Caterpillar 320D2 Excavator Service Repair Manual Nbf00001-Up

320D2 EXCAVATOR
NBF00001-UP
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Heavy Equipment Manuals

UENR0674-08 C7.1 (Mech) Engines for Caterpillar Built Machines 2
UENR3262-00 Seal Installation 420
UENR4125-07 Air Conditioning and Heating R134a for All Cat
Machines 483
Accessory Drive - Remove and Install - Accessory Drive SAE A 4
Air Compressor - Remove and Install 8
Alternator - Install 22
Alternator - Remove 25
Bearing Clearance - Check 28
Camshaft - Remove and Install 31
Camshaft Bearings - Remove and Install 37
Camshaft Gear - Remove and Install 41
Connecting Rod Bearings - Install - Connecting Rods in Position 54
Connecting Rod Bearings - Remove - Connecting Rods in Position 58
Crankcase Breather - Install - Filtered Breather 62
Crankcase Breather - Install - Unfiltered Breather 65
Crankcase Breather - Remove - Filtered Breather 67
Crankcase Breather - Remove - Unfiltered Breather 70
Crankshaft - Install 72
Crankshaft - Remove 82
Crankshaft Front Seal - Remove and Install 89
Crankshaft Gear - Remove and Install 92
Crankshaft Main Bearings - Remove and Install - Crankshaft in
Position 97
Crankshaft Rear Seal - Install 111
Crankshaft Rear Seal - Remove 115
Cylinder Head - Install 117
Cylinder Head - Remove 126
Electric Starting Motor - Remove and Install 134
Engine Oil Cooler - Install 137
Engine Oil Cooler - Remove 142
Engine Oil Filter Base - Remove and Install 145
Engine Oil Pan - Install - Aluminum Oil Pan 148
Engine Oil Pan - Install - Cast Iron Oil Pan 153
Engine Oil Pan - Remove - Aluminum Oil Pan 158
Engine Oil Pan - Remove - Cast Iron Oil Pan 162
Engine Oil Pump - Install 166
Engine Oil Pump - Remove 169
Exhaust Elbow - Remove and Install 172
Exhaust Manifold - Remove and Install - Side Mounted Turbochar-
ger Exhaust Manifold 175
Exhaust Manifold - Remove and Install - Top Mounted Exhaust
Manifold 179
Fan - Remove and Install 183
Fan Drive - Remove and Install 187
Flywheel - Install 190
Flywheel - Remove 194
Flywheel Housing - Remove and Install - Standard Housing 197
Front Cover - Remove and Install 204
Fuel Filter Base - Remove and Install - Secondary Fuel Filter 208
Fuel Injection Lines - Install 214
Fuel Injection Lines - Remove 221
Fuel Injection Pump - Install - With Boost Control 226
Fuel Injection Pump - Install - With Electronic Governor 232
Fuel Injection Pump - Remove - With Boost Control 237
Fuel Injection Pump - Remove - With Electronic Governor 242
Fuel Injection Pump Gear - Install 247
Fuel Injection Pump Gear - Remove 255
Fuel Injector - Install 261
Fuel Injector - Remove 263
Fuel Priming Pump - Remove and Install - Mechanical Priming
Pump 266
Gear Group (Front) - Remove and Install 271
Glow Plugs - Remove and Install 282
Housing (Front) - Install 287
Housing (Front) - Remove 294
Idler Gear - Install 298
Idler Gear - Remove 305
Inlet and Exhaust Valve Guides - Remove and Install 310
Inlet and Exhaust Valve Springs - Remove and Install 315
Inlet and Exhaust Valves - Remove and Install 321
Lifter Group - Remove and Install 328
Piston Cooling Jets - Remove and Install 332
Pistons and Connecting Rods - Assemble 336
Pistons and Connecting Rods - Disassemble 341
Pistons and Connecting Rods - Install 345
Pistons and Connecting Rods - Remove 349
Rocker Shaft - Assemble 352
Rocker Shaft - Disassemble 356
Rocker Shaft and Pushrod - Install 359
Rocker Shaft and Pushrod - Remove 363
Turbocharger - Install - Side Mounted Turbocharger (2) 366
Turbocharger - Install - Side Mounted Turbocharger 371
Turbocharger - Remove - Side Mounted Turbocharger 376
Turbocharger - Remove - Turbocharger Top Mounted 380
Valve Mechanism Cover - Remove and Install 384
V-Belts - Remove and Install 389
Vibration Damper and Pulley - Install 392
Vibration Damper and Pulley - Remove 396
Water Pump - Install 399
Water Pump - Remove 404
Water Separator and Fuel Filter (Primary) - Remove and Install 407
Water Temperature Regulator - Remove and Install 415
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Product: EXCAVATOR
Model: 320D2 EXCAVATOR NBF
Configuration: 320D2 & 320D2 L Excavators NBF00001-UP (MACHINE) POWERED BY C7.1 Engine
Disassembly and Assembly

C7.1 (Mech) Engines for Caterpillar Built Machines
Media Number -UENR0674-08 Publication Date -01/06/2015 Date Updated -23/01/2017
i04780350
Accessory Drive - Remove and Install - Accessory Drive SAE

"A"
SMCS - 1207-010
Removal Procedure
Table 1
Required Tools
Tool Part Number Part Description Qty
8H-0663 Bearing Puller 1
5F-7345 Puller 1
A
126-7183 Crossblock 1
126-7177 Puller Leg 2
NOTICE
Keep all parts clean from contaminants.
Contaminants may cause rapid wear and shortened component life.
NOTICE
Care must be taken to ensure that fluids are contained during

performance of inspection, maintenance, testing, adjusting and repair
of the product. Be prepared to collect the fluid with suitable containers
before opening any compartment or disassembling any component
containing fluids.
Dispose of all fluids according to local regulations and mandates.
Illustration 1 g02086073
Typical example
1. Remove allen head screw (3) from accessory drive housing (2). Remove allen head screws
(6) from accessory drive housing (2).
2. Remove accessory drive housing (2) from the front housing.
3. If necessary, follow Step 3.a through Step 3.d in order to disassemble the accessory drive.
a. Remove circlip (8) from accessory drive housing (2).
b. Place accessory drive housing (2) onto a suitable support. Press the assembly of gear
(5) and bearing (7) and bearing (4) out of accessory drive housing (2).
c. Use Tooling (A) in order to remove bearing (7) and bearing (4) from gear (5).
d. Remove gasket (1) from accessory drive housing (2).

Installation Procedure
Table 2
Required Tools

B 7M-7456 Bearing Mount Compound 1-
C 9S-3263 Thread Lock Compound 1
NOTICE
Typical example
1. If necessary, follow Step 1.a through Step 1.e in order to assemble the accessory drive.
a. Inspect the condition of the teeth and the splines of gear (5) for wear and damage.
Inspect bearing (7), bearing (4), and circlip (8). Inspect the front housing for wear and
damage. Replace any components that are worn or damaged.
b. Apply a small continuous bead of Tooling (B) to inner Surface (Y) of bearing (4).
Place the gear shaft on a suitable support. Press on the inner race of bearing (4) until
bearing (4) is against the shoulder of gear (5). Remove any excess compound.
c. Apply a small continuous bead of Tooling (B) to inner Surface (Z) of bearing (7).
Place the inner race of bearing (7) onto a suitable support. Press the shaft of gear (5)
into bearing (7) until the shoulder of the gear is against the bearing. Remove any
excess compound.
d. Apply a small continuous bead of Tooling (B) to the outer Surface (X) of bearing (7)
and bearing (4). Place accessory drive housing (2) on a suitable support. Press the
assembly of the gear into the accessory drive housing. Ensure that bearing (4) is
against the front face of the recess in accessory drive housing (2). Remove any excess
compound.
e. Install circlip (8) into the groove in accessory drive housing (2). Ensure that circlip
(8) is correctly positioned in the groove.
2. Install gasket (1) to accessory drive housing (2).
3. Inspect the bore in the front housing for damage. If necessary, replace the front housing.
Refer to Disassembly and Assembly, "Housing (Front) - Remove" and Disassembly and
Assembly, "Housing (Front) - Install" for the correct procedure.
4. Lightly lubricate bearing (7), bearing (4), and gear (5) with clean engine lubricating oil.
Install the assembly of the accessory drive to the front housing. Ensure that the flange on the
accessory drive housing is flush with the front housing.
5. Install new M8 allen head screws (3) to accessory drive housing (2). Tighten the allen head
screws to a torque of 22 N·m (195 lb in).
6. Install a new M12 allen head screw (6) to accessory drive housing (2). Tighten allen head
screw (6) to a torque of 78 N·m (58 lb ft).
7. Ensure that there is tactile backlash between the idler gear and the accessory drive gear.
Copyright 1993 - 2020 Caterpillar Inc. Wed Dec 30 10:43:39 UTC+0530 2020
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i04780603
Air Compressor - Remove and Install

SMCS - 1803-010
Removal Procedure
Table 1
Required Tools
A(1) 9U-6198 Crankshaft Turning Tool 1
5P-7306 Housing 1
A(2)
5P-7305 Gear 1
5P-7305 Timing Pin (Crankshaft) 1

B
268-1966 Adapter
C 1P-2320 Combination Puller 1
(1)
The Crankshaft Turning Tool is used on the front pulley.
(2)
This Tool is used in the aperture for the electric starting motor.
Note: Either Tooling (A) can be used. Use the Tooling that is most suitable.
NOTICE

containing fluids.
NOTICE
Note: Put identification marks on all hoses, on all hose assemblies and on all tube assemblies for
installation purposes. Plug all hose assemblies and tube assemblies. Plugging hose assemblies
helps to prevent fluid loss. Plugging hose assemblies helps to keep contaminants from entering the
system.
Do not disconnect the air lines until the air pressure in the system is at
zero. If hose is disconnected under pressure it can cause personal injury.
1. Release the pressure from the air system. Refer to the Original Equipment Manufactures
(OEM) for the correct procedure.
2. Drain the coolant from the cooling system into a suitable container for storage or for
disposal. Refer to Operation and Maintenance Manual, "Cooling System Coolant - Change"
for the correct draining procedure.
3. If the engine is equipped with a hydraulic pump on the rear of the air compressor, remove
the hydraulic pump. Refer to the (OEM for the correct procedure.
Typical example
4. Remove plug (2) from the cylinder block. Remove O-ring seal (1) from plug (2).
5. Use Tooling (A) in order to rotate the crankshaft so that number one piston is at top dead
center on the compression stroke. Refer to System Operation, Testing and Adjusting,
"Finding Top Center Position for No.1 Piston" for the correct procedure.
Note: The air compressor must be timed with the engine in order to minimize engine
vibration.
6. Install Tooling (B) into Hole (X) in the cylinder block. Use Tooling (B) in order to lock the
crankshaft in the correct position.
Note: Do not use excessive force to install Tooling (B). Do not use Tooling (B) to hold the
crankshaft during repairs.
Typical example
Typical example
Typical example
7. Disconnect coolant hose (3) and hose (4) from air compressor (6).
8. Disconnect the air lines from port (5) and port (7). Refer to the OEM for the correct
procedure.
9. Remove tube assembly (9) from air compressor (6) and from the cylinder block.
10. Remove bolt (10) and bolt (12) from support bracket (11) and remove the support bracket.
11. Support air compressor (6). Remove nuts (15) and remove the air compressor from front
housing (8).
12. Remove O-ring seal (20) from air compressor (6).
13. If necessary, remove bolts (17) and remove plate (16). Remove O-ring seal (13) from plate
(16). Refer to Illustration 3.
14. If necessary, follow Step 14.a through Step 14.b in order to remove the gear from the
compressor.
a. Remove nut (19) and remove the spring washer.
b. Use Tooling (C) in order to remove gear (18) from the crankshaft of air compressor
(6).
Table 2
Required Tools

5P-7306 Housing 1
A(2)
5P-7305 Gear 1
136-4632 Timing Pin (Crankshaft) 1
B
268-1966 Adapter
D 4C-9506 Retaining Compound 1

E 1U-6396 O-Ring Assembly Compound 1
(1)
(2)
NOTICE
NOTICE

containing fluids.

Typical example
1. If necessary, follow Steps 1.a through 1.b in order to install the gear to the air compressor.
a. Ensure that the shaft of air compressor (6) is clean and dry. Ensure that gear (18) is
clean and free from damage.
b. Install gear (18) and a new spring washer to the shaft of the air compressor.
c. Apply Tooling (D) to the threads of the shaft. Install nut (19) to the shaft of air
compressor (6). Tighten the nut to a torque of 120 N·m (89 lb ft).
2. Install O-ring seal (20) to air compressor (6). Use Tooling (E) in order to lubricate the O-
ring seal.
Typical example
3. If necessary, use Tooling (A) to ensure that number one piston is at the top center position
on the compression stroke. Refer to the Systems Operation, Testing and Adjusting, "Finding
Top Center Position for No. 1 Piston".
Note: The air compressor must be timed with the engine in order to minimize engine
vibration.
4. Ensure that Tooling (B) is installed in Hole (X) in the cylinder block. Use Tooling (B) in
order to lock the crankshaft in the correct position.
Typical air compressor with a SAE drive
Typical air compressor with a DIN drive
5. Rotate the crankshaft of the air compressor until timing Mark (X) is aligned with timing
mark A6 on the rear face of air compressor (6). Refer to Illustration 7 for air compressors
with a SAE drive. Refer to Illustration 8 for air compressors with a DIN drive.
Typical example
6. Align air compressor (6) with studs (14). Install the air compressor to the front housing. If
necessary, rotate the crankshaft of the air compressor in a clockwise direction in order to
align the gears.
Note: Ensure that timing Mark (X) is aligned with the timing mark A6. Refer to Illustration
7 for air compressors with a SAE drive. Refer to Illustration 8 for air compressors with a
DIN drive.
7. Install nuts (15). Tighten the nuts to a torque of 78 N·m (58 lb ft).
8. If necessary, follow Steps 8.a through 8.c in order to install cover (15).
a. Install a new O-ring seal (13) to cover (16). Use Tooling (E) in order to lubricate the
O-ring seal.
b. Install cover (16) to air compressor (6).

c. Install bolts (17). Tighten the bolts to a torque of 13 N·m (115 lb in).
Typical example
9. Position support bracket (11) onto air compressor (6). Install bolts (10) finger tight.
10. Install bolts (12) finger tight.
11. Tighten bolts (10) to a torque of 22 N·m (195 lb in). Tighten bolts (12) to a torque 44 N·m
(32 lb ft).
Note: Ensure that the air compressor is not stressed as the bolts are tightened.
12. Install tube assembly (9) to air compressor (6) and to the cylinder block. Tighten the nuts
for tube assembly (9) to a torque of 9 N·m (80 lb in).
Typical example
13. Remove Tooling (B) from Hole (X) in the cylinder block. Install a new O-ring seal (1) to
plug (2). Install plug (2) to the cylinder block. Tighten the plug to a torque of 21 N·m
(186 lb in)
14. If the engine is equipped with a hydraulic pump on the rear of the air compressor, install the
hydraulic pump. Refer to the OEM for the correct procedure.
15. Connect the air lines to port (5) and port (7) in the air compressor. Refer to the OEM for the
correct procedure.
16. Connect coolant hose (2) and hose (3) to air compressor (5).
17. Fill the cooling system with coolant to the correct level. Refer to Operation and
Maintenance Manual, "Cooling System Coolant - Change" for the correct filling procedure.
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i04780354
Alternator - Install
SMCS - 1405-012
1. If necessary, follow Step 1.a through Step 1.c in order to install the bracket for the alternator
to the cylinder head.
a. Position bracket (11) onto the cylinder head with the arrow and the word UP in the
vertical position.
b. Install bolts (10) to bracket (11) finger tight.
c. Tighten bolts (10) to a torque of 44 N·m (32 lb ft).
2. If necessary, follow Step 2.a through Step 2.b in order to install the pulley to the alternator.
Note: This method may not be suitable for some configurations of pulley.
a. Install pulley (4) and nut (5) (not shown) to the shaft of alternator (2).
b. Hold the shaft of the alternator with an allen wrench. Use a cranked ring spanner in
order to tighten nut (5) (not shown). Tighten the nut to a torque of 80 N·m (59 lb ft).
3. Install alternator (2) to the bracket for the alternator. Install bolt (3) to alternator (2).
4. Install nut (1) to bolt (3) finger tight.
5. Install bracket (9) and install bolt and washer (6) to alternator (2) finger tight.
6. Install bolt (8) and nut (7) finger tight.
7. Install the V-belts. Refer to the Disassembly and Assembly, "V-belts - Remove and Install"
for the correct procedure.
8. Tighten nut (1) and bolt (3) to a torque of 22 N·m (195 lb in).
9. Tighten bolt and washer (6) to a torque of 22 N·m (195 lb in).
10. Tighten nut (7) and bolt (8) to a torque of 44 N·m (32 lb ft).
11. Connect the harness assembly to alternator (2).
12. Turn the battery disconnect switch to the ON position.
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i04780360
Alternator - Remove
SMCS - 1405-011
Removal Procedure
Start By:
a. Remove the V-belts. Refer to Disassembly and Assembly, "V-belts - Remove and Install".
NOTICE
1. Turn the battery disconnect switch to the OFF position.

2. Make temporary identification marks on the connections of the harness assembly.

Disconnect the harness assembly from alternator (2).
3. Remove bolt and washer (6) from alternator (4).
4. Remove nut (7) and remove bolt (8) from bracket (9).
5. Remove bracket (9).
6. Remove nut (1) and remove bolt (3) from alternator (2).
Note: Support the alternator as the bolt is removed.
7. Remove alternator (2) from the bracket for the alternator.
8. If necessary, follow Step 8.a through Step 8.b in order to remove the pulley from the
alternator.
Note: This method may not be suitable for some configurations of pulley.
a. Hold the shaft of alternator (2) with an allen wrench. Use a cranked ring spanner in
order to loosen nut (5) (not shown).
b. Remove nut (5) (not shown) and pulley (4) from alternator (2).
9. If necessary, follow Step 9.a through Step 9.b in order to remove the bracket for the
alternator from the cylinder head.
a. Remove bolts (10) from bracket (11).
b. Remove bracket (11) from the cylinder head.
Note: Note the orientation of the bracket.
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i05977048
Bearing Clearance - Check

SMCS - 1203-535; 1219-535
Measurement Procedure
Table 1
Required Tools
Plastic Gauge (Green)

198-9142 0.025 to 0.076 mm 1
(0.001 to 0.003 inch)
Plastic Gauge (Red)
198-9143 0.051 to 0.152 mm 1
(0.002 to 0.006 inch)
A
Plastic Gauge (Blue)
198-9144 0.102 to 0.229 mm 1
(0.004 to 0.009 inch)
Plastic Gauge (Yellow)

198-9145 0.230 to 0.510 mm 1
(0.009 to 0.020 inch)
Note: Plastic gauge may not be necessary when the engine is in the chassis.
NOTICE

Note: Cat does not recommend the checking of the actual bearing clearances particularly on small
engines. This is because of the possibility of obtaining inaccurate results and the possibility of
damaging the bearing or the journal surfaces. Each Cat engine bearing is quality checked for
specific wall thickness.
Note: The measurements should be within specifications and the correct bearings should be used.
If the crankshaft journals and the bores for the block and the rods were measured during
disassembly, no further checks are necessary. However, if the technician still wants to measure the
bearing clearances, Tooling (A) is an acceptable method. Tooling (A) is less accurate on journals
with small diameters if clearances are less than 0.10 mm (0.004 inch).
NOTICE
Lead wire, shim stock or a dial bore gauge can damage the bearing
surfaces.
The technician must be very careful to use Tooling (A) correctly. The following points must be
remembered:
• Ensure that the backs of the bearings and the bores are clean and dry.
• Ensure that the bearing locking tabs are properly seated in the tab grooves.
• The crankshaft must be free of oil at the contact points of Tooling (A).
1. Put a piece of Tooling (A) on the crown of the bearing that is in the cap.
Note: Do not allow Tooling (A) to extend over the edge of the bearing.
2. Use the correct torque-turn specifications in order to install the bearing cap. Do not use an
impact wrench. Be careful not to dislodge the bearing when the cap is installed.
Note: Do not turn the crankshaft when Tooling (A) is installed.
3. Carefully remove the cap, but do not remove Tooling (A). Measure the width of Tooling
(A) while Tooling (A) is in the bearing cap or on the crankshaft journal. Refer to Illustration
1.
Typical Example
4. Remove all of Tooling (A) before you install the bearing cap.
Note: When Tooling (A) is used, the readings can sometimes be unclear. For example, all
parts of Tooling (A) are not the same width. Measure the major width in order to ensure that
the parts are within the specification range. Refer to Specifications Manual, "Connecting
Rod Bearing Journal" and Specifications Manual, "Main Bearing Journal" for the correct
clearances.
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i04780362
Camshaft - Remove and Install

SMCS - 1210-010
Removal Procedure
Start By:
a. Remove the fuel priming pump. Refer to Disassembly and Assembly, "Fuel Priming Pump
(Mechanical) - Remove and Install" for the correct procedure.
b. Remove the rocker shaft and pushrods. Refer to Disassembly and Assembly, "Rocker shaft
and Pushrod - Remove" for the correct procedure.
c. Remove the front housing. Refer to Disassembly and Assembly, "Housing (Front) -
Remove" for the correct procedure.
NOTICE
1. The engine should be mounted on a suitable stand and placed in the inverted position.
2. Remove thrust washer (1) from the cylinder block. Do not remove dowel (2) from the
cylinder block unless the dowel is damaged.
Note: The thrust washer can have one or two Slots (X).
NOTICE
Do not damage the lobes or the bearings when the camshaft is removed
or installed.
3. Carefully remove camshaft (3) from the cylinder block.
4. If necessary, remove key (4) from camshaft (3).
NOTICE

1. Clean the camshaft and the thrust washer. Inspect the camshaft and the thrust washer for
wear and for damage. Refer to Specifications, "Camshaft" for more information. Replace
any worn components or any damaged components.
2. Clean the camshaft bearing in the cylinder block. Inspect the camshaft bearing for wear and
for damage. Refer to Specifications, "Camshaft Bearings" for more information. If
necessary, replace the camshaft bearing. Refer to Disassembly and Assembly, "Camshaft
Bearing - Remove and Install" for the correct procedure.
NOTICE
It is strongly recommended that all lifters should be replaced when a

new camshaft is installed.
3. Inspect the lifters for wear and for damage. Refer to Specifications, "Lifter Group" for more
information. Replace any worn lifters or any damaged lifters. Refer to Disassembly and
Assembly, "Lifter Group - Remove and install" for the correct procedure.
4. If necessary, install a new key (4) into camshaft (3).

5. Lubricate the bearing surfaces of camshaft (3) and lubricate the lobes of the camshaft with
clean engine oil.
NOTICE
Do not damage the lobes or the bearings when the camshaft is removed
or installed.
6. Carefully install camshaft (3) into the cylinder block.
7. Lubricate the thrust washer with clean engine oil. Align Slot (X) in thrust washer (1) with
dowel (2) in the cylinder block. Install thrust washer (1) into the recess in the cylinder
block.
Note: The thrust washer can have one or two Slots (X).
End By:
a. Install the front housing. Refer to Disassembly and Assembly, "Housing (Front) - Install"
b. Install the rocker shaft and pushrods. Refer to Disassembly and Assembly, "Rocker shaft
and Pushrod - Install" for the correct procedure.
c. Install the fuel priming pump. Refer to Disassembly and Assembly, "Fuel Priming Pump
(Mechanical) - Remove and Install" for the correct procedure.
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i04780363
Camshaft Bearings - Remove and Install

SMCS - 1211-010
Removal Procedure
Table 1
Required Tools
A 8S-2241 Camshaft Bearing Tool Group 1
B 8H-0684 Ratchet Wrench 1
Start By:
a. Remove the engine oil pump. Refer to Disassembly and Assembly, "Engine Oil Pump -
Remove".
b. Remove the camshaft. Refer to Disassembly and Assembly, "Camshaft - Remove and
Install".
NOTICE

1. Inspect camshaft bearing (1). Refer to Specifications, "Camshaft Bearings" for more
information.
2. If camshaft bearing (1) is worn or damaged, use Tooling (A) and Tooling (B) in order to
remove the camshaft bearing from the cylinder block.
Note: Remove the camshaft bearing from the front of the cylinder block.
Table 2
Required Tools

A 8S-2241 Camshaft Bearing Tool Group 1
B 8H-0684 Ratchet Wrench 1
NOTICE

1. Clean the bearing housing in the cylinder block. Ensure that the oil hole in the bearing
housing is free from debris.
2. Lubricate the bearing housing in the cylinder block with clean engine oil.
3. Accurately align large oil Hole (X) in camshaft bearing (1) with the oil hole in the cylinder
block.
Note: The Groove (Y) in the camshaft bearing must be to the top of the cylinder block.
4. Use Tooling (A) and Tooling (B) in order to install camshaft bearing (1) into the cylinder
block. Install the camshaft bearing so that the front edge of the bearing is flush with the face
of the recess in the cylinder block.
Note: Ensure that the oil holes are correctly aligned. If the oil is not correctly aligned, the
camshaft bearing should be removed.
End By:
a. Install the camshaft. Refer to Disassembly and Assembly, "Camshaft - Remove and Install".
b. Install the engine oil pump. Refer to Disassembly and Assembly, "Engine Oil Pump -
Install".
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i04780367
Camshaft Gear - Remove and Install

SMCS - 1210-010-GE
Removal Procedure
Table 1
Required Tools
5P-7306 Housing 1
A(2)
5P-7305 Engine Turning Tool 1
B 230-6284 Timing Pin (Camshaft) 1
5P-7305 Timing Pin (Crankshaft) 1

C
268-1966 Adapter 1
(1)
(2)
Start By:
a. Remove the valve mechanism cover. Refer to Disassembly and Assembly, "Valve
Mechanism Cover - Remove and Install".
b. Remove the front cover. Refer to Disassembly and Assembly, "Front Cover - Remove and
Install".
NOTICE
NOTICE

containing fluids.
"Finding Top Center Position for No.1 Piston".
3. Install Tooling (C) into Hole (Y) in the cylinder block. Use Tooling (C) in order to lock the
Note: Do not use excessive force to install Tooling (C). Do not use Tooling (C) to hold the
4. Install Tooling (B) through Hole (X) in camshaft gear (1) into the front housing. Use
Tooling (B) in order to lock the camshaft in the correct position.
5. Loosen nuts (5) on all rocker arms (6). Unscrew adjusters (4) on all rocker arms (6) until all
valves are fully closed.
Note: Failure to ensure that all adjusters are fully unscrewed can result in contact between
the valves and pistons.
Alignment of timing marks
6. Mark gear (1), gear (7), and gear (8) in order to show alignment. Refer to Illustration 4.
Note: Identification will ensure that the gears can be installed in the original alignment.
7. Remove Tooling (B) and Tooling (C).
8. Remove bolt (10) and washer (9) from camshaft gear (1).
9. Remove camshaft gear (1) from the camshaft.
Note: If the camshaft gear is a tight fit on the nose of the camshaft, use a prybar in order to
remove the camshaft gear.
10. If necessary, remove key (11) from nose of camshaft (12).
Table 2
Required Tools

5P-7306 Housing 1
A(2)
C 5P-7305 Timing Pin (Crankshaft) 1
268-1966 Adapter 1
9U-7324 Indicator Bracket 1

7H-1942 Dial Indicator 1
D
3S-3268 Indicator Contact Point 1
7H-1940 Universal Attachment 1

(1)
(2)
NOTICE
1. If necessary, use Tooling (A) to ensure that number one piston is at top dead center on the
compression stroke. Refer to System Operation, Testing and Adjusting, "Finding Top
Center Position for No.1 Piston".
2. Ensure that Tooling (C) is installed in Hole (Y) in the cylinder block. Use Tooling (C) in
3. Ensure that camshaft gear (1) and key (11) are clean and free from wear or damage.
4. If necessary, install key (11) into the nose of camshaft (12).
Note: Ensure that the key is squarely seated.
5. Align the keyway in camshaft gear (1) with the key in the camshaft. Install camshaft gear
onto the camshaft. Ensure that the timing marks on gear (1), gear (7) and gear (8) are in
alignment and that the mesh of the gears is correct. Refer to Illustration 9.
6. Install Tooling (B) through the hole in camshaft gear (1) into the front housing. Install
washer (9) and bolt (10) to camshaft gear (1).
8. When bolt (10) is a 8.8 Grade. Tighten bolt (10) to a torque of 95 N·m (70 lb ft).
When bolt (10) is a 10.9 Grade. Tighten bolt (10) to a torque of 120 N·m (89 lb ft).
9. Use Tooling (D) in order to check the backlash for gear (1), gear (7), and gear (8) are within
specified values. Refer to Specifications, "Gear Group (Front)" for further information.
10. Use Tooling (D) in order to check the end play for camshaft gear (1) is within specified
values. Refer to Specifications, "Camshaft" for further information.
11. Install a new O-ring seal (2) to plug (3). Install plug (3) to the cylinder block. Tighten
locking bolt (5) against the spacer to a torque of 21 N·m (186 lb in).
12. Lubricate the teeth of the gears with clean engine oil.
13. Adjust the valve lash. Refer to System Operation, Testing and Adjusting, "Engine Valve
Lash - Inspect/Adjust".
End By:
a. Install the front cover. Refer to Disassembly and Assembly, "Front Cover - Remove and
Install".
b. Install the valve mechanism cover. Refer to Disassembly and Assembly, "Valve Mechanism
Cover - Remove and Install".
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i04780370
Connecting Rod Bearings - Install - Connecting Rods in

Position
SMCS - 1219-012
Table 1
Required Tools
9U-7336 Housing 1
A(2)
B 227-4390 E12 Torx Socket 1
C 8T-3052 Degree Wheel 1

(1)
(2)
NOTICE

NOTICE
Discard all used Connecting Rod fasteners.
1. Inspect the pins of the crankshaft for damage. If the crankshaft is damaged, replace the
crankshaft. Refer to Disassembly and Assembly, "Crankshaft - Remove" and Disassembly
and Assembly, "Crankshaft - Install" for the correct procedure. Ensure that the bearing
shells are clean and free from wear and damage. If necessary, replace the bearing shells.
Note: If the bearing shells are replaced, check whether oversize bearing shells were
previously installed.
2. Install upper bearing shell (4) into connecting rod (5). Ensure that the locating tab for the
upper bearing shell is correctly seated in the slot in the connecting rod.
Note: The ends of the upper bearing shell must be centered in the connecting rod. The ends
of the upper bearing shell must be equally positioned in relation to the mating faces of the
connecting rod.
3. Lubricate upper bearing shell (4) with clean engine oil.
4. Use Tooling (A) to rotate the crankshaft until the crankshaft pins is at the bottom dead
center position.
5. Carefully pull connecting rod (5) against the crankshaft pin.
Note: Do not allow the connecting rod to contact the piston cooling jet.
6. Clean connecting rod cap (2). Install lower bearing shell (3) into connecting rod cap (2).
Ensure that the locating tab for the lower bearing shell is correctly seated in the slot in the
connecting rod cap.
7. Lubricate the pin of the crankshaft and lubricate lower bearing shell (3) with clean engine
oil.
Etched number in Position (X)
8. Install connecting rod cap (2) to connecting rod (5).
Note: Ensure that etched number in Position (X) on connecting rod cap (2) matches etched
number in Position (X) on connecting rod (5). Ensure the correct orientation of the
connecting rod cap. The locating tab for the upper bearing shell and the lower bearing shell
should be on the same side.
Note: Do not reuse the old bolts in order to secure the connecting rod cap.
9. Use Tooling (B) in order to install new bolts (1) to the connecting rod. Tighten the bolts
evenly to a torque of 40 N·m (30 lb ft).
10. Turn the bolts through an additional 120 degrees in a clockwise direction. Use Tooling (B)
and Tooling (C) to achieve the correct final torque.
11. Ensure that the installed connecting rod assembly has tactile side play. Rotate the crankshaft
in order to ensure that there is no binding.
12. Repeat Step 2 through Step 11 in order to install the remaining connecting rod bearings.
Note: If all connecting rod bearings require replacement, the procedure can be carried out
on two cylinders at the same time. The procedure can be carried out on the following pairs
of cylinders. 1 with 6, 2 with 5 and 3 with 4. Ensure that both pairs of the connecting rod
bearings are installed before changing from one pair of cylinders to another pair of
cylinders. Refer to Disassembly and Assembly, "Connecting Rod Bearings - Install" for the
correct procedure.
13. If the glow plugs were removed, install the glow plugs. Ref to Disassembly and Assembly,
"Glow Plugs - Remove and Install" for the correct procedure.
End By:
a. Install the engine oil pump. Refer to Disassembly and Assembly, "Engine Oil Pump -
Install" for the correct procedure.
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i04780374
Connecting Rod Bearings - Remove - Connecting Rods in

Position
SMCS - 1219-011
Removal Procedure
Table 1
Required Tools
9U-7336 Housing 1
A(2)

(1)
(2)
Start By:
NOTICE

NOTICE
Note: If all connecting rod bearings require replacement, the procedure can be carried out on two
cylinders at the same time. The procedure can be carried out on the following pairs of cylinders. 1
with 6, 2 with 5 and 3 with 4. Ensure that both pairs of the connecting rod bearings are
installed before changing from one pair of cylinders to another pair of cylinders. Refer to
Disassembly and Assembly, "Connecting Rod Bearings - Install" for the correct procedure.
1. Use Tooling (A) to rotate the crankshaft until the crankshaft pins are at the bottom center
position.
If necessary, remove the glow plugs. Ref to Disassembly and Assembly, "Glow Plugs -
Remove and Install" for the correct procedure.
Note: Removal of the glow plugs aids removal of the connecting rod bearing. Removal of
the glow plugs is not essential.
Etched number in Position (X)
2. The connecting rods and the connecting rod caps should have an etched number in Positions
(X). The number on the connecting rod and the connecting rod cap must match. If
necessary, make a temporary mark on connecting rods (5) and connecting rod caps (2) in
order to identify the cylinder number.
Note: Do not punch identification marks onto fracture split connecting rods. Do not stamp
identification marks onto fracture split connecting rods.
3. Use Tooling (B) in order to remove bolts (1). Discard bolts (1).
4. Remove connecting rod cap (2) from connecting rod (5).
5. Remove lower bearing shell (3) from connecting rod cap (2). Keep the bearing shell and the
connecting rod cap together.
6. Carefully push connecting rod (5) into the cylinder bore until connecting rod (5) is clear of
the crankshaft. Remove upper bearing shell (4) from the connecting rod. Keep the bearing
shells together.
Note: Do not push on the fracture split surfaces of the connecting rod as damage may result.
Do not allow the connecting rod to contact the piston cooling jet.
7. Repeat Step 1 through Step 6 in order to remove the remaining bearing shells.
Note: Fracture split connecting rods should not be left without the connecting rod caps
installed. After the removal procedure for the bearing shells is complete, carry out the
installation procedure as soon as possible. Refer to Disassembly and Assembly,
"Connecting Rod Bearings - Install" for the correct procedure.
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i04780377
Crankcase Breather - Install - Filtered Breather

SMCS - 1317-012
NOTICE

1. If necessary, follow Step 1.a through Step 1.c in order to install mounting bracket (8) to the
cylinder head.
a. Position mounting bracket (8) onto the cylinder head.
b. Install bolts (7) to mounting bracket (8).
c. Tighten bolts (17) to a torque of 22 N·m (195 lb in).
2. Position filter head (5) for the crankcase breather onto mounting bracket (7). Install bolts
(6).
3. Tighten bolts (6) to a torque of 22 N·m (195 lb in).
4. Connect hose assembly (11) to filter head (5) for the crankcase breather.
5. Tighten clamp (9) securely.

6. Connect hose (3) to valve mechanism cover (1) and filter head (5) for the crankcase
breather.
7. Tighten clamp (2) and clamp (4) securely.
8. Install a new canister (10) to filter head (5) for the crankcase breather. Refer to Operation
and Maintenance Manual, "Crankcase Breather (Canister) - Replace".
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i04780384
Crankcase Breather - Install - Unfiltered Breather

SMCS - 1317-012
NOTICE

1. Install plastic tube assembly (3) to breather (1). Ensure that the plastic tube assembly is
correctly routed.
2. Tighten hose clamp (2) securely.
3. Position clip (5) into correct position. Install bolt (4) (not shown) hand tight.
4. Install plastic tube assembly (3) to clip (5).
5. Tighten bolt (4) (not shown) to a torque of 22 N·m (195 lb in).
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i04780382
Crankcase Breather - Remove - Filtered Breather

SMCS - 1317-011
Removal Procedure
NOTICE

1. Remove canister (10) for the breather. Refer to Operation and Maintenance Manual,
"Crankcase Breather (Canister) - Replace".
2. Loosen clamp (2) and clamp (4).
3. Remove hose (3) from valve mechanism cover (1) and filter head (5) for the crankcase
breather.
4. Loosen clamp (9) and disconnect hose assembly (11) from filter head (5) for the crankcase
breather.
5. Remove bolts (6) and remove filter head (5) for the crankcase breather from mounting
bracket (7).
6. If necessary, follow Step 6.a through Step 6.b in order to remove mounting bracket (8) from
the cylinder head.
a. Remove bolts (7) from mounting bracket (8).
b. Remove mounting bracket (8) from the cylinder head.
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i04780385
Crankcase Breather - Remove - Unfiltered Breather

SMCS - 1317-011
Removal Procedure
NOTICE

1. Loosen hose clamp (2) and remove plastic tube assembly (3) from breather (1).
2. Remove plastic tube assembly (3) from clip (5).
3. Remove bolt (4) (not shown) from clip (5) and remove the clip.
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i05000619
Crankshaft - Install
SMCS - 1202-012
Table 1
Required Tools
A 1U-8221 Lifting Sling 2
B 8T-3052 Degree Wheel 1


C
D - Loctite 5900 -
E - Straight Edge 1
NOTICE

1. Clean the crankshaft and inspect the crankshaft for wear and damage. Refer to
Specifications, "Crankshaft" for more information. If necessary, replace the crankshaft or
recondition the crankshaft.
2. If necessary, install the crankshaft gear. Refer to Disassembly and Assembly, "Crankshaft
Gear - Remove and Install" for the correct procedure.
3. Ensure that parent bores for bearing shells in the cylinder block are clean. Ensure that the
threads for the main bearing bolts in the cylinder block are clean and free from damage.
4. Clean the main bearing shells and the thrust washers. Inspect the main bearing shells and the
thrust washers for wear and damage. If necessary, replace the main bearing shells and the
thrust washers.
Note: If the main bearing shells are replaced, check whether oversize main bearing shells
were previously installed. If the thrust washers are replaced, check whether oversize thrust
washers were previously installed.
5. Install upper main bearing shells (11) to the cylinder block. Ensure that the locating tabs for
the upper main bearing shells are seated in the slots in the cylinder block.
Note: The upper main bearing shells have a groove and two oil holes.
6. Lubricate upper main bearing shells (11) with clean engine oil.
7. Attach Tooling (A) and a suitable lifting device to crankshaft (10). Lift crankshaft (10) into
the cylinder block. The weight of the crankshaft is approximately 61 kg (134 lb).
Note: Do not damage any of the finished surfaces on the crankshaft. Do not damage the
main bearing shells.
8. Lubricate thrust washers (9) with clean engine oil. Install thrust washers (9) into number six
main bearing in the cylinder block.
Note: The grooves in the thrust washers must be located against the crankshaft. The thrust
washers have a locating tab at one end. Ensure that the locating tabs are correctly seated in
the cylinder block.
9. Install lower main bearing shells (8) into main bearing caps (7). Ensure that the locating tabs
for the lower main bearing shells are correctly seated into the slots in the bearing caps.
Note: The lower main bearing shells are plain bearings that do not have oil holes.
10. Lubricate lower main bearing shells (8) and lubricate the journals of the crankshaft with
clean engine oil. Install main bearing caps (7) to the cylinder block.
Note: Ensure the correct location and orientation of main bearing caps (7). The locating tabs
for the upper and the lower main bearing shells should be on the same side of the engine.
11. Lubricate the threads of bolts (6) with clean engine oil. Lubricate the underside of the heads
of bolts (6) with clean engine oil.
12. Install bolts (6) to main bearing caps (7). Evenly tighten the bolts in order to pull the caps
into position. Ensure that the caps are correctly seated.
Note: Do not tap the main bearing caps into position as the bearing shells may be dislodged.
13. Tighten bolts (6) to a torque of 80 N·m (59 lb ft).

Turn bolts (6) through an additional 90 degrees. Use Tooling (B) to achieve the final torque.
14. Rotate the crankshaft in order to ensure that there is no binding.
15. Check the crankshaft end play. Push the crankshaft toward the front of the engine. Install
Tooling (C) to the cylinder block and the rear face of the crankshaft. Push the crankshaft
toward the rear of the engine. Use Tooling (C) to measure the crankshaft end play. The
permissible crankshaft end play is 0.10 mm (0.004 inch) to 0.41 mm (0.016 inch).
16. If necessary, follow Step 16.a through Step 16.c in order to install the cross over tube
assembly from the cylinder block.
a. Remove bolts (3) from tube assembly (1).
b. Remove tube assembly (1) from the cylinder block.
c. Remove gaskets (2) (not shown).

17. After number seven main bearing has been installed, the installation of the bridge piece will
be required. Follow Step 17.a through Step 17.d in order to install the bridge piece.
a. Ensure that the recess in the cylinder block and the bridge piece is clean, dry, and free
from old sealant.
b. Install bridge piece (10) and allen head bolts (9). Tighten the allen head bolts finger
tight.
Note: Ensure that the bridge piece is correctly orientated.
c. Use Tooling (E) in order to align the rear face of bridge piece (10) with the rear face
of the cylinder block.
d. Tighten allen head bolts (9) to a torque of 16 N·m (142 lb in).
18. Install the crankshaft rear seal. Refer to Disassembly and Assembly, "Crankshaft Rear Seal -
19. Apply Tooling (D) to Cavities (Y) in bridge piece (10). Continue to apply Tooling (D) until
sealant extrudes from Cavities (X).
20. If the crankshaft has not been replaced or the crankshaft has not been reconditioned, install
the connecting rod bearings. Refer to Disassembly and Assembly, "Connecting Rod
Bearings - Install" for the correct procedure.
End By:
a. If necessary, install the pistons and connecting rods. Refer to Disassembly and Assembly,
"Pistons and Connecting Rods - Install" for the correct procedure.
b. If necessary, install the cylinder head. Refer to Disassembly and Assembly, "Cylinder head -
c. Install the front housing. Refer to Disassembly and Assembly, "Housing (Front) - Install"
d. Install the engine oil pump. Refer to Disassembly and Assembly, "Engine Oil Pump -
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i04780389
Crankshaft - Remove
SMCS - 1202-011
Removal Procedure
Table 1
Required Tools
A 1U-8221 Lifting Sling 2
Start By:
b. Remove the front housing. Refer to Disassembly and Assembly, "Housing (Front) -
c. Remove the crankshaft rear seal. Refer to Disassembly and Assembly, "Crankshaft Rear
Seal - Remove" for the correct procedure.
d. If necessary, remove the cylinder head. Refer to Disassembly and Assembly, "Cylinder
Head - Remove" for the correct procedure.
e. If necessary, remove the pistons and connecting rods. Refer to Disassembly and Assembly,
"Pistons and Connecting Rods - Remove" for the correct procedure.
NOTICE

1. The engine should be mounted on a suitable stand and placed in the inverted position.
2. If the cylinder head, the pistons and the connecting rods have not been removed already,
remove the connecting rod bearings. Refer to Disassembly and Assembly, "Connecting Rod
Bearings - Remove" for the correct procedure.
3. Ensure that the main bearing caps are marked for the location and orientation.
4. If necessary, follow Step 4.a through Step 4.c in order to remove the cross over tube

5. In order to remove the number seven main bearing, the removal of the bridge piece will be
required. Follow Step 5.a through Step 5.b in order to remove the bridge piece.
a. Remove allen head bolts (4) from bridge piece (5).
b. Remove bridge piece (5) from the cylinder block.

6. Remove bolts (6) and main bearing caps (7) from the cylinder block.
7. Remove lower main bearing shells (8) from main bearing caps (7). Keep the lower main
bearing shells with the respective main bearing caps.
Note: The lower main bearing shells are plain bearings that have no oil holes.
8. For number six main bearing, remove two thrust washers (9) from the cylinder block. In
order to remove thrust washers (9), rotate the crankshaft in the correct direction. If
necessary, push the crankshaft toward the front of the engine while you rotate the
crankshaft, in order to aid removal. If necessary, push the crankshaft toward the rear of the
engine while you rotate the crankshaft, in order to aid removal.
Note: The thrust washers have a locating tab at one end.

9. Attach Tooling (A) and a suitable lifting device to crankshaft (10). Lift crankshaft (10) out
of the cylinder block. The weight of the crankshaft is approximately 61 kg (134 lb).
Note: Do not damage any of the finished surfaces on the crankshaft. When the crankshaft is
removed from the engine, the crankshaft must be supported on a suitable stand in order to
prevent damage to the crankshaft timing ring.
10. Remove upper main bearing shells (11) from the cylinder block. Keep the upper main
bearing shells with the respective main bearing caps.
Note: The upper main bearing shells have a groove and two oil holes.
11. If necessary, remove the crankshaft gear. Refer to Disassembly and Assembly, "Crankshaft
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i07445252
Crankshaft Front Seal - Remove and Install

SMCS - 1160-010
Removal Procedure
Table 1
Required Tools
A 278-2636 Front Oil Seal Removal Tool 1
Start By:
a. Remove the vibration damper and pulley.
NOTICE

1. Position Tooling (A) on the nose of the crankshaft. Fasten Tooling (A) into crankshaft front
seal (1).
Note: Do not damage the edge of the housing for the crankshaft front seal.
2. Fasten bolt (2) into Tooling (A) to remove crankshaft front seal (1).
Table 2
Required Tools
9U-6206 Front Seal Installer 1
9U-6207 Plate 1
B 366-5984 Anchor Plate 1
276-1209 Seal Installer Tool 1
9U-6209 Sleeve 1
NOTICE
1. Ensure that the bore for the crankshaft front seal in the front housing is clean and free from
damage.
2. Assemble Tooling (B).
3. Align new crankshaft front seal (1) to front housing (3).
Note: If the crankshaft front seal is supplied with a sleeve, remove the sleeve from the
crankshaft front seal before installation.
4. Use Tooling (B) to install crankshaft front seal (1). Ensure that the front face of crankshaft
front seal (1) is installed to a depth of 6.5 ± 0.2 mm (0.26 ± 0.01 inch) into front housing
(3).
5. Remove Tooling (B) from the crankshaft.
End By:
a. Install the vibration damper and pulley.
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i04780398
Crankshaft Gear - Remove and Install

SMCS - 1204-010-GE
Removal Procedure
Table 1
Required Tools
8H-0663 Bearing Puller 1
5F-7345 Screw 1
A
126-7183 Crossblock 1
126-7177 Puller Leg 2
Start By:
a. Remove the front housing. Refer to Disassembly and Assembly, "Housing (Front) -
b. Remove the engine oil pump. Refer to Disassembly and Assembly, "Engine Oil Pump -
NOTICE

1. Use Tooling (A) in order to remove crankshaft gear (4) from crankshaft (2).
2. If necessary, remove key (1) and remove friction shim (3) from crankshaft (2).
Note: Do not remove the key from the crankshaft unless the key is damaged.
NOTICE
1. Ensure that all components are clean and free from wear and damage. If necessary, replace
any components that are worn or damaged.
2. If necessary, install a new friction shim (3) to crankshaft (2).
3. If necessary, install a new key (1) to crankshaft (2).
Hot parts or hot components can cause burns or personal injury. Do not
allow hot parts or components to contact your skin. Use protective
clothing or protective equipment to protect your skin.
4. Heat crankshaft gear (4) in an oven to 150° ± 50°C (302° ± 90°F). Align the keyway on
crankshaft gear (4) with key (1) in the crankshaft. Install crankshaft gear (4) to crankshaft
(2). Ensure that shoulder (5) of crankshaft gear (4) is toward the front of the engine.
End By:
a. Install the front housing. Refer to Disassembly and Assembly, "Housing (Front) - Install"
b. Install the engine oil pump. Refer to Disassembly and Assembly, "Engine Oil Pump -
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i05000618
Crankshaft Main Bearings - Remove and Install - Crankshaft

in Position
SMCS - 1203-010
Removal Procedure
Table 1
Required Tools
A 9U-6198 Crankshaft Turning Tool 1
Start By:
b. Remove the crankshaft rear seal. Refer to Disassembly and Assembly, "Crankshaft Rear
Seal - Remove" for the correct procedure.
NOTICE
This procedure must only be used to remove and install the main
bearing shells with the crankshaft in position.
The removal procedure and the installation procedure must be

completed for each pair of main bearing shells before the next pair of
main bearing shells are removed.
NOTICE
1. Ensure that the main bearing cap is marked for the correct location and orientation.
Typical example
2. If necessary, follow Step 2.a through Step 2.c in order to remove the cross over tube

3. Remove bolts (4) and remove main bearing cap (5) from the cylinder block.
4. Remove lower main bearing shell (6) from main bearing cap (5). Keep the main bearing
shell and the main bearing cap together.
Note: The lower main bearing shell is a plain bearing that has no oil holes.
5. For number six main bearing, remove two thrust washers (7) from the cylinder block. In
order to remove thrust washers (7), use Tooling (A) to rotate the crankshaft in the correct
direction. If necessary, push the crankshaft toward the front of the engine or push the
crankshaft toward the rear of the engine while you rotate the crankshaft, in order to aid
removal.
Note: The thrust washers have a locating tab at one end.

6. Push out upper main bearing shell (8) with a suitable tool from the side opposite the locating
tab. Carefully rotate the crankshaft while you push the bearing shell. Remove upper main
bearing shell (8) from the cylinder block. Keep the bearing shells together.
Note: The upper main bearing shell has a groove and two oil holes.
7. In order to remove the number seven main bearing, the removal of the bridge piece will be
required. Follow Step 7.a through Step 7.b in order to remove the bridge piece.
a. Remove allen head bolts (9) from bridge piece (10).
b. Remove bridge piece (10) from the cylinder block.
Table 2
Required Tools
B 8T-3052 Degree Wheel 1


C
D - Loctite 5900 -
E - Straight Edge 1
NOTICE
This procedure must only be used to remove and install the main
bearing shells with the crankshaft in position.
The removal procedure and the installation procedure must be

completed for each pair of main bearing shells before the next pair of
main bearing shells are removed.
NOTICE
1. Ensure that the main bearing shells are clean and free from wear and damage. If necessary,
replace the main bearing shells.
Note: If the main bearing shells are replaced, check whether oversize main bearing shells
were previously installed. If the thrust washers are replaced, check whether oversize thrust
washers were previously installed.
2. Clean the journals of the crankshaft. Inspect the journals of the crankshaft for damage. If
necessary, replace the crankshaft or recondition the crankshaft.
3. Lubricate the crankshaft journal and upper main bearing shell (8) with clean engine oil.
Slide upper main bearing shell (8) into position between the crankshaft journal and the
cylinder block. Ensure that the locating tab for the upper main bearing shell is correctly
seated in the slot in the cylinder block.
Note: The upper main bearing shell has a groove and two oil holes.
4. For number six main bearing, ensure that two thrust washers (7) are clean and free from
wear and damage. If necessary, replace the thrust washers. Lubricate thrust washers (7) with
clean engine oil. Slide thrust washers (7) into position between the crankshaft and the
cylinder block. Ensure that the locating tab is correctly seated in the cylinder block.
5. Install lower main bearing shell (6) into main bearing cap (5). Ensure that the locating tab
for the lower main bearing shell is correctly seated into the slot in the bearing cap.
Note: The lower main bearing shell is a plain bearing that has no oil holes.
6. Lubricate the crankshaft journal and the lower main bearing shell with clean engine oil.
Install main bearing cap (5) to the cylinder block.
Note: Ensure the correct orientation of the main bearing cap. The locating tab for the upper
and the lower bearing should be on the same side of the engine.
7. Lubricate the threads of bolts (4) with clean engine oil. Lubricate the underside of the heads
of bolts (4) with clean engine oil.
8. Install bolts (4) to main bearing cap (5). Evenly tighten the bolts in order to pull cap (5) into
position. Ensure that the cap is correctly seated.
Note: Do not tap the main bearing cap into position as the bearing shell may be dislodged.
Turn bolts (4) through an additional 90 degrees. Use Tooling B to achieve the correct final
torque.
10. Check the crankshaft end play. Push the crankshaft toward the front of the engine. Install
Tooling (C) to the cylinder block and the rear face of the crankshaft. Push the crankshaft
toward the rear of the engine. Use Tooling (C) to measure the crankshaft end play. The
permissible crankshaft end play is 0.10 mm (0.004 inch) to 0.41 mm (0.016 inch).
11. Remove Tooling (C) from the cylinder block.

Typical example
12. If necessary, follow Step 12.a through Step 12.d in order to install the cross over tube
a. Position new gaskets (2) (not shown) onto the cylinder block.
b. Position tube assembly (1) onto the cylinder block.
c. Install bolts (3) to tube assembly (1).
d. Tighten bolts (3) to a torque of 22 N·m (195 lb in).

13. After number seven main bearing has been installed, the installation of the bridge piece will
be required. Follow Step 13.a through Step 13.d in order to install the bridge piece.
a. Ensure that the recess in the cylinder block and the bridge piece is clean, dry, and free
from old sealant.
b. Install bridge piece (10) and allen head bolts (9). Tighten the allen head bolts finger
tight.
c. Use Tooling (E) in order to align the rear face of bridge piece (10) with the rear face
of the cylinder block.
d. Tighten allen head bolts (9) to a torque of 16 N·m (142 lb in).
14. Install the crankshaft rear seal. Refer to Disassembly and Assembly, "Crankshaft Rear Seal -
15. Apply Tooling (D) to Cavities (Y) in bridge piece (10). Continue to apply Tooling (D) until
sealant extrudes from Cavities (X).
End By:
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i04780403
Crankshaft Rear Seal - Install

SMCS - 1161-012
Table 1
Required Tools
A 227-4389 E10 Torx Socket 1
B FT-2806 Alignment Tool 1
Note: The crankshaft rear seal and the housing are manufactured as a one-piece assembly.
NOTICE

1. Ensure that crankshaft flange (1) is clean, dry, and free from damage.
2. Ensure that the face of the cylinder block and the bridge piece are clean and dry.
3. A new crankshaft rear seal is supplied with a plastic sleeve (3). Ensure that the plastic
sleeve is squarely installed within crankshaft rear seal (2).
Note: The plastic sleeve is included in order to protect the lip of the seal as the seal is
pushed over the crankshaft flange.
Note: Do not lubricate the crankshaft rear seal or the crankshaft flange. The
crankshaft rear seal must be installed dry.
4. Align plastic sleeve (3) with crankshaft flange (1). Ensure that the plastic sleeve is engaged
onto the crankshaft flange. Push new crankshaft rear seal (2) squarely onto the crankshaft
flange.
During this process, the plastic sleeve will be forced out of the crankshaft rear seal. Discard
the plastic sleeve.
5. Ensure that crankshaft rear seal (2) is seated against the cylinder block.
6. Install torx screws (4) finger tight.
Note: Do not install torx screws to Positions (X) at this stage.
7. Install Tooling (B) to crankshaft rear seal (2) and to crankshaft flange (1). Use Tooling (B)
to align crankshaft rear seal (2) with crankshaft flange (1).
8. Use Tooling (A) in order to tighten torx screws (4) to a torque of 22 N·m (195 lb in).
Tighten torx screws (4) in the sequence that is shown in Illustration 3.
9. Remove Tooling (B).
10. Install remaining torx screws (4) to Positions (X). Use Tooling (A) in order to tighten the
torx screws to a torque of 22 N·m (195 lb in). Refer to Illustration 3.
End By:
a. Install the flywheel. Refer to Disassembly and Assembly, "Flywheel - Install".
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i04780405
Crankshaft Rear Seal - Remove

SMCS - 1161-011
Removal Procedure
Table 1
Required Tools
A 227-4389 E10 Torx Socket 1
Start By:
a. Remove the flywheel. Refer to Disassembly and Assembly, "Flywheel - Remove".
NOTICE
NOTICE

containing fluids.
Note: The crankshaft rear seal and the housing are manufactured as a one-piece assembly. The
assembly is not serviceable. If the crankshaft rear seal is removed, the assembly must be replaced.
1. Use Tooling (A) in order to remove torx screws (1) from crankshaft rear seal (2).
2. Remove crankshaft rear seal (2) from the cylinder block. Discard the crankshaft rear seal.
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i04780408
Cylinder Head - Install

SMCS - 1100-012
Table 1
Required Tools
Guide Studs
B - 2
M16 by 115mm

D 1U-6396 O-Ring Assembly Compound 1
NOTICE
1. Thoroughly clean the gasket surfaces of the cylinder head and the cylinder block. Do not
damage the gasket surfaces of the cylinder head or the cylinder block. Ensure that no debris
enters the cylinder bores, the coolant passages, or the lubricant passages.
2. Inspect the gasket surface of the cylinder head for distortion. Refer to Specifications,
"Cylinder Head" for more information. If the gasket surface of the cylinder head is distorted
beyond maximum permitted limits, replace the cylinder head.
3. Inspect dowels (20) for damage. If necessary, replace the dowels in the cylinder block.
4. Install Tooling (B) to the cylinder block.
5. Align a new cylinder head gasket (21) with dowels (19). Install the new cylinder head
gasket (20) onto the cylinder block.
6. Use a suitable lifting device to lift cylinder head. The weight of the cylinder head is
approximately 96 kg (212 lb).
Note: A spreader bar must be used in order to distribute the weight of the cylinder head
during the lifting operation.
7. Use Tooling (B) to align the cylinder head with the cylinder block. Install the cylinder head
to the cylinder block.
Note: Ensure that the cylinder head is correctly positioned on dowels (20).

9. Clean bolts (18). Follow Step 9.a for the procedure to inspect the bolts.
a. Use a straight edge to check the threads of the bolts. Refer to Illustration 2. Replace
any bolts that show visual reduction in the diameter of the thread over Length (Y).
10. Lubricate the threads and the shoulder of bolts (18) with clean engine oil.
11. Install bolts (18) to cylinder head (19).
12. Tighten the bolts to a torque of 50 N·m (37 lb ft) in the numerical sequence that is shown in
Illustration 4.
13. Tighten the bolts to a torque of 160 N·m (118 lb ft) in the numerical sequence that is shown
in Illustration 4.
14. Use Tooling (C) in order to turn the bolts through an additional 130 degrees in the
numerical sequence that is shown in Illustration 4.
15. Use Tooling (D) in order to lubricate new O-ring seal (16) and O-ring seal (17). Install O-
ring seal (16) and O-ring seal (17) to bypass tube (15).
16. Install the bypass tube in the cylinder head. Install bolts (14). Tighten the bolts to a torque
of 22 N·m (195 lb in).
17. Install bolts (12) to the clips for tube assembly (13). Tighten the bolts to a torque of 44 N·m
(32 lb ft).
18. Remove plugs from plastic tube assembly (6) and plastic tube assembly (8).
19. Remove caps from connections on fuel injection pump (7)
20. Connect plastic tube assembly (6) and plastic tube assembly (8) to fuel injection pump (7).
21. Position bracket (5) and bracket (10) onto cylinder head.
22. Install bolts (4) and bolts (9) to bracket (5) and bracket (10). Tighten the bolts to a torque of
22 N·m (195 lb in).
23. Position bracket (2) onto the cylinder head. Install bolt (3) to the bracket. Tighten the bolt to
a torque of 22 N·m (195 lb in).
24. Connect the tube assembly and hose assembly from connection (11). Tighten hose the
clamp securely.
25. If necessary, install the tube assembly from the cylinder head and the boost control on the
fuel injection pump. Refer to Disassembly and Assembly, "Fuel Injection Pump- Install
(With Boost Control)" for the correct procedure.
26. If necessary, install water temperature regulator housing (1) to the cylinder head. Refer to
Disassembly and Assembly, "Water Temperature Regulator Housing - Remove and Install"
27. Connect the upper radiator hose to water temperature regulator housing (1) on the cylinder
head. Tighten hose clamp securely.
End By:
a. Install the rocker shaft and pushrods. Refer to Disassembly and Assembly, "Rocker Shaft
and Pushrods - Install" for the correct procedure.
b. Install the fuel injectors. Refer to Disassembly and Assembly, "Fuel Injector - Install" for
the correct procedure.
c. Install the glow plugs. Refer to Disassembly and Assembly, "Glow Plugs - Remove and
d. Install the secondary fuel filter and the fuel filter base and bracket. Refer to Disassembly
and Assembly, "Fuel Filter Base - Remove and Install" for the correct procedure.
e. Install the water separator and fuel filter (Primary) and bracket. Refer to Disassembly and
Assembly, "Water Separator and Fuel Filter (Primary) - Remove and Install" for the correct
procedure.
f. Install the exhaust manifold. Refer to Disassembly and Assembly, "Exhaust Manifold -
g. Install the crankcase breather canister and plastic tube assemblies. Refer to Disassembly and
Assembly, "Crankcase Breather - Install" for the correct procedure.
h. Fill the cooling system with coolant. Refer to Operation and Maintenance Manual, "Cooling
System Coolant - Change" for the correct filling procedure.
i. If necessary, fill the engine oil pan to the correct level that is indicated on the engine oil
level gauge. Refer to Operation and Maintenance Manual, "Engine Oil Level - Check" for
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i06257878
Cylinder Head - Remove

SMCS - 1100-011
Removal Procedure
Table 1
Required Tools
A 422-7170 Capping Kit 1
Start By:
A. Remove the secondary fuel filter and the fuel filter base and bracket. Refer to Disassembly
and Assembly, "Fuel Filter Base - Remove and Install" for the correct procedure.
B. Remove the water separator and fuel filter (Primary) and bracket. Refer to Disassembly and
Assembly, "Water Separator and Fuel Filter (Primary) - Remove and Install" for the correct
procedure.
C. Remove the rocker shaft and pushrods. Refer to Disassembly and Assembly, "Rocker Shaft
and Pushrods - Remove" for the correct procedure.
D. Remove the exhaust manifold. Refer to Disassembly and Assembly, "Exhaust Manifold -
E. Remove the crankcase breather canister and plastic tube assemblies. Refer to Disassembly
and Assembly, "Crankcase Breather - Remove" for the correct procedure.
F. Remove the fuel injectors. Refer to Disassembly and Assembly, "Fuel Injector - Remove"
G. Remove the glow plugs. Refer to Disassembly and Assembly, "Glow Plugs - Remove and
NOTICE

NOTICE

containing fluids.
1. Drain the coolant from the cooling system into a suitable container for storage or for
disposal. Refer to Operation and Maintenance Manual, "Cooling System Coolant - Change"
for the correct draining procedure.
2. Disconnect the upper radiator hose from water temperature regulator housing (1) on the
cylinder head.
3. Loosen hose the clamp and disconnect the tube assembly and hose assembly from
connection (11) .
4. Remove bolt (3) and remove bracket (2) from the cylinder head.
5. Remove bolts (4) and bolts (9) from bracket (5) and bracket (10) .
6. Disconnect plastic tube assembly (6) and plastic tube assembly (8) from fuel injection pump
(7) .
7. Use Tooling (A) to plug plastic tube assembly (6) and plastic tube assembly (8) .
8. Use Tooling (A) to cap connections on fuel injection pump (7) .
9. If necessary, remove the tube assembly from the cylinder head and the boost control on the
fuel injection pump. Refer to Disassembly and Assembly, "Fuel Injection Pump- Remove
(With Boost Control)" for the correct procedure.
10. Remove bolts (12) from the clips for tube assembly (13) .
11. Remove bolts (14) from bypass tube (15) .
12. Remove bypass tube (15) from the cylinder head.
13. Remove O-ring seal (16) and O-ring seal (17) from bypass tube (15) .
Sequence for tightening the bolts for the cylinder head
14. Gradually loosen bolts (18) in the reverse numerical order to the tightening sequence. Refer
to the Illustration 6.
Note: Follow the correct sequence in order to help prevent distortion of the cylinder head.
15. Remove bolts (18) from cylinder head (19) .
16. Attach a suitable lifting device to cylinder head (19) . Support the weight of the cylinder
head. The weight of the cylinder head is approximately 96 kg (212 lb).
Note: A spreader bar must be used in order to distribute the weight of the cylinder head
during the lifting operation.
17. Use the suitable lifting device to lift cylinder head (19) off the cylinder block.
Note: Do not use a lever to separate the cylinder head from the cylinder block. Take care
not to damage the machined surfaces of the cylinder head during the removal procedure.
NOTICE
Place the cylinder head on a surface that will not scratch the face of the
cylinder head.
18. Remove cylinder head gasket (21) .
19. Note the position of dowels (20) in the cylinder block.
20. If necessary, remove the water temperature regulator from the cylinder head. Refer to
Disassembly and Assembly, "Water Temperature Regulator - Remove and Install" for the
correct procedure.
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i04780416
Electric Starting Motor - Remove and Install

SMCS - 1453-010
Removal Procedure
Accidental engine starting can cause injury or death to personnel

working on the equipment.
To avoid accidental engine starting, disconnect the battery cable from

the negative (−) battery terminal. Completely tape all metal surfaces of
the disconnected battery cable end in order to prevent contact with
other metal surfaces which could activate the engine electrical system.
Place a Do Not Operate tag at the Start/Stop switch location to inform

personnel that the equipment is being worked on.
2. Place identification marks on the harness assembly that is connected to the electric starting
motor and the solenoid.
Typical example
3. Disconnect the harness assembly from the electric starting motor and the solenoid.
4. Support electric starting motor (3).
5. Remove nuts or bolts (2).
6. Remove electric starting motor (3).
7. If a gasket is installed, remove gasket (4).
8. If necessary, remove studs (5) from flywheel housing (1).
Typical example
1. If necessary, install studs (5) into flywheel housing (1).
Tighten M10 studs to a torque of 18 N·m (159 lb in).
Tighten M12 studs to a torque of 25 N·m (221 lb in).
2. If necessary, install a new gasket (4) onto the studs in flywheel housing (1).
3. Position electric starting motor (3) onto the studs in flywheel housing (1).
4. Install nuts or bolts (2).
Tighten M10 nuts to a torque of 44 N·m (33 lb ft).
Tighten M12 nuts to a torque of 78 N·m (58 lb ft).
5. Connect the harness assembly to the electric starting motor and the solenoid.
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i04780417
Engine Oil Cooler - Install

SMCS - 1378-012
Assembly Procedure
NOTICE

1. Ensure that cooler matrix (5) is clean, free from restriction, and free from damage. Ensure
that spacer plate (7) is clean and free from damage. Replace any damaged components.
2. Position a new joint (6) onto spacer plate (7). Install cooler matrix (5) to the spacer plate.
3. Install bolts (4) finger tight.
Table 1
Required Tools
Guide Studs
A - 2
(M8 by 70 mm)
1. Clean the gasket surface of the cylinder block.

Tightening sequence for an engine oil cooler
2. Position a new gasket (3) (not shown) onto the assembly of engine oil cooler (2). Install
bolts (1) to the serrated holes in the gasket.
Note: Ensure that the bolts of different length are installed in the correct position.
3. Install Tooling (A) to the cylinder block.
4. Install the assembly of oil cooler (2) onto Tooling (A) . Ensure that the assembly of the oil
cooler is correctly located into the recess of the cylinder block.
5. Tighten bolts (1) finger tight.
6. Remove Tooling (A).
7. Install remaining bolts (1) to assembly of engine oil cooler (2).
8. Tighten bolts (1) to a torque of 22 N·m (195 lb in) in the sequence that is shown in
Illustration 3.
9. Install the oil filter base. Refer to Disassembly and Assembly, "Oil Filter Base - Remove
and Install" for the correct procedure.
10. Fill the cooling system to the correct level. Refer to Operation and Maintenance Manual,
"Cooling System Coolant - Change" for the correct procedure.
11. Check the level of the engine lubricating oil. Refer to Operation and Maintenance Manual,
"Engine Oil Level - Check" for the correct procedure.
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i04780420
Engine Oil Cooler - Remove

SMCS - 1378-011
Removal Procedure
NOTICE
Ensure that all adjustments and repairs that are carried out to the fuel
system are performed by authorized personnel that have the correct
training.
Before beginning ANY work on the fuel system, refer to Operation and
Maintenance Manual, "General Hazard Information and High
Pressure Fuel Lines" for safety information.
Refer to System Operation, Testing and Adjusting, "Cleanliness of

Fuel System Components" for detailed information on the standards of
cleanliness that must be observed during ALL work on the fuel system.
NOTICE
NOTICE
containing fluids.
1. Drain the coolant from the cooling system into a suitable container. Refer to Operation and
Maintenance Manual, "Cooling System Coolant - Drain" for the correct procedure.
2. Place a suitable container below the engine oil cooler in order to catch any fluids that might
be spilled.
3. Remove the oil filter base. Refer to Disassembly and Assembly, "Oil Filter Base - Remove
and Install".
4. Remove bolts (1) from the assembly of engine oil cooler (2). Not the position of different
length bolts. Do not remove bolts in Position (X).
Note: Support the engine oil cooler as the bolts are removed.
5. Remove the assembly of engine oil cooler (2) from the cylinder block.
6. Remove gasket (3) (not shown).
Disassembly Procedure
1. Remove bolts (4).
2. Remove cooler matrix (5) from spacer plate (7).
3. Remove gasket (6).
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i04780421
Engine Oil Filter Base - Remove and Install

SMCS - 1306-010
Removal Procedure
Table 1
Required Tools
A - Chain Wrench 1
NOTICE
NOTICE

containing fluids.

1. Place a suitable container below engine oil filter (6) in order to catch any oil that might be
spilled.
2. Use Tooling (A) to remove engine oil filter (6). Refer to Operation and Maintenance
Manual, "Engine Oil and Filter - Change" for the correct procedure.
4. Remove engine oil filter base (3).
6. If necessary, remove valve (1) from engine oil filter base (3). Remove O-ring seal (2) from
valve (1).
NOTICE

1. Clean engine oil filter base (3). Clean the gasket surfaces of the engine oil cooler.
2. If necessary, install new O-ring seal (2) to valve (1). Install valve (1) to engine oil filter base
(3). Tighten the valve to a torque of 12 N·m (106 lb in).
3. Install bolts (4) to engine oil filter base (3).
4. Install a gasket (5) onto bolts (4). Install the assembly of the engine oil filter base to the
engine oil cooler.
6. Install a new engine oil filter (6) and check the level of the engine lubricating oil. Refer to
Operation and Maintenance Manual, "Engine Oil Level - Check" for the correct procedure.
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Product: EXCAVATOR
Mo del: 320D2 EXCAVATOR NBF
Co nfiguration: 320D2 & 320D2 L Excavators N BF00001-U P (MACHINE) POWERED BY C7.1 Engine

C7.1 (Mech) Engi nes for Ca terpillar Built Machines
i05016533
Engine Oil Pan - Install - Aluminum Oil Pan

SMCS - 1302-012
Table 1
Required Tools
Guide Stud
A - 4
(M8 by 100 mm)
B - Loctite 5900 -
NOTICE
NOTICE

containing fluids.

1. Install Tooling (A) to Positions (X) in the cylinder block.

Engine oil pan tightening sequence
2. Ensure that engine oil pan (7) is clean and free from damage.
3. Position a new gasket (4) onto engine oil pan (7).
4. Align the assembly of engine oil pan (7) with Tooling (A).
5. Install bolts (8) to engine oil pan (7) finger tight.
6. Install new bolts (9) to engine oil pan (7) in Position (Y) hand tight.
8. Install remaining bolts (8).
9. Tighten bolts (8) and bolts (9) to a torque of 22 N·m (195 lb in). Tighten the bolts in the sequence
that is shown in Illustration 3.
10. Install a new O-ring seal (6) to drain plug (5). Install drain plug (5) to engine oil pan (7). Refer to
Illustration 2. Tighten the oil drain plug to a torque of 34 N·m (301 lb in).
11. If necessary, follow Steps 11.a through 11.c in order to install the assembly of the dipstick tube.
a. Install a new seal (3) to tube assembly (2).
b. Apply Tooling (B) to nut (1). Install the tube assembly to the engine oil pan.
Note: Ensure that the orientation of the tube assembly is correct.
c. Tighten nut (1) to a torque of 18 N·m (159 lb in). Install the dipstick.
12. Fill the engine oil pan to the correct level. Refer to Operation and Maintenance Manual, "Oil Filter
Change" for the procedure.
Copy right 1993 - 2020 Caterpillar Inc. Wed Dec 30 10:48: 51 UTC+0530 2020
Private Netwo rk For SIS Licensee s.
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i05016520
Engine Oil Pan - Install - Cast Iron Oil Pan

SMCS - 1302-012
Table 1
Required Tools
A - Loctite 5900 -
B - Loctite 243 -
C - Straight Edge 1
Note: In order to install a cast iron oil pan, the engine must be removed from the application.
NOTICE
NOTICE

containing fluids.

1. Ensure that the gasket face of the cylinder block is clean and free from damage. Inspect the studs in
the cylinder block for damage. If necessary, replace the studs.
2. Ensure that the engine oil pan is clean and free from damage.
Typical example
3. Apply a bead of Tooling (A) to Positions (Y).

4. Install a new O-ring seal (6) to drain plug (5). Install drain plug (5) to engine oil pan (7). Tighten the
drain plug to a torque of 34 N·m (301 lb in).
5. Align a new gasket (4) with the studs and install the gasket to the cylinder block.
6. Attach a suitable lifting device to engine oil pan (7). The engine oil pan can weigh 100 kg (220 lb).
7. Use the lifting device to align engine oil pan (7) with the studs. Install the engine oil pan to the
cylinder block.
8. Install nuts (10) finger tight.
9. Install bolts (8), bolts (9) and bolts (11) finger tight.
10. Align the rear face of the engine oil pan to the rear face of the cylinder block. Use Tooling (C) and a
feeler gauge in order to check the alignment between the engine oil pan and the cylinder block.
Typical example
11. Tighten bolts (8) and nuts (10) to a torque of 22 N·m (195 lb in). Tighten the fasteners in the
sequence that is shown in Illustration 3.
Typical example
12. Tighten bolts (9) and bolts (11) to a torque of 22 N·m (195 lb in). Tighten the bolts in the sequence
that is shown in Illustration 4.
Typical example
13. If necessary, follow Steps 13 through 13.c in order to install the assembly of the dipstick tube.
a. Install a new seal (3) to tube assembly (2).
b. Apply Tooling (B) to nut (1). Install the tube assembly to the engine oil pan.
Note: Ensure that the orientation of the tube assembly is correct.
c. Tighten the nut to a torque of 18 N·m (159 lb in). Install the dipstick.
Note: After the engine has been installed, ensure that the engine oil pan is filled with
lubricating oil to the correct level. Refer to Operation and Maintenance Manual, "Oil Filter
Change" for the correct procedure.
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i04780423
Engine Oil Pan - Remove - Aluminum Oil Pan

SMCS - 1302-011
Removal Procedure
NOTICE
NOTICE

containing fluids.

1. If necessary, remove the assembly of dipstick tube. Loosen nut (1) and remove tube
assembly (2). remove seal (3) from the tube assembly.
Note: Identify the position and orientation of the tube assembly.

1. Place a suitable container below engine oil pan (7). Remove drain plug (5) and drain the
engine lubricating oil. Refer to Operation and Maintenance Manual, "Engine Oil and Filter -
Change" for the correct procedure.
2. Remove O-ring seal (6) from drain plug (5).
3. If necessary, disconnect breather hose from the clip that secures the hose to the engine oil
pan. Position the breather hose away from the engine oil pan.
4. Support the assembly of engine oil pan (7). Remove bolts (8) and bolts (9). If necessary,
mark the position of the clip that secures breather hose . Remove the clip.
5. Remove the assembly of engine oil pan (7) from the engine.
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i04780425
Engine Oil Pan - Remove - Cast Iron Oil Pan

SMCS - 1302-011
Removal Procedure
Note: In order to remove a cast iron oil pan, the engine must be removed from the application.
Ensure that the engine lubricating oil is drained. Refer to Operation and Maintenance Manual,
"Engine Oil and Filter - Change" for the correct procedure.
NOTICE
NOTICE

containing fluids.
1. The engine should be mounted in a suitable stand and placed in the inverted position.
2. Disconnect the breather hose from the clip that secures the hose to the engine oil pan.
Position the breather hose away from the engine oil pan.
Typical example
3. If necessary, remove the assembly of dipstick tube. Loosen nut (1) and remove tube
assembly (2). Remove seal (3) from the tube assembly.
Note: Identify the position and orientation of the tube assembly.

Typical example
4. Attach a suitable lifting device to engine oil pan (7) and support the weight of the engine oil
pan. The engine oil pan can weigh 100 kg (220 lb).
5. Remove nuts (10). Remove bolts (8), bolts (11) and bolts (9).
Note: The bolts are different lengths. Note the position of the different bolts.
6. Use the lifting device to remove engine oil pan (7) from the cylinder block.
7. Remove gasket (4) from the cylinder block.
8. Remove drain plug (5).

9. Remove O-ring seal (6) from oil drain plug (5).
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i04780427
Engine Oil Pump - Install

SMCS - 1304-012
Table 1
Required Tools

A
NOTICE
NOTICE
If any part of the engine oil pump is worn or damaged, the complete
assembly of the engine oil pump must be replaced.
1. Ensure that all components of the engine oil pump are clean and free from wear or damage.
Refer to System Operation, Testing and Adjusting, "Engine Oil Pump - Inspect" for more
information. Replace the complete assembly of the engine oil pump if any of the
components are worn or damaged.
2. If necessary, lubricate the internal components for the assembly of the engine oil pump with
clean engine oil. Install outer rotor (7) into housing of engine oil pump (4).
Note: Ensure that the outer rotor is correctly installed into the housing of the engine oil
pump.
3. Install front cover (6) to the housing of engine oil pump (4).
Note: Ensure that the front cover dowels are correctly located onto the engine oil pump.
4. Install bolts (10). Tighten the bolts to a torque of 9 N·m (80 lb in).
5. Ensure that two dowel (8) and dowel (9) are correctly located in the housing of engine oil
pump (4).
6. Position the assembly of the engine oil pump onto the cylinder block.
Note: Ensure that the dowels in the housing of the engine oil pump are aligned with the
holes in the cylinder block.
7. Install bolts (5). Tighten the bolts to a torque of 22 N·m (195 lb in).
8. Use Tooling (A) in order to check the backlash between the idler gear and the crankshaft
gear. Refer to Specifications, "Gear Group (Front)" for further information.
9. Position a new (3) (not shown) onto suction pipe (2)
10. Position suction pipe (2) onto engine oil pump (4).
11. Install bolts (2). Tighten the bolts to a torque to 22 N·m (195 lb in).
End By:
a. Install the engine oil pan. Refer to Disassembly and Assembly, "Engine Oil Pan - Install".
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i04780429
Engine Oil Pump - Remove

SMCS - 1304-011
Removal Procedure
Start By:
a. Remove the engine oil pan. Refer to Disassembly and Assembly, "Engine Oil Pan -
Remove".
NOTICE
NOTICE

containing fluids.

1. Remove bolts (2) and remove suction pipe (1).
2. Remove gasket (3) (not shown).
3. Remove bolts (5). Remove the assembly of engine oil pump (4) from the cylinder block.
4. If necessary, remove bolts (10) from front cover assembly (6) of the engine oil pump.
Remove front cover assembly (6) from engine oil pump (4).
5. Make temporary marks on outer rotor (7). Remove outer rotor (7) from the housing of
engine oil pump (4).
6. Do not remove dowel (8) or dowel (9) from the housing of the engine oil pump unless the
dowels are damaged.
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i04780430
Exhaust Elbow - Remove and Install

SMCS - 1061-010-E4
Removal Procedure
1. Remove exhaust tube assembly (1) from exhaust elbow (4). Refer to the Original Equipment
Manufactures (OEM) for the correct removal procedure.
2. Remove bolts (5) from exhaust elbow (4).
Note: Support the exhaust elbow as the bolts are removed.
3. Remove exhaust elbow (4) from the engine.
4. Remove coupling (2) that connects exhaust elbow (4) to turbocharger (3).
1. Thoroughly clean exhaust elbow (4), coupling (1) and outlet of turbocharger (3). Inspect the
sealing faces of the components for wear or damage. Replace any components that are worn
or damaged.
2. Install coupling (2) to exhaust elbow (4).
3. Align coupling (2) to the outlet of turbocharger (3). Install assembly of coupling (1) and
exhaust elbow (4) to turbocharger (3).
4. Install new bolts (5) hand tight.

5. Ensure that coupling (2) is fully engaged into the outlet of turbocharger (3) and into exhaust
elbow (4). Ensure that the gap between the turbocharger and the exhaust elbow is evenly
spaced.
7. Install exhaust tube assembly (1) onto exhaust elbow (4). Refer to the OEM for the correct
installation procedure.
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i04780432
Exhaust Manifold - Remove and Install - Side Mounted

Turbocharger Exhaust Manifold
SMCS - 1059-010
Removal Procedure
Start By:
a. Remove the turbocharger. Refer to Disassembly and Assembly, "Turbocharger - Remove" for the
correct procedure.
1. Loosen bolts (1) in reverse numerical order. Refer to Illustration 2.
Note: Loosen the bolts in reverse numerical order will help prevent distortion of the exhaust
manifold.
2. Remove bolts (1) and spacers (2) from exhaust manifold (4).
Note: Support the manifold as the bolts are removed.
3. Remove exhaust manifold (4).
4. Remove exhaust manifold gasket (3) (not shown) and gasket (5) (not shown).
5. If necessary, remove studs (6) from exhaust manifold (4).
Table 1
Required Tools
Guide Stud
A - 4
(M10 by 100 mm)
B - Loctite 575 1
1. Ensure that the exhaust manifold is clean and free from damage. If necessary, replace the exhaust
manifold. Clean the gasket face of the cylinder head.
2. If necessary, install studs (6) to exhaust manifold (4). Tighten the studs to a torque of 18 N·m
(159 lb in).
3. Install Tooling (A) to the cylinder head in Positions (X). Refer to Illustration 3.
4. Position new gasket (3) (not shown) and gasket (5) (not shown) onto Tooling (A).
Note: Ensure that the words “Cylinder Head Side” is facing to wards the cylinder head.
5. Align exhaust manifold (4) with Tooling (A). Install the exhaust manifold to the cylinder head.
6. If bolts (1) have been previously used. Clean and inspect bolts (1). Apply Tooling (B) to the first two
threads of the bolts.
Note: Do not apply Tooling (B) to new bolts.
7. Install bolts (1) and spacers (2) hand tight.
8. Remove Tooling (A). Install remaining bolts (1) and spacers (2) hand tight.
9. Tighten bolts (1) to a torque of 44 N·m (32 lb ft). Tighten the bolts in the sequence that is shown in
Illustration 3.
End By:
a. Install the turbocharger. Refer to Disassembly and Assembly, "Turbocharger - Install" for the correct
procedure.
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i04780434
Exhaust Manifold - Remove and Install - Top Mounted Exhaust

Manifold
SMCS - 1059-010
Removal Procedure
1. Remove the turbocharger from the exhaust manifold. Refer to Disassembly and Assembly,
"Turbocharger - Remove".
2. Loosen bolts (4) and bolts (6) in reverse numerical order. Refer to Illustration 2.
Note: Loosening bolts in reverse numerical order will help prevent distortion of the exhaust
manifold.
3. Remove center bolts (4) from exhaust manifold (3). Remove outer bolts (6) and spacers (5) from
exhaust manifold (3).
Note: Support the manifold as the bolts are removed.
4. Remove the assembly of exhaust manifold (3).
5. Remove exhaust manifold gaskets (1).
Table 1
Required Tools
Guide Stud
A - 4
(M10 by 100 mm)
B - Loctite 575 1
1. Ensure that the exhaust manifold is clean and free from damage. If necessary, replace the exhaust
manifold. Clean the gasket surface of the cylinder head.
2. If necessary, install studs (2) to exhaust manifold (3). Tighten the studs to a torque of 18 N·m
(159 lb in).
3. Install Tooling (A) to the cylinder head in Positions (X). Refer to Illustration 3.
4. Position two new exhaust manifold gaskets (1) onto Tooling (A).
Note: Ensure that the word TOP is outward and upward.
5. Align exhaust manifold (3) with Tooling (A). Install the exhaust manifold to the cylinder head.
6. If bolts (4) and bolts (6) have been previously used, the bolts should be cleaned thoroughly. Tooling
(B) should be applied to the first two threads of the bolts.
Note: Do not apply Tooling (B) to new bolts.
7. Install bolts (4) finger tight. Install bolts (6) and spacers (5) finger tight.
8. Remove Tooling (A). Install remaining bolts (4) finger tight. Install remaining bolts (6) and spacers
(5) finger tight.
9. Tighten bolts (4) and bolts (6) to a torque of 44 N·m (32 lb ft). Tighten the bolts in the sequence that
is shown in Illustration 3.
10. Install the turbocharger to the exhaust manifold. Refer to Disassembly and Assembly, "Turbocharger
- Install"4.
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i04780438
Fan - Remove and Install

SMCS - 1356-010
Removal Procedure
Start By:
a. Remove the V-belts. Refer to Disassembly and Assembly, "V-Belts - Remove and Install"
1. Remove locking nuts (1).
2. Remove fan (2).
Note: Note the orientation of the fan.
3. Remove fan adapter (3).
4. Remove fan pulley (4).
5. If necessary, remove studs (5) from fan drive (6).
1. Ensure that all the components are free from wear and damage. If necessary, replace any
components that are worn or damaged.
2. If necessary, install studs (5) to fan drive (6). Tighten studs (5) to a torque of 11 N·m
(97 lb in).
3. If studs (5) have not been previously removed from fan drive (6). It will be necessary to
check for the correct installation of the studs to the fan drive. Tighten studs (5) to a torque
of 11 N·m (97 lb in).
4. Install fan pulley (4).
5. Install fan adapter (3).
6. Install fan (2).
Note: Ensure that the fan is correctly oriented.
7. Inspect the condition of locking nuts (1). If necessary, replace the locking nuts. Install
locking nuts (1). Tighten locking nuts (1) to a torque of 22 N·m (195 lb in).
End By:
a. Install the V-Belts. Refer to Disassembly and Assembly, "V-Belts - Remove and Install" for
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i04780440
Fan Drive - Remove and Install

SMCS - 1359-010; 1386-010
Removal Procedure
Start By:
a. Remove the fan. Refer to Disassembly and Assembly, "Fan - Remove and Install" for the
correct procedure.
1. Make a temporary mark on fan drive assembly (2) in order to identify the orientation and
the position.
2. Remove bolts (1) from fan drive assembly (2).
3. Remove fan drive assembly (2).
1. Check the fan drive for wear and damage. If the fan drive is worn or damaged, replace the
fan drive.
2. Install fan drive assembly (2).
Note: Ensure that the fan drive is correctly oriented.
3. Install bolts (1) finger tight to fan drive assembly (2). Tighten the bolts to a torque of
44 N·m (32 lb ft).
End By:
a. Install the fan. Refer to Disassembly and Assembly, "Fan - Remove and Install" for the
correct procedure.
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i04780442
Flywheel - Install
SMCS - 1156-012
Table 1
Required Tools
Guide Stud
A - 2
1/2 inch - UNF by 4 inch
NOTICE

Typical example
Always wear protective gloves when handling parts that have been
heated.
1. If the flywheel ring gear was removed, follow Step 1.a through Step 1.c in order to install
ring gear (5) to flywheel (1).
a. Identify the orientation of teeth (6) on new ring gear (5).
Note: The chamfered side of ring gear teeth (6) must face toward the starting motor
when the flywheel is installed. The chamfered side of ring gear teeth ensures the
correct engagement of the starting motor.
b. Heat flywheel ring gear (5) in an oven to a maximum temperature of 250 °C (482 °F)
prior to installation.
Note: Do not use a torch to heat the ring gear.
c. Ensure that the orientation of ring gear (5) is correct and quickly install the ring gear
onto flywheel (1).
2. Inspect the crankshaft rear seal for leaks. If there are any oil leaks, replace the crankshaft
rear seal. Refer to Disassembly and Assembly, "Crankshaft Rear Seal - Install" for the
correct procedure.
Typical example
3. Install a suitable lifting device onto flywheel (1). The flywheel can weigh 71 kg (156 lb).
4. Install Tooling (A) in Position (X) on the crankshaft.
5. Use the lifting device to position flywheel (1) onto Tooling (A).
6. If necessary, install pilot bearing (3) and bolts (2) to flywheel (1).
7. Install bolts (4) to flywheel (1).
8. Remove Tooling (A) and install remaining bolts (4) to flywheel (1).
9. Use a suitable tool to prevent the flywheel from rotating. Tighten bolts (2) and (4) to a
torque of 140 N·m (103 lb ft).
10. Remove the lifting device from flywheel (1).
11. Check the run out of the flywheel. Refer to Specifications, "Flywheel" for further
information.
End By:
a. Install the electric starting motor. Refer to Disassembly and Assembly, "Electric Starting
Motor - Remove and Install" for the correct procedure.
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i04780443
Flywheel - Remove
SMCS - 1156-011
Removal Procedure
Table 1
Required Tools
Guide Stud
A - 2
1/2 inch - UNF by 4 inch
Start By:
a. Remove the electric starting motor. Refer to Disassembly and Assembly, "Electric Starting
Motor - Remove and Install" for the correct procedure.
NOTICE

Typical example
1. Remove bolts from Position (X) from flywheel (1).
2. Install Tooling (A) in Position (X) to flywheel (1).
3. Install a suitable lifting device onto flywheel (1). Support the weight of the flywheel. The
flywheel can weigh 71 kg (156 lb).
4. If necessary, remove bolts (2) that secure the housing for pilot bearing (3) to flywheel (1).
Remove the housing for pilot bearing (3).
5. Remove remaining bolts (4).
6. Use the lifting device to remove the flywheel from the engine.
Typical example
7. Inspect flywheel (1) and ring gear (5) for wear and damage. Replace any worn components
or damaged components.
8. To remove flywheel ring gear (5), follow Step 8.a through Step 8.b.
a. Place the flywheel assembly on a suitable support.
b. Use a hammer and a punch in order to remove ring gear (5) from flywheel (1).
Note: Identify the orientation of the teeth on the flywheel ring gear.
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i04780445
Flywheel Housing - Remove and Install - Standard Housing

SMCS - 1157-010
Removal Procedure
Table 1
Required Tools
Guide Stud
A - 2
M10 by 100 mm
Start By:
a. Remove the flywheel. Refer to Disassembly and Assembly, "Flywheel - Remove" for the
correct procedure.
NOTICE

Typical example
Typical example
1. Remove bolts (3) from Position (X) from flywheel housing (1).
2. Install Tooling (A) into Position (X) on flywheel housing (1).
3. Install a suitable lifting device onto the flywheel housing in order to support the flywheel
housing. The weight of the flywheel housing is approximately 40 kg (88 lb).
4. Remove bolts (2) and remaining bolts (3) from flywheel housing (1).
5. Use a suitable lifting device in order to remove flywheel housing (1) from the cylinder
block.
Typical example
6. Remove dust seal (5).
7. If necessary, remove dowels (4) from the cylinder block.
Installation Procedure (Standard Housing)

Table 2
Required Tools
Guide Stud
A - 2
M10 by 100 mm
NOTICE

1. Ensure that the flywheel housing is clean and free from damage. If necessary, replace the
flywheel housing.
Typical example
2. Inspect crankshaft rear seal (6) for leaks. If there are any oil leaks, replace the crankshaft
rear seal. Refer to Disassembly and Assembly, "Crankshaft Rear Seal - Remove" and refer
to Disassembly and Assembly, "Crankshaft Rear Seal - Install" for the correct procedure.
3. Clean the rear face of the cylinder block. If necessary, install dowels (4) to the cylinder
block.
4. Install Tooling (A) to the cylinder block.
5. Install dust seal (5).

Typical example
6. Install a suitable lifting device onto the flywheel housing. The weight of the flywheel
housing is approximately 40 kg (88 lb).
7. Use the lifting device to align flywheel housing (1) with Tooling (A). Install the flywheel
housing to the cylinder block.
8. Install bolts (2) and bolts (3).
9. Remove Tooling (A). Install remaining bolts (3).

Identification of the bolt Grade.
10. When 8.8 Graded bolts are installed, follow Step 10.a through Step 10.b.
a. Tighten bolts (3) to a torque of 63 N·m (46 lb ft).
b. Tighten bolts (2) to a torque of 78 N·m (58 lb ft).
11. When 10.9 Graded bolts are installed follow Step 11.a through Step 11.b.
a. Tighten bolts (3) to a torque of 115 N·m (85 lb ft).
b. Tighten bolts (2) to a torque of 190 N·m (140 lb ft).
12. Check the alignment of flywheel housing (1) with the crankshaft. Refer to System
Operation, Testing and Adjusting, "Flywheel Housing - Inspect" for more information.
End By:
a. Install the flywheel. Refer to Disassembly and Assembly, "Flywheel - Install" for the correct
procedure.
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i04780446
Front Cover - Remove and Install

SMCS - 1166-010
Removal Procedure
Start By:
a. If the engine has a fan, remove the fan and pulleys. Refer to Disassembly and Assembly,
"Fan - Remove and Install" for the correct procedure.
b. Remove the vibration damper and pulley assembly. Refer to Disassembly and Assembly,
"Vibration Damper and Pulley - Remove" for the correct procedure.
c. Remove the water pump. Refer to Disassembly and Assembly, "Water Pump - Remove" for
1. Remove bolts (3) and bolts (4). Identify the positions of the different length bolts.
2. Remove front cover (1) from the front housing.
3. Remove gasket (2) from front cover (1).
Table 1
Required Tools
Guide Stud
A - 2
(M8 by 70 mm)
1. Thoroughly clean the gasket surface of the front housing.
2. If the original front cover is installed, follow Step 2.a through Step 2.b.
a. Thoroughly clean front cover (1).
b. Install a new gasket (2) to front cover (1). Engage three Locators (Y) (not shown) into
the holes in the front cover.
3. Install Tooling (A) into Holes (X) in the front housing.
4. Use Tooling (A) in order to position the front cover assembly onto the front housing.
5. Install bolts (3) and bolts (4) finger tight. Ensure that the different length bolts are installed
in the correct positions.
6. Loosely install the water pump assembly and remove Tooling (A). Refer to Disassembly
and Assembly, "Water Pump - Install" for the correct procedure.
7. Tighten bolts (3) and bolts (4) to a torque of 22 N·m (195 lb in).
8. Tighten the bolts for the water pump to a torque of 22 N·m (195 lb in). Refer to
Disassembly and Assembly, "Water Pump - Install" for the correct tightening sequence.
End By:
a. If the engine has a fan, install the fan and pulleys. Refer to Disassembly and Assembly,
"Fan - Remove and Install" for the correct procedure.
b. Install the vibration damper and pulley assembly. Refer to Disassembly and Assembly,
"Vibration Damper and Pulley - Install" for the correct procedure.
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i06257865
Fuel Filter Base - Remove and Install - Secondary Fuel Filter

SMCS - 1262-010
Removal Procedure
Table 1
Required Tools
NOTICE
training.

1. Turn the fuel supply to the OFF position.

2. Place a suitable container below the fuel filter base in order to catch any fuel that might be
spilled. Remove fuel filters (11) . Refer to Operation and Maintenance Manual, "Fuel
System Secondary Filter - Replace" for the correct procedure.
3. Make temporary identification marks on plastic tube assembly (1) , plastic tube assembly
(4) , and plastic tube assembly (10) in order to show the correct position of the tube
assemblies.
4. Remove tube clip (9) from plastic tube assembly (1) and plastic tube assembly (10) .
5. Disconnect plastic tube assembly (4) from fuel filter base (5) . Use Tooling (A) to cap the
connection for plastic tube assembly (4) .
6. Use Tooling (A) to cap plastic tube assembly (4) .
7. Disconnect plastic tube assembly (10) from fuel filter base (5) . Use Tooling (A) to plug
fuel filter base (5) .
9. Remove banjo bolt (3) and sealing washers (2) (not shown). Disconnect plastic tube
assembly (1) from fuel filter base (5) .
11. Use Tooling (A) to plug fuel filter base (5) .

12. Disconnect tube assembly (8) from fuel filter base (5) .
13. Remove the nuts and bolts (6) from fuel filter base (5) . Remove fuel filter base (5) from the
mounting bracket. Use Tooling (A) to plug fuel filter base (5) .
Note: Do not disassemble the fuel filter base.
14. Remove seal (7) (not shown) from fuel filter base (5) . Use Tooling (A) to cap tube
assembly (8) .
15. If necessary, remove the mounting bracket for the fuel filter from the cylinder head. Follow
Step 15.a through Step 15.b in order to remove the mounting bracket for the fuel filter.
a. Remove bolts (14) and bolt (15) from mounting bracket (13) .
b. Remove mounting bracket (13) from cylinder head (12) .
Note: Place temporary identification on mounting bracket in order to show the correct
orientation
NOTICE
training.
Refer to System Operation, Testing and Adjusting , "Cleanliness of

1. If necessary, install the mounting bracket for the fuel filter to the cylinder head. Follow Step
1.a through Step 1.c in order to install the mounting bracket for the fuel filter.
a. Position mounting bracket (13) onto cylinder head (12) .
Note: Ensure that the mounting bracket is correctly orientated.
b. Install bolts (14) and bolt (15) to mounting bracket (13) .
c. Tighten bolts (14) to a torque of 22 N·m (195 lb in).
Tighten bolts (15) to a torque of 44 N·m (32 lb ft).

2. Ensure that fuel filter base (5) is clean and free from damage. If necessary, replace the
complete fuel filter base and filter assembly.
3. Remove the cap from tube assembly (8) .
4. Remove the plug from fuel filter base (5) . Install a new seal (7) (not shown) to fuel filter
base (5) .
5. Position fuel filter base (5) onto the mounting bracket.
6. Connect tube assembly (8) to fuel filter base (5) .
7. Install the nuts and bolts (6) to fuel filter base (5) finger tight.
8. Tighten the nuts and bolts (6) to a torque of 44 N·m (32 lb ft).
9. Tighten the nut for tube assembly (8) to a torque of 23 N·m (204 lb in).
NOTICE
Ensure that the plastic tube assemblies are installed in the original
positions. Failure to connect the plastic tube assemblies to the correct
ports will allow contamination to enter the fuel system. Fuel
contaminated will result in serious damage to the engine.
10. Remove the cap from plastic tube assembly (10) . Connect plastic tube assembly (10) to fuel
filter base (5) .
11. Remove cap from plastic tube assembly (1)
12. Remove the plug from fuel filter base (5) .
13. Position plastic tube assembly (1) onto fuel filter base (5) .
14. Position a new sealing washer (2) (not shown) onto banjo bolt (3) . Install banjo bolt (3)
onto plastic tube assembly (1) and install the remaining new sealing washer (2) (not shown).
15. Tighten banjo bolt (3) to a torque of 21 N·m (186 lb in).
16. Install tube clip (9) to plastic tube assembly (1) and plastic tube assembly (10) .
17. Remove the cap from plastic tube assembly (4) .
18. Remove the plug from connection on plastic tube assembly (1) .
19. Connect plastic tube assembly (4) to connection on plastic tube assembly (1) .
20. If necessary, install a new fuel filters (11) to fuel filter base (5) . Refer to Operation and
Maintenance Manual, "Fuel System Secondary Filter - Replace" for the correct procedure.
21. Turn the fuel supply to the ON position.
End By: Remove the air from the fuel system. Refer to Operation and Maintenance Manual, "Fuel
System - Prime" for the correct procedure.
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i04780448
Fuel Injection Lines - Install

SMCS - 1252-012
Table 1
Required Tools
A 367-2771 Injector Pipe Nut Tool 1
NOTICE
training.

1. Ensure that all the fuel injection lines are clean and free from damage. Replace any fuel
injection lines that are worn or damaged.
Typical Example
2. If necessary, follow Step 2.a through Step 2.d in order to assemble the fuel injection lines.
a. Assemble fuel injection lines (13) into the correct order.
b. Install isolator (23) for clamp (16) to fuel injection lines (13).
Note: Ensure that the isolator is correctly position and oriented onto fuel injection
lines.
c. Position top section (22) onto isolator (23) and install bottom section (24) to top
section (22). Loosely install bolt (21) hand tight.
d. Repeat Step 2.a through Step 2.c in order to install the remaining clamp (15) , clamp
(17), clamp (18), clamp (19) and clamp (20).
1. Remove the caps from the ports of fuel injectors (14). Remove the caps from the ports of
fuel injection pump (7).
2. Remove the caps from fuel injection lines (13)
3. Loosely position the assembly of fuel injection lines (13) onto fuel injection pump (7) and
fuel injectors (14). Tighten the nut for fuel injection line (13) hand tight.
Note: Ensure that the fuel injection lines are correctly seated into the connections for the
fuel injection pump and the fuel injectors.
4. Use Tooling (B) to tighten the nuts on fuel injection line (13) to a torque of 34 N·m
(301 lb in).
Note: Ensure that the fuel injection lines do not contact any other engine component.
5. Use a suitable tool in order to hold the clamps in Position (A). Tighten bolts (20) for the
clamps to a torque of 9 N·m (80 lb in).
6. Remove the plug from fuel filter base (12). Remove the cap from plastic tube assembly
(11). Remove the cap from the connections on fuel injection pump (7).
7. Connect plastic tube assembly (11) to fuel filter base (12) and fuel injection pump (7).
Install plastic tube assembly (11) to clip (9).
8. Remove the plug from fuel filter base (12). Remove the cap from plastic tube assembly (3).
9. Connect plastic tube assembly (3) to fuel injection pump (7).
10. Position a new sealing washer (4) (not shown) onto banjo bolt (5). Install banjo bolt (5) onto
plastic tube assembly (3) and install the remaining new sealing washer (4) (not shown).
11. Install plastic tube assembly (3) to clip (8) and clip (9).
13. Connect hose assembly (6) to the connection on plastic tube assembly (3).
14. Connect hose assembly (2) to the fuel injector. Install plastic tube assembly (3) to clip (3).
15. Install clip (10) to plastic tube assembly (3) and plastic tube assembly (11).

17. Remove the air from the fuel system. Refer to Operations and Maintenance Manual, "Fuel
System - Prime".
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i06257871
Fuel Injection Lines - Remove

SMCS - 1252-011
Removal Procedure
Table 1
Required Tools
B 367-2771 Injector Pipe Nut Tool 1
Contact with high pressure fuel may cause fluid penetration and burn
hazards. High pressure fuel spray may cause a fire hazard. Failure to
follow these inspection, maintenance and service instructions may cause
personal injury or death.
NOTICE
training.

NOTICE

containing fluids.

2. Disconnect hose assembly (2) from the fuel injector. Remove plastic tube assembly (3) from
clip (1) .
3. Use Tooling (A) to cap the fuel injector. Use Tooling (A) to plug hose assembly (2) .
4. Disconnect hose assembly (6) from the connection on plastic tube assembly (3) .
5. Use Tooling (A) to cap the connection on plastic tube assembly (3) . Use Tooling (A) to
plug hose assembly (6) .
6. Remove banjo bolt (5) and remove sealing washers (4) (not shown).
7. Use Tooling (A) plug plastic tube assembly (3) . Use Tooling (A) plug fuel filter base (12) .
8. Remove clip (10) from plastic tube assembly (3) and plastic tube assembly (11) .
9. Remove plastic tube assembly (3) and plastic tube assembly (11) from clip (8) and clips
(9) .
10. Disconnect plastic tube assembly (11) from fuel filter base (12) .
11. Use Tooling (A) plug fuel filter base (12) . Use Tooling (A) cap plastic tube assembly (11) .
12. Disconnect plastic tube assembly (3) and plastic tube assembly (11) from fuel injection
pump (7) .
13. Use Tooling (A) to cap the connections on fuel injection pump (7) .
14. Use Tooling (A) to plug plastic tube assembly (3) and plastic tube assembly (11) .
15. Disconnect fuel injection lines (13) from fuel injectors (14) .
16. Use Tooling (B) in order to disconnect fuel injection lines (13) from fuel injection pump
(7) .
17. Remove fuel injection line (13) as an assembly.
18. Use Tooling (A) in order to cap ports of fuel injectors (14) .
19. Use Tooling (A) in order to cap ports of fuel injection pump (7) .
20. If necessary, follow Step 20.a through Step 20.c in order to disassemble the fuel injection
line assembly.
a. Make temporary identification marks on all the clamps to show position and
orientation prior to removal. Remove clamp (15) , clamp (16) and clamp (17) from
fuel injection lines (13) .
b. Make temporary identification marks on all the clamps to show position and
orientation prior to removal. Remove clamp (18) , clamp (19) and clamp (20) from
fuel injection lines (13) .
c. Remove fuel injection lines (13) .
Note: Make temporary identification marks on all the fuel injection lines prior to
removal.
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i04780451
Fuel Injection Pump - Install - With Boost Control

SMCS - 1251-012
Table 1
Required Tools
5P-7306 Housing 1
A(2)

B
268-1966 Adapter 1
C 230-6284 Timing Pin (Camshaft) 1
(1)
(2)
NOTICE
training.

1. Inspect the bore in the front housing for damage. If the bore is damaged, replace the front
housing. Refer to Disassembly and Assembly, "Housing (Front) - Remove" for the correct
procedure.
2. Install a new O-ring seal (19) to fuel injection pump (8).
3. Install new sealing washers (16) to bolts (17).
4. Carefully install fuel injection pump (8) to front housing (18).
Note: The fuel injection pump should be supported by hand as the bolts are installed.
5. Install bolts (17) to fuel injection pump (8) hand tight.

7. Position bracket (14) onto the cylinder block and the fuel injection pump. Install bolt (15) to
the cylinder block finger tight.
8. Install the nut and bolt (13) to fuel injection pump (8) finger tight.
9. Tighten bolts (15) to a torque of 44 N·m (32 lb ft). Tighten the nut and bolt (13) to a torque
of 22 N·m (195 lb in).
Note: Ensure that the fuel injection pump is not stressed as the bolts for the bracket are
tightened.
10. Ensure that the No. 1 cylinder is at top dead center on the compression stroke. Refer to
Systems Operation, Testing and Adjusting, "Fuel Injection Timing - Check". If necessary,
use Tooling (A) in order to rotate the crankshaft so that number one piston is at the top
center position on the compression stroke. Refer to Systems Operation, Testing and
Adjusting, "Finding Top Center Position for No.1 Piston" for the correct procedure.
11. Use Tooling (C) in order to lock the camshaft in the correct position. Use Tooling (B) in
12. Install the fuel injection pump gear to fuel injection pump (8). Refer to Disassembly and
Assembly, "Fuel Injection Pump Gear - Install".
13. Remove Tooling (C) and Tooling (B).

14. Install the fuel injection lines. Refer to Disassembly and Assembly, "Fuel Injection Lines -
15. Install a new seal (10) (not shown) to tube assembly (9).
16. Connect tube assembly (9) to fuel injection pump (8) and the cylinder head.
17. Tighten tube nut (20) to a torque of 8 N·m (71 lb in).
18. Tighten tube nut (21) to a torque of 6 N·m (53 lb in).
19. Remove the plugs from fuel injection pump (8).
20. Remove the caps from plastic tube assembly (3), plastic tube assembly (4), and plastic tube
assembly (6).
21. Connect plastic tube assembly (3), plastic tube assembly (4), and plastic tube assembly (4)
to fuel injection pump (8).
22. Install plastic tube assembly (3), plastic tube assembly (5), and plastic tube assembly (6) to
clips (5) and clip (7).
23. Connect the OEM harness assemblies to solenoid (11) and solenoid (12).
24. Loosen locking screw (1). Rotate spacer (2) in order to allow locking screw (1) to tighten
against spacer (2). Tighten locking screw (1) to a torque of 12 N·m (106 lb in).
Note: Ensure that the fuel injection pump is in the unlocked position.
27. Remove the air from the fuel system. Refer to Operation and Maintenance Manual, "Fuel
End By:
Install" for the correct procedure .
Shutdown SIS
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Product: EXCAVATOR

i04780453
Fuel Injection Pump - Install - With Electronic Governor

SMCS - 1251-012
Table 1
Required Tools
5P-7306 Housing 1
A(2)

B
268-1966 Adapter 1
(1)
(2)
NOTICE
training.

1. Inspect the bore in the front housing for damage. If the bore is damaged, replace the front
housing. Refer to Disassembly and Assembly, "Housing (Front) - Remove" for the correct
procedure.
2. Install a new O-ring seal (17) to fuel injection pump (7).
3. Install new sealing washers (15) to bolts (14).
4. Carefully install fuel injection pump (7) to front housing (16).
Note: The fuel injection pump should be supported by hand as the bolts are installed.
5. Install bolts (14) to fuel injection pump (7) hand tight.

7. Position bracket (12) onto the cylinder block and the fuel injection pump. Install bolt (13) to
the cylinder block finger tight.
8. Install the nut and bolt (11) to fuel injection pump (7) finger tight.
9. Tighten bolts (13) to a torque of 44 N·m (32 lb ft). Tighten the nut and bolt (11) to a torque
of 22 N·m (195 lb in).
Note: Ensure that the fuel injection pump is not stressed as the bolts for the bracket are
tightened.
10. Ensure that the No. 1 cylinder is at top dead center on the compression stroke. Refer to
Systems Operation, Testing and Adjusting, "Fuel Injection Timing - Check". If necessary,
use Tooling (A) in order to rotate the crankshaft so that number one piston is at the top
center position on the compression stroke. Refer to Systems Operation, Testing and
Adjusting, "Finding Top Center Position for No.1 Piston" for the correct procedure.
11. Use Tooling (C) in order to lock the camshaft in the correct position. Use Tooling (B) in
12. Install the fuel injection pump gear to fuel injection pump (7). Refer to Disassembly and
Assembly, "Fuel Injection Pump Gear - Install".
13. Remove Tooling (C) and Tooling (B).

14. Install the fuel injection lines. Refer to Disassembly and Assembly, "Fuel Injection Lines -
15. Remove the plugs from fuel injection pump (7).
16. Remove the caps from plastic tube assembly (3), and plastic tube assembly (5).
17. Connect plastic tube assembly (3), and plastic tube assembly (5) to fuel injection pump (7).
18. Install plastic tube assembly (3), and plastic tube assembly (5) to clips (4) and clip (6).
19. Connect the OEM harness assembly to governor (8).
20. Connect the OEM harness assemblies to solenoid (9) and solenoid (10).
21. If necessary, connect the OEM harness assemblies to solenoid (10).
22. Loosen locking screw (1). Rotate spacer (2) in order to allow locking screw (1) to tighten
against spacer (2). Tighten locking screw (1) to a torque of 12 N·m (106 lb in).
Note: Ensure that the fuel injection pump is in the unlocked position.

25. Remove the air from the fuel system. Refer to Operation and Maintenance Manual, "Fuel
End By:
Shutdown SIS
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Product: EXCAVATOR

i06257875
Fuel Injection Pump - Remove - With Boost Control

SMCS - 1251-011
Removal Procedure
Table 1
Required Tools
A (1) 9U-7336 Crankshaft Turning Tool 1
5P-7305 Housing 1
A (2)

B
268-1966 Adapter 1
D 422-7170 Capping Kit 1

(1)
(2)
Start By:
A. Remove the front cover. Refer to Disassembly and Assembly, "Front Cover - Remove and
B. Remove the fuel injection lines. Refer to Disassembly and Assembly, "Fuel Injection Lines
- Remove" for the correct procedure.
NOTICE
training.


center position . Refer to System Operation, Testing and Adjusting, "Finding Top Center
Position for No.1 Piston" for the correct procedure.
4. Use Tooling (B) in order to lock the crankshaft so that number one piston is at top dead
center position.
5. Use Tooling (C) in order to lock the camshaft.
6. Loosen locking screw (1) . Rotate spacer (2) in order to allow locking screw (1) to tighten
against the shaft of the fuel injection pump. Rotate the fuel injection pump gear in a
counterclockwise direction in order to remove the backlash. Tighten locking screw (1) to a
torque of 15 N·m (133 lb in).
Note: Locking the screw must be tightened in order to prevent the shaft of the fuel injection
pump from rotating. The shaft of the fuel injection pump must not be rotated after the fuel
injection pump has been removed from the engine.
7. Remove the backlash from the fuel pump gear. Lock the fuel injection pump in the correct
position and remove the fuel pump gear. Refer to Disassembly and Assembly, "Fuel Pump
8. Clean fuel injection pump (8) and the area around the fuel injection pump. Ensure that the
area is free from contamination before beginning disassembly.
9. Place a suitable container below fuel injection pump (8) in order to catch any fuel that might
be spilled.
10. Disconnect plastic tube assembly (3) , plastic tube assembly (4) , and plastic tube assembly
(6) from fuel injection pump (8) .
11. Remove plastic tube assembly (3) , plastic tube assembly (4) , and plastic tube assembly (6)
from clips (5) and clip (7) . Position the plastic tube assemblies away from the fuel injection
pump.
12. Use Tooling (D) in order to plug plastic tube assembly (3) , plastic tube assembly (4) , and
plastic tube assembly (6) .
13. Use Tooling (D) in order to cap connections for the plastic tube assemblies on fuel injection
pump (8) .
14. Remove tube assembly (9) from fuel injection pump (8) and the cylinder head.
15. Remove seal (10) (not shown).
16. Disconnect the OEM harness assemblies from solenoid (11) and solenoid (12) .
17. Remove the nut and bolt (13) from fuel injection pump (8) .
18. Remove bolt (15) and remove bracket (14) from the cylinder block and the fuel injection
pump.
19. Remove bolts (17) and sealing washers (16) from fuel injection pump (8) .
Note: The fuel injection pump should be supported by hand as the bolts are removed.
20. Carefully remove fuel injection pump (8) from front housing (18) .
21. Remove O-ring seal (19) from fuel injection pump (8) .
Shutdown SIS
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i06257872
Fuel Injection Pump - Remove - With Electronic Governor

SMCS - 1251-011
Removal Procedure
Table 1
Required Tools
5P-7305 Housing 1
A (2)

B
268-1966 Adapter 1
D 422-7170 Capping Kit 1

(1)
(2)
Start By:
A. Remove the front cover. Refer to Disassembly and Assembly, "Front Cover - Remove and
B. Remove the fuel injection lines. Refer to Disassembly and Assembly, "Fuel Injection Lines
NOTICE
training.


center position . Refer to System Operation, Testing and Adjusting, "Finding Top Center
Position for No.1 Piston" for the correct procedure.
4. Use Tooling (B) in order to lock the crankshaft so that number one piston is at top dead
center position.
5. Use Tooling (C) in order to lock the camshaft.
6. Loosen locking screw (1) . Rotate spacer (2) in order to allow locking screw (1) to tighten
against the shaft of the fuel injection pump. Rotate the fuel injection pump gear in a
counterclockwise direction in order to remove the backlash. Tighten locking screw (1) to a
torque of 15 N·m (133 lb in).
Note: Locking the screw must be tightened in order to prevent the shaft of the fuel injection
pump from rotating. The shaft of the fuel injection pump must not be rotated after the fuel
injection pump has been removed from the engine.
7. Remove the backlash from the fuel pump gear. Lock the fuel injection pump in the correct
position and remove the fuel pump gear. Refer to Disassembly and Assembly, "Fuel Pump
8. Clean fuel injection pump (7) and the area around the fuel injection pump. Ensure that the
area is free from contamination before beginning disassembly.
9. Place a suitable container below fuel injection pump (7) in order to catch any fuel that might
be spilled.
10. Disconnect plastic tube assembly (3) , and plastic tube assembly (5) from fuel injection
pump (7) .
11. Remove plastic tube assembly (3) , and plastic tube assembly (5) from clips (4) and clip
(6) . Position the plastic tube assemblies away from the fuel injection pump.
12. Use Tooling (D) in order to plug plastic tube assembly (3) , and plastic tube assembly (5) .
13. Use Tooling (D) in order to cap connection for the plastic tube assemblies on fuel injection
pump (7) .
14. Disconnect the Original Equipment Manufactures (OEM) harness assembly from governor
(8) .
15. Disconnect the OEM harness assemblies from solenoid (9) and solenoid (10) .
16. If necessary, disconnect the OEM harness assemblies from solenoid (10) .
17. Remove the nut and bolt (11) from fuel injection pump (7) .
18. Remove bolt (13) and remove bracket (12) from the cylinder block and the fuel injection
pump.
19. Remove bolts (14) and sealing washers (15) from fuel injection pump (7) .
Note: The fuel injection pump should be supported by hand as the bolts are removed.
20. Carefully remove fuel injection pump (7) from front housing (16) .
21. Remove O-ring seal (17) from fuel injection pump (7) .
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i04780456
Fuel Injection Pump Gear - Install

SMCS - 1251-012
Table 1
Required Tools
5P-7305 Housing 1
A(2)
B 230-6284 Timing Pin (Camshaft ) 1

C
268-1966 Adapter 1
(1)
(2)
NOTICE
Note: The fuel injection pump must remain locked until the procedure instructs you to unlock the
fuel injection pump.
Center Position for No.1 Piston".
3. Ensure that Tooling (B) is installed into Hole (X) in camshaft gear (1).
4. Ensure that shaft (10) of the fuel injection pump is clean and free from damage.
5. Ensure that the fuel injection pump is locked in the correct position. Refer to Disassembly
and Assembly, "Fuel Injection Pump - Install".
6. Ensure that the fuel pump gear is clean and free from wear of damage. If necessary, replace
the fuel pump gear.
7. Install fuel pump gear (2) to shaft (10) of the fuel injection pump. Ensure that the timing
marks on gear (1), gear (2), and gear (9) are in alignment and that the mesh of the gears is
correct.
With Electronic Governor
With Boost Control
8. Install a new spring washer (11) and install nut (8) to shaft (10) of the fuel injection pump.
Apply sufficient pressure to fuel injection pump gear (2) in a counterclockwise direction in
order to remove the backlash. Tighten nut (8) to a torque of 24 N·m (212 lb in).
9. In order to unlock fuel injection pump (7), loosen locking bolt (5) in the fuel injection
pump. Slide spacer (6) into unlock position. Tighten locking bolt (5) against the spacer to a
torque of 12 N·m (106 lb in). The spacer will prevent the locking bolt from tightening
against the shaft of the fuel injection pump.
11. Tighten nut (8) to a torque of 90 N·m (66 lb ft).
12. Ensure that the backlash for gear (1), gear (2) and gear (9) is within specified values. Refer
to the Specifications, "Gear Group (Front)" for further information.
13. Install a new O-ring seal (3) to plug (4). Install plug (4) to the cylinder block. Tighten plug
(4) to a torque of 21 N·m (186 lb in).
14. Lubricate the teeth of the gears with clean engine oil.
End By:
Install".
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i04780457
Fuel Injection Pump Gear - Remove

SMCS - 1251-011
Removal Procedure
Table 1
Required Tools
5P-7305 Housing 1
A(2)

C
268-1966 Adapter 1
D - Puller (Three Leg) 1

(1)
(2)
Start By:
a. Remove the front cover. Refer to Disassembly and Assembly, "Front Cover - Remove and
Install".
NOTICE
NOTICE

containing fluids.
Note: Care must be taken in order to ensure that the fuel injection pump timing is not lost during
the removal of the fuel pump gear. Carefully follow the procedure in order to remove the fuel
pump gear.
With Electronic Governor
With Boost Control
5. Apply sufficient pressure to fuel injection pump gear (2) in a counterclockwise direction in
order to remove the backlash. Lock fuel injection pump (2) in this position.
In order to lock fuel injection pump (7), loosen locking screw (5) in the fuel injection pump.
Slide spacer (6) into the locked position. Tighten locking screw (5) against the shaft of the
fuel injection pump to a torque of 15 N·m (133 lb in).
6. Mark gear (1), gear (2) and gear (9) in order to show alignment.
7. Loosen nut (8) for the fuel pump gear.
8. Install Tooling (D) through three holes in gear (2). Tighten Tooling (D) until gear (2) is
released.
9. Remove Tooling (D) from gear (2).
10. Remove nut (8) and the washer from fuel pump gear (3). Remove the gear (2).
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i07432337
Fuel Injector - Install

SMCS - 1290-012
NOTICE
1. Ensure that the seat for fuel injector (2) in the cylinder head and fuel injector (2) is clean
and free from damage.
2. On installing original fuel injector (2), install a new O-ring seal (6) and a new sealing
washer (7) to fuel injector (2).
On installing a new fuel injector, ensure that O-ring seal (6) and sealing washer (7) are not
damaged and are in place.
Note: Do not lubricate the O-ring seal.
3. Position clamp (5) onto fuel injector (2). Install fuel injector (2) into the cylinder head.
Note: Ensure that alignment Pin (8) is located opposite to clamp (5).
4. Install bolt (4) finger tight.
5. Tighten bolt (4) to a torque of 27 N·m (239 lb in).
6. Remove caps from fuel injector (2).
7. Connect hose assembly (1) and hose (3) to fuel injector (2).
8. If necessary, repeat Step 1 through Step 7 to install the remaining fuel injector.
End By:
a. Install the fuel injection lines.
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i07432260
Fuel Injector - Remove

SMCS - 1290-011
Removal Procedure
Table 1
Required Tools
A - Laser 4044 Fuel Injector Puller 1
B 422-7170 Capping Kit 1
Start By:
a. Remove the fuel injection lines.
NOTICE
NOTICE

containing fluids.
1. Disconnect hose assembly (1) and hose (3) from fuel injector (2).
2. Use Tooling (B) to plug fuel injector (2).
3. Remove bolt (4) and clamp (5) from fuel injector (2).
4. Use Tooling (A) to remove fuel injector (2) from the cylinder head. Remove fuel injector
(2).
5. Remove O-ring seal (6) and seat washer (7) from fuel injector (2).
6. If necessary, repeat Step 1 through Step 5 to remove the remaining fuel injectors.
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i06257856
Fuel Priming Pump - Remove and Install - Mechanical

Priming Pump
SMCS - 1258-010
Removal Procedure
Table 1
Required Tools
NOTICE
training.


2. Make a temporary identification mark on tube assembly (3) and tube assembly (7) .
3. Place a suitable container below primary fuel filter (8) in order to catch any fuel that might
be spilled. Drain the primary fuel filter . Refer to Operation and Maintenance Manual, "Fuel
System Primary Filter (Water Separator) Element - Replace" for the correct procedure.
4. Remove banjo bolt (1) and remove sealing washers (2) (not shown).
5. Remove clips (9) from tube assembly (3) and tube assembly (7) .
6. Remove tube assembly (7) from fuel priming pump (13) .
7. Remove seal (14) (not shown) from fuel priming pump (13) .
8. Use Tooling (A) to plug fuel priming pump (13) and primary fuel filter (8) .
9. Use Tooling (A) to cap tube assembly (7) .
10. Remove bolts (6) from the tube clips.
11. Remove tube assembly (3) from fuel priming pump (13) and secondary fuel filter (5) .
12. Remove seal (4) (not shown) and seal (10) (not shown) from fuel priming pump (13) and
secondary fuel filter (5) .
13. Use Tooling (A) to plugs fuel priming pump (13) and secondary fuel filter (5) .
14. Use Tooling (A) to caps tube assembly (3) .
15. Remove bolts (12) from fuel priming pump (13) .
Note: Support the fuel priming pump as the bolts are removed.
16. Remove fuel priming pump (13) from the cylinder block. Remove gasket (11) (not shown).
NOTICE
training.

Typical example
1. Ensure that the gasket surface of the cylinder block is clean and free from damage.
2. Ensure that fuel priming pump (13) is clean and free from wear or damage. If necessary,
replace the fuel priming pump.
3. Position a new gasket (11) (not shown) onto fuel priming pump (13) .
4. Position fuel priming pump (13) onto the cylinder block.
5. Install bolts (12) to fuel priming pump (13) finger tight.
7. Remove caps from tube assembly (3) . Install new seal (4) (not shown) and seal (10) (not
shown) to tube assembly (3) .
8. Remove plugs from fuel priming pump (13) and secondary fuel filter (5) .
9. Install tube assembly (3) to fuel priming pump (13) and secondary fuel filter (5) .
10. Install bolts (6) to the tube clips.
11. Tighten the nuts on tube assembly (3) to a torque of 23 N·m (203 lb in).
12. Tighten bolt (6) to a torque of 44 N·m (32 lb ft).
13. Remove caps from tube assembly (7) . Install new seal (14) (not shown) of tube assembly
(7) .
14. Remove plugs from fuel priming pump (13) and primary fuel filter (5) .
15. Install tube assembly (7) to fuel priming pump (13) and primary fuel filter (8) .
16. Position a new sealing washer (2) (not shown) onto banjo bolt (1) . Install banjo bolt (1) to
tube assembly (7) and position the remaining sealing washer (2) (not shown) onto banjo bolt
(1) .
17. Tighten banjo bolt (1) finger tight.
18. Install clips (9) to tube assembly (3) and tube assemblies (7) .
19. Tighten the nuts on tube assembly (7) to a torque of 23 N·m (203 lb in).
22. Prime the fuel system. Refer to Operation and Maintenance Manual, "Fuel System - Prime".
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i04780462
Gear Group (Front) - Remove and Install

SMCS - 1206-010
Removal Procedure
Table 1
Required Tools
9U-7336 Housing 1
A(2)

C
268-1966 Adapter 1
(1)
(2)
Start By:
a. Remove the front cover. Refer to Disassembly and Assembly, "Front Cover - Remove and
b. Remove the valve mechanism cover. Refer to Disassembly and Assembly, "Valve
Mechanism Cover - Remove and Install" for the correct procedure .
NOTICE
NOTICE

containing fluids.
1. Care must be taken in order to ensure that the fuel injection pump timing is not lost during
the removal of the front gear group. Carefully follow the procedure in order to remove the
gear group.
"Finding Top Center Position for No.1 Piston" for the correct procedure.
6. Apply sufficient pressure to fuel injection pump gear (2) in a counterclockwise direction in
order to remove the backlash. Lock the fuel injection pump in this position. Refer to
Disassembly and Assembly, "Fuel Pump Gear - Remove" for the correct procedure.
Note: Failure to ensure that ALL adjusters are fully unscrewed can result in contact between
8. Mark gear (1), gear (2), and gear (8) in order to show alignment. Refer to Illustration 4.
9. Remove fuel pump gear (2). Refer to Disassembly and Assembly, "Fuel Pump Gear -
10. Remove camshaft gear (1). Refer to Disassembly and Assembly, "Camshaft Gear - Remove
and Install" for the correct procedure.
11. Remove idler gear (8). Refer to Disassembly and Assembly, "Idler Gear - Remove and
Table 2
Required Tools

A(2) 9U-7336 Housing 1

C
268-1966 Adapter 1

D

(1)
(2)
NOTICE
Note: The fuel injection pump must remain locked until the procedure instructs you to unlock the
fuel injection pump.
Center Position for No.1 Piston" for the correct procedure.
3. Ensure that all of the components of the front gear group are clean and free from wear of
damage. If necessary, replace any components that are worn or damaged.
4. Install camshaft gear (1). Loosely install bolt (10) and washer (9) for the camshaft gear.
Refer to Disassembly and Assembly, "Camshaft Gear - Remove and Install" for the correct
procedure.
5. Install Tooling (B) through Hole (X) in camshaft gear (1) into the front housing.
6. Install idler gear (8). Ensure that the timing mark on gear (1) and the timing mark on gear
(8) are aligned. Ensure that the mesh of the gears is correct. Tighten the bolts for idler gear
(8) to a torque of 44 N·m (32 lb ft). Refer to Disassembly and Assembly, "Idler Gear -
7. When bolt (9) is a 8.8 Grade. Tighten bolt (10) to a torque of 95 N·m (70 lb ft).
When bolt (9) is a 10.9 Grade. Tighten bolt (10) to a torque of 120 N·m (89 lb ft).
8. Ensure that the fuel injection pump is locked in the correct position. Refer to Disassembly
and Assembly, "Fuel Injection Pump - Install" for the correct procedure.
9. Install fuel injection pump gear (2). Ensure that the timing marks on gear (2) and the timing
marks on gear (8) are aligned. See Illustration 9. Ensure that the mesh of the gears is correct.
Refer to Disassembly and Assembly, "Fuel Injection Pump Gear - Install" for more
information.
11. Use Tooling (D) in order to measure the end play of camshaft gear (1). Refer to
Specifications, "Camshaft" for more information.
12. Use Tooling (D) in order to measure the backlash for gear (1), gear (2) and gear (8) is
within specified values. Refer to Specifications, "Gear Group (Front)" for further
information.
13. Adjust the engine valve lash. Refer to System Operation, Testing and Adjusting, "Engine
Valve Lash - Inspect/Adjust" for the correct procedure.
14. Install a new O-ring seal (3) to plug (4). Install plug (4) to the cylinder block. Tighten
locking bolt (5) against the spacer to a torque of 21 N·m (186 lb in).
15. Lubricate each gear with clean engine oil.
End By:
b. Install the front cover. Refer to Disassembly and Assembly, "Front Cover - Remove and
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i04780463
Glow Plugs - Remove and Install

SMCS - 1412-010
Removal Procedure
NOTICE

2. Remove nut (2) from busbar (3).
3. Disconnect harness assembly (4) from busbar (3) and the clip.
4. Remove nuts (1) that secure busbar (3) to glow plugs (5).
5. Remove busbar (1) from glow plugs (5).

6. Clean the area around glow plugs (5). Ensure that the area is free from contamination before
removal of the glow plugs.
7. Remove glow plugs (5) from cylinder head (6).
Table 1
Required Tools
A 247-5377 Torque Wrench 1
NOTICE

1. Before installing glow plugs (5), ensure that the glow plugs are operating correctly. Ref to
Trouble Shooting, "Glow Plug Starting Aid - Test" “Check the Operation of the Glow
Plugs” for the correct procedure.
2. Ensure that the threads of the glow plugs are clean and free from damage. Replace any
damaged glow plugs.
3. Install glow plugs (5) into cylinder head (6). Tighten the glow plugs to a torque of 15 N·m
(132 lb in).
4. Position busbar (3) onto glow plugs (5). Tighten nuts (1) finger tight.
5. Use Tooling (A) to tighten nuts (1) to a torque of 2 N·m (17 lb in).
6. Connect harness assembly (4) to the stud on busbar (3) and the clip.
7. Install nut (2) to the stud on busbar (3). Tighten the nut to a torque of 6 N·m (53 lb in).
End By:
a. Install the inlet elbow and inlet air control (NRS Induction Mixer). Refer to Disassembly
and Assembly, "Inlet Air Control (NRS Induction Mixer) - Install" for the correct
procedure.
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i05215698
Housing (Front) - Install

SMCS - 1151-012
Table 1
Required Tools
A 6V-6640 Sealant 1
Guide Studs
B - 2
(M8 by 70 mm)
319-6486 Alignment Tool 1
C studs
- 3
(M10 by 50 mm)
D - Straight Edge 1
E 1U-6396 O-Ring Assembly Compound 1
NOTICE
1. Ensure that the front housing is clean and free from damage. If necessary, replace the front
housing.
Install blanking plugs to a new front housing. Use Tooling (A) to seal all D-plugs.
2. Clean all the gasket surfaces of the cylinder block.
3. If necessary, install thrust washer (10) into the recess in the cylinder block. Refer to
Disassembly and Assembly, "Camshaft - Install" for more information.
4. Install Tooling (B) to the cylinder block. Refer to Illustration 2.
5. Align a new gasket (6) with Tooling (B) . Install the joint to the cylinder block.
Note: Ensure that two circular Tabs (X) on the gasket are engaged in two Holes (Y) in the
cylinder block.
Typical example
6. Install Tooling (C) to the cylinder block.
7. Install the front housing over Tooling (B) and Tooling (C) onto the cylinder block.
(7) M8 by 20 mm
(8) M8 by 35 mm
(9) M8 by 25 mm
8. Install new bolts (9) to front housing (3) hand tight.
9. Remove Tooling (B) .
10. Loosely install bolts (7) and bolts (8) . Refer to Illustration 4 for the correct position of the
bolts.
11. Align the bottom face of front housing (3) to the lower machined face of the cylinder block.
Use Tooling (D) and a feeler gauge in order to check the alignment between the front
housing and the cylinder block. Refer to Illustration 3. Refer to Specifications, "Front
Housing and Covers" for further information.
12. Tighten bolts (9) in the sequence that is shown in illustration 5 to a torque of 28 N·m (248
lb in).
13. Repeat Step 11 to ensure that the bottom face of front housing (3) to the lower machined
face of the cylinder block are still aligned.
14. Tighten bolts (7) , bolts (8) in the sequence that is shown in illustration 5 to a torque of 28
N·m (248 lb in).
Note: Ensure that the housing and the cylinder block are correctly aligned.
15. Remove Tooling (C) from the cylinder block.
16. Install a new crankshaft front seal. Refer to Disassembly and Assembly, "Crankshaft Front
Seal - Remove and Install".
Typical example
17. Install new O-ring seal (4) and new O-ring seal (5) to bypass tube (2) . Use Tooling (E) in
order to lubricate the O-ring seals. Install bypass tube (2) to the cylinder head. Install bolts
(1) . Tighten the bolts to a torque of 22 N·m (195 lb in).
End By:
a. Install the fuel injection pump. Refer to Disassembly and Assembly, "Fuel Injection Pump -
Install".
b. Install the timing gears. Refer to Disassembly and Assembly, "Gear Group (Front) - Install".
c. If the engine has an accessory drive, install the accessory drive. Refer to Disassembly and
Assembly, "Accessory Drive - Remove and Install".
d. Install the engine oil pan. Refer to Disassembly and Assembly, "Engine Oil Pan - Install".
e. Install the vibration damper and pulley. Refer to Disassembly and Assembly, "Vibration
Damper and Pulley - Install".
f. If necessary, install the alternator. Refer to Disassembly and Assembly, "Alternator -
Install".
g. Install the fan and pulleys. Refer to Disassembly and Assembly, "Fan - Remove and Install".
h. Fill the cooling system with coolant. Refer to Operation and Maintenance Manual, "Cooling
System Coolant - Fill" for the correct procedure.
Shutdown SIS
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i04780465
Housing (Front) - Remove

SMCS - 1151-011
Removal Procedure
Start By:
a. Remove the fan and pulley. Refer to Disassembly and Assembly, "Fan - Remove and
Install".
b. If necessary, remove the alternator. Refer to Disassembly and Assembly, "Alternator -

Remove".
c. Remove the front pulley. Refer to Disassembly and Assembly, "Vibration Damper and
Pulley - Remove".
d. Remove the engine oil pan. Refer to Disassembly and Assembly, "Engine Oil Pan -
Remove".
e. If the engine has an accessory drive, remove the accessory drive. Refer to Disassembly and
Assembly, "Accessory Drive - Remove and Install".
f. Drain the coolant into a suitable container for storage or disposal. Refer to Operation and
Maintenance Manual, "Cooling System Coolant - Drain" for the correct procedure.
g. Remove the timing gears. Refer to Disassembly and Assembly, "Gear Group (Front) -
Remove and Install".
h. Remove the fuel injection pump. Refer to Disassembly and Assembly, "Fuel Injection Pump
- Remove".
NOTICE

NOTICE

containing fluids.
1. Remove bolts (1) that secure bypass tube (2) to front housing (3). Remove bypass tube (2)
from the cylinder head. Remove O-ring (4) and O-ring (5) from bypass tube (2).
2. Remove bolts (7), bolts (8), and bolts (9) from front housing (3).
Note: The bolts are three different lengths. Note the positions of the different bolts.
3. Remove front housing (3) from the cylinder block.

