Testing and Adjusting

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Product: EXCAVATOR
Model: 320 L EXCAVATOR 9KK
Configuration: 320, 320L TRACK-TYPE EXCAVATORS 9KK00001-01358 (MACHINE) POWERED BY 3066 ENGINE
Testing and Adjusting

Air Conditioning and Heating R134a for All Caterpillar Machines
Media Number -SENR5664-31 Publication Date -01/05/2015 Date Updated -23/10/2018
i03862431
Machine Preparation for Testing and Adjusting

SMCS - 7000; 7309-025; 7309-081
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.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 2019/12/31
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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.
Before any problem solving procedures are performed, read the manual for the heating and air
conditioning system. Make a visual inspection of the complete air conditioning and heating
system.
During any service of the Air conditioning System, all open connections are required to be capped
or plugged with clean plastic part. Failure to cap open connections or failure to plug open
connections will allow moisture into the system and lead to further damage.
When one is preparing to work on the air conditioning system, it is important to properly prepare
the machine by performing a lockout/tagout procedure on the machine and on the air conditioning
system. All charging and leak testing must be done in a well ventilated area.
Lockout/Tagout Procedure
1. When possible, park the machine on a smooth, level surface.
2. Set the parking brake.
3. Lower and lock all hydraulic implements.
4. Turn the key start switch to the OFF position and remove the key.
5. Turn the battery disconnect switch to the OFF position.
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Illustration 1 g01518726
6. Tag the machine with a warning tag that is similar to the one that is shown in illustration 1
in order to ensure that no one else attempts to start the machine during service.
7. As it is necessary, continue to service the component.
Copyright 1993 - 2019 Caterpillar Inc. Tue Dec 31 08:59:50 UTC+0800 2019
All Rights Reserved.
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i05907572
Air Conditioning Performance - Test

SMCS - 7320-081


lit cigarette.


gas may be present.
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NOTICE
Never weld or solder any charged components.
Note: A performance check of the air conditioning system must be made with a manifold gauge
set. Refer to the Testing and Adjusting, "Manifold Gauge Set - Install".
Note: Before you conduct a performance test, refer to the Troubleshooting, "Visual Inspection".
Note: The ambient temperature must be at least 21 °C (70 °F) in order to conduct the following
test.
1. Install the manifold gauge set. Refer to the Testing and Adjusting, "Manifold Gauge Set
(Refrigerant) - Install".
2. Start the engine and operate the engine at 1000 rpm (Low idle).
3. Move the temperature control knob to the maximum cool position. Put the fan switch in the
HIGH position on the side that is for air conditioning.
4. In order to stabilize the system, continue to operate the system at 1000 rpm for a minimum
of 10 minutes.
5. Adjust the engine speed to approximately 1300 to 1400 rpm. Record the readings on the
gauge for discharge (high pressure), and on the gauge for suction (low pressure).
6. Compare the discharge and suction pressures on the manifold gauge set to the pressure
ranges in Table 1 in order to determine if the system is functioning correctly for the current
ambient temperature.
Table 1
(1)
Pressure Range
Ambient Air
High Pressure Test Fitting Low Pressure Test Fitting
Temperature
kPa (psi) (2) (4) kPa (psi) (3) (5) (6)
C° (F°)
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21°C (70°F) 820 to 1300 kPa (120 to 190 70 to 138 kPa (10 to 20 psi)
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.
(4)
When AC High-pressure Test Fitting is located near the Evaporator Inlet, pressure reading will be 83 to
103 kPa (12 to 15 psi) lower.
(3)
Pressure before clutch disengagement.
(5)
When 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)
When AC Low-pressure Test Fitting is located near the Evaporator Inlet, pressure reading will be in the
range of 138 kPa (20 psi) higher.
7. If the suction and the discharge pressures are not within the normal operating range, refer to
the Troubleshooting, "Air Conditioning System Troubleshooting".
During normal operation of the air conditioning system in 21 °C (70 °F) weather, the discharge
pressure will be 820 kPa (120 psi) to 1300 kPa (190 psi). The suction side pressure will be 70 kPa
(10 psi) to 130 kPa (20 psi).
The outside temperature and humidity will have an effect on the pressures. If the outside
temperature is high, the discharge pressure will be high. In hot weather, the suction and the
discharge pressures will be high. In cooler weather, the suction and the discharge pressure will be
normal or the pressure can be lower.
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i05907592
Refrigerant Leakage - Test

SMCS - 1809-081
Dye


lit cigarette.


gas may be present.
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Table 1
Required Tools
Part Number Part Description Quantity
192-2331 Leak Detection Lamp Gp 1
In the middle of 1999, Caterpillar began installing dye in the refrigeration systems of Caterpillar
machines. The dye is used in order to assist in identifying points of leakage in the refrigeration
system.
Finding leaks and repairing leaks from refrigerant is important since the air conditioner is a closed
circuit system.
The system must contain at least 0.4 kg (.88 lb) of refrigerant. Install the manifold gauge set. The
manifold gauge set can determine if pressure exists in the system. A leak test can be performed if
the system indicates pressure.
Note: Refrigerant vapor is heavier than air. For best results, place the black light directly below
possible leaks.
Note: Leaks that are in the high-pressure side of the system are more easily found if the air
conditioner is operated for 5 to 10 minutes. The leak test must be performed immediately after the
unit is turned OFF. The leak test for the high-pressure side is performed before the pressures in the
system equalize. Leaks that are in the low-pressure side of the system are more easily found if the
air conditioner has been turned OFF for 5 to 10 minutes. The leak test for the low-pressure side is
performed after the pressures in the system equalize.
1. Move the black light along possible leak points. When a leak is present, the black light will
illuminate the dye that is in the refrigerant.
Note: Leaks that are indicated by the presence of dye should always be confirmed with
an electronic leak detector.
2. If a leak is found in the air conditioning system, use a 4C-2964 Refrigerant Leak Detector in
order to confirm the leak that was detected by the use of the black light.
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3. Repair the leak In the air conditioning system and clean the area with 192-4727 Dye
Cleaning Solution .
Leak Detector
The 208-1374 Refrigerant Leak Detectors are designed in order to detect leaks as small as 7.4 mL
(.25 oz) per year of refrigerant in the air conditioning system. Perform the following procedure in
order to determine if the system has a leak.
The system must contain at least 0.4 kg (.88 lb) of refrigerant. Install the manifold gauge set. The
Note: Refrigerant vapor is heavier than air. For best results, place the sensor tip directly below
possible leaks.
Note: Leaks in the high-pressure side of the system are more easily found if the air conditioner is
operated for a few minutes. The leak test must be performed immediately after the unit is turned
OFF. The leak test for the high-pressure side is performed before the pressures in the system
equalize. Leaks in the low-pressure side of the system are more easily found if the air conditioner
has been turned OFF for several minutes. The leak test for the low-pressure side is performed after
the pressures in the system equalize.
1. Move the sensor tip along possible leak points at a rate of 1 inch per second.
2. It may not be necessary to recover refrigerant if a loose fitting or a loose connection is

causing a leak. Tighten the loose connection and perform the performance check procedure.
If necessary, add refrigerant to the air conditioning system. Refer to the Testing and
Adjusting, "Refrigerant System - Charge" section for the proper procedure.
3. If the repair of a leak calls for the removal or the replacement of a component, refer to the
Disassembly and Assembly, "Machine Preparation for Disassembly and Assembly" within
this manual.
Note: Refrigerants that are not approved by Caterpillar may have higher leakage rates.
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i03862454
Manifold Gauge Set (Refrigerant) - Install

SMCS - 7465-012


lit cigarette.


gas may be present.
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1. Use the 138-6629 Refrigerant Identifier in order to verify that the refrigerant that is in the
air conditioning system is R134a.
2. Connect the manifold gauge set to the service ports near the refrigerant compressor. The
service ports for charging are located on the refrigerant lines. Connect the low pressure hose
to the service port on the suction side of the compressor. Connect the high pressure hose to
the service port on the discharge side of the compressor. Make sure that the valved
couplings are turned counterclockwise for installation. Then, turn the valved couplings
clockwise in order to open the valves.
3. Turn the pressure valves clockwise and make sure that both pressure valves on the manifold
gauge set are closed.
4. Place a clean rag over the charging hose fitting that is loosened at the manifold gauge set.
This will prevent the spraying of compressor oil. Open the low pressure valve on the gauge
set about 1/2 turn. Keep the valve open for 2 to 3 seconds in order to flush air from the low
pressure hose. This will also flush air from the gauge set. Close the low pressure valve on
the gauge set. Repeat this process for the high pressure valve. Tighten the charging hose
fitting at the manifold gauge set.
Note: Use the refrigerant identifier. The refrigerant identifier will prevent refrigerants that are not
R134a from contaminating the recovery and charging tools.
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i06591378
Refrigerant Recovery
SMCS - 1809-576


lit cigarette.


gas may be present.
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If service work is required on an air conditioning system, the refrigerant must be recovered first before
components are removed or installed. Use the following procedure:
1. Use the refrigerant identifier. The refrigerant identifier will detect refrigerants that are not R134a.
The refrigerant identifier will prevent the refrigerants from contaminating the tools for recovery and
the tools for charging. The refrigerant identifier will also detect the percentage of air that may be in
the system.
(1) Low-pressure valve. (2) High-pressure valve. (3) Charging hose. (4) Low-pressure hose. (5) High-pressure hose. (6)
Manifold gauge set. (7) Control panel. (8) Inlet on recovery station. (9) Accumulator/oil separator. (10) Drain valve. (11)
Pressure valve on accumulator. (12) Compressor. (13) Refrigerant tank. (14) Hose (liquid). (15) Hose (vapor). (16)
Refrigerant pump. (17) Filter dryer. (18) Scale. (A) Refrigerant compressor. (B) Low-pressure side (suction). (C) High-
pressure side (discharge).
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2. Install the manifold gauge set (6). Make sure that both valves are closed. Turn the valves clockwise
to close the valves. Refer to theTesting and Adjusting, "Manifold Gauge Set (Refrigerant) - Install"
section.
Note: Do not operate the engine.
3. Attach charging hose (3) of the Manifold gauge set to the inlet (8) on the refrigerant service unit.
4. Slowly open valves (1) and (2) to release the air from the charging hose. Ensure that the valves on
the refrigerant tank (13) are open. One valve is for vapor and the other valve is for liquid.
5. Plug the recovery station into an electrical outlet and turn the power switch ON. This switch is
located on the control panel (7).
6. Press the "Compressor Start". The amber "Compressor On" light will come on and compressor (12)
will start. The compressor will automatically shut off when the recovery of refrigerant is complete.
7. Drain accumulator (9) of refrigerant oil. Open accumulator pressurizing valve (11) long enough so
that some discharge from the compressor can flow back to the accumulator. Open oil drain valve
(10) slowly and drain the oil into a measuring cup. Do not allow a complete loss of pressure in the
accumulator/oil separator. When the oil stops draining, close oil drain valve (10).
8. If 15.0 mL (.50 fl oz) of compressor oil was lost during the recovery process, new oil must be added
to the system. Refer to the Testing and Adjusting, "Refrigerant Compressor Oil - Check" section.
9. The system must be cleaned and the system must be flushed if any particles of metal or other foreign
material from a component failure have circulated through the system. Debris in the system can
cause the compressor to fail. Refer to Testing and Adjusting, "Refrigerant System - Flush".
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i06591366
Refrigerant System - Flush

SMCS - 1809-046


lit cigarette.


gas may be present.
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System Contamination and Flush Procedure
NOTICE
Debris in the air conditioning refrigerant circuit can cause the

compressor to fail. Use the following procedure for cleaning and
flushing the system.
This procedure provides a method and instructions to remove

contamination from the air conditioning system refrigeration circuit
and individual components. A primary instance where a system flush is
necessary is any time a refrigerant compressor has had an internal
failure, indicated by a locked or seized condition. The air conditioning
system refrigeration circuit and components must be cleaned and
flushed to remove any particles of metal or other foreign material.
Failure to flush the air conditioning circuit will damage or shorten the
operating life of the replacement compressor.
A general flow chart of the flush procedure is shown in Illustration 2. The detailed procedure is
shown in Step 1 through Step 19 below.
1. Identify the refrigerant and then recover the refrigerant. Refer to the Testing and Adjusting,
"Refrigerant Recovery" section.
2. Remove the compressor. Refer to the Disassembly and Assembly, "Refrigerant Compressor
- Remove and Install" section.
3. Remove the receiver-dryer or the in-line dryer. Refer to the Disassembly and Assembly,
"Receiver-Dryer - Remove and Install" section. For in-line dryers, refer to the Disassembly
and Assembly, "In-Line Refrigerant Dryer - Remove and Install" section.
4. Remove the accumulator. Refer to the Disassembly and Assembly, "Air Conditioner
Accumulator - Remove and Install" section.
5. Remove the expansion valve or the orifice tube. Refer to the Disassembly and Assembly,
"Expansion Valve - (Air Conditioner) Remove and Install" section. Refer to the
Disassembly and Assembly, "Orifice Tube (Air Conditioner) - Remove and Install" section.
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6. If necessary, remove the quick disconnect fittings from the dryer refrigerant lines.
NOTICE
To avoid component damage, do not flush system components with

anything other than 153-8538 Refrigerant Flushing Solution.
7. Replace any other failed component such as coils, fittings.
(1) Multichannel Extruded Tube
(2) Manifold
(3) Manifold Baffle
8. Replace condenser coils that are parallel flow or multiple flow. Refer to Illustration 1 for a
reference example. Condenser coils that are parallel flow or multiple flow have small
passages. The proper flushing out of the passages will be difficult. Failure to replace the
condenser coils may reduce the cooling performance of the air conditioner and premature
failure of the compressor.
9. Flush the remainder of the system. Flush the air conditioning system with a 153-8537 Air
Conditioner Flushing Unit. Also, a 153-8537 Air Conditioner Flushing Unit can be used to
flush the system. Refer to the information that is provided with the flushing unit. Flush the
system with 153-8538 Refrigerant Flushing Solution.
10. Blow out the air conditioning system with clean dry shop air for 5 to 10 minutes. Follow the
instructions that are provided with the flushing unit.
NOTICE
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It is important that all flushing solvent is purged from the Air

Conditioning System. Failure to purge the solvent will result in
premature compressor failure. Components should be positioned to
ensure that no solvent is trapped in the system.
11. Install a new receiver-dryer or an in-line dryer. Refer to the Disassembly and Assembly,
"Receiver-Dryer - Remove and Install" section. For in-line dryers, refer to the Disassembly
and Assembly, "In-Line Refrigerant Dryer - Remove and Install" section.
12. Install a new accumulator, if necessary. Refer to the Disassembly and Assembly, "Air
Conditioner Accumulator - Remove and Install" section.
13. Install a new expansion valve or an orifice tube. Clean the original quick couplers or replace
the original quick couplers.
Note: If the Air Conditioning System has an in-line dryer, then the new orifice tube is
already contained inside the dryer.
14. Install new quick couplers to the dryer inlet and outlet lines, if necessary.
15. Install a new compressor.
16. Refer to the Testing and Adjusting, "Refrigerant System - Evacuate" section.
17. Add additional oil to the air conditioning system, if necessary. Refer to "Oil Charge After
System Flush".
Note: New compressors are shipped with oil in the compressors. In many instances, it is not
necessary to add extra oil to the air conditioning system.
18. Refer to the Testing and Adjusting, "Refrigerant System - Charge" section.
Note: Also, Refer to Specifications, "System Capacities for Refrigerant".
19. To ensure proper operation of the system, refer to the Testing and Adjusting, "Performance
Test" section.
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Oil Charge After System Flush
NOTICE
The addition of oil to the air conditioning system is applicable only

after the flush of the entire air conditioning system. If an air
conditioning system is overcharged with oil, the result is a decrease of
the cooling performance and damage to the compressor may occur.
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1. Locate the correct refrigerant charge for the machine that is being serviced. Refrigerant
charge can be found on a tag inside the cab or by referencing the Specifications, "System
Capacities for Refrigerant" section.
2. Locate the part number for the a/c compressor that is being serviced in the flush procedure.
3. Refer to table 1 or table 2 below for your particular application.
4. Use proper oil charging equipment. Usually, oil charge is a function that is provided by the
refrigerant service unit. Refer to 208-1316 Refrigerant Service Unit for an example. A
portable injection tool such as 9U-6494 Refrigerant Oil Injector can also provide the oil
charge function.
Table 1 only applies to those new compressors which contain 150 mL (5.1 oz) or 180 mL (6.1 oz)
of oil.
Note: Refer to fill label on new compressor.
Table 1
Recommended Charges for the Air Conditioning System
Refrigerant Oil(1)(2)
0.5 kg (1.0 lb) -80
0.6 kg (1.25 lb) -60
0.7 kg (1.5 lb) -30
0.8 kg (1.75 lb) 0
0.9 kg (2.0 lb) 0
1.0 kg (2.25 lb) 0
1.1 kg (2.5 lb) 0
1.2 kg (2.75 lb) 15
1.4 kg (3 lb) 33
1.5 kg (3.25 lb) 51
1.6 kg (3.5 lb) 69
1.7 kg (3.75 lb) 88
1.8 kg (4 lb) 107
1.9 kg (4.25 lb) 126
2.0 kg (4.5 lb) 146
2.2 kg (4.75 lb) 165
2.3 kg (5.0 lb) 185
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2.4 kg (5.25 lb) 206

2.5 kg (5.5 lb) 226
2.6 kg (5.75 lb) 247
2.7 kg (6.0 lb) 268
2.8 kg (6.25 lb) 289
2.9 kg (6.5 lb) 311
3.1 kg (6.75 lb) 333
3.2 kg (7.0 lb) 355
3.3 kg (7.25 lb) 377
3.4 kg (7.5 lb) 400
3.5 kg (7.75 lb) 422
3.6 kg (8.0 lb) 446
3.7 kg (8.25 lb) 469
3.9 kg (8.5 lb) 493
4.0 kg (8.75 lb) 517
4.1 kg (9.0 lb) 541
(1)
The unit is mL.
(2)
Refer to the Specifications section to obtain the part number for the correct type of oil.
Table 2 only applies to those new compressors which contain 300 mL (10.2 oz) of oil.
Note: Refer to fill label on new compressor.
Table 2
Recommended Charges for the Air Conditioning System
Refrigerant Oil(1)
0.9 kg (2.0 lb) -100
1.0 kg (2.25 lb) -80
1.1 kg (2.5 lb) -50
1.2 kg (2.75 lb) -30
1.4 kg (3 lb) 0
1.5 kg (3.25 lb) 0
1.6 kg (3.5 lb) 0
1.7 kg (3.75 lb) 0
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1.8 kg (4 lb) 0
1.9 kg (4.25 lb) 0
2.0 kg (4.5 lb) 11
2.2 kg (4.75 lb) 30
2.3 kg (5.0 lb) 50
2.4 kg (5.25 lb) 71
2.5 kg (5.5 lb) 91
2.6 kg (5.75 lb) 112
2.7 kg (6.0 lb) 133
2.8 kg (6.25 lb) 154
2.9 kg (6.5 lb) 176
3.1 kg (6.75 lb) 198
3.2 kg (7.0 lb) 220
3.3 kg (7.25 lb) 242
3.4 kg (7.5 lb) 265
3.5 kg (7.75 lb) 287
3.6 kg (8.0 lb) 311
3.7 kg (8.25 lb) 334
3.9 kg (8.5 lb) 358
4.0 kg (8.75 lb) 382
4.1 kg (9.0 lb) 406
(1)
The unit is mL.
Note: Always use new refrigerant oil and clean equipment to avoid contamination inside the air
conditioning system.
Note: Make sure that the equipment for oil injection does not contain air in the supply line to the
air conditioning system. This prevents air from being injected into the system which can lead to
poor cooling performance and possible system damage.
Note: Oil should only be charged into the discharge service port. Failure to charge the oil
correctly can damage to the compressor from liquid slugging with oil.
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i05907605
Refrigerant Oil - Test

