly increased as much as
50° F (28° C) or more, and the machine is not operated during the
temperature change, expansion of the oil can break the hydraulic
cylinders, lines, swivel joints and/or lock valves. The most common
condition that causes this problem is the movement of a very cold
machine into a warm shop for service work. The increase in oil
temperature during operation does not cause a problem because each
time a circuit is activated the lock valve is opened, and any pressure
difference is released.
Any of several procedures can be used to prevent damage from expansion of the oil, as follows:
1. Operate the machine, either outside or inside the shop until all the implement cylinders feel warm.
2. Start the machine and activate each implement circuit at intervals of one-half to one hour during the
time needed for the complete machine to change temperature.
3. Loosen the hydraulic line at one end of each implement cylinder to permit leakage as the oil becomes
warm. Only one line on each cylinder needs to be loosened; oil expansion in the other end of the
cylinder can move the piston.
4. Loosen a line at each cylinder (as in Procedure 3), and drain one-fourth to one-half quart (0.3-0.5
litre) of oil from the line and cylinder into a reservoir, then tighten the line. This lets some air into the
circuit to give a cushion action and prevent pressures which are too high. At the same time, it prevents
constant leakage over a period of time as the machine becomes warm, keeps the machine and floor area
cleaner, and prevents loss of the oil.
Any of these procedures will prevent damage from large, rapid increases in machine temperature. The
release of pressure is necessary only in the circuits where lock valves hold the oil pressure. In other
circuits or parts of the circuits where lock valves do not hold the pressure, the other valves permit
enough leakage back to the hydraulic tank to prevent too much pressure.
Testing And Charging The Accumulator

Operation Check
Run the engine and operate the hydraulic components enough to change the temperature of the oil in the
hydraulic system. The accuracy of the check is better when the temperature of the hydraulic oil is more
than approximately 100° F (37° C).
1. Move the electric switch for the blade cushion arrangement to the ON position. Raise the blade as
high as it can go.
2. Slowly lower the blade until it is just on the ground. This is to get the oil out of the accumulators.
3. Move the blade cushion electric switch OFF.
4. Lower the blade enough to lift the front wheels 4 in. (102 mm) or more off of the ground.
5. Look at the lift cylinders and move the blade cushion switch ON. When both lift cylinders retract 2 ±
1 in. (50.8 ± 25.4 mm), the nitrogen pressure in the accumulators is correct.
If the cylinders do not correctly retract, either the accumulators need to be charged or there is oil in the
nitrogen end of the accumulators.
If the lift cylinders do not retract the same distance, one accumulator either needs a nitrogen charge or
there is oil in the nitrogen side of the accumulator.
The accumulator must be disassembled to remove the oil from the nitrogen end.
Checking Nitrogen Charge in the Accumulator

7S5437 Nitrogen Charging Group.
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.
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 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.
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 (see chart), lower the pressure by slowly opening
valve (4).
6. If the pressure reading on gauge (5) is too low (see chart), charge the accumulator.
Charging The Accumulator
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.
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.
ACCUMULATORS
10. Oil lines.
3. With the blade on the ground, turn accumulator to "OFF" position.
4. Disconnect oil lines (10) from the bottom of the accumulators.
5. Remove covers from top of accumulator.
6. Connect chuck (8) from the nitrogen cylinder to accumulator valves.
7. 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.
8. 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.
9. Tighten the oil lines to the bottom of the accumulators.
10. Close the valve (4). Close the valve on the nitrogen cylinder.
11. Open valve (7) on chuck (8) completely (counterclockwise).
12. 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.
Testing The Steering Circuit
SCHEMATIC OF STEERING CIRCUIT (93U1-93U1537, 96U1-96U3819)
1. Steering wheel.
2. 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.
14. Shims.
15. Steering pressure reducing valve.
16. Plug.
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 ± 3° 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.
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.
SCHEMATIC OF STEERING CIRCUIT (93U1538-UP, 96U3820-UP)
1. Steering wheel.
4. Plug.
6. Steering metering pump.
7. Plug.
8. Shims.
9. Shims.
10. Oil supply line from pump.
11. Left steering cylinder.
12. Right steering cylinder.
14. Shims.
15. Steering pressure reducing valve.
16. Plug.
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 ± 3° 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
crossover relief setting or badly damaged valve seat.
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 assembly.
See Disassembly and Assembly Form No. REG01699 for the 14G Motor Grader and Form No.
REG01614 for the 16G Motor Grader.
Remove the dual crossover relief valves and test them on the hydraulic bench. The opening pressure for
the 3G8436 Relief Valve is 2200 ± 25 psi (154.7 ± 1.8 kg/cm2) at 2 ± 2.5 gpm (8 ± 1 liter/min) and for
the 3G7448 Relief Valve it is 2372 ± 29 psi (166.8 ± 2.0 kg/cm2) at 5 ± 0.3 gpm (19 ± 1 liter/min).
Copyright 1993 - 2009 Caterpillar Inc. Tue Dec 1 11:48:47 EST 2009
Todos los derechos reservados.
Red privada para licenciados del SIS.

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14G MOTOR GRADER 96U01098-04297 (MACHINE) POWERED BY 3306 ENGIN...

Producto: MOTOR GRADER

Testing And Adjusting

Tests For Systems Operation (Time)

Blade Side Shift

Blade Center Shift

NOTE: Operation time is less when oil is too hot.

Hydraulic Cylinder Drift

Causes for cylinder drift.

1. Damage or defect on cylinder surface.

Oil Pressure Tests

CONTROL VALVE ON RIGHT SIDE

Shift Pressure Test For Shuttle Valve

Hot Oil In Hydraulic Tank

PUMP FOR OIL THROUGH THE OIL COOLER

Causes for too much heat in oil tank:

UNLOADER VALVE (Valve stem and spring removed)

COMBINATION VALVE PARTS (With no unloader valve)

valve to the steering system and remove fitting (21).

Motor For Circle Drive

MOTOR FOR CIRCLE DRIVE

CONTROL VALVE SECTION

CONTROL VALVE (RIGHT SIDE)

CONTROL VALVE (RIGHT SIDE)

Valve for Flow Control

CONTROL VALVE (RIGHT SIDE)

Lock Check Valve

LOCK CHECK VALVE

LOCK CHECK VALVE (Lift cylinder on right side)

Dual Crossover Relief Valve For Steering

DUAL CROSSOVER RELIEF VALVE FOR STEERING

Metering Valve For Steering

Machine Moved From The Cold Into A Warm

Testing And Charging The Accumulator

than approximately 100° F (37° C).

3. Move the blade cushion electric switch OFF.

Checking Nitrogen Charge in the Accumulator

NITROGEN CHARGING GROUP

codes or other methods of identification to tell the difference between

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

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

Charging The Accumulator

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

3. With the blade on the ground, turn accumulator to "OFF" position.

4. Disconnect oil lines (10) from the bottom of the accumulators.

5. Remove covers from top of accumulator.

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

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

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

12. Remove the test equipment.

Charging a Rebuilt Accumulator

4. Close valve (4).

Testing The Steering Circuit

SCHEMATIC OF STEERING CIRCUIT (93U1-93U1537, 96U1-96U3819)

2. Crossover relief valve.

3. Crossover relief valve.

5. Oil return line to tank.

6. Steering metering pump.