5. If necessary, remove thrust washer (10) from the cylinder block.
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i04780466
Idler Gear - Install

SMCS - 1206-012
Table 1
Required Tools
5P-7306 Housing 1
A(2)

C
268-1966 Adapter 1

D

(1)
(2)
NOTICE

Center Position for No.1 Piston" for the correct procedure.
2. Ensure that Tooling (B) is installed in Hole (Y) in the cylinder block. Use Tooling (B) in
3. Ensure that Tooling (C) is installed into Hole (X) in camshaft gear (1).
4. Clean idler gear (3) and inspect the idler gear for wear or damage. Refer to Specifications,
"Gear Group (Front)" for more information. If necessary, replace the idler gear.
5. Clean hub (11) and inspect the hub for wear or damage. Refer to Specifications, "Gear
Group (Front)" for more information. If necessary, replace the hub.
6. Lubricate hub (11) with clean engine oil. Slide hub (11) into idler gear (3). Ensure that the
timing marks are toward the front of the idler gear.
7. Align the timing mark on idler gear (3) with the timing mark on the camshaft gear. Refer to
the illustration 2. Install the assembly of idler gear (3) and hub (11) into the recess in the
timing case. Ensure that oil Hole (Z) is to the top of the hub.
Note: The idler gear must be tilted during installation. Ensure that the holes in the hub are
aligned with the holes in the cylinder block.
8. Clean plate (9) and inspect the plate for wear or damage. If necessary, replace the plate.
9. Lubricate plate (9) with clean engine oil. Align the holes in plate (9) with the holes in hub
(11). Install the plate in the original orientation.
10. Install bolts (10).
Note: Ensure that timing marks are aligned, before removing Tooling (B) and Tooling (C).
13. Use Tooling (D) in order to measure the end play of the camshaft gear. Refer to
Specifications, "Gear Group (Front)" for more information.
14. Use Tooling (D) in order to measure the backlash between the idler gear and the camshaft
gear. Refer to Specifications, "Gear Group (Front)" for more information.
15. Use Tooling (D) in order to measure the backlash between the idler gear and the crankshaft
gear. Refer to Specifications, "Gear Group (Front)" for more information.
16. Install a new O-ring seal (4) to plug (5). Install plug (5) to the cylinder block. Tighten plug
(5) to a torque of 21 N·m (186 lb in).
17. Lightly lubricate all of the gears with clean engine oil.
End By:
a. Install the fuel injection pump gear. Refer to Disassembly and Assembly, "Fuel Pump Gear
- Install".
b. Adjust the engine valve lash. Refer to System Operation, Testing and Adjusting, "Engine
Valve Lash - Inspect/Adjust" for the correct procedure.
Shutdown SIS
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i04780467
Idler Gear - Remove

SMCS - 1206-011
Removal Procedure
Table 1
Required Tools
5P-7306 Housing 1
A(2)

B
268-1966 Adapter
(1)
(2)
Start By:
a. Remove the fuel injection pump gear. Refer to Disassembly and Assembly, "Fuel Pump
Gear - Remove".
b. Remove the valve mechanism cover. Refer to Disassembly and Assembly, "Valve
Note: Care must be taken in order to ensure that the fuel injection pump timing is not lost during
the removal of the fuel pump gear. Carefully follow the procedure in order to remove the fuel
pump gear.
NOTICE
3. Install Tooling (B) into Hole (Y) in the cylinder block. Use Tooling (B) in order to lock the
4. Ensure that Tooling (C) is installed into Hole (X) in the camshaft gear. Use Tooling (C) in
order to lock the camshaft in the correct position.
5. Ensure that gear (1), gear (2), and gear (3) are marked in order to show alignment.
Note: Failure to ensure that ALL adjusters are fully unscrewed can result in contact between
7. Mark plate (9) in order to show orientation.
Note: Identification will ensure that the plate can be installed in the original orientation.
9. Remove plate (9).
10. Remove the assembly of idler gear (3) and hub (11) from the recess in the front housing.
Note: The idler gear must be tilted during removal.
11. Remove hub (11) from idler gear (3).
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i04780468
Inlet and Exhaust Valve Guides - Remove and Install

SMCS - 1104-010
Removal Procedure
Table 1
Required Tools
A 157-3722 Valve Guide Driver 1
Start By:
a. Remove the inlet valves and the exhaust valves. Refer to Disassembly and Assembly, "Inlet
and Exhaust Valves - Remove and Install".
NOTICE
Removal and installation of the valve guide and valve seat must be
carried out by personnel with the correct training. Also special
machinery is required. For more information, refer to your authorized
Caterpillar Dealer.
NOTICE

1. Use a suitable press and Tooling (A) in order to remove valve guides (2) (not shown) from
cylinder head (1).
2. Repeat the Step 1 for the remaining valve guides.
Table 2
Required Tools

157-3722 Valve Guide Driver 1
A
315-2986 Stop Collar 1
B 157-3720 Valve Seat Cutter 1
NOTICE
Removal and installation of the valve guide and valve seat must be
machinery is required. For more information, refer to your authorized
Caterpillar Dealer.
NOTICE
1. Clean the parent bores in the cylinder head for the valve guides.
2. Lubricate a new valve guide (2) with clean engine oil. Place valve guide (2) into position on
cylinder head (1). Carefully tap the valve guide in order to start the installation.
3. Use a suitable press and Tooling (A) in order to install the valve guide into the cylinder
head.
4. Repeat Step 2 through Step 3 for the remaining valve guides.
5. Check Protrusion (X) of valve guides (2). The valve guides should protrude 12.7 mm
(0.500 inch) above the valve spring recess. Refer to Specifications, "Cylinder Head Valves"
for more information.
6. After installation of valve guides (2), the valve guides must be reamed and the valve seat
inserts must be cut to the finished diameter. Follow Steps 6.a through 6.d in order to ream
the valve guides and cut the valve seat inserts.
a. Lubricate the bores of valve guides (2) with clean engine oil.
b. Use Tooling (B) in order to ream the valve guides. Ensure that even pressure is
applied to Tooling (B).
c. Use Tooling (B) in order to cut the valve seats. Ensure that even pressure is applied to
Tooling (B).
d. Ensure that the cylinder head is clean and free from machining debris.
7. Check the finished diameter of valve guides (2). Refer to Specifications, "Cylinder Head -
Valves" for more information.
8. Check the depths of the valves below the face of the cylinder head. Refer to System
Operation, Testing and Adjusting, "Valve Depth - Inspect" for more information.
End By:
a. Install the inlet valves and the exhaust valves. Refer to Disassembly and Assembly , "Inlet
and Exhaust Valves - Remove and Install".
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i07450509
Inlet and Exhaust Valve Springs - Remove and Install

SMCS - 1108-010
Removal Procedure
Table 1
Required Tools
9U-6195 Valve Spring Compressor 1
A 416-0292 Adapter 1
416-0288 Head 1
B(1) 9U-6198 Crankshaft Turning Tool 1
9U-7336 Housing 1
B(2)
(1)
(2)
Start By:
a. Remove the rocker Shaft and Pushrod.
Note: Either Tooling (B) can be used. Use the Tooling that is most suitable.
NOTICE

Note: The following procedure should be adopted to remove the valve springs when the cylinder
head is installed to the engine. Refer to Disassembly and Assembly, "Inlet and Exhaust Valves -
Remove and Install" for the procedure to remove the valve springs from a cylinder head that has
been removed from the engine.
Note: Ensure that the appropriate piston is at top dead center before the valve spring is removed.
Failure to ensure that the piston is at top dead center may allow the valve to drop into the cylinder
bore.
NOTICE
Plug the apertures for the push rods in the cylinder head to prevent the
entry of loose parts into the engine.
Personal injury can result from being struck by parts propelled by a

released spring force.
Make sure to wear all necessary protective equipment.

Follow the recommended procedure and use all recommended tooling to
release the spring force.
NOTICE
Ensure that the valve spring is compressed squarely or damage to the

valve stem may occur.
1. Follow Step 1.a through Step 1.d to position the appropriate piston at top dead center.
a. Install Tooling (A) in position on the cylinder head to compress a valve spring (3) for
the appropriate cylinder.
b. Use Tooling (A) to compress valve spring (3) and open the valve slightly.
Note: Do not compress valve spring (3) so that valve spring retainer (2) touches valve
stem seal (4).
c. Use Tooling (B) to rotate the crankshaft carefully, until the piston touches the valve.
Note: Do not use excessive force to turn the crankshaft. The use of force can result in
bent valve stems.
d. Continue to rotate the crankshaft and gradually release the pressure on Tooling (A)
until the piston is at the top dead center position. The valve is now held in a position
that allows valve spring (3) to be safely removed.
Note: Valve springs (3) must be replaced in pairs for the inlet valve or the exhaust valve of
each cylinder. If all valve springs (3) require replacement, the procedure can be carried out
on two cylinders at the same time. The procedure can be carried out on the following pairs
of cylinders 1 with 6, 2 with 5 and 3 with 4. Ensure that all valve springs (3) are installed
before changing from one pair of cylinders to another pair of cylinders.
NOTICE
Do not turn the crankshaft while the valve springs are removed.
2. Apply sufficient pressure to Tooling (A) to allow removal of valve keepers (1). Remove
valve keepers (1).
Note: Do not compress the valve spring so that the valve spring retainer touches the valve
stem seal.
3. Slowly release pressure on Tooling (A).

4. Remove valve spring retainer (2).
5. Remove valve spring (3).
6. If necessary, remove valve stem seals (4).
Note: The inlet and exhaust valve stem seals are different, the valve stem seals are denoted
by the color. Identify the position of the different color valve stem seals for installation
purposes.
7. Repeat Step 2 through Step 6 to remove the remaining valve springs (3) from the
appropriate cylinder.
NOTICE
NOTICE
Do not turn the crankshaft while the valve springs are removed.
NOTICE
Plug the apertures for the push rods in the cylinder head to prevent the
entry of loose parts into the engine
1. Inspect valve springs (3) for damage and for the correct length. Refer to Specifications,
"Cylinder Head Valves" for more information.
2. If necessary, install a new valve stem seal (4) onto the valve guide. The inlet and exhaust
valve stem seals are different, the valve stem seals are denoted by the color.
Note: The outer face of the valve guide must be clean and dry before installing the valve
stem seal.
3. Install valve spring (3) onto the cylinder head. Position valve spring retainer (2) on valve
spring (3).
Improper assembly of parts that are spring loaded can cause bodily
injury.
To prevent possible injury, follow the established assembly procedure

and wear protective equipment.
NOTICE

4. Install Tooling (A) in the appropriate position on the cylinder head to compress valve spring
(3).
5. Apply sufficient pressure to Tooling (A) to install valve keepers (1).
Note: Do not compress the spring so that valve spring retainer (2) touches valve stem seal
(4).
6. Install valve spring keepers (1).
7. Carefully release the pressure on Tooling (A).
8. Repeat Step 2 through Step 7 for the remaining valve springs (3).
The valve spring keepers can be thrown from the valve when the valve
spring compressor is released. Ensure that the valve spring keepers are
properly installed on the valve stem. To help prevent personal injury,
keep away from the front of the valve spring keepers and valve springs
during the installation of the valves.
Note: If all valve springs require replacement, the procedure can be carried out on two
cylinders at the same time. The procedure can be carried out on the following cylinders. 1
and 6, 2 and 5 and 3 and 4. Remember that the crankshaft must not be turned while the
valve springs are removed. Ensure that all the valve springs are installed before changing
from one pair of cylinders to the other pair of cylinders. If all valve springs do not require
replacement, the springs must be replaced in pairs.
End By:
a. Install the rocker Shaft and Pushrod.
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i04780470
Inlet and Exhaust Valves - Remove and Install

SMCS - 1105-010
Removal Procedure
Table 1
Required Tools
416-0288 Head 1
Start By:
a. Remove the cylinder head. Refer to Disassembly and Assembly, "Cylinder Head - Remove"
NOTICE
1. Clean the bottom gasket surface of the cylinder head. Check the depth of the valves below
the face of the cylinder head before the valve springs are removed. Refer to Specifications,
"Cylinder Head Valves" for the correct dimensions.
2. Place a temporary identification mark on the heads of the valves in order to identify the
correct position.
Note: Inlet valves have a recess in the center of the head.
3. Use a suitable lifting device to position the cylinder head with the valve springs upward.
The weight of the cylinder head is approximately 96 kg (212 lb).
Note: Ensure that the cylinder head is kept on a clean, soft surface in order to prevent
damage to the machined face.


4. Install Tooling (A) into position on the cylinder head in order to compress appropriate valve
spring (3).
NOTICE

5. Apply sufficient pressure to Tooling (A) in order to remove valve keepers (1).
(4).
6. Slowly release the pressure on Tooling (A).
7. Place a temporary identification mark on valve spring (3) in order to identify the correct
position.
8. Remove valve spring retainer (2). Remove valve spring (3).
9. Repeat Step 4 through Step 8 for the remaining valves.

11. Remove valve stem seals (4). The inlet and exhaust valve stem seals are different, the valve
stem seals are denoted by the color. Identify the position of the different color valve stem
seals for installation purposes.
12. Use a suitable lifting device to turn over the cylinder head.
13. Place a temporary identification mark on valves (5). Remove valves (5) from the cylinder
head.
Table 2
Required Tools
416-0288 Head 1
NOTICE
Note: The valves have a hard surface finish. Grinding compound must not be used on the valves.
Grinding compound will damage the hard surface finish of the valves.
1. Clean all components of the cylinder head assembly. Ensure that all ports, all coolant
passages, and, all lubrication passages in the cylinder head are free from debris. Follow Step
1.a through Step 1.e in order to inspect the components of the cylinder head assembly.
Replace any components that are worn or damaged.
a. Inspect the cylinder head for wear and for damage. Refer to System Operation,
Testing and Adjusting, "Cylinder Head Inspect" for the correct procedure.
b. Inspect the valve seats for wear and for damage. Refer to Specifications, "Cylinder
Head Valves" for more information.
c. Inspect the valve guides for wear and for damage. Refer to Specifications, "Cylinder
Head Valves" and System Operation, Testing and Adjusting, "Valve Guide - Inspect"
for more information.
d. Inspect the valves for wear and for damage. Refer to Specifications, "Cylinder Head
Valves" for more information.
e. Inspect the valve springs for damage and for the correct length. Refer to
Specifications, "Cylinder Head Valves " for more information.
2. Lubricate the stems of valves (5) with clean engine oil. Install valves (5) in the appropriate
positions in the cylinder head. Check the depth of the valves below the face of the cylinder
head. Refer to System Operation, Testing and Adjusting, "Valve Depth - Inspect" for more
information.
3. Use a suitable lifting device to turn over the cylinder head. The weight of the cylinder head
is approximately 96 kg (212 lb).
Note: Ensure that all of the valves remain in place.
4. Install new valve stem seals (4) onto each of the valve guides. The inlet and exhaust valve
stem seals are different, the valve stem seals are denoted by the color.
Note: The outer face of the valve guides must be clean and dry before installing valve stem
seals (4).
5. Install valve spring (3) onto the cylinder head. Position valve spring retainer (2) on valve
spring (3).

6. Install Tooling (A) in the appropriate position on the cylinder head in order to compress
valve spring (3).
NOTICE

7. Apply sufficient pressure to Tooling (A) in order to install valve keepers (1).
(4).
The valve spring keepers can be thrown from the valve when the valve
spring compressor is released. Ensure that the valve spring keepers are
properly installed on the valve stem. To help prevent personal injury,
keep away from the front of the valve spring keepers and valve springs
during the installation of the valves.
8. Carefully release the pressure on Tooling (A).
9. Repeat Step 5 through Step 8 for the remaining valves.
10. Remove Tooling (A) from the cylinder head.
End By:
a. Install the cylinder head. Refer to Disassembly and Assembly, "Cylinder Head - Install" for
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i04780471
Lifter Group - Remove and Install

SMCS - 1209-010
Removal Procedure
Table 1
Required Tools
B 1U-7262 Telescopic Magnet 1
Start By:
a. Remove the camshaft. Refer to Disassembly and Assembly, "Camshaft - Remove and
Install".
NOTICE
1. If the crankshaft is installed, use Tooling (A) to rotate the crankshaft in order to gain access
to lifters (1).
Typical example
2. Use Tooling (B) in order to remove lifters (1).
Note: Make a temporary identification mark on each lifter in order to identify the correct
location.
3. Repeat Step 1 and Step 2 in order to remove the remaining lifters.
Table 2
Required Tools
B 1U-7262 Telescopic Magnet 1
NOTICE
NOTICE
It is strongly recommended that all lifters should be replaced when a
new camshaft is installed.
1. Check all the components for wear and damage. Replace any components that are worn or
damaged.
2. Clean the lifters. Follow Step 2.a through Step2.c in order to inspect the lifters. Replace
lifters that are worn or damaged.
a. Inspect the seat of the pushrod in the lifter for visual wear or damage.
b. Inspect the shank of the lifter for wear or damage. Refer to Specifications, "Lifter
Group" for more information.
c. Inspect the face of the lifter that runs on the camshaft for visual wear or damage.
3. If the crankshaft is installed, use Tooling (A) to rotate the crankshaft. Rotate the crankshaft
to access to the cylinder block in order to install lifters (1).
4. Lubricate lifters (1) with clean engine oil.
Typical example
5. Use Tooling (B) to install lifters (1) to the cylinder block. Ensure that used lifters are
installed in the original location.
Note: The lifters should be free to rotate.
6. Repeat Step 2 through Step 5 in order to install the remaining lifters.
End By:
a. Install the camshaft. Refer to Disassembly and Assembly, "Camshaft - Remove and Install".
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i04780473
Piston Cooling Jets - Remove and Install

SMCS - 1331-010
Removal Procedure
Table 1
Required Tools
5P-7306 Housing 1
A(2)
(1)
(2)
Start By:
NOTICE

1. If the crankshaft is installed, use Tooling (A) to rotate the crankshaft in order to gain access
to the piston cooling jet.
2. Remove bolt (1) and piston cooling jet (2) from the cylinder block. Remove O-ring seal (3)
(not shown).
3. Repeat Step 1 through Step 2 in order to remove the remaining piston cooling jets.
Table 2
Required Tools
5P-7306 Housing 1
A(2)
(1)
(2)
NOTICE
1. Clean the piston cooling jets and inspect the piston cooling jets for damage. Ensure that the
valve is free to move within each piston cooling jet. Replace any damaged piston cooling
jets. The procedure for checking that the alignment of the piston cooling jets is described in
Specifications, "Piston Cooling Jet Alignment" for more information.
2. If the crankshaft is installed, use Tooling (A) to rotate the crankshaft in order to access the
mounting flange for the piston cooling jet.
3. Install a new O-ring seal (3) (not shown) onto piston cooling jet (2).
4. Install piston cooling jet (2) into the oil passage in the cylinder block.
Note: Ensure that the piston cooling jet is correctly installed into the oil passage in the
cylinder block before tightening the bolt.
5. Install bolt (1). Tighten the bolt to a torque of 9 N·m (80 lb in).
6. Repeat Step 2 through Step 4 in order to install the remaining piston cooling jets.
End By:
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i04780474
Pistons and Connecting Rods - Assemble

SMCS - 1225-016
Assembly Procedure
Table 1
Required Tools
A 1P-1857 Retaining Ring Pliers 1
B 1U-6683 Ring Expander 1
NOTICE
1. Ensure that all components are clean and free from wear and damage. If necessary, replace
any components that are worn or damaged.
2. If the original piston and rings are to be reused, follow Step 2.a through Step 2.e in order to
install the piston rings to the piston.
a. Position the spring for oil control ring (3) into the oil ring groove in piston (4). The
central wire must be located inside the end of the spring.
b. Position the oil control ring with the word "TOP" in the upward position. Use Tooling
(B) to install oil control ring (3) over the piston and the spring.
Note: Ensure that the central wire is 180 degrees from the ring gap.
c. Use Tooling (B) to install intermediate compression ring (2) into the second groove in
piston (4). The word "TOP" must be upward. The chamfer on the inner face must be
downward.
d. Use Tooling (B) to install top compression ring (1) into the top groove in piston (4).
The word "TOP" must be upward.
Note: Ensure that the top compression ring is installed with Chamfer (W) in the
upward position.
e. Position the piston ring gaps at approximately 120 degrees away from each other.
Note: A new piston assembly is supplied with new piston rings.

NOTICE
Removal of the piston pin bushing in the connecting rod must be

machinery is required. For more information refer to your authorized
Caterpillar Dealer.
3. If connecting rod assembly (6), bushing (8) and piston pin (7) are replaced, refer to
Specifications, "Connecting Rods" for more information.
4. Lubricate bushing (8) for piston pin (7) in the connecting rod with clean engine oil.
Lubricate the bore for the piston pin in piston (4) with clean engine oil.
5. Place piston (4) on a suitable surface with the crown downward. Position connecting rod (6)
with forged Mark (X) to square boss (14) on the piston. Ensure that slot (13) on the
connecting rod is in the correct position. See Illustration 3.
6. Install piston pin (7) to piston (4).
Note: If the piston pin cannot be installed by hand, heat the piston to a temperature of
45° ± 5°C (113° ± 9°F).
7. Use Tooling (A) in order to install circlips (5) to the piston pin bore in piston (4).
Note: Ensure that the circlips are seated in the grooves in the piston.
8. Install upper bearing shell (9) into connecting rod (6). Ensure that the locating tab for the
upper bearing shell is correctly seated in slot (13) in the connecting rod.
9. Install lower bearing shell (10) into connecting rod cap (11). Ensure that the locating tab for
the lower bearing shell is correctly seated in the slot in the connecting rod cap.
10. Fracture split connecting rods should not be left without the connecting rod caps installed.
Temporarily install connecting rod cap (11) and bolts (12) to connecting rod (6) when the
assembly is out of the engine. Ensure that the etched number on connecting rod cap matches
the etched number on connecting rod. Ensure the correct orientation of the connecting rod
cap. The locating tab for the upper bearing shell and the lower bearing shell should be on
the same side. Tighten bolts (12) to a torque of 20 N·m (177 lb in).
11. Repeat Step 2 through Step 10 for the remaining piston and connecting rod assemblies.
End By:
a. Install the pistons and the connecting rods. Refer to Disassembly and Assembly, "Piston and
Connecting Rods - Install" for the correct procedure.
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i04780475
Pistons and Connecting Rods - Disassemble

SMCS - 1225-015
Table 1
Required Tools
B 1U-6683 Ring Expander 1
Start By:
a. Remove the pistons and the connecting rods. Refer to Disassembly and Assembly, "Piston
and Connecting Rods - Remove" for the correct procedure.
Note: Make a temporary mark on the components of the piston and connecting rod assembly.
Making temporary marks will ensure that the components of each piston and connecting rod
assembly can be reinstalled in the original cylinder. Mark the underside of the piston on the front
pin boss. Do not interchange components.
NOTICE

1. Remove bolts (12) and connecting rod cap (11) from connecting rod (6). Discard the bolts.
installed. After the disassembly procedure for the piston and connecting rod is completed,
carry out the assembly procedure and the installation procedure as soon as possible. Refer to
Disassembly and Assembly, "Piston and Connecting Rods - Assemble" and Disassembly
and Assembly, "Piston and Connecting Rods - Install" for the correct procedure.
2. Remove lower bearing shell (10) from connecting rod cap (11). Remove upper bearing shell
(9) from connecting rod (6). Keep the bearing shells together.
3. Place the piston and connecting rod assembly on a suitable surface with the connecting rod
upward. Use Tooling (A) in order to remove circlips (5).
Note: Note the position of forged Mark (X). The forged mark is for the purposes of correct
orientation of the connecting rod assembly and piston assembly.
4. Remove piston pin (7) and connecting rod (6) from piston (4).
Note: If the piston pin cannot be removed by hand, heat the piston to a temperature of
45 ± 5 °C (113 ± 9 °F). Do not use a torch to heat the piston. Note the orientation of
connecting rod (6) and piston (4).
5. Place the piston on a suitable surface with the crown upward. Use Tooling (B) in order to
remove compression ring (1) and compression ring (2), and oil control ring (3) from piston
(4).
Note: Make temporary identification marks to Identify the position and orientation of
compression ring (1) and compression ring (2), and oil control ring (3).
NOTICE
Removal of the piston pin bushing in the connecting rod must be

machinery is required. For more information refer to your authorized
Caterpillar Dealer.
6. Inspect the connecting rod for wear and damage. If necessary, replace connecting rod (6) or
replace bushing (8) for piston pin (7).
Note: If the connecting rod or the bushing for the piston pin are replaced, refer to
Specifications, "Connecting Rods" for more information.
7. Repeat Step 1 through Step 6 in order to disassemble the remaining pistons and connecting
rods.
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Product: EXCAVATOR

i04780476
Pistons and Connecting Rods - Install

SMCS - 1225-012
Table 1
Required Tools
9U-7336 Housing 1
A(2)
B 1U-6684 Piston Ring Compressor 1
C 227-4390 E12 Torx Socket 1

D 8T-3052 Degree Wheel 1
(1)
(2)
NOTICE

NOTICE
1. If the connecting rod caps were temporarily installed, remove the connecting rod caps. If
necessary, thoroughly clean all of the components.
2. Apply clean engine oil to the cylinder bore, piston rings, outer surface of the piston and the
bearing shells for the connecting rod.
Note: Install the bearing shells for the connecting rods dry when clearance checks are
performed. Refer to Disassembly and Assembly, "Bearing Clearance - Check" for the
correct procedure. Apply clean engine oil to the bearing shells for the connecting rods
during final assembly.
Note: Ensure that the piston and the connecting rod assembly are installed in the correct
cylinder.
3. Use Tooling (A) to rotate the crankshaft until the crankshaft pin is at the bottom center
position. Lubricate the crankshaft pin with clean engine oil.
4. Install Tooling (B) onto piston (4).

Note: Ensure that Tooling (B) is installed correctly and that piston (4) can easily slide from
the tool.
Note: The locating tab for the bearing shell of the connecting rod must be on the same side
of the engine as the piston cooling jet.
5. Carefully push the piston and the connecting rod assembly into the cylinder bore and onto
the crankshaft pin.
Note: Do not damage the finished surface of the crankshaft pin.
6. Install connecting rod cap (2) onto connecting rod (1).
Note: Ensure that etched number in Position (X) on connecting rod cap (2) matches etched
number in Position (X) on connecting rod (1). Ensure the correct orientation of connecting
rod cap (2). The locating tab for the upper bearing shell and the lower bearing shell should
be on the same side.
Note: Do not reuse the old bolts in order to secure the connecting rod cap.
7. Install new bolts (3) to connecting rod (1). Use Tooling (C) in order to tighten the bolts
evenly to a torque of 40 N·m (30 lb ft).
8. Turn the bolts for an additional 120 degrees in a clockwise direction. Use Tooling (C) and
Tooling (D) to achieve the correct final torque.
9. Ensure that the installed connecting rod assembly has tactile side play. Rotate the crankshaft
in order to ensure that there is no binding.
10. Repeat Step 2 through Step 9 in order to install the remaining pistons and connecting rods.
End By:
a. Install the piston cooling jets. Refer to Disassembly and Assembly, "Piston Cooling Jets -
b. Install the cylinder head. Refer to Disassembly and Assembly, "Cylinder Head - Install" for
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i04780478
Pistons and Connecting Rods - Remove

SMCS - 1225-011
Removal Procedure
Table 1
Required Tools
9U-7336 Housing 1
A(2)
B 8S-2269 Ridge Reamer 1
C 227-4390 E12 Torx Socket 1

(1)
(2)
Start By:
a. Remove the cylinder head. Refer to Disassembly and Assembly, "Cylinder Head - Remove"
b. Remove the piston cooling jets. Refer to Disassembly and Assembly, "Piston Cooling Jets -
NOTICE
1. Use Tooling (A) to rotate the crankshaft until the crank pin is at the bottom center position.
2. Use Tooling (B) to remove the carbon ridge from the top inside surface of the cylinder bore.
3. The connecting rod and the connecting rod cap should have an etched number in Position
(X) on the side. The number on the connecting rod and the connecting rod cap must match.
Ensure that connecting rod (1) and connecting rod cap (2) are marked for the correct
location. If necessary, make a temporary mark on the connecting rod and the connecting rod
cap in order to identify the cylinder number.
Note: Do not stamp the connecting rod assembly. Stamping or punching the connecting rod
assembly could cause the connecting rod to fracture.
4. Use Tooling (C) to remove bolts (3). Remove connecting rod cap (2) from connecting rod
(1).
5. Carefully push piston (4) and the connecting rod out of the cylinder bore. Lift piston (4) out
of the top of the cylinder block.
Note: Do not push on the fracture split surfaces of the connecting rod as damage may result.
6. Repeat Step 1 through Step 5 for the remaining pistons and connecting rods.
installed. Temporarily install connecting rod cap (2) and bolts (3) to connecting rod (1)
when the assembly is out of the engine. Ensure that the etched number on connecting rod
cap matches the etched number on connecting rod . Ensure the correct orientation of the
connecting rod cap . The locating tab for the upper bearing shell and the lower bearing shell
should be on the same side. Tighten bolts (3) to a torque of 20 N·m (177 lb in).
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i04780479
Rocker Shaft - Assemble

SMCS - 1102-016
Assembly Procedure
Table 1
Required Tools
NOTICE
1. Ensure that all components are clean and free from wear or damage. Refer to Specifications,
"Rocker Shaft" for more information. If necessary, replace any components that are worn or
damaged.
2. If necessary, install nuts (2) and adjusters (1) to rocker arm assembly (3) and rocker arm
assembly (4). If the original adjusters are reused, ensure that the adjusters are installed in the
original positions.
3. Use Tooling (A) in order to install retaining clip (10) and wavy washer (9) to the rear end of
rocker shaft (8).
4. Lubricate the bores of rocker arm assembly (3) and rocker arm assembly (4) and rocker
shaft (8) with clean engine oil.
5. Install rocker arm assembly (4) exhaust valve to rocker shaft (8).
6. Install rocker arm assembly (3) inlet valve to rocker shaft (8).
Improper assembly of parts that are spring loaded can cause bodily
injury.
To prevent possible injury, follow the established assembly procedure

and wear protective equipment.
7. Install spring (7) to rocker shaft (8).
8. Repeat Step 4 through Step 7 in order to assemble the remaining components to rocker shaft
(5).
9. After all the rocker arm assemblies have been installed, install wavy washer (6).
10. Use Tooling (A) in order to install retaining clip (5) to the front end of rocker shaft (8).
End By:
a. Install the rocker shaft assembly. Refer to Disassembly and Assembly, "Rocker Shaft and
Pushrod - Install".
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i04780480
Rocker Shaft - Disassemble

SMCS - 1102-015
Table 1
Required Tools
Start By:
a. Remove the rocker shaft assembly. Refer to Disassembly and Assembly, "Rocker Shaft and
Pushrod - Remove".
NOTICE


1. Make an identification mark on each rocker arm assembly in order to show the location.
Note: The components must be reinstalled in the original location. Do not interchange
components.
2. If necessary, remove Torx screws from rocker shaft (8).
3. Start disassembly of the rocker shaft at the front.
4. Use Tooling (A) in order to remove retaining clip (5) from rocker shaft (8). Remove wavy
washer (6).
5. Remove rocker arm assembly (3) for the inlet valve from rocker shaft (8). Remove rocker
arm assembly (4) for the exhaust valve from rocker shaft (8).
6. Remove spring (7) from rocker shaft (8).
7. Repeat Step 5 and Step 6 in order to remove the remaining rocker arms from rocker shaft
(8).
8. If necessary, remove retaining clip (10) and remove wavy washer (9) from the rear end of
rocker shaft (8).
9. If necessary, remove nuts (2) and adjusters (1) from the rocker arms. Make a temporary
identification mark on each adjuster in order to show the location.
Note: The components must be reinstalled in the original location. Do not interchange
components.
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i04780481
Rocker Shaft and Pushrod - Install

SMCS - 1102-012; 1208-012
Table 1
Required Tools
A - 3/8 inch Drive E10 Torx Socket 1
B 934-913 Rocker Assembly Tool 6
NOTICE

1. Clean the pushrods. Inspect the pushrods for wear or damage. Replace any pushrods that are
worn or damaged.
2. Apply clean engine lubricating oil to both ends of pushrods (3). Install the pushrods to the
engine with the cup upward.
Note: Ensure that pushrods (3) are installed in the original location and that the ball end of
each pushrod is correctly seated in the valve lifters.
3. Ensure that the rocker shaft assembly is clean and free from wear or damage.
4. Install torx screws (1) into rocker shaft (2). Ensure that the different length Torx screw (1) is
installed into Position (X).
5. Install Tooling (B) onto the assembly of rocker shaft (2).
6. Ensure that machined Flat (Y) is facing upward, and machined Flat (Y) is towards the front
end of the engine.
7. Position rocker shaft assembly (2) onto the cylinder head.
Note: Ensure that the adjustment screws are correctly seated in ends of pushrods.
8. Use Tooling (A) in order to gradually tighten torx screws (1). Ensure that rocker shaft
assembly (2) is correctly positioned onto the cylinder head
Note: To avoid distortion of rocker shaft assembly (2), tighten the torx screws in the center
first. Work toward the outside of the rocker shaft assembly.
10. Tighten torx screws (1) to a torque of 35 N·m (26 lb ft).
11. Check the valve lash. Refer to System Operation, Testing and Adjusting, "Engine Valve
Lash - Inspect/Adjust". If necessary, adjust the valve lash. Refer to System Operation,
Testing and Adjusting, "Engine Valve Lash - Inspect/Adjust" for the correct procedure.
End By:
a. Install the valve mechanism cover. Refer to Disassembly and Assembly, "Valve Mechanism
Cover - Remove and Install".
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i04780482
Rocker Shaft and Pushrod - Remove

SMCS - 1102-011; 1208-011
Removal Procedure
Table 1
Required Tools
A - 3/8 inch Drive E10 Torx Socket 1
Start By:
a. Remove the valve mechanism cover. Refer to Disassembly and Assembly, "Valve
NOTICE

1. Use Tooling (A) in order to progressively loosen torx screws (1). Begin at the ends of the
rocker shaft assembly and work toward the center.
Note: To avoid distortion of rocker shaft assembly (2), each torx screw should be loosened
by half a turn at one time. Repeat the procedure until all torx screws are loosened.
2. Remove torx screws (1) from rocker shaft assembly (2).
Note: Different length Torx screw in Position (X).
3. Remove rocker shaft assembly (2) from the cylinder head.
4. Place an identification mark on pushrods (3) in order to show the location. Remove the
pushrods from the cylinder head.
Note: Identification will ensure that the pushrods can be reinstalled in the original positions.
Do not interchange the positions of used pushrods.
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i04780485
Turbocharger - Install - Side Mounted Turbocharger

SMCS - 1052-012
Table 1
Required Tools
A 5P-3975 Rubber Lubricant 1
NOTICE

1. Ensure that turbocharger (4) is clean and free from damage. Inspect the turbocharger for
wear. Refer to System Operation, Testing and Adjusting, "Turbocharger Inspect" for more
information. If any part of the turbocharger is worn or damaged, the complete turbocharger
must be replaced.
2. If necessary, test the wastegate actuator for correct operation. Refer to System Operation,
Testing and Adjusting, "Turbocharger Inspect". If the wastegate actuator is damaged or the
wastegate actuator does not operate within the specified limits, the complete turbocharger
must be replaced.
3. Clean the gasket surfaces of exhaust manifold (16). If necessary, install studs (17) to the
exhaust manifold. Tighten the studs to a torque of 18 N·m (160 lb in).
4. Position turbocharger (4) on exhaust manifold (16).
Note: Ensure that the turbocharger is correctly oriented.
5. Install nuts (18).
Note: Support the turbocharger as the nuts are installed.
6. Tighten nuts (18) to a torque of 44 N·m (32 lb ft).

7. Ensure that tube assembly (14) and tube assembly (10) are clean, free from damage and
restriction. Replace any damaged components.
8. Position a new gasket (8) (not shown) and bolts (9) onto tube assembly (14).
9. Install tube assembly (14) to turbocharger (4). Install bolts (9) finger tight.
10. Position a new gasket (15) (not shown) between the flange of tube assembly (10) and the
cylinder block. Install bolts (13) finger tight.
12. Remove the plug from oil inlet port (19). Refer to Illustration 2. Lubricate the turbocharger
bearings with clean engine oil through the oil inlet port. Rotate the wheel of the compressor
several times in order to lubricate the bearings.
13. Use Tooling (A) in order to lubricate a new O-ring seal (12) (not shown). Install O-ring seal
(12) (not shown) to tube assembly (10).
14. Install tube assembly (10) to the cylinder block and position onto turbocharger (4).
15. Install bolt (11) finger tight. Ensure that tube assembly (10) installed correctly into the
cylinder block.
16. Install banjo bolt (7) and two new sealing washers (6) (not shown) to tube assembly (10).
19. If necessary, install the exhaust elbow. Refer to Disassembly and Assembly, "Exhaust
Elbow - Remove and Install" for the correct procedure.
20. Connect the exhaust outlet tube assembly from the turbocharger, refer to the Original
Equipment Manufactures (OEM) for the correct procedure.
21. If necessary, install the hose assembly to the wastegate actuator on the turbocharger.
22. Connect tube assembly (5) to turbocharger (4). Tighten hose clamp (3) securely.
23. Connect hose assembly (1) to turbocharger (4). Tighten hose clamp (2) securely.
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i04780484
Turbocharger - Install - Side Mounted Turbocharger

SMCS - 1052-012
Table 1
Required Tools
A 5P-3975 Rubber Lubricant 1
NOTICE

1. Ensure that turbocharger (4) is clean and free from damage. Inspect the turbocharger for
wear. Refer to System Operation, Testing and Adjusting, "Turbocharger Inspect" for more
information. If any part of the turbocharger is worn or damaged, the complete turbocharger
must be replaced.
2. If necessary, test the wastegate actuator for correct operation. Refer to System Operation,
Testing and Adjusting, "Turbocharger Inspect". If the wastegate actuator is damaged or the
wastegate actuator does not operate within the specified limits, the complete turbocharger
must be replaced.
3. Clean the gasket surfaces of exhaust manifold (16). If necessary, install studs (17) to the
exhaust manifold. Tighten the studs to a torque of 18 N·m (160 lb in).
4. Position turbocharger (4) on exhaust manifold (16).
Note: Ensure that the turbocharger is correctly oriented.
5. Install nuts (18).
Note: Support the turbocharger as the nuts are installed.
6. Tighten nuts (18) to a torque of 44 N·m (32 lb ft).

7. Ensure that tube assembly (14) and tube assembly (10) are clean, free from damage and
restriction. Replace any damaged components.
8. Position a new gasket (8) (not shown) and bolts (9) onto tube assembly (14).
9. Install tube assembly (14) to turbocharger (4). Install bolts (9) finger tight.
10. Position a new gasket (15) (not shown) between the flange of tube assembly (10) and the
cylinder block. Install bolts (13) finger tight.
12. Remove the plug from oil inlet port (19). Refer to Illustration 2. Lubricate the turbocharger
bearings with clean engine oil through the oil inlet port. Rotate the wheel of the compressor
several times in order to lubricate the bearings.
13. Use Tooling (A) in order to lubricate a new O-ring seal (12) (not shown). Install O-ring seal
(12) (not shown) to tube assembly (10).
14. Install tube assembly (10) to the cylinder block and position onto turbocharger (4).
15. Install bolt (11) finger tight. Ensure that tube assembly (10) installed correctly into the
cylinder block.
16. Install banjo bolt (7) and two new sealing washers (6) (not shown) to tube assembly (10).
19. If necessary, install the exhaust elbow. Refer to Disassembly and Assembly, "Exhaust
20. Connect the exhaust outlet tube assembly from the turbocharger, refer to the Original
21. If necessary, install the hose assembly to the wastegate actuator on the turbocharger.
22. Connect tube assembly (5) to turbocharger (4). Tighten hose clamp (3) securely.
23. Connect hose assembly (1) to turbocharger (4). Tighten hose clamp (2) securely.
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i04780487
Turbocharger - Remove - Side Mounted Turbocharger

SMCS - 1052-011
Removal Procedure
NOTICE
NOTICE

containing fluids.
Note: Plug and cap all open ports and tube assemblies.
1. Loosen hose clamp (2) and disconnect hose assembly (1) from turbocharger (4).
2. Loosen hose clamp (3) and disconnect tube assembly (5) from turbocharger (4).
3. If necessary, remove the hose assembly from the wastegate actuator on the turbocharger.
4. Remove the exhaust out tube assembly from the turbocharger, refer to the Original
5. If necessary, remove the exhaust elbow. Refer to Disassembly and Assembly, "Exhaust
6. Remove banjo bolt (7) from tube assembly (10). Remove sealing washers (6) (not shown).
7. Remove bolt (11) from tube assembly (10). Remove tube assembly (10) from turbocharger
(4) and the cylinder block.
8. Remove O-ring seal (12) (not shown) from tube assembly (10).
9. Remove bolts (9) from tube assembly (14). Remove bolts (13) from tube assembly (14).
10. Remove tube assembly (14) from turbocharger (4) and the cylinder block.
11. Remove gasket (8) (not shown) and gasket (15) (not shown).
12. Remove nuts (18) from turbocharger (4). Remove turbocharger (4) from exhaust manifold
(16).
Note: Ensure that the weight of the turbocharger is supported as the nuts are removed.
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i04780488
Turbocharger - Remove - Turbocharger Top Mounted

SMCS - 1052-011
Removal Procedure
NOTICE
NOTICE

containing fluids.
Note: Plug and cap all open ports and tube assemblies.
1. Loosen the hose clamps and disconnect the hose assembly from the turbocharger inlet.
2. Loosen the hose clamps and disconnect the hose assembly from the turbocharger outlet.
3. If necessary, remove the hose assembly from the wastegate actuator on the turbocharger.
4. Remove the exhaust out tube assembly from the turbocharger, refer to the Original
5. If necessary, remove the exhaust elbow. Refer to Disassembly and Assembly, "Exhaust
Typical example
6. Remove banjo bolt (1) and remove sealing washers (2) from tube assembly (10).
7. Remove bolts (6) from tube assembly (9). Remove gasket (5).
8. Remove the tube clamps from tube assembly (9) and tube assembly (10). Position tube
assembly (10) away from turbocharger (4).
9. Remove nuts (3) from turbocharger (4).
10. Remove turbocharger (4) from exhaust manifold (8).
Typical example
12. In order to remove tube assembly (9) and tube assembly (10) the removal of exhaust
manifold (8) will be necessary.
13. Remove bolt (13) from tube clips (12) and remove spacer (11).
14. Remove bolt (15) from tube assembly (10). Disconnect tube assembly (10) from the
cylinder block.
15. Remove bolts (17) from tube assembly (9). Remove gasket (16).
16. Remove exhaust manifold. Refer to Disassembly and Assembly, "Exhaust Manifold (Top
Mounted Turbo Charger Exhaust Manifold) - Remove and Install" for the correct procedure.
17. Remove tube assembly (9) and tube assembly (10). Remove O-ring seal (14) from tube
assembly (10).
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i04780490
Valve Mechanism Cover - Remove and Install

SMCS - 1107-010
Removal Procedure
NOTICE
1. Disconnect the plastic tube assembly from connection (2) on valve mechanism cover (1).
Refer to Disassembly and Assembly, "Crankcase Breather - Remove" for the correct
procedure.
2. Remove bolts (3) from valve mechanism cover (1).
3. Remove valve mechanism cover (1) from the cylinder head.
4. Remove seal (4) from valve mechanism cover (1).
NOTICE

1. Thoroughly clean all gasket surface of valve mechanism cover (1). Clean the gasket surface
of the cylinder head.
2. Thoroughly clean the seal recess in the valve mechanism cover (1).
3. Inspect seal (4) for damage. If necessary, install a new seal to valve mechanism cover (1).
Note: Ensure that the seal is fully seated into the recess of the valve mechanism cover.
4. Position valve mechanism cover (1) onto the cylinder head.
5. Install bolts (3).
6. Tighten bolts (3) in the numerical sequence that is shown in Illustration 5. Tighten the bolts
to a torque of 22 N·m (195 lb in).
Repeat Step 6 in order to ensure correct torque.
7. Connect plastic tube assembly to connection (2) on valve mechanism cover (1). Refer to
Disassembly and Assembly, "Crankcase Breather - Remove" for the correct procedure.
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i04780489
V-Belts - Remove and Install

SMCS - 1357-010
Removal Procedure
2. If the engine is equipped with fan guards, remove the fan guards.
3. Loosen nut and bolt (1).
4. Loosen the nut and bolt (4) for bracket (6).
5. Loosen bolt (5) for bracket (6).
6. Slide alternator (3) toward the engine.
7. Remove V-belts (2) from the alternator (3) and the engine crankshaft pulley and the fan
drive pulley.
Note: Mark the position and direction of rotation if the belts will be reused. Never replace
single belts. Always replace belts as a pair.
Table 1
Required Tools

A 144-0235 Belt Tension Gauge 1
1. Install belts (2) to alternator (3) and the engine crankshaft pulley and the fan drive pulley.
Note: Used V-belts should be installed in the original position and direction of rotation.
2. Adjust the tension on the V-belts by moving the alternator away from the engine. Use
Tooling (A) in order to achieve the correct belt tension. Refer to System Operation, Testing
and Adjusting, "V-Belt -Test" for the correct procedure.
3. Tighten bolt (5) for bracket (6) to a torque of 22 N·m (195 lb in).
4. Tighten nut and bolt (4) to a torque of 44 N·m (32 lb ft).
5. Tighten nut and bolt (1) to a torque of 22 N·m (195 lb in).
6. If the engine is equipped with fan guards, install the fan guards.
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i05909469
Vibration Damper and Pulley - Install

SMCS - 1205-012
Table 1
Required Tools
Guide Stud
A - 1
M14x1.5 by 100 mm

Guide Studs
D - 2
M12x1.75 by 50 mm
NOTICE
1. Ensure that the crankshaft pulley and the front of the crankshaft are clean and free from
damage.
2. Inspect vibration damper (5) for damage. If necessary, replace the vibration damper.
3. If necessary, follow Step 3.a through Step 3.e in order to install vibration damper,
crankshaft pulley to crankshaft adapter.
a. Place crankshaft pulley (4) onto a suitable support.
b. Install Tooling (D) crankshaft pulley (4) .
c. Install vibration damper (6) over Tooling (D) .
d. Install bolts (6) to the crankshaft pulley assembly.
Note: Evenly space bolts (6) around the crankshaft pulley assembly.
e. Tighten bolts (6) finger tight.
4. If necessary, install friction shim (3) . Follow Step 4.a through Step 4.b in order to install
friction shim (3) .
a. Install friction shim (3) .
b. Install a new front seal to the front cover. Refer to Disassembly and Assembly,
"Crankshaft Front Seal - Remove and Install" for the correct procedure.
5. If the friction shim has not been removed, install a new front seal to the front cover. Refer to
Disassembly and Assembly, "Crankshaft Front Seal - Remove and Install" for the correct
procedure.
6. Install Tooling (A) to the crankshaft.
7. Install crankshaft pulley assembly (2) onto the crankshaft.
Note: Do not lubricate the front seal or the seal face of the crankshaft pulley assembly.
8. Install two Torx screws (1) to crankshaft pulley assembly (2) hand tighten.
9. Remove Tooling (A) .
10. Install remaining Torx screws (1) to crankshaft pulley assembly (2) .
12. Use a suitable tool in order to prevent the crankshaft from rotating. Tighten Torx screws (1)
to a torque of 40 N·m (29 lb ft).
13. Use Tooling (B) and Tooling (C) to turn Torx screws (1) through an additional 120 degrees.
End By: Install the alternator belt. Refer to Disassembly and Assembly, "V-Belt - Remove and
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i05909468
Vibration Damper and Pulley - Remove

SMCS - 1205-011
Removal Procedure
Table 1
Required Tools
Guide Stud
A - 1
M14 x 1.5 by 100 mm
Start By:
A. Remove the alternator belt. Refer to Disassembly and Assembly, "V- Belts - Remove and
Note: The weight of the assembly of the crankshaft pulley, the vibration damper, and the
crankshaft adapter is approximately 22 kg (48 lb).
1. Use a suitable tool in order to prevent the crankshaft from rotating. Use Tooling (B) to
remove one Torx screws (1) from crankshaft pulley assembly (2) .
2. Install Tooling (A) into crankshaft pulley assembly (2) .
3. Remove remaining Torx screws (1) from crankshaft pulley assembly (2) .
4. Remove crankshaft pulley assembly (2) .
5. Tooling (A) .
6. If necessary, follow Step 6.a through Step 6.b in order to remove friction shim (3) from the
crankshaft.
a. Remove the front seal from the front cover. Refer to Disassembly and Assembly,
"Crankshaft Front Seal - Remove and Install" for the correct procedure.
b. Remove friction shim (3) .
7. If necessary, follow Step 7.a through Step 7.c in order to disassemble vibration damper,
crankshaft pulley.
a. Place the crankshaft pulley assembly onto a suitable support.
b. Remove bolts (6) from crankshaft pulley assembly (2) .
c. Remove vibration damper (5) from crankshaft pulley (5) .
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i04780495
Water Pump - Install

SMCS - 1361-012
Table 1
Required Tools
Guide Studs
A - 2
(M8 by 70 mm)
NOTICE
NOTICE

containing fluids.

1. Ensure that the water pump is clean and free from wear or damage. If necessary, replace the
water pump.
2. If necessary, install the cover to the water pump . Follow Steps 2.a through 2.d in order to
install the cover.
a. Clean the gasket surface of cover (7).
b. Position a new gasket (6) (not shown) on water pump (3).
c. Install cover (7) to water pump (3).
d. Install bolts (9) to cover (7). Tighten bolts finger tight.

3. Clean the gasket surface of front cover (1).
4. Install Tooling (A) in Position (X).
5. Use Tooling (A) in order to align new gasket (2) to front cover (1). Install the gasket to the
front cover.
6. Align water pump (3) to Tooling (A). Install the water pump to front cover (1).
Note: Ensure that the gear of the water pump and the gear of the fuel injection pump mesh.
Bolts (9) for cover plate.
(5) M8 by 30 mm
(4) M8 by 75 mm
(8) M8 by 65 mm
7. Install bolts (4), bolts (5), and bolts (8). Refer to Illustration 3. Tighten the bolts finger tight.
Note: Ensure that all bolts of different lengths are installed in the correct positions.
8. Remove Tooling (A) and install remaining bolts (4).
9. Tighten bolts (4), bolts (5), bolts (8), and bolts (9) in the sequence that is shown in
Illustration 4 to a torque of 22 N·m (195 lb in).
10. Install the hose to the water pump inlet. Tighten the hose clamps securely.
11. Fill the cooling system with coolant. Refer to Operation and Maintenance Manual, "Cooling
System Coolant - Change" for the correct procedure.
End By:
a. Install the fan and the fan pulley. Refer to Disassembly and Assembly, "Fan - Remove and
Install".
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i04780496
Water Pump - Remove

SMCS - 1361-011
Removal Procedure
Start By:
a. Remove the fan and the fan pulley. Refer to Disassembly and Assembly, "Fan - Remove
and Install".
NOTICE
NOTICE

containing fluids.

1. Drain the coolant from the cooling system into a suitable container for storage or disposal.
Refer to Operation and Maintenance Manual, "Cooling System Coolant - Change" for the
correct procedure.
2. Loosen the hose clamps and remove the hose from the water pump inlet.
3. Remove bolts (4), bolts (5), and bolts (8).
Note: The bolts are three different lengths. Note the positions of the three length different
bolts.
4. Remove water pump (3) from front cover (1).
Note: If necessary, tap the water pump with a soft hammer in order to loosen the water
pump.

6. If necessary, remove the cover from the water pump. Follow Step 6.a through Step 6.c in
order to remove the cover.
a. Remove bolts (9).
b. Remove cover (7).
c. Remove gasket (6) (not shown).
Shutdown SIS
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Product: EXCAVATOR

i06257870
Water Separator and Fuel Filter (Primary) - Remove and

Install
SMCS - 1261-010-PY; 1263-010
Removal Procedure
Table 1
Required Tools
NOTICE
training.


2. Make temporary identification marks on tube assembly and hose assembly in order to show
the correct position.
3. Place a suitable container below the primary fuel filter in order to catch any fuel that might
be spilled.
4. Disconnect hose assembly (6) from primary fuel filter (2) .
5. Use Tooling (A) to plug the connection on primary fuel filter base (2) .
6. Use Tooling (A) to cap hose assembly (6) .
7. Remove banjo bolt (4) and sealing washers (3) (not shown).
8. Use Tooling (A) to cap tube assembly (5) .
9. Use Tooling (A) to plug primary fuel filter base (2) .
10. Remove bolts (1) and remove primary fuel filter (2) from the mounting bracket for the
primary fuel filter.
11. If necessary, remove the mounting bracket for the primary fuel filter from the cylinder head.
Follow Step 3.a through Step 3.c in order to remove the mounting bracket for the primary
fuel filter.
a. Remove bolt (7) and bolts (9) from primary fuel filter mounting bracket (10) .
b. Remove mounting bracket (12) from cylinder head (8) .

12. If necessary, follow Step 12.a through Step 12.d in order to disassemble primary fuel filter
(2) .
a. Remove plug (11) and remove sealing washer (12) . Use Tooling (A) to plug primary
fuel filter base (2) .
b. Remove connection (16) and remove seal washer (16) . Use Tooling (A) to plug
primary fuel filter base (2) . Use Tooling (A) to cap connection (16) .
c. Remove plugs (13) and remove sealing washers (14) . Use Tooling (A) to plug
primary fuel filter base (2) .
d. Remove fuel filter element (17) . Refer to Operation and Maintenance Manual, "Fuel
System Primary Filter (Water Separator) Element - Replace" for the correct
procedure.
NOTICE
training.
Refer to System Operation, Testing and Adjusting , "Cleanliness of

1. Ensure that the primary fuel filter base is clean and free from damage. If necessary, replace
the complete primary fuel filter base and filter assembly.
2. If necessary, follow Step 2.a through Step 2.d in order to assemble primary fuel filter (2) .
a. Install a new sealing washer (12) to plug (11) . Install plug (11) to primary fuel filter
(2) . Tighten the plug to a torque of 23 N·m (204 lb in).
b. Install a new sealing washer (15) to connection (16) . Install connection (16) to
primary fuel filter (2) . Tighten the connection to a torque of 23 N·m (204 lb in).
c. Install new sealing washers (14) to plugs (13) . Install plugs (13) to primary fuel filter
(2) . Tighten the plugs to a torque of 23 N·m (204 lb in).
d. Install a new filter element (17) . Refer to Operation and Maintenance Manual, "Fuel
System Primary Filter (Water Separator) Element - Replace" for the correct
procedure.
3. If necessary, install the mounting bracket for the primary fuel filter to the cylinder head.
Follow Step 3.a through Step 3.c in order to install the mounting bracket for the primary
fuel filter.
a. Position primary fuel filter mounting bracket (10) onto cylinder head (8) .
b. Install bolt (7) and bolts (9) to primary fuel filter mounting bracket (9) .
c. Tighten bolt (7) to a torque of 44 N·m (32 lb ft).
Tighten bolts (9) to a torque of 22 N·m (195 lb in).

4. Position the assembly of primary fuel filter (2) onto the primary fuel filter mounting
bracket.
5. Install bolts (1) to the assembly of primary fuel filter (2) . Tighten the bolts to a torque of 44
N·m (32 lb ft).
NOTICE
Ensure that the plastic tube assemblies and tube assemblies are
installed in the original positions. Failure to connect the plastic tube
assemblies to the correct ports will allow contamination to enter the
fuel system. Serious damage to the engine will result if contaminated
fuel enters the fuel system.
6. Remove the plug from primary fuel filter base (2) .
7. Remove the cap from tube assembly (5) .
8. Position a new sealing washer (3) (not shown) onto banjo bolt (4) . Install banjo bolt (4)
onto tube assembly (5) and install the remaining new sealing washer (3) (not shown).
Tighten banjo bolt (4) finger tight.
10. Remove the cap from hose assembly (5) .
11. Remove the plug from connection on primary fuel filter base (2) .
12. Connect hose assembly (5) to the connection on primary fuel filter base (2)
End By: Remove the air from the fuel system. Refer to Operation and Maintenance Manual, "Fuel
Shutdown SIS
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Product: EXCAVATOR

i04780499
Water Temperature Regulator - Remove and Install

SMCS - 1355-010
Removal Procedure
NOTICE
NOTICE

containing fluids.
1. Drain the coolant from the cooling system to a level below the water temperature regulator,
into a suitable container for storage or for disposal. Refer to Operation and Maintenance
Manual, "Cooling System Coolant - Change" for the correct draining procedure.
2. Loosen the hose clamps from the upper radiator hose and disconnect the upper radiator hose
from water temperature regulator housing (2).
Typical example
3. Remove bolts (1) from water temperature regulator housing (2).
4. Remove water temperature regulator housing (2) from the cylinder head.
Note: Note the orientation of the water temperature regulator housing.
Typical example
5. Remove seal (3) from water temperature regulator housing (2).
NOTICE
Typical example
1. Ensure that all components of water temperature regulator housing (2) are clean and free of
wear or damage.
2. Check the water temperature regulator for correct operation. Refer to System Operation,
Testing and Adjusting, "Water Temperature Regulator - Test" for the procedure to test the
water temperature regulator. If any components of the water temperature regulator housing
are worn or damaged, the complete assembly must be replaced.
3. Thoroughly clean the gasket surface of the cylinder.
4. If the original water temperature regulator housing is installed, position a new O-ring seal
(3) into the groove in water temperature regulator housing (2).
A new water temperature regulator housing is supplied with a new O-ring seal.
5. Install water temperature regulator housing (2) to the cylinder head.
Note: Ensure the correct orientation of the water temperature regulator housing.
Typical example
6. Install bolts (1). Tighten bolts (1) to a torque of 44 N·m (32 lb ft).
7. Connect the upper radiator hose and securely tighten the hose clamps.
8. Fill the cooling system to the correct level. Refer to Operation and Maintenance Manual,
"Cooling System Coolant - Check" and Operation and Maintenance Manual, "Cooling
System Coolant - Change" for the correct filling procedure.
Duo-Cone Seals - Install 2
Lip Type Seals - Install 29
O-Ring Seals - Install - RADIAL, FITTING ASSEMBLY O-RINGS &
OTHER O-RING APPLICATIONS 38
Shutdown SIS
Previous Screen
P roduct: EXCAVATOR
Mo de l: 320D2 EXCAVATOR NBF

Co nfigura tion: 320D2 & 320D2 L Ex cava tors N BF00001- UP (M ACHIN E) P OWERED BY C 7.1 Engine

Seal Installation
Media Nu mber -UENR3262 -00 P ublicat ion Date -01/1 1/201 8 Date Updat ed -30/10 /2012
i04966249
Duo-Cone Seals - Install

SMCS - 7561-012
DUO CONE SEALS
Background
To reduce the risk of leaks or failures, assemble the duo cone seals correctly. This document applies
to cast, formed, conventional, and inverted Duo-Cone seals and to installations on factory assembly
lines, at dealer shops, and in the field.
Duo-Cone seal
(1) Seal ring
(2) Rubber toric
The two main components of a Duo-Cone seal are shown in Illustration 2.
Duo-Cone seal assembly
The standard naming nomenclatures for Duo-Cone seals are listed below.
(1) Seal Ring - The metal component of a seal group.
(2) Rubber Toric (Load Ring) - Elastomeric component of a seal group that applies a face load in
the application. This o-ring style seal retains oil and excludes debris.
(3) Housing (Retainer) Lip - The lip inside the housing (retainer) that helps to retain the seal
ring/rubber toric during installation.
(4) Housing Ramp - The angled ramp that is located on the housing. Maintaining the proper surface
finish is critical.
(5) Housing Retainer - The recess in which a seal ring and a load ring are installed.
(6) Seal Face - The “active surface” of the seal. In a finished seal the face contains the seal band, seal
band to taper radius, and taper.
(7) Seal Ramp - The inclined surface on the exterior of the Duo-Cone seal ring that positions the
toric between the seal ring and the housing.
(8) Seal Retaining Lip - The function of the retaining lip is to provide a seat for the toric. This radius
allows the toric to stay on the ring for ease of assembly.
(9) Installation Tool - Assembly tool used to install the Duo-Cone seal into housing.
(10) Seal Assembled Height (not shown in Illustration 2) - The final installation height of Duo-
Cone seal once installed into the housing (retainer). Assembled height measured in three places
approximately 120 degrees apart. Not to exceed 1.0 mm (0.04 inch) variation.
For a full Duo-Cone seal assembly there are three components that comprise a full assembly:
(1) Seal ring
(2) Rubber toric
(5) Housing retainer
These three components help create three separate and distinct sealing areas. If one aspect of the seal
assembly goes wrong, then a leak path may occur at one or more of following sealing locations.
• Metal-to-Metal Face
• Metal Seal Ring-to-Toric
• Toric-to-Housing
GENERAL INFORMATION
Recommended Cleaning Wipes
Refer to Table for approved lint free wipes.
Cleaners used should not be oil-based products.
Table 1
Lint Free Wipe Crib IBM Number CAT Part Number
Chemtool CT Clean 15861 Wipe With Cleaner 3-0124698 169-5420
Chemtool Lint-Free Wipes 3-0080298 265-2256
Kimtex Lint-Free Polypropylene Towels 3-0039125
WIP230
New Pig Low-Lint Wipes WIP232
Service Kits
Service kits and products are available. A list of approved Duo-Cone seal service items is listed
below in Table 2.
Table 2
Dealer Service Dealer Service
CAT IBM Crib
Network Part Network Description Manufacturer
Part Number
Number Description
1 Gallon Seal
169-5418 Cat Seal Lubricant Chemtool None
Lubricant
Cat Duo-Cone Seal 1 Gallon Seal
169-5420 Chemtool None
Cleaner Cleaner
Duo-Cone Seal Seal Installation
169-0503 CAT None
Installation Kit Kit
STORAGE
Seal and Seal Ring Storage
Contamination Storage Requirements - Regardless of size or shape, seals and gaskets must be
stored in such a manner that prevents contamination and maintains cleanliness. The seals and gaskets
should be stored in original packaging until installed.
Best Practice Storage - Best-practice storage requires two methods of limiting contamination direct
to the seal or seal ring. If one level of protection is easily frayed or fray-able (rubbed or worn into
fibers), (for example: wood/cardboard) the storage container must have an internal layer of protection
(for example: polybag). Any storage container (lid or bag) must be resealed after each use.
Minimum Acceptable Storage - Minimum acceptable storage practices would include one method
of limiting contamination direct to the seal or seal ring.
Unacceptable Storage - Storing seals or seal rings without any means of limiting contamination or
with the storage container (lid/bag) open/unsealed is an unacceptable practice. Seals should not be
stored in direct sunlight.
Housing Storage - Store housings in a manner that will prevent contamination, rust, or damage to the
component.
CLEANLINESS
Refer to the Contamination Control Guidelines, PEBJ0002, "Caterpillar Dealer Contamination

Control Compliance Guide".
Use only an approved lint-free wipe to remove all contamination from the seal ring, rubber toric, and
housing.
Seals, Seal Rings, and Housing Cleanliness
Seals and seal rings must be kept free from contamination sources. Examples may include but are not
limited to, airborne dust and dirt, metal chips, and liquids such as fuels, oils, greases, and solvents.
To reduce the risk of contamination, assembly aids (including lubricants and retention compounds)
should be applied immediately prior to assembly. Containers containing cleaners used to clean the
seal face and retainers or lubricants used to prelube the seal faces prior to assembly should be kept
covered when not being used.
Housing Retainer Lip Cleanliness
Check the housing retainer lip for burrs, surface blemishes, or damage before installing the seals.
HANDLING
Toric Handling
Toric shall be free from contamination and damage. Contact of the toric with threaded components or
other sharp objects shall be prevented as the contact risks cutting, nicking, or damaging the seal.
Do not allow contact with unapproved chemicals as the contact may lead to material degradation.
Seal Ring Handling
Proper handling of seal ring
Do not slide the face of the seal ring across any hard surface. When handling a seal ring, clean, lint-
free gloves must be used. Refer to Illustration 4.
Handle the seal ring in a manner to prevent contact or damage to the seal ring face.
Remove the seal ring from the packaging prior to assembly.
Review the seal ring face and toric for defects before installation. Defects could include (but not
limited to) scratches on the seal ring face, cut or nicked toric.
Housing Handling
Handle the housing in a manner that will promote safety for the operator and prevent contamination
or damage to the housing.
PREASSEMBLY INSPECTION OF CRITICAL COMPONENTS
Complete a 1-second inspection of seal and mating components for damage and contamination. A 1-
second inspection is a quick visual review of the part and mating component for damage or debris.
This inspection is to help identify part issues before assembling the parts to the components.
Seal Inspection - Rubber Toric
Complete a visual inspection to verify that no contamination or damage in the form of, but not limited
to: nicks, cuts, or gouges are present.
Toric shall be stored in conformance with the storage and shelf life covered Contamination Control
Guidelines, PEBJ0002, "Caterpillar Dealer Contamination Control Compliance Guide".
Parting line of toric aligned with outside diameter of seal ring
Toric should have the parting line of the seal aligned with the outside diameter of the seal ring. The
parting line should align with the OD of the seal ring. Complete a full 360 degrees inspection of the
parting line to ensure the OD of the toric aligns with the OD of the seal ring. Refer to Illustration 5.
If a slight twist is present, the slight twist may lead to misalignment of the OD of the toric and seal
ring. Using minimal force, slightly twist or rotate the rubber toric to align properly with the OD of the
seal ring.
During reinstallation, rubber toric should not be stretched or twisted beyond what is necessary for
installation.
Seal Ring
Critical inspection points for seal ring
Seal Ring Face - Flat Band - Complete a visual inspection to verify that no contamination or
damage in the form of, but not limited to: scratches or large chips are present. Refer to Illustration 6.
Taper Band/Flat Band - If contamination is present, use an approved lint-free wipe to remove
debris. Be careful not to scratch the surface of the seal ring face when removing debris. Refer to
Illustration 6.
Scratch on seal ring face
Flat Band - Scratches are acceptable only to the degree that the scratches do not impair the function
of the seal. Refer to Illustration 7.
Guidelines to be followed
Scratches that cross the transition between the flat band and into the spherical taper are not permitted.
Scratches that are in the flat band and spherical taper and cannot be felt with an approved inspection
instrument are acceptable. An approved inspection instrument is a MAC tool metal pick, Item No.
PS22A. Refer to Illustration 8. Instruments such as dental picks or razor blades are not acceptable.
• Any defect that falls within the sealing band transition area is not acceptable. The sealing band
transition area is 0.75 mm (0.030 inch) from the centerline of the radius, where the sealing
band and the spherical taper meet. Refer to Illustration 9.
• Defects other than scratches that fall within the sealing band and are more than 0.75 mm
(0.030 inch) from the center of the transition radius are acceptable as long as they do not
exceed 0.4 mm (0.02 inch) in both directions. Refer to Illustration 9.
• Defects other than scratches that fall within the spherical taper area and are more than 0.75 mm
(0.030 inch) from the center of the transition radius are acceptable as long as they do not
exceed 0.8 mm (0.03 inch) mm in both directions. Refer to Illustration 9.
Miscellaneous Defects
Any seal that gives an immediate appearance of poor quality or non-uniformity is subject to rejection
even if the seal meets the above standards. Set the questionable seal rings aside and metal face seal
inspection personnel should be contacted. Examples include:
• Sunburst scratches
• Bright spots or “wash-outs” from the polishing operation
• Seals on which the conditioning rings stopped turning during the lapping operation
• Seals that appear different from a normal run because of scratches, which are too numerous,
too deep, or too concentrated in one area
• Seals, which are not clean on the seal face, in particular which show remnants of dried lapping
compound
Seal Ring Ramp
If the rubber toric is missing, dislodged, or has been removed, complete a visual inspection to verify
that no contamination or damage in the form of, but not limited to: seal ring cracks or other obvious
damage are present.
Housing (Seal Retainer)
Complete a visual inspection to verify that no contamination or damage in the form of, but not limited
to: sharp edges, missing material, or burrs that may damage the rubber toric are present.
Operator using a lint-free wipe to remove debris from housing
Clean the housing (seal retainer) using one of the approved lint-free wipes prior to installation to
remove any contamination that may be present on the housing. Refer to Illustration 10.
Housing Ramp
The surface finish of the housing ramp should meet appropriate engineering requirements. If the
surface finish appears suspect, contact the appropriate product group and complete a surface finish
check.
DUO-CONE SEAL ASSEMBLY TOOLING

Refer to the Disassembly and Assembly Manual in the Service Information System (S.I.S.) for the
correct Duo-Cone Seal Assembly Tooling.
Duo-Cone Seal Ring Installation Tool
Duo-Cone seal assembly tooling comes in different sizes defined by the outside diameter of the toric
and based upon seal ramp angles. Typical seal ramp angles are 8 degrees, 15 degrees, and 20 degrees.
New tool design: Front side of tool
New tool design: Back side of tool
Old laminated phenolic (rawhide) tool - Front side of tool
Old laminated phenolic (rawhide) tool - Back side of tool
The seal ring installation tools may be made from a cast polyurethane material or laminated phenolic
material. All new tool designs should use cast polyurethane material. Refer to Illustration to 14.
Rubber Mallets and Soft Hammers
Rubber mallet
Rubber mallets or soft hammers may be used with Duo-Cone seal installation tools. Hammers with
metal heads must never be used with Duo-Cone seal installation tooling. The use of rubber mallets or
soft hammers helps prevent damage to the installation tool. Refer to Illustration 15.
Tooling Inspection
All tools shall be reviewed for damage and contamination before use.
Tooling Damage
Tool Damage: Missing Material on Tool Ramp - Broken Lip
Damage to seal assembly tooling may be in the form of, but not limited to: broken lips or missing
material on the inside diameter of the installation tool. (Illustration 16).
Damage should be avoided in any location on the installation tool where the rubber toric would
contact the tool.
Tooling - Care, Maintenance, and Damage Reporting
Critical Care Note - Routine Inspection - All seal-specific assembly tooling shall be inspected
before use to ensure that the tool is not damaged or contaminated.
Critical Care Note - Routine Maintenance - All seal-specific tooling shall be placed on a routine
maintenance schedule similar to the torque-tooling schedule. Regular review and documentation of
seal assembly tooling is required.
Critical Care Note - Reporting Damage - A formal reporting process shall be established at every
facility to report damaged tooling.
Critical Care Note - Replacement Tooling - To reduce the risk of downtime and use of an
unapproved tool due to tooling damage, replacement tooling shall be in inventory and available for
immediate use. Damaged tools shall be replaced immediately since using a damaged tool increases
the risk of seal damage or leaks.
Tooling Use
Placement of seal onto the installation tool
Duo-Cone Seal Installation Tool - Open or expand the tool so that the flange of the seal fits into the
groove of the tool. (Illustration 17).
Bring back the installation tool together and hand tighten the wing nuts on the tool.
Impact locations on installation tool
When using a rubber mallet with the installation tool, do not strike the joint of the installation tool as
the strike will lead to damage. Illustration displays the installation tool joint.
Lubricate the rubber toric with an approved assembly lubricant prior to assembly. Do not use oil or an
oil-based lubricant.
Vertical installation
For vertical installations (radial directions), place the installation tool on top of the housing and
quickly press by hand evenly around the tool. The even hand-pressure will seat the rubber toric under
the housing retaining lip. Refer to Illustration 19.
Horizontal installation
Horizontal installations allow for easier access and even hand pressure around the tool, typically
without the use or need of a rubber mallet. Refer to Illustration for horizontal installation.
Tool used with large Duo-Cone seals
In cases where the seal cannot be seated or installed with by hand, the use of a rubber mallet is
acceptable on the installation tool.
For vertical installations on large seals, that cannot be installed with sudden even pressure, cock the
installation tool with the seal, past the retaining lip in the 6:00 position and use a mallet to tap the seal
in place. Make sure the toric is fully engaged past the seal retainer lip after the installation tool is
removed. Refer to Illustration 21.
Measurement
Use a pair of calipers to measure the stand-up height of the Duo-Cone seal once installed into the
housing (retainer).
Obtain the appropriate measurements as defined in "Verifying Duo-Cone Seal Assembly" located
later in this document to validate proper assembly.
Tooling Storage Cleanliness
Tooling storage surfaces should be clean and free from contamination such as dirt, filings, or other
debris.
Follow the Contamination Control Guidelines, PEBJ0002, "Caterpillar Dealer Contamination Control
Compliance Guide" for cleaning schedules.
Duo-Cone Seal Assembly Tooling Storage
Provide proper storage to protect the Duo-Cone seal assembly tooling from damage.
Duo-Cone seal tooling shall be stored in a manner that will prevent damage to the tool edge that
interfaces with the Duo-Cone seal and rubber toric. Proper storage prevents tool damage that could
lead to seal damage. Acceptable storage methods may include, but not limited to:
Groove-End-Up of installation tool
Close up view of Groove-End-Up of installation tool
• The side of the installation tool that contains the installation groove must be placed groove-end
-up. Groove-end is defined as the end of the assembly tool that interfaces/touches the Duo-
Cone seal and rubber toric. Refer to Illustration 22 and Illustration 23.
Storage on soft surface with grove end up
• Storing on soft, forgiving surface such as nylon, high-density polyethylene (HDPE). Refer to
Illustration 24. Always store with groove end up.
• Storage by hanging is acceptable as long as the storage rack provides adequate and proper
support to the Duo-Cone seal assembly tool.
Note: Duo-Cone assembly tools made from cast polyethylene should not be stored vertically. These
tools will distort.
• Hang the assembly tool using the inside diameter of the tool only. Storage method must
support the tool via the inside diameter to prevent creep or tool damage. Refer to Illustration
25.
• Do not store tools in a basket, floor, or hard metal surfaces as it can lead to damage of the tools
critical surfaces. Proper storage must be provided to all to reduce risk of damage to tool.
ASSEMBLY AIDS
Assembly Lubricants/Cleaners for Use on Rubber Toric
Use an approved assembly lubricant on the rubber toric when installing into the housing (retainer).
Use of a non-approved product can lead to seal failure.
Refer to Table for a list of approved Duo-Cone seal assembly lubricants/cleaners.
Assembly Lubricants for Pre lube of Use on Seal Ring Face
The oil used in the application (ex 10wt TDTO) is suitable for “pre lubing” the seal ring faces. Be
careful not to allow excessive oil to contact the rubber toric during application.
Assembly Cleaner Application
Approved cleaners shall be applied using an approved lint-free wipe.
Approved dispensers shall be provided to reduce the risk of contamination to the cleaner.
Store all cleaners in properly identified, clean, closable containers. Containers must be kept closed
between uses.
Compliance Guide".
Assembly Lubricant Application
Duo-Cone seal assembly lubricants can be applied using an approved lint-free wipe, or clean spray
bottle containing the approved toric lubricant. Refer to Table 3. Dispose of lubricant/assembly
containers that have become internally contaminated.
Store all lubricants in properly identified, clean, closable containers. Containers must be kept closed
between uses.
Compliance Guide".
Assembly Cleaners for Use on Housing Retainer
Use an approved assembly cleaner and approved lint-free wipe to remove any contamination on the
housing retainer.
Table provides a list of approved assembly lubricants/cleaners for use on the toric of the Duo-Cone
seal. Use of a non-approved product can lead to seal failure. The lubricants/cleaners below can also
be used for the housing.
Table 3
Approved Duo-Cone Seal Assembly IBM Crib Part
Supplier
Lubricants/Cleaners Numbers
Quaker Chemical
Quaker Solvo Clean 68-0 3-0048883
Conshohocken, PA 19428
Chemtool Incorporated Crystal
Houghton Grind 60 CT 166-6266 Lake, IL 60039
Shell Chemical LP Houston, TX
Isopropyl Alcohol 3-9874247
77252
Do not use Stanisol or any petroleum-based chemical, as it may lead to oily residue and material
incompatibility.
Do not use any product that will not evaporate quickly.
For approval of alternative assembly lubricants/cleaners, contact the Caterpillar Dealer Service
Network (DSN).
ASSEMBLY INSTRUCTIONS AND PROCEDURES

Follow the instructions in the appropriate Service Manualto assemble the duo-cone seals.
PRE-ASSEMBLY
Complete a 1-second inspection for seal and mating components for damage and contamination. A 1
second inspection is a quick visual review of the part and mating component for damage or debris.
This inspection is to help identify part issues before assembling the parts to the components.
If damage is present, follow appropriate non-conforming material processes for disposition.
General Assembly
The correct installation tools, assembly lubricants, and installation procedures must be used to ensure
the proper installation and performance of Duo-Cone seals.
Follow the pre-assembly inspection for each component of the Duo-Cone seal, all ready covered
earlier.
Check for contamination and damage on housing retainer lip. If damage is present, follow the
appropriate non-conforming material process. If contamination is present, use an approved lint-free
wipe and approved cleaner listed in Table 1.
Inspect the rubber toric to ensure that the rubber toric is free from contamination and damage.
General Assembly Requirements
The toric and mating ramps must be dry and free of oil.
The seal ring faces must be clean, free of any foreign material, and coated with oil.
The seal rings and toric should not be damaged during the assembly process.
The assembled Duo-Cone seal should be secure in the housing and not fall out once inverted.
Rubber toric can twist during assembly if not properly lubricated during the installation process.
If correct installation is not obvious after verifying the assembly height, remove the seal from the
housing and repeat the steps as outlined below.
Never permit oil to get onto the rubber toric or ramps before both seal rings are assembled in the final
assembled position.
Assembly of Small Duo-Cone Seals
Typical range of small Duo-Cone seals is less than 200 mm (7.9 inch).
Install the Duo-Cone seal onto the specified assembly tool.
Inspect for damage and contamination. Using an approved lint-free wipe, remove any contamination
or debris from the metal face of the seal ring. If the seal is damaged, do not use.
Lubricate the rubber toric using an approved lint-free wipe or acceptable applicator. Apply a thin
even layer of approved assembly lubricant to the outside diameter of the rubber toric prior to
assembly into the housing (retainer).
Hand pressure applied to tool for installation of Duo-Cone seal
Using sudden even hand pressure, install the seal into the seal (housing) retainer. Refer to Illustration
26.
If the seal does not install easily with sudden even hand pressure, the use of a rubber mallet on the
assembly tool is permissible to install the seal into the housing properly.
Assembly of Medium and Large Duo-Cone Seals
Medium and large Duo-Cone seals may fit into the range of 200 mm (7.9 inch) to 457 mm (18.0 inch)
in diameter or larger.
Install the Duo-Cone seal onto the specified assembly tool.
Inspect for damage and contamination. Using an approved lint-free wipe, remove any contamination
or debris from the metal face of the seal ring. If the seal is damaged do not use.
Lubricate the rubber toric as defined in the above document.
Place the 6 o'clock position of the Duo-Cone seal into the seal (housing) retainer so the Duo-Cone
seal engages the rubber toric under the housing (seal) retaining lip.
Rubber mallet used at the 12 O' clock position
Using a rubber mallet, at the 12 o'clock position, tap the installation tool to aid in installation.
Continue in a clockwise pattern 360 degrees around the installation tool until the seal is properly
seated into the housing. Refer to Illustration 27.
Note: Do not strike the installation tool at the installation tool joint.
Removing & Reinstalling a Rubber Toric to a Metal Seal Ring
In some cases the rubber toric may fall off during installation or removal of the seal. In such a case,
use an approved lint-free wipe to clean the rubber toric and the seal ring ramp before reinstallation.
To reinstall the rubber toric to the metal seal ring, place the metal seal ring on a clean, contamination
free, flat surface, seal face down. This type of surface will help protect the seal ring face.
Note: Contaminated surfaces and sliding during reinstallation may lead to seal ring face damage. Re
inspection of the seal ring face is required after toric reinstallation.
Lay the rubber toric over the seal ring ramp.
Starting on the left side of the seal ring, slightly stretch the rubber toric to accommodate for the seal
ring ramp size. Apply sight pressure to aid in seating the rubber toric onto the seal ramp into its final
assembly position.
Note: Make sure during the reinstallation process the rubber toric does not get twisted. Twists can
cause the rubber toric to pop off the seal ring. Twist can also cause uneven face loading, which
increases the risk of seal failure and leaks.
Correct installation of rubber toric. Visible seam-line (Parting line)
Verify that the seam-line (parting-line) of the rubber toric is visible around the seal and that no
twisting has occurred. Refer to Illustration 28.
To adjust a twist, grasp the rubber toric and in a simultaneous pull-rotating motion, rotate the rubber
toric until the seam-line (parting-line) is present and visibly straight around the outside diameter of
the rubber toric.
Do not use any tool to aid in reassembly of toric to the seal ring, use hand pressure only to prevent
damage to the toric.
During reinstallation, be sure to avoid damage to the toric, seal ring ramp and seal ring face.
Alternate Method of Assembling of Duo-Cone Seal with Silicone Rubber Toric
For silicone Duo-Cone Seals it maybe necessary to contract the rubber toric and seal ring slightly to
ease installation.
Place the metal seal ring with installed silicone toric into a controlled freezer, −40 ± 0 °C
(−40 ± 0 °F), for 5 minutes prior to assembly.
Remove from the freezer and install using the assembly method as outlined above for the appropriate
seal ring size (small, medium, large.)
Allow installed seal ring to come back to ambient room temperature before proceeding with build.
This will insure the toric will roll, rather than slide down the seal ramp when the two seal rings are
compressed.
Verifying Duo-Cone Seal Assembly
Once the Duo-Cone seal assembly is installed into the housing, check the stand-up height of the
assembly using the validation tool.
Using a calibrated validation tool as described in “Validation Tool Use”, measure the assembled
height in three locations, 120 degrees apart.
The stand-up (assembled) height difference between each measurement location cannot exceed
1.0 mm (0.04 inch) variation.
If the measurements exceed 1.0 mm (0.04 inch) variation, use the installation tool to aid in adjusting
the assembly. Apply the installation tool to the Duo-Cone seal and adjust the assembly either by a
slight pull or a push in the locations that require adjustment.
Do not push or pull on the Duo-Cone seal without the installation tool to avoid personal safety issue.
If the manual adjustments do not resolve the issue, use the assembly tool and pull up on the tool to
remove the entire Duo-Cone seal assembly. Reinstall using the appropriate assembly process.
Results of Incorrect Assembly
Results of incorrect assembly
If a Duo-Cone seal is installed incorrectly, there is a risk of misalignments, twists, and bulges to the
rubber toric that will cause early hour failures. Refer to Illustration 29.
Final Assembly of Duo-Cone Seal Group
Using a lint-free wipe clean the seal ring faces with approved cleaner.
Using a lint-free wipe, pre-lubricate one seal ring face with the fluid being sealed or approved oil.
When pre-lubricating, do not allow the fluid to contact the rubber toric to avoid slippage of the toric.
In the case where the fluid being sealed is not available, refer to 1E4485 for a list of approved Duo-
Cone seal assembly lubricants.
Some instances may require the use of a Molykote GN-paste (CAT P/N: 6V-4876) as the assembly
lubricant in place of an approved oil. Contact the Caterpillar Dealer Solutions Network for any
questions concerning seal defects.
Refer to Table for the Caterpillar part numbers associated with the Molykote Paste.
Table 4
Supplier ProductName CAT Part Number Product Size
Dow Corning Molykote 6V-4875 0.5 kg (1 lb) Can
Dow Corning Molykote 6V-4876 5 kg (11 lb) Can
Concentric alignment of two housings
Align the two housings so the housings are concentric and slowly bring the two seal ring faces
together. Refer to Illustration 30.
Do not let the housings rock excessively as this risks damage to the seal rings. Damages may include
seal misalignment or breaking of the seal rings.
Do not let the seal ring faces bang together, as this motion risks breaking the seal ring.
Results of Incorrect Assembly of the Duo-Cone Seal Group
If the rubber toric slips at one location, but not all the way around the rubber toric, the toric can twist.
This twist can cause the seal ring to cock or misalign.
Cocked Duo-Cone seals
Severely cocked seals can cause uneven pressure on the seal. This results in an excessive wobbling
motion. Refer to Illustration 31.
Wobble may be defined as a seal that has movement exceeding 1.0 mm (0.04 inch) in the axial
direction. Minor wobble of seals may exist and is normal in the assembly. For additional information
regarding cocked seals/wobble contact the Caterpillar Dealer Solutions Network (DSN).
Wobble can cause dirt to enter by pumping mud and contamination past the rubber toric. The wobble
lead to oil pumping between the rubber toric and housing (retainer), and toric and seal ring interface
which can cause the seal to spin.
Uneven pressure on the seal faces as a result of an excessively cocked seal, can cause galling,
scoring, and leakage of the seal assembly.
FAILURE MODES DISCUSSION
While metal face seals generally perform satisfactorily, premature failure can occur for a number of
reasons, but can be avoided or minimized through proper seal design and/or installation.
Failures of Duo-Cone Seals (oil out or dirt in) can occur in-house or in the field. The different modes
of failure that the seals can experience are listed below:
• Oil Leakage
• Galling
• Pumping of Mud Past the Toric and Into the Oil Compartment
• Toric Failure
• Seal Ring Breakage
The failure modes can be either immediate (in-house) or long term (in the field) failures. Improper
assembly can cause or contribute to all of them (Refer to Illustration 32).
Uneven face loads where some areas of the seal have a high unit pressure load and other areas have a
low or no pressure load can cause oil leakage and/or galling. Galling is a form of surface damage
arising between sliding solids, distinguished by microscopic, localized, roughening, and creation of
protrusions above the original surface.
The uneven loading can come from twisted toric and cocked seals and is much worse when the
weather is cold and the toric are not resilient enough to keep the faces of a crooked seal together
during rotation. Also, the area that is in contact has a high unit pressure load that could lead to
scoring (Refer to Illustration 33).
Dirt forcing the toric down the seal ramp and passing between the toric and seal ring happens most
frequently in wet weather and cold weather. Mud trapped around the seal and deflections of the
housing forces the mud into and under the toric. Cocked or excessively loose seals can compound this
problem.
Toric failures can be due to faulty toric or improper assembly that allows the toric to be squeezed
between the small end of the ring and the housing. Mud and external deflections can also push the
toric into this position. Seal ring breakage can conceivably occur from large external deflections
against trapped rocks or frozen mud, but this is not too common.
Breakage is more likely to occur during assembly from a severe impact, either from the seal rings or
from the two housings and rings not being concentric and one seal ring being hit by the opposing
housing.
The overall objective of the assembly process is to slide the toric under the housing retaining lip
resulting in a uniform assembled seal ring height and no twists or bulges of the toric.
From this point on, the toric should always roll on the ramps and never slide. If the seal rings are
assembled in this manner, the seal will run true without an objectionable wobble. Even if the seal
becomes cocked during assembly of the two housings, providing the toric have rolled down the
ramps, the rings will try to roll back to the original position when the housings are squared up and the
seal is rotated. The toric will not straighten.
If toric slides down the ramp, the sliding can be caused by:
• a too-smooth surfacer
• an oily surface
• assembly lubricant trapped between the toric and housing ramp
Also, the toric will not straighten up if one of the rings is assembled crooked in individual bore of
rings, because the toric will always try to roll back to original position.
Selection of improper oil can cause premature failure due to degradation of both the elastomeric load
ring and metal sealing ring. Some oils are incompatible with elastomers and cause long-term
degradation with exposure, especially when combined with heat. Improper oil usage can cause metal
seal failure due to scoring from inadequate lubrication flow.
C opyright 1993 - 2020 Ca te rpilla r Inc. We d Dec 30 10:58: 58 U TC+0530 2020

A ll Rights Reserv ed.
P riva te Netwo rk For SIS Licensees.
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Seal Installation
i04905656
Lip Type Seals - Install

SMCS - 7555-012
LIP TYPE SEALS
Background
Lip type seals are used to seal the bearing supported sealing journals and the contact surfaces in an oil
compartment.
STORAGE
Sealing Journal Storage
Best storage practice for sealing journals
Acceptable storage practice for sealing journals
Sealing journals should be stored with a sealing journal cap and in conformance with the storage and
shelf life as per Contamination Control Guidelines, PEBJ0002, "Caterpillar Dealer Contamination
Control Compliance Guide". A cap provides protection to the critical areas of the sealing journal. The
use of a cap reduces the risk of damage and contamination to the part.
Illustration 2 shows an example of best storage practice of a sealing journal.
Illustration 3 shows the minimum acceptable alternative to a cap.
Bore Storage
Bores should be stored in a manner that will reduce contamination and risk damage to the inside of
the bore. Storage should also conform to Contamination Control Guidelines, PEBJ0002, "Caterpillar
Dealer Contamination Control Compliance Guide".
CLEANLINESS
Seal Cleanliness
Lip seals should be assembled in the housing only as needed. Building the inventory of lip seal sub
assemblies should be avoided because they can be easily contaminated or damaged. Any work in
process should be covered and protected from contamination and damage.
Bore & Sealing Journal/Contact Surface Cleanliness
Clean bore ready for assembly

Maintained tool
Seal bore and tooling should be free of nicks, burrs, and contamination as shown in the Illustration 4
and Illustration 5.
Seal bore, seal tooling, and sealing journals/contact surfaces should be wiped clean with lint-free
wipe to remove contamination.
Presence of rust preventative coatings should also be removed from the seal bore and sealing
journals/contact surfaces as the rust preventative coatings may interfere with the sealing ability of the
seal.
Tool return marks in the bore must be avoided as leakage can occur at the seal outside diameter.
Tooling Cleanliness
Tooling cleanliness should conform to Contamination Control Guidelines, PEBJ0002, "Caterpillar
Dealer Contamination Control Compliance Guide".
To help protect the seal tooling from damage, it is important that proper lip-seal tooling storage needs
to be provided. Placing seal tooling on a metal surface can severely damage the tool due to metal-to-
metal contact.
Seal tooling should be stored on a soft, forgiving surface such as nylon, high-density polyethylene
(HDPE), and so on. Proper storage facilities must be provided to assembly area to reduce risk of
damage to tool.
Tooling Storage Cleanliness
Tooling storage cleanliness should conform to Contamination Control Guidelines, PEBJ0002,

"Caterpillar Dealer Contamination Control Compliance Guide".
Press tables and tooling storage surfaces should be clean and free from contamination such as dirt,
filings, or other debris.
HANDLING
Handling of the Seal
Proper handling of lip seal
Many seals are pre-lubricated. Do not remove the lubrication on pre-lubricated seals.
Lip seals should only be handled on the outer edge. To avoid contamination, the sealing surface
should not be touched. Refer to Illustration 6 for proper handling.
Many seals come with a polytetrafluoroethylene (PTFE) coating on the seal. Do not remove the
coating or damage the coating in any way. Handle with proper and adequate care.
Note: PTFE is more commonly referred to as Teflon from Dupont.
Handling of Mating Components
Lip seals are sensitive to the quality of the mating components. Mating component surfaces should be
checked for the presence of defects that would compromise sealing, and not be used if such defects
are found. These defects include:
• Burrs
• Nicks/Large scratches
• Contamination such as: paint, metal shavings (for example: machining chips) and dirt
• Liquid contamination (grease, and so on.)
• Other debris
• Poor surface finish or porosity
• Visual Out-of-Roundness
Clean cardboard or plastic separators are recommended to prevent damage during the transportation
and storage of finish-mating components.
Mating components should be handled in such a way to reduce the risk of damage or contamination.
Assembly Aids
Refer to the D & A manual for instruction in the use of any assembly aids.
The fluid being sealed is the proper lubricant for use with lip seals and the mating components of lip
seals.
It will not be necessary to obtain an assembly aid to remove supplier-applied sealant build-up if
proper tooling care and contamination control techniques are followed.
Assembly Tooling
Types of Lip Seal Tooling
When installing lip-type seals, it is important that proper tooling and tooling care need to be followed.
Refer to the respective D & A manual for the tooling used to install the lip-type seal.
Tooling - Care
Before using the tooling check the tool for damage. Tools with damage such as nicks, gouges,
missing material, or deformation must be replaced immediately.
Tools should be cleaned daily to remove contamination. If contamination is present, use a clean lint-
free wipe to remove the debris. To maintain cleanliness and prevent tool damage, storage fixtures
should be cleaned as a part of daily 5S activities.
Note: 5S activities refer to Caterpillar Production System (CPS) For Dealers related to "Sort, Set,
Shine, Standardize, and Sustain".
For more details refer to:
Referencehttps://dealer.cat.com/cda/files/2498665/7/030%20R_Module %2017%205S_Visual%
20Workplace%20v3.ppt
Do not use a chemical remover to remove supplier-applied sealant build-up from the seal tooling.
Various chemicals can deteriorate the coatings on the lip-seals.
Refer to "Loctite Maintenance and Solutions Heavy Equipment Guide for Cat Dealers" to determine
which chemical removers can be used.
Cleaned tooling should be stored in ergonomically designed designated areas that prevent damage to
the tools.
Tooling - Inspection
All tooling should be inspected before use for damage. An improperly maintained tool can cause seal
damage and increase the risk of leaking due to improper seating of the seal. Tools with damage such
as sharp edges, nicks, burrs, "mushroomed" driver heads (applicable to lip seal drivers), should be
reconditioned or replaced prior to further use.
Tooling - Storage
To help protect the seal tooling from damage, it is important that proper lip-seal tooling storage needs
to be provided. Placing seal tooling on a metal surface can severely damage the tool due to metal-to-
metal contact.
Seal tooling should be stored on a soft, forgiving surface such as nylon, HDPE, and so on.
Do not store tools in a basket to avoid the damage to the tools critical. Proper storage facilities must
be provided to all workstations to reduce risk of damage to tool.
Regular inspection of the storage surface and/or racks is required and shall accompany the
maintenance schedule for the seal tooling.
Properly label tooling to reduce risk of misuse or misplacement.
Tooling - Maintenance & Damage Reporting
All seal-specific tooling should be placed on a routine maintenance schedule similar to the torque-
tooling schedule.
A formal reporting process shall be established at every dealer to report damaged tooling.
To reduce the risk of downtime and use of an unapproved tool due to tooling damage, replacement
tooling shall be in inventory and available for immediate use. Damaged tools should be replaced
immediately since using a damaged tool increases the risk of seal damage or leaks.
Preassembly Inspection Of Critical Components

Complete a 1-second inspection for seal and mating components for damage and contamination. A 1-
second inspection is a quick visual inspection of the part and mating component to determine if
damage is present to either part prior to assembly.
Lip Type Seals - Assembly

Seal Lubrication Application
Use an eyedropper or spray bottle for lubrication of the seals. Apply a thin film of lubricant to the
designated seal surfaces. Do not use bristle brushes, foam pads, or cotton swab type applicators, as
these will contaminate surfaces of the seal.
For elastomeric seals the sealing lip and sealing journal should be lubricated using the fluid to be
sealed. Do not over-lubricate. Over-lubrication may cause oil/grease to drip or wash down after
assembly, which may give the appearance of a leaking seal.
Note: PTFE seals are intended for dry installation. Do not lubricate the sealing lip and the journal.
Common applications for these seals are in crankshafts and water pumps. Refer to appropriate
engineering drawing for material specification.
Lubrication Location
For elastomeric seals the sealing lip and sealing journal should be lubricated using the fluid to be
sealed.
For rubber outside diameter seals, also lubricate the outside diameter.
For metal outside diameter seals, do not lubricate the outside diameter.
Note: Do not remove grease from pre-greased seals.
Sealant Use
Some applications may require the use of sealant, commonly referred to as Loctite. Apply sealant to
bore directly, if required.
Refer to "Loctite Maintenance and Solutions Heavy Equipment Guide for Cat Dealers" for a list of
acceptable sealants part numbers and the application for use.
Also refer to "Doing it Right Loctite User Guide" for the best application of adhesives and sealants.
Referencehttps://dealer.cat.com/cda/files/2722133/7/DoItRightLoctiteGuide.pdf
Do not apply sealant directly to seal.
Do not use sealant with rubber outer diameter seals.
When assembled, the shaft and seal must be lubricated with the lubricant being sealed. In
water/glycol applications, glycerin is an appropriate substitute.
Note: PTFE seals MUST BE INSTALLED DRY for proper wear-in.
Assembly Tooling Use

Do not bottom the installation tool on housings with as-cast surfaces.
Use the correct seal assembly tool as specified on the Assembly Work Order.
Lip Seal Installation Protection
Sleeve
Elastomeric seals that are installed over a shaft with splines, keyways, or rough surfaces, require
additional precautions to protect the lip. One-use plastic/ rubber nose cones, tape, or oiled paper
should be placed over the splines, keyways, or rough surfaces to provide a smooth surface over which
to slide the seal. No material having sharp edges should be used for the assembly aid. Inspect the
assembly aid after use to ensure that no foreign material was left behind during assembly.
All PTFE seals require either a wear sleeve or installation sleeve for assembly regardless of the shaft
as shown in Illustration 7. The sleeve (1) prevents the sealing lip (2) from relaxing and being folded
under during assembly.
Seals that can be exposed during painting should be protected from the paint. Preferred practice is to
use plastic adapters, plugs, or tape to mask the seal.
Refer to the print to determine the orientation of the sealing element in the housing bore. Generally
the spring loaded sealing member face the fluid being sealed. In designed to purge grease
applications, the spring must face the air side.
Visual inspection of seals
To ensure that the seal has no visual defects, complete a final visual inspection after assembly as
shown in Illustration 8.
It is not recommended to use test-sealing journal. Do not reuse any sealing journal for testing
purposes.

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P roduct: EXCAVATOR


Seal Installation
i04905677
O-Ring Seals - Install - RADIAL, FITTING ASSEMBLY O-

RINGS & OTHER O-RING APPLICATIONS
SMCS - 7555-012
O-RINGS INSTALLED IN STOR/ORFS FITTINGS

(FITTING/ADAPTOR ASSEMBLIES)
Background
Commonly used fluid line connectors are:
1. Straight Threaded O-Rings (STOR)
2. O-ring Face Seal (ORFS)
3. Bolt Flanges (SAE Code 61, 62, and CAT Flange)
Radial O-ring seals and conventional face seals are not fluid line connectors.
O-ring sealing depends on proper seating of the seal in the groove, maintaining this condition during
assembly of the joint, and proper torque on the connection. Improper assembly practices increase the
likelihood of leaking joints.
Assembly Aids - Retention compounds and lubricants must not be used on STOR/ORFS.
Applications requiring the use of a retention compound need to be validated for seal compatibility
with the retention compound by Caterpillar before use.
Assembly Tooling
O-rings may be installed into a fitting/adapter without the use of a tool however, installing a seal
without the use of a tool places the seal at extreme risk of damage. It is recommended that
appropriate tooling should be used for the installation of O-rings.
Types of Installation Tooling

STOR Installation Tool
STOR installation tools
(1) Tooling head
(2) Head edge

Anatomy of an STOR/ORFS Fitting
(3) STOR O-ring
(4) Nut
(5) Washer
(6) ORFS O-ring
When installing an O-ring over a threaded fitting, it is critical to protect the seal from damage from
threads. To assist the assembly and protect the seal, an installation tool must be used shown in
Illustration 2. The seal protector slides over the threads and allows for an O-ring to be installed,
reducing the risk of a leak due to nicks, cuts, gouges, and twisting of the seal.
Tool Ordering Information

The tooling listed below can be ordered from Caterpillar using the part numbers in Table 1.
Table 1
Fitting Size CAT Part Number
(-3) 336-0739
(-4) 336-0740
(-6) 336-0741
(-8) 336-0742
(-10) 336-0744
(-12) 336-0750
(-14) 336-0767
(-16) 336-0784
(-20) 336-0787
ORFS Insertion Tool
Anatomy of ORFS O-Ring insertion tool
(7) Plunger platform

Anatomy of ORFS O-Ring insertion tool
(8) O-ring slot
(9) Plunger/trigger
This tool (Illustration 4) helps to place an O-ring into the fitting groove with minimal risk of damage
to the seal.
Tool Ordering Information
Typical installer
The ORFS insertion tool can be procured as outlined in the "Dealer Service Tools 2006 Catalog":
Vehicle System Tool Section. Tool part numbers for ordering are shown in Table 2.
Table 2
Fitting Size CAT Part Number Dealer Number
(-4) 179-6884 2-011
(-6) 179-6885 2-012
(-8) 179-6886 2-014
(-10) 179-6887 2-016
(-12) 179-6888 2-018
(-16) 179-6889 2-021
(-20) 179-6890 2-025
(-24) 179-6891 2-029
Tooling - Possible Damage
STOR tooling damage
Nicks, material gouges, and chatter marks along tool head.
(10) Tool damage
Material damage to the surface in which the seal will ride is typically in the form of missing material,
nicks, gouges, and so on, when forced over the cone for proper seal seating. Illustration 7 shows tool
damage (10) due to improper storage.
Assembly Tooling - Storage

STOR Installation tooling shall be stored in a manner that will minimize the risk of damage to the
outside diameter (shaft).
The best-practice tool storage device is one that will:
• Segregate the tool preventing contact from other tooling.
• Include a soft surface to prevent metal to metal contact.
• Hold the tool at the inner diameter of the cone shaft rather than outside diameter.
• Provide proper tool identification.

STOR Installation Tool Storage
Illustration 8 shows an example of STOR tooling storage board.
Note: In this example, the tool is being stored using the outer diameter of the shaft, placing tool at
risk for damage.
Tools stacked on each other
Tools shall not be stacked on top of each other (Illustration 9).

Tools stacked on parts
Tools shall not be stored on top of seals or other parts (Illustration 10).
Tooling - Care
Before using the tooling check the tool for damage. Tools with damage such as nicks, gouges,
missing material, or deformation must be replaced immediately.
Tools should be cleaned daily to remove contamination. If contamination is present, use a clean lint-
free wipe to remove the debris. To maintain cleanliness and prevent tool damage, storage fixtures
should be cleaned as a part of daily 5S activities.
Note: 5S activities refer to CPS For Dealers related to "Sort, Set, Shine, Standardize, and Sustain".
For more details refer to:
https://dealer.cat.com/cda/files/2498665/7/030%20R_Module %2017%205S_Visual%
20Workplace%20v3.ppt
Recommended Cleaning Wipes:

• Chemtool CT Clean 15861 Wipe With Cleaner - Caterpillar Part Number 169-5420 .
• Chemtool Lint-Free Wipes - Caterpillar Part Number 265-2256 .
• Kimtex Lint-Free Polypropylene Towels - Dealer Tools & Supplies: 265-2256 (06179 Kimtech
Pure* W5)
• New Pig low-lint wipes, Part Number WIP230, or WIP232 from New Pig Corporation.
TOOLING - INSPECTION
Inspect tooling before use for contamination and damage that in the form of nicks, gouges, or missing
material.
Improperly maintained cone and pusher tooling can cause seal damage that may be in the form of
cuts, nicks, or tearing of seal. Damage to the seal increases the risk of leaks.
If the cone or pusher is damaged, stop using the tool immediately. Report the issue to the dealer
service manager or leadman for immediate replacement.
TOOLING - CRITICAL MAINTENANCE & DAMAGE

REPORTING PROCESS
Routine Maintenance - All seal-specific tooling should be placed on a routine maintenance schedule
similar to the torque-tooling schedule.
Reporting Damage - A formal reporting process shall be established at every dealer to report
damaged tooling.
Replacement Tooling - To reduce the risk of downtime and use of an unapproved tool due to tooling
damage, replacement tooling shall be in inventory and available for immediate use. Damaged tools
should be replaced immediately since using a damaged tool increases the risk of seal damage or
leaks.
ASSEMBLY
ORFS Assembly
When using an O-ring insertion tool:
• Select the appropriate insertion tool
• Verify that the tool is clean and undamaged
ORFS Assembly Procedure
Follow the steps below for proper tool use and assembly of an O-ring into the ORFS groove.
1. Complete a 1-second inspection of the seal, fitting, and tool for damage. A 1 second inspection
is a quick visual review of the part and mating component for damage or debris. The 1 second
inspection identify part issues before assembling the parts to the components.
Insert O-ring
2. Insert the O-ring (1) through O-ring slot near top of ORFS insertion tool.
O-Ring on plunger platform
3. Check to see that the O-ring is properly placed on plunger platform (2) .
Plunger pressed
4. Place the ORFS end of the fitting into the tool and depress plunger/trigger.
O-Ring installed
5. Verify that O-ring has been properly placed into the groove.
Finger sweep check
6. Conduct a "finger sweep" by placing a finger on top of the installed seal, while gently pushing
down on top of the seal and running the finger around the circumference of the seal.
Note: The finger sweep helps ensure that the seal is properly placed and fully depressed into
the groove of the ORFS fitting.
Visual inspection
7. Complete a final visual inspection of seal seating after finger sweep.
8. Cap ORFS end for contamination prevention where applicable.
Fully seated seal

Incorrectly seated seal
Incorrectly seated seal
9. Before and after completing the finger sweep, verify that the seal has been properly seated in
the groove shown in Illustration 17. Illustration 18 and Illustration 19 demonstrate improperly
seated seals.
Cutting damage
Pinching damage
Improper seal installation increases the risk of leaks due to damage by cutting, pinching, or tearing of
the seal after assembly (Illustration 20 and 21). Installation damage can increase in size when the
connection is pressurized resulting in a leak.
STOR Assembly
Assembly tool must be used to protect the seal from damage due to thread contact. Threads may cut
or tear the seal during installation.
When using a STOR installation tool:
• Select the appropriate installation tool.
• Verify that the tool is clean and undamaged.
STOR Assembly Procedures
Follow the steps below for proper tool use and assembly of an O-ring onto the STOR end of a
fitting/adapter.
STOR locknut position

(4) Cap
(5) Fitting body
(6) O-ring
(7) Locknut
1. Complete a 1-second inspection of seal, fitting, and tool for damage. A 1-second inspection is a
quick visual review of the part and mating component for damage or debris. The 1 second
inspection is to help identify part issues before assembling the parts to the components.
Note: Ensure that the locknut (7) on adjustable STOR fittings is positioned above the O-ring
(6) groove as shown in Illustration 22.
Installation of O-Ring on STOR installation tool
(6) O-ring
(8) Tool
2. Place O-ring (6) over STOR installation tool (8) .
STOR Installation tool on Fitting
(10) Fitting thread
3. Place the tool over the fitting thread (10) .
Installation of O-ring in fitting
(6) O-ring
4. Place fingers above seal and applying even steady pressure around the seal. Glide seal onto
fitting taking care to prevent twisting. If the O-ring (6) is twisted when seated, the O-ring can
fail prematurely due to high strain. If a twist is observed, remove the seal and reinstall
Note: In most cases the O-ring (6) that is to be installed onto a fitting should have
polytetrafluoroethylene (PTFE) coating. PTFE is a custom coating applied to an O-ring to ease
assembly installation.
Note: PTFE is more commonly referred to as Teflon from Dupont.
Removal of tool
5. Remove tooling from fitting.
Inspection of seal seating
Seal placement
6. Inspect the placement (seating) of the seal as shown in Illustration 27.
Note: Seal shall be placed over the O-ring groove and resting on washer as shown in
Illustration 28.
7. Cap STOR end for contamination prevention where applicable.
Note: If the O-ring is twisted when seated, the O-ring can fail prematurely due to high strain. If
a twist is observed, remove the seal and reinstall.
Refer to the Disassembly and Assembly manual for proper tightening specifications of STOR/ORFS
into prime product.
Assembly Storage
Assembled product shall be stored in conformance with the Contamination Control Guidelines,
PEBJ0002, "Caterpillar Dealer Contamination Control Compliance Guide".
O-RINGS INSTALLED IN FACE SEAL JOINTS (NON-

ADAPTOR APPLICATIONS)
Background
O-ring sealing depends on proper seating of the seal in the groove and maintaining this condition
during assembly of the joint. Improper assembly practices increase the likelihood of creating leaks.
Handling
O-rings should not be stretched or twisted beyond what is necessary for installation. O-rings should
not be deformed in any manner.
Contact of the O-ring with threads or other sharp objects should be prevented as the contact risks
cutting, nicking, or damaging the seal.
Assembly Aid - Retention Compounds
When O-rings and other elastomeric seals are assembled in face grooves that are vertical or inverted,
a retention compound may be needed to keep the seal in place.
Caterpillar no longer recommends the use of Petroleum Jelly (Vaseline) to install o-rings or gaskets.
The reason is that Petroleum Jelly is NOT compatible with all elastomeric (rubber) materials that
Caterpillar o-rings and gaskets are made from.
The correct product that should be used for assembly of o-rings is P-80 or Petro Gel Amber. Both of
these products are available in the Caterpillar aftermarket and should be used sparingly.
Refer to the list of part numbers below.
• P-80: CAT P/N (NACD): 207-1601
• CAT P/N (EAME): 207-1600
• Petro Gel Amber: CAT P/N: 369-9450 (6 lb can) or 369-9451 (10 oz tube)
Captive grooves (for example: dovetail grooves, and ORFS fittings) have a built-in retention
mechanism. Retention compounds or lubricants must not be used for captive grooves.
Retention compound should be stored in a clean, closable container that is kept closed between uses.
Consult the Contamination Control Guidelines, PEBJ0002, "Caterpillar Dealer Contamination
Control Compliance Guide".
Retention Compound Application
Retention compounds are tacky semi-solids that shall be used only on inverted and vertical O-ring
face seal joints.
Application of retention compound directly to the seal does not ensure proper retention in groove.
Proper application procedure must be followed.
Do not install a seal into a groove and then apply retention compound to the top surface of the seal.
The seal will not retain properly in the groove. Retention compounds shall be applied sparingly (pea-
size beads) into the bottom of the O-ring groove. Use the minimum amount of compound necessary
to retain the O-ring during assembly.
Incorrect application of retention compound to O-rings
The required amount of retention compound will vary depending upon O-ring size. The work
instructions should specify the location and number of retention compound beads to be applied for
retention of O-rings. Illustration provides an example of incorrect application of retention compound
after seal installation.
Correct application location for retention compound

Retention compounds (1) shall be applied sparingly (pea-size beads) into the bottom of the O-ring
groove as shown in Illustration 30. Use the minimum amount of compound necessary to retain the O-
ring during assembly. The required amount of retention compound will vary depending upon O-ring
size. The work instructions should specify the location and number of retention compound beads to
be applied for retention of O-rings.
Overfilling of groove with retention compound
Overfilling the groove (Illustration 31) can cause the seal to be displaced, and may result in the
compound getting into areas, such as threads, where the overfilling may have an adverse effect on
torque, and incur high cost of assembly.
Do not apply retention compounds with brushes or fingers, which can introduce contamination into
the system. Use a proper dispensing method as indicated above for proper application.
Do not apply retention compounds by submerging parts in a bag or box. Follow guidelines outlined in
the Contamination Control Guidelines, PEBJ0002, "Caterpillar Dealer Contamination Control
Compliance Guide".
Apply retention compounds prior to assembly. Do not preassemble components where retention
compounds are used.
Components preworked and stacked
Do not pre-work components or stack assembled parts as this increases the risk of contamination and
seal damage (Illustration 32).
If the retention compound squishes out of a joint or groove, too much has been applied. Use a lint-
free wipe to remove excess retention compound and clean surface thoroughly.
Recommended Cleaning Wipes:
• Chemtool CT Clean 15861 Wipe With Cleaner - Cat Part Number 169-5420 .
• Chemtool Lint-Free Wipes - Cat Part Number 265-2256 .
• Kimtex Lint-Free Polypropylene Towels - Dealer Tools & Supplies: 265-2256 (06179 Kimtech
Pure* W5)
• New Pig low-lint wipes, Part Number WIP230, or WIP232 from New Pig Corporation.
Assembly
Visually inspect the mating parts to ensure that all surfaces are clean and free from damage such as
nicks or burrs.
When O-rings and other elastomeric seals are assembled in face grooves that are vertical or inverted,
a retention compound may be needed to keep the seal in place.
Install the O-ring immediately before the joint is assembled to reduce chances of the O-ring falling
out.
Place O-ring in the groove and verify that O-ring is fully placed or seated. Avoid spiraling O-ring
during installation.
Install mating face perpendicular to the plane of the groove. Do not slide mating face across the O-
ring.
Torque all mating component fasteners immediately.
O-RINGS INSTALLED IN RADIAL SEAL JOINTS

Background
Radial O-ring application on an injector
Seal in bore
(1) Seal
Seal in groove
(1) Seal
Radial sealing depends upon proper seating of the seal in the groove and maintaining this condition
during assembly of the joint. Improper assembly practices increase the likelihood of leaking joints.
An example of a radial O-ring application is shown in Illustration 33. This document addresses both
Seal-in-Bore (Housing) (Illustration 34), and Seal-in-Piston (Shaft) (Illustration 35) designs.
Handling
O-rings should not be stretched or twisted beyond what is necessary for installation. O-rings should
not be deformed in any manner.
Contact of the O-ring with threads or other sharp objects should be prevented as the contact risks
cutting, nicking, or damaging the seal.
Assembly Aids - Seal Lubricants
When O-rings and other elastomeric seals are assembled into radial seal joints, a lubricant is
necessary to reduce spiraling, skiving, cutting, and abrasion. Lubricants also reduce the force required
to assemble the joint.
Lubricants shall be stored in properly identified, clean, closable containers that are kept closed
between uses. Consult the Contamination Control Guidelines, PEBJ0002, "Caterpillar Dealer
Contamination Control Compliance Guide".
Do not use petroleum (Vaseline), any adhesive, or unapproved grease as a lubricant.
Lubricants shall not be used on PTFE coated seals or STOR/ORFS seals.
Assembly Aid - Approved Seal Lubricants
PTFE Coating
PTFE coating is a dry lubricant that should be used on all radial seals. The PTFE coating is added by
the manufacturer.
P-80
P-80 may be used as a universal seal lubricant. P-80 is compatible with all sealing elastomers. P-80
dries quickly so P-80 is unlikely to drip out and create the false appearance of a fluid leak.
P-80 must NOT be used on STOR/ORFS seals. P-80 or any other lubricant used on a STOR/ORFS
can affect final torque and cause thread stretching.
The use of P-80 on all other PTFE coated seals is acceptable.
Fluid Being Sealed
For oil and fuel joints, the fluid being sealed may be used as a lubricant.
Note: Lubricants must not be used on fluid line connectors (STOR/ORFS) fittings.
Low Pressure AC Line Lubricants

For low-pressure air conditioner lines use the following approved lubricant:
Mineral Seal Oil - McMaster Carr Part No. 3190K281
Lubricant Dispensers
Spray bottle
The recommended method for applying a lubricant is with a small nozzle spray bottle (Illustration
36).
Dispose of lubricant containers that have become internally contaminated.
Lubricant Application
Lubricants are low viscosity fluids that shall be used only on radial seal joints.
Seal lubricant shall always be applied to the primary sealing surface. For example, if the seal is in a
groove in the shaft, then the bore is the primary sealing surface. Optionally, lubricant may also be
applied to the seal.
Apply wet lubricants at the time of assembly. Do not apply the lubricant in advance.
The application of lubricants shall not introduce debris onto the seal or sealing surface.
Do not apply seal lubricants with brushes or fingers, which can introduce contamination into the
system. Avoid the use of brushes that shed fibers.
When using lubricant dispensers such as spray bottles, exercise extreme caution and prevent
overspray onto other areas, such as threads, as it may have an adverse effect on torque. Cover all
components that must not be lubricated before lubricating. Follow the Contamination Control
Guidelines, PEBJ0002, "Caterpillar Dealer Contamination Control Compliance Guide".
Over-spray of lubricants can lead to false leaks. Over-spray of lubricants on threads can adversely
affect torque on the connection leading to a loose and leaky joint.
Before using P-80 lubricant, shake well to ensure proper mixing of lubricant.
Apply lubricants only at the time of assembly. Lubricants, especially P-80, may dry up or leak out of
the joint if applied in advance.
For low-pressure air conditioner lines, lubricate the O-ring with mineral oil.
Tooling – Inspection
Inspect tooling before use for contamination and damage that in the form of nicks, gouges, or missing
material.
Improperly maintained cone and pusher tooling can cause seal damage that may be in the form of
cuts, nicks, or tearing of seal. Damage to the seal increases the risk of leaks.
If the cone or pusher is damaged, stop using the tool immediately and report the issue to the
supervisor and processor/planner for immediate replacement.
ASSEMBLY TOOLING:
Routine Maintenance - All seal-specific tooling should be placed on a routine maintenance schedule
similar to the torque-tooling schedule.
Reporting Damage - A formal reporting process shall be established at every dealer to report
damaged tooling.
Replacement Tooling - To reduce the risk of downtime and use of an unapproved tool due to tooling
damage, replacement tooling shall be in inventory and available for immediate use. Damaged tools
should be replaced immediately since using a damaged tool increases the risk of seal damage or
leaks.
Assembly
Cleaning of groove for brake seal
Visually inspect mating parts for contamination or damage (nicks, scratches burrs, and so on). Use a
clean lint-free wipe to remove contamination if present from the groove (Illustration 37). Follow the
Contamination Control Guidelines, PEBJ0002, "Caterpillar Dealer Contamination Control
Compliance Guide".
Install the seal into the groove immediately before the joint is assembled to reduce chances of the seal
being damaged during transit or handling.
Place the seal in the groove. Do not stretch or deform the seal any more than is necessary. Do not
allow the seal to contact threads or other sharp objects. Verify that the seal is fully seated. Avoid
spiraling seal during installation - the seal should be pushed into position rather than rolled. Use an
approved assembly aid when appropriate.
For installation of two-piece seals (example: some brake seals) first install the rubber energizer and
then install the cap piece over the rubber energizer.
Lubricate the seal with the fluid being sealed before installing seal.
Lubricate the seal prior to assembly to reduce risk of contamination, run-off, or dry out of seal
lubricant.
Do NOT install contaminated seals.
Contaminated seals that cannot be removed and reinstalled using the proper assembly techniques
must be cleaned thoroughly using a clean lint-free wipe to reduce risk of damage to the seal.
Contaminated seals that are removed should be scrapped using the non-conforming material process
to prevent risk of contamination to the system.
For groove in bore applications lubricate the inside diameter of the seal.
For groove in piston applications lubricate the outside diameter of the seal.
Take care when inserting the shaft into the bore. Make sure that the mating parts are properly aligned
prior to insertion. Assemble at a slow, uniform rate. Do NOT use impact tools such as hammers when
installing assemblies using radial seals.
For larger piston/bore diameters (example: brake seals), use a hydraulic press to ensure proper seating
of the seal and piston to bore alignment. Consider installing shaft (piston) vertically into the housing
to better center the shaft in the housing for some larger piston/bore diameters (example: brake seals)
applications.

Air Conditioner Lines - Remove and Install 2
General Information 7
In-Line Refrigerant Dryer - Remove and Install 10
Machine Preparation for Disassembly and Assembly 18
Refrigerant Accumulator - Remove and Install 21
Refrigerant Compressor - Remove and Install 22
Refrigerant Expansion Valve - Remove and Install 24
Refrigerant Orifice Tube Assembly - Remove and Install 26
Refrigerant Receiver-Dryer - Remove and Install 30
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Product: EXCAVATOR

Air Conditioning and Heating R134a for All Cat Machines
i05907621
Air Conditioner Lines - Remove and Install

SMCS - 1808-010
Personal injury can result from contact with refrigerant.
This system is under pressure at all times, even if the engine is not
running. Heat should never be applied to a charged system.
Contact with refrigerant can cause frost bite. Keep face and hands away
to help prevent injury.
Protective goggles must always be worn when refrigerant lines are

opened, even if the gauges indicate the system is empty of refrigerant.
Always use caution when a fitting is removed. Slowly loosen the fitting.
If the system is still under pressure, evacuate the system recovering the
refrigerant before removing the fitting.
Personal injury or death can result from inhaling refrigerant through a

lit cigarette.
Inhaling air conditioner refrigerant gas through a lit cigarette or other

smoking method or inhaling fumes released from a flame contacting air
conditioner refrigerant gas, can cause bodily harm or death.
Do not smoke when servicing air conditioners or wherever refrigerant

gas may be present.
Before any checks of the air conditioning and heating system are made,
move the machine to a smooth horizontal surface. Lower all implements
to the ground. Make sure the transmission is in neutral or park and that
the parking brake is engaged. Keep all other personnel away from the
machine or where they can be seen.
Personal injury can result from hot coolant. Any contact with hot
coolant or with steam can cause severe burns. Allow cooling system
components to cool before the cooling system is drained.
NOTICE
Never weld or solder any charged components.
Care must be taken during removal of air conditioner lines. Before disconnecting any tube fittings,
refer to Testing and Adjusting, "Refrigerant Recovery" in order to recover all refrigerant from the
system.
Place dust caps on all hoses and fittings upon disconnecting.
Do not fold or twist hoses when you are routing the new hoses onto the machine. Damage can
occur to the inner layers of the hoses and damage can cause premature failure.
Reassemble fittings by using the correct torque values for assembly of the air conditioning unit.
Refer to Specifications, SENR3130, "Torque Specifications" in order to find the correct torque
value.
Use the following procedure to reassemble the connections.
Proper Technique for Assembly

1. Drip clean mineral oil onto the clean O-ring.
2. Place the O-ring on fitting.

3. Oil the O-ring again.
4. Align fittings and ensure that the seal is seated correctly. Hand tighten the fittings together.
Note: DO NOT CROSS THREAD.

5. Tighten the connection with proper torque. Use a wrench to avoid twisting parts.
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Product: EXCAVATOR

i05907617
General Information
SMCS - 1808; 7309
Refrigeration System


lit cigarette.


gas may be present.
• All refrigerant lines that are metal or flexible hose must be free of sharp bends. Also, do not
use a refrigerant line that is kinked. Sharp bends will cause a restriction in the refrigerant
flow. Restrictions in the refrigerant lines are identified by cold spots or frost on the line at
the location of the restriction. Restrictions in the lines reduce the performance and the
efficiency of the system.
• The radius of bends in the flexible hose must never be less than ten times the outside
diameter of the hose.
• Do not allow the flexible hoses to come within 63.5 mm (2.50 inch) of the exhaust
manifold.
• The hoses need to be inspected yearly for leaks and for hardness. Conduct a leak test on all
the hoses and the lines. Refer to the Testing and Adjusting, "Refrigerant Leakage - Test"
section. Replace hoses if leaks or hardness are in the hoses. Replace hoses with new hose
that is sealed and free of contaminants.
• The correct use of wrenches is important when connections are made. The type of wrench
that is used is also important. Only use wrenches that are made for use with tube-type
fittings. When a hose is connected or disconnected from the system, use a wrench on the
fitting and use a wrench on the nut. When a metal line is connected or disconnected from
the system, use a wrench on the fitting and use a wrench on the nut.
• Install protective plugs or protective caps on all components and hoses that are disconnected
or removed.
• O-ring seals and O-ring seats must be in good condition. Small cuts, scratches, or particles
of dirt will cause a leak in the system. Put new mineral oil (397-7507) on all new O-ring
seals at the time of installation. Do not use any sealant on connections.
• Dust caps on the compressor block fittings are the primary seals on the air conditioning
system.
• All machines should have an identification tag that specifies the refrigerant charge for the
machine. The tag should be located in the operator compartment.
• If water is in the vents, check the non-return valve. If water leaks from the air conditioning
system, check the non-return valve. The non-return valve should have the proper position
and the proper direction.
• If engine coolant is leaking into the operator compartment, check for loose clamps on the
heater hoses.
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i05907627
In-Line Refrigerant Dryer - Remove and Install

SMCS - 7322-010-QT
Dryer Installation


lit cigarette.


gas may be present.
NOTICE
Never weld of solder any charged components.

Typical In-Line Dryer with quick disconnects
(1) Inlet hose with air conditioner quick disconnect
(2) Dryer
(3) Outlet hose with air conditioner quick disconnect
Note: Replace dryer (2) annually. Dryer (2) should also be replaced whenever the system is
opened.

In-line dryer without quick disconnects
(4) Inlet hose without air conditioner quick disconnect
(5) Dryer
(6) Outlet hose without air conditioner quick disconnects

320-0562 Refrigerant Dryer As
(7) Dryer
(8) Air conditioner orifice assembly
Note: Every 2 years replace dryer (5) and (7) . Dryer (5) and (7) should also be replaced whenever
the system is opened.
Before removing the dryer, perform the following steps in order to diagnose
the problem
1. Check the following components for blockages:
◦ Condenser
◦ Evaporator
◦ Fresh air filters
2. Check the condition and the tension of the compressor drive belt.
3. Connect a manifold gauge set to the compressor. Refer to Testing and Adjusting, "Manifold
Gauge Set (Refrigerant) - Install".
4. Operate the Air conditioning.
◦ Operate the engine at 1400 rpm.
◦ Place the air conditioning switch in the ON position.
◦ Set the blower switch to the HIGH position.
◦ Open all of the louvers in the cab.
◦ Close the cab doors and close all of the cab windows.
5. Compare the pressures for the manifold gauge to the pressure ranges in Table 1 in order to
ensure that the pressures are normal for the current ambient air temperature.
Table 1
(1)
Pressure Range
Ambient Air High Pressure Test Fitting Low Pressure Test Fitting
Temperature
kPa (psi) (2) (3) kPa (psi) (4) (5)
C° (F°)
820 to 1300 kPa (120 to 190 70 to 138 kPa (10 to 20 psi)

21°C (70°F) psi)
950 to 1450 kPa (140 to 210 70 to 173 kPa (10 to 25 psi)

27°C (80°F)
psi)
1175 to 1650 kPa (170 to 240 105 to 210 kPa (15 to 30

32°C (90°F)
psi) psi)
1300 to 1850 kPa (190 to 270 105 to 210 kPa (15 to 30

38°C (100°F)
psi) psi)
1450 to 2075 kPa (210 to 300 105 to 210 kPa (15 to 30

43°C (110°F) psi) psi)
(1)
This table is only for reference.
(2)
Pressure may be slightly higher in humid conditions and lower in dry conditions.
(3)
With AC High-pressure Test Fitting is located near the Evaporator Inlet pressure reading will be 83 to 103
kPa (12 to 15 psi) lower.
(4)
Pressure before clutch disengagement.
(5)
With AC Low-pressure Test Fitting is located near the Evaporator Outlet pressure reading will be 14 to 21
kPa (2 to 3 psi) higher.
6. Check for frost at the dryer outlet.
Note: Moisture on the drier outlet tube after the orifice is normal and this moisture does not
indicate a failure with the dryer. Frost on the drier outlet tube after the orifice is an indicator
of a low refrigerant charge.
7. If frost is indicated at the dryer outlet or if pressures are low, proceed to Step 8. Otherwise,
proceed to Step 15.
8. Recover the refrigerant charge from the machine. Refer to Disassembly and Assembly,
"Refrigerant System Recovery".
9. Record the amount of refrigerant and oil that is recovered from the Air Conditioner system.
These values will be needed in order to calculate the amount of oil that is needed. Refer to
Testing and Adjusting, "Refrigerant Compressor Oil - Test" Section.
10. If the charge was low, check the system for leaks.
a. Use an Ultraviolet light and use an electronic leak detector. Ensure that the following
items are checked:
◾ Quick disconnects which are on the dryer
◾ Check the drier swivel nut and tighten the nut to 27 ± 4 N·m (20 ± 3 lb ft).
◾ All the connections in the circuit that are O-ring
◾ Hoses for rubbing, bulging, and wet spots (oil leaks)
Note: In order to help reveal leaks, simulate the vibrations which are made by the
machine by moving the connections.
11. Recharge the refrigerant. Refer to Testing and Adjusting, "Refrigerant System - Charge"
Section.
12. Retest the system with the engine at 1400 rpm and check for frost at the dryer outlet.
13. Ensure that the pressures are normal for the current ambient temperature.
14. Refer to Table 1 for the pressures which are normal for the current ambient air temperature.
15. If a component is leaking, bill the claim against the leaking component and provide details
in the description.
Dryer Removal
If the dryer does not have air conditioner quick Disconnects, the refrigerant that is in the system
must be recovered. Refer to the Testing and Adjusting, "Refrigerant System Recovery" section
before you remove the dryer.
If the dryer has air conditioner quick disconnects, use the procedure that follows.
Refer to Disassembly and Assembly, "Machine Preparation for Disassembly and Assembly"
before service is performed on the air conditioning system.
1. Stop the engine for 5 minutes to allow the air conditioning system to equalize the pressure.
2. Disconnect the inlet hose from the old dryer.
3. Connect the hose that was disconnected in Step 2 to the inlet on the new dryer.
Note: For a dryer that has air conditioner quick disconnects, do not add additional oil or
refrigerant to the system.
4. Start the engine. Operate the air conditioning system for 1 minute.
5. With the air conditioning system in operation, disconnect the outlet hose from the old dryer.
Disconnect the old dryer.
6. Stop the engine for 5 minutes to allow the air conditioning system to equalize pressure.
7. Connect the outlet hose that was disconnected in Step 6 to the new dryer.
8. Mark the new dryer in permanent marker Installed mm/dd/yy to assist in future maintenance
of the in-line dryer.
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i05907618
Machine Preparation for Disassembly and Assembly

SMCS - 7320-017


lit cigarette.


gas may be present.
NOTICE
Never weld or solder any charged components.
Note: Before you conduct a performance check, refer to the Troubleshooting, "Visual Inspection
(Troubleshooting)" section.
Note: Refer to the Troubleshooting, "Machine Preparation for Troubleshooting" section before
service work is performed on the air conditioning system.
When the service work is done on the air conditioning system, the service work must keep the
system clean and free from contamination. Plugs and caps must be used in order to close the
components and hoses when the components and hoses are open. The plugs and caps protect the
system from dirt and air (moisture). Only new refrigerant oil of the correct viscosity and new
refrigerant can be added to the system. For the correct oil, refer to the Specifications section of
this manual. Any other material or any other substance is considered non-condensable and the
material will contaminate the system. Keep the work area clean.
• Dust caps on the refrigerant compressor block fitting are the primary seal on the air
conditioning system.
• All machines should have an identification tag in the cab that specifies the proper refrigerant
charge for the machine.
When replacement or repair of components and hoses are required, perform the following
procedure:
1. Remove the refrigerant charge. Measure the amount of oil recovered. Refer to the Testing
and Adjusting, "Refrigerant Recovery" and Testing and Adjusting, "Refrigerant Oil - Test"
section, for proper procedures.
2. Remove the component or remove the hose that is being repaired or replaced. Install
protective plugs on components or hoses that are left exposed to the air.
3. Replace any damaged component or hose.