SMCS - 1809-081


lit cigarette.


gas may be present.
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Specifications
Table 1
Oil Capacities for Component Replacements
Accumulator 30 mL (1 fl. oz)
Refer to the Testing and Adjusting, "Refrigerant Compressor Oil-
Compressor
Check"section.
Condenser
30 mL (1 fl. oz)
Evaporator
90 mL (3 fl. oz)
In-Liner Dryer (1)
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" before any oil
is added.
Introduction
Oil supplies the necessary lubrication in the refrigerant circuit for the compressor. Too little oil in
the circuit can cause the compressor to seize. Too much oil decreases the amount of cooling that is
supplied to the operator.
The procedures outlined in this publication describe a process for ensuring the appropriate
concentration of oil in the refrigerant circuit when oil has been removed from the circuit. All
systems are charged with oil from the factory. This process assumes that the factory fill oil amount
is still in the system. This process assumes that a minimal amount of oil has been lost due to
leakage of pressure relief.
Check of A/C System Oil
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Whenever the refrigerant or a component for the air conditioning unit is removed, some of the
refrigerant oil is also removed. The correct amount of oil must be replaced. The following three
examples are conditions refrigerant oil must be replaced.
Note: If oil has leaked from the system prior to service, then the system oil charge cannot be
accurately determined. Proper oil charge can now only be determined by flushing and using
method for oil charge after system flush. refer to Testing and Adjusting, "Refrigerant System
Flush""Oil Charge After System Flush".
• (A) Oil that is removed from the system during refrigerant recovery. Refer to Testing and
Adjusting, "Refrigerant Recovery" in order to see the correct procedure for recovering
refrigerant. Record the amount of oil that is collected during the recovery.
• (B) Oil that is removed from the system due to component replacement, other than the A/C
compressor. Refer to "Oil Capacities for Component Replacements". Refer to Table 1.
• (C) Oil is removed due to replacing the A/C compressor. Refer to "Replacing the A/C
Compressor".
Replacing a Component
When the replacement of a component is necessary, follow the procedures below.
Note: If the failure of a component, causes particles of metal or other foreign material to be
introduced into the system. flushing the system will be necessary. Refer to Troubleshooting,
"Refrigerant System Flush" to make sure of proper diagnostics. Replacing both the orifice tube
and receiver dryer is recommended in the event of A/C system contamination. Flushing of the A/C
lines, condenser, and evaporator components will be necessary to safe guard installation of a new
compressor. Failure to do so could void component warranties.
1. If, the A/C system is operable operate the engine at 1000 rpm. Set the temperature on
maximum cooling setting. Move the fan speed switch to HIGH. The system will stabilize in
a minimum of 10 minutes.
2. Stop the engine. Remove the refrigerant charge from the system. Refer to Testing and
Adjusting, "Refrigerant Recovery".
3. Remove any components as needed. Install a plug in all open lines as necessary.
4. Replaced any damaged components
5. Refer to table 1 to determine amount of oil volume of replaced components.
6. Add the amount of oil from recovery plus the amount for each replaced component back to
the system.
7. Perform refrigerant system evacuation procedures. Refer to Testing and Adjusting,

"Refrigerant System Evacuate ".
Replacing the A/C Compressor
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If the A/C compressor is being replaced, the refrigerant oil (PAG, POE) must be adjusted by using
the procedure that is outlined below. If refrigerant is still contained within the air conditioning
system, then follow the steps for recovery.
1. Perform the procedures outlined in Testing and Adjusting, "Refrigerant Recovery".
(1) Pulley
(2) Hose (low pressure)
(3) Hose (high pressure)
(4) Electrical harness
(5) Service valve (low pressure)
(6) Service valve (high pressure)
(7) Plug (oil change)
(8) Belt
2. Remove the old compressor from the air conditioning system. Place protective caps on all
fittings and hoses.
3. Place the compressor in a horizontal position on a bench or suitable work surface so oil plug
(7) is facing downward. Remove oil plug (7) from the compressor. Drain the oil into a clean
metered container. Rock the compressor back and forth in order to remove all of the oil.
Also, rotate the compressor shaft in order to drain the rest of the oil that is in the oil sump.
Record the volume of drained refrigerant. Inspect the oil for the following items:
◦ Contaminants
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◦ Metal chips
◦ Rubber particles
◦ Foreign material
Note: If, the failure of a compressor causes particles of metal or other foreign material to be
introduced into the system. flushing the system will be necessary. Refer to Troubleshooting,
"Refrigerant System Flush" for the proper diagnostics. Replacing both the orifice tube and
accumulator /receiver dryer is recommended in the event of A/C system contamination.
Flushing of the A/C lines, condenser, and evaporator components will be necessary to safe
guard installation of a new compressor. Failure to do so could void component warranties.
4. Record the amount of oil from old compressor.
5. Refer to specifications for new compressor to determine type oil and compressor volume.
Note: Do not use Polyalkylene Glycol (PAG) oil (134A ) in 294-8140 Compressor
Assembly . Use Polyol Ester (POE) oil. The use of any other will cause rapid dielectric
Note: The new A/C compressor will already contain oil inside. Certain new compressors
will contain a volume of oil of 180 ml, while other new compressors contain a volume of
300 ml.
6. Determine the amount of oil required by the A/C system (A/C System Oil) . Add the oil
from recovery (A) , plus the amount of oil for other components being replaced (B) per
Table 1, plus the amount of oil removed from the old compressor (C) . The sum of the
following: A+B+C = A/C System Oil.
7. Finally, take the value for New Compressor Oil and subtract A/C System Oil to determine
the amount of oil that must be drained. The oil must be drained from the new compressor
prior to installation to prevent an oil overcharge. New Compressor Oil - A/C System Oil =
Oil amount to drain from new compressor. Example:
◦ Amount of oil from recovery (A) equals 60 mL (2 oz).
◦ If the dryer was replaced, the amount of oil due to component replacement (B) equals
30 mL (1 oz).
◦ Oil drained from the old compressor (C) equals 90 mL (3 oz).
◦ Amount of oil contained inside new compressor as read from the label (New
Compressor Oil) equals 300 mL (10.2 oz).
Then A/C System Oil = A + B+ C = 60 + 30 + 90 = 180 mL (6.1 oz).
Finally, New Compressor Oil - A/C System Oil = 300 – 180 = 120 mL (4.1 oz).
In the above example, 120 mL (4.1 oz) of oil should be drained from the new compressor.
Note: In some instances the above calculation could yield a negative value. In these
instances the amount of oil should NOT be drained from the compressor, but rather the oil
should be ADDED to the A/C system.
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8. Install the new A/C compressor.
9. Perform refrigerant system evacuation procedures. Refer to Testing and Adjusting,

"Refrigerant System Evacuate".
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Shutdown SIS
Previous Screen
Product: EXCAVATOR

i05907607
Refrigerant Compressor - Test

SMCS - 1802-081
Identifying compressors that function is the purpose of this instruction. Compressors that function
should be identified before the compressors are removed from a machine. Compressors that function
should produce both high pressure and low pressure. If the compressor fails any one of Steps 3, 5, 7,
or 8, then the compressor is considered to be a "failed" compressor. Indicate the steps which were
failed by the compressor in the story for a warranty claim.
Note: If the compressor fails one of the steps, then the air conditioning system should be diagnosed
in order to find the root cause of the failure. The root cause of the failure should be repaired. If the
compressor is considered to be "good", then additional assistance with the diagnosis of the air
conditioning system can be found in Service Manual, "Air Conditioning and Heating R134a for all
Caterpillar Machines" or by contacting your Caterpillar dealer.
Procedures

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gas may be present.
1. Check the air filters. If the complaint of the customer is poor cooling of the cab, past
experience has shown that plugged air filters can often be the cause. Most air conditioning
systems have return air filters and fresh air filters. Be sure to check both the return air filters
and fresh air filters.
Air Filters Checked ? Yes or No.
2. Test the voltage. While the engine is running and the air conditioning is switched ON, check
the voltage at the compressor. The voltage at the compressor should be a minimum of
11.5VDC for a 12VDC system or 23 V for a 24VDC system. The routinely used electrical
loads should be turned ON. For example, a lighting system which is added by the customer
could cause available voltage to decrease below the minimum specification.
Voltage Checked ? Yes or No.
Measured Voltage Level: ____ (volts)
Note: When the air conditioning is switched ON, for air conditioning systems with a
Compressor Protection System (CPS), there is approximately a 30 second delay before a
voltage signal is detected at the compressor. Air conditioning systems with CPS can be
identified by the use of either the 169-7443 On Delay Timer As or the 212-2204 Air
Conditioner Control Gp . In most applications, the electronic control group is located near the
compressor.
3. Test the resistance. Measure resistance of the clutch coil at the compressor connector. For
12VDC models, measured resistance should be within -0.3 ohms to +1.1 ohms of the amount
which is listed in the Specifications section of Specifications, "Refrigerant Compressor". For
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24VDC models, measured resistance should be within -1.3 ohms to +5.5 ohms of the amount
which is listed in Specification section of Specifications, "Refrigerant Compressor". The
resistance ranges which are listed above compensate for the effect of temperature on the clutch
coil. The values which are listed in the section of Specifications, "Refrigerant Compressor" are
nominal for 20 °C (68 °F).
Resistance Checked ? Yes or No.
Measured Level of Resistance: ____ (ohms)
4. Check the belt tension. For new belts and old belts, use the 144-0235 Belt Tension Gauge .
For a new belt installation, the initial belt tension for a compressor which drives the system
without an auto tensioning device should be 534 N (120 lb). For used belts, the belt tension
should be 400 N (90 lb).
Belt Tension Checked ? Yes or No.
Measured New Belt Tension: ____ (N) or (lbs)
Measured Old Belt Tension: ____ (N) or (lbs)
Accidental machine starting can cause injury or death to personnel

working on the machine.
To avoid accidental machine starting, turn the battery disconnect

switch to the OFF position and remove the key. If the machine is not
equipped with a battery disconnect switch, disconnect the battery cables
from the battery and tape the battery clamps.
Place a do not operate tag at the battery disconnect switch location to

inform personnel that the machine is being worked on.
Note: The electrical power supply to the compressor should be switched OFF in order to
perform this test.
5. Test the rotation. Rotate the compressor in the direction of belt travel by turning the nut on
the end of the main shaft of the compressor. Rotation should be smooth with no binding.
Rotation Checked ? Yes or No.
Rotation Smooth? Yes or No.
6. Check the charge level. Charge the air conditioning system as per Caterpillar specification or
an incorrect diagnosis will occur. Recovering, evacuating, and recharging with clean refrigerant
to the correct level is the best method of achieving the correct refrigerant charge for the system.
Charging the air conditioning system must be conducted by weighing refrigerant with a
calibrated scale in order to ensure accuracy. Also, be sure to replace the oil which was removed
during refrigerant recovery with new oil. Reference Specifications, "Refrigerant Compressor"
for procedures regarding refrigerant charging and capacity of Caterpillar air conditioning
systems.
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Charge Level Checked ? Yes or No.
Volume of Oil that was Removed During Recovery: ____ (ml) or (oz)
Weight of Refrigerant Charge: ____ (Kg) or (lbs)
7. Test for low pressure. The test for low pressure should be performed with ambient
temperatures of less than 30 °C (86 °F). Park the machine in an area that is not in direct
sunlight. Close all cab doors and windows. Block the flow of fresh air into the cab. If the air
conditioning system is so equipped, bypass the low-pressure switch . Start the machine.
Operate the machine at high idle. Turn ON the air conditioning. Set the cab blower on LOW.
After 10 to 15 minutes of operation, measure the low-side pressure at the refrigerant
compressor. If the pressure reading is less than 69 kPa (10 psi), then the suction valves of the
compressor are operating correctly.
Low Pressure Checked ? Yes or No.
Low Pressure Reading: ____ (kPa) or (Psi)
Note: If the cab temperature is above 25 °C (77 °F), the set the cab blower to HIGH in order to
reduce the temperature before starting the procedure.
8. Test for high pressure. Start the engine and set the speed at approximately 1200 rpm. Turn
ON the air conditioning. Place a sheet of cardboard over the condenser in order to block the
flow of air. Limiting the flow of air over the condenser will cause the discharge pressure of the
compressor to increase. Check if the discharge of the compressor is able to increase up to 2414
kPa (350 psi). Once the specified pressure is reached, immediately remove the cardboard. If the
compressor passes the test, the discharge valves are operating correctly.
High Pressure Checked ? Yes or No.
High Pressure Reading: ____ (kPa) or (Psi)
The functional test is now complete. If this test procedure results in inconclusive results, your
dealership Technical Communicator can report the problem by using the on-line Dealer Solution
Network. The Dealer Solution Network will provide your Technical Communicator with additional
troubleshooting support.
Illustrations 1 through 4 are provided as Good Air Conditioning System Practices and
Troubleshooting Tips.
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3E-1906 Refrigerant Compressor Gp (Typical Refrigerant Compressor)
Wire lead and pin location for field coil
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The permissible mounting location and orientation of Suction Port "S" and Discharge Port "D".
(1) Suction Port "S"
(2) Discharge Port "D"
On Delay Timer Assembly (Compression Protection System)
Procedure to Test the On Delay Timer Assembly
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The engine start switch must be in the ON position, and the air conditioning switch must be activated
in order to diagnose a faulty on delay timer assembly for the refrigerant compressor.
Note: The on delay timer assembly will delay the power supply to the compressor clutch coil for 30
seconds after the air conditioning switch is activated.
1. Separate the four-pin connector from the wiring harness.
2. In order to check that power is getting from the on delay timer to the compressor, perform the
following steps:
a. Set the 146-4080 Digital Multimeter Gp to DC voltage.
b. Connect the multimeter positive probe to pin 4 on the wiring harness.
c. Connect the multimeter negative probe to a suitable ground. The multimeter should read
24VDC for 24 V machines. The multimeter should read 12VDC for 12 V machines.
Note: On a 24 V system, if the voltage is below 22VDC or if the voltage is above

35VDC, the on delay timer will not supply power to the compressor. On 12 V systems,
the range is 9VDC to 24VDC.
3. Set the 146-4080 Digital Multimeter Gp to OHMS. Connect the multimeter positive probe to
pin location 2 on the wiring harness. Connect the multimeter negative probe to a suitable
chassis ground. The multimeter will display "OL" if the ground is not present.
4. Set the 146-4080 Digital Multimeter Gp to OHMS. Connect the multimeter positive probe to
pin location 1 on the wiring harness. Connect the multimeter negative probe to a suitable
chassis ground. If the multimeter displays "OL", one of the three switches is open. If an open
condition occurs, check each of the switches.
Note: There must be refrigerant in the air conditioning system in order to close both of the
pressure switches.
5. In order to check that power is getting from the on delay timer assembly to the compressor
clutch coil, reconnect the on delay timer assembly to the wiring harness.
a. Set the 146-4080 Digital Multimeter Gp to DC voltage.
b. Remove the 2-pin connector from the compressor clutch coil.
c. Connect the negative probe to a suitable chassis ground.
d. Check each of the two pins on the wiring harness for voltage. On a 24 V system, one of
the pins should supply 24VDC. On a 12 V system, one of the pins should supply
12VDC.
6. In order to check the ground path from the compressor clutch coil to the chassis, perform the
following steps:
a. Turn OFF the air conditioning switch in the cab.
b. Set the 146-4080 Digital Multimeter Gp to Ohms.
c. Remove the two-pin connector from the compressor clutch coil.
d. Connect the negative lead to a suitable ground.
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e. Check each of the two pins on the two-pin connectors for continuity. One of the two pins
should display "OL".
7. If both the correct ground and voltage are present, check the resistance of the compressor
clutch coil. Refer to Specifications, "Refrigerant Compressor" section.
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Previous Screen
Product: EXCAVATOR

i07548456
Refrigerant System - Evacuate

SMCS - 1809-541


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gas may be present.
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If replacement of a component is necessary or repair to a component is necessary, the refrigerant

in the system must be recovered. Also, if the system has lost any charge after a long period of
time, the refrigerant in the system must be recovered. It is necessary to perform the evacuating
procedure in order to delete the system of all air and moisture. A complete charge must never be
given to a system without first performing the evacuating procedure. Before evacuating the
system, refer to the following manual.
• Testing and Adjusting, "Refrigerant Leakage - Test"
• Testing and Adjusting, "Refrigerant Recovery"
• Testing and Adjusting, "Refrigerant Compressor Oil - Check"
If the system has been left open for more than 1/2 hour, the system has been exposed to air or
moisture and a new receiver-dryer, an in-line dryer or a desiccant accumulator needs to be
installed. Moisture will combine with metals in the refrigerant system and this will produce highly
corrosive by-products. The by-products are oxides, iron hydroxide, and aluminum hydroxide.
Moisture can freeze the expansion valve and moisture can freeze the orifice tube. If there is water
in the system the water must be removed. Remove the water by pumping the system with a
vacuum pump and boiling the water. Refer to Table 1 that is shown below.
The time for the evacuation process will increase under the following conditions:
• The air conditioning system has been rebuilt.
• The air conditioning system has been flushed.
• The air conditioning system has new components.
• The air conditioning system has been retrofitted.
Table 1
Boiling Point of Water Under Vacuum
Temperature of Work Vacuum That Is Required In Order To Boil Water In An
Area (°C (°F)) Air Conditioning System (m bar (Hg))
38 °C (100 °F) 95 kPa (28 in Hg)
32 °C (89.6000 °F) 96.5 kPa (28.50 in Hg)
27 °C (81 °F) 97.5 kPa (28.80 in Hg)
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21 °C (70 °F) 98.8 kPa (29.20 in Hg)
Note: After the leak test is completed, the system must be evacuated for a minimum of 30
minutes. In order to correctly evacuate the system, the vacuum gauge must be less than three
inches away from the system port. If the gauge is more than three inches away from the system
port, pull a vacuum and allow the system to equalize for ten minutes. This will ensure an accurate
gauge reading.
NOTICE
All refrigerant must be recovered before the evacuating procedure is

started. Never discharge the refrigerant through the vacuum pump.
Never discharge the refrigerant into the atmosphere. Always use the
Refrigerant Identifier tool in order to ensure that contamination of the
system does not occur.
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(1) Low pressure valve
(2) High pressure valve
(3) Charging hose
(4) Compressor block fitting (discharge)
(5) Compressor block fitting (suction)
(6) Service valve (discharge)
(7) Service valve (suction)
(8) Vented exhaust valve
(9) Line from condenser
(10) Line from evaporator
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1. After the refrigerant is recovered from the system, make sure that the low pressure valve (1)
and the high pressure valve (2) are closed. Disconnect the charging hose (3) of the manifold
gauge set from the refrigerant service unit.
2. Check the oil level in the vacuum pump. Refer to the Testing and Adjusting, "Refrigerant
Compressor Oil - Check" for the correct procedure. Add oil if oil is needed. If
contamination of the system is indicated, change the oil.
3. Connect the electrical plug from the vacuum pump to an approved electrical outlet.
4. Connect the charging hose (3) to the inlet fitting on the vacuum pump. Refer to Illustration
1.
5. Open low pressure valve (1) and open high pressure valve (2) on the manifold gauge set
completely. Turn the valves counterclockwise.
6. In order to start the pump motor, turn the power switch to the ON position.
7. In order to open the vented exhaust valve (8), turn the valve counterclockwise.
Note: The vented exhaust valve (8) must be closed until the vacuum pump has started.
8. Operate the vacuum pump until the low pressure gauge indicates a pressure that is between
95 kPa (28 in hg) and 98 kPa (29 in hg). After the vacuum in the system reaches a value that
is between 95 kPa (28 in hg) and 98 kPa (29 in hg), close the vented exhaust valve (8).
Operate the vacuum pump for a minimum of 90 minutes after the vented exhaust valve is
closed. Use a 113 L/min (4 cfm) pump. Make allowances for pumps that are smaller than
113 L/min (4 cfm) cfm.
Note: 95 kPa (28 in hg) to 98 kPa (29 in hg) is the required specification at sea level. For
every 305 m (1000 ft) above sea level, decrease the required specification by 3 kPa
(1 in hg). At high elevations, less vacuum is required.
9. If the specific vacuum cannot be reached, the system may have a leak. Refer to the Testing
and Adjusting, "Refrigerant Leakage - Test" section. Perform the procedures that are
indicated. Repair all leaks and repeat Step 1 of the evacuating procedure.
Note: The evacuating procedure removes air and moisture from the system. Do not use the
vacuum pump primarily to indicate a system leak.
10. After 95 kPa (28 in hg) to 98 kPa (29 in hg) vacuum has been reached and held for an
additional 90 minutes, close valve (1) and close valve (2) completely. Turn the power
switch on the vacuum pump to the OFFposition. The maximum amount of vacuum loss in
five minutes must not be more than 7 kPa (2 in hg). Excessive vacuum loss is an indication
of a possible leak in the system. Refer to the Testing and Adjusting, "Refrigerant Leakage -
Test" section. Perform the procedures that are indicated. Repair all leaks and repeat Step 1
of the evacuating procedure.
11. If the vacuum loss does not exceed 7 kPa (2 in hg) in five minutes, the system is then ready
for a complete charge. Refer to the Testing and Adjusting, "Refrigerant System - Charge"
section. Perform the procedures that are indicated.
Air Conditioner Evacuation Time Chart
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Table 2
Evacuation
New (1) Rework (2)
Time
20 mins Above 21.1° C (70° F) Above 26.7° C (80° F)
Between 10.0° C (50° F) to 21.1° C Between 15.6° C (60° F) to 26.7° C
30 mins
(70° F) (80° F)
Between 4.4° C (40° F) to 10.0° C Between 10.0° C (50° F) to 15.6° C
40 mins
(50° F) (60° F)
60 mins On all machines with ambient temperatures below 4.4° C (40° F)
(1)
New means never been charged
(2)
Rework means the machine has been charged at least once
Note: The times are based on room ambient or machine temperature, whichever is lowest. Refer
to table 2 .
Note: If machine has been sitting outside ambient temperatures of 0.0° C (32° F) or lower, run
engine to operating temperature prior to starting the evacuation process. You can also run the
heater on output to warm up the machine faster.
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Shutdown SIS
Previous Screen
Product: EXCAVATOR

i05907609
Refrigerant System - Charge

SMCS - 1809-045


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gas may be present.
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Note: To avoid cross contamination of Polyalkylene Glycol (PAG) oil and Polyol Ester (POE)
electric drive compressor oil:
• Flush the service hoses (red, blue, and yellow) and R-134a Couplers (high and low side)
with an approved solvent for R-134a air conditioning systems before servicing the air
conditioning system
• Or use new service hoses and couplers on D7E machines. Reference service hose part
numbers 272-3091 red, 208-1335 blue, 208-1334 yellow hoses, and 208-1339 coupler (low
side), 208-1340 coupler (high side).
Table 1
Required Tools
4C-4874 Heater Blanket As 1
Relationship Between Temperature and Pressure (R-134a

Refrigerant)
Table 2 can be used in order to determine the pressure level and contamination level of a container
of refrigerant. Table 2 can also be used for an air conditioning system that is not operating. This
same system must be stabilized to the ambient temperature. In order to stabilize an air
conditioning system at the ambient temperature, the machine must not operate for 10 to 12 hours.
The machine must not be stored in direct sunlight.
If the measured pressure at any specific temperature does not match the pressure that is given in
the chart, the following problems may exist:
• Contaminants in the system
• Incorrect refrigerant
• Incorrect refrigerant charge
Table 2
Relationship Between Temperature and Pressure (R-134a Refrigerant)
Temperature °C (°F) Pressure kPa (psi) (1)
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-18 °C (0.0 °F)

44 kPa (6.4 psi)
-17° C (2.0 °F) 51 kPa (7.4 psi)
-16 °C (4.0 °F) 59 kPa (8.5 psi)
-14 °C (6.0 °F) 66 kPa (9.6 psi)
-13 °C (8.0 °F) 74 kPa (10.7 psi)
-12 °C (10.0 °F) 82 kPa (11.9 psi)
-11 °C (12.0 °F) 90 kPa (13.1 psi)
-10 °C (14.0 °F) 99 kPa (14.3 psi)
-9 °C (16.0 °F) 108 kPa (15.6 psi)
-8 °C (18.0 °F) 117 kPa (17.0 psi)
-7 °C (20.0 °F) 127 kPa (18.4 psi)
-6 °C (21.0 °F) 132 kPa (19.1 psi)
-6 °C (22.0 °F) 137 kPa (19.8 psi)
-5 °C (23.0 °F) 141 kPa (20.5 psi)
-4 °C (24.0 °F) 147 kPa (21.3 psi)
-4 °C (25.0 °F) 152 kPa (22.0 psi)
-3 °C (26.0 °F) 157 kPa (22.8 psi)
-3 °C (27.0 °F) 163 kPa (23.6 psi)
-2 °C (28.0 °F) 168 kPa (24.4 psi)
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-2 °C (29.0 °F) 174 kPa (25.2 psi)
-1 °C (30.0 °F) 179 kPa (26.0 psi)
-1 °C (31.0 °F) 185 kPa (26.8 psi)
0 °C (32.0 °F) 191 kPa (27.7 psi)
1 °C (33.0 °F) 197 kPa (28.5 psi)
1 °C (34.0 °F) 203 kPa (29.4 psi)
2 °C (35.0 °F) 209 kPa (30.3 psi)
2 °C (36.0 °F) 215 kPa (31.2 psi)
3 °C (37.0 °F) 221 kPa (32.1 psi)
3 °C (38.0 °F) 228 kPa (33.0 psi)
4 °C (39.0 °F) 234 kPa (34.0 psi)
4 °C (40.0 °F) 241 kPa (34.9 psi)
5 °C (41.0 °F) 248 kPa (35.9 psi)
6 °C (42.0 °F) 254 kPa (36.9 psi)
6 °C (43.0 °F) 261 kPa (37.9 psi)
7 °C (44.0 °F) 263 kPa (38.9 psi)
7 °C (45.0 °F) 275 kPa (39.9 psi)
8 °C (46.0 °F) 283 kPa (41.0 psi)
8 °C (47.0 °F) 290 kPa (42.0 psi)
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9 °C (48.0 °F) 297 kPa (43.1 psi)
9 °C (49.0 °F) 305 kPa (44.2 psi)
10 °C (50.0 °F) 312 kPa (45.3 psi)
11 °C (51.0 °F) 320 kPa (46.4 psi)
11 °C (52.0 °F) 328 kPa (47.5 psi)
12 °C (53.0 °F) 336 kPa (48.7 psi)
12 °C (54.0 °F) 344 kPa (49.9 psi)
13 °C (55.0 °F) 352 kPa (51.0 psi)
13 °C (56.0 °F) 360 kPa (52.2 psi)
14 °C (57.0 °F) 369 kPa (53.5 psi)
14 °C (58.0 °F) 377 kPa (54.7 psi)
15 °C (59.0 °F) 385 kPa (55.9 psi)
16 °C (60.0 °F) 394 kPa (57.2 psi)
16 °C (61.0 °F) 403 kPa (58.2 psi)
17 °C (62.0 °F) 412 kPa (59.8 psi)
17 °C (63.0 °F) 421 kPa (61.1 psi)
18 °C (64.0 °F) 430 kPa (62.4 psi)
18 °C (65.0 °F) 440 kPa (63.8 psi)
19 °C (66.0 °F) 450 kPa (65.2 psi)
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19 °C (67.0 °F) 459 kPa (66.8 psi)
20 °C (68.0 °F) 469 kPa (68.0 psi)
21 °C (69.0 °F) 478 kPa (69.4 psi)
21 °C (70.0 °F) 488 kPa (70.8 psi)
22 °C (71.0 °F) 498 kPa (72.3 psi)
22 °C (72.0 °F) 509 kPa (73.8 psi)
23 °C (73.0 °F) 519 kPa (75.3 psi)
23 °C (74.0 °F) 530 kPa (76.8 psi)
24 °C (75.0 °F) 540 kPa (78.3 psi)
24 °C (76.0 °F) 551 kPa (79.9 psi)
25 °C (77.0 °F) 562 kPa (81.5 psi)
26 °C (78.0 °F) 573 kPa (83.1 psi)
26 °C (79.0 °F) 584 kPa (84.7 psi)
27 °C (80.0 °F) 595 kPa (86.3 psi)
27 °C (81.0 °F) 607 kPa (88.0 psi)
28 °C (82.0 °F) 618 kPa (89.7 psi)
28 °C (83.0 °F) 630 kPa (91.4 psi)
29 °C (84.0 °F) 642 kPa (93.1 psi)
29 °C (85.0 °F) 654 kPa (94.8 psi)
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30 °C (86.0 °F) 666 kPa (96.6 psi)
31 °C (87.0 °F) 678 kPa (98.4 psi)
31 °C (88.0 °F) 691 kPa (100.2 psi)
32 °C (89.0 °F) 703 kPa (102.0 psi)
32 °C (90.0 °F) 716 kPa (103.8 psi)
33 °C (91.0 °F) 729 kPa (105.7 psi)
33 °C (92.0 °F) 742 kPa (107.6 psi)
34 °C (93.0 °F) 755 kPa (109.5 psi)
34 °C (94.0 °F) 768 kPa (111.4 psi)
35 °C (95.0 °F) 782 kPa (113.4 psi)
36 °C (96.0 °F) 796 kPa (115.4 psi)
36 °C (97.0 °F) 809 kPa (117.4 psi)
37 °C (98.0 °F) 823 kPa (119.4 psi)
37 °C (99.0 °F) 838 kPa (121.5 psi)
38 °C (100.0 °F) 852 kPa (123.5 psi)
38 °C (101.0 °F) 866 kPa (125.6 psi)
39 °C (102.0 °F) 881 kPa (127.8 psi)
39 °C (103.0 °F) 896 kPa (129.9 psi)
40 °C (104.0 °F) 911 kPa (132.1 psi)
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41 °C (105.0 °F) 926 kPa (134.3 psi)
41 °C (106.0 °F) 941 kPa (136.5 psi)
42 °C (107.0 °F) 956 kPa (138.7 psi)
42 °C (108.0 °F) 972 kPa (141.0 psi)
43 °C (109.0 °F) 988 kPa (143.3 psi)
43 °C (110.0 °F) 1004 kPa (145.6 psi)
44 °C (111.0 °F) 1020 kPa (147.9 psi)
44 °C (112.0 °F) 1036 kPa (150.3 psi)
45 °C (113.0 °F) 1053 kPa (152.7 psi)
46 °C (114.0 °F) 1069 kPa (155.1 psi)
46 °C (115.0 °F) 1087 kPa (157.6 psi)
47 °C (116.0 °F) 1103 kPa (160.0 psi)
47 °C (117.0 °F) 1120 kPa (162.5 psi)
48 °C (118.0 °F) 1138 kPa (165.1 psi)
48 °C (119.0 °F) 1156 kPa (167.6 psi)
49 °C (120.0 °F) 1173 kPa (170.2 psi)
49 °C (121.0 °F) 1191 kPa (172.8 psi)
50 °C (122.0 °F) 1209 kPa (175.4 psi)
51 °C (123.0 °F) 1228 kPa (178.1 psi)
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51 °C (124.0 °F) 1247 kPa (180.8 psi)
52 °C (125.0 °F) 1265 kPa (183.5 psi)
52 °C (126.0 °F) 1285 kPa (186.3 psi)
53 °C (127.0 °F) 1304 kPa (189.1 psi)
53 °C (128.0 °F) 1323 kPa (191.9 psi)
54 °C (129.0 °F) 1342 kPa (194.7 psi)
54 °C (130.0 °F) 1362 kPa (197.6 psi)
55 °C (131.0 °F) 1382 kPa (200.5 psi)
56 °C (132.0 °F) 1402 kPa (203.4 psi)
56 °C (133.0 °F) 1422 kPa (206.3 psi)
57 °C (134.0 °F) 1443 kPa (209.3 psi)

(1)
All pressures in this table are gauge pressures.
Procedure for Labeling

Attach a label to the air conditioning system that indicates the system charge. Attaching a label to
the system will allow easy identification of the system. Refer to Table 3 for the part number of the
appropriate label. A 8L-8413 Cable Strap may be used in order to secure the tag to the air
Table 3
System Capacity Part Number for Label
9U-7551 Air Conditioner Oil
130-4677
1.5 kg (3.31 lb)
114-0050
1.8 kg (3.97 lb)
114-0051
1.9 kg (4.19 lb)
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114-0052
2.0 kg (4.41 lb)
114-0053
2.1 kg (4.63 lb)
114-0054
2.2 kg (4.85 lb)
114-0055
2.3 kg (5.07 lb)
114-0056
2.5 kg (5.51 lb)
114-0057
2.7 kg (5.95 lb)
114-0058
3.0 kg (6.61 lb)
140-7484
3.1 kg (6.83 lb)
4C-2959 Air Conditioner Oil
114-0059
1.6 kg (3.54 lb)
114-0060
1.7 kg (3.75 lb)
114-0061
1.8 kg (3.97 lb)
114-0062
1.9 kg (4.19 lb)
114-0063
2.0 kg (4.41 lb)
114-0064
2.1 kg (4.63 lb)
114-0065
2.2 kg (4.85 lb)
114-0066
2.3 kg (5.07 lb)
114-0067
2.4 kg (5.29 lb)
114-0068
2.5 kg (5.51 lb)
114-0048
2.6 kg (5.73 lb)
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114-0069
2.7 kg (5.95 lb)
114-0070
3.0 kg (6.61 lb)
114-0071
3.8 kg (8.38 lb)
4C-2960 Air Conditioner Oil
122-3300
1.1 kg (2.42 lb)
114-0072
1.4 kg (3.09 lb)
114-0073
1.5 kg (3.31 lb)
114-0074
1.6 kg (3.53 lb)
114-0075
1.7 kg (3.75 lb)
114-0076
1.8 kg (3.97 lb)
114-0077
1.9 kg (4.19 lb)
114-0078
2.0 kg (4.41 lb)
114-0079
2.1 kg (4.63 lb)
114-0080
2.2 kg (4.85 lb)
114-0081
2.3 kg (5.07 lb)
114-0082
2.4 kg (5.29 lb)
114-0083
2.5 kg (5.51 lb)
114-0084
2.6 kg (5.73 lb)
122-3301
2.7 kg (5.95 lb)
114-0085
2.8 kg (6.17 lb)
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122-3302
3.0 kg (6.61 lb)
Charging the System

Pressure cannot accurately be used to charge the air conditioning system
An accurate refrigerant charge may only be determined by weight. Several variables affect
the pressure and the variables cause the system to be incorrectly charged.
Compressor Speed - :
• The rate of refrigerant that is pumped by the compressor will affect the pressure that is built
by the compressor.
Air Flow and Air Temperatures Through the Condenser and Evaporator - :
• The amount of air flow and the temperature of the air that is moving through the condenser
or evaporator will affect the pressures that are seen at the compressor. Blockages in the
stream of air flow will affect the amount of heat that is rejected from the refrigerant or
absorbed into the refrigerant. This process affects the working pressures.
Ambient Temperature - :
• Pressures are affected by ambient air temperature and solar load to the cab.
• Temperature that is around hoses and other components affect the ambient temperature. As
the engine heats up, some of the heat is absorbed into the refrigerant during the refrigerant
ride through the hoses and components. The pressure in the compressor can be greatly
affected by the heat that is absorbed in many locations.
• Ambient temperatures will change throughout the operation of the AC, resulting in constant
pressure fluctuations.
Internal Blockages - :
• Blockages that are at different locations in the refrigerant circuit will affect the pressures
and the blockages will cause various concerns with pressure and fluctuations.
Note: Do not add or remove part of the refrigerant.
Note: Never charge liquid or gas through the discharge side (high side) of the system when the
engine is in operation.
NOTICE
In an expansion valve system which uses poly alkaline glycol (PAG),

the sight glass is not a reliable way to determine the system charge.
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Note: For expansion valve systems that contain PAG oil, the sight glass cannot be used for
charging the system. In order to achieve a full charge for the system, the refrigerant must be
recovered from the system and the system must be evacuated. After the system has been recovered
and the system has been evacuated, charge the system with the correct amount of refrigerant. This
process is the only procedure that is recommended. Refer to the Specifications, "System
Capacities for Refrigerant" section for the proper capacity. Also, refer to the Systems Operation,
"Identifying the Air Conditioning System" section.
Note: Before you charge the system, these important items should be checked.
1. Condenser and evaporator
◦ Inspect the condenser and inspect the evaporator for foreign material such as dirt,
insects, plastic bags, and so on, that would inhibit air flow.
◦ With condensers that are mounted on the roof and with remote mounted condensers,
always check that both fan motors are running. Check for restrictions. A clean
condenser will lead to improved life for the compressor.
2. Check for a loose belt on the compressor.
3. Clean the fresh air filter and clean the recirculation filter.
4. Check the moisture indicator on either the receiver-dryer or the in-line dryer. If the moisture
indicator is pink or white, there is moisture in the system. Replace the receiver-dryer or the
in-line dryer. Refer to the Disassembly and Assembly, "Machine Preparation for
Disassembly and Assembly" section. If the moisture indicator is blue, the system is normal.
5. Check the condensate tube on the evaporator. Make sure that the tube is not plugged and
that the valve is properly in place.
Note: Before an accurate reading for moisture can be attained, a new receiver-dryer requires
2 to 3 hours of operation.
Note: The preferred method for charging the air conditioning system is listed below.
◦ Recover the refrigerant.
◦ Evacuate the system.
◦ Charge the system with the correct amount of refrigerant. Measure the refrigerant by
weight.
Note: After the system has been recovered and the system has been evacuated, charge the
system with the correct amount of refrigerant. Measure the refrigerant by weight. Refer to
the Specifications, "System Capacities for Refrigerant" section for the proper capacity.
Also, refer to the Systems Operation, "Identifying the Air Conditioning System" section.
Complete Charge of the System from a Refrigerant Tank

with a Scale
The use of a refrigerant tank, heat blanket, and a scale is necessary in order to charge the system.
Use the procedure that follows to charge the system.
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Note: Ensure that you have enough refrigerant in the tank for a complete charge. Do not use
multiple cans of refrigerant, using multiple cans of refrigerant leads to incorrect charge amounts.
NOTICE
Evacuate the system before charging any Refrigerant system. Refer to