4. Use the following table in order to determine the amount of oil that is lost during individual
replacements of components. Follow the process provided in Testing and Adjusting,
"Refrigerant Oil - Test" to calculate the correct amount of oil needed for the system.
Table 1
Oil Capacities for Component Replacements
Accumulator 30 mL (1 fl oz)
Refer to the Testing and Adjusting, "Refrigerant

Compressor
Compressor Oil - Check" section.
Condenser
30 mL (1 fl oz)
Evaporator
90 mL (3 fl oz)
In-Line Dryer (1) before any oil

is installed 30 mL (1 fl oz)
Receiver-Dryer
30 mL (1 fl oz)
(1)
Refer to the Disassembly and Assembly, "In Line Refrigerant Dryer - Remove and Install"
5. Refer to the Testing and Adjusting, "Refrigerant System - Evacuate" section.
6. Refer to the Testing and Adjusting, "Refrigerant System - Charge" section.
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i05907623
Refrigerant Accumulator - Remove and Install

SMCS - 1808-010-ZJ; 7320-010-ZJ
The refrigerant must be recovered before the accumulator is removed. Refer to the Testing and
Adjusting, "Refrigerant Recovery" section.
Remove the accumulator. The accumulator has an internal oil drain hole which could become
plugged. The oil could be trapped inside the accumulator. It is necessary to check for excessive oil
when the accumulator is changed. Add the same amount of oil that was drained from the old
accumulator. Add an additional 30 mL (1 fl oz) to the new accumulator before the new
accumulator is installed. Do not add oil if the compressor was changed also. Evacuate the system
and recharge the system. Refer to the Testing and Adjusting, "Refrigerant System - Evacuate"
section. Refer to the Testing and Adjusting, "Refrigerant System - Charge" section.
Note: If the accumulator has frost on the outside, the air conditioning system still contains
refrigerant.
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i05907622
Refrigerant Compressor - Remove and Install

SMCS - 1802-010
Removal
(1) Bolt
(2) Drive belt
(3) Suction and discharge hoses
(4) Compressor
1. Remove the refrigerant charge. Refer to the Testing and Adjusting, "Refrigerant Recovery"
section.
2. Disconnect electrical wires from the magnetic clutch.
3. Loosen all the mounting bolts and loosen the belt tightener (if equipped). Remove drive belt
(2) .
4. Disconnect hoses (3) and put plugs or caps on the hoses. Put plugs or caps on the fittings of
the compressor. Put identification marks on the hoses. The marks will ensure that the hoses
will be connected correctly at a later time.
5. Remove all the mounting bolts and remove the compressor (4) . The weight of the
compressor is approximately 18 kg (40 lb).
Installation
1. Check the amount and condition of the oil in the compressor (4) . Refer to the Testing and
Adjusting, "Refrigerant Compressor Oil-Test" section.
2. Inspect the drive belt (2) . If the drive belt (2) is damaged or worn replace the belt.
3. Install the compressor (4) . Do not tighten the mounting bolts until drive belt (2) is installed
and adjusted.
4. Connect the discharge and the suction hoses (3) to the discharge and suction ports on the
compressor.
5. Connect the electrical wires to the magnetic clutch.
6. Evacuate the system. Refer to the Testing and Adjusting, "Refrigerant System - Evacuate"
section.
7. Charge the system. Refer to the Testing and Adjusting, "Refrigerant System - Charge"
section.
8. For the correct system operation, refer to the Troubleshooting Section in this manual.
Note: Refer to the Specifications, "Refrigerant Compressor" in the Section for the correct
belt tension.
9. For the oil level in the system, refer to Service Manual, "Refrigerant Compressor Oil -
Check".
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i05907624
Refrigerant Expansion Valve - Remove and Install

SMCS - 7320-010-EV
To replace the expansion valve, use the procedure that follows. Refer to Service Manual,
"Troubleshooting Heating and Air Conditioning Control System" before service work is
performed on the air conditioning system.
1. Recover the refrigerant.
Note: Cap all disconnected lines and hoses.
2. Remove the insulation and the clip. The insulation and the clip hold the sensing bulb to the
evaporator outlet pipe.
3. Disconnect the sensing line for pressure from the evaporator outlet pipe.
4. Loosen and remove the two connections at the expansion valve. Remove the expansion
valve.
Note: Check the O-ring seals. The seals must be in good condition and the seals must be
properly lubricated with the correct refrigerant oil before assembly.
5. Install the expansion valve for replacement and tighten the two connections.
6. Tighten the pressure sensing connection on the evaporator outlet pipe.
7. Use a 8P-6355 Clip to hold the sensing bulb onto the evaporator outlet pipe. The sensing
bulb should be as close to the coil as possible. The bulb should be upstream of the pressure
sensing connection on the evaporator outlet pipe. The 5P-7070 Insulation should be
wrapped tightly around the clip, the sensing bulb, and the outlet pipe. There should be no
insulation between the bulb and the outlet pipe.
8. Tighten all the connections correctly.
9. Evacuate the system. Refer to the Testing and Adjusting, "Refrigerant System - Evacuate"
section.
10. Charge the system with the correct amount of refrigerant by weight. Refer to the Testing
and Adjusting, "Refrigerant System - Charge" section.
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Product: EXCAVATOR

i05907628
Refrigerant Orifice Tube Assembly - Remove and Install

SMCS - 7320-010-QT
The orifice tube may be located in the refrigerant line near the evaporator inlet, or in the in-line
dryer.
If the orifice tube is located in the refrigerant line near the evaporator inlet, use the procedure that
follows. If the orifice tube is located in the in-line dryer, refer to Dryer Replacement.
Removing the Orifice Tube

Refer to Safety Requirements before service work is performed on the air conditioning system.
The refrigerant must be recovered before removing the accumulator. Refer to the Testing and
Adjusting, "Refrigerant Recovery" section.
NOTICE
Do not attempt to remove the orifice tube with pliers. Do not twist or
rotate the orifice tube in the tube assembly.
Orifice tube
(1) O-Ring seals
(2) Lugs
(3) Body
(4) Drive screw
(5) Finger lock
1. Disconnect the high side line at the enlarged section of the evaporator inlet port. This will
expose the orifice tube for removal.
2. Align the short fingers of the 1U-9890 Orifice Removal Tool with the ribs of the orifice
tube. Insert the tool onto the tube until the tool bottoms out.
3. Turn drive screw (4) clockwise. Turn far enough to engage the lugs (2) on the orifice tube in
the finger lock (5) . The finger lock (5) is part of the removal tool.
4. Hold the drive screw (4) stationary. Thread the body (3) forward until the body makes
contact with the inlet port.
5. Continue holding the drive screw stationary, and thread the body forward until the orifice
tube becomes free.
Removing the broken orifice tube
(3) Body
(4) Drive screw
(6) Extractor tip
6. For the removal of the orifice tube assembly, use the extractor tip (6) on 1U-9890 Orifice
Removal Tool . Insert the tool into the evaporator inlet tube and thread the tool into the
brass center of the orifice tube.
7. Repeat steps 3 and 4.
8. If only the brass center of the orifice tube is removed, thread the tool into the plastic body
and repeat step 3 and 4.
Orifice Tube Installation

1. Lubricate the O-Ring on the orifice tube with the proper clean refrigerant oil.
2. Place the orifice tube into the 1U-9890 Orifice Removal Tool . Insert the orifice tube
straight into the evaporator inlet tube without twisting until the tube is seated.
3. Disengage the removal tool from the orifice tube.
4. Use a new O-Ring that is lubricated with clean refrigerant oil. Reconnect the high side line
at the enlarged section of the evaporator inlet port.
5. Do a leak test. Evacuate the system and recharge the system. Refer to the Testing and
Adjusting, "Refrigerant Systems-Evacuate" section. Also, refer to the Testing and
Adjusting, "Refrigerant Systems-Charge" section.
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Product: EXCAVATOR

i05907625
Refrigerant Receiver-Dryer - Remove and Install

SMCS - 7322-010
Top View of Receiver-Dryer
(1) Inlet
(2) Quick Disconnect Fittings
(3) Moisture Indicator
(4) Outlet
NOTICE
If the receiver-dryer does not have air conditioner quick disconnects,

the system must be recovered, evacuated, and recharged after the
receiver-dryer has been replaced.
The refrigerant that is in the system must be recovered if the receiver-dryer does not have air
conditioner quick disconnects (2) . Refer to the Testing and Adjusting, "Refrigerant Recovery"
section before you remove the receiver-dryer. If the receiver-dryer has air conditioner quick
disconnects (2) , use the procedure that follows.
Refer to Safety Requirements before service is performed on the air conditioning system.
1. Stop the engine for 5 minutes to allow the air conditioning system to equalize the pressure.
2. Disconnect the inlet hose (1) from the old receiver-dryer at the air conditioner quick
disconnects.
3. Connect the hose that was disconnected in Step 2 to the inlet on the new receiver-dryer.
4. Disconnect the electrical connections on the old receiver-dryer. Connect the electrical
connections to the new receiver-dryer.
Note: If the receiver-dryer has quick disconnects, do not add additional oil or refrigerant to
the system.
5. Start the engine. Operate the air conditioning system for 1 minute.
6. With the air conditioning system in operation, disconnect the outlet hose (4) from the old
receiver-dryer. Disconnect the old receiver-dryer at the air conditioner quick disconnects.
7. Stop the engine for 5 minutes to allow the air conditioning system to equalize pressure.
8. Connect the outlet hose (4) that was disconnected in step 6 to the new receiver-dryer.
Note: The receiver-dryer must be replaced annually. The receiver-dryer must also be replaced
whenever the system is opened. The receiver-dryer should be replaced if moisture indicator (3) is
filled with moisture. Moisture indicator (3) will display a pink color or white color if the receiver-
dryer is full of moisture.
RENR7299-09 Air Conditioning Electrical System 2
SENR3981-05 Fluid Power and Electrical Graphic Symbols 4
UENR3603-10 320D2 and 320D2 GC Excavator Hydraulic System 38
UENR5858-01 320D2 and 323D2 Excavator Hydraulic System 48
UENR5861-02 320D2, 320D2 GC and 323D2 Excavator Hydraulic System 81
UENR5969-02 320D2 Excavator Electrical System 103
RENR7299-09
Harness And Wire Electrical Schematic Symbols
January 2014 Symbols
Pressure Temperature Level Flow Circuit Breaker

Symbol Symbol Symbol Symbol Symbol
Symbols and Definitions

Fuse: A component in an electrical circuit that will open the circuit if too much current flows
through it.
Switch (Normally Open): A switch that will close at a specified point (temp, press, etc.). The
circle indicates that the component has screw terminals and a wire can be disconnected from it.
Switch (Normally Closed): A switch that will open at a specified point (temp, press, etc.).
No circle indicates that the wire cannot be disconnected from the component.
Ground (Wired): This indicates that the component is connected to a grounded wire. The
grounded wire is fastened to the machine.
Ground (Case): This indicates that the component does not have a wire connected to ground.
Schematic It is grounded by being fastened to the machine.
Reed Switch: A switch whose contacts are controlled by a magnet. A magnet closes the
contacts of a normally open reed switch; it opens the contacts of a normally closed reed switch.
307D, 311D, 311F, 312D, 312D2, 313D, 313D2, T

Sender: A component that is used with a temperature or pressure gauge. The sender
measures the temperature or pressure. Its resistance changes to give an indication to
the gauge of the temperature or pressure.
315D, 318D, 318D2, 319D, 320D, 320D2, 323D Relay (Magnetic Switch): A relay is an electrical component that is activated by electricity.
It has a coil that makes an electromagnet when current flows through it. The
and 323D2 Excavators and M313D, M315D, electromagnet can open or close the switch part of the relay.
M316D, M318D and M322D Wheeled Excavators Solenoid: A solenoid is an electrical component that is activated by electricity. It has a
coil that makes an electromagnet when current flows through it. The electromagnet
can open or close a valve or move a piece of metal that can do work.
Air Conditioning Electrical System Magnetic Latch Solenoid: A magnetic latch solenoid is an electrical component that is
activated by electricity and held latched by a permanent magnet. It has two coils (latch and unlatch)
that make electromagnet when current flows through them. It also has an internal switch that places
the latch coil circuit open at the time the coil latches.
Harness and Wire Symbols

Wire, Cable, or Harness Harness Identification Letter(s):
Assembly Identification: Includes (A, B, C, ..., AA, AB, AC, ...)
Harness Identification Letters and
Harness Connector Serialization Code:
Harness Connector Serialization
The "C" stands for "Connector" and the
Codes (see sample).
number indicates which connector in the
AG-C4 L-C12 harness (C1, C2, C3, ...).
L-C12
111-7898 3E-5179 3E-5179
Part Number: for Connector Plug 1
Part Number: for Connector Receptacle
2
Plug Receptacle
Pin or Socket Number
5A
1 Deutsch connector: Typical representation
Component
of a Deutsch connector. The plug contains all Fuse (5 Amps) 9X-1123 Part Number
2 sockets and the receptacle contains all pins.
325-AG135 PK-14
1 Sure-Seal connector: Typical representation Harness identification code:
of a Sure-Seal connector. The plug and receptacle This example indicates wire group 325, Wire Gauge
2 contain both pins and sockets. wire 135 in harness "AG". Wire Color
© 2014 Caterpillar CAT, CATERPILLAR, their respective logos, “Caterpillar Yellow”, and the POWER EDGE trade
All Rights Reserved dress as well as corporate and product identity used herein, are trademarks of Caterpillar and
SAFETY.CAT.COM may not be used without permission.
RENR7299-09
12 Page,B/W
7 6 5 4 3 2 1
F F
1
Control Panel
BU/OR-20 Type 2
1
BR/WH-20 PU/RD-20
BU/BK-20 PK/BK-20
BR/BK-20 CONN AA
S-BU-20
PK-20
PU/GN-20
1
2
3
4
5
6
7
8
9
10
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
11
BK/RD-20
L-GN/RD-20 WH/RD-20 Control Panel
PU/YL-20 Type 1 CONN A
L-GRN/RD-20
L-GRN/YL-20
BK/GN-20
BLU/ORN-20
ORN/BLU-20
PU/GRN-20
BR/ORN-20
BK/GRN-20
PK/GRN-20
GY/BLU-20
BLU/BK-20
WH/RD-20
BR/WH-20
WH/YL-20
PU/RD-20
BK/RD-20
BR/BK-20
GY/YL-20
PK/BK-20
S-BLU-20
PU/YL-20
BK/YL-20
9 10 11 12 13 14 15 16 23 24 25 26 27 28
PK-18
BK-20
1 2 3 4 5 6 7 8 17 18 19 20 21 22
CONN AA
1
2
3
4
5
6
7
8
9
10
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
11
BK-20
L-GN/YL-20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40
GY/YL-20
WH/YL-20 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
PK/GN-20
BR/OR-20 DETAIL OF CONN AA CONN A
BK/YL-20 Type 1
L-GN/RD-20
L-GN/YL-20
WH/RD-20
BR/WH-20
DETAIL OF CONN AA
PK/GN-20
OR/BU-20
BU/OR-20
PU/GN-20
BR/OR-20
WH/YL-20
BK/GN-20
GY/BU-20
PU/RD-20
GY/BU-20
BK/RD-20
BR/BK-20
BU/BK-20
PK/BK-20
GY/YL-20
PU/YL-20
BK/YL-20
S-BU-20
OR/BU-20 Type 2 1 2 1 2 1 2
PK-20
BK-20
DETAIL OF CONN A
Type 1 L-GRN/RD-20 BK/GRN-20
BR/BK-20
BLU/BK-20
ORN/BLU-20
PK/GRN-20
DETAIL OF CONN JJ DETAIL OF CONN HH DETAIL OF CONN GG
PU/GRN-20 GY/BLU-20
WH/RD-20 PU/YL-20
PU/RD-20 BK/YL-20
BLU/ORN-20 GY/YL-20
GY/BU-20 GY/YL-20 GY/BU-20 BK/YL-20 GY/YL-20 PK/GN-20

PU/YL-20 L-GN/RD-20 GY/YL-20
BK/YL-20 OR/BU-20 BK/GN-20
GY/YL-20 PK/GN-20 PK-18 BR/BK-20
BR/WH-20 BK-20 BK/RD-20 BU/BK-20
BR/WH-20 PK-18 BK-20
BR/ORN-20 S-BLU-20 BK/RD-20
L-GRN/YL-20 PK/BK-20
BK-20
WH/YL-20
DETAIL OF CONN A
DETAIL OF CONN J DETAIL OF CONN H DETAIL OF CONN G
BK/RD-20 BU/BK-20 BR/WH-20
E PK-20 BR/BK-20 GY/YL-20 PK/GN-20 Type 2
L-GN/RD-20
L-GN/YL-20
WH/RD-20
BR/WH-20
BK/GN-20
PK/GN-20
OR/BU-20
BU/OR-20
PU/GN-20
BR/OR-20
WH/YL-20
BK/GN-20
GY/BU-20
PU/RD-20
BK/RD-20
BR/BK-20
BU/BK-20
PK/BK-20
GY/YL-20
PU/YL-20
BK/YL-20
BK/YL-20
S-BU-20
PU/YL-20 L-GN/RD-20
PK-18
BK-20
GY/BU-20 OR/BU-20 CONN CC
CONN BB
1
2
3
4
5
6
7
8
9
1
2
3
4
5
6
7
8
9
10
12
13
14
10
11
DETAIL OF CONN BB DETAIL OF CONN B
L-GN/RD-20
L-GN/YL-20
WH/RD-20
BR/WH-20
PK/GN-20
OR/BU-20
BU/OR-20
PU/GN-20
BR/OR-20
WH/YL-20
BK/GN-20
GY/BU-20
PU/RD-20
BK/RD-20
BR/BK-20
BU/BK-20
PK/BK-20
GY/YL-20
PU/YL-20
BK/YL-20
S-BU-20
CONN C
PK-20
BK-20
CONN B
CONN CC
PU/RD-20 PK/BK-20 CONN BB
WH/YL-20 BU/OR-20
L-GN/YL-20
1
2
3
4
5
6
7
8
9
1
2
3
4
5
6
7
8
9
10
12
13
14
10
11
S-BU-20 BR/OR-20 S-BU-20
1 2 3 4 5 6 7
CONN B CONN C L-GN/RD-20
3
WH/RD-20
4
L-GN/RD-20
L-GN/YL-20
PU/GN-20
WH/RD-20
BR/WH-20
OR/BU-20
BU/OR-20
PU/GN-20
WH/YL-20
BK/GN-20
PK/GN-20
GY/BU-20
PU/RD-20
GY/YL-20
BK/RD-20
BR/BK-20
BU/BK-20
PK/BK-20
GY/YL-20
PU/YL-20
BK/YL-20
S-BU-20
WH/RD-20 PU/GN-20 WH/RD-20 PU/YL-20
PU/GN-20
PK-18
BK-20
CONN JJ CONN HH CONN GG
BU/OR-20 WH/YL-20 L-GN/YL-20
PK/BK-20
PU/RD-20 DETAIL OF CONN K DETAIL OF CONN KK
1
2
1
2
1
2
DETAIL OF CONN CC DETAIL OF CONN C
CONN J CONN H CONN G
GY/YL-20 BK/RD-20
GY/BU-20
PK/GN-20
GY/YL-20
GY/YL-20
GY/YL-20
BK/YL-20
15
BK-20
OR/BU-20
OR/BU-20
BK-20 GY/YL-20
BK/RD-20
BR/WH-20
DETAIL OF CONN DD DETAIL OF CONN D

5
GY/YL-20
1 2
MOTOR
OR/BU-20
5A
WH/RD-20 7
D DETAIL OF CONN EE DETAIL OF CONN E

PU/GN-20
PU/YL-20
6
5 D
4
GY/YL-20 3
14 L-GN/RD-20
2
1
OR/BK-20
BK-20 BK/RD-20 1 2 3 4 5 6 7
CONN E CONN D CONN K CONN KK
CONN EE CONN DD
S-BU-20 OR/BK-20
PK/BK-20
2 OR/BU-20 OR/BU-20 1 OR/BU-20
1 GY/YL-20 GY/YL-20 2 GY/YL-20
DETAIL OF CONN F 3 DETAIL OF CONN L DETAIL OF CONN LL
4
BK/RD-20 5 BK/RD-20
BK-20 6 BK-20
13 L-GN/RD-20 BU/OR-20
1 2
1 2 3 4 5 6 7
2 BK/RD-20
1 BK-20 GY/YL-20 PU/RD-20
BK/GN-20
DETAIL OF CONN FF
CONN FF CONN F
6
12
DETAIL OF CONN M DETAIL OF CONN MM
RD-14 RD/GN-16
PK-18
OR/BK-20
OR/BK-18 BK-14
BK-14 BR/BK-20
MOTOR
3 4
1 2
OR/BK-20 OR/BK-20 7
6 BK/BU-14 BU/BK-20
5
4
DETAIL OF CONN S PK/BK-20 3
DETAIL OF CONN N DETAIL OF CONN NN
OR/BK-18
2
RD-18
BK-18
S-BU-20 1
C
CONN T
C 1 2 CONN L CONN LL
LIGHT
Components List
Item
1 OR/BK-18
7
2
3 RD-14
4
5
RD/GN-16
PK-18
No. Description Part#
1 Control Panel Assembly (1)
6 BK-14
7
MOTOR
8
9
10 PU/RD-20 7
2 Water Temperature Sensor 245-7831
11 BU/OR-20 6
3 Frost Sensor 245-7835
10A
15A
12 BK/GN-20 5
4 Recirculation Temperature Sensor 245-7815

4
L-GN/RD-20 3
2
CONN S
GY/YL-20 1 5 Actuator 245-7817
CONN M CONN MM 6 Actuator 245-7813
7 Actuator 245-7817
RENR7299-09
POS NEG
8 Blower Control 245-7832
9 Blower Motor 245-7839
L-GN/YL-20
RD/GN-16
OR/BK-20
WH/YL-20
PK/BU-14
BK/BU-14
BU/BK-20
BR/BK-20
BK/BU-14
OR/BK-20
PK/BU-14
0R/BK-20
10 Blower Main Relay 196-1666

BK-14
RD-14
CONN R
CONN N
CONN U CONN P
11 Clutch Solenoid Relay 196-1666
12 Refrigerant Compressor (1)
1
1
1
4
2
3
1
4
3
2
3
2
CONN RR CONN PP
CONN UU CONN NN
12 Page, B/W
13 Pressure Switch 130-0270

14 Ambient Temperature Sensor 235-8874 B
MOTOR
B
11 10 9 8 15 Air Conditioner Group (1)
(1) Refer to the parts manual for your machine for the current part numbers
OR/BK-20 RD/GN-16 OR/BK-20 PK/BU-14

BK/BU-14
3 4
3 4 2 1
1 2
1 2
RD-18 BK-18
PK/BU-14
L-GN/YL-20 OR/BK-20
WH/YL-20 RD-14
DETAIL OF CONN T DETAIL OF CONN UU

DETAIL OF CONN P DETAIL OF CONN PP
DETAIL OF CONN U DETAIL OF CONN R DETAIL OF CONN RR
A A
This Schematic is for the Air Conditioning System - 307D, 311D, 311F, 312D, 312D2,
313D, 313D2, 315D, 318D, 318D2, 319D, 320D, 320D2, 323D and 323D2 Excavators
and M313D, M315D, M316D, M318D and M322D Wheeled Excavators
PART #: 235-8967, 372-9415, 420-7570
7 6 5 4 3 2 1
Electrical Power Graphic Symbols 2
Fluid Power Graphic Symbols 12
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Schematic
Fluid Power and Electrical Graphic Symbols
Media Number -SENR3981-05 Publication Date -01/02/2018 Date Updated -05/09/2012
i05041970
Electrical Power Graphic Symbols

SMCS - 1400
Note: Use this module as a basic reference guide for graphic symbols. Do not use this module as a
comprehensive reference guide.
Basic Component Symbols

(A) Solenoid
(B) Motor
(C) Battery
(D) Exterior light
(E) Circuit breaker
(F) Fuse
(G) Backlight
(H) Potentiometer
(J) Ground
(K) Resistor
(L) Alternator
(M) Gauge
(N) Normally open relay
(P) Normally closed relay
(R) Starter
Switches
(S) Disconnect switch
(T) Normally open temperature switch
(U) Normally closed temperature switch
(V) Pressure switch
(W) Normally open pressure switch
(X) Normally closed pressure switch
(Y) Toggle switch
(Z) Flow switch
(AA) Key switch

Resistors
(AB) Pressure resistor
(AC) Temperature resistor
(AD) Float resistor
Wire Coloring
Red ... RD
White ... WH
Orange ... OR
Yellow ... YL
Pink ... PK
Black ... BK
Gray ... GY
Purple ... PU
Brown ... BR
Green ... GN
Blue ... BU
Wire Identification
Old format
(AE) Wire label
(AF) Color code
(AG) Wire size
New format
(AE) Wire label
(AF) Color code
(AG) Wire size
(AH) Wire number 5 in harness "H"
Components
Old format
New format
Connectors
Old format
(AJ) Connector label
(AK) Receptacle side of connector
(AL) Plug side of connector
New format
(AJ) Connector label
(AK) Receptacle side of connector
(AL) Plug side of connector
Note: "H" is the harness identification, "C" stands for the connector, and "P/N" is the receptacle connector
part number.
Splices
Old format
(AM) Splice
New format
(AM) Splice
(AN) Side 2 of the splice
(AP) Side 1 of the splice
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Schematic
Fluid Power and Electrical Graphic Symbols
Media Number -SENR3981-05 Publication Date -01/02/2018 Date Updated -05/09/2012
i03480700
Fluid Power Graphic Symbols

SMCS - 5050
Note: Use this module as a basic reference guide for graphic symbols. Do not use this module as a
comprehensive reference guide.
Line Identification
(A) Pressure line

(B) Pilot/Load sensing pressure line
(C) Drain/Return line
(D) Component line
(E) Attachment line
(F) Air Line
Valve Envelopes
(G) One position
(H) Two-position
(J) Three-position
Fluid Storage Reservoirs
(K) Vented
(L) Pressurized
(M) Return above fluid level
(N) Return below fluid level
Techniques For Crossing and Joining Lines
(P) Line crossing
(R) Lines joining
Valve Ports
(S) Two-way
(T) Three-way
(U) Four way
Fluid Conditioners
(V) Filter or strainer
Separators
(W) Manual drain
(X) Automatic drain

Filter separators
(Y) Manual drain
(Z) Automatic drain
Basic Component Symbols

(AA) Pump or motor
(AB) Fluid conditioner
(AC) Control valves
(AD) Spring
(AE) Restriction
(AF) Line restriction

(AG) Two-section pump
(1) Main
(2) Auxiliary
(AH) Adjustable spring
(AJ) Line restriction (variable)
(AK) Variability
Supplemental Component Symbols
Energy triangles
(AL) Hydraulic
(AM) Pneumatic
Measurement
(AN) Pressure
(AP) Temperature
(AR) Pressure tap
(AS) Flow
(AT) Unidirectional
(AU) Bidirectional
Pilot Control Symbols
Released pressure
(AV) External return
(AW) Internal return
Remote supply pressure
(AX) Simplified
(AY) Complete
(AZ) Internal pressure supply
Manual Control Symbols

(BA) Push-pull lever
(BB) General manual
(BC) Pedal
(BD) Push button
(BE) Spring
(BF) Manual shutoff
Accumulators
(BG) Spring loaded
(BH) Gas charged
Combination Controls
(BJ) Solenoid or manual
(BK) Solenoid and pilot
(BL) Solenoid, pilot, or manual

(CP) Connector (Mechanical Stop)
Electrical Controls
(BM) Solenoid
Miscellaneous Controls
(BN) Servo
(BP) Thermal
(BR) Detent
Hydraulic, Pneumatic Cylinders
Single acting
Double acting
(BS) Single end rod
(BT) Double end rod
Hydraulic Pumps
Fixed displacement
(BU) Unidirectional
(BV) Bidirectional
Variable displacement
(BW) Unidirectional
(BX) Bidirectional simplified
(BY) Bidirectional complete

Hydraulic Motors
Fixed displacement
(BZ) Unidirectional
(CA) Bidirectional
Variable displacement
(CB) Unidirectional
(CC) Bidirectional
Shutoff Valves
(CD) Basic symbols
(CE) Manual shutoff valve
One-Way Check Valves
(CF) Basic symbol
(CG) Spring loaded
Internal Passageways
(CH) Infinite position
(3) Flow in one direction
(CJ) Two-position
(4) Flow allowed in either direction
(CK) Three-position
(5) Parallel flow
(6) Cross flow
Pressure Differential Valve

(7) Inlet (X psi)
(8) Outlet (Y psi)
Control Valves
(CL) Normal position
(CM) Shifted position
(CN) Infinite Position
Simple Single Function Circuit
(9) 45 L/min (12 US gpm)
(10) 17000 kPa (2500 psi)
(11) 450 kPa (65 psi)

(12) Three-position four-way open centered motor spool and pilot controlled directional controlled valve
(13) Combination crossover relief valve and makeup valve (24000 kPa (3500 psi))
(14) Bidirectional motor
(15) Main system relief valve
(16) Pressure reducing pilot controlled valves
(17) Check valve

(18) Gas charged accumulator
(19) Main pump motor (115 L/min (30 us gpm))
(20) Pilot pump motor (19 L/min (5 us gpm))
(21) Pilot filter and bypass valve
(22) Pilot relief valve (2250 kPa (325 psi)
(23) Two positioned two-way pilot system disconnect valve
(24) Tank
INTERACTIVE SCHEMATIC
Bookmarks X
*This document is best viewed at a
Options
screen resolution of 1024 X 768.
Features
Cover Page
To set your screen resolution do the following:
Tables RIGHT CLICK on the DESKTOP.
Component Select PROPERTIES.
Connector
CLICK the SETTINGS TAB.
Schematic
Machine Views
MOVE THE SLIDER under SCREEN RESOLUTION
Chassis View until it shows 1024 X 768.
Cab View CLICK OK to apply the resolution.
Engine View
*Due to different monitor sizes and PDF reader preferences
The Bookmarks panel will allow you to there may be some variance in linked schematic locations
quickly navigate to points of interest.
Click here to save a copy of

EC-C2 E-C60 this interactive schematic
EC-C3
to your desktop
E-C61
VIEW ALL CALLOUTS
EC-C1 When only one callout is showing on a

machine view, clicking on this button will
Click on any text that is BLUE and make all of the callouts visible. This
underlined. These are hyperlinks button is typically located in the top right
that can be used to navigate the corner of every machine view page.
schematic and machine views.
ELECTRICAL SYMBOLS BASIC HYDRAULIC
HOTKEYS (Keyboard Shortcuts) COMPONENT SYMBOLS
T
Pressure Temperature Level Flow

Pump
FUNCTION KEYS
Switch Switch Switch Switch Circuit Breaker
or Motor Variability
Click here to view the

Zoom In “CTRL” / “+” Schematic Symbols
Fluid
Conditioner
Spring
(Adjustable)
Zoom Out “CTRL” / “-” and Definitions page
Fit to Page “CTRL” / “0” (zero)

Hand Tool “SPACEBAR” (hold down)
Find “CTRL” / “F”
Search “CTRL” / “SHIFT” / “F”
©2016 Caterpillar CAT, CATERPILLAR, their respective logos, “Caterpillar Yellow”, and the POWER EDGE trade dress as well as corporate and product
All Rights Reserved identity used herein, are trademarks of Caterpillar and may not be used without permission.
SCHEMATIC SYMBOLS AND DEFINITIONS
VALVES INTERNAL PASSAGEWAYS PUMPS BASIC HYDRAULIC

ENVELOPES FLOW IN ONE
DIRECTION
FLOW ALLOWED IN
EITHER DIRECTION
PARALLEL
FLOW
CROSS
FLOW
FIXED DISPLACEMENT
COMPONENT SYMBOLS
One Position Two Position Three Position Unidirectional Bidirectional Pump

Infinite Two Three Variability
Positioning Position Position or Motor
PORTS VARIABLE DISPLACEMENT
NON- COMPENSATED
CYLINDERS Fluid Spring

(Adjustable)
Two-way Three-Way Four-Way Conditioner
Unidirectional Bidirectional
CONTROL
AB AB
Single Acting Double Acting
MOTORS Pressure
FIXED DISPLACEMENT Spring
P T P T Compensation
Normal Position Shifted Position Infinite Position
CHECK
Control
ACCUMULATORS Unidirectional Bidirectional
Valves
Line Restriction
(Variable)
VARIABLE DISPLACEMENT
Basic Spring Shuttle NON- COMPENSATED
Pilot
Symbol Loaded Line Restriction
Controlled Spring Loaded Gas Charged Restriction
(Fixed)
MAIN AUX.
Line Restriction
PILOT CONTROL 2-Section
RELEASED PRESSURE ROTATING SHAFTS Variable and Pressure
Compensated
Pump
External Return Internal Return
Attachment Pump: Variable and
REMOTE SUPPLY PRESSURE Pressure Compensated
Internal Hydraulic Pneumatic

Simplified Complete Supply Pressure Energy Triangles
COMBINATION CONTROLS
LINES MEASUREMENT
Solenoid Solenoid Solenoid Solenoid and Servo Thermal Detent Crossing Joining
or Manual and Pilot Pilot or Manual Pressure Temperature Flow
MANUAL CONTROL FLUID STORAGE RESERVOIRS
Push-pull Lever Manual Shutoff General Manual Push Button Pedal Spring Vented Pressurized Return Above Fluid Level Return Below Fluid Level
HYDRAULIC SYMBOLS - ELECTRICAL ELECTRICAL SYMBOLS

G
M T

Transducer Transducer Generator Electric Pressure Pressure Switch Temperature Electrical
(Fluid) (Gas / Air) Motor Switch (Adjustable) Switch Wire
BASIC ELECTRICAL COMPONENT SYMBOLS HARNESS AND WIRE SYMBOLS

Wire, Cable, or Harness Assembly Identification:
Fuse: A component in an electrical circuit that will open the circuit if too much current flows through it. Includes Harness Identification Letters and Harness
Connector Serialization Codes (see sample).
Switch (Normally Open): A switch that will close at a specified point (temp, press, etc.). The circle indicates
that the component has screw terminals and a wire can be disconnected from it.
AG-C4 L-C12
Switch (Normally Closed): A switch that will open at a specified point (temp, press, etc.). 111-7898 3E-5179
No circle indicates that the wire cannot be disconnected from the component. Part Number: for 1
Connector Plug
Ground (Wired): This indicates that the component is connected to a grounded wire. 2
The grounded wire is fastened to the machine.
Plug Receptacle
It is grounded by being fastened to the machine. Harness Identification Letter(s): (A, B, C, AA, AB, AC, ...)
Reed Switch: A switch whose contacts are controlled by a magnet. A magnet closes the contacts of Harness Connector Serialization Code: The "C" stands for
"Connector" and the number indicates which connector in the
a normally open reed switch; it opens the contacts of a normally closed reed switch.
harness (C1, C2, C3, ...)
L-C12
Sender: A component that is used with a temperature or pressure gauge. 3E-5179
The sender measures the temperature or pressure.
T Its resistance changes to give an indication to the gauge of the temperature or pressure. 5A
Component
Relay (Magnetic Switch): A relay is an electrical component that is activated by electricity. Fuse (5 Amps) 9X-1123 Part Number
It has a coil that makes an electromagnet when current flows through it.
The electromagnet can open or close the switch part of the relay. 325-AG135 PK-14
Harness identification code:
This example indicates wire group 325, Wire Gauge
Solenoid: A solenoid is an electrical component that is activated by electricity. wire 135 in harness "AG". Wire Color
The electromagnet can open or close a valve or move a piece of metal that can do work. 1 Deutsch connector: Typical representation
of a Deutsch connector. The plug contains all
Magnetic Latch Solenoid: An electrical component that is activated by electricity and held latched by a
permanent magnet. It has two coils (latch and unlatch) that make electromagnet 1 Sure-Seal connector: Typical representation
when current flows through them. It also has an internal switch that places of a Sure-Seal connector. The plug and receptacle
2 contain both pins and sockets.
UENR3603-10
December 2017
320D2 and 320D2 GC Excavator

Hydraulic System
TMF1-UP KBS1-UP NBH1-UP
KHR1-UP LCA1-UP ZBH1-UP
DFM1-UP NBF1-UP PFE1-UP
LMA1-UP MDJ1-UP YBJ1-UP
NBT1-UP YBE1-UP
YEA1-UP PBB1-UP
ZCS1-UP RAR1-UP
GBA1-UP SDZ1-UP
HDM1-UP TDN1-UP
JFM1-UP WBF1-UP
DNP1-UP RDZ1-10000
XBB1-UP STN1-10000
EKT1-UP
FKK1-UP
© 2017 Caterpillar, All Rights Reserved Printed in U.S.A.

COMPONENT TABLE
Component Locations
Part Machine Schematic
Description
Number Location Location
Accumulator Gp -Hydraulic (Charged) 169-6981 1 B-8
Filter & Valve Gp -Pilot (Hydraulic Oil) 158-8987 2 A-6
Filter Gp -Oil (Hydraulic Return) 188-4140 3 A-8
Filter Gp -Oil (Hydraulic, Case Drain) 289-8194 4 A-6
Manifold Gp -Control (Pilot Oil Supply) 215-5037 5 C-9
Motor Gp -Swing 334-9968 6 F-13
Motor Gp -Travel (LH) 209-5992 7 C-14
Motor Gp -Travel (RH) 209-5992 8 C-12
376-8862
397-3680
Pump Gp -Main Hydraulic 9 C-3
436-6669
457-0235
Sensor As -Pressure (Drive Pump) 366-9312 10 A-5
Sensor As -Pressure (Idler Pump) 366-9312 11 C-5
Swivel Gp 234-4440 12 A-12
Valve Gp -Check 369-8420 13 A-9
Valve Gp -Load Control (Boom Drift Red, Line Relief) 255-5683 14 G-2
Valve Gp -Load Control (Stick Drift Red, Line Relief) 255-5680 15 G-8
Valve Gp -Main Control ( Standard) 259-7464 16 F-10
Valve Gp -Main Control (Heavy -Lift) 435-1482 17 F-10
Valve Gp -Pilot (Joystick) (LH) 297-0533 18 I-14
Valve Gp -Pilot (Joystick) (RH) 297-0532 19 I-12
Valve Gp -Pilot (Travel) 369-8502 20 J-9
Valve Gp -Pressure Reducing (Boom, Swing Priority) 310-0210 21 C-7
Valve Gp -Shuttle 169-6974 22 D-7
Valve Gp -Shuttle 185-0462 23 H-13
Valve Gp -Solenoid (Heavy Lift) 352-7176 24 D-5
Valve Gp -Swing Cushion (Standard) 158-9085 E-14
25
Valve Gp -Swing Cushion (Fine Swing - Option) 322-8716 E-11
Valve Gp -Travel Counterbalance (LH) 322-8714 26 B-14
Valve Gp -Travel Counterbalance (RH) 322-8714 27 B-11
Note: Check Part Number In The Part Manual For Your Specific Machine.
TAP TABLE
Tap Locations
Pressure, Sampling, and Sensor
Tap Schematic
Description
Number Location
AA Idler Pump Delivery Pressure C-5
BB Drive Pump Delivery Pressure A-5
CC Power Shift Pressure 1 A-3
DD Pump Drain Pressure B-5
EE Power Shift Pressure 2 C-3
PG Pilot Pump Delivery Pressure A-6
SOS Oil Sampling Port A-6
(20) VALVE GP
TP PILOT (TRAVEL)
369-8502
TT
5 6 3 2 PD-Dr TRAVEL(L) TRAVEL(R)

1
4
(DIMENSIONS: 48 INCHES X 35 INCHES)
4 1
(18) VALVE GP 5 6 3 2 PD-Pi
PILOT (JOYSTICK) (LH)
UENR3603-10
297-0533
JLP JRP (FWD) (BKWD) (BKWD) (FWD)
JLT JRT T2 T5 T1 T3 T6 T4
BUCKET CYLINDER STICK CYLINDER BOOM CYLINDER
STICK SWING BUCKET BOOM
bL1 aL1 aR1 bR1
(L)
(19) VALVE GP
(OUT) (IN) (R) (OPEN) (CLOSE) (DOWN) (UP)
PILOT (JOYSTICK) (RH)
JL1 JL3 JL2 JL4 JR4 JR2 JR3 JR1
297-0532
36 PAGE,
AR3 BR3 AL3 BL3 AR4 BR4
A1 A2 A3 A4 A5 A6 A7 A8 (23) VALVE GP
SHUTTLE
185-0462
(15) VALVE GP
LOAD CONTROL (14) VALVE GP
B1 B2 B3 B4 B5 B6 B7 B8 SDr SPi (STICK DRIFT RED, LINE RELIEF) LOAD CONTROL
255-5680 (BOOM DRIFT RED, LINE RELIEF)
BDr BPi 255-5683
aR3 bR3 bL2 aL2 SPi BR5 BL3 AL3
aL4 AL4 BR4 BR5 AR5

Pi1 bR5 Pi2
SP3 SP2 BP3 BP2
BPi aL4-2 AR5 aL2
aL4 bL3 bL4 aL3 PRV-P1
aR4 bR4 AL4 aL3 aL2-2 BL1 Di4 Pi4 BR1 AR1 AR4
aR5
(6) MOTOR GP
AL2 AL1 aR3 Pi1
SWING
334-9968 (16) VALVE GP C/V-T R3
SWG SWING MOTOR MAIN CONTROL BL2 aL1 aR1 BR3 AR3 aR4
PRKG BK (STANDARD) T SP1 ST aR2 BR2 AR2 BP1 BT
CONTROL PG
259-7464 (UP) BL3 R2 (IN) (L) (BACK) (BACK) (CLOSE) (DOWN) BR4 R1 (IN)
(17) VALVE GP
SWG DR MAIN CONTROL
MOTOR
DRAIN (HEAVY LIFT)
MU 435-1482
MU
AG BG
A1 DR B1 A1 DR B1
(25) VALVE GP
(25) VALVE GP
SWING CUSHION
SWING CUSHION
BOOM(2)
ATCH
158-9085
BUCKET
SWING
TRAVEL(R)
BOOM(1)
STICK(2)
(FINE SWING - OPT)
TRAVEL(L)
STICK(1)
322-8716
(OUT) (R) (FWD) (FWD) (OPEN) (UP) (OUT)
(R) B (L) bR2

A
DST
Di3 bL2-2 bR1
BL2 AL2 bR3 bR4 Di1 bR5 HR
PR
(R) A B (L) HL bL4 Di2 Pi2 bL3 Pi3 bL2 bL1
PL
BL2 AL2 RR FR
aL2-2 bL2-2
(7) MOTOR GP (8) MOTOR GP Pi5
(22) VALVE GP U Pi5 (24) VALVE GP
TRAVEL (LH) TRAVEL (RH) SOLENOID (HEAVY LIFT)
209-5992 209-5992 SHUTTLE HEAVY LIFT
164-6979 352-7176
TRAVEL MOTOR (LEFT) TRAVEL MOTOR (RIGHT)
aL4-2
(9) PUMP GP
T P
(5) MANIFOLD GP aR5 Pi3 MAIN HYDRAULIC
HL - Dr HL - Pi
CONTROL 376-8862
2 SPEED 397-3680
TRAVEL (PILOT OIL SUPPLY)
HL - Pi HEAVY LIFT 436-6669
CONTROL 230-2720 (21) VALVE GP
B1 A1 B2 A2 457-0235
PRESSURE REDUCING G2
(BOOM, SWING PRIORITY) (11) SENSOR AS Pn2
Pi4 MF-P Di4 PD-Pi PD-Dr Di3 PRESSURE M2 HL
310-0210
Pp3 Pp3 (IDLER PUMP) Ps2
P2 P-IN PSA2 DR1 PSA1 T-OUT2 DR2
AA EE
Pi1 366-9312
Dr A2
PRV-Dr PsM2
T1 T1 PL
P1 P2
T2 T2 DST G4
PRV-P1 PRV-P2
(4) FILTER GP LINE PATTERNS
PRV-P2 OIL (HYDRAULIC, CASE DRAIN) S1 Pm Pressure Line
(1) ACCUMULATOR GP 289-8194 Pilot / Load Sensing Pressure
HYDRAULIC (CHARGED) S3
M
Drain / Return Lines
AG BG BG AG
P1 169-6981 Component Group
Attachment
PAC SDr G3
Dr Air Line
DR3 DR4 Pi2 DR5 T-OUT1 DR6 BDr DD DrM PsM1

CALLOUTS
HL - Dr DRAIN YY Taps (Pressure, Sampling, Sensor - by letter)
SWG MF-TANK FILTER A3 52 Components (By number)
A B B A PRV-Dr PRKG BK Di1 MF-P PR Ps1 CC

CONTROL A1 HYDRAULIC CIRCUIT COLOR DESCRIPTIONS
HR
BB
PILOT PUMP OUTPUT
Di2 OUT IN Pn1 DRIVE PUMP OUTPUT
Ps M1 LEFT TRAVEL CONTROL AND LEFT TRAVEL MOTOR CIRCUIT
(26) VALVE GP (27) VALVE GP PS PRESS EPRV SUPPLY LINE
(13) VALVE GP G1
STICK CONTROL AND STICK CYLINDER CIRCUIT
TRAVEL COUNTERBALANCE TRAVEL COUNTERBALANCE R3 MF-TANK T

ATTACHMENT CIRCUIT
CHECK
SWING CONTROL AND SWING MOTOR CIRCUIT
(BKWD) (FWD) (BKWD) (FWD) Pi
(LH) (RH)
DRAIN / RETURN LINE
AL1 BL1 AR1 BR1 369-8420 (10) SENSOR AS

SWING BRAKE CONTROL CIRCUIT
322-8714 322-8714 B D
IDLER PUMP OUTPUT
TRAVEL SPEED CONTROL CIRCUIT
2 SPEED PRESSURE Ps BUCKET CONTROL AND BUCKET CYLINDER CIRCUIT
PG
RIGHT TRAVEL CONTROL AND LEFT TRAVEL MOTOR CIRCUIT
TRAVEL A G PC (DRIVE PUMP) BOOM CONTROL AND BOOM CYLINDER CIRCUIT
CONTROL C/V-T 366-9312

POWER SHIFT CONTROL CIRCUIT
HEAVY LIFT CONTROL CIRCUIT
SWG PG SOS
DRAIN (12) SWIVEL GP E F (3) FILTER GP (2) FILTER & VALVE GP THIS SCHEMATIC IS FOR THE 320D2 AND 320D2 GC EXCAVATOR HYDRAULIC SYSTEM
MOTOR C
FILTER 234-4440 OIL (HYDRAULIC RETURN) PILOT (HYDRAULIC OIL)
MEDIA NUMBER: UENR3603-10
DRAIN 188-4140 SCHEMATIC PART NUMBER: 369-8400, CHANGE: 01, VERSION: HE
158-8987 Components are shown installed on a fully operable machine with the key and engine off, with parking brake set.
MU Refer to the appropriate Service Manual for Troubleshooting, Specifications and Systems Operations.
Refer to the Parts Manual using a specific serial number prefix in SIS before ordering parts from this schematic.
PUMP - RIGHT SIDE VIEW
VIEW ALL CALLOUTS
DD
3
9
4
CC
2
BB
PG
SOS
AA
11
10 EE
MAIN CONTROL VALVE - FRONT VIEW
VIEW ALL CALLOUTS
16
17
14 15
24
21
1 5 22
MACHINE - RIGHT SIDE VIEW
VIEW ALL CALLOUTS
25
6
13
26
12
27
8
CAB - TOP VIEW
VIEW ALL CALLOUTS
20
18 23 19
Bookmarks X
Options
Features
Cover Page
Connector
Schematic
Machine Views
Engine View

EC-C3
to your desktop
E-C61
VIEW ALL CALLOUTS
EC-C1
When only one callout is showing on a
underlined. These are hyperlinks button is located in the top right corner
that can be used to navigate the of every machine view page.

T

Pump
FUNCTION KEYS

Fluid
Conditioner
Spring
(Adjustable)


DIRECTION
FLOW ALLOWED IN
EITHER DIRECTION
PARALLEL
FLOW
CROSS
FLOW
FIXED DISPLACEMENT
COMPONENT SYMBOLS

NON- COMPENSATED

(Adjustable)
CONTROL
AB AB
MOTORS Pressure
CHECK
Control
Valves
Line Restriction
(Variable)
Pilot
(Fixed)
MAIN AUX.
Line Restriction
Compensated
Pump

LINES MEASUREMENT

G
M T


AG-C4 L-C12
Connector Plug
Plug Receptacle
L-C12
Component
UENR5858-01
August 2015
320D2 and 323D2 Excavator

Hydraulic System - Attachment
320D2: 323D2:
LCA1-UP FLC1-UP
PBB1-UP KCE1-UP
NBF1-UP XBK1-UP
RAR1-UP
KBS1-UP
SDZ1-UP
Medium Pressure

COMPONENT TABLE
Component Locations
Description
Accumulator Gp - Hydraulic (Charged) 169-6981 1 B-8
Filter & Valve Gp - Pilot (Hydraulic Oil) 158-8987 2 A-5
Filter Gp - Oil (Hydraulic Return) 188-4140 3 A-8
Filter Gp - Oil (Hydraulic, Case Drain) 289-8194 4 B-6
Manifold Gp - Control (Pilot Oil Supply) 215-5037 5 C-9
Motor Gp - Swing 334-9968 6 G-13
Motor Gp - Travel (LH) 209-5992 7 D-13
Motor Gp - Travel (RH) 209-5992 8 D-11
Pump Gp - Main Hydraulic 376-8862 9 C-4
Sensor As - Pressure (Drive Pump) 366-9312 10 A-5
Sensor As - Pressure (Idler Pump) 366-9312 11 C-6
Swivel Gp 234-4440 12 A-12
Valve Gp - Check 369-8420 13 A-9
Valve Gp - Load Control (Boom Drift Red, Line Relief) 255-5683 14 G-8
Valve Gp - Load Control (Stick Drift Red, Line Relief) 255-5680 15 G-2
Valve Gp - Main Control ( Standard) 259-7464 16 F-11
Valve Gp - Main Control (Heavy - Lift) 285-1323 17 F-11
Valve Gp - Pilot (Joystick) (LH) 297-0533 18 J-14
Valve Gp - Pilot (Joystick) (RH) 297-0532 19 I-11
Valve Gp - Pilot (Travel) 310-0414 20 J-9
Valve Gp - Pressure Reducing (Boom, Swing Priority) 310-0210 21 C-7
Valve Gp - Shuttle 169-6974 22 D-8
Valve Gp - Shuttle (Cab) 185-0462 23 H-12
Valve Gp - Solenoid (Heavy Lift) 352-7176 24 D-5
Valve Gp - Swing Cushion (Fine Swing) 322-8716 25 E-14
Valve Gp - Travel Counterbalance (LH) 322-8714 26 A-14
Valve Gp - Travel Counterbalance (RH) 322-8714 27 A-11
Attachment: Medium Pressure
Pump Gp - Medium Pressure 349-4087 28 C-6
Valve Gp - Control (Medium Pressure) 285-1531 29 H-4
Valve Gp - Solenoid (Medium Pressure) 259-7430 30 H-2
TAP TABLE
Tap Locations
Tap Schematic
Description
Number Location
FF Medium Pressure Solenoid Extend Pressure I-2
GG Medium Pressure Solenoid Retract Pressure I-2
HH Medium Pressure Control Pressure I-6
II Medium Pressure Pump Pressure C-6
14 13 12 11 10 9 8 7 6 5 4 3 2 1
(20) VALVE GP
TP PILOT (TRAVEL)
310-0414 BUCKET CYLINDER STICK CYLINDER BOOM CYLINDER
TT MPb1

J J
1
4 Pb A B
4 1
PD-Pi MPa1 MPb1
(18) VALVE GP 5 6 3 2
297-0533
JLP JRP (FWD) (BKWD) (FWD) FF GG
(BKWD)
T2 T5 T1 T3 T6 T4 AR3 BR3 AL3 BL3 AR4 BR4
JLT JRT A2 B2 A1 B1
STICK SWING BUCKET BOOM (EXT) (RET)
bL1 aL1 aR1 bR1 HH
I I
MPi
(19) VALVE GP P
(OUT) (IN) (R) (L) (OPEN) (CLOSE) (DOWN) (UP)
JL1 JL3 JL2 JL4 JR2 JR4 JR1 JR3 T
297-0532
MDr
(30) VALVE GP
SOLENOID (MEDIUM PRESSURE)
259-7430
T P Pa
H (29) VALVE GP H
A1 A2 A3 A4 A5 A6 A7 A8 (23) VALVE GP CONTROL (MEDIUM PRESSURE)
SHUTTLE (CAB) M.P.V-T M.P.V-P MPa1 285-1531
185-0462
(14) VALVE GP
B1 B2 B3 B4 B5 B6 B7 B8 SDr SPi (BOOM DRIFT RED, LINE RELIEF) LOAD CONTROL
255-5680 (STICK DRIFT RED, LINE RELIEF)
aR3 bR3 bL2 aL2 SPi BR5 BL3 AL3 BDr BPi 255-5683
aL4 AL4 BR4 BR5 AR5

G aL4 Pi1 bR5 Pi2 G
SP3 SP2 BP3 BP2
aL4-2 AR5 aL2
BPi bL3 bL4 aL3 PRV-P1
bR4 aR4 AL4 aL3 aL2-2 BL1 Di4 Pi4 BR1 AR1 AR4
(6) MOTOR GP aR5
SWING AL2 AL1 aR3 Pi1
334-9968
(16) VALVE GP C/V-T R3
SWG SWING MOTOR BL2 aL1 aR1 BR3 AR3 aR4
MAIN CONTROL
PRKG BK (STANDARD)
CONTROL T SP1 ST aR2 BR2 AR2 BP1 BT
PG
(17) VALVE GP
SWG DR
F MOTOR MAIN CONTROL F
DRAIN (HEAVY LIFT)
MU 285-1323
MU
AG BG
A1 DR B1
(25) VALVE GP
SWING CUSHION
BOOM(2)
ATCH
BUCKET
SWING
TRAVEL(R)
BOOM(1)
STICK(2)
E (FINE SWING) E
TRAVEL(L)
STICK(1)
322-8716
(OUT) (R) (FWD) (FWD) bR2 (OPEN) (UP) (OUT)
DST
Di3 bL2-2 bR1
bR3 bR4 Di1 bR5 HR
PR
PL
BL2 AL2 RR FR
aL2-2 bL2-2 (24) VALVE GP
D (7) MOTOR GP (8) MOTOR GP Pi5 INI-Dr MDr D
(22) VALVE GP U Pi5 SOLENOID (HEAVY LIFT)
TRAVEL (LH) TRAVEL (RH)
SHUTTLE HEAVY LIFT 352-7176
209-5992 209-5992
TRAVEL MOTOR (LEFT) TRAVEL MOTOR (RIGHT) 164-6979
aL4-2 5 6 3 2
4 1
T P
aR5 Pi3 HL - Dr HL - Pi
(5) MANIFOLD GP (9) PUMP GP
2 SPEED 4 1
CONTROL MAIN HYDRAULIC
TRAVEL HL - Pi HEAVY LIFT 5 6 3 2
CONTROL (PILOT OIL SUPPLY) 376-8862
(21) VALVE GP
INI-Pi 230-2720 B1 A1 B2 A2
PRESSURE REDUCING G2 INI-Pi MPi
C Pi4 MF-P Di4 PD-Pi PD-Dr Di3 PRESSURE M2 HL C
310-0210
Pp3 Pp3 (IDLER PUMP) AA Ps2
P2 Pi1 P-IN PSA2 DR1 PSA1 T-OUT2 DR2 366-9312 EE
Dr M.P.V-P A2
PRV-Dr II PL PsM2
T1 T1
P1 P2
T2 T2 DST (28) PUMP GP G4 LINE PATTERNS
PRV-P1 PRV-P2 MEDIUM PRESSURE Pressure Line
Pilot / Load Sensing Pressure

PRV-P2 (4) FILTER GP 349-4087 S1 Pm Drain / Return Lines
(1) ACCUMULATOR GP OIL (HYDRAULIC, CASE DRAIN) Component Group
AG BG BG AG
P1
HYDRAULIC (CHARGED)
169-6981 QC-T
289-8194 S3
M YY
CALLOUTS
Taps (Pressure, Sampling, Sensor - by letter)
B PAC SDr G3 DL DL D Connectors (By letter) B

Dr
DD DrM
Callout Number Component
(52) VALVE GP - CONTROL Name
DR6
(Machine Location from
DR3 DR4 Pi2 DR5 T-OUT1 BDr PsM1 Component LocationsTable)

138-1234 Part Number
HL - Dr DRAIN
SWG MF-TANK FILTER A3 HYDRAULIC CIRCUIT COLOR DESCRIPTIONS
A B B A
PRV-Dr PRKG BK Di1 MF-P PR Ps1 CC PILOT PUMP OUTPUT
CONTROL INI-Dr A1
DRIVE PUMP OUTPUT
HR
LEFT TRAVEL CONTROL AND LEFT TRAVEL MOTOR CIRCUIT
SUPPLY LINE
Di2 OUT IN BB Pn1 STICK CONTROL AND STICK CYLINDER CIRCUIT
Ps M1
ATTACHMENT CIRCUIT
(26) VALVE GP (27) VALVE GP PS PRESS EPRV SWING CONTROL AND SWING MOTOR CIRCUIT
DRAIN / RETURN LINE
(13) VALVE GP G1
TRAVEL COUNTERBALANCE TRAVEL COUNTERBALANCE
SWING BREAK CONTROL CIRCUIT
R3 MF-TANK T IDLER PUMP OUTPUT

(BKWD) (FWD) (BKWD) (FWD) CHECK Pi
TRAVEL SPEED CONTROL CIRCUIT
(LH) (RH)
369-8420
BUCKET CONTROL AND BUCKET CYLINDER CIRCUIT
AL1 BL1 AR1 BR1 (10) SENSOR AS RIGHT TRAVEL CONTROL AND LEFT TRAVEL MOTOR CIRCUIT
322-8714 322-8714 B D BOOM CONTROL AND BOOM CYLINDER CIRCUIT
2 SPEED PRESSURE Ps
POWER SHIFT CONTROL CIRCUIT
A TRAVEL A G PG PC (DRIVE PUMP) MEDIUM PRESSURE CONTROL CIRCUIT
A
CONTROL C/V-T
366-9312
SWG PG SOS THIS SCHEMATIC IS FOR THE 320D2 AND 323D2 EXCAVATOR HYDRAULIC SYSTEM
DRAIN (12) SWIVEL GP E F (3) FILTER GP (2) FILTER & VALVE GP ATTACHMENT: MEDIUM PRESSURE
MOTOR C
DRAIN
188-4140 SCHEMATIC PART NUMBER: 369-8407, CHANGE: 00, VERSION: HE
14 13 12 11 10 9 8 7 6 5 4 3 2 1
MAIN PUMP - RIGHT SIDE VIEW
VIEW ALL CALLOUTS
PG
DD
CC
BB
AA
SOS
10
AA
II
11
30
28
GG
EE
FF
VIEW ALL CALLOUTS
16
17
14
21
24
15
1
5
22
NOT
SHOWN
MACHINE - TOP VIEW
VIEW ALL CALLOUTS
13 6 25 12
3
MACHINE - RIGHT REAR VIEW
VIEW ALL CALLOUTS
29
HH
7
26
27
8
CAB - TOP VIEW
VIEW ALL CALLOUTS
20
18 23 19
Bookmarks X
Options
Features
Cover Page
Connector
Schematic
Machine Views
Engine View

EC-C3
to your desktop
E-C61
VIEW ALL CALLOUTS
EC-C1

T

Pump
FUNCTION KEYS

Fluid
Conditioner
Spring
(Adjustable)


DIRECTION
FLOW ALLOWED IN
EITHER DIRECTION
PARALLEL
FLOW
CROSS
FLOW
FIXED DISPLACEMENT
COMPONENT SYMBOLS

NON- COMPENSATED

(Adjustable)
CONTROL
AB AB
MOTORS Pressure
CHECK
Control
Valves
Line Restriction
(Variable)
Pilot
(Fixed)
MAIN AUX.
Line Restriction
Compensated
Pump

LINES MEASUREMENT

G
M T


AG-C4 L-C12
Connector Plug
Plug Receptacle
L-C12
Component
UENR5859-01
August 2015

320D2: 323D2:
LCA1-UP FLC1-UP
PBB1-UP KCE1-UP
NBF1-UP XBK1-UP
RAR1-UP YCR1-UP
KBS1-UP
SDZ1-UP
Combined Function - Electric Control (Direct Return)

COMPONENT TABLE
Component Locations
Description
Swivel Gp 234-4440 12 A-12
Attachment: Combined Function - Electric Control (Direct Return)
Valve Gp - Control (Aux) 259-7378 28 E-12
Valve Gp - Solenoid & Relief (LH) 297-0265 29 I-5
Valve Gp - Solenoid & Relief (RH) 323-7942 30 H-4
Valve Gp - Solenoid (Aux) 259-7429 31 J-1
Valve Gp - Solenoid (NFC) 171-0188 32 C-2
TAP TABLE
Tap Locations
Tap Schematic
Description
Number Location
B1 AUX Solenoid EXT 1 Pressure J-1
B2 AUX Solenoid EXT 2 Pressure J-2
B3 AUX Solenoid RET 1 Pressure J-2
B4 AUX Solenoid RET 2 Pressure J-3
FF NFC Drive Pressure I-2
GG NFC Idler Pressure I-2
14 13 12 11 10 9 8 7 6 5 4 3 2 1
(20) VALVE GP
ATT-RT PILOT (TRAVEL)
TP
TT

J J
1
4
aR2 bR2 Pa1 Pb1
4 1
(18) VALVE GP 5 6 3 2 PD-Pi (31) VALVE GP
SINGLE SINGLE
PILOT (JOYSTICK) (LH) B4 B3 B2 B1 SOLENOID (AUX)
297-0533 DOUBLE DOUBLE 259-7429
A4 B4 A3 B3 A2 B2 A1 B1
JLP JRP (FWD) (BKWD) (BKWD) (FWD) (29) VALVE GP
ATT-RP (RET) (RET) (EXT) (EXT)
T2 T5 T1 T3 T6 T4 AR3 BR3 AL3 BL3 AR4 BR4 SOLENOID & RELIEF (LH)
JLT JRT
297-0265
STICK SWING BUCKET BOOM P1
bL1 aL1 aR1 bR1 ATT-Pi
I G I
P
AUX R P1
(19) VALVE GP RETURN T
(OUT) (IN) (R) (L) (OPEN) (CLOSE) (DOWN) (UP)
PILOT (JOYSTICK) (RH) ATT-Dr
297-0532 P2 G
R (30) VALVE GP
SOLENOID & RELIEF (RH)
P2 323-7942
BR2 AR2
H H
FB1 FA1
SHUTTLE (CAB)
185-0462
(14) VALVE GP
aL4 AL4 BR4 BR5 AR5

G aL4 Pi1 bR5 Pi2 G
SP3 SP2 BP3 BP2
aL4-2 AR5 aL2
bR4 aR4 FA1 FB1 Pa1 AL4 aL3 aL2-2 BL1 Di4 Pi4 BR1 AR1 AR4
(6) MOTOR GP aR5
334-9968 BR2 AR2
C/V-T R3
SWG SWING MOTOR BL2 aL1 aR1 aR2 BR3 AR3 aR4
PRKG BK
T SP1 ST BP1 BT
CONTROL PG (16) VALVE GP
MAIN CONTROL (UP) BL3 R2 (IN) (L) (BACK) (BACK) (CLOSE) (DOWN) BR4 R1 (IN)
SWG DR (STANDARD)
F MOTOR 259-7464 F
DRAIN (17) VALVE GP
MU
MAIN CONTROL
(HEAVY LIFT)
MU 285-1323
AG BG
(28) VALVE GP
A1 DR B1 CONTROL
(AUX)
(25) VALVE GP 259-7378
SWING CUSHION
BOOM(2)
ATCH
BUCKET
SWING
TRAVEL(R)
BOOM(1)
STICK(2)
E (FINE SWING) E
TRAVEL(L)
STICK(1)
322-8716
F2 (OUT) (R) (FWD) (FWD) (OPEN) (UP) (OUT)
DST bR2
Di3 bL2-2 bR1
bR3 bR4 Di1 bR5 HR
PR
(R) A B (L) HL Pb1 bL4 Di2 Pi2 bL3 Pi3 bL2 bL1
INI-Dr
PL GG
HL
BL2 AL2 RR FR
aL2-2 bL2-2 (24) VALVE GP ATT-Dr NFC-T A1
D (7) MOTOR GP (8) MOTOR GP Pi5 D
(22) VALVE GP U Pi5 SOLENOID (HEAVY LIFT) A2
TRAVEL (LH) TRAVEL (RH) 5 6 3 2 HL-2
209-5992 209-5992
TRAVEL MOTOR (RIGHT) 164-6979 4 1
TRAVEL MOTOR (LEFT) B1
aL4-2 NFC-P HR
T P 4 1 HR-2
aR5 Pi3 HL - Dr HL - Pi P B2
5 6 3 2
2 SPEED MAIN HYDRAULIC ATT-Pi NFC-P
TRAVEL CONTROL T
IN1-Pi (PILOT OIL SUPPLY)
HEAVY LIFT 376-8862
CONTROL (21) VALVE GP INI-Pi NFC-T FF
230-2720 B1 A1 B2 A2
HL - Pi PRESSURE REDUCING G2
C Pi4 MF-P Di4 PD-Pi PD-Dr Di3 PRESSURE M2 HL-2 (32) VALVE GP C
310-0210 SOLENOID (NFC)
P2 Pi1 P-IN PSA2 DR1 PSA1 T-OUT2 DR2 AA EE 171-0188
366-9312
Dr A2
PRV-Dr PsM2
T1 T1 PL
P1 P2
T2 T2 DST G4
PRV-P1 PRV-P2 LINE PATTERNS
(4) FILTER GP
Pressure Line
PRV-P2 OIL (HYDRAULIC, CASE DRAIN) S1 Pm Pilot / Load Sensing Pressure
(1) ACCUMULATOR GP 289-8194 Drain / Return Lines
AG BG BG AG
P1
HYDRAULIC (CHARGED)
169-6981
S3
M Component Group
CALLOUTS
B PAC SDr G3 YY Taps (Pressure, Sampling, Sensor - by letter) B

Dr
DR3 DR4 Pi2 DR5 T-OUT1 DR6 DD DrM PsM1
DL DL D Connectors (By letter)
BDr Callout Number

(52) VALVE GP - CONTROL
Component
HL - Dr DRAIN (Machine Location from

Component LocationsTable)
138-1234
Name
SWG MF-TANK FILTER

Part Number
A3
A B B A
PRV-Dr PRKG BK
IN1-T
Di1 MF-P PR Ps1 CC HYDRAULIC CIRCUIT COLOR DESCRIPTIONS
CONTROL A1
Pb1 HR-2
PILOT PUMP OUTPUT
DRIVE PUMP OUTPUT
Di2 OUT IN BB Pn1 LEFT TRAVEL CONTROL AND LEFT TRAVEL MOTOR CIRCUIT
bR2 Ps M1
SUPPLY LINE
(26) VALVE GP (27) VALVE GP PS PRESS EPRV
ATTACHMENT CIRCUIT
(13) VALVE GP G1 SWING CONTROL AND SWING MOTOR CIRCUIT
TRAVEL COUNTERBALANCE TRAVEL COUNTERBALANCE R3 MF-TANK T DRAIN / RETURN LINE
(LH) (RH) IDLER PUMP OUTPUT
AL1 BL1 AR1 BR1 369-8420 AUX (10) SENSOR AS TRAVEL SPEED CONTROL CIRCUIT
322-8714 322-8714 B D RETURN
2 SPEED PRESSURE Ps
BOOM CONTROL AND BOOM CYLINDER CIRCUIT
A TRAVEL A G PG PC (DRIVE PUMP) POWER SHIFT CONTROL CIRCUIT

A
C/V-T
CONTROL 366-9312
DRAIN (12) SWIVEL GP E F (3) FILTER GP (2) FILTER & VALVE GP ATTACHMENT: COMBINED FUNCTION - ELECTRIC CONTROL (DIRECT RETURN)
MOTOR C
DRAIN
14 13 12 11 10 9 8 7 6 5 4 3 2 1
VIEW ALL CALLOUTS
SOS
DD
9
PG
CC
EE
BB
AA
31
10
B1
AA
B2
GG
11 B3
32
B4
FF
VIEW ALL CALLOUTS
28
16
17
14
21
24
15
1
5
22
NOT
SHOWN
MACHINE - TOP VIEW
VIEW ALL CALLOUTS
13 6 25 12
3
VIEW ALL CALLOUTS
29
26
30
27 8
CAB - TOP VIEW
VIEW ALL CALLOUTS
20
18 23 19
Bookmarks X
Options
Features
Cover Page
Connector
Schematic
Machine Views
Engine View

EC-C3
to your desktop
E-C61
VIEW ALL CALLOUTS
EC-C1

T

Pump
FUNCTION KEYS

Fluid
Conditioner
Spring
(Adjustable)


DIRECTION
FLOW ALLOWED IN
EITHER DIRECTION
PARALLEL
FLOW
CROSS
FLOW
FIXED DISPLACEMENT
COMPONENT SYMBOLS

NON- COMPENSATED

(Adjustable)
CONTROL
AB AB
MOTORS Pressure
CHECK
Control
Valves
Line Restriction
(Variable)
Pilot
(Fixed)
MAIN AUX.
Line Restriction
Compensated
Pump

LINES MEASUREMENT

G
M T


AG-C4 L-C12
Connector Plug
Plug Receptacle
L-C12
Component
UENR5860-01
January 2015

320D2: 323D2:
LCA1-UP KCE1-UP
PBB1-UP JEG1-UP
NBF1-UP XBK1-UP
WBF1-UP PJP1-UP
TDN1-UP TDT1-UP
RAR1-UP KBX1-UP
KBS1-UP
SDZ1-UP
Combined Function - Hydraulic Control With Hammer Return

COMPONENT TABLE
Component Locations
Description
Swivel Gp 234-4440 12 A-12
Attachment: Combined Function - Hydraulic Control With Hammer Return
Filter Gp - Oil (Hammer) 224-1687 28 H-7
Valve Gp - Check (EC1) 259-0370 29 I-6
Valve Gp - Check (EC2) 259-0370 30 I-5
Valve Gp - Pilot (Aux) (LH) 206-3336 32 J-5
Valve Gp - Pilot (Aux) (RH) 206-3336 33 J-4
Valve Gp - Relief (Line) 177-2653 34 H-6
Valve Gp - Shuttle (Aux) 164-6979 35 I-3
Valve Gp - Solenoid (Aux) 165-9549 36 J-1
TAP TABLE
Tap Locations
Tap Schematic
Description
Number Location
FF NFC Drive Pump Pressure C-1
GG NFC Idler Pump Pressure D-1
14 13 12 11 10 9 8 7 6 5 4 3 2 1
(20) VALVE GP
TP ATT-LP ATT-LT ATT-RP ATT-RT
310-0414 BUCKET CYLINDER STICK CYLINDER BOOM CYLINDER (36) VALVE GP
TT aR2 bR2 Pb1 SOLENOID (AUX)
PD-Dr (32) VALVE GP (33) VALVE GP 165-9549
5 6 3 2 TRAVEL(L) TRAVEL(R) LP RP
J PILOT (AUX) (LH) PILOT (AUX) (RH) A3 A2 A1 J
1 206-3336 RT
ATT-LT 4 206-3336 LT
ATT-LP
4 1
297-0533
(BKWD) (FWD) (BKWD) (FWD) T
JLP JRP (FWD) (BKWD) (BKWD) (FWD) 1 3 2 SOL1-T
ATT-RP 1 3 2
JLT JRT P3 P1
ATT-L2 ATT-R2 Pa1
bL1 aL1 aR1 bR1
I ATT-R2 ATT-L2 I
(29) VALVE GP
CHECK (EC1) (35) VALVE GP
297-0370 SINGLE SINGLE SHUTTLE (AUX)
(L)
(19) VALVE GP 164-6979
(OUT) (IN) (R) (OPEN) (CLOSE) (DOWN) (UP) DOUBLE DOUBLE
297-0532
AUX A B
RETURN (30) VALVE GP
CHECK (EC1)
297-0370
Dr
H (28) FILTER GP EC1-Dr H
A1 A2 A3 A4 A5 A6 A7 A8 (23) VALVE GP OIL ( HAMMER) A B
SHUTTLE (CAB) 224-1687
185-0462
(34) VALVE GP
RELIEF (LINE) Dr
(14) VALVE GP 177-2653
LOAD CONTROL EC2-Dr (15) VALVE GP
FA1 FB1 (STICK DRIFT RED, LINE RELIEF)
255-5680
AR2 BR2
aL4 AL4 BR4 BR5 AR5
G aL4 Pi1 bR5 Pi2 G
SP3 SP2 BP3 BP2
aL4-2 AR5 aL2
bR4 aR4 FA1 FB1 Pa1 AL4 aL3 aL2-2 BL1 Di4 Pi4 BR1 AR1 AR4
(6) MOTOR GP aR5
334-9968 BR2 AR2
C/V-T R3
PRKG BK
T SP1 ST BP1 BT
SWG DR (STANDARD)
F MOTOR 259-7464 F
DRAIN (17) VALVE GP
MU
MAIN CONTROL
(HEAVY LIFT)
MU 285-1323
AG BG
(31) VALVE GP
A1 DR B1 CONTROL
(AUX)
(25) VALVE GP 259-7378
SWING CUSHION
BOOM(2)
ATCH
BUCKET
SWING
TRAVEL(R)
BOOM(1)
STICK(2)
E (FINE SWING) E
TRAVEL(L)
STICK(1)
322-8716
DST bR2
Di3 bL2-2 bR1
bR3 bR4 Di1 bR5 HR
PR
INI-Dr
PL GG
HL
BL2 AL2 RR FR
aL2-2 bL2-2 (24) VALVE GP A1
TRAVEL (LH) TRAVEL (RH) HL-2
209-5992 209-5992
B1
aL4-2 NFC-P HR
T P HR-2
2 SPEED MAIN HYDRAULIC
TRAVEL CONTROL T
NFC-P (PILOT OIL SUPPLY)
HEAVY LIFT 376-8862
CONTROL (21) VALVE GP NFC-T FF
230-2720 B1 A1 B2 A2
Pp3 Pp3 EC1- Dr (IDLER PUMP) Ps2
366-9312
Dr A2
PRV-Dr PsM2
T1 T1 PL
P1 P2
T2 T2 DST G4
(4) FILTER GP
Pressure Line
AG BG BG AG
P1
HYDRAULIC (CHARGED)
169-6981
S3
M Component Group
CALLOUTS

Dr
BDr Callout Number

Component
HL - Dr EC2- Dr DRAIN (Machine Location from

138-1234
Name
SWG MF-TANK FILTER

Part Number
A3
A B B A
PRV-Dr PRKG BK PRV-Dr Di1 MF-P PR Ps1 CC HYDRAULIC CIRCUIT COLOR DESCRIPTIONS
CONTROL A1
Pb1 HR-2
PILOT PUMP OUTPUT
DRIVE PUMP OUTPUT
NFC-T Di2 OUT IN BB Pn1 LEFT TRAVEL CONTROL AND LEFT TRAVEL MOTOR CIRCUIT
bR2 Ps M1
SUPPLY LINE
ATTACHMENT CIRCUIT
AUX (13) VALVE GP G1 SWING CONTROL AND SWING MOTOR CIRCUIT

(BKWD) (FWD) (BKWD) (FWD) RETURN CHECK Pi
AL1 BL1 AR1 BR1 369-8420 (10) SENSOR AS TRAVEL SPEED CONTROL CIRCUIT
322-8714 322-8714 B D
2 SPEED PRESSURE Ps

A
C/V-T
CONTROL 366-9312
DRAIN (12) SWIVEL GP E F (3) FILTER GP (2) FILTER & VALVE GP ATTACHMENT: COMBINED FUNCTION - HYDRAULIC CONTROL WITH HAMMER RETURN
MOTOR C
DRAIN
14 13 12 11 10 9 8 7 6 5 4 3 2 1
MAIN PUMP RIGHT SIDE VIEW
VIEW ALL CALLOUTS
SOS
DD
9
PG
CC
EE
BB
AA
36
10
AA
GG
11
37
FF
MAIN CONTROL VALVE FRONT VIEW
VIEW ALL CALLOUTS
31
16
17
14
21
24
15
1
5
22
NOT
SHOWN
MACHINE RIGHT REAR VIEW
VIEW ALL CALLOUTS
29
34
30
26
28
NOT
SHOWN
27 8
MACHINE TOP VIEW
VIEW ALL CALLOUTS
13 6 25 12
3
CAB TOP VIEW
VIEW ALL CALLOUTS
32 35 20 33
18 23 19
Bookmarks X
Options
Features
Cover Page
Connector
Schematic
Machine Views
Engine View

EC-C3
to your desktop
E-C61
VIEW ALL CALLOUTS
EC-C1

T

Pump
FUNCTION KEYS

Fluid
Conditioner
Spring
(Adjustable)


DIRECTION
FLOW ALLOWED IN
EITHER DIRECTION
PARALLEL
FLOW
CROSS
FLOW
FIXED DISPLACEMENT
COMPONENT SYMBOLS

NON- COMPENSATED

(Adjustable)
CONTROL
AB AB
MOTORS Pressure
CHECK
Control
Valves
Line Restriction
(Variable)
Pilot
(Fixed)
MAIN AUX.
Line Restriction
Compensated
Pump

LINES MEASUREMENT

G
M T


AG-C4 L-C12
Connector Plug
Plug Receptacle
L-C12
Component
UENR5861-02
November 2015
320D2, 320D2 GC, and 323D2

Excavator
320D2: 320D2 GC: 323D2:
LCA1-UP NBH1-UP KCE1-UP
PBB1-UP ZBH1-UP JEG1-UP
NBF1-UP XBK1-UP
WBF1-UP PJP1-UP
TDN1-UP TDT1-UP
RAR1-UP KBX1-UP
KBS1-UP
SDZ1-UP
One-Way / One Or Two Pump - Hydraulic Control

COMPONENT TABLE
Component Locations
Description
Swivel Gp 234-4440 12 A-12
Attachment: One-way / One Or Two Pump - Hydraulic Control
Filter Gp - Oil (Hammer) 224-1687 28 J-2
Valve Gp - Pilot (Aux) 206-3336 30 J-5
Valve Gp - Relief (Line) 177-2653 31 I-3
TAP TABLE
Tap Locations
Tap Schematic
Description
Number Location
FF NFC Drive Pump Pressure C-1
GG NFC Idler Pump Pressure D-1
14 13 12 11 10 9 8 7 6 5 4 3 2 1
(20) VALVE GP
TP
310-0414 BUCKET CYLINDER STICK CYLINDER BOOM CYLINDER ATT-RP ATT-RT
TT

J (30) VALVE GP RP J
1
4 PILOT (AUX) RT (28) FILTER GP
206-3336 SINGLE
(Dimensions: 48 inches x 35 inches)
SINGLE OIL (HAMMMER)

4 1
PD-Pi 224-1687
(18) VALVE GP 5 6 3 2
UENR5861-02
297-0533
JLP JRP (FWD) (BKWD) (BKWD) (FWD) (BKWD) (FWD)
ATT-RP AUX
T2 T5 T1 T3 T6 T4 AR3 BR3 AL3 BL3 AR4 BR4 1 3 2 RETURN
JLT JRT
Pa1 FA1
bL1 aL1 aR1 bR1
I AR2 I
aR2
(31) VALVE GP
RELIEF (LINE)
177-2653
(L)
(19) VALVE GP
297-0532
36 Page,
H H
SHUTTLE (CAB)
185-0462
(14) VALVE GP
aL4 AL4 BR4 BR5 AR5

G aL4 Pi1 bR5 Pi2 G
SP3 SP2 BP3 BP2
aL4-2 AR5 aL2
bR4 aR4 FA1 Pa1 AL4 aL3 aL2-2 BL1 Di4 Pi4 BR1 AR1 AR4
(6) MOTOR GP aR5
334-9968 AR2
C/V-T R3
PRKG BK
FB1 T SP1 ST BR2 BP1 BT
SWG DR (STANDARD)
F MOTOR 259-7464 F
DRAIN (17) VALVE GP
MU
MAIN CONTROL
(HEAVY LIFT)
MU 285-1323
AG BG
(29) VALVE GP
A1 DR B1 CONTROL
(AUX)
(25) VALVE GP 259-7378
SWING CUSHION
BOOM(2)
ATCH
BUCKET
SWING
TRAVEL(R)
BOOM(1)
STICK(2)
E (FINE SWING) E
TRAVEL(L)
STICK(1)
322-8716
DST bR2
Di3 bL2-2 bR1
bR3 bR4 Di1 bR5 HR
PR
PL GG
HL
BL2 AL2 RR FR
aL2-2 bL2-2 (24) VALVE GP A1
TRAVEL (LH) TRAVEL (RH) HL-2
209-5992 209-5992
B1
aL4-2 NFC-P HR
T P HR-2
TRAVEL CONTROL T
NFC-P (PILOT OIL SUPPLY)
HEAVY LIFT 376-8862
CONTROL (21) VALVE GP NFC-T FF
230-2720 B1 A1 B2 A2
366-9312
Dr A2
PRV-Dr PsM2
T1 T1 PL
P1 P2
T2 T2 DST G4
(4) FILTER GP
Pressure Line
AG BG BG AG
P1
HYDRAULIC (CHARGED)
169-6981
S3
M Component Group
CALLOUTS

Dr
BDr Callout Number

Component

138-1234
Name
SWG MF-TANK FILTER

Part Number
A3
A B B A
PRV-Dr PRKG BK
NFC-T
Di1 MF-P PR Ps1 CC HYDRAULIC CIRCUIT COLOR DESCRIPTIONS
CONTROL A1
Pb1 HR-2
PILOT PUMP OUTPUT
DRIVE PUMP OUTPUT
bR2 Ps M1
SUPPLY LINE
ATTACHMENT CIRCUIT
AUX (13) VALVE GP G1 SWING CONTROL AND SWING MOTOR CIRCUIT
(BKWD) (FWD) (BKWD) (FWD) RETURN CHECK Pi
322-8714 322-8714 B D
2 SPEED PRESSURE Ps

A
C/V-T
CONTROL 366-9312
SWG PG SOS THIS SCHEMATIC IS FOR THE 320D2, 320D2 GC, AND 323D2 EXCAVATOR HYDRAULIC SYSTEM
DRAIN (12) SWIVEL GP E F (3) FILTER GP (2) FILTER & VALVE GP ATTACHMENT: ONE-WAY / ONE OR TWO PUMP - HYDRAULIC CONTROL
MOTOR C
DRAIN
14 13 12 11 10 9 8 7 6 5 4 3 2 1
VIEW ALL CALLOUTS
SOS
DD
9
PG
CC
BB
AA
10
AA
11
EE
32
GG
FF
VIEW ALL CALLOUTS
29
16
17
14
21
24
15
1
5
22
NOT
SHOWN
MACHINE - TOP VIEW
VIEW ALL CALLOUTS
13 6 25 12
3
VIEW ALL CALLOUTS
31
26
28
NOT
SHOWN
27 8
CAB - TOP VIEW
VIEW ALL CALLOUTS
20 30
18 23 19
Bookmarks X
Options
Features
Cover Page
Connector
Schematic
Machine Views
Engine View

EC-C3
to your desktop
E-C61
VIEW ALL CALLOUTS
EC-C1

T

Pump
FUNCTION KEYS

Fluid
Conditioner
Spring
(Adjustable)


DIRECTION
FLOW ALLOWED IN
EITHER DIRECTION
PARALLEL
FLOW
CROSS
FLOW
FIXED DISPLACEMENT
COMPONENT SYMBOLS

NON- COMPENSATED

(Adjustable)
CONTROL
AB AB
MOTORS Pressure
CHECK
Control
Valves
Line Restriction
(Variable)
Pilot
(Fixed)
MAIN AUX.
Line Restriction
Compensated
Pump

LINES MEASUREMENT

G
M T


AG-C4 L-C12
Connector Plug
Plug Receptacle
L-C12
Component
UENR5863-01
January 2015

320D2: 323D2:
LCA1-UP XBK1-UP
PBB1-UP TDT1-UP
NBF1-UP KBX1-UP
RAR1-UP
KBS1-UP
SDZ1-UP
Quick Coupler

COMPONENT TABLE
Component Locations
Description
Swivel Gp 234-4440 12 A-12
Attachment: Quick Coupler
Valve Gp - Solenoid (Quick Coupler) 328-2035 28 H-5
TAP TABLE
Tap Locations
Tap Schematic
Description
Number Location
14 13 12 11 10 9 8 7 6 5 4 3 2 1
(20) VALVE GP
TP PILOT (TRAVEL)
TT

J J
1
4
4 1
297-0533
UENR5863
JLP JRP (FWD) (BKWD) (BKWD) (FWD)

JLT JRT
bL1 aL1 aR1 bR1
I I
(L)
(19) VALVE GP
297-0532
UNLOCK LOCK
36 Page,
(28) VALVE GP
SOLENOID (QUICK COUPLER)
255-5683
C1 C2
H H
SHUTTLE (CAB)
185-0462 P T
(14) VALVE GP QC-P QC-T

aL4 AL4 BR4 BR5 AR5

G aL4 Pi1 bR5 Pi2 G
SP3 SP2 BP3 BP2
aL4-2 AR5 aL2
bR4 aR4 AL4 aL3 aL2-2 BL1 Di4 Pi4 BR1 AR1 AR4
(6) MOTOR GP aR5
QC-P
334-9968
(16) VALVE GP C/V-T R3
SWG SWING MOTOR BL2 aL1 aR1 BR3 AR3 aR4
MAIN CONTROL
PRKG BK
(STANDARD) T SP1 ST aR2 BR2 AR2 BP1 BT
CONTROL PG
(17) VALVE GP
SWG DR
F MOTOR MAIN CONTROL F
DRAIN (HEAVY LIFT)
MU 285-1323
MU
AG BG
A1 DR B1
(25) VALVE GP
SWING CUSHION
BOOM(2)
ATCH
BUCKET
SWING
TRAVEL(R)
BOOM(1)
STICK(2)
E (FINE SWING) E
TRAVEL(L)
STICK(1)
322-8716
(OUT) (R) (FWD) (FWD) bR2 (OPEN) (UP) (OUT)
DST
Di3 bL2-2 bR1
bR3 bR4 Di1 bR5 HR
PR
PL
BL2 AL2 RR FR
aL2-2 bL2-2 (24) VALVE GP
(22) VALVE GP U Pi5 SOLENOID (HEAVY LIFT)
TRAVEL (LH) TRAVEL (RH)
209-5992 209-5992
aL4-2
T P
aR5 Pi3 HL - Dr HL - Pi
TRAVEL CONTROL
HL - Pi (PILOT OIL SUPPLY)
HEAVY LIFT 376-8862
CONTROL (21) VALVE GP
230-2720 B1 A1 B2 A2
PRESSURE REDUCING G2
C Pi4 MF-P Di4 PD-Pi PD-Dr Di3 PRESSURE M2 HL C
310-0210
P2 Pi1 P-IN PSA2 DR1 PSA1 T-OUT2 DR2 AA EE
366-9312
Dr A2
PRV-Dr PsM2
T1 T1 PL
P1 P2
T2 T2 DST G4
(4) FILTER GP
Pressure Line
AG BG BG AG
P1
HYDRAULIC (CHARGED)
169-6981 QC-T
S3
M Component Group
CALLOUTS

Dr
BDr Callout Number

Component

138-1234
Name
SWG MF-TANK FILTER

Part Number
A3
A B B A
PRV-Dr PRKG BK Di1 MF-P PR Ps1 CC HYDRAULIC CIRCUIT COLOR DESCRIPTIONS
CONTROL A1
HR
PILOT PUMP OUTPUT
DRIVE PUMP OUTPUT
SUPPLY LINE
Ps M1 STICK CONTROL AND STICK CYLINDER CIRCUIT
ATTACHMENT CIRCUIT
(13) VALVE GP G1 SWING CONTROL AND SWING MOTOR CIRCUIT
322-8714 322-8714 B D
2 SPEED PRESSURE Ps

A
C/V-T
CONTROL 366-9312
DRAIN (12) SWIVEL GP E F (3) FILTER GP (2) FILTER & VALVE GP ATTACHMENT: QUICK COUPLER
MOTOR C
DRAIN
14 13 12 11 10 9 8 7 6 5 4 3 2 1
VIEW ALL CALLOUTS
28
PG
DD
CC
BB
AA
SOS
10
AA
11
EE
VIEW ALL CALLOUTS
16
17
14
21
24
15
1
5
22
NOT
SHOWN
MACHINE - TOP VIEW
VIEW ALL CALLOUTS
13 6 25 12
3
VIEW ALL CALLOUTS
7
26
27 8
CAB - TOP VIEW
VIEW ALL CALLOUTS
20
18 23 19
Component Location UENR5969-02
Schematic Machine Schematic Machine
Component
Location Location
Component
Location Location
May 2017
Alarm - Action D-1 1 Sensor - Engine Speed Pickup D-18 75
50 52 Alarm - Travel Atch
Alternator
A-16
G-18
2
3
Sensor - Fuel Filter Plugged
Sensor - Fuel Level
B-18
A-15
76
77
CONN 27 CONN 32 133 144 130 125 29 Assembly - Block H-12 4 Sensor - Hydraulic Oil Temperature A-16 78
17 51 Assembly - Holder G-11 5 Sensor - Pump 1 Pressure A-18 79
CONN 24 Bar - Bus
Base - Fuse
H-11
G-8
6
7
Sensor - Pump 2 Pressure
Sensor - Water Separator Level
A-18
B-18
80
81
Battery - Front G-12 8 Socket - 12V/10A A Atch E-7 82
Battery - Front Atch G-12 9 Socket - 12V/10A B Atch D-7 83
56 Battery - Rear G-13 10 Solenoid - 1P 2P Change 1 Atch C-18 84
Battery - Rear Atch G-13 11 Solenoid - 1P 2P Change 2 Atch C-18 85
Block Gp G-13 12 Solenoid - A/C Clutch G-18 86
CONN 49

Breaker - Alternator H-11 13 Solenoid - Double Action Atch C-18 87
83 58 Breaker - Glow H-11 14 Solenoid - Engine Shut Off E-18 88

34 Breaker - Main
Camera - Rear View Atch
H-11
L-18
15
16
Solenoid - Fine Swing
Solenoid - Flow Limit Atch
A-10
A-18
89
90
Coil - Exciter Atch J-1 17 Solenoid - Heavy Lift Atch B-12 91
Connector - Jump Start H-13 18 Solenoid - Hydraulic Lock A-12 92
82 66 49
UENR5969-02
Control - Wiper C-1 19 Solenoid - Power Shift Pressure A-18 93
Converter - 12V 10A Atch K-4 20 Solenoid - Quick Coupler Atch J-15 94
Converter - Radio C-8 21 Solenoid - Relief 1 Atch C-11 95
35 Diode - Main Relay G-9 22 Solenoid - Relief 2 Atch C-11 96
57 67 Diode - Power Relay Atch

Diode - Start Relay
B-7
D-11
23
24
Solenoid - Single Action 1 Atch
Solenoid - Single Action 2 Atch
B-11
B-11
97
98
132 CONN 52 CONN 50 ECM - Machine

ECM - Product Link
F-11
L-16
25
26
Solenoid - Stem 1 Extend Atch
Solenoid - Stem 1 Retract Atch
B-13
B-13
99
100
36 147
320D2 Excavator
ECM - Product Link (PL522) L-17 27 Solenoid - Stem 2 Extend Atch B-13 101
Governor E-18 28 Solenoid - Stem 2 Retract Atch C-13 102
CONN 39 53 54 Heater - Seat Atch I-3 29 Solenoid - Stem 3 Extend Atch D-16 103
39 60 CONN 53 CONN 51
Electrical System
Horn - Forward Warning LH A-9 30 Solenoid - Stem 3 Retract Atch D-16 104
CONN 26 37 VIEW OF AREA “A” Horn - Forward Warning RH A-9 31 Solenoid - Swing Brake A-12 105
(ROTATED FOR CLARITY) Joystick - LH (3 Switch) Atch L-3 32 Solenoid - Travel Speed A-12 106
CONN 30 A 59
VIEW OF AREA “B”
(ROTATED FOR CLARITY)
Joystick - LH Atch
Joystick - RH (3 Switch) Atch
Joystick - RH Atch
L-3
J-1
J-1
33
34
35
Solenoid - Travel Straight
Solenoid - Universal QC High Atch
Solenoid - Universal QC Low Atch
A-12
B-11
B-11
107
108
109
LCA1-UP
71 1 B 145
Keyreader - MSS Atch
Lighter - Cigar
Meter - Service
J-2
E-3
E-1
36
37
38
Suspension - Air Atch
Switch - Air Filter Restriction
Switch - Aux Pump Pressure (Stem 4) Atch
L-4
L-13
L-1
110
111
112
PBB1-UP
YBE1-UP
122 62 Monitor
Motor - Lower Washer Atch
G-1
F-11
39
40
Switch - Boom Raise Pressure Atch
Switch - Cold Start Advance
C-11
F-18
113
114
NBF1-UP
CONN 41 Motor - Lower Wiper Atch K-1 41 Switch - CRS Atch B-5 115 WBF1-UP
44 Motor - Starter F-18 42 Switch - Disconnect G-12 116
MDJ1-UP
CONN 33 61
Motor - Washer G-11 43 Switch - Engine Oil Level E-18 117
TDN1-UP
42 Page,
Motor - Wiper D-2 44 Switch - Fine Swing Control Atch B-3 118
Pedal - Aux LH Atch L-1 45 Switch - Foot Atch L-1 119
CONN 40 Pump - Electric Lifting B-18 46 Switch - Hammer Return Filter Atch J-15 120 RAR1-UP
32 CONN 34 Pump - Refueling Atch B-6 47 Switch - High Pressure (Stem 1) Atch K-1 121
KBS1-UP
115 143 Radio - Product Link
Relay - Beacon Atch
J-15
E-9
48
49
Switch - Horn
Switch - Hydraulic Oil Filter
L-3
A-16
122
123 SDZ1-UP
CONN 35 Relay - Boom Lamp
Relay - Cab Lamp
G-9
F-9
50
51
Switch - Implement Pressure
Switch - Key
K-4
I-1
124
125 RDZ1-10000
Relay - Chassis Lamp F-9 52 Switch - Lower Washer Atch B-4 126
STN1-10000
CONN 31 CONN 36 Relay - Electric Lifting Pump E-9 53 Switch - Lower Wiper Atch B-3 127
33 Relay - Electric Priming Pump
Relay - Glow
D-9
G-11
54
55
Switch - Medium Pressure (Step 3) Atch
Switch - Neutral Start Limit
L-1
L-3
128
129
CONN 38 Relay - Horn

Relay - Main
F-9
G-10
56
57
Switch - One Touch Low Idle
Switch - Over Load Warning Atch
J-2
B-5
130
131
Relay - Neutral Start E-9 58 Switch - Panel E-3 132
21 CONN 37 Relay - QC Hydraulic Lock On Atch F-10 59 Switch - Quick Coupler Atch C-1 133
CONN 54 118
Relay - QC Hydraulic Lock Priority Atch F-10 60 Switch - Radio Mute Atch B-4 134
138 19 131 126 134 127 OPERATOR STATION TOP Relay - QC Hydraulic Lock Relay 1 Atch E-10 61 Switch - Refueling Level Atch A-15 135
68 CONN 48 CONN 55 38 129 110 139 7 22 Relay - QC Hydraulic Lock Relay 2 Atch E-10 62 Switch - Refueling Start (NO) Atch A-6 136
146 Relay - Refueling Power Atch
Relay - Refueling Start Atch
A-8
A-6
63
64
Switch - Refueling Stop (NC) Atch
Switch - Seat Heater Atch
A-6
B-5
137
138
Relay - Refueling Stop Atch A-6 65 Switch - Secondary Shutdown H-9 139
OPERATOR STATION RIGHT SIDE OPERATOR STATION LEFT SIDE

Relay - Single Atch
Relay - Start Aid
Resistor
F-10
E-9
D-4
66
67
68
Switch - Travel Left Pressure
Switch - Travel Right Pressure
Switch - Travel Straight Pressure Atch
K-2
K-2
K-1
140
141
142
Resistor - CAN 1 D-11 69 Switch - Under Window Limit Atch D-1 143
Resistor - CAN 2 D-11 70 Switch - Universal QC Atch B-1 144
Resistor 2 D-7 71 Switch - Window Limit G-2 145
45 119 142 112 20 Sensor - Atmosphere J-14 72 Unit - A/C J-8 146
Sensor - Coolant Temperature G-18 73 Unit - Indicator I-1 147
Sensor - Engine Oil Pressure E-18 74
Harness And Wire Electrical Schematic Symbols
Symbols
109 94 108
T
Connector Location Pressure Temperature Level Flow Circuit Breaker

Schematic Symbol Symbol Symbol Symbol Symbol
Connector Number
Location
CONN 42 CONN 1
CONN 2
L-18, K-18, L-14
A-15
Symbols and Definitions
CONN 3 B-15, C-15 Fuse: A component in an electrical circuit that will open the circuit if too much current flows
CONN 21 97 140 CONN 43 CONN 4 C-15, D-15 through it.
30 CONN 20 31 CONN 5
CONN 6
D-15
A-13 Switch (Normally Open): A switch that will close at a specified point (temp, press, etc.). The
CONN 7 C-13, D-13 circle indicates that the component has screw terminals and a wire can be disconnected from it.
CONN 8 J-12
CONN 9 J-12 Switch (Normally Closed): A switch that will open at a specified point (temp, press, etc.).
CONN 10 I-12 No circle indicates that the wire cannot be disconnected from the component.
CONN 11 I-12
98 96 CONN 12 D-12 Ground (Wired): This indicates that the component is connected to a grounded wire. The
CONN 13 C-12 grounded wire is fastened to the machine.
CONN 14 A-12
CONN 15 A-11
46 CONN 16 I-11
It is grounded by being fastened to the machine.
CONN 15 141 CONN 17 J-11
135 124
CONN 18
CONN 19
J-11
L-11
Reed Switch: A switch whose contacts are controlled by a magnet. A magnet closes the
contacts of a normally open reed switch; it opens the contacts of a normally closed reed switch.
CONN 20 B-10
CONN 21 A-10 Sender: A component that is used with a temperature or pressure gauge. The sender
95 CONN 22
CONN 23
A-9
A-9
measures the temperature or pressure. Its resistance changes to give an indication to
89
T
the gauge of the temperature or pressure.
CONN 24 C-9
123 41 CONN 46 CONN 25 H-9 Relay (Magnetic Switch): A relay is an electrical component that is activated by electricity.
CONN 26 H-8
93 CONN 27 H-8
It has a coil that makes an electromagnet when current flows through it. The
electromagnet can open or close the switch part of the relay.
120 CONN 2 CONN 28
CONN 29
A-7
A-7
Solenoid: A solenoid is an electrical component that is activated by electricity. It has a
128 CONN 45 CONN 30 C-7 coil that makes an electromagnet when current flows through it. The electromagnet
87 102 121 CONN 25 CONN 47 CONN 44 CONN 31

CONN 32
D-7
H-7
can open or close a valve or move a piece of metal that can do work.
79 77
CONN 33
CONN 34
H-6
F-6
Magnetic Latch Solenoid: A magnetic latch solenoid is an electrical component that is
activated by electricity and held latched by a permanent magnet. It has two coils (latch and unlatch)
CONN 35 E-6 that make electromagnet when current flows through them. It also has an internal switch that places
OPERATOR STATION BELOW CONN 36
CONN 37
E-6
E-6
CONN 38 E-6
Harness and Wire Symbols
84 101 CONN 39
CONN 40
B-6
H-5 Wire, Cable, or Harness Harness Identification Letter(s):
CONN 41 H-5 Assembly Identification: Includes (A, B, C, ..., AA, AB, AC, ...)
Harness Identification Letters and
76 CONN 42
CONN 43
L-5
L-5
Harness Connector Serialization
Codes (see sample).
Harness Connector Serialization Code:
The "C" stands for "Connector" and the
number indicates which connector in the
CONN 44 J-4
AG-C4 L-C12 harness (C1, C2, C3, ...).
CONN 45 J-4 L-C12
111-7898 3E-5179 3E-5179
CONN 46 J-4
85 100 CONN 47 I-4 Part Number: for Connector Plug 1
Part Number: for Connector Receptacle
CONN 48 C-3
CONN 49 I-2 2
CONN 50 H-2
136 CONN 51 H-2
Plug Receptacle
81 CONN 1 113 2 CONN 52 G-2

5A
CONN 23 CONN 53 G-2 1 Deutsch connector: Typical representation
of a Deutsch connector. The plug contains all Fuse (5 Amps) 9X-1123
Component
CONN 54 B-2 Part Number
CONN 55 B-2, B-1
325-AG135 PK-14
137 The connectors shown in this chart are for harness to
harness connectors. Connectors that join a harness to a 1 Sure-Seal connector: Typical representation Harness identification code:
90 104 103 80 99 component are generally located at or near the component. 2

of a Sure-Seal connector. The plug and receptacle
contain both pins and sockets.
This example indicates wire group 325,
wire 135 in harness "AG".
Wire Gauge
Wire Color
CONN 22 See the Component Location Chart.
© 2017 Caterpillar CAT, CATERPILLAR, their respective logos, “Caterpillar Yellow”, and the POWER EDGE trade dress as well as
All Rights Reserved corporate and product identity used herein, are trademarks of Caterpillar and may not be used without permission.
PIVOT MOTOR FORWARD
PUMP ROOM COMPARTMENT RIGHT REAR
23 CONN 29 Part No.
Resistor, Sender, and Solenoid Specifications
Component Description Resistance (Ohms)¹
CAN 1
Resistor :
CAN 2
174-3016 120 ± 12
Resistor
Resistor 2
Flow Limit Atch
Power Shift Pressure
CONN 28 Stem 1 Extend Atch
Stem 1 Retract Atch
63 47 64 65 111-9916 Solenoid :
Stem 2 Extend Atch
15 ± 0.75
Stem 2 Retract Atch

Stem 3 Extend Atch
Stem 3 Retract Atch
26 27 25 48 FUELING PUMP 1P 2P Change 1 Atch

1P 2P Change 2 Atch
Double Action Atch
Hydraulic Lock
121-1491 Solenoid : Swing Brake 41.5 ± 2.075
114 88
Travel Speed
Travel Straight
86 73 Universal QC High Atch

Universal QC Low Atch
121-6303 Solenoid : Heavy Lift Atch 32 ± 3.2
260-3877 Solenoid : Quick Coupler Atch 26.96 ± 1.6
¹ At room temperature unless otherwise noted.
74
107 91 Off-Machine Switch Specification
Part No. Function Actuate Deactuate Contact Position
Aux Pump Pressure (Stem 4) Atch
75 Boom Raise Pressure Atch
High Pressure (Stem 1) Atch
Implement Pressure 490 ± 49 kPa 290 kPa MIN
167-3466 Normally Open
Medium Pressure (Step 3) Atch (27.56 ± 7.1 psi) (42.06 psi MIN)
72 VIEW OF AREA “C” Travel Left Pressure
Travel Right Pressure
(ROTATED FOR CLARITY) Travel Straight Pressure Atch
78 ¹ With increasing pressure the closed condition can be maintained up to 2800 kPa (405 psi), with decreasing pressure the closed
condition can be maintained down to 170 kPa (25 psi).
9 ² Contact position at the contacts of the harness connector.
CONN 12 CONN 13
111 C 18 55
70
5 43 106
11 6 40
CONN 6
4
12 CONN 9 105
42 3 28 69
CONN 8
117 CONN 5 CONN 4 CONN 3 24 CONN 17
15 13 CONN 7 CONN 18 CONN 19
14 10 92 CONN 14
ENGINE FRONT ENGINE REAR CONN 10 CONN 11 116 8
CONN 16 16
BATTERY COMPARTMENT HYDRAULIC TANK AND PUMP CIRCUIT REAR VIEW CAMERA
18 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1
CABLE AS OPERATOR STATION OPERATOR STATION
2688643 PA
VIDEO 1 PLATF-CHASSIS STRAP CONSOLE(LH) A-C28 A-C38
GND(VIDEO) 2 7G1060 3E3364 1552269
+B(24V) 3 1 N793-A85 GN-18 1 1 (119) ATCH FOOT SW
GND 4 CONN 43 2 235-A152 BK-18 2 2 2051339
A-C30 H-C2 H-C9 H-C8 3 SW-4
(16) ATCH REAR VIEW CAMERA
2434508 2305010 2304011 2434505 4 SW-COM A-C36 CAP6 5
3366684 (111) AIR FILTER RESTRICTION SW
C-C14 200-A82 BK-16 127-A124 OR-16 E472-A72 GN-18 1 E472-H1 GN-18 127-H15 OR-16 1 H-C6 5 SW-1 2397352 3422974
2764836
(26) PRODUCT LINK 1761477 200-A94 BK-16 154-A23 RD-18 E474-A79 OR-18 2 E474-H2 OR-18 200-H14 BK-16 2 1552267 6 SW-2 E472-A133 GN-18 1 1 +8V
(27) PRODUCT LINK (PL522) 2851142 3 A
SIGNAL 1 430-C18 BU-18 200-A102 BK-18 200-A82 BK-16 K844-A46 GY-18 K844-H3 GY-18 154-H10 RD-18 235-A136 BK-18 2 2 GND (45) ATCH AUX PEDAL LH
CHINA 3724531 (NOTE L) CAP6 1
EK-C2 GN-C2 C-C18 GROUND 2 235-C158 BK-18 200-A110 BK-18 235-A76 BK-18 K848-A36 WH-18 4 K848-H4 WH-18 A588-H11 GN-18 B N794-A129 GY-18 3 3 PWM OUT 2475276
NON CHINA 3518490 3422974
1607690 1607690 2305010 200-A111 BK-16 320-A14 RD-18 235-A76 BK-18 5 235-H5 BK-18 1 + B 189-H12 RD-18 C 1 4 4
10BASE-T TX-
10BASE-T TX+
1
2
1
2
CONN 1 1
2
172-C2 RD-18
308-C140 YL-16
GROUND-CHASSIS-4 200-A7 BK-14
200-A8 BK-14
235-A76 BK-18
235-A88 BK-18 235-A37 BK-18
A588-A12 GN-18
E472-A72 GN-18
6 2 GND
(129) NEUTRAL START LIMIT SW 1
SW-3 5
6
5
6
CALIBRATION
CALIBRATION
(110) ATCH AIR SUSPENSION 1114799
L 3
4
3
4
3
4
403-C141 GN-18
892-C48 BR-18
200-A29 BK-14
200-A51 BK-14
235-A132 BK-18
235-A137 BK-18
235-A76 BK-18
235-A88 BK-18
E474-A79 OR-18
K844-A46 GY-18 CONN 42 H-C1
2434508
2405063
A-C31 A-C32
L
5 5 5 893-C47 GN-18 200-A53 BK-16 235-A143 BK-18 235-A132 BK-18 K848-A36 WH-18 320-A14 RD-18 1 320-H8 RD-18 200-H14 BK-16 (32) ATCH JOYSTICK LH(3 SW) 1552269 3E3364
CONN 19
200-A102 BK-18
200-A110 BK-18
200-A111 BK-16
200-A93 BK-14
200-A53 BK-16
200-A29 BK-14
200-A51 BK-14
200-A82 BK-16
200-A94 BK-16
GN-C1 6 6 6 235-C159 BK-18 200-A93 BK-14 A588-A12 GN-18 235-A137 BK-18 E997-A154 RD-18 200-A82 BK-16 2 200-H13 BK-16 A588-H11 GN-18 2602128 K852-A105 GN-18 1 1 (112) ATCH AUX PUMP PRESS SW (STEM4)
200-A8 BK-14
200-A7 BK-14
2434508 7 7 C-C1 A-C16 130-A125 RD-14 E472-A72 GN-18 235-A143 BK-18 154-A23 RD-18 3 154-H10 RD-18 154-H10 RD-18 H-C3 H-C7 235-A104 BK-18 2 2 1673466
1 CDL HIGH 8 CDL HIGH 8 1636637 1532620 147-A58 PU-16 E472-A84 GN-18 A588-A12 GN-18 200-A110 BK-18 E997-A154 RD-18 4 189-H12 RD-18 189-H12 RD-18 2397352 2472693 1 +8V
2 CONN 1 CDL LOW 9 CDL LOW 9 1 130-A125 RD-14 158-A156 BR-18 E472-A133 GN-18 E472-A72 GN-18 235-A37 BK-18 A588-A12 GN-18 5 A588-H11 GN-18 320-H8 RD-18 E472-H1 GN-18 1 2 GND
3 10 10 172-C2 RD-18 2 172-A9 RD-18 168-A70 RD-10 E473-A50 GY-18 E472-A84 GN-18 235-A132 BK-18 127-A124 OR-16 6 127-H15 OR-16 E472-H1 GN-18 235-H6 BK-18 2 3 PWM OUT A-C25 A-C45
4 11 11 172-C2 RD-18 L973-C80 GN-16 3 L973-A114 GN-16 172-A9 RD-18 E474-A79 OR-18 E472-A133 GN-18 235-A143 BK-18 E474-H2 OR-18 E474-H2 OR-18 3 4 SW-COM 1552269 3E3364
A-C19 (128) ATCH MEDIUM PRESS SW (STEM3)
5 12 12 403-C14 GN-18 A588-C3 GN-18 4 A588-A12 GN-18 177-A71 RD-6 E997-A154 RD-18 E473-A50 GY-18 535-A65 BU-16 2305010 K844-H3 GY-18 235-H7 BK-18 4 5 SW-1 K851-A142 BU-18 1 1
5 1673466
6 RS-232-PORT1-TXD 13 RS-232-PORT1-TXD 13 430-C18 BU-18 158-C288 BR-18 158-A156 BR-18 184-A11 RD-14 H473-A38 BR-18 E474-A79 OR-18 575-A39 YL-18 K848-H4 WH-18 K844-H3 GY-18 5 6 SW-2 235-A144 BK-18 2 2
14 14 6 6 (NOTE H)
10BASE-T RX+ 892-C48 BR-18 308-C4 YL-16 308-A80 YL-16 235-A33 BK-16 H474-A147 GN-18 E997-A154 RD-18 576-A40 PK-18 K848-H4 WH-18
10BASE-T RX- 15 15 893-C47 GN-18 184-C5 RD-14 7 184-A11 RD-14 235-A88 BK-18 H475-A146 BU-18 H473-A38 BR-18 E472-A133 GN-18 235-H5 BK-18
16 16 322-C6 GY-16 8 322-A15 GY-16 235-A137 BK-18 H476-A145 WH-18 H474-A147 GN-18 H473-A38 BR-18 235-H6 BK-18 H-C4 1 A-C7 A-C8
17 17 147-C10 PU-16 607-C7 PK-16 9 607-A81 PK-16 K843-A57 GN-18 H475-A146 BU-18 H474-A147 GN-18 235-H7 BK-18 7Y3967 SW-3 1552272 3E3376
UENR5969-02
EK-C1 18 18 158-C288 BR-18 780-C8 PU-16 10 780-A83 PU-16 235-A18 BK-16 K844-A46 GY-18 H476-A145 WH-18 H475-A146 BU-18 320-H8 RD-18 1 1 576-A40 PK-18 3 3
2434508 19 19 168-C51 RD-10 616-C9 BU-16 11 616-A13 BU-16 235-A76 BK-18 K847-A22 PU-18 GND-PLATFORM K843-A57 GN-18 K849-A150 YL-18 200-H13 BK-16 H-C5 535-A65 BU-16 1 1
1 20 20 184-C5 RD-14 147-C10 PU-16 12 147-A58 PU-16 235-A132 BK-18 K848-A36 WH-18 K844-A46 GY-18 K851-A142 BU-18 200-H14 BK-16 7Y3967 (122) HORN SW 575-A39 YL-18 4 4
2 CONN 1 21 21 235-C42 BK-16 E554-C11 PK-18 13 E554-A311 PK-18 235-A113 BK-16 L972-A96 BU-18 K847-A22 PU-18 K852-A105 GN-18 200-H9 BK-18 200-H9 BK-18 1 2220225 (33) ATCH JOYSTICK LH 200-A110 BK-18 2 2 +
(41) ATCH LOWER WIPER MOTOR
3 RS-232-PORT1-RXD 22 RS-232-PORT1-RXD 22 235-C43 BK-18 G723-C92 YL-18 14 G723-A304 YL-18 N793-A85 GN-18 K848-A36 WH-18 N793-A85 GN-18 2277617 S+1
1677079
4 RS-232-PORT1-DTR 23 RS-232-PORT1-DTR 23 15
16
L731-A300 BR-18 235-A143 BK-18 N794-A129 GY-18 L972-A96 BU-18 N794-A129 GY-18 CONSOLE(LH) -
5 24 24 251-C49 YL-18 403-C14 GN-18 403-A52 GN-18 251-A47 YL-18 235-A37 BK-18 N793-A85 GN-18
6 25 25 252-C319 YL-18 K866-C79 WH-18 17 K866-A305 WH-18 252-A120 YL-18 130-A125 RD-14 N794-A129 GY-18 103-A63 RD-16 535-A65 BU-16 A-C40
26 26 261-C50 GN-18 18 514-A5 PU-16 261-A48 GN-18 147-A58 PU-16 105-A10 RD-16 575-A39 YL-18 1552269
27 27 262-C320 GN-18 19 262-A121 GN-18 158-A156 BR-18 103-A63 RD-16 113-A117 OR-18 576-A40 PK-18 H475-A146 BU-18 1
(140) TRAVEL L PRESS SW
28 28 306-C274 GN-18 235-C317 BK-18 20 412-A60 BU-18 306-A20 GN-16 168-A70 RD-10 105-A10 RD-16 120-A1 YL-16 E472-A133 GN-18 235-A148 BK-18 2
1673466
29 29 308-C4 YL-16 430-C18 BU-18 21 430-A42 BU-18 308-A80 YL-16 172-A9 RD-18 113-A117 OR-18 135-A25 BU-16 A-C10 CAP6 4 H473-A38 BR-18
RS-232-PORT1-DCD 30 RS-232-PORT1-DCD 30 321-C40 BR-18 487-C19 OR-18 22 487-A43 OR-18 317-A302 YL-18 177-A71 RD-6 120-A1 YL-16 200-A94 BK-16 2305010 3422974 H474-A147 GN-18 A-C35
RS-232-PORT1-GND 31 RS-232-PORT1-GND 31 322-C6 GY-16 492-C291 GY-18 23 491-A56 PK-18 321-A122 BR-18 184-A11 RD-14 127-A124 OR-16 200-A102 BK-18 1 1 +12V MEMORY OUT H475-A146 BU-18 1552269
403-C141 GN-18
403-C151 GN-18
235-C158 BK-18
403-C14 GN-18
892-C48 BR-18
893-C47 GN-18
430-C18 BU-18
32 32 487-C19 OR-18 F716-C208 WH-18 24 F716-A115 WH-18 322-A15 GY-16 200-A7 BK-14 135-A25 BU-16 200-A111 BK-16 135-A25 BU-16 2 2 +12V SWITCHED OUT K849-A150 YL-18 H474-A147 GN-18 1 (141) TRAVEL R PRESS SW
235-C159 BK-18
308-C140 YL-16
33 33 492-C291 GY-18 495-C22 GN-18 25 495-A54 GN-18 380-A301 GN-18 200-A8 BK-14 154-A23 RD-18 210-A26 BK-16 210-A26 BK-16 3 3 GND (12V) K851-A142 BU-18 235-A149 BK-18 2 1673466
172-C2 RD-18
CAN LOW 34 CAN LOW 34 495-C22 GN-18 26 380-A301 GN-18 403-A52 GN-18 200-A29 BK-14 210-A26 BK-16 235-A88 BK-18 200-A111 BK-16 4 4 GND (24V) K852-A105 GN-18
35 35 506-C45 PU-18 27 317-A302 YL-18 412-A60 BU-18 200-A51 BK-14 252-A126 YL-18 235-A137 BK-18 120-A119 YL-16 5 5 +24V BATTERY IN N793-A85 GN-18
36 36 H23 578-C46 BU-16 28 492-A306 GY-18 430-A42 BU-18 200-A53 BK-16 262-A127 GN-18 252-A126 YL-18 120-A109 YL-16 6 6 +24V SWITCHED IN N794-A129 GY-18 A-C12 A-C44
37 37 607-C7 PK-16 29 N941-A307 YL-18 487-A43 OR-18 200-A93 BK-14 307-A24 OR-16 262-A127 GN-18 120-A1 YL-16 200-A110 BK-18 1552269 3E3364
K 38 38 616-C9 BU-16 30 C506-A6 WH-16 491-A56 PK-18 235-A33 BK-16 308-A139 YL-16 307-A24 OR-16
(20) ATCH 12V 10A CONVERTER
3245770 235-A104 BK-18 K849-A150 YL-18 1 1
(121) ATCH HIGH PRESS SW (STEM1)
1673466
K
39 39 A588-C3 GN-18 C468-C28 BU-18 31 C468-A62 BU-18 492-A306 GY-18 251-A47 YL-18 320-A14 RD-18 308-A139 YL-16 235-A144 BK-18 235-A151 BK-18 2 2 (NOTE F,H)
40 40 A754-C296 GY-16 E472-C29 GN-18 32 E472-A116 GN-18 495-A54 GN-18 252-A120 YL-18 508-A68 PU-18 508-A68 PU-18 A-C43 235-A149 BK-18
41 41 C468-C28 BU-18 H476-C30 WH-18 33 H476-A145 WH-18 506-A35 PU-18 261-A48 GN-18 509-A69 WH-18 509-A69 WH-18 1552269 235-A130 BK-18 A-C13 A-C14
CAN SHIELD 42 CAN SHIELD 42 E472-C29 GN-18 H473-C31 BR-18 34 H473-A38 BR-18 514-A5 PU-16 262-A121 GN-18 511-A66 BR-18 511-A66 BR-18 H476-A145 WH-18 1 (124) IMPLEMENT PRESS SW 1552269 3E3364
43 43 E473-C55 GY-18 G976-C32 BU-18 35 G976-A45 BU-18 578-A34 BU-16 306-A20 GN-16 512-A67 GN-18 512-A67 GN-18 235-A137 BK-18 2 1673466 235-A118 BK-18 H473-A38 BR-18 1 1 (142) ATCH TRAVEL STRAIGHT PRESS SW
44 44 E474-C52 OR-18 L972-C33 BU-18 36 L972-A96 BU-18 607-A81 PK-16 308-A80 YL-16 535-A65 BU-16 607-A95 PK-16 235-A148 BK-18 235-A118 BK-18 2 2 1673466
SWG1 45 SWG1 45 E554-C11 PK-18 H474-C34 GN-18 37 H474-A147 GN-18 616-A13 BU-16 317-A302 YL-18 575-A39 YL-18 607-A103 PK-16 235-A135 BK-18
SWG2 46 SWG2 46 E997-C84 RD-18 H475-C35 BU-18 38 H475-A146 BU-18 780-A83 PU-16 321-A122 BR-18 576-A40 PK-18 A537-A41 PK-18
SWG3 47 SWG3 47 F716-C208 WH-18 39 892-A31 BR-18 322-A15 GY-16 607-A95 PK-16 E472-A84 GN-18 235-A151 BK-18
48 48 G723-C92 YL-18 E997-C84 RD-18 40 E997-A154 RD-18 893-A32 GN-18 380-A301 GN-18 607-A103 PK-16 E473-A50 GY-18 235-A143 BK-18
49 49 G976-C32 BU-18 41 A893-A308 OR-18 A588-A12 GN-18 403-A52 GN-18 A537-A41 PK-18 H476-A145 WH-18 235-A143 BK-18
CAN HIGH 50 CAN HIGH 50 H473-C31 BR-18 42 T788-A309 GN-16 A754-A310 GY-16 412-A60 BU-18 K849-A150 YL-18 K843-A57 GN-18 235-A136 BK-18
51 51 172-C2 RD-18 H474-C34 GN-18 X738-C316 PK-18 43 X738-A44 PK-18 A893-A308 OR-18 430-A42 BU-18 K851-A142 BU-18 K847-A22 PU-18 235-A152 BK-18
+BATT 52 +BATT 52 403-C14 GN-18 H475-C35 BU-18 321-C40 BR-18 44 321-A122 BR-18 C468-A62 BU-18 487-A43 OR-18 K852-A105 GN-18 L972-A96 BU-18 235-A37 BK-18
53 53 430-C18 BU-18 H476-C30 WH-18 A754-C296 GY-16 45 A754-A310 GY-16 C506-A6 WH-16 491-A56 PK-18 235-A132 BK-18
R-TERM 54 R-TERM 54 892-C48 BR-18 K843-C56 GN-18 235-C42 BK-16 46 235-A113 BK-16 E472-A72 GN-18 492-A306 GY-18
SWG4 55 SWG4 55 893-C47 GN-18 K844-C53 GY-18 235-C43 BK-18 47 235-A143 BK-18 E472-A84 GN-18 495-A54 GN-18
56 56 GN-C6 K866-C79 WH-18 306-C274 GN-18 48 306-A20 GN-16 E472-A133 GN-18 506-A35 PU-18 (146) A/C UNIT A-C6
57 57 1552252 506-C45 PU-18 49 506-A35 PU-18 E472-A116 GN-18 514-A5 PU-16 2359004 2304009
58 58 H24 L972-C33 BU-18 578-C46 BU-16 50 578-A34 BU-16 578-A34 BU-16 B/R 1 124-A86 GN-14
CONSOLE(RH)
10
11
12
1
2
3
4
5
6
7
8
9
59 59 308-C140 YL-16 L973-C80 GN-16 893-C47 GN-18 51 893-A32 GN-18 E473-A50 GY-18 607-A81 PK-16 B/W 2 200-A8 BK-14
60 60 403-C151 GN-18 N793-C1 GN-18 892-C48 BR-18 52 892-A31 BR-18 E474-A79 OR-18 616-A13 BU-16 R 3 175-A87 RD-14
CONN 44
+B
GND
KEY SWITCH
R-TERM
RS-232 TXD
RXD
GND
DTR
DCD
61 61 251-C49 YL-18 53 251-A47 YL-18 E554-A311 PK-18 780-A83 PU-16 R/G 4 E554-A4 PK-18 G-C8 CAP6 3
RS-232 PORT3-TXD 62 RS-232 PORT3-TXD 62 261-C50 GN-18 54 261-A48 GN-18 E997-A154 RD-18 892-A31 BR-18 P 5 607-A91 PK-16 A-C33 G-C1 2397352 3422974
CONN 18
RS-232
RX-232
RX-232
RX-232
63 RS-232 PORT3-RXD 63 (72) ATMOSPHERE SENSOR C-C110 6 2434507 2305008 1 1 1 +8V
RS-232 PORT3-RXD
RS-232 PORT3-GND 64 RS-232 PORT3-GND 64 3203063 2818803 AL-C1 CONN 8 C-C22 C-C2 A-C29
F716-A115 WH-18
G723-A304 YL-18
893-A32 GN-18
A754-A310 GY-16
B
R/W 7
200-A93 BK-14
514-A5 PU-16 E472-A84 GN-18 1 E472-G1 GN-18
103-G28 RD-16
105-G8 RD-16
E472-G1
235-G34
GN-18
BK-18 2 2 2 GND
GND 65 GND 65 +5V 1 997-C300 OR-18 2434505 2304011 1343295 1343296 G976-A45 BU-18 A893-A308 OR-18 O/G 8 C506-A6 WH-16 E473-A50 GY-18 2 E473-G2 GY-18 113-G23 OR-18 E473-G2 GY-18 3 3 SW-4 3 PWM OUT
42 Page,
66 66 GROUND 2 235-C302 BK-18 780-AL1 PU-16 1 1 780-C8 PU-16 168-C51 RD-10 1 168-A70 RD-10 H473-A38 BR-18 C506-A6 WH-16 R/L 9 125-A92 RD-16 K843-A57 GN-18 3 K843-G3 GN-18 200-G24 BK-18 235-G33 BK-18 4 4 SW-COM 4 SW-COM
67
68 SENSOR SUPPLY(+8V)
67
68
SIGNAL 3 P875-C306 BU-18 2 2
CAP2 1
CONN 17 H474-A147 GN-18
H475-A146 BU-18
C468-A62 BU-18
E554-A311 PK-18
10
11
K847-A22 PU-18 4 K847-G4 PU-18 235-G33 BK-18
235-G34 BK-18
K843-G3
K847-G4
GN-18
PU-18
5
6
5
6
SW-1
SW-2
5
6
SW-1
SW-2
69 SENSOR SUPPLY-RTN 69
(48) PROD LINK RADIO
3422972
C-C3
2434510
A-C1
2304009 H476-A145 WH-18 G723-A304 YL-18 12 CONN 45
A-C34 G-C3 235-G35 BK-18
2639088
KEY SWITCH ON 70 KEY SWITCH ON 70 AK-C1 C-C113 E474-C52 OR-18 1 E474-A79 OR-18 K843-A57 GN-18 G976-A45 BU-18 2434508 2305010 235-G22 BK-18 G-C10
(NOTE L)
2434505 2304011 K844-C53 GY-18 2 K844-A46 GY-18 K844-A46 GY-18 K866-A305 WH-18 308-A139 YL-16 1 308-G10 YL-16 7Y3967 1 1
J X738-AK1 PK-18 1
2
1
2
X738-C316 PK-18
E473-C55 GY-18
3
4
K848-A36 WH-18
E473-A50 GY-18
K847-A22 PU-18
K848-A36 WH-18
L731-A300 BR-18
L973-A114 GN-16 307-A24 OR-16
2
3
326-G11
307-G12
RD-16
OR-16
252-G13 YL-18
262-G14 GN-18
235-G35 BK-18
G-C11
1
1
SW-3
1
SW-3 J
CAP2 2 K843-C56 GN-18 5 K843-A57 GN-18 K866-A305 WH-18 N941-A307 YL-18 252-A126 YL-18 4 252-G13 YL-18 307-G12 OR-16 7Y3967
AL-C2 3422972 6 K847-A22 PU-18 L731-A300 BR-18 T788-A309 GN-16 262-A127 GN-18 5 262-G14 GN-18 L972-G19 BU-18 1
2304011 N793-C1 GN-18 7 N793-A85 GN-18 L972-A96 BU-18 X738-A44 PK-18 6 308-G10 YL-16 (34) ATCH JOYSTICK RH(3 SW) (35) ATCH JOYSTICK RH
1 780-AL1 PU-16 CONN 9 8 N794-A129 GY-18 L973-A114 GN-16 235-A37 BK-18 CONN 46 308-G31 YL-16 (130) ONE TOUCH LOW IDLE SW
2220225
2602127 2277616
A754-A310 GY-16
K866-A305 WH-18
L731-A300 BR-18
A893-A308 OR-18
G723-A304 YL-18
L973-A114 GN-16
N941-A307 YL-18
T788-A309 GN-16
E554-A311 PK-18
E554-A312 PK-18
K849-A150 YL-18
K851-A142 BU-18
K852-A105 GN-18
2 200-AL2 BK-18 9 N793-A85 GN-18 F716-A115 WH-18 A-C42 G-C4 308-G32 YL-16
130-A125 RD-14
158-A156 BR-18
252-A120 YL-18
262-A121 GN-18
317-A302 YL-18
321-A122 BR-18
380-A301 GN-18
492-A306 GY-18
C468-A62 BU-18
G976-A45 BU-18
X738-A44 PK-18
113-A117 OR-18
127-A124 OR-16
252-A126 YL-18
262-A127 GN-18
308-A139 YL-16
607-A103 PK-16
A537-A41 PK-18
147-A58 PU-16
168-A70 RD-10
184-A11 RD-14
200-A29 BK-14
200-A51 BK-14
200-A53 BK-16
235-A33 BK-16
251-A47 YL-18
261-A48 GN-18
306-A20 GN-16
308-A80 YL-16
322-A15 GY-16
403-A52 GN-18
412-A60 BU-18
430-A42 BU-18
487-A43 OR-18
491-A56 PK-18
495-A54 GN-18
506-A35 PU-18
578-A34 BU-16
607-A81 PK-16
616-A13 BU-16
780-A83 PU-16
892-A31 BR-18
893-A32 GN-18
E554-A4 PK-18
C506-A6 WH-16
200-A93 BK-14
200-A93 BK-14
C506-A6 WH-16
E554-A4 PK-18
124-A86 GN-14
125-A92 RD-16
175-A87 RD-14
607-A91 PK-16
103-A63 RD-16
105-A10 RD-16
135-A25 BU-16
154-A23 RD-18
210-A26 BK-16
320-A14 RD-18
508-A68 PU-18
509-A69 WH-18
511-A66 BR-18
512-A67 GN-18
535-A65 BU-16
576-A40 PK-18
307-A24 OR-16
575-A39 YL-18
607-A95 PK-16
252-C319 YL-18 10 252-A120 YL-18 N794-A129 GY-18 2434510 2304009 326-G11 RD-16
172-A9 RD-18
177-A71 RD-6
200-A7 BK-14
514-A5 PU-16
200-A8 BK-14
200-A8 BK-14
514-A5 PU-16
120-A1 YL-16
(94) ATCH QUICK COUPLER SOL 262-C320 GN-18 11 262-A121 GN-18 N941-A307 YL-18 105-A10 RD-16 1 105-G8 RD-16 508-G29 PU-18 G-C12 G-C14 (36) ATCH MSS KEYREADER
2603877 12 T788-A309 GN-16 A537-A41 PK-18 2 A537-G9 PK-18 509-G25 WH-18 1552264 3E3388 2180404
X738-A44 PK-18 3 511-G30 BR-18 308-G32 YL-16 1 1 KEY ON (17) ATCH EXCITER COIL
200-AL2 BK-18 177-A71 RD-6 4 512-G26 GN-18 200-G38 BK-18 2 2 GND M-C4 M-C5 2065208
L972-A96 BU-18 5 L972-G19 BU-18 607-G20 PK-16 252-G13 YL-18 3 3 CAN HIGH 1552269 3E3364
AK-C2 CABLE AS CK-C1 6 607-G27 PK-16 262-G14 GN-18 4 4 CAN LOW 2 2
1552269 2688643 3280190 7 E472-G1 GN-18 T901-G40 YL-18 5 5 COIL SIG 1 1
(120) ATCH HAMMER RETURN FILTER SW 1 X738-AK1 PK-18 1 CBL-CK1 BK-22 607-A95 PK-16 8 607-G20 PK-16 E473-G2 GY-18 T902-G41 PK-18 6 6 COIL RET
2241687 2 235-AK2 BK-18 2 CBL-CK2 BU-22 9 K843-G3 GN-18 7 7
3 CBL-CK3 RD-22 10 K847-G4 PU-18 8 8 M-C2
CONN 10 4 CBL-CK4 WH-22 ATCH-BEACON LAMP 200-A94 BK-16 11 200-G21 BK-16 L972-G19 BU-18 7Y3952
GC-C7 GA-C1 CAP2 4 235-A88 BK-18 12 235-G22 BK-18 200-G37 BK-18 G-C13 M-C1 1 +B (147) IND UNIT
235-AK2 BK-18 2305010
1
2434508
CONN 16 3422972
A-C26
CONN 47
G-C5
200-G38 BK-18
T902-G41 PK-18
1027964
12
1211168
T902-M12 PK-18
2 GND 1709324
1
2
2 2434509 2312295 T901-G40 YL-18 11 T901-M11 YL-18
3 113-A117 OR-18 1 113-G23 OR-18 607-G20 PK-16 1 607-M1 PK-16
A-C17
4 200-A102 BK-18 2 200-G24 BK-18 200-G37 BK-18 2 200-M2 BK-18
2304011
5 509-A69 WH-18 3 509-G25 WH-18 (29) ATCH SEAT HEATER 3
6 512-A67 GN-18 4 512-G26 GN-18 200-G38 BK-18 2299093 4
638-A19 WH-16
200-A53 BK-16
607-A103 PK-16 5 607-G27 PK-16 200-G37 BK-18 2359027(UN TILT) 5
308-A139 YL-16
308-A108 YL-16
A754-A310 GY-16
A893-A308 OR-18
E554-A312 PK-18
G723-A304 YL-18
K849-A150 YL-18
K851-A142 BU-18
K852-A105 GN-18
K866-A305 WH-18
L973-A114 GN-16
L731-A300 BR-18
N941-A307 YL-18
T788-A309 GN-16
GU-C1 GT-C6 103-A63 RD-16 6 103-G28 RD-16 200-G21 BK-16 2 6
306-A20 GN-16
307-A24 OR-16
308-A80 YL-16
252-A126 YL-18
262-A121 GN-18
262-A127 GN-18
607-A103 PK-16
113-A117 OR-18
127-A124 OR-16
130-A125 RD-14
158-A156 BR-18
252-A120 YL-18
262-A128 GN-18
317-A302 YL-18
321-A122 BR-18
380-A301 GN-18
492-A306 GY-18
A537-A41 PK-18
C468-A62 BU-18
G976-A45 BU-18
X738-A44 PK-18
103-A63 RD-16
105-A10 RD-16
124-A86 GN-14
125-A92 RD-16
147-A58 PU-16
135-A25 BU-16
154-A23 RD-18
168-A70 RD-10
175-A87 RD-14
184-A11 RD-14
252-A49 YL-18
412-A60 BU-18
508-A68 PU-18
509-A69 WH-18
511-A66 BR-18
512-A67 GN-18
576-A40 PK-18
607-A81 PK-16
607-A95 PK-16
780-A83 PU-16
200-A29 BK-14
200-A51 BK-14
210-A26 BK-16
235-A33 BK-16
251-A47 YL-18
261-A48 GN-18
320-A14 RD-18
322-A15 GY-16
403-A52 GN-18
430-A42 BU-18
487-A43 OR-18
491-A56 PK-18
495-A54 GN-18
506-A35 PU-18
535-A65 BU-16
575-A39 YL-18
578-A34 BU-16
607-A21 PK-16
607-A91 PK-16
616-A13 BU-16
892-A31 BR-18
893-A32 GN-18
200-A53 BK-16
2434507 2305008 508-A68 PU-18 7 508-G29 PU-18 200-G39 BK-18 1 7
120-A1 YL-16
172-A9 RD-18
177-A71 RD-6
200-A7 BK-14
1 780-GT1 PU-16 200-GT4 BK-18 511-A66 BR-18 8 511-G30 BR-18 308-G31 YL-16 8 308-M8 YL-16
2 779-GT2 WH-16 G-C6 CAP2 3 326-G11 RD-16 21 326-M23 RD-16
3 A588-GT3 GN-18 200-GT12 BK-18 AJ-C1 2304011 3422972 307-G12 OR-16 9 307-M9 OR-16
4 200-GT4 BK-18 200-GT19 BK-18 2312295 200-G39 BK-18 2 105-G8 RD-16 10 105-M10 RD-16 (125) KEY SWITCH
1 A537-G9 PK-18 1 113-G23 OR-18 13 113-M13 OR-18 2552751
I CALLOUT FORMAT IF APPLICABLE CONN 11 2 200-G24 BK-18 14 200-M14 BK-18
R I
H24 200-GT9 BK-18 3 509-G25 WH-18 15 509-M15 WH-18
Callout Number Component 200-GT10 BK-18 CBL-CK5 WH-18-GXL CONN 47 4 512-G26 GN-18 16 512-M16 GN-18
C OFF
200-GT11 BK-18 5 607-G27 PK-16 17 607-M17 PK-18
(Machine Location from (52) VALVE GP - CONTROL Name H47 CONNECTS TO A-C26 6 103-G28 RD-16 18 103-M18 RD-18 ON
Component Locations Table) H23 LOC I-4 S ST
138-1234 Part Number 779-GT2 WH-16 CBL-CK6 YL-18-GXL 7 508-G29 PU-18 19 508-M19 PU-18
B
CBL-CK3 RD-22 8 511-G30 BR-18 20 511-M20 BR-18
779-GT5 WH-16 CBL-CK4 WH-22
SYMBOL DESCRIPTION
779-GT6 WH-16 CONN 49
ABBREV COLOR
H24
H23
780-GT1 PU-16
RD RED A588-GT3 GN-18 ANTENNA ACC 1 113-M13 OR-18
CIRCUIT CONNECTED
CBL-CK7 RD-18-GXL GND 2 200-M14 BK-18
CBL-CK8 BK-18-GXL ANTENNA AS. SPKR LH(-) 3 509-M15 WH-18
WH WHITE A588-GT7 GN-18 2594883 AUX-SPKR(-) 4 C566-M22 PK-18
CIRCUIT NOT CONNECTED
A588-GT8 GN-18 SPKR RH(-) 5 512-M16 GN-18
101-C139 RD-2-SGX
109-C138 RD-2-SGX
OR ORANGE ILLUM 6 607-M17 PK-18
ELECTRICAL CONNECTION TO
F793-C279 OR-18
P875-C306 BU-18
BACKUP 7 103-M18 RD-18
A588-C167 GN-18
A754-C296 GY-16
F716-C208 WH-18
200-C310 BK-18
877-C287 YL-18
306-C274 GN-18
492-C291 GY-18
235-C160 BK-16
235-C302 BK-18
308-C140 YL-16
403-C151 GN-18
997-C300 OR-18
A588-C88 GN-18
C468-C28 BU-18
E472-C29 GN-18
E473-C55 GY-18
E474-C52 OR-18
E554-C11 PK-18
E997-C84 RD-18
G723-C92 YL-18
G976-C32 BU-18
H473-C31 BR-18
H474-C34 GN-18
H475-C35 BU-18
H476-C30 WH-18
K843-C56 GN-18
K844-C53 GY-18
K866-C79 WH-18
L972-C33 BU-18
L973-C80 GN-16
147-C313 PU-18
158-C288 BR-18
235-C317 BK-18
252-C319 YL-18
262-C320 GN-18
MACHINE STRUCTURE
877-C136 YL-6
321-C40 BR-18
487-C19 OR-18
495-C22 GN-18
506-C45 PU-18
578-C46 BU-16
SPKR LH(+) 8 508-M19 PU-18
A588-C3 GN-18
N793-C1 GN-18
147-C10 PU-16
147-C72 PU-16
147-C73 PU-16
168-C51 RD-10
235-C42 BK-16
235-C43 BK-18
251-C49 YL-18
261-C50 GN-18
YL YELLOW
308-C4 YL-16
322-C6 GY-16
184-C5 RD-14
F716-A115 WH-18
607-C7 PK-16
616-C9 BU-16
AUX-SPKR(+) 9 C560-M21 OR-18
L973-A114 GN-16
E554-A312 PK-18
L731-A300 BR-18
K849-A150 YL-18
K851-A142 BU-18
K852-A105 GN-18
INTERNAL ELECTRICAL CONNECTION
317-A302 YL-18
235-A37 BK-18
A893-A308 OR-18
T788-A309 GN-16
A754-A310 GY-16
K866-A305 WH-18
G723-A304 YL-18
N941-A307 YL-18
SPKR RH(+) 10 511-M20 BR-18
147-A58 PU-16
235-A33 BK-16
200-A29 BK-14
403-A52 GN-18
412-A60 BU-18
491-A56 PK-18
495-A54 GN-18
508-A68 PU-18
509-A69 WH-18
511-A66 BR-18
512-A67 GN-18
200-A51 BK-14
251-A47 YL-18
261-A48 GN-18
130-A125 RD-14
308-A108 YL-16
127-A124 OR-16
158-A156 BR-18
321-A122 BR-18
380-A301 GN-18
TO SURFACE OF COMPONENT
C468-A62 BU-18
X738-A44 PK-18
A537-A41 PK-18
G976-A45 BU-18
492-A306 GY-18
262-A128 GN-18
113-A117 OR-18
PK PINK
607-A21 PK-16
154-A23 RD-18
306-A20 GN-16
124-A86 GN-14
307-A24 OR-16
175-A87 RD-14
320-A14 RD-18
184-A11 RD-14
616-A13 BU-16
322-A15 GY-16
638-A19 WH-16
105-A10 RD-16
168-A70 RD-10
125-A92 RD-16
892-A31 BR-18
893-A32 GN-18
103-A63 RD-16
430-A42 BU-18
487-A43 OR-18
506-A35 PU-18
780-A83 PU-16
578-A34 BU-16
535-A65 BU-16
575-A39 YL-18
576-A40 PK-18
135-A25 BU-16
210-A26 BK-16
252-A49 YL-18
M-C6
120-A1 YL-16
172-A9 RD-18
177-A71 RD-6
200-A7 BK-14
ATCH AM FM RADIO 1532541
CONNECTOR BK BLACK 3068802
H# GY GRAY DISC BOX

CIRCUIT GROUPING DESIGNATION
M-C7
PU PURPLE A-C20 A-C27 A-C23 7Y3966
A-C15 A-C22 A-C2
ATCH WIRE, CABLE, COMPONENT
877-C136 YL-6 877-WF1 YL-8
(6) BUS BAR
2382279
2304011
A-C3
1343295
CONN 26 1211168 1254766 1211168 1027964
2304011
1
M-C8
BR BROWN
109-CL1 RD-4 120A CONN 27 CONN 32 CONN 33 CONN 40 CONN 41 ANTENNA CABLE 7Y3967
CAB
2
1
SPLICE 1
GN GREEN
(13) ALT BREAKER
BLADE, SPADE, RING OR SCREW 109-C138 RD-2-SGX 109-CL1 RD-4 2164970 CONN 25 AG-C1
CONSOLE(RH)
H TERMINAL BU BLUE 2434505
H
101-C139 RD-2-SGX 101-CJ1 RD-4 (139) SECONDARY SHUTDOWN SW CAB
E554-F357 PK-18
L731-F302 BR-18
K849-F312 YL-18
K851-F318 BU-18
K852-F324 GN-18
A537-F108 PK-18
K866-F310 WH-18
G723-F309 YL-18
N941-F323 YL-18
317-F328 YL-18
L973-F82 GN-16
235-F307 BK-16
200-F113 BK-14
403-F115 GN-18
508-F120 PU-18
509-F121 WH-18
511-F118 BR-18
512-F119 GN-18
200-F116 BK-14
261-F152 GN-18
252-F190 YL-18
262-F191 GN-18
380-F325 GN-18
308-F104 YL-16
158-F207 BR-18
168-F123 RD-14
105-F102 RD-16
893-F111 GN-18
506-F103 PU-18
578-F105 BU-16
535-F117 BU-16
G976-F36 BU-18
492-F322 GY-18
575-F106 YL-18
576-F107 PK-18
4D1836
168-F73 RD-10
147-F22 PU-16
251-F23 YL-18
A115-F340 YL-18
P878-F341 GN-18
P880-F342 GY-18
P976-F334 BR-18
A893-F346 OR-18
T788-F348 GN-16
A754-F356 GY-16
130-F75 RD-14
607-F87 PK-16
154-F93 RD-18
127-F60 OR-16
306-F92 GN-16
124-F65 GN-14
307-F94 OR-16
175-F72 RD-14
320-F85 RD-18
184-F74 RD-14
616-F84 BU-16
322-F86 GY-16
120-F55 YL-16
172-F10 RD-18
321-F44 BR-18
638-F91 WH-16
200-F68 BK-14
892-F98 BR-18
103-F70 RD-16
113-F61 OR-18
430-F33 BU-18
487-F34 OR-18
780-F21 PU-16
135-F95 BU-14
210-F47 BK-14
412-F2 BU-18
491-F3 PK-18
495-F1 GN-18
125-F329 RD-16
X738-F35 PK-18
779-F335 WH-18
177-A71 RD-6 177-WE1 RD-6 177-WE1 RD-6
C468-F9 BU-18
80A 12
(4) BLOCK AS. 235-AG1 BK-18
1211023 (15) MAIN BREAKER
1712210 3
101-CA1 RD-00-SGX 511-F118 BR-18 +
(18) JUMP START CONN
2G1830
F716-AG2 WH-18 512-F119 GN-18 - CONN 50
R-C1 R-C3
101-CF1 RD-00-SGX (NOTE N) 108-WK1 RD-8 SPEAKER (R) 7Y3966 7Y3967 ATCH CAB LAMP(LH)
60A 1673441
7Y5505 615-F163 YL-16 615-R1 YL-16 615-R1 YL-16 1 RD-16
(14) GLOW BREAKER (24V,70W)
PN
1712208 CONN 51 R-C4 1831035 (NOTE K)
R-C2
7Y3967 7Y3966
RD-00 BK-00 508-F120 PU-18 + 200-F161 BK-16 200-R2 BK-16 200-R2 BK-16 1 WH-16
-
101-CJ1 RD-4 308-F311 YL-16
308-F104 YL-16 120-F55 YL-16
509-F121 WH-18
CONN 52 T-C3
T-C1
C-C102 308-F144 YL-18 124-F65 GN-14 SPEAKER (L) 7Y3967 ATCH CAB LAMP(RH)
7Y3966
2304011 125-F329 RD-16 200-F116 BK-14 7Y5505 615-F164 YL-16 615-T1 YL-16 615-T1 YL-16 1 RD-16 1673441
GROUND-CHASSIS 7 (24V,70W)
877-C287 YL-18 1
2
5A 308-F145 YL-18
200-F140 BK-16
127-F60 OR-16
130-F75 RD-14
CONN T-C2
53 T-C4 1831035 (NOTE K)
308-F104 YL-16 154-F93 RD-18 200-F155 BK-16 7Y3967 7Y3966
C-C5 (5) HOLDER AS 200-F146 BK-18 (22) MAIN RELAY DIODE 308-F144 YL-18 158-F207 BR-18 200-F161 BK-16 200-F155 BK-16 200-T2 BK-16 200-T2 BK-16 1 WH-16
3E3364 3245808 308-F145 YL-18 1211022 308-F311 YL-16 168-F73 RD-10 200-F149 BK-16
F793-C279 OR-18 1 308-F144 YL-18 168-F123 RD-14 200-F116 BK-14
(12) BLOCK GP
200-AL2 BK-18
235-AK2 BK-18
200-C310 BK-18 2 308-F104 YL-16 308-F145 YL-18 172-F10 RD-18 200-F149 BK-16
A537-F108 PK-18
E554-F357 PK-18
K849-F312 YL-18
K851-F318 BU-18
K852-F324 GN-18
K866-F310 WH-18
L731-F302 BR-18
N941-F323 YL-18
G723-F309 YL-18
9W0742
317-F328 YL-18
200-F113 BK-14
235-F307 BK-16
252-F190 YL-18
261-F152 GN-18
262-F191 GN-18
575-F106 YL-18
576-F107 PK-18
578-F105 BU-16
893-F111 GN-18
G976-F36 BU-18
L973-F82 GN-16
403-F115 GN-18
492-F322 GY-18
506-F103 PU-18
535-F117 BU-16
200-F116 BK-14
508-F120 PU-18
509-F121 WH-18
511-F118 BR-18
512-F119 GN-18
(55) GLOW RELAY 200-F140 BK-16 175-F72 RD-14 200-F162 BK-16
103-F70 RD-16
113-F61 OR-18
200-F68 BK-14
135-F95 BU-14
147-F22 PU-16
210-F47 BK-14
251-F23 YL-18
430-F33 BU-18
487-F34 OR-18
780-F21 PU-16
892-F98 BR-18
403-F76 GN-18
(NOTE N) DOME LAMP
412-F2 BU-18
491-F3 PK-18
495-F1 GN-18
403-F4 GN-18
2418368 184-F74 RD-14 200-F157 BK-18 615-F164 YL-16 103-F96 RD-16
C-C100 877-WF1 YL-8 (7) FUSE BASE 113-F61 OR-18 306-F92 GN-16 200-F160 BK-16 615-F163 YL-16 200-F162 BK-16 1761986
101-C139 RD-2-SGX
109-C138 RD-2-SGX
F716-C208 WH-18
P875-C306 BU-18
F793-C279 OR-18
2304011 200-CE1 BK-00 (116) DISCONNECT SW 177-A71 RD-6 112-FC1 PU-4 2382319 118-F90 GY-16 307-F94 OR-16 615-F129 YL-16
252-C319 YL-18
262-C320 GN-18
306-C274 GN-18
877-C287 YL-18
997-C300 OR-18
A588-C88 GN-18
E472-C29 GN-18
E473-C55 GY-18
E474-C52 OR-18
E997-C84 RD-18
H473-C31 BR-18
H474-C34 GN-18
H475-C35 BU-18
H476-C30 WH-18
K843-C56 GN-18
K844-C53 GY-18
L972-C33 BU-18
A588-C167 GN-18
A754-C296 GY-16
251-C49 YL-18
261-C50 GN-18
N793-C1 GN-18
1 492-C291 GY-18 7N0719 108-WK1 RD-8 177-FA1 RD-4 120-F55 YL-16 308-F104 YL-16 103-F96 RD-16
147-C313 PU-18
200-C310 BK-18
235-C160 BK-16
308-C140 YL-16
403-C151 GN-18
492-C291 GY-18
C468-C28 BU-18
E554-C11 PK-18
G723-C92 YL-18
G976-C32 BU-18
K866-C79 WH-18
L973-C80 GN-16
158-C288 BR-18
(73) COOLANT TEMP SENSOR T 1K

184-C5 RD-14
(57) MAIN RELAY

147-C72 PU-16
147-C73 PU-16
168-C51 RD-10
235-C42 BK-16
235-C43 BK-18
321-C40 BR-18
487-C19 OR-18
495-C22 GN-18
877-C136 YL-6
2566454 2 15A 124-F65 GN-14 123-F64 WH-18 320-F85 RD-18 103-F96 RD-16 200-F162 BK-16
308-C4 YL-16
322-C6 GY-16
607-C7 PK-16
616-C9 BU-16
PC 2130772 5A 158-F207 BR-18 124-F65 GN-14 322-F86 GY-16 A584-F169 BU-18 A584-F169 BU-18
(145) WINDOW LIMIT SW
G 101-CC1 RD-00-SGX DISC-GND STRAP 10A 160-F53 PU-16 127-F60 OR-16 380-F325 GN-18 615-F129 YL-16 200-F157 BK-18 200-F157 BK-18 G
BK-14
BK-16
BK-16
BK-18
BK-16
1176306
1321805 177-FA1 RD-4 10A 129-F57 BU-16 129-F57 BU-16 607-F87 PK-16
C-C64 10A 106-F347 WH-16 143-F41 BR-18 616-F84 BU-16
2304011 POS NEG POS NEG 5A 113-F61 OR-18 147-F63 PU-16 638-F91 WH-16 A584-F169 BU-18
200-F116
200-F149
200-F160
200-F157
200-F162
112-FC1 PU-4
GROUND-CHASSIS 5 10A
1 E554-C11 PK-18 147-F63 PU-16 152-F59 BU-16 A754-F356 GY-16
2 200-C107 BK-18 (8) BATTERY FRONT 5A 123-F64 WH-18 158-F207 BR-18 A893-F346 OR-18 (39) E MONITOR
(10) BATTERY REAR 10A 152-F59 BU-16 165-F330 YL-18 T788-F348 GN-16 4562194
(86) A/C CLUTCH SOL 3T5760 3T5760
2639574(NOTE A) 10A 118-F90 GY-16 180-F54 GN-16 105-F102 RD-16 103-F24 RD-18 + B
2597244 2639574(NOTE A) 10A 127-F60 OR-16 315-F326 GN-18 321-F44 BR-18 200-F8 BK-18 GND
101-CA1 RD-00-SGX
101-CF1 RD-00-SGX
403-C151 GN-18 10A 120-F55 YL-16 199-F135 OR-16 779-F335 WH-18 308-F144 YL-18 KEY SWITCH
101-CG1 RD-00-SGX 200-CH1 BK-00 (50) BOOM LAMP RELAY 10A 199-F135 OR-16 160-F53 PU-16 A115-F340 YL-18 CAN 1 SHIELD
(3) ALTERNATOR 1613128 1 645-F88 RD-18 10A 180-F54 GN-16 106-F347 WH-16 C468-F9 BU-18 A584-F169 BU-18 251-F147 YL-18 CAN 1 HIGH
3445081 R C-C24 2 200-F317 BK-18 5A 143-F41 BR-18 P878-F341 GN-18 200-F160 BK-16 103-F24 RD-18 261-F51 GN-18 CAN 1 LOW
(115A) B+ 109-C138 RD-2-SGX POS NEG POS NEG 7T5957 (66) ATCH SINGLE RELAY 3 149-F80 RD-16 5A 315-F326 GN-18 103-F6 RD-16 P880-F342 GY-18 103-F96 RD-16 200-F8 BK-18 492-F322 GY-18 CDL HIGH
PF B- 200-C165 BK-18 1
(43) WASHER MOTOR 1495050 (NOTE G,H) 4 5A 165-F330 YL-18 105-F77 RD-16 P976-F334 BR-18 615-F129 YL-16 251-F189 YL-18 N941-F323 YL-18 CDL LOW
ALTN-GND STRAP C-C101 506-C45 PU-18 2 MOTOR 7T8890 GA-C2 5 616-F84 BU-16 5A 125-F329 RD-16 X738-F35 PK-18 403-F76 GN-18 251-F23 YL-18 CAN 2 SHIELD
4153687 2304011 (11) ATCH BATTERY REAR 1495051 10A GND-CAB 3
(9) ATCH BATTERY FRONT 130-F75 RD-14 113-F61 OR-18 492-F322 GY-18 251-F147 YL-18 252-F300 YL-18 CAN 2 HIGH
2639574 C-C25
1 C903-C281 BU-18 2639574 1 15A 141-F16 RD-16 200-F68 BK-14 506-F103 PU-18 262-F301 GN-18 CAN 2 LOW
2 (NOTE A) 7T5957 2
235-C283 BK-18 (NOTE A) 646-F32 OR-18 142-F15 RD-16 317-F328 YL-18 535-F117 BU-16 N/C
200-C164 BK-18 1 3 168-F73 RD-10 N941-F323 YL-18 252-F300 YL-18
(40) ATCH LOWER WASHER MOTOR
578-C46 BU-16 2 MOTOR 4 (52) CHAS LAMP RELAY 168-F123 RD-14 103-F6 RD-16 615-F129 YL-16 1 VIDEO 1 +
177-FA1 RD-4
GS 7T8890
5 1613128 1 646-F313 OR-18 172-F10 RD-18 103-F70 RD-16 103-F96 RD-16 2 VIDEO 1 GND
GROUND-CHASSIS 6 101-C139 RD-2-SGX 2 200-F315 BK-18 175-F72 RD-14 103-F96 RD-16 118-F90 GY-16 261-F152 GN-18 3 VIDEO 2 +
101-C139 RD-2-SGX 109-C138 RD-2-SGX 184-C5 RD-14 3 160-F53 PU-16 184-F74 RD-14 103-F321 RD-16 152-F59 BU-16 261-F52 GN-18 4 VIDEO 2 GND
101-CA1 RD-00-SGX 235-C283 BK-18 (25) MACHINE ECM 4 15A 175-F72 RD-14 149-F80 RD-16 118-F90 GY-16 308-F144 YL-18 261-F51 GN-18 5 VIDEO 3 +
101-CF1 RD-00-SGX 403-C151 GN-18 251-C49 YL-18 3863444 5 607-F87 PK-16 5A 172-F10 RD-18 115-F78 RD-16 152-F59 BU-16 6 VIDEO 3 GND
H47
MOTOR C-C114
(42) STARTER MOTOR 492-C291 GY-18 251-C103 YL-18 607-F49 PK-18 10A 149-F80 RD-16 114-F79 RD-16 308-F144 YL-18 103-F321 RD-16 CK-C2
1607689
3545671 C903-C281 BU-18 251-C133 YL-18 10A 115-F78 RD-16 615-F129 YL-16 103-F24 RD-18 262-F301 GN-18 2305010
E554-C11 PK-18 184-C105 RD-14 1 +B 15A 103-F6 RD-16 114-F79 RD-16 105-F102 RD-16 103-F27 RD-18
PE 252-C319 YL-18 184-C5 RD-14 235-C106 BK-14 2 GND 10A 105-F77 RD-16 115-F78 RD-16 321-F44 BR-18 103-F303 RD-16
ENG-GND STRAP 200-C107 BK-18 252-C323 YL-18 184-C105 RD-14 308-C113 YL-16 3 KEY SWITCH (52) CAB LAMP RELAY 10A 114-F79 RD-16 149-F80 RD-16 779-F335 WH-18 308-F144 YL-18
1343355 252-C321 YL-18 184-C109 RD-14 K906-C62 GN-18 4 SWING BRAKE SOL (60) ATCH QC HYD LOCK PRIORITY RELAY 1613128 1 646-F314 OR-18 25A 184-F74 RD-14 106-F347 WH-16 A115-F340 YL-18 492-F322 GY-18
147-C313 PU-18 C903-C280 BU-18 5 STARTER RELAY 1495050 2 200-F316 BK-18 20A 130-F75 RD-14 160-F53 PU-16 C468-F9 BU-18 251-F23 YL-18 N941-F323 YL-18
158-C288 BR-18 261-C50 GN-18 235-C166 BK-14 A982-C293 BR-18 6 SHUTOFF SOLENOID GT-C2 3 115-F78 RD-16 10A 141-F16 RD-16 199-F135 OR-16 P880-F342 GY-18 261-F52 GN-18 103-F27 RD-18
101-CF1 RD-00-SGX 877-C136 YL-6 101-C139 RD-2-SGX 261-C104 GN-18 235-C106 BK-14 763-C75 BU-18 7 TRAVEL SPEED SOL 1495051 4 10A 142-F15 RD-16 315-F326 GN-18 P878-F341 GN-18 251-F189 YL-18 152-F59 BU-16
F 101-CA1 RD-00-SGX 997-C311 OR-18 109-C138 RD-2-SGX 261-C132 GN-18 235-C110 BK-14 E997-C84 RD-18 8 HYD LOCK SOL 1 E562-GT18 PU-16 5 615-F129 YL-16 15A 168-F123 RD-14 154-F93 RD-18 P976-F334 BR-18 261-F152 GN-18 200-F166 BK-18 F
A982-C293 BR-18 147-C72 PU-16 235-C325 BK-18 M740-C74 PK-18 9 STRAIGHT TRAVEL SOL 2 200-GT9 BK-18 30A 168-F73 RD-10 199-F69 OR-18 X738-F35 PK-18 403-F76 GN-18
C-C111 A762-C278 PU-18 147-C313 PU-18 262-C320 GN-18 251-C103 YL-18 10 8V SUPPLY 3 E564-GT13 PK-18 10A 125-F329 RD-16 306-F92 GN-16 105-F77 RD-16 410-F308 WH-18
3495085 C468-C28 BU-18 158-C288 BR-18 262-C324 GN-18 11 8V SUPPLY 4 E564-GT15 PK-18 15A 307-F94 OR-16 123-F64 WH-18 535-F117 BU-16
1 1 147-C313 PU-18 M736-C286 BU-18 200-C163 BK-18 262-C322 GN-18 261-C104 GN-18 997-C298 OR-18 12 5V SUPPLY 5 A588-GT7 GN-18 20A 317-F328 YL-18 129-F57 BU-16 410-F308 WH-18 535-F124 BU-16
N769-C309 GY-18 200-C171 BK-18 306-C274 GN-18 13 5V SUPPLY (56) HORN RELAY 10A 320-F85 RD-18 147-F63 PU-16 535-F151 BU-16 535-F151 BU-16
T 1613128
235-C294 BK-18 200-C310 BK-18 506-C45 PU-18 306-C274 GN-18 184-C109 RD-14 14 +B 1 114-F126 RD-18 10A 322-F86 GY-16 199-F69 OR-18 535-F124 BU-16 118-F90 GY-16
(114) COLD START ADVANCE SW 235-C307 BK-18 235-C42 BK-16 578-C46 BU-16 308-C113 YL-16 235-C110 BK-14 15 GND 2 320-F85 RD-18 25A 380-F325 GN-18 200-F139 BK-16 501-F28 GN-18 200-F168 BK-16
2351790
A115-F340 YL-18
N744-F353 OR-18
P878-F341 GN-18
P880-F342 GY-18
P976-F334 BR-18
A537-F108 PK-18
K849-F312 YL-18
K851-F318 BU-18
E554-F357 PK-18
G723-F309 YL-18
K852-F324 GN-18
K866-F310 WH-18
L731-F302 BR-18
200-C289 BK-18 235-C43 BK-18 877-C287 YL-18 763-C75 BU-18 K867-C326 YL-18 16 PRV RET 1 (59) ATCH QC HYD LOCK ON RELAY 3 114-F126 RD-18 30A 603-F133 PK-18 308-F311 YL-16 530-F29 OR-18 200-F180 BK-18
200-F139 BK-16
308-F311 YL-16
779-F335 WH-18
X738-F35 PK-18
200-F113 BK-14
210-F206 BK-14
L973-F82 GN-16
262-F191 GN-18
252-F190 YL-18
261-F152 GN-18
261-F152 GN-18
252-F190 YL-18
262-F191 GN-18
251-F189 YL-18
103-F303 RD-16
410-F308 WH-18
535-F124 BU-16
535-F151 BU-16
105-F102 RD-16
603-F133 PK-18
235-F307 BK-16
575-F106 YL-18
576-F107 PK-18
578-F105 BU-16
893-F111 GN-18
G976-F36 BU-18
101-C139 RD-2-SGX
109-C138 RD-2-SGX
105-F40 RD-16
147-F63 PU-16
321-F44 BR-18
646-F32 OR-18
C468-F9 BU-18
135-F45 BU-14
135-F56 BU-14
147-F22 PU-16
210-F47 BK-14
210-F97 BK-14
430-F33 BU-18
487-F34 OR-18
780-F21 PU-16
892-F98 BR-18
251-F23 YL-18
251-F23 YL-18
261-F52 GN-18
105-F77 RD-16
123-F64 WH-18
129-F57 BU-16
199-F69 OR-18
607-F49 PK-18
645-F88 RD-18
135-F95 BU-14
877-C136 YL-6 235-C277 BK-18 235-C160 BK-16 997-C300 OR-18 877-C287 YL-18 K868-C215 BR-18 17 PRV RET 2 1495050 4 114-F79 RD-16 607-F49 PK-18 603-F133 PK-18 590-F67 GY-18 501-F28 GN-18
403-F4 GN-18
412-F2 BU-18
491-F3 PK-18
495-F1 GN-18
L731-C173 BR-18
A762-C278 PU-18
A982-C293 BR-18
N769-C309 GY-18
R725-C305 WH-18
A588-C167 GN-18
A754-C296 GY-16
C903-C281 BU-18
K904-C117 GN-18
M736-C286 BU-18
M739-C135 YL-18
T967-C118 YL-18
235-C99 BK-18 235-C166 BK-14 A588-C88 GN-18 F793-C279 OR-18 18 GLOW PLUG RELAY GT-C3 5 322-F86 GY-16 FUSE 607-F87 PK-16 607-F49 PK-18 A586-F26 OR-18 506-F103 PU-18
147-C313 PU-18
158-C288 BR-18
200-C310 BK-18
235-C160 BK-16
403-C151 GN-18
492-C291 GY-18
C468-C28 BU-18
E554-C11 PK-18
G976-C32 BU-18
L973-C80 GN-16
G723-C92 YL-18
308-C126 YL-16
308-C140 YL-16
K866-C79 WH-18
K866-C79 WH-18
308-C113 YL-16
235-C166 BK-14
235-C285 BK-18
M739-C67 YL-18
997-C299 OR-18
235-C325 BK-18
A768-C64 BU-18
K906-C62 GN-18
M737-C77 WH-18
M740-C74 PK-18
147-C72 PU-16
168-C51 RD-10
235-C42 BK-16
235-C43 BK-18
321-C40 BR-18
487-C19 OR-18
495-C22 GN-18
877-C136 YL-6
147-C73 PU-16
147-C73 PU-16
763-C75 BU-18
235-C170 BK-18 E472-C29 GN-18 997-C298 OR-18 A588-C88 GN-18 19 HYD LOCK CANCEL SWITCH 1495051 5A 141-2759 615-F129 YL-16 645-F88 RD-18 200-F160 BK-16 530-F29 OR-18
308-C4 YL-16
322-C6 GY-16
607-C7 PK-16
616-C9 BU-16
235-C99 BK-18 235-C172 BK-18 E473-C55 GY-18 997-C299 OR-18 877-C287 YL-18 20 GLOW PLUG STATUS 1 E564-GT14 PK-18 10A 113-8490 616-F84 BU-16 646-F32 OR-18 H5 200-F8 BK-18 590-F67 GY-18
235-C277 BK-18 E474-C52 OR-18 997-C300 OR-18 306-C274 GN-18 21 START DETECTION 2 200-GT10 BK-18 15A 113-8491 638-F91 WH-16 N744-F353 OR-18 200-F166 BK-18 A584-F169 BU-18
200-C289 BK-18 235-C283 BK-18 E997-C84 RD-18 A588-C88 GN-18 K904-C117 GN-18 22 PUMP 1 PRESS SENSOR 3 A588-GT8 GN-18 20A 113-8492 645-F88 RD-18 CONN 34 200-F168 BK-16 A586-F26 OR-18
200-C107 BK-18 235-C284 BK-18 F716-C208 WH-18 A762-C278 PU-18 T967-C118 YL-18 23 PUMP 2 PRESS SENSOR 4 (58) NEUTRAL START RELAY 25A 113-8493 646-F32 OR-18 141-F16 RD-16 200-F180 BK-18
200-C163 BK-18 235-C285 BK-18 F793-C279 OR-18 A768-C64 BU-18 M736-C286 BU-18 24 ENGINE SPEED COMMAND 5 E564-GT14 PK-18 1613128 1 154-F93 RD-18 30A 124-3548 A754-F356 GY-16 CBL-CK6 YL-18-GXL
200-C171 BK-18 H473-C31 BR-18 A982-C293 BR-18 K869-C218 BU-18 25 PRV RET 3 E564-GT15 PK-18 2 200-F136 BK-18 TOOL 170-6888 A893-F346 OR-18 CBL-CK5 WH-18-GXL
H35 200-C310 BK-18 H474-C34 GN-18 C903-C280 BU-18 M739-C94 YL-18 26 PRV RET 4 H47 3 307-F94 OR-16 N744-F353 OR-18 CONN 35 CBL-CK8 BK
(28) GOVERNOR C-C104 235-C42 BK-16 H475-C35 BU-18 E472-C29 GN-18 K871-C78 WH-18 27 2PUMP FLOW COMBINE SOL 4 T788-F348 GN-16 142-F15 RD-16 CBL-CK7 RD-18-GXL
3863439 2312295 235-C43 BK-18 H476-C30 WH-18 E473-C55 GY-18 28 NFC 1 PRESS SENSOR (61) ATCH QC HYD LOCK RELAY 1 5 306-F92 GN-16 200-F354 BK-18
+B 1 158-C288 BR-18 235-C160 BK-16 K843-C56 GN-18 E474-C52 OR-18 29 NFC 2 PRESS SENSOR 1495050 200-F317 BK-18 CK-C3
GND 2 200-C289 BK-18 235-C166 BK-14 K844-C53 GY-18 E997-C84 RD-18 30 UNUSED GT-C4 200-F316 BK-18 CONN 36 7Y3966
H35
F/B 3 235-C170 BK-18 308-C126 YL-16 L972-C33 BU-18 F716-C208 WH-18 G973-C12 OR-18 31 BOOM UP PRESS SW 1495051 200-F315 BK-18 180-F54 GN-16
ACCEL 4 235-C172 BK-18 403-C151 GN-18 N793-C1 GN-18 F793-C279 OR-18 32 UNUSED 1 E564-GT13 PK-18 200-F136 BK-18
DECEL 5 492-C291 GY-18 P875-C306 BU-18 G973-C12 OR-18 A768-C64 BU-18 33 PS PRESS PRV 2 200-GT11 BK-18 (49) ATCH BEACON RELAY 200-F134 BK-18
KEY 6 235-C284 BK-18 877-C136 YL-6 H473-C31 BR-18 34 UNUSED 3 E562-GT16 PU-16 1613128 1 603-F133 PK-18
ESS 7 M736-C286 BU-18 235-C112 BK-18 H474-C34 GN-18 35 UNUSED 4 2 200-F134 BK-18 200-F134 BK-18 143-F41 BR-18
8 H475-C35 BU-18 K844-C53 GY-18 36 LEFT J/S SWITCH 1(UPPER) 5 779-GT5 WH-16 3 199-F69 OR-18 200-F136 BK-18 CBL-CK7 RD-18-GXL
200-C297 BK-16 997-C311 OR-18 235-C325 BK-18 H476-C30 WH-18 37 UNUSED 4 199-F135 OR-16 200-F315 BK-18 CONN 37
C-C107 997-C312 OR-18 235-C166 BK-14 K843-C56 GN-18 K843-C56 GN-18 38 RIGHT J/S SWITCH 1(UPPER) 5 638-F91 WH-16 200-F316 BK-18
1003320 997-C299 OR-18 235-C285 BK-18 K844-C53 GY-18 39 UNUSED 200-F317 BK-18 165-F330 YL-18
(88) ENG SHUT OFF SOL A A982-C293 BR-18 308-C113 YL-16 K856-C211 PU-18 M737-C77 WH-18 40 FLOW LIMIT PRESS PRV (62) ATCH QC HYD LOCK RELAY 2 200-F354 BK-18
1472645 B 235-C294 BK-18 A754-C296 GY-16 763-C75 BU-18 K857-C213 WH-18 K864-C82 PK-18 41 VARIABLE RELIEF 1 PRV 1495050 200-F68 BK-14 CONN 38 129-F57 BU-16
(37) CIGAR LIGHTER
9W0335
E A762-C278 PU-18 997-C299 OR-18 K858-C216 YL-18 K865-C89 PU-18 42 VARIABLE RELIEF 2 PRV GT-C5 200-F139 BK-16 200-F140 BK-16 E
101-C139 RD-2-SGX
109-C138 RD-2-SGX
235-C304 BK-18 A768-C64 BU-18 A762-C278 PU-18 K860-C212 BU-18 43 HYD OIL TEMP SENSOR 1495051 200-F140 BK-16
(74) ENG OIL PRESS. SENSOR (67) START AID RELAY
44 1 1
L731-C173 BR-18
A588-C167 GN-18
C-C105 A982-C293 BR-18 A768-C64 BU-18 K861-C214 GN-18 H474-C34 GN-18 RIGHT TRAVEL PRESS SW 779-GT6 WH-16 315-F327 GN-18
A754-C296 GY-16
A762-C278 PU-18
A982-C293 BR-18
C903-C281 BU-18
K904-C117 GN-18
M736-C286 BU-18
M739-C135 YL-18
N769-C309 GY-18
R725-C305 WH-18
T967-C118 YL-18
H34
147-C313 PU-18
158-C288 BR-18
200-C163 BK-18
200-C310 BK-18
235-C160 BK-16
235-C166 BK-14
235-C285 BK-18
1613128
235-C172 BK-18
235-C172 BK-18
L973-C80 GN-16
200-C171 BK-18
235-C170 BK-18
G723-C92 YL-18
K906-C62 GN-18
M740-C74 PK-18
235-C325 BK-18
308-C126 YL-16
403-C151 GN-18
492-C291 GY-18
997-C299 OR-18
A768-C64 BU-18
C468-C28 BU-18
E554-C11 PK-18
G976-C32 BU-18
M737-C77 WH-18
M739-C67 YL-18
235-C170 BK-18
200-C171 BK-18
3203060
147-C72 PU-16
235-C42 BK-16
235-C43 BK-18
2818804 C468-C28 BU-18 A982-C293 BR-18 K862-C217 GY-18 H475-C35 BU-18 45 LEFT TRAVEL PRESS SW 2 200-GT12 BK-18 2 380-F325 GN-18 200-F122 BK-16 (132) E SWITCH PANEL
495-C22 GN-18
168-C51 RD-10
321-C40 BR-18
487-C19 OR-18
763-C75 BU-18
877-C136 YL-6
322-C6 GY-16
607-C7 PK-16
616-C9 BU-16
200-F354 BK-18
200-F315 BK-18
200-F134 BK-18
200-F136 BK-18
200-F140 BK-16
200-F316 BK-18
200-F317 BK-18
200-F139 BK-16
+5V 1 997-C311 OR-18 A754-C296 GY-16 C903-C281 BU-18 K864-C82 PK-18 H473-C31 BR-18 46 STRAIGHT TRAVEL PRESS SW 3 E565-GT20 BU-16 3 315-F327 GN-18 3277538
200-F68 BK-14
GROUND 2 235-C307 BK-18 A768-C64 BU-18 E554-C11 PK-18 C903-C281 BU-18 K865-C89 PU-18 L972-C33 BU-18 47 ONE TOUCH LOW IDLE SW 4 4 315-F326 GN-18 103-F305 RD-16 UNUSED 103-F27 RD-18 +B
200-AL2 BK-18
235-AK2 BK-18
SIGNAL 3 N769-C309 GY-18 G976-C32 BU-18 G976-C32 BU-18 C903-C280 BU-18 K867-C326 YL-18 K860-C212 BU-18 48 ATCH STEM 1 RETRACT PRV 5 780-GT1 PU-16 5 317-F328 YL-18 103-F304 RD-16 495-F1 GN-18 FUEL LEVEL SENSOR
K904-C117 GN-18 C903-C282 BU-18 K868-C215 BR-18 K856-C211 PU-18 49 ATCH STEM 1 EXTEND PRV 103-F303 RD-16 491-F3 PK-18 HYD OIL TEMPRATURE SENSOR/ COOLANT TEMP SENSOR (38) SERVICE METER
C-C65 M739-C67 YL-18 K904-C117 GN-18 K904-C117 GN-18 K869-C218 BU-18 K861-C214 GN-18 50 ATCH STEM 2 RETRACT PRV L731-F302 BR-18 ANALOG RETURN 200-F320 BK-18 GROUND 3660367
(82) ATCH 12V/10A SOCKET A
1552269 M737-C77 WH-18 M736-C286 BU-18 K906-C62 GN-18 K871-C78 WH-18 51 UNUSED 308-F311 YL-16 UNUSED
3245771
1 C468-C28 BU-18 M739-C135 YL-18 M737-C77 WH-18 M736-C286 BU-18 K904-C117 GN-18 P875-C306 BU-18 52 ATMOSPHERE SENSOR 321-F44 BR-18 UNUSED
2 235-C99 BK-18 R725-C305 WH-18 M739-C67 YL-18 M737-C77 WH-18 K906-C62 GN-18 53 CAN 2 SHEILD 403-F4 GN-18 430-F33 BU-18 AIR FILTER PLUGGED SW (If Equipped) 403-F76 GN-18 SIGNAL
(53) ELECTRIC LIFTING PUMP RELAY
A115-F340 YL-18
A537-F108 PK-18
P878-F341 GN-18
P880-F342 GY-18
T967-C118 YL-18 M739-C135 YL-18 M739-C67 YL-18 L972-C33 BU-18 A762-C278 PU-18 54 ENGINE SPEED SENSOR 1 106-F345 WH-18 410-F308 WH-18 487-F34 OR-18 CAPSULE FILTER PLUGGED SW
K849-F312 YL-18
K851-F318 BU-18
N744-F353 OR-18
P976-F334 BR-18
E554-F357 PK-18
G723-F309 YL-18
K852-F324 GN-18
K866-F310 WH-18
L731-F302 BR-18
1613128
252-F153 YL-18
535-F124 BU-16
535-F151 BU-16
L973-F82 GN-16
200-F113 BK-14
200-F139 BK-16
575-F106 YL-18
576-F107 PK-18
578-F105 BU-16
603-F133 PK-18
A586-F26 OR-18
147-F188 PU-16
262-F150 GN-18
235-F338 BK-18
893-F111 GN-18
235-F112 BK-18
235-F306 BK-16
235-F307 BK-16
103-F303 RD-16
251-F189 YL-18
308-F311 YL-16
410-F308 WH-18
779-F335 WH-18
G976-F36 BU-18
X738-F35 PK-18
252-F20 YL-18
199-F69 OR-18
607-F49 PK-18
780-F31 PU-16
147-C72 PU-16 N769-C309 GY-18 M739-C135 YL-18 M736-C286 BU-18 H476-C30 WH-18 55 IMPLEMENT PRESS SW E565-GT20 BU-16 2 A893-F346 OR-18 412-F2 BU-18 UNUSED
590-F67 GY-18
501-F28 GN-18
530-F29 OR-18
123-F64 WH-18
147-F22 PU-16
147-F63 PU-16
147-F17 PU-16
262-F19 GN-18
892-F98 BR-18
H37
129-F57 BU-16
261-F52 GN-18
321-F44 BR-18
430-F33 BU-18
487-F34 OR-18
645-F88 RD-18
646-F32 OR-18
C468-F9 BU-18
403-F4 GN-18
412-F2 BU-18
491-F3 PK-18
495-F1 GN-18
(117) ENG OIL LEVEL SW 308-C126 YL-16 R725-C305 WH-18 M740-C74 PK-18 M737-C77 WH-18 F716-C208 WH-18 56 USER DEFINED SHUTDOWN SW E562-GT16 PU-16 3 106-F345 WH-18 430-F33 BU-18 X738-F35 PK-18 ATCH HYD OIL FILTER SW
200-F122 BK-16
200-F181 BK-18
210-F97 BK-14
135-F45 BU-14
105-F40 RD-16
780-F30 PU-18
780-F21 PU-16
2130677 997-C312 OR-18 T967-C118 YL-18 N769-C309 GY-18 N793-C1 GN-18 57 FOOT SW E562-GT18 PU-16 4 106-F355 WH-16 487-F34 OR-18 E480-F352 PK-18 UNUSED (143) ATCH UNDER WINDOW LIMIT SW
H31
H30
M739-C94 YL-18 K857-C213 WH-18 58 ATCH STEM 2 EXTEND PRV 5 T788-F348 GN-16 491-F3 PK-18 G976-F36 BU-18 WATER SEPARATOR LEVEL SW (If Equipped) 1296466
R725-C305 WH-18 M739-C67 YL-18 K862-C217 GY-18 59 ATCH STEM 3 RETRACT PRV 210-F206 BK-14 495-F1 GN-18 C468-F9 BU-18 ENGINE OIL LEVEL SW (If Equipped)
T967-C118 YL-18 M739-C135 YL-18 K858-C216 YL-18 60 ATCH STEM 3 EXTEND PRV 135-F56 BU-14 501-F28 GN-18 412-F2 BU-18 COOLANT LEVEL SW (If Equipped) 152-F59 BU-16 535-F148 BU-16
C-C106 K866-C79 WH-18 M739-C134 YL-18 R725-C305 WH-18 61 FUEL FILTER PLUGGED SENSOR GROUND-CAB 2 530-F29 OR-18 K852-F324 GN-18 ATCH STEM 4 STATUS
1552269 147-C73 PU-16 M740-C74 PK-18 N769-C309 GY-18 62 ENGINE OIL PRESS SENSOR (83) ATCH 12/10A SOCKET B 590-F67 GY-18 K851-F318 BU-18 ATCH STEM 3 STATUS
(75) ENG SPEED PICKUP SENSOR 1 235-C277 BK-18 N769-C309 GY-18 63 UNUSED 3245771 645-F88 RD-18 UNUSED 535-F151 BU-16
3181181 (54) ELECTRIC PRIMING PUMP RELAY
2 A762-C278 PU-18 147-C73 PU-16 N793-C1 GN-18 252-C323 YL-18 64 CAN 2 HIGH (J1939) 1 N744-F353 OR-18 646-F32 OR-18 K849-F312 YL-18 ATCH STEM 1 STATUS 535-F124 BU-16 535-F148 BU-16
1613128
K866-C79 WH-18 P875-C306 BU-18 262-C324 GN-18 65 CAN 2 LOW (J1939) 2 200-F354 BK-18 779-F335 WH-18 535-F117 BU-16
G973-C12 OR-18 R725-C305 WH-18 251-C103 YL-18 66 CAN 1 HIGH 3 106-F355 WH-16 780-F30 PU-18
GG-C3 K856-C211 PU-18 T967-C118 YL-18 261-C104 GN-18 67 CAN 1 LOW 4 106-F347 WH-16 A586-F26 OR-18 251-F109 YL-18 MACHINE CAN DATA LINK HIGH
1552269 K857-C213 WH-18 E474-C52 OR-18 68 THUMB WHEEL LH(LEFT J/S SW#4) 5 A754-F356 GY-16 C468-F9 BU-18 261-F50 GN-18 MACHINE CAN DATA LINK LOW
(104) ATCH STEM-3 RETRACT SOL 1 K858-C216 YL-18 235-C285 BK-18 E473-C55 GY-18 69 THUMB WHEEL RH(LEFT J/S SW#4) E554-F357 PK-18 UNUSED
1119916 2 K860-C212 BU-18 251-C133 YL-18 70 SQUEEZE PRESS SENSOR G723-F309 YL-18 530-F29 OR-18 WASHER
K861-C214 GN-18 210-F97 BK-14 G976-F36 BU-18 590-F67 GY-18 WIPER INT 3 410-F308 WH-18
GG-C1 CAP6 2 C-C28 K862-C217 GY-18 261-C132 GN-18 135-F45 BU-14 K849-F312 YL-18 A586-F26 OR-18 WIPER INT 6 200-F319 BK-18 1321829
GG-C2 2434508 3422974 2305010 K864-C82 PK-18 235-C325 BK-18 K851-F318 BU-18 501-F28 GN-18 WIPER LOW
200-AL2 BK-18 1552269 1 1 K858-C216 YL-18 K865-C89 PU-18 C903-C282 BU-18 1 K852-F324 GN-18 L973-F110 GN-18 FINE SWING SWITCH (320D/311F)
(103) ATCH STEM-3 EXTEND SOL 1 2 2 K862-C217 GY-18 K867-C326 YL-18 2 K866-F310 WH-18 780-F30 PU-18 QUICK COUPLER SWITCH (D-SYSTEM)
H5
1119916
D 2 3
4 CONN 5
3
4
K869-C218 BU-18 K868-C215 BR-18
K869-C218 BU-18 C-C103 (24) START RELAY DIODE
3
4
L731-F302 BR-18
N744-F353 OR-18
E554-F357 PK-18 A/C CLUTCH SOLENOID (If Equipped)
UNUSED
200-F166 BK-18
200-F166 BK-18
D
5 5 K871-C78 WH-18 1552269 1974385 5 235-F112 BK-18 P976-F334 BR-18 UNUSED
H35
(MEDIUM CIRCUIT) 6 6 M739-C134 YL-18 C903-C282 BU-18 1 893-F111 GN-18 X738-F35 PK-18
235-C285 BK-18 2 892-F98 BR-18 200-F181 BK-18
CONN 31
200-F122 BK-16
200-F139 BK-16
200-F181 BK-18
200-F113 BK-14
200-F160 BK-16
200-F168 BK-16
200-F180 BK-18
200-F166 BK-18
CBL-CK8 BK-18-GXL
105-F40 RD-16 103-F304 RD-16 +B
200-F8 BK-18
C-C34 (69) CAN 1 RESISTOR ET CONN 261-F52 GN-18 235-F306 BK-16 GND
1743016 (44) WIPER MOTOR
CAP8 2 C-C32 3E3370 262-F150 GN-18 261-F50 GN-18 308-F311 YL-16 KEY SWITCH 1893424
A115-F340 YL-18
A537-F108 PK-18
P878-F341 GN-18
P880-F342 GY-18
L973-F110 GN-18
M969-F339 YL-18
E480-F352 PK-18
235-C166 BK-14
235-C170 BK-18
235-C172 BK-18
235-C112 BK-18
235-C277 BK-18
BK-18
BK-18
BK-18
BK-16
BK-18
BK-18
3422975 2312295 251-C133 YL-18 A 252-F153 YL-18 261-F48 GN-18 410-F308 WH-18 FAULT ALARM
235-AK2 BK-18
139-F186 OR-16
113-F185 OR-16
147-F188 PU-16
235-F338 BK-18
535-F124 BU-16
535-F151 BU-16
575-F106 YL-18
576-F107 PK-18
578-F105 BU-16
603-F133 PK-18
L973-F82 GN-16
235-F306 BK-16
L973-F14 GN-16
200-F181 BK-18
235-C42 BK-16
235-C43 BK-18
235-C99 BK-18
200-AL2 BK-18
123-F64 WH-18
147-F17 PU-16
199-F69 OR-18
607-F49 PK-18
780-F31 PU-16
1 K856-C211 PU-18 261-C132 GN-18 B N744-F353 OR-18 ELP (ELE LIFTING PUMP)
2 K860-C212 BU-18 C 251-F189 YL-18 P976-F334 BR-18 QUICK COUPLER BYPASS CUT SOL (311F)
CONN 4
200-C310
200-C289
200-C171
200-C297
200-C163
200-C107
3 K857-C213 WH-18 GN-C8 251-F109 YL-18 G723-F309 YL-18 HEAVY LIFT SOL MOTOR
4
5
K861-C214
K868-C215
GN-18
BR-18
CONN 7 A 1552267 GN-C7
3E3370
C-C115
3E3370
(70) CAN 2 RESISTOR
1743016
251-F100 YL-18 K866-F310 WH-18 HMR RTN TO TK SOL (320D), 1WAY/2WAY CHG SOL (311F)
UNUSED BU/BK A579-F176 OR-16
6 B A CONN 12 252-C321 YL-18 A CAB 252-F20 YL-18 103-F305 RD-16 +B BU/RD A580-F177 BR-16
7 C B 262-C322 GN-18 B 1743016 262-F19 GN-18 251-F100 YL-18 UNUSED GN A581-F178 GN-16
8 K867-C326 YL-18 C C OPERATOR STATION 1743016 261-F48 GN-18 321-F44 BR-18 TRAVEL ALARM BU A582-F179 PU-16
779-F335 WH-18 QUICK COUPLER UNCOUPLING SOL (311F) BK 200-F168 BK-16
UNUSED
AJ-C3 CAP2 5 646-F32 OR-18 CHASSIS/CAB LAMP RELAY
GC-C8 CAP12 1 C-C30 2434505 3422972 GROUND-CAB 1 200-F181 BK-18 645-F88 RD-18 BOOM LAMP RELAY 200-F168 BK-16
2434510 3422976 2304009 1 113-F185 OR-16 235-F306 BK-16 UNUSED
GROUND-CHASSIS 2
1 1 147-C73 PU-16 2 CONN 30 139-F186 OR-16 E480-F352 PK-18 UNUSED
GROUND-CHASSIS 1 2 2 K871-C78 WH-18 EK-C4 L973-F110 GN-18 403-F4 GN-18 ALTERNATOR R TERM (P TERM)
3
4
3
4
K866-C79 WH-18
K864-C82 PK-18
CONN 7 A
1552267 EK-C3
3E3370
M969-F339 YL-18 M969-F339 YL-18 QUICK COUPLER UNLOCK SWITCH (311F) W. CCW
W. CW
A579-F176 OR-16
A580-F177 BR-16
5 5 M739-C134 YL-18 B A CONN 13 CONN 48 REV A581-F178 GN-16
6
7
CONN 3 6
7 K865-C89 PU-18
C B
C
GT-C7
1636803
GV-C1
1673542
STOP
INT-6
A582-F179 PU-16
A586-F26 OR-18
8 8 147-GT17 PU-16 1 147-GV1 PU-16 INT-3 590-F67 GY-18
9 9 G973-C12 OR-18 GF-C12 E562-GT18 PU-16 E562-GT21 PU-16 2 E562-GV3 PU-16 LOW 501-F28 GN-18
(85) ATCH 1P 2P CHANGE SOL 2 (SOL3) 10 10 2304011 E562-GT22 PU-16 E565-GT20 BU-16 3 E565-GV4 BU-16 WASH 530-F29 OR-18
GC-C3 11 11 1 (95) ATCH RELIEF-1 SOL H37 H37 E562-GT21 PU-16 4 GND 200-F180 BK-18
1552269 12 12 2 2448506 E562-GT16 PU-16 5 RAISE-S
(NOTE E,F) 1 (NOTE G) WA+ 506-F103 PU-18
C 2 E565-GT20 BU-16 ACC 118-F90 GY-16 C
GF-C8 147-GT17 PU-16 WIPER CUT A584-F169 BU-18
2304011 (96) ATCH RELIEF-2 SOL
(84) ATCH 1P 2P CHANGE SOL 1 (SOL2)
1
2
2448506 WIRE GROUP COLOR DESCRIPTIONS (19) WIPER CONT
1557042
(NOTE G)
GC-C2 GF-C10 AJ-C4 AJ-C2
1552269 2434509 2312295 2305010
GROUND CIRCUIT 200-F168 BK-16
1 1 WIRES THAT HAVE SYSTEM VOLTAGE WHEN THE KEY SWITCH IS OFF
(NOTE E,F)
1
2
3
4
5
6
7
8
1
2
3
4
5
6
2 2
3 CONN 4 GC-C6
AJ-C5
WIRES THAT HAVE SYSTEM VOLTAGE WHEN THE KEY SWITCH IS ON
+12V MEMORY OUT

+12V SWITCHED OUT
GND (12V)
GND (24V)
+24V BATTERY IN
+24V SWITCHED IN
4 GF-C4 1552269 (113) ATCH BOOM RAISE PRESS SW 2434509
CONN 24 VOLTAGE CONVERTER OUTPUT CIRCUIT
E562-GT22 PU-16
5 1552269 1 1673466 (133) ATCH QUICK COUPLER SW
147-GT17 PU-16
(87) ATCH DOUBLE ACTION SOL (SOL3) (102) ATCH STEM2 RETRACT SOL
6 1119916 1 2 (NOTE E,F) STARTING CIRCUIT 7N2353
A115-F340 YL-18
P878-F341 GN-18
A537-F108 PK-18
E480-F352 PK-18
P880-F342 GY-18
GC-C1 7 2
603-F133 PK-18
200-F336 BK-18
607-F174 PK-18
607-F184 PK-18
200-F173 BK-18
200-F183 BK-18
607-F193 PK-18
L973-F14 GN-16
607-F337 PK-18
607-F337 PK-18
200-F336 BK-18
200-F173 BK-18
607-F174 PK-18
607-F184 PK-18
607-F350 PK-18
235-F351 BK-18
200-F183 BK-18
200-F349 BK-18
607-F350 PK-18
607-F193 PK-18
578-F105 BU-16
535-F124 BU-16
OR-16
OR-16
BK-18
PK-18
200-F349 BK-18
200-F170 BK-18
607-F159 PK-18
BK-18
PK-18
BK-18
BK-18
BU-16
YL-18
PK-18
607-F200 PK-18
147-F188 PU-16
200-F181 BK-18
200-F156 BK-18
607-F49 PK-18
199-F69 OR-18
123-F64 WH-18
1552269 8 START AID CIRCUIT 2
(NOTE E,F) 1 GF-C3 3
2 GF-C6 1552269 TRANSMISSION / ENGINE PUMP CONTROL CIRCUIT
139-F186
113-F185
200-F170
200-F158
607-F159
607-F200
535-F151
575-F106
576-F107
200-F158
200-F156
2434510 (101) ATCH STEM2 EXTEND SOL 1
1119916 MONITOR CIRCUIT
1 2
(CONFIG. 2,11)
147-GV1 PU-16
M969-F339 YL-18
2 GC-C4
E562-GV3 PU-16
E565-GV4 BU-16
MACHINE SECURITY CONTROL CIRCUIT
235-F338 BK-18
235-F351 BK-18
3 GF-C2 1552269
780-F31 PU-16
147-F17 PU-16
4 1552269 1 (97) ATCH SINGLE ACTION SOL 1
CONN 3 (100) ATCH STEM1 RETRACT SOL HEATER AND AIR CONDITIONER CIRCUIT
147-AW1 PU-16
780-AW2 PU-16
147-GV2 PU-16
5 1 2 2154890 (21) RADIO CONVERTER
1119916 TURN SIGNAL / WIPER WASHER CIRCUIT
6 2 (NOTE E,F) 3245770
GT-C1
7 GC-C5
CAT DATA LINK 7Y3953
8 GF-C1 1552269
9 (99) ATCH STEM1 EXTEND SOL 1552269 1 (98) ATCH SINGLE ACTION SOL 2 RS-232 / RS-485 DATA LINK
1
2
10
11
1119916 1
2
2 2154890
(NOTE E,F) CAN DATA LINK
CONN 39 1
2
12
(SYSTEM 18)
AC-C1
2434505 CAN DATA LINK A CONN 54 CONN 55 AW-C1 3
7Y3953 4
C-C108
1552269 GU-C2
CONN 20 1
2
5
OTHER COLOR DESCRIPTIONS 6
1
2
(46) ELE LIFTING PUMP 1 A754-C296 GY-16 1552269
B 3860195 MOTOR 2 200-C297 BK-16 1 (108) ATCH UNIVERSAL QC SOL HIGH
(126) ATCH LOWER WASHER SW (134) ATCH RADIO MUTE SW (118) ATCH FINE SWING CONT SW (144) ATCH UNIVERSAL QC SW B
2 1211491 HIGHWAYS (115) ATCH CRS SW
(138) ATCH SEAT HEATER SW
2382211
(131) ATCH OVER LOAD WARNING SW
3280028 2382210 2382216
(127) ATCH LOWER WIPER SW
2382209 2382212 CONN 55 1055175
3280227
GU-C3
(76) FUEL FILTER PLUGGED SENSOR C-C109 1552269 CAB
305-6873 2818803 1 (109) ATCH-UNIVERSAL QC SOL LOW (NOTE C) OPERATOR STATION
+5V 1 997-C312 OR-18 2 1211491
GROUND 2 235-C303 BK-18 IDENT DESCRIPTION DESCRIPTION
SIGNAL 3 R725-C305 WH-18
147-C72 PU-16 321-C40 BR-18 CONN 20 ATCH BOOM LAMP(LH) X-C3
HARNESS AS. HARNESS AS.
C-C8 200-C297 BK-16 487-C19 OR-18 C-C38 AR-C1 1532521 1160126 GT UQC A PLATFORM
2818803 C-C44 C-C45 2304011 2434505 1 +- GU UQC C CHASSIS
OUTPUT BU 1 G976-C32 BU-18 308-C126 YL-16 1552269 3E3364 616-C9 BU-16 1 1 X-C8 2
GV UQC E FORWARD WARNING HORN
GROUND BK 2 235-C155 BK-18 308-C182 YL-16 235-C176 BK-18 G723-C92 YL-18 1 1 (91) ATCH HEAVY LIFT SOL 200-C98 BK-16 2 2 1552269
POWER RD 3 147-C72 PU-16 308-C181 YL-16 235-C85 BK-18 2 2 1216303 1 (23) ATCH POWER RELAY DIODE WJ REFUELING PUMP F CAB
997-C312 OR-18 235-C177 BK-18 763-C75 BU-18 2 1974385 (47) ATCH REFUELING PUMP WIRE AS. G CONSOLE-RH
(81) WATER SEPARATOR LEVEL SW 235-C303 BK-18 (77) FUEL LEVEL SENSOR 235-C172 BK-18 A588-C167 GN-18 2291859
3635084 WE MAIN BREAKER-TERM. BLOCK H CONSOLE-LH
235-C155 BK-18 3411842 C-C50 G723-C92 YL-18 C-C46 ATCH BOOM LAMP(RH)
C-C62 1552269 K906-C62 GN-18 1552269 1532521 WF GLOW RELAY-TERM. BLOCK M KEY SW (CONSOLE)
H31 H30
2304013 235-C304 BK-18 1 495-C22 GN-18 M740-C74 PK-18 M740-C74 PK-18 1 (107) TRAVEL STRAIGHT SOL (63) ATCH REFUELING POWER RELAY WK GLOW BREAKER-GLOW RELAY R CAB LAMP
+B 1 308-C182 YL-16 235-C123 BK-18 H34 2 L731-C173 BR-18 200-C171 BK-18 235-C185 BK-18 2 1211491 2130772 CABLE AS. R CAB LAMP
(2) ATCH TRAVEL ALARM
GROUND 2 235-C154 BK-18 235-C154 BK-18 C-C53 C-C54 495-C22 GN-18 X-C5 X-C4
2139100 CA BTRY-STARTER T CAB LAMP
SIGNAL 3 K904-C117 GN-18 A754-C296 GY-16 1552269 3E3364 325-C174 PK-18 235-C170 BK-18 1495051 1495051
(79) PUMP 1 PRESS. SENSOR A768-C64 BU-18 321-C40 BR-18 1 1 235-C93 BK-18 C-C47 (NOTE B) 1 1 CC BTRY JUMPER T CAB LAMP
3669312 G976-C32 BU-18 235-C177 BK-18 2 2 235-C86 BK-18 1552269 200-C98 BK-16 2 2 CE BTRY-DISC SW X REFUELING PUMP
C-C63
K904-C117 GN-18
M739-C67 YL-18
C-C52
2304011
C-C51
2434505 H29
325-C174 PK-18
168-C51 RD-10
235-C85 BK-18
235-C185 BK-18
763-C75 BU-18
235-C86 BK-18
1
2
(106) TRAVEL SPEED SOL
1211491
200-C97 BK-16
200-C96 BK-16 CONN 21 (30) FORWARD WARNING HORN LH
7Y3919
3
4
3
4
CF BTRY-STARTER Y REFUELING PUMP
2304013 M737-C77 WH-18 1 325-C174 PK-18 322-C6 GY-16 200-C95 BK-10 C-C39 E-C1 5 5 CG BTRY JUMPER AA REFUELING PUMP
+B 1 308-C181 YL-16 M739-C135 YL-18 CONN 2 2 607-C7 PK-16 C-C48 200-C169 BK-18 2434505 2304011 CH BTRY-DISC SW AC BOOM LAMP-LH
(123) HYD OIL FILTER SW
GROUND 2 235-C123 BK-18 R725-C305 WH-18 C-C56 616-C9 BU-16 1552269 322-C6 GY-16 1 (31) FORWARD WARNING HORN RH CJ TERM. BLOCK-MAIN BREAKER
1733518 AE BOOM LAMP-RH
SIGNAL 3 T967-C118 YL-18 T967-C118 YL-18 1552269 L973-C80 GN-16 K906-C62 GN-18 1 (105) SWING BRAKE SOL 200-C169 BK-18 200-C97 BK-16 2 7Y3920
235-C176 BK-18 1 GROUND 235-C93 BK-18 2 1211491 325-C174 PK-18 (64) ATCH REFUELING START RELAY (65) ATCH REFUELING STOP RELAY CK REAR VIEW CAMERA AG SECONDARY SHUTDOWN SW
(80) PUMP 2 PRESS. SENSOR
3669612 487-C19 OR-18 2 SIGNAL WJ-C1 168-C51 RD-10 1495050 1495050 CL ALT BREAKER-TERM. BLOCK AJ RADIO CONVERTER
2304011 CONN 2 C-C49 322-C6 GY-16 607-C7 PK-16 CHASSIS LAMP C-C40 C-C41 X-C2 CP TERM. BLOCK-STARTER
200-C169 BK-18
AK RETURN FILTER
200-C98 BK-16
200-C97 BK-16
200-C96 BK-16
200-C95 BK-10
C-C61 1 1552269 607-C7 PK-16 200-C96 BK-16 1532523 1160126 1211038 1211038 X-C6 AA-C1
A 1552269 2 A588-C167 GN-18 1 (92) HYD LOCK SOL 616-C9 BU-16 1 1 2434505 2304011
CR BTRY-TERM. BLOCK AL QUICK COUPLER A
1 A768-C64 BU-18 C-C117 (78) HYD OIL TEMP SENSOR 200-C171 BK-18 2 1211491 200-C95 BK-10 2 CONN 23 2 1 FA MAIN RELAY-FUSE BASE AM FINE SWING
2 M739-C67 YL-18 1552267 1022240 2
(93) POWER SHIFT PRESS. SOL

A +5V WJ-C2
CONN 29 (137) ATCH REFUELING STOP SW(NC)
FC
STRAP AS.GROUND
MAIN RELAY-FUSE BASE AR
AV
BOOM LAMP-LH
BOOM LAMP-RH
THIS SCHEMATIC IS FOR THE 320D2 EXCAVATOR ELECTRICAL SYSTEM
B GROUND 2304011 PILOT MANIFOLD 168-C51 RD-10 C-C42 C-C43 X-C1
1119916 C SIGNAL 1
2 GU-C4 GU-C5 CONTROL VALVE
2434505
325-C174 PK-18 1
2304011
1
2304011 9X4184 PA
PC
PLATFORM GND
DISCONNECT SW GND
AW QUICK COUPLER MEDIA NUMBER: UENR5969-02
C-C60 C-C59 CONN 6 3E3364 1552269 2 CONN 22 2 X-C7 Y-C1 PE STARTER GND
EK PRODUCT LINK (PL-GSM)
3E3364 1552269 1 1 CONN 14 2304011 2434505

PF ALTERNATOR GND
GA CONFIG. 2,11
SCHEMATIC PART NUMBER: 441-6906, CHANGE: 00, VERSION: HE
1 1 M737-C77 WH-18 (135) ATCH REFUELING LEVEL SW 2 2 C-C36 C-C37 AM-C2 AM-C1 1 GC CONFIG. 2,11
2 2 M739-C135 YL-18 3122645 2434505 2304011 2304011 1552269 2 GF SYSTEM 18 Components are shown installed on a fully operable machine with the key and engine off, transmission shifter
L973-C80 GN-16 1 1 1 (89) FINE SWING SOL
(90) ATCH FLOW LIMIT SOL GROUND-CHASSIS 3 200-C169 BK-18 2 CONN 15 2 2 2344460 CONN 28 (136) ATCH REFUELING START SW(NO)
WIRE PAIRS OF 892-BR & 893-GN,251-YL & 261-GN,
252-YL & 262-GN, T901-YL & T902-PK MUST BE
GG MEDIUM CIRCUIT in neutral and with parking brake set.
1119916 6T9442 GN PRODUCT LINK 321SR (GATEWAY)
TWISTED AT LEAST 1 TURN PER 25mm. Refer to the appropriate Service Manual for Troubleshooting, Specifications and Systems Operations.
(NOTE D,E,F,G)
18 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1
M0065640-02 320D2 and 323D2 Excavators Machine Systems Specificatio-
ns 2
UENR0672-09 C7.1 (Mech) Engines For Caterpillar Built Machines 293
UENR4125-06 Air Conditioning and Heating R134a for All Cat Machines 429
Air Cleaner 4
Air Conditioner Lines 7
Air Precleaner 11
Blower Motor 13
Boom Cylinder Lines (2) 17
Boom Cylinder Lines 21
Boom Lines - Coupler Lines for Reach Boom 24
Bucket Cylinder Lines (2) 27
Bucket Cylinder Lines 31
Check Valve (Return Lines) 34
Counterweight (2) 38
Counterweight 40
Engine Mounting 43
Fasteners - Swing Drive and Final Drive 47
Final Drive (2) 51
Final Drive (3) 56
Final Drive (4) 61
Final Drive 66
Front Idler 71
Front Lines - Medium Pressure 74
Front Lines - Quick Coupler 76
Front Lines - Single Function 78
Front Lines (2) 81
Front Lines 85
Fuel Tank and Mounting 89
Fuel Tank 92
Hydraulic Oil Cooler Lines Group 95
Hydraulic Tank and Filter 98
Hydraulic Tank Mounting 103
Main Control Valve 107
Main Hydraulic Pump 123
Pilot Lines - Joystick and Pedals 129
Pilot Lines - Main Control Valve (2) 133
Pilot Lines - Main Control Valve 140
Pilot Lines 144
Pilot Valve (Boom Drift Reduction) 148
Pilot Valve (Stick Drift Reduction) 152
Pressure Switch (Refrigerant Pressure Cutoff) 156
Pump Coupling - Auxiliary Pump 159
Pump Coupling 162
Pump Head (Main) - Drive 165
Pump Head (Main) - Driven 171
Pump Lines (Main) 177
Refrigerant Compressor 179
Relief Valve (Line) 183
Relief Valve (Main) (2) 186
Relief Valve (Main) 196
Return Lines - Hydraulic Tank 200
Shuttle Valve (Pilot Lines) 203
Sprocket (2) 206
Sprocket 209
Stick Lines 211
Swing Drive - Without Motor 214
Swing Drive (2) 218
Swing Drive (3) 220
Swing Drive Mounting 223
Swing Drive 226
Swing Gear and Bearing 230
Swing Motor (2) 234
Swing Motor (3) 238
Swing Motor 240
Track Adjuster and Recoil 244
Track Adjuster 248
Track Roller (Single Flange) 250
Track Roller Mounting (2) 253
Track Roller Mounting 256
Travel Counterbalance Valve (2) 260
Travel Counterbalance Valve 263
Travel Motor and Mounting (2) 266
Travel Motor and Mounting (3) 269
Travel Motor and Mounting 273
Travel Motor Guard 277
Travel Motor Lines 280
Travel Motor 284
Upper Frame 289
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Specifications
320D2 and 323D2 Excavators Machine Systems Specifications
Media Number -M0065640-02 Publication Date -01/12/2016 Date Updated -15/12/2016
i06272313
Air Cleaner
SMCS - 1051
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - FLC1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEX10001-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - YBE1-UP
S/N - YBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
Table 1
Specification for 450-5325 Air Cleaner Gp
Item Qty Part Specification Description
1 - - Tighten the clamp to 7.5 ± 1.0 N·m (66.4 ± 8.9 lb in).

Normally open below 6.5 kPa (0.9 psi).
276-4836 Pressure
2 1 Turn 90 degrees after hand tight or torque to 2.25 ± 0.25 N·m
Switch
(19.91 ± 2.21 lb in).
3 4 8T-4137 Bolt Torque to 40 ± 5 N·m (30 ± 4 lb ft).
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Specifications
i05244002
Air Conditioner Lines

SMCS - 1808
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ10001-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XCC10001-UP
S/N - YBK1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
Table 1
Specification for 372-9387 Air Conditioner Lines Gp
6V-7357
1 2 Torque to 5.5 ± 1.5 N·m (48.7 ± 13.3 lb in).
Bolt
8T-4971
2 2 Torque to 10 ± 2 N·m (89 ± 18 lb in).
Bolt
3 2 8T-4200 Torque to 20 ± 5 N·m (177 ± 44 lb in).
Bolt
8T-4908
4 2 Torque to 22.5 ± 2.5 N·m (199.1 ± 22.1 lb in).
Bolt
8T-4189
5 2 Torque to 20 ± 2 N·m (177 ± 18 lb in).
Bolt
8T-4138 Tighten the bracket bolt to 6 ± 1 N·m (53 ± 9 lb in) or tighten until
6 2
Bolt zero gap is achieved.
6V-7357
7 1 Torque to 10 ± 2 N·m (89 ± 18 lb in).
Bolt
Table 2
Mount the A/C hose assembly with minimum clearance of 50 mm (2.0 inch)
A - -
with the platform.
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Specifications
i06093276
Air Precleaner
SMCS - 1055
S/N - DNS1-UP
S/N - EAL1-UP
S/N - FLC1-UP
S/N - JEX10001-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - LCA1-UP
S/N - NBF1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - SDZ1-UP
S/N - TDT1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBK1-UP
S/N - YCR1-UP
S/N - ZBD1-UP
Table 1
Specification for 455-0464 Precleaner Gp
1 1 222-2277 Clamp Torque to 6.2 to 7.3 N·m (55 to 65 lb in).
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Specifications
i05322447
Blower Motor
SMCS - 7320-BW
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - FKK1-UP
S/N - FLC1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JEX10001-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - YBE1-UP
S/N - YBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
Motor assembly (with fan)
Table 1
Specification for 245-7839 Motor As
- - - Blower motor type is centrifugal with single suction.
- - - Operating voltage of blower motor is 24 VDC.

- - - Direction of rotation is counter clockwise
Air flow of the air conditioner per hour (FACE mode) is 500 m3 ± 10% (654
- - -
yd3 ± 10%).
- - - Power consumption of the air conditioner at 24 VDC is 210 W ± 10%.
Air flow of the air conditioner per hour (FOOT mode) is 400 m3 ± 10% (523
- - -
yd3 ± 10%).
- - - Power consumption of the heater at 24 VDC is 180 W ± 10%.
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Specifications
i05492810
Boom Cylinder Lines

SMCS - 5057-BCD
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - FLC1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JEX10001-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ10001-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - YBE1-UP
S/N - YBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
Top view
Table 1
Specification for 239-1699 Boom Cylinder Lines Gp
Item Qty Part Specification description

1 4 124-1047 Hose As Torque to 160 ± 16 N·m (118 ± 12 lb ft).
Right side view
Table 2
Specification for 239-1699 Boom Cylinder Lines Gp

2 1 9F-2167 Purge Screw Torque to 18.0 ± 2.5 N·m (159.3 ± 22.1 lb in).
4 1 148-8444 Swivel Tee As Torque to 76 ± 4 N·m (56 ± 3 lb ft).
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Specifications
i04589310
Boom Cylinder Lines

SMCS - 5057-BCD
S/N - DFM1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - ESG1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JEX10001-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - SDZ1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ10001-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - YBE1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZCS1-UP
Typical example
Table 1
Specification for 242-6732 Boom Cylinder Lines Gp , 331-9284 Boom Cylinder Lines Gp , 331
-9286 Boom Cylinder Lines Gp , 266-8023 Boom Cylinder Lines Gp and 242-6737 Boom
Cylinder Lines Gp

8T-3653
1 1 Torque to 62.6 ± 11.7 N·m (46.2 ± 8.6 lb ft).
Bolt
Distance from the centerline of the mounting pin to the center of the
A - -
support assembly is 418.0 mm (16.46 inch).
9X-6032
2 8 Torque to 51.20 ± 9.61 N·m (37.76 ± 7.09 lb ft).
Bolt
8T-4196
3 2 Torque to 31.50 ± 5.88 N·m (278.80 ± 52.04 lb in).
Bolt
C - - Orient the support assemblies to 50 degrees.
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Specifications
i04586349
Boom Lines - Coupler Lines for Reach Boom

SMCS - 5057-BM
S/N - DNS1-UP
S/N - EAL1-UP
S/N - ESG1-UP
S/N - FLC1-UP
S/N - JEG1-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - RAR1-UP
S/N - SDZ1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WDJ10001-UP
S/N - XAN1-UP
S/N - XBK1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZCS1-UP
Table 1
Specification for 242-6478 Coupler Lines Gp
1 1 247-9173 Tube As Torque to 76 ± 4 N·m (56 ± 3 lb ft).

Table 2
Specification for 242-6478 Coupler Lines Gp
Distance between the center of the mounting bolts and the centerline of boom
A - -
pin is 275.0 mm (10.83 inch).
Distance between the end of the tube assemblies and the centerline of boom
B - -
pin is 210.0 mm (8.27 inch).
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Specifications
i05237993
Bucket Cylinder Lines

SMCS - 5057-G1
S/N - DFM1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - ESG1-UP
S/N - FLC1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JEX10001-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - SDZ1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ10001-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZCS1-UP
Table 1
Specification for 369-9677 Bucket Cylinder Lines Gp

9X-6032
1 4 Torque to 51.20 ± 9.61 N·m (37.76 ± 7.09 lb ft).
Bolt
Distance from the centerline of the mounting pin to the support

B - -
assemblies is 212 mm (8.3 inch).
C - - Orient the support assemblies to the angle of 42 degrees.
8T-4196
2 2 Torque to 31.50 ± 5.88 N·m (278.80 ± 52.04 lb in).
Bolt
8T-4910
3 1 Torque to 56.9 ± 10.7 N·m (42.0 ± 7.9 lb ft).
Bolt
Wed Dec 30 10:27:30 UTC+0530 2020

Copyright 1993 - 2020 Caterpillar Inc.
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Specifications
i04629868
Bucket Cylinder Lines

SMCS - 5057-G1
S/N - FLC1-UP
S/N - JEG1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - PBB1-UP
S/N - RAR1-UP
S/N - SDZ1-UP
S/N - TDN1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - XBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZCS1-UP
Table 1
Specification for 225-4592 Bucket Cylinder Lines Gp, and 266-8044 Bucket Cylinder Lines
Gp
Distance from the centerline of the mounting pin to the centerline of the
A - -
bolt for the support assembly is 345.0 mm (13.58 inch).
C - - Orientation of support assembly is 45 degrees.
9X-6032
1 4 Torque to 51.20 ± 9.61 N·m (37.76 ± 7.09 lb ft).
Bolt
8T-4910
2 1 Torque to 56.9 ± 10.7 N·m (42.0 ± 8.0 lb ft).
Bolt
8T-4196
3 2 Torque to 31.50 ± 5.88 N·m (278.80 ± 52.04 lb in).
Bolt
Wed Dec 30 10:27:13 UTC+0530 2020

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Specifications
i05942752
Check Valve (Return Lines)

SMCS - 5067
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - FLC1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JEX10001-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ10001-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - XCC10001-UP
S/N - YBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
Table 1
Specification for 369-8420 Check Valve Gp
Apply Threebond 1305N.
1 - -
Torque to 35 ± 5 N·m (26 ± 4 lb ft).
2 1 - Tighten plug to 150 ± 15 N·m (111 ± 11 lb ft).

3 1 9S-6130 Plug Torque to 150 ± 15 N·m (111 ± 11 lb ft).
When check valve group is installed, use washer.

4 - -
Tighten mounting bolt to 50 ± 10 N·m (37 ± 7 lb ft).
Apply Threebond 1305N.

5 - -
Torque to 9 ± 1 N·m (80 ± 9 lb in).
Apply Threebond 1305N to threads.

6 - -
Tighten nut to 16 ± 2 N·m (142 ± 18 lb in).
7 1 190-7826 Plug Torque to 150 ± 15 N·m (111 ± 11 lb ft).
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Specifications
i05864132
Counterweight
SMCS - 7056
S/N - KBS1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - PBB1-UP
S/N - RAR1-UP
S/N - SDZ1-UP
S/N - TDN1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - XBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZCS1-UP
Table 1
Specification for 278-3912 Counterweight and Mounting Gp, 278-3908 Counterweight and
Mounting Gp, and 307-7674 Counterweight and Mounting Gp, and 399-6306 Counterweight
and Mounting Gp
447-1730
1 8 Torque to 125 ± 20 N·m (92 ± 15 lb ft).
Bolt
2 2 136-0139 Cap Torque to 12 ± 4 N·m (106 ± 35 lb in).
447-1733 Before assembly, apply 4C-5592 Anti-Seize Compound to the

3 4
Bolt threads.
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Specifications
i05856111
Counterweight
SMCS - 7056
S/N - DNS1-UP
S/N - EAL1-UP
S/N - ESG1-UP
S/N - HDM1-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - RAR1-UP
S/N - SDZ1-UP
S/N - TDN1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ10001-UP
S/N - XAN1-UP
S/N - XBK1-UP
S/N - YBK1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
Typical example
Table 1
Specification for 423-2370 Counterweight and Mounting Gp, 379-7398 Counterweight, and
Mounting Gp, 459-5037 Counterweight, and Mounting Gp and 459-5019 Counterweight and
Mounting Gp

1 2 Cap Torque to 12 ± 4 N·m (106 ± 35 lb in).
447-1733 Before assembly, apply 4C-5592 Anti-Seize Compound to the

2 4
Bolt threads.
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Specifications
i05496869
Engine Mounting
SMCS - 1152
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - FLC1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JEX10001-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ10001-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - YBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
Table 1
Specification for 351-3886 Engine Mounting Gp

1 4 Torque to 520 ± 70 N·m (384 ± 52 lb ft).
447-1715
Bolt
Install the support assembly so that the plate is on the bottom. Refer
118-9930
2 4 to the Illustration 1 for the correct orientation of the support
Support As
assembly.
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Specifications
i07213721
Fasteners - Swing Drive and Final Drive

SMCS - 7553
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - FLC1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JEX10001-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ10001-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - XCC10001-UP
S/N - YBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
Table 1
1 - -
Before assembly, the surfaces must be clean and free from protective
coating.
Before assembly, remove compound, oil and dust from female

threads, then apply Loctite C5A Copper Anti-Seize compound to the
461-3878 bolt threads.
2 32
Bolt Use the following tightening procedure:
1. Tighten bolts to 150 ± 25 N·m (111 ± 18 lb ft).
2. Turn to an additional angle of 55 ± 5 degrees.
threads, then apply Loctite C5A Copper Anti-Seize compound to the
461-3882 bolt threads.
3 12
Bolt Use the following tightening procedure
096-4755
4 1 Apply Loctite C5A Copper Anti-Seize.
Pin
5D-1026
5 1 Torque to 4.5 ± 0.5 N·m (39.8 ± 4.4 lb in).
Band Clamp
Before assembly into the upper frame group, coat the mating surfaces
6 - -
with 1U-8846 Gasket Sealant.
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Specifications
i04633261
Final Drive
SMCS - 4050
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - FLC1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - SDZ1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ10001-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZCS1-UP
Table 1
Specification for 296-6299 Final Drive Gp, and 353-0615 Final Drive Gp

Before assembly, the contact surfaces of the bolts, the washers, and
7X-2568 the tightened parts must be clean and free from protective coating and
1 16
Bolt oil.
Torque to 520 ± 70 N·m (384 ± 52 lb ft).
Before assembly, apply blue Loctite 242 to the threads of the socket
095-1270
setscrews.
2 2 Socket
Install the socket setscrews that must be flush with the cover surface.
Setscrew
Torque to 105 ± 20 N·m (77 ± 15 lb ft).
3 2 3E-2338 Torque to 80 ± 10 N·m (59 ± 7 lb ft).

Pipe Plug
296-6300
Apply Loctite High Flex GM to the mating surfaces of the ring gear
4 1 Transfer
group before assembly.
Gear Gp
114-1539 Apply Loctite C5A copper anti seize to the inside diameter and
5 6
Dowel Pin outside diameter of the mating parts of dowel pins before assembly.
168-8451 Apply Loctite C5A copper anti seize to the inside diameter and
6 2 Ball outside diameter of the mating parts of two ball bearings before
Bearing assembly.
Rubber toric seals and all surfaces in contact with the seals must be
clean and dry at assembly. Apply a thin layer of 6V-4876 Lubricant
114-1497
on the surfaces of the metal seals that are in contact just before
7 1 Duo-Cone
installation. The metal seal must be assembled square with the bore.
Seal Gp The rubber toric seals must not bulge. The rubber toric seals must not
be twisted.
095-0891 After installation of spring pins, create stake marks lightly near the
8 6
Spring Pin hole of spring pins.
Distance from edge of the pin hole to stake mark is 1.5 mm
D - -
(0.06 inch).
9 As required, use the following shims during bearing preload:

Refer to Disassembly and Assembly, "Final Drive-Assemble" for the bearing preload
procedure.
096-1773
1 Thickness is 0.15 mm (0.006 inch).
Shim
096-1774
Shim
096-1775
Shim
096-1776
Shim
096-1777
Shim
096-1778
Shim
096-1779
Shim
096-1780
Shim

096-1781
Shim
227-6034 the tightened parts must be clean and free from protective coating and
10 14
Bolt oil. Apply blue Loctite 242 to the threads of the bolts.
Torque to 270 ± 40 N·m (199 ± 30 lb ft).
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Specifications
i05736050
Final Drive
SMCS - 4050
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - FLC1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - SDZ1-UP
S/N - TDN1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ10001-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZCS1-UP
Table 1
Specification for 353-0611 Final Drive Gp
453-4137 the tightened parts must be clean and free from protective coating and
1 16
Bolt oil.
Torque to 530 ± 70 N·m (391 ± 52 lb ft).
095-1270
Before assembly, apply blue Loctite 242 to the threads. During
2 2 Socket assembly flush the setscrew with the surface of the cover assembly.
Setscrew
3E-2338
3 2 Torque to 80 ± 10 N·m (59 ± 7 lb ft).
Pipe Plug
4 - -
Before assembly, apply Loctite high flex GM to the mating surfaces of
the ring gear group.
114-1539 Apply Loctite C5A Copper Anti-Seize to the inside diameter and
5 6 Dowel Pin outside diameter of the mating parts
296-6220
Before assembly, apply Loctite C5A Copper Anti-Seize to the inside
6 1 Ball
diameter and outside diameter of the mating parts.
Bearing
Rubber toric seals and all surfaces that in contact with the seals must
be clean and dry at assembly. Prior to assembly apply, a thin layer of
174-4874
6V-4876 Lubricant to the surfaces that are in contact with the metal
7 1 Duo-Cone
seals. The metal seal must be assembled square with the bore. The
Seal Gp
rubber toric seals must not bulge. The rubber toric seals must not be
twisted.
After installation of the spring pins (8), create two stake marks for
8 - - each pin slightly near the hole of spring pins. Refer to Illustration 1 for
the locations of the stake marks.
The distance from the edge of the spring pin hole to the stake mark is
D - -
1.5 mm (0.060 inch).
9 As required, use the following shims to achieve the correct clearance between the ball
bearing and the coupling gear. If two shims (9) are required, install the thinnest shim next
to the coupling gear:
096-1773
Shim
096-1774
Shim
096-1775
Shim
096-1776
Shim
096-1777
Shim
096-1778
Shim
096-1779
Shim
096-1780
Shim

096-1781
Shim
the tightened parts must be clean and free from protective coating and
227-6034
10 14 oil.
Bolt
Before assembly, apply blue Loctite 242 to the threads.
Torque to 270 ± 40 N·m (199 ± 30 lb ft).
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Specifications
i07269795
Final Drive
SMCS - 4050
S/N - DFM1-UP
S/N - DNP1-UP
S/N - EKT1-UP
S/N - FKK1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - XCC10001-UP
S/N - YBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
Typical example
Table 1
After installation of the spring pins, create two stake marks for each
095-0891
1 6 pin slightly near the hole of spring pins. Refer to Illustration 1 for the
Spring Pin
locations of the stake marks.
The distance from the edge of the spring pin hole to the stake mark is
D - -
2.25 ± 0.75 mm (0.089 ± 0.030 inch).
8T-0348 the tightened parts must be clean and free from protective coating and
2 28
Bolt oil.
Torque to 270 ± 40 N·m (199 ± 30 lb ft).
3 16 143-0811 Before assembly, the contact surfaces of the bolts, the washers, and
Bolt the tightened parts must be clean and free from protective coating and
oil.
Torque to 120 ± 20 N·m (88 ± 15 lb ft).
Before assembly, apply blue Loctite 243 to the threads. Clean the
096-3216
threads before applying the sealant.
4 2 Socket
During assembly flush the setscrew with the surface of the cover
Setscrew
assembly.
114-1539 Before assembly, apply Loctite C5A Copper Anti-Seize to the inside
5 6
Dowel Pin diameter and outside diameter of the mating parts.
296-6220
Before assembly, apply Loctite C5A Copper Anti-Seize to the inside
6 2 Ball diameter and outside diameter of the mating parts.
Bearing
Rubber toric seals and all surfaces that in contact with the seals must
174-4874 be clean and dry at assembly. Prior to assembly apply, a thin layer of
7 1 Duo-Cone 6V-4876 Lubricant to the surfaces that are in contact with the metal
Seal Gp seals. The metal seal must be assembled square with the bore. Rubber
toric seals must not bulge. Rubber toric seals must not be twisted.
8 1 - Before assembly, apply 1U-8846 Gasket Sealant to the surface.
3E-2338
9 2 Torque to 80 ± 10 N·m (59 ± 7 lb ft).
Pipe Plug
457-7977
10 1 Before assembly, apply 1U-8846 Gasket Sealant to the surface.
Ring Gear
11 As required, use the following shims to achieve the correct clearance between the ball
bearing and the coupling gear. If two shims (11) are required, install the thinnest shim next
to the coupling gear:
096-1773
Shim
096-1774
Shim
096-1775
Shim
096-1776
Shim
096-1777
Shim
096-1778
Shim
1 096-1779 Thickness is 0.80 mm (0.031 inch).
Shim
096-1780
Shim
096-1781
Shim
the tightened parts must be clean and free from protective coating and
227-6034
12 14 oil.
Bolt
Before assembly, apply blue Loctite 243 to the threads.
Torque to 270 ± 40 N·m (199 ± 30 lb ft).
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Specifications
i04631243
Final Drive
SMCS - 4050
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - JEG1-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - SDZ1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ10001-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZCS1-UP
Table 1
Specification for 227-6949 Final Drive Gp
095-1270
1 2 Socket Torque to 105 ± 20 N·m (77 ± 15 lb ft).
Setscrew
2 16 7X-2568 Before assembly, apply blue Loctite 242 to the threads of the bolts.
Bolt Torque to 520 ± 70 N·m (384 ± 52 lb ft).
102-6455 Before assembly, apply Loctite High flex GM to the mating surfaces
3 1 Ring Gear of the ring gear (3) and the ring gear (4).
114-1539 Apply Loctite C5A anti seize to the outside diameter and the inside
5 6
Dowel Pin diameter of the mating parts of dowel pins.
168-8451 Apply Loctite C5A anti seize to the outside diameter and the inside
6 2 Ball
diameter of the mating parts of ball bearings.
Bearing
During assembly, rubber toric seals and all contact surfaces must be
114-1497 clean and dry. Apply a thin layer of 6V-4876 Lubricant on the mating
7 1 Duo-Cone surfaces of the metal seals before assembly. Make sure that the metal
Seal Gp seals are assembled square in the bore. The rubber toric seals should
not bulge and the rubber toric seals must not be twisted.
After installation of spring pins, create two stake marks for each pin
095-0891
8 6 slightly near the hole of spring pins. Refer to Illustration 1 for the
Spring Pin
locations of the stake marks.
Distance from the edge of the spring pin hole to the stake mark is
C - -
1.5 mm (0.06 inch).
3E-2338
9 2 Torque to 80 ± 10 N·m (59 ± 7 lb ft).
Pipe Plug
227-6034 Before assembly, apply Loctite 242 to the threads of the bolts.
10 14
11 As required use the following shims during bearing preload:
096-1773
Shim
096-1774
Shim
096-1775
Shim
096-1776
Shim
096-1777
Shim
096-1778
Shim

Shim
096-1780
Shim
096-1781
Shim
Refer to Disassembly and Assembly, "Final Drive - Assemble" for the procedure to adjust the
preload on the tapered roller bearing assembly.
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Specifications
i04406867
Front Idler
SMCS - 4159
S/N - KBS1-UP
S/N - LCA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - PBB1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - WBF1-UP
S/N - XBK1-UP
S/N - YCR1-UP
Table 1
Specification for 115-3696 Front Idler Gp
Remove the pipe plug from the front idler assembly and apply air
pressure to this port. The front idler assembly should sustain
7H-3171 245 to 265 kPa (36 to 38 psi) air pressure for a minimum of 30 seconds.
1 1 Pipe
Add 380 ± 20 mL (12.8 ± 0.7 oz) of 8C-3703 Oil. Apply 4C-4030
Plug
Thread Lock Compound to the threads of the pipe plug and install the
pipe plug.
During assembly, the rubber toric seals and all the contacting surfaces
109-0885
must be clean and dry. Prior to assembly, apply a thin film of 6V-4876
Duo-
2 2 Lubricant on the mating surfaces of the metal seals. Make sure that the
Cone
seals are assembled square with the bore. The rubber toric seal should not
Seal Gp
bulge and the rubber toric seal should not twist.
8F-8882
3 2 O-Ring Lubricate the O-ring seals with the lubricant that is being sealed.
Seal
6Y-2266 Install the pin with the slit in the range that is specified. Refer to
4 2 Pin Illustration 1 for the correct position of the pin as shown.
C - - Specified range is 40 degrees.
D - - Angle from centerline of idler shaft is 20 degrees.

Before assembly, the surface must be clean and free of protective
5 - -
coating.
6 - - Install the idler shaft so that the identification mark "R" is oriented
toward the rear of the front idler assembly.
End play in axial direction:

- - - Minimum is 0.26 mm (0.010 inch).
Maximum is 1.26 mm (0.050 inch).
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Specifications
i04580450
Front Lines - Medium Pressure

SMCS - 5057-FR
S/N - DFM1-UP
S/N - DNP1-UP
S/N - FLC1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - RAR1-UP
S/N - SDZ1-UP
S/N - TMF1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - YBK1-UP
S/N - YEA1-UP
S/N - ZCS1-UP
Top view
Table 1
Specification for 260-8015 Front Lines Gp
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Specifications
i05495853
Front Lines - Quick Coupler

SMCS - 5057-FR
S/N - FLC1-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - NBF1-UP
S/N - PBB1-UP
S/N - RAR1-UP
S/N - SDZ1-UP
S/N - TMF1-UP
S/N - XBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZCS1-UP
Top view
Table 1
2 4 101-7402 Bolt Torque to 50 ± 10 N·m (37 ± 7 lb ft).

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Specifications
i05495687
Front Lines - Single Function

SMCS - 5057-FR
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - ESG1-UP
S/N - FLC1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JEX10001-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WDJ10001-UP
S/N - XAN1-UP
S/N - XBK1-UP
S/N - XCC10001-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZCS1-UP
Table 1
Lubricate lightly with the lubricant that is being sealed.

2 1 352-7117 Relief Valve Gp
Torque to 135 ± 10 N·m (100 ± 7 lb ft).
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Specifications
i06093311
Front Lines
SMCS - 5057-FR
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - FLC1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JEX10001-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ10001-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - XCC10001-UP
S/N - YBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
Table 1

2 1 236-3212 Hydraulic Hose Gp Torque to 160 ± 16 N·m (118 ± 12 lb ft).
3 1 236-3213 Hydraulic Hose Gp Torque to 160 ± 16 N·m (118 ± 12 lb ft).
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Specifications
i04580602
Front Lines
SMCS - 5057-FR
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JEX10001-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WDJ10001-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - XCC10001-UP
S/N - YBE1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZCS1-UP
Top view
Table 1
Specification for 260-8007 Front Lines Gp, and 376-6319 Front Lines Gp

Lubricate the O-ring seal lightly with the lubricant that is

177-2653 Relief Valve being sealed.
2 1
Gp
Torque to 135 ± 10 N·m (100 ± 7 lb ft).
Wed Dec 30 10:24:26 UTC+0530 2020

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Specifications
i05393656
Fuel Tank and Mounting

SMCS - 1273-MT; 1273
S/N - DFM1-UP
S/N - DNS1-UP
S/N - FLC1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - SDZ1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - TDZ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - YEA1-UP
S/N - ZCS1-UP
Table 1
Specification for 395-0575 Fuel Tank and Mounting Gp, 417-0270 Fuel Tank and Mounting
Gp, and 419-5208 Fuel Tank and Mounting Gp
Before assembly, apply red Loctite 271 to the threads.

1 4 8T-4140 Bolt
Torque to 270 ± 40 N·m (199 ± 30 lb ft).
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Specifications
i05393639
Fuel Tank
SMCS - 1273
S/N - DFM1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - SDZ1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - XAN1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - YBK1-UP
S/N - YEA1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
Table 1
Specification for 438-2505 Fuel Tank Gp
349-7059 Fuel Cap

1 1 Torque to 0.6 to 1.0 N·m (5.3 to 8.9 lb in).
As
2 5 095-0736 Screw Torque to 1.4 ± 0.1 N·m (12.4 ± 0.9 lb in).
Before assembly, apply blue Loctite High Flex GM to the

3 - -
flange surface.
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Specifications
i05984010
Hydraulic Oil Cooler Lines Group

SMCS - 1374; 5057
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - FLC1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JEX10001-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - TDZ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WDJ10001-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - XCC10001-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZCS1-UP
Rear view
Table 1
Specification for 376-6308 Hydraulic Oil Cooler Lines Gp
2 4 7X-2544 Bolt Torque to 55 ± 10 N·m (41 ± 7 lb ft).

4 2 096-4883 Locknut Torque to 22 ± 3 N·m (195 ± 27 lb in).
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Specifications
i05859193
Hydraulic Tank and Filter

SMCS - 5056; 5068
S/N - KBS1-UP
S/N - LCA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - PBB1-UP
S/N - RAR1-UP
S/N - SDZ1-UP
S/N - TDN1-UP
S/N - WBF1-UP
Table 1
Specification for 455-4364 Hydraulic Tank and Filter Gp

2 3 8T-4136 Bolt Torque to 30 ± 7 N·m (266 ± 62 lb in).

Before you mount the sight gauge group, boss
threads must be clean.
4 1 347-6081 Sight Gauge Gp
Tighten the 236-3259 Special Bolt to 6 ± 1 N·m
(53 ± 9 lb in).
164-5567 Quick Disconnect

6 1 Torque to 31 ± 3 N·m (274 ± 27 lb in).
Coupler As
7 1 Torque to 14.5 ± 1.5 N·m (128.3 ± 13.3 lb in).

164-5590 Fluid Sampling
Valve Gp
102-2240 Temperature Sensor

8 1 Torque to 20 ± 3 N·m (177 ± 27 lb in).
Gp
Bottom view
Table 2
Length under test force is 26.19 mm (1.031 inch).
9 1 7B-3039 Spring Test force is 14.3 to 16.8 N (3.2 to 3.8 lb).
Free length after test is 36.5 mm (1.44 inch).
10 1 9J-7031 Drain Plug Torque to 68 ± 7 N·m (50 ± 5 lb ft).
227-0590 Breather
Table 3
11 - - Tighten to 3.5 ± 1.0 N·m (31.0 ± 8.9 lb in).
Before assembly, apply red Loctite 271 to the mating surface.

12 - - Tighten to 9 ± 1 N·m (80 ± 9 lb in).
387-3783 Hydraulic Screen Gp
Table 4
Length under test force is 28 mm (1.1 inch).
13 1 095-6639 Spring Test force is 23.3 N (5.2 lb).
Free length after test is 35 mm (1.4 inch).
14 1 8T-4133 Nut Torque to 29 ± 5 N·m (257 ± 44 lb in).

15 1 8T-4133 Nut Torque to 18 ± 2 N·m (159 ± 18 lb in).
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Specifications
i05861188
Hydraulic Tank Mounting

SMCS - 5056-MT
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - FLC1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JEX10001-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ10001-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - YBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
Table 1
Specification for 415-7828 Hydraulic Tank and Mounting Gp and 433-8178 Hydraulic Tank
and Mounting Gp

Before assembly, apply red Loctite 271 to the threads.
1 6 -
Tighten bolts to 270 ± 40 N·m (199 ± 30 lb ft).
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Product: EXCAVATOR
Specifications
i05661964
Main Control Valve

SMCS - 5051-MV
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEX10001-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ10001-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XCC10001-UP
S/N - YBE1-UP
S/N - YBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
(Section A-A) Boom regeneration valve
(Section B-B) Stick unloading valve and stick regeneration valve
(Section C-C) Line relief valve for the negative flow control in the right valve bank
(Section D-D) Stick (2)
(Section E-E) Boom (1)
(Section F-F) Bucket
(Section G-G) Attachment
(Section H-H) Travel (Right side)
(Section J-J) Straight Travel
(Section K-K) Travel (Left side)
(Section L-L) Swing
(Section M-M) Stick (1)
(Section N-N) Boom (2)
(Section P-P) Line relief valve for the negative flow control in the left valve bank
Table 1
Specification for 259-7464 Main Control Valve Gp, and 270-5920 Main Control Valve Gp
111-9959 Pipe
1 2 Torque to 35 ± 3 N·m (26 ± 2 lb ft).
Plug

3 2 8T-6759 Pipe Plug Torque to 15 ± 2 N·m (133 ± 18 lb in).
4 1 114-0623 Nut Torque to 7.4 ± 0.5 N·m (65.5 ± 4.4 lb in).
121-1491 Solenoid Lubricate the O-ring seals of the solenoid valve group lightly
5 1 Valve Gp with the lubricant that is being sealed.
6 2 225-4818 Plug As Torque to 10 ± 1 N·m (89 ± 9 lb in).
Boom Regeneration Valve
Section A-A
Table 2
- Lubricate the O-ring seals and the backup ring lightly with lubricant that is being sealed.

8 1 153-5293 Spring Test force is 21.2 ± 1.1 N (4.8 ± 0.2 lb).
10 1 153-5291 Connector Torque to 105 ± 10 N·m (77 ± 7 lb ft).

Stick Unloading Valve and Stick Regeneration Valve
Section B-B
Table 3


16 1 153-5291 Connector Torque to 105 ± 10 N·m (77 ± 7 lb ft).

Negative Flow Control (Right side)
Section C-C
Table 4
20 1 109-5152 Relief Valve Gp Torque to 145 ± 15 N·m (107 ± 11 lb ft).

As required, Use the following shims:
21 1 4J-7386 Shim Thickness is 0.25 mm (0.010 inch).
1 4J-7385 Shim Thickness is 1.22 mm (0.048 inch).

22 1 236-6419 Plug Torque to 240 to 260 N·m (177 to 192 lb ft).
23 1 7I-1248 Spring Length under test force is 23.9 mm (0.94 inch).
Test force is 6.174 N (1.388 lb).
Stick (2)
Section D-D
Table 5

25 1 7I-1248 Spring Test force is 6.174 N (1.388 lb).

26 1 104-7294 Spring Test force is 594 ± 30 N (134 ± 7 lb).
Before assembly, apply red Loctite 271 to threads of bolt.
27 1 153-5276 Special Bolt
Torque to 50.0 to 59.8 N·m (36.9 to 44.1 lb ft).
Boom (1)
Section E-E
Table 6

352-7122 Relief Valve

30 1 Torque to 95 ± 14 N·m (70 ± 10 lb ft).
Gp
31 - Nut Torque to 58.8 ± 5.9 N·m (43.4 ± 4.4 lb ft).
32 - Nut Torque to 19.6 ± 2.0 N·m (173.5 ± 17.7 lb in).

Before assembly, apply red Loctite 271 to threads of

34 1 153-5276 Special Bolt bolt.
Bucket
Section F-F
Table 7


352-7122 Relief Valve

39 1 Torque to 95 ± 14 N·m (70 ± 10 lb ft).
Gp

Attachment
Section G-G
Table 8

310-0404 Control Valve Plug

44 2 Torque to 95 ± 14 N·m (70 ± 10 lb ft).
Gp


Travel (Right side)

Section H-H
Table 9

Before assembly, apply red Loctite 271 to threads.
Straight Travel
Section J-J
Table 10

50 1 6I-6795 Spring Test force is 2.19 ± 0.17 N (0.49 ± 0.04 lb).
51 1 4I-3510 Spring
Test force is 218.676 ± 10.934 N (49.161 ± 2.458 lb).
53 1 171-0035 Holder Torque to 75 ± 10 N·m (55 ± 7 lb ft).
54 1 4I-7714 Nut Torque to 50 ± 10 N·m (37 ± 7 lb ft).

55 2 4T-3148 Spring Test force is 4.00 ± 0.20 N (0.90 ± 0.04 lb).
56 1 158-8135 Guide Torque to 50 ± 7 N·m (37 ± 5 lb ft).

57 1 6E-5169 Spring Test force is 196.1 ± 15.7 N (44.1 ± 3.5 lb).

58 1 2S-2596 Spring Test force is 4.226 ± 0.338 N (0.950 ± 0.076 lb).
Travel (Left side)
Section K-K
Table 11


Swing
Section L-L
Table 12


65 1 153-5276 Special Bolt Torque to 50.0 to 59.8 N·m (36.9 to 44.1 lb ft).
Stick (1)
Section M-M
Table 13




Boom (2)
Section N-N
Table 14



76 1 4T-3148 Spring Test force is 4.00 ± 0.20 N (0.90 ± 0.04 lb).


Negative Flow Control (Left side)

Section P-P
Table 15

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Product: EXCAVATOR
Specifications
i06016282
Main Hydraulic Pump

SMCS - 5070-MV
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EKT1-UP
S/N - FKK1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDZ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - YEA1-UP
S/N - ZCS1-UP
Table 1
Specification for 272-6955 Main Hydraulic Pump Gp, 376-8862 Main Hydraulic Pump Gp
and 397-3680 Main Hydraulic Pump Gp
Apply blue Loctite High Flex GM to the threads of plugs.

1 16 094-1882 Plug
Torque to 13 ± 2 N·m (115 ± 18 lb in).
189-9763 O-Ring
2 8 Lubricate the bore lightly with the lubricant being sealed.
Seal
Extension of the dowel from the body (3) is 6.8 to 9.0 mm

C 2 129-7979 Dowel
(0.27 to 0.35 inch).
D 2 129-7979 Dowel
Extension of the dowel from the body (3) is 3.8 to 6.0 mm
(0.15 to 0.24 inch).
Section A-A
Table 2
192-0573 Extension of the dowel pin from the surface of the bearing (4) is
E 4
Dowel Pin 2.67 to 2.92 mm (0.105 to 0.115 inch).
5 6 - Lubricate the bore lightly with the lubricant being sealed.
173-3498 The location of both ports for the barrel must be matched during
6 1 Barrel assembly of the right pump and the left pump.
190-4896 Apply blue Loctite High Flex GM to the threads of plugs.

7 2
Plug Torque to 25 ± 3 N·m (221 ± 27 lb in).

118-4057
8 18 Test force is 360 ± 36 N (81 ± 8 lb).
Spring
Section F-F
Table 3
8J-4645
9 2 Torque to 210 to 231 N·m (155 to 170 lb ft).
Plug
10 6 - Lubricate lightly with the lubricant that is being sealed.
341-2862 Lubricate the sealing lip of the lip type seal lightly with the lubricant
11 1 Lip Type that is being sealed. Assemble the lip type seal to a maximum of
Seal 0.5 mm (0.02 inch) in parallel to the surface of the body (3).
8T-4136
12 2 Torque to 44 ± 4 N·m (32 ± 3 lb ft).
Bolt
173-3496 The location of both ports for the barrel must be matched during
13 1
Barrel assembly of the right pump and the left pump.
094-1875 Extension of the dowel from the body (3) is 5.55 to 5.80 mm
H 4
Dowel (0.219 to 0.229 inch).
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Product: EXCAVATOR
Specifications
i05535126
Pilot Lines - Joystick and Pedals

SMCS - 5057-PS
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EKT1-UP
S/N - FKK1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZCS1-UP
Top view
Table 1
Specification for 248-9825 Pilot Lines Gp
Sharp corners at the cutting edge of each cable strap shall

1 5 7K-1181 Cable Strap not be allowed.
309-5769 Pressure
2 3 Torque is 29 ± 3 N·m (257 ± 27 lb in).
Switch
3 2 323-7770 Adapter Torque is 22.5 ± 2.0 N·m (199.1 ± 17.7 lb in).

Right side view
Table 2
4 3 164-5628 Connector As Torque is 24 ± 3 N·m (212 ± 27 lb in).

5 11 148-8336 Connector As Torque is 24 ± 3 N·m (212 ± 27 lb in).
6 4 148-8378 Elbow As Torque is 24 ± 3 N·m (212 ± 27 lb in).
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Product: EXCAVATOR
Specifications
i06718163
Pilot Lines - Main Control Valve

SMCS - 5057-PS
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - FLC1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ10001-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - XCC10001-UP
S/N - YBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
Top view
Table 1
Specification for 398-4602 Pilot Lines Gp and 376-6310 Pilot Lines Gp

Sharp corners at the cutting edge of each cable strap shall not be allowed.
Table 2

Before assembly, apply Loctite Spray Adhesive in order to
3 1 202-4004 Grommet
secure the grommet to the swing frame.
4 1 7Y-8487 Hose As Torque to 76 ± 4 N·m (56 ± 3 lb ft).

338-6970 Pressure
6 1 Torque to 64 ± 3 N·m (47 ± 2 lb ft).
Sensor Gp(1)
(1)
Use for part number 398-4602 only
Section E-E
Table 3
If manufactured from aluminum, then torque to 24 ± 2 N·m

7 2 148-8378 Elbow As
(212 ± 18 lb in).
148-8336 Connector If manufactured from aluminum, then torque to 24 ± 2 N·m
8 1
As (212 ± 18 lb in).

9 1 164-5639 Elbow As (30 ± 4 lb ft).

10 4 148-8407 Plug As
(212 ± 18 lb in).
148-8340 Connector If manufactured from aluminum, then torque to 41 ± 5 N·m

11 3
As (30 ± 4 lb ft).

12 4 148-8353 Elbow As
(212 ± 18 lb in).

13 1 148-8364 Elbow As
(30 ± 4 lb ft).

14 3 8T-4192 Bolt
(37 ± 7 lb ft).
Table 4
15 1 285-1399 Connector As Torque to 29 ± 3 N·m (257 ± 275 lb in).

16 1 148-8435 Tee As Torque to 29 ± 3 N·m (257 ± 275 lb in).
17 1 148-8378 Elbow As Torque to 40 ± 5 N·m (30 ± 4 lb ft).
18 1 148-8336 Connector As Torque to 40 ± 5 N·m (30 ± 4 lb ft).
Front bottom view
Table 5
20 2 148-8378 Elbow As Torque to 29 ± 3 N·m (257 ± 275 lb in).

21 1 148-8353 Elbow As Torque to 29 ± 3 N·m (257 ± 275 lb in).
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Product: EXCAVATOR
Specifications
i04631282
Pilot Lines - Main Control Valve

SMCS - 5057-PS
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - FLC1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JEX10001-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ10001-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - XCC10001-UP
S/N - YBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
Top view
Right side view
Table 1
Specification for 266-0962 Pilot Lines Gp, 376-6309 Pilot Lines Gp and 248-9850 Pilot Lines
Gp
Before assembly, apply Loctite Spray Adhesive in order to secure
1 4 -
four grommets to the swing frame.
148-8378
2 6 Torque to 29 ± 2 N·m (257 ± 18 lb in).
Elbow As
148-8435 Tee
3 6 Torque to 29 ± 2 N·m (257 ± 18 lb in).
As
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Product: EXCAVATOR
Specifications
i05987936
Pilot Lines
SMCS - 5057-PS
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - FLC1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JEX10001-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ10001-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - XCC10001-UP
S/N - YBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
Table 1
Specification for 376-6311 Pilot Lines Gp


Before assembly, apply thin hydraulic oil to surface of the
434-3436 Pressure
3 2 male sensor.
Sensor
Torque to 100 ± 10 N·m (74 ± 7 lb ft).
4 1 148-8354 Elbow As Torque to 32.4 ± 3.0 N·m (286.8 ± 26.6 lb in).

5 1 5I-3121 Hose As Torque to 160 ± 16 N·m (118 ± 12 lb ft).
6 1 153-6237 Elbow As Torque to 68.6 ± 7.0 N·m (50.6 ± 5.2 lb ft).
7 1 148-8347 Elbow As Torque to 95.0 to 104.5 N·m (70.1 to 77.1 lb ft).
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Product: EXCAVATOR
Specifications
i04367396
Pilot Valve (Boom Drift Reduction)

SMCS - 5059
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - FKK1-UP
S/N - FLC1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JEX10001-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - YBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
Table 1
Specification for 255-5683 Load Control Valve Gp
352-7123 Relief Torque for the relief valve group to 95 ± 14 N·m

1 1
Valve Gp (70 ± 10 lb ft).
2 1 190-7865 Connector Torque the connector to 48 ± 5 N·m (35 ± 4 lb ft).
3 2 225-4818 Plug As Torque for plug assemblies to 10 ± 1 N·m (89 ± 9 lb in).

Length under test force 33.0 mm (1.30 inch).
Test force 23.128 ± 1.850 N (5.199 ± 0.416 lb).
4 1 5I-8511 Spring
Free length after test 61.4 mm (2.42 inch).
Outside diameter 13.2 mm (0.52 inch).
5 1 148-8395 Plug As Torque for the plug assembly to 40 ± 7 N·m (30 ± 5 lb ft).

Test force 12.858 N (2.891 lb).
6 1 087-5166 Spring
095-1594 O-Ring Lubricate the bore of the O-ring seal with the lubricant that
7 1
Seal is being sealed.
9 4 8T-4136 Bolt Torque for the bolts to 55 ± 10 N·m (41 ± 7 lb ft).
Lubricate the bore of the ring with the lubricant that is being
10 1 095-1789 Ring
sealed.
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Product: EXCAVATOR
Specifications
i04367392
Pilot Valve (Stick Drift Reduction)

SMCS - 5059
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - FKK1-UP
S/N - FLC1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JEX10001-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBY1-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - YBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
Table 1
Specification for 255-5680 Load Control Valve Gp
1 2 225-4818 Plug As Torque for plug assemblies to 10 ± 1 N·m (89 ± 9 lb in).
2 4 8T-4136 Bolt Torque for the bolts to 55 ± 10 N·m (41 ± 7 lb ft).

3 1 147-4184 Plug Torque for the plug to 35 ± 4 N·m (26 ± 3 lb ft).
352-7123 Relief Torque for the relief valve group to 95 ± 14 N·m

4 1
Valve Gp (70 ± 10 lb ft).
Lubricate the bore of the ring with the lubricant that is being
5 1 095-1789 Ring
sealed.
6 1
095-1594 O-Ring Lubricate the bore of the O-ring seal with the lubricant that

Test force 12.858 N (2.891 lb).
7 1 087-5166 Spring
8 1 162-0177 Plug As Torque for the plug assembly to 40 ± 7 N·m (30 ± 5 lb ft)
Test force 23.128 ± 1.850 N (5.199 ± 0.416 lb).
9 1 5I-8511 Spring
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Specifications
i05320915
Pressure Switch (Refrigerant Pressure Cutoff)

SMCS - 7320-QW
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - FKK1-UP
S/N - FLC1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JEX10001-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - TDZ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - YBE1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZCS1-UP
Typical example
Table 1
Specification for 130-0270 Pressure Switch and 196-1665 Pressure Switch

- - - Working Range (High Pressure):
- - - OFF: 3140 kPa (455 psi)
- - - DIFFERENTIAL: 590 kPa (86 psi)

- - - Working Range (Low Pressure):
- - - OFF: 196 kPa (28 psi)
- - - DIFFERENTIAL (Maximum): 20 kPa (3 psi)
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Specifications
i04628949
Pump Coupling - Auxiliary Pump

SMCS - 5062
S/N - DFM1-UP
S/N - DNP1-UP
S/N - FLC1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - RAR1-UP
S/N - SDZ1-UP
S/N - TMF1-UP
S/N - WBY1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - YEA1-UP
S/N - ZCS1-UP
Table 1
Specification for 200-3365 Auxiliary Pump and Mounting Gp
273-8315 O-Ring Lubricate the bore of the O-ring seals lightly with the lubricant
2 2
Seal that is being sealed..
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Specifications
i05241743
Pump Coupling
SMCS - 5062
S/N - DFM1-UP
S/N - DNP1-UP
S/N - EKT1-UP
S/N - FKK1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - RAR1-UP
S/N - SDZ1-UP
S/N - TDN1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - XBB1-UP
S/N - YEA1-UP
S/N - ZCS1-UP
Right side view
Table 1
Specification for 374-6000 Pump Coupling Gp
1 - - Remove the rust prevention of flywheel surface and install

coupling.
During the installation, pay attention to the pin position on the
2 - -
flywheel and coupling face in assembling insert.

279-7871 Assemble the flexible coupling group so that the flexible
4 1 Flexible coupling group is flush with the end of the pump shaft before
Coupling Gp tightening the socket setscrews.
7Y-0466 Socket
5 2 Torque to 110 ± 10 N·m (81 ± 7 lb ft).
Setscrew
6 4 7Y-0467 Bolt Torque to 320 ± 10 N·m (236 ± 7 lb ft).
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Specifications
i04654313
Pump Head (Main) - Drive

SMCS - 3222-MV
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EKT1-UP
S/N - FKK1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDZ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - YBE1-UP
S/N - YEA1-UP
S/N - ZCS1-UP
Table 1
Specification for 256-0093 Pump Head Gp
Lubricate the sliding surfaces lightly with the hydraulic oil.
Before assembly, apply blue Loctite High Flex GM to the

1 10 094-1882 Plug threads.
Torque to 13 ± 2 N·m (115 ± 18 lb in).
3J-1907 O-Ring Lubricate the bore lightly with the lubricant that is being
2 2
Seal sealed.
Table 2
285-4470 O-
3 1 Lubricate the bore lightly with the lubricant that is being sealed.
Ring Seal
190-7674 O-
Ring Seal
Before assembly, apply Loctite 241 to the threads of the piston.

5 1 173-3384 Piston
Torque to 350 ± 30 N·m (258 ± 22 lb ft).
190-7673 O-
Ring Seal
7 2 096-4878 Nut Torque to 177 ± 15 N·m (131 ± 11 lb ft).
094-1875 Extension of the dowel from the surface of the pin is

D 1
Dowel 2.35 to 2.60 mm (0.093 to 0.102 inch).
273-8316 O-
Ring Seal

200-3244
9 1 Test force is 100 ± 5 N (22 ± 1 lb).
Spring

200-3245
10 1 Test force is 31.0 ± 1.6 N (7.0 ± 0.4 lb).
Spring

099-3671
11 1 Test force is 8.8 ± 0.7 N (2.0 ± 0.2 lb).
Spring
12 As required, use the following shims in order to adjust the test force of the spring (13) for
flow setting of the negative flow control (NFC):
2 099-3669 Shim Thickness is 1.0 mm (0.04 inch).







200-3246
13 1 Test force is 115.0 ± 5.8 N (25.9 ± 1.3 lb).
Spring
14 1 8T-4133 Nut Torque to 45 ± 5 N·m (33 ± 4 lb ft).
273-8317 O-
Ring Seal
273-8318 O-
Ring Seal
189-9763 O-
Ring Seal
273-8319 O-
Ring Seal
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Specifications
i04654328
Pump Head (Main) - Driven

SMCS - 3222-MV
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EKT1-UP
S/N - FKK1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDZ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - YBE1-UP
S/N - YEA1-UP
S/N - ZCS1-UP
Table 1

Lubricate the sliding surfaces lightly with the hydraulic oil.
Before assembly, apply blue Loctite High Flex GM to the threads.

1 9 094-1882 Plug
Torque to 13 ± 2 N·m (115 ± 18 lb in).
Table 2
285-4470 O-
Ring Seal
190-7674 O-
Ring Seal
Before assembly, apply Loctite 241 to the threads of the piston.

4 1 173-3384 Piston
Torque to 350 ± 30 N·m (258 ± 22 lb ft).
190-7673 O-
Ring Seal

3J-1907 O-Ring
Seal
094-1875 Extension of the dowel from the surface of the pin is

D 1
Dowel 2.35 to 2.60 mm (0.093 to 0.102 inch).
273-8316 O-
Ring Seal

200-3244
9 1 Test force is 100 ± 5 N (22 ± 1 lb).
Spring

200-3245
10 1 Test force is 31.0 ± 1.6 N (7.0 ± 0.4 lb).
Spring

099-3671
11 1 Test force is 8.8 ± 0.7 N (2.0 ± 0.2 lb).
Spring
12 As required, use the following shims in order to adjust the test force of the spring (13) for
flow setting of the negative flow control (NFC):







200-3246
13 1 Test force is 115.0 ± 5.8 N (25.9 ± 1.3 lb).
Spring
14 1 8T-4133 Nut Torque to 45 ± 5 N·m (33 ± 4 lb ft).
273-8317 O-
Ring Seal
273-8318 O-
Ring Seal
189-9763 O-
Ring Seal
273-8319 O-
Ring Seal
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Specifications
i05860992
Pump Lines (Main)

SMCS - 5057-MV
Right side view
Table 1
Specification for 376-6313 Pump Lines Gp
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Specifications
i07113565
Refrigerant Compressor
SMCS - 1802
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - FKK1-UP
S/N - FLC1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JEX10001-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - YBE1-UP
S/N - YBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
(1) Pulley
(2) Magnetic clutch
(3) Compressor
Note: Refer to Specifications, "Air Conditioner Lines" for information concerning the torque
specifications of refrigerant lines.
Table 1
- - - Power connection is 2-pin connector receptacle.
- - - Displacement per revolution is 154.9 cc (9.5 cubic inch).
- - - Maximum allowable continuous speed is 4000 rpm.

- - - Rotation of the compressor is clockwise.
- - - Magnetic Clutch:
- - - Operating voltage is 24 VDC.

- - - Minimum voltage for clutch engagement is 16 VDC.
- - - 24 Volt coil resistance is 14.3 ± 0.6 Ω at 20° C (68° F)
- - - Effective pulley diameter is 126.0 mm (4.96 inch).

- - - Type of belt is serpentine (12 ribs).
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Specifications
i06889552
Relief Valve (Line)

SMCS - 5069-L9
S/N - DNS1-UP
S/N - JEX10001-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - LCA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - PBB1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - WBF1-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBK1-UP
S/N - YCR1-UP
S/N - ZBD1-UP
Table 1
Specification for 177-2653 Relief Valve Gp and 352-7117 Relief Valve Gp
352-7114 Control
1 1 Torque to 135 ± 10 N·m (100 ± 7 lb ft).
Valve Gp
095-1786 Backup Lubricate the bore of the backup ring lightly with the
3 1
Ring lubricant that is being sealed.
4 1 4I-3510 Spring
Test force is 218.676 ± 10.934 N (49.200 ± 2.500 lb).
095-1587 O-Ring Lubricate the bore lightly with the lubricant that is being
7 1
Seal sealed.
8 1
Seal sealed.
9 1
Seal sealed.
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Specifications
i05004215
Relief Valve (Main)

SMCS - 5069
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - FLC1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JEX10001-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - SDZ1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ10001-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - YBE1-UP
S/N - YBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
Table 1
Specification for 360-4599 Relief Valve Gp

1 - - Apply red Loctite 272 to the threads of orifice.
2 1 7Y-8437 Nut Torque to 92.2 ± 8.3 N·m (68.0 ± 6.1 lb ft).
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Specifications
i06822936
Relief Valve (Main)

SMCS - 5069
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEX10001-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ10001-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XCC10001-UP
S/N - YBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
Table 1
Specification for Relief Valve Gp

095-1786 Backup Lubricate the bore of the backup ring lightly with the lubricant
2 1
Ring that is being sealed.

5 1 Nut Torque to 50 ± 10 N·m (37 ± 7 lb ft).
095-1587 O-Ring
6 1
Seal
095-1590 O-Ring Lubricate the bore of O-ring seals lightly with the lubricant that
7 1
095-1579 O-Ring
8 1
Seal
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Specifications
i04403911
Relief Valve (Main)

SMCS - 5069
S/N - FLC1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - NBF1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - SDZ1-UP
S/N - TDT1-UP
S/N - TMF1-UP
S/N - XBK1-UP
S/N - YEA1-UP
S/N - ZCS1-UP
Table 1
480-2133 Control
1 1 Torque to 135 ± 10 N·m (100 ± 7 lb ft).
Valve Gp
3 1 Ring lubricant that is being sealed.

095-1584 O-Ring Lubricate the bore of O-ring seal lightly with the lubricant
5 1
Seal that is being sealed.
6 1 259-7850 Sleeve Torque to 74.6 ± 10.0 N·m (55.0 ± 7.4 lb ft).

7 1 095-1587 O-Ring
Seal
095-1590 O-Ring Lubricate the bore of O-ring seals lightly with the lubricant
8 1 Seal that is being sealed.
095-1579 O-Ring
9 1
Seal
10 1 259-7852 Nut Torque to 68.7 ± 10.0 N·m (50.7 ± 7.4 lb ft).

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i04362816
Relief Valve (Main)

SMCS - 5069
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - FLC1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - TDZ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZCS1-UP
Table 1
352-7114 Control
1 1 Torque to 135 ± 10 N·m (100 ± 7 lb ft).
Valve Gp
3 1
Ring lubricant that is being sealed.

095-1587 O-Ring
7 1 Seal
095-1590 O-Ring Lubricate the bore of O-ring seals lightly with the lubricant
8 1
Seal that is being sealed.
095-1579 O-Ring
9 1
Seal
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Specifications
i04585935
Return Lines - Hydraulic Tank

SMCS - 5057-QN
Right side view
Table 1
Specification for 248-9853 Return Lines Gp
164-5608 Connector
1 1 Torque to 41 + 4 N·m (30 + 3 lb ft).
As
2 1 148-8358 Elbow As Torque to 70 + 7 N·m (52 + 5 lb ft).
3 1 307-5097 Tee As Torque to 70 + 7 N·m (52 + 5 lb ft).
7K-1181 Cable Sharp corners at the cutting edge of each cable strap shall not
4 2 Strap be allowed.
Rear view
Table 2
Specification for 248-9853 Return Lines Gp
5 1 176-4770 Hose As Torque to 160 + 16 N·m (118 + 12 lb ft).

6 1 148-8327 Connector As Torque to 95 + 8 N·m (70 + 6 lb ft).
7 1 268-1621 Fitting As Torque to 95 + 8 N·m (70 + 6 lb ft).

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Specifications
i04397658
Shuttle Valve (Pilot Lines)

SMCS - 5059; 5079
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - FKK1-UP
S/N - FLC1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JEX10001-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - TDZ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZCS1-UP
Table 1
Specification for 164-6979 Shuttle Valve Gp
1 2 175-4430 Connector As Torque to 35 ± 3 N·m (26 ± 2 lb ft).
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Specifications
i07222141
Sprocket
SMCS - 4164
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - FKK1-UP
S/N - FLC1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JEX10001-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - SDZ1-UP
S/N - TDN1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBY1-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - YBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
Table 1
Before assembly, remove compound, oil and dust from bolts, washers
and female threads, then apply blue Loctite 243 to the threads of bolt.
16 461-3876 Use the following tightening procedure:
1 (1)
Bolt
1. Tighten the bolts to 150 ± 25 N·m (111 ± 18 lb ft).
(1)
Number of bolts per swing drive
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Specifications
i07222142
Sprocket
SMCS - 4164
S/N - KBS1-UP
S/N - KBX1-UP
S/N - LCA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - PBB1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - WBF1-UP
S/N - XBK1-UP
S/N - YCR1-UP
Table 1
Specification for 179-2994 Sprocket Gp
Before assembly, remove compound, oil and dust from female threads,
then apply blue Loctite 243 to threads.
18 504-5153 Use the following tightening procedure:
1 (1)
Bolt
(1)
Number of bolts per swing drive
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Specifications
i05860971
Stick Lines
SMCS - 5057-JJ
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - FLC1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JEX10001-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WDJ10001-UP
S/N - XAN1-UP
S/N - XBK1-UP
S/N - YBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
Right side view
Table 1
Specification for 431-1642 Stick Lines Gp
A - - Orient the hose assemblies to the angle of 40 ± 3 degrees.

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Specifications
i04556670
Swing Drive - Without Motor

SMCS - 5459
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - FLC1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - SDZ1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ10001-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZCS1-UP
Table 1
Specification for 148-4644 Swing Drive Gp and 199-4701 Swing Drive Gp

Apply 4C-5599 Anti-Seize Compound to the inside diameter, outside
1 - -
diameter of the roller bearing and to the surfaces of the mating parts.
6V-7238 Torque to 28 to 31 N·m (248 to 274 lb in).

2 1 Shutoff When the valve shutting off, tighten to 2.9 ± 0.5 N·m
Valve (25.7 ± 4.4 lb in).
B - - After installation, make the stake marks near the opening of each
spring pin hole.
2.25 ± 0.75 mm (0.089 ± 0.030 inch).
199-4561 Lubricate the sealing lip lightly with the lubricant that is being
3 2 Lip Type sealed. Lubricate the circumference of lip type seals with grease
Seal when the seal is installed in the cage.
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Specifications
i06983330
Swing Drive
SMCS - 5459
Table 1
Specification for 378-9517 Swing Drive Gp
8T-0348
1 16 Torque to 270 ± 40 N·m (199 ± 30 lb ft).
Bolt
Apply 4C-5599 Anti-Seize Compound to the inside diameter, outside
2 - -
diameter of the roller bearing and to the surfaces of the mating parts.
6V-7238 Torque to 28 to 31 N·m (248 to 274 lb in).

3 1 Shutoff When the valve shutting off, tighten to 2.9 ± 0.5 N·m
Valve (25.7 ± 4.4 lb in).
After installation, make the stake marks near the opening of each
spring pin hole.
B - -
2.25 ± 0.75 mm (0.089 ± 0.030 inch).
199-4561 Lubricate the sealing lip lightly with the lubricant that is being
4 2 Lip Type sealed. Lubricate the circumference of lip type seals with grease
Seal when the seal is installed in the cage.
453-3447
5 6 Torque to 105 ± 20 N·m (77 ± 145 lb ft).
Bolt
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Specifications
i05975940
Swing Drive
SMCS - 5459
Table 1
227-6221
1 1 Torque to 45.0 ± 4.5 N·m (33.2 ± 3.3 lb ft)
Breather As
114-1399
2 1 Torque to 60 ± 6 N·m (44 ± 4 lb ft).
Gauge Pipe
Prior to assembly, apply Sealant to the flange surface of housing

4 - -
gear and ring gear.
A - - After installing spring pins, make two stake marks at a distance (A)
from each spring pin.
Distance of the pin hole from the bore 2.25 ± 0.75 mm
(0.0898 ± 0.030 inch).
148-4643
5 1
Bearing Before assembly, apply Loctite C5A copper anti seize to the outer
095-1022 diameter and the inner diameter of the mating parts of the roller
6 1 Roller bearings.
Bearing
6V-7238 Final installation torque to 28 to 31 N·m (248 to 274 lb in).

7 1
Shutoff Valve Torque to (when shutoff) 2.9 ± 0.5 N·m (25.7 ± 4.4 lb in).
with the lubricant that is being sealed. Lubricate the circumference
199-4561 Lip
8 2 of the lip type seals with grease, when the lip type seals are installed
Type Seal
in the cage.
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Specifications
i04645172
Swing Drive Mounting

SMCS - 5459
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - FKK1-UP
S/N - FLC1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - SDZ1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - TDZ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZCS1-UP
Table 1
227-6221
1 1 Breather As Torque to 45.0 ± 4.5 N·m (33.2 ± 3.3 lb ft).
114-1399
2 1 Gauge Pipe Torque to 60 ± 6 N·m (44 ± 4 lb ft).
Apply blue Loctite High Flex GM to the mating surfaces of the ring
3 - -
gear and the housing.
Surfaces of the mounting area, contact area of the bolt and surfaces of
the pinion shaft must be free of paint. Before assembly, the contact
4 - -
surfaces of the bolt, the washer, and the tightened parts must be clean
and free of protective coating and oil.
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Specifications
i04556641
Swing Drive
SMCS - 5459
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - FLC1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - SDZ1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ10001-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - YBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
Table 1
227-6221
1 1 Breather As Torque to 45.0 ± 4.5 N·m (33.2 ± 3.3 lb ft).
114-1399
2 1 Gauge Pipe Torque to 60 ± 6 N·m (44 ± 4 lb ft).
Apply blue Loctite High Flex GM to the mating surfaces of the ring
3 - -
gear and the housing.
4 - - Surfaces of the mounting area, contact area of the bolt and surfaces of
the pinion shaft must be free of paint. Before assembly, the contact
surfaces of the bolt, the washer, and the tightened parts must be clean
and free of protective coating and oil.
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Specifications
i07272733
Swing Gear and Bearing

SMCS - 7063
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - FLC1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JEX10001-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ10001-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - XCC10001-UP
S/N - YBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
Top view
Table 1
Specification for 227-6147 Swing Gear and Bearing Gp
Note : Position "S" that is on inner race (9) relative to the carbody assembly (1) and bearing stopper
(2). Refer to Illustration 1.
- - - The five holes which are marked (4) are not for use.
096-4902 Before assembly, apply Loctite C5A Copper anti-seize to dowel

3 1
Dowel holes.
7Y-1650
5 1 Hose Torque to 5.39 ± 0.49 N·m (47.71 ± 4.34 lb in).
Clamp
8T-4136 Before assembly, apply blue Loctite 243 to the threads of bolts.
6 8
Before assembly, apply 8C-8422 Sealant between mating surfaces of
7 1 - gear group and upper frame assembly and between carbody assembly
and gear group.
455-3798 Before assembly, apply blue Loctite 243 to the threads of bolts.
8 4
Bolt Torque to 20 ± 2 N·m (177 ± 18 lb in).

threads, then apply Loctite C5A Copper anti-seize compound to the
threads.
461-3880
10 37 Use the following tightening procedure:
Bolt
threads, then apply Loctite C5A Copper anti-seize compound to the
threads.
461-3879
11 40 Use the following tightening procedure:
Bolt
457-8759 Before assembly, apply blue Loctite 243 to the threads of bolts.
12 2
Bolt Torque to 20 ± 2 N·m (177 ± 18 lb in).
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Specifications
i06277508
Swing Motor
SMCS - 5058
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - FLC1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - SDZ1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - TDZ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WDJ10001-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZCS1-UP
Table 1
Specification for 334-9976 Swing Motor Gp
1 2 110-5525 Plug Torque to 36.0 ± 3.6 N·m (26.6 ± 2.7 lb ft).

2 20 126-2055 Spring Free length after test is 37.5 mm (1.48 inch).
3 4 7Y-5221 Bolt Torque to 431.0 ± 43.1 N·m (317.8 ± 31.8 lb ft).
5 2 7Y-4268 Spring Free length after test is 48.5 mm (1.91 inch).
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Specifications
i06302930
Swing Motor
SMCS - 5058
Table 1

Free length is 37.5 mm (1.48 inch).
1 20 126-2055 Spring Outside diameter is
17.9 mm (0.70 inch).
2 2 446-7230 Plug Torque to
36.0 ± 3.6 N·m (26.6 ± 2.7 lb ft).
Torque to
3 4 7Y-5221 Bolt 431.0 ± 43.1 N·m (317.9 ± 31.8 lb ft).
Free length is
48.5 mm (1.91 inch).
4 2 7Y-4268 Spring
Outside diameter is
18.7 mm (0.74 inch).
Torque to
5 2 094-1900 Plug
334.0 ± 33.4 N·m (246.4 ± 24.6 lb ft).
Torque to
176 ± 10 N·m (130 ± 7 lb ft).
Torque to
177.0 ± 17.7 N·m (130.6 ± 13.1 lb ft).
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Specifications
i06277496
Swing Motor
SMCS - 5058
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - FLC1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - TDZ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WDJ10001-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZCS1-UP
NOTICE
To prevent damage to the motor, the case must be filled with hydraulic
oil at least to the fill port before operation.
Table 1

1 20 126-2055 Spring
Outside diameter is 17.9 mm (0.70 inch).

3 4 7Y-5221 Bolt Torque to 431.0 ± 43.1 N·m (317.8 ± 31.8 lb ft).

4 2 7Y-4268 Spring
Outside diameter is 18.7 mm (0.74 inch).
6 2 173-3452 Relief Valve Gp Torque to 177.0 ± 17.7 N·m (130.5 ± 13.1 lb ft).
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Specifications
i06554828
Track Adjuster and Recoil

SMCS - 4157; 4158
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - FLC1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JEX10001-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ10001-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - XCC10001-UP
S/N - YBE1-UP
S/N - YBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
Table 1
Specification for 239-4389 Track Adjuster and Recoil Gp

Use any one of the following springs:

239-4350
Test force is 156900 ± 10000 N (35273 ± 2248 lb).
Spring
1 1 Free length after test is 664.9 mm (26.18 inch).
340-8237
Test force is 156900 ± 12600 N (35273 ± 2833 lb).
Spring
Free length after test is 665 mm (26.2 inch).
239-4384
2 1 Install the spacer with the direction of chamfer, as shown.
Spacer
3 1 239-4382 Nut Before assembly, apply coat of 1U-8801 Rust Preventive Oil to the
threads.
4 2 7X-2536 Bolt Apply blue Loctite 242 to the threads.

A - - Assembled Length 550 ± 1.5 mm (21.65 ± 0.06 inch)
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i04629912
Track Adjuster
SMCS - 4157
Table 1
Specification for 239-4390 Track Adjuster and Recoil Gp

239-4392 Lubricate the inside diameter and the seal groove of the cylinder
1 1
Cylinder with 5P-0960 Grease Cartridge.
357-7540 Fill
2 1 Torque to 34 ± 5 N·m (301 ± 44 lb in).
Valve
3 1 145-3031 Piston Lubricate the outside diameter and the seal grooves of the piston
with 5P-0960 Grease Cartridge.
2S-5926 Relief
4 1 Torque to 34 ± 5 N·m (301 ± 44 lb in).
Valve
093-1436 Lip
A 1 Installation depth is 0.5 ± 0.5 mm (0.02 ± 0.02 inch).
Type Seal
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Specifications
i06283958
Track Roller (Single Flange)

SMCS - 4180
S/N - DFM1-UP
S/N - DNP1-UP
S/N - EKT1-UP
S/N - FKK1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - SDZ1-UP
S/N - TDN1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZCS1-UP
Table 1
Specification for 360-5864 Track Roller Gp
7H-3171 Before assembly, apply blue Loctite 243 to the threads.

1 1
Pipe Plug Torque to 25 ± 3 N·m (221 ± 27 lb in).
The rubber toric seals and all the contacting surfaces must be clean and
206-9211 dry at assembly. Before assembly, apply a thin film of 6V-4876
2 2 Duo-Cone Lubricant to the contacting surfaces of the metal seal rings. The seal
Seal Gp rings must be assembled square. The rubber toric seal should not bulge
and the rubber toric seal should not twist.
7F-8268 O-
3 2 Lubricate the bore with the lubricant that is being sealed.
Ring Seal
8E-5599
Track
4 2 Bore after assembly is 60.130 ± 0.076 mm (2.3673 ± 0.0030 inch).
Roller
Bearing
Before assembly, the surfaces must be clean and free of protective
5 - -
coating.
End play for the track roller shaft:

- - - Minimum is 0.25 mm (0.010 inch).
Maximum is 1.25 mm (0.049 inch).
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Specifications
i04629802
Track Roller Mounting

SMCS - 4154
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JEX10001-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - TDN1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ10001-UP
S/N - XBA1-UP
S/N - YBK1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZCS1-UP
Table 1
Specification for 7Y-1608 Track and Carrier Roller Ar, and 7Y-1607 Track and Carrier
Roller Ar

Clearance between the track carrier roller and the mounting
A - -
bracket is 6.5 mm (0.26 inch).
Distance from the edge of the flange to centerline of the track

B -
is 86.0 ± 3.0 mm (3.39 ± 0.12 inch).
8E-5600 Track Install track carrier roller with the location as shown in
1 4
Carrier Roller Illustration 1.
Before assembly, the surfaces must be clean and free of

2 - -
protective coating.
163-4143 Track Install the track roller group with the clear plug toward the
3 16
Roller Gp outside of the machine.
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Specifications
i04557163
Track Roller Mounting

SMCS - 4154
S/N - DFM1-UP
S/N - DNP1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PJP1-UP
S/N - RDZ1-UP
S/N - TDN1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ10001-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - YBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZCS1-UP
Typical example
Table 1
Specification for 297-9315 Track and Carrier Roller Ar , 297-9317 Track and Carrier Roller
Ar and 297-9316 Track and Carrier Roller Ar
Clearance between the track carrier roller and the mounting

A - -
bracket is 6.5 mm (0.26 inch).
Distance from the edge of the flange to the centerline of the
B - -
track is 86 ± 3 mm (3.4 ± 0.1 inch).
Before assembly, the surfaces must be clean and free of

1 - -
protective coating.
8E-5600 Track Install track carrier roller with the location as shown in
2 4
Carrier Roller Illustration 1.
Wed Dec 30 10:39:18 UTC+0530 2020

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Specifications
i04460700
Travel Counterbalance Valve

SMCS - 5051-KV; 5811-KV
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - FLC1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - SDZ1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ10001-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - YBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
Table 1
Specification for 360-4598 Travel Counterbalance Valve Gp
1 2 7Y-8437 Nut Torque to 92.2 ± 8.3 N·m (68.0 ± 6.1 lb ft).
3 2 9S-8004 O-Ring Plug Torque to 31.4 ± 2.9 N·m (277.9 ± 25.7 lb in).
4 8 8T-7811 Bolt Torque to 78.5 ± 7.9 N·m (57.9 ± 5.8 lb ft).

6 - - Apply red Loctite 272 to the threads of the spool.
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Specifications
i04404520

SMCS - 5051-KV; 5811-KV
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - FKK1-UP
S/N - FLC1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JEX10001-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - TDZ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZCS1-UP
Table 1
Specification for 322-8714 Travel Counterbalance Valve Gp
360-4588 Relief
1 2 Torque to 270.0 ± 27.0 N·m (199.1 ± 19.9 lb ft).
Valve Gp
Torque for the nuts of the relief valve groups is
2 - -
68.6 ± 7.0 N·m (50.6 ± 5.2 lb ft).
3 8 8T-7811 Bolt Torque to 78.5 ± 8.0 N·m (57.9 ± 5.9 lb ft).

4 2 102-0818 Plug Torque to 32.0 ± 3.0 N·m (283.2 ± 26.6 lb in).

5 2 360-4583 Spring Test force is 280 N (63 lb).
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Specifications
i04638210
Travel Motor and Mounting

SMCS - 79PC-MT
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - FLC1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - SDZ1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ10001-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - YBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
Table 1
Specification for 215-9982 Travel Motor Lines Gp
1 6 3E-6910 Bolt Torque to 80 ± 8 N·m (59 ± 6lb ft).
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Specifications
i05981768

SMCS - 79PC-MT
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - FLC1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JEX10001-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ10001-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - XCC10001-UP
S/N - YBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
Typical example
Table 1
Specification for 334-9988 Travel Motor and Mounting Gp and 334-9986 Travel Motor and
Mounting Gp

1 6 8C-8729 Bolt Torque to 80 ± 8 N·m (59 ± 6 lb ft).
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Specifications
i04398391

SMCS - 79PC-MT
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - FLC1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JEX10001-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ10001-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - XCC10001-UP
S/N - YBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
Table 1
Specification for 334-9986 Travel Motor and Mounting Gp
1 6 8C-8729 Bolt Torque to 80 ± 8 N·m (59 ± 6 lb ft).
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Specifications
i05862204
Travel Motor Guard

SMCS - 7163
S/N - DFM1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - FLC1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JEX10001-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - SDZ1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ10001-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZCS1-UP
Table 1
Specification for 346-7204 Travel Motor Guard Gp and 346-7145 Travel Motor Guard Gp
1 8 453-8030 Bolt As Torque to 130 ± 10 N·m (96 ± 7 lb ft).
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Specifications
i04631340
Travel Motor Lines

SMCS - 5057-TV
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JEX10001-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ10001-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - XCC10001-UP
S/N - YBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
Typical example
Table 1
Specification for 239-1717 Travel Motor Lines Gp, 266-0980 Travel Motor Lines Gp, 239-
1716 Travel Motor Lines Gp, and 269-5175 Travel Motor Lines Gp, 286-6861 Travel Motor
Lines Gp, 286-6869 Travel Motor Lines Gp, and 296-7360
1 2 - Torque to 76 ± 4 N·m (56 ± 3 lb ft).