Testing and Adjusting, "Refrigerant System - Evacuate".
In order to find the refrigerant capacity for the system that needs a refrigerant charge, refer to the
Specifications, "System Capacities for Refrigerant" section. Also, refer to the Systems Operation,
"Identifying the Air Conditioning System" section.
Engine OFF
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Refrigerant tank inverted for liquid charging
(1) Low-pressure valve
(2) High-pressure valve
(3) Manifold gauge set
(4) Valve on top of refrigerant tank
(5) Charging hose
(6) Low-pressure hose
(7) High-pressure hose
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(10) Refrigerant tank
(11) Scale
(12) Compressor
(13) Heat blanket
(V) Vapor
(L) Liquid
1. Hand tighten charging hose (5) from the manifold gauge set directly to the valve (4) on
refrigerant tank (10) . Open the valve (4) on top side of refrigerant tank (10) .
2. Turn the tank over so that the tank is resting on handles of tank. This procedure allows the
flow of liquid refrigerant through the charging hose (5) to the manifold gauge set (3) .
Place the refrigerant tank (10) on the scale (11) so that the valve (4) is at the bottom. Check
and record the weight of the tank.
3. Loosen the hose (5) at the manifold gauge set (3) for 2 to 3 seconds. Then tighten the
connection. This procedure will purge the air from the line.
4. Open the high-pressure valve (2) on the manifold gauge set (3) . This action allows the
refrigerant liquid to charge the system through the high-pressure side of the compressor.
5. Check the weight of the refrigerant tank (10) often. The weight will decrease as the
refrigerant leaves the tank and the refrigerant enters the system. When the required amount
of refrigerant (system capacity) has entered the system, close the valve (4) on the tank and
close the high-pressure valve (2) . Closing the valves stops the flow of the refrigerant. For
example, 1.8 kg (4 lb) of refrigerant has entered a system with 1.8 kg (4 lb) capacity.
Note: Heater blanket (13) is required when you charge an air conditioning system.
6. Record the following information in the "SIMSi" ticket.
◦ Record the amount of refrigerant you recovered from the "HVAC" system.
◦ Record the amount of oil that you recovered from the "HVAC" system or removed
from the "HVAC" components.
◦ Record the amount of refrigerant you charged back into the system.
◦ Record the amount of oil you replenished into the system. Refer to Testing and
Adjusting, "Refrigerant Oil - Test" to determine the correct amount of oil to replace.
7. In order to ensure correct system operation, disconnect charging hose (5) and conduct a
performance check. Refer to the Testing and Adjusting, "Air Conditioning Performance -
Test" section.
Tue Dec 31 09:08:11 UTC+0800 2019
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Copyright 1993 - 2019 Caterpillar Inc.

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Shutdown SIS
Previous Screen
Product: EXCAVATOR

i06258260
Manifold Gauge Set (Refrigerant) - Remove

SMCS - 7465-011


lit cigarette.


gas may be present.
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Remove charging hoses properly. A low system charge will result from charging hoses that are not
removed correctly. In order to ensure accuracy of the refrigerant charge, the refrigerant should be
removed from the charging hoses. Refer to the following steps in order to remove the refrigerant
from the charging hoses:
Note: Make sure tank valve (1) is closed.
1. Allow the compressor to continue operating. Close valve (2) on the high-pressure side. The
valve is located near the charging ports on the compressor. Disconnect the high-pressure
hose from the air conditioning system.
2. Open high-pressure valve (3) and open low-pressure valve (4) at the gauge set . The
refrigerant that is in the hoses will be removed by the compressor through the low-pressure
hose.
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3. Allow the refrigerant system to operate. Monitor the high-side gauge and the low-side gauge
on the manifold gauge set. When the pressure readings are at their lowest pressure (before
the compressor clutch cycles off), close service coupler valve (5) on the low-pressure side.
This service coupler valve is located near the service ports on the refrigerant compressor.
Disconnect the low-pressure hose from the air conditioning system. The system is now
charged.
Note: After the manifold gauge set is removed, it is necessary to cap the charging valves.
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Shutdown SIS
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Product: EXCAVATOR

i05907613
Compressor Protection System - Test

SMCS - 1802-081


lit cigarette.


gas may be present.
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Pressure Switches and Arc Suppressor

The air conditioning systems on Caterpillar machines use pressure switches in order to protect the
air conditioning system. Some air conditioning systems on Caterpillar machines use pressure
switches and the on delay timer assembly for the refrigerant compressor in order to protect the air
conditioning system. Arc suppressors protect other electrical components in the air conditioning
system. Arc suppressors are applied in order to discharge electrical inductance when the
compressor disengages. Failure of the arc suppressor can affect the reliability of the pressure
switch. Failure of the arc suppressor may cause failure of the pressure switch.
The following procedures are for the testing of the on delay timer assembly, pressure switches,
and components of the arc suppressor.
Table 1
Required Tools
Part Number Part Description
146-4080 Digital Multimeter (RS-232)
On Delay Timer Assembly for the Refrigerant Compressor Tests
In order to diagnose a faulty on delay timer assembly for the refrigerant compressor, the engine
start switch must be in the ON position and the air conditioning switch activated.
Note: The on delay timer assembly will delay the power supply to the compressor clutch coil for
30 seconds after the air conditioning switch is activated.
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(1) Output (signal voltage)
(2) Chassis ground
(3) Compressor clutch
(4) Power supply
1. Separate the four pin connectors from the wiring harness.
2. Set the 146-4080 Digital Multimeter to DC voltage. Connect the positive probe to pin (4) on
the wiring harness and connect the negative probe to a suitable ground. The multimeter
should read 12 V for a 12 V system or the multimeter should read 24 V for a 24 V system.
Note: If the voltage is below 9 V or the voltage is above 24 V for a 12 V system, the on
delay timer assembly will not supply power to the compressor.
Note: If the voltage is below 18 V or the voltage is above 32 V for a 24 V system, the on
delay timer assembly will not supply power to the compressor.
3. Set the 146-4080 Digital Multimeter to OHMS. Connect the positive probe to pin location
(2) on the wiring harness and connect the negative probe to a suitable chassis ground. The
multimeter will display OL if the ground is not present.
4. Set the 146-4080 Digital Multimeter OHMS. Connect the positive probe to pin location (1)
on the wiring harness and connect the negative probe to a suitable chassis ground. If the
multimeter displays OL, one of the three switches are open. Check each of the switches if an
open condition occurs.
pressure switches.
clutch coil, reconnect the on delay timer assembly to the wiring harness. Set the 146-4080
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Digital Multimeter to DC voltage. Remove the 2-pin connector from the compressor clutch
coil. Connect the negative probe to a suitable chassis ground. Check each one of the two
pins on the wiring harness for voltage. One of the two pins should supply 12 V for a 12 V
system or 24 V for a 24 V system.
6. In order to check the ground path from the compressor clutch coil to the chassis, turn off the
air conditioning switch in the cab. Set the 146-4080 Digital Multimeter OHMS. Remove the
2-pin connector from the compressor clutch coil. Connect the negative lead to a suitable
ground. Check each of the two pins on the two pin connectors for continuity. One of the two
pins should display OL.
7. If both the correct voltage and ground are present check the resistance of the compressor
clutch coil. Refer to the Specifications, "Refrigerant Compressor" section.
Pressure Switch Tests
Test Procedure for 114-5333 Pressure Switch and 114-5334 Pressure Switch (NORMALLY
OPEN)
Pressure switches are used in order to protect the a/c compressor. The two most commonly used
pressure switches are the 114-5333 Pressure Switch and the 114-5334 Pressure Switch . The only
difference between the two switches is the connector. Only one of these switches is used per
machine. The high pressure and low-pressure switches have three possible switch positions which
are given below:
OPEN - System pressure is low.
CLOSED - System pressure is correct.
OPEN - System pressure is high.
The two OPEN positions of the pressure switch protect the air conditioning system. The OPEN
position prevents the compressor from actuating when potentially harmful pressures exist in the
system. The CLOSED position is the normal operating switch position. The following table
contains the logic for the pressure switches:
Table 2
Contact Position Contact Position (Falling
Pressure Range
(Pressure Rise) Pressure)
High Position 3 Above 2800 kPa
OPEN OPEN
(406 psi)
1750 kPa (254 psi)

Hysteresis
to CLOSED OPEN
Band (1)
2800 kPa (406 psi)
Middle (Position 275 kPa (40 psi) to

CLOSED CLOSED
2) 1750 kPa (254 psi)
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Hysteresis OPEN CLOSED

Band (1) 170 kPa (25.0 psi)
to
275 kPa (40 psi)
Low Position 1 0 kPa (0 psi) to

OPEN OPEN
170 kPa (25.0 psi)
(1)
Pressure must pass through the hysteresis band in order to provide the correct conditions for the switch contact.
Use the following procedures in order to test the pressure switch:
1. Disconnect the pressure switch from the machine harness.
2. Connect the 146-4080 Digital Multimeter to the two connector pins. Set the multimeter to
the OHMS test mode.
3. Measure the resistance of the pressure switch.
4. If the system pressure is between 275 kPa (40 psi) and 1750 kPa (254 psi), the multimeter
will display a value that is less than 1 ohm.
5. If the resistance that is displayed is a value of OL (high resistance), and the system pressure
is within acceptable limits, replace the pressure switch.
6. When the pressure switch fails, test the arc suppressor for proper operation.
7. If the pressure switch is removed, make sure that the wires on the new pressure switch are
tie-wrapped. Securing the pressure switch prevents damage that may be caused by vibration.
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Note: The multimeter may display OL if the contacts on the pressure switch are dirty. The
contacts on the pressure switch can become dirty if the arc suppressor is no longer functioning.
Note: The multimeter will display OL if the pressure switch is not threaded into the air
8T-8639 Low Pressure Switch (NORMALLY OPEN)
Table 3
Specifications for Pressure Switch
Actuation Pressure (2)

344 ± 34 kPa (50 ± 5 psi)
Deactuation Pressure (3)

172 ± 21 kPa (25 ± 3 psi)
(2)
Close when pressure increases.
(3)
Open when pressure decreases.
the OHMS test mode.
4. If the system pressure is above 344 ± 34 kPa (50 ± 5 psi), the multimeter will display less
than 1 ohm.
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is not below the acceptable limit, replace the pressure switch.
149-6371 Low Pressure Switch (NORMALLY OPEN)
Table 4

103 ± 14 kPa (15 ± 2 psi)

35 ± 7 kPa (5 ± 1 psi)
(2)
(3)
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the OHMS test mode.
than 1 ohm.
3E-6462 High Pressure Switch (NORMALLY CLOSED)
Table 5

2400 ± 140 kPa (348 ± 20 psi)
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1725 ± 100 kPa (250 ± 15 psi)

(4)
Open when pressure increases.
(5)
Close when pressure decreases.
Note: A pressure switch that is NORMALLY CLOSED will open when the system pressure
increases. The pressure switch will close when the system pressure decreases.
the OHMS test mode.
4. If the system pressure is below 2400 ± 140 kPa (348 ± 20 psi), the multimeter will display
less than 1 ohm.
is not above the acceptable limit, replace the pressure switch.
7X-1076 High Pressure Switch (NORMALLY CLOSED)
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Table 6

2412 ± 140 kPa (350 ± 20 psi)

1723 ± 100 kPa (250 ± 15 psi)
(4)
(5)
the OHMS test mode.
less than 1 ohm.
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Test Procedures for Arc Suppressors:
106-8704 Arc Suppressor
1. Place the multimeter in the DIODE test mode.
2. Place the red probe in the red terminal (positive terminal) of the multimeter.
3. Place the black probe in the black terminal (negative terminal) of the multimeter.
4. Place the red probe on Pin 2 of the connector on the arc suppressor. Place the black probe
on Pin 1 of the connector.
5. The multimeter should display a value between 0.5 VDC and 1.0 VDC.
on Pin 2 of the connector on the arc suppressor.
7. The multimeter should display OL.
8. If the above conditions do not exist, the component should be considered faulty. The
component will not provide adequate protection if the above conditions do not exist.
9. Replace the component if the component has failed.
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3E-9169 Arc Suppressor and 130-8134 Arc Suppressor
Arc Suppressor with Sure Seal Connectors
(1) Pin 1
(2) Pin 2
Arc Suppressor with DT Connectors
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(1) Pin 1
(2) Pin 2
4. Place the red probe on Pin 1 of either connector on the arc suppressor. Place the black probe
on Pin 2 of either connector.
6. Place the red probe on Pin 2 of either connector of arc suppressor. Place the black probe on
Pin 1 of either connector on the arc suppressor.
7. The multimeter should display OFL or OL.
8. Place the red probe on pin 1 of the female connector. Place the black probe on pin 1 of the
male connector.
9. The multimeter should have a reading of less than 0.01 VDC.
10. Place the red probe on Pin 2 of the female connector. Place the black probe on Pin 2 of the
male connector.
12. The component is faulty if any of the conditions do not exist.
13. If the component is faulty, replace the component.
105-8827 Arc Suppressor and 130-0956 Arc Suppressor
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(1) Pin 1
(2) Pin 2
(1) Pin 1
(2) Pin 2
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2. Place the red probe in the red terminal (plus terminal) of the multimeter.
6. Place the red probe on pin 2 of either connector of arc suppressor. Place the black probe on
pin 1 of either connector on the arc suppressor.
male connector.
male connector.
Correct Mounting of Arc Suppressors
Certain arc suppressors may experience failure of the wire leads due to vibration if the arc
suppressor is not properly supported.
Use a 2U-4497 Strap to tie-wrap the arc suppressor. The arc suppressor should be securely tie-
wrapped to a stationary support in order to prevent any motion of the body of the arc suppressor.
Additionally, the connectors on both ends of the arc suppressor should be secured.
A suitable bracket for supporting an arc suppressor is the 116-6100 Plate . The addition of a 9R-
2926 Plate should permit the mounting of the 116-6100 Plate around obstacles. Use the 9R-2926
Plate if the 116-6100 Plate cannot be installed directly in an existing application.
The Sure Seal connectors on the 3E-9169 Arc Suppressor and the 105-8827 Arc Suppressor
should be secured with two 9G-9150 Clips in order to prevent movement of the connectors
relative to the body of the arc suppressor. The DT connectors on the 130-0956 Arc Suppressor and
130-8134 Arc Suppressor should be secured with two 9U-2297 Clips . The clips should be bolted
through the slotted holes on the 116-6100 Plate .
The 106-8704 Arc Suppressor is an integral arc suppressor. The integral arc suppressor can be
found on the newer machines. The 106-8704 Arc Suppressor is lighter than the other arc
suppressors. The 106-8704 Arc Suppressor can be strapped directly to the wiring harnesses that
are connected to the arc suppressor.
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Test Procedures for Transzorb:
Testing Procedure for 218-4935 Arc Suppressor
The transzorb voltage suppressors can be bi-directional and use a zener diode instead of a regular
diode to clamp the voltage transients.
The transient voltages measure at a compressor with a arc suppressor diode (such as 189-3158 Arc
Suppressor ) should not exceed -1.28 V. But the diode is not protected from over voltage being
applied.
Whereas, the transient voltages measured at a compressor with the transzorb ( 218-4935 Arc
Suppressor ) should not exceed ± 30 V.
To check transzorb, connect in series the power supply capable of at least 40 V, transzorb, and a 2
W 100 ohms resistor. The part would be defective, if the voltage measured across the transzorb is
greater than 32 V in both polarities.
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Shutdown SIS
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Product: EXCAVATOR

i02998053
Electronic Heat Control - Test

SMCS - 7304-081-VL; 7309-081-VL
Type 1 - Electronic Water Valve Only

Type 1A - Electronic Heat control Circuit for Water Valve
using External Control Assembly, Nominal System Voltage
Note: An electronic heat control that only has an electronic water valve is classified as a Type 1
electronic heat control.
Table 1
Required Tools
Part Number Description Quantity
146-4080 Digital Multimeter (RS-232) 1
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Typical Electronic Control Circuit for the Heater Valve
(1) 24 VDC power supply from blower motor breaker
(2) Sure seal connector (7 pin)
(6) Board Control Assembly
(7) Electronic water valve assembly
(8) Potentiometer assembly (temperature control)
(9) Feedback potentiometer for the electronic water valve assembly
(10) Motor for the electronic water valve assembly
1. Turn off the power supply.
2. Disconnect the sure seal connector (2).
3. Hook the multimeter leads to pin (1) and pin (2). Set the multimeter to DC voltage.
4. Turn on the power supply. The multimeter should read approximately 24 VDC.
6. Reconnect the sure seal connector (2).
7. Disconnect the sure seal connector (5).
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8. Connect the multimeter leads to pin (A) and pin (C) on the sure seal connector that is on
potentiometer assembly (6). Set the multimeter to read ohms. The multimeter should read 5000
± 500 ohms.
9. Connect the multimeter leads to pin (A) and pin (B) on the sure seal connector that is on
potentiometer assembly (6). Turn the knob on the potentiometer assembly (6). The resistance
should vary smoothly.
10. Reconnect sure seal connector (5).
11. Disconnect sure seal connector (4).
12. Connect the multimeter leads to pin (3) and pin (5) on the sure seal connector that is on
electronic water valve assembly (8). Set the multimeter to read ohms. The multimeter should
read 5000 ± 500 ohms.
13. Connect the multimeter leads to pin (1) and pin (2) on the sure seal connector that is on board
control assembly (7). Set the multimeter to DC voltage.
14. Turn on the power supply.
15. Turn the knob on the potentiometer assembly (6). The multimeter should read either 9 to 10
VDC or the multimeter should read −9 to −10 VDC.
17. Connect two wires to a remote 12 volt DC power supply.
Note: Do not use a power supply higher than 12 volts DC. If you use a power supply higher
than 12 volts DC, you may damage the water valve assembly.
18. Connect one wire to pin (2) on the sure seal connector that is on the electronic water valve
assembly (8).
19. Touch the other wire to pin (1) on the sure seal connector that is on electronic water valve
assembly (8) in order to pulse motor (10). The motor should turn clockwise or
counterclockwise. The polarity of the power supply determines the direction of rotation.
Note: Do not pulse motor (10) for more than a fraction of a second. If you supply power for a
longer period of time you may damage the water valve assembly.
20. Disconnect the test equipment and reconnect sure seal connector (4).
Type 1B - Electronic Heat Control Circuit for Water Valve

using a Potentiometer and Series Resistor, Regulated Supply
Voltage
Table 2
Required Tools
w 4/17(W)
Typical view of the Electronic water valve control system with a potentiometer and a 12 volt regulated power supply
(1) 12 VDC from DC to DC converter
(2) Deutsch connector (pin number will vary depending on the application)
(3) Deutschconnector (pin number will vary depending on the application)
(4) In-line resister
(5) Packard six pin connector
(6) Electronic rotational actuator
(8) Deutsch three pin connector
2. Disconnect Packard connector (5).
3. Connect the leads of the multimeter to pin (A) and pin (C) of Packard connector (5). Select the
DC voltage setting of the multimeter.
5. Connect the leads of the multimeter to pin (C) and pin (D) of Packard connector (5). In a
counterclockwise direction, fully rotate the dial of potentiometer assembly (7). In a clockwise
direction, fully rotate the dial on potentiometer assembly (7). The amount of voltage that is
measured from pin (D) should vary between the power supply and the ground ± 0.5 volts.
w 5/17(W)
Note: When Packard connector (5) is connected to rotational actuator (6) the measured voltage
will be different from the previous measured voltage. When actuator (6) is connected to the
system the voltage drop across in-line resister (4) will limit the control signal to 10% of the
supply voltage on the low limit and 90% of the supply voltage on the upper limit. The
following is an example. A power supply of 14 volts will produce approximately 1.4 to 12.6
VDC when the potentiometer assembly is rotated from a clockwise position to a
counterclockwise position.
7. Reconnect Packard connector (5).
8. Disconnect in-line resistor (4) from the harness.
9. Connect the leads of the multimeter to pin (1) and pin (2) of in-line resister (4). Select the
setting of the multimeter to ohms. The multimeter should read 27,000 ± 300 ohms.
10. Reconnect in-line resister (4) to the harness.
11. Disconnect Deutsch connector (8).
12. Connect the leads of the multimeter to pin (A) and pin (C) of the Deutsch connector that is
located on potentiometer assembly (7). Select the setting of the multimeter to ohms. The
multimeter should read 5,000 ± 500 ohms.
13. Connect the leads of the multimeter to pin (A) and pin (B) of the Deutsch connector that is
located on potentiometer assembly (7). Turn the knob on potentiometer assembly (7). The
resistance should vary smoothly.
14. Reconnect Deutsch connector (8).
NOTICE
Do not use a power supply higher than 12 volts DC. A power supply
higher than 12 volts DC may damage the water valve assembly.
16. Disconnect Packard connector (5) from rotational actuator (6).
17. Connect the Positive wire to pin (A) and the Negative wire to pin (C) of rotational actuator (6).
Note: If necessary, use a 241-7691 Heater and Air Conditioner Harness As in order to create
the temporary connection.
18. Turn on the remote 12 volt power supply.
19. Obtain a third wire. Short pin (D) of rotational actuator (6) to ground. Next, short pin (D) of
rotational actuator (6) to the battery. The actuator should move fully to the clockwise position.
Next, the actuator should move completely to a counterclockwise position. The movement of
the actuator is dependent on the voltage that is going to pin (D) of rotational actuator (6).
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Note: When pin (D) is in an open circuit condition the actuator will default to a center
rotational position. This condition is normal operation for this type of actuator. Refer to 245-
1596 Actuator.
20. Disconnect all of the test equipment and reconnect Packard connector (5).
Type 1C - Electronic Heat Control Circuit for Water Valve

using a HVAC Panel, Regulated Supply Voltage
Table 3
Required Tools
Typical view of the Electronic water valve control system with a HVAC panel and a 12 volt regulated power supply
(1) 12 VDC from DC to DC converter
(4) Packard six pin connector
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(6) HVAC panel assembly

(7) In-line series resister
(8) 12 pin Deutsch connector
2. Disconnect Packard connector (4).
3. Connect the leads of the multimeter to pin (A) and pin (C) of Packard connector (4). Select the
5. Connect the leads of the multimeter to pin (C) and pin (D) of Packard connector (4). In a
counterclockwise direction, fully rotate the dial of HVAC panel assembly (6). In a clockwise
direction, fully rotate the dial on HVAC panel assembly (6). The amount of voltage that is
measured from pin (D) should vary between the power supply and the ground ± 0.5 volts.
Note: When Packard connector (4) is connected to rotational actuator (5) the measured voltage
following is an example. A power supply of 14 volts will produce approximately 1.4 to 12.6
VDC when the HVAC panel assembly is rotated from a clockwise position to a
counterclockwise position.
7. Reconnect Packard connector (4).
9. Connect the leads of the multimeter to pin (10) and pin (12) of the Deutsch connector that is
located on HVAC panel assembly (6). Select the setting of the multimeter to ohms. The
multimeter should read 10000 ± 1000 ohms.
located on HVAC panel assembly (6). Turn the knob on HVAC panel assembly (6). The
resistance should vary smoothly. The multimeter should display a range from 27000 to 37000 ±
1300 ohms.
NOTICE
Do not use a power supply higher than 12 volts DC. A power supply
higher than 12 volts DC may damage the water valve assembly.
13. Disconnect Packard connector (4) from rotational actuator (5).
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14. Connect the Positive wire to pin (A) and the Negative wire to pin (C) of rotational actuator (5).
Note: If necessary, use a 241-7691 Heater and Air Conditioner Harness As in order to create
the temporary connection.
15. Turn on the remote 12 volt power supply.
16. Obtain a third wire. Short pin (2) of rotational actuator (5) to ground. Next, short pin (2) of
the actuator is dependent on the voltage that is going to pin (D) of rotational actuator (5).
Note: When pin (D) is in an open circuit condition the actuator will default to a center
rotational position. This condition is normal operation for this type of actuator. Refer to 245-
1596 Actuator.
17. Disconnect all of the test equipment and reconnect Packard connector (4).
Type 1D - Electronic Heat Control Circuit for Water Valve

using a Nominal System Voltage, HVAC Panel
Note:
An electronic heat control that only has an electronic water valve is classified as a Type 1 electronic
heat control.
Table 4
Required Tools
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Typical view of the Electronic water valve control system with a HVAC panel and nominal vehicle system voltage
(1) +12/24 VDC from HVAC circuit
(4) Deutsch four pin connector
(6) HVAC panel assembly
(7) In-line series resister
(8) 12 pin Deutsch connector
3. Connect the leads of the multimeter to pin (1) and pin (4) of Deutsch connector (4). Select the
Note: Some 24 volt machine applications may run an actuator with a 12 volt supply. Verify the
correct voltage signal with the schematic of the machine before conducting this test.
5. Connect the leads of the multimeter to pin (2) and pin (4) of Deutsch connector (4). In a
counterclockwise direction, fully rotate the dial of HVAC panel assembly (6). In a clockwise
measured from pin (2) should vary between the power supply and the ground ± 0.5 volts.
w 10/17(W)
Note: When Deutsch connector (4) is connected to rotational actuator (5) the measured voltage
following is an example. A power supply of 24 volts will produce approximately 0 to 18 VDC
when the HVAC panel assembly is rotated from a clockwise position to a counterclockwise
position.
located on HVAC panel assembly (6). Select the setting of the multimeter to ohms. The
located on HVAC panel assembly (6). Turn the knob on HVAC panel assembly (6). The
resistance should vary smoothly. The multimeter should display a range from 27000 to 37000 ±
1300 ohms.
12. Connect two wires to a remote 12/24 volt DC power supply.
13. Disconnect Deutsch connector (4) from rotational actuator (5).
14. Connect the Positive wire to pin (1) and the Negative wire to pin (4) of rotational actuator (5).
15. Turn on the remote 12/24 volt power supply.
the actuator is dependent on the voltage that is going to pin (2) of rotational actuator (5).
Note: When the actuator and signal pin (2) is in an open circuit condition, it is normal for the
actuator to default travel to an end of travel position. This condition is similar if pin (2) for the
control signal is shorted to ground. This condition is normal operation for this type of actuator.
Refer to 265-9620 Actuator.
17. Disconnect all of the test equipment and reconnect Deutsch connector (4).
Type 1E - Electronic Heat Control Circuit for Water Valve

using a Potentiometer, Nominal System Voltage
Table 5
Required Tools
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Typical view of the Electronic water valve control system with a potentiometer and nominal vehicle system voltage
(1) +12/24 VDC from HVAC circuit
(4) Deutsch four pin connector
(6) Potentiometer assembly (Temperature control)
(7) Deutsch three pin connector
3. Connect the leads of the multimeter to pin (1) and pin (4) of Deutsch connector (4). Select the
4. Turn on the power supply. The voltage that is measured by the multimeter should be
approximately the same voltage as the system voltage.
Note: Some 24 volt machine applications may run an actuator with a 12 volt supply. Verify the
correct voltage signal with the schematic of the machine before conducting this test.
5. Connect the leads of the multimeter to pin (2) and pin (4) of Deutsch connector (4). In a
counterclockwise direction, fully rotate the dial of potentiometer assembly (6). In a clockwise
w 12/17(W)
measured from pin (2) should vary between the power supply and the ground ± 0.5 volts.
9. Connect the leads of the multimeter to pin (A) and pin (C) of the Deutsch connector that is
located on potentiometer assembly (6). Select the setting of the multimeter to ohms. The
10. Connect the leads of the multimeter to pin (A) and pin (B) of the Deutsch connector that is
located on potentiometer assembly (6). Turn the knob on potentiometer assembly (6). The
resistance should vary smoothly.
12. Connect two wires to a remote 12/24 volt DC power supply.
13. Disconnect Deutsch connector (4) from rotational actuator (5).
14. Connect the Positive wire to pin (1) and the Negative wire to pin (4) of rotational actuator (5).
15. Turn on the remote 12/24 volt power supply.
the actuator is dependent on the voltage that is going to pin (2) of rotational actuator (5).
Note: When the actuator and signal pin (2) is in an open circuit condition, it is normal for the
actuator to default travel to an end of travel position. This condition is similar if pin (2) for the
control signal is shorted to ground. This condition is normal operation for this type of actuator.
Refer to 279-0850 Actuator.
17. Disconnect all of the test equipment and reconnect Deutsch connector (4).
Type 2 - Electronic Heat Control Circuit for Water Valve and

Blend Door HVAC System using External Control Assembly
Electronic heat controls that have a blend door actuator and an electronic water valve are classified as
a type 2 electronic heat control.
Table 6
Required Tools
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Typical Electronic Control Circuit for the Heater Valve
(1) Electronic controller
(2) Deutsch connector (2 pin)
(5) Electronic water valve assembly
(6) Electronic blend door actuator
(7) Motor for the electronic blend door actuator
(8) Feedback potentiometer for the electronic blend door actuator
(10) 24 VDC power supply from blower motor breaker
6. Reconnect the Deutsch connector (11) at electronic controller (1).
w 14/17(W)
8. Connect the multimeter leads to pin (A) and pin (C) on the Deutsch connector that is on
± 500 ohms.
9. Connect the multimeter leads to pin (A) and pin (B) on the Deutsch connector that is on
12. Connect the multimeter leads to pin (3) and pin (5) on the Deutsch connector that is on
electronic blend door actuator (6). Set the multimeter to read ohms. The multimeter should read
10000 ± 1000 ohms.
13. Connect the multimeter leads to pin (1) and pin (2) on the Deutsch connector that is on
electronic blend door actuator (6). Set the multimeter to DC voltage.
15. Turn the knob on the potentiometer assembly (9). The multimeter should read either −11 to
−12 VDC or the multimeter should read 11 to 12 VDC while the actuator is rotating. The
multimeter should read 0 VDC after the motor has stopped rotating.
18. Connect one wire to pin (2) on the Deutsch connector that is on the electronic blend door
actuator (6).
19. Touch the other wire to pin (1) on the Deutsch connector that is on electronic blend door
actuator (6) in order to pulse motor (7). The motor should turn clockwise or counterclockwise.
The polarity of the motor determines the direction of rotation.
longer period of time you may damage the actuator.
20. Disconnect the test equipment and reconnect Deutsch connector (3).
22. Rotate the potentiometer assembly (9) to full cooling.
Note: The actuators must be given 60 seconds in order to completely stroke.
23. Connect the multimeter leads to pin (1) and pin (2) on the Deutsch connector that is on the
electronic water valve assembly (5). Set the multimeter to read DC voltage.
25. Turn the knob on potentiometer assembly (9). The multimeter should read −11 to −12 VDC or
the multimeter should read 11 to 12 VDC while the actuator is rotating. The multimeter should
read 0 VDC, after the motor has completed rotating.
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26. Turn the knob to full cooling on the potentiometer assembly (9). The multimeter should read
−11 to −12 VDC or the multimeter should read 11 to 12 VDC while the actuator is rotating.
The multimeter should read 0 VDC after the motor has completed rotating.
29. Connect one wire to pin (1) on Deutsch connector (2) that is on the electronic water valve
assembly.
30. Touch the other wire to pin (2) on the Deutsch connector (2) that is on electronic water valve
assembly in order to pulse motor (5). The motor should turn clockwise or counterclockwise.
The polarity of the motor determines the direction of rotation.
longer period of time you may damage the actuator.
31. Disconnect the test equipment and reconnect the Deutsch connector (2).
Type 3 - Electronic Heat Control Circuit for Blend Door Only

HVAC System using Two Series Resistors and a Potentiometer
Electronic heat controls that have a blend air door are classified as a Type 3 electronic heat control.
Table 7
Required Tools

w 16/17(W)
Typical Electronic Control Circuit for the blend air door
(3) Resistor 6.2 kΩ
(4) Resistor 3.3 kΩ
(5) Freeze switch
(6) Blower resistor
(7) Blower motor
(8) Electronic blend door actuator
(10) Packard connector (3 pin)
(11) Thermal fuse
(12) 12 VDC power supply (converter)
6. Reconnect the Deutsch connector (1).
w 17/17(W)
8. Connect the multimeter leads to pin (A) and pin (C) on the Deutsch connector that is on
± 500 ohms.
9. Connect the multimeter leads to pin (A) and pin (B) on the Deutsch connector that is on
11. Disconnect Packard connector (10) that is located on electronic blend door actuator (8).
12. Disconnect Deutsch connector (1) again.
13. Connect the multimeter leads to pin (1) and pin (2) on the Deutsch connector. Set the
multimeter to read ohms. The multimeter should read 6200 ± 500 ohms for the value of resistor
(3).
14. Disconnect Deutsch connector (9) that is located on blower motor (7).
15. Connect the multimeter leads to pin (4) and pin (8) on the Deutsch connector (1). Set the
multimeter to read ohms. The multimeter should read 3300 ± 500 ohms for the value of resistor
(4).
18. Reconnect Packard connector (10) that is located on electronic blend door actuator (8).
19. Attach the positive multimeter leads to pin (D) and pin (C) on thePackard connector (10). Set
the multimeter to DC voltage.
21. Turn the knob on potentiometer assembly (2) to full heat. The electronic blend door actuator
(8) should rotate counterclockwise. The multimeter should read either −2.7 VDC or the
multimeter should read 2.7 VDC.
22. Turn the knob on potentiometer assembly (2) to full cold. The electronic blend door actuator
(8) should rotate clockwise. The multimeter should read either −7.0 VDC or the multimeter
should read 7.0 VDC.
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Product: EXCAVATOR

i05907615
Heater Performance - Test

SMCS - 7309-081


lit cigarette.


gas may be present.
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In order to conduct a performance of the heating system, perform the following procedure.
1. Run the engine at 1000 rpm (low idle speed) until the engine coolant temperature is in the
normal operating range.
2. Adjust the temperature control knob to the hottest position.
3. Put the fan switch in the HIGH position on heat.
4. Check the system for normal operating conditions.
◦ The temperature of the air that is flowing from the louvers (air ducts) should be warm.
◦ The temperature of the air should be easily controllable by the control panel in the
dash.
◦ There should not be a smell of coolant that is present in the cab.
If any of the three items are not working properly, refer to Troubleshooting section of this manual.
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Product: EXCAVATOR

i05907774
Heating and Air Conditioning Service Publications

SMCS - 7000; 7320
Table 1
Publication
Products Title of Publication
Number
Data Sheets
PEHJ0092 All Products "Cat Cabin Air Filters"
PEHJ0148 All Products "Cat Air Conditioning Kits"
Information Release Memo
PELJ0374 All Products "Air Conditioning Kits for Caterpillar Equipment"
Integrated
Toolcarrier
Wheel Loader
PELM0992 "CAT Field Installed Air Conditioning Kits (R134a)"
Motor Grader
Track-Type
Tractor
Special Instructions
"Procedure to Replace the Water Valve for the Climate
REHS1692 D10R, D11R
Control System"
Articulated "Procedure to Replace the Control Assembly and Water
REHS1715
Trucks Valve Assembly in the Air Conditioner Group"
Wheel Tractor- "Procedure to Replace the Water Valve for the Climate
REHS1716
Scrapers Control System"
Wheel Dozer "Installation Procedure for the New Water Valve for the
REHS1717
Wheel Loader Climate Control System"
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REHS1798 Multi Terrain "Installing the 233-5870 Installation Arrangement (Air

Loader Conditioner Conversion)(Kit)"
Multi Terrain "Installing the 233-5873 Installation Arrangement (Air
REHS1799
Loader Conditioner, Heater)(Kit)"
Skid Steer "Installing the 218-6747 Installation Arrangement (Air
REHS1801
Loader Conditioner, Heater)(Kit)"
Skid Steer "Installing the 218-6749 Installation Arrangement (Air
REHS1802
Loader Conditioner Conversion)(Kit)"
"Refrigerant Compressor Functional Test for All
REHS2488 All Products
Caterpillar Machines"
Large Track-Type "Improving the Cab Environment for the Operator of
REHS3093
Tractor Track-Type Tractors"
REHS3678 All Products "Refrigerant Dryer Functional Test"
Wheel Loader
"Replacement of the Blower Assembly on Certain
REHS4025 Integrated
Wheel Loaders"
Toolcarriers
REHS4100 D10T, D9T, D8T "Improvement to the Case of the Air Cleaner"
Integrated
Toolcarriers
Wheel Loader
Excavator
"Assembly Instructions for Installing The Air Mix
REHS4138 Industrial Tractor
Door"
Track Feller
Buncher
Wheel Feller
Buncher
"Testing the Refrigerant Compressor Protection
REHS4499 All Products
Module"
Earthmoving
Compactor
Excavator
Motor Grader
Track-Type
"Installation Instructions for the 174-1508 Electric
SEHS9088 Loader
Motor"
Track-Type
Tractor
Wheel Loader
Wheel Tractor-
Scraper
SEHS9098 Track-Type "Instructions for the Installation of the 174-1508 Electric
Loader Motor"
Articulated Truck
Excavator
Track-Type
w 3/4(W)
Tractor
Wheel Loader
Wheel Tractor-
Scraper
"Retrofitting Caterpillar R-12 Air Conditioning Systems
SEHS9734 All Products
to R134a Refrigerant"
"Installation of 9P4752, 9P4753, and 9P4754 Air
SMHS7059 D7G, D8K, D9H
Conditioner Arrangements"
Specifications, Systems Operation, Testing and Adjusting, Disassembly and Assembly
"Air Conditioning and Heating R-12 All Caterpillar
SENR3334 All Products
Machines"
"Air Conditioning and Heating R-134a for All
SENR5664 All Products
Caterpillar Products" released prior to June 2014
"Air Conditioning and Heating R-134a for All
UENR4125 All Products
Caterpillar Products" released after June 2014
Service Magazine
"Improvements to Challenger Agricultural Tractors Air
SEPD0306 Challenger
Conditioning Available"
Wheel Loader
"New Heating Ventilation and Air Conditioning
Soil Compactor
SEPD0353 (HVAC) Electronic Control Troubleshooting Procedure
Landfill
Available"
Compactor
D5M, D6M
"New, Air Conditioner Tubes Increase Service Life of
SEPD0418 Track-Type
Condenser Coil"
Tractor
SEPD0473 All Products "Air Conditioner Service Tips"
"Material for Sound Suppression in the Cab is
SEPD0559 All Products
Available"
"Part Numbers for Electric Motors that are Used in
HVAC Have Changed"
Off-Highway "New Components Improve the Air Conditioning
SEPD0653
Truck System on Certain Off-Highway Truck/Tractor"
Combine
Excavator
Track Feller
Buncher
"Checking the Motor Rotation after Replacing the
SEPD0665 Integrated
Blower Motor Can Increase Service Life"
Toolcarrier
Paving
Compactor
Road Reclaimer
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SEPD0723 Off-Highway "The Fan Drive Groups Have Changed"