8T-4136
2 6 Apply blue Loctite 242 to the threads of bolts.
Bolt
Apply blue Loctite High Flex GM between the mating surfaces of

3 - - the swivel group and the cover of the undercarriage.
4 1 - Torque to 76 ± 4 N·m (56 ± 3 lb ft).
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Specifications
i07212395
Travel Motor
SMCS - 4351; 5058
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - FKK1-UP
S/N - FLC1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JEX10001-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - TDZ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZCS1-UP
Typical example
NOTICE
To prevent damage to the motor, the case must be filled with hydraulic
oil at least to the fill port before operation.
Table 1
095-7384 O
1 1 Lubricate the sliding surfaces lightly with clean hydraulic oil.
-Ring Seal
2 1 095-7383 O Lubricate the sliding surfaces lightly with clean hydraulic oil.
-Ring Seal
096-4377 O
3 2 -Ring Seal Lubricate the sliding surfaces lightly with clean hydraulic oil.
095-1572 O
-Ring Seal
087-4743
5 2 Torque to 140 ± 14 N·m (103 ± 10 lb ft).
Stop
346-1340
Piston
122-5114
Ball Guide
147-5866
Piston
133-6777
Barrel

095-7380
10 1 Test force is 14.3 ± 1.5 N (3.2 ± 0.3 lb).
Spring
To ensure that the following conditions are fulfilled, install shims

(12):
When parking brake release port (11) is vented to the air, the motor
output shaft does not rotate with a torque of 440 N·m (320 lb ft) or
11 - - less.
When pressure at parking brake release port (11) is 780 kPa (115 psi),
the motor output shaft rotates with a torque of 49 N·m (36 lb ft) or
less. Both the inlet port and the outlet port must be open to the
hydraulic tank.
12 As required, use the following shims:
096-1521
Shim
096-3785
Shim
096-3786
Shim
096-3787
Shim
Shim
096-1522
Shim
8T-4944
13 10 Torque to 177 ± 18 N·m (131 ± 13 lb ft).
Bolt
095-1586 O Lubricate the sliding surfaces lightly with clean hydraulic oil.
14 2
-Ring Seal

118-4057
15 9 Test force is 360 ± 36 N (81 ± 8 lb).
Springs
096-4376
Apply blue Loctite High Flex GM to the mating surfaces of the lip
16 1 Lip Type
type seal and the body.
Seal
7Y-4216
Spool

096-3978
18 1 Test force is 74 ± 8 N (16.6 ± 1.8 lb).
Spring
Before assembly, apply blue Loctite High Flex GM to the threads of

094-1882 the plug. The plug is not required for optional design.
19 1 Plug
Torque to 13 ± 2 N·m (115 ± 18 lb in).
Before assembly, apply blue Loctite High Flex GM to the threads of

094-1882 the plug.
20 10
Plug
Torque to 13 ± 2 N·m (115 ± 18 lb in).
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Specifications
i05856124
Upper Frame
SMCS - 7051
S/N - KBS1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - RAR1-UP
S/N - SDZ1-UP
S/N - TMF1-UP
S/N - XBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZCS1-UP
Typical example
Table 1
Specification for 447-7476 Upper Frame, 394-5886 Upper Frame, and 450-8322 Upper
Frame
Clearance between the pin end and the side of the cab must be kept over to 10.0 mm
A
(0.39 inch).
As required, use the following shims in order to adjust the maximum lateral clearance to
1.0 mm (0.04 inch):
133-2425
Shim
1
093-0083
Shim
093-0115
Shim
2 2 154-0480 Pin Before assembly, use the 5P-0960 Grease Cartridge in order to coat
As all the pin bores.
Diameter is 79.850 ± 0.025 mm (3.1437 ± 0.0010 inch).
Before assembly, use the 5P-0960 Grease Cartridge in order to coat
315-0800 Pin
3 1 all the pin bores.
As
Diameter is 89.850 ± 0.025 mm (3.5374 ± 0.0010 inch).
1.6 mm (0.06 inch):
308-8775
Shim
4
308-8776
Shim
308-8777
Shim
1.0 mm (0.04 inch):
133-2425
Shim
5
093-0083
Shim
093-0115
Shim
Alternator and Regulator 3
Camshaft Bearings 7
Camshaft 9
Connecting Rod Bearing Journal 13
Connecting Rod 14
Crankcase Breather 18
Crankshaft Seals 22
Crankshaft 24
Cylinder Block 27
Cylinder Head Valves 29
Cylinder Head 32
Electric Starting Motor 37
Engine Design 43
Engine Lifting Bracket 47
Engine Oil Cooler 50
Engine Oil Filter Base 56
Engine Oil Pan 60
Engine Oil Pressure 64
Exhaust Manifold 65
Fan Drive 69
Flywheel Housing 73
Flywheel 78
Front Housing and Covers 82
Fuel Filter Base - Primary Fuel Filter Base 85
Fuel Filter Base - Secondary Fuel Filter Base 88
Fuel Injection Lines 91
Fuel Injection Pump 93
Fuel Injectors 98
Gear Group (Front) 101
Glow Plugs 105
Lifter Group 108
Main Bearing Journal 110
Oil Pump 111
Piston and Rings 114
Piston Cooling Jet 117
Rocker Shaft 120
Turbocharger 123
Valve Mechanism Cover 126
Vibration Damper and Pulley 129
Water Pump 133
Water Temperature Regulator and Housing 135
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Specifications
C7.1 (Mech) Engines For Caterpillar Built Machines
i02661857
Alternator and Regulator

SMCS - 1405; 1410
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - J681-UP
S/N - J691-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - SFW1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ1-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XCC1-UP
S/N - YBE1-UP
S/N - YBK1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
S/N - ZKP1-UP
12 Volt and 24 Volt Alternator
A typical alternator
(1) Tighten terminal nut "W" to the following torque. ... 3.7 N·m (33 lb in)
(2) Tighten terminal nut "D+" to the following torque. ... 3.7 N·m (33 lb in)
(3) Tighten terminal nut "B+" to the following torque. ... 7 N·m (62 lb in)
Tighten the pulley nut (not shown) to the following torque. ... 80 N·m (59 lb ft)
Alignment of the alternator pulley to the crankshaft pulley ... ± 2.4 mm ( ± 0.0945 inch)
Rotation ... clockwise
Polarity ... Negative earth
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Specifications
i04538709
Camshaft Bearings
SMCS - 1211
Typical example
(1) The diameter of the installed camshaft bearing ... 50.787 to 50.848 mm (1.9995 to 2.0019 inch)
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Specifications
i07050263
Camshaft
SMCS - 1210
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - J681-UP
S/N - J691-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - SFW1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ1-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XCC1-UP
S/N - YBE1-UP
S/N - YBK1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
S/N - ZKP1-UP
Checking the end play of the camshaft
(1) End play of a camshaft ... 0.126 to 0.558 mm (0.0050 to 0.0220 inch)
Maximum permissible end play of a worn camshaft ... 0.62 mm (0.0244 inch)
Typical example
(2) Bolt
Tighten the 8.8 grade bolt to the following torque. ... 95 N·m (70 lb ft)
Tighten the 10.9 grade bolt to the following torque. ... 120 N·m (89 lb ft)
(3) The diameters of the camshaft journals are given in the following tables.
Table 1
Camshaft Journals Standard Diameter
1 50.711 to 50.737 mm (1.9965 to 1.9975 inch)

2 50.457 to 50.483 mm (1.9865 to 1.9875 inch)
3 50.203 to 50.229 mm (1.9765 to 1.9775 inch)
4 49.949 to 49.975 mm (1.9665 to 1.9675 inch)
Maximum wear on the camshaft journals ... 0.05 mm (0.0021 inch)
Check the camshaft lobes for visible damage. If a new camshaft is installed you must install new
lifters.
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Specifications
i04047908
Connecting Rod Bearing Journal

SMCS - 1202; 1219; 1225
The original size of the connecting rod bearing journal on the crankshaft ... 71.970 to 71.990 mm
(2.83346 to 2.83425 inch)
Maximum permissible wear of a bearing journal on the crankshaft when a new connecting rod is
installed ... 0.04 mm (0.0016 inch)
Width of the connecting rod bearing journals on the crankshaft ... 37.962 to 38.038 mm
(1.4946 to 1.4976 inch)
Radius of the fillet of the connecting rod bearing journals ... 3.68 to 3.96 mm (0.145 to 0.156 inch)
Surface finish of connecting rod bearing journals ... Ra 0.2 microns
Surface finish of radii ... Ra 0.4 microns
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i04048757
Connecting Rod
SMCS - 1218
Typical example
(1) The bearing shell for the connecting rod
Table 1
Thickness of Connecting Rod Bearing at the Center 1.994 to 2 mm (0.0785 to 0.0787 inch)
Thickness of Connecting Rod Bearing for the Cap at

1.994 to 2 mm (0.0785 to 0.0787 inch)
the Center
0.025 to 0.070 mm
Bearing Clearance
(0.0010 to 0.0028 inch)
Table 2
Undersized Connecting Rod Bearing
0.25 mm (0.010 inch)
0.51 mm (0.020 inch)
0.76 mm (0.030 inch)
The mating surfaces of the connecting rod are produced by hydraulically fracturing the forged
connecting rod.
Tighten the setscrews for the connecting rod again to the following torque. ... 40 N·m (30 lb ft)
Tighten the setscrews for the connecting rod for an additional 120 degrees. The setscrews for the
connecting rod (2) must be replaced after this procedure.
Note: Always tighten the connecting rod cap to the connecting rod, when the assembly is out of the
engine. Tighten the assembly to the following torque 20 N·m (14 lb ft).
Typical example
(3) Diameter of the finished bore for the piston pin ... 39.738 to 39.723 mm (1.5645 to 1.5639 inch)
(4) Distance between the parent bores ... 219.05 to 219.1 mm (8.6240 to 8.6260 inch)
(5) Diameter for the finished bore for the connecting rod bearing ... 72.025 to 72.05 mm
(2.8356 to 2.8366 inch)
Connecting rods are color coded. The color code is a reference for the length (Y) of the connecting
rod. Refer to table 3 for the different lengths of connecting rods.
Table 3
Length Grades for Connecting Rods
Grade Letter Color Code Length (Y)
R Red 161.259 to 161.292 mm (6.3488 to 6.3501 inch)
G Green 161.183 to 161.216 mm (6.3458 to 6.3471 inch)

B Blue 161.107 to 161.140 mm (6.3428 to 6.3441 inch)
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i04048911
Crankcase Breather
SMCS - 1317
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - J681-UP
S/N - J691-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - SFW1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ1-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XCC1-UP
S/N - YBE1-UP
S/N - YBK1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
S/N - ZKP1-UP
Unfiltered Breather
Typical example
Align the outlet of the breather to the flexible pipe.
(1) Clamp
Tighten the clamp to the following torque. ... 5 N·m (44 lb in)
Filtered Breather
Typical example
(1) Clamps
Tighten the clamps to the following torque. ... 5 N·m (44 lb in)
(2) Setscrews
Tighten the setscrews to the following torque. ... 22 N·m (16 lb ft)
(3) Canister
Tighten the canister to the following torque. ... 12 N·m (106 lb in)
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Specifications
i02934550
Crankshaft Seals
SMCS - 1160; 1161
Typical example
(1) Crankshaft
(2) Crankshaft seal
(3) Plastic sleeve
(4) Alignment tool
(5) Tighten bolts 1, 2, 3, 4, 5, 6, 7, and 10 in the sequence that is shown in Illustration 2 to the
following torque. ... 22 N·m (16 lb ft)
Remove the alignment tool.
Tighten bolts 8 and 9 in the sequence that is shown in Illustration 2 to the following torque. ... 22 N·m
(16 lb ft)
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Specifications
i04048918
Crankshaft
SMCS - 1202
Typical example
(1) Crankshaft gear
(2) Crankshaft
(3) Crankshaft thrust washers
Maximum permissible temperature of the gear for installation on the crankshaft ... 180 °C (356 °F)
The end play of a new crankshaft ... 0.1 to 0.41 mm (0.00394 to 0.01614 inch)
Standard thickness of thrust washer ... 2.69 to 2.75 mm (0.1059 to 0.1083 inch)
Oversize thickness of thrust washer ... 2.89 to 2.95 mm (0.1138 to 0.1161 inch)
(4) Journal #1
(5) Journal #2
(6) Journal #3
(7) Journal #4
(8) Journal #5
(9) Journal #6
(10) Journal # 7
Refer to table 1 for the run out of the crankshaft journals.
Table 1
Journal Run Out of the Journals
(1) Mounting
(2) 0.05 mm (0.0020 inch)

(3) 0.1 mm (0.0039 inch)
(4) 0.15 mm (0.0059 inch)
(5) 0.1 mm (0.0039 inch)
(6) 0.05 mm (0.0020 inch)

(7) Mounting
Inspect the crankshaft for wear or for damage. For more information regarding the servicing of the
crankshaft, contact the Dealer Solution Network (DSN).
Refer to Specifications, "Connecting Rod Bearing Journal" for more information on the connecting
rod bearing journals and connecting rod bearings.
Refer to Specifications, "Main Bearing Journal" for information on the main bearing journals and for
information on the main bearings.
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i04047872
Cylinder Block
SMCS - 1201
Typical example
(1) Cylinder block
(2) Cylinder bore ... 105.000 to 105.025 mm (4.1338 to 4.1348 inch)
The maximum permissible wear for the cylinder bore ... 0.15 mm (0.0059 inch)
(3) Camshaft bearings
Diameter of the bushing in the cylinder block for the number 1 camshaft bearing ...
55.563 to 55.593 mm (2.1875 to 2.1887 inch)
Diameter of the bore in the cylinder block for the number 2 camshaft journal ...
50.546 to 50.597 mm (1.9900 to 1.9920 inch)
50.292 to 50.343 mm (1.9800 to 1.9820 inch)
50.038 to 50.089 mm (1.9700 to 1.9720 inch)
(4) Main bearings
Bore in the cylinder block for the main bearings ... 88.246 to 88.272 mm
(3.4742 to 3.4753 inch)
(5) Main bearing cap bolts
Use the following procedure in order to install the main bearing cap bolts:
1. Apply clean engine oil to the threads of the main bearing cap bolts.
2. Put the main bearing caps in the correct position that is indicated by a number on the top of the
main bearing cap. Install the main bearing caps with the locating tabs in correct alignment with
the recess in the cylinder block.
3. Evenly tighten the main bearing cap bolts.
Torque for the main bearing cap bolts. ... 80 N·m (59 lb ft)
4. Tighten the bolts for the main bearing cap for an additional 90 degrees.
Note: Ensure that the crankshaft can rotate freely.
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Specifications
i04048909
Cylinder Head Valves

SMCS - 1105
Typical example
(1) Valve spring
Length of the inlet valve spring under test force ... 41.75 mm (1.6437 inch)
Test force of the inlet valve spring ... 326.4 N (73.4 lb)
Length of the exhaust valve spring under test force ... 41.5 mm (1.6339 inch)
Test force of the exhaust valve spring ... 332.5 N (74.7 lb)
(2) Valve spring recess
(3) Valve guides
Inside diameter of valve guide ... 9.000 to 9.022 mm (0.3543 to 0.3552 inch)
Outside diameter of the exhaust valve guide ... 13.034 to 13.047 mm (0.5131 to 0.5137 inch)
Outside diameter of the inlet valve guide ... 13.034 to 13.047 mm (0.5131 to 0.5137 inch)
Interference fit of valve guide in cylinder head ... 0.007 to 0.047 mm (0.0003 to 0.0019 inch)
Length of valve guide ... 47.25 to 47.75 mm (1.86023 to 1.87992 inch)
Note: When new valve guides are installed, new valves and new valve seat inserts must be installed.
The valve guides and the valve seat inserts are supplied as partially finished parts. The unfinished
valve guides and unfinished valve seat inserts are installed in the cylinder head. Then, the guides and
inserts are cut and reamed in one operation with special tooling. This procedure ensures the
concentricity of the valve seat to the valve guide in order to create a seal that is tight. Refer to
Disassembly and Assembly for removal and installation procedures.
(4) Exhaust valve
Diameter of the exhaust valve stem ... 8.938 to 8.960 mm (0.3519 to 0.3528 inch)
Clearance of valve in valve guide ... 0.040 to 0.084 mm (0.00157 to 0.00331 inch)
Overall length of the exhaust valve ... 128.92 to 129.37 mm (5.075 to 5.093 inch)
(5) Inlet valve
Diameter of the inlet valve stem ... 8.957 to 8.971 mm (0.35264 to 0.35319 inch)
Clearance of valve in valve guide ... 0.029 to 0.065 mm (0.00114 to 0.00256 inch)
Overall length of the inlet valve ... 128.92 to 129.37 mm (5.075 to 5.093 inch)
(6) Exhaust valve face angle from the vertical axis
Valve face angle ... 30 degrees

Valve seat angle ... 30 degrees
(7) Diameter of the exhaust valve head ... 41.51 to 41.75 mm (1.634 to 1.643 inch)
(8) Diameter of the head of the inlet valve ... 46.20 to 46.46 mm (1.819 to 1.829 inch)
(9) Angle of the inlet valve face from the vertical axis
Valve face angle ... 30 degrees

Valve seat angle ... 30 degrees
The valve lash is the following value when the engine is cold:
Inlet valves ... 0.35 mm (0.014 inch)

Exhaust valves ... 0.45 mm (0.018 inch)
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Specifications
i04051329
Cylinder Head
SMCS - 1100
Typical example
Lubricate the threads and the underside of the head bolts with clean engine oil.
Tighten the bolts in the sequence that is shown in Illustration 1 to the following torque. ...
50 N·m (37 lb ft)
Tighten the bolts again to the following torque. ... 160 N·m (118 lb ft)
Tighten the head bolts to the additional amount. ... 130 degrees
Minimum thickness of cylinder head ... 118 mm (4.64566 inch)
Typical example
Note: The maximum distortion of the cylinder head is given in table 1.
Table 1
Dimension Maximum Permissible Distortion
Width (A) 0.03 mm (0.0012 inch)
Length (B) 0.05 mm (0.0020 inch)
Diagonal Line (C) 0.05 mm (0.020 inch)

Typical example
(D) Valve guide height from the top of the valve guide to the valve spring seat ... 12.35 to 12.65 mm
(0.48622 to 0.49803 inch)
(E) Outside diameter of the valve guides ... 13.034 to 13.047 mm (0.51315 to 0.51366 inch)
(F) Length of the valve guides ... 47.25 to 47.75 mm (1.86023 to 1.87992 inch)
(G) Internal diameter of the valve guides ... 9.000 to 9.022 mm (0.35433 to 0.35520 inch)
(H) Valve depths

Inlet ... 0.995 to 1.495 mm (0.03917 to 0.05886 inch)
The service limit for the depth of the inlet valve ... 1.09 mm (0.04291 inch)
Exhaust ... 0.65 to 1.007 mm (0.02559 to 0.03965 inch)
The service limit for the exhaust valve depth ... 2.06 mm (0.08110 inch)
Typical example
(J) Diameter of the parent bore in the cylinder head ... 13.000 to 13.027 mm
(0.51181 to 0.51287 inch)
(K) Seat angle
Inlet ... 120 degrees

Exhaust ... 120 degrees
Typical example
(L) Seat surface finish ... Ra 0.8 microns
(M) Concentricity of valve seat to valve guide parent bore Maximum Total Indicated Reading
(TIR) ... 0.05 mm (0.00197 inch)
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Specifications
i04048916
Electric Starting Motor

SMCS - 1453
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - J681-UP
S/N - J691-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - SFW1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ1-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XCC1-UP
S/N - YBE1-UP
S/N - YBK1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
S/N - ZKP1-UP
24 V Starting Motor 8 kW
Typical example
(1) Tighten the positive terminal nut to the following torque. ... 25 N·m (18 lb ft)
(2) Tighten the nut for the solenoid terminal to the following torque. ... 2.5 N·m (22 lb in)
(3) Tighten the nut on the negative terminal to the following torque. ... 25 N·m (18 lb ft)
Rated voltage ... 24 V

24 V Starting Motor 4.5 kW
Typical example
(1) Tighten the negative terminal nut to the following torque. ... 15 N·m (11 lb ft)
(3) Tighten the solenoid terminal to the following torque. ... 3.5 N·m (31 lb in)
Typical example
(1) Tighten the positive terminal nut to the following torque. ... 6 N·m (53 lb in )
(2) Tighten the solenoid terminal to the following torque. ... 8 N·m ( 70 lb in)
(3) Tighten the negative terminal nut to the following torque. ... 8 N·m ( 70 lb in)
Typical example
(2) Tighten the nut for the solenoid terminal to the following torque. ... 2.5 N·m (22 lb in)
(3) Tighten the nut on the negative terminal to the following torque. ... 25 N·m (18 lb ft)
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Specifications
i04047766
Engine Design
SMCS - 1201
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - J681-UP
S/N - J691-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - SFW1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ1-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XCC1-UP
S/N - YBE1-UP
S/N - YBK1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
S/N - ZKP1-UP
Cylinder and valve location
(A) Inlet valve
(B) Exhaust valve
Bore ... 105 mm (4.13385 inch)
Stroke ... 135 mm (5.31495 inch)
Displacement ... 7.01 L (427.78 cubic inch)
Cylinder arrangement ... In-line
Type of combustion ... Direct injection
Compression ratio for the C7.1 (Mech) 6301-Up engine ... 16:1
Compression ratio for the C7.1 (Mech) 6731-Up engine ... 18.5:1
Number of cylinders ... 6
Valves per cylinder ... 2
Valve lash
Inlet valve ... 0.35 mm (0.014 inch)
Exhaust valve ... 0.45 mm (0.018 inch)
Firing order ... 1, 5, 3, 6, 2, 4
When the crankshaft is viewed from the front of the engine, the crankshaft rotates in the following
direction. ... Clockwise
When the camshaft is viewed from the front of the engine, the camshaft rotates in the following
direction. ... Clockwise
The front of the engine is opposite the flywheel end of the engine. The left side of the engine and the
right side of the engine are determined from the flywheel end. No. 1 cylinder is the front cylinder of
the engine.
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Specifications
i02562748
Engine Lifting Bracket

SMCS - 1122
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - J681-UP
S/N - J691-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - SFW1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ1-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XCC1-UP
S/N - YBE1-UP
S/N - YBK1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
S/N - ZKP1-UP
All engines are equipped with two engine lifting brackets. Some lifting brackets require two bolts and
some lifting brackets may require four bolts.
Tighten the bolts on each engine lifting bracket to the following torque. ... 44 ± 11 N·m
(32 ± 8 lb ft)
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i07050289
Engine Oil Cooler

SMCS - 1378
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - J681-UP
S/N - J691-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - SFW1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ1-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XCC1-UP
S/N - YBE1-UP
S/N - YBK1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
S/N - ZKP1-UP
Engine Oil Cooler with a Low Mounted Filter Base
Typical example
(1) Joint
(2) Housing
(3) Joint
(4) Oil cooler
(5) Setscrew
Tightening sequence
Setscrews
Tighten the setscrews (5) in the sequence that is in illustration 2 to the following torque. ...
22 N·m (16 lb ft)
Engine Oil Cooler with a High Mounted Filter Base

(6) Joint
(7) Nuts
(8) Housing
(9) Joint
(10) Oil cooler
Setscrews
Tighten the setscrews in the sequence that is in illustration 4 to the following torque. ... 22 N·m
(16 lb ft)
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i03551117
Engine Oil Filter Base

SMCS - 1306
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - J681-UP
S/N - J691-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - SFW1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ1-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XCC1-UP
S/N - YBE1-UP
S/N - YBK1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
S/N - ZKP1-UP
Typical example
(1) Dust cap
(2) Engine oil filter
Torque for the engine oil filter ... 12 N·m (106 lb in)
(3) Engine oil sampling valve
Torque for the engine oil sampling valve (if equipped) ... 12 N·m (106 lb in)
Torque for the plug (if equipped) ... 12 N·m (106 lb in)
(4) Setscrew
Torque for the setscrews that retain the oil filter base ... 22 N·m (16 lb ft)
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Specifications
i04048914
Engine Oil Pan

SMCS - 1302
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - J681-UP
S/N - J691-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - SFW1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ1-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XCC1-UP
S/N - YBE1-UP
S/N - YBK1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
S/N - ZKP1-UP
Typical example
Tighten the fasteners in the sequence that is shown in illustration 1 to the following torque. ... 22 N·m
(16 lb ft)
Refer to Disassembly and Assembly for the correct procedure to install the engine oil pan.
Typical example
(1) Tighten the nut to the following torque. ... 18 N·m (13 lb ft)
(2) Tighten the plug to the following torque. ... 34 N·m (25 lb ft)
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Specifications
i02379117
Engine Oil Pressure

SMCS - 1924
The minimum oil pressure at the maximum engine speed and at normal operating temperature is the
following value. ... 315 kPa (45 psi)
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Specifications
i02651906
Exhaust Manifold
SMCS - 1059
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - J681-UP
S/N - J691-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - SFW1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ1-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XCC1-UP
S/N - YBE1-UP
S/N - YBK1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
S/N - ZKP1-UP
Exhaust manifold for Top Mounted Turbocharger
Typical example
Tighten the exhaust manifold bolts in the sequence that is shown in illustration 1 to the following
torque. ... 44 N·m (32 lb ft)
Exhaust manifold for Side Mounted Turbocharger
Typical example
Tighten the exhaust manifold bolts in the sequence that is shown in illustration 2 to the following
torque. ... 44 N·m (32 lb ft)
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Specifications
i04048917
Fan Drive
SMCS - 1359
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - J681-UP
S/N - J691-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - SFW1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ1-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XCC1-UP
S/N - YBE1-UP
S/N - YBK1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
S/N - ZKP1-UP
Typical example
(1) Tighten the bolts to the following torque. ... 22 N·m (16 lb ft)
Fan drive housing

Tighten the bolts (2) that secure the fan drive housing (3) to the cylinder head to the following torque.
... 44 N·m (32 lb ft)
Maximum permissible end play of the shaft ... 0.20 mm (0.0079 inch)
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Specifications
i02656265
Flywheel Housing
SMCS - 1157
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - J681-UP
S/N - J691-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - SFW1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ1-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XCC1-UP
S/N - YBE1-UP
S/N - YBK1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
S/N - ZKP1-UP
Note: Tighten the setscrew (2) before you tighten setscrews (1).
Setscrew
(1) Tighten the setscrew to the following torque. ... 78 N·m (57 lb ft)
Setscrew
(3) If necessary, apply sealant 165-2601 Silicone Sealant to the flywheel housing.
Flywheel Housing and Oil Seal

Note: Tighten the setscrew (5) before you tighten setscrews (4).
Setscrews
(4) Tighten the top setscrew to the following torque. ... 190 N·m (140 lb ft)
Setscrews
(5) Tighten the bottom setscrew to the following torque. ... 115 N·m (84 lb ft)
Setscrews
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Product: EXCAVATOR
Specifications
i07037644
Flywheel
SMCS - 1156
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - J681-UP
S/N - J691-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - SFW1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ1-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XCC1-UP
S/N - YBE1-UP
S/N - YBK1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
S/N - ZKP1-UP
Typical example
(1) Flywheel ring gear
Heat the flywheel ring gear to the following temperature. ... 250 °C (480 °F)
Note: Do not use an oxyacetylene torch to heat the flywheel ring gear.
(2) Flywheel
(3) Bolt
Tighten the 12 flywheel bolts to the following torque. ... 140 N·m (103 lb ft)
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Specifications
i02935111
Front Housing and Covers

SMCS - 1162; 1166
The front housing must be aligned to the cylinder block face. ...
+ 0.05 to minus 0.05 mm (+ 0.0020 to minus 0.0020 inch )
Alignment
Typical example
Tighten the setscrew to the sequence that is shown in illustration 2 to the following torque. ... 28 N·m
(20 lb ft)
(1) Tighten the bolts that fasten the front cover to the front housing to the following torque. ... 22 N·m
(16 lb ft)
Typical example
(2) Tighten the bolts that fasten the water pump to the front housing to the following torque. ...
22 N·m (16 lb ft)
Note: Refer to Specifications, "Water Pump" for the correct bolt tightening sequence for the water
pump.
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Specifications
i04051790
Fuel Filter Base - Primary Fuel Filter Base

SMCS - 1261; 1262
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - J681-UP
S/N - J691-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - SFW1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ1-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XCC1-UP
S/N - YBE1-UP
S/N - YBK1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
S/N - ZKP1-UP
Note: Refer to Systems Operation, Testing and Adjusting, "Cleanliness of Fuel System
Components" for detailed information on the standards of cleanliness that must be observed
during ALL work on the fuel system.
Typical example
(1) Tighten the setscrews to the following torque. ... 44 N·m (32 lb ft)
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Specifications
i04051796
Fuel Filter Base - Secondary Fuel Filter Base

SMCS - 1261; 1262
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - J681-UP
S/N - J691-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - SFW1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ1-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XCC1-UP
S/N - YBE1-UP
S/N - YBK1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
S/N - ZKP1-UP
Note: Refer to Systems Operation, Testing and Adjusting, "Cleanliness of Fuel System
Components" for detailed information on the standards of cleanliness that must be observed
during ALL work on the fuel system.
Typical example
(1) Tighten the setscrews to the following torque. ... 44 N·m (32 lb ft)
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Specifications
i07050297
Fuel Injection Lines

SMCS - 1252
Typical example
(1) Tighten the union nuts for the fuel injector nozzles to the following torque. ... 34 N·m (301 lb in)
(2) Tighten the union nuts for the fuel injection pump to the following torque. ... 34 N·m (301 lb in)
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Specifications
i07050305
Fuel Injection Pump

SMCS - 1251; 1290
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - J681-UP
S/N - J691-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - SFW1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ1-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XCC1-UP
S/N - YBE1-UP
S/N - YBK1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
S/N - ZKP1-UP
Note: Before the fuel injection pump is removed from the engine the fuel injection pump shaft must
be locked. Position the engine to TC compression stroke of number one cylinder before tightening the
locking screw. The locking screw will prevent the shaft from rotating. If the fuel injection pump was
removed prior to correctly timing the engine and locking the shaft, the fuel injection pump will need
to be timed by trained personnel.
Typical example
Note: The solenoid on the fuel injection pump is a serviceable item. The fuel injection pump is a
nonserviceable item.
(1) O-ring
(2) Locking screw
(3) Washer
Locking the shaft
Loosen locking screw (2) and move the washer (3) to the locked position. Tighten the bolt to
the following torque. ... 15 N·m (133 lb in)
Unlocking the shaft
Loosen locking screw (2) and install the washer (3) to the unlocked position. Tighten the bolt to
the following torque. ... 12 N·m (106 lb in)
Typical example of a support bracket
(4) Tighten the mounting bolt to the following torque. ... 44 N·m (32 lb ft)
(5) Tighten the mounting bolt and the nut to the following torque. ... 22 N·m (195 lb in)
Note: The support bracket must be installed after the coolant pump is installed. To stop the distortion
of the timing case, finger tighten the bolt (4) and then tighten the nut and bolt (5). Tighten the bolt (4).
Tighten the bolts that hold the fuel pump to the front housing to the following torque. ... 22 N·m
(195 lb in)
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Specifications
i06926445
Fuel Injectors
SMCS - 1254
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - J681-UP
S/N - J691-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - SFW1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ1-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XCC1-UP
S/N - YBE1-UP
S/N - YBK1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
S/N - ZKP1-UP
Typical example
(1) Tighten the bolt in the clamp for the fuel injector to the following torque. ... 35 N·m (26 lb ft)
Leakage in 10 seconds ... 0 drops
Service setting for the injection pressure for the fuel injectors ... 19305 kPa (2800 psi)
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Specifications
i07050274
Gear Group (Front)

SMCS - 1206
Gear train
(1) Fuel injection pump drive gear
Tighten the nut to the following torque. ... 24 N·m (18 lb ft)
Release the lock on the fuel injection pump shaft. Torque the nut to the following torque. ...
90 N·m (66 lb ft)
Number of teeth ... 68
Note: Refer to Specifications, "Fuel injection pump" for the locking torque for the fuel injection
pump shaft.
(2) Camshaft gear
Tighten the 8.8 grade bolt for the camshaft gear to the following torque. ... 95 N·m (70 lb ft)
Tighten the 10.9 grade bolt for the camshaft gear to the following torque. ... 120 N·m (89 lb ft)
(3) Idler gear and hub
Tighten the bolts for the idler gear to the following torque. ... 44 N·m (33 lb ft)
Width of idler gear and split bearing assembly ... 30.164 to 30.135 mm (1.1876 to 1.1864 inch)
Inside diameter of idler gear bearings with flanges ... 50.797 to 50.818 mm
(1.9999 to 2.0007 inch)
Outside diameter of idler gear hub ... 50.716 to 50.737 mm (1.9967 to 1.9975 inch)
Clearance of idler gear bearing on hub ... 0.06 to 0.102 mm (0.0024 to 0.0040 inch)
Idler gear end play ... 0.10 to 0.205 mm (0.0039 to 0.0081 inch)
Maximum permissible end play ... 0.38 mm (0.015 inch)
Idler gear end play with roller bearings ... 0.10 to 0.75 mm (0.0039 to 0.0295 inch)

The gear train for the oil pump
(4) Crankshaft gear
Bore diameter of crankshaft gear ... 51.00 to 51.03 mm (2.0079 to 2.0091 inch)
Outside diameter of crankshaft hub ... 51.021 to 51.002 mm (2.0087 to 2.0079 inch)
Clearance of gear on crankshaft ... −0.020 to +0.020 mm (−0.0008 to +0.0008 inch)
(5) Oil pump idler gear
Inside diameter of oil pump idler gear bearing ... 16.012 to 16.038 mm (0.6304 to 0.6314 inch)
Outside diameter of oil pump idler gear shaft ... 15.966 to 15.984 mm (0.6286 to 0.6293 inch)
Clearance of oil pump idler gear bearing on shaft ... 0.028 to 0.072 mm (0.0011 to 0.0028 inch)
End play of the oil pump idler gear ... 0.050 to 0.275 mm (0.0019 to 0.0108 inch)
(6) Oil pump gear
The number of teeth on the oil pump gear ... 17
Backlash values
Backlash between the idler gear (5) and the oil pump drive gear (6) ... 0.05 to 0.15 mm
(0.0020 to 0.0059 inch)
Backlash between the oil pump idler gear (5) and the crankshaft gear (4) ... 0.08 to 0.23 mm
(0.0031 to 0.0091 inch)
Backlash between the idler gear (3) and the crankshaft gear (4) ... 0.05 to 0.15 mm
(0.0020 to 0.0059 inch)
Backlash between the camshaft gear (2) and the idler gear (3) ... 0.05 to 0.15 mm
(0.0020 to 0.0059 inch)
Backlash between the fuel injection pump gear (1) and the idler gear (3) ... 0.05 to 0.15 mm
(0.0020 to 0.0059 inch)
Backlash between the water pump gear (not shown) and the fuel injection pump gear (1) ...
0.05 to 0.15 mm (0.0020 to 0.0059 inch)
Backlash between the power take-off drive ( if equipped) and the idler gear (3) ...
0.05 to 0.250 mm (0.0020 to 0.0098 inch)
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Specifications
i02652625
Glow Plugs
SMCS - 1412
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - SFW1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ1-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XCC1-UP
S/N - YBE1-UP
S/N - YBK1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
S/N - ZKP1-UP
Typical example
Tighten the glow plugs (2) in the cylinder head to the following torque. ... 15 N·m (11 lb ft)
Tighten the nuts (1) for the bus bar (3) that is installed on top of the glow plugs to the following
torque. ... 2 N·m (18 lb in)
Voltage ... 12 or 24 volts
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Specifications
i02676273
Lifter Group
SMCS - 1209
(A) Diameter of the lifter body ... 18.987 to 19.012 mm (0.7475 to 0.7485 inch)
Bore diameter in the cylinder block ... 19.05 to 19.082 mm (0.7500 to 0.7513 inch)
Clearance
Clearance of the lifter ... 0.038 to 0.095 mm (0.0015 to 0.0037 inch)
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Specifications
i04047857
Main Bearing Journal

SMCS - 1202; 1203
The original size of the main bearing journal ... 83.99 to 84.01 mm (3.307 to 3.308 inch)
Maximum permissible wear of the main bearing journals ... 0.040 mm (0.0016 inch)
Surface finish of bearing journals and crank pins ... 0.2 microns
Width of new main bearing journal ... 35.235 to 35.165 mm (1.3872 to 1.3844 inch)
The shell for the main bearings

The shells for the main bearings are available for remachined journals which have the following
undersize dimensions.
Undersize bearing shell ... 0.25 mm (0.010 inch)

Thickness at center of the shells ... 2.083 to 2.089 mm (0.0820 to 0.0823 inch)
Width of the main bearing shells ... 31.62 to 31.88 mm (1.244 to 1.255 inch)
Clearance between the bearing shell and the main bearing journals ... 0.026 to 0.084 mm
(0.0010 to 0.0033 inch)
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Specifications
i02369776
Oil Pump
SMCS - 1304
Type ... Gear-driven differential rotor
Number of lobes
Inner rotor ... 4

Outer rotor ... 5
(1) Clearance of the outer rotor to the body ... 0.050 to 0.330 mm (0.0020 to 0.0130 inch)
Checking the clearance
(2) Service limit of inner rotor to outer rotor ... 0.080 to 0.250 mm (0.0031 to 0.0098 inch)
Checking the end play
(3) End play of rotor assembly

Inner rotor ... 0.050 to 0.180 mm (0.0020 to 0.0071 inch)
Outer rotor ... 0.050 to 0.180 mm (0.0020 to 0.0071 inch)
Tighten the bolts that hold the front cover of the oil pump assembly to the following torque. ...
22 N·m (16 lb ft)
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Specifications
i04047904
Piston and Rings

SMCS - 1214; 1215
Typical example
(1) Top compression ring
The shape of the top compression ring ... Keystone with a barrel face
Width of the top compression ring ... tapered
Ring gap ... 0.30 to 0.45 mm (0.0118 to 0.0177 inch)

Note: When you install a new top compression ring, make sure that the word "TOP" is facing the top
of the piston. New top piston rings for turbocharged engines have a yellow identification mark which
must be on the left of the ring end gap when the top piston ring is installed on an upright piston.
(2) Intermediate compression ring
The shape of the intermediate compression ring ... Internal chamfer in the bottom edge with a
tapered face
Width of intermediate compression ring ... 2.470 to 2.495 mm (0.0972 to 0.0982 inch)
Clearance between the intermediate compression ring and the piston groove ...
0.065 to 0.110 mm (0.0026 to 0.0043 inch)
Note: When you install a new intermediate compression ring, make sure that the word "TOP" is
facing the top of the piston. New intermediate rings for turbocharged engines have a blue
identification mark which must be on the left of the ring end gap when the top piston ring is installed
on an upright piston.
(3) Oil control ring
Shape of oil control ring ... a two-piece coil that is spring loaded
Width of oil control ring ... 2.97 to 2.99 mm (0.1169 to 0.1177 inch)
Note: A pin is used in order to hold both ends of the spring of the oil control ring in position. The
ends of the spring of the oil control ring must be installed opposite the end gap of the oil control ring.
Note: Ensure that the ring end gaps of the piston rings are spaced 120 degrees from each other.
Piston
Note: An arrow which is marked on the piston crown must be toward the front of the engine.
Piston height above cylinder block ... 0.41 to 0.55 mm (0.01614 to 0.02165 inch)
Width of top groove in piston ... Tapered
Width of second groove in piston ... 2.56 to 2.58 mm (0.1008 to 0.1016 inch)
Width of third groove in piston ... 3.02 to 3.04 mm (0.1189 to 0.1197 inch)
Piston pin
Diameter of a new piston pin ... 39.694 to 39.700 mm (1.5628 to 1.5630 inch)
Diameter of the bore for the piston pin ... 39.703 to 39.709 mm (1.5631 to 1.5633 inch)
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Specifications
i03520280
Piston Cooling Jet

SMCS - 1331
(1) Installed piston cooling jets
The valve must move freely. Torque for the bolt ... 9 N·m (7 lb ft)
Piston Cooling Jet Alignment

(2) Piston cooling jet
(3) Rod
(4) Cylinder block
Use the following procedure in order to check the alignment of the piston cooling jet.
1. Insert rod (3) into the end of the piston cooling jet (2). Rod (3) has a diameter of 1.70 mm
(0.067 inch). Rod (3) must protrude out of the top of the cylinder block.
2. Dimension (A) is 58.5 mm (2.30315 inch) and dimension (B) is 13.5 mm (0.53150 inch).
Dimension (A) and dimension (B) are tangential to the cylinder bore (4).
3. The position of the rod (3) must be within dimension (C). Dimension (C) is 10 mm
(0.39370 inch).
Note: Ensure that the rod (3) can not damage the piston cooling jet when the alignment is checked.
The piston cooling jets can not be adjusted. If a piston cooling jet is not in alignment the piston
cooling jet must be replaced.
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Specifications
i04048891
Rocker Shaft
SMCS - 1102
Typical example
(1) Washer
(2) Circlip
(3) Rocker arm bore
Diameter of the rocker arm bore for the bushing ... 25.01 to 25.05 mm (0.9847 to 0.9862 inch)
Rocker arm bushing
Clearance between the rocker arm bushing and the rocker shaft ... 0.03 to 0.09 mm
(0.0010 to 0.0035 inch)
Maximum permissible clearance between the rocker arm bushing and the rocker shaft ...
0.17 mm (0.007 inch)
(4) Rocker arm
(5) Rocker shaft
Diameter of the rocker shaft ... 24.96 to 24.99 mm (0.9827 to 0.9839 inch)
(5) In order to install the rocker shaft assembly, ensure that the machined square is to the top of the
rocker shaft.
(6) Locknut
Torque for the locknut ... 27 N·m (20 lb ft)
(7) Tighten the bolts to the following torque. ... 35 N·m (26 lb ft)
Typical example
Note: The shaft has a seat that has been cut into the top of the shaft for the bolt head.
Note: Refer to illustration 2, in order to tighten the bolts in the correct sequence.
(8) Spring
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Specifications
i04048910
Turbocharger
SMCS - 1052
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - J681-UP
S/N - J691-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - SFW1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ1-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XCC1-UP
S/N - YBE1-UP
S/N - YBK1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
S/N - ZKP1-UP
Typical example
(1) Turbocharger
(2) Actuator rod (if equipped)
(3) Actuator (if equipped)
The maximum test pressure for the wastegate (if equipped) ... 125 kPa (18 psi)
The movement for the rod actuator (if equipped) ... 3 mm (0.118 inch)
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Specifications
i07050241
Valve Mechanism Cover

SMCS - 1107
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - J681-UP
S/N - J691-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - SFW1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ1-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XCC1-UP
S/N - YBE1-UP
S/N - YBK1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
S/N - ZKP1-UP
Typical example
Tighten the bolts for the valve mechanism cover in the sequence that is shown in illustration 1 to the
following torque. ... 22 N·m (16 lb ft)
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Specifications
i06535684
Vibration Damper and Pulley

SMCS - 1205
S/N - DFM1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - EAL1-UP
S/N - EKT1-UP
S/N - ESG1-UP
S/N - FKK1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - J681-UP
S/N - J691-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - SFW1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ1-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XCC1-UP
S/N - YBE1-UP
S/N - YBK1-UP
S/N - YEA1-UP
S/N - ZBD1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
S/N - ZKP1-UP
Typical example
(1) Tighten the damper setscrews to the following torque. ... 115 N·m (84 lb ft)
(2) Vibration damper
(3) Tighten the setscrews for the adapter to the following torque. ... 40 N·m (30 lb ft)
The setscrews (3) must be tightened through an angle of 120 degrees.
(4) Crankshaft adapter and pulley
Wed Dec 30 10:50:04 UTC+0530 2020

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Specifications
i02363605
Water Pump
SMCS - 1361
Tightening sequence
Tighten the setscrews in the numerical sequence that is shown in illustration 1 to the following torque.
... 22 N·m (16 lb ft)
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i06707164
Water Temperature Regulator and Housing

SMCS - 1355; 1393
Typical example
(1) Tighten the bolts that fasten the housing to the following torque. ... 44 N·m (32 lb ft)
(2) Water temperature regulator housing
(3) Water temperature regulator
Opening temperature ... 82° to 87°C (180° to 189°F)

Full opening temperature ... 98° C (208° F)
Minimum stroke at full temperature ... 9 mm (0.3543 inch)
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Specifications
i05915409
General Information
SMCS - 7309; 7320
Reference: Service Magazine, SEPD1837, "Recent Changes to the R134a Refrigerant Air
Conditioning Manuals Are Now Available for All Caterpillar Products"
Note: The refrigerant and oil capacities will reside in the machine Operation and Maintenance
Manual.
Note: The compressor specifications will reside in the machine Specifications Manual.
KENR9509 E Series Monitor Monitoring System 2
UENR0673 C7.1 (Mech) Engines for Caterpillar Built Machines 111
UENR2888 311F, 312D2, 349D2 Excavators Air Conditioning and Heating 146
UENR2964 320D2 and 323D2 Excavators Hydraulic System 205
UENR4125 Air Conditioning and Heating R134a for All Cat Machines 511
Calibration Menu 2
Configuration Menu 5
Current Totals Menu 13
Data Link 17
Device Test Menu 18
Diagnostic Menu 22
Display Setting Menu 28
ECM Summary Menu 34
Engine Shutdown Setting Menu 38
Input Components 43
Language Select Menu 44
Maintenance Intervals Menu 46
Menu Outline 49
Override Parameters Menu 51
Password Change Menu 55
Password Entry 58
Performance Menu 62
Power Mode Setting Menu 66
Prestart Monitoring Function - If Equipped 69
Service Menu 71
Status Menu 76
System Schematic 89
Tool Programming Menu 93
Warning Operation 96
WinFlash Menu 100
Work Tool Select Menu 106
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Systems Operation
E Series Monitor Monitoring System
Media Number -KENR9509-22 Publication Date -01/07/2015 Date Updated -21/11/2017
i05628989
Calibration Menu
SMCS - 7490
The Calibrations menu allows the user to perform calibrations.

(1) Keypad guidance area
(2) Back key
(3) "OK" key
(4) Left key
(5) Up key
(6) Down key
(7) Right key
The Calibrations menu option is entered by selecting "Calibrations" from the Service menu. To select
this option, press the Up key (5) or the Down key (6) until "Calibrations" is highlighted. Then press
the "OK" key (3).
Note: Refer to Systems Operation, "Service Mode" for instructions to get to the Service menu.
The following is a list of calibrations that can be performed with the monitoring system:
Note: All of the warnings that are listed may not be applicable to all machine models.
• Power Shift Pressure

• Swash Plate
• Modulation Inputs
• Bypass Cut Valves
• Attachment Valves
• Pilot Pressure Limit Solenoid
• Variable Relief Valves
• Main Pump Flow Limit
• Boom Down Regen Valve
• Front Linkage Position Sensor
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i05334793
Configuration Menu
SMCS - 7490
The Configuration menu allows the user to perform any configuration that might be needed.
(2) Back key
(3) "OK" key
(4) Left key
(5) Up key
(6) Down key
(7) Right key
The menu option is entered by selecting "Configurations" from the Service menu. To select this
option, press the Up key (5) or the Down key (6) until "Configurations" is highlighted. Then press the
"OK" key (3).
The following is a list of configurations that can be performed with the monitoring system:
• ECM Identification
• Work Mode
• Machine Attachments
• Travel Speed Shift
• Throttle Dial Speed
• Throttle Dial Hydraulic Power
• Recommended Interval
• Security Access
• Cat® Grade Control System
• Auxiliary Hydraulic Attachment
• Control Inputs
• Crane System
• Front Control
• Hydraulic Cab Riser
• Fan Configuration
• Camera Inputs
Video Mode Setting if Equipped

From the Configurations menu, use the appropriate Up key (5) or Down key (6) to highlight the
"Video Mode Setting" menu. Then press the "OK" key (3).
The monitoring system can display the camera image on the monitor by selecting the "Switch Panel
Module".
Depending if a camera is installed or not, the monitor can display two different views.
The configuration of a camera status installation can only be changed by a service technician.
Video Mode Setting Glossary
The following descriptions are items the user can change and adjust.
VIDEO MODE - When the Video Mode is on, ON or OFF can be chosen and the camera image can
be displayed.
ANGLE ADJUST - Allows the operator to change the angle of the camera.
TINT - Allows the operator to change the pigment of the camera image. The pigment can be set
between 0 to 15.
COLOR - Allows the operator to change the color of the camera image. The color can be set between
0 to 15.
CONTRAST - Allows the operator to change the contrast of the camera image. The contrast can be
set between 1 to 15.
BRIGHTNESS - Allows the operator to change the brightness of the camera image when the light is
OFF. The brightness can be set between 0 to 22. As the number selected is incremented, the monitor
will become brighter.
Setup and Configuration of Additional Cameras

Harness Setup
The 300E monitor can be configured for one, two, or three cameras. When installing an additional
camera, connect the camera cable to the CN-2 connector of the 300E monitor.
To configure an additional camera as Video 2, connect the camera cable to pin 3 (Video 2 +) and pin
4 (Video 2 -) of the CN-2 connector.
To configure an additional camera as Video 3, connect the camera cable to pin 5 (Video 3 +) and pin
6 (Video 3 -) of the CN-2 connector.
Monitor Setup
To display the additional camera image on the default screen, it is necessary to set up two screens.
Configuration of Camera Inputs
1. Move to the following screen:
◦ Main Menu\Service\Configurations\Camera Inputs
2. Change the parameter of "Camera #2 Installation" or "Camera #3 Installation" from "Not

Installed" to one of the following values:
◦ Optional Camera (NTSC)
◦ Optional Camera (PAL)
3. For each camera that is being added, configure the remaining parameters (such as "Camera #N
Direction" and "Camera #N Mounting Angle").
Enable or Disable Guide Line on Back View Monitor

◦ Main Menu\Service\Configurations\Camera Inputs\Camera #1 Guide Line
2. Select "No" or "Yes". The default setting is "No".
Note: Service password "9992" is required.
Camera #1 Guide Lines.
Configuration of Default Screen Type
◦ Main Menu\Display Setting\Default Screen Setting
2. Set the parameters of "Default Screen Type #2" and "Default Screen Type #3" to preferred
screen type.
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Systems Operation
i05334652
Current Totals Menu

SMCS - 7490
The Current Totals menu allows the user to perform calibrations.

The Current Totals menu option is entered by selecting "Current Totals" from the Main menu.
This data can be used to determine when service work, preventive maintenance, and other service-
related activities should be performed. The displayed data shows total times and other cumulative
data.
The displayed data is view-only information and cannot be reset using the monitor. In most instances,
these cumulative totals can be reset using Cat ® Electronic Technician (Cat ET) Service Tool.
Note: Resetting cumulative totals requires a factory issued password.

The following is a list of current totals that can be viewed with the monitoring system.
• Total Operating Hours
• Engine Hours
• Hydraulic Pump Hours
• Travel Motor Hours
• Swing Motor Hours
• Tool 1 Hours
• Tool 2 Hours
• Tool 3 Hours
• Tool 4 Hours
• Tool 5 Hours
• Tool 6 Hours
• Tool 7 Hours
• Tool 8 Hours
• Tool 9 Hours
• Tool 10 Hours
• Total Fuel Used
• Total Idling Hours
Note: The number of tools listed in the Current Totals list is dependent upon the number of available
work tools entered and programmed using the "Tool Programming" option from the Service Menu.
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i05627719
Data Link
SMCS - 7490
The data link is an input and an output of the monitoring system that is designed to communicate with
other electronic control modules through the machine harness. The bidirectional data link allows the
monitoring system to receive and send information. The data link consists of internal ECM circuits
and the connecting harness wiring. However, the data link is not a visible component.
Note: All electronic control modules (ECM) that use the data link have a module identifier (MID).
The MID is listed for each module.
Table 1
MID Module Description
105 Hydraulic Pump Control ECM

39 Machine ECM
36 Engine ECM
106 Attachment Controller

30 Monitor ECM
124 Machine Security System (MSS) ECM
122 Product Link
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i05628991
Device Test Menu

SMCS - 7490
Device Test Mode

(1) Home key
(2) Back key
(3) "OK" key
(4) Left key
(5) Up key
(6) Down key
(7) Right key
The Device Test menu option is entered by selecting "Device Test" from the Service menu. To select
this option, press the Up key (5) or the Down key (6) until "Device Test" is highlighted. Then press
the "OK" key (3).
Device Tests are used to test the devices individually to confirm proper operation.
The following device tests are available:
• Main Pump Flow Limit

• Variable Relief Valves
Press the Up key (5) or the Down key (6) until the device test is highlighted. When "Step
0:Requesting..." is displayed on the screen, press the "OK" key (3) to start the device test.
Note: The Main menu can be displayed from any screen by pressing the Home key (1).
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i05628085
Diagnostic Menu
SMCS - 7490
Diagnostic Menu Options

The Diagnostic menu allows the user to check diagnostic information.
(2) Back key
(3) "OK" key
(4) Left key
(5) Up key
(6) Down key
(7) Right key
Enter the Diagnostic menu option by selecting "Diagnostic" from the Service menu. Press the "OK"
key (3). Refer to Illustration 2.
Note: Refer to Systems Operation, "Service Mode" for instructions on how to get to the Service
menu.
When "Diagnostic" is selected, the diagnostic information can be checked. The Diagnostic menu has
the options shown in Illustration 3.
Active Diagnostic Codes
The "Active Diagnostic Codes" menu displays active errors in the MID: CID - FMI format. Press the
Up key (5) or Down key (6) to scroll through the active errors.
Logged Diagnostic Codes

The "Logged Diagnostic Codes" menu displays logged errors in the MID: CID - FMI format. Press
the Up key (5) or Down key (6) to highlight the desired item. Press the "OK" key (3) to see the detail
of the logged error. The detail of the logged code will display the following items:
• Module ID of the ECM that detected the error
• Component ID that is in error status
• Failure mode ID
• The first time the error occurred
• The last time the error occurred
• Occurrence
• WCI
When the detailed view of the "Logged Diagnostic Codes" view is displayed, the logged codes can be
deleted. Press the "OK" key (3) to delete the logged codes. The delete confirmation screen will
appear. To confirm the delete request, move the cursor to the "YES" option and press the "OK" key
(3).
Active Event Codes

The "Active Event Codes" menu displays active events in the MID: CID - FMI format. Press the Up
key (5) or Down key (6) to scroll through the active events.
Logged Event Codes
The "Logged Event" menu displays logged events in the MID: EID - Level format. Press the Up key
(5) or Down key (6) to highlight the desired item. Press the "OK" key (3) to see the detail of the
logged event. The detail of a logged event will display the following items:
• Module ID
• Event ID
• The first time the event occurred
• The last time the event occurred
• Occurrence
• WCI
When the detailed view of the "Logged Event" menu is displayed, the logged events can be deleted.
Press the "OK" key (3) to delete the logged error. The delete confirmation screen will appear. To
confirm the delete request, move the cursor to the "Yes" option and press the "OK" key (3).
Note: Diagnostic information can be downloaded from the monitor by pressing the "Save Diag. Info."
button.
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i05334507
Display Setting Menu

SMCS - 7490
(1) Home key
(2) Back key
(3) "OK" key
(4) Left key
(5) Up key
(6) Down key
(7) Right key
From the Main menu, use the appropriate Up key (5) or Down key (6) to highlight the "Display
Settings" menu. Then press the "OK" key (3) to allow access to the following parameters:
• Clock Adjust
• Brightness Adjust
• Display Unit Select
• Default Setting (if equipped with camera)
Clock Adjust
From the "Display Settings" menu, use the appropriate Up key (5) or Down key (6) to highlight the
"Clock Adjust" menu. Then press the "OK" key (3). This operation will allow clock adjustment. Use
the Left key (4) or Right key (7) to highlight hours or minutes. The Up key (5) or Down key (6) can
be used for adjustment. Press the "OK" key (3) to save settings.
Brightness Adjust
"Brightness Adjust" menu. Next, press the "OK" key (3). This operation will allow access to the
brightness adjustment. Brightness is adjusted by using the Up key (5) or Down key (6) to highlight the
selection. The Left key (4) or Right key (7) can then be used for adjustment. Press the "OK" key (3) to
save settings.
Display Unit Select
"Display Unit Select" menu. Press the "OK" key (3). This operation will allow access to the "Unit
Select" screen. Selection can be made using the Up key (5) or Down key (6). Selection is saved by
pressing the "OK" key (3).
Default Screen Preset

The "Default Screen Preset" menu allows the operator to change the default screen image when the
monitor is turned on.
Note: This menu function is only available when the machine is equipped with a rear-view camera.
(Pattern A) Camera view is not displayed. Gauges are displayed in large view.
(Pattern B) Gauges and camera view are displayed simultaneously. Pattern B is the default display if the rear view
camera is equipped on the machine.
(Pattern C) Gauges are not displayed. Large view of rear view camera.
(Pattern D) Camera view displayed on full monitor screen. Any warnings or events will default to Pattern B.
1. Press any of the arrow keys to highlight the "Default Screen Setting" menu. Press the "OK"
key.
2. Press the Up arrow key or the Down arrow key to select the default screen type. Press the "OK"
key to enter the edit mode.
Note: Default screen #1 is preset at the factory and cannot be changed for the factory equipped
rear camera. This default screen can be changed for other camera modes.
3. Press the Up arrow key or the Down arrow key to select the default screen type. Press the "OK"
key to highlight the default screen type. Press the Up arrow key or the Down arrow key to set
the display pattern.
Note: Press the "Monitor View" key (8) to preview the selected default screen.
(8) "Monitor View" key
4. Press the "OK" key (3) to store the selected pattern.
5. Press the "Back" key (2) to return to the previous screen. To return to the main menu, press the
"Home" key (1).
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i05627927
ECM Summary Menu

SMCS - 7490
The ECM Summary menu allows the user to view information for the available ECMs on the
machine.
(2) Back key
(3) "OK" key
(4) Left key
(5) Up key
(6) Down key
(7) Right key
The ECM Summary menu option is entered by selecting "ECM Summary" from the Service menu.
Press the Up key (5) or the Down key (6) until "ECM Summary" is highlighted to select this option.
Then press the "OK" key (3).
Note: Refer to Systems Operation, "Service Mode" for instructions on how to get to the "Service"
menu.
When "ECM Summary" is selected, the information for the following ECMs can be viewed:
• Machine ECM
• Engine ECM
• Monitor
Press the Up key (5) or Down key (6) to select the desired ECM.
Machine ECM
When "Machine ECM" is selected, the following ECM information is available:
• Product ID
• Hardware Part Number

• ECM Serial Number
• Software Description
• Software Part Number
• Software Release Date
Engine ECM
When "Engine ECM" is selected, the following information is available:
• Engine Serial Number
Monitor ECM
When "Monitor" ECM is selected, the following ECM information is available:
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Systems Operation
i05334657
Engine Shutdown Setting Menu

SMCS - 7490
The Engine Shutdown Settings menu allows the user to view and change the engine Shutdown Delay
Timer.
The Engine Shutdown Settings menu option is entered by selecting "Engine Shutdown Settings" from
the Main menu.
From the Main menu, use the arrow keys to highlight the "Engine Shutdown Setting" category. Press
the "OK" key. The Password Entry screen will be displayed.
At the Password Entry screen, use the arrow keys and the "OK" key to type each password number.
The number buttons on the Soft Switch panel can also be used to input the current customer password
or the current service password. After the password has been inputted, press the "Enter" key. The
"Engine Shutdown Setting" screen will be displayed.
Note: From the factory, the Customer password "1" and the Service Password "9992" are preset.
The Shutdown Delay Timer regulates the length of time the engine will continue to run after the key
switch is turned to OFF. This feature allows the engine, exhaust, and DPF components to cool down
after operation.
Note: The Shutdown Delay Timer can be overridden. Turn the key switch to the Emergency Stop
position and hold the key position until the engine stops running.
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Systems Operation
i05333771
General Information
SMCS - 7490
The monitoring system is an input and an output of the Machine Control System. The Machine
Control System communicates back and forth on the CAN Data Link. The monitoring system consists
of the following components:
• Display (with numerous screens and menus)
• Keypad
• Indicators
• Gauges
These components will be described throughout this manual.
The monitoring system informs the operator of the status of the machine. The monitoring system
graphic display allows the operator to view information that pertains to machine functions. Refer to
the illustration below.
Monitoring System Display
(1) Action Lamp
(2) Clock
(3) Engine Speed Dial Indicator
(4) Gauges
(5) Camera View
(6) Active Diagnostic View
(7) Keypad
The monitoring system displays various warnings and information about the condition of the machine.
There are three gauges and a number of alert indicators included on monitoring system display. Each
gauge is dedicated to a parameter within a machine system. The monitoring system will allow the user
to do the following:
• Interpret status information
• Interpret parameters
• View service intervals
• Perform calibrations
• Troubleshoot machine systems
Some of the possible parameters of the machine systems are: fuel level, engine coolant temperature,
and hydraulic oil temperature. The gauges receive information from sensors or senders that are
connected to the machine ECM. The machine ECM uses the information from each sensor input to
calculate the value that is communicated over the data link and shown on the gauges.
The alert indicators will notify the operator of an abnormal condition in a machine system. The
monitor uses information from the data link to determine when an abnormal condition is present. The
machine ECM will send a message to the monitoring system display. Then, the monitoring system
will display a pop-up alert indicator for the machine system with the abnormal condition.
The keypad (7) is used to provide input and to navigate through the menu structure of the monitoring
system.
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Systems Operation
i06275656
Input Components
SMCS - 7490
The monitoring system does not receive direct inputs. The monitor will receive inputs from the
machine ECM and other systems via data links.
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Systems Operation
i05334552
Language Select Menu

SMCS - 7490
(2) Back Key
(3) "OK" key
(4) Left key
(5) Up key
(6) Down key
(7) Right key
From the Main menu, use the appropriate Up key (5) or Down key (6) to highlight the Language
Select menu. Press the "OK" key (3). Pressing the "OK" key (3) will allow access to the language
parameters.
From the Language Select menu, use the appropriate Up key (5) or Down key (6) to highlight the
preferred language Press the "OK" key (3). Pressing the"OK" key (3) will change the language.
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Systems Operation
i05334573
Maintenance Intervals Menu

SMCS - 7490
The Maintenance Intervals menu allows the user to view the accumulated hours and the recommended
intervals for a list of system components.
(2) Back key
(3) "OK" key
(4) Left key
(5) Up key
(6) Down key
(7) Right key
The Maintenance Intervals menu option is entered by selecting "Maintenance Intervals" from the
Main Menu.
Note: The Main Menu can be displayed from any screen by pressing the Home menu key.
The following screen will be displayed.

From the Maintenance Intervals menu, use the appropriate Up key (5) or Down key (6) to scroll
through the information listed for the system components.
Refer to Table 1 for a list of system components that are available in the Maintenance Intervals menu.
Table 1
MAINTENANCE INTERVALS LIST
Display Detail
Engine Coolant Accumulated hour of coolant

Engine Oil Accumulated hour of engine oil
Hydraulic Oil Accumulated hour of hydraulic oil
Final Drive Oil Accumulated hour of final drive oil
Swing Drive Oil Accumulated hour of swing drive oil

Fuel/Water Separator Accumulated hour of fuel/water separator
Secondary Fuel Filter Accumulated hour of secondary fuel filter
Tertiary Fuel Filter Accumulated hour of the tertiary fuel filter

Fuel Tank Cap Accumulated hour of Fuel Tank Cap
Engine Oil Filter Accumulated hour of engine oil filter
Hydraulic Pilot Filter Accumulated hour of hydraulic oil return filter

Hyd Case Drain Oil Filter Accumulated hour of the case drain filter
Hydraulic Return Filter Accumulated hour of hydraulic oil return filter
Attachment Filter Accumulated hour of the attachment filter

OCV Filter Accumulated hour of OCV filter
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Systems Operation
i05334499
Menu Outline
SMCS - 7490
The monitoring system menu structure is arranged in a stair-step list format. When the operator or
technician selects an option from a menu, the resulting screen is one level down from the previous
screen. More selections may be available from the resulting screen. There may also be more than one
page of information or options to be displayed from any level. When there are additional pages, the
additional pages will be available by using the arrow keys.
Illustration 1 shows the monitoring system's "Main Menu". This screen will be displayed after
pressing the "Main Menu" key from any screen.
Illustration 2 provides an overview of the service functions available through the monitoring system.
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Systems Operation
i05628970
Override Parameters Menu

SMCS - 7490
The Override menu allows the user to override system components to assist in the troubleshooting
process.
(2) Back key
(3) "OK" key
(4) Left key
(5) Up key
(6) Down key
(7) Right key
The Override menu option is entered by selecting "Override" from the Service menu. Refer to
Systems Operation, "Service Mode" for instructions to get to the Service menu.
1. Select "Override" from the Service menu.
2. Press the Up key (5) or Down key (6) to highlight an override parameter. The selected
parameter will be highlighted in blue.
3. Once a parameter has been selected, press the "OK" key (3) to edit the parameter. The
parameter will now be highlighted in green.
4. Use the Up key (5) or Down key (6) to view the available parameter values. When the desired
parameter value appears, press the "OK" key (3) to start the override.
The following overrides are available for machine troubleshooting:
• Desired Engine Speed
• Action Alarm Status
• Boom Down Regen Press
• Swing Priority Solenoid
• Swing Brake Solenoid
• Travel Alarm Command
• Travel Speed Solenoid
• Straight Travel Solenoid
• Pump #1 Flow Limit Press
• Pump #2 Flow Limit Press
• Relief Valve #1 Command
• Relief Valve #2 Command
• Bypass Cut Valve #1 Pressure
• Bypass Cut Valve #2 Pressure
• QC Unlock Solenoid Status
• QC Bypass Cut Solenoid Status
• Fine Swing Solenoid
• Heavy Lift Control Solenoid
• Boom Float Down Solenoid
• Boom Float Up Solenoid
• Boom Low Press Relief Solenoid
• Boom Cyl Ext Limit Com
• Boom Cyl Ret Limit Com

• Stick Cyl Ext Limit Com
• Stick Cyl Ret Limit Com
• Stick Cyl Cab Limit Com
• Bucket Cyl Ext Limit Com
• Bucket Cyl Ret Limit Com
• Offset Cyl Ext (R) Limit Com
• Offset Cyl Ret (L) Limit Com
• Desired Fan Speed
• Back Pressure Valve
To stop the override, highlight the item and press the "OK" key (3).
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Systems Operation
i05334669
Password Change Menu

SMCS - 7490
The Password Change menu allows the user to change the password.
(2) Back key
(3) "OK" key
(4) Left key
(5) Up key
(6) Down key
(7) Right key
The Password Change menu option is entered by selecting "Password Change" from the Service
menu. Press the Up key (5) or Down key (6) until "Password Change" is highlighted to select this
option. Then press the "OK" key (3).
Note: If the Customer Password matches the Service Password, the Service Menu will not be
available.
Press the Left key (4) or the Right key (7) to highlight the desired character. Then press the "OK" key
(3) to set the desired character. Press the back key in the keypad guidance area to delete a selected
character. When four characters have been set, press the Enter key. The user will be prompted to
confirm the new password.
When the user is prompted to confirm the new password, there will be two options:
• Press the "OK" key (3) to store the new password.
• Press the back key in the keypad guidance area to cancel the password and return to the
previous screen.
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Systems Operation
i05334355
Password Entry
SMCS - 7490
The "Password Entry" allows the user to enter an up-to-ten-digit machine password. This password
will allow the display of and access to "Service" menu options.
(2) Back key
(3) "OK" key
(4) Left key
(5) Up key
(6) Down key
(7) Right key
The "Password Entry" menu option is entered by selecting "Service" from the Main Menu. Once
"Password Entry" is selected, press the "OK" key (3).
The following screen will be displayed.
The direction keys are used to input the password. Press the Left key (4) or the Right key (7) to
highlight the desired character. Press the OK key (3) to set the desired character. To delete a selected
character, press the Back key (2).
When four characters have been set, press the Enter key. The monitoring system will check the
password.
If the password is correct, the user will be allowed access to the menu.
Note: The initial user password is "1". The service password is "9992". After the password has been
entered, press the "Enter" key.
If the password is incorrect, "Incorrect Password" will be displayed. Press the "OK" key (3) to retry
the password in the previous screen. Refer to Illustration 2.
Soft Switch Keypad
The Soft Switch keypad can also be used to enter passwords.
The password that allows access to all service menus is "9992". Press Left key (4) or Right key (7) to
highlight different characters. When the desired character is highlighted, press the "OK" key (3). After
the "OK" key (3) is pressed, the monitor will prompt the user for the next character. After all four
characters are entered and "Enter" is pressed, the monitor will display the Service menu. Refer to
Illustration 1.
Once the password has been entered, the "Service" menu options will be active until the machine is
powered down (key OFF). On the next start (key ON), the password must be re-entered to enable the
"Service" menu options again.
Note: If the customer password is changed from "1" to "9992", entry to the Service Menu will be
unavailable. To allow entry to Service Menu, the customer password will have to be changed from
"9992".
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Systems Operation
i05334561
Performance Menu
SMCS - 7490
The Performance menu allows the user to view data for a list of system parameters. This data allows
the user to monitor machine systems data during machine operation.
(2) Back key
(3) "OK" key
(4) Left key
(5) Up key
(6) Down key
(7) Right key
The Performance menu option is entered by selecting "Performance" from the Main menu. To select
this option, press the Left key (4) or the Right key (7) until "Performance" is highlighted. Then press
the "OK" key (3).
Note: The Main menu can be displayed from any screen by pressing the Home key in the keypad
guidance area.
The following screen will now be displayed.

From the Performance menu, use the appropriate Up key (5) or Down key (6) to scroll through the
listed parameters for the system components.
The following is a list of parameters that are available in the Performance menu:
• Battery Voltage
• Engine Speed
• Coolant Temp
• Hydraulic Oil Temp
• Pump #1 Pressure
• Pump #2 Pressure
• Regen Status
• Barometric Pressure
• DEF Tank Level
• DPF Time to Regen
• Height
• Radius
• Actual Load
• Rated Load
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Systems Operation
i05334570
Power Mode Setting Menu

SMCS - 7490
Use the navigation keys to select the Power Mode menu on the Main menu. Press the "OK" key.
The system will ask for your password. Your password is required for Power Mode options.
After your password is accepted, the Power Mode menu selections will show up on the screen.
Use the up or down navigation keys to highlight the desired Power Mode menu option. Press the
"OK" key to confirm your selection.
Note: Due to country-specific fuel consumption criteria, your machine may not be equipped with all
of the Power Mode options available.
Note: When "High Power Mode" is selected, the symbol for high-power mode (HP+) will appear at
the top of the monitor screen.
When "Economy Mode" is selected, the symbol for economy mode will appear at the top of the
monitor screen.
Note: If "High Power Mode" is selected from the "Power Mode Setting" menu, the standard power
mode symbol will appear at the top of the monitor screen and "Economy Mode" will not be available.
Note: With "Economy Mode" selected, a work tool cannot be used. Once a work tool is enabled,
economy mode is temporarily disabled and the "Economy Mode" symbol will not appear on the
monitor display. When a work tool option is selected again, the "Economy Mode" symbol will appear
and economy mode will automatically resume.
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Systems Operation
i05627414
Prestart Monitoring Function - If Equipped

SMCS - 7490
Turn the engine start switch to the ON position. After approximately one second, the Cat logo appears
in the display and the action lamp turns on. The fuel level, hydraulic oil temperature, coolant
temperature, and position of the engine speed dial are now indicated.
The monitoring system checks the level of the engine coolant, engine oil, and hydraulic oil before the
engine starts. If a low fluid level is detected during the fluid level check, the appropriate message will
be displayed.
Note: If more than one fluid level is low, the right and left key symbols will be indicated in the
bottom right area of the warning message indicator. Press the right arrow key or the left arrow key to
check other indicated warning messages. When the engine is started, the low fluid level indicators
will disappear after five seconds.
Note: The machine cannot perform an accurate fluid level check when the machine is on a slope.
Perform the fluid level check on level ground.
The monitor will cancel the fluid level check if the engine is started while the fluid level check is
being performed.
The service hours for the filters are checked first. Next, the service hours for fluids are checked. If a
filter or a fluid is over the recommended change interval, "Check Fltr/Fluid Info" appears on the
display. Refer to the Main Menu for further information.
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Systems Operation
i05627886
Service Menu
SMCS - 7490
The following service programs and functions are available from the controller:
• The controller informs the monitoring system about the condition of the machine. Some
examples are: hydraulic oil temperature, engine coolant temperature, and fuel level.
• The controller informs the monitoring system about any existing and/or past failures of the
electronic control system.
• Various settings of the controller are performed.
• Adjustment and testing of the electronic control system are performed.

(2) Back key
(3) "OK" key
(4) Left key
(5) Up key
(6) Down key
(7) Right key
Procedure to Enter the Service Mode

The keys of the keypad and Soft Switch can be used to enter the service mode. Press the appropriate
key until the desired mode is displayed on the message center. Use the following steps to enter the
service mode.
1. From the Main Menu, the screen in Illustration 3 will be displayed. Press the Right key (7) or
the Left key (4) until "Service" is highlighted.
2. After "Service" is highlighted, press the "OK" key (3).
3. After the "OK" key (3) is pressed, the above screen will be displayed. The direction keys are
used to input the password. The password that allows access to all service menus is "9992". For
more information on password entry, refer to the Systems Operation, "Password Entry" section
of this manual.
4. When the correct password has been entered, the monitor indicates that the service mode has
been entered. The following options are available and will be discussed in detail in this manual:
◦ ECM Summary
◦ Diagnostic
◦ Status
◦ Configurations
◦ Tool Programming
◦ Override Parameters
◦ Calibrations
◦ Device Test
◦ Win Flash
Exiting the Service Mode

Exiting the service mode is done by turning the key start switch to the OFF position. The service
mode will be terminated ten seconds after the start switch is turned to the OFF position.
If you want to exit the service mode but do not want to turn off the machine, press the Home key
during the process of a function. The monitor will require one to two seconds to return to the default
screen.
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Systems Operation
i05628313
Status Menu
SMCS - 7490
The Status menu allows the user to view status information for the machine.
(2) Back key
(3) "OK" key
(4) Left key
(5) Up key
(6) Down key
(7) Right key
The Status menu option is entered by selecting "Status" from the Service menu. To select this option,
press the Up key (5) or Down key (6) until "Status" is highlighted. Then press the "OK" key (3). Refer
to Illustration 1.
Note: Information in the Status menu can be saved and downloaded to a USB memory device.
When "Status" is selected, the following information can be viewed:
• General
• Pump Load
• Main Pump Control
• Pressure Sensor
• Pressure Switches
• Plugged Switches
• Solenoid
• Pilot Pressure Limit Communication
• Tool Control System Operator Input
• Tool Control
• Cab Switches
• Working Mode
• Front Linkage
• Security System Parameters
• All Available Parameters
From the Status menu, use the appropriate Up key (5) or Down key (6) to scroll through the listed
information for the system components. Status information can be used when troubleshooting
machine issues.
Note: The status parameters will vary for each model.
Viewable Status Screens

General
Table 1
Nb General
1 Throttle Switch Position Desired Engine Speed Engine Speed
4 Fuel Level Percent Hydraulic Oil Temperature Engine Coolant Temp
7
Hydraulic Lock Switch Alternator Status Battery Voltage
10 Boom Cylinder Head Pressures Boom Down Regen Pressures
Pump Load
Table 2
Nb Pump Load
1 Implement Pressure
Pump #1 Outlet Pressure Pump #2 Outlet Pressure
Switch
4 Implement Pressure Switch Left Travel Pressure

Travel Pressure Switch
#2 Switch
7 Straight Travel Pressures Attachment Input #1

Right Travel Pressure Switch
Switch Switch
10 Attachment Input #4
Attachment Input #2 Switch Attachment Input #3 Switch
Switch
Main Pump Control
Table 3
Nb Main Pump Control
1 Engine Speed Pump #1 Outlet Pressure Pump #2 Outlet Pressure
4
Pump #1 NFC Pressures Pump #2 NFC Pressures Power Shift Pressure
7 Pump #1 Flow Limit Pump #2 Flow Limit Hydraulic Oil

Pressures Pressures Temperature
Pressure Sensor
Table 4
Nb Pressure Sensors
1 Boom Cyl Extend Pilot Boom Cyl Retract Pilot Stick Cyl Extend Pilot
Pressures Pressures Pressures
4 Stick Cyl Retract Pilot Attachment Pedal #1

Swing Pilot Pressure
Pressures Pressure
7 Attachment Pedal #2 Boom Cylinder Rod

Overload Warning Pressures
Pressure Pressures
Pressure Switches
Table 5
Nb Pressure Switches
1 Implement Pressure Implement Pressure Switch Travel Pressure Switch
Switch #2
4 Left Travel Pressure Straight Travel Pressures

Right Travel Pressure Switch
Switch Switch
Switch
Switch
Plugged Switches
Table 6
Nb Plugged Switches
1 Return Hydraulic Oil Filter Fuel/Water Separator Attachment Hydraulic Oil Filter
Status Level Switch
Solenoid
Table 7
Nb Solenoid
1 Power Shift Pressure Travel Speed Solenoid Swing Brake Solenoid
4
Hydraulic Lock Solenoid(1) Straight Travel Solenoid Travel Alarm Command
7 Heavy Lift Control Solenoid Swing Priority Solenoid Fine Swing Solenoid
10 Boom Float Down Solenoid Boom Float Up Solenoid Action Alarm Status
(1)
The status of Hydraulic Lock Solenoid is controlled by the machine ECM output. The machine ECM will only turn the
Hydraulic Lock Solenoid Status to "OFF" for Security Systems or Engine Idle Shutdown function.
Pilot Pressure Limit Communication
Table 8
Nb Pilot Pressure Limit Communication
1
Boom Cyl Ext Limit Com Boom Cyl Ret Limit Com Stick Cyl Ext Limit Com
4 Stick Cyl Ret Limit Com Stick Cyl Cab Limit Com Bucket Cyl Ext Limit Com
7 Bucket Cyl Ret Limit Com Offset Cyl Ret (L) Limit Com Offset Cyl Ext (R) Limit Com
TCS Operator Input
Table 9
Nb TCS Operator Input
1 Left Joystick Switch #1 Left Joystick Switch #2 Right Joystick Switch #1
4 Right Joystick Switch #2 Foot Switch Status Left Joystick Thumbwheel
7
Right Joystick Thumbwheel Left Attachment Pedal Right Attachment Pedal
10 Left Joystick Switch #4 Right Joystick Switch #4
Tool Control
Table 10
Nb Tool Control
1 Pump #1 Flow Limit Pump #2 Flow Limit

Relief Valve #1 Command
Pressures Pressures
4 Bypass Cut Valve #1

Relief Valve #2 Command F2 Valve Load Pressure
Pressure

Pressure
Attachment Valves
Table 11
Nb Attachment Valves
1 Attachment Valve #1 Extend Attachment Valve #1 Retract Attachment Valve #2 Extend

Com Com Com
4 Attachment Valve #2 Retract Attachment Valve #3 Extend Attachment Valve #3 Retract

Com Com Com
7 Attachment Valve #4 Extend Attachment Valve #4 Retract

Com Com
Cab Switches
Table 12
Nb Cab Switches
1 AESC Resolver Switch Travel Mode Switch
Travel Alarm Cancel
Switch
4 Fine Swing Switch

Low Idle Switch Position Heavy Lift Switch
Position
7 Boom Low Pressures Relief

Tool Select Switch Status Overload Warning Enable
Switch
10
Quick Coupler Switch Smart Boom Select Switch Counter Weight Removal Switch
Working Mode
Table 13
Nb Working Mode
1 Backup Mode AEC Mode Travel Alarm Cancel
4
Travel Speed Mode
Front Linkage
Table 14
Nb Front Linkage
1 Boom Angle Sensor Duty Stick Angle Sensor Duty Bucket Cylinder Length
4 Boom Angle Stick Angle Offset Boom Offset Angle
Secured System Parameters
Table 15
Nb Secured System Parameters
1 MSS Installation System Clock (Local Time) System Clock (GMT)
4 Time Zone Security System Status Immobi Status (Engine)
7 Machine Lockout System Starter Lockout Status Standard Mode Enable
10
High Mode Selection On Demand Engine Power
All Available Parameters

Machine ECM Inputs
Table 16
Nb Machine ECM Inputs
1 Engine Speed AESC Resolver Switch Air Con Compressor Clutch
4 Attachment Hydraulic Oil Filter

Alternator Status Attachment Input #1 Switch
Switch
Switch
10 Attachment Pedal #1
Attachment Pedal #2 Pressure Auto Lube Indicator Switch
Pressure
13 Backup Mode Battery Voltage Boom Angle
16 Boom Cyl Extend Pilot Boom Cylinder Head

Boom Angle Sensor Duty
Pressures Pressures
19 Boom Cyl Retract Pilot Boom Low Pressures Relief

Boom Cylinder Rod Pressures
Pressures Switch
22 Bucket Cylinder Pos Pulse Counter Weight Removal

Bucket Cylinder Length
Duration Switch
25 Crane Cancel Switch Crane Mode Switch Harness Code Line 0
28 Engine Coolant Level Engine Coolant Temp Engine Oil Level Status
31
Engine Oil Pressure F2 Valve Load Pressure Fine Swing Switch Position
34 Foot Switch Status Fuel Level Percent Fuel/Water Separator Level
37 Heavy Lift Switch HCR Enable Switch Hydraulic Lock Switch
40 Hydraulic Oil Level Status Hydraulic Oil Temperature Pump #1 Outlet Pressure
43 Implement Pressure Switch

Pump #2 Outlet Pressure Implement Pressure Switch #2
46 Left Attachment Pedal Left Joystick Switch #1 Left Joystick Switch #2
49
Left Joystick Switch #4 Left Joystick Thumbwheel Left Joystick Thumb Duty
52 Left Travel Pressure Low Idle Switch Position Overload Warning Enable
Switch
55 Overload Warning
Offset Boom Offset Angle Operator Seat Belt Switch
Pressures
58 Pump #1 NFC Pressure Pump #2 NFC Pressure Quick Coupler Switch
61 Right Attachment Pedal Right Joystick Switch #1
Return Hydraulic Oil Filter
Status
64
Right Joystick Switch #2 Right Joystick Switch #4 Right Joystick Thumbwheel
67 Right Joystick Thumb

Right Travel Pressure Switch Smart Boom Select Switch
Duty
70 Stick Cyl Extend Pilot

Stick Angle Stick Angle Sensor Duty
Pressures
73 Stick Cyl Retract Pilot

Straight Travel Pressures SW Swing Pilot Pressure
Pressures
76
Throttle Switch Position Tool Select Switch Status Travel Alarm Cancel Switch
79 Travel Mode Switch Travel Pressure Switch UHD Backup Switch
Machine ECM Outputs
Table 17
Nb Machine ECM Outputs
1 Action Alarm Status MSS Installation AEC Mode
4 Attachment Valve #1 Extend Attachment Valve #1 Retract

AESC Indicator Enable Com Com
7 Attachment Valve #2 Extend Attachment Valve #2 Retract Attachment Valve #3 Extend

Com Com Com
10 Attachment Valve #3 Retract Attachment Valve #4 Extend Attachment Valve #4 Retract

Com Com Com
13 Boom Cyl Ext Limit Com Boom Cyl Ret Limit Com Boom Float Down Solenoid
16 Boom Down Regen Boom Low Pressure Release Offset Cyl Ret (L) Limit
Pressure Solenoid Com
19 Offset Cyl Ext (R) Limit

BM2 Cyl Ext Pilot Limit Com Bucket Angle
Com
22
Boom Float Up Solenoid Bucket Cyl Ext Limit Com Bucket Cyl Ret Limit Com

Bypass Cut Valve #2 Pressure Crane Hook Distance
Pressure
28 Crane Hook Height Crane Hook Load Crane Warning Light
31
Crane Rated Hook Load Desired Engine Speed Fine Swing Solenoid
34 Fuel Remaining Time Heavy Lift Control Solenoid HCR Position
37 Hydraulic Lock Solenoid Hyd Sys High Pres Solenoid High Mode Selection
40 Laser Strike Zone Length A-F Length A-G
43
Length A-J Length B-J Length C-F
46 Length F-G Machine Info Type Config Machine Pitch
49 Machine Roll Magnet Enable Command On Demand Eng Power
52 Pump #1 Flow Limit

Main Pump Flow Limit Power Shift Pressure
Pressures
55 Pump #2 Flow Limit

QC Bypass Cut Sol Status QC Unlock Solenoid Status
Pressures
58 Rotation Sensor Angle Security System Status Starter Lockout Status
61
Stick Cyl Ext Limit Com Stick Cyl Cab Limit Com Stick Cyl Ret Limit Com
64 Straight Travel Solenoid Swing Brake Solenoid Swing Priority Solenoid
67 Tilt Bucket Angle Tilt Bucket Cal Offset Time Zone
70
System Clock (GMT) System Clock (Local Time) Travel Alarm Cancel
73 Travel Alarm Command Travel Speed Mode Travel Speed Solenoid
76 Relief Valve #1 Command Relief Valve #2 Command
Engine ECM I/O
Table 18
Nb Engine ECM I/O
1 A/T Cooldown Remain A/T In NOx Level Sens

A/T DEF Tank Low Level
Time Power
4 A/T Out NOx Level Sens

A/T Intake Gas Sens Temp A/T Outlet Gas Sens Temp
Power
7 A/T Regen Dev Fuel Rate A/T Regen F-Pres #2 Com A/T Second Air Press (Abs)
10 A/T System State Actual Engine Timing Actual Fan Speed
13 Air Cooler Out Temp Air Filter #1 Restriction Air Inlet Heater Status
16
Air Inlet Temperature Ambient Air Temperature ARD Air Pressures Com
19 ARD Air Pressures Cont ARD Air Pressures Cont Volt ARD Fuel Flow Diverter
Act Act
22 ARD Fuel Pressures #1
ARD Fuel Pressure #1 ARD Fuel Pressure #2
Com
25 ARD Secondary Air Gas AT #1 Secondary Air

AT Fuel Pump Relay Com
Flow Pressures
28 AT #1 Ex Gas Temp #1 AT #1 Fuel Injector #1 Heat AT #1 Ignition Trans Prim
31 Atmospheric Pressure Auto Regen Enable Status Backup Switch
34
Backup Switch-Accelerate Backup Switch-Decelerate Barometric Pressure (Abs)
37 Blade Pitch Control Position

Battery Voltage Boost Pressure
Sensor
40 Delay Engine Shutdown

Crankcase Pressure Delay Engine Shutdown
Enable
43 Delay Engine Shutdown

Desired Engine Speed Desired Fan Speed
Max T
46
Desired F-Pump Flow Rate Desired Fuel Rail Pressures Disable Regen Switch
49
DPF #1 Intake Temp DPF Ash Loading Mass DPF Ash Service Status
52 DPF Desired Temperature DPF Diff Pres Line Status DPF Differential Pressure
55 DPF In Pressure DPF Intake Pressure (Abs) DPF Intake Temp
58
DPF Last Ash Service DPF Outlet Temp DPF Replacement Type
61 DPF Soot Loading DPF Soot Loading Mass EGR Differential Pressures
64 EGR Intake Pressures

EGR Temperature EGR Valve Control Com
(ABS)
67 Engine Fan Man Purge Engine Control Switch Engine Coolant Level
Switch
70 Engine Coolant Temp Engine Derate Status Engine Derate Status #2
73
Engine Lifetime Hours Engine Load Factor Engine Off Oil Level Status
76 Engine Oil Pressure Engine Oil Pressure (Abs) Engine Oil Temperature
79 Engine Oil Temperature #2 Engine Shutdown Status Engine Shutdown Status #2
82 Engine Speed Estimated Time to Next Regen Ether Injection
85
Ether Solenoid Config Ex Gas #2 Valve Cont Com Ex Gas Desired Flow Rate
88 Ex Gas Flow Rate Ex Gas Recircl Intake Pres Ex Gas Valve Res Time
91 Ex Man Bank #1 Valve Fan Purge Duration Remain T Fan Purge Int Remain T
Solenoid
94
Fuel Consumption Rate Fuel Filter Fuel Filter Used Percentage
97 Fuel Pressure - Gauge Fuel Pressure (Abs) Fuel Priming Command
100 Fuel Rail Pressure Fuel Rail Temperature Fuel Rate Based Eng Load
103
Fuel Temperature Fuel Volume Heat Rejec Corrections Fact
106 Idle Shutdown Remaining

Idle Shutdown Delay Time Idle Shutdown Enable
Time
109 Idle Shutdown Status Immobi Status (Engine) Injector Operating Hours
112
Inlet Pressure-Absolute Intake Manifold Air Temp Intake Manifold Flow Rate
115 Intake Manifold Pressure Key Off AT Regen

Intake Manifold Pressure
(ABS) Allowed
118 Key Off AT Regen Remain Low Volt Elevated Idle Main Fuel Rack
121
Number of Engine Starts Peak Air Filter Restriction Pilot Fuel Injection Timing
124 Pilot Fuel Rack Power Derate Percentage Prim Speed Sens Timing
127 Primary Speed Sensor Regeneration Mode Regeneration Status
130
SCR Intake Gas Temp SCR Outlet Gas Temp SCR Reagent Concentration
133 SCR Reagent Tank 1 Level SCR Reagent Tank 1 Temp Second Speed Sens Timing
136 Secondary Speed Sensor Sensor Supply #1 Voltage Sensor Supply #2 Voltage
139 Sensor Supply #3 Voltage Smoke Limit Fuel Volume Speed Sensor in Use
142
Throttle Position Throttle Sensor Duty Cycle Time Zone Information
145 Time/Date Timing Cal Difference Torque Limit Fuel Volume
148 Total A/T Regen Dev Fuel Total Engine #1 Fuel Total Engine Idle Time
151
Total Engine Revolutions Total Forward Dist Traveled Total Fuel
154 Total Idle Fuel Total Maximum Fuel Total Operating Hours
157 Unfiltered Eng Oil Pres

User Defined Shutdown Unfiltered Eng Oil Pres (Abs)
(Gau)
160
Unfiltered Fuel Pres (Abs) Unfiltered Fuel Pressure Warm-Up Elevat Idle Feat
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i05335159
System Schematic
SMCS - 7566
Included is a simplified schematic. The schematic is electrically correct. However, not all of the
possible harness connectors are shown. Refer to the latest revision of the Electrical Schematic.
Typical schematic of a Machine ECM J1 connection.
Typical schematic of a Machine ECM J2 connection.
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Systems Operation
i05628951
Tool Programming Menu

SMCS - 7490
The Tool Programming menu allows the user to change settings for the selected tool.
(2) Back key
(3) "OK" key
(4) Left key
(5) Up key
(6) Down key
(7) Right key
1. Enter the Tool Programming menu by selecting Tool Programming from the Service menu.
Note: A password is required to enter Service Mode. Refer to Systems Operation, "Service
Mode" for instructions to get to the Service menu.
2. Press the Up key (5) or the Down key (6) until "Tool Programming" is highlighted. Press the
"OK" key (3).
3. Press the Up key (5) or Down key (6) until the desired tool is selected. Press the "OK" key (3).
Note: The work tool can also be selected using the soft keys in the right control pad.
Typical screen for "Tool Program" item.
4. Press the Up key (5) or Down key (6) to highlight the parameter that is to be changed. Press the
"OK" key (3). The parameter will be highlighted. See Illustration 3.
5. Press the Up key (5) or Down key (6) to change the value. Press the "OK" key (3) to set the
value.
Note: The indication items vary by model.
6. Press the Back button (2) to return to the previous menu.
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Systems Operation
i05627452
Warning Operation
SMCS - 7490
Monitoring System Display
(1) Multi-Information Area
The Monitor will activate, display, and log events for machine conditions that are not within normal
operating parameters. The Monitor will detect some of the events that are not within normal operating
parameters. However, many of these events are detected by the other control modules on the machine.
The Monitor receives this event data from the other control modules via the CAT Data Link. The
level of the warning response will be determined depending on the severity of the problem. The event
warnings are classified into three warning levels. The warning level determines which response is
required by the operator. Warning Level 1 represents the least severe problem and Warning Level 3
represents the most severe problem. The warning levels, monitor response, and the required operator
actions are given below.
Warning Level 1 - Graphic Display - requires operator awareness.
Warning Level 2 - Graphic Display and Action Lamp - requires a change in the operation of the
machine or a change in the maintenance of the machine to correct the condition.
Warning Level 3 - Graphic Display, Action Lamp, and Action Alarm - requires immediate shutdown
of the machine to prevent damage to the machine or personnel.
When multiple warnings are present in the system, the highest warning level is shown first. Press the
right or left key to view all of the logged warnings. If no keys are pressed within five seconds, the
display will return to the highest level warning.
Note: All of the warnings that are listed may not be applicable to all machine models.
Table 1
Warning Messages
Security System Active
Security System Active (HESS)
Operator Override Hot Shutdown

Active Regen
Key Off Regen
Engine Cooldown Active

Service Required
Engine Fault Shutdown Safely
Inlet Air Temp Power Derate

Engine Oil Pressure Power Derate
Fuel Filter Plugged Power Derate
Coolant Temp High

Hydraulic Oil Temp High
DPF Level High Shutdown Safely
Starter Over Heat

ECM Error
Counterweight Removal
Quick Coupler Unlock

100% Load
Cancel Auto Stop
Lift Overload Warning
E-Fence System Backup Switch On

Limited Mobility Mode
Engine Shutdown Pending
Engine Shutdown Idle Time Exceeded

Regen Disabled
Engine Fault Check Engine
Tool Control Malfunction

Travel with Lift Out of Work Area
DPF Level High Regen Required
Engine Oil Pressure Low

Battery Voltage Irregular
Coolant Temp Power Derate
Hydraulic Oil Temp Power Derate

Hydraulic Return Filter Plugged
Water Separator Full
Attachment Filter Plugged

Hydraulic Oil Temp High (Tool)
Lever is not Neutral
Cycle the Lock Lever

E-Fence System Interfering
Reverse Fan Error
90% Load
Boom Out of Work Area
Stick Out of Work Area
Hook Interfering
Fuel Level Low
Bucket Cylinder Stroke End

Engine Over Speed Warning
Fuel Pressure High
Fuel Filter Plugged

Intake Air Filter Plugged
Coolant Level Low
Engine Oil Level Low

Hydraulic Oil Level Low
Check Filter/Fluid Information
Fasten Seat Belt

Regen Condition Not Met
Regen Condition Engine Temp Low
Regen System Fault

Glow Active
Low Battery Elevated Idle
Warm-Up Mode Power Derate

Intelligent Hammer Active
Reverse Fan Starting
Quick Coupler Locking

Verify Tool Locking
Bucket In
Crane System Off

Deceleration Area
Retract Sliding Stick
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Systems Operation
i05290796
WinFlash Menu
SMCS - 7490
The "WinFlash" menu allows the user to flash the latest software to the monitor from a jump drive
using the USB interface. The USB interface is located on the back of the monitor display case. Refer
to Illustration 3.
Download a Flash file from SIS Service Software website into the root directory of a blank jump
drive to ensure that the correct file is flashed to the monitor.
When downloading software or firmware files from SIS, avoid using a wireless network. When a
land/wired network is not available, download software and/or firmware files from a separate PC
connected to a land/wired network and then e-mail the file to the technician.
Note: Flashing a corrupted, incomplete, or incompatible flash file could potentially result in blanking
or locking-up the control.
The "WinFlash" menu option is entered by selecting "WinFlash" from the Service menu.
At the Password Entry screen, use the arrow keys and the "OK" key to type each password number.
The number buttons on the Soft Switch panel can also be used to input the current customer password
or the current service password. From the factory, the customer password is "1" and the service
password is "9992". Press the "Enter" key and the Service screen will be displayed.
From the Service screen, use the arrow keys to highlight the "WinFlash" category. Press the "OK"
key.
Select the ECM.
A USB storage device can now be inserted in the port on the rear of the monitor. After the storage
device has been inserted in the port, press the "OK" key.
Note: In the 314E (CR Cab), the clearance between monitor and cab is limited. To prevent
interference between the USB storage device and the cab, a USB storage device less than 65 mm
(2.50 inch) in length is recommended.
The correct flash file can now be selected. Press the "OK" key to flash.
The screen above will be displayed when flashing is in progress.
Wed Dec 30 10:40:50 UTC+0530 2020

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Product: EXCAVATOR
Systems Operation
i05334645
Work Tool Select Menu

SMCS - 7490
The following procedure will allow the user to select one of the work tools that are programmed into
the monitor and machine ECM.
Note: The work tool can also be selected by using the soft keys in the right control pad. Repeatedly
press key number 5 to scroll. Hold key 5 to select a tool option.
1. The Home screen of the monitor is displayed when the key switch for the machine is turned to
the ON position. Press the "Menu" key to display the main menu options.
2. Use the arrows to select "Work Tool Select" from the Main Menu. Press the "OK" key.
3. Use the arrows to highlight the desired work tool from the "Work Tool Select" menu.
Note: The selected work tool will appear in the message bar at top of the monitor screen.
4. Press the "OK" key to select the work tool.

The selected work tool will now appear at the bottom of the Home Screen.
Note: For additional information on how to change the parameters of the work tool, refer to Testing
and Adjusting, "Work Tool Parameter - Program".
Air Inlet and Exhaust System 2
Basic Engine 8
Cleanliness of Fuel System Components 16
Cooling System 18
Electrical System 21
Fuel System 25
Lubrication System 34
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i04046705
Air Inlet and Exhaust System

SMCS - 1050
Air inlet and exhaust system
(1) Exhaust manifold
(2) Fuel injector
(3) Glow plug
(4) Inlet manifold
(5) Aftercooler core
(6) Exhaust outlet
(7) Turbine side of turbocharger
(8) Compressor side of turbocharger
(9) Air inlet from the air cleaner
(10) Inlet valve
(11) Exhaust valve
The components of the air inlet and exhaust system control the quality of air and the amount of air
that is available for combustion. The air inlet and exhaust system consists of the following
components:
• Air cleaner
• Turbocharger
• Aftercooler
• Inlet manifold
• Cylinder head, injectors, and glow plugs
• Valves and valve system components
• Piston and cylinder
• Exhaust manifold
Air is drawn in through the air cleaner into the air inlet of the turbocharger (9) by the turbocharger
compressor wheel (8). The air is compressed and heated to about 150 °C (300 °F) before the air is
forced to the aftercooler (5). As the air flows through the aftercooler the temperature of the
compressed air lowers to about 50 °C (120 °F). Cooling of the inlet air increases combustion
efficiency. Increased combustion efficiency helps achieve the following benefits:
• Lower fuel consumption
• Increased power output
• Reduced particulate emission
From the aftercooler, air is forced into the inlet manifold (4). Air flow from the inlet manifold to the
cylinders is controlled by inlet valves (10). There is one inlet valve and one exhaust valve for each
cylinder. The inlet valves open when the piston moves down on the intake stroke. When the inlet
valves open, cooled compressed air from the inlet port is forced into the cylinder. The complete cycle
consists of four strokes:
• Inlet
• Compression
• Power
• Exhaust
On the compression stroke, the piston moves back up the cylinder and the inlet valves (10) close. The
cool compressed air is compressed further. This additional compression generates more heat.
Note: If the cold starting system is operating, the glow plugs (3) will also heat the air in the cylinder.
Just before the piston reaches the Top Center (TC) position, fuel is injected into the cylinder. The
air/fuel mixture ignites. The ignition of the gases initiates the power stroke. Both the inlet and the
exhaust valves are closed and the expanding gases force the piston downward toward the Bottom
Center (BC) position.
From the BC position, the piston moves upward. This initiates the exhaust stroke. The exhaust valves
open. The exhaust gases are forced through the open exhaust valves into the exhaust manifold.
Exhaust gases from exhaust manifold (1) enter the turbine side of the turbocharger in order to turn
turbocharger turbine wheel (7). The turbine wheel is connected to the shaft that drives the compressor
wheel. Exhaust gases from the turbocharger pass through exhaust outlet (6), a silencer, and an exhaust
pipe.
Turbocharger
Turbocharger
(1) Air intake
(2) Compressor housing
(3) Compressor wheel
(4) Bearing
(5) Oil inlet port
(6) Bearing
(7) Turbine housing
(8) Turbine wheel
(9) Exhaust outlet
(10) Oil outlet port
(11) Exhaust inlet
The turbocharger is mounted on the outlet of the exhaust manifold in one of two positions on the right
side of the engine, toward the top of the engine or to the side of the engine. The exhaust gas from the
exhaust manifold enters the exhaust inlet (11) and passes through the turbine housing (7) of the
turbocharger. Energy from the exhaust gas causes the turbine wheel (8) to rotate. The turbine wheel is
connected by a shaft to the compressor wheel (3).
As the turbine wheel rotates, the compressor wheel is rotated. This causes the intake air to be
pressurized through the compressor housing (2) of the turbocharger.
Turbocharger with the wastegate (if equipped)
(12) Actuating lever
(13) Wastegate actuator
(14) Line (boost pressure)
When the load on the engine increases, more fuel is injected into the cylinders. The combustion of
this additional fuel produces more exhaust gases. The additional exhaust gases cause the turbine and
the compressor wheels of the turbocharger to turn faster. As the compressor wheel turns faster, air is
compressed to a higher pressure and more air is forced into the cylinders. The increased flow of air
into the cylinders allows the fuel to be burnt with greater efficiency. This produces more power.
A wastegate may be installed on the turbine housing of the turbocharger. The wastegate is a valve that
allows exhaust gas to bypass the turbine wheel of the turbocharger. The operation of the wastegate is
dependent on the pressurized air (boost pressure) from the turbocharger compressor. The boost
pressure acts on a diaphragm that is spring loaded in the wastegate actuator which varies the amount
of exhaust gas that flows into the turbine.
The shaft that connects the turbine to the compressor wheel rotates in bearings (4) and (6). The
bearings require oil under pressure for lubrication and cooling. The oil that flows to the lubricating oil
inlet port (5) passes through the center of the turbocharger which retains the bearings. The oil exits the
turbocharger from the lubricating oil outlet port (10) and returns to the oil pan.
Valve System Components

Valve system components
(1) Rocker arm
(2) Spring
(3) Valve
(4) Pushrod
(5) Lifter
The valve system components control the flow of inlet air into the cylinders during engine operation.
The valve system components also control the flow of exhaust gases out of the cylinders during
engine operation.
The crankshaft gear drives the camshaft gear through an idler gear. The camshaft must be timed to the
crankshaft in order to get the correct relation between the piston movement and the valve movement.
The camshaft has two camshaft lobes for each cylinder. The lobes operate the inlet and exhaust
valves. As the camshaft turns, lobes on the camshaft cause the lifter (5) to move the pushrod (4) up
and down. Upward movement of the pushrod against rocker arm (1) results in downward movement
(opening) of valve (3). The opening of valve (3) compresses the valve spring (2). When the camshaft
has rotated to the peak of the lobe, the valve is fully open. When the camshaft rotates further, the
valve spring (2) under compression start to expand. The valve stems are under tension of the spring.
The continued rotation of the camshaft causes the rocker arm (1), the pushrods (4) and the lifters (5)
to move downward until the lifter reaches the bottom of the lobe. The valve (3) is now closed. The
cycle is repeated for all the valves on each cylinder.
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Systems Operation
i04046704
Basic Engine
SMCS - 1200
Introduction
The eight major mechanical components of the basic engine are the following parts:
• Cylinder block
• Cylinder head
• Pistons
• Connecting rods
• Crankshaft
• Vibration damper
• Timing gear case and gears
• Camshaft
Cylinder Block
Typical example
The cast iron cylinder block for the C7.1 (Mech) engine has six cylinders which are arranged in-line.
The cylinder block is made of cast iron. The cylinder block provides support for the full length of the
cylinder bores. The cylinder bores are machined into the block.
The cylinders are honed to a specially controlled finish in order to ensure long life and low oil
consumption.
The cylinder block has seven main bearings which support the crankshaft. Thrust washers are
installed on both sides of number 6 main bearing in order to control the end play of the crankshaft.
The thrust washers can only be installed one way.
Passages supply the lubrication for the crankshaft bearings. These passages are machined into the
cylinder block.
Cooling passages are cast into the cylinder block in order to allow the circulation of coolant.
The cylinder block has a bush that is installed for the front camshaft journal. The other camshaft
journals run directly in the cylinder block.
The engine has a cooling jet that is installed in the cylinder block for each cylinder. The piston
cooling jet sprays lubricating oil onto the inner surface of the piston in order to cool the piston.
A multi-layered steel (MLS) cylinder head gasket is used between the engine block and the cylinder
head in order to seal combustion gases, water, and oil.
Cylinder Head
Typical example
(1) Valve keepers
(2) Valve spring retainer
(3) Valve spring
The engine has a cast iron cylinder head (4). The lower part of the inlet manifold is integral within the
cylinder head. There is one inlet valve and one exhaust valve (5) for each cylinder.
The ports for the inlet valves are on the left side of the cylinder head. The ports for the exhaust valves
are on the right side of the cylinder head. The valve stems move in valve guides that are machined
into the cylinder head. There is a renewable oil seal that fits over the top of the valve guide.
Pistons, Rings, and Connecting rods

Typical example
The pistons (9) have a Quiescent combustion chamber in the top of the piston in order to provide an
efficient mix of fuel and air. The piston pin (8) is off-center in order to reduce the noise level. The
position pin (8) is retained in the correct position by two circlips (3).
The pistons have two compression rings (1) and an oil control ring (2). The groove for the top ring has
a hard metal insert in order to reduce wear of the groove. The piston skirt has a coating of graphite in
order to reduce the risk of seizure when the engine is new.
The correct piston height is important in order to ensure that the piston does not contact the cylinder
head. The correct piston height also ensures the efficient combustion of fuel which is necessary in
order to conform to requirements for emissions.
The connecting rods (4) are machined from forged molybdenum steel. The connecting rods have
bearing caps (6) that are fracture split. Two connecting rod bearings (5) are installed between the
connecting rod (4) and the bearing cap (6). The bearing caps on fracture split connecting rods are
retained with Torx bolts (7). Connecting rods with bearing caps that are fracture split have the
following characteristics:
• The splitting produces an accurately matched surface on each side of the fracture for improved
strength.
• The correct connecting rod must be installed with the correct bearing cap. Each connecting rod
and bearing cap have an unique serial number. When a connecting rod is assembled the serial
numbers for the connecting rod and bearing cap must match.
Crankshaft
Typical example
(1) Crankshaft gear
(2) Crankshaft
(3) Thrustwasher
The crankshaft is a chromium molybdenum steel forging. The crankshaft has seven main journals.
Thrust washers are installed on both sides of number 6 main bearing in order to control the end play
of the crankshaft.
The crankshaft changes the linear energy of the pistons and connecting rods into rotary torque in order
to power external equipment.
A gear at the front of the crankshaft drives the timing gears. The crankshaft gear turns the idler gear
which then turns the following gears:
• Camshaft gear
• Fuel injection pump
• The idler gear is driven by the crankshaft gear which turns the gear of the lubricating oil.
Lip type seals are used on both the front of the crankshaft and the rear of the crankshaft.
Vibration Damper
Typical example
(1) Damper setscrews
(2) Vibration damper
(3) Setscrews for the adapter
(4) Crankshaft adapter and pulley
The force from combustion in the cylinders will cause the crankshaft to twist. This is called torsional
vibration. If the vibration is too great, the crankshaft will be damaged. The vibration damper is filled
with viscous fluid in order to limit the torsional vibration.
Gears and Timing Gear Case
Typical example
The crankshaft oil seal is mounted in the aluminum timing case. The timing case cover is made from
pressed steel.
The timing gears are made of steel.
The crankshaft gear drives an upper idler gear and a lower idler gear. The upper idler gear drives the
camshaft and the fuel injection pump. The lower idler gear drives the oil pump. The water pump drive
gear is driven by the fuel injection pump gear.
The camshaft and the fuel injection pump rotate at half the engine speed.
Camshaft
The engine has a single camshaft. The camshaft is made of cast iron. The camshaft lobes are chill
hardened.
The camshaft is driven at the front end. As the camshaft turns, the camshaft lobes move the valve
system components. The valve system components move the cylinder valves.
The camshaft gear must be timed to the crankshaft gear. The relationship between the lobes and the
camshaft gear causes the valves in each cylinder to open at the correct time. The relationship between
the lobes and the camshaft gear also causes the valves in each cylinder to close at the correct time.
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Systems Operation
i04473849
Cleanliness of Fuel System Components

SMCS - 1250
Cleanliness of the Engine
NOTICE
Extreme cleanliness must be maintained when working on the fuel

system, since even tiny particles can cause engine or fuel system
problems.
The entire engine should be washed with a high-pressure water system. The high-pressure water
system will remove dirt and loose debris before starting a repair on the fuel system. Ensure that no
high-pressure water is directed at the injectors.
Environment
When possible, the service area must be positively pressurized. Ensure that the components are not
exposed to contamination from airborne dirt and debris. When a component is removed from the
system, the exposed fuel connections must be closed off immediately with suitable sealing plugs. The
sealing plugs should only be removed when the component is reconnected. The sealing plugs must not
be reused. Dispose of the sealing plugs immediately after use. Contact your nearest Caterpillar Dealer
in order to obtain the correct sealing plugs.
New Components
The fuel injection lines are not reusable. New fuel injection lines are manufactured for installation in
one position only. When a fuel injection line is replaced, do not bend or distort the new line. Internal
damage to the pipe may cause metallic particles to be introduced to the fuel.
All new fuel filters, fuel injection lines, tube assemblies, and components are supplied with sealing
plugs. These sealing plugs should only be removed in order to install the new part. If the new
component is not supplied with sealing plugs then the component should not be used. The technician
must wear suitable rubber gloves. The rubber gloves should be disposed of immediately after
completion of the repair in order to prevent contamination of the system.
Refueling
In order to refuel the diesel fuel tank, the refueling pump and the fuel tank cap assembly must be
clean and free from dirt and debris. Refueling should take place only when the ambient conditions are
free from dust, wind, and rain. Only use fuel, free from contamination, that conforms to the
specifications in the Operation and Maintenance Manual, "Fluid Recommendations" Fuel
Specifications.
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i02404368
Cooling System
SMCS - 1350
Introduction (Cooling System)

The cooling system has the following components:
• Radiator
• Water pump
• Cylinder block
• Oil cooler
• Cylinder head
• Water temperature regulator (thermostat)
Coolant Flow
Coolant flow
(1) Radiator
(2) Water pump
(3) Cylinder block
(4) Engine oil cooler
(5) Cylinder head
(6) Water temperature regulator (thermostat) and housing
(7) Bypass for the water temperature regulator (thermostat)
The coolant flows from the bottom of the radiator (1) to the centrifugal water pump (2). The water
pump (2) is installed on the front of the timing case. The water pump is driven by a gear. The gear of
the fuel injection pump drives the water pump gear. The water pump forces the coolant through a
passage in the timing case to the front of the cylinder block (3).
The coolant enters a passage in the left side of the cylinder block (3). Some coolant enters the cylinder
block. Some coolant passes over the element of the oil cooler (4). The coolant then enters the block
(3). Coolant flows around the outside of the cylinders then flows from the cylinder block into the
cylinder head (5).
The coolant flows forward through the cylinder head (5). The coolant then flows into the housing of
the water temperature regulator (6). If the water temperature regulator (6) is closed, the coolant goes
directly through a bypass (7) to the inlet side of the water pump. If the water temperature regulator is
open, and the bypass is closed then the coolant flows to the top of the radiator (1).
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i02403276
Electrical System
SMCS - 1400; 1550; 1900
The electrical system is a negative ground system.
The charging circuit operates when the engine is running. The alternator in the charging circuit
produces direct current for the electrical system.
Starting Motor
Typical example
12 Volt Starting Motor
(1) Terminal for connection of the ground cable
(2) Terminal 30 for connection of the battery cable
(3) Terminal 50 for connection of the ignition switch
Typical example
24 Volt Starting Motor
(1) Terminal for connection of the ground
(2) Terminal 30 for connection of the battery cable
(3) Terminal 50 for connection of ignition switch
The starting motor turns the engine via a gear on the engine flywheel. The starting motor speed must
be high enough in order to initiate a sustained operation of the fuel ignition in the cylinders.
The starting motor has a solenoid. When the ignition switch is activated, voltage from the electrical
system will cause the solenoid to move the pinion toward the flywheel ring gear of the engine. The
electrical contacts in the solenoid close the circuit between the battery and the starting motor just
before the pinion engages the ring gear. This causes the starting motor to rotate. This type of
activation is called a positive shift.
When the engine begins to run, the overrunning clutch of the pinion drive prevents damage to the
armature. Damage to the armature is caused by excessive speeds. The clutch prevents damage by
stopping the mechanical connection. However, the pinion will stay meshed with the ring gear until the
ignition switch is released. A spring in the overrunning clutch returns the clutch to the rest position.
Alternator
The electrical outputs of the alternator have the following characteristics:
• Three-phase
• Full-wave
• Rectified
The alternator is an electro-mechanical component. The alternator is driven by a belt from the
crankshaft pulley. The alternator charges the storage battery during the engine operation.
The alternator is cooled by an external fan which is mounted behind the pulley. The fan may be
mounted internally. The fan forces air through the holes in the front of the alternator. The air exits
through the holes in the back of the alternator.
The alternator converts the mechanical energy and the magnetic field into alternating current and
voltage. This conversion is done by rotating a direct current electromagnetic field on the inside of a
three-phase stator. The electromagnetic field is generated by electrical current flowing through a
rotor. The stator generates alternating current and voltage.
The alternating current is changed to direct current by a three-phase, full-wave rectifier. Direct current
flows to the output terminal of the alternator. The direct current is used for the charging process.
A regulator is installed on the rear end of the alternator. Two brushes conduct current through two slip
rings. The current then flows to the rotor field. A capacitor protects the rectifier from high voltages.
The alternator is connected to the battery through the ignition switch. Therefore, alternator excitation
occurs when the switch is in the ON position.
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i04048969
Fuel System
SMCS - 1250
Typical example
Fuel from the tank (A) leaves the primary fuel filter (2) and then passes to the diaphragm type fuel
transfer pump (1). The fuel transfer pump (1) is driven by an eccentric on the camshaft. Fuel leaves
the fuel transfer pump (1) under pressure and passes through the secondary fuel filter (3) to the fuel
injection pump (5). The secondary fuel filter (3) is a twin filter.
Extra fuel is circulated through the injection pump (5). The extra fuel is then returned to the fuel tank.
A fuel heater or cooler may be installed between the filter head and filter canister.
The fuel injection pump (5) sends fuel through the fuel injection lines (4) to each of the fuel injection
nozzles (7). The fuel injection lines (4) to the fuel injection nozzles (7) are equal lengths. This ensures
even pressure and correct injection timing at each fuel injection nozzle (7). The fuel injection nozzle
(7) sprays the fuel into the cylinder. Fuel that is not injected flows through the fuel return line (6) to
the top of the secondary fuel filter. The fuel then flows back to the fuel tank (B).
The engine must not be started until the fuel injection pump is full of fuel that is free of air. The fuel
injection pump requires fuel for lubrication. The precision parts of the pump are easily damaged
without lubrication.
The fuel system must be primed when any of the following conditions occur:
• The fuel filter is changed.
• The fuel line is removed.
• The fuel injection pump is removed.
Fuel System Components

Fuel Injection Pump
General Operation
Typical example
(1) Fuel injection pump
(2) Locking screw
(3) Washer
The fuel injection pump is a pressurized system that is totally enclosed. The pump sends the correct
amount of fuel under high pressure at the correct time through the fuel injection nozzles to the
individual cylinders. The fuel injection pump regulates the amount of fuel that is delivered to the fuel
injection nozzles. This action controls the engine rpm by the governor setting or the position of the
throttle control.
The Delphi DP310 fuel injection pump must be serviced by an authorized Delphi technician. For
repair information, contact your Caterpillar dealer.
High idle and low idle of the fuel injection pump are factory set. Idle adjustments cannot be made to
the fuel pump. The fuel injection pump has a boost control and an engine stop solenoid. The Delphi
DP310 fuel injection pump has a feature that vents air from the pump.
The fuel injection pump has a cold starting aid. The cold starting aid advances the timing of the pump
when the engine is cold. The cold starting aid is electrically operated.
Cold Start Advance Unit
The cold start advance unit holds the timing of the fuel injection pump in an advance position when
the engine is cold.
The coolant switch for the cold start advance unit is on the rear of the timing case on the left side of
the engine.
When the engine is cold, the sender unit is energized in order to advance the fuel injection pump
timing for the cold start operation. When the correct temperature is achieved the sender unit is de-
energized and the fuel injection pump timing is returned to the normal operating position.
If the switch fails in the closed position, the engine will run with advanced fuel injection timing. The
engine will have higher cylinder pressure and engine damage may result.
If the switch fails in the open position the engine will run with the fuel injection timing in the normal
operating position. The engine will be more difficult to start. When the engine is cold the engine
might emit white smoke.
Fuel filters
There are three types of fuel filter element that may be installed to the engine.
The separate element type where the fuel filter element is held between the fuel filter base and the
bottom cover. The fuel filter can have two elements.
The canister type where the fuel filter element has an internal thread at the top and is fastened to a
threaded adaptor in the fuel filter base.
A fuel filter with a quick release canister. The fuel filter can have two canisters. Some engines are
fitted with a primary fuel filter of the same type. This fuel filter is fitted next to the main fuel filter,
but connected in the fuel system before the fuel transfer pump. It is important to ensure that the main
fuel filter and the primary fuel filter are installed in the correct positions.
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Systems Operation
i04046707
General Information
SMCS - 1000
The following model views show a typical C7.1 (Mech) Industrial Engine. Due to individual
applications, your engine may appear different from the illustrations.
Typical example
(1) Crankcase breather
(2) Secondary fuel filters
(3) Primary fuel filter
(4) Oil sampling valve
(5) Oil filter
(6) Fuel injection pump
(7) Oil gauge (dipstick)
(8) Water pump
(9) Fan pulley
(10) Damper
(11) Fan
Typical example
(12) Air intake
(13) Oil filler
(14) Front lifting eye
(15) Alternator
(16) Exhaust elbow
(17) Exhaust manifold
(18) Turbocharger
(19) Fuel priming pump
(20) Starting motor
(21) Oil pan
(22) Drain plug (oil)
(23) Drain plug (coolant)
(24) Rear lifting eye
The six cylinders are arranged in-line. The cylinder head assembly has one inlet valve and one
exhaust valve for each cylinder. The port for the exhaust valve are on the right side of the cylinder
head. The port for the inlet valve are on the left side of the cylinder head. Each cylinder valve has a
single valve spring.
Each cylinder has a piston cooling jet that is installed in the cylinder block. The piston cooling jet
sprays engine oil onto the inner surface of the piston in order to cool the piston. The pistons have a
combustion chamber in the top of the piston in order to achieve clean exhaust emissions. The piston
pin is off-center in order to reduce the noise level.
The pistons have two compression rings and an oil control ring. The groove for the top ring has a hard
metal insert in order to reduce wear of the groove. The skirt has a coating of graphite in order to
reduce wear when the engine is new. The correct piston height is important in order to ensure that the
piston does not contact the cylinder head. The correct piston height also ensures the efficient
combustion of fuel which is necessary in order to conform to requirements for emissions.
A piston and a connecting rod are matched to each cylinder. The piston height is controlled by the
distance between the center of the big end bearing and the center of the small end bearing of the
connecting rod. Three different lengths of connecting rods are available in order to attain the correct
piston height. The three different lengths of connecting rods are made by machining the blank small
end bearing of each rod at three fixed distances vertically above the centerline of the big end bearing.
The crankshaft has seven main bearing journals. End play is controlled by thrust washers which are
located on both sides of the number 6 main bearing.
The timing case is made of aluminum. The timing gears are stamped with timing marks in order to
ensure the correct assembly of the gears. When the number 1 piston is at the top center position on the
compression stroke, the marked teeth on the idler gear will match with the marks that are on the fuel
injection pump, the camshaft, and the gear on the crankshaft. There is no timing mark on the rear face
of the timing case.
The crankshaft gear turns the idler gear which then turns the following gears:
• the camshaft gear
• the accessory drive gear (if equipped)
• the fuel injection pump gear
• the water pump gear
The camshaft and the fuel injection pump run at half the rpm of the crankshaft. The cylinder bores are
machined into the cylinder block.
The fuel injection pump that is installed on the left side of the engine is gear-driven from the timing
case.
The fuel transfer pump is located on the right-hand side of the cylinder block.
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Systems Operation
i02413834
Lubrication System
SMCS - 1300
Oil pressure for the engine lubrication system is provided by an engine mounted oil pump. The engine
oil pump is located on the bottom of the cylinder block and within the oil pan. Lubricating oil from
the oil pan flows through a strainer and a pipe to the inlet side of the engine oil pump. The engine oil
pump is driven from the crankshaft through an idler gear.
The engine oil pump has an inner rotor with four lobes. The inner rotor is mounted to a shaft which
also carries the drive gear. The engine oil pump also has an outer annulus with five lobes. The axis of
rotation of the annulus is offset relative to the rotor. The distance between the lobes of the rotor and
the annulus increases on the right hand side when the rotor is rotated. The increasing space between
the lobes of the rotor and the annulus causes a reduction in pressure. This reduction in oil pressure
causes oil to flow from the oil pan, through the oil strainer and into the oil pump.
The distance between the lobes of the rotor and annulus decreases on the left hand side when the rotor
is rotated. The decreasing space between the lobes of the rotor and annulus causes oil to be
pressurized. The increase in oil pressure causes oil to flow from the oil pump outlet into the engine
lubrication system.
The oil flows from the pump through holes in the cylinder block to a plate type oil cooler. The plate
type oil cooler is located on the left hand side of the engine.
From the oil cooler, the oil returns through a drilling in the cylinder block to the filter head.
The oil flows from the oil filter through a passage to the oil gallery. The oil gallery is drilled through
the total length of the left side of the cylinder block. If the oil filter is on the right side of the engine,
the oil flows through a pipe assembly. The pipe assembly is mounted to the lower face of the cylinder
block.
Lubricating oil from the oil gallery flows through passages to the main bearings of the crankshaft. The
oil flows through the passages in the crankshaft to the connecting rod bearing journals. The pistons
and the cylinder bores are lubricated by the splash of oil and the oil mist.
Lubricating oil from the main bearings flows through passages in the cylinder block to the journals of
the camshaft. Then, the oil flows from the second journal of the camshaft at a reduced pressure to the
cylinder head. The oil then flows into the rocker arm bushing of the rocker arm levers. The valve
stems, the valve springs and the valve lifters are lubricated by the splash and the mist of the oil.
The hub of the idler gear is lubricated by oil from the oil gallery. The timing gears are lubricated by
the splash of the oil.
The turbocharger is lubricated by oil via a drilled passage through the cylinder block. An external line
from the engine block supplies oil to the turbocharger. The oil then flows through a line to the oil pan.
Piston cooling jets are installed in the engine. The piston cooling jets are supplied with the oil from
the oil gallery. The piston cooling jets spray lubricating oil on the underside of the pistons in order to
cool the pistons.
Actuator (Air Conditioner Control) 2
Air Conditioning and Heating System Sensor 6
Air Conditioning System 10
Blower Motor 20
Control Module 22
Control Panel (Air Conditioner and Heater) 24
Evaporator Coil 31
Heater Core (Cab) 37
Pressure Switch (Refrigerant Pressure Cutoff) 39
Refrigerant Condenser 48
Refrigerant Expansion Valve 54
Refrigerant Receiver-Dryer 56
Speed Control 59
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311F, 312D2, 313D2, 318D2, 320D2, 323D2, 326D2, 329D2, 330D2, 336D2, 340D2,
349D and 349D2 Excavators Air Conditioning and Heating
i03258243
Actuator (Air Conditioner Control)

SMCS - 7320-KK
(5) Actuator (air Outlet)
(6) Actuator (air Inlet)
(7) Actuator (air temperature)
The unit for the heater/air conditioner contains three actuators which control the position of air
dampers.
When the related switch is operated from the control panel, power is supplied to terminal 6 or 7 of the
actuator. The direction of rotation varies according to the terminal that receives power. Each actuator
has a variable resistor. The amount of resistance varies according to the speed of the actuator. The
control panel supplies 5 V voltage to the variable resistor. The control panel detects the position of the
damper by measuring the voltage difference. The control panel then stops the power supply to the
actuator when the designated position is detected. The designated position is set at the control panel.
Note: If power is supplied directly to the actuator, do not drive the actuator. The output shaft of the
actuator could be damaged. The winding of the actuator could break.
Actuator (Air Inlet)
(13) Detection switch for fresh air
(14) Detection switch for recirculated air
(15) Contact point for air recirculated air.
(16) Contact point for fresh air
The actuator operates in conjunction with the detection switches. In this case, the detection switch for
fresh air and the detection switch for recirculated air work with the detection switch for the position of
the actuator.
For example, when the control switch is changed from fresh air to recirculated air, the contact point
moves. As a result, the power supply is suspended and the contact point stops at the position for fresh
air.
Actuator (Air Outlet)
The microcomputer sends signals to the actuator. This changes the discharge positions in order to
control the damper position for the following settings:
• Face
• Face and Floor
• Foot
• Foot and Defrost
Air Mix Actuator

The air mix actuator is for the air temperature control. The actuator opens and the actuator closes the
air mix door. The air mix actuator has a potentiometer that connects with the shaft of the actuator.
The target position of the air mix door is determined by the temperature control switch. The
potentiometer of the actuator sends data to the control module. The control module will determine the
direction that the actuator will rotate.
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311F, 312D2, 313D2, 318D2, 320D2, 323D2, 326D2, 329D2, 330D2, 336D2, 340D2,
i03139142
Air Conditioning and Heating System Sensor Operation

SMCS - 7304-NS; 7320-NS
Water Temperature Sensor
The water temperature sensor detects the temperature of the engine coolant that flows into the heater
core. The sensor then sends the signal back to the control module. This sensor is located at the back of
the heater core.
Air Temperature Sensor (Recirculated Air)
The sensor detects the temperature in the cab. The sensor then sends the signal back to the control
module. This sensor is located at the inlet for recirculated air.
Evaporator (Frost) Sensor

(R) Resistance (Ω)
(T) Temperature °C (°F)
The evaporator (frost) sensor is a semiconductor. When temperature increases, resistance decreases.
On the other hand, when temperature decreases, resistance increases.
The evaporator (frost) sensor is located at the discharge side of evaporator (8). The evaporator (frost)
sensor detects the temperature of the cooled air as the air is discharged from evaporator (13). The
sensor then sends the signal back to the amplifier in the control panel.
The control panel switches the air conditioner clutch OFF when the temperature is under 3°C (37°F).
When the air temperature becomes 4°C (39°F) or more, the air conditioner clutch is turned ON. This
sensor also prevents the evaporator from freezing.
Relay Switch
A relay switch is used to activate the air conditioner clutch. This relay is also used to deactivate the air
conditioner clutch.
The HI fan speed is also controlled by this type of relay.
Reference: Refer to Schematic, "Air Conditioning Electrical System" for the location of these two
relays.
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311F, 312D2, 313D2, 318D2, 320D2, 323D2, 326D2, 329D2, 330D2, 336D2, 340D2,
i05239504
Air Conditioning System

SMCS - 7320
S/N - BRW1-UP
S/N - BW21-UP
S/N - CY21-UP
S/N - DFM1-UP
S/N - DGF1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - DPJ1-UP
S/N - EAB1-UP
S/N - EAL1-UP
S/N - EF31-UP
S/N - EKT1-UP
S/N - ESG10001-UP
S/N - FAB1-UP
S/N - FAJ1-UP
S/N - FAP1-UP
S/N - FBT1-UP
S/N - FEB10001-UP
S/N - FKK1-UP
S/N - FLC1-UP
S/N - GAJ1-UP
S/N - GAP1-UP
S/N - GBA1-UP
S/N - GJA1-UP
S/N - GWN1-UP
S/N - HAH1-UP
S/N - HBH1-UP
S/N - HBK1-UP
S/N - HBP1-UP
S/N - HDM1-UP
S/N - JEB1-UP
S/N - JEE1-UP
S/N - JEG1-UP
S/N - JEX1-UP
S/N - JFM1-UP
S/N - JFT1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KCW1-UP
S/N - KHR1-UP
S/N - KLE1-UP
S/N - LBX1-UP
S/N - LCA1-UP
S/N - LCY10001-UP
S/N - LMA1-UP
S/N - LZF1-UP
S/N - MBP1-UP
S/N - MDJ1-UP
S/N - MEH1-UP
S/N - MFA1-UP
S/N - MGJ1-UP
S/N - MPP1-UP
S/N - NAH1-UP
S/N - NBF1-UP
S/N - NBH1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PFE1-UP
S/N - PJP1-UP
S/N - PLD1-UP
S/N - RAR1-UP
S/N - RDE10001-UP
S/N - RDZ1-UP
S/N - RKN1-UP
S/N - RXZ1-UP
S/N - SDZ1-UP
S/N - SGB10001-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TJY1-UP
S/N - TMF1-UP
S/N - TZS1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ10001-UP
S/N - WGR1-UP
S/N - WHJ1-UP
S/N - XAH1-UP
S/N - XAK1-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - XCC10001-UP
S/N - XGS1-UP
S/N - YBE1-UP
S/N - YBJ1-UP
S/N - YBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - YGA1-UP
S/N - ZAA1-UP
S/N - ZBD1-UP
S/N - ZBH1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
Layout of Air Conditioning System

Typical example
(1) Fresh air filter
(2) Refrigerant compressor
(3) Heater/air conditioner
(4) Refrigerant condenser
(5) Receiver-dryer with a sight glass
(6) Recirculation filter
(7) Recirculation sensor
(8) Control panel
(9) Fresh air sensor
Heater/Air Conditioner
Heater/Air Conditioner and air flow diagram
(6) Recirculation filter
(7) Recirculation sensor
(11) Water temperature sensor
(12) Evaporator sensor (frost)
(13) Evaporator coil
(14) Actuator (air outlet)
(15) 5A fuse
(16) Actuator (air inlet)
(17) Heater core
(18) Actuator (air mix door)
(19) High/low pressure switch
(20) Power transistor (speed control for blower motor)
(21) Relay
(22) Blower motor
Schematic Diagram of Refrigerant Lines and Coolant Lines

(Air Conditioning System with Expansion Valve)
(F) Inside cab
(G) Engine
(3) Heater/Air Conditioner
(4) Refrigerant condenser
(5) Receiver-dryer
(13) Evaporator coil
(17) Heater core
(23) Belt
(24) Expansion valve
(25) Radiator
(26) Discharge hose
(27) Liquid hose
(28) Suction hose
Control Panel
Control Panel Type 1
(29) Air outlet select switch
(30) Fan switch
(31) Temperature switch
(32) Compressor switch
(33) Automatic control switch
(34) Air inlet select switch
(35) LCD panel
(36) On/Off switch
(37) Defrost mode
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311F, 312D2, 313D2, 318D2, 320D2, 323D2, 326D2, 329D2, 330D2, 336D2, 340D2,
i02683141
Blower Motor
SMCS - 7320-FM
(1) Blower motor
When the air conditioner is operated, the condenser fan is interlocked with the compressor. Blower
motor (1) is automatically turned ON and OFF. When you remove the cover to check the air
conditioner, the power switch must be turned OFF.
The blower motor consists of a direct current motor and a fan. The fan is a press fit part on the motor
shaft. Replace the motor and the fan at the same time.
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311F, 312D2, 313D2, 318D2, 320D2, 323D2, 326D2, 329D2, 330D2, 336D2, 340D2,
i02474120
Control Module
SMCS - 7337
The control module is part of the control panel.

Schematic Diagram (Functionality of the Control Module)
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311F, 312D2, 313D2, 318D2, 320D2, 323D2, 326D2, 329D2, 330D2, 336D2, 340D2,
i05883159
Control Panel (Air Conditioner and Heater)

SMCS - 7337
(1) Air outlet select switch
(2) Temperature switch
(3) Fan switch
(4) Air inlet select switch
(5) On/Off switch
(6) Automatic control switch
(7) Display
(8) Compressor switch
(9) Defrost mode
The climate control panel is located under the right window inside the cab:
Functionality of the Switches

(A) Vent for upper body
(B) Floor vent
(C) Defroster vent
(D) Defroster Vent
(E) Vent for upper body
(F) Control panel
Redirect the louvers for air outlets (A), (C), (D), and (E) by hand to the desired direction. The louvers
for air outlet (B) cannot be redirected.
Air Outlet Select Switch (1) - This switch selects the position of each air outlet. Each switch controls
a different air outlet.
Upper Body - Selecting this switch will

open air outlet (A) and air outlet (D).
Upper Body and Floor - Selecting this

switch will open air outlet (A), air
outlet (B), and air outlet (D).
Floor - Selecting this switch will open
air outlet (B).
Floor and Defroster - Selecting this

switch will open air outlet (B) and air
outlets (C) and (D).
Temperature Switch (2) - These

switches control the temperature of the
air that is coming from the air outlets in
order to achieve the preset temperature.
This preset temperature appears on
display (7). If the heating and air
conditioning system is in the automatic
mode, pushing these switches changes
the preset temperature.
Increase - Push this switch in order to

increase the temperature of the air that
is coming out of the air outlets or push
this switch in order to increase the
preset temperature.
Decrease - Push this switch in order to

decrease the temperature of the air that
is coming out of the air outlets or push
this switch in order to decrease the
preset temperature.
Fan Switch (3) - The fan switch directly

controls the fan speed. If the climate
control system is operating in the
automatic mode, pushing this switch
overrides the automatically selected fan
speed.
Increase - Push this switch in order to
increase the fan speed.
Decrease - Push this switch in order to

decrease the fan speed.
Air Inlet Select Switch (4) - This switch selects the position of the air inlet.
Recirculate - When this position is

selected, the air inlet is closed. The air
will recirculate inside the cab.
Fresh Air - When this position is

selected, the air inlet is open. Fresh air
will circulate into the cab.
Main Power ON/OFF Switch (5) -

Push the ON/OFF switch in order to
power on the system. Push the switch
again in order to power off the system.
Automatic Control Switch (6)

- In order to enter the full
"AUT" mode for automatic
climate control, push this
switch. However, if you push
the switch again, you cannot
turn off the air conditioning.
When the system is in full
"AUT" mode, you can
manually change specific
functions by pushing another
switch. If you manually change
a specific function, "AUT"
does not appear in the display,
but the unchanged functions
will remain in "AUT" mode.
Even on a day that is sunny, a
climate control system with
only a heater can cool the cab
in full "AUT" mode if the
ambient temperature is no more
than 20 °C (68 °F).
The climate control unit provides excellent operator comfort in the full "AUT" setting. Press the
"AUT" switch for full "AUT" mode. Push temperature switch (2) in order to set the desired
temperature. The temperature is only shown in metric values. All other functions of climate control
will be handled automatically.
If the climate control system is in the full "AUT" setting at engine start-up and the temperature inside
the cab is too warm or too cool, the damper for fresh air ventilation may automatically close for a few
minutes. This damper closing will help to bring the air temperature to the preset temperature more
quickly.
Compressor Switch (8) - Push

the switch in order to turn on
the compressor or push the
switch in order to turn off the
compressor. In humid
conditions, the compressor may
be used to remove moisture
from the air in the cab. In cool
weather, operate the
compressor weekly in order
to prevent leakage of the
refrigerant gas. This
operation will also help to
maintain the compressor in
optimum working order.
Defrost (9) - Depressing this switch will

defog the windows. The air will also be
dehumidified while the compressor is
running. This selection directs air flow
out of air outlet (C) and air outlet (D).
Consult with your Caterpillar dealer for periodic maintenance of the heating and air conditioning
system.
English Versus Metric Toggle

In order to convert the temperature reading from Degrees Celsius to Degrees Fahrenheit, depress both
keys of the fan switch at the same time for 5 seconds. The same action is used for converting the
temperature reading from Degrees Fahrenheit to Degrees Celsius.
Display of Codes During Operation
The display (7) shows codes when system components are operating abnormally.
When a failure occurs, display (7) shows the letter "E" in the last position. For example, if an error
occurs and the system is set at 20°C (68°F), display (7) will show "20. E (68. E)". Refer to Testing
and Adjusting, "Troubleshooting Faults With Service Codes" for more information on a particular
fault.
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311F, 312D2, 313D2, 318D2, 320D2, 323D2, 326D2, 329D2, 330D2, 336D2, 340D2,
i02430431
Evaporator Coil
SMCS - 7343
(8) Evaporator
(A) Refrigerant from the expansion valve
(B) Vaporized refrigerant to the compressor
The expansion valve delivers a controlled amount of liquid refrigerant to evaporator (8). The liquid
refrigerant has low temperature and low pressure. Since the pressure of the liquid refrigerant is low,
the temperature of saturation of the refrigerant is low. At the temperature of saturation, the refrigerant
changes from a liquid into a vapor. The temperature of saturation of a fluid increases when the
pressure of a fluid increases.
Fins on the evaporator coil are exposed to the air that is inside of the cab. The heat from the air that is
inside of the cab is absorbed by the evaporator. The evaporator transfers the heat to the refrigerant.
The amount of heat that is required to reach the temperature of saturation is called the latent heat of
vaporization. When this heat is absorbed by the refrigerant, the temperature of the refrigerant will
increase. When the temperature of the refrigerant reaches the temperature of saturation, the refrigerant
will change from a liquid into a vapor. The vaporized refrigerant will leave the evaporator. The
vaporized refrigerant will carry away the heat from the cab. The vaporized refrigerant will return to
the compressor when the refrigerant leaves the evaporator. This process is repeated continuously.
Moisture in the air condenses by cooling. This results in small amounts of water that attaches to the
outside surface of the evaporator. When water freezes on the evaporator coil, the cooling system's
performance will decrease. Adequate drainage for this water must be present in order to prevent
freezing water on the evaporator coil.
The amount of refrigerant that is supplied to the evaporator is adjusted by the expansion valve. In
order to make precise adjustment, the evaporator requires less of a drop in refrigerant pressure.
Therefore, decreasing the drop in pressure is one element that fully utilizes the ability of the
evaporator.
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Product: EXCAVATOR
Systems Operation
311F, 312D2, 313D2, 318D2, 320D2, 323D2, 326D2, 329D2, 330D2, 336D2, 340D2,
i03705476
General Information
SMCS - 7309
The air conditioning system is a closed circuit that uses the refrigerant, which is under pressure, to
cool the operator compartment.
The air conditioning unit is an expansion valve system. The five components of the expansion valve
system are the compressor, the condenser coil, the receiver-dryer, the expansion valve and the
evaporator coil.
Identifying The System

Examine the charging ports. If one port is smaller than the other port, the air conditioning system
contains R-134a refrigerant.
(1) Block fitting at compressor with R-134a charging ports
If the machine has R-134a charging ports, a tag should identify the type of compressor oil that is used.
The tag can be located inside the cab. The tag may also be located near the compressor. The tag will
also display the amount of refrigerant in the system.
If the machine was delivered from the factory with R-134a refrigerant, the tag will display PAG
(Polyalkylene Glycol). PAG oil is the lubricant for the system.
Glossary of Terms
Ambient air - Outside air
Charge - The charge is a predetermined amount of refrigerant that is put into the air conditioning
system by weight.
Compressor - The compressor is a component in the system that increases the pressure of the
refrigerant in the system by pumping.
Condenser - The condenser is a component in the system that changes the refrigerant from gas to a
liquid.
Contaminants - Dirt, water and air
Desiccant - The desiccant is part of the receiver or the accumulator that removes the moisture from
the air conditioning system.
Detecting - Detecting is finding the source of the problem in the system.
Diaphragm - The diaphragm is a rubber-like material. The diaphragm divides the upper chamber and
the lower chamber in the thermostatic expansion valve.
Discharge - The discharge is the removal of some of the refrigerant or the removal of all the
refrigerant from the air conditioning system.
Discharge side - The discharge side is the outlet from the compressor to the condenser coil.
Evacuating - Evacuating is the removal of air and moisture from the air conditioning system.
Evaporation - Evaporation is the process of changing a liquid to a vapor.
Evaporator - The evaporator is the component in the air conditioning system that changes the
refrigerant from a liquid to a gas by the addition of heat.
Expansion Valve - The expansion valve is a component in the air conditioning system that regulates
the flow of liquid refrigerants into the evaporator.
Fluid - Fluid is a liquid or a gas.