Truck
Wheel Loader
Off-Highway "New Mounting Brackets for the Air Conditioner
SEPD0730
Truck Compressor are Now Available"
"An Air Conditioner Kit for Use When Servicing the Air
Conditioning System Is Now Available"
Off-Highway
Truck
Quarry Truck
Track-Type
"Air Conditioned Machines Controlled by Electronic
SEPD1609 Tractor
Control Modules (ECM)"
Wheel Dozer
Wheel Loader
Wheel Tractor-
Scraper
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Shutdown SIS
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Product: EXCAVATOR

Product Link 121S/300
Media Number -RENR7911-13 Publication Date -01/10/2014 Date Updated -19/09/2016
i05663175
Electronic Control Module (ECM) - Flash Program

SMCS - 7610-591
Perform the following procedure in order to flash program Product Link. Product Link is flashed in order
to upgrade the software. Flash programming of Product Link must also be done if Product Link has been
replaced. The Caterpillar Electronic Technician (Cat ET) contains the program WinFlash®. WinFlash is
used in order to load software into Product Link.
Refer to Systems Operation, Troubleshooting, Testing and Adjusting, "Configuration" in order to configure
the following products:
• PL121SR
• PL300
Note: Two communications adapters are available in order to flash program the electronic control modules.
The 7X-1700 Communications Adapter can be used, or the 171-4400 Communication Adapter II can be
used.
PL321SR - The 171-4400 Caterpillar Communications Adapter II hardware is connected between the
service connector for the machine and the PC serial port or the PC parallel port. The Cat ET
"Communications Interface Device" is configured for "Caterpillar Communications Adapter II (RP1210)".
PL121SR - The 245-7310 Serial Service cable is to be used only for the configuration of the PL121SR
radio system.
Note: Only the 171-4400 Caterpillar Communications Adapter II is to be used for the PL321SR
( PL121SR plus PL300) system configurations.
Note: DO NOT USE the 171-4400 Caterpillar Communications Adapter II for the PL121SR system.
Note: DO NOT USE the 245-7310 Serial Service cable for the PL321SR system.
PL121SR System
Flash Program the PL121SR Radio Module
The following steps explain the flash procedure for the PL121SR. RADIO ONLY system
1. Procedure to connect a laptop computer to the machine
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a. Connect the 245-7310 Serial Service cable between the laptop computer and the serial service
connector on the wiring harness of the machine.
2. Select "Utilities" on the menu bar.
3. From the drop-down list, select "Preference".
4. If the "Communications" tab has not been automatically selected, select the "Communications" tab.
Click on the drop-down menu in order to expand the menu. Select "Caterpillar Embedded
Communication Adaptor".
w 3/13(W)
5. Select "Service" on the menu bar. Select "Product Link Flash" from the drop-down menu.
"Product Link Flash" Screen
6. After the following screen appears, click "Browse".
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7. Click on the appropriate file.
"File Screen"
8. Click "Begin Flash".
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9. The following screen will appear.
10. The following screen should appear once program "flashing" is complete.
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11. Click "OK".
12. The "Connect" icon should change from being grayed out to active. Click the "Connect" icon on the
tool bar in order to return to Cat ET. Refer to the arrow in Illustration 9. (You may also select "File"
on the menu bar, then click "Connect" from the drop-down menu.)
PL321SR System
Flash Program the PL121 Radio Module
WinFlash is used in order to load the software. The following steps explain the process in order to flash
program the PL300.
1. Select the "ECM Summary"Screen.
w 7/13(W)
PL300 "System ECM Summary" Screen
2. In a PL321 system, in order to flash the PL121SR (radio) by using the PL300 ECM, select "Service"
menu bar and then select "Subsystem Module Programming".
"Subsystem Module Programming" Screen
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3. The "Subsystem Module Programming" screen should appear.
4. Click on "Submodule".
5. Click on the correct flash file for the PL121SR to load.
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"File Select" Screen
6. Click the "Begin Progamming" button that is located on lower right side of screen.
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7. The following screen should appear while "flashing" is in progress.
8. The following screen should appear once program "flashing" is complete.
9. Click "OK" in order to acknowledge.
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Flash the PL300 ECM

1. In order to flash the PL300 ECM in a PL321 system, select the ECM.
2. Select the file.
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3. Click "Begin Flash"
4. The following screen should appear while the program is being loaded.
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Product: EXCAVATOR

i05663179
Electronic Control Module (ECM) - Replace

SMCS - 7610-510
Before Product Link is replaced, ensure that replacement is absolutely necessary. Product Link is
seldom the cause of a fault. Always check that power is available to Product Link. Battery voltage
is required between contacts 1 and 2 of the machine harness connector for Product Link. Continue
ONLY if all other attempts to isolate the problem have failed. Always consult your dealership's
Technical Communicator for possible consultation with Caterpillar. This consultation may greatly
reduce the time that is required for a repair.
1. Turn the disconnect switch and the key start switch to the OFF position. Disconnect the
machine harness from Product Link.
2. Remove Product Link.
3. Ensure that the replacement Product Link kit is the correct part number.
4. Install the replacement Product Link system according to the Special Instructions that are
included in the installation kits.
5. Flash the software to the new module in order to ensure that the latest version of the
software is on the system.
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Product: EXCAVATOR

i05663180
Electrical Connector - Inspect

SMCS - 7553-040-WW
ReferenceSpecial Instruction, SEHS9615, "Servicing DT Connectors".
ReferenceSpecial Instruction, REHS0148, "Listing Of Deutsch Connector Components"
ReferenceSpecial Instruction, SEHS9065, "Use Of CE Connector Tools".
ReferenceService Magazine, SEPD034227 January 97, "Field Repair Of Single Wire Breaks In
Harnesses (Sealed Splice)".
ReferenceService Magazine, SEPD037128 July 97, "Protection Of Unsealed Electrical Terminations

For Machines In Corrosive Applications".
ReferenceService Magazine, SEPD047324 May 99, "New DT Connector Plugs With Improved Seal
Retention".
ReferenceService Magazine, SEPD054509 October 00, "Dielectric Grease Should Not Be Used In
Electrical Connectors".
ReferencePocket Guide, SEBD0402, "Guidelines For Routing And Installing Wire Harness
Assemblies".
Use this procedure under the following situation:
Use the following steps to help determine if the connector is the cause of the problem. If a problem is
found in the electrical connector, repair the connector and verify that the problem has been corrected.
The following background information is related to this procedure:
Many of the operational procedures and the diagnostic code procedures in this troubleshooting guide
will instruct you to check a specific electrical connector.
Intermittent electrical problems are often caused by poor connections. Always check for an active
diagnostic code before breaking any connections. Also, always check for an active diagnostic code
after the connector is reconnected in order to verify that the problem disappears.
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Simply disconnecting the connectors and then reconnecting the connectors can temporarily solve a
problem at times. If this occurs, likely causes are loose terminals, bent terminals, improperly crimped
terminals, corrosion, or harness routing that is improper.
The original source of the problem must then be identified in order to ensure that the problem does
not reoccur.
Follow this procedure to inspect the connectors thoroughly, in order to determine if the connectors
are the cause of the problem.
(1) Correctly Routed Harness
(2) Correctly Inserted Plug
(3) Incorrectly Routed Harness
(4) Incorrectly Inserted Plug
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Proper Installation of Plug
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DT Type sealing plug
The 8T-8729 Connector Pin (2) and the 8T-8730 Connector Socket (1) is designed to accept only one 16/18 AWG wire.
Do not insert multiple wires of a smaller wire size. An incorrect method would be using two 24 AWG wires. The 9W-
0852 Connector Pin and the 9W-0844 Connector Socket are designed to accept only one 14 AWG wire. Do not insert
multiple wires of a smaller wire size. An example of an incorrect method is the use of two 20 AWG wires.
1. CHECK THE CONNECTORS.
a. Ensure that the connector is properly locked. Also, ensure that the two halves of the
connector cannot be pulled apart.
b. Verify that the latch tab of the connector is properly latched. Verify that the latch tab of
the connector is fully latched.
Expected Result: The connector will securely lock. The connector and the locking
mechanism are without cracks or breaks.
Results:
OK - The connector will securely lock. The connector and the locking mechanism are
without cracks or breaks. Proceed to test step 2.
NOT OK - A problem exists with the connector.
Repair: Repair the connector or replace the connector, as required.
STOP.
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2. CHECK THE ALLEN HEAD SCREW ON THE HARNESS CONNECTOR OF THE

ECM.
a. Ensure that the connector bolt is properly tightened. Be careful not to tighten the bolt too
much. The bolt may break.
b. Do not exceed 6.0 N·m (53.0 lb in) of torque on the connector bolt of the harness when
the connector is being installed on the ECM.
Expected Result: The harness connector is secure and the connector bolt of the ECM is
properly torqued.
Results:
OK - The harness connector is secure and the connector is properly torqued. Proceed to
test step 3.
Repair: Secure the harness connector of the ECM. Ensure that the connector bolt is
properly torqued.
STOP.
3. PERFORM A PULL TEST ON EACH CONNECTOR CONTACT.
a. Each connector contact should withstand 45 N (10 lb) of pull. Each wire should remain
in the connector body. This test checks whether the wire was properly crimped in the
contact and whether the contact was properly inserted into the connector.
b. The DT connectors use an orange wedge to lock the terminals in place.
c. Check in order to ensure that the orange wedge is not missing and that the orange wedge
is installed properly on the DT connectors.
Note: A Crimp Tool should ALWAYS be used in order to crimp wires on connector
contacts. Do not solder the terminals. Use the proper Crimp Tool.
Expected Result: Each connector contact should withstand 45 N (10 lb) of pull. Each
wire remains in the connector body.
Results:
OK - Each connector contact withstands 45 N (10 lb) of pull. Each wire remains in the
connector body. Proceed to test step 4.
Repair: Repair the wiring or replace the connector contact.
STOP.
4. CHECK THE WIRES FOR NICKS OR ABRASIONS IN THE INSULATION.
a. Carefully inspect each wire for signs of abrasion, nicks, or cuts.
The following areas are locations that should be checked:
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◾ Exposed insulation
◾ Points of rubbing wire
b. Check all of the hold down clamps for the harness in order to verify that the harness is
properly clamped. Also check all of the hold down clamps for the harness in order to
verify that the harness is not compressed by the clamp. Pull back the harness sleeves in
order to check for a flattened portion of wire. The flattened portion of wire is caused by
the clamp that holds the harness.
Expected Result: The wires are free of abrasion, nicks, or cuts and the harness is
properly clamped.
Results:
OK - The wires are free of abrasion, nicks, or cuts and the harness is properly clamped.
Proceed to test step 5.
NOT OK - A problem exists with the wiring.
Repair: Repair the wires or replace the wires, as required.
STOP.
5. CHECK THE CONNECTORS FOR MOISTURE OR CORROSION.
a. Ensure that the connector seals and the white sealing plugs are in place. If any of the
seals or plugs are missing, replace the seal or plug. If necessary, replace the connector.
b. Check all of the wiring harnesses in order to verify that the harness does not make a
sharp bend out of a connector. A sharp bend will deform the connector seal and will
create a path for the entrance of moisture. See Illustration 1.
Note: It is normal to see some minor seal abrasion on the ECM connector seals. Minor
seal abrasion will not allow the entry of moisture.
c. Thoroughly inspect ECM connectors for evidence of moisture entry. If moisture or

corrosion is evident in the connector, the source of the moisture entry must be found and
the source of the moisture entry must be repaired. If the source of the moisture entry is
not repaired, the problem will reoccur. Simply drying the connector will not fix the
problem. Likely paths for the entrance of moisture are from missing seals, improperly
installed seals, nicks in exposed insulation, and improperly mated connectors.
Note: Moisture can also travel from one connector through the inside of a wire to the
ECM Connector. If moisture is found in the ECM connector, thoroughly check all
connectors and wires on the harness that connect to the ECM. The ECM is not the source
of the moisture. Do not replace an ECM if moisture is found in either ECM connector.
Note: If corrosion is evident on the contacts or the connector, use only denatured alcohol
to remove the corrosion. Use a cotton swab or a soft brush to remove the corrosion. Do
not use cleaners that contain trichloroethylene because trichloroethylene may damage the
connector.
Expected Result: All of the connectors should be coupled completely and all of the seals
should be inserted completely. The harness and the wiring should be free of corrosion,
moisture, abrasion, or pinch points.
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Results:
OK - All of the connectors are coupled completely and all of the seals are inserted
completely. The harness and the wiring are free of corrosion, moisture, abrasions, or
pinch points. Proceed to test step 6.
NOT OK - A problem exists with the connector, the wiring, or the wiring harness.
Moisture is present.
Repair: Repair the connectors or wiring and/or replace the connectors or wiring. Ensure
that all of the seals are properly in place and ensure that the connectors are coupled
completely. Verify that the repair eliminates the problem by operating the machine for
several minutes and by checking again for moisture.
STOP.
6. INSPECT THE CONNECTOR CONTACTS.
a. Verify that the contacts are not damaged. Verify that the contacts are properly aligned in
the connector and verify that the contacts are properly located in the connector.
Expected Result: The contacts are properly aligned and the contacts appear undamaged.
Results:
OK - The contacts are properly aligned and the contacts appear undamaged. Proceed to
test step 7.
NOT OK - A problem exists with the connector contacts.
Repair: Repair the contacts and wiring and/or replace the contacts and wiring.
STOP.
7. CHECK THE FIT OF THE CONTACTS.
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Retention of the Connector
(1) Pin Contact
(2) Socket Contact
Note: This is especially important for intermittent problems.
a. Use a new pin contact. Insert the pin contact into each socket contact one at a time in
order to check for a good grip on the pin contact by the socket contact.
b. Use a new socket contact. Insert the pin contact into each socket contact one at a time in
order to check for a good grip on the pin contact by the socket contact. The pin contact is
located on the mating side of the connector.
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c. The connector contact should stay connected when the connector is held in the position
shown in Illustration 4. The connector contact is the pin contact or the socket contact.
Expected Result: The pin contacts and the socket contacts appear to be OK.
Results:
OK - The pin contacts and the socket contacts appear to be OK. STOP.
NOT OK - A problem exists with the connector terminal.
Repair: Replace the connector contact.
STOP.
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Product: EXCAVATOR

i05663186
Wiring Harness (Open Circuit) - Test

SMCS - 1408-081
An open is a failure of an electrical circuit that results in no flow of electrical current. An open
circuit is usually caused by failed electrical wires or a poor connection of electrical connectors. If
an electrical wire or a connection is broken, the flow of electrical current through the circuit is
interrupted. A normally closed circuit will have less than 5 ohms of resistance. The following
procedure explains the test for an open circuit:
ReferenceFor a complete electrical schematic, refer to Electrical System Schematic for the
machine that is being serviced.
TEST FOR AN OPEN CIRCUIT.
1. Identify the connectors and the wire numbers of the suspect circuits. Use the Electrical
System Schematic of the machine to identify the circuits.
2. Turn the key start switch and the disconnect switch to the OFF position.
3. Disconnect the component and the ECM from the wiring harness.
4. At one of the disconnected harness connections, place a jumper wire from the contact of the
suspect wire to frame ground.
5. At the other connector of the machine harness, use the multimeter probes to measure the
resistance from the contact of the suspect wire to frame ground.
Expected Result: The resistance is less than 5 ohms.
OK - The resistance is less than 5 ohms. The harness circuit is correct.
Stop.
NOT OK - The resistance is greater than 5000 ohms. There is an open in the machine
harness.
Repair: Repair the machine harness or replace the machine harness.
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Stop.
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i05663188
Wiring Harness (Short Circuit) - Test

SMCS - 1408-081
A short circuit is a failure of an electrical circuit that results in undesired electrical current.
Usually, a short circuit is a bypass of the circuit across a load. For example, a short across the
wires in a circuit for a lamp produces too much current in the wires but no current is felt at the
lamp. The lamp is shorted out. The resistance in a normal circuit can vary, but the resistance
between a particular circuit and other unrelated circuits is always greater than 5000 ohms. The
following procedure explains the test for a short circuit:
ReferenceFor a complete electrical schematic, refer to Electrical System Schematic for the
TEST FOR A SHORT CIRCUIT.
4. At the machine harness connector for the ECM, place one of the multimeter probes on the
contact of the suspect wire.
5. Use the other multimeter probe to check the resistance across all other contacts in the
connector(s) of the ECM and frame ground.
Expected Result: The resistance is greater than 5000 ohms for all the measurements.
OK - The resistance is greater than 5000 ohms for all the measurements. The harness
circuits are correct.
Stop.
NOT OK - The resistance is less than 5 ohms. There is a short in the machine harness. The
short is between the suspected wire and the wire with the lowest resistance measurement.
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Stop.
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i05663189
Specifications
SMCS - 7606
PL121SR Radio
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PL300 ECM
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"Hard Mount" Antenna
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"Magnetic Mount" Antenna
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Optional Bracket for the Antenna
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PL300 Adapter Plates for the ECM
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i05663195
System Schematic
SMCS - 7566
Overview of the Connection of the PL121SR Radio Only Legacy Field Installation Group
Note: For radio only applications, do not remove the plug in the two-pin connector of the radio
harness.
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Overview of the Connection of the PL321SR Legacy Field Installation Group
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Overview of the connection of the PL121SR G1/G2 Radio Only Conversion Field Installation Group
Note: For radio only applications, do not remove the plug in the two-pin connector of the radio
harness.
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Overview of the connection of the PL321SR Field Installation Group (Conversion)
PL121SR (Radio Only) Installation on Machines Other than

Caterpillar Products
Table 1
Legacy Harness Connections for Generic Applications
P1 Connector
Harness
to Radio Description Connection Point for the Machine
Wire
Pin Number
Unswitched
1 125-OR Fused (5 amp) unswitched
Power
2 200-BK Ground Machine ground

Keyswitch On Circuit that provides battery voltage only when
3 308-YL
the keyswitch is turned to the ON position
4 403-GN R-term Alternator R-term circuit (1) (2)
(1)
If an R-term input is not available, a DC voltage that goes high when the engine in running may be used.
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(2)
The DC voltage to pins 1 and 4 should be 12 VDC or 24 VDC.
Generic Legacy Harness Wiring Connections See footnotes of Table 1 for more information.
Generic Wiring Example for an Input that Goes High When Engine is Running
Legacy Harness For Caterpillar Machines

Table 2
Legacy Harness Connections
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P1 Harness Description Connection Point for the Machine

Connector Wire
Pin Number
Unswitched
1 125-OR Fused (5 amp) unswitched power circuit (1)
Power
2 200-BK Ground Machine ground

Keyswitch On Circuit that provides battery voltage only when the
3 308-YL
keyswitch is turned to the ON position
4 403-GN R-term Alternator R-term circuit (2)

CAT Data link
5 944-OR CAT Data link communications "+" circuit
+
CAT Data link -
6 945-BR CAT Data link communications "+" circuit
7 Y795-GN CAN LOW CAN communications LOW circuit (if present)

8 Y794-OR CAN HIGH CAN communications HIGH circuit (if present)
(1)
The supply voltage must be 12 VDC or 24 VDC.
(2)
If an R-term input is not available, a DC voltage that goes high when the engine in running may be used.
Legacy Harness Schematic
Conversion Harness for Caterpillar Machines
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Conversion Harness Schematic
PL121SR System (Radio Only) Wiring Harness
Radio Harness Schematic
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PL321SR System ( PL121SR plus the PL300 System) Harness

Wiring
PL321 Harness Schematic
PL300 Digital Inputs
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Example of PL300 Digital Input Schematic
For a list of switches that may be used, refer to Special Instruction, REHS2365.
System Level Schematic
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PL121SR System Schematic
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PL121SR System Schematic
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Product Link - PL522/523
i04490315
Electronic Control Module (ECM) - Flash Program

SMCS - 7610-591
Perform the following procedure in order to flash program the PL522 and 523. The PL522 and 523 is
flashed in order to upgrade the software. Flash programming of the PL522 and 523 must also be done if the
PL522 and 523 have been replaced. The Caterpillar Electronic Technician (Cat ET ) contains the program
WinFlash®. WinFlash® is used in order to load software into the PL522 and 523.
Refer to Systems Operation, Troubleshooting, Testing and Adjusting, "Configuration" in order to configure
the PL522 and 523.
Note: The Communication Adapter II is available in order to flash program the electronic control modules.
The Communications Adapter II hardware is connected between the service connector of the machine and
the PC serial port or the PC parallel port. The Cat ET "Communications Interface Device" is configured for
"Caterpillar Communications Adapter II (RP1210)".
Flash Program the PL522 AND 523

WinFlash® is used in order to load the software. The following steps explain the process in order to flash
program the PL522 and 523.
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1. Select the "Utilities" and "Winflash".
2. To flash the gateway board within the PL522 and 523, select the "Blank ECM" with the matching
serial number of the PL522 or 523 from the list of detected ECMs. Refer to Illustration 2.
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3. Select the file. Refer to Illustration 3.
4. Click "Begin Flash".
5. The progress bar should appear while the program is being loaded. Refer to Illustration 4.
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i03995041
Electronic Control Module (ECM) - Replace

SMCS - 7610-510
Before the PL522 or 523 is replaced, ensure that replacement is necessary. The PL522 or 523 is
seldom the cause of a fault. Always check that power is available to the PL522 or 523. Battery
voltage is required between contacts 1 and 2 of the machine harness connector for the PL522 or
523. Continue ONLY if all other attempts to isolate the problem have failed. Always consult your
dealerships Technical Communicator for possible consultation with Caterpillar. This consultation
may greatly reduce the time that is required for a repair.
1. Turn the disconnect switch and the key start switch to the OFF position. Disconnect the
machine harness from the PL522 or 523.
2. Remove the PL522 or 523.
3. Ensure that the replacement PL522 or 523 kit is the correct part number.
4. Install the replacement PL522 or 523 system according to the Special Instructions that are
included in the installation kits.
5. Flash the software to the new module in order to ensure that the latest version of the
software is on the system.
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i03995042
Electrical Connector - Inspect

SMCS - 7553-040-WW
Reference: Special Instruction, SEHS9615, "Servicing DT Connectors".
Reference: Special Instruction, REHS0148, "Listing Of Deutsch Connector Components"
Reference: Special Instruction, SEHS9065, "Use Of CE Connector Tools".
Reference: Service Magazine, SEPD0342, 27, January 97, "Field Repair Of Single Wire Breaks In
Harnesses (Sealed Splice)".
Reference: Service Magazine, SEPD0371, 28, July 97, "Protection Of Unsealed Electrical
Terminations For Machines In Corrosive Applications".
Reference: Service Magazine, SEPD0473, 24, May 99, "New DT Connector Plugs With Improved
Seal Retention".
Reference: Service Magazine, SEPD0545, 09, October 00, "Dielectric Grease Should Not Be Used
In Electrical Connectors".
Reference: Pocket Guide, SEBD0402, "Guidelines For Routing And Installing Wire Harness
Assemblies".
Use this procedure under the following situation:
Use the following steps to help determine if the connector is the cause of the problem. If a problem is
found in the electrical connector, repair the connector and verify that the problem has been corrected.
The following background information is related to this procedure:
Many of the operational procedures and the diagnostic code procedures in this troubleshooting guide
will instruct you to check a specific electrical connector.
Intermittent electrical problems are often caused by poor connections. Always check for an active
diagnostic code before breaking any connections. Also, always check for an active diagnostic code
after the connector is reconnected in order to verify that the problem disappears.
w 2/8(W)
Simply disconnecting the connectors and then reconnecting the connectors can temporarily solve a
problem at times. If reconnecting the connectors solves the problem, likely causes are loose
terminals, bent terminals, improperly crimped terminals, corrosion, or harness routing that is
improper.
The original source of the problem must then be identified in order to ensure that the problem does
not reoccur.
Follow this procedure to inspect the connectors in order to determine if the connectors are the cause
of the problem.
(1) Correctly Routed Harness
(2) Correctly Inserted Plug
(3) Incorrectly Routed Harness
(4) Incorrectly Inserted Plug
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Proper Installation of Plug
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DT Type sealing plug
The 8T-8729 Connector Pin (2) and the 8T-8730 Connector Socket (1) is designed to accept only one 16/18 AWG wire.
Do not insert multiple wires of a smaller wire size. An incorrect method would be using two 24 AWG wires. The 9W-
0852 Connector Pin and the 9W-0844 Connector Socket are designed to accept only one 14 AWG wire. Do not insert
multiple wires of a smaller wire size. An example of an incorrect method is the use of two 20 AWG wires.
1. CHECK THE CONNECTORS.
a. Ensure that the connector is properly locked. Also, ensure that the two halves of the
connector cannot be pulled apart.
b. Verify that the latch tab of the connector is properly latched. Verify that the latch tab of
the connector is fully latched.
Expected Result: The connector will securely lock. The connector and the locking
mechanism are without cracks or breaks.
Results:
OK - The connector will securely lock. The connector and the locking mechanism are
without cracks or breaks. Proceed to test step 2.
Repair: Repair the connector or replace the connector, as required.
STOP.
2. CHECK THE ALLEN HEAD SCREW ON THE HARNESS CONNECTOR OF THE

ECM.
a. Ensure that the connector bolt is properly tightened. Be careful not to tighten the bolt too
much. The bolt may break.
b. Do not exceed 6.0 N·m (53.0 lb in) of torque on the connector bolt of the harness when
the connector is being installed on the ECM.
Expected Result: The harness connector is secure and the connector bolt of the ECM is
properly torqued.
Results:
OK - The harness connector is secure and the connector is properly torqued. Proceed to
test step 3.
Repair: Secure the harness connector of the ECM. Ensure that the connector bolt is
properly torqued.
STOP.
3. PERFORM A PULL TEST ON EACH CONNECTOR CONTACT.
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a. Each connector contact should withstand 45 N (10 lb) of pull. Each wire should remain
in the connector body. This test checks whether the wire was properly crimped in the
contact and whether the contact was properly inserted into the connector.
b. The DT connectors use an orange wedge to lock the terminals in place.
c. Check in order to ensure that the orange wedge is not missing and that the orange wedge
is installed properly on the DT connectors.
Note: A Crimp Tool should ALWAYS be used in order to crimp wires on connector
contacts. Do not solder the terminals. Use the proper Crimp Tool.
Expected Result: Each connector contact should withstand 45 N (10 lb) of pull. Each
wire remains in the connector body.
Results:
OK - Each connector contact withstands 45 N (10 lb) of pull. Each wire remains in the
connector body. Proceed to test step 4.
Repair: Repair the wiring or replace the connector contact.
STOP.
4. CHECK THE WIRES FOR NICKS OR ABRASIONS IN THE INSULATION.
a. Carefully inspect each wire for signs of abrasion, nicks, or cuts.
The following areas are locations that should be checked:
◾ Exposed insulation
◾ Points of rubbing wire
b. Check all of the hold down clamps for the harness in order to verify that the harness is
properly clamped. Also check all of the hold down clamps for the harness in order to
verify that the harness is not compressed by the clamp. Pull back the harness sleeves in
order to check for a flattened portion of wire. The flattened portion of wire is caused by
the clamp that holds the harness.
Expected Result: The wires are free of abrasion, nicks, or cuts and the harness is
properly clamped.
Results:
OK - The wires are free of abrasion, nicks, or cuts and the harness is properly clamped.
Proceed to test step 5.
NOT OK - A problem exists with the wiring.
Repair: Repair the wires or replace the wires, as required.
STOP.
5. CHECK THE CONNECTORS FOR MOISTURE OR CORROSION.
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a. Ensure that the connector seals and the white sealing plugs are in place. If any of the
seals or plugs are missing, replace the seal or plug. If necessary, replace the connector.
b. Check all of the wiring harnesses in order to verify that the harness does not make a
sharp bend out of a connector. Sharp bends will deform the connector seal and will create
a path for the entrance of moisture. See Illustration 1.
Note: Minor seal abrasion is normal on the ECM connector seals. Minor seal abrasion
will not allow the entry of moisture.
c. Thoroughly inspect ECM connectors for evidence of moisture entry. If moisture or

corrosion is evident in the connector, the source of the moisture entry must be found.
Also, the source of the moisture entry must be repaired. If the source of the moisture
entry is not repaired, the problem will reoccur. Simply drying the connector will not fix
the problem. Likely paths for the entrance of moisture are from missing seals, improperly
installed seals, nicks in exposed insulation, and improperly mated connectors.
Note: Moisture can also travel from one connector through the inside of a wire to the
ECM Connector. If moisture is found in the ECM connector, thoroughly check all
connectors and wires on the harness that connect to the ECM. The ECM is not the source
of the moisture. Do not replace an ECM if moisture is found in either ECM connector.
Note: If corrosion is evident on the contacts or the connector, use only denatured alcohol
to remove the corrosion. Use a cotton swab or a soft brush to remove the corrosion. Do
not use cleaners that contain trichloroethylene because trichloroethylene may damage the
connector.
Expected Result: All of the connectors must be coupled and all of the seals must be
inserted. The harness and the wiring should be free of corrosion, moisture, abrasion, and
pinch points.
Results:
OK - All of the connectors are coupled and all of the seals are inserted. The harness and
the wiring are free of corrosion, moisture, abrasions, and pinch points. Proceed to test
step 6.
NOT OK - A problem exists with the connector, the wiring, or the wiring harness.
Moisture is present.
Repair: Repair the connectors or wiring and/or replace the connectors or wiring. Ensure
that all of the seals are properly in place and ensure that the connectors are coupled.
Verify that the repair eliminates the problem by operating the machine for several
minutes and by checking again for moisture.
STOP.
6. INSPECT THE CONNECTOR CONTACTS.
a. Verify that the contacts are not damaged. Verify that the contacts are properly aligned in
the connector and verify that the contacts are properly located in the connector.
Expected Result: The contacts are properly aligned and the contacts appear undamaged.
Results:
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OK - The contacts are properly aligned and the contacts appear undamaged. Proceed to
test step 7.
NOT OK - A problem exists with the connector contacts.
Repair: Repair the contacts and wiring and/or replace the contacts and wiring.
STOP.
7. CHECK THE FIT OF THE CONTACTS.
Retention of the Connector
(1) Pin Contact
(2) Socket Contact
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Note: Contact is especially important for intermittent problems.
a. Use a new pin contact. Insert the pin contact into each socket contact one at a time in
order to check for a good grip on the pin contact.
b. Use a new socket contact. Insert the pin contact into each socket contact one at a time.
Check for a good grip on the pin contact by the socket contact. The pin contacts are
located on the mating side of the connector.
c. The connector contact should stay connected when the connector is held in the position
shown in Illustration 4. The connector contact is the pin contact or the socket contact.
Expected Result: The pin contacts and the socket contacts appear to be OK.
Results:
OK - The pin contacts and the socket contacts appear to be OK. STOP.
NOT OK - A problem exists with the connector terminal.
Repair: Replace the connector contact.
STOP.
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i03995056
Wiring Harness (Open Circuit) - Test

SMCS - 1408-081
An open is a failure of an electrical circuit that results in no flow of electrical current. An open
circuit can be caused by failed electrical wires or a poor connection of electrical connectors. If an
electrical wire or a connection is broken, the flow of electrical current through the circuit is
interrupted. A normally closed circuit will have less than 5 ohms of resistance. The following
procedure explains the test for an open circuit:
Reference: For a complete electrical schematic, refer to Electrical System Schematic for the
TEST FOR AN OPEN CIRCUIT.
4. At one of the disconnected harness connections, place a jumper wire from the contact of the
suspect wire to frame ground.
5. At the other connector of the machine harness, use a multimeter to measure the resistance
from the contact of the suspect wire to frame ground.
Expected Result: The resistance is less than 5 ohms.
OK - The resistance is less than 5 ohms. The harness circuit is correct.
Stop.
NOT OK - The resistance is greater than 5000 ohms. There is an open in the machine
harness.
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Stop.
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i03995057
Wiring Harness (Short Circuit) - Test

SMCS - 1408-081
A short circuit is a failure of an electrical circuit that results in undesired electrical current.
Usually, a short circuit is a bypass of the circuit across a load. A short across the wires in a circuit
produces too much current in the wires. The resistance in a normal circuit can vary, but the
resistance between a particular circuit and other unrelated circuits is always greater than 5000
ohms. The following procedure explains the test for a short circuit:
Reference: For a complete electrical schematic, refer to Electrical System Schematic for the
TEST FOR A SHORT CIRCUIT.
4. At the machine harness connector for the ECM, place one of the multimeter probes on the
contact of the suspect wire.
5. Use the other multimeter probe to check the resistance across all other contacts in the
connectors of the ECM and frame ground.
Expected Result: The resistance is greater than 5000 ohms for all the measurements.
OK - The resistance is greater than 5000 ohms for all the measurements. The harness
circuits are correct.
Stop.
NOT OK - The resistance is less than 5 ohms. There is a short in the machine harness. The
short is between the suspected wire and the wire with the lowest resistance measurement.
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Stop.
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Shutdown SIS
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Product: EXCAVATOR

i04461949
Specifications
SMCS - 7606
PL522 and 523 ECM
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"Sharkin" antenna
Adapter plates for the ECM
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Shutdown SIS
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i05763816
System Schematic
SMCS - 7566
Overview of the connection of the PL522 or 523 legacy field installation group
(1) 256-6804 Control Harness As
(2) 12 pin connector
(3) 257-9364 Radio Harness As
(4) Serial service connector
(5) 12 pin receptacle connector
(6) PL52 or 523 ECM
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Overview of the connection of the PL522 or 523 field installation group (conversion)
(1) 256-6804 Control Harness As
(2) 12 pin connector
(3) 12 pin receptacle connector
(4) 6 pin Product Link connector
(5) Machine harness
(6) 257-9163 Adapter
(7) Serial service connector
(8) PL522 or 523 ECM
(9) 256-0501 Plate
Legacy Harness for Caterpillar Machines

Table 1
Legacy Harness Connections
P1
Connector Harness
Description Connection Point for the Machine
Pin Wire
Number
1 185-RD Batt + Fused (10 amp) unswitched power circuit

2 201-BK Ground Machine Ground
Circuit that provides battery voltage only when the
3 308-YL Keyswitch
keyswitch is turned to the ON position
4 - ALT R-terminal -
RS-232 Port 1-
5 N957-PK -
TXD
RS-232 Port 1-
7 N960-OR -
RXD
RS-232 Port 1-
8 N979-GN -
GND
RS-232 Port 1-
9 N970-YL -
DTR
RS-232 Port 1-
10 N973-BR -
DCD
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Legacy harness schematic
Conversion Harness for Caterpillar Machines
Conversion harness schematic
VIMS System Harness Wiring
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VIMS ECM wiring connections
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VIMS ECM wiring connections
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Shutdown SIS
Previous Screen
Product: EXCAVATOR

3064 and 3066 Engines for Caterpillar Built Machines
i01550404
Troubleshooting
SMCS - 1000
Introduction
Troubleshooting can be difficult. The following pages contain a list of possible problems. In order
to make a repair to a problem, refer to the cause and refer to the correction of the problem.
The list on the following pages will provide the following information:
• Known problems
• Probable causes of known problems
• Repairs in order to correct known problems
Normally, additional repair work is needed beyond the recommendation in the list.
Remember that a problem is not normally caused by only one part. The problem's cause can be
related to problems with other parts. This list does not include all possible problems and
corrections. The service technician must find the problem and the problem's source. After the
problem's source is determined, the service technician can make the necessary repairs.
Troubleshooting Problem List