Formation of Bubbles - Bubbles in the sight glass of the receiver-dryer implies that too little
refrigerant remains.
Flush - To remove foreign material and oil from the system, you must flush the system with fluid that
is approved. The fluid must be approved by the SAE standard and approved by the ISO standard.
Freeze - Freezing can cause a liquid to become a solid.
Gas - gas is a vapor which contains no liquid.
Graduated Container - A graduated container is a glass scale that is used to measure a fluid in
ounces or milliliters.
Heat - Thermal energy
Identifier - The identifier is an instrument for testing the system. The identifier is used for
determining the type of refrigerant in the system. The identifier is also used for determining the
percent of air in the system.
In-line dryer - A component of the air conditioning system that removes contaminants (moisture)
from the system
Latent heat - The quantity of heat needed to cause a change of state between liquid and gas of the
refrigerant without changing the temperature of the refrigerant.
Latent heat of condensation - The quantity of heat that is released from a vapor as the vapor is
changed into a liquid at a constant temperature.
Latent heat of evaporation - The quantity of heat that is absorbed by a liquid as the liquid is changed
from liquid into a vapor at a constant temperature.
Leak detector - The leak detector is a device that is used to locate leaks in the air conditioning
system.
Liquid line - The liquid line is the line that connects the condenser coil, the receiver-dryer and the
expansion valve together in an expansion valve system. The liquid line is also the line that connects
the condenser coil and the orifice tube together in an orifice tube system.
Magnetic clutch - The magnetic clutch is a device which is used as a coupling. The coupling turns
the compressor on and off.
Manifold gauge set - The manifold gauge set is complete with gauges and hoses that are used to
measure the pressures in the air conditioning system.
Moisture - Moisture is water in the air or water that is in the refrigerant.
Moisture indicator - The moisture indicator is the device that uses color to display if the material in
the dryer is fully soaked with moisture. The moisture indicator will display a pink color if the
moisture indicator is soaked with moisture. The moisture indicator will display a blue color if the
moisture indicator is capable of absorbing more moisture.
Overcharge - Overcharge is having too much refrigerant in the air conditioning system.
Partial charge - A partial charge is less than a full charge of refrigerant put into the air conditioning
system.
Performance test - The performance test is the notation of temperatures and pressures under
controlled conditions, that determine if the air conditioning system is operating normally.
Refrigerant quick-check procedure - The refrigerant quick-check procedure is a fast check without
the use of instruments.
Receiver-dryer - The receiver-dryer is the component in the air conditioning system that removes the
contaminants (moisture) from the circuit.
Reclaim - The reclaiming and the restoring of air conditioner refrigerant must meet the SAE
specification and the ISO specification. Air conditioner refrigerant can only be reclaimed at a
remanufacturing facility.
Recover - Recovering is the removal of the air conditioner refrigerant from the air conditioner system
and storing of the refrigerant in an approved container. The removal of the refrigerant can be done
without necessarily testing or processing the refrigerant in any way.
Recycle - The recycling of the refrigerant is usually completed at the site or at the service shop. The
refrigerant can be cleaned by separation of oil. The refrigerant can be cleaned with passes through the
filter in the dryer.
Refrigerant - The refrigerant is the fluid that is used in the air conditioning system that removes the
heat from the operator's compartment.
Refrigerant oil - Refrigerant oil is the oil that is used in the air conditioning system.
Sight glass - A window that allows refrigerant flow to be observed
Stabilize - If the system is constant, the system is stabilized.
Stuck - Sticking will cause the prevention of free movement.
Subcooling - The additional cooling of the refrigerant in the bottom of the condenser after the
refrigerant has charged from vapor to a liquid.
Suction side - The suction is the connection that is between the evaporator coil and the compressor.
Superheat - The additional heating of the refrigerant in the bottom of the evaporator after the
refrigerant has changed from a liquid to a vapor.
Vapor - Gas
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Systems Operation
311F, 312D2, 313D2, 318D2, 320D2, 323D2, 326D2, 329D2, 330D2, 336D2, 340D2,
i02242060
Heater Core (Cab)

SMCS - 7304-KO
Coolant is circulated throughout the system by the water pump. Coolant circulates through the heater
core in order to exchange heat with the air inside the cab. The heater core is constructed of copper or
aluminum. Copper and aluminum are utilized in the design because these metals are excellent
conductors of heat. Foreign matter on the outside surface of the heater core can cause a poor exchange
of heat. The heating system loses the capability to heat when the heater core gets dirty. The outside
surface of the heater core should be cleaned when the system is checked.
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Systems Operation
311F, 312D2, 313D2, 318D2, 320D2, 323D2, 326D2, 329D2, 330D2, 336D2, 340D2,
i02430394
Pressure Switch (Refrigerant Pressure Cutoff)

SMCS - 7320-QW
(10) High/Low Pressure Switch
High/low pressure switch (10) detects both high pressure and low pressure in the cooling circuit.
High Pressure
When pressure increases abnormally between the compressor and the expansion valve, high/low
pressure switch (10) cuts off voltage to the compressor in order to protect the circuit.
Low Pressure
If the system pressure decreases abnormally between the compressor and the expansion valve, a
refrigerant leak is evident. High/low pressure switch (10) cuts off voltage to the compressor in order
to protect the circuit. When a refrigerant leak exists, compressor oil is also lost. The pressure switch
helps prevent a seizure of the compressor due to a lack of compressor oil.
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Systems Operation
311F, 312D2, 313D2, 318D2, 320D2, 323D2, 326D2, 329D2, 330D2, 336D2, 340D2,
i01679482
SMCS - 1802
S/N - BRW1-UP
S/N - BW21-UP
S/N - CY21-UP
S/N - DFM1-UP
S/N - DGF1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - DPJ1-UP
S/N - EAB1-UP
S/N - EAL1-UP
S/N - EF31-UP
S/N - EKT1-UP
S/N - ESG10001-UP
S/N - FAB1-UP
S/N - FAJ1-UP
S/N - FAP1-UP
S/N - FBT1-UP
S/N - FEB10001-UP
S/N - FKK1-UP
S/N - FLC1-UP
S/N - GAJ1-UP
S/N - GAP1-UP
S/N - GBA1-UP
S/N - GJA1-UP
S/N - GWN1-UP
S/N - HAH1-UP
S/N - HBH1-UP
S/N - HBK1-UP
S/N - HBP1-UP
S/N - HDM1-UP
S/N - JEB1-UP
S/N - JEE1-UP
S/N - JEG1-UP
S/N - JEX1-UP
S/N - JFM1-UP
S/N - JFT1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KCW1-UP
S/N - KHR1-UP
S/N - KLE1-UP
S/N - LBX1-UP
S/N - LCA1-UP
S/N - LCY10001-UP
S/N - LMA1-UP
S/N - LZF1-UP
S/N - MBP1-UP
S/N - MDJ1-UP
S/N - MEH1-UP
S/N - MFA1-UP
S/N - MGJ1-UP
S/N - MPP1-UP
S/N - NAH1-UP
S/N - NBF1-UP
S/N - NBH1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PFE1-UP
S/N - PJP1-UP
S/N - PLD1-UP
S/N - RAR1-UP
S/N - RDE10001-UP
S/N - RDZ1-UP
S/N - RKN1-UP
S/N - RXZ1-UP
S/N - SDZ1-UP
S/N - SGB10001-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TJY1-UP
S/N - TMF1-UP
S/N - TZS1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ10001-UP
S/N - WGR1-UP
S/N - WHJ1-UP
S/N - XAH1-UP
S/N - XAK1-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - XCC10001-UP
S/N - XGS1-UP
S/N - YBE1-UP
S/N - YBJ1-UP
S/N - YBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - YGA1-UP
S/N - ZAA1-UP
S/N - ZBD1-UP
S/N - ZBH1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
(2) Magnetic clutch and pulley assembly
The flow of refrigerant in the air conditioning system begins at the compressor.
Compressor (1) receives driving force from the engine through magnetic clutch (2) via the V-belt.
The compressor provides the following three functions in the refrigerant circuit: Suction, Pumping
and Compression.
Suction (Suction Side)

Suction lowers the refrigerant pressure in the evaporator. Metered restriction is provided by the
expansion valve. Metered restriction allows high pressure liquid to be reduced to a vapor of low
pressure. This helps with the evaporation of refrigerant, which leads to continuous cooling.
Pumping
Pumping circulates the refrigerant in the air conditioning system. This also leads to continuous
cooling.
Compression (Discharge Side)
Compressing the refrigerant changes the refrigerant from a gas to a liquid. The condenser assists in
this process. When pressure increases, the temperature of saturation increases. The compressor
changes the refrigerant from a low pressure to a high pressure. When low pressure is changed to high
pressure, latent heat of condensation is given up. So, when the refrigerant is sent through the
condenser, latent heat of condensation is given up.
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Systems Operation
311F, 312D2, 313D2, 318D2, 320D2, 323D2, 326D2, 329D2, 330D2, 336D2, 340D2,
i05877642
Refrigerant Condenser
SMCS - 1805
S/N - BRW1-UP
S/N - BW21-UP
S/N - CY21-UP
S/N - DFM1-UP
S/N - DGF1-UP
S/N - DNP1-UP
S/N - DNS1-UP
S/N - DPJ1-UP
S/N - EAB1-UP
S/N - EAL1-UP
S/N - EF31-UP
S/N - EKT1-UP
S/N - ESG10001-UP
S/N - FAB1-UP
S/N - FAJ1-UP
S/N - FAP1-UP
S/N - FBT1-UP
S/N - FEB10001-UP
S/N - FKK1-UP
S/N - FLC1-UP
S/N - GAJ1-UP
S/N - GAP1-UP
S/N - GBA1-UP
S/N - GJA1-UP
S/N - GWN1-UP
S/N - HAH1-UP
S/N - HBH1-UP
S/N - HBK1-UP
S/N - HBP1-UP
S/N - HDM1-UP
S/N - JEB1-UP
S/N - JEE1-UP
S/N - JEG1-UP
S/N - JEX1-UP
S/N - JFM1-UP
S/N - JFT1-UP
S/N - KBS1-UP
S/N - KBX1-UP
S/N - KCE1-UP
S/N - KCW1-UP
S/N - KHR1-UP
S/N - KLE1-UP
S/N - LBX1-UP
S/N - LCA1-UP
S/N - LCY10001-UP
S/N - LMA1-UP
S/N - LZF1-UP
S/N - MBP1-UP
S/N - MDJ1-UP
S/N - MEH1-UP
S/N - MFA1-UP
S/N - MGJ1-UP
S/N - MPP1-UP
S/N - NAH1-UP
S/N - NBF1-UP
S/N - NBH1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PFE1-UP
S/N - PJP1-UP
S/N - PLD1-UP
S/N - RAR1-UP
S/N - RDE10001-UP
S/N - RDZ1-UP
S/N - RKN1-UP
S/N - RXZ1-UP
S/N - SDZ1-UP
S/N - SGB10001-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TDT1-UP
S/N - TDZ1-UP
S/N - TGJ1-UP
S/N - TJY1-UP
S/N - TMF1-UP
S/N - TZS1-UP
S/N - WBF1-UP
S/N - WBY1-UP
S/N - WDJ10001-UP
S/N - WGR1-UP
S/N - WHJ1-UP
S/N - XAH1-UP
S/N - XAK1-UP
S/N - XAN1-UP
S/N - XBA1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - XCC10001-UP
S/N - XGS1-UP
S/N - YBE1-UP
S/N - YBJ1-UP
S/N - YBK1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - YGA1-UP
S/N - ZAA1-UP
S/N - ZBD1-UP
S/N - ZBH1-UP
S/N - ZBM1-UP
S/N - ZCS1-UP
Refrigerant condenser
This heat exchanger uses fresh air in order to cool refrigerant vapor of high pressure and of high
temperature. The heat exchanger also uses fresh air in order to condense refrigerant vapor of high
pressure and of high temperature. The heat is transferred from the refrigerant to the outside air in the
refrigerant condenser. This transfer occurs in the opposite direction as the transfer that occurs in the
evaporator coil. Fins are provided on the outside surface of the refrigerant condenser for efficient heat
transfer. If the refrigerant is not cooled enough, the air inside the cab at the evaporator coil will not be
cooled sufficiently. In order to prevent this situation, good ventilation must be provided. Good
ventilation will make cooling the refrigerant more efficient. From the refrigerant condenser, the
refrigerant flows to the refrigerant receiver-dryer.
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311F, 312D2, 313D2, 318D2, 320D2, 323D2, 326D2, 329D2, 330D2, 336D2, 340D2,
i02240014
Refrigerant Expansion Valve

SMCS - 7320-EV
(9) Expansion valve
Expansion valve (9) changes refrigerant of high pressure into refrigerant of low pressure. The high
temperature liquid is also changed into a liquid of low pressure. The expansion valve provides a
metered restriction. The metered restriction allows the high pressure liquid to be reduced to a vapor of
low pressure. The expansion valve also adjusts the supply of liquid refrigerant to the evaporator coil.
In order to fully exercise the evaporator coil, an adequate amount of liquid refrigerant must be
supplied to the evaporator coil. The cooling effect will decrease if the amount of refrigerant that is
supplied to the evaporator coil is inadequate. This is true because the liquid refrigerant vaporizes very
quickly. On the other hand, if the supplied amount is too great, the excess liquid refrigerant that could
not vaporize flows back to the compressor. Less cooling effect and a damaged compressor may result.
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Systems Operation
311F, 312D2, 313D2, 318D2, 320D2, 323D2, 326D2, 329D2, 330D2, 336D2, 340D2,
i02430374
Refrigerant Receiver-Dryer
SMCS - 7322
(1) Inlet for refrigerant
(2) Outlet for refrigerant
(3) Receiver-dryer
(4) Desiccant
(5) Strainer
(6) Receiver tube
(7) Receiver tank
Receiver-dryer (3) consists of receiver tank (7) , desiccant (4) , strainer (5) and receiver tube (6) .
Receiver tank (7) - The revolution of the compressor varies greatly in response to engine speed.
Accordingly, an adequate amount of refrigerant in the cooling circuit varies. Receiver tank (7)
receives varying amounts of refrigerant. When the cooling system is not in need of much refrigerant,
the remaining refrigerant is temporarily stored in receiver tank (7) . When the cooling system requires
additional refrigerant, the receiver tank sends out refrigerant through receiver tube (6) to the cooling
tank. Receiver tank (7) also stores an excess amount of refrigerant in order to replenish small amounts
of refrigerant that has leaked out of the system. Such leaks are caused by the balance of refrigerant
charge or porous rubber hoses.
Desiccant (4) (drying agent) - Moisture in the cooling circuit can cause many problems:
deterioration of the compressor, deterioration of the compressor oil, corrosion of metallic components
and clogging of the expansion valve. The cooling circuit utilizes synthetic zeolite as a desiccant. The
desiccant absorbs moisture that enters the circuit during charging of the system. In the event of a
frozen expansion valve, the desiccant is deteriorated. If desiccant (4) is not effective, replace the
receiver-dryer.
NOTICE
If the refrigerant system has been open to the outside air (without
being plugged) for more than 30 minutes, the receiver-dryer must be
replaced. Moisture will enter an open refrigerant system and cause
corrosion which will lead to component failure.
Note: Refer to Operation and Maintenance Manual, "Maintenance Interval Schedule" for the proper
intervals for replacement .
Strainer (5) - Any amount of dust or debris that enters the cooling circuit causes clogging of the
expansion valve. When a refrigerant compressor is failing, debris may be created. The cooling system
will not cool adequately. Strainer (5) filters the dust and debris out of the refrigerant. Replace strainer
(5) when the strainer becomes clogged.
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311F, 312D2, 313D2, 318D2, 320D2, 323D2, 326D2, 329D2, 330D2, 336D2, 340D2,
i02246459
Speed Control
SMCS - 7337-VF
This component is a resistor that switches the speed of the blower motor.
Accumulator (Pilot) 3
Boom Drift Reduction Valve 6
Boom Hydraulic System 10
Bucket Hydraulic System 23
Bypass Valve (Return) - Bypass Check Valve 26
Check Valve (Load) 29
Check Valve (Return Makeup) - Slow 33
Control Valve (Straight Travel) 36
Cylinders (Boom, Stick and Bucket) 41
Displacement Change Valve 44
Electrical Input Components 49
Electrical Output Components 55
Electronic Control Module 60
Engine Control 68
Final Drive 80
Gear Pump (Pilot) 86
Graphic Color Codes 88
Hydraulic Filter (Pilot) 90
Hydraulic Oil Cooler 92
Hydraulic Tank and Filter 94
Main Control Valve 97
Main Electrical System 109
Main Hydraulic Pump 114
Main Hydraulic System 119
Negative Flow Control System 121
Oil Filter (Return) - Case Drain Filter 130
Oil Makeup (Swing System) 132
Oil Makeup (Travel System) 138
Pilot Hydraulic System 141
Pilot Valve (Joystick) 154
Pilot Valve (Swing Parking Brake) 158
Pilot Valve (Travel) 162
Pump Control (Main Hydraulic) - Main 166
Relief Valve (Cushion Crossover) - Anti 178
Relief Valve (Line) 189
Relief Valve (Main) - Heavy Lift 193
Relief Valve (Main) 200
Relief Valve (Pilot) 204
Relief Valve (Swing) 206
Return Hydraulic System 212
Solenoid Valve (Fine Swing) - If Equipped 216
Solenoid Valve (Hydraulic Lockout) 220
Solenoid Valve (Proportional Reducing) 227
Stick Drift Reduction Valve 231
Stick Hydraulic System 235
Swing Drive 245
Swing Hydraulic System 252
Swing Motor 264
Swivel 269
Travel Counterbalance Valve 272
Travel Hydraulic System 284
Travel Motor 298
Travel Parking Brake 303
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Product: EXCAVATOR
C onfiguration: 320D2 & 320D2 L Excavators NBF00001-UP (MACHINE) POWERED BY C7.1 Engine
Systems Operation
320D2 and 323D2 Excavators Hydraulic System
i02663256
Accumulator (Pilot)
SMCS - 5077
(5) Accumulator
(16) Line (pilot oil from pilot oil manifold)
(17) Mounting block
The accumulator stores pilot pressure oil for use at the main control valves. During some operations,
the pilot system needs more oil because there is insufficient flow from the pilot pump. Accumulator
(5) will provide pilot pressure oil to the pilot system when the pilot pump flow is inadequate.
Insufficient supply of pilot oil flow to the pilot system may be caused by the following two reasons:
• Implements are lowered while the engine is stopped and oil supply to the main control valves is
stopped.
• Combined operations
Accumulator
(5) Accumulator
(16) Line (pilot oil flow from pilot oil manifold to the mounting block for the accumulator)
(17) Mounting block
(18) Passage
(19) Inlet port
(20) Pressure oil chamber
(21) Vessel
(22) Bladder
(23) Gas chamber
(24) Passage
(25) Passage
(26) Passage
(27) Inlet port (pilot oil manifold)
(28) Passage
(29) Check valve
Pilot oil from the pilot filter enters inlet port (27) of the pilot oil manifold. Pilot oil flows through
passage (28) and opens check valve (29). Pilot oil now flows through passages (24) and (26) to the
pilot control valves (joysticks and travel levers/pedals).
The pilot oil also flows through passage (25) and line (16) to the mounting block for the accumulator.
The pilot oil now flows through passage (18) and inlet port (19) into pressure oil chamber (20). The
pilot oil acts against bladder (22) and the nitrogen gas in gas chamber (23) is compressed. Check
valve (29) prevents a backflow of the stored oil in the accumulator. The stored oil is used for solely
operating the stems of the main control valve.
C opyright 1993 - 2020 Caterpillar Inc. Wed Dec 30 10:46:37 UTC+0530 2020
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Systems Operation
i04682454
Boom Drift Reduction Valve

SMCS - 5143-BM
The boom drift reduction valve is placed in the boom circuit between the main control valve and the
boom cylinders. When the joystick for the boom is in the NEUTRAL position. The boom drift
reduction valve stops oil leakage from the head end of the boom cylinders. Stopping oil leakage
prevents boom drift.
Boom Raise
Boom drift reduction valve (BOOM RAISE)
(1) Passage
(2) Valve
(3) Spring
(4) Spring chamber
(5) Passage
(6) Port
(7) Port
(8) Port
(9) Passage
(11) Spool
(15) Port
(16) Boom drift reduction valve
When the joystick is moved to perform a BOOM RAISE operation. Pilot oil is not sent from the pilot
control valve to port (15) of boom drift reduction valve (16). Spool (11) does not shift.
The oil flow from the boom II control valve enters port (6) of the boom drift reduction valve. The oil
flow from the boom I control valve enters port (7) of the boom drift reduction valve. The combined
oil flow from ports (6) and (7) flows into passage (1). As the oil pressure in passage (1) increases,
valve (2) shifts against the force of spring (3). The oil in spring chamber (4) flows through passages
(5) and (9) to port (8). The oil delivery in passage (1) now flows through port (8) to the head end of
the boom cylinders.
Boom Lower
Boom drift reduction valve (BOOM LOWER)
(1) Passage
(2) Valve
(3) Spring
(4) Spring chamber
(5) Passage
(6) Passage
(7) Port
(8) Port
(9) Passage
(11) Spool
(13) Drain line
(15) Port
(18) Port
(20) Spring chamber
(21) Plug
When the joystick is moved to perform a BOOM LOWER operation. Pilot oil is sent from the pilot
control valve to port (15) of boom drift reduction valve (16). Spool (11) shifts downward until the
spool contacts plug (21). The oil in spring chamber (4) flows through passage (5), the passage in
spool (11), spring chamber (20), port (18) and drain line (13) to the hydraulic tank.
The return oil from the boom cylinder head end enters port (8). Since the pressure in spring chamber
(4) is low, the oil in port (8) shifts valve (2) against the force of spring (3). The oil from the head end
of the boom cylinders flows through port (8), passage (1) and passage (7) to the boom I control valve.
Shutdown SIS
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Systems Operation
i05412955
Boom Hydraulic System

SMCS - 5050-BM
Boom Raise (High Speed)
Hydraulic schematic for BOOM RAISE (high speed)
(1) Boom cylinders
(2) Line (oil flow from boom cylinder rod end)
(3) Line (oil flow to boom cylinder head end)
(4) Valve
(6) Return line
(7) Port
(8) Parallel feeder passage
(9) Return passage
(10) Line
(11) Main control valve
(12) Passage
(13) Check valve
(14) Load check valve
(15) Port
(16) Boom II control valve
(18) Return passage
(19) Boom l control valve
(20) Port
(21) Pilot line
(22) Pilot control valve (boom and bucket)
(23) Pilot line
(24) Pilot line
(25) Pilot line
(26) Pressure reducing valve for boom priority
(27) Idler pump
(28) Drive pump
(29) Pilot pump
(33) Spring
(37) Spring
A BOOM RAISE operation at high speed is accomplished when the oil delivery from both idler pump
(27) and drive pump (28) is supplied to the head end of boom cylinders (1). Boom l control valve (19)
and boom II control valve (16) operate during the high speed operation. A BOOM RAISE operation
at low speed is accomplished when the oil delivery from only drive pump (28) is supplied to the head
end of boom cylinders (1). During the low speed operation, boom l control valve (19) operates alone.
Main control valve compartment
Boom drift reduction valve (bottom view)
The oil delivery from drive pump (28) flows through parallel feeder passage (17) in main control
valve (11) to boom l control valve (19). The oil delivery from idler pump (27) flows through parallel
feeder passage (8) in main control valve (11) to boom II control valve (16).
When the joystick for the boom is moved to the full BOOM RAISE position, the pilot oil flows from
pilot control valve (22) through pilot line (24). The pilot oil flow then divides into two flow paths.
Part of the pilot oil flows through pilot line (21) to port (7) of main control valve (11). The remainder
of the pilot oil flows to port (20) of the main control valve.
A portion of the oil in pilot line (21) also flows through pilot line (23) and pilot line (25) to the
pressure reducing valve for boom priority (26). During a combined operation of BOOM RAISE and
STICK IN, the pilot oil flow to the pressure reducing valve for boom priority (26) causes the boom
circuit to receive oil flow priority. This flow allows the boom to raise at a high speed.
Boom l control valve (BOOM RAISE position)
(18) Return passage
(20) Port
(30) Port
(31) Passage
(32) Passage
(33) Spring
(34) Passage
(35) Spool
The pilot oil flow from port (20) shifts spool (35) of boom l control valve (19) against the force of
spring (33). The oil delivery from the drive pump in parallel feeder passage (17) flows through load
check valve (14), passage (31), passage (34) and port (30) to boom drift reduction valve (5). The oil
delivery from the drive pump shifts valve (4) in boom drift reduction valve (5) to the right. The oil
delivery from the drive pump then flows through line (3) to the head end of boom cylinders (1).
Note: For more information on the boom drift reduction valve, refer to Systems Operation, "Boom
Drift Reduction Valve".
Boom II control valve (BOOM RAISE position)
(7) Port
(13) Check valve
(15) Port
(36) Passage
(37) Spring
(38) Spool
(39) Passage
The pilot oil flow in port (7) of boom II control valve (16) shifts spool (38) against the force of spring
(37). The oil delivery from the idler pump in parallel feeder passage (8) now flows through passage
(36), passage (39), check valve (13), flows out of port (15) and line (10). The oil delivery from the
idler pump combines with the oil delivery from the drive pump at boom drift reduction valve (5). The
combined pump oil flows through passage (12) and line (3) to the head end of boom cylinders (1).
Note: The swing priority valve does not affect the boom II control valve.
Return oil from the rod end of boom cylinders (1) flows through line (2) to boom l control valve (19).
The oil then flows through passage (32), return passage (18), return passage (9), and return line (6) to
the hydraulic tank.
Boom Raise (Low Speed)
When the joystick for the boom is moved less than half of the travel distance for BOOM RAISE, low
pilot oil pressure is supplied to boom l control valve (19) and boom II control valve (16).
When the boom is raised at a low speed, boom l control valve (19) opens and boom II control valve
(16) remains closed. The force of spring (33) in boom l control valve (19) is less than the force of
spring (37) in boom II control valve (16). Because of the low pilot oil pressure, boom l control valve
(19) will open and boom II control valve (16) will remain closed.
The oil delivery from drive pump (28) now flows to the head end of boom cylinders (1). Without the
oil delivery from idler pump (27), the cylinder rod movement slows down when the boom is raised.
The low speed operation of the boom is performed.
Boom Priority
Hydraulic schematic for BOOM RAISE and STICK IN
(1) Boom cylinders
(40) Stick II control valve
(41) Pilot control valve (stick and swing)
During combined operations of BOOM RAISE and STICK IN, the pilot oil pressure from the pilot
control valve for the boom (22) activates the pressure reducing valve for boom priority (26). The
pressure reducing valve for boom priority (26) causes oil flow priority to the head end of the boom
cylinders (1) during this combined hydraulic operation.
When the joystick for the stick is moved to the STICK IN position, a portion of the pilot oil from the
pilot control valve for the stick (41) flows through the pressure reducing valve for the boom priority
(26) to the stick II control valve (40). As the joystick for the boom is moved farther from the
NEUTRAL position during a BOOM RAISE operation, pilot oil pressure from the pilot control valve
for the boom (22) increases. This gradual increase in pilot oil pressure causes the spool in the pressure
reducing valve for the boom priority (26) to gradually shift.
A portion of the pilot oil that flows to stick II control valve (40) from the pilot control valve for the
stick (41) is routed to the hydraulic tank. The pilot oil pressure that acts on stick II control valve (40)
decreases. Stick II control valve (40) shifts toward the NEUTRAL position. The amount of oil flow
from the main pumps to the stick hydraulic circuit decreases. This shift causes a greater portion of the
oil flow from the main pumps to flow to the head end of the boom cylinders (1).
Since the pilot oil pressure from the pilot control valve for the boom (22) directly corresponds to the
amount of movement or position of the joystick a gradual change to boom priority occurs. Thus,
boom priority is controlled by the position of the joystick for the boom and boom priority
automatically activates when the joystick reaches a certain position during a BOOM RAISE
operation.
Boom Lower
Hydraulic schematic for BOOM LOWER
(1) Boom cylinders
(2) Line (oil flow to boom cylinder rod end)
(3) Line (oil flow from boom cylinder head end)
(4) Valve
(18) Return passage
(27) Idler pump
(28) Drive pump
(29) Pilot pump
(33) Spring
(40) Orifice
(41) Boom regeneration valve
(42) Port
(43) Orifice
(44) Negative flow control line
(45) Center bypass passage
(46) Port
(48) Valve
(49) Passage
(50) Drain line
(51) Passage
(52) Pilot line
(53) Pilot line
During a BOOM LOWER operation, the oil delivery from only drive pump (28) is supplied to boom
cylinders (1) through boom l control valve (19). Boom l control valve (19) operates alone. Boom II
control valve (16) is not operational in the BOOM LOWER operation.
The BOOM LOWER operation contains a regeneration circuit. When the joystick for the boom is
moved to the BOOM LOWER position, orifice (43) in boom l control valve (19) and boom
regeneration valve (41) are operational in the boom hydraulic circuit. The return oil flow from the
head end of boom cylinders (1) flows through boom regeneration valve (41) to the rod end of the
boom cylinders. The boom regeneration valve is described later in this section.
When the joystick for the boom is moved to the BOOM LOWER position, pilot oil from pilot control
valve (22) flows through pilot line (52). The pilot oil flow then divides into three flow paths. Part of
the pilot oil flows through port (46) to boom l control valve (19). Part of the pilot oil flows through
port (42) to boom regeneration valve (41). The remainder of the pilot oil flows through pilot line (53)
of boom drift reduction valve (5).
Since the pilot oil pressure has caused the spool in boom l control valve (19) to shift against the force
of spring (33), the oil delivery from the drive pump that flows through center bypass passage (45) is
restricted by orifice (43). The negative flow control pressure in negative flow control line (44)
decreases. The drive pump upstrokes because of the negative flow control operation.
Reference: For more information concerning the negative flow control operation, refer to Systems
Operation, "Negative Flow Control System".
Boom l control valve (BOOM LOWER position)
(18) Return passage
(30) Port
(32) Port
(33) Spring
(35) Spool
(42) Orifice
(45) Orifice
(46) Port
(49) Passage
The pilot oil flow from port (46) shifts spool (35) in boom l control valve (19) against the force of
spring (33). The oil delivery from the drive pump in parallel feeder passage (17) flows through load
check valve (14), passage (49) and port (32). The oil delivery from the drive pump then flows through
line (2) to the rod end of boom cylinders (1).
The return oil from the head end of boom cylinders (1) flows through line (3) into boom drift
reduction valve (5). Since valve (48) is shifted by the pilot pressure from pilot line (53), passage (49)
is open to drain line (50). The return oil pressure shifts valve (4) to the right. The return oil in line (3)
enters passage (51).
A portion of the return oil flows into port (30) of boom l control valve (19). The return oil flow is
restricted by orifice (40). The return oil pressure in passage (51) increases. Most of the return oil
flows through boom regeneration valve (41). The return oil is now supplied to the rod end of the
boom cylinders through line (2).
Boom Regeneration Valve
Boom regeneration valve (slow boom down)
(42) Pilot port
(56) Passage
(57) Check valve
(58) Spool (boom regeneration valve)
(59) Passage
Boom regeneration valve (fast boom down)
(42) Pilot port
(56) Passage
(57) Check valve
(58) Spool (boom regeneration valve)
(59) Passage
The boom hydraulic circuit contains a regeneration circuit. This regeneration circuit allows the return
oil from the head end of the boom cylinders to be supplied to the rod end of the boom cylinders
during the BOOM LOWER operation.
When the joystick for the boom is moved to the BOOM LOWER position, pilot oil flow from the
pilot control valve (boom and bucket) enters pilot port (42). Spool (58) in the boom regeneration
valve shifts downward. The return oil from the head end of the boom cylinders flows through passage
(59) and through the throttling slots on the spool for the boom regeneration valve to check valve (57).
Check valve (57) opens and the return oil flows through passage (56). The return oil from the head
end of the boom cylinders in passage (56) combines with the oil delivery from the drive pump. This
combined oil now flows to the rod end of the boom cylinders.
The oil delivery from only the drive pump is used for the BOOM LOWER operation. Since the boom
regeneration valve supplies return oil from the head end to the rod end of the boom cylinders, more
efficient use of the oil delivery from the drive pump is achieved during a BOOM LOWER operation.
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Systems Operation
i05419422
Bucket Hydraulic System

SMCS - 5050-YB
(1) Pilot line
(2) Line
(3) Line
(4) Bucket cylinder
(6) Return line
(9) Bucket control valve
(10) Spring
(11) Orifice
(13) Spring
(14) Negative flow control orifice
(17) Return passage
(18) Pilot line
(20) Pilot oil manifold
(21) Idler pump
(22) Drive pump
(23) Pilot pump
The oil delivery for the bucket hydraulic circuit is supplied by drive pump (22) only.
The oil delivery from drive pump (22) flows through center bypass passage (8) in main control valve
(5) to bucket control valve (9). The oil delivery from idler pump (21) flows through center bypass
passage (7) in main control valve (5). Illustration 2 shows the main control valve when only the
bucket hydraulic circuit is activated.
When the hydraulic lockout lever is in the UNLOCKED position, the oil delivery from pilot pump
(23) flows through pilot oil manifold (20) to pilot control valve (15). When the joystick for the bucket
is moved to the BUCKET CLOSE position, pilot oil flows through pilot control valve (15) and pilot
line (1) to bucket control valve (9). The pilot oil pressure shifts the spool in the bucket control valve
against spring (13). Pilot oil on the other end of the spool in the bucket control valve flows through
pilot line (18) and pilot control valve (15) to the hydraulic tank.
Since the spool in the bucket control valve is fully shifted, center bypass passage (8) is blocked. None
of the oil delivery from the drive pump flows to negative flow control orifice (14) and no negative
flow control pressure is created in center bypass passage (8). Since no negative flow control pressure
is sent through negative flow control line (19) to the drive pump regulator, the drive pump regulator
moves the swashplate of the drive pump toward the maximum angle position. The output flow rate of
the drive pump is increased and flows through parallel feeder passage (16), load check valve (12),
bucket control valve (9) and line (3) to the head end of bucket cylinder (4).
Oil delivery for the bucket hydraulic circuit is supplied by the drive pump only, the negative control
pressure in center bypass passage (7) is high. Idler pump (22) remains at the destroked position.
The return oil from the rod end of the bucket cylinder flows through line (2), orifice (11), in bucket
control valve (9), return passage (17) and return line (6) to the hydraulic tank. Orifice (11) restricts the
return oil from the rod end of the bucket cylinder.
The BUCKET OPEN operation is similar to the BUCKET CLOSE operation.
When the joystick for the bucket is moved to the BUCKET OPEN position, pilot oil flow from pilot
control valve (15) flows through pilot line (18) to the bucket control valve. The spool in the bucket
control valve shifts against the force of spring (10). The oil delivery from the drive pump now flows
to the rod end of the bucket cylinder.
When the joystick for the bucket is in the NEUTRAL position, springs (10) and (13) maintain the
spool in the bucket control valve in the NEUTRAL position. The oil flow from the head end and the
rod end of the bucket cylinder is blocked.
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Systems Operation
i02668506
Bypass Valve (Return) - Bypass Check Valve

SMCS - 5071
(19) Return filter
(25) Hydraulic tank
(33) Return line
Slow return check valve and bypass check valve
(5) Makeup line (makeup oil to swing motor)
(16) Return line
(17) Slow return check valve
(24) Bypass check valve
(28) Check valve
(29) Inlet line to hydraulic oil cooler (18)
(30) Return line to bypass check valve
(33) Return line (return flow to return filter)
The return oil flow through slow return check valve (17) is divided into two flow paths. A portion of
the oil flows through inlet line (29) to the hydraulic oil cooler and the remainder of the return oil
flows through bypass check valve (24).
When the temperature of the return oil in inlet line (29) is very low, the viscosity of the oil is high.
The flow resistance of the return oil in inlet line (29) is high. Thus, the pressure of the return oil is
high.
As a result of the high pressure of the return oil, bypass check valve (24) opens. Most of the return oil
flows through bypass check valve (24), return line (33) and return filter (19) to hydraulic tank (25).
The remainder of the oil flows through inlet line (29) to the hydraulic oil cooler. Since a small amount
of the return oil flows to the oil cooler, the temperature of the oil increases.
As the oil temperature increases, the return oil pressure decreases. Bypass check valve (24) begins to
close. A greater portion of the return oil flows to the hydraulic oil cooler. Bypass check valve (24)
maintains the hydraulic oil at the optimum operating temperature.
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Systems Operation
i03007174
Check Valve (Load)

SMCS - 5472
The load check valve performs the following two functions.
• The load check valve prevents unexpected movement of an implement when a joystick is
initially activated at a low pump delivery pressure.
• The load check valve prevents oil loss from a high pressure circuit to a lower pressure circuit.
Boom I control valve (partial shift)
(1) Port (boom cylinder head end)
(2) Passage
(3) Spring
(5) Port (boom cylinder rod end)
(6) Return passage
(8) Spring
(9) Pilot port
(10) Spool

When the joystick for the boom is in the NEUTRAL position, spring (8) positions spool (10) in the
center position. The drive pump is at a destroked position. The drive pump is delivering standby
pressure to the boom I control valve. The pump delivery pressure in center bypass passage (11) and
parallel feeder passage (7) is lower than the pressure in the boom cylinder head end at port (1) . Load
check valve (4) is in the CLOSED position.
Slight movement of the joystick for the boom toward the BOOM RAISE position causes low pilot oil
pressure to enter port (9) . Spool (10) shifts slightly to the right. The drive pump begins to move to an
upstroke position. A passage partially opens allowing the oil from the rod end of the boom cylinders
in port (5) to flow to return passage (6) . A passage partially opens allowing the oil from the head end
of the boom cylinders in port (1) to flow through passage (2) . The work load pressure from the head
end of the boom cylinders and the force of spring (3) now acts on load check valve (4) . Since the
pump delivery pressure is lower than the work load pressure in passage (2) , load check valve (4)
remains in the closed position. The oil in the boom cylinder head end is blocked.
Boom I control valve (full shift)
(1) Port (boom cylinder head end)
(2) Passage
(3) Spring

(5) Port (boom cylinder rod end)
(6) Return passage
(8) Spring
(9) Pilot port
(10) Spool
As the joystick for the boom is moved farther from the NEUTRAL position, the pilot oil pressure at
pilot port (9) increases. Spool (10) shifts farther to the right. The drive pump upstrokes farther. The
pump delivery pressure in center bypass passage (11) and parallel feeder passage (7) increases. Load
check valve (4) will not open until the pump delivery pressure becomes greater than the combined
force of the work load pressure in passage (2) and the force of spring (3) . Unexpected downward
movement of the boom during a BOOM RAISE operation is prevented.
Load check valve (4) also prevents oil loss from a high pressure circuit to a lower pressure circuit. For
example, the work tool is moved under a light load, and the boom cylinders are raised at the same
time. The high pressure oil of the boom cylinders wants to flow toward the low pressure side of the
work tool. The load check valve prevents the boom from lowering.
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Systems Operation
i05167268
Check Valve (Return Makeup) - Slow Return Check Valve

SMCS - 5067; 5080
Main control valve compartment (return circuit)
(29) Inlet line to oil cooler (18)
Slow return check valve and bypass check valve
(16) Return port (from main control valve)
(18) Hydraulic oil cooler
(28) Check valve
(29) Inlet line to hydraulic oil cooler
(33) Return line (return flow to return filter)
Slow return check valve (17) is contained in check valve (28). Slow return check valve (17) is located
between the main control valve and the hydraulic tank in the return circuit. The slow return check
valve restricts the return oil flow. This restriction causes a pressure increase in return port (16) and
makeup line (5).
If cavitation occurs in the swing motor, oil from return port (16) flows into makeup line (5). This
makeup oil is supplied to the inlet port of the swing motor in order to prevent cavitation in the swing
motor.
Note: For more information on the makeup operation, refer to System Operation, "Oil Makeup
(Swing System)".
The return oil flow through slow return check valve (17) is divided into two flow paths. A portion of
the oil flows through inlet line (29) to the hydraulic oil cooler. The cooled oil from the hydraulic oil
cooler flows through return line (30) and the return filter to the hydraulic tank. The remainder of the
oil flow from slow return check valve (17 ) flows through bypass check valve (24) and the return filter
to the hydraulic tank. Bypass check valve (24) is contained in check valve (28).
Shutdown SIS
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Systems Operation
i06145392
Control Valve (Straight Travel)

SMCS - 5462
Straight travel (tracking) can be maintained even though there is a swing operation or implement
operation during travel.
Main control valve compartment
(1) Right travel control valve
(2) Straight travel control valve
(3) Left travel control valve
Straight travel control valve (2) maintains straight travel even though there is a swing operation or
implement operation during travel. The straight travel control valve also improves pipelayer control or
placement of timbers.
When the machine travels without swing operation or implement operation, the pressure switch for
left travel and the pressure switch for right travel are ON. The implement/swing pressure switch is
OFF. The oil delivery from the drive pump flows through right travel control valve (1) to the right
travel motor. The oil delivery from the idler pump flows through straight travel control valve (2) and
left travel control valve (3) to the left travel motor. Because both travel circuits are separated, the
machine continues to travel straight, unless a difference in travel resistance occurs between the right
and left tracks.
The straight travel system ensures the straight travel of the machine when other circuits are operated
during travel. The idler pump and the drive pump supply oil to the travel motors. The idler pump and
the drive pump also supply oil for a swing or implement operation. During travel, if an implement
operation or a swing operation occurs the oil supply to each travel motor will differ. This difference
would cause the right travel motor and the left travel motor to rotate at different speeds. The different
speeds will cause the machine to turn.
The following actions occur when the straight travel control valve is activated.
• The pressure switch for left travel and the pressure switch for right travel are ON.
• The implement/swing pressure switch is ON.
• The drive pump supplies oil to the left travel circuit and to the right travel circuit to drive both
motors in parallel.
• The swing circuit and implement circuits receive oil from the idler pump. When the machine is
traveling, the swing circuit and implement circuits do not require a large amount of oil flow.
The swing circuit and implement circuits are operated at speeds that are low enough for stable
machine operation. The remainder of the oil is shared by the right travel circuit and the left
travel circuit.
Straight travel control valve (NEUTRAL position)
(5) Pilot passage
(6) Piston chamber
(7) Spring
(8) Passage
(9) Line (oil delivery from the idler pump)
(10) Line (oil delivery from the drive pump)
(11) Passage
(12) Spool
(14) Straight travel solenoid
Pilot oil pressure is sent from the pilot oil manifold to straight travel solenoid (14). When only the
travel levers/pedals are activated, straight travel solenoid (14) is not energized. Pilot oil flow to pilot
passage (5) and straight travel control valve (13) is blocked at the straight travel solenoid. The oil
pressure in piston chamber (6) is low and spool (12) is shifted to the right by the force of spring (7).
The oil delivery from the idler pump and the drive pump flows in the following manner.
• The oil delivery from the drive pump flows through line (10) to passage (11) in the straight
travel control valve. The oil delivery from the drive pump separates into two flow paths. One
path flows through center bypass passage (3) and into the right travel control valve. The other
path flows through parallel feeder passage (4).
• The oil delivery from the idler pump flows through line (9) to passage (8) in the straight travel
control valve. The oil delivery from the idler pump separates into two flow paths. One path
flows through parallel feeder passage (1). The other path flows through center bypass passage
(2) and into the left travel control valve.
Straight travel control valve (activated position)
(5) Pilot passage
(6) Piston chamber
(7) Spring
(8) Passage
(9) Line (oil delivery from the idler pump)
(10) Line (oil delivery from the drive pump)
(11) Passage
(12) Spool
(15) Check valve
(16) Passage
(17) Passage
(18) Orifice
When the travel levers/pedals are activated at the same time as either one of the joysticks, straight
travel solenoid (14) is energized. The pilot oil flows through the straight travel solenoid to straight
travel control valve (13). The pilot oil enters piston chamber (6). The pilot oil pressure in piston
chamber (6) increases. Spool (12) shifts to the left against the force of spring (7). The oil delivery
from the idler pump and the drive pump flows in the following manner.
• The oil delivery from the drive pump flows through line (10) and passage (11) in the straight
travel control valve. The oil delivery from the drive pump separates into two flow paths. One
path flows through center bypass passage (2) and into the left travel control valve. The other
path flows through center bypass passage (3) and into the right travel control valve.
• The oil delivery from the idler pump flows through line (9) and passage (8) in the straight travel
control valve. The oil delivery from the idler pump separates into two flow paths. One path
flows through parallel feeder passage (1). The other path flows through passage (16) and into
parallel feeder passage (4). Part of the oil delivery from the idler pump in passage (16) flows
through orifice (18) in spool (12) and opens check valve (15). The oil now flows through
passage (17) to center bypass passage (2). The oil delivery from the idler pump combines in
center bypass passage (2) with the oil delivery from the drive pump. This flow increases the
drive speed of the right travel motor and the left travel motor.
Shutdown SIS
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Systems Operation
i02658366
Cylinders (Boom, Stick and Bucket)

SMCS - 7562
(1) Rod end port
(2) Head end port
(3) Boom cylinder
(4) Tube
(5) Rod
(6) Snubber
(7) Piston
(8) Stick cylinder
(9) Snubber
(10) Bucket cylinder
Snubber operation
(6) Snubber
(11) Passage
When boom cylinders (3) or stick cylinder (8) moves close to the end of the extension stroke, passage
(11) is restricted by snubber (6). The movement of the piston rod slows down before the piston rod
stops.
Snubber operation (retracting rod)
(9) Snubber
(12) Passage
When stick cylinder (8) moves close to the end of the retraction stroke, passage (12) is restricted by
snubber (9). The movement of the piston rod slows down before the piston rod stops. The shock load
is absorbed when the piston is slowed down.
Shutdown SIS
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Systems Operation
i04360194
Displacement Change Valve

SMCS - 3220
Small Displacement Change Operation
Travel motor (partial diagram)
(1) Swashplate
(2) Piston
(3) Piston chamber
(4) Passage
(5) Displacement change valve
(6) Port (pilot system oil pressure)
(7) Port (supply oil or return oil)
(8) Check valve
(9) Check valve
(11) Passage
(12) Piston chamber
(13) Piston
Small displacement change operation
(1) Swashplate
(2) Piston
(3) Piston chamber
(4) Passage (return oil)
(8) Check valve
(9) Check valve
(11) Passage (pump delivery flow)
(12) Piston chamber
(13) Piston
(14) Spool
(15) Spring
(16) Body
(17) Spool chamber
(18) Spool chamber
(20) Hydraulic tank
When the travel speed control switch on the control panel is pushed, a rabbit appears on the display.
The machine is in HIGH SPEED MODE. In this condition, an input signal from the travel speed
control switch is sent to the machine ECM.
The pressure sensor for the pump delivery also provides an input signal to the machine ECM. When
the travel load is light and the pump delivery pressure is below a certain level, the signal from the
pump delivery pressure sensor is below a certain level. When the pump delivery pressure is below a
certain level, the machine ECM energizes the travel speed solenoid. When the travel speed solenoid is
energized, pilot system oil flows into pilot port (6) of displacement change valve (5). Spool (14)
moves to the right against the force of spring (15) until the spool contacts body (16).
Main pump oil flows from passage (7) of the travel motor through check valve (8). The main pump
oil then flows through spool chamber (17) and passage (11) to piston chamber (12). The oil in piston
chamber (12) moves piston (13) against swashplate (1). Swashplate (1) forces piston (2) into piston
chamber (3). The oil in piston chamber (3) flows through passage (4), spool chamber (18), and
passage (19) to hydraulic tank (20). As a result, the angle of swashplate (1) is decreased and the motor
displacement is decreased. The travel speed is maximum in this condition.
Large Displacement Change Operation

Large displacement change operation
(1) Swashplate
(2) Piston
(3) Piston chamber
(8) Check valve
(9) Check valve
(11) Passage (pump delivery flow)
(12) Piston chamber
(13) Piston
(14) Spool
(15) Spring
(16) Body
(17) Spool chamber
(18) Spool chamber
(20) Hydraulic tank
(21) Stopper
(22) Center passage
When the angle of swashplate (1) in the travel motor increases, the displacement of the travel motor
increases. The angle of swashplate (1) in the travel motor will increase and the travel speed will
decrease during the following two conditions.
1. The angle of swashplate (1) in the travel motor will increase and the travel speed will decrease
when an increase in pump pressure occurs.
When the machine is in HIGH SPEED MODE and the pump delivery pressure increases above
a certain level, the travel speed solenoid is de-energized. When the travel speed solenoid is de-
energized, pilot system oil stops flowing into pilot port (6) of displacement change valve (5).
Spool (14) moves to the left by the force of spring (15) until the spool contacts stopper (21).
Main pump oil flows from port (7) of the travel motor through check valve (8). The main pump
oil then flows through spool chamber (18) and passage (4) into piston chamber (3). The oil in
piston chamber (3) moves piston (2) against swashplate (1). The angle of swashplate (1)
increases. Swashplate (1) forces piston (13) into piston chamber (12). The oil in piston chamber
(12) flows through passage (11), spool chamber (17), and center passage (22) of spool (14). The
oil then flows through passage (19) to hydraulic tank (20). As the angle of swashplate (1)
increases, the displacement of the travel motor increases and the travel speed decreases.
2. In LOW SPEED MODE, the angle of swashplate (1) will increase and the travel speed will
decrease.
When the travel speed control switch on the control panel is pushed, a tortoise appears on the
display. The machine is in LOW SPEED MODE. In this condition, an input signal from the
travel speed control switch is sent to the machine ECM. The machine ECM de-energizes the
travel speed solenoid. The angle of swashplate (1) increases and the displacement of the travel
motor increases. The travel speed decreases.
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Systems Operation
i06834510
Electrical Input Components

SMCS - 1400
S/N - DFM1-UP
S/N - DNP1-UP
S/N - EKT1-UP
S/N - FKK1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - XBB1-UP
S/N - YBE1-UP
S/N - YEA1-UP
S/N - ZCS1-UP
Block Diagram of the Electronic Control System
(1) Switch panel
(2) Fuel level sensor
(3) Hydraulic oil temperature sensor
(4) ATCH quick coupler switch
(5) Capsule filter plugged switch
(6) Water separator level switch
(7) Alternator-R Terminal
(8) Key switch
(9) ATCH stem 4 status
(11) Operator monitor
(12) Coolant temperature sensor
(13) Machine electronic control module (ECM)
(14) Hydraulic lock cancel switch
(15) Start detection
(16) Pump 1 pressure sensor
(17) Pump 2 pressure sensor
(18) Left J/S switch 1
(21) Right J/S switch 1
(22) Right J/S switch 4
(23) One touch low idle switch
(24) Travel pressure switch
(25) Engine speed sensor
(26) Engine oil pressure sensor
(27) Fuel filter plugged sensor
(28) User-defined shutdown switch
(29) Implement pressure switch
(30) Boom up priority pressure switch
(31) Joystick pressure switch
(32) Squeeze pressure sensor
Sensors
Sensors provide information to the controller about changing conditions. Some types of information
are listed: speed, temperature and fluid level. The sensor signal changes in a proportional manner.
This change will represent the changing condition. The controller will recognize the following types
of sensor signals:
Frequency - The sensor will produce an AC signal (sine wave or square wave) that varies in
frequency (Hz) as the condition changes.
Pulse Width Modulated - The sensor produces a digital signal (PWM) that varies the duty cycle as
the condition changes. The frequency of the signal will remain constant.
Pressure Sensors
Pump 1 Pressure Sensor (Drive) and Pump 2 Pressure Sensor (Idler)
These sensors monitor the pressure of the drive and idler pumps of the machine. These sensors are
used to send the work load input signal to the machine ECM. The machine ECM uses this information
to determine how much power shift pressure to use. This information is also used to determine the use
of the automatic speed control.
Negative Flow Control (NFC) 1 & 2 Pressure Sensors (If Equipped)
The negative flow control sensors are used to monitor the pressure of negative flow control circuit.
The NFC pressure sensors help determine the amount of work load as well as the joystick position.
Other Pressure Sensors
The following pressure sensors are also used for the control of the excavator:
• Fuel Filter Plugged Sensor
• Engine Oil Pressure Sensor
• Squeeze Pressure Sensor (If Equipped)
Other Sensors
The following sensors are also used for the control of the excavator:
• Engine Speed Sensor
• Fuel Level Sensor
• Hydraulic Oil Temperature Sensor
• Coolant Temperature Sensor
Switches
Joystick Controls
Right Joystick Switch 1/Right Joystick Switch 2/Left Joystick Switch 1/Left Joystick Switch 2
Use Cat® ET or the Operator Monitor to assign a specific function to each of these controls. The
joystick controls use electrical signals to control the solenoids on the machine. The Machine ECM
receives a signal from the switch. The ECM sends a pulse width modulated signal to shift the position
of the spool within the solenoid.
Left Joystick Switch 3

This location is the assigned location for the horn of the machine. The operator presses the button to
sound the horn and alert those people in the area of the machine.
One Touch Low Idle Switch (Right Joystick Switch 3)
The one touch low idle switch is located on the right joystick. The one touch low idle switch will
automatically reduce the engine speed equal to a machine speed dial setting of 1. Both joystick
handles must be in the neutral position before pressing the low idle switch.
Right Joystick Switch (Thumbwheel) 4/Left Joystick Switch (Thumbwheel) 4
The thumb wheel switches are used to activate various work tools that can be attached to the machine.
The Operator Monitor or Cat® ET must be used to configure the switches prior to the use of the tool
attachments. The switches send an electrical signal to the Machine ECM. The Machine ECM sends a
pulse width modulated signal to operate the tool.
Switches
Hydraulic Lock Cancel Switch
The Hydraulic Lock Cancel switch is located to the left of the operator. The switch must be enabled
for the hydraulic system to be active. When the switch is enabled, a signal is sent to the Machine
ECM. The Machine ECM energizes the Hydraulic Lock solenoid. The Hydraulic Lock solenoid is
energized to enable the primary hydraulic pressure.
Key Start Switch
The key start switch is an input to the Machine ECM, and the Switch Panel. The key start switch
informs the ECM of an attempt to start the engine, the ECM then initiates the start procedure.
The starting switch is a three position switch, and connects the battery supply terminal B to the other
terminals.
Usually the position of the switch is the OFF position. At this time the connected terminals are the B
and C terminals only.
When the switch is in the ON position, the connected terminals are B and R only. The keyswitch will
remain in this position without handling.
When the switch is in the Start position, the connected terminals are B, R, and S. The keyswitch must
be handled to remain in this position.
During normal machine operation, the start terminal of the key start switch is open. If the key start
switch is placed in the START position, the start terminal will close. +Battery voltage is supplied to
the start terminal. When all starting conditions are satisfied, the ECM sends a +battery signal to the
start relay and engine cranking begins.
Note: After the key start switch is initially turned to the START position, the switch will not return to
the START position from the ON position. The switch must be turned to the OFF position first. Then,
the switch can be turned to the START position.
Pressure Switches
Travel Pressure Switch
The travel pressure switch detects a travel operation. The travel pressure switch sends an input signal
to the machine ECM. The machine ECM uses the switch information to control the engine speed and
pump control.
Standard Implement Pressure Switch
The pressure switch detects an implement operation. The switch sends an input signal to the machine
ECM. The machine ECM uses the switch information to control the engine speed and pump control.
Other Pressure Switches
The following pressure switches are also used for the control of the excavator:
• Joystick Pressure Switch (If Equipped)
• Boom Up Priority Pressure Switch (If Equipped)
• 2 Way Lever Change Pressure Switch (If Equipped)
Other Switches
The following switches are also used for the control of the excavator:
• Capsule Filter Plugged Switch
• Water Separator Level Switch
• User-Defined Shutdown Switch
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Systems Operation
i06834507
Electrical Output Components

SMCS - 1400
S/N - DFM1-UP
S/N - DNP1-UP
S/N - EKT1-UP
S/N - FKK1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - XBB1-UP
S/N - YBE1-UP
S/N - YEA1-UP
S/N - ZCS1-UP
Machine ECM Outputs

Block Diagram of the Electronic Control System
(1) Switch panel
(2) Travel alarm
(3) Electric lifting pump
(4) Fault alarm
(5) Chassis/cab lamp relay
(6) Boom lamp relay
(7) Wiper Controller
(8) A/C clutch solenoid
(9) Machine electronic control module (ECM)
(10) Engine speed command
(11) Glow plug relay
(12) Starter relay
(13) Engine shutoff solenoid
(14) 2 Pump flow combine solenoid
(16) Swing brake solenoid
(17) Travel speed solenoid
(18) Hydraulic lock solenoid
(19) Power shift pressure PRV
(20) 2 Way lever change solenoid
(21) Flow limit pressure PRV
(22) Variable relief 1 PRV
(23) Variable relief 2 PRV
(24) ATCH stem 1 retract PRV
(25) ATCH stem 1 extend PRV
(30) ATCH Quick Coupler Solenoid
Standard Solenoids
Swing Brake Solenoid
When implements and/or tools other than travel are activated, the swing brake solenoid is energized,
allowing pilot oil to release the swing brake. The solenoid is de-energized when 6.5 seconds have
elapsed after the pedals/levers are put into the neutral position. When the solenoid is de-energized,
pilot oil is blocked and the swing brake is applied.
Travel Speed Change Solenoid
This solenoid is used to change the travel speed between high (Rabbit) to low (Turtle). The travel
speed is set to the low (Turtle) mode when the solenoid is de-energized.
Power Shift Pressure PRV Solenoid
The Machine ECM controls the driving current for the proportional reducing valve for power shift
pressure. The Machine ECM responds to inputs from the position of the engine speed dial, the engine
speed, and the pump delivery pressure.
Hydraulic Lock Solenoid
The hydraulic lock solenoid is an output of the machine ECM. The hydraulic lock solenoid is
energized in order to enable the primary hydraulic pressure. The hydraulic lock solenoid is de-
energized in order to disable the primary hydraulic pressure.
Straight Travel Solenoid
The straight travel solenoid is energized to maintain straight travel even though a swing operation or
implement operation is performed during travel.
Switch Panel Output Components

Quick Coupler Solenoid
The "Quick Coupler" Function provides the operator a quick method of changing attachments. The
request for "Quick Coupler" LOCK or UNLOCK is selected from the Quick Coupler Menu option in
the Monitor.
Travel Alarm
The travel alarm sounds to alert persons in the area that the machine is moving.
Fault Alarm
The alarm sounds to alert the operator when a high emergency condition is present. For example, the
engine oil pressure decreases below a set value.
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Systems Operation
i06826302
Electronic Control Module

SMCS - 7610
S/N - JEG1-UP
S/N - KBS1-UP
S/N - KBX1-10000
S/N - KCE1-UP
S/N - LCA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBH1-UP
S/N - PBB1-UP
S/N - PFE1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - WBF1-UP
S/N - XBK1-UP
S/N - YBE1-UP
S/N - YBJ1-UP
S/N - YCR1-UP
S/N - ZBH1-UP
Machine ECM
Electronic Control Module (ECM)
Machine ECM
(1) Controller
(2) Connector
Connector of Machine ECM
(2) Connector
The output from the Machine ECM is based on input information from the sensors. The output
commands are based on the software programmed into the control module. After the Machine ECM
receives the input information, the ECM sends a corresponding response to the outputs. The inputs
and outputs of the ECM are connected to the machine harness by one 70-pin connector. The inputs
and outputs to the ECM can be viewed through the Caterpillar Electronic Technician (Cat ET). Input
and output information can also be viewed using the Operator Monitor.
The ECM also communicates with sensors and other control modules via the CAN Data Link. The
data link is bidirectional, allowing the Machine ECM to both receive and send information with the
Engine ECM. The Machine ECM also communicates to input and output components that are directly
connected to the Switch Panel. The Switch Panel is used to link input and output components to the
Machine ECM via the CAN Data Link.
Note: Only the complete ECM is serviced (no lower levels components). The ECM must be replaced
if the ECM is damaged. Replace the ECM if a failure is diagnosed.
Pin Locations
The Cat Data Link is used to provide a connection for the service tool for troubleshooting, testing, and
calibrations. The data link is bidirectional. The data link allows the ECM to receive information. The
data link also allows the ECM to send information.
Table 1
Machine ECM Connector Descriptions for 320D2 and 323D2(1)
No.(2) Pin Description Type
1 Battery+ Power
2 GND Ground
3 Key Switch Power
4 Swing Brake Solenoid On/Off Driver

7 Travel Speed Solenoid On/Off Driver
8 Hydraulic Lock Solenoid On/Off Driver

9 Travel Straight Solenoid On/Off Driver
10 8V Supply Power
14 Battery + Power
15 GND Ground
16 PRV Return 1 Ground

19 Hydraulic Lock Cancel Switch Switch to Battery

22 Pump 1 Pressure Sensor PWM
23 Pump 2 Pressure Sensor PWM

25 "PRV Return 3-" Ground
27 2 Pump Flow Combine Solenoid On/Off Driver

28 NFC 1 Pressure Sensor PWM
29 NFC 2 Pressure Sensor PWM

31 Boom Up Pressure Switch Switch to Ground
33 Powershift Pressure Solenoid On/Off Driver

36 Left Joystick Switch 1 (Upper) PWM
38 Right Joystick Switch 1 (Upper) PWM

40 Flow Limit Solenoid PRV Driver
41 Variable Relief 1 Solenoid PRV Driver

42 Variable Relief 2 Solenoid PRV Driver
44 Travel Right Pressure Switch Switch to Ground
45 Travel Left Pressure Switch Switch to Ground

46 Travel Straight Pressure Switch Switch to Ground
47 One Touch Low Idle Switch Switch to Ground

48 Stem 1 Retract Solenoid PRV Driver
49 Stem 1 Extend Solenoid PRV Driver

55 Implement Pressure Switch Switch to Ground

57 Foot Switch Switch to Ground

64 CAN 2 Data Link + Input/Output

65 CAN 2 Data Link - Input/Output
66 CAN 1Data Link + Input/Output

67 CAN 1 Data Link - Input/Output
68 Thumb Wheel - LH (Left Joystick SW # 4) PWM
69 Thumb Wheel - RH (Right Joystick SW # 4) PWM

( 1)
The ECM responds to an active input only when all the necessary conditions are satisfied.
( 2)
The connector contacts that are not listed are not used.
Table 2
Machine ECM Connector Descriptions for 320D2 GC(1)
No. Type Pin Description

1 Power Battery+
2 Ground Ground
3 Power Key Switch
4 Output Swing Brake Solenoid
5 Output Starter Relay
6 Output Shutoff Solenoid

7 Output Travel Speed Solenoid
8 Input Hydraulic Lock Solenoid
9 Output Straight Travel Solenoid

10 Power Power Supply for Sensor (8V)


14 Power + Battery
15 Ground Ground
16 Ground PRV Return 1
18 Output Glow Plug Relay

19 Output Hydraulic Lock Cancel Switch
20 Input Glow Plug Status

22 Input Pump 1 Pressure Sensor
23 Input Pump 2 Pressure Sensor

24 Output Engine Speed Command
25 Ground "PRV Return 3"

27 Output 2 Pump Flow Combine Solenoid
28 Input NFC 1 Pressure Sensor

29 Input NFC 2 Pressure Sensor
31 Input Boom Up Priority Pressure Switch

33 Output PS Pressure PRV
36 Input Left J/S Switch 1 (Upper)

38 Input Right J/S Switch (Upper)
40 Output Flow Limit Pressure PRV
41 Output Variable Relief 1 PRV
42 Output Variable Relief 2 PRV

44 Input Right Travel Pressure Switch
45 Input Left Travel Pressure Switch
46 Input Straight Travel Pressure Switch

47 Input One Touch Low Idle
48 Output ATCH Stem 1 Retract PRV

49 Output ATCH Stem 1 Extend PRV

52 Input Atmosphere Sensor
54 Input Engine Speed Sensor

55 Input Implement Pressure Switch
56 59 User Defined Shutdown Switch
57 59 Foot Switch

61 Input Fuel Filter Plugged Sensor

62 Input Engine Oil Pressure Sensor
64 Input/Output CAN 2+ (J1939) Data Link

65 Input/Output CAN 2- (J1939) Data Link
66 Input/Output CAN 1+ Data Link
67 Input/Output CAN 1- Data Link

68 Input Thumb Wheel - LH (Left J/S SW # 4)
69 Input Thumb Wheel - RH (Right J/S SW # 4)

70 Input Squeeze Pressure Sensor
( 1)
The connector contacts that are not listed are not used.
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Systems Operation
i06834392
Engine Control
SMCS - 1900
S/N - DFM1-UP
S/N - DNP1-UP
S/N - EKT1-UP
S/N - FKK1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - XBB1-UP
S/N - YBE1-UP
S/N - YEA1-UP
S/N - ZCS1-UP
Engine Speed Control
(1) Machine ECM
(2) Operator Monitor
(3) Engine speed dial
(4) Governor
Machine ECM (1) receives the engine speed dial (3) signal from the soft switch panel. The machine
ECM then transmits the desired engine speed to governor (4). The position of the engine speed dial is
indicated on operator monitor (2). The machine ECM and soft switch panel ECM communicates these
signals via the CAN data link.
Engine speed dial (3) is a 10-position switch. The selected position is displayed on operator monitor
(2). The desired engine speed for each dial position can be changed in Cat ET. The hydraulic torque
settings for each dial position can be changed in Cat ET or through the monitor.
Note: The actual engine RPM and torque output will vary, depending on the setting of the power
mode that is selected.
Table 1
Corresponding Engine RPM and Torque Output for Each Engine Speed Dial Position (No
Load Condition)
Standard Power Mode Economy Mode

Engine Speed Dial
Position Engine Torque Output Engine Torque Output
RPM (%) RPM (%)
1 1000 20.0 1000 20.0
2 1100 40.0 1100 40.0
3 1200 60.0 1200 60.0

4 1300 70.0 1300 70.0
5 1400 80.0 1400 80.0

6 1506 90.0 1432 83.0
7 1554 95.0 1474 86.0

8 1590 99.0 1506 90.0
9 1700 99.0 1554 95.0
10 1800 100.0 1590 99.4
Self-Diagnostic Function
Machine ECM (4) is a self-diagnostic component. The machine ECM monitors the inputs and the
outputs. The machine ECM monitors the system problems that can occur and system warnings that
are generated during the operation of the machine. The machine ECM will display a system warning
that is generated, or a problem that has been detected, via the self-diagnostic function on operator
monitor (2).
Note: A log file is kept for the warnings. The log file contains the time and the number of occurrences
of each warning.
Automatic Engine Speed Control (AEC)
(1) Machine ECM
(4) Governor
(5) Switch Panel
(6) Pump 1 Pressure Sensor
(8) Implement Pressure Sensor
(13) Left Travel Pressure Sensor
(17) Right Travel Pressure Sensor
The Automatic Engine Speed Control (AEC) automatically reduces engine RPM when the machine is
inactive. The AEC system is designed to reduce fuel consumption and noise. Lower engine speeds
can also increase engine life.
The AEC system will be inoperable while the backup switch of the electronic controller system is in
the MAN position.
The engine rpm will recover automatically to the setting of the engine speed dial when any hydraulic
function is activated. The AEC system operates in three modes. Refer to Table 2 for a description of
each mode.
Hydraulic demand is detected by either the implement pressure sensor, the travel pressure sensor, or
the pump discharge pressure sensors.
Note: Input components related to the tool control system can detect hydraulic demand as well.
Automatic Engine Speed Control (AEC) Selection Switch
The Automatic Engine Speed Control switch is activated when the engine start switch is turned to the
ON position. The indicator lamp will turn on. When you press the AEC switch, the function of the
AEC switch changes from ON to OFF. The operator can choose from three possible modes for
automatic engine speed control. Refer to Table 2 for more details.
One-Touch Low Idle Switch (RH Joystick)
Activate the manual low idle in order to reduce the engine speed to approximately 1100 rpm. Pressing
the switch again will allow the engine speed to return to the original setting of the engine speed dial.
The manual low idle allows the operator to reduce the rpm without touching the engine speed dial.
This action is useful when the operator wants to reduce the engine speed to talk to someone or while
the operator is waiting for a truck.
Operation of the automatic engine speed control depends on the position of the AEC switch and of the
switch for manual low idle. The engine rpm will recover automatically to the setting of the engine
speed dial when any hydraulic function is activated.
Table 2
Setting of
Position of Position of
AEC Engine
AEC Manual Low Description of Mode
Mode Speed
Switch Idle Switch
Dial
First OFF 3 to 10 OFF The electronic controller automatically
stage reduces engine speed by 100 rpm after there
has been no hydraulic demand for
approximately 5 seconds.
The AEC system in the electronic controller

will automatically reduce the engine rpm to
Second
ON 3 to 10 OFF approximately 1100 rpm after there has been
stage
no hydraulic demand for approximately 5
seconds.
Manual ON or The engine speed is reduced to

3 to 10 ON
low Idle OFF approximately 1100 rpm.
One-Touch Low Idle
(1) Machine ECM
(2) Monitor
(4) Governor
(5) Switch Panel
(8) Implement Pressure Sensor
(10) One-Touch Low Idle Switch (RH Joystick)
When one-touch low idle switch (10) is pressed, and the machine is not under load (all levers and
pedals in the neutral position), the engine RPM can be set lower than the RPM set by the AEC "Stage
2" setting. When normal operations resume, the engine RPM will return to match the Engine Speed
Dial 2 setting.
The operational condition of the machine is detected by the implement pressure sensor of the joystick
and the travel sensors of the travel pedal .
Using the One-Touch Low Idle Feature
The one-touch low idle feature will activate during all "stopped" conditions of the implement, swing,
travel, and tools. However, when the "One-Touch Low Idle" switch is pressed, the control will lower
the engine speed. The speed is reduced to a speed dial setting of 2 or approximately 1100 rpm. This
control overrides the AEC.
Release of the One-Touch Low Idle
The one-touch low idle switch will be released when any of the following conditions occur:
• The one-touch low idle switch is pressed again.
• An increase in pilot pressure sensed by the implement pressure sensor.
• An increase in pilot pressure sensed by the travel pressure sensor.
• A pressure switch that is related to a tool is set to the ON position.
• An increase in pump pressure sensed by the pump pressure sensors.
The engine RPM is different after the switch has been released. The different speed will depend on
the conditions of the release.
1. The engine RPM matches the engine speed dial setting when the one-touch low idle feature is
released by operating an implement or tool.
2. The engine RPM is set by the AEC when the one-touch low idle switch is used to release the
one-touch low idle function. The engine RPM will be affected by the following conditions:
a. When the AEC "Stage 1" is selected, engine RPM will be set to the AEC "Stage 1"
setting. That setting is approximately 100 RPM lower than the current setting of the
engine speed dial RPM.
b. When the AEC "Stage 2" is selected, engine RPM will be set to the AEC "Stage 1"
setting. That setting is approximately 1100 RPM.
c. Engine RPM matches the RPM of current engine speed dial settings, when engine RPM
is lower than the AEC "Stage 2" setting. The setting of this RPM is not based on a setting
of the AEC function.
Engine Speed Protection

Delayed Engine Shutdown
(1) Machine ECM
(2) Monitor
(4) Governor
(11) Key Switch
(12) Hydraulic Lock Solenoid
The Delayed Engine Shutdown function allows the engine or exhaust system to run at low idle after
the key is turned OFF. This function provides a cool down period for the engine or exhaust system.
During the cool down period the engine burns soot that has collected in the exhaust system.
(A) Key OFF position
(B) Emergency Stop position
If an immediate stop of the engine is necessary after the key has been turned OFF, turn the key to the
Emergency Stop position (full left position).
Pump Torque Control
(1) Machine ECM
(2) Monitor
(5) Switch Panel
(16) Power Shift Pressure PRV
The Machine ECM (1) controls the power shift pressure, based on the position of the engine speed
dial (3) (throttle).
The Machine ECM (1) estimates the load of the main pump. The Machine ECM (1) controls the
amount of torque required for the main pump.
When the power shift pressure is low, the output of the pump is decreased. When the power shift
pressure is high, the torque output of the pump increases. The pump control reaches constant
horsepower control at engine speed dial settings of 1 to 9 and comes to under speed control at position
10.
Antistall Function
The output of the engine will decrease when inferior fuel is used to operate the machine or when the
machine is operated at high altitudes. When the engine output decreases, the engine speed will drop
during operation.
When the engine speed is decreased by more than 250 rpm below the rpm for a “no load” condition at
a given "Engine Speed Dial" setting, the power shift pressure is increased in order to reduce the load
on the pump.
Automatic Travel Speed Change Function
(1) Machine ECM
(5) Switch Panel
(17) Travel Speed Solenoid
The location of the switch that is used to control the travel speed of the machine.
There are two modes of travel for the machine. The modes are "Tortoise" and "Rabbit". The control
for the travel speed is located on the touch pad that is located to the right of the operator. The panel
includes an indicator in order to display the speed function that is active. When the main pump
pressure is low, the travel speed is automatically increased to high speed. When the main pump
pressure is high and the selected travel speed is high, the travel speed is automatically switched to low
speed. When the travel speed is set to Tortoise, the travel speed is fixed at the low speed (no change).
Shutdown SIS
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Systems Operation
i04155928
Final Drive
SMCS - 4050
Final drive
(1) Planetary shaft (second stage)
(2) Planetary gear (second stage)
(3) Roller bearing
(4) Gear coupling
(5) Pin
(6) Bearing
(7) Motor housing
(8) Travel motor
(9) Pin
(10) Housing (sprocket)
(11) Travel motor output shaft
(12) Ring gear
(13) Planetary carrier (second stage)
(14) Sun gear (second stage)
(15) Planetary carrier (first stage)
(16) Cover
(17) Sun gear (first stage)
(18) Roller bearing
(19) Planetary shaft (first stage)
(20) Planetary gear (first stage)
The final drive reduces the rotational speed of travel motor (8). Travel motor output shaft (11) is
splined to first stage sun gear (17) of the final drive.
The final drive consists of two groups. The first group is the two stages of the planetary gears. The
second group is the output group.
The two stages of the planetary gears contain the following components.
• The components of the first stage reduction are planetary carrier (15), ring gear (12), planetary
gear (20) and sun gear (17).
• The components of the second stage reduction are sun gear (14), planetary carrier (13),
planetary gear (2) and ring gear (12).
The output group is described in the following manner. The rotation of housing (10) develops output
torque that is used to drive the track. Housing (10), ring gear (12) and cover (16) are held together
with bolts. Housing (10), ring gear (12) and cover (16) are held in position by bearing (6). Housing
(10) and cover (16) rotate with ring gear (12).
The planetary gears reduce the travel speed. The travel speed is reduced by the ratio of teeth of the
sun gear and the ring gear. The compact travel drive offers a greater reduction ratio when the sun gear
is incorporated in the ring gear.
Operation
Sun gear (17) is splined to output shaft (11). The rotation of travel motor output shaft (11) is
transferred to sun gear (17). Sun gear (17) rotates clockwise. The travel drive assembly operates in the
following manner.
First stage reduction group
(12) Ring gear
(17) Sun gear (first stage)
(18) Roller bearing
(19) Planetary shaft (first stage)
(20) Planetary gear (first stage)
Sun gear (17) engages with planetary gears (20) in the first stage reduction group. Planetary gears
(20) rotate counterclockwise as sun gear (17) rotates clockwise. Planetary gears (20) also engage with
ring gear (12). Planetary gears (20) advance clockwise around the teeth of ring gear (12). Planetary
gears (20) are mounted to planetary carrier (15) by planetary shafts (19) and roller bearings (18). The
assembly of planetary carrier (15), planetary gears (20), planetary shafts (19) and roller bearings (18)
rotates clockwise.
Splines in engagement
(14) Sun gear (second stage)
(21) Splines in engagement
The rotation of planetary carrier (15) is transferred to sun gear (14) of the second stage. The splines of
planetary carrier (15) meshes with the teeth of sun gear (14). Sun gear (14) rotates clockwise.
The teeth of sun gear (14) mesh with the teeth of planetary gears (2). The teeth of planetary gears (2)
mesh with the teeth of ring gear (12).
As sun gear (14) rotates clockwise, planetary gears (2) will rotate counterclockwise. Planetary gears
(2) are mounted to planetary carrier (13) by planetary shafts (1) and roller bearings (3). As planetary
gears (2) rotate counterclockwise, planetary carrier (13) will try to rotate clockwise.
The splines on planetary carrier (13) of the second stage engage with the teeth on the outer
circumference of gear coupling (4). Gear coupling (4) is held to motor housing (7) through pins (5)
and pins (9). Motor housing (7) is bolted to the track frame.
Planetary carrier (13) does not rotate. Planetary shafts (1) do not rotate. The axis of planetary gears
(2) are stationary. This causes ring gear (12) to rotate clockwise.
Ring gear (12) and housing (10) are held together with bolts. The sprocket wheel is bolted to housing
(10). The torque of sun gear (14) is transferred to housing (10). This action causes the sprocket to
rotate clockwise. The right track rotates in the forward direction.
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Systems Operation
i05943792
Gear Pump (Pilot)

SMCS - 5073; 5085
Pilot pump
The pilot pump is a gear type pump that supplies oil flow to the pilot system. The pilot pump is
mechanically connected to the drive pump. The pump delivery rate with load is approximately
32 L/min (8.4 US gpm).
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Systems Operation
i02578588
General Information
SMCS - 4000; 4250; 4265; 4284; 4300; 4801; 5050
Reference: For testing and adjusting of the hydraulic system, refer to Testing and Adjusting,
"Excavator Hydraulic System" for your machine.
Reference: For systems operation of the electronic control unit and electronic system, refer to
Systems Operation/Testing and Adjusting, "Machine Electronic Control System" for your machine.
Reference: For more information on specifications with illustrations, refer to Specifications,

"Excavator Machine System Specifications" for your machine.
Reference: For more information on the hydraulic schematics, refer to Schematic, "Excavator
Hydraulic System" for your machine.
Reference: For more information on electrical schematics, refer to Schematic, "Excavator Electrical
System" for your machine.
Shutdown SIS
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Product: EXCAVATOR
Systems Operation
i01711710
Graphic Color Codes

SMCS - 5050
Shutdown SIS
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Product: EXCAVATOR
Systems Operation
i05943828
Hydraulic Filter (Pilot)

SMCS - 5068; 5092
(1) Pilot oil filter
The oil delivery from the pilot pump flows through pilot oil filter (1) and into the components in the
pilot system.
(1) Pilot oil filter
(2) Filter element
(3) Bypass relief valve
Filter element (2) in pilot oil filter (1) removes contaminants from the pilot oil.
If the pilot oil is cold or if the flow of pilot oil through filter element (2) becomes restricted by
contaminants, the oil bypasses filter element (2) through bypass relief valve (3). Bypass relief valve
(3) is built into the base for the pilot oil filter.
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Systems Operation
i05944965
Hydraulic Oil Cooler

SMCS - 1374
(19) Fan shroud
(28) Inlet line to hydraulic oil cooler
(29) Hydraulic oil cooler inlet
(31) Hydraulic oil cooler outlet
The hydraulic oil cooler is mounted in front of the engine. Hydraulic oil cooler (18) is integrated with
the engine coolant radiator. The hydraulic oil cooler is mounted in the inboard side of the radiator.
The hydraulic oil flows through the hydraulic oil cooler in order to maintain the operating temperature
of the oil. A fan that is driven by the engine pulls air through the radiator. A portion of the return oil
from the main control valves flows through the bypass check valve and flows through line (28), and
inlet (29) to hydraulic oil cooler (18). The hydraulic oil that is cooled by the hydraulic oil cooler flows
through outlet (31), return line (30), and the return filter to the hydraulic tank.
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Systems Operation
i02668572
Hydraulic Tank and Filter

SMCS - 5056; 5068
(19) Return filter
(25) Hydraulic tank
(34) Element
(35) Return chamber
(36) Tank chamber
(37) Suction filter
(38) Line
(39) Suction line
(40) Port
(41) Relief valve
(42) Passage
The return oil from the hydraulic oil cooler flows through port (40) and passage (42) to return
chamber (35).
Return filter (19) consists of element (34) and relief valve (41). The return filter is mounted on the
rear surface of the hydraulic tank.
The return oil passes through element (34) of return filter (19). The return oil then flows through line
(38) to hydraulic tank (25). Thereafter, the oil passes through suction filter (37) and the oil is
delivered to the pumps through suction line (39).
(43) Air breather
Air breather (43) is located on the upper surface of the hydraulic tank. The air breather prevents an
increase or a decrease of air pressure in the hydraulic tank regardless of the following circumstances :
• Change of air pressure in the hydraulic tank due to cylinder movement.
• Change of air pressure in the hydraulic tank capacity due to a temperature change.
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Systems Operation
i05412500
Main Control Valve

SMCS - 5051
Hydraulic schematic
(1) Stick drift reduction valve
(2) Line relief valve (stick cylinder rod end)
(4) Line relief valve (boom cylinder head end)
(5) Return port
(7) Stick regeneration valve
(10) Straight travel solenoid valve
(12) Attachment control valve
(17) Relief valve (negative flow)
(19) Relief valve (negative flow)
(22) Stick l control valve
(24) Swing control valve
(27) Boom regeneration valve
(28) Line relief valve (boom cylinder rod end)
(30) Line relief valve (stick cylinder head end)
(31) Variable swing priority valve
(32) Main relief valve
(33) Stick unloading valve
(34) Line relief valve (bucket cylinder rod end)
(35) Line relief valve (bucket cylinder head end)
(37) Pressure port (idler pump)
(38) Negative flow control line (idler pump)
(39) Pressure port (drive pump)
(40) Negative flow control line (drive pump)
(41) Idler pump
(42) Pilot pump
(43) Drive pump
(44) Hydraulic tank
Main control valve ports
(AR1) Right travel control valve (REVERSE TRAVEL)
(AR2) Attachment control valve (port)
(AR3) Bucket control valve (BUCKET CLOSE)
(AR4) Boom l control valve (BOOM LOWER)
(AR5) Stick II control valve (STICK IN)
(BR1) Right travel control valve (FORWARD TRAVEL)
(BR2) Attachment control valve (port)
(BR3) Bucket control valve (BUCKET OPEN)
(BR4) Boom l control valve (BOOM RAISE)
(BR5) Stick II control valve (STICK OUT)
(AL1) Left travel control (REVERSE TRAVEL)
(AL2) Swing control valve (SWING LEFT)
(AL3) Stick l control valve (STICK IN)
(AL4) Boom II control valve (BOOM RAISE)
(BL1) Left travel control valve (FORWARD TRAVEL)
(BL2) Swing control valve (SWING RIGHT)
(BL3) Stick l control valve (STICK OUT)
(aR1) Pilot port at right travel control valve (REVERSE TRAVEL)
(aR2) Pilot port at attachment control valve
(aR3) Pilot port at bucket control valve (BUCKET CLOSE)
(aR4) Pilot port at boom l control valve (BOOM LOWER)
(aR5) Pilot port at stick II control valve (STICK IN)
(aL1) Pilot port at left travel control valve (REVERSE TRAVEL)
(aL2) Pilot port at swing control valve (SWING LEFT)
(aL3) Pilot port at stick l control valve (STICK IN)
(aL4) Pilot port at boom II control valve (BOOM RAISE)
(bR1) Pilot port at right travel control valve (FORWARD TRAVEL)
(bR2) Pilot port at attachment control valve
(bR3) Pilot port at bucket control valve (BUCKET OPEN)
(bR4) Pilot port at boom l control valve (BOOM RAISE)
(bR5) Pilot port at stick II control valve (STICK OUT)
(bL1) Pilot port at left travel control valve (FORWARD TRAVEL)
(bL2) Pilot port at swing control valve (SWING RIGHT)
(bL3) Pilot port at stick l control valve (STICK OUT)
(bL4) Pilot port at boom II control valve (STICK IN)
(DST) Drain port (straight travel control valve)
(HL) Negative flow signal pressure port (idler pump)
(HR) Negative flow signal pressure port (drive pump)
(Pi1) Pilot port (boom regeneration valve)
(Pi2) Pilot port (stick regeneration valve)
(Pi3) Pilot port (variable swing priority valve)
(Pi4) Pilot port (straight travel solenoid valve)
(R2) Return port
(R3) Return port
Introduction
(10) Straight travel solenoid valve
(28) Line relief valve (boom cylinder rod end)
(30) Line relief valve (stick cylinder head end)
(45) Right body
(46) Left body
Main control valve (bottom view)
(4) Line relief valve (boom cylinder head end)
Bottom view of main control valve
(2) Line relief valve (stick cylinder rod end)
Main control valve (6) is located in the hydraulic system between the main pumps and actuators
(cylinders and motors). Depending on the machine operation, the oil flow from drive pump (43), idler
pump (41) and pilot pump (42) to the hydraulic circuits are controlled by the operation of each
component in the main control valve. By this control, the speed and direction of the cylinders and the
motors can be controlled and adjusted. The pump delivery pressure can be controlled and adjusted.
The main control valve includes right body (46) and left body (45). The main control valve is coupled
together with bolts in order to make one assembly.
1. The right travel control valve (11), attachment control valve (12), bucket control valve (13),
boom l control valve (15) and stick II control valve (16) are located in right body (46). The
drive pump oil is delivered through pressure port (39), center bypass passage (14), and return
port (5) to hydraulic tank (44). In addition, the following components are located in right body
(46).
a. The line relief valve (bucket cylinder rod end) (34) and the line relief valve (bucket
cylinder head end) (35) limit the pressure in the bucket circuit due to external forces.
b. When the joysticks and/or travel levers/pedals are in the NEUTRAL position, or when
the joysticks and/or travel levers/pedals are partially moved from the NEUTRAL
position, negative flow control relief valve (19) and the negative flow control orifice (29)
decrease the pump flow.
c. Boom drift reduction valve (3) prevents boom drift when the joystick for the boom is in
the NEUTRAL position. The line relief valve (boom cylinder head end) (4) is mounted
on the boom drift reduction valve. The line relief valve (boom cylinder rod end) (28) is
also located on the right body.
d. Boom regeneration valve (27) supplies return oil from the head end of the boom cylinders
to the rod end of the boom cylinders when the boom is lowered.
e. Load check valves (26) are part of the following control valves: attachment control valve
(12), bucket control valve (13), boom l control valve (15) and stick II control valve (16).
1. Straight travel control valve (18), left travel control valve (25), swing control valve (24), stick l
control valve (22) and boom II control valve (21) are located in left body (45). The idler pump
oil is delivered through pressure port (37), center bypass passage (23), and return port (5) to
hydraulic tank (44).
Note: In addition, the following components are located in left body (45).
a. Stick drift reduction valve (1) prevents stick drift when the joystick for the stick is in the
NEUTRAL position. The line relief valve (stick cylinder rod end) (2) is mounted on the
stick drift reduction valve. The line relief valve (stick cylinder head end) (30) is also
located on the left body.
b. When the joysticks and/or travel levers/pedals are in the NEUTRAL position, or when
the joysticks and/or travel levers/pedals are partially moved from the NEUTRAL
position, negative flow control relief valve (17) and the negative flow control orifice (20)
decrease the pump flow.
c. Stick regeneration valve (7) supplies return oil from the rod end of the stick cylinder to
the head end of the stick cylinder during the stick in function.
d. Stick unloading valve (33) reduces the back pressure in the rod end of the stick cylinder
during the stick in function.
e. Load check valves (8) are part of the following control valves: swing control valve (24)
and stick l control valve (22).
f. Main relief valve (32) limits the main hydraulic system pressure.
• When the main control valve is in the NEUTRAL position, no pump oil flows to the cylinders
and the motors. Main control valve operation in the NEUTRAL position is described later in
this section.
• The main control valve controls the negative flow control signal. For more information on the
negative flow control operation, refer to Systems Operation, "Negative Flow Control System".
• The main control valve prevents cylinder drift with the load check valves. For more information
on the load check valves, refer to Systems Operation, "Check Valve (Load)".
• The main control valve limits the circuit pressure with relief valve operation. For more
information on the limitation of circuit pressure, refer to Systems Operation, "Relief Valve
(Main)" and Systems Operation, "Relief Valve (Line)".
The description of other components that are installed on the main control valve or in the main control
valve will be listed separately. Refer to the appropriate sections that are in this manual for further
information on the components.
Main Control Valve Operation in NEUTRAL Position

Main control valve (neutral position)
(7) Inlet port
(14) Right body
(15) Left body
(17) Return port
(19) Return passage
(21) Inlet port
(23) Return passage
The drive pump supplies oil to right body (14) through inlet port (7). The oil then flows through
center bypass passage (20) and parallel feeder passage (6). The idler pump supplies oil to left body
(15) through inlet port (21). The oil then flows through center bypass passage (22) and parallel feeder
passage (10).
When all of the joysticks and/or travel levers/pedals are in the NEUTRAL position, drive pump oil
flows through center bypass passage (20), negative flow control orifice (18), return passage (19),
return passage (23), and return port (17) back to the hydraulic tank. Idler pump oil from inlet port (21)
flows through center bypass passage (22), negative flow control orifice (16) and return port (17) back
to the hydraulic tank. Oil in parallel feeder passages (6) and (10) remains blocked by each control
valve spool.
Activation of any joystick and/or travel levers/pedals provides two paths for drive pump oil. One path
flows through center bypass passage (20) to right travel control valve (5). The other path flows
through parallel feeder passage (6), attachment control valve (4), bucket control valve (3), and boom l
control valve (2). Activation of any joystick and/or travel levers/pedals also provides two paths for
idler pump oil. One path flows through center bypass passage (22) to left travel control valve (9) and
stick l control valve (12). The other path flows through parallel feeder passage (10) to swing control
valve (11).
Individual Valve Operation

Bucket control valve (NEUTRAL position)
(2) Port
(5) Passage
(6) Port
(7) Line relief valve (bucket cylinder head end)
(8) Pilot port
(9) Pilot port
(10) Return passage
(11) Spool
(13) Spring
The bucket control valve is used as a typical example for describing the operation of individual
control valves.
When the joysticks and/or travel levers/pedals are in the NEUTRAL position, pilot oil does not flow
to port (8) and port (9). Spool (11) is centered in the NEUTRAL position by the force of spring (13).
The drive pump oil flows through center bypass passage (12) to the hydraulic tank.
Bucket control valve BUCKET CLOSE
(2) Port
(5) Passage
(6) Port
(8) Pilot port
(10) Return passage
(11) Spool
(14) Passage
(15) Passage
When the joystick for the bucket is moved to the BUCKET CLOSE position, pilot oil is supplied to
pilot port (8). Spool (11) moves to the left. Center bypass passage (12) is closed and passage (15)
becomes opened. Port (14) is now connected to return passage (10).
Oil that is in parallel feeder passage (3) flows through load check valve (4), passage (5) and passage
(15). The oil then flows to port (6). The bucket cylinder rod extends. When the bucket cylinder rod
extends, the displaced oil in the rod end flows to port (2).
Oil flows through port (2) to return passage (14) and back to the hydraulic tank.
Shutdown SIS
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Product: EXCAVATOR
Systems Operation
i06834455
Main Electrical System

SMCS - 1400
S/N - KBS1-UP
S/N - LCA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - PBB1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - WBF1-UP
S/N - YBE1-UP
Diagram of the Electronic Control System
(1) Switch Panel
(2) Alternator R Terminal
(3) Fuel Level Sensor
(4) Hydraulic Oil Temperature Sensor
(5) ATCH Hydraulic Oil Filter Switch
(6) Water Separator Level Switch
(7) Fine Swing Switch
(8) Bucket In Pressure Switch
(9) Air Filter Plugged Switch
(10) Capsule Filter Plugged Switch
(11) ATCH Over Load Warning Switch
(12) Engine Oil Level Switch
(13) ATCH Quick Coupler Switch
(14) Fault Alarm
(15) Travel Alarm
(16) ATCH Quick Coupler Hydraulic Lock Relay
(17) Fine Swing Solenoid
(18) Heavy Lift Solenoid
(19) Quick Coupler Unlock Solenoid
(20) A/C Clutch Solenoid
(21) Quick Coupler Hold to Run Solenoid
(22) Electric Lifting Pump Relay
(23) Glow Plug Relay
(24) Engine Oil Level Switch
(25) Machine ECM
(26) Travel Straight Pressure Switch
(27) Thumbwheel RH/LH Switch
(28) Foot Switch
(31) Left Travel Pressure Switch
(32) Right Travel Pressure Switch
(33) Implement Pressure Switch
(34) One Touch Low Idle Switch
(35) Key Switch
(36) Hydraulic Lock Cancel Switch
(37) Boom Raise Pressure Sensor
(38) Atmosphere Sensor
(39) Fuel Filter Plugged Sensor
(40) Engine Oil Pressure Sensor
(41) Ambient Temperature Sensor
(42) User Defined Shutdown Switch
(43) Engine Speed Pickup
(44) Glow Plug Status Sensor
(45) Secondary Shutdown Switch
(46) Fan Speed Sensor
(47) Bucket cylinder Head Pressure Sensor
(48) ATCH High Pressure Sensor
(49) ATCH Medium Pressure Sensor
(50) Swing Brake Solenoid
(51) Travel Speed Solenoid
(52) Hydraulic Lock Solenoid
(53) Travel Straight Solenoid
(54) ATCH Stem 1 Extend Solenoid
(55) ATCH Stem 1 Retract Solenoid
(60) Shutoff Solenoid
(61) Flow Limit Solenoid
(62) 2 Pump Flow Combine Solenoid
(63) Power Shift Pressure Solenoid
(64) Relief 1 Solenoid
(65) Relief 2 Solenoid
(66) Neutral Start Relay
The Electronic Control System controls the hydraulic system. Components in the hydraulic system
are: the Machine ECM (25), various inputs (switches and sensors), various outputs (solenoid valves),
and a monitoring system. The Machine ECM (25) controls Engine Speed, Attachment Actuators,
Pump Power Shift Pressure, Hydraulic Flow Limits, and Monitoring System.
(25) Machine ECM
(68) Connector
The output from Machine ECM (25) is based on input information from the sensors. The output
commands are based on the software programmed into the control module. After Machine ECM (25)
receives the input information, the ECM sends a corresponding response to the outputs. The inputs
and outputs of ECM (25) are connected to the machine harness by a 70-pin connector (68). The inputs
and outputs to the ECM can be viewed through the Caterpillar Electronic Technician (Cat ET). Input
and output information can also be viewed using Operator Monitor (67).
The ECM (25) also communicates with sensors and other control modules via the CAN Data Link.
Machine ECM (25) also communicates to input and output components that are directly connected to
Switch Panel (1). The Switch Panel is used to link input and output components to the Machine ECM
via the CAN Data Link.
Note: Only the complete ECM is serviced (no lower levels components). The ECM must be replaced
if the ECM is damaged. Replace the ECM if a failure is diagnosed.
Operator Monitor and Schematic Symbol
(76) Clock Display Area
(77) Gauge Display Area
(78) Warning Display Area
(79) Information Area
(80) Keypad Guidance Area
The operator monitor displays various data from the Machine ECM (25), and configures settings.
When a machine failure occurs, the operator monitor displays a warning message, and if applicable,
an action lamp and a fault alarm. The operator monitor also displays data concerning
recommendations for adjusting the operation of the machine and/or troubleshooting information.
Note: Refer to the monitoring system service manual for details.
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Product: EXCAVATOR
Systems Operation
i05781305
Main Hydraulic Pump

SMCS - 5070-MV
Construction
Main pumps
(1) Proportional reducing valve (power shift pressure)
(2) Case drain port
(3) Outlet port (drive pump)
(4) Outlet port (idler pump)
(5) Outlet port (pilot pressure)
(6) Port (negative flow control pressure for drive pump)
(7) Port (power shift pressure for drive pump)
(8) Port (pilot oil to proportional reducing valve)
(9) Housing
(10) Port (pressure sensor)
(11) Inlet port (pilot pump)
(12) Port (pressure sensor)
(13) Drive pump
(14) Inlet port (supply oil from the hydraulic tank)
(15) Idler pump
(16) Port (power shift pressure for idler pump)
(17) Port (negative flow control pressure for idler pump)
(71) Pilot pump
The main pump consists of drive pump (13) and idler pump (15). The drive pump and the idler pump
are contained in an integral housing. Both pumps are variable displacement piston pumps. The drive
pump and the idler pump are identical in construction and operation.
Supply oil from the hydraulic tank enters inlet port (14). The single inlet port is common to both
pumps. The drive pump delivers oil through outlet port (3). The idler pump delivers oil through outlet
port (4). Supply oil for pilot pump (71) enters through inlet port (11). The pilot pump delivers oil
through outlet port (5).
Both the drive pump and the idler pump have a regulator as part of the pump control system. The flow
control of the pumps is performed by the operation of the regulators. The control system is identical
for both pumps.
Proportional reducing valve (1) for the power shift pressure is located in the drive pump regulator.
The proportional reducing valve is controlled by the machine ECM. The proportional reducing valve
controls the power shift signal for both the drive pump and the idler pump.
Negative flow control pressure from the main control valve enters the drive pump regulator at port
(6). Negative flow control pressure from the main control valve enters the idler pump regulator at port
(17).
Case drain oil from the pump housing flows from port (2) to the case drain filter.
Operation
Main pumps (sectional view)
(4) Outlet port (idler pump)
(9) Housing
(14) Inlet port (supply oil from the hydraulic tank)
(15) Idler pump
(18) Gear
(19) Drive shaft
(20) Swashplate
(21) Drive shaft
(22) Gear
(23) Plate
(24) Retainer
(25) Piston slipper
(26) Pin
(27) Piston
(28) Barrel
(29) Port plate
(30) Passage
(70) Port block
(71) Pilot pump
Gear (22) of drive shaft (21) meshes with gear (18) of drive shaft (19). Gear (18) and gear (22) have
the same number of teeth. Drive shaft (21) of drive pump (13) is connected to the engine by a
coupling. When the engine is running, drive shaft (19) and drive shaft (21) rotate at the same speed.
Therefore, drive pump (13) and idler pump (15) rotate at the same speed.
Pilot pump (71) is directly connected with drive shaft (21).
Barrel (28) contains nine pistons (27). Piston slippers (25) are connected to pistons (27) by retainers
(24). The piston slippers are pressed against plate (23). Plate (23) lies on swashplate (20). Barrel (28)
is splined to drive shaft (21). As drive shaft (21) rotates, the barrel, the pistons, and the piston slippers
rotate around swashplate (20).
The angle of swashplate (20) determines the length of stroke of piston (27). As the angle of the
swashplate increases, the length of stroke of the pistons increases and the output flow of the pump
increases. As piston slipper (25) rotates around the swashplate, the piston moves out of barrel (28).
The piston draws oil from passage (30) of port plate (29) during this movement. As the piston slipper
continues to rotate around the swashplate, the piston moves into the barrel. The piston delivers oil to
outlet port (5) during this movement. The oil flows from ports (4) and (5) to the main control valve.
Shutdown SIS
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Product: EXCAVATOR
Systems Operation
i05946380
Main Hydraulic System

SMCS - 5050; 5051; 5069; 5117; 5472
S/N - JEG1-UP
S/N - KBS1-UP
S/N - KBX1-10000
S/N - KCE1-UP
S/N - LCA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - WBF1-UP
S/N - XBK1-UP
S/N - YBE1-UP
S/N - YCR1-UP
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Systems Operation
i06830475
Negative Flow Control System

SMCS - 5050-NE
Introduction
The drive pump and the idler pump receive signal oil pressure from the center bypass passages of the
main control valve. This signal oil pressure that is created in the center bypass passages of the main
control valve is called negative flow control pressure. Negative flow control pressure flows to the
regulators at the drive pump and the idler pump to control the output flow of the pumps. Negative
flow control pressure is created during the following machine operating conditions.
• All of the joysticks and travel levers/pedals are in the NEUTRAL position.
• Any of the joysticks and/or travel levers/pedals are partially moved from the NEUTRAL
position in order to perform a fine control operation.
• A boom lower operation is performed alone.

Main control valve (top view)
(12) Negative flow control line to idler pump
(13) Negative flow control line to drive pump
The right body of the control valve receives supply oil from the drive pump. Negative flow control
pressure from the right body of the main control valve flows through negative flow control line (13)
to the drive pump. The left body of the control valve receives supply oil from the idler pump.
Negative flow control pressure from the left body of the main control valve flows through negative
flow control line (12) to the idler pump. The negative flow control operation of the drive pump and
the idler pump is identical.
Negative flow control operation (control valves in the NEUTRAL position)
(2) Return line
(4) Passage
(5) relief valve (negative flow control)
(8) Port
(10) Passage
(11) Return passage
(14) Idler pump
(15) Drive pump
(16) Pilot pump
Bucket control valve (NEUTRAL position)
Illustration 3 shows the negative flow control operation at the main control valve when all of the
control valves are in the NEUTRAL position. When all of the joysticks and the travel levers/pedals
are in the NEUTRAL position, the spools of the individual control valves are in the NEUTRAL
position. Oil flow to the cylinders and motors is blocked. Center bypass passages (1) and (3) are open.
All of the oil delivery from drive pump (15) flows through center bypass passage (3), passage (4) and
negative flow control orifice (9) to return line (2). Negative flow control orifice (9) restricts the oil
flow. The pressure in passage (4) increases. Increased negative flow control pressure now flows
through passage (10) and negative flow control line (13) to the pump regulator. The negative flow
control operation of the drive pump regulator causes the swashplate of the drive pump to move to the
minimum angle position. The output flow of the drive pump is decreased due to the increased
negative flow control pressure that is created in center bypass passage (3).
Since center bypass passage (1) is also open, the negative flow control operation of the idler pump
regulator is identical to the negative flow control operation of the drive pump regulator.
Reference: For more information concerning the negative flow control operation of the main pump
regulators, refer to Systems Operation, "Pump Control (Main Hydraulic)".
Negative flow control operation (bucket control valve in the BUCKET CLOSE position)
(2) Return line
(4) Passage
(8) Port
(10) Passage
(11) Return passage
(14) Idler pump
(15) Drive pump
(16) Pilot pump
Bucket control valve (BUCKET CLOSE position)
Illustration 5 shows the negative flow control operation at the main control valve when only the
bucket control valve is in the BUCKET CLOSE position.
All of the control valves in the left body of the main control valve are in the NEUTRAL position.
Center bypass passage (1) is open. All of the oil delivery from the idler pump flows through center
bypass passage (1) to negative flow control orifice (7). Since all of the oil delivery from idler pump
(14) is restricted by negative flow control orifice (7), negative flow control pressure (PN) in center
bypass passage (1) is at maximum pressure. The negative flow control pressure flows through
negative flow control line (12) to the idler pump regulator. The negative flow control operation of the
idler pump regulator causes the swashplate of the idler pump to move to the minimum angle position.
The output flow of the idler pump is decreased due to the increased negative flow control pressure
that is created in center bypass passage (1).
The joystick for the bucket has been moved fully to the BUCKET CLOSE position. Pilot oil has fully
shifted the bucket control valve. The oil delivery from drive pump (15) flows into the right body of
the main control valve. The oil delivery flows through center bypass passage (3) to the bucket control
valve. Since the spool in the bucket control valve is fully shifted, center bypass passage (3) is blocked.
All of the oil delivery from the drive pump flows to the head end of the bucket cylinder. No oil flows
to negative flow control orifice (9) and no negative flow control pressure is created in center bypass
passage (3). Since no negative flow control pressure is sent to the drive pump regulator, the drive
pump regulator moves the swashplate of the drive pump toward the maximum angle position. The
output flow of the drive pump is increased since no negative flow control pressure is created in center
bypass passage (3).
Fine Control Operation
Bucket control valve (fine control)
(22) Port
(23) Spool
(24) Passage
(P) Pilot pressure
When the joystick for the bucket is in the NEUTRAL position, spool (23) is in the NEUTRAL
position. The oil delivery from the drive pump flows through center bypass passage (3) to negative
flow control orifice (9). When the joystick for the bucket is partially moved from the NEUTRAL
position in order to perform a fine control operation, pilot pressure (P) enters the control valve at the
pilot port. Pilot pressure shifts spool (23) slightly to the left. The movement of spool (23) partially
opens passage (24). Center bypass passage (3) is partially blocked.
The oil delivery from the drive pump is now divided into two flow paths. A portion of the oil delivery
from the drive pump flows through center bypass passage (3) to negative flow control orifice (9). The
remainder of the oil delivery from the drive pump flows through parallel feeder passage (21) and
passage (24) to port (22). The oil flow from center bypass passage (3) to negative flow control orifice
(9) decreases. The flow resistance through the negative flow control orifice decreases and the negative
flow control pressure (PN) in passage (4) decreases. The negative flow control pressure that is sent to
the regulator at the drive pump decreases. The pump regulator causes the swashplate of the drive
pump to move toward the maximum angle position. The output flow of the pump is increased due to
the decrease in negative flow control pressure (PN).
When the joystick for the bucket is moved to the full stroke position, spool (23) shifts fully to the left.
Center bypass passage (3) is now blocked by spool (23). Since there is no oil flow through center
bypass passage (24), no negative flow control pressure is created. The swashplate of the drive pump is
moved to the maximum angle position. The output flow of the drive pump is maximum. The output
flow of the drive pump is now controlled by the constant horsepower flow control.
The ability to modulate the negative flow control pressure by partial movement of the joystick enables
fine control of the implements.
Relief Valve (Negative Flow Control)

(2) Return line
(4) Passage
(5) Relief valve for negative flow control
(11) Return passage
(17) Plug
(18) Spring
(19) Relief valve body
(20) Valve
(PN) Negative flow control pressure
The following description is given for the operation of the relief valve that is located in the right body
of the main control valve. The operation of the relief valve for the negative flow control that is located
in the left body of the main control valve is identical.
Relief valve (5) for the negative flow control consists of plug (17), spring (18), relief valve body (19),
and valve (20). When any one of the joysticks and/or travel levers/pedals is at the full stroke position,
the oil flow through center bypass passage (3) is blocked. No oil flows to the relief valve for the
negative flow control.
When all of the joysticks and/or travel levers/pedals are suddenly returned to the NEUTRAL position,
all of the output flow from the drive pump flows through center bypass passage (3). The negative flow
control pressure in center bypass passage (3) and passage (4) suddenly increases. When the negative
flow control pressure becomes higher than the pressure setting of relief valve (5) for the negative flow
control, valve (20) shifts to the left against the force of spring (18). Oil in center bypass passage (3) is
now allowed to flow past valve (20) into return passage (11) to the hydraulic tank. This prevents the
hydraulic shock that occurs due to sudden changes in negative flow control pressure.
After the hydraulic shock is relieved by the relief valve for the negative flow control, the force of
spring (18) shifts valve (20) to the right. All of the output flow from the drive pump flows through
center bypass passage (3), negative flow control orifice (9) and return line (2) to the hydraulic tank.
Negative flow control pressure (PN), that is created in center bypass passage (3), reaches maximum
pressure since all of the oil flow is restricted by negative flow control orifice (9). The negative flow
control pressure flows to the drive pump regulator. The regulator at the drive pump causes the
swashplate of the drive pump to move to the minimum angle position. The output flow of the drive
pump is decreased due to the increase in negative flow control pressure (PN).
Shutdown SIS
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Product: EXCAVATOR
Systems Operation
i05945013
Oil Filter (Return) - Case Drain Filter

SMCS - 5068-RJ
Case drain filter
The case drain filter receives case drain oil from the following components.
• Right travel motor
• Left travel motor
• Swing motor
• Main hydraulic pump (drive pump and idler pump)
Case drain oil flow from the right travel motor, the left travel motor, and the swing motor are
combined at the swivel. The case drain oil flow from these components then flows to the case drain
filter. The case drain oil from the main hydraulic pumps also flows to the case drain filter. Return oil
then flows from the case drain filter to the hydraulic tank.
Shutdown SIS
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Product: EXCAVATOR
Systems Operation
i05946168
Oil Makeup (Swing System)

SMCS - 5080-ZW
Pressure circuit for SWING RIGHT (partial schematic with fine swing)
(1) Passage (supply oil)
(2) Makeup port
(3) Relief valve
(4) Passage
(5) Motor rotary group
(6) Swing motor
(8) Relief valve
(9) Passage
(10) Makeup line
(11) Check valve
(12) Port (supply oil)
(13) Port (return oil)
(14) Check valve
(15) Check valve
(16) Return line
(19) Return line
Pressure circuit for SWING RIGHT (partial schematic without fine swing)
(2) Makeup port
(3) Relief valve
(4) Passage
(6) Swing motor
(8) Relief valve
(9) Passage
(10) Makeup line
(11) Check valve
(14) Check valve
(15) Check valve
(16) Return line
(19) Return line
When the swing joystick is moved to the NEUTRAL position during the swing right operation, the
swing control valve shifts to the NEUTRAL position. Since the swing control valve is in the
NEUTRAL position, the oil delivery through port (12) to motor rotary group (5) is blocked at the
swing control valve. The return oil from the motor rotary group through port (13) is also blocked at
the swing control valve. The upper structure will attempt to continue to rotate after the swing joystick
is returned to the NEUTRAL position. This rotation causes an internal leak of oil in the swing motor.
As a result, a vacuum condition occurs at passage (1). To prevent this vacuum condition, makeup oil
is delivered from the return hydraulic system to the swing motor.
(10) Makeup line
(19) Return line
Slow return check valve
(10) Makeup line
(16) Return line
(19) Return line
When all of the control valves for implements, swing and travel are in the NEUTRAL position, the oil
delivery from the drive pump and the idler pump flows through return line (16) to the hydraulic tank.
Slow return check valve (18) is located between return line (16) and the hydraulic tank. Slow return
check valve (18) maintains the return oil pressure at 290 kPa (42 psi) in return line (16). If a vacuum
condition occurs at the swing motor during the stop of a swing operation, the slow return check valve
causes return oil from return line (16) to flow to motor rotary group (5) as makeup oil. The slow
return check valve eliminates the vacuum condition in the swing motor due to internal leakage.
If the swing joystick is moved suddenly toward the NEUTRAL position from the FULL STROKE
position, the swing control valve partially closes. Until the swing control valve reaches the
NEUTRAL position, the return oil from the swing motor continues to flow through passage (7) and
port (13) to return line (16). The return oil pressure in passage (7) increases but the return oil pressure
in passage (7) remains lower than the pressure setting of swing relief valve (8). Swing relief valve (8)
remains in the CLOSED position.
A vacuum condition occurs at port (12) and passage (1) due to the insufficient oil delivery from the
idler pump and due to the tendency of the motor rotary group to continue to rotate. Since relief valve
(8) remains in the CLOSED position, makeup oil does not flow through relief valve (8), passage (9)
and check valve (11) to passage (1) to motor rotary group (5).
Makeup oil is supplied to motor rotary group (5) from return line (16). Return oil flows from return
line (16), through makeup line (10), port (2), passage (9), check valve (11) and passage (1) to motor
rotary group (5). The vacuum condition in passage (1) is eliminated by the makeup oil from the return
hydraulic system.
During a left swing operation, the return ports and the supply ports of the swing motor are reversed.
Makeup oil flows through check valve (14) if a vacuum condition occurs in passage (7) during a
swing left operation.
Shutdown SIS
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Product: EXCAVATOR
Systems Operation
i05424884
Oil Makeup (Travel System)

SMCS - 5080
Oil makeup operation
(2) Left travel motor
(3) Passage
(4) Check valve
(5) Line
(6) Swivel
(7) Line
(8) Passage
(10) Passage
(11) Return passage
In order to prevent cavitation in the travel motor during travel stop, makeup oil is supplied to the
travel motor.
The following description is given for travel stop of the left travel motor. The right travel motor
functions in the same manner as the left travel motor.
During travel stop, the travel levers/pedals are moved to the NEUTRAL position. The oil delivery
from the idler pump through passage (8) is blocked at travel control valve (9). The oil delivery from
the idler pump is not supplied to the left travel motor.
Since no oil delivery is supplied to left travel motor (2), the travel motor will attempt to stop.
However, the travel motor will continue to rotate because of the inertia (weight and size) of the
machine. This action causes a vacuum condition in passage (3) of the travel motor.
When travel control valve (9) is in the NEUTRAL position, return oil flows from return passage (11)
through passage (8). The return oil then flows through line (7), swivel (6), line (5), check valve (4)
and passage (3) to motor rotary group (1) as makeup oil. This makeup oil prevents cavitation in the
travel motor during travel stop.
Makeup oil is supplied for forward travel in the same manner as reverse travel.
Shutdown SIS
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Product: EXCAVATOR
Systems Operation
i05757393
Pilot Hydraulic System

SMCS - 5050-PS
S/N - JEG1-UP
S/N - KBS1-UP
S/N - KBX1-10000
S/N - KCE1-UP
S/N - LCA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - WBF1-UP
S/N - XBK1-UP
S/N - YBE1-UP
S/N - YCR1-UP
(1) Swing brake
(2) Displacement change valve (left travel motor)
(3) Displacement change valve (right travel motor)
(4) Line (pilot oil from swing brake solenoid valve)
(5) Travel pilot control valve
(6) Pilot line (BOOM LOWER)
(7) Pilot line (boom drift reduction valve)
(8) Pilot line (STICK IN)
(9) Pilot line (stick drift reduction valve)
(13) Solenoid valve (straight travel)
(14) Pilot line (pilot pressure to left travel pressure switch)
(15) Pilot line (pilot oil to travel pilot control valve)
(19) Travel pressure switch (left)
(20) Pilot line (pilot pressure to right travel pressure switch)
(21) Travel pressure switch (right)
(22) Pilot line (pilot oil to pilot control valve for the stick and swing)
(23) Pilot line (pilot oil to pilot control valve for the boom and bucket)
(25) Pilot control valve for stick and swing
(26) Pilot control valve for boom and bucket
(28) Pilot line (STICK OUT)
(29) Pilot line (STICK IN)
(30) Pilot line (SWING RIGHT)
(31) Pilot line (SWING LEFT)
(32) Pilot line (BUCKET CLOSE)
(33) Pilot line (BOOM RAISE)
(34) Pilot line (BOOM LOWER)
(35) Pilot line (BUCKET OPEN)
(36) Pilot line (pilot oil from boom pilot control valve)
(37) Pilot line (BOOM RAISE)
(38) Pilot line (pilot oil to the pressure reducing valve for boom priority)
(39) Pilot line (pilot pressure to implement/swing pressure switch)
(40) Implement/swing pressure switch
(41) Pilot line (pilot pressure to displacement change valves)
(42) Pilot line (pilot oil to pressure reducing valve for swing priority)
(43) Pilot line (pilot oil to pilot control valves)
(44) Pilot line (pilot oil to straight travel control valve)
(45) Swing brake solenoid valve
(46) Valve (hydraulic activation)
(47) Pressure reducing valve for swing priority
(49) Idler pump
(51) Pilot manifold
(52) Travel speed solenoid valve
(53) Passage
(54) Hydraulic activation solenoid valve
(55) Passage
(56) Passage
(57) Passage
(58) Drive pump
(59) Pilot pump
(60) Pilot line (pilot oil flow to pilot oil manifold)
(61) Pilot filter
(64) Pilot relief valve
(65) Passage
(66) Pilot line (pilot oil flow from pilot pump to pilot oil filter)
(67) Pilot line (pilot oil flow to pump regulators)
Ports and solenoids at the pilot manifold
(46) Valve (hydraulic activation)
(54) Hydraulic activation solenoid valve
Swing Motor with Fine Swing (If Equipped)

(49) Idler pump
(58) Drive pump
(59) Pilot pump
(84) Fine swing solenoid
Heavy Lift (If Equipped)

Heavy lift (partial schematic)
(59) Pilot pump
(86) Heavy lift solenoid valve
Pilot Oil Circuit

The pilot circuit pressure is limited by pilot relief valve (64).
The oil delivery from pilot pump (59) performs the following main functions:
• Create pilot oil pressure in order to control the output flows of the main pumps.
• Provide pilot oil pressure to the pilot control valves for implements, swing, and travel in order
to perform machine operations.
• Create pilot oil pressure in order to operate the control devices.
Note: Each pilot circuit performs one of the functions above.
The pilot circuit is classified into the following circuits:
• Power shift pressure system
• Pilot control valve circuit
• Pressure switch circuits
• Straight travel valve circuit
• Swing brake
• Boom priority
• Swing priority
• Automatic travel speed change
• Heavy Lift (if equipped)
Power Shift Pressure System

(49) Idler pump
(58) Drive pump
(63) Proportional reducing valve (PS pressure)
(59) Pilot pump
(68) Machine ECM
(69) Monitor
(70) Engine speed dial
(71) Drive pump pressure sensor
(72) Idler pump pressure sensor
(73) Engine speed pickup
During machine operation, machine ECM (68) receives input signals from the following components:
• Engine speed dial (70)
• Engine speed pickup (75) that is located on the flywheel housing
• Drive pump pressure sensor (71)
• Idler pump pressure sensor (72)
• Monitor in the cab (69)

The machine ECM (68) continually monitors all of the input signals. The input signals are processed
by the machine ECM and an output signal is sent to proportional reducing valve (63) at the drive
pump regulator. The proportional reducing valve assists in controlling the output flow of drive pump
(58) and idler pump (49).
The oil delivery from pilot pump (59) flows through the pilot filter to proportional reducing valve (63)
at the drive pump regulator. The electrical signal that is sent from machine ECM (68) causes
proportional reducing valve (63) to regulate the pilot pressure to a reduced pressure. This reduced
pressure is called power shift pressure (PS). The proportional reducing valve sends the reduced pilot
oil pressure through the drive pump regulator and through the idler pump regulator. The output flow
of drive pump (58) and idler pump (49) is controlled in accordance with the power shift pressure. The
power shift pressure is used to regulate the maximum allowable hydraulic pump output.
The output signal that is sent from the machine ECM to the proportional reducing valve will change
when the machine ECM detects a change in any of the input signals. The power shift pressure that is
sent to the regulators at the drive pump and the idler pump will change to regulate the maximum
allowable hydraulic pump output. The desired engine speed is maintained.
A decrease in engine speed increases the power shift pressure. An increase in power shift pressure
causes destroke condition of the drive pump and the idler pump. The maximum allowable hydraulic
power output is decreased.
An increase in engine speed decreases the power shift pressure. A decrease in power shift pressure
causes an upstroke condition of the drive pump and the idler pump. The maximum allowable
hydraulic power output is increased.
Note: For more information concerning the operation of the machine ECM, refer to Systems
Operation, "Machine Electronic Control System".
Pilot Control Valve Circuits

Oil from pilot pump (59) flows through pilot line (66), pilot filter 61, and pilot line (60) to pilot
manifold (51). When the hydraulic activation control lever is shifted to the UNLOCKED position, the
machine ECM energizes the hydraulic activation solenoid valve (54). The pilot oil then shifts valve
(46). The pilot oil now flows through valve (46) and pilot line (43). The pilot oil now flows to pilot
control valves (5), (25) and (26) for implements, swing, and travel in order to perform machine
operations. When the joysticks and/or travel levers/pedals are moved, the pilot oil flows to main
control valve (11) in order to control the machine functions.
Pilot lines at the main control valve (top view)
When joystick (25) and/or joystick (26) are operated, the pilot control valves send pilot pump oil
through the pilot lines to pilot ports at the main control valve to shift the spools in the main control
valve. Refer to Illustration 6 and Table 1 for the location of the pilot lines and machine operations.
Table 1
Pilot line Control Valve Machine Operation
(76) Boom l control valve BOOM LOWER
(77) Bucket control valve BUCKET CLOSE

(78) Swing control valve SWING LEFT
(79) Boom II control valve BOOM RAISE
(80) Stick II control valve STICK IN

(81) Right travel control valve REVERSE RIGHT TRAVEL
(82) Left travel control valve REVERSE LEFT TRAVEL

(83) Stick l control valve STICK IN
Pilot oil from the pilot control valves flows through pilot lines to the ports on the bottom of the main
control valve in order to perform the opposite operation.
The following example is given for the BOOM LOWER operation and the BOOM RAISE operation.
Machine operations for a stick operation, bucket operation, travel operation, and swing operation are
accomplished in the same manner as the boom operation.
When the joystick for the boom is moved to the BOOM RAISE position, pilot oil from pilot control
valve (26) flows through pilot line (37) to boom l control valve (17). The pilot pressure shifts the
boom l control valve. The oil delivery from the drive pump flows to the head end of the boom
cylinders in order to perform the BOOM RAISE operation.
When the joystick for the boom is moved to the BOOM LOWER position, pilot oil from pilot control
valve (26) flows through pilot line (6) to boom l control valve (17). The pilot pressure shifts the boom
l control valve. The pilot oil also flows through pilot line (7) in order to open boom drift reduction
valve (12). The return oil from the head end of the boom cylinders flows through the boom drift
reduction valve and the boom l control valve to the hydraulic tank. The BOOM LOWER operation is
now performed.
Pressure Switch Circuits

Pressure switches (19) and (21) are connected to travel pilot control valve (5). Pressure switch (40) is
connected to pilot control valve (25) and pilot control valve (26). When all of the joysticks and/or
travel levers/pedals are in the NEUTRAL position, the pilot oil pressure to the pressure switches is
low. Pressure switches (19), (21), and (40) are OFF. The machine ECM recognizes the OFF condition
of all of the pressure switches. The AEC system is activated in order to lower the engine rpm.
If any of the joysticks and/or travel levers/pedals are moved from the NEUTRAL position, the
increased pilot oil pressure is sent to the pressure switches. If pressure switch (19), (21), and/or (40) is
ON, the machine ECM activates the AEC system in order to increase the engine rpm.
If both travel levers/pedals and either one of the joysticks are moved from the NEUTRAL position
simultaneously, pilot oil pressure will cause pressure switches (19), (21), and (40) to be in the ON
position. An electrical signal is sent to the machine ECM. The machine ECM energizes straight travel
solenoid (13). Pilot pressure now activates straight travel control valve (18).
The straight travel control valve provides hydraulic oil flow to travel control valves (24) and (16)
from the idler pump. The drive pump supplies all oil delivery to the remaining valves within the main
control valve.
If the machine is equipped with a straight travel pedal, there will be a separate pressure switch that
sends a signal to the machine ECM. A signal is sent to the machine ECM in order to energize straight
travel solenoid (13) when the straight travel pedal is moved from the NEUTRAL position.
For more information concerning the operation of the straight travel control valve, refer to Systems
Operation, "Control Valve (Straight Travel)".
Swing Brake
When the hydraulic activation control lever is placed in the UNLOCKED position, pilot oil in passage
(57) flows through valve (46) and passage (53) in order to swing brake solenoid valve (45). When any
of the joysticks are moved from the NEUTRAL position, the increase of pilot pressure in pilot line
(39) activates implement/swing pressure switch (40). The implement/swing pressure switch sends an
electrical signal to the machine ECM. An electrical signal from the machine ECM energizes the swing
brake solenoid valve (45). Pilot oil in line (4) flows to swing brake (1). This oil releases the swing
brakes.
For more information concerning the operation of the swing brake, refer to Systems Operation, "Pilot
Valve (Swing Parking Brake)".
Boom Priority
During combined operations of BOOM RAISE and STICK IN, the pilot oil pressure in pilot line (36)
and pilot line (38) activates the pressure reducing valve for boom priority. The pressure reducing
valve for boom priority allows priority flow to the head end of the boom cylinders during these
combined hydraulic operations by disabling the stick II control valve.
For more information concerning the pressure reducing valve for boom priority, refer to Systems
Operation, "Boom Hydraulic System".
Swing Priority
During a swing operation, pilot oil flows from pilot control valve (25) to the pressure reducing valve
for swing priority (47). The pressure reducing valve for swing priority shifts. The pilot oil flow in
pilot line (42) from pilot oil manifold (51) is blocked by the pressure reducing valve for swing
priority. Most of the output flow from the idler pump goes to the swing motor.
For more information concerning the pressure reducing valve for swing priority, refer to Systems
Operation, "Swing Hydraulic System".
Automatic Travel Speed Change Valve

Pilot oil in passage (56) flows to travel speed solenoid valve (52). When the travel speed switch on
the right console is set at the HIGH SPEED position, the travel speed solenoid valve opens. This
allows pilot oil to flow through travel speed solenoid valve (52) and through line (41). The oil then
flows to the displacement change valve for the left travel motor (2) and the displacement change valve
for the right travel motor (3). As the displacement change valve operates, the travel speed is
maintained at the HIGH SPEED position.
When the travel speed switch on the right console is set at the HIGH SPEED position, the pressure
sensors for the pump delivery pressure control the travel speed in accordance with the travel load. For
example, low speed during a high load condition and high speed during a low load condition.
For more information concerning the operation of the displacement change valves, refer to Systems
Operation, "Displacement Change Valve".
Heavy Lift (If Equipped)

The machine is equipped with a heavy lift feature that allows higher system pressure in the main
hydraulic circuit. A switch on the console activates a solenoid valve. The solenoid valve directs pilot
oil pressure to the pilot oil port on the main relief valve. The pilot oil pressure is ported through the
valve in order to move a piston that creates a higher spring force on the main relief valve. The
increase of spring force on the main relief valve causes the relief pressure in the main hydraulic
system to rise.
For more information concerning the operation of the heavy lift system, refer to Systems Operation,
"Relief Valve (Main) (Heavy Lift)"
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Systems Operation
i05757602
Pilot Valve (Joystick)

SMCS - 5705-V4
S/N - JEG1-UP
S/N - KBS1-UP
S/N - KBX1-10000
S/N - KCE1-UP
S/N - LCA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - WBF1-UP
S/N - XBK1-UP
S/N - YBE1-UP
S/N - YCR1-UP
Cab
(1) Joystick (left)
(2) Joystick (right)
When joystick (1) and/or joystick (2) are operated, the pilot control valves send pilot pump oil
through the pilot lines to pilot ports at the main control valve to shift the spools in the main control
valve.
Pilot control valve
(1) Joystick
(3) Rod
(4) Return passage
(5) Passage
(6) Spool
(7) Plate
(8) Rod
(9) Spring
(10) Seat
(11) Seat
(12) Spring
(13) Spring
(14) Return chamber
(15) Return passage
(16) Passage
(17) Spool
(18) Port (return pressure to valve)
(19) Passage (pilot supply pressure)
(20) Port (reduced pressure to valve)
(21) Port (pilot supply)
(22) Port (tank)
When joystick (1) is moved to the right, plate (7) tilts to the right. Plate (7) pushes down on rod (8).
Seat (11) moves down against the force of metering spring (12) and spring (13). The force of metering
spring (12) shifts spool (17) downward. Passage (16) opens. The pilot oil flows through passage (21),
passage (19), passage (16), and port (20) to the main control valve. The pilot oil pressure shifts the
spool of the main control valve. This shift enables the implement operation or swing operation.
The return pilot oil at the opposite end of the spool in the main control valve returns to the pilot
control valve through port (18). Since rod (3) is not pushed down by plate (7), return passage (4) is
open and passage (5) is closed. The return pilot oil flows through return passage (4), return chamber
(14), and port (22) to the hydraulic tank.
The force of metering spring (12) varies with the position of the joystick. Since spool (17) is moved
by the force of metering spring (12), the pilot oil pressure that flows through passage (16) to the main
control valve directly corresponds with the position of the joystick. Spool modulation in the main
control valve directly corresponds with the amount of movement of the joystick.
When the joystick is moved slightly from the NEUTRAL position, metering spring (12) moves spool
(17) slightly. Low pilot oil pressure is sent to the spool of the main control valve. The main control
valve spool shifts a slight amount. The volume of oil delivery to the cylinders and/or motors is small.
The speed of the cylinders and/or motors is slow. As the joystick is moved farther from the
NEUTRAL position, the force of metering spring (12) on spool (17) increases. The pilot oil pressure
that is sent to the main control valve increases. The spool in the main control valve shifts farther and
the speed of the cylinders and/or motors increases. Thus, cylinder speed and motor speed is controlled
by the amount of movement and the position of the joystick.
When the joystick is moved slightly from the NEUTRAL position, only metering spring (12) acts on
spool (17). Fine control of the cylinders and/or motors is accomplished since the pilot oil pressure that
is sent to the main control valve is decreased. As the joystick is moved farther from the NEUTRAL
position, the bottom of rod (8) comes in contact with spring (9). Now, the combined force of metering
spring (12) and spring (9) act on spool (17). The pilot oil pressure increases rapidly. The cylinders
and/or motors respond more rapidly.
When the joystick is released, the joystick will return to the NEUTRAL position due to the force of
spring (13).
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Systems Operation
i03373102
Pilot Valve (Swing Parking Brake)

SMCS - 5059; 5483
Swing brake solenoid valve (2) is located on the pilot oil manifold. When any one of the joysticks is
moved from the NEUTRAL position, the swing brake solenoid valve is energized in order to release
the swing brake. When the swing brake solenoid valve is energized, pilot oil flows to the swing motor
in order to release the swing brake.
Note: Operation of the travel levers/pedals will not release the swing brake.
Swing brake (disengaged position)
(3) Spool
(4) Spring
(5) Passage
(6) Passage
(7) Port (pilot system oil)
(9) Spool chamber
(10) Line
(11) Body (swing motor)
(12) Friction plate
(13) Separator plate
(14) Piston chamber
(15) Port (swing motor)
(16) Cylinder barrel
(17) Brake piston
(18) Brake spring
(19) Motor head
The swing brake is located between motor head (19) of swing motor and body (11). The swing brake
consists of the following components: brake spring (18), brake piston (17), separator plate (13) and
friction plate (12). Friction plate (12) is splined to cylinder barrel (16). Separator plate (13) is splined
to body (11). Separator plate (13) and friction plate (12) move in an axial direction.
When the joysticks are moved from the NEUTRAL position, the implement/swing pressure switch
senses the increase in pilot oil pressure at the pilot control valves. The implement/swing pressure
switch changes to the ON position. The implement/swing pressure switch sends an input signal to the
machine ECM. The machine ECM energizes swing brake solenoid valve (2).
When swing brake solenoid valve (2) is energized, spool (3) moves in a downward direction against
the force of spring (4). Pilot oil in passage (7) flows through spool chamber (6) and line (10) to port
(15) of the swing motor. The pilot oil now enters piston chamber (14). The pilot pressure causes brake
piston (17) to move upward against the force of brake spring (18). The force that holds separator plate
(13) and friction plate (12) together is released. When the swing brake is released, the swing operation
of the upper structure is enabled.
Note: If the swing brake becomes inoperable due to failure of swing brake solenoid valve (2), the
swing brake can be released by turning the temporary brake release screw in a clockwise direction
until the temporary brake release screw stops.
Swing brake (engaged position)
(3) Spool
(4) Spring
(5) Passage
(6) Passage
(9) Spool chamber
(10) Line
(11) Body (swing motor)
(12) Friction plate
(14) Piston chamber
(15) Port (swing motor)
(17) Brake piston
(18) Brake spring
(19) Motor head
When the joysticks are returned to the NEUTRAL position, supply oil from the idler pump to the
swing motor is stopped. The implement/swing pressure switch senses the decrease in pilot oil pressure
at the pilot control valves. The implement/swing pressure switch changes to the OFF position. The
machine ECM senses the change of signal at the implement/swing pressure switch. The machine
ECM de-energizes swing brake solenoid valve (2).
Spool (3) is moved upward by the force of spring (4). Spool (3) blocks pilot oil flow from port (7) to
piston chamber (14). Brake spring (18) forces brake piston (17) downward. The oil in piston chamber
(14) flows through port (15) and line (10) to pilot oil manifold (8). The oil then flows into spool
chamber (6) and passage (9) of spool (3). The oil then flows through passage (5) to the hydraulic tank.
As brake piston (17) moves downward, separator plate (13) and friction plate (12) are forced together.
Since separator plates (13) are splined to body (11), the rotation of cylinder barrel (16) in the swing
motor is stopped. Rotation of the upper structure is prevented.
Since the machine ECM does not de-energize the swing brake solenoid valve until approximately 6.5
seconds after the swing joystick is returned to the NEUTRAL position, the rotation of the swing
motors stops before the swing brake is engaged. If the solenoid is de-energized before the rotation of
the swing motors stops, damage and wear to the swing brakes would result.
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Systems Operation
i02667330
Pilot Valve (Travel)

SMCS - 5059-PQ
Travel pilot control valve
(1) Travel lever/pedal
(2) Pedal
(3) Rod
(4) Seat
(5) Spring
(6) Spring
(7) Spool
(8) Passage
(9) Passage
(10) Spring
(11) Spool
(12) Return port
(13) Return chamber
(14) Passage
(15) Passage
(16) Pilot port
(17) Passage
(18) Port
(19) Passage
(20) Passage
(21) Passage
(22) Port
(23) Piston chamber
(24) Orifice
(25) Piston
(26) Spring
(27) Spring
(28) Spring chamber
(29) Ball
(30) Rod
(31) Spring
(32) Spring
(33) Spring chamber
(34) Ball
When travel lever/pedal (1) is moved to the FORWARD TRAVEL position, rod (3) moves
downward. As rod (3) moves downward, seat (4) moves downward against the force of springs (5)
and (6). Passage (19) opens.
As passage (19) opens, the pilot oil flows through an in-line filter which is connected to pilot port
(16). Pilot oil then flows through pilot port (16) to passages (21), (19), (20), and (9) to port (18). The
pilot oil flows through port (18) to the travel control valve. The pilot oil pressure shifts the spool of
travel control valve. The oil delivery from the pump now flows through the travel control valve to the
travel motor. The travel motor rotates. The machine travels forward.
The return pilot oil at the opposite end of the spool in the travel control valve returns to the travel pilot
control valve through port (22). Since spool (11) is pushed upward by the force of spring (10), the
return pilot oil flows through passage (17), passage (15), passage (14), return chamber (13) and port
(12) to the hydraulic tank.
When travel lever/pedal (1) is moved slightly from the NEUTRAL position for fine travel, rod (3)
moves downward and seat (4) moves downward. Spring (6) forces spool (7) downward. Passage (19)
opens slightly and the pilot oil pressure increases in port (18). When this pilot oil pressure becomes
higher than the force of spring (6), spool (7) moves upward opening passage (8). The pilot pressure
oil from port (18) flows through passages (9), (20) and (8) into return chamber (13). The pilot oil
pressure decreases slightly. Spool (7) is held in a pressure modulating position. Spool (7) establishes a
balance between the pressure in port (18) and the force of spring (6).
When travel lever/pedal (1) is released, spring (5) forces seat (4) and rod (3) in an upward direction.
The force of spring (6) decreases. Spool (7) moves upward. The pilot oil pressure at port (18) flows
through passage (9), passage (20), passage (8) and return chamber (13) to the hydraulic tank.
A dampening function is built into the travel pilot control valve which allows the operational speed of
the travel lever/pedal to correspond to the movement of the operator's foot. The dampening function
also prevents the vibration that occurs when the travel lever/pedal is released.
When travel lever/pedal (1) is moved suddenly from the NEUTRAL position, rod (3) is pushed
downward. Rod (3) moves piston (25), spring (26) and spring (27) downward. The hydraulic oil in
spring chamber (28) is pressurized. Ball (29) closes the opening. Orifice (24) allows the confined
hydraulic oil in spring chamber (28) to gradually flow into piston chamber (23). The gradual flow of
oil through orifice (24) causes the dampening function.
Rod (30) is forced upward by springs (31) and (32). The oil pressure in spring chamber (33)
decreases. The return oil pressure in return chamber (13) forces ball (34) upward. The return oil in
return chamber (13) now flows from return chamber (13) into spring chamber (33). As a result, rod
(30) follows the movement of pedal (2).
When travel lever/pedal (1) is moved slightly from the NEUTRAL position for fine control, rod (3) is
pushed down slowly. As a result, the oil pressure in spring chamber (28) becomes equal to the oil
pressure in piston chamber (23). At this point, the dampening function is weak.
Travel lever/pedal (1) operates the same way in the REVERSE TRAVEL position.
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Systems Operation
i02691086
Pump Control (Main Hydraulic) - Main Pump Regulator

SMCS - 3222; 5070; 5086
Operation
The regulators for the drive pump and the idler pump are identical in construction and operation. The
following description is given for the idler pump regulator.
The main pump regulators are controlled in the following manner.
Power Shift System - The pump regulators are controlled by the electronic control system. The
machine ECM continually monitors the engine speed and the load on the engine. The machine ECM
sends an electrical signal to the proportional reducing valve for power shift pressure. The proportional
reducing valve assists in controlling the output flow of the pumps by changing the hydraulic signal
pressure (power shift pressure) that flows to the pump regulators.
Cross sensing control - The pump regulators are controlled by cross sensing control. In order to
maintain the engine horsepower to the pumps at a constant rate, the pump regulators receive average
delivery pressure of the drive pump and the idler pump through the cross sensing control. This is
called constant horsepower control.
Negative Flow Control - When the joysticks and/or the travel levers/pedals are in the NEUTRAL
position or when the joysticks and/or the travel levers/pedals are partially moved from the NEUTRAL
position, the pump regulators receive negative flow control pressure from the main control valve. The
main pumps are controlled by negative flow control pressure at this time.
Reference: For more information concerning the power shift system, refer to Systems Operation,
"Pilot Hydraulic System".
Reference: For more information concerning the negative flow control operation at the main control
valve, refer to Systems Operation, "Negative Flow Control System".
P-Q characteristic curve
(A) Pressure/flow point (destroke point)
(B) P-Q characteristic curve
The output characteristics of each pump depends on the following pressures.
• Pump output circuit pressure
• Power shift pressure
• Negative flow control pressure
The flow rate of each pump is represented on P-Q characteristic curve (B) from pressure/flow point
(A). Each point on the P-Q characteristic curve represents the flow rate and pressure when pump
output horsepower is maintained at a constant rate.
Pump compartment
(44) Line (negative flow control pressure to drive pump regulator)
(67) Line (pilot oil flow to proportional reducing valve)
(68) Line (negative flow control pressure to idler pump regulator)
(69) Line (power shift pressure from proportional reducing valve to idler pump regulator)
Main pumps
(6) Port (negative flow control pressure to the drive pump)
(17) Port (negative flow control pressure to the idler pump)
Idler pump regulator
(20) Swashplate
(26) Pin
(31) Passage
(32) Passage
(33) Passage (average delivery pressure of the drive pump and the idler pump)
(34) Guide
(35) Slide plate
(36) Control linkage
(38) Passage (power shift pressure)
(41) Spool
(42) Pilot piston
(43) Control piston
(46) Passage
(47) Piston
(48) Piston chamber
(49) Passage
(50) Passage
(51) Sleeve
(52) Shoulder
(54) Pin
(56) Left body
(65) Piston chamber
(66) Passage
(P2) Delivery pressure (idler pump)
Delivery pressure for the idler pump (P2) flows through passage (66) and passage (32) into the left
chamber around spool (41). Spool (41) meters the oil flow through passage (49) to passage (46),
passage (31) and piston chamber (48) in order to control the movement of piston (47).
The cross sensing control delivers the average delivery pressure of the drive pump and the idler pump
(PM) through passage (33). Under total horsepower control, the average delivery pressure of the drive
pump and the idler pump (PM) from passage (33) acts on shoulder (52) of pilot piston (42).
Power shift pressure (PS) that flows through passage (38) acts on the right end of pilot piston (42).
The average delivery pressure of the drive pump and the idler pump (PM) combines with the power
shift pressure (PS) in order to control the movement of pilot piston (42) and spool (41).
During negative flow control, negative flow control pressure (PN) from line (44) enters piston
chamber (65). The right end of control piston (43) is pressurized. Control piston (43) acts on spool
(41) in order to control the output flow of the pump.
The position and the movement of piston (47) determines the position and the movement of
swashplate (20) and sleeve (51). Pin (26) connects one end of control linkage (36) to piston (47). The
other end of control linkage (36) is connected to left body (56) by pin (54). When piston (47) shifts,
control linkage (36) rotates on the axis of pin (54). The movement of the control linkage causes slide
plate (35) to move sleeve (51). The movement of sleeve (51) and spool (41) cause passages (49) and
(50) to open, and/or the movement of sleeve (51) and spool (41) cause passages (49) and (50) to close.
As piston (47) shifts to the right, swashplate (20) moves toward the minimum angle position.
STANDBY Position
Main pump regulator in the STANDBY position
(20) Swashplate
(31) Passage
(32) Passage
(39) Spring
(40) Spring
(41) Spool
(42) Pilot piston
(43) Control piston
(44) Passage (NFC)
(46) Passage
(47) Piston
(48) Piston chamber
(49) Passage
(50) Passage
(52) Shoulder
(53) Piston chamber
(55) Passage
(57) Stopper
(65) Piston chamber
Illustration 6 shows the idler pump regulator in the STANDBY position. All of the joysticks and the
travel levers/pedals are in the NEUTRAL position. The main pump regulators are controlled by the
negative flow control pressure (PN) in piston chamber (65).
The machine ECM controls the power shift pressure (PS) to a level that is dependent on engine speed.
When the main pump regulator is in the STANDBY position, decreased power shift pressure flows
through passage (38). The decreased power shift pressure acts on the end of pilot piston (42).
The cross sensing control delivers the average delivery pressure of the drive pump and the idler pump
(PM) through passage (33). The average delivery pressure of the drive pump and the idler pump (PM)
acts on shoulder (52) in the center of pilot piston (42). Since the main pump regulators are in the
STANDBY position, pressure (PM) in passage (33) is low pressure standby pressure.
When all of the joysticks and the travel levers/pedals are in the NEUTRAL position, all of the control
valves for the implements, swing and travel are in the NEUTRAL position. The oil flow rate through
the center bypass passage in the main control valve is maximum. The oil flow through the center
bypass passage is restricted at the negative flow control orifice. High negative flow control pressure
(PN) flows from the main control valve through line (44) and port (17) to piston chamber (65) of the
idler pump regulator. When the negative flow control pressure is maximum, the output flow of the
pump is maintained at a minimum (STANDBY).
Negative flow control pressure (PN) enters the idler pump regulator at port (17). The negative flow
control pressure (PN) flows to piston chamber (65). When the negative flow control pressure (PN)
increases, control piston (43) is pushed to the left against the force of spring (64). As the negative
flow control pressure increases further, control piston (43) pushes pilot piston (42) and spool (41) to
the left. The movement of the control piston, the pilot piston and the spool will stop when the force of
the negative flow control pressure becomes equal to the force of springs (39), (40) and (64). Delivery
pressure of the idler pump (P2) is now blocked at passage (49).
The negative flow control pressure in piston chamber (48) flows through passage (31), passage (50),
past spool (41) and through passage (55) to the case drain of the pump.
The delivery pressure of the idler pump (P2) in piston chamber (53) pushes piston (47) to the right.
Piston (47) moves to the right until the piston contacts stopper (57). Control linkage (36) causes
swashplate (20) to rotate toward the minimum angle position. As a result, the output flow of the pump
decreases.
UPSTROKE Position
Main pump regulator in the UPSTROKE position
(20) Swashplate
(31) Passage
(32) Passage
(34) Guide
(39) Spring
(40) Spring
(41) Spool
(42) Pilot piston
(43) Control piston
(44) Passage (NFC)
(46) Passage
(47) Piston
(48) Piston chamber
(49) Passage
(50) Passage
(51) Sleeve
(52) Shoulder
(64) Spring
(65) Piston chamber
Three conditions that can cause an increase in flow from the main pumps are listed below.
• A decrease in the system pressure
• A decrease in the cross sensing control
• A decrease in power shift pressure
• A decrease in negative flow control pressure
Illustration 7 shows the main pump regulator in the UPSTROKE position due to an decrease in
negative flow control pressure.
When the joysticks and/or travel levers/pedals are slowly moved from the NEUTRAL position, the oil
flow rate through the center bypass passage in the main control valve decreases proportionally by the
amount of movement of the individual spools in the main control valve. The negative flow control
pressure decreases proportionally to the length of spool movement. Therefore, the negative flow
control pressure (PN) that flows to piston chamber (65) decreases proportionally with the amount of
movement of the joysticks and/or travel levers/pedals. Control piston (43) moves to the right against
the force of springs (39), (40) and (64). The angle of swashplate (20) gradually increases and the
output flow of the pump gradually increases. Since pump delivery flow is proportional to the amount
of movement of the joysticks and/or travel levers/pedals, fine operation of the implements can be
performed. During fine operation of the implements, the output flow rate of the pump is controlled by
the negative flow control pressure.
The average delivery pressure of the drive pump and the idler pump (PM) from passage (33) acts on
shoulder (52) of pilot piston (42). Power shift pressure (PS) from passage (38) acts on the right end of
pilot piston (42). The combined force of pressure (PM) and pressure (PS) attempt to force pilot piston
(42) and spool (41) to the left against the force of springs (39) and (40). The combined force of
pressure (PM) and pressure (PS) is less than the force of springs (39) and (40). Springs (39) and (40)
push guide (34) to the right. The position of spool (41) in sleeve (51) closes passage (50) so that the
flow of the delivery pressure of the idler pump (P2) to case drain is blocked. Delivery pressure of the
idler pump (P2) now flows through passages (32), (49), (46) and (31) to piston chamber (48).
Delivery pressure of the idler pump (P2) acts on both ends of piston (47). Since the surface area on
the right end of the piston is greater than the surface area on the left end of the piston, piston (47) is
positioned fully to the left. As a result, control linkage (36) positions swashplate (20) at the maximum
angle position. At the UPSTROKE position, the pump delivers the maximum output flow.
DESTROKE Position
Main pump regulator in the DESTROKE position
(20) Swashplate
(31) Passage
(32) Passage
(35) Slide plate
(39) Spring
(40) Spring
(41) Spool
(42) Pilot piston
(43) Control piston
(44) Passage (NFC)
(46) Passage
(47) Piston
(48) Piston chamber
(49) Passage
(50) Passage
(51) Sleeve
(52) Shoulder
(53) Piston chamber
(55) Passage
(65) Piston chamber
Conditions that can cause a decrease in flow from the main pumps are listed below.
• An increase in system pressure
• An increase in the cross sensing control
• An increase in power shift pressure
• An increase in negative flow control pressure
Illustration 8 shows the main pump regulator in the DESTROKE position due to an increase in system
pressure.
The negative flow control pressure in piston chamber (65) is low. Control piston (43) is shifted to the
right.
The average delivery pressure of the drive pump and the idler pump (PM) in passage (33) increases.
The increased pressure (PM) acts on shoulder (52) of pilot piston (42). Pilot piston (42) forces spool
(41) to the left. Spool (41) compresses springs (39) and (40). Passages (50) and (49) close and the
flow of the delivery pressure of the idler pump (P2) from passage (32) to piston chamber (48) is
blocked.
As the average delivery pressure of the drive pump and the idler pump (PM) in passage (33) increases
further, pilot piston (42) and spool (41) shift farther to the left. Passage (50) opens. The oil from
piston chamber (48) now flows through passages (31), (46), (50) and (55) to the case drain of the
pump. Since the pressure in piston chamber (48) is now lower than the pressure in piston chamber
(53), piston (47) shifts to the right. As a result, control linkage (36) moves swashplate (20) toward the
minimum angle position.
Piston (47) is connected to sleeve (51) by control linkage (36). As piston (47) shifts, the movement of
the control linkage causes slide plate (35) to move sleeve (51) to the left. Sleeve (51) closes passages
(49) and (50). The spool, the sleeve and the swashplate stop in a position that maintains the engine
horsepower to the pumps at a constant rate.
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Systems Operation
i03732479
Relief Valve (Cushion Crossover) - Anti-Reaction Valves

SMCS - 5111; 5454
Swing motor
(1) Block
(2) Swing motor
(3) Anti-reaction valve (left swing)
(4) Anti-reaction valve (right swing)
(5) Fine swing solenoid valve (if equipped)
At the stop of a swing operation, it is difficult to smoothly stop the upper structure and implements at
the desired position. This is due to the mass (weight and size) of the upper structure. The outlet port of
the swing motor is blocked. This causes an oscillation or a rocking motion in the swing motor. Anti-
reaction valves (3) and (4) provide a more exact swing movement. The anti-reaction valves also
prevent shock load at the stop of a swing operation. Anti-reaction valves (3) and (4) are located in
block (1) . Block (1) is mounted on swing motor (2) .
Anti-reaction valve (neutral position)
(1) Block
(3) Anti-reaction valve

(6) Passage
(7) Port
(8) Passage
(9) Passage
(10) Passage
(11) Port
(12) Passage
(13) Spring
(14) Valve seat
(15) Passage
(16) Plunger
(17) Passage
(18) Spring
(19) Piston chamber
(20) Passage
(21) Spring chamber
(22) Spring
(23) Valve seat
(24) Plunger
(25) Spring
(26) Piston
(31) Passage
During a swing operation of the upper structure, the oil delivery from the idler pump flows through
passage (8) or passage (10) in block (1) to motor rotary group (36) . When the swing joystick is in the
NEUTRAL position, the swing control valve is in the NEUTRAL position. The oil delivery from the
idler pump is blocked at the swing control valve. No oil delivery flows to the motor rotary group. The
return oil from the swing motor is also blocked at the swing control valve.
Plunger (24) in anti-reaction valve (3) shifts downward by the force of spring (25) until the plunger is
stopped by piston (26) . Valve seat (23) shifts downward by the force of spring (22) until the valve
seat comes in contact with plunger (24) . Plunger (16) and valve seat (14) in anti-reaction valve (4)
are shifted downward in the same manner as anti-reaction valve (3) .
Anti-reaction valve (swing operation)
(1) Block
(6) Passage
(7) Port
(8) Passage
(9) Passage
(10) Passage
(11) Port
(12) Passage
(13) Spring
(14) Valve seat
(15) Passage
(16) Plunger
(17) Passage
(18) Spring
(19) Piston chamber
(20) Passage
(21) Spring chamber
(22) Spring
(23) Valve seat
(24) Plunger
(25) Spring
(26) Piston
(31) Passage
(34) Spring chamber
When the swing joystick is moved from the NEUTRAL position in order to perform a swing
operation, the swing control valve shifts. The oil delivery from the idler pump flows through the
swing control valve and port (11) in block (1) . The oil delivery then flows through passage (10) ,
passage (12) and motor rotary group (36) . Return oil from the motor rotary group flows through
passage (6) , passage (8) , port (7) and the swing control valve to the hydraulic tank. The motor rotary
group rotates.
A portion of the pressure oil from the idler pump at port (11) also flows to anti-reaction valves (3) and
(4) .
At anti-reaction valve (3) , pressure oil from the idler pump and the force of spring (22) shifts valve
seat (23) downward against plunger (24) . Plunger (24) shifts downward against piston (26) .
Pressure oil from the idler pump also flows through passage (9) . The pressure oil enters spring
chamber (34) of anti-reaction valve (4) . Plunger (16) shifts upward against the force of spring (18) .
Valve seat (14) is moved upward against the force of spring (13) by plunger (16) .
Anti-reaction valve (swing stop)
(7) Port
(8) Passage
(9) Passage
(10) Passage
(11) Port
(13) Spring
(14) Valve seat
(15) Passage
(16) Plunger
(17) Passage
(18) Spring
(19) Piston chamber
(20) Passage
(21) Spring chamber
(22) Spring
(23) Valve seat
(24) Plunger
(25) Spring
(27) Orifice
(26) Piston
(28) Valve chamber
(29) Passage
(30) Ball
(31) Passage
(32) Orifice
(33) Ball
(35) Valve chamber
When the swing joystick is returned to the NEUTRAL position, the oil delivery from the idler pump
to motor rotary group (36) is blocked at the swing control valve. The motor rotary group continues to
rotate due to the mass (weight and size) of the upper structure. Since the return oil flow from the
motor rotary group is also blocked at the swing control valve, the oil pressure in passage (8) increases.
The oil pressure in passage (10) decreases. The increased oil pressure in passage (8) then enters anti-
reaction valve (4) . The oil flows through passage (15) and passage (17) . The oil then enters piston
chamber (19) . The oil pressure in piston chamber (19) forces plunger (16) upward against the force of
spring (18) . Valve seat (14) shifts upward against the force of spring (13) .
A portion of the increased oil pressure in passage (8) flows through passage (31) and passage (20) .
The oil then enters spring chamber (21) in anti-reaction valve (3) . The oil pressure in spring chamber
(21) forces plunger (24) and valve seat (23) upward against the force of springs (22) and (25) .
As the motor rotary group of the swing motor continues to attempt to stop, the oil pressure in passage
(8) gradually decreases. The oil pressure in piston chamber (19) decreases . The force of spring (18)
causes plunger (16) to shift downward at a rapid rate. Valve seat (14) shifts downward by the force of
spring (13) . Since orifice (27) restricts the flow of oil from valve chamber (28) , valve seat (14)
moves in a downward direction more slowly than plunger (16) .
The contact between plunger (16) and valve seat (14) is no longer maintained. The oil pressure in
passage (15) forces ball (30) against the top end of plunger (16) . The oil in passage (8) now flows
through passages (29) and (9) to passage (10) .
During the separation of plunger (16) and valve seat (14) in anti-reaction valve (4) , anti-reaction
valve (3) activates also. In anti-reaction valve (3) , The pressure of the oil that flows from spring
chamber (21) to passage (8) decreases. The force of spring (25) causes plunger (24) to shift
downward. The force of spring (22) causes valve seat (23) to shift downward. Since orifice (32)
restricts the flow of oil from valve chamber (35) , valve seat (23) shifts more slowly than plunger
(24) . The contact between plunger (24) and valve seat (23) is no longer maintained. The oil pressure
in passage (20) forces ball (33) against the valve seat (23) . Now, the oil flow from passage (8)
through passage (31) to passage (10) is blocked by ball (33) .
Since passages (8) and (10) are connected by activation of anti-reaction valve (4) , the swing
movement of the upper structure stops with a minimal shock load at a desired position. A more exact
swing movement is possible. A slight shock load may occur due to the gear backlash of the swing
drive.
Anti-reaction valve (reverse rotation)
(7) Port
(8) Passage
(9) Passage
(10) Passage
(11) Port
(13) Spring
(14) Valve seat
(15) Passage
(16) Plunger
(17) Passage
(18) Spring
(19) Piston chamber
(20) Passage
(21) Spring chamber
(22) Spring
(23) Valve seat
(24) Plunger
(25) Spring
(27) Orifice
(26) Piston
(28) Valve chamber
(29) Passage
(30) Ball
(31) Passage
(32) Orifice
(33) Ball
(35) Valve chamber
When motor rotary group (36) is slightly rotated in the reverse direction due to the gear backlash, oil
pressure in passage (10) increases and oil pressure in passage (8) decreases. Anti-reaction valves (3)
and (4) function in order to stop the swing movement of the upper structure with a slight reversed
motion. The increased oil pressure in passage (10) causes a shock load. The absorption of the shock
load is described in the following manner.
In anti-reaction valve (3) , plunger (24) and valve seat (23) separate from each other. Ball (33) is
forced against plunger (24) by the pressure oil in passage (10) . Oil can now flow from passage (10)
through passages (20) and (31) to passage (8) .
In anti-reaction valve (4) , plunger (16) and valve seat (14) separate from each other. Ball (30) is
forced against valve seat (14) by the pressure oil in passage (29) . The flow of oil from passage (10)
through passage (9) to passage (8) is blocked.
The oil pressure in passage (10) decreases and the rotation of motor rotary group (36) is prevented.
The swing movement is gradually stopped.
Shutdown SIS
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Product: EXCAVATOR
Systems Operation
i03213204
Relief Valve (Line)

SMCS - 5117
Each line relief valve contains a makeup valve. The line relief valves are located between each
cylinder and the respective control valve.
When the control valves for the cylinders are in the NEUTRAL position and an external force acts on
one end of the cylinder, the oil pressure increases on the opposite end of the cylinder. The oil pressure
also increases in the passage of the line relief valve that is connected to the cylinder. The line relief
valve relieves the high pressure. The line relief valves limit the circuit pressure to the specified
pressure settings.
Reference: Refer to Testing and Adjusting, "Specifications" for the line relief valve pressure settings.
Line relief valve (CLOSED position)
(1) Passage
(2) Valve
(3) Valve
(4) Spring chamber
(5) Valve
(6) Spring
(7) Piston
(8) Return passage
(9) Passage
The high pressure between the cylinder and the control valve is transmitted to passage (1). This
pressurizes the line relief valve. The pressure oil flows from passage (1) through passage (9) of piston
(7). The oil then flows into spring chamber (4). When the oil pressure is lower than the line relief
valve pressure setting, valve (5) remains in the CLOSED position by the force of spring (6). The oil
pressure in passage (1) and the oil pressure in spring chamber (4) are equal. The surface area of the
right side of valves (2) and (3) is larger than the surface area of the left side. The force on the right
side of valves (2) and (3) is greater than the force on the left side. Valves (2) and (3) are forced to the
left. The pressure oil does not flow from passage (1) to passage (8).
Line relief valve (OPEN position)
(1) Passage
(2) Valve
(3) Valve
(4) Spring chamber
(5) Valve
(6) Spring
(7) Piston
(8) Return passage
(9) Passage
(10) Valve chamber
(11) Passage
(12) Passage
When the high pressure oil in passage (1) reaches the line relief valve pressure setting, valve (5)
overcomes the force of spring (6) and opens. The high pressure oil flows from valve chamber (10)
through passage (12) to return passage (8). The pressure now becomes low pressure. The pressure in
passage (1) pushes piston (7) to the right until the piston comes in contact with the left end of valve
(5). The oil in passage (1) flows around the end of piston (7) and the oil enters spring chamber (4).
Since the flow around the outside of piston (7) is restricted, the oil in spring chamber (4) becomes low
pressure oil. As a result, valve (3) is pushed to the right. Passage (11) opens. The oil flows from
passage (1) to passage (8).
Line relief valve (makeup operation)
(1) Passage
(2) Valve
(3) Valve
(4) Spring chamber
(8) Return passage
(9) Passage
(13) Shoulder
The line relief valve functions as a makeup valve in the following manner.
When oil from one end of the cylinder is discharged through the line relief valve, a vacuum condition
is created on the opposite end of the cylinder. Makeup oil is needed to prevent the vacuum condition
in the cylinder.
When the vacuum condition occurs on the end of the cylinder that is connected to passage (1), a
vacuum condition also occurs in spring chamber (4). The pressure of the oil in passage (8) acts on
shoulder (13) of valve (2). Since a vacuum condition is present in spring chamber (4), the pressure in
spring chamber (4) is lower than the pressure of the return oil in passage (8). Valves (2) and (3) are
pushed to the right by the pressure of the return oil in passage (8). Return oil flows from passage (8)
to passage (1) as makeup oil in order to remove the vacuum condition in the cylinder.
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Systems Operation
i05981977
Relief Valve (Main) - Heavy Lift

SMCS - 5069
S/N - JEG1-UP
S/N - KBS1-UP
S/N - KBX1-10000
S/N - KCE1-UP
S/N - LCA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - WBF1-UP
S/N - XBK1-UP
S/N - YBE1-UP
S/N - YCR1-UP
Limitation Of Pressure In Circuit

Two types of relief valves are installed on the main control valves in order to limit the pressure in the
hydraulic circuit.
• The main relief valve limits the pressure in the main hydraulic system.
• The line relief valve limits the pressure which is built into the cylinder circuits.
Main Relief Valve

Straight travel control valve and main relief valve (sectional view)
(4) Check valve
(5) Check valve
(6) Passage
(7) Pilot pump
(8) Drive pump
(9) Heavy lift solenoid valve

(11) Passage
(12) Line
(13) Idler pump
(14) Line
(15) Line
(16) Pilot manifold
(17) Line
Oil from drive pump (8) and idler pump (13) enters main control valve (1) through lines (15) and
(14). Drive pump oil and idler pump oil goes through check valves (5) and (4) to passage (6). The
higher oil pressure from the drive pump or the idler pump goes through passage (6) to main relief
valve (10).
CLOSED Position (Heavy Lift OFF)
Main relief valve (CLOSED)
(6) Passage
(18) Valve
(19) Spring chamber
(20) Spring
(21) Valve
(22) Spring
(23) Passage
(24) Orifice
When main pump oil pressure in passage (6) is less than the main relief pressure setting, valve (18)
and valve (21) are closed by the force of spring (20) and spring (22). The oil in passage (6) goes
through orifice (24). Oil enters spring chamber (19). The pressure in passage (6) and the pressure in
spring chamber (19) are equal. Valve (18) shifts left by the force of spring (20). Valve (18) closes
passage (23). There is no oil flow from passage (6) to return passage (25).
OPEN Position (Heavy Lift OFF)
Main relief valve (OPEN)
(6) Passage
(18) Valve
(19) Spring chamber
(20) Spring
(21) Valve
(22) Spring
(23) Passage
(24) Orifice
(25) Return passage
(26) Passage
(27) Chamber
Oil pressure in passage (6) nears the relief pressure setting. Oil pressure in passage (6) overcomes the
force of spring (22). The oil pressure opens valve (21). The oil in valve chamber (27) goes through
passage (26) to return passage (25). The oil is called low-pressure oil. The oil pressure from passage
(6) decreases at orifice (24). The oil then goes through spring chamber (19) to valve chamber (27).
Because of the decreased oil pressure in spring chamber (19), the oil pressure from passage (6) pushes
valve (18) to the right against the force of spring (20). Passage (23) now opens allowing the high-
pressure oil flow from passage (6) to return passage (25) .
Heavy Lift Operation
(6) Passage
(18) Valve
(19) Spring chamber
(20) Spring
(21) Valve
(22) Spring
(23) Passage
(24) Orifice
(25) Return passage
(26) Passage
(27) Chamber
(28) Port
(29) Passage
(30) Piston
Switch Panel (right console)
(31) Heavy lift switch
When the heavy lift switch (31) is placed in the ON position, heavy lift solenoid (9) shifts. Pilot oil
now flows from pilot manifold (16) through solenoid (9), line (11), and port (28). Pilot oil enters
passage (29) which forces piston (30) to shift to the left which causes a higher force on valve (21). A
higher pressure is now needed to open main relief valve (10). The larger pressure results in a greater
overall system pressure. The greater system pressure allows more pressure in the boom and stick
cylinders which increases the lifting capacity.
Shutdown SIS
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Product: EXCAVATOR
Systems Operation
i05425434
Relief Valve (Main)

SMCS - 5069
Cross section of straight travel control valve and main relief valve
(4) Check valve
(5) Check valve
(7) Delivery line (idler pump)
(8) Delivery line (drive pump)
(9) Idler pump
(10) Drive pump
(11) Internal passage
Main relief valve (6) is located in the left side of the main control valve. The main relief valve limits
the maximum operating pressure of the travel hydraulic circuit and the implement hydraulic circuits
when the machine is at a load condition.
The oil delivery from drive pump (10) enters main control valve (2) through delivery line (8). The oil
delivery from idler pump (9) enters main control valve (2) through delivery line (7). Drive pump oil
and idler pump oil flows through check valves (4) and (5) to passage (11). Check valves (4) and (5)
ensure that only the higher oil pressure from the drive pump or the idler pump flows through passage
(11) to main relief valve (6).
Closed Position
Main relief valve (closed position)
(11) Passage
(12) Seat
(13) Valve
(14) Spring
(15) Spring chamber
(16) Seat
(17) Poppet
(18) Spring
(19) Passage
(20) Orifice
(21) Return passage
Poppet (17) is positioned to the left against seat (16) by the force of spring (18). Valve (13) is
positioned to the left against seat (12) by the force of spring (14).
System pressure oil in passage (11) flows through orifice (20) into spring chamber (15). The force of
the system pressure oil acts on poppet (17). When the force of system pressure oil in passage (11) is
less than the force of spring (18), poppet (17) remains against seat (16). The pressure in passage (11)
and the pressure in spring chamber (15) are now equal. System pressure oil in spring chamber (15)
and the force of spring (14) maintain valve (13) against seat (12). There is no oil flow from passage
(11) to return passage (21). When main pump oil pressure in passage (11) is less than the main relief
pressure setting, main relief valve (6) remains in the closed position.
Open Position
Main relief valve (open position)
(11) Passage
(12) Seat
(13) Valve
(14) Spring
(15) Spring chamber
(16) Seat
(17) Poppet
(18) Spring
(19) Passage
(20) Orifice
(21) Return passage
(22) Passage
(23) Valve chamber
(24) Locknut
(25) Adjustment screw
System oil pressure in passage (11) and spring chamber (15) nears the main relief valve pressure
setting. The force of the system oil pressure in spring chamber (15) becomes greater than the force of
spring (18). Poppet (17) away from seat (16). System oil pressure now flows through seat (16) into
valve chamber (23). The oil in valve chamber (23) now flows through passage (22) into return
passage (21). This low-pressure oil now returns to the hydraulic tank.
At the same time as the oil in spring chamber (15) flows through seat (16), the system pressure oil in
passage (11) flows through orifice (20). As the system oil pressure flows through orifice (20) into
spring chamber (15) the pressure of the oil in spring chamber (15) decreases. The reduced pressure oil
in spring chamber (15) allows the high-pressure oil in passage (11) to force valve (13) away from seat
(12). The high-pressure oil in passage (11) now flows into passage (19) and return passage (21) to the
hydraulic tank.
The amount of spring force of spring (18) that acts on poppet (17) determines the main relief valve
pressure setting. Adjustments to the main relief valve pressure setting are made by changing the
spring force of spring (18). The position of adjustment screw (25) determines the spring force of
spring (18).
Reference: Refer to Testing and Adjusting, "Relief Valve (Main) - Test and Adjust" for adjustment
procedures.
Shutdown SIS
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Product: EXCAVATOR
Systems Operation
i05943842
Relief Valve (Pilot)

SMCS - 5072
(1) Inlet port (oil flow from pilot pump)
(3) Port (oil flow to hydraulic tank)
(4) Outlet lines (regulated pilot oil pressure)
Pilot relief valve (2) is located on the mounting base for the pilot oil filter. The pilot relief valve limits
the pressure in the pilot system. The pilot relief valve setting is adjustable.
The pilot oil flows from the pilot pump to inlet port (1). When the pressure in the pilot oil system
reaches the pressure setting of pilot relief valve (2), part of the pilot oil flow is returned to the
hydraulic tank through port (3). The pressure of the pilot system oil in outlet lines (4) is equal to the
pressure setting of the pilot relief valve.
Reference: For more information concerning the pilot relief valve setting, refer to Testing and
Adjusting, "Relief Valve (Pilot) - Test and Adjust".
Wed Dec 30 10:46:22 UTC+0530 2020

C opyright 1993 - 2020 Caterpillar Inc.
Shutdown SIS
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Product: EXCAVATOR
Systems Operation
i05945168
Relief Valve (Swing)

SMCS - 5454
Pressure circuit for SWING RIGHT operation (partial schematic - with fine swing)
(2) Makeup port
(3) Relief valve
(4) Passage
(6) Swing motor
(8) Relief valve
(9) Passage
(10) Makeup line
(11) Check valve
(14) Check valve
(15) Check valve
(16) Return line
(19) Return line
Pressure circuit for SWING RIGHT operation (partial schematic - without fine swing)
(2) Makeup port
(3) Relief valve
(4) Passage
(6) Swing motor
(8) Relief valve
(9) Passage
(10) Makeup line
(11) Check valve
(14) Check valve
(15) Check valve
(16) Return line
(19) Return line
Swing motor
(2) Makeup port
(3) Relief valve
(6) Swing motor
(8) Relief valve
(10) Makeup line
Swing relief valve
(4) Return passage
(7) Passage
(20) Orifice
(21) Spring
(22) Stem
(23) Piston chamber
(24) Passage
(25) Piston
(26) Passage
(27) Piston chamber
(28) Orifice
(29) Passage
(30) Adjustment plug
Relief valves (3) and (8) are located in the head of swing motor (6). These relief valves limit the
pressure in the left and right swing circuits to the swing relief valve setting. The pressure limit
provides a cushion effect at a start or stop of the swing operation.
When the swing joystick is returned to the NEUTRAL position during the swing right operation, the
swing control valve shifts to the NEUTRAL position. Since the swing control valve is in the
NEUTRAL position, the oil delivery through port (12) to the motor rotary group (5) is now blocked at
the swing control valve. The return oil from the motor rotary group through port (13) is also blocked
at the swing control valve.
The mass (weight and size) of the upper structure causes the upper structure to attempt to continue to
rotate after the swing joystick is returned to the NEUTRAL position. The motor rotary group is also
attempting to continue to rotate. The motor rotary group attempts to draw oil through port (12) and
attempts to displace the oil through port (13).
The oil supply to motor rotary group (5) is insufficient. A vacuum condition occurs in passage (1).
Return oil is supplied to the motor rotary group as makeup oil in order to prevent the vacuum
condition. For more information concerning the makeup operation, refer to Systems Operation, "Oil
Makeup (Swing System)".
Since the flow of return oil from the motor rotary group through port (13) is blocked at the swing
control valve, the pressure of the blocked oil in passage (7) increases. The increased oil pressure in
passage (7) acts on swing relief valve (8). The increased pressure oil forces stem (22) of relief valve
(8) to the right (open position) against the force of spring (21). When stem (22) shifts, oil flows
through passage (9), check valve (11), and passage (1) to motor rotary group (5). The shock load is
absorbed at the stop of a swing movement.
At swing relief valve (8), the increased oil pressure in passage (7) flows through orifice (20) in stem
(22) and passage (26) to piston chamber (27). The force of spring (21) is less than the relief valve
pressure setting. This causes stem (22) to move to the right (open position) before the oil pressure in
passage (7) reaches the relief valve pressure setting. At the same time, the pressure oil in piston
chamber (27) flows through passages (24) and (29). Piston (25) moves to the left against the force of
spring (21). The oil in piston chamber (23) flows through orifice (28) and into piston chamber (27).
Orifice (28) restricts the oil flow into piston chamber (27).
The swing relief valve maintains the operating pressure of the swing hydraulic circuit at a lower
pressure than the swing relief valve setting until the pressure in the swing hydraulic circuit forces
piston (25) to the right against adjustment plug (30). When piston (25) contacts adjustment plug (30),
the pressure in piston chamber (27) increases. The oil pressure in passage (7) reaches the swing relief
valve setting. The oil in passage (7) flows around stem (22) and into return passage (4).
After stem (22) begins to open and before piston (25) completes the movement to the left, the pressure
in the swing hydraulic circuit increases gradually. The pressure in the swing hydraulic circuit does not
reach a peak pressure. This action is called a two-stage relief operation. The two-stage relief operation
absorbs the shock load at the stop of a swing operation.
After the start of a swing right operation, the oil delivery from the idler pump flows through port (12)
and passage (1) to motor rotary group (5). The mass (weight and size) of the upper structure causes an
increase of oil pressure in passage (1). Stem (22) of swing relief valve (3) opens slightly. A portion of
the high-pressure oil in passage (1) flows through makeup port (2) to return line (19). This action
gives a smoother acceleration at the start of a swing operation.
Shutdown SIS
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Product: EXCAVATOR
Systems Operation
i05425230
Return Hydraulic System

SMCS - 5050-RJ
(1) Swing motor
(2) Travel motors
(3) Case drain line
(4) Case drain line
(6) Return line
(7) Return passage
(8) Return line
(9) Return passage
(14) Case drain line
(16) Return line
(19) Return filter
(20) Idler pump
(21) Drive pump
(22) Pilot pump
(23) Case drain filter
(25) Hydraulic tank
(26) Case drain line
(27) Suction line
The oil delivery from drive pump (21) and idler pump (20) enters main control valve (10). The oil
then flows to return passage (7) and return line (6) in one of the following manners.
When all joysticks and/or travel levers/pedals are in the NEUTRAL position, pump low pressure
standby oil from drive pump (21) flows through center bypass passage (11) and negative flow control
orifice (12) to return line (6). Pump low pressure standby oil from idler pump (20) flows through
center bypass passage (15) and negative flow control orifice (13) to return line (8).
When any one of the joysticks and/or travel levers/pedals is shifted from the NEUTRAL position,
center bypass passages (11) and (15) are blocked. The return oil from the cylinders and/or motors now
flows through return passage (9) to return line (8).
The return oil from return line (6) and return line (8) flows through return line (16) and slow return
check valve (17).
When the oil temperature is very low , most of the oil is returned through bypass check valve (24) to
hydraulic tank (25). The remainder of the oil flows into oil cooler (18) and return filter (19) to
hydraulic tank (25).
When the oil temperature increases, the rate of oil flow through bypass check valve (24) decreases.
This change of oil flow causes the rate of oil flow through oil cooler (18) to increase.
Reference: For more information concerning the bypass check valve, refer to Systems Operation,
"Bypass Valve (Return)".
Case drain oil from drive pump (21), idler pump (20) and pilot pump (22) flows into case drain line
(26). Case drain oil from swing motor (1) and travel motors (2) flows into respective case drain lines
(3) and (4). The case drain oil from the motors flows through case drain line (14) and combines with
the case drain oil from the pumps at case drain line (26). All of the case drain oil from the pumps and
the motors now flows through case drain filter (23) to hydraulic tank (25).
Makeup line (5) will route return oil to the inlet port of the swing motor if a vacuum condition occurs
at the swing motor during swing stop.
For more information concerning the makeup operation of the return hydraulic system at the swing
motor, refer to the following sections in this manual.
• Systems Operation, "Check Valve (Return Makeup)"

• Systems Operation, "Oil Makeup (Swing System)"
• Systems Operation, "Relief Valve (Swing)"
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Product: EXCAVATOR
Systems Operation
i03731040
Solenoid Valve (Fine Swing) - If Equipped

SMCS - 5479
Side of swing motor
(1) Block
(2) Swing motor
(35) Fine swing solenoid valve
Fine swing solenoid valve
(1) Block
(8) Passage
(9) Passage
(10) Passage
(31) Passage
(35) Solenoid
(36) Fine swing valve
(37) Passage
(38) Passage
(39) Spool
(40) Spring
(41) Orifice
(42) Orifice
The fine swing control switch is located on the right side control panel.
The fine swing control is installed in order to ensure an exact movement of the swing with minimal
shock load. This is done by equalizing the oil pressure in passage (8) and (10) .
When fine swing solenoid (35) is de-energized, spool (39) is in the NEUTRAL position. Spool (39) is
located in valve (36) . The NEUTRAL position creates a closed connection between passages (37)
and (38) . In this position, the swing circuit operates in the normal manner.
When the fine swing control switch is ON, solenoid (35) is energized. Spool (39) shifts downward
against the force of spring (40) . With the spool in this position, passage (8) is open to passage (10)
through passages (37) and (38) . Orifices (41) and (42) control the flow rate. Orifices (41) and (42) are
located in block (1) .
Because the right and the left swing circuits are now connected to each other, some of the outlet oil is
allowed to flow to the inlet side. The operation of the swing circuit is more precise with this
connection.
Note: When the fine swing control switch is ON, the swing brake is OFF.
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Systems Operation
i03115322
Solenoid Valve (Hydraulic Lockout)

SMCS - 5479
S/N - DFM1-UP
S/N - DNP1-UP
S/N - EKT1-UP
S/N - FKK1-UP
S/N - GBA1-UP
S/N - HDM1-UP
S/N - JEG1-UP
S/N - JFM1-UP
S/N - KBS1-UP
S/N - KBX1-10000
S/N - KCE1-UP
S/N - KHR1-UP
S/N - LCA1-UP
S/N - LMA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBT1-UP
S/N - PBB1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - TMF1-UP
S/N - WBF1-UP
S/N - XBB1-UP
S/N - XBK1-UP
S/N - YBE1-UP
S/N - YCR1-UP
S/N - YEA1-UP
S/N - ZCS1-UP
Pilot oil manifold
(2) Solenoid valve for hydraulic lockout
Cab
(3) Hydraulic lockout lever (LOCKED position)
Cab
(3) Hydraulic lockout lever (UNLOCKED position)
(3) Hydraulic lockout lever
(4) Plunger
(5) Bar
(6) Limit switch
Limit switch (6) and plunger (4) are located on a bracket with hydraulic lockout lever (3). The limit
switch is activated by hydraulic lockout lever (3).
When hydraulic lockout lever (3) is shifted to the LOCKED position, solenoid valve (2) of pilot oil
manifold (1) is not energized. Pilot oil is not supplied to the pilot control valves. Thus when the
joysticks and/or the travel levers/pedals are operated, the cylinders or the motors are not activated
also.
The engine will not start unless hydraulic lockout lever (3) is in the LOCKED position. If some one
unexpectedly operates the machine, the machine will not operate.
When hydraulic lockout lever (3) is placed in the UNLOCKED position, solenoid valve (2) is
energized and pilot oil passes through the solenoid valve. Pilot oil now flows to the pilot control
valves.
Partial diagram of solenoid valve (hydraulic lockout) (UNLOCKED circuit)
(7) Solenoid
(8) Spring
(9) Spool
(10) Control valve
(11) Passage
(12) Passage
(13) Passage
(15) Passage (pilot oil to swing brake solenoid valve)
(17) Pilot oil flow to pilot valves (joysticks)
(18) Valve (hydraulic lockout)
(19) Passage
When hydraulic lockout lever (3) is placed in the UNLOCKED position, plunger (4) of limit switch
(6) is depressed by control lever (3). Limit switch (6) is in the ON state.
The hydraulic lockout valve (2) consists of solenoid (7) and control valve (10). When hydraulic
lockout lever (3) is in the UNLOCKED position, solenoid (7) controls valve (10). When solenoid (7)
is energized, spool (9) moves in a downward direction against the force of spring (8). Passage (12)
opens. Pilot pressure oil from passage (13) flows through passage (11) to valve (18). The spool in
valve (18) moves in a downward direction. Pilot pressure oil in passage (19) flows through valve (18).
Pilot oil is now delivered through passage (15) to swing brake solenoid valve (16). Pilot pressure oil
in passage (19) is also delivered to the pilot control valves (joysticks and travel levers/pedals) through
line (17).
Partial drawing of solenoid valve (hydraulic lockout) (LOCKED position)
(7) Solenoid
(8) Spring
(9) Spool
(11) Passage
(12) Passage
(13) Passage
(20) Passage
When hydraulic lockout lever (3) is moved to the LOCKED position, plunger (4) of limit switch (6) is
not depressed by control lever (3). Limit switch (6) is in the OFF state.
When hydraulic lockout lever (3) is in the LOCKED position, solenoid (7) is not energized. Spool (9)
is forced upward by spring (8). Passage (20) opens and passage (12) closes. Passage (13) is not open
to passage (11). Pilot oil supply to line (17) is stopped. Pilot oil supply to the pilot control valves
(joysticks and travel levers/pedals) is blocked. The cylinders and the motors can not be activated.
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Systems Operation
i02809058
Solenoid Valve (Proportional Reducing) - Power Shift System

SMCS - 5479
Proportional reducing valve (power shift solenoid)
(1) Solenoid
(3) Body (drive pump regulator)
(9) Line (pilot oil flow)
The proportional reducing valve for the power shift pressure is located on the drive pump regulator.
The proportional reducing valve is a solenoid operated control valve. The proportional reducing valve
receives supply oil from the pilot pump. The solenoid receives a pulse width modulated signal (PWM
signal) from the machine ECM. The PWM signal that is sent from the machine ECM causes the
proportional reducing valve to regulate the pilot pressure to a reduced pressure. This reduced pressure
is called power shift pressure (PS). The proportional reducing valve sends the reduced pilot oil
pressure to the regulators at the drive pump and the idler pump. The output flow of the drive pump
and the idler pump is controlled in accordance with the power shift pressure. The power shift pressure
is used to control the maximum allowable hydraulic pump output.
Proportional reducing valve (increase in PWM signal)
(1) Solenoid
(2) Spring
(4) Spool
(5) Passage (return oil flow)
(6) Passage (power shift pressure to pump regulators)
(7) Spool chamber
(8) Passage (pilot oil flow)
A decrease in engine speed causes an increase in power shift pressure and a decrease in pump flow.
While the engine is operating, the machine ECM senses a decrease in engine speed. A decrease in
engine speed causes the machine ECM to increase the PWM signal that is sent to solenoid (1). The
magnetic force of the solenoid increases. As the magnetic force of the solenoid becomes greater than
the force of spring (2), spool (3) moves in a downward direction against the force of the spring. The
downward movement of spool (3) blocks the flow of oil from passage (6) to passage (5). Pilot oil in
line (9) now flows through passage (8), into spool chamber (7) and into passage (6) at a reduced
pressure (power shift pressure). The increased power shift pressure in passage (6) acts on the drive
pump regulator and the idler pump regulator. The drive pump and the idler pump destroke as a result
of an increase in power shift pressure.
Proportional reducing valve (decrease in PWM signal)
(1) Solenoid
(2) Spring
(4) Spool
(5) Passage (return oil flow)
(6) Passage (power shift pressure to pump regulators)
(7) Spool chamber
(8) Passage (pilot oil flow)
An increase in engine speed causes a decrease in power shift pressure and an increase in pump flow.
While the engine is operating, the machine ECM senses an increase in engine speed. An increase in
engine speed causes the machine ECM to decrease the PWM signal that is sent to solenoid (1). The
magnetic force of the solenoid decreases. As the force of spring (2) becomes greater than the
magnetic force of the solenoid, spool (3) moves in an upward direction. The upward movement of
spool (3) blocks the flow of pilot oil from passage (8). Power shift pressure oil in passage (6) now
drains into spool chamber (7) and into passage (5). The decreased power shift pressure in passage (6)
that is acting on the drive pump regulator and the idler pump regulator causes the drive pump and the
idler pump to move to an upstroke position. The drive pump and the idler pump upstroke as a result of
a decrease in power shift pressure.
Reference: For more information concerning power shift pressure (PS), refer to Systems Operation,
"Pilot Hydraulic System".
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Systems Operation
i05781951
Stick Drift Reduction Valve

SMCS - 5143-JJ
The stick drift reduction valve is placed in the stick circuit between the main control valve and the
stick cylinder. When the joystick for the stick is in the NEUTRAL position. The stick drift reduction
valve stops oil leakage from the rod end of the stick cylinder. Stopping oil leakage prevents stick drift.
Stick Out
Stick drift reduction valve (STICK OUT)
(1) Passage
(2) Valve
(3) Spring
(4) Spring chamber
(5) Passage
(6) Port
(7) Port
(8) Port
(9) Passage
(11) Spool
(15) Port
When the joystick is moved to perform a STICK OUT operation. Pilot oil is not sent from the pilot
control valve to port (15) of stick drift reduction valve (16). Spool (11) does not shift.
The oil flow from the stick II control valve enters port (6) of the stick drift reduction valve. The oil
flow from the stick l control valve enters port (7) of the stick drift reduction valve. The combined oil
flow from ports (6) and (7) flows into passage (1). As the oil pressure in passage (1) increases, valve
(2) shifts against the force of spring (3). The oil in spring chamber (4) flows through passages (5) and
(9) to port (8). The oil delivery in passage (1) now flows through port (8) to the rod end of the stick
cylinder.
Stick In
Stick drift reduction valve (STICK IN)
(1) Passage
(2) Valve
(3) Spring
(4) Spring chamber
(5) Passage
(6) Port
(7) Port
(8) Port
(11) Spool
(13) Drain line
(15) Port
(18) Port
(20) Spring chamber
(21) Passage
(22) Plug
When the joystick is moved to perform a STICK IN operation. Pilot oil is sent from the pilot control
valve to port (15) of stick drift reduction valve (16). Spool (11) shifts downward until the spool
contacts plug (22). The oil in spring chamber (4) flows through passage (5), the orifice in spool (11),
spring chamber (20), passage (21), port (18) and drain line (13) to the hydraulic tank.
The return oil from the stick cylinder rod end enters port (8). Since the pressure in spring chamber (4)
is low, the oil in port (8) shifts valve (2) against the force of spring (3). The oil from the rod end of the
stick cylinder flows through port (8), passage (1) and passage (7) to the stick l control valve.
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Product: EXCAVATOR
Systems Operation
i05415841
Stick Hydraulic System

SMCS - 5050
Stick Out
Hydraulic schematic for STICK OUT
(1) Stick cylinder
(2) Line (oil flow from stick cylinder head end)
(3) Line (oil flow to stick cylinder rod end)
(4) Valve
(7) Line
(8) Passage
(9) Return passage
(10) Return passage
(11) Return passage
(16) Check valve
(17) Passage
(19) Check valve
(23) Return line
(24) Pilot line
(25) Pilot line
(26) Pilot line
(28) Idler pump
(29) Drive pump
(30) Pilot pump
Main control valve
Main control valve (bottom view)
When the stick hydraulic circuit is operated independently of other hydraulic circuits, stick l control
valve (21) and stick II control valve (13) are operational for both the STICK IN operation and the
STICK OUT operation. When the stick l control valve and the stick II control valve are operated, the
oil delivery from drive pump (29) and idler pump (28 ) is combined. The oil delivery from both
pumps flows to stick cylinder (1) in order to perform a stick operation.
The oil delivery from drive pump (29) flows through parallel feeder passage (22) in main control
valve (6) to stick II control valve (13). The oil delivery from idler pump (28) flows through center
bypass passage (18) in main control valve (6) to stick II control valve (21).
When the joystick for the stick is moved to the STICK OUT position, the pilot oil flows from pilot
control valve (27) through pilot line (26). The pilot oil flow then divides into two flow paths. Part of
the pilot oil flows through pilot line (24) to stick l control valve (21) in main control valve (6). The
remainder of the pilot oil flows through pilot line (25) to stick II control valve (13) in the main control
valve.
The pilot oil in pilot line (24) shifts the spool of stick l control valve (21). The oil delivery from idler
pump (28) that is in center bypass passage (18) flows through load check valve (15), passage (17) and
passage (8). The oil delivery from the idler pump then enters stick drift reduction valve (5). Valve (4)
shifts to the left and the oil delivery flows through line (3) to the rod end of stick cylinder (1).
The pilot oil in pilot line (25) shifts the spool of stick II control valve (13). The oil delivery from drive
pump (29) in center bypass passage (12) cannot flow through the stick II control valve to center
bypass passage (14) and return passage (11). Part of the oil delivery from the drive pump now flows
through check valve (16), and the stick II control valve to line (7). The remainder of the oil delivery
from the drive pump flows through parallel feeder passage (22), check valve (19) and the stick II
control valve to line (7). All of the oil delivery from the drive pump in line (7) flows to stick drift
reduction valve (5) and combines with the oil delivery from the idler pump. The combined pump oil
flows to the rod end of stick cylinder (1). This combined pump oil causes the cylinder to retract at an
increased rate of speed.
Return oil from the head end of the stick cylinder flows through line (2) and return passage (9) to
stick l control valve (21). The return oil then flows through return passage (10) and return line (23) to
the hydraulic tank.
Stick In
Hydraulic schematic for STICK IN (fast with regeneration)
(1) Stick cylinder
(2) Line (oil flow to stick cylinder head end)
(3) Line (oil flow from stick cylinder rod end)
(4) Valve
(9) Passage
(10) Return passage
(11) Return passage
(16) Check valve
(19) Check valve
(23) Return line
(28) Idler pump
(29) Drive pump
(30) Pilot pump
(33) Pilot line
(34) Pilot line
(35) Pilot line
(36) Pilot line
(37) Passage
(38) Pilot line
(39) Pilot line
(41) Pilot line
(42) Line
(43) Passage
(44) Passage
(45) Passage
(46) Passage
(47) Passage
(48) Check valve
The STICK IN operation contains a regeneration circuit. When the joystick for the stick is moved to
the STICK IN position, stick regeneration valve (31) and stick unloading valve (32) are operational in
the stick hydraulic circuit. The return oil from the rod end of stick cylinder (1) is supplied to the head
end of the stick cylinder. The regeneration circuit makes more effective use of the return oil from the
stick cylinder. This circuit allows the oil delivery from the drive pump and the idler pump to perform
other implement functions during a STICK IN operation.
When the joystick for the stick is moved to the STICK IN position, pilot oil from pilot control valve
(27) flows through pilot line (33). The pilot oil flow then divides into several flow paths. Part of the
pilot oil flows through pilot line (34), pilot line (35), and pilot line (36) to stick l control valve (21).
The pilot oil in pilot line (36) also flows through passage (37) in stick drift reduction valve (5). Part of
the pilot oil flows through pilot line (38) to stick regeneration valve (31). The remainder of the pilot
oil flows through pilot line (39), the pressure reducing valve for boom priority (40) and pilot line (41)
to stick II control valve (13).
Since the pilot oil pressure has caused the spool in stick l control valve (21) to shift downward, the oil
delivery from the idler pump flows through center bypass passage (18), load check valve (15), stick l
control valve (21) and passage (9) to line (2).
The pilot oil pressure in pilot line (41) has caused the spool in stick II control valve (13) to shift
downward. Part of the oil delivery from the drive pump that is in center bypass passage (12) flows
through check valve (16) and stick II control valve (13) to line (42). The remainder of the oil delivery
from the drive pump flows through parallel feeder passage (22), check valve (19) and stick II control
valve (13) to line (42). All of the oil delivery from the drive pump in line (42) flows to line (2) and
combines with the oil delivery from the idler pump. The combined pump oil flows to the head end of
stick cylinder (1).
The return oil from the rod end of the stick cylinder flows through line (3) to stick drift reduction
valve (5). Valve (4) in the stick drift reduction valve shifts to the left and the return oil enters passage
(43). Part of the return oil in passage (43) flows through stick l control valve (21), return passage (10),
and return line (23) to the hydraulic tank. The remainder of the return oil flows through the
regeneration circuit to the head end of the stick cylinders.
Hydraulic schematic for STICK IN (slow without regeneration)
(1) Stick cylinder
(2) Line (oil flow to stick cylinder head end)
(3) Line (oil flow from stick cylinder rod end)
(4) Valve
(9) Passage
(10) Return passage
(11) Return passage
(16) Check valve
(19) Check valve
(23) Return line
(28) Idler pump
(29) Drive pump
(30) Pilot pump
(33) Pilot line
(34) Pilot line
(35) Pilot line
(36) Pilot line
(37) Passage
(38) Pilot line
(39) Pilot line
(41) Pilot line
(42) Line
(43) Passage
(44) Passage
(45) Passage
(46) Passage
(47) Passage
(48) Check valve
When the joystick for stick in is moved slowly, the pilot pressure will not shift stick II control valve
(13). Pilot pressure does not shift stick regeneration valve (31).
Stick Regeneration Valve

Stick regeneration valve
(9) Passage
(38) Pilot line
(43) Passage
(48) Check valve
The stick hydraulic circuit contains a regeneration circuit. This regeneration circuit allows the return
oil from the rod end of the stick cylinder to be supplied to the head end of the stick cylinder during the
STICK IN operation.
When the joystick for the stick is moved to the STICK IN position, pilot oil flow from the pilot
control valve (stick and swing) flows through pilot line (38). Stick regeneration valve (31) shifts
downward. The return oil from the rod end of the stick cylinder flows through passage (43) and
through the throttling slots on valve (31) to check valve (48). Check valve (48) opens and the return
oil flows through passage (9). The return oil from the rod end of the stick cylinder in passage (9)
combines with the oil delivery from the drive pump and the idler pump. This combined oil flow now
flows into the head end of the stick cylinder.
Stick Unloading Valve

Stick unloading valve
(9) Passage
(38) Pilot line
(43) Passage
(44) Passage
(46) Passage
(47) Passage
(49) Passage
(50) Spring
Stick unloading valve (32) works with stick regeneration valve (31) in order to relieve high pressure
in the head end of the stick cylinder during a STICK IN operation.
When the joystick for the stick is moved to the STICK IN position, pilot oil flow from the pilot
control valve (stick and swing) flows through pilot line (38). Stick regeneration valve (31) shifts
downward. The return oil from the rod end of the stick cylinder flows through passage (43) and
through the throttling slots on valve (31) to check valve (48). Check valve (48) opens and the return
oil flows through passage (9). The return oil from the rod end of the stick cylinder in passage (9)
combines with the oil delivery from the drive pump and the idler pump. This combined oil flow now
flows into the head end of the stick cylinder.
Because of the volume of oil that is forced into the head end of the stick cylinder during the
regeneration cycle of the STICK IN operation, the pressure of the oil in the head end of the stick
cylinder increases. The high-pressure oil flows through passage (9) and passage (44). The high-
pressure oil now acts on the end of stick unloading valve (32). When the force of the high-pressure oil
becomes greater than the force of spring (50), the stick unloading valve shifts downward. The return
oil from the rod end of the stick cylinder in passage (43) flows past the throttling slots on stick
regeneration valve (31), through passage (49), through stick unloading valve (32) and passage (47)
and into the return circuit to the hydraulic tank. The return oil from the rod end of the stick cylinder is
quickly unloaded. At this time, the regeneration circuit for the stick cylinder is inoperable.
When the oil pressure at the head end of the stick cylinder decreases, the oil pressure that acts on the
end of stick unloading valve (32) also decreases. The force of spring (50) shifts the stick unloading
valve upward. The return oil from the rod end of the stick cylinder is supplied to the head end of the
stick cylinder. The regeneration circuit is again operable.
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Systems Operation
i02979433
Swing Drive
SMCS - 5459
Swing drive
(1) First stage planetary carrier
(2) First stage planetary gear
(3) Second stage planetary carrier
(4) Ring gear
(5) Second stage planetary gear
(6) Roller bearing
(7) Roller bearing
(8) Pinion shaft

(10) Shaft (swing motor)
(11) First stage sun gear
(12) Second stage sun gear
(14) Housing
(15) Bearing gear (swing gear)
The swing drive consists of a series of planetary gears. The planetary gears reduce the rotational
speed of the swing motor. The swing motor is bolted to the top of the swing drive. The swing drive is
bolted to the upper structure. The teeth of the swing drive output pinion shaft (8) engage with bearing
gear (15) of the swing bearing. The pinion shaft (8) rotates around bearing gear (15) . This causes the
machine to swing. Bearing gear (15) is attached to the lower structure.
The swing drive is divided into the following two groups:
• The first group is a double reducer of motor speed. The components of the first stage reduction
are first stage sun gear (11) , first stage planetary gears (2) , ring gear (4) and first stage
planetary carrier (1) . The components of the second stage reduction are second stage sun gear
(12) , second stage planetary gear (5) , ring gear (4) and second stage planetary carrier (3) .
• The second group is the group for reduced output speed of the motor. The components of the
second group are roller bearing (6) , roller bearing (7) and pinion shaft (8) . The roller bearings
are installed in housing (14) and the roller bearings support pinion shaft (8) .
The swing speed is reduced by a ratio of teeth on the sun gear to ring gear teeth by planetary
reduction. Since the sun gear is inside of the ring gear, the swing drive is more compact than
reduction units with external teeth.
Operation of the first stage planetary assembly
(4) Ring gear
(16) Shaft (first stage planetary gear)
Swing motor output shaft (10) is splined to first stage sun gear (11) . First stage planetary gears (2) of
first stage planetary carrier (1) mesh with first stage sun gear (11) . When first stage sun gear (11)
rotates counterclockwise, first stage planetary gears (2) rotate in a clockwise direction on shafts (16) .
First stage planetary gears (2) move counterclockwise around ring gear (4) . Ring gear (4) is bolted to
housing (14) . First stage planetary carrier (1) rotates counterclockwise.
Swing drive
(3) Second stage planetary carrier
(4) Ring gear
(5) Second stage planetary gear
(6) Roller bearing
(7) Roller bearing
(8) Pinion shaft
(12) Second stage sun gear
(17) Inner circumference of carrier

Splines on inner circumference (17) of first stage planetary carrier (1) engage with the splines on
second stage sun gear (12) . This causes second stage sun gear (12) to rotate counterclockwise when
the first stage planetary carrier rotates. Second stage planetary gears (5) turn clockwise on the shafts
and second stage planetary gears (5) move in a counterclockwise direction around ring gear (4) .
Second stage planetary carrier (3) turns counterclockwise around ring gear (4) . The splines on the
inner circumference of second stage planetary carrier (3) engage with the splines of pinion shaft (8) .
When the second stage planetary carrier turns clockwise, pinion shaft (8) rotates counterclockwise.
Rotation of pinion shaft
(8) Pinion shaft
(15) Bearing gear (swing bearing)
(18) Position of moving pinion shaft
Pinion shaft (8) engages with bearing gear (15) on the inner circumference of the swing bearing.
Bearing gear (15) is bolted to the lower structure. As pinion shaft (8) rotates counterclockwise, pinion
shaft (8) moves in a clockwise direction around bearing gear (15) . The upper structure also rotates in
a clockwise direction around bearing gear (15) . This causes the upper structure to swing to the right
(clockwise rotation).
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Systems Operation
i05421272
Swing Hydraulic System

SMCS - 5050
Hydraulic schematic for SWING RIGHT
(1) Pilot line
(2) Passage
(3) Swing parking brake
(4) Swing motor
(6) Relief valve
(8) Return line
(9) Line
(10) Line
(11) Passage
(16) Passage
(17) Passage
(21) Passage
(22) Passage
(23) Pilot control valve (swing and stick)
(24) Pilot line
(25) Implement/swing pressure switch
(26) Line
(28) Idler pump
(29) Drive pump
(30) Pilot pump
(31) Solenoid valve (swing parking brake)
(32) Line
(34) Hydraulic tank
(36) Drain line
(37) Pilot line
(38) Pilot line
(47) Line
(48) Passage
(49) Line
Swing motor with fine swing solenoid (if equipped)
(4) Swing motor
(28) Idler pump
(29) Drive pump
(30) Pilot pump
(34) Hydraulic tank
(57) Fine swing solenoid valve
The oil delivery for the swing hydraulic circuit is supplied by idler pump (28) only. When either one
of the joysticks is moved from the NEUTRAL position, swing parking brake (3) is released. The
swing motor is mounted on top of the swing drive. The swing drive is installed on the upper structure.
The swing drive reduces the motor speed by two stages. The swing drive rotates the upper structure.
Reference: For more information concerning the operation of the swing motor, refer to Systems
Operation, "Swing Motor".
Reference: For more information concerning the operation of the swing drive, refer to Systems
Operation, "Swing Drive".
Reference: For more information concerning the operation of the swing parking brake and the
solenoid for the swing parking brake, refer to Systems Operation, "Pilot Valve (Swing Parking
Brake)".
(4) Swing motor
(8) Return line
(9) Line
(10) Line
(31) Solenoid valve (swing parking brake)
The oil delivery from idler pump (28) flows through center bypass passage (52) in main control valve
(14) to swing control valve (18). The oil delivery from drive pump (29) flows through center bypass
passage (53) in main control valve (14). Illustration 3 shows the main control valve when only the
swing hydraulic circuit is activated.
When the hydraulic activation control lever is in the UNLOCKED position, the oil delivery from pilot
pump (30) flows to pilot oil manifold (35) and the solenoid valve for swing parking brake (31). The
oil delivery from the pilot pump also flows to pilot control valve (23).
When the swing joystick is moved to the SWING RIGHT position, the implement/swing pressure
switch senses the increase in pilot oil pressure. The implement/swing pressure switch changes to the
ON position. The implement/swing pressure switch sends an input signal to the machine ECM. The
machine ECM then energizes the solenoid for the swing parking brake (31). The solenoid valve for
the swing parking brake shifts. Pilot oil flows through pilot line (1) to swing parking brake (3). The
swing parking brake releases in order to enable a swing operation.
The oil delivery from pilot pump (30) flows from pilot control valve (23) through pilot line (26) and
into swing control valve (18). The spool in swing control valve (18) shifts upward. The pilot oil on the
other end of the spool in the swing control valve flows through pilot line (37) and pilot control valve
(23) to hydraulic tank (34).
Since the spool in swing control valve (18) is fully shifted, center bypass passage (52) is blocked.
None of the oil delivery from the idler pump flows to negative flow control orifice (54) and no
negative flow control pressure is created in center bypass passage (52). Since no negative flow control
pressure is sent through negative flow control line (55) to the idler pump regulator, the idler pump
regulator moves the swashplate of the idler pump toward the maximum angle position. The output
flow rate of the idler pump increases. The oil delivery from the idler pump flows through parallel
feeder passage (13), load check valve (12), passage (17), swing control valve (18), passage (16) and
line (9) to the swing motor. The oil enters the swing motor and flows to motor rotary group (5). The
motor rotary group rotates.
The oil delivery for the swing hydraulic circuit is supplied by the idler pump only. Since only a swing
operation is being performed, the control valves that receive the oil delivery from drive pump (29) are
in the NEUTRAL position. The negative flow control pressure in center bypass passage (53) is not
blocked by any of the control valves. Drive pump (29) remains at the destroked position.
Return oil from motor rotary group (5) flows through line (10) to the main control valve. The return
oil flows through swing control valve (18), return passage (11), return line (8), and slow return check
valve (33) to hydraulic tank (34). The upper structure swings to the right (clockwise direction).
The SWING LEFT operation is similar to the SWING RIGHT operation.
When the swing joystick is moved to the SWING LEFT position, pilot oil from pilot control valve
(23) flows through pilot line (37) and into swing control valve (18). The spool in the swing control
valve shifts downward. The oil delivery from the idler pump in parallel feeder passage (13) flows
through passage (17) and line (10). The oil delivery enters motor rotary group (5). For a swing left
operation, the supply ports and return ports are reverse of the swing right operation. This causes the
upper structure to swing to the left (counterclockwise direction).
When the swing joystick is returned to the NEUTRAL position, the springs on each end of the swing
control valve maintain the spool in the swing control valve in the NEUTRAL position. The oil flow to
the swing motor and the oil flow from the swing motor is blocked by the swing control valve.
Swing Priority
The pilot oil pressure from the pilot control valve directly corresponds to the amount of movement or
position of the joystick. The pilot oil pressure from the pilot control valve acts on the pressure
reducing valve for swing priority and the variable swing priority valve. As the swing joystick is
moved farther from the NEUTRAL position, the pilot oil pressure increases. This gradual increase in
pilot oil pressure causes a gradual change to swing priority. Thus, swing priority is controlled by the
position of the swing joystick and swing priority automatically activates when the joystick reaches a
certain position.
When swing priority is activated, the output flow from the idler pump supplies hydraulic oil to the
swing hydraulic circuit. Since swing priority increases the swing acceleration, swing priority is useful
for loading operations. Swing priority is also useful for leveling operations and trenching operations
when higher swing force is required.
Stick l control valve (swing priority OFF)
(22) Passage
(24) Pilot line (swing pilot pressure)
(38) Pilot line (pilot system pressure)
(39) Pin hole
(40) Spool
(41) Spring
(42) Passage (stick l)
(43) Spool
(44) Drain line
(45) Check valve
(46) Orifice
(47) Line
(48) Passage
(50) Spring
(51) Passage
(56) Drain Line
SWING RIGHT operation (swing priority OFF)
(4) Swing motor
(21) Passage
(22) Passage
(24) Pilot line
(26) Pilot line
(28) Idler pump
(29) Drive pump
(30) Pilot pump
(38) Pilot line
(41) Spring
(47) Line
(48) Passage
(50) Spring
When the swing joystick is in the NEUTRAL position, no pilot oil pressure acts on spool (40) of
pressure reducing valve for swing priority (27). Full pilot oil pressure flows through pilot line (38),
the pressure reducing valve for swing priority (27), line (47) and passage (22) to variable swing
priority valve (20). Spool (43) in the variable swing priority valve is shifted upward against the force
of spring (41). The oil delivery from idler pump (28) in parallel feeder passage (13) flows through
parallel feeder passage (15) and variable swing priority valve (20). The oil delivery enters stick l
control valve (19).
When the swing joystick is moved slightly from the NEUTRAL position in order to perform a
SWING RIGHT operation, reduced pilot oil pressure from pilot control valve (23) flows through pilot
line (26). The pilot oil then divides into two flow paths. Part of the pilot oil flows through passage
(21) to swing control valve (18). The spool in the swing control valve shifts a slight amount that
corresponds to the amount of movement of the swing joystick. The remainder of the pilot oil flows
through pilot line (24) and passage (48). The pilot oil pressure acts on the shoulder of spool (40) in the
pressure reducing valve for swing priority (27). Spool (40) shifts against the force of spring (50).
Since the reduced pilot oil pressure in passage (22) is still higher than the force of spring (41), spool
(43) in variable swing priority valve (20) remains shifted upward. The oil delivery from idler pump
(28) to stick l control valve (19) is not restricted. Swing priority is not activated.
Stick l control valve (swing priority ON)
(22) Passage
(24) Pilot line (swing pilot pressure)
(38) Pilot line (pilot system pressure)
(39) Pin hole
(40) Spool
(41) Spring
(42) Passage (stick l)
(43) Spool
(44) Drain line
(45) Check valve
(46) Orifice
(47) Line
(48) Passage
(50) Spring
(51) Passage
(56) Drain line
SWING RIGHT operation (swing priority ON)
(4) Swing motor
(21) Passage
(22) Passage
(24) Pilot line
(26) Pilot line
(28) Idler pump
(29) Drive pump
(30) Pilot pump
(38) Pilot line
(41) Spring
(45) Check valve
(46) Orifice
(47) Line
(48) Passage
(50) Spring
As the swing joystick is moved to the FULL STROKE position during a SWING RIGHT operation,
the pilot oil pressure in passage (21) increases. The spool in swing control valve (18) shifts fully
upward. The pilot oil pressure in pilot line (24) and passage (48) also increases. Spool (40) in the
pressure reducing valve for swing priority (27) shifts fully against the force of spring (50).
Passage (51) restricts the pilot oil flow from pilot line (38) through the pressure reducing valve for
swing priority (27). The pilot oil pressure in line (47) and passage (22) also decreases. Spool (43) in
variable swing priority valve (20) is pushed downward by the force of spring (41).
The oil delivery from idler pump (28) in parallel feeder passage (15) is restricted by orifice (46) in
check valve (45). A portion of the oil delivery from the idler pump flows into passage (42). Swing
priority is now activated. Most of the oil delivery from the idler pump is dedicated to the swing
system and flows through the swing control valve to the swing motor. As a result, swing priority and
higher swing force can be achieved with the swing joystick.
A portion of the pilot oil at passage (51) flows through passage (39) to spool (40). Pilot oil pressure
that flows from passage (22) into variable swing priority valve (20) corresponds to the position of the
swing joystick.
Shutdown SIS
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Product: EXCAVATOR
Systems Operation
i04684069
Swing Motor
SMCS - 5058-ZW
Swing motor
(1) Relief valve
(2) Relief valve
(3) Motor head
(5) Separator plate
(6) Friction plate
(7) Plate
(8) Body
(9) Drive shaft

(10) Check valve
(11) Makeup port
(12) Drain port
(13) Passage (supply oil or return oil)
(14) Check valve
(19) Valve plate
(21) Brake spring
(22) Brake piston
(23) Piston
(25) Retainer plate
(26) Shoe
The swing motor may be divided into the following three groups:
• The rotary group consists of the following components: cylinder barrel (24), pistons (23), shoes
(26), retainer plate (25) and drive shaft (9) .
• The parking brake consists of the following components: brake spring (21), brake piston (22),
separator plate (5) and friction plate (6) .
• The relief valves and the makeup valves consist of the following components: relief valve (1),
relief valve (2), check valve (10) and check valve (14) .
Supply oil from the pump is delivered to port (16) or port (17). During a SWING RIGHT operation,
the oil delivery enters motor head (3) at port (17) and flows through passage (18). The oil then flows
through passage (13) in valve plate (19) and passes through passage (20) in cylinder barrel (24). This
oil pressurizes piston (23) in motor head (3).
Motor passages
(A) Bottom center position
(B) Inlet side (high pressure)
(C) Top center position
(D) Outlet side (low pressure)
(13) Passage (valve plate)
(15) Return passage
(16) Port
(17) Port
(18) Supply passage
(20) Passage (cylinder barrel)
(28) Direction of motor rotation (counterclockwise rotation)
Shoe (26) is pressed against the upper surface of plate (7) by the force of piston (23). The shoe and
the piston slide along the slope of plate (7) in a counterclockwise direction. This sliding force causes
cylinder barrel (24) to rotate in a counterclockwise direction (28). As each piston reaches the bottom
center position (A), oil flows through passage (27) in valve plate (19). This oil then flows through
passage (15) of motor head (3) to the hydraulic tank. As cylinder barrel (27) continues to rotate
counterclockwise, the piston and the shoe continue to move up the inclined surface of plate (28).
Since cylinder barrel (24) is splined to drive shaft (9), the drive shaft rotates in the same direction as
the cylinder barrel.
For a SWING LEFT operation, swing pump supply oil is delivered to port (16). The supply ports and
the return ports are reversed. Cylinder barrel (24) turns clockwise.
The case drain oil from the swing motors returns through drain port (12) of motor head (3) to the
hydraulic tank.
ReferenceFor more information concerning the swing parking brake, refer to Systems Operation,
"Pilot Valve (Swing Parking Brake)".
ReferenceFor more information concerning the swing relief valves, refer to Systems Operation,
"Relief Valve (Swing)".
Shutdown SIS
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Product: EXCAVATOR
Systems Operation
i02885211
Swivel
SMCS - 5060
Swivel
(1) Retainer
(2) Cover
(3) Drain port
(4) Drain hole
(5) Port
(6) Seal
(7) Port
(8) Port
(9) Housing
(10) Port
(11) Port
(12) Flange
(13) Seal
(14) Rotor
(15) Port
(16) Port
(17) Port
(18) Port
(19) Port
(20) Port
(21) Swivel
Table 1
Identification Of Port And Circuit
Ports (Housing) Ports (Rotor) Circuit

7 17 Right travel (reverse)
10 20 Right travel (forward)

8 19 Left travel (forward)
5 16 Left travel (reverse)

3 18 Drain
11 15 Change of Travel speed
The swivel accomplishes two functions. The swivel supplies pump oil from the upper structure to the
travel motors of the lower structure. The upper structure swings. The lower structure does not swing.
Swivel (21) returns oil from the travel motors to the hydraulic tank.
Housing (9) is bolted to the upper structure at flange (12). Rotor (14) rotates within housing (9). A
support arm is bolted to rotor (14) in order to prevent rotation. The ports of housing (9) are open to
the ports of rotor (14). The passages in housing (9) and the passages in rotor (14) connect the ports.
Seal (6) for high pressure and seal (13) for low pressure are provided between the sliding surfaces of
housing (9) and rotor (14). Seals (6) and (13) prevent oil leakage between the passages.
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Product: EXCAVATOR
Systems Operation
i04363204

SMCS - 5051-KV
Left travel motor and travel counterbalance valve
(1) Crossover relief valve (reverse travel)
(9) Crossover relief valve (forward travel)
(24) Port (supply port for forward travel)
(30) Port (supply port for reverse travel)
(32) Travel counterbalance valve
(33) Counterbalance valve
Travel counterbalance valve (32) consists of counterbalance valve (33), crossover relief valve (1), and
crossover relief valve (9). The travel counterbalance valve is bolted to the travel motor. The travel
counterbalance valve has the following four functions.
• The travel counterbalance valve prevents a shock load when travel is stopped.
• The travel counterbalance valve prevents overspeed while the machine is traveling down a
slope.
• The travel counterbalance valve prevents cavitation.
• The travel counterbalance valve routes a portion of the oil to the travel parking brake in order to
release the brake.
Counterbalance Valve Operation During Level Travel

Travel counterbalance valve (level travel)
(2) Spring
(3) Valve
(4) Passage
(5) Passage
(6) Passage
(7) Valve
(8) Spring
(10) Passage
(11) Passage
(12) Passage
(13) Passage
(14) Orifice
(15) Ball
(16) Spring
(17) Spool
(18) Spring
(19) Spring chamber
(20) Passage
(21) Passage
(22) Spring
(14) Passage
(21) Passage
(23) Passage
(24) Port
(25) Check valve
(25) Passage
(26) Passage
(27) Port
(28) Passage
(29) Check valve
(29) Passage
(30) Port
(31) Passage
(35) Passage
(36) Orifice
(37) Damper piston
(38) Chamber (damper piston)
(39) Orifice
(40) Passage
Counterbalance valve (33) consists of spool (17), ball (15), spring (16), spring (18), and spring (22).
During forward travel on level ground, pump oil is supplied to port (24). The oil flows through port
(24), passage (23), check valve (25), passage (26) and passage (11) to the rotary group of the travel
motor.
Oil delivery flow from passage (26) also flows to passage (10) and passage (6). High-pressure oil
forces valve (7) to shift to the right against spring (8). Oil that is in passage (40) is pressurized by the
movement of valve (7). The oil in passage (40) flows through orifice (39) and into chamber (38). The
oil in chamber (38) shifts damper piston (37) downward. Oil that is in passage (35) is routed to the
return circuit through the orifice in valve (3). This action dampens the opening of the crossover relief
valves for better ride control.
A portion of the oil delivery from the idler pump in port (23) flows through passage (21). Ball (15)
moves to the left against the force of spring (16). The oil delivery then flows through passage (20)
into spring chamber (19). The oil pressure in spring chamber (19) acts on the end of spool (17). Spool
(17) shifts to the right against the force of spring (22). Passage (13) opens to passage (31).
As spool (17) shifts to the right, return oil from the travel motor flows through passage (13), passage
(31) and port (30) to the hydraulic tank.
When the oil flow from port (24) is blocked, the pressure in spring chamber (19) decreases. The force
of spring (22) shifts spool (17) to the left. Passage (13) closes. Return oil from the travel motor is
blocked and the rotation of the travel motor stops.
During reverse travel, the travel counterbalance valve operates in the same manner as the forward
travel operation. When the direction of travel is reversed, pump oil flows to spool (17) through port
(30). Spool (17) shifts to the left. The return oil flows through port (24).
Counterbalance Valve Operation During Slope Travel

Travel counterbalance valve (slope travel)
(2) Spring
(3) Valve
(4) Passage
(5) Passage
(6) Passage
(7) Valve
(8) Spring
(10) Passage
(11) Passage
(12) Passage
(13) Passage
(14) Orifice
(15) Ball
(16) Spring
(17) Spool
(18) Spring
(19) Spring chamber
(20) Passage
(21) Passage
(22) Spring
(14) Passage
(21) Passage
(23) Passage
(24) Port
(25) Check valve
(25) Passage
(26) Passage
(27) Port
(28) Passage
(29) Check valve
(29) Passage
(30) Port
(31) Passage
(35) Passage
(36) Orifice
(37) Damper piston
(39) Orifice
(40) Passage
When the machine travels down a slope, the travel motors rotate at a higher speed. The higher speed
is due to the mass (weight and size) of the machine. When this condition occurs, the pumps cannot
maintain the oil supply to the travel motors. The lack of oil supply will cause cavitation in the travel
motor. A pressure decrease occurs at port (24). A pressure decrease occurs in spring chamber (19) as
well.
The force of spring (22) moves spool (17) to the left. Passage (13) begins to close. This blocks oil
flow between passage (27) and passage (30). The return oil from the travel motor and the oil flow to
the supply port of the travel motor are restricted. The rotation of the travel motor slows down.
The pressure of the oil delivery from the idler pump at port (24) increases. Part of the oil flows
through passage (20). Spool (17) shifts to the right. Passage (13) opens. Return oil from the travel
motor flows through port (29). The modulation of spool (17) maintains the proper opening of passage
(13) when the machine travels down a slope. The travel motor begins to rotate in accordance with the
amount of pump oil supply. This action prevents cavitation in the travel motors.
When the machine is traveling down a slope, or the machine is suddenly stopped, spool (17) suddenly
closes passage (13). This action causes a hydraulic pressure spike to occur. A damper is provided at
both ends of spool (17) in order to prevent hydraulic pressure spikes. As spool (17) shifts to the left,
the oil in spring chamber (19) is pressurized. Ball (15) moves to the right. The oil in spring chamber
(19) flows through passage (20) and orifice (14) into passage (23). Spool (17) slowly moves to the
left. passage (13) slowly closes. The size and the position of orifice (14) maintains the proper shock
damper.
The sudden pressure spikes in passage (11) and passage (13) are controlled by valve (3) and valve (7).
As pressure spikes are eliminated by valve (3) and valve (7), the oil in passage (35) and passage (40)
shift damper piston (37) upward and downward. This action provides smooth opening of valve (3) and
valve (7).
Operation Of Travel Crossover Relief Valves During Travel

Stop
Travel counterbalance valve (travel stop)
(2) Spring
(3) Valve
(4) Passage
(5) Passage
(6) Passage
(7) Valve
(8) Spring
(10) Passage
(11) Passage
(12) Passage
(13) Passage
(14) Orifice
(15) Ball
(16) Spring
(17) Spool
(18) Spring
(19) Spring chamber
(20) Passage
(21) Passage
(22) Spring
(14) Passage
(21) Passage
(23) Passage
(24) Port
(25) Check valve
(25) Passage
(26) Passage
(27) Port
(28) Passage
(29) Check valve
(29) Passage
(30) Port
(31) Passage
(35) Passage
(36) Orifice
(37) Damper piston
(39) Orifice
(40) Passage
If the travel levers/pedals are returned to the NEUTRAL position during machine movement, the oil
delivery from the pumps is blocked from the travel motors. The pressure at port (24) of the travel
counterbalance valve decreases. The force of spring (22) moves spool (17) to the left to the
NEUTRAL position. The mass (weight and size) of the machine causes the travel motor to continue
to rotate.
Passage (13) is closed and the flow of return oil is blocked. A sudden pressure increase occurs in
passage (13). The oil in passage (13) flows through passage (12) and passage (4) to crossover relief
valve (1). Valve (3) shifts to the left. The oil in passage (4) flows past the open valve (6) into passage
(10). The return oil in passage (10) flows to passage (11) and is supplied to the travel motor as make
up oil. Providing make up oil to the travel motor prevents cavitation while the travel motor stops.
Damper piston (37) provides a cushion effect when valve (2) opens. This action dampens the opening
of the crossover relief valve for better ride control.
Crossover Relief Valve Operation
Travel crossover relief valve
(2) Spring
(3) Valve
(4) Passage
(10) Return passage
(41) Spring chamber
(42) Orifice
The oil pressure in passage (4) increases to the pressure setting of the crossover relief valve. Valve (3)
shifts to the left against the force of spring (2). Oil in passage (4) now flows past valve (3) into return
passage (10). The travel crossover relief valve maintains the circuit pressure at a lower pressure.
Some of the return oil flows through orifice (42) in valve (3) to spring chamber (41). The flow of
return oil into spring chamber (41) provides better control of valve (3). When valve (3) shifts to the
left, the spool moves at a slower rate. The stopping action of the travel motor is more controlled. The
shock load of the return oil is reduced at the stop of a travel operation.
During forward travel of the left travel motor, oil flow opens crossover relief valve (1) when the
machine is stopping. During reverse travel of the left travel motor, crossover relief valve (9) is
activated when the machine is stopping.
Crossover relief valves (1) and (9) protect the travel motor by releasing the high-pressure oil.
Crossover relief valves (1) and (9) also provide makeup oil from the outlet side of the travel motor to
the inlet side of the travel motor. This makeup oil prevents a vacuum condition in the travel motor.
Refer to the crossover relief valves by the functions of the travel control levers. Refer to crossover
relief valve (9) as left travel (forward) relief. Refer to crossover relief valve (1) as left travel (reverse)
relief.
Reference: For more information concerning the pressure settings of the travel crossover relief
valves, refer to Testing and Adjusting, "Relief Valve (Travel Motor) - Test and Adjust".
Travel Parking Brake Operation

During a forward travel operation, the oil delivery from the idler pump flows to port (24) of the travel
counterbalance valve. Oil flows through passage (11) to passage (21). Oil flow in passage (21) causes
ball (15) to move to the left against spring (16). Oil flows to passage (20) and into spring chamber
(19). Spool (17) moves to the right against spring (22).
When spool (17) shifts to the right, passage (5) opens. A portion of the oil delivery in passage (21)
flows through passage (5) and port (27) in order to release the travel parking brake. The rotation of
the motor rotary group does not start until the travel parking brake is released.
Oil delivery to port (24) is blocked when the travel motor is stopped. Oil flow no longer moves spool
(17) to the right against spring (22). Spool (17) begins to return to the NEUTRAL position. Spring
(16) causes ball (15) to stop the flow of pressure oil from spring chamber (19) to passage (21). The
pressure oil in spring chamber (19) must flow through orifice (14) to allow spool (17) to return to the
NEUTRAL position.
The restriction of oil flow through orifice (14) causes spool (17) to shift to the NEUTRAL position
slowly. By slowing the return of spool (17), passage (5) remains open longer. Oil in passage (5) must
drain to the return oil circuit so that the travel parking brake will function properly. Once spool (17)
has shifted to the NEUTRAL position, passage (5) is blocked. A sufficient amount of time is provided
for the travel motor to come to a stop before the travel parking brake is fully engaged. The machine
stops before the travel parking brake is engaged.
Reference: For more information concerning the operation of the travel parking brake, refer
toSystems Operation, "Travel Parking Brake".
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Systems Operation
i05982072
Travel Hydraulic System

SMCS - 5050
S/N - JEG1-UP
S/N - KBS1-UP
S/N - KBX1-10000
S/N - KCE1-UP
S/N - LCA1-UP
S/N - MDJ1-UP
S/N - NBF1-UP
S/N - NBH1-UP
S/N - PBB1-UP
S/N - PFE1-UP
S/N - PJP1-UP
S/N - RAR1-UP
S/N - RDZ1-UP
S/N - SDZ1-UP
S/N - STN1-UP
S/N - TDN1-UP
S/N - WBF1-UP
S/N - XBK1-UP
S/N - YBE1-UP
S/N - YBJ1-UP
S/N - YCR1-UP
S/N - ZBH1-UP
Travel Control
(52) Travel brake valve

Final drive
(53) Track
(54) Sprocket
(55) Final drive
The output flow from the drive pump flows through the swivel to the right travel motor. The output
flow from the idler pump flows through the swivel to the left travel motor. The pump delivery flow
causes rotation of the travel motors. The torque of the travel motors is transmitted to the final drives.
The rotational speed of the travel motors is reduced by gear reduction in the final drive. The final
drive (55) increases the torque and the rotational force drives track (53) via sprocket (54).
Switch Panel (right console)
(56) Travel speed control switch
The travel speed can be adjusted by the slight operation of the travel levers/pedals. The travel speed
can also be controlled by travel speed control switch (56). This changes the travel speed when the
travel levers/pedals are moved to the maximum position. The travel speed control switch can be set at
the LOW SPEED position or the HIGH SPEED position. When the travel speed control switch is set
at the LOW SPEED position, the tortoise appears on the default message display of the monitor.
When the travel speed control switch is set at the HIGH SPEED position, the rabbit appears on the
default message display of the monitor. During travel on a flat surface or during gradual downhill
travel, the travel speed is set at the HIGH SPEED position in order to realize increased mobility.
When travel speed control switch (56) is set at the HIGH SPEED position, the pressure sensors for
pump delivery pressure detect the change in pump load. If the pressure sensors detect a high load, the
travel speed is automatically adjusted to LOW SPEED. If the pressure sensors detect a small load, the
travel speed is automatically adjusted to HIGH SPEED.
Operation of travel
(15) Right travel motor
(57) Forward travel
(58) Left travel lever/pedal
(59) Idler
(60) Right travel lever/pedal

(61) Cab
(62) Reverse travel
The direction of travel is relative to the position of the lower structure. For normal travel, idler (59) is
positioned in front of cab (61) and travel motors (1) and (15) to the rear of the cab. With the machine
in the normal position of travel, move the travel levers/pedals (58) and (60) forward. The machine
will travel in forward direction (57). This movement is called forward travel. When the travel
levers/pedals (58) and (60) are moved toward the operator, the machine travels in reverse direction
(62). This direction is called reverse travel.
When cab (61) is rotated by 180 degrees, travel motors (1) and (15) are positioned in front of the cab.
The direction of travel and the operation of the travel levers/pedals (58) and (60) are reversed from
the normal travel direction.
When the machine is in the normal position of travel and when one of the travel levers/pedals (58) or
(60) is moved forward, the respective track travels forward. The machine turns because the stationary
track acts as the pivot point. This turn is called a pivot turn.
This machine will spot turn in order to change the travel direction of the machine in a narrow space.
To complete a spot turn operation, move one travel lever/pedal to the rear and move the other travel
lever/pedal forward at the same time. One track will travel to the rear and the other track will travel
forward. The machine will spot turn around the center axis of the machine.
Forward Travel
Hydraulic schematic for FORWARD TRAVEL
(2) Swashplate
(4) Swashplate control piston (HIGH SPEED)
(6) Brake pilot valve
(7) Passage
(9) Swashplate control piston (LOW SPEED)
(10) Parking brake
(11) Passage
(13) Passage
(14) Line (pilot system oil pressure)

(15) Right travel motor
(16) Swashplate
(17) Swashplate control piston (LOW SPEED)
(18) Passage
(19) Passage
(21) Passage
(22) Swashplate control piston (HIGH SPEED)
(23) Passage
(24) Passage
(25) Passage
(26) Passage
(27) Line (pilot system oil pressure)
(28) Line (return oil)
(29) Line (supply oil)
(30) Swivel
(37) Return passage
(39) Passage
(42) Pilot line (forward left travel)
(43) Pilot line (forward right travel)
(44) Travel pilot control valve
(45) Return line
(46) Pressure sensor for drive pump

(47) Pressure sensor for idler pump
(49) Idler pump
(50) Drive pump
(51) Pilot pump
Main control valve
When both of the travel levers/pedals are operated, pilot system oil pressure flows from travel pilot
control valve (44) through pilot lines (42) and (43) to left travel control valve (38) and right travel
control valve (41). The pilot system oil pressure shifts the spools in both of the travel control valves in
an upward direction. The travel control valves allow the oil delivery from the drive pump and the idler
pump to flow to swivel (30). The swivel transfers the oil delivery from the rotating upper structure to
the lines in the lower structure. The oil delivery flows to left travel motor (1) and right travel motor
(15) .
Note: The right and left travel controls function in the same manner. The explanation for the left
travel control will be used to explain both the right and left travel controls.
When the left travel lever/pedal is moved to the FORWARD TRAVEL position, pilot system oil
pressure from travel pilot control valve (44) flows through pilot line (42) to left travel control valve
(38). The spool in the left travel control valve shifts in an upward direction. The oil delivery from the
idler pump in center bypass passage (40) flows through passage (39), left travel control valve (38),
passage (35), line (33), swivel (30) and line (29) to left travel motor (1) .
The oil delivery from the idler pump enters left travel motor (1) and flows through counterbalance
valve (8) and passage (5) to motor rotary group (3). At the same time, a portion of the oil delivery
from the idler pump flows through passage (7) and brake pilot valve (6) to parking brake (10). The
parking brake is released and the oil delivery from the idler pump causes the motor to rotate.
LOW SPEED
Left travel motor (LOW SPEED)
(2) Swashplate
(4) Swashplate control piston

(13) Passage
(27) Pilot line
(47) Pressure sensor (idler pump)
(49) Idler pump
(51) Pilot pump
(A) Indicator for HIGH SPEED
(B) Indicator for LOW SPEED
(C) Machine ECM
When travel speed control switch (56) is set at the LOW SPEED position, an electrical signal is sent
to machine ECM (C). The machine ECM does not energize travel speed solenoid valve (48) and pilot
system oil pressure does not flow through pilot line (27) to displacement change valve (12). The spool
in the displacement change valve does not shift. A portion of the oil flow from the idler pump in
passage (5) flows through passage (13) and displacement change valve (12) to swashplate control
piston (9). As a result, swashplate control piston (9) moves swashplate (2) to the maximum
displacement position. At the same time, the oil that acts on swashplate control piston (4) flows into
the case drain of the travel motor. One rotation of motor rotary group (3) displaces a larger amount of
oil flow. The rotational speed of the left travel motor decreases. The left track moves slowly and
better traction is achieved.
The return oil from motor rotary group (3) flows through passage (11), counterbalance valve (8), line
(28) and swivel (30). The return oil then flows through line (34), left travel control valve (38), return
passage (37), and return line (45) to the hydraulic tank.
Right travel motor (15) receives the oil delivery from the drive pump. The right travel motor functions
in the same manner as the left travel motor in the LOW SPEED position.
HIGH SPEED
Pilot manifold
Left travel motor (HIGH SPEED)
(2) Swashplate
(13) Passage
(27) Pilot line
(47) Pressure sensor (idler pump)
(49) Idler pump
(51) Pilot pump
(A) Indicator for HIGH SPEED
(B) Indicator for LOW SPEED
(C) Machine ECM
When travel speed control switch (56) is set at the HIGH SPEED position, an electrical signal is sent
to machine ECM (D). Pressure sensors (46) and (47) also send an electrical signal to the machine
ECM. If the travel load is light and when the pump delivery pressure is below a certain pressure, the
machine ECM energizes travel speed solenoid valve (48). Pilot system oil pressure flows through
travel speed solenoid valve (48) and line (27) to displacement change valve (12). The spool in the
displacement change valve shifts. A portion of the oil delivery from the idler pump flows through the
displacement change valve to swashplate control piston (4). Swashplate control piston (4) moves
swashplate (2) to the minimum displacement position. At the same time, the oil that acts on
swashplate control piston (9) flows into the case drain of the travel motor. One rotation of motor
rotary group (3) displaces a smaller amount of oil flow. The rotational speed of the left travel motor
increases. The left track moves at a faster speed.
The return oil from motor rotary group (3) flows through passage (11), counterbalance valve (8), line
(28) and swivel (30). The return oil then flows through line (34), left travel control valve (38), return
passage (37), and return line (45) to the hydraulic tank.
Right travel motor (15) receives the oil delivery from the drive pump. The right travel motor functions
in the same manner as the left travel motor in HIGH SPEED position.
Automatic Travel Speed Change
Main pump compartment
(46) Pressure sensor for drive pump
(47) Pressure sensor for idler pump
Pressure sensor (46) monitors the delivery pressure of the drive pump. Pressure sensor (47) monitors
the delivery pressure of the idler pump. The motor displacement is low when the travel speed control
switch is set at the HIGH SPEED position and the travel load is light. As the pump load increases, the
delivery pressure of the pumps increases. When the delivery pressure of the pumps reaches a certain
pressure, the pressure sensor sends an electrical signal to the machine ECM. The machine ECM de-
energizes travel speed solenoid valve (48). Travel speed solenoid valve (48) blocks the flow of pilot
system supply oil to displacement change valves (14) and (20). The oil in swashplate control pistons
(4) and (22) now flows into the case drain of the travel motors. Swashplates (2) and (16) move to the
maximum displacement position. One rotation of the motor rotary groups in the travel motors
displaces a larger amount of oil flow. The rotational speed of the travel motors decreases. The travel
speed is automatically changed to LOW SPEED.
When the pump load decreases and the travel speed control switch is set at the HIGH SPEED
position, pressure sensors (46) and (47) will now cause the machine ECM to energize travel speed
solenoid valve (48). Displacement change valves (12) and (20) will be shifted by pilot pressure so that
the motor rotary groups will change to the minimum displacement position. One rotation of the motor
rotary groups displaces a small amount of oil flow. The travel speed will automatically change to
HIGH SPEED.
The ability of the machine to change the travel speed automatically allows good performance at high
speed and better traction control.
Wed Dec 30 10:53:25 UTC+0530 2020

C opyright 1993 - 2020 Caterpillar Inc.
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i05785098
Travel Motor
SMCS - 79PC-QP
Travel motor
(1) Drive shaft
(2) Stopper
(3) Piston
(4) Swashplate
(5) Slipper
(6) Retainer
(7) Barrel
(8) Piston guide
(9) Check valve
(10) Check valve
(11) Passage
(13) Port
(14) Valve plate
(15) Head
(16) Stopper
(17) Piston
(18) Guide
(19) Spacer
(20) Spring
(21) Piston
(22) Friction plate
(24) Passage
(25) Passage
(26) Brake spring
(27) Brake piston
(28) Port
(29) Drain port
(30) Port
(31) Port
(32) Spool
(33) Spring
Travel motor (partial schematic)
(3) Piston
(4) Swashplate
(9) Check valve
(10) Check valve
(14) Valve plate
(17) Piston
(28) Port
(29) Drain port
(30) Port
(31) Port
The travel motor can be divided into the following three groups:
• The rotary group consists of the following components: drive shaft (1), slippers (5), retainer (6),
barrel (7), guide (18), spacer (19), spring (20) and piston (21).
• The parking brake consists of the following components: piston guide (8), brake pilot valve
(12), friction plates (22), separator plates (23), brake spring (26) and brake piston (27).
• The displacement change valve consists of the following components: piston (3), check valve
(9), check valve (10), piston (17) and displacement change valve (34).
The flow of the oil delivery from the pump depends on the direction of travel. The oil delivery from
the pump flows into the travel motor through port (30) or port (31). Pump oil is forced out of the
travel motor through port (31) or (30).
The case drain oil returns to the hydraulic tank through drain port (29) of head (15).
The oil delivery from the idler pump flows into the left travel motor through port (30) during forward
travel. The oil from port (30) flows through passage (11) in head (15) and through passage (25) in
valve plate (14). The oil then flows through passage (24) of barrel (7) and the oil forces pistons (21) to
move to the left.
Motor passage (side view from head)
(A) Top center
(B) Outlet side (low pressure)
(C) Bottom center
(D) Inlet side (high pressure)
(24) Passage (barrel)
Slipper (5) is coupled to the piston. Slipper (5) and the piston slide on the surface of plate (4) from the
top center to the bottom center. Slipper (5) and the piston rotate with barrel (7). Supply oil from the
idler pump flows through passage (25) of valve plate (14) into pistons (21). Oil is discharged through
passage (11) of piston (21). The oil then flows through passage (35) of valve plate (14). The oil then
flows through port (31). The barrel turns counterclockwise.
Drive shaft (1) is splined to barrel (7). The shaft and barrel of the left travel motor rotate
counterclockwise for forward travel.
In reverse travel, port (30) functions as an oil return port. Port (31) functions as a supply port. The left
travel motor rotates clockwise.
When the right travel motor receives the oil delivery from the drive pump through port (30), the right
travel motor turns clockwise for forward travel. When the oil delivery from the drive pump flows
through port (31), the right travel motor turns counterclockwise for reverse travel.
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i02667742
Travel Parking Brake

SMCS - 4267
The travel parking brake is built into the travel motor. When the oil delivery from the pump flows to
the travel motor, the parking brake releases and the travel motor starts rotating. When no oil delivery
flows to the travel motor, the rotation of the travel motor stops and the travel parking brake engages.
For more information concerning the operation of the travel motor, refer to Systems Operation,
"Travel Motor".
Parking brake (parking brake engaged)
(2) Port
(3) Drive shaft
(4) Head
(5) Passage
(6) Brake spring
(7) Housing
(8) Barrel
(9) Friction plate
(11) Piston guide
(12) Piston chamber
(13) Brake piston
(14) Passage
(15) Spring
(16) Valve
(17) Retainer
(18) Orifice
In the parking brake section of the travel motor, separator plates (10) are splined to housing (7).
Friction plates (9) are splined to barrel (8).
When the travel lever/pedal is returned to the NEUTRAL position, the oil delivery from the pump is
blocked at the travel control valve in the main control valve. Valve (16) moves to the right by the
force of spring (15). The oil delivery from the pump does not flow through valve (16). The force of
the oil pressure on the left side of brake piston (13) now becomes lower than the force of brake spring
(6). The brake piston is pushed slowly to the left by the force of the brake spring. The oil in piston
chamber (12) now flows through passage (14) and passage (5). The oil flows through orifice (18) and
into the valve of the motor case drain line. Friction plates (9) and separator plates (10) are forced
together by the force of brake spring (6). Friction plates (9) are splined to barrel (8). Separator plates
(10) are splined to housing (7). When the separator plates and the friction plates are forced together,
the rotation of drive shaft (3) in the travel motor gradually slows to a stop as the parking brake
engages.
Orifice (18) restricts return oil flow from piston chamber (12). The restriction of the return oil flow
delays the application of the parking brake. The parking brake is delayed in order to give the machine
time to stop. Earlier wear and/or damage to the machine could result if the machine stayed in motion.
Parking brake (brake released)
(2) Port
(3) Drive shaft
(4) Head
(5) Passage
(6) Brake spring
(7) Housing
(8) Barrel
(9) Friction plate
(11) Piston guide
(12) Piston chamber
(13) Brake piston
(14) Passage
(15) Spring
(16) Valve
(17) Retainer
(18) Orifice
When a travel lever/pedal is moved from the NEUTRAL position, the oil delivery from the pump
flows to the inlet port of the travel motor from the travel control valve in the main control valve. A
portion of the oil delivery from the pump flows through port (2). Valve (16) moves to the left against
the force of spring (15). The oil then flows through passages (5) and (14) to piston chamber (12).
Brake piston (13) moves to the right against the force of brake spring (6). The spring force that is
holding friction plates (9) and separator plates (10) together is released. Barrel (8) and drive shaft (3)
start to rotate.
Cab Pressurization and Filtration System 2
Condensate Drainage System 4
Evaporator Coil 5
Glossary of Terms 8
Identifying the Air Conditioning System 12
Identifying the Heating System 15
Identifying the Refrigerant 19
In-line Refrigerant Dryer 21
Pressure Switch (Refrigerant) 23
Refrigerant Accumulator 26
Refrigerant Compressor Protection System 28
Refrigerant Condenser 35
Refrigerant Expansion Valve System 37
Refrigerant Expansion Valve 40
Refrigerant Orifice Tube Assembly 43
Refrigerant Orifice Tube System 45
Refrigerant Receiver-Dryer 48
Service Intervals 52
Temperature Control 60
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i05907558
Cab Pressurization and Filtration System

SMCS - 7320; 7342
Caterpillar machines with an enclosed cab area need to provide adequate air flow to the operator
inside the cab area so that a standard air pressure is met. Maintaining a proper air pressure level is
accomplished by ensuring that the appropriate seals are used. When the appropriate seals are correctly
installed, the cab will be pressurized by the ventilation system.
Maintaining the proper pressurization level in the cab area is important to the health of the operator
because changes to the air pressure may lead to problems with breathing. Low pressure can cause dust
to enter the cab and the Heating Ventilation Air Conditioning (HVAC) system, which can lead to
premature system deterioration. Low pressure is often caused by improper sealing of the cab. Poor
sealing of the cab requires an increase in the fresh air flow to maintain pressurization. The increase in
fresh air flow will lead to a lower air conditioning and heater performance. The increase in fresh air
flow will also lead to increased intervals in filter service. Additional noise that is entering the cab can
also result from poor sealing of the cab.
Cab sealing objectives for the operator cab environment are for the cab to pressurize to a minimum of
50 Pa (0.2 inch of H2O) with no more than 76 m3/hr (45 cfm) of fresh air flow. The minimum cab
fresh air flow while the ventilation system is operating on any fan speed is 43 m3/hr (25 cfm). This
objective satisfies the requirements for fresh air flow from SAE J1503 and ISO 10263-4. In HVAC
systems with a mode door that controls the balance of fresh air and recirculation air, the control shall
be set to minimum fresh air flow while measuring cab pressure.
The air flow of a HVAC system is used to pressurize a cab as the air flow passes through different
components. First, outside air is drawn into the HVAC compartment after being filtered for dust
particles. Air is drawn in with the help of a blower fan. The blower fan pulls air or pushes air across
the heater and/or the evaporator coil. The air flow is then directed into the ventilation ducts of the
system. The air flow travels into the environment of the cab through the directional louvers. Finally,
the air inside the cab area returns to the HVAC system through the recirculation filter.
Some ventilation systems can be enhanced by using different options. One option that is available for
a wide variety of Caterpillar machines is the inclusion of a powered precleaner unit. As part of the
pressurized system of the cab, a precleaner removes additional dirt/dust from the fresh air flow that is
entering the cab. This provides extended life for the filter to the fresh air filter. These precleaners are
coupled with higher efficiency fresh air filters in order to prevent finer particles of dirt from entering
the cab area. In addition to the precleaner, some newer systems may include filters that are low
restriction. A media filter that is low restriction can filter dust effectively, and offer more air flow
through the HVAC system.
Cab Air Filters

Most Caterpillar machines with the R134a system have two cab air filters. One type of air filter is the
fresh air filter and the other type of filter is a recirculation filter inside the cab. Some of the machines
have a third air filter that is made of foam. The third filter is designed to remove large debris before
the air reaches the fresh air filter.
Some Caterpillar machines are equipped with a precleaner for the cab. The system is designed to
remove excessive dust and dirt from the air that is entering the cab. The precleaner is part of the
pressurized cab.
There are optional replacement filters that are available for use in the field with certain machine
applications. Carbon impregnated filters are used for improved odor reduction in place of the fresh air
filter. High efficiency filters are also used as a replacement for the fresh air filter in environments with
high concentrations of dust. High efficiency filters also provide better filtering efficiencies in order to
reduce the intake of dust into the cab. Filters that are low restriction are also available for certain
applications as a way to reduce the system restriction through the filter. Filters that are low restriction
reduce the restriction that is in the system, and the filters continue to maintain efficiencies in filtering
dust.
ReferenceFor optional replacement of filters, see Datasheet, PEHJ0092, "Cat Cabin Air Filters
Datasheet".
Air filters for Caterpillar cabs are not intended for filtering out hazardous materials. When you are
working in an environment with potentially hazardous materials, all of the safety precautions for
working with that material should be followed. As the requirements are defined by the local agencies,
additional personal protection equipment may be required for the operator.
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i02991847
Condensate Drainage System

SMCS - 7320
Caterpillar machines that are equipped with Heating Ventilation Air Conditioning (HVAC) units need
to have an adequate system for drainage in order to properly remove condensate from the HVAC
system. Condensate collects on the coils as moisture is removed from the air during air conditioning
operation. After the condensate has developed on the coil, the condensate will drip off the coil. In
order to prevent any condensate from entering the enclosure for the operator, a drainage system that is
maintained correctly is needed.
Drainage of the condensate can be achieved in different ways. Some systems have a collection
reservoir that is built into the case compartment that encloses the evaporator coil. The floor of the case
slopes to the holes for drainage, and this allows condensate to drain away from the HVAC unit.
Other systems incorporate a separate drain pan that is located under the coil, in the case compartment
that is used to collect condensate. The drain pan is shaped in order to allow condensate to flow toward
the holes for drainage and away from the HVAC unit.
Whether integrated into the case design, or integrated through the use of a drain pan, the drain hoses
and the valves are attached to the drain holes. Drainage hoses are commonly used to route the
condensate around critical components on the machine, so that the water can be diverted to a proper
point of exit below the machine. Drain valves are intended to prevent dust and debris from entering
the HVAC unit. The location of the drainage unit may change the way that the condensate will be
removed from the system. Some units will allow drainage to drain directly out of the case without the
use of drain valves and hoses.
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i02982788
Evaporator Coil
SMCS - 7343
(1) Typical evaporator coil
In an expansion valve system, the evaporator coil receives liquid refrigerant from the expansion valve.
In an orifice tube system, the evaporator receives liquid refrigerant from the orifice tube assembly.
The liquid refrigerant that is received by the evaporator has low pressure and low temperature. Since
the pressure of the liquid refrigerant is low, the temperature of saturation of the refrigerant is low. At
the temperature of saturation, the refrigerant changes from a liquid into a vapor. The temperature of
saturation of a fluid increases when the pressure of a fluid increases.
The evaporator coil is exposed to the air that is inside of the cab. The heat from the air that is inside of
the cab is absorbed by the evaporator. The evaporator transfers the heat to the refrigerant. The amount
of heat that is required to reach the temperature of saturation is called the latent heat of vaporization.
When this heat is absorbed by the refrigerant, the temperature of the refrigerant will reach the
temperature of saturation. The refrigerant will change from a liquid into a vapor. The vaporized
refrigerant will leave the evaporator. The vaporized refrigerant will carry away the heat from the cab.
The vaporized refrigerant will return to the compressor when the refrigerant leaves the evaporator.
This process is repeated continuously.
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i03007150
General Information
SMCS - 7309
The purpose of this service manual is to describe the operation, testing and adjusting procedures, and
disassembly and assembly procedures of Caterpillar operator station heating and air conditioning
systems.
These systems are designed to provide thermal comfort to machine operators in various conditions.
Both systems are closed loop systems that work by exchanging heat between the system fluid and the
air that is supplied to the operator station. The fluid in the air conditioning system is refrigerant, and
the fluid in the heating system is engine coolant.
In the air conditioning system, heat is transferred from the hot cab air to the cold refrigerant in the
evaporator. The refrigerant is then transported to the condenser. Heat is deposited outside the
condenser.
In the heating system, heat is transferred from the hot engine coolant to the cold cab air in the heater
coil. The engine coolant is then transported to the engine. When the coolant is back in the engine, the
coolant is heated again.
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i03907232
Glossary of Terms
SMCS - 7320
Accumulator - The accumulator is a component in the air conditioning system that separates liquid
refrigerants from the circuit. The accumulator is used to store a small amount of liquid refrigerant.
The accumulator may also contain a desiccant which will remove moisture from the system.
Ambient air - Outside air
Charge - The charge is a predetermined amount of refrigerant that is put into the air conditioning
system. The charge is measured in units of weight.
Compressor - The compressor is a component in the system that increases the pressure of the
refrigerant. The compressor increases the pressure of the refrigerant in the system by pumping.
Condenser - The condenser is a component in the system where the refrigerant changes from a vapor
to a liquid.
Contaminants - Dirt, water, and air
Desiccant - The desiccant is used in the receiver-dryer and in the accumulator. The desiccant removes
moisture from the air conditioning system.
Detecting - Detecting is finding the source of the problem in the system.
Diaphragm - The diaphragm is a rubber-like material. The diaphragm divides the upper chamber and
the lower chamber in the thermostatic expansion valve.
Discharge - Discharge is the removal of some of the refrigerant or the removal of all the refrigerant
from the air conditioning system.
Discharge side - The discharge side is the outlet from the compressor to the condenser coil.
Evacuating - Evacuating is the removal of air and moisture from the air conditioning system.
Evaporation - Evaporation is the process of changing a liquid to a vapor.
Evaporator - The evaporator is the component in the air conditioning system that changes the
refrigerant from a liquid to a vapor. The evaporator transfers heat to the liquid refrigerant in order to
convert the refrigerant into a vapor.
Expansion Valve - The expansion valve is a component in the air conditioning system that regulates
the flow of liquid refrigerants into the evaporator.
Fluid - Fluid is a liquid or a gas.
Flush - Flushing is the removal of foreign material and oil from the air conditioning system. Flush the
system with a fluid that is approved. The fluid must be approved by SAE and ISO standards.
Freeze - Freezing causes a liquid to become a solid.
Gas - A gas is a substance that contains small particles which float in the air. A gas does not contain
liquid or solid particles.
Graduated Container - A graduated container is a glass container with markings on the side of the
container. The markings are used in order to measure the amount of fluid in the container. The
markings normally have units of ounces or units of milliliters.
Heat - Thermal energy
Identifier - The identifier is an instrument that is used for testing the system. The identifier is used for
determining the type of refrigerant that is in the system. The identifier is also used for determining the
percentage of air that is in the system.
In-line Dryer - The in-line dryer is a component in the air conditioning system that removes moisture
from the system. The in-line dryer may have an air conditioner quick disconnect in the system. The in
-line dryer may have an orifice tube in the system.
Latent heat of evaporation - The quantity of heat that is absorbed by a liquid as the liquid is changed
from a liquid into a vapor at a constant temperature.
Leak detector - The leak detector is a device that is used to locate leaks in the air conditioning
system.
Liquid line - The liquid line is the line that connects the condenser coil, the dryer receiver, and the
expansion valve together in an expansion valve system. The liquid line is also the line that connects
the condenser coil and the orifice tube together in an orifice tube system.
Magnetic clutch - The magnetic clutch is a device which is used as a coupling between the pulley
and the compressor. The magnetic clutch turns the compressor on and off. An electric current
activates the clutch.
Manifold gauge set - The manifold gauge set contains gauges and hoses that are used to measure the
pressures in the air conditioning system.
Moisture - Moisture is water that is in the air or water that is in the refrigerant.
Moisture indicator - The moisture indicator is a device that uses color to indicate if the material in
the dryer is fully soaked with moisture. The moisture indicator will display a pink color or a white
color if the moisture indicator is soaked with moisture. The moisture indicator will display a blue
color if the moisture indicator can absorb more moisture.
Orifice tube - The orifice tube has a body that is plastic with a metal tube device. The orifice tube is a
metering control. The orifice tube is located between the high-pressure side and the low-pressure side
in the orifice tube system.
Overcharge - A system is overcharged when an excessive amount of refrigerant is present in the air
conditioning system.
Partial charge - A partial charge is less than a full charge of refrigerant. An air conditioning system
has a partial charge when there is not enough refrigerant in the system.
Performance test - The performance test is the notation of temperatures and pressures under
controlled conditions. The performance test is used in order to determine if the air conditioning
system is operating normally.
Refrigerant quick-check procedure - The refrigerant quick-check procedure is a brief inspection of

the system. No instruments are required in order to perform a refrigerant quick-check procedure.
Receiver-dryer - The receiver-dryer is the component in the air conditioning system that removes the
contaminants (moisture) from the circuit. The receiver-dryer is also a storage area for a small amount
of liquid refrigerant. The receiver-dryer may also have a pressure switch that deactivates the
compressor if the pressure of the refrigerant is lower than approximately 175 kPa (25 psi).
Reclaim - The reclaiming and the restoring of the air conditioner refrigerant must meet the SAE
specifications and the specifications for the ISO. The reclaiming of the air conditioner refrigerant
requires processes that are available only at a remanufacturing facility.
Recover - Recovering is the removal of the air conditioner refrigerant from the air conditioner
system. The refrigerant must be stored in an approved container. The refrigerant should not be tested
or processed when the refrigerant is recovered from the system.
Recycle - The recycling of the refrigerant is completed at the site or at the service shop. The
refrigerant can be cleaned by using oil separation. The refrigerant can be cleaned by passing the
refrigerant through a filter dryer.
Refrigerant - The refrigerant is the fluid that is used in the air conditioning system. The refrigerant
removes heat from the operator compartment.
Refrigerant oil - Refrigerant oil is the oil that is used in the air conditioning system. The refrigerant
oil lubricates the compressor.
Sight glass - The sight glass is used to observe the flow of refrigerant in the air conditioning system.
A sight glass may be located at the top of the receiver-dryer or in the line that is leaving the receiver-
dryer. Most newer systems do not have a sight glass.
Stabilize - If the performance of the system is constant, the system is stabilized.
Stuck - Sticking will cause the prevention of free movement.
Subcooling - The additional cooling of the refrigerant in the bottom of the condenser after the
refrigerant has changed from a vapor to a liquid.
Suction side - The suction side is the connection that is between the evaporator coil and the
compressor.
Superheat - The additional heating of the refrigerant in the bottom of the evaporator after the
refrigerant has changed from a liquid to a vapor.
Temperature of saturation - At the temperature of saturation, a liquid will change into a vapor and a
vapor changes into a liquid. The temperature of saturation depends on the pressure of the fluid. The
temperature of saturation increases when the pressure of fluid increases.
Thermal Expansion Valve (TXV) - Thermal Expansion Valve or TXV is a device in the AC system
that maintains the pressure difference between the condenser and the evaporator. The Thermal
Expansion Valve is used to obtain the best performance in the refrigeration system.
Vapor - Gas
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i02979466
Identifying the Air Conditioning System

SMCS - 1808; 7320-ZJ; 7322
The R-134a air conditioning system can be identified as an orifice tube system or an expansion valve
system.
(1) In-line dryer
One identifies the orifice tube system by locating either an in-line dryer (1) or an accumulator (2) in
the system. The orifice tube is located within the in-line dryer or within the evaporator inlet tube and
the orifice tube cannot be seen.
(2) Accumulators
The following components are the six components of the orifice tube system:
• Compressor
• Condenser coil
• Dryer
• Orifice tube
• Evaporator Coil
• Accumulator
The expansion valve system can be identified by locating a Thermostatic Expansion Valve (TXV) in
the system. The two main types of TXV's are block (3) and 90° expansion valves (4). Expansion valve
systems also contain a receiver-dryer (5).
(3) Block expansion valve
(4) 90° expansion valve
(5) Receiver-dryers
The following components are the five components of the expansion valve system:
• Compressor
• Condenser coil
• Receiver-dryer
• Expansion valve
• Evaporator coil
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i06598406
Identifying the Heating System

SMCS - 7304; 7309
Identifying the Heating System

The heating system can be identified as either a water valve control system or a blend door control
system. The control system for the water valve regulates the amount of hot engine coolant that is
circulated through the heater coil. The control system for the blend door regulates the amount of air
that is routed through the heater coil. Both the water valve and the blend door can be regulated
through either a mechanical cable or through an electronic actuator.
Heating System with Water Valve Control

(1) Supply from engine thermostat
(2) Return to water pump
(3) Heater return to water pump
(4) ESPAR return to water pump
The hot coolant from the engine circulates through the heating system. This coolant flows from the
engine thermostat (1), through heater control valve, through heater coil, and back to the return valve
for the water pump. The temperature control knob, which is on the control panel within the cab,
regulates the flow of coolant.
With the temperature control knob in the maximum cold position, heater control valve is closed. This
prevents the flow of coolant into heater coil. When the control knob is moved away from the
maximum cold position toward the maximum heating position, the heater control valve begins to
open. As the control valve opens, coolant begins to flow from the outlet valve for engine thermostat
through the heater control valve and into the heater coil. As the hot coolant flows through the heater
coil, the temperature of the air that is flowing through the coil increases.
The temperature of the air that is flowing out of heater coil and into the cab is controlled by the
amount of coolant that circulates through the heater coil. The coolant transfers the heat into the air
stream. By increasing the amount of coolant that is circulating through the heater coil, the temperature
of the air that is flowing out of the coil also increases. The coolant leaves the heater coil at a reduced
temperature and flows back into the return valve for the water pump.
Heating System with Blend Door Control

The hot coolant from the engine circulates through the heating system. This coolant flows from the
outlet valve for the engine thermostat, through heater control valve, through heater coil, and back to
the return valve for the water pump. The temperature control knob, which is on the control panel
within the cab, regulates the flow of coolant.
The air from outside of the unit is pulled through evaporator coil. This is through a series of ducts and
filters. The incoming air is directed by using a blend door. The air can be directed to flow through
heater coil, or the air can be directed to bypass the heater coil. With the temperature control knob in
the maximum cold position, blend door is closed. This prevents the air from flowing through heater
coil. This air flows directly from evaporator coil to the cab.
When the control knob is moved away from the maximum cold toward the maximum heat position,
blend door begins to open. As the blend door opens, air begins to flow through heater coil and mixes
with the colder air that is flowing through evaporator coil. This mixture of air is delivered to the cab
through the air ducts. As the amount of air that is flowing through the heater coil increases, the overall
temperature of the air that is flowing into the cab also increases.
Heater Coil
The heater coil is a device that is similar to a radiator. The heater coil heats the cab of the machine.
The heater coil is exposed to the air which passes across the evaporator coil. The heater transfers the
heat from the hot engine coolant into the air that is traveling across the engine. The heat transfer will
heat up the air that is flowing to the cab, which also reduces the temperature of the coolant that is
flowing back to the engine cylinder.
Water Valve
The water valve is a device that is used to regulate the flow of engine coolant to the heater coil and
the flow of engine coolant from the heater coil. The water valve is a necessary component in the
control system for the water valve. The water valve can be used in a blend door controlled system. In
the blend door system, the water valve would allow coolant to flow through the coil, or the water
valve would block coolant flow completely.
Depending on the type of system that is being used, the water valve can be connected to a mechanical
cable, or the water valve can be connected to an electronic actuator. The mechanical cable is
connected between the control knob in the cab and the valve. The control knob opens the valve and
the control knob closes the valve. The electronic actuator is connected to the water valve and wired to
the control panel.
Blend Door
The blend door is a device that is used to control the temperature of the cab air. The blend door
controls the temperature by regulating the amount of air that is allowed to pass through the heater coil
and mixing the air with the cool air from the evaporator coil. As the blend door gradually opens, the
hot coolant that is flowing through the heater coil transfers heat to the cooler air that is flowing across
the heater coil. This warmer air mixes with the cool air that is flowing across the evaporator to
regulate the air temperature that is entering the ducts in the cab.
The blend door is typically plastic with insulation on both sides to prevent any unnecessary heat
transfer when the system is set to the maximum heat position or the maximum cold position. The
blend door is controlled by an electronic actuator, which is wired into the control panel within the cab.
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i02983732
Identifying the Refrigerant

SMCS - 1809
Before servicing the air conditioning system, the type of refrigerant that is used must be determined
so that the correct service manual can be selected.
A tag that is placed in the cab or near the compressor can identify the refrigerant. The machine can
have factory installed tag (1), or the machine can have tag (2) that is installed by the dealer.
(1) Factory installed identification tag
(2) Retrofit tag that is installed by the dealer
One may also identify the type of refrigerant that is used in the air conditioning system by examining
the charging ports. Systems with R-134a will use ports that are quick disconnect (4) while systems
with the older R-12 will use threaded ports (3). These ports are usually found in the block fittings that
attach to the compressor.
(3) R-12 charging port
(4) R-134a charging port
If the system contains R-12 and needs to be serviced, refer to Service Manual, SENR3334, "Air
Conditioning and Heater R-12".
If the system contains R-12 and needs to be retrofitted for use with R-134a, refer to Special
Instruction, SEHS9734, "Retrofitting Caterpillar R-12 Air Conditioning System to R-134a
Refrigerant".
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i02980139
In-line Refrigerant Dryer

SMCS - 7322
(1) Orifice tube assembly
(2) Desiccant
(3) Tube O-ring fitting
(4) Quick disconnect fitting
(5) In-line dryer
The in-line dryer (5) receives the high temperature high pressure liquid refrigerant from the condenser
coil. The refrigerant passes through the desiccant (2). The moisture is removed in the desiccant (2).
The refrigerant continues to the orifice tube assembly (1), which is the location where the high
temperature high pressure liquid is changed into a liquid vapor mixture that is low temperature low
pressure . After exiting the in-line dryer, the refrigerant continues to the evaporator coil.
The in-line dryer connects to the refrigerant circuit with either tube O-ring fitting (3) or a quick
disconnect fitting (4).
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i02978729
Pressure Switch (Refrigerant)

SMCS - 1435-PX; 7320-QW
Air Conditioning High Low Pressure Switch
Schematic symbol and drawing for the high low pressure switch
The High Low pressure switch is used in order to monitor the refrigerant pressure that is coming out
of the discharge side of the refrigerant compressor. The pressure switch prevents the compressor from
operating when the pressure in the discharge line exceeds a specific pressure range or when the
pressure in the discharge line fails to maintain a specific pressure range. This switch is electrically
connected in series with the magnetic clutch for the refrigerant compressor, and the evaporator coil
thermostat. Similarly to the thermostat switch, the compressor will not operate when the High-Low
pressure switch is OPEN. When the High-Low pressure switch is CLOSED, the current moves
through the switch and through the coil assembly in the magnetic clutch. This causes the compressor
to operate.
The High-Low pressure switch has two pressure set points that will cause the switch contacts to
OPEN. For a low pressure condition, the switch contacts will move OPEN whenever the pressure
value for the discharge line decreases to less than 170 kPa (25 psi). The switch contacts will remain in
the OPEN position until the pressure value increases to 275 kPa (40 psi) or more. For the high
pressure condition, the switch contacts will move OPEN whenever the pressure value for the
discharge line exceeds 2800 kPa (405 psi). The switch contacts will remain in the OPEN position
until the pressure value decreases to 1750 kPa (255 psi) or less.
Air Conditioning Low Pressure Switch
Schematic symbol and drawing for the low pressure switch
The Low pressure switch is used only in applications for the machine that also use the compressor
protection time delay relay. The Low pressure switch is used to monitor the refrigerant pressure that
comes into the suction side of the refrigerant compressor. The pressure switch prevents the
compressor from operating when the pressure for the suction line fails to maintain a specific pressure
range. This switch is electrically connected in series with the compressor protection time delay relay,
the high low pressure switch, and the thermostat for the evaporator coil. The compressor will not
operate when the Low pressure switch is OPEN. When the Low pressure switch is CLOSED, a
ground signal is sent to the compressor protection time delay relay. A CLOSED low pressure switch
indicates that the pressure for the suction line is high enough to allow the refrigerant compressor to
operate. The compressor protection time delay relay will then turn on causing the compressor to
operate.
The switch contacts on the low pressure switch will move OPEN whenever the pressure value for the
suction line decreases to less than 34 kPa (5 psi). The switch contacts will remain in the OPEN
position until the pressure value increases to 104 kPa (15 psi) or more.
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i05948855
Refrigerant Accumulator
SMCS - 7320-ZJ
(1) Accumulator
(2) Desiccant
(3) Inlet
(4) Filter for the oil drain
(5) Outlet
(6) Standpipe
(7) J-tube
Low temperature low-pressure refrigerant leaves the evaporator coil and passes into the accumulator
(1) through the inlet (3). Liquid refrigerant that was not evaporated in the evaporator is stored in the
bottom of the accumulator. Vapor refrigerant passes through either the standpipe (6) or the J-tube (7)
before exiting through the outlet (5). The oil goes to the compressor through a filter for the oil drain
(4).
The accumulator stores some refrigerant in order to compensate for the changing system demands.
These system demands can result from changing speeds in the compressor, varying heat loads, or
small losses of refrigerant.
The accumulator will contain desiccant (2) if the system does not contain an in-line dryer. The liquid
refrigerant will pass through the desiccant, which will remove a small amount of moisture.
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i02980429
Refrigerant Compressor Protection System

SMCS - 1802
Compressor protection schematic with an on delay timer (Compressor Protection Module)
The protection system uses an on delay timer assembly for the refrigerant compressor that monitors
three switches in order to protect the refrigerant compressor. The on delay timer assembly will
perform the following functions:
• Increase the life of the refrigerant compressor if the air conditioning system has a low
refrigerant charge.
• Delay the refrigerant compressor from engaging during engine start-up.

• Protect the compressor clutch from low voltage and high voltage.
On Delay Timer Assembly for the Refrigerant Compressor
(1) Output (signal voltage)
(2) Chassis ground
(3) Compressor clutch
(4) Power supply
When the air conditioning switch is activated inside the cab, the air conditioning switch supplies
voltage to the on delay timer assembly through pin (4). If the voltage at pin (4) is outside the
acceptable range, the on delay timer assembly will not engage the compressor clutch coil. If the
proper voltage is present, the on delay timer assembly delays the engagement of the compressor
clutch for 15 to 20 seconds after the air conditioning switch is activated. The on delay timer assembly
monitors the status of three switches by sending a signal voltage through pin (1). The following three
switches are monitored by the on delay timer assembly:
• The high/low pressure switch on the high side of the air conditioning system
• The low pressure switch on the low side of the air conditioning system
• The thermostat switch
The three switches are connected in series to ground. If any one switch creates an open circuit, the on
delay timer assembly detects the signal.
If any of the switches cycle on and off in rapid succession, the on delay timer assembly will start a
time delay. The time delay limits the cycles of the refrigerant compressor to 4 times per minute.
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i02998460
SMCS - 1802
(1) Compressor
(3) Coil assembly
(4) Drive plate
(5) Bearing
(6) Compressor shaft
The compressor is driven by the engine. A belt connects the engine to the clutch and pulley assembly
(2). The pulley assembly is located on the clutch. The drive plate (4) is fastened to the shaft of the
compressor. The clutch and pulley assembly (2) turns on the bearing (5). The clutch and pulley
assembly (2) are not connected to the shaft (6). The electric current from the thermostat controls a
magnetic field in the coil assembly (3).
The magnetic field pulls the drive plate (4) against the clutch and pulley assembly (2). The clutch and
the pulley assembly (2) turns the shaft (6) that operates the compressor. When the current to the coil
assembly (3) is stopped, the magnetic field is removed. This allows the drive plate (4) to move away
from the clutch and pulley assembly (2). The clutch and the pulley assembly (2) will turn freely on the
bearing (5). The sequence of connecting and disconnecting the pulley to the compressor shaft (6) is
called compressor cycling. The compressor cycling is controlled by the thermostat . The thermostat is
controlled by the capillary tube, which is installed between the fins of the evaporator coil.
Wed Dec 30 10:22:29 UTC+0530 2020

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i02982781
Refrigerant Condenser
SMCS - 1805
Typical Condenser
Typical Condenser
When the refrigerant leaves the compressor, the refrigerant is a vapor. The temperature of the
refrigerant is high and the pressure of the refrigerant is high when the refrigerant leaves the
compressor. The increase in pressure of the refrigerant causes an increase in temperature of the
refrigerant. The refrigerant vapor leaves the compressor and the refrigerant enters the condenser (1).
The refrigerant must be converted into a liquid that has high temperature and high pressure. The
refrigerant must be converted into a liquid in order to increase the efficiency of the air conditioning
system. The condenser (1) converts the refrigerant vapor into a liquid that has high temperature and
high pressure.
When the refrigerant vapor leaves the compressor, the refrigerant vapor enters the condenser. The
condenser is in a location that is exposed to outside air. In order to convert the refrigerant into a
liquid, the refrigerant must lose heat. The refrigerant must reach the temperature of saturation. At the
temperature of saturation, the refrigerant vapor will become a liquid. The temperature of saturation of
the refrigerant depends on the pressure of the refrigerant.
As the high temperature, high pressure refrigerant vapor passes through the condenser (1), the
condenser absorbs heat from the refrigerant vapor. The condenser transfers the heat to the outside air.
The temperature of the refrigerant and the pressure of the refrigerant decrease until the temperature of
saturation is reached. When the temperature of the refrigerant vapor is equal to the temperature of
saturation, the refrigerant becomes a high temperature, high pressure liquid. When the refrigerant is
converted into a liquid, the refrigerant leaves the condenser (1).
320D2 & 320D2 L Excavators NBF00001-UP (MACHINE) POWERED BY C7.1 Engin... Page 1 of 3
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i02979504
Refrigerant Expansion Valve System

SMCS - 7320
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sisweb... 12/30/2020
(1) Compressor
(2) Condenser
(3) Receiver-dryer
(4) Desiccant
(5) 90° expansion valve
(6) Block expansion valve
(7) Evaporator
(A) High temperature high pressure refrigerant vapor
(B) High temperature and high pressure refrigerant liquid
(C) Low temperature, low pressure refrigerant liquid vapor mixture
(D) Low temperature low pressure refrigerant vapor
The air conditioner refrigerant begins to flow in the air conditioning system at the refrigerant
compressor (1). The compressor is designed to change the air conditioner refrigerant from a vapor that
has low pressure into a vapor that has high pressure. Also, the compressor changes the refrigerant
from a vapor with low temperature to a vapor with high temperature. The increase in pressure causes
the increase in temperature.
The refrigerant is sent through the condenser coil (2). In the condenser coil, heat is transferred from
the refrigerant to the outside air. This changes the refrigerant to a high temperature and high pressure
liquid.
From the condenser coil, the refrigerant moves to the receiver-dryer (3). In the receiver-dryer,
moisture is removed from the refrigerant by the desiccant (4).
The refrigerant moves from the receiver-dryer to either the 90° expansion valve (5) or the block
expansion valve (6). In the expansion valve, the refrigerant is changed from a high pressure and a
high temperature liquid to a low pressure and a low temperature mixture of liquid and vapor.
The low pressure and low temperature refrigerant moves to the evaporator coil (7). While the
refrigerant is in the evaporator coil, the refrigerant absorbs heat from the cab. This changes the
refrigerant to a low pressure and low temperature vapor.
The refrigerant returns to the compressor as a low pressure and low temperature vapor. This marks the
end of the cycle. The cycle is repeated continuously.
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i05907557
Refrigerant Expansion Valve

SMCS - 7320-EV
(1) External equalizer line
(2) Metered restriction
(3) Outlet
(4) Capillary tube and temperature sensing bulb
(5) Diaphragm
(6) 90° style expansion valve
(7) Inlet
(8) Ball and rod
(9) Spring
The expansion valve (6) is designed to convert the refrigerant from a high pressure and high
temperature liquid into a low pressure and low temperature liquid vapor mixture. The expansion valve
also controls the amount of refrigerant that is supplied to the evaporator.
The two main types of expansion valve are the 90° expansion valve and the block expansion valve.
The internal operation is identical for both of the valves. The valve configuration on the air
conditioning system can be found in Systems Operation, "Refrigerant Expansion Valve System"
within this manual.
The liquid refrigerant with high pressure and high temperature enters the expansion valve at the inlet
(7) from the condenser. An amount of refrigerant is allowed to flow through the metered restriction
(2) and the outlet (3) to the evaporator.
The size of the metered restriction is controlled by three components:
• Pressure in the capillary tube (4)
• Pressure in the external equalizer line (1)
• Force due to the spring (9)
The capillary tube is filled with saturated refrigerant. There is a temperature sensing bulb at the end of
the capillary tube. The temperature sensing bulb is held to the evaporator outlet. As the temperature of
the evaporator outlet increases, the pressure in the capillary tube increases. This pressure creates a
downward force on the diaphragm (5) . Some types of block valves have an internal temperature
sensing bulb.
The external equalizer line connects the evaporator outlet with the underside of the diaphragm. The
pressure in the line creates an upward force on the diaphragm. In a block style expansion valve, there
is not a required separate external equalizer line. There is not a separate external equalizer line
because the line for the evaporator outlet is routed through the block valve.
The ball and rod (8) is attached to the diaphragm and the spring. The spring creates an upward force
on the ball and rod.
When the force due to the pressure in the capillary tube is greater than the combined forces due to the
spring and the pressure in the external equalizer line, the valve opens wider. The opening of valve
allows more refrigerant flow. When the force due to the pressure in the capillary tube is less than the
combined forces due to the spring and the pressure in the external equalizer line, the valve closes. The
closing of valve restricts the refrigerant flow.
This metering action allows only the required amount of refrigerant to be supplied to the evaporator in
varying load conditions.
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Refrigerant Orifice Tube Assembly

SMCS - 7320-QT
(1) Orifice tube assembly
(2) Orifice tube
(3) O-ring seal
(4) Tab
(5) Screen
The orifice tube assembly (1) contains a plastic body, two screens (5), and a small brass tube. The
small brass tube is referred to as an orifice tube (2), and it is located in the center of the body. The O-
ring seals (3) are positioned on the body of the orifice tube to seal against leakage around the orifice
tube.
The orifice tube assembly is contained within the in-line dryer. If there is no in-line dryer, the orifice
tube is located in the inlet to the evaporator.
The orifice tube (2) restricts the flow of refrigerant. This restriction creates a pressure drop across the
orifice tube. This changes the refrigerant from a high temperature high pressure liquid into a liquid
vapor mixture that is low temperature low pressure. The flow rate is controlled by the pressure
difference across the orifice tube.
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i03028705
Refrigerant Orifice Tube System

SMCS - 7320-QT
(1) Compressor
(2) Condenser
(3) In-line dryer
(4) Desiccant
(5) Orifice Tube
(6) Evaporator
(7) Accumulator
(A) High temperature high pressure refrigerant vapor
(B) High temperature, high pressure refrigerant liquid
(C) Low temperature, low pressure refrigerant liquid vapor mixture
(D) Low temperature low pressure refrigerant vapor
The air conditioner refrigerant begins to flow in the air conditioning system at refrigerant compressor
(1). The compressor is designed to change the air conditioner refrigerant from a vapor that has low
pressure into a vapor that has high pressure. Also, the compressor changes the refrigerant from a
vapor with low temperature to a vapor with high temperature. The increase in pressure causes the
increase in temperature.
The refrigerant is sent through condenser coil (2). In the condenser coil, heat is transferred from the
refrigerant to the outside air. This changes the refrigerant to a high temperature and high pressure
liquid.
From condenser coil (2), the refrigerant moves to in-line dryer (3). In in-line dryer (3), moisture is
removed from the refrigerant by desiccant (4). Some orifice tube systems will not contain an in-line
dryer. In this case, the desiccant is located in accumulator (7).
Next, the refrigerant flows to the orifice tube. When the refrigerant is at the orifice tube, the
refrigerant is changed from a high pressure and high temperature liquid to a liquid vapor mixture that
is low pressure and low temperature.
The low pressure and low temperature refrigerant moves to evaporator coil (6). While the refrigerant
is in the evaporator coil the refrigerant absorbs heat from the cab. This changes the refrigerant to a
low pressure and low temperature vapor.
After the evaporator coil, the refrigerant flows to the accumulator. The accumulator stores liquid
refrigerant that is exiting the evaporator and the accumulator allows only vapor to continue to the
compressor.
The low pressure and low temperature vapor returns to the compressor. This marks the end of the
cycle. The cycle is repeated continuously.
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Refrigerant Receiver-Dryer
SMCS - 7322
(1) Low-pressure cutoff switch
(2) Receiver-dryer
(3) High-pressure relief valve
(4) Desiccant
(1) Low-pressure cutoff switch
(2) Receiver-dryer
(3) High-pressure relief valve
(5) Moisture indicator
High pressure and high temperature refrigerant leaves the condenser coil and passes through the
receiver-dryer (2) . The liquid refrigerant inside the receiver-dryer passes through desiccant (4) . The
desiccant absorbs a small amount of moisture.
The receiver-dryer stores a small amount of refrigerant. This stored refrigerant is used in order to
compensate for the changing system demands. These system demands can result from changing the
speeds on the compressor, varying heat loads, or small losses of refrigerant.
A high-pressure relief valve (3) is located on most receiver-dryers. The valve allows the refrigerant to
be released to the atmosphere if the pressure increases to approximately 3450 kPa (500 psi). Most
receiver-dryers also have a low-pressure cutoff switch (1) . If the system pressure lowers to
approximately 175 kPa (25 psi), the switch opens. This will open the electric circuit to the magnetic
clutch and the compressor will not operate.
Some receiver-dryers will have a moisture indicator (5) . This moisture indicator is used in order to
determine the relative moisture in the system. If the moisture indicator is blue, the system is dry. If the
moisture indicator is pink or white, then the receiver-dryer must be replaced. Refer to Disassembly
and Assembly, "Receiver-Dryer Remove and Install" within this manual.
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i05907559
Service Intervals
SMCS - 7000; 7309; 7320


lit cigarette.


gas may be present.
Note: Before performing any maintenance, refer to Testing and Adjusting, "Machine Preparation for
Testing and Adjusting" for the correct lockout procedure.
Regular maintenance must be performed in order to maximize the performance of the air conditioning
system. Regular maintenance must be performed in order to minimize the downtime of the machine.
Failure to inspect these systems will cause poor performance and premature failure. Inspect and
maintain the Heater and the Air conditioner system per the chart below. For additional information on
the component and system maintenance instructions, refer to Testing and Adjusting section of this
manual.
Table 1
Component or System Clean/Inspect Replace
Dryer with Quick Disconnect Every 2000 hours
Dryer with Tube O-Ring Connect Every 4000 hours
Recirculation Filter Weekly Monthly
Condenser Coil as needed
Fresh Air Filter Each shift Weekly
Heating and A/C Maintenance checklist Seasonal
• Perform regular maintenance on the refrigerant service units in accordance to the instructions
from the manufacturer. Change the oil that is in the vacuum pumps according to the instructions
from the manufacturer.
• Check the scale that is used for charging for accuracy after every 30 days. Check after every 30
uses according to the instructions from the manufacturer.
Heating and A/C Maintenance Checklist
Table 2
Filters
Operation Check if OK
Check the cleanliness of the Fresh Air Filter.
Check the cleanliness of the Recirculation Filter.
Table 3
Coils
Check the condenser coil for damage or debris.
Check the evaporator coil for damage or debris.
Check the heater coil for damage or debris.
Table 4
Blowers and Fans
Check if
Operation
OK
Check the remote condenser fans in order to make sure that the fans operate when
the air conditioning system is running.
Make sure that the blower fans for the cab operate on all speed settings.
Table 5
Condensate Drain Lines
Check if OK
Operation
Make sure that the drain lines are clean and that the drain lines allow condensate
flow.
Make sure that the drain valves are present and correctly located.
Table 6
Dryer
Check if
Operation
OK
If the dryer has quick disconnects, make sure that the dryer has been replaced within
the last 2000 hours. Replace according to the maintenance chart
If the dryer has tube connections that are an O-ring, make sure that the dryer has been
replaced within the last 4000 hours. Replace according to the maintenance chart
Table 7
Compressor
Check if
Operation
OK
Check the cleanliness of the wire connections for the compressor and make sure that
the connections are free of damage.
Make sure that the dust caps are securely installed on the service ports.
Make sure that the clutch engages when the A/C switch is on and the thermostat is
set to maximum cooling.
Table 8
Compressor Drive Belt
Check for wear and damage on the compressor drive belt.
Make sure that the auto tension pulleys are functioning correctly.
Make sure that the drive belt is aligned within 1/3 of a degree.
Table 9
Hoses and Connections
Check for wear and damage on the refrigerant lines
Check for leaks on the refrigerant lines
Check for wear and damage on the heater lines
Check for leaks on the heater lines
Make sure that the heater valves are open for use in the winter.
Table 10
Performance
Operation
Check if OK
Make sure that a performance check on the air conditioning indicates a system that
is functioning properly.
Refer to Testing and Adjusting, "Performance Checks for the Air Conditioning
System".
Make sure that a performance check on the heater system indicates that the system
is properly functioning.
Refer to Testing and Adjusting, "Performance Checks for the Air Conditioning
System".
Air Filters-Clean
The cab air filters are designed to provide clean air to the evaporator and the heater coils. The cab air
filters are also designed to keep the cab pressurized. If the filters are not properly maintained, the coils
will be coated with dirt. Dirty coils will result in loss of heating and cooling. Dirty coils could also
result in failure of the compressor. Refer to Testing and Adjusting, "Coil Cleaning".
Cab air filters should be inspected regularly. Any inspection variance depends on the environmental
conditions. Fresh air filters should be checked after every shift (8 to 10 hours). Fresh air filters should
be changed after every week (40 to 50 hours). Recirculation filters should be checked after every
week (40 to 50 hours). Recirculation filters should be changed after every month (160 to 200 hours).
Inspect the filter for holes. Look through the filter toward a bright light. Check for damaged gaskets
or dented metal parts. Do not use damaged filters. For extreme dust conditions, the filters should be
inspected daily, and the filters should be cleaned whenever is necessary.
Remove loose dirt with compressed air. Do not exceed 690 kPa (100 psi) from an air nozzle that is
3.18 mm (0.125 inch)diameter. Keep the air nozzle at least 51 mm (2 inch) from the filter.
The filters that are made of foam can be blown out with low-pressure air. The filters that are made of
foam can also be gently washed with a mild detergent. After washing the filters, dry the filters with
low-pressure air.
If the carbon is still active, the carbon impregnated filters may be blown out with low-pressure air. Do
not wash the carbon impregnated filters.
Standard filters or high efficiency filters may be blown out with low-pressure air. Do not wash the
standard filters or the high efficiency filters.
Coil Cleaning
NOTICE
Do not use steam to clean the coils, under any circumstance. The heat
from the steam will induce thermal stresses on the construction of the
components of the coil. The stress can weaken the overall construction
and permanently damaging the coil.
NOTICE
Do not use any other objects in order to straighten the fins, such as a
screwdriver or a knife. These objects can damage the coil.
In order for an HVAC coil to function properly, air must be able to flow freely across the fins without
any major obstructions. Because the coils need to stay clean, cleaning the coil is important in order for
the coils to provide sufficient air flow. Some job applications may cause the coils to become dirty
quickly, and dirty coils requires frequent cleaning. There are different methods that are utilized for
proper cleaning. The different methods that are used depend on the type of coil that is used.
Condenser coils typically have a thicker, more durable fin structure that is designed to withstand the
conditions of the environment. Due to the construction of the condenser coils, condenser coils can be
washed with a low-pressure power washer. Power wash in order to remove any dirt from the coil and
any debris from the coil. The coils should be cleaned from a safe distance. However, if the nozzle is
too close to the coil the water still can damage the fins.
The evaporator and heater coils typically reside within an enclosed area. In order to protect the
evaporator and the heater coils from the environment and outside dirt and debris. Therefore, the
construction is not strong enough to withstand washing with direct pressure. In order to clean the
coils, use a low-pressure air nozzle that is like the one that is used in cleaning the filter. Carefully use
the low-pressure air nozzle in order to blow out any dirt and debris that is present on the coils.
During normal operation and routine cleaning, the fins may possibly get bent. The bent fins could
cause blockages in the air flow, which will reduce overall system performance. Straighten the fins by
using the 208-1350 Radiator Tool Gp . Start at one side of the coil and work toward the other side. Be
careful not to rip or tear the fins during straightening, as this straightening will cause an unwanted
reduction in performance.
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Systems Operation
i04923811
Temperature Control
SMCS - 7309
Adjustable Thermostat
A Heating Ventilation Air Conditioning (HVAC) system that is controlled by an adjustable thermostat
contains two temperature control knobs.
The first temperature control knob is for the air conditioning system and the control knob is connected
to the adjustable thermostat.
A thermostat is a switch that opens and closes. The thermostat switch opens and the thermostat switch
closes because of the changes that can occur in the temperature of the sensing element. A sensing
element is also known as a capillary tube. Sensing temperatures for the element less than the switch
point on the thermostat will open the thermostat switch. Sensing temperatures for the element more
than the switch point for the thermostat will close the thermostat switch.
When the first temperature control knob is in the OFF position, the electric circuit that connects the
adjustable thermostat and the magnetic clutch is OPEN. In the OFF position, the compressor does not
operate. The temperature of the air and the position of the temperature control knob determines if the
thermostat switch is CLOSED. When the thermostat switch is CLOSED, the current moves through
the switch and the coil assembly in the magnetic clutch, and this causes the compressor to operate.
The temperature of the air through the evaporator coil is monitored by the capillary tube that is placed
between the fins of the evaporator coil.
The second temperature control knob is for heating. This knob is connected to the heater control
valve, which controls the flow of coolant through the heater coil. The temperature of the cab is
maintained by the position of the air conditioning and heating temperature control knobs.
Nonadjustable Thermostat (Freeze Control System)

An HVAC system using a nonadjustable thermostat contains one temperature control knob. The
temperature control knob is connected to the heater control valve, which controls the flow of coolant
through the heater coil. The temperature of the cab is maintained by the position of the temperature
control knob on the heater.
The temperature of the air that crosses the evaporator coil is kept at the coldest possible temperature
allowed by the nonadjustable thermostat. The thermostat switch opens at a temperature of
approximately −1.1 °C (30 °F) in order to prevent the condensation from freezing to the evaporator
coil. In addition, the thermostat switch closes at approximately 2.2 °C (36 °F). Condensation that is
frozen will restrict the air flow through the evaporator coils. When the switch opens, the electric
circuit that connects the thermostat switch to the magnetic clutch is OPEN and the compressor does
not operate. When the switch is CLOSED, the current moves through the switch and through the coil
assembly in the magnetic clutch. This causes the compressor to operate. In order to operate the system
in the correct manner, the heater core supply must not be closed. Also, in order to operate the system
in the correct manner, the return coolant line valve must not be closed.
ATC System Operation

Typical HVAC Components
The Automatic Temperature Control (ATC) system includes all of the standard HVAC components
for manual temperature control along with the louver and recirculation temperature sensors. There are
a few steps to enable ATC.
• Select the Auto position on the mode selection switch located on the control panel
• Rotate the temperature dial to the desired temperature setting
• Rotate the blower fan dial to the desired speed – Note: There has to be some fan speed in order
for the ATC to operate, full CW position of the dial will turn off the ATC.
The Electronic Control Module (ECM) receives the requested temperature from the control panel and
the cab temperature sensor and automatically controls the water valve actuator and compressor to
reach and maintain that temperature. Some machines are also equipped with an Auto Blower option
that adjusts the blower fan speed based on the cab temperature error, the larger temperature difference
the faster the blower fan speed.
UENR0673-08 C7.1 (Mech) Engines for Caterpillar Built Machines 2
UENR2888-03 349D2 Excavators Air Conditioning and Heating 237
UENR2963-09 320D2 Excavator Machine Systems 325
UENR4125-06 Air Conditioning and Heating R134a for All Cat Machines 510
Air in Fuel - Test 3
Air Inlet and Exhaust System - Inspect 7
Alternator - Test 9
Battery - Test 11
Compression - Test 13
Connecting Rod - Inspect 15
Connecting Rod Bearings - Inspect 20
Cooling System - Check 21
Cooling System - Inspect 23
Cooling System - Test 25
Cylinder Block - Inspect 30
Cylinder Head - Inspect 31
Electric Starting System - Test 34
Engine Crankcase Pressure (Blowby) - Test 38
Engine Oil Cooler - Inspect 40
Engine Oil Pressure - Test 45
Engine Oil Pump - Inspect 47
Engine Valve Lash - InspectAdjust 50
Excessive Bearing Wear - Inspect 55
Excessive Engine Oil Consumption - Inspect 56
Exhaust Temperature - Test 58
Finding Top Center Position for No. 1 Piston 59
Flywheel - Inspect 62
Flywheel Housing - Inspect 65
Fuel Injection Nozzle - Test 69
Fuel Quality - Test 75
Fuel System - Inspect 77
Fuel System - Prime 78
Fuel System Pressure - Test 83
Gear Group - Inspect 85
Glow Plugs - Test 87
Increased Engine Oil Temperature - Inspect 89
Main Bearings - Inspect 90
Piston Height - Inspect 91
Piston Ring Groove - Inspect 93
Troubleshooting 96
Turbocharger - Inspect 217
Valve Depth - Inspect 224
Valve Guide - Inspect 228
V-Belt - Test 230
Vibration Damper - Check 231
Water Temperature Regulator - Test 234
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Testing and Adjusting

i05367478
Air in Fuel - Test

SMCS - 1280-081
Introduction
This procedure checks for air in the fuel system. This procedure also assists in finding the source of the air.
Required Tools
Table 1
Required Tools
Part Number Part Description Qty
2P-8278 Tube As (Sight Gauge) 1
Test Procedure
Work carefully around an engine that is running. Engine parts that are
hot, or parts that are moving, can cause personal injury.
1. Examine the fuel system for leaks. Ensure that the fuel line fittings are properly tightened. Check the
fuel level in the fuel tank. Air can enter the fuel system on the suction side between the fuel transfer
pump and the fuel tank.
2. Install a 2P-8278 Tube As (Sight Gauge) in the fuel return line. When possible, install the sight gauge
in a straight section of the fuel line that is at least 304.8 mm (12 inch) long. Do not install the sight
gauge near the following devices that create turbulence:
◦ Elbows
◦ Relief valves
◦ Check valves
Observe the fuel flow during engine cranking. Look for air bubbles in the fuel. If there is no fuel that is
present in the sight gauge, prime the fuel system. Refer to Testing and Adjusting, "Fuel System -
Prime" for more information. If the engine starts, check for air in the fuel at varying engine speeds.
When possible, operate the engine under the conditions which have been suspect.
2P-8278 Tube As (Sight Gauge)

(1) A steady stream of small bubbles with a diameter of approximately 1.60 mm (0.063 inch) is an acceptable amount of
air in the fuel.
(2) Bubbles with a diameter of approximately 6.35 mm (0.250 inch) are also acceptable if there are 2 seconds to 3 seconds
intervals between bubbles.
(3) Excessive air bubbles in the fuel are not acceptable.
3. If excessive air is seen in the sight gauge in the fuel return line, install a second sight gauge at the inlet
to the fuel transfer pump. If a second sight gauge is not available, move the sight gauge from the fuel
return line and install the sight gauge at the inlet to the fuel transfer pump. Observe the fuel flow
during engine cranking. Look for air bubbles in the fuel. If there is no fuel that is present in the sight
gauge, prime the fuel system. Refer to Testing and Adjusting, "Fuel System - Prime" for more
information. If the engine starts, check for air in the fuel at varying engine speeds.
If excessive air is not seen at the inlet to the fuel transfer pump, the air is entering the system after the
fuel transfer pump. Refer to the Testing and Adjusting, "Fuel System - Prime".
If excessive air is seen at the inlet to the fuel transfer pump, air is entering through the suction side of
the fuel system.
To avoid personal injury, always wear eye and face protection when
using pressurized air.
NOTICE
To avoid damage, do not use more than 55 kPa (8 psi) to pressurize the
fuel tank.
4. Pressurize the fuel tank to 35 kPa (5 psi). Do not use more than 55 kPa (8 psi) in order to avoid
damage to the fuel tank. Check for leaks in the fuel lines between the fuel tank and the fuel transfer
pump. Repair any leaks that are found. Check the fuel pressure in order to ensure that the fuel transfer
pump is operating properly. For information about checking the fuel pressure, see Testing and
Adjusting, "Fuel System Pressure - Test"
5. If the source of the air is not found, disconnect the supply line from the fuel tank and connect an
external fuel supply to the inlet of the fuel transfer pump. If this corrects the problem, repair the fuel
tank or the stand pipe in the fuel tank.
Wed Dec 30 10:50:07 UTC+0530 2020

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i02281171
Air Inlet and Exhaust System - Inspect

SMCS - 1050-040
Do a general visual inspection of the air inlet and exhaust system. Make sure that there are no signs of leaks
in the system.
There will be a reduction in the performance of the engine if there is a restriction or there is a leak in the air
inlet system or the exhaust system.
Hot engine components can cause injury from burns. Before performing
maintenance on the engine, allow the engine and the components to cool.
Making contact with a running engine can cause burns from hot parts
and can cause injury from rotating parts.
When working on an engine that is running, avoid contact with hot

parts and rotating parts.
1. Inspect the engine air cleaner inlet and ducting in order to ensure that the passageway is not blocked or
collapsed.
2. Inspect the engine air cleaner element. Replace a dirty element with a clean element.
3. Check for dirt tracks on the clean side of the engine air cleaner element. If dirt tracks are observed,
contaminants are flowing past the element.
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i02418531
Alternator - Test
SMCS - 1405-081
1. Put the positive lead "+" of a suitable multimeter on the "B+" terminal of the alternator. Put the
negative "-" lead on the ground terminal or on the frame of the alternator. Put a suitable ammeter
around the positive output wire of the alternator.
2. Turn off all electrical accessories. Turn off the fuel to the engine. Crank the engine for 30 seconds.
Wait for two minutes in order to cool the starting motor. If the electrical system appears to operate
correctly, crank the engine again for 30 seconds.
Note: Cranking the engine for 30 seconds partially discharges the batteries in order to do a charging
test. If the battery has a low charge, do not perform this step. Jump start the engine or charge the
battery before the engine is started.
3. Start the engine and run the engine at full throttle.
4. Check the output current of the alternator. The initial charging current should be equal to the minimum
full load current or greater than the minimum full load current. Refer to Specifications, "Alternator and
Regulator" for the correct minimum full load current.
Table 1
Fault Conditions And Possible Causes
Current At Start- The Voltage Is The Voltage Is Within The Voltage Is
up Below Specifications After 10 Above
Specifications After Minutes. Specifications
10 Minutes. After 10 Minutes.
Less than the Replace the Turn on all accessories. If the -
specifications alternator. Check the voltage decreases below the
circuit of the ignition specifications, replace the
switch. alternator.
Decreases after Replace the The alternator and the battery Replace the
matching alternator. match the specifications. Turn alternator.
specifications on all accessories in order to
verify that the voltage stays
within specifications.
The voltage Test the battery. Test The alternator operates within Replace the
consistently the alternator again. the specifications. Test the alternator. Inspect
exceeds battery. the battery for
specifications. damage.
5. After approximately ten minutes of operating the engine at full throttle, the output voltage of the
alternator should be 14.0 ± 0.5 volts for a 12 volt system and 28.0 ± 1 volts for a 24 volt system. Refer
to the Fault Conditions And Possible Causes in Table 1.
6. After ten minutes of engine operation, the charging current should decrease to approximately 10
amperes. The actual length of time for the decrease to 10 amperes depends on the following
conditions:
◦ The battery charge
◦ The ambient temperature
◦ The speed of the engine
Refer to the Fault Conditions And Possible Causes in Table 1.
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i01126605
Battery - Test
SMCS - 1401-081
Most of the tests of the electrical system can be done on the engine. The wiring insulation must be in good
condition. The wire and cable connections must be clean, and both components must be tight.
Never disconnect any charging unit circuit or battery circuit cable from
the battery when the charging unit is operated. A spark can cause an
explosion from the flammable vapor mixture of hydrogen and oxygen
that is released from the electrolyte through the battery outlets. Injury
to personnel can be the result.
The battery circuit is an electrical load on the charging unit. The load is variable because of the condition of
the charge in the battery.
NOTICE
The charging unit will be damaged if the connections between the

battery and the charging unit are broken while the battery is being
charged. Damage occurs because the load from the battery is lost and
because there is an increase in charging voltage. High voltage will
damage the charging unit, the regulator, and other electrical
components.
See Special Instruction, SEHS7633, "Battery Test Procedure" for the correct procedures to use to test the
battery. This publication also contains the specifications to use when you test the battery.
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i04046710
Compression - Test
SMCS - 1215
The cylinder compression test should only be used in order to compare the cylinders of an engine. If one or
more cylinders vary by more than 350 kPa (51 psi), the cylinder and related components may need to be
repaired.
A compression test should not be the only method which is used to determine the condition of an engine.
Other tests should also be conducted in order to determine if the adjustment or the replacement of
components is required.
Before the performance of the compression test, make sure that the following conditions exist:
• The battery is in good condition.
• The battery is fully charged.
• The starting motor operates correctly.
• The valve lash is set correctly.
• All glow plugs are removed.
• The fuel supply is disconnected.

Typical example
1. Remove the glow plug (1). Refer to Disassembly and Assembly, "Glow Plugs - Remove and Install"
2. Install a suitable gauge for measuring the cylinder compression in the hole for the glow plug.
3. Remove the fuse for the glow plugs.
4. Operate the starting motor in order to turn the engine. Record the maximum pressure which is
indicated on the compression gauge.
5. Repeat Steps 6 and 4 for all cylinders.
6. Install the fuse for the glow plugs.
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i04046797
Connecting Rod - Inspect

SMCS - 1218-040
These procedures determine the following characteristics of the connecting rod:
• The length of the connecting rod
• The distortion of the connecting rod
• The parallel alignment of the bores of the connecting rod
Note: If the crankshaft or the cylinder block are replaced, the piston height for all cylinders must be
measured. The grade of length of the connecting rods may need to be changed in order to obtain the correct
piston height.
If the grade of length must be changed, one of the following actions must be taken:
• New connecting rod assemblies that are the correct grade of length must be installed. Refer to "Length
of The Connecting Rod".
• New piston pin bearings must be bored after installation in the original connecting rods. Refer to
"Piston Pin Bearings".
Note: When the piston pin is installed, always install new retaining rings on each end of the piston pin. If the
piston pin cannot be removed by hand, heat the piston to a temperature of 45° ± 5 °C (113° ± 9 °F) in order
to aid the removal of the piston pin. Heating the piston to this temperature may also aid the installation of the
piston pin.
Length of The Connecting Rod

The connecting rod length (CRL) is the length of the connecting rod. Refer to Table 1 for each grade of
length of connecting rod.
In order to ensure that the piston height above the cylinder block is correct, three grades of connecting rods
"R" to "B" are used during manufacture at the factory. Replacement connecting rods are available in three
grades. These grades of connecting rod are "R" to "B". The grade of length is identified by a letter or a color
which is marked on the side of the connecting rod. The longest grade is marked with the letter "R". The
shortest grade is marked with the letter "B". The difference in length between each grade of connecting rods
is the following value: 0.076 mm (0.0030 inch)
The grade of length of a connecting rod is determined in the factory by machining an eccentric hole in a semi
-finished piston pin bushing. Therefore, the grade of length is determined by the position of the center of the
hole in the piston pin bearing.
If the connecting rod must be replaced, a new connecting rod assembly must be purchased and installed.
Refer to Table 1 for more information.
A new piston pin bearing is installed in the new connecting rod at the factory. The bore of the piston pin
bearing is reamed to the correct eccentricity.
Piston Pin Bearings
Note: This procedure requires personnel with the correct training and the use of specialized equipment for
machining.
If the piston pin bearing requires replacement but the original connecting rod is not replaced, the following
procedures must be performed:
1. Determine the grade of length of the connecting rod. Use one of the following characteristics:
◦ The mark
◦ The color
◦ Measuring the length
2. Ensure that the connecting rod is aligned parallel and that the connecting rod is not distorted. Refer to
"Distortion of The Connecting Rod" in this service module.
3. Remove the piston pin bearing from the connecting rod. Install a new bearing in the connecting rod.
The new bearing is partially finished. The new bearing must be bored off-center to the correct
diameter. This off-center position is determined by the grade of length of the connecting rod. Refer to
Table 1. The correct diameter of the bore in the piston pin bearing is given in Specifications ,
"Connecting Rod".
Surface finish of the bored hole in the piston pin bearing ... Ra 0.8 micrometers
4. Machine the ends of the piston pin bearing to the correct length. Remove any sharp edges. Refer to
Specifications, "Connecting Rod".
5. If the grade of length of the connecting rod is changed, the letter that is stamped on the connecting rod
must be removed. Etch a letter that is for the new grade of length on the side of the connecting rod.
Note: Do not stamp a new letter on the connecting rod. The force of stamping may damage the
connecting rod.
Table 1 references the following information: Grade of letter of the connecting rod, the color code of the
connecting rods and the lengths of the connecting rods.
Table 1
Length Grades for Connecting Rods
Grade Letter Color Code Length Of The Connecting Rod (CRL)
R Red 161.259 to 161.292 mm (6.3488 to 6.3501 inch)
G Green 161.183 to 161.216 mm (6.3458 to 6.3471 inch)

B Blue 161.107 to 161.140 mm (6.3428 to 6.3441 inch)
Measure The Length Of The Connecting Rod
If the mark or the color of the grade of length cannot be observed on the connecting rod, perform the
following procedure:
Measure the length of the connecting rod.
(1) Measuring pins
(2) Connecting rod
(CRL) Connecting Rod Length
1. Refer to Illustration 1. Use the following tools in order to measure the length of the connecting rod:
◦ Appropriate gauges for measuring distance
◦ Measuring pins (1)
2. Ensure that the measuring pins (1) are parallel. "CRL" is measured when the bearing for the crankshaft
journal is removed and the original piston pin bearing is installed.
Measure "CRL". Compare the "CRL" that is given in Table 1. The grade of length of the connecting
rod is determined by the "CRL". Refer to Table 1 for the correct grade of length.
Distortion of The Connecting Rod

1. Use the following tools in order to measure the distances for the connecting rod (2) which are specified
in Illustration 1:
◦ Appropriate gauges for measuring distance
◦ Measuring pins (1)
Measure the connecting rod for distortion.
(1) Measuring pins
(2) Connecting rod
(L) The length between the centers of the piston pin bearing and the crankshaft journal bearing is shown in Illustration 2.
2. Measure the connecting rod for distortion and parallel alignment between the bores.
The bores for the crankshaft bearing and the bearing for the piston pin must be square and parallel with
each other within the required limits. If the piston pin bearing is removed, the limit "L" is the following
value: ± 0.25 mm (± 0.010 inch)
The limits are measured at a distance of 127 mm (5.0 inch) from each side of the connecting rod.
If the piston pin bearing is not removed, the limit "L" is the following value: ± 0.06 mm
(± 0.0024 inch)
L is equal to 219.08 ± 0.03 mm (8.625 ± 0.001 inch).
3. Inspect the piston pin bearing and the piston pin for wear.
4. Measure the clearance of the piston pin in the piston pin bearing. Refer to the Specifications,
"Connecting Rod" for dimensions.
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i04046730
Connecting Rod Bearings - Inspect

SMCS - 1219-040
Check the connecting rod bearings and the connecting rod bearing journal for wear or other damage.
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i02419296
Cooling System - Check

SMCS - 1350-535
Engine And Cooling System Heat Problems

1. The following conditions indicate that a heat problem exists.
a. Hot coolant is released through the pressure cap during the normal operation of the engine. Hot
coolant can also be released when the engine is stopped.
b. Hot coolant is released from the coolant system but not through the pressure cap during normal
operation of the engine. Hot coolant can also be released when the engine is stopped.
c. Coolant must be added frequently to the cooling system. The coolant is not released through the
pressure cap or through an outside leak.
2. If any of the conditions in Step 1 exist, perform the following procedures:
a. Run the engine at medium idle, which is approximately 1200 rpm, for three minutes after the
high idle shuts off. Running the engine at medium idle will allow the engine to cool before the
engine is stopped.
b. Inspect the poly v-belt for wear or for damage. If necessary, replace the poly v-belt. Refer to
Disassembly and Assembly Manual, "Alternator Belt - Remove and Install" for the correct
procedure.
3. Refer to "Visual Inspection Of The Cooling System" in order to determine if a leak exists in the
cooling system.
a. Refer to "Testing The Radiator And Cooling System For Leaks" procedures.
4. If the coolant does not flow through the radiator and through other components of the cooling system,
perform the following procedures.
a. Perform the "Testing The Water Temperature Regulator " procedures.
b. Clean the radiator and other components with hot water or steam at low pressure. Detergent in
the water may also be used. Compressed air may be used to remove materials from the cooling
system. Identify the cause of the restriction before you choose the method for cleaning.
c. Straighten any fins of the radiator if the fins are bent.
5. Check the high idle of the engine. The engine may overheat if the high idle rpm is set too high.
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i05182965
Cooling System - Inspect

SMCS - 1350-040
Introduction
This engine has a pressure type cooling system. A pressure type cooling system gives two advantages:
• The pressure type cooling system can operate safely at a higher temperature than the boiling point of
water at a range of atmospheric pressures.
• The pressure type cooling system prevents cavitation in the water pump.
Cavitation is the sudden generation of low-pressure bubbles in liquids by mechanical forces. The generation
of an air or steam pocket is much more difficult in a pressure type cooling system.
Regular inspections of the cooling system should be made in order to identify problems before damage can
occur. Visually inspect the cooling system before tests are made with the test equipment.
Inspection Procedure
Visual Inspection Of The Cooling System
1. Check the coolant level in the cooling system.
2. Look for leaks in the system.
Note: A small amount of coolant leakage across the surface of the water pump seals is normal. This
leakage is required in order to provide lubrication for this type of seal. A hole is provided in the water
pump housing in order to allow this coolant/seal lubricant to drain from the pump housing. Intermittent
leakage of small amounts of coolant from this hole is not an indication of water pump seal failure.
3. Inspect the radiator for bent fins and other restriction to the flow of air through the radiator.
4. Inspect the drive belt for the fan.
5. Inspect the blades of the fan for damage.
6. Look for air or combustion gas in the cooling system.
7. Inspect the radiator cap for damage. The sealing surface must be clean.
8. Look for large amounts of dirt in the radiator core. Look for large amounts of dirt on the engine.
9. Shrouds that are loose or missing cause poor air flow for cooling.
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i02414661
Cooling System - Test

SMCS - 1350-040; 1350-081
Remember that temperature and pressure work together. When a diagnosis is made of a cooling system
problem, temperature and pressure must be checked. The cooling system pressure will have an effect on the
cooling system temperature. For an example, refer to Illustration 1. This will show the effect of pressure on
the boiling point (steam) of water. This will also show the effect of height above sea level.
Cooling system pressure at specific altitudes and boiling points of water
Personal injury can result from hot coolant, steam and alkali.
At operating temperature, engine coolant is hot and under pressure. The

radiator and all lines to heaters or the engine contain hot coolant or
steam. Any contact can cause severe burns.
Remove filler cap slowly to relieve pressure only when engine is stopped
and radiator cap is cool enough to touch with your bare hand.
The coolant level must be to the correct level in order to check the coolant system. The engine must be cold
and the engine must not be running.
After the engine is cool, loosen the pressure cap in order to relieve the pressure out of the cooling system.
Then remove the pressure cap.
The level of the coolant should not be more than 13 mm (0.5 inch) from the bottom of the filler pipe. If the
cooling system is equipped with a sight glass, the coolant should be to the correct level in the sight glass.
Making the Correct Antifreeze Mixtures

Do not add pure antifreeze to the cooling system in order to adjust the concentration of antifreeze. Refer to
Operation and Maintenance Manual, "Refill Capacities" for the correct procedure. The pure antifreeze
increases the concentration of antifreeze in the cooling system. The increased concentration increases the
concentration of dissolved solids and undissolved chemical inhibitors in the cooling system.
The antifreeze mixture must consist of equal quantities of antifreeze and clean soft water. The corrosion
inhibitor in the antifreeze will be diluted if a concentration of less than 50% of antifreeze is used.
Concentrations of more than 50% of antifreeze may have the adverse effect on the performance of the
coolant.
Checking the Filler Cap

One cause for a pressure loss in the cooling system can be a faulty seal on the radiator pressure cap.
Typical schematic of filler cap
(1) Sealing surface between the pressure cap and the radiator

To check for the amount of pressure that opens the filler cap, use the following procedure:
1. After the engine cools, carefully loosen the filler cap. Slowly release the pressure from the cooling
system. Then, remove the filler cap.
2. Carefully inspect the filler cap. Look for any damage to the seals and to the sealing surface. Inspect the
following components for any foreign substances:
◦ Filler cap
◦ Seal
◦ Surface for seal

Remove any deposits that are found on these items, and remove any material that is found on these
items.
3. Install the pressure cap onto a suitable pressurizing Pump.
4. Observe the exact pressure that opens the filler cap.
5. Compare the pressure to the pressure rating that is found on the top of the filler cap.
6. If the filler cap is damaged, replace the filler cap.
Testing The Radiator And Cooling System For Leaks

Use the following procedure to test the radiator and the cooling system for leaks.

1. When the engine has cooled, loosen the filler cap to the first stop. Allow the pressure to release from
the cooling system. Then remove the filler cap.
2. Make sure that the coolant covers the top of the radiator core.
3. Put a suitable pressurizing Pump onto the radiator.
4. Use the pressurizing pump to increase the pressure to an amount of 20 kPa (3 psi) more than the
operating pressure of the filler cap.
5. Check the radiator for leakage on the outside.
6. Check all connections and hoses of the cooling system for leaks.
The radiator and the cooling system do not have leakage if all of the following conditions exist:
◦ You do NOT observe any leakage after five minutes.
◦ The dial indicator remains constant beyond five minutes.

The inside of the cooling system has leakage only if the following conditions exist:
◦ The reading on the gauge goes down.
◦ You do NOT observe any outside leakage.
Make any repairs, as required.
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i05391913
Cylinder Block - Inspect

SMCS - 1201-040
1. Clean all of the coolant passages and the oil passages.
2. Check the cylinder block for cracks and damage.
3. Check the front camshaft bearing for wear. Refer to Specifications, "Camshaft Bearings" for the
correct specification of the camshaft bearing. If a new bearing is needed, use a suitable adapter to press
the bearing out of the bore. Ensure that the oil hole in the new bearing faces the front of the block. The
oil hole in the bearing must be aligned with the oil hole in the cylinder block. The bearing must be
aligned with the face of the recess.
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i04046732
Cylinder Head - Inspect

SMCS - 1100-040
1. Remove the cylinder head from the engine.
2. Remove the water temperature regulator housing.
3. Inspect the cylinder head for signs of gas or coolant leakage.
4. Remove the valve springs and valves.
5. Clean the bottom face of the cylinder head thoroughly. Clean the coolant passages and the lubricating
oil passages. Make sure that the contact surfaces of the cylinder head and the cylinder block are clean,
smooth, and flat.
6. Inspect the bottom face of the cylinder head for pitting, corrosion, and cracks. Inspect the area around
the valve seat inserts and the holes for the fuel injection nozzles carefully.
7. Test the cylinder head for leaks at a pressure of 200 kPa (29 psi).
Flatness of the cylinder head (typical example)
(A) Side to side
(B) End to end
(C) Diagonal
8. Measure the cylinder head for flatness. Use a straight edge and a feeler gauge to check the cylinder
head for flatness.
◦ Measure the cylinder head from one side to the opposite side (A).
◦ Measure the cylinder head from one end to the opposite end (B).
◦ Measure the cylinder head from one corner to the opposite corner (C).
Refer to Specifications, "Cylinder Head" for the requirements of flatness.
Resurfacing the Cylinder Head

The bottom face of cylinder head can be resurfaced if any of the following conditions exist:
• The bottom face of the cylinder head is not flat within the specifications.
• The bottom face of the cylinder head is damaged by pitting, corrosion, or wear.
Note: The thickness of the cylinder head must not be less than 118 mm (4.64566 inch) after the cylinder head
has been machined.
Note: The dimension of the valve seats to the flame face must be corrected after resurfacing the cylinder
head. Refer to Specifications, "Cylinder Head" for the correct dimensions for the valve seats.
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i01945632
Electric Starting System - Test

SMCS - 1450-081
General Information
All electrical starting systems have four elements:
• Ignition switch
• Start relay
• Starting motor solenoid
• Starting motor
Start switches have a capacity of 5 to 20 amperes. The coil of a start relay draws about 1 ampere between test
points. The switch contacts of the start relay for the starting motor are rated between 100 and 300 amperes.
The start relay can easily switch the load of 5 to 50 amperes for the starting motor solenoid.
The starting motor solenoid is a switch with a capacity of about 1000 amperes. The starting motor solenoid
supplies power to the starter drive. The starting motor solenoid also engages the pinion to the flywheel.
The starting motor solenoid has two coils. The pull-in coil draws about 40 amperes. The hold-in coil requires
about 5 amperes.
When the magnetic force increases in both coils, the pinion gear moves toward the ring gear of the flywheel.
Then, the solenoid contacts close in order to provide power to the starting motor. When the solenoid contacts
close, the ground is temporarily removed from the pull-in coil. Battery voltage is supplied on both ends of the
pull-in coil while the starting motor cranks. During this period, the pull-in coil is out of the circuit.
Cranking of the engine continues until current to the solenoid is stopped by releasing the ignition switch.
Power which is available during cranking varies according to the temperature and condition of the batteries.
The following chart shows the voltages which are expected from a battery at the various temperature ranges.
Table 1
Typical Voltage Of Electrical System During Cranking At Various Ambient Temperatures
Temperature 12 Volt System 24 Volt System

−23 to −7°C (−10 to 20°F) 6 to 8 volts 12 to 16 volts
−7 to 10°C (20 to 50°F) 7 to 9 volts 14 to 18 volts
10 to 27°C (50 to 80°F) 8 to 10 volts 16 to 24 volts
The following table shows the maximum acceptable loss of voltage in the battery circuit. The battery circuit
supplies high current to the starting motor. The values in the table are for engines which have service of 2000
hours or more.
Table 2
Maximum Acceptable Voltage Drop In The Starting Motor Circuit During Cranking
Circuit 12 Volt System 24 Volt System
Battery post "-" to the starting motor terminal "-" 0.7 volts 1.4 volts
Drop across the disconnect switch 0.5 volts 1.0 volts

Battery post "+" to the terminal of the starting motor solenoid "+" 0.5 volts 1.0 volts
Solenoid terminal "Bat" to the solenoid terminal "Mtr" 0.4 volts 0.8 volts
Voltage drops that are greater than the amounts in Table 2 are caused most often by the following conditions:
• Loose connections
• Corroded connections
• Faulty switch contacts
Diagnosis Procedure
The procedures for diagnosing the starting motor are intended to help the technician determine if a starting
motor needs to be replaced or repaired. The procedures are not intended to cover all possible problems and
conditions. The procedures serve only as a guide.
Note: Do not crank the engine for more than 30 seconds. Allow the starter to cool for two minutes before
cranking the engine again.
If the starting motor does not crank or cranks slow, perform the following procedure:
1. Measure the voltage of the battery.
Measure the voltage across the battery posts with the multimeter when you are cranking the engine or
attempting to crank the engine. Do not measure the voltage across the cable post clamps.
a. If the voltage is equal or greater than the voltage in Table 1, then go to Step 2.
b. The battery voltage is less than the voltage in Table 1.
A low charge in a battery can be caused by several conditions.
◾ Deterioration of the battery
◾ A shorted starting motor
◾ A faulty alternator
◾ Loose drive belts
◾ Current leakage in another part of the electrical system
2. Measure the current that is sent to the starting motor solenoid from the positive post of the battery.
Note: If the following conditions exist, do not perform the test in Step 2 because the starting motor has
a problem.
◦ The voltage at the battery post is within 2 volts of the lowest value in the applicable temperature
range of Table 1.
◦ The large starting motor cables get hot.
Use a suitable ammeter in order to measure the current. Place the jaws of the ammeter around the cable
that is connected to the "bat" terminal. Refer to the Specifications Module, "Starting Motor" for the
maximum current that is allowed for no load conditions.
The current and the voltages that are specified in the Specifications Module are measured at a
temperature of 27°C (80°F). When the temperature is below 27°C (80°F), the voltage will be lower
through the starting motor. When the temperature is below 27°C (80°F), the current through the
starting motor will be higher. If the current is too great, a problem exists in the starting motor. Repair
the problem or replace the starting motor.
If the current is within the specification, proceed to Step 3.
3. Measure the voltage of the starting motor.
a. Use the multimeter in order to measure the voltage of the starting motor, when you are cranking
or attempting to crank the engine.
b. If the voltage is equal or greater than the voltage that is given in Table 1, then the battery and the
starting motor cable that goes to the starting motor are within specifications. Go to Step 5.
c. The starting motor voltage is less than the voltage specified in Table 1. The voltage drop
between the battery and the starting motor is too great. Go to Step 4.
4. Measure the voltage.
a. Measure the voltage drops in the cranking circuits with the multimeter. Compare the results with
the voltage drops which are allowed in Table 2.
b. Voltage drops are equal to the voltage drops that are given in Table 2 or the voltage drops are
less than the voltage drops that are given in Table 2. Go to Step 5 in order to check the engine.
c. The voltage drops are greater than the voltage drops that are given in Table 2. The faulty
component should be repaired or replaced.
5. Rotate the crankshaft by hand in order to ensure that the crankshaft is not stuck. Check the oil viscosity
and any external loads that could affect the engine rotation.
a. If the crankshaft is stuck or difficult to turn, repair the engine.
b. If the engine is not difficult to turn, go to Step 6.
6. Attempt to crank the starting motor.
a. The starting motor cranks slowly.
Remove the starting motor for repair or replacement.
b. The starting motor does not crank.
Check for the blocked engagement of the pinion gear and flywheel ring gear.
Note: Blocked engagement and open solenoid contacts will give the same electrical symptoms.
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i04643912
Engine Crankcase Pressure (Blowby) - Test

SMCS - 1215; 1317
Table 1
Tools Needed
Part Number Part Name Quantity
348-5430 Multi-Tool Gp 1
285-0900 Blowby Tool Group 1
NETG5049 Software License 1
Damaged pistons or rings can cause too much pressure in the crankcase. This condition will cause the engine
to run rough. There will be more than a normal amount of blowby fumes rising from the crankcase breather.
The breather can then become restricted in a short time, causing oil leakage at gaskets and seals that would
not normally have leakage. Blowby can also be caused by worn valve guides or by a failed turbocharger seal.
348-5430 Multi-Tool Gp
The 348-5430 Multi-Tool Gp, or the 285-0900 Blowby Tool Group is used to check the amount of blowby.
Refer to Tool Operating Manual, NEHS1087, " 348-5430 Multi-Tool Gp " for the test procedure for
checking the blowby.
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i02652662
Engine Oil Cooler - Inspect

SMCS - 1378-040
Hot oil and hot components can cause personal injury. Do not allow hot
oil or hot components to contact the skin.
There are two types of engine oil cooler that can be installed on this engine.
Engine Oil Cooler with a Low Mounted Filter Base

Typical example
(1) Oil cooler
(2) Long setscrew
(3) Short setscrew
(4) Joint
(5) Setscrews
(6) Housing for the oil cooler
(7) Joint
Perform the following procedure in order to inspect the engine oil cooler with the low mounted filter:
1. Place a container under the oil cooler in order to collect any engine oil or coolant that drains from the
oil cooler.
2. Refer to Disassembly and Assembly, "Engine Oil Cooler - Remove" for removal of the engine oil
cooler.
3. Thoroughly clean the oil cooler (1) and the cylinder block.
Personal injury can result from air pressure.
Personal injury can result without following proper procedure. When

using pressure air, wear a protective face shield and protective clothing.
Maximum air pressure at the nozzle must be less than 205 kPa (30 psi)
for cleaning purposes.
4. Inspect the oil cooler (1) for cracks and dents. Replace the oil cooler (1) if cracks or dents exist. Ensure
that no restrictions for the flow of lubricating oil exist in the oil cooler (1).
Dry the oil cooler (1) with low pressure air. Flush the inside of the oil cooler (1) with clean lubricating
oil.
5. Refer to Disassembly and Assembly, "Engine Oil Cooler - Install" for installation of the engine oil
cooler.
6. Ensure that the cooling system of the engine is filled to the correct level. Operate the engine.
Note: Refer to Operation And Maintenance Manual, "Refill Capacities" for additional information.
Check for oil or coolant leakage.
Engine Oil Cooler with a High Mounted Filter Base

Typical example
(1) Oil cooler
(2) Joint
(3) Housing for the oil cooler
(4) Nut
(5) Long setscrew
(6) Setscrew
(7) Joint
Perform the following procedure in order to inspect the engine oil cooler with the low mounted filter:
1. Place a container under the oil cooler in order to collect any engine oil or coolant that drains from the
oil cooler.
2. Refer to Disassembly and Assembly, "Engine Oil Cooler - Remove" for removal of the engine oil
cooler.
3. Thoroughly clean the oil cooler (1) and the cylinder block.
Personal injury can result from air pressure.
Personal injury can result without following proper procedure. When

using pressure air, wear a protective face shield and protective clothing.
Maximum air pressure at the nozzle must be less than 205 kPa (30 psi)
for cleaning purposes.
4. Inspect the oil cooler (1) for cracks and dents. Replace the oil cooler (1) if cracks or dents exist. Ensure
that no restrictions for the flow of lubricating oil exist in the oil cooler (1).
Dry the oil cooler (1) with low pressure air. Flush the inside of the oil cooler (1) with clean lubricating
oil.
5. Refer to Disassembly and Assembly, "Engine Oil Cooler - Install" for installation of the engine oil
cooler.
6. Ensure that the cooling system of the engine is filled to the correct level. Operate the engine.
Note: Refer to Operation And Maintenance Manual, "Refill Capacities" for additional information.
Check for oil or coolant leakage.
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i02648880
Engine Oil Pressure - Test

SMCS - 1304-081
Low Oil Pressure

The following conditions will cause low oil pressure.
• The oil level is low in the crankcase.
• A restriction exists on the oil suction screen.
• Connections in the oil lines are leaking.
• The connecting rod or the main bearings are worn.
• The rotors in the oil pump are worn.
• The oil pressure relief valve is operating incorrectly.
A worn oil pressure relief valve can allow oil to leak through the valve which lowers the oil pressure.
The minimum oil pressure at the maximum engine speed and at normal operating temperature is 315 kPa
(45 psi). A lower pressure is normal at low idle.
A suitable pressure gauge can be used in order to test the pressure of the lubrication system.
High Oil Pressure

High oil pressure can be caused by the following conditions.
• The spring for the oil pressure relief valve is installed incorrectly.
• The plunger for the oil pressure relief valve becomes jammed in the closed position.
• Excessive sludge exists in the oil which makes the viscosity of the oil too high.
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i02400036
Engine Oil Pump - Inspect

SMCS - 1304-040
If any part of the oil pump is worn enough in order to affect the performance of the oil pump, the oil pump
must be replaced.
Perform the following procedures in order to inspect the oil pump. Refer to the Specifications Module,
"Engine Oil Pump" for clearances and torques.
1. Remove the oil pump from the engine. Remove the cover of the oil pump.
2. Remove the outer rotor (1). Clean all of the parts. Look for cracks in the metal or other damage.
3. Install the outer rotor. Measure the clearance of the outer rotor to the body .
Clearance for the inner rotor body
4. Measure the clearance of the inner rotor to the outer rotor (2).
End play measurement of the rotor
5. Measure the end play of the rotor with a straight edge and a feeler gauge (3).
6. Clean the top face of the oil pump and the bottom face of the cover. Install the cover on the oil pump.
Install the oil pump on the engine.
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i06972473
Engine Valve Lash - Inspect/Adjust

SMCS - 1102-025
To prevent possible injury, do not use the starter to turn the flywheel.
Hot engine components can cause burns. Allow additional time for the
engine to cool before measuring valve clearance.
Cylinder and valve location
(A) Inlet valve
(B) Exhaust valve
If the valve lash requires adjustment several times in a short time period, excessive wear exists in a different
part of the engine. Find the problem and make necessary repairs to prevent more damage to the engine.
Not enough valve lash can be the cause of rapid wear of the camshaft and valve lifters. Not enough valve
lash can indicate that the seats for the valves are worn.
Valves become worn due to the following causes:
• Fuel injection nozzles that operate incorrectly
• Excessive dirt and oil are present on the filters for the inlet air.
• Incorrect fuel settings on the fuel injection pump.
• The load capacity of the engine is frequently exceeded.
Too much valve lash can cause broken valve stems, springs, and spring retainers. Too much valve lash can
be an indication of the following problems:
• Worn camshaft and valve lifters
• Worn rocker arms
• Bent pushrods
• Broken socket on the upper end of a pushrod
• Loose adjustment screw for the valve lash
If the camshaft and valve lifters show rapid wear, look for fuel in the lubrication oil or dirty lubrication oil as
a possible cause.
Valve Lash Check

An adjustment is NOT NECESSARY if the measurement of the valve lash is in the acceptable range. Check
the valve lash while the engine is stopped. The temperature of the engine does not change the valve lash
setting.
If the measurement is not within the acceptable clearance, adjustment is necessary. Refer to "Valve Lash
Adjustment".
Valve Lash Adjustment

NOTICE
It is important to follow this valve lash adjustment procedure. Do not

use the traditional opposing cylinders method. Failure to follow the
correct procedure may result in serious engine damage.
Note: The procedure to adjust the engine valve lash for the engine is different from conventional engines,
due to the altered valve opening and closing events.
Table 1
Inlet Valves Exhaust Valves
Valve Lash 0.35 mm (0.014 inch) 0.45 mm (0.018 inch)
Firing Order 1-5-3-6-2-4(1)

(1)
The No. 1 Cylinder is at the front of the engine.
Note: For new engines, the valve lash should be checked and reset after the first 500 hours and after the next
500 hours. The valve lash will then be checked at service intervals of 1000 hours.
Setting the valve lash
(1) Adjustment screw
(2) Feeler gauge
Accidental engine starting can cause injury or death to personnel.
To prevent accidental engine starting, turn the ignition switch to the

OFF position and place a do not operate tag at the ignition switch
location.
Typical example
1. Remove the valve mechanism cover. Refer to Disassembly and Assembly, "Valve Mechanism Cover -
Remove" for the removal procedure.
2. Rotate the crankshaft in the direction of engine rotation until the inlet valve of the No. 6 cylinder has
opened and the exhaust valve of the No. 6 cylinder has not completely closed. The engine is now at TC
compression stroke.
Table 2
Rotate the crankshaft until inlet valve has opened and the Set valve lash for the following :
exhaust valve has not completely closed.
Inlet valves Exhaust valve
"(Cylinder "(Cylinder
number)" number)"
1 2
11 and 12
(1) (1)
9 10
3 and 4
(5) (5)
5 6
7 and 8
(3) (3)
11 12
1 and 2
(6) (6)
3 4
9 and 10
(2) (2)
7 8
5 and 6
(4) (4)
3. See illustration 3. Measure the valve lash on inlet valve (1) and exhaust valve (2). If necessary, adjust
the valve lash to the settings in Table 1. Complete the sequence of checks according to Table 2 until all
the cylinders have been checked or adjusted.
a. Loosen the valve adjustment screw locknut that is on the adjustment screw (1).
b. Place an appropriate feeler gauge (2) between the rocker arm and the valve. Turn the adjustment
screw (1) while the valve adjustment screw locknut is being held from turning. Adjust the valve
lash until the correct specification is achieved.
c. After each adjustment, tighten the valve adjustment screw locknut while you hold the valve
adjustment screw (1) from turning.
4. Install the valve mechanism cover. Refer to Disassembly and Assembly, "Valve Mechanism Cover -
Install" for the installation procedure.
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i01126690
Excessive Bearing Wear - Inspect

SMCS - 1203-040; 1211-040; 1219-040
When some components of the engine show bearing wear in a short time, the cause can be a restriction in an
oil passage.
An engine oil pressure indicator may show that there is enough oil pressure, but a component is worn due to
a lack of lubrication. In such a case, look at the passage for the oil supply to the component. A restriction in
an oil supply passage will not allow enough lubrication to reach a component. This will result in early wear.
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i02414692
Excessive Engine Oil Consumption - Inspect

SMCS - 1348-040
Engine Oil Leaks on the Outside of the Engine

Check for leakage at the seals at each end of the crankshaft. Look for leakage at the gasket for the engine oil
pan and all lubrication system connections. Look for any engine oil that may be leaking from the crankcase
breather. This can be caused by combustion gas leakage around the pistons. A dirty crankcase breather will
cause high pressure in the crankcase. A dirty crankcase breather will cause the gaskets and the seals to leak.
Engine Oil Leaks into the Combustion Area of the Cylinders

Engine oil that is leaking into the combustion area of the cylinders can be the cause of blue smoke. There are
several possible ways for engine oil to leak into the combustion area of the cylinders:
• Failed valve stem seals
• Leaks between worn valve guides and valve stems
• Worn components or damaged components (pistons, piston rings, or dirty return holes for the engine
oil)
• Incorrect installation of the compression ring and/or the intermediate ring
• Leaks past the seal rings in the turbocharger shaft
• Overfilling of the crankcase
• Wrong dipstick or guide tube
• Sustained operation at light loads

Excessive consumption of engine oil can also result if engine oil with the wrong viscosity is used. Engine oil
with a thin viscosity can be caused by fuel leakage into the crankcase or by increased engine temperature.
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i02478555
Exhaust Temperature - Test

SMCS - 1088-081
Measure the Exhaust Temperature

Table 1
Required Tools
Tool Part Number Part Name Qty
A 164-3310 Laser Infrared Thermometer 1
When the engine runs at low idle, the temperature of an exhaust manifold port can indicate the condition of a
fuel injection nozzle.
A low temperature indicates that no fuel is flowing to the cylinder. An inoperative fuel injection nozzle or a
problem with the fuel injection pump could cause this low temperature.
A very high temperature can indicate that too much fuel is flowing to the cylinder. A malfunctioning fuel
injection nozzle could cause this very high temperature.
Use Tooling (A) in order to check the exhaust temperature at the exhaust outlet for each cylinder.
Compare the temperature readings for each exhaust outlet. Investigate any difference in the temperature
readings.
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i03864807
Finding Top Center Position for No. 1 Piston

SMCS - 1105-531
Table 1
Required Tools

9U-7336 Housing 1
A (2)

C
268-1966 Adapter 1
(1)
(2)
1. Remove the front cover. Refer to Disassembly and Assembly, "Front Cover - Remove and Install".
2. Use Tooling (A) in order to rotate the crankshaft until the hole (X) in the camshaft gear (1) aligns with
the hole in the front housing. Refer to illustration 1.
Typical example
3. Install Tooling (B) through the hole (X) in the camshaft gear (1) into the front housing. Use Tooling
(B) in order to lock the camshaft in the correct position.
4. Remove the plug (4) from the cylinder block. Install Tooling (C) into the hole (Y) in the cylinder
block. Use Tooling (C) in order to lock the crankshaft in the correct position.
Note: Do not use excessive force to install Tooling (C) . Do not use Tooling (C) to hold the crankshaft
during repairs.
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i02656274
Flywheel - Inspect
SMCS - 1156-040
Table 1
Required Tools
A 8T-5096 Dial Indicator Group 1
Alignment of the Flywheel Face

Typical example
1. Install Tooling (A) in illustration 1, as shown.
2. Set the pointer of the dial indicator to 0 mm (0 inch).
3. Turn the flywheel. Read the dial indicator for every 45 degrees.
Note: During the check, keep the crankshaft pressed toward the front of the engine in order to remove
any end clearance.
4. Calculate the difference between the lowest measurement and the highest measurement of the four
locations. This difference must not be greater than 0.03 mm (0.001 inch) for every 25 mm (1.0 inch) of
the radius of the flywheel. The radius of the flywheel is measured from the axis of the crankshaft to the
contact point of the dial indicator.
Flywheel Runout
Typical example
1. Install Tooling (A) in illustration 2, as shown.
3. Turn the flywheel. Read the dial indicator for every 45 degrees.
4. Calculate the difference between the lowest measurement and the highest measurement of the four
locations. This difference must not be greater than 0.30 mm (0.012 inch).
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i05355821
Flywheel Housing - Inspect

SMCS - 1157-040
Table 1
Required Tools
8T-5096 Dial Indicator 1

A
- Magnetic Base and Stand 1
Concentricity of the Flywheel Housing

Note: This check must be made with the flywheel and the starter removed and the bolts for the flywheel
housing tightened lightly.
Typical example
1. Install Tooling (A) . See Illustration 1.
3. Check the concentricity at intervals of 45 degrees around the flywheel housing.
4. Calculate the difference between the lowest measurement and the highest measurement. This
difference must not be greater than the limit that is given in Table 2.
Note: Any necessary adjustment must be made on the flywheel housing. Then, recheck the
concentricity.
Alignment of the Flywheel Housing

Note: This check must be made with the flywheel and the starter removed and the bolts for the flywheel
housing tightened to the correct torque.
Typical example
1. Install Tooling (A) . See Illustration 2.
3. Check the alignment at intervals of 45 degrees around the flywheel housing.
4. Calculate the difference between the lowest measurement and the highest measurement. This
difference must not be greater than the limit that is given in Table 2.
Note: Any necessary adjustment must be made on the flywheel housing.
Table 2
Limits for Flywheel Housing Runout and Alignment (Total Indicator Reading)
Bore of the Housing Flange Maximum Limit (Total Indicator Reading)
410 mm (16.14 inch) 0.25 mm (0.010 inch)

448 mm (17.63 inch) 0.28 mm (0.011 inch)
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i05182682
Fuel Injection Nozzle - Test

SMCS - 1254-081
Specifications
Table 1
Specifications for Testing the Fuel Injection Nozzles
Bench Test Temperature 18° to 20 °C (64° to 70 °F)
Nozzle Cap Nut Torque 34 ± 3 N·m (25 ± 2 lb ft)
Introduction
Perform the following procedures in order to determine if a fuel injection nozzle does not work correctly.
Required Tools
Table 2
Required Tools
5P-4150 Nozzle Testing Group 1
5P-4718 Adapter 1
6V-2170 Tube Assembly 1
8S-2270 Fuel Collector 1

1U-8857 Extension 1
6V-6068 SAE J-967 Calibration Fluid 1
Test Procedure
Bench test the fuel injection nozzles at a temperature of 18° to 20 °C (64° to 70 °F)
Test the Fuel Injection Nozzles
Bench test the fuel injection nozzles at a temperature of 18° to 20 °C (64° to 70 °F)
Fuel injection nozzles and lines
(1) Nut for the fuel supply line
1. Run the engine at low idle.
2. Loosen the nut for the fuel supply line (1) at the fuel injection nozzle on cylinder number 1. Do not
loosen the nut more than half of a turn. Listen for the low idle to decrease or become rough. Tighten
the nut for the fuel supply line on cylinder number 1. Perform this test on each cylinder.
3. The fuel injection nozzle is faulty when the nut for the fuel supply line is loosened and the following
events occur:
◦ The engine rpm does not decrease.
◦ The engine does not idle roughly.

4. Remove the faulty fuel injection nozzle for additional testing.
Note: If leakage occurs at the nut for the fuel supply line, make sure that fuel supply line and the nut
are correctly aligned with the inlet connection of the fuel injection nozzle. Do not tighten the nut for
the fuel supply line on the high-pressure fuel line more than the recommended torque. If the nut is
tightened more, the fuel line may become restricted or the threads of the fuel injection nozzle and the
nut may be damaged.
Cleaning of the Fuel Injection Nozzles
Before a fuel injection nozzle is tested, remove any loose carbon from the tip of the fuel injection nozzle. Do
not use abrasive material or a wire brush in order to clean the nozzle.
The fuel injection nozzle is not a serviceable part. Disassembling or adjusting the nozzle will violate the
standards for emissions.
Note: Extra care should be used in handling the fuel injection nozzle in order to prevent damage to the
nozzle tip. A scratch or a burr could cause needle leakage or spray distortion. Dirt in the orifices of the nozzle
tip can damage engine components. Dirt can also distort the spray pattern of the nozzle.
Test the Spray Pattern
Ensure that you wear eye protection at all times during testing. When
fuel injection nozzles are tested, test fluids travel through the orifices of
the nozzle tip with high pressure. Under this amount of pressure, the
test fluid can pierce the skin and cause serious injury to the operator.
Always keep the tip of the fuel injection nozzle pointed away from the
operator and into the fuel collector and extension.
Correct spray pattern for a fuel injection nozzle
1. Connect fuel injection nozzle (3) to the tooling that is shown in Illustration 3.
Position the fuel injection nozzle so that the fuel spray is directed into the 1U-8857 Extension (4) and
the 8S-2270 Fuel Collector (6).
2. Close the gauge protector valve and the shutoff valve. Open the pump isolator valve.
3. Pump the nozzle tester at approximately 60 strokes per minute and look at the spray pattern when the
fluid begins to flow through the orifices of the fuel injection nozzle.
The spray, which flows from all of the orifices, must have the same pattern. The fuel injection nozzle
is faulty if there is a difference in the vertical patterns or a difference in the horizontal patterns. Refer
to the correct spray pattern in Illustration 2.
Note: If the nozzle tester is pumped too slowly, the fuel injection nozzle can develop a hydraulic lock.
If this situation occurs, release the nozzle cap nut in order to release the pressure and then tighten the
nozzle cap nut to a torque of 34 ± 3 N·m (25 ± 2 lb ft). Test the spray pattern again.
Note: Be sure that the gauge protector valve is closed before the fuel injection nozzle is removed from
the nozzle tester. Closing the valve will prevent damage to the pressure gauge.
Pressure Test
Ensure that you wear eye protection at all times during testing. When
fuel injection nozzles are tested, test fluids travel through the orifices of
the nozzle tip with high pressure. Under this amount of pressure, the
test fluid can pierce the skin and cause serious injury to the operator.
Always keep the tip of the fuel injection nozzle pointed away from the
operator and into the fuel collector and extension.
5P-4150 Nozzle Testing Group
(1) 5P-4718 Adapter
(2) 6V-2170 Tube assembly
(3) Fuel injection nozzle
(4) 1U-8857 Extension
(5) 8T-5313 Filter
(6) 8S-2270 Fuel collector
NOTICE
Do not use dirty test fluids when you test fuel injection nozzles. Also, do
not test fuel injection nozzles unless you have the correct service
tools.The use of dirty test fluids and the use of incorrect service tools
will result in damage to fuel injection nozzles.
Use clean 6V-6068 Calibration Fluid when the fuel injection nozzles are tested. The calibration fluid is
equivalent to SAE J-967 (ISO 4113) oil.
2. Close the gauge protector valve. Close the shutoff valve. Open the pump isolator valve. In order to
flush the fuel injection nozzle, operate the nozzle tester for 10 to 15 strokes at a rate of approximately
60 strokes per minute.
3. Open the gauge protector valve. Move the pump lever quickly downward until the valve in the fuel
injection nozzle opens. Note the highest pressure indication on the dial indicator before the pointer
moves to 0 kPa (0 psi). This highest pressure indication is the opening pressure of the fuel injection
nozzle. The opening pressure is defined when the valve needle is lifted from the valve seat.
4. Refer to the table in Specifications, "Fuel Injection Nozzles" for the correct pressure settings.
If the opening pressure is not within the range of the setting that is given in the table, the fuel injection
nozzle must be replaced.
Fuel Injection Nozzle and Seat Test
2. Pump the pressure of the nozzle tester at 60 strokes per minute to approximately 1030 kPa (150 psi)
below the opening pressure of the fuel injection nozzle. A drop of fuel should not form on the tip of the
fuel injection nozzle for at least ten seconds. A light dampness is acceptable. If the results of the tests
are not acceptable, clean the fuel injection nozzle. After you clean the fuel injection nozzle and the fuel
leakage still occurs, the nozzle must be replaced.
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i05182810
Fuel Quality - Test

SMCS - 1280-081
Introduction
This test checks for problems regarding fuel quality. Refer to Diesel Fuels and Your Engine, SEBD0717 for
additional details.
Use the following procedure to test for problems regarding fuel quality:
Required Tools
Table 1
Required Tools
5P-2712 Thermometer/Hydrometer 1
Test Procedure
1. Determine if water and/or contaminants are present in the fuel. Check the water separator (if
equipped). If a water separator is not present, proceed to Step 2. Drain the water separator, if
necessary. A full fuel tank minimizes the potential for overnight condensation.
Note: A water separator can appear to be full of fuel when the water separator is actually full of water.
2. Determine if contaminants are present in the fuel. Remove a sample of fuel from the bottom of the fuel
tank. Visually inspect the fuel sample for contaminants. The color of the fuel is not necessarily an
indication of fuel quality. However, fuel that is black, brown, and/or similar to sludge can be an
indication of the growth of bacteria or oil contamination. In cold temperatures, cloudy fuel indicates
that the fuel may not be suitable for operating conditions. The following methods can be used to
prevent wax from clogging the fuel filter:
◦ Fuel heaters
◦ Blending fuel with additives
◦ Utilizing fuel with a low cloud point such as kerosene
Refer to Operation and Maintenance Manual, "Fuel Recommendations" for more information.
3. Check fuel API with a 5P-2712 Thermometer/Hydrometer for low-power complaints. The acceptable
range of the fuel API is 30 to 45 when the API is measured at 15 °C (60 °F), but there is a significant
difference in energy within this range.
Table 2
Fuel Density (API)(1) Correction Factors
API at 16 °C (60 °F) Correction Factor
32.0 0.987
35.0 1.000
40.0 1.022
45.0 1.044
(1)
The measured fuel API rating and the corresponding temperature must be corrected to 16 °C (60 °F) before selecting a
fuel correction factor. Use the chart for the fuel density correction factor in order to determine the fuel API rating at
16 °C (60 °F).
Note: A correction factor that is greater than 1.000 may be the cause of low power and/or poor fuel
consumption.
4. If fuel quality is still suspected as a possible cause to problems regarding engine performance,
disconnect the fuel inlet line, and temporarily operate the engine from a separate source of fuel that is
known to be good. This will determine if the problem is caused by fuel quality. If fuel quality is
determined to be the problem, drain the fuel system and replace the fuel filters. Engine performance
can be affected by the following characteristics:
◦ Cetane number of the fuel
◦ Air in the fuel
◦ Other fuel characteristics
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i05182667
Fuel System - Inspect

SMCS - 1250-040
Introduction
A problem with the components that send fuel to the engine can cause low fuel pressure. This can decrease
engine performance. Use the following procedure to inspect the fuel system.
Check Procedure
1. Check the fuel level in the fuel tank. Ensure that the vent in the fuel cap is not filled with dirt.
2. Check all fuel lines for fuel leakage. The fuel lines must be free from restrictions and faulty bends.
Verify that the fuel return line is not collapsed.
3. Inspect the fuel filter for excess contamination. If necessary, install a new fuel filter. Determine the
source of the contamination. Make the necessary repairs.
4. Service the primary fuel filter (if equipped).
5. Remove any air that may be in the fuel system. Refer to Testing and Adjusting, "Fuel System - Prime".
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i05779897
Fuel System - Prime

SMCS - 1258-548
If air enters the fuel system, the air must be purged from the fuel system before the engine can be started. Air
can enter the fuel system when the following events occur:
• The fuel tank is empty or the fuel tank has been partially drained.
• The low-pressure fuel lines are disconnected.
• A leak exists in the low-pressure fuel system.
• The fuel filter is replaced.
Use the following procedures in order to remove air from the fuel system:
Type 1 Fuel Filters

Typical example
1. Loosen the vent screw (1) on the secondary fuel filter base.
2. Operate the priming lever of the fuel priming pump to eliminate any air between the fuel priming
pump and the fuel filters.
Note: The fuel priming pump is mechanically operated by the camshaft. If the lobe of the camshaft is
acting upon the arm of the fuel priming pump, the ability to hand prime the fuel system will be
reduced. If the resistance on the priming lever is low, rotate the crankshaft in order to move the
camshaft lobe off the fuel priming pump arm.
3. Operate priming lever of the fuel priming pump by hand. Check that there is correct resistance on the
fuel priming pump. Operate the fuel priming pump until fuel, free of air, comes from the vent screw.
4. Tighten the vent screw (1) to a torque of 20 N·m (15 lb ft)
5. Energize the stop solenoid on the fuel injection pump. Operate the priming lever of the fuel priming
pump several times.
6. Crank the engine with the throttle lever in the CLOSED position until the engine starts.
7. Start the engine and run the engine at idle for 1 minute.
NOTICE
Do not crank the engine continuously for more than 30 seconds. Allow
the starting motor to cool for two minutes before cranking the engine
again.
8. Cycle the throttle lever from the low idle position to the high idle position three times. The cycle time
for the throttle lever is one second to 6 seconds for one complete cycle.
Note: To purge air from the fuel injection pump on engines with a fixed throttle, the engine should be
run at full load for 30 seconds. The load should then be decreased until the engine is at high idle. This
should be repeated three times. This will assist in removing trapped air from the fuel injection pump.
9. Check for leaks in the fuel system.
Type 2 Fuel Filters

Typical example
1. Loosen the vent plug (1) on the primary fuel filter base.
2. Operate the priming lever of the fuel priming pump to eliminate any air between the fuel priming
pump and the fuel filters.
Note: The fuel priming pump is mechanically operated by the camshaft. If the lobe of the camshaft is
acting upon the arm of the fuel priming pump, the ability to hand prime the fuel system will be
reduced. If the resistance on the priming lever is low, rotate the crankshaft in order to move the
camshaft lobe off the fuel priming pump arm.
3. Operate priming lever of the fuel priming pump by hand. Check that there is correct resistance on the
fuel priming pump. Operate the fuel priming pump until fuel, free of air, comes from the vent screw.
4. Tighten the vent plug (1) .
5. Energize the stop solenoid on the fuel injection pump. Operate the priming lever of the fuel priming
pump several times.
6. Crank the engine with the throttle lever in the CLOSED position until the engine starts.
7. Start the engine and run the engine at idle for 1 minute.
NOTICE
Do not crank the engine continuously for more than 30 seconds. Allow
the starting motor to cool for two minutes before cranking the engine
again.
8. Cycle the throttle lever from the low idle position to the high idle position three times. The cycle time
for the throttle lever is one second to 6 seconds for one complete cycle.
Note: To purge air from the fuel injection pump on engines with a fixed throttle, the engine should be
run at full load for 30 seconds. The load should then be decreased until the engine is at high idle. This
should be repeated three times. This will assist in removing trapped air from the fuel injection pump.
9. Check for leaks in the fuel system.
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i04051469
Fuel System Pressure - Test

SMCS - 1250-081; 1256-081
1. Disconnect the fuel outlet pipe from the fuel transfer pump.
2. Install a pressure gauge that can measure a pressure of up to 70 kPa (10 psi) to the outlet of the fuel
transfer pump.
3. Release the connection at the gauge and operate the priming lever of the fuel transfer pump to
eliminate air from the pipe.
4. When fuel, free of air, flows from the pipe tighten the connection. Ensure that there are no leaks at the
connections between the pump and the gauge.
5. Operate the starting motor for 10 seconds with the engine stop control in the stop position or with the
stop solenoid disconnected.
6. If the pressure on the gauge indicated is less than 26 kPa (3.77 psi) repair or renew the fuel transfer
pump.
7. Check the rate at which the pressure reduces to half the maximum pressure obtained. If the rate is less
than 30 seconds, repair or renew the fuel transfer pump.
8. Remove the gauge and connect the outlet pipe to the transfer pump.
9. Release the vent screw on the fuel filter head. Operate the priming lever until fuel, free of air, flows
from the vent screw. Tighten the vent screw.
10. Connect the engine stop solenoid.
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i02652636
Gear Group - Inspect

SMCS - 1206-040
(1) Camshaft gear
(2) Idler gear
(3) Fuel injection pump gear
Note: If one or more of the gears need to be removed for repair, refer to Disassembly and Assembly,
"Gear Group (Front) - Remove" in order to properly remove the gears. Refer to the Disassembly and
Assembly, "Gear Group (Front) - Install" in order to properly install the gears.
1. Inspect the gears for wear or for damage. If the gears are worn or damaged, use new parts for
replacement.
2. Measure the backlash between the camshaft gear (1) and the idler gear (2). Refer to Specifications,
"Gear Group (Front)" for the backlash measurement.
3. Measure the backlash between the idler gear (2) and the crankshaft gear (4). Refer to Specifications,
"Gear Group (Front)" for the backlash measurement.
4. Measure the backlash between the fuel injection pump gear (3) and the idler gear (2). Refer to
Specifications, "Gear Group (Front)" for the backlash measurement.
5. Measure the end play on idler gear (2). Refer to Disassembly and Assembly, "Idler Gear - Install" for
the correct procedure. Refer to Specifications, "Gear Group (Front)" for the end play measurement.
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i02404376
Glow Plugs - Test

SMCS - 1412-081
Continuity Check of the Glow Plugs

The following test will check the continuity of the glow plugs.
1. Disconnect the power supply and the bus bar.
2. Use a suitable digital multimeter to check continuity (resistance). Turn the audible signal on the digital
multimeter ON.
3. Place one probe on the connection for the glow plug and the other probe to a suitable ground. The
digital multimeter should make an audible sound. Replace the glow plug if there is no continuity.
4. Check the continuity on all the glow plugs.
Checking The Operation of The Glow Plug

The following test will check the operation of the glow plugs.
1. Disconnect the power supply and the bus bar.
2. Connect the power supply to only one glow plug.
3. Place a suitable ammeter on the power supply wire.
4. Connect a suitable digital multimeter to the terminal on the glow plug and to a suitable ground.
5. Turn the switch to the ON position in order to activate the glow plugs.
Table 1
12 Volt System
Amp Time (sec)
16.6 Initial
12 5.7
9 11.1
7 20
6 60
Table 2
24 Volt System
Amp Time (sec)
9 Initial
7 3.3
6 5.3
3 60
6. Check the reading on each of the glow plugs.
7. If there is no reading on the ammeter check the electrical connections. If the readings on the ammeter
are low replace the faulty glow plug. If there is still no reading replace the faulty glow plug.
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i02414679
Increased Engine Oil Temperature - Inspect

SMCS - 1348-040
Look for a restriction in the oil passages of the oil cooler. The oil temperature may be higher than normal
when the engine is operating. In such a case, the oil cooler may have a restriction.
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i04046790
Main Bearings - Inspect

SMCS - 1203-040
Check the main bearings for wear or other damage. Replace both halves of the bearings and check the
condition of the other bearings if a main bearing is worn or damaged.
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i02656275
Piston Height - Inspect

SMCS - 1214-040
Table 1
Required Tools
A 1P-2403 Dial Indicator 1

B 1P-2402 Gauge body 1
If the height of the piston above the cylinder block is not within the tolerance that is given in Specifications,
"Piston and Rings", the bearing for the piston pin must be checked. Refer to Systems Operation, Testing and
Adjusting, "Connecting Rod - Inspect". If any of the following components are replaced or remachined, the
piston height above the cylinder block must be measured:
• Crankshaft
• Cylinder head
• Connecting rod
• Bearing for the piston pin
The correct piston height must be maintained in order to ensure that the engine conforms to the standards for
emissions.
Note: The top of the piston should not be machined. If the original piston is installed, be sure that the original
piston is assembled to the correct connecting rod and installed in the original cylinder.
Three grades of length of connecting rods determine the piston height above the cylinder block. The grade of
length of a connecting rod is identified by a letter or a color. The letter or the color is marked on the side of
the connecting rod. Refer to Systems Operation, Testing and Adjusting, "Connecting Rod - Inspect" and
Specifications, "Connecting Rod" for additional information.
Typical example
1. Use Tooling (A) and Tooling (B) in order to measure the piston height above the cylinder block. Use
the cylinder block face to zero Tooling (A).
2. Rotate the crankshaft until the piston is at the approximate top center.
3. Position Tooling (B) and Tooling (A) in order to measure the piston height above the cylinder block.
Slowly rotate the crankshaft in order to determine when the piston is at the highest position. Record
this dimension. Compare this dimension with the dimensions that are given in Specifications, "Piston
and Rings".
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i02675721
Piston Ring Groove - Inspect

SMCS - 1214-040
Table 1
Required Tools
A 8H-8581 Feeler Gauge 1
Inspect the Piston and the Piston Rings

1. Check the piston for wear and other damage.
2. Check that the piston rings are free to move in the grooves and that the rings are not broken.
Inspect the Clearance of the Piston Ring

1. Remove the piston rings (2). Refer to Disassembly and Assembly Manual, "Pistons and Connecting
Rods - Disassemble" for the correct procedure. Clean the grooves (1) and the piston rings (2).
(A) Feeler gauge
(1) Piston grooves
(2) Piston ring
2. Fit new piston rings (2) in the piston grooves (1). Refer to Disassembly and Assembly Manual,
"Pistons and Connecting Rods - Assemble" for the correct procedure.
3. Check the clearance for the piston ring by placing Tooling (A) between piston groove (1) and the top
of piston ring (2). Refer to Specifications, "Piston and Rings" for the dimensions.
Inspect the Piston Ring End Gap

(A) Feeler Gauge
(2) Piston ring
(3) Cylinder ring ridge
1. Clean all carbon from the top of the cylinder bores.
2. Place each piston ring (2) in the cylinder bore just below the cylinder ring ridge (3).
3. Use Tooling (A) to measure piston ring end gap. Refer to Specifications, "Piston and Rings" for the
dimensions.
Note: The coil spring must be removed from the oil control ring before the gap of the oil control ring is
measured.
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i05182663
Troubleshooting
SMCS - 1000
Introduction
Troubleshooting can be difficult. To make a repair to a problem, refer to the possible cause and the corrective
action. The most common problems are identified in this troubleshooting manual. The symptoms, causes, and
guidance for solving the problems are given.
The list of problems, causes, and corrections will only give an indication of the location of a possible
problem. There is also a list that shows some of the repairs that are required.
Sometimes additional repair work is required beyond the repair which is recommended. Frequently, a
problem does not exist in isolation. The problem can be a result of wear or of damage to several parts which
operate together as part of a system.
Service personnel may remember similar complaints which were corrected by a previous method of
troubleshooting. A similar complaint can have a different cause.
Get a good description of the problem from the operator and/or the person that owns the vehicle. Knowing
the details of the problem can save time. This will make the repair job faster and easier.
All possible problems and the probable causes cannot be listed. The technician must follow a logical process
of eliminating possible causes and of identifying the specific causes of the problems.
Troubleshooting The Fuel Injection Nozzles On The Engine

Note: Be careful when you are handling the fuel injection nozzles in order to prevent damage to the orifices,
the threads, and other surfaces. When a fuel injection nozzle is installed, make sure that all surfaces and
threads are clean.
Only personnel that have the proper training should disassemble the fuel injection nozzles. Only personnel
that have the proper training should perform repairs to the fuel injection nozzle.
Replace the fuel injection nozzle if the fuel injection nozzle cannot be adjusted in order to operate correctly.
Refer to Specifications, "Fuel Injection Nozzles" for additional information.
The Engine is Difficult to Start or the Engine Runs Rough
Probable Cause
Table 1
Troubleshooting Test Steps Values Results
Result: The fuel injection nozzle does not

seal correctly in the cylinder head.
Make sure that the gaskets, the insert, and the

mating surface of the cylinder head are clean.
1. Check that the Fuel Injection Nozzle is
Make sure that the fuel injection nozzle is
Sealed Correctly in the Cylinder Head
Fuel tightened to the correct torque in the threaded
Injection hole of the cylinder head.
A. Verify that the fuel injection nozzle is
Nozzle
sealed correctly in the cylinder head.
Verify that the problem is resolved.
Result: The fuel injection nozzle is sealed

correctly in the cylinder head.
Proceed to Test Step 2.
2. Check for Debris on the Mating Debris Result: There is debris on the mounting
Surface of the Cylinder Head with the surface of the cylinder head or extra gaskets
Gaskets or the Insert were left in the cylinder head for the fuel
injection nozzle.
A. Check for debris on the mating surface
of the cylinder head. Remove any extra gaskets or debris.
B. Make sure that extra gaskets were Verify that the problem is resolved.
removed from the threaded recess in the
cylinder head for the fuel injection nozzle. Result: There is no debris on the mounting
surface of the cylinder head or extra gaskets
left in the cylinder head for the fuel injection
nozzle.
Result: A high-pressure fuel line is leaking.
Repair or replace the high-pressure fuel line

3. Check the Connections of the High that is leaking.
Pressure Fuel Line
Fuel leak
A. Check for a damaged or leaking high-
pressure fuel line. Result: A high-pressure fuel line is not
leaking.
Result: The correct fuel nozzles are not

installed.
4. Check that the Correct Fuel Nozzles
are Installed
Install the correct fuel nozzles.
Fuel
Refer to the Parts Manual for the correct
A. Verify that all fuel injection nozzles are Nozzle
replacement part.
the correct replacement parts for the engine.
The Engine Exhaust has too Much Black Smoke
Probable Cause
Table 2
1. Check for Debris on the Mating Surface Debris Result: There is debris on the mounting surface
of the Cylinder Head with the Gaskets or of the cylinder head or extra gaskets were left
the Insert in the cylinder head for the fuel injection
nozzle.
A. Check for debris on the mating surface of
the cylinder head. Remove any extra gaskets or debris.
B. Make sure that extra gaskets were Verify that the problem is resolved.
cylinder head for the fuel injection nozzle. Result: There is no debris on the mounting
nozzle.
2. Check for Correct Operation of the Fuel

Nozzle
Result: The fuel nozzle is not operating
properly.
A. Make sure that the components of the fuel
injection nozzle are tightened to the correct
Replace the fuel nozzle.
torques.
Fuel
B. Make sure that the gaskets and the insert Nozzle
are positioned correctly. Result: The fuel nozzle is operating properly.
C. Test the fuel injection nozzle on a nozzle
tester in order to measure the pressure
setting.

installed.
3. Check that the Correct Fuel Nozzles are
Installed Install the correct fuel nozzles.
Fuel
A. Verify that all fuel injection nozzles are Nozzle
replacement part.
the correct replacement parts for the engine.
The Engine has Lost Power and the Engine Uses too Much Fuel
Probable Cause
Table 3
1. Check that the Fuel Injection Nozzle is Fuel Result: The fuel injection nozzle does not
Sealed Correctly in the Cylinder Head Injection seal correctly in the cylinder head.
Nozzle
A. Verify that the fuel injection nozzle is Make sure that the gaskets, the insert, and the
sealed correctly in the cylinder head. mating surface of the cylinder head are clean.

tightened to the correct torque in the threaded
hole of the cylinder head.

Result: There is debris on the mounting

were left in the cylinder head for the fuel
2. Check for Debris on the Mating
injection nozzle.
Surface of the Cylinder Head with the
Gaskets or the Insert
Remove any extra gaskets or debris.
of the cylinder head. Debris
Result: There is no debris on the mounting
B. Make sure that extra gaskets were
cylinder head for the fuel injection nozzle.
nozzle.
Result: A high-pressure fuel line is leaking.
Repair or replace the high-pressure fuel line

3. Check the Connections of the High that is leaking.
Pressure Fuel Line
Fuel leak
A. Check for a damaged or leaking high-
pressure fuel line. Result: A high-pressure fuel line is not
leaking.
4. Check for Correct Operation of the Fuel Result: The fuel nozzle is not operating
Fuel Nozzle Nozzle properly.
A. Make sure that the components of the Replace the fuel nozzle.
fuel injection nozzle are tightened to the
correct torques. Verify that the problem is resolved.
B. Make sure that the gaskets and the insert Result: The fuel nozzle is operating properly.
are positioned correctly.
C. Test the fuel injection nozzle on a nozzle
tester in order to measure the pressure
setting.

installed.

are Installed Refer to the Parts Manual for the correct
Fuel replacement part.
A. Verify that that all fuel injection nozzles Nozzle
have the correct code for the engine. Verify that the problem is resolved.
Result: The correct fuel nozzles are installed.
Result: A low-pressure fuel line is leaking.

6. Check the Connections of the Low
Pressure Fuel Line
Repair or replace the low-pressure fuel line
Fuel Leak that is leaking.
A. Check for a damaged or leaking low-
pressure fuel line.
The Engine is Misfiring, Running Rough, or Running Poorly
Probable Cause
Table 4
1. Check that the Fuel Injection Nozzle Fuel Injection Result: The fuel injection nozzle does not
is Sealed Correctly in the Cylinder Nozzle seal correctly in the cylinder head.
Head
Make sure that the gaskets, the insert, and
A. Verify that the fuel injection nozzle is the mating surface of the cylinder head are
sealed correctly in the cylinder head. clean.

tightened to the correct torque in the
threaded hole of the cylinder head.

Result: There is debris on the mounting

surface of the cylinder head or extra
gaskets were left in the cylinder head for
2. Check for Debris on the Mating
the fuel injection nozzle.
Surface of the Cylinder Head with the
Gaskets or the Insert
Remove any extra gaskets or debris.
of the cylinder head. Debris
Result: There is no debris on the mounting
B. Make sure that extra gaskets were
surface of the cylinder head or extra
gaskets left in the cylinder head for the fuel
cylinder head for the fuel injection nozzle.
injection nozzle.
Result: A high-pressure fuel line is

leaking.
Repair or replace the high-pressure fuel

3. Check the Connections of the High
line that is leaking.
Pressure Fuel Line
Fuel leak Verify that the problem is resolved.
A. Check for a leaking high-pressure fuel
line.
Result: A high-pressure fuel line is not
leaking.
4. Check for Correct Operation of the Fuel Nozzle Result: The fuel nozzle is not operating
Fuel Nozzle properly.
A. Make sure that the components of the Replace the fuel nozzle.
fuel injection nozzle are tightened to the
correct torques. Verify that the problem is resolved.
B. Make sure that the gaskets and the Result: The fuel nozzle is operating
insert are positioned correctly. properly.
C. Test the fuel injection nozzle on a Proceed to Test Step 5.

nozzle tester in order to measure the
pressure setting.

installed.

are Installed
replacement part.
Fuel Nozzle
A. Verify that all fuel injection nozzles
have the correct code for the engine.
Result: The correct fuel nozzles are
installed.
Result: A high-pressure fuel line is

restricted or damaged.
Repair or replace the high-pressure fuel

6. Check for a Restriction in the High-
line that is restricted or damaged.
pressure Fuel Line
High-pressure
fuel line Verify that the problem is resolved.
A. Check for a damaged or restricted high
restriction
-pressure fuel line.
Result: A high-pressure fuel line is not
restricted or damaged.
Result: The seat washer is not 2.0 mm

(0.08 inch) thick.
7. Check for the Correct Seat Washer
2.0 mm
Replace the seat washer with the correct
A. Verify that the seat washer is 2.0 mm (0.08 inch) seat
seat washer.
(0.08 inch) thick. washer
Troubleshooting Fuel Injection Nozzles on a Nozzle Tester
Note: Be careful when you are handling the fuel injection nozzles in order to prevent damage to the orifices,
the threads, and other surfaces. When a fuel injection nozzle is installed, make sure that all surfaces and
threads are clean.
Only personnel that have the proper training should disassemble the fuel injection nozzles. Only personnel
that have the proper training should perform repairs to the fuel injection nozzles.
Replace the fuel injection nozzle if the fuel injection nozzle cannot be adjusted in order to operate correctly.
Refer to the Specifications Module, "Fuel Injection Nozzles" topic for additional information.
Back Leakage
Table 5
Result: There are fuel leaks.through the

threaded connection of the body and the
nozzle nut.
1. Check for Fuel Leaks through the Make sure that the threads are clean.
Threaded Connection of the Body and the Tighten the body to the correct torque.
Nozzle Nut
Fuel leaks Verify that the problem is resolved.
A. Check for fuel leaks.through the threaded
connection of the body and the nozzle nut. Result: There are no fuel leaks.through the
threaded connection of the body and the
nozzle nut.
Result: The valve has debris or is

2. Check for Debris or Damage on the damaged.
Orifices
Clean the surface of the orifices with
Damage or
A.Visually inspect the components of the solvent. Replace the fuel injection nozzles
Debris
valve for carbon pitting, for scoring, or for if corrosion exists.
other damage.
The fuel injection nozzle does not inject fuel in the correct quantity or in the correct
pattern.
Probable Cause
Table 6
Result: The opening pressure is not correct.
1. Check the Setting for the Adjust the setting to the correct pressure.
Opening Pressure
Opening Verify that the problem is resolved.
A. Test the setting of the opening pressure
pressure. Result: The opening pressure is correct.
Result: The fuel injection nozzle is stuck. Debris

or damage exists on the fuel injection nozzle.
2. Verify the Operation of the Fuel The fuel injection nozzle must be cleaned or
Injection Nozzle replaced.
Fuel injection
A.Verify that the fuel injection nozzle Verify that the problem is resolved.
nozzle is not stuck.
Result: The fuel injection nozzle is not stuck.
Result: The orifices are blocked or restricted.
The fuel injection nozzle must be cleaned or

3. Check for a Blockage or
replaced.
Restriction in the Orifices
Orifice Verify that the problem is resolved.
A.Inspect the orifices for carbon blockage
buildup.
Result: The orifices are not blocked or restricted.
4. Check for a Blockage or Fuel return Result: The fuel return passage is blocked or
Restriction in the Fuel Return passage restricted.
A.Inspect the fuel return passage. Clean the passage in order to remove any carbon
buildup or other debris.
Troubleshooting the Turbocharger

The engine lacks power.
Probable Cause
Table 7
Result: The air filter element is dirty

or has restrictions.
The air filter element must be cleaned

1. Check for Restrictions in the Air
or replaced.
Filter Element
Air filter element Verify that the problem is resolved.
A. Check the condition of the air filter
element. Result: The air filter element is not
dirty or does not have restrictions.
Result: There is damage or a

restriction to the tube between the air
filter and the turbocharger.
2. Check for a Restriction in the Tube
Find the restriction and repair or
between the Air Filter and the
replace the component.
Turbocharger
Restriction/damage Verify that the problem is resolved.
A. Check for damage or a restriction in the
tube between the air filter and the
Result: There is not damage or a
turbocharger.
3. Check for an Air Leak or Restriction Air leak or Result: There is a leak or a restriction
in the Tube between the Intake restriction to the tube between the intake
Manifold and the Turbocharger manifold and the turbocharger.
A. Check for a leak or a restriction in the Find the leak or restriction and repair
tube between the intake manifold and the or replace the component.
turbocharger.
Result: There is not a leak or a

restriction to the tube between the
intake manifold and the turbocharger.

restriction in the exhaust system
components.
The component must be repaired or

4. Check for Restriction in the Exhaust
replaced.
System
exhaust system components.
components.
Result: The turbocharger is loose or

the clamps and bolts on the
turbocharger are loose.
5. Check for Proper Installation of the Correctly position the turbocharger

Turbocharger and tighten the clamps and bolts.
A. Verify that turbocharger is not loose or Turbocharger Verify that the problem is resolved.
the clamps and bolts on the turbocharger
are not loose. Result: The turbocharger is not loose
or the clamps and bolts on the
turbocharger are not loose.
6. Inspect the Intake Manifold Intake manifold Result: The intake manifold has
cracks, loose bolts, or a distorted
A. Inspect the intake manifold for cracks, flange.
loose bolts, or a distorted flange.
The intake manifold must be repaired
or replaced.
Result: The intake manifold does not

have cracks, loose bolts, or a distorted
flange.
Result: The exhaust manifold has

flange.
The exhaust manifold must be

repaired or replaced.
7. Inspect the Exhaust Manifold
A. Inspect the exhaust manifold for cracks, Exhaust manifold
Result: The exhaust manifold does
not have cracks, loose bolts, or a
distorted flange.
Result: The turbine housing is

damaged or has a restriction.
The turbine housing must be repaired

or the turbocharger must be replaced.
8. Inspect the Turbocharger
A. Inspect the turbine housing for damage Restriction/damage
or a restriction. Result: The turbine housing is not
damaged or does not have a
restriction.
Result: The turbocharger bearings are

9. Inspect the Turbocharger Bearings Turbocharger not OK.
Bearings
Replace the turbocharger.
A. Inspect the turbocharger bearings.

OK.
Result: The compressor housing

contains debris.
Clean the compressor housing.

10. Inspect the Compressor for Debris
A. Inspect the compressor housing for Debris
debris. Result: The compressor housing does
not contain debris.
Result: The turbocharger rotor has

carbon build-up.
Remove the carbon.

11. Inspect the Turbocharger Rotor
A. Inspect the turbocharger rotor for Carbon build-up
carbon build-up. Result: The turbocharger rotor does
not have carbon build-up.
Result: The fuel injection pump is not

operating properly.
The fuel injection pump must be

12. Inspect the Fuel Injection Pump
A. Verify proper operation of the fuel Fuel injection pump
injection pump.
Result: The fuel injection pump is
operating properly.

Result: The fuel injection nozzles
13. Inspect the Fuel Injection Nozzles Damage/wear have wear or damage.
A. Inspect the fuel injection nozzles for The fuel injection nozzles must be
wear or damage. repaired or replaced.
Result: The fuel injection nozzles do

not have wear or damage.
Result: The intake and exhaust valves

are burned.
Replace the inlet valves and the

exhaust valves. Determine the cause
14. Inspect the Intake and Exhaust of the damage to the valves.
Valves
Intake/exhaust
valves
A. Inspect the intake and exhaust valves.
Result: The intake and exhaust valves
are not burned.
Result: The piston rings have wear.

15. Inspect the Piston Rings
Replace the piston rings.
Piston rings
A. Inspect the piston rings for wear.
The engine exhaust has excessive black smoke.
Probable Cause
Table 8
1. Check for Restrictions in the Air Air filter element Result: The air filter element is dirty
Filter Element or has restrictions.
A. Check the condition of the air filter The air filter element must be cleaned
or replaced.
element.
Result: The air filter element is not


Turbocharger
A. Check for damage or a restriction in
the tube between the air filter and the
turbocharger.

3. Check for Proper Installation of the Correctly position the turbocharger and
Turbocharger tighten the clamps and bolts.
4. Inspect the Intake Manifold Intake manifold Result: The intake manifold has
A. Inspect the intake manifold for cracks, flange.
The intake manifold must be repaired
or replaced.

flange.
Result: The engine oil pipe has

restrictions.
The drain pipe must be repaired or

5. Inspect the Engine Oil Drain Pipe replaced.
A. Inspect the engine oil drain pipe for Restrictions Verify that the problem is resolved.
restrictions.
Result: The engine oil pipe does not
have restrictions.
Result: The turbocharger has

combustion gas or air leaks.

6. Inspect the Turbocharger Seals
A. Inspect the turbocharger for Leaks
Result: The turbocharger does not
have combustion gas or air leaks.

Bearings
A. Inspect the turbocharger bearings. Replace the turbocharger.

OK.

contains debris.

not contain debris.

carbon build-up.
Remove the carbon.
carbon build-up.
The engine exhaust has excessive blue smoke.
Probable Cause
Table 9
Result: The air filter element is

dirty or has restrictions.
The air filter element must be

cleaned or replaced.
1. Check for Restrictions in the Air Filter
Element Verify that the problem is
Air filter element resolved.
element.
not dirty or does not have
restrictions.
Restrictions
2. Check for Restrictions in the Crankcase Result: The crankcase breather
Breather has restrictions.
A. Check the crankcase breather for The crankcase breather (if

restrictions. equipped), or the tubing must be
Verify that the problem is

resolved.
Result: The crankcase breather

does not have restrictions.

air filter and the turbocharger.
3. Check for a Restriction in the Tube Find the restriction and repair or
between the Air Filter and the replace the component.
Turbocharger
Restriction/damage
A. Check for damage or a restriction in the resolved.
turbocharger. Result: There is not damage or a
4. Check for Proper Installation of the Turbocharger Result: The turbocharger is loose
Turbocharger or the clamps and bolts on the
A. Verify that turbocharger is not loose or the
clamps and bolts on the turbocharger are not Correctly position the
loose. turbocharger and tighten the
clamps and bolts.

resolved.
Result: The turbocharger is not

loose or the clamps and bolts on
the turbocharger are not loose.
Result: The intake manifold has

flange.
The intake manifold must be

5. Inspect the Intake Manifold
A. Inspect the intake manifold for cracks, Intake manifold
resolved.
Result: The intake manifold does
distorted flange.

restrictions.

replaced.
6. Inspect the Engine Oil Drain Pipe
A. Inspect the engine oil drain pipe for Restrictions
resolved.
restrictions.
Result: The engine oil pipe does
not have restrictions.
7. Inspect the Turbocharger Seals Leaks Result: The turbocharger has

A. Inspect the turbocharger for combustion gas
or air leaks. Replace the turbocharger.

resolved.

Result: The turbocharger bearings

are not OK.
8. Inspect the Turbocharger Bearings Verify that the problem is

Turbocharger resolved.
A. Inspect the turbocharger bearings. Bearings
are OK.

contains debris.
9. Inspect the Compressor for Debris Verify that the problem is

resolved.
Debris
A. Inspect the compressor housing for debris.
does not contain debris.
Result: The turbocharger rotor

has carbon build-up.
Remove the carbon.

resolved.
A. Inspect the turbocharger rotor for carbon Carbon build-up
build-up. Result: The turbocharger rotor
does not have carbon build-up.

11. Inspect the Turbocharger for Fluid Anti-corrosion fluid excessive anti-corrosion fluid.
A. Inspect the turbocharger for excessive anti- Clean the turbocharger in order to
corrosion fluid. This condition only exists on a remove the anti-corrosion fluid.
new engine which has not been operated.
resolved.

have excessive anti-corrosion
fluid.
Result: The high idle operates for

an excessive time.

12. Verify the High Idle Speed
High idle resolved.
A. Verify the high idle speed of the engine.
Result: The high idle does not
operate for an excessive time.
Result: The turbocharger has a

restriction in the bearing housing.
13. Inspect the Turbocharger for a
The bearing housing must be
Restriction
repaired or the turbocharger must
Restriction be replaced.
A. Inspect the turbocharger for a restriction in
the bearing housing.
resolved.
The engine uses an excessive amount of engine oil.
Probable Cause
Table 10
1. Check for Restrictions in the Air Air filter element Result: The air filter element is dirty
Filter Element or has restrictions.
A. Check the condition of the air filter The air filter element must be cleaned
element. or replaced.

Result: The crankcase breather has

restrictions.
The crankcase breather (if equipped),

2. Check for Restrictions in the or the tubing must be cleaned or
Crankcase Breather replaced.
Restrictions
A. Check the crankcase breather for Verify that the problem is resolved.
restrictions.
Result: The crankcase breather does


4. Check the Engine Oil Engine oil Result: The incorrect type of engine
oil is being used.
A. Verify that the correct type of engine
oil is being used. Drain the engine oil. Install the correct
quantity and type of engine oil.
Result: The correct type of engine oil

is being used.

restrictions.

restrictions.
have restrictions.

restrictions.

restrictions.
have restrictions.

7. Inspect the Turbocharger Restriction/damage damaged or has a restriction.
A. Inspect the turbine housing for damage The turbine housing must be repaired
or a restriction. or the turbocharger must be replaced.
Result: The turbine housing is not

restriction.

not OK.

8. Inspect the Turbocharger Bearings
Turbocharger
OK.
9. Inspect the Piston Rings Verify that the problem is resolved.

Piston rings
A. Inspect the piston rings for wear. Result: The piston rings do not have
wear.
Result: The oil supply line has leaks.
The supply line must be repaired or

replaced.
10. Inspect the Oil Supply Line
Leaks
A. Inspect the oil supply line for leaks.
Result: The oil supply line does not
have leaks.
Result: The high idle operates for an

11. Verify the High Idle Speed High idle excessive time.
A. Verify the high idle speed of the The fuel injection pump must be
engine. repaired or replaced.
Result: The high idle does not operate

for an excessive time.

Restriction
The bearing housing must be repaired
Restriction or the turbocharger must be replaced.
A. Inspect the turbocharger for a
Excessive engine oil exists at the end of the turbine.
Probable Cause
Table 11

has restrictions.
The crankcase breather (if

equipped), or the tubing must be
1. Check for Restrictions in the Crankcase
Breather
Restrictions Verify that the problem is
A. Check the crankcase breather for
resolved.
restrictions.
2. Check for a Restriction in the Exhaust Restriction/damage Result: There is damage or a

System restriction in the exhaust system
components.
exhaust system components. The component must be repaired
or replaced.

resolved.
components.
Result: The turbocharger is loose

Correctly position the

3. Check for Proper Installation of the turbocharger and tighten the
Turbocharger clamps and bolts.
A. Verify that turbocharger is not loose or the Turbocharger Verify that the problem is
clamps and bolts on the turbocharger are not resolved.
loose.
Result: The turbocharger is not

restrictions.
The drain pipe must be repaired

or replaced.
4. Inspect the Engine Oil Drain Pipe
A. Inspect the engine oil drain pipe for Restrictions
resolved.
restrictions.
Result: The engine oil pipe does

5. Inspect the Turbocharger Restriction/damage damaged or has a restriction.
A. Inspect the turbine housing for damage or a The turbine housing must be
restriction. repaired or the turbocharger must
be replaced.

resolved.

not damaged or does not have a
restriction.
Result: The turbocharger

bearings are not OK.
6. Inspect the Turbocharger Bearings Verify that the problem is

Turbocharger resolved.
Result: The turbocharger
bearings are OK.

has carbon build-up.
Remove the carbon.

resolved.
A. Inspect the turbocharger rotor for carbon Carbon build-up
build-up.
does not have carbon build-up.
Result: The piston rings have

wear.
8. Inspect the Piston Rings Verify that the problem is

resolved.
Piston rings
Result: The piston rings do not
have wear.

9. Inspect the Turbocharger for Fluid Anti-corrosion fluid excessive anti-corrosion fluid.
A. Inspect the turbocharger for excessive anti- Clean the turbocharger in order to
corrosion fluid. This condition only exists on a remove the anti-corrosion fluid.
new engine which has not been operated.
resolved.
Result: The turbocharger does

not have excessive anti-corrosion
fluid.

an excessive time.

High idle resolved.
A. Verify the high idle speed of the engine.

The bearing housing must be
Restriction
Restriction be replaced.
A. Inspect the turbocharger for a restriction in
resolved.
Excessive engine oil exists at the compressor end of the turbocharger.
Probable Cause
Table 12
1. Check for Restrictions in the Air Filter Air filter element Result: The air filter element is
Element dirty or has restrictions.
A. Check the condition of the air filter The air filter element must be
element. cleaned or replaced.


restrictions.
The crankcase breather (if

2. Check for Restrictions in the Crankcase equipped), or the tubing must be
Breather cleaned or replaced.
Restrictions
A. Check the crankcase breather for Verify that the problem is resolved.
restrictions.

Turbocharger
turbocharger.
4. Check for an Air Leak or Restriction in Result: There is a leak or a

the Tube between the Intake Manifold and restriction to the tube between the
the Turbocharger Air leak or intake manifold and the
restriction turbocharger.
A. Check for a leak or a restriction in the tube
between the intake manifold and the Find the leak or restriction and
turbocharger. repair or replace the component.

intake manifold and the
turbocharger.
Result: The turbocharger is loose


A. Verify that turbocharger is not loose or the Fuel Nozzle Verify that the problem is resolved.
clamps and bolts on the turbocharger are not
loose. Result: The turbocharger is not


A. Inspect the turbocharger for combustion Leaks
gas or air leaks.

7. Inspect the Turbocharger Bearings are not OK.
A. Inspect the turbocharger bearings. Turbocharger Replace the turbocharger.
Bearings

are OK.

contains debris.

Debris
A. Inspect the compressor housing for debris.
does not contain debris.
Result: The piston rings have

wear.

9. Inspect the Piston Rings
Piston rings
Result: The piston rings do not
have wear.

excessive anti-corrosion fluid.
Clean the turbocharger in order to

10. Inspect the Turbocharger for Fluid remove the anti-corrosion fluid.
A. Inspect the turbocharger for excessive anti- Anti-corrosion fluid Verify that the problem is resolved.
corrosion fluid. This condition only exists on
a new engine which has not been operated. Result: The turbocharger does not
have excessive anti-corrosion fluid.

11. Verify the High Idle Speed High idle an excessive time.
A. Verify the high idle speed of the engine. The fuel injection pump must be


Restriction The bearing housing must be
Restriction
A. Inspect the turbocharger for a restriction in be replaced.
Engine oil exists in the exhaust manifold.
Probable Cause
Table 13

restrictions.
The crankcase breather (if equipped), or

1. Check for Restrictions in the
the tubing must be cleaned or replaced.
Crankcase Breather
Restrictions
restrictions.
Result: The crankcase breather does not
have restrictions.
2. Check for Restriction in the Restriction/damage Result: There is damage or a restriction

Exhaust System in the exhaust system components.
A. Check for damage or a restriction in The component must be repaired or
the exhaust system components. replaced.

components.

restrictions.

restrictions.
have restrictions.
Result: The turbine housing is damaged

or has a restriction.
The turbine housing must be repaired or

the turbocharger must be replaced.
A. Inspect the turbine housing for Restriction/damage
damage or a restriction.
damaged or does not have a restriction.

Bearings
A. Inspect the turbocharger bearings. Replace the turbocharger.

OK.

contains debris.

not contain debris.

carbon build-up.
Remove the carbon.

carbon build-up. Result: The turbocharger rotor does not
have carbon build-up.

Piston rings
wear.

9. Verify the High Idle Speed High idle excessive time.
A. Verify the high idle speed of the The fuel injection pump must be
engine. repaired or replaced.


Restriction
The bearing housing must be repaired or
Restriction the turbocharger must be replaced.
Lack of lubrication to the turbocharger
Probable Cause
Table 14
Result: The turbocharger is loose or the

clamps and bolts on the turbocharger are
loose.
1. Check for Proper Installation of the Correctly position the turbocharger and
Turbocharger tighten the clamps and bolts.
are not loose. Result: The turbocharger is not loose or the
not loose.
2. Check for Turbocharger for Proper Turbocharger Result: The components listed are not
Lubrication lubrication operating properly.
The flow of engine oil is delayed to the The component must be repaired or
turbocharger when the engine is started. replaced.
Insufficient oil flows to the turbocharger
when the engine is running. Verify that the problem is resolved.
A. Check the following components for Result: The components listed are
correct operation: operating properly.
· Engine oil pump Proceed to Test Step 3.

· Engine oil bypass valve
· Engine oil filter
· Viscosity of the engine oil
· Restrictions in oil lines
Result: The engine oil is dirty.
Drain the engine oil. Install the correct type

of engine oil. Replace the engine oil filter.
3. Inspect the Engine Oil
Engine Oil Verify that the problem is resolved.
A. Inspect the engine oil.
Result: The engine oil is not dirty.
Result: The incorrect type of engine oil is

being used.
Drain the engine oil. Install the correct

4. Check the Engine Oil quantity and type of engine oil.
A. Verify that the correct type of engine Engine oil Verify that the problem is resolved.
oil is being used.
Result: The correct type of engine oil is
being used.
Result: The oil supply line is restricted.
The oil supply line must be repaired or

5. Check the Engine Oil Supply Line replaced.
A. Inspect the oil supply line from the Restrictions Verify that the problem is resolved.
engine oil pan for a restriction.
Result: The oil supply line is not restricted.

Engine RPM
6. Verify the Engine RPM Result: The engine rpm increases too
rapidly when the engine is started.
A. Verify the engine RPM during start-
up. Check the fuel injection pump for correct
operation and settings.
Result: The engine rpm does not increase

too rapidly when the engine is started.

excessive time.
The fuel injection pump must be repaired or

replaced.
A. Verify the high idle speed of the High idle
engine.
Result: The high idle does not operate for
an excessive time.

replaced.
Leaks
Result: The oil supply line does not have
leaks.

9. Inspect the Piston Rings Piston rings
Result: The piston rings do not have wear.


excessive time.
The fuel injection pump must be repaired or

replaced.
engine.
Result: The high idle does not operate for
an excessive time.
Result: The turbocharger has a restriction

in the bearing housing.

11. Inspect the Turbocharger for a the turbocharger must be replaced.
Restriction
Restriction
restriction in the bearing housing. Result: The turbocharger has a restriction
in the bearing housing.
Result: The engine oil filter has a

restriction.
Clean the engine oil filter base and the

housing for the engine oil filter. Check the
operation of the engine oil bypass valve in
12. Inspect the Engine Oil Filter the engine oil filter base. Replace the
engine oil filter.
A. Inspect the engine oil filter for a Oil Filter
restriction. Verify that the problem is resolved.
Result: The engine oil filter does not have

a restriction.
13. Correct Engine Operation Engine

operation Result: The components listed are not
The engine may have stopped too soon operating properly.
from a high load condition.
A. Check the following components for replaced.
correct operation or damage:
· Compressor impeller of the turbocharger
· Cooling system
· Fuel injection pump
· Air/fuel ratio control
· Valve lash
· Fuel injection nozzles
The inside of the intake manifold is wet.
Probable Cause
Table 15
Result: The air filter element is dirty

or has restrictions.
The air filter element must be cleaned

or replaced.
Filter Element
element.
Restrictions
2. Check for Restrictions in the Result: The crankcase breather has
Crankcase Breather restrictions.
A. Check the crankcase breather for The crankcase breather (if equipped),
restrictions. or the tubing must be cleaned or
replaced.
Result: The crankcase breather does


sealed properly.
Inspect the air filter element and the

3. Check for Proper Installation of the air supply line to the turbocharger for
Air Filter Element correct installation.
Air filter
A. Verify that the air filter element is Verify that the problem is resolved.
sealed properly.
sealed properly.

Turbocharger
turbocharger.
5. Check for an Air Leak or Restriction Air leak or Result: There is a leak or a restriction
in the Tube between the Intake restriction to the tube between the intake
Manifold and the Turbocharger manifold and the turbocharger.
A. Check for a leak or a restriction in the Find the leak or restriction and repair
tube between the intake manifold and the or replace the component.
turbocharger.

intake manifold and the turbocharger.

components.

6. Check for Restriction in the Exhaust
replaced.
System
exhaust system components.
components.


Result: The exhaust manifold has

8. Inspect the Exhaust Manifold Exhaust manifold cracks, loose bolts, or a distorted
flange.
A. Inspect the exhaust manifold for cracks,
loose bolts, or a distorted flange. The exhaust manifold must be
Result: The exhaust manifold does

distorted flange.

restrictions.

restrictions.
have restrictions.

damaged or has a restriction.
The turbine housing must be repaired

A. Inspect the turbine housing for damage Restriction/damage
or a restriction. Result: The turbine housing is not
restriction.


A. Inspect the turbocharger for combustion Leaks
gas or air leaks.

12. Inspect the Turbocharger Bearings not OK.
A. Inspect the turbocharger bearings. Turbocharger Replace the turbocharger.
Bearings

OK.

contains debris.

not contain debris.
Piston rings
wear.

The bearing housing must be repaired

Restriction
Restriction
have a restriction in the bearing
housing.

Result: The air inlet heater has fuel
16. Inspect the Air Inlet Heater Leaks leaks.
A. Test the air inlet heater for leakage. Repair the leaks.
Result: The air inlet heater does not

have fuel leaks.
Result: The back plate of the

compressor is cracked.
17. Inspect the Compressor
The back plate of the compressor
must be repaired or the turbocharger
A. Inspect the back plate of the Compressor
must be replaced.
compressor.
Damaged compressor impeller of the turbocharger
Probable Cause
Table 16

sealed properly.
Inspect the air filter element and the air

1. Check for Proper Installation of supply line to the turbocharger for
the Air Filter Element correct installation.
Air filter
sealed properly.
Result: The air filter element is sealed
properly.
2. Check for a Restriction in the Restriction/damage Result: There is damage or a restriction

Tube between the Air Filter and the to the tube between the air filter and the
Turbocharger turbocharger.
A. Check for damage or a restriction in Find the restriction and repair or replace
the tube between the air filter and the the component.
turbocharger.


loose.
3. Check for Proper Installation of Correctly position the turbocharger and

the Turbocharger tighten the clamps and bolts.
A. Verify that turbocharger is not loose Turbocharger Verify that the problem is resolved.
turbocharger are not loose. Result: The turbocharger is not loose or
are not loose.
4. Check for Turbocharger for Turbocharger Result: The components listed are not
Proper Lubrication lubrication operating properly.
Insufficient oil flows to the
turbocharger when the engine is Verify that the problem is resolved.
running.
Result: The components listed are
A. Check the following components for operating properly.
correct operation:
· Engine oil pump
Result: The incorrect oil is being used.
Drain the engine oil. Replace the engine

oil filter. Install the correct type of
5. Check the Engine Oil
engine oil.
A. Verify that the correct type of engine Engine oil
oil is being used.
Result: The correct oil is being used.

replaced.
6. Check the Engine Oil Supply Line
A. Inspect the oil supply line from the Restrictions
Result: The oil supply line is not
restricted.

not OK.

Turbocharger
OK.

8. Inspect the Compressor for Debris Debris contains debris.
A. Inspect the compressor housing for Clean the compressor housing.

debris.
Result: The compressor housing does

not contain debris.
Result: The engine rpm increases too

Check the fuel injection pump for correct

9. Verify the Engine RPM
Engine RPM Verify that the problem is resolved.
up.
Result: The engine rpm does not
increase too rapidly when the engine is
started.

excessive time.

engine.

replaced.
Leaks
leaks.

12. Inspect the Turbocharger for a Restriction restriction in the bearing housing.
Restriction
A. Inspect the turbocharger for a the turbocharger must be replaced.
Result: The turbocharger does not have a


restriction.

housing for the engine oil filter. Check
the operation of the engine oil bypass
13. Inspect the Engine Oil Filter valve in the engine oil filter base.
Replace the engine oil filter.
Result: The engine oil filter does not

have a restriction.
14. Correct Engine Operation
The engine may have stopped too soon

Result: The components listed are not
A. Check the following components for
operating properly.
· Compressor impeller of the Engine operation
replaced.
turbocharger
· Cooling system
· Valve lash
Damage to the turbine
Probable Cause
Table 17
Result: There is damage or a restriction

in the exhaust system components.

1. Check for Restriction in the replaced.
Exhaust System
Restriction/damage
the exhaust system components. Result: There is not damage or a
components.

loose.

are not loose.
running.
correct operation:
· Engine oil pump Proceed to Test Step 4.

type of engine oil. Replace the engine oil
4. Inspect the Engine Oil filter.
Engine Oil
A. Inspect the engine oil. Verify that the problem is resolved.

engine oil.
oil is being used.

replaced.
restricted.

7. Inspect the Turbocharger Restriction/damage or has a restriction.
A. Inspect the turbine housing for The turbine housing must be repaired or
damage or a restriction. the turbocharger must be replaced.


not OK.

Turbocharger
OK.

carbon build-up.
Remove the carbon.

Engine RPM
10. Verify the Engine RPM Result: The engine rpm increases too
up. Check the fuel injection pump for correct

started.

excessive time.

engine.
Result: The fuel injection pump is not

operating correctly.
The fuel injection pump must be repaired

12. Inspect the Fuel Injection Pump or replaced.
for Proper Operation
Fuel pump
A. Test the fuel injection pump for
proper operation. Result: The fuel injection pump is
operating correctly.
Result: The inlet valves and the exhaust

valves are burned.
Replace the inlet valves and the exhaust

valves. Determine the cause of the
13. Inspect the Intake and Exhaust damage to the valves.
Valves
Burned valves Verify that the problem is resolved.
A. Inspect the intake and exhaust
valves.
Result: The inlet valves and the exhaust
valves are not burned.

14. Inspect the Oil Supply Line Leaks
A. Inspect the oil supply line for leaks. replaced.

leaks.


Restriction
Restriction
restriction in the bearing housing. Result: The turbocharger has a

restriction.


have a restriction.

Engine operation Result: The components listed are not
· Compressor impeller of the
turbocharger
· Cooling system
· Valve lash
The rotating assembly of the turbocharger does not rotate freely.
Probable Cause
Table 18

sealed properly.

Air filter
sealed properly.
properly.
2. Check for a Restriction in the Restriction/damage Result: There is damage or a restriction

Tube between the Air Filter and the to the tube between the air filter and the
Turbocharger turbocharger.
A. Check for damage or a restriction in Find the restriction and repair or replace
the tube between the air filter and the the component.
turbocharger.



Exhaust System
Restriction/damage
components.

loose.

are not loose.
running.
correct operation:
· Engine oil pump
Result: The incorrect type of engine oil

is being used.

oil is being used.
being used.

replaced.
restricted.

Engine Oil



not OK.

Bearings Verify that the problem is resolved.
Turbocharger
Bearings
A. Inspect the turbocharger bearings. Result: The turbocharger bearings are
OK.

contains debris.

11. Inspect the Compressor for
Debris
Debris
A. Inspect the compressor housing for
debris.
not contain debris.

12. Inspect the Turbocharger Rotor Carbon build-up carbon build-up.
A. Inspect the turbocharger rotor for Remove the carbon.

carbon build-up.
Result: The turbocharger rotor does not



up.
started.

excessive time.

engine.

replaced.
Leaks
leaks.

16. Inspect the Turbocharger for a Restriction restriction in the bearing housing.
Restriction
A. Inspect the turbocharger for a the turbocharger must be replaced.


restriction.


have a restriction.

operating properly.
replaced.
turbocharger
· Cooling system
· Valve lash
Worn bearings, bearing bores, and journals
Probable Cause
Table 19

to the tube between the air filter and the
turbocharger.
1. Check for a Restriction in the
Find the restriction and repair or replace
Tube between the Air Filter and the
the component.
Turbocharger
turbocharger.


Exhaust System
Restriction/damage
components.
3. Check for Proper Installation of Turbocharger Result: The turbocharger is loose or the
the Turbocharger clamps and bolts on the turbocharger are
loose.
A. Verify that turbocharger is not loose
or the clamps and bolts on the Correctly position the turbocharger and
turbocharger are not loose. tighten the clamps and bolts.
Result: The turbocharger is not loose or

are not loose.
4. Check for Turbocharger for

Proper Lubrication
The flow of engine oil is delayed to the
operating properly.
turbocharger when the engine is started.
turbocharger when the engine is
replaced.
running.
Turbocharger
A. Check the following components for lubrication
correct operation:
operating properly.
· Engine oil pump

is being used.

oil is being used.
being used.
6. Check the Engine Oil Supply Line Restrictions Result: The oil supply line is restricted.
A. Inspect the oil supply line from the The oil supply line must be repaired or
engine oil pan for a restriction. replaced.

restricted.

Engine Oil


up.
started.

excessive time.

engine.


leaks.

restriction.


have a restriction.

operating properly.
replaced.
turbocharger
· Cooling system
· Valve lash
The turbocharger makes excessive noise.
Probable Cause
Table 20
Result: The air filter element is dirty or

has restrictions.
The air filter element must be cleaned or

replaced.
Filter Element
element.
Result: The air filter element is not dirty
or does not have restrictions.

sealed properly.

Air filter
sealed properly.
properly.

to the tube between the air filter and the
turbocharger.
3. Check for a Restriction in the
Find the restriction and repair or replace
Tube between the Air Filter and the the component.
Turbocharger
turbocharger.

4. Check for an Air Leak or Air leak or Result: There is a leak or a restriction to
Restriction in the Tube between the restriction the tube between the intake manifold and
Intake Manifold and the the turbocharger.
Turbocharger
Find the leak or restriction and repair or
A. Check for a leak or a restriction in replace the component.
the tube between the intake manifold
and the turbocharger. Verify that the problem is resolved.

restriction to the tube between the intake
manifold and the turbocharger.


Exhaust System
Restriction/damage
components.

loose.

the Turbocharger` tighten the clamps and bolts.
are not loose.

7. Inspect the Intake Manifold Intake manifold Result: The intake manifold has cracks,
A. Inspect the intake manifold for
cracks, loose bolts, or a distorted The intake manifold must be repaired or
flange. replaced.

flange.
Result: The exhaust manifold has cracks,

The exhaust manifold must be repaired

or replaced.
8. Inspect the Exhaust Manifold
A. Inspect the exhaust manifold for
Exhaust manifold
Result: The exhaust manifold does not
flange.
flange.
running.
correct operation:
· Engine oil pump

engine oil.
oil is being used.

11. Check the Engine Oil Supply replaced.
Line
Restrictions
A. Inspect the oil supply line from the
engine oil pan for a restriction. Result: The oil supply line is not
restricted.

not OK.

Bearings Verify that the problem is resolved.
Turbocharger
Bearings
A. Inspect the turbocharger bearings. Result: The turbocharger bearings are
OK.

13. Inspect the Compressor for Debris contains debris.
Debris
A. Inspect the compressor housing for
debris. Verify that the problem is resolved.

not contain debris.

carbon build-up.
Remove the carbon.



up.
started.

excessive time.

engine.


leaks.


Restriction
Restriction
restriction in the bearing housing. Result: The turbocharger does not have a

restriction.


have a restriction.

Engine operation Result: The components listed are not
· Compressor impeller of the Verify that the problem is resolved.
turbocharger
· Cooling system
· Valve lash
Sludge or carbon deposits in the bearing housing
Probable Cause
Table 21

restrictions.
The crankcase breather (if equipped), or

1. Check for Restrictions in the
the tubing must be cleaned or replaced.
Crankcase Breather
Restrictions Verify that the problem is resolved.
restrictions.
Result: The crankcase breather does not
have restrictions.
running.
correct operation:
· Engine oil pump

is being used.

oil is being used.
being used.

Engine Oil

replaced.
restricted.




up.
started.

replaced.
Leaks
leaks.

9. Inspect the Engine Oil Filter Oil Filter restriction.
A. Inspect the engine oil filter for a Clean the engine oil filter base and the
restriction. housing for the engine oil filter. Check
valve in the engine oil filter base.

have a restriction.

operating properly.
replaced.
turbocharger
· Cooling system
· Valve lash
Troubleshooting the Engine

When you are troubleshooting the engine, refer to the Specifications Module and the Systems Operation,
Testing and Adjusting Module for additional information.
The engine will not start.
Probable Cause
Table 22
1. Interview the Operator Starting Result: The engine starting

procedures procedure was incorrectly
A. Ensure the engine starting procedure was followed. followed.
Ensure that the engine starting

procedure is correctly
followed.

resolved.
Result: The engine starting

procedure was correctly
followed.
Result: The manual valve in

the fuel line is closed.
Open the valve.

2. Check the Fuel Shutoff Valve
Fuel valve resolved.
A. Make sure the fuel shutoff valve is Open.
Result: The manual valve in
the fuel line is open.
Result: The fuel level is low

in the fuel tank.
Fill the fuel tank with fuel.

Remove the air from the fuel
system.
3. Check the Fuel Level
Fuel level Verify that the problem is
A. Check the fuel level.
resolved.
Result: The fuel level is not

low in the fuel tank.
4. Check the Fuel Quality Contamination Result: The fuel contains

water, dirt, ice, or wax.
A. Check the fuel for contamination.
Replace the fuel filters.
Replace the fuel in the fuel
tank with clean fuel.

resolved.
Result: The fuel does not

contain water, dirt, ice, or
wax.
Result: Engine cranking

speed is too slow.
5. Check the Engine Crank Speed
Make the necessary repairs.
A. Check the engine cranking speed.
Conditions that cause low cranking speed: Crank Speed resolved.
1. The engine oil is too thick.
2. The connections of the battery cables to the starting Result: Engine cranking
motor are loose. speed is OK.
Result: The glow plugs for

the fuel injection pump do not
operate correctly.
6. Check the Engine Glow Plugs Make the necessary repairs.
A. Inspect the cable connections and the electrical Verify that the problem is
Engine Glow
connections of the glow plugs and the electrical resolved.
Plugs
components of the starting aid circuit. Test the glow
plugs for correct operation. Result: The glow plugs for
the fuel injection pump
operate correctly.
7. Check the Fuel Shutoff Solenoid Solenoid Result: The fuel shutoff
solenoid is not operating
A. Ensure that the fuel shutoff solenoid operates correctly.
correctly.
Replace a fuel shutoff
solenoid that is suspect.

resolved.
Result: The fuel shutoff

solenoid is operating
correctly.
Result: The operation of the

fuel transfer pump is not
correct.
Remove the fuel transfer

pump if the fuel pressure is
8. Check the Operation of the Fuel Transfer Pump too low. The fuel transfer
pump must be repaired or
A. Check the fuel pressure when the engine is Fuel transfer replaced.
cranking. Refer to the Specifications Module, "Fuel pump
Transfer Pump" topic for additional information. Verify that the problem is
resolved.

fuel transfer pump is correct.
Result: The fuel filter or the

fuel lines are restricted.
Replace the suspect

component.
9. Check the Fuel Filter
Fuel filter/fuel Verify that the problem is
A. Check the fuel filter and fuel lines for restrictions.
lines resolved.
Drain any water from the fuel filter.
Result: The fuel filter or the
fuel lines are not restricted.
10. Check the Timing for the Fuel Injection Pump Fuel injection Result: The operation of the
pump timing fuel injection pump is not
A. Check the timing of the fuel injection pump. Adjust correct.
the timing or replace the fuel injection pump. Refer to
the Specifications Module, "Fuel Injection Pump" The fuel injection pump must
topic for additional information. be repaired or replaced.
B. Check the operation of the fuel rack linkage. Verify that the problem is
resolved.
C. Make sure that the high-pressure fuel lines are
connected to the fuel injection nozzles in the correct Result: The operation of the
order. fuel injection pump is correct.
D. Make sure that the mounting bolts of the fuel Proceed to Test Step 11.
injection pump are tightened to the correct torque.
Inspect the fuel lines for leaks or for restrictions. The
damaged fuel lines or fittings must be repaired or
replaced.
Result: There is a problem

with the governor or the fuel
injection linkage.
11. Inspect the Fuel Injection Linkage and the Make the necessary repairs.
Governor
Governor and Verify that the problem is
A. Inspect the governor and the fuel injection linkage fuel injection resolved.
for damage or the fuel injection linkage for incorrect linkage
assembly in the timing gear case. Result: There is not a problem
injection linkage.
12. Inspect the Fuel Injection Nozzles Fuel Injection Result: A fuel injection
Nozzles nozzle is not operating
A. Run the engine at the rpm that gives maximum correctly.
misfiring or rough running. Then, loosen a fuel line
nut on the injection line for each cylinder. Loosen one Replace the suspect fuel
nut at a time. Then, tighten that nut before the next injection nozzle.
fuel line nut is loosened. If loosening the fuel line nut Make sure that all of the fuel
does not affect the operation of the engine, the fuel injection nozzles are the
injection nozzle is probably suspect. Test the fuel correct type for the engine.
injection nozzle for that cylinder. Test the pressure setting of the
fuel injection nozzles. Refer to
B. Make sure that the fuel injection nozzles are the Specifications Module,
properly sealed in the threaded ports. Make sure that "Fuel Injection Nozzles" topic
the fuel injection nozzles are correctly aligned in the for additional information.
threaded ports. Make sure that the fuel injection
nozzles are tightened to the correct torque. Ensure that Verify that the problem is
the gaskets and the seat washers are installed on the resolved.
fuel injection nozzles correctly. Make sure that the
bottom of the threaded ports are clean and free of Result: The fuel injection
debris. Make sure that the bottom of the threaded ports nozzles are operating
do not contain extra gaskets. correctly.
13. Check the Cylinder Compression
A. Starting the engine may be difficult in warm

weather. The engine may not start in cold weather.
Low compression is most frequently caused by the
Result: The cylinders have
following conditions:
low compression.
· Piston rings are worn or broken.
Cylinder Make the necessary repairs.
· The piston height is incorrect.
compression
· The piston is damaged.
· The fuel injection nozzles are not seated correctly.
resolved.
· The valve lash requires adjustment.
· The fuel injection pump timing is incorrect.
· The engine timing is incorrect.
· When an inlet valve or an exhaust valve is fully
seated, gases leak past the valve head.
The engine starts and the engine runs for a brief period of time and the engine stops.
Probable Cause
Table 23
Result: The fuel filter or the fuel

lines are restricted.
Check the fuel lines and the fuel

1. Inspect the Fuel System filter. Replace the fuel filter. Drain
any water from the fuel filter.
A. Check the fuel filter or the fuel lines for
Fuel System
restrictions. Excess water can build up in the fuel Verify that the problem is resolved.
filter.
Result: The fuel filter or the fuel
lines are not restricted.

2. Check the Operation of the Fuel Transfer Fuel transfer Result: The operation of the fuel
Pump pump transfer pump is not correct.
A. Check the fuel pressure when the engine is Remove the fuel transfer pump if the
cranking. Refer to the Specifications Module, fuel pressure is too low. The fuel
"Fuel Transfer Pump" topic for additional transfer pump must be repaired or
information. replaced.
Result: The operation of the fuel

transfer pump is correct.
Result: The air inlet or the exhaust

system is restricted.
Remove any restrictions.

3. Inspect the Air Inlet and Exhaust System
Air inlet and
A. Check the air inlet and exhaust system for exhaust
restrictions.. system
Result: The air inlet or the exhaust
system is not restricted.
Result: Air is in the fuel system.

4. Check for Air in the Fuel System
Find the air leak in the fuel system.
Air in the
A. Inspect the fuel system for air leaks in the Repair the fuel system.
fuel system
system.
The engine misfires or the engine runs rough.
Probable Cause
Table 24
1. Measure the Fuel Pressure Fuel Pressure Result: The fuel pressure is
low.
A. Make sure that sufficient fuel is in the fuel tank.
Remove any air in the fuel system. Make the necessary repairs.
B. Look for leaks or suspect bends in the fuel line Verify that the problem is
between the fuel tank and the fuel transfer pump. resolved.
C. Check the outlet pressure of the fuel transfer pump. Result: The fuel pressure is
not low.
Result: Air is in the fuel

system.
Find the air leak in the fuel

system. Repair the fuel
system.
Air in the fuel
A. Inspect the fuel system for air leaks in the system. system
resolved.
Result: Air is not in the fuel

system.
Result: The valve lash is not

correct.
Adjust the valve lash.

3. Check the Valve Lash
Valve lash resolved.
A. Check the engine valve lash.
Result: The valve lash is
correct.
4. Check the Timing for the Fuel Injection Pump Fuel injection Result: The operation of the
pump timing fuel injection pump is not
A. Check the timing of the fuel injection pump. Adjust correct.
the timing or replace the fuel injection pump. Refer to
the Specifications Module, "Fuel Injection Pump" The fuel injection pump must
topic for additional information. be repaired or replaced.
B. Check the operation of the fuel rack linkage. Verify that the problem is
resolved.
C. Make sure that the high-pressure fuel lines are
connected to the fuel injection nozzles in the correct Result: The operation of the
order. fuel injection pump is correct.
D. Make sure that the mounting bolts of the fuel Proceed to Test Step 5.
Inspect the fuel lines for leaks or for restrictions. The
replaced.
Result: A fuel injection nozzle

5. Inspect the Fuel Injection Nozzles
is not operating correctly.
A. Run the engine at the rpm that gives maximum
Replace the suspect fuel
misfiring or rough running. Then, loosen a fuel line
injection nozzle.
nut on the injection line for each cylinder. Loosen one
Make sure that all of the fuel
nut at a time. Then, tighten that nut before the next
injection nozzles are the
fuel line nut is loosened. If loosening the fuel line nut
correct type for the engine.
does not affect the operation of the engine, the fuel
Test the pressure setting of the
injection nozzle is probably suspect. Test the fuel
fuel injection nozzles. Refer to
injection nozzle for that cylinder.
the Specifications Module,
Fuel Injection
"Fuel Injection Nozzles" topic
B. Make sure that the fuel injection nozzles are Nozzles
for additional information.
properly sealed in the threaded ports. Make sure that
the fuel injection nozzles are correctly aligned in the
threaded ports. Make sure that the fuel injection
resolved.
nozzles are tightened to the correct torque. Ensure that
the gaskets and the seat washers are installed on the
Result: The fuel injection
fuel injection nozzles correctly. Make sure that the
nozzles are operating
bottom of the threaded ports are clean and free of
correctly.
debris. Make sure that the bottom of the threaded ports
do not contain extra gaskets. Proceed to Test Step 6.
6. Check the Engine Mounts Engine mounts Result: The engine mounts are
not correctly tightened or the
A. Check the engine mounts for proper installation. engine mounts are not
mounted correctly.
B. Check the engine mounts for correct positioning.
Repair or replace the suspect
C. Check the bolts of the engine mounts for correct components.
tightening.
These conditions will cause a vibration. resolved.
Result: The engine mounts are

correctly tightened and the
engine mounts are mounted
correctly.
Result: The fuel contains

water, dirt, ice, or wax.
Replace the fuel filters.

Replace the fuel in the fuel
tank with clean fuel.
7. Check the Fuel Quality
Contamination
A. Check the fuel for contamination. resolved.
Result: The fuel does not

contain water, dirt, ice, or
wax.
8. Check the Cylinder Compression

Result: The cylinders have
low compression.
· Piston rings are worn or broken.
Cylinder Make the necessary repairs.
· The piston height is incorrect. compression
· The piston is damaged.
resolved.
The engine runs evenly, but the engine loses power.

Probable Cause
Table 25
1. Check the Engine for Low Compression

Result: The cylinders have low
compression.
Repair or replace the engine
component causing low
compression.
· Cylinder walls are worn or damaged.
· Piston rings are worn or broken. Low
· The piston height is incorrect. compression
resolved.
· The piston height is incorrect.
Result: The cylinders do not
have low compression.
2. Check the Timing for the Fuel Injection Pump
A. Check the timing of the fuel injection pump. Result: The operation of the
Adjust the timing or replace the fuel injection pump. fuel injection pump is not
Refer to the Specifications Module, "Fuel Injection correct.
Pump" topic for additional information.
The fuel injection pump must
B. Check the operation of the fuel rack linkage. be repaired or replaced.
Fuel injection
C. Make sure that the high-pressure fuel lines are Verify that the problem is
pump timing
connected to the fuel injection nozzles in the correct resolved.
order.
D. Make sure that the mounting bolts of the fuel fuel injection pump is correct.
Inspect the fuel lines for leaks or for restrictions. The Proceed to Test Step 3.
replaced.
3. Check the Valve Lash Valve lash Result: The valve lash is not
correct.
A. Check the engine valve lash.
Adjust the valve lash.

resolved.
Result: The valve lash is

correct.

dirty or has restrictions.
The air filter element must be

4. Check for Restrictions in the Air Filter Element
Air filter
resolved.
A. Check the condition of the air filter element. element
not dirty or does not have
restrictions.
Result: Air is in the fuel

system.
Find the air leak in the fuel

system. Repair the fuel system.
Air in the fuel Verify that the problem is
A. Inspect the fuel system for air leaks in the system. system resolved.
Result: Air is not in the fuel

system.
6. Check the Fuel Transfer Pump for Proper Fuel pressure Result: The fuel transfer pump
Operation is not operating correctly.
A. Check the fuel pressure when the engine is The fuel transfer pump must be
cranking. Refer to the Specifications Module, "Fuel repaired or replaced.
Transfer Pump" topic for additional information. Install the fuel transfer pump
Remove the fuel transfer pump if the fuel pressure is with the lobe of the camshaft
too low. on minimum lift. Tighten the
mounting bolts evenly.

resolved.
The engine lacks power.
Probable Cause
Table 26
Result: The fuel quality does

not meet the engine
specifications.
Remove the fuel from the fuel

tank. Install a new fuel filter.
1. Test the Quality of the Fuel Put a good grade of clean fuel in
the fuel tank.
Fuel
A. Test the quality level of the fuel, make sure the fuel
quality
quality meets the engine specifications. Verify that the problem is
resolved.
Result: The fuel quality meets

the engine specifications.
2. Measure the Fuel Pressure Fuel Result: The fuel pressure is

Pressure low.
A. Make sure that sufficient fuel is in the fuel tank.
Remove any air in the fuel system. Make the necessary repairs.
B. Look for leaks or suspect bends in the fuel line Verify that the problem is
between the fuel tank and the fuel transfer pump. resolved.
C. Check the outlet pressure of the fuel transfer pump. Result: The fuel pressure is not
low.
Result: There is a problem with

the governor or the fuel
injection linkage.
3. Inspect the Fuel Injection Linkage and the Make the necessary repairs.
Governor
Governor
and fuel
A. Inspect the governor and the fuel injection linkage for resolved.
injection
damage or the fuel injection linkage for incorrect
linkage
assembly in the timing gear case. Result: There is not a problem
injection linkage.
Result: The valve lash exceeds

the specification.
Adjust the valve lash. Refer to

the Specifications Module,
"Engine Design" topic for the
4. Measure the Valve Lash valve lash setting.
Valve lash
A. Measure the valve lash. Verify that the problem is
resolved.
Result: The valve lash is within

the specification.
5. Inspect the Operation of the Fuel Injection Pump Fuel Result: The operation of the
Injection fuel injection pump is not
A. Check the timing of the fuel injection pump. Adjust Pump correct.
the timing or replace the fuel injection pump. Refer to the
Specifications Module, "Fuel Injection Pump" topic for Make the necessary repairs.
additional information. The fuel injection pump must be
repaired or replaced. Verify that the problem is
resolved.
B. Make sure that the linkage of the fuel rack operates
correctly. Result: The operation of the
fuel injection pump is correct.
C. Make sure that the high pressure fuel lines are
connected to the fuel injection nozzles in the correct Proceed to Test Step 6.
order.
D. Make sure that the mounting bolts of the fuel injection

pump are tightened to the correct torque. Inspect the fuel
lines for leaks or for restrictions. The damaged fuel lines
or fittings must be repaired or replaced.
6. Inspect the Fuel Injection Nozzles
A. Run the engine at the rpm that gives maximum Result: A fuel injection nozzle
misfiring or rough running. Then, loosen a fuel line nut
is not operating correctly.
on the injection line for each cylinder. Loosen one nut at a
time. Then, tighten that nut before the next fuel line nut is
Replace the suspect fuel
loosened. If loosening the fuel line nut does not affect the
injection nozzle.
operation of the engine, the fuel injection nozzle is Make sure that all of the fuel
probably suspect. Test the fuel injection nozzle for that
injection nozzles are the correct
cylinder.
Fuel type for the engine. Test the
Injection pressure setting of the fuel
B. Make sure that the fuel injection nozzles are properly
Nozzles injection nozzles. Refer to the
sealed in the threaded ports. Make sure that the fuel Specifications Module, "Fuel
injection nozzles are correctly aligned in the threaded
Injection Nozzles" topic for
ports. Make sure that the fuel injection nozzles are
additional information.
tightened to the correct torque. Ensure that the gaskets
and the seat washers are installed on the fuel injection
nozzles correctly. Make sure that the bottom of the resolved.
threaded ports are clean and free of debris. Make sure that
the bottom of the threaded ports do not contain extra
gaskets.
The engine has excessive vibration.
Probable Cause
Table 27
1. Inspect the Engine Pulleys Pulleys Result: The bolts for the pulleys are loose or
the pulley is damaged.
A. Inspect the engine pulleys for damage or
loose bolts. Tighten the bolts. If the pulley is worn or
Refer to the Specifications Module, damaged, use new parts for replacement.
"Crankshaft Pulley" topic for additional
information. Verify that the problem is resolved.
Result: The bolts for the pulleys are not loose

or the pulley is not damaged.
Result: The engine mounts are loose, worn, or

suspect.
2. Inspect the Engine Mounts
Tighten all mounting bolts. Inspect the engine
Engine
A. Inspect the engine mounts for loose mounts for wear or for damage. Use new parts
mounts
bolts or damage. for replacement.
The engine has excessive combustion noise.
Probable Cause
Table 28
Result: The fuel quality does

not meet the engine
specifications.
Remove the fuel from the fuel

tank. Install a new fuel filter. Put
1. Test the Quality of the Fuel a good grade of clean fuel in the
fuel tank.
Fuel
A. Test the quality level of the fuel, make sure the fuel
quality
quality meets the engine specifications. Verify that the problem is
resolved.
Result: The fuel quality meets

the engine specifications.
2. Inspect the Fuel Injection Nozzles Fuel Result: A fuel injection nozzle
Injection is not operating correctly.
A. Run the engine at the rpm that gives maximum Nozzles
misfiring or rough running. Then, loosen a fuel line nut on Replace the suspect fuel
the injection line for each cylinder. Loosen one nut at a injection nozzle.
time. Then, tighten that nut before the next fuel line nut is Make sure that all of the fuel
loosened. If loosening the fuel line nut does not affect the injection nozzles are the correct
operation of the engine, the fuel injection nozzle is type for the engine. Test the
probably suspect. Test the fuel injection nozzle for that pressure setting of the fuel
cylinder. injection nozzles. Refer to the
Specifications Module, "Fuel
B. Make sure that the fuel injection nozzles are properly Injection Nozzles" topic for
sealed in the threaded ports. Make sure that the fuel additional information.
injection nozzles are correctly aligned in the threaded
ports. Make sure that the fuel injection nozzles are Verify that the problem is
tightened to the correct torque. Ensure that the gaskets and resolved.
the seat washers are installed on the fuel injection nozzles
correctly. Make sure that the bottom of the threaded ports Result: The fuel injection
are clean and free of debris. Make sure that the bottom of nozzles are operating correctly.
the threaded ports do not contain extra gaskets.
Result: The piston height is

incorrect.
To obtain the correct piston

3. Measure the Piston Height
height, the piston, the piston pin,
Piston
the bearings, or the connecting
A. Measure the engine piston height. height
rod should be replaced.

resolved.
The engine has excessive valve compartment noise.
Probable Cause
Table 29
1. Inspect the Valve Springs Valve springs Result: Valve springs or locks are broken.
and Locks and locks
Install new parts. Broken locks can cause the valve to
A. Inspect the valve springs slide into the cylinder. Major damage to the engine can
and locks for damage. occur.

Result: Valve springs or locks are not broken.
Result: The bolts and nuts, which hold the rocker arm
assembly, are loose.
Tighten the bolts or nuts. Refer to the Specifications

Module, "Rocker Shaft" topic for additional
2. Inspect the Rocker Arms
information.
Rocker arm
A. Inspect the rocker arm
assemblies Verify that the problem is resolved.
assemblies for damage.
Result: The bolts and nuts, which hold the rocker arm
assembly, are not loose.
Result: The valve lash exceeds the specification.
3. Measure the Valve Lash Adjust the valve lash. Refer to the Specifications
Module, "Engine Design" topic for the valve lash
Valve lash
A. Measure the valve lash. setting.
Engine oil is in the cooling system.
Probable Cause
Table 30
1. Inspect the Engine Oil Cooler Core Engine Oil Result: The engine oil cooler has leaks.
Cooler
A. Drain the coolant from the engine and the Core Replace the oil cooler. Refer to Disassembly
radiator. Drain the lubricating engine oil and Assembly, "Engine Oil Cooler - Remove"
from the engine oil cooler. Refer to the and Disassembly and Assembly, "Engine Oil
Operation and Maintenance Manual for Cooler - Install". Fit new seals between the oil
more information. cooler and the oil cooler cover.
Refill the crankcase with clean engine oil to
B. Inspect the engine oil cooler core for the correct level. Refer to the Operation and
leaks. Refer to Systems Operation, Testing Maintenance Manual for more information.
and Adjusting, "Cooling System - Inspect"
for the correct procedure. Verify that the problem is resolved.
Result: The engine oil cooler does not have

leaks.
Result: The cylinder head gasket has faults or

signs of leakage.
2. Inspect the Cylinder Head Gasket
Replace the cylinder head gasket.
A. Remove the cylinder head. Refer to
Disassembly and Assembly, "Cylinder Head
Head Verify that the problem is resolved.
gasket
Result: The cylinder head gasket does not
B. Inspect the cylinder head gasket for faults
have faults or signs of leakage.
and any signs of leakage.
Result: The cylinder head is not flat or has

cracks.
3. Inspect the Cylinder Head
Repair the cylinder head and/or replace the
A. Check the cylinder head for cracks. cylinder head.

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320D2 EXCAVATOR

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Disassembly and Assembly

Accessory Drive - Remove and Install - Accessory Drive SAE

8H-0663 Bearing Puller 1

126-7177 Puller Leg 2

Keep all parts clean from contaminants.

Contaminants may cause rapid wear and shortened component life.

Care must be taken to ensure that fluids are contained during

Dispose of all fluids according to local regulations and mandates.

2. Remove accessory drive housing (2) from the front housing.

a. Remove circlip (8) from accessory drive housing (2).

d. Remove gasket (1) from accessory drive housing (2).

Tool Part Number Part Description Qty

C 9S-3263 Thread Lock Compound 1

Keep all parts clean from contaminants.

Contaminants may cause rapid wear and shortened component life.

2. Install gasket (1) to accessory drive housing (2).

Disassembly and Assembly

Air Compressor - Remove and Install

A(1) 9U-6198 Crankshaft Turning Tool 1

5P-7305 Timing Pin (Crankshaft) 1

Care must be taken to ensure that fluids are contained during

Keep all parts clean from contaminants.

Contaminants may cause rapid wear and shortened component life.

12. Remove O-ring seal (20) from air compressor (6).

a. Remove nut (19) and remove the spring washer.

Tool Part Number Part Description Qty

D 4C-9506 Retaining Compound 1

Keep all parts clean from contaminants.

Contaminants may cause rapid wear and shortened component life.

Care must be taken to ensure that fluids are contained during

Dispose of all fluids according to local regulations and mandates.

b. Install cover (16) to air compressor (6).

10. Install bolts (12) finger tight.

Disassembly and Assembly

b. Install bolts (10) to bracket (11) finger tight.

c. Tighten bolts (10) to a torque of 44 N·m (32 lb ft).

4. Install nut (1) to bolt (3) finger tight.

9. Tighten bolt and washer (6) to a torque of 22 N·m (195 lb in).

11. Connect the harness assembly to alternator (2).

12. Turn the battery disconnect switch to the ON position.

Disassembly and Assembly

Keep all parts clean from contaminants.

Contaminants may cause rapid wear and shortened component life.

1. Turn the battery disconnect switch to the OFF position.

2. Make temporary identification marks on the connections of the harness assembly.

3. Remove bolt and washer (6) from alternator (4).

5. Remove bracket (9).

Note: Support the alternator as the bolt is removed.

7. Remove alternator (2) from the bracket for the alternator.

a. Remove bolts (10) from bracket (11).

b. Remove bracket (11) from the cylinder head.

Note: Note the orientation of the bracket.

Disassembly and Assembly

Bearing Clearance - Check