1. The Engine Crankshaft Will Not Turn When The Start Switch Is On.
2. The Engine Will Not Start.
3. The Engine Is Misfiring Or The Engine Is Running Rough.
4. The Engine Stalls At Low RPM.
5. There Are Sudden Changes In Engine RPM.
6. The Engine Does Not Have Enough Power.
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7. The Engine Has Too Much Vibration.
8. The Engine Has A Loud Combustion Noise (Sound).
9. The Engine Has a Valve Train Noise (Clicking).
10. Oil Is In The Cooling System.
11. Mechanical Noise (Knock) Is In The Engine.
12. Fuel Consumption Is Too High.
13. The Engine Has A Loud Noise From The Valves Or The Valve Drive Components.
14. Little Movement Of The Rocker Arm And Too Much Valve Lash Is Present.
15. The Valve Keeper Or The Spring Is Broken.
16. Oil Is At The Exhaust.
17. Little Valve Lash Or No Valve Lash Is Present.
18. The Engine Has Early Wear.
19. Coolant Is In The Lubrication Oil.
20. Too Much Black Smoke Or Gray Smoke Is Present.
21. Too Much White Smoke Or Blue Smoke Is Present.
22. The Engine Has Low Oil Pressure.
23. The Engine Uses Too Much Lubrication Oil.
24. The Engine Coolant Is Too Hot.
25. The Starting Motor Does Not Turn.
26. The Alternator Gives No Charge.
27. The Alternator Charge Rate Is Low Or Irregular.
28. The Alternator Charge Is Too High.
29. The Alternator Has Noise.
30. The Exhaust Temperature Is Too High.
Troubleshooting Problems
Problem 1
The Engine Crankshaft Will Not Turn When The Start Switch Is On.
Probable Cause
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1. Low Output From The Battery
Check the condition of the battery. Charge the battery or replace the battery, if necessary.
2. Damaged Wires or Switches
Repair any parts or replace any parts, if necessary.
3. Damaged Starting Motor Solenoid
Install a new solenoid.
4. Damaged Starting Motor
Repair the starting motor or replace the starting motor.
5. An Internal Problem Prevents The Turning Of The Engine Crankshaft.
Disconnect the driven equipment. Remove the fuel injection nozzles if the crankshaft cannot
be turned. Inspect the cylinders for fluid while the crankshaft is being turned. If fluid in the
cylinders is not the problem, the engine must be disassembled. After you disassemble the
engine, inspect the engine for other internal problems. Possible internal problems include
the following conditions:
◦ Bearing seizure
◦ Piston seizure
◦ Incorrect pistons are installed in the engine.
Problem 2
The Engine Will Not Start.
Probable Cause
1. The fuel tank is empty.
Put fuel in the fuel tank.
2. Low Quality Fuel
Remove fuel from the fuel tank. Install a new fuel filter element. Put a good grade of clean
fuel in the fuel tank.
3. Dirty Fuel Filter
Install a new fuel filter.
4. Broken Fuel Lines Or Dirty Fuel Lines
Fuel lines should be cleaned or new fuel lines should be installed, if necessary.
5. The Fuel Pressure is Too Low.
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Replace the fuel filter. Inspect the bypass valve for free movement. Install a new bypass
valve, if necessary.
6. Air is in the Fuel System.
Find the air leak in the fuel system and correct the leak. Remove air from the fuel system.
7. Wrong Fuel Injection Timing
Adjust the fuel injection timing, if necessary.
8. The Constant Purge Valve Stays Open. (There Is Insufficient Fuel Pressure for Starting The
Engine.)
Replace the constant purge valve.
9. Slow Cranking Speed
Check condition of battery. Replace the battery, if necessary.
10. No Fuel In The Housing For The Fuel Injection Pumps
Use the priming pump in order to fill the housing for the fuel injection pumps with fuel.
11. The Fuel Has A Cloud Point That Is Higher Than The Atmospheric Temperature. (The
Cloud Point Is The Temperature That Causes Wax To Form In Fuel.)
Drain the fuel tank, the lines and the fuel injection pump housing. Change the fuel filter. Fill
the tank with fuel that has the correct cloud point.
Problem 3
The Engine Is Misfiring Or The Engine Is Running Rough.
Probable Cause
1. Low Fuel Pressure
Ensure that there is enough fuel in the fuel tank. Inspect the fuel system for leaks. Inspect
the fuel line between the fuel tank and the fuel transfer pump for bad bends. Inspect the fuel
system for air. Check fuel pressure. The outlet pressure of the fuel transfer pump at full load
speed is 75 to 100 kPa (10.9 to 24.7 psi). If the fuel pressure is lower, install a new fuel
filter element. Inspect the fuel bypass valve for free movement. Install a new fuel bypass
2. Air In Fuel System
Find the air leak in the fuel system and correct the air leak. Remove the air from the fuel
system.
3. Leakage Or Breakage In Fuel Line Between Fuel Injection Pump And Fuel Injection Valve
Install a new fuel line.
4. Wrong Valve Lash
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Adjust the valve lash. Refer to Testing And Adjusting.
5. Worn Fuel Injection Nozzle
Run the engine at an rpm that gives the maximum misfiring or rough running. Then, loosen
a fuel line nut on the fuel injection nozzle for each cylinder one at a time. When a fuel line
nut is loosened, the misfiring or rough running will increase. If loosening a fuel line nut
does not affect the misfiring or rough running, test the fuel injection nozzle for that cylinder.
Install new parts, if necessary.
Adjust the fuel injection timing.
7. Bent Pushrod Or Broken Pushrod
Replace the pushrod.
8. Worn Valve Seat Or Face Of Valve
A reconditioning of the cylinder head is necessary.
Problem 4
The Engine Stalls At Low RPM.
Probable Cause
1. Fuel Pressure is Low.
Ensure that enough fuel is in the fuel tank. Inspect the fuel system for leaks. Inspect the fuel
line between the fuel tank and the fuel transfer pump for bad bends. Inspect the fuel system
for air. Check fuel pressure. The outlet pressure of the fuel transfer pump at full load speed
is 75 to 100 kPa (10.9 to 24.7 psi). If the fuel pressure is lower, install a new fuel filter
element. Inspect the fuel bypass valve for free movement. Install a new fuel bypass valve, if
necessary.
2. Low Engine Idle RPM
Make adjustment to the governor. Ensure that the idle rpm setting matches the rpm that is
listed in the Technical Marketing Information (TMI).
Install a new fuel injection nozzle.
4. Wrong Valve Lash
Adjust the valve lash. Refer to the Technical Marketing Information (TMI) or refer to the
Fuel Setting and Related Information Microfiche for the correct idle rpm.
Problem 5
There Are Sudden Changes In Engine RPM.
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Probable Cause
1. Air in the Fuel System
Find the air leak in the fuel system and correct the leak. Remove air from the fuel system.
2. The Linkage in The Governor Does Not Move Freely.
Clean all linkages. Clean the inside of the governor housing. Replace all damaged parts with
new parts.
Problem 6
The Engine Does Not Have Enough Power.
Probable Cause
1. Low Quality Fuel
2. Low Fuel Pressure
Ensure that there is enough fuel in the fuel tank. Inspect the fuel system for leaks. Inspect
the fuel line between the fuel tank and the fuel transfer pump for bad bends. Inspect the fuel
system for air. Check fuel pressure. The outlet pressure of the fuel transfer pump at full load
speed is 75 to 100 kPa (10.9 to 24.7 psi). If the fuel pressure is lower, install a new fuel
filter element. Inspect the fuel bypass valve for free movement. Install a new fuel bypass
3. Air in the Fuel System
Find the air leak in the fuel system. Correct the air leak. Remove air from the fuel system.
4. Leaks In Air Inlet System
Check the pressure in the air inlet manifold. Look for restrictions in the air cleaner.
5. Wrong Fuel Setting
Adjust the fuel setting, if necessary.
6. Governor Linkage
Make an adjustment in order to obtain the full travel of the linkage. Install new parts for
those parts that are damaged or damaged.
7. Wrong Valve Lash
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Run the engine at an rpm that gives the maximum misfiring or rough running. Then, loosen
a fuel line nut on the fuel injection nozzle for each cylinder one at a time. Tighten each fuel
line nut before loosening the next fuel line nut. When a fuel line nut is loosened, the
misfiring or rough running will increase. If loosening a fuel line nut does not affect the
misfiring or rough running, test the fuel injection nozzle for the cylinder. Install new parts,
if necessary.
10. Carbon Deposits On Turbocharger
Inspect the turbocharger. Repair the turbocharger, if necessary.
11. Plugged Screen Of Filter On Fuel Transfer Pump
Remove the screen. Clean the screen.
Problem 7
The Engine Has Too Much Vibration.
Probable Cause
1. A Loose Nut is Holding The Pulley.
Tighten the nut.
2. The Pulley Is Worn.
Install a new pulley.
3. The Engine Supports are Loose, Worn, or Damaged.
Tighten all mounting bolts. Install new components, if necessary.
Refer to Problem 3.
5. The Fan Blade Is Not Balanced.
Loosen the fan drive belts or remove the fan drive belts. The vibration occurred at a specific
rpm. Operate the engine for a short time at this rpm. If the vibration is not present, replace
the fan assembly.
Problem 8
The Engine Has A Loud Combustion Noise (Sound).
Probable Cause
1. Low Quality Fuel
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Install a new fuel injection nozzle.
Problem 9
The Engine Has A Valve Train Noise (Clicking).
Probable Cause
1. Broken Valve Spring(s) or Broken Locks
Install new parts, if necessary. Broken locks can cause the valve to slide into the cylinder.
Damage can result.
2. The Bolts On The Rocker Shaft Brackets Are Loose.
Tighten the bolts to the following torque 15 ± 5 N·m (11 ± 4 lb ft).
3. Too Much Valve Lash
4. Not Enough Lubrication
Check the lubrication in the valve compartment. There must be a strong flow of oil at
engine high rpm. There must be a small flow at low rpm. Oil passages must be clean. The
oil passages that send the oil to the cylinder head are particularly important.
Problem 10
Oil Is In The Cooling System.
Probable Cause
1. Damaged Core Of Engine Oil Cooler
Install a new core in the oil cooler.
2. Damaged Head Gasket
Install a new head gasket.
3. Obstruction in Weep Hole of Water Pump And Damaged Oil Seal in Water Pump
Free the weep hole of the water pump from obstruction. Replace the oil seal.
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Problem 11
Mechanical Noise (Knock) Is In The Engine.
Probable Cause
1. Failure Of Bearing For Connecting Rod
Inspect the bearings for the connecting rods and the bearing surfaces on the crankshaft.
2. Damaged Crankshaft
Replace the crankshaft.
3. Damaged Attachment
Repair components or install new components.
Problem 12
Fuel Consumption Is Too High.
Probable Cause
1. Fuel System Leaks
Replacement of parts is needed at points of leakage.
2. Fuel And Combustion Noise (Knock)
Small increases in fuel consumption may be the result of worn fuel injection nozzles, rough
running or factors that cause a loss of power. Refer to Problem 3 and refer to Problem 6.
4. The Fuel Setting Is Too High.
Adjust the fuel setting. Refer to the Technical Marketing Information (TMI) or refer to the
Fuel Setting and Related Information Microfiche for the correct idle rpm.
Problem 13
The Engine Has A Loud Noise From The Valves Or From The Valve Drive Components.
Probable Cause
1. Broken Valve Spring(s)
Replace the damaged parts.
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2. Broken Camshaft
Replace the damaged parts. Clean the engine thoroughly.
3. Damaged Valve Tappets
Clean the engine thoroughly. Replace the camshaft and the tappets. Look for valves that do
not move freely. Adjust the valve lash to the correct clearances.
4. Damage To Valve(s)
Replace the damaged valves and make an adjustment, if necessary.
Problem 14
Little Movement Of The Rocker Arm And Too Much Valve Lash Is Present.
Probable Cause
1. Not Enough Lubrication
Check the lubrication in the valve compartment. There must be a strong flow of oil at
engine high rpm. There must be a small flow of oil at low rpm. Oil passages must be clean.
The oil passages that send the oil to the cylinder head are particularly important.
2. Worn Rocker Arm
If there is too much wear, install new parts or rocker arms. Make adjustment to valve lash.
Refer to Testing And Adjusting.
3. The End Of The Valve Stem Is Worn.
If the end of the valve stem has too much wear, install new valves. Make adjustment to
valve lash. Refer to Testing And Adjusting.
4. Too Much Valve Lash
Adjust the valve lash. Refer to the Testing and Adjusting.
5. Worn Pushrods
If the pushrods have too much wear, install new pushrods. Make adjustment to valve lash.
Refer to Testing And Adjusting.
6. Worn Tappets
Install new tappet assemblies if the tappet assemblies are worn too much. Adjust the valve
lash. Refer to Testing And Adjusting.
7. Worn Lobes on Camshaft
Check valve lash. Check for free movement of valves or bent valve stems. Install new
components, if necessary. Make adjustment to valve lash. Refer to Testing And Adjusting.
8. The Bolts For The Rocker Arm Bracket Are Loose.
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Tighten the bolts to the following torque 15 ± 5 N·m (11 ± 4 lb ft).
Problem 15
The Valve Keeper Or The Spring Is Broken.
Probable Cause
1. Damaged Valve Keepers
Locks with damage can cause the valve to fall into the cylinder. This will cause severe
damage.
2. Damage To Valve Spring(s)
Install the new valve spring(s).
Problem 16
Oil Is At The Exhaust.
Probable Cause
1. Too Much Oil In The Valve Compartment
Be sure that the plugs are installed in the ends of the rocker arm shaft.
2. Worn Valve Guides
Reconditioning of the cylinder head is required.
3. Worn Piston Rings
Inspect piston rings and install new parts, as required.
4. Damaged Seal In Turbocharger
Recondition the turbocharger.
5. Plugged Air Cleaner Element
Replace the air cleaner element.
Problem 17
Little Valve Lash Or No Valve Lash Is Present.
Probable Cause
1. Worn Valve Seat Or Worn Valve Face
Reconditioning of the cylinder head is required. Make adjustment to valve lash. Refer to
Testing And Adjusting.
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Problem 18
The Engine Has Early Wear.
Probable Cause
1. Dirt In Lubrication Oil
Remove dirty lubrication oil. Install a new oil filter element. Put clean oil in the engine.
2. Air Inlet Leaks
Inspect all gaskets and connections. Make repairs if leaks are found.
3. Fuel Leakage Into Lubrication Oil
This will cause high fuel consumption and low engine oil pressure. Make repairs if leaks are
found. Install new parts, as required.
Problem 19
Coolant Is In The Lubrication Oil.
Probable Cause
1. Failure Of Engine Oil Cooler Core
Install a new core for the damaged engine oil cooler.
2. Failure Of The Cylinder Head Gasket
Install a new cylinder head gasket. Tighten the bolts that hold the cylinder head. Refer to the
Specifications module.
3. Cracked Cylinder Head Or Damaged Cylinder Head
Install a new cylinder head.
4. Cracked Cylinder Block Or Damaged Cylinder Block
Install a new cylinder block.
5. Failure Of Front Cover Gasket
Install a new front cover gasket.
6. Obstruction In Weep Hole Of Water Pump And Damaged Water Seal Of Water Pump
Free the weep hole of the water pump of the obstruction. Replace the water seal.
Problem 20
Too Much Black Smoke Or Gray Smoke Is Present.
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Probable Cause
1. Not Enough Air For Combustion
Check the air cleaner for restrictions. The maximum pressure of the air cleaner is the
following amount 7.5 kPa (30 inch of water).
2. Damaged Fuel Injection Nozzle(s)
Install new fuel injection nozzle(s).
Make adjustment to timing.
Problem 21
Too Much White Smoke Or Blue Smoke Is Present.
Probable Cause
1. Too Much Lubrication Oil In Engine
Remove extra oil. Find the source of the extra oil. Put the correct amount of oil in engine.
Refer to Problem 3.
Adjust the timing.
Reconditioning of the cylinder head is required.
6. Failure Of Turbocharger Oil Seal
Check the air inlet pipe for oil. Repair the turbocharger, if necessary.
Problem 22
The Engine Has Low Oil Pressure.
Probable Cause
1. Damaged Oil Pressure Gauge
Install new gauge.
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2. Dirty Engine Oil Filter Or Engine Oil Cooler
Check the operation of the bypass valve for the filter. Install new engine oil filter elements,
if necessary. Clean the engine oil cooler core or install a new engine oil cooler core.
Remove dirty oil from the engine. Put clean oil in the engine.
3. Diesel Fuel In Lubrication Oil
Find the source of the leakage of the diesel fuel into the lubrication oil. Make repairs, as
required. Remove the lubrication oil that has been contaminated with diesel fuel. Install new
oil filters. Put clean oil in the engine.
4. Too Much Clearance Between Rocker Arm Shaft And Rocker Arms
Check lubrication in valve compartments. Install new parts, if necessary.
5. Damaged Oil Pump Suction Pipe
Replacement of oil pump suction pipe is required.
6. Improper Operation Of Pressure Relief Valve For Oil Pump
Clean the valve and the housing. Install new parts, if necessary.
7. Damaged Oil Pump
Repair the oil pump or replace the oil pump, if necessary.
8. Too Much Clearance Between Crankshaft And Crankshaft Bearings
Inspect the crankshaft bearings and make replacement, as required.
9. Too Much Clearance Between Camshaft And Camshaft Bearings
Inspect the camshaft and the camshaft bearings. Replace the camshaft and the camshaft
bearings, if necessary.
10. Too Much Bearing Clearance For Idler Gear
Inspect the bearings and make replacement, as required.
11. Orifices For Piston Cooling Jets Are Not Installed.
Install the orifices for the piston cooling jet.
Problem 23
The Engine Uses Too Much Lubrication Oil.
Probable Cause
1. Too Much Lubrication Oil In Engine
Remove the extra oil. Find the source of the extra oil. Put the correct amount of oil in the
engine.
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2. Oil Leaks
Find all oil leaks. Make repairs, as needed.
3. High Oil Temperature
Check operation of oil cooler. Install new parts, if necessary. Clean the oil cooler cores.
4. Too Much Oil To Inlet Valve Guides
Refer to Problem 16.
Refer to Problem 16.
7. Failure Of Turbocharger Oil Seal
Inspect the turbocharger. Repair the turbocharger, if necessary.
Problem 24
The Engine Coolant Is Too Hot.
Probable Cause
1. Restricted Flow Of Air Through the Radiator Or Restricted Flow Of Coolant Through the
Radiator
Remove all of the flow restrictions.
2. Low Coolant Level
Add coolant to the cooling system.
3. Damaged Pressure Cap
Check operation of the pressure cap. Install a new pressure cap, if necessary.
4. Combustion Gases In Coolant
Find the source of the leakage of combustion gases into the cooling system. Make repairs,
as needed.
5. Damaged Water Temperature Regulators Or Temperature Gauge
Check water temperature regulators for correct operation. Check the water temperature
gauge for correct operation. Install new parts, if necessary.
6. Damaged Water Pump
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Install a new water pump.
7. Too Much Load On The System
Reduce the load on the system.
9. Loose Drive Belts
Adjust the drive belts.
10. The Antifreeze Concentration Is Too High.
A 50 percent antifreeze concentration is acceptable for most applications.
Problem 25
The Starting Motor Does Not Turn.
Probable Cause
1. Low Output From The Battery
Check the condition of the battery. Charge or replace the battery, if necessary.
2. Damaged Wires Or Switches
Repair the wires or the switches or replace the wires or the switches, if necessary.
3. Damaged Starting Motor Solenoid
Install a new starting motor solenoid.
4. Damaged Starting Motor
Repair the starting motor or replace the starting motor.
Problem 26
The Alternator Gives No Charge.
Probable Cause
1. Loose Drive Belt For The Alternator
Adjust the drive belt in order to obtain the correct tension.
2. Damaged Charging, Ground Return Circuit Or Battery Connections
Inspect all cables and connections. All connections should be cleaned and tightened.
Replace all damaged parts.
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3. Damaged Brushes In Alternator
Install new brushes.
4. Damaged Rotor (Field Coil)
Install a new rotor.
Problem 27
The Alternator Charge Rate Is Low Or The Alternator Charge Rate Is Not Regular.
Probable Cause
1. Loose Drive Belt For The Alternator
Adjust the drive belt in order to obtain the correct tension.
2. Damaged Charging, Ground Return Circuit Or Battery Connections
Inspect all cables and connections. All connections should be cleaned and tightened.
Replace all damaged parts.
3. Damaged Alternator Regulator
Repair the alternator regulator or replace the alternator regulator.
4. Damaged Brushes In Alternator
Install new brushes.
5. Damaged Rectifier Diodes
Replace the damaged rectifier diode.
6. Damaged Rotor (Field Coil)
Install a new rotor.
Problem 28
The Alternator Charge Is Too High.
Probable Cause
1. Loose Connections On The Alternator Or The Alternator Regulator
Tighten all connections to the alternator or the alternator regulator.
2. Damaged Alternator Regulator
Install a new alternator regulator.
Problem 29
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The Alternator Has Noise.
Probable Cause
1. Drive Belt For The Alternator That Is Worn Or Damaged
Install a new drive belt for the alternator.
2. Loose Alternator Drive Pulley
Check the groove in the pulley for a key that holds the pulley in place. If the groove is worn,
install a new pulley. Tighten the pulley nut according to Specifications.
3. Misaligned Drive Belt And Drive Pulley For The Alternator
Align the drive belt and the drive pulley.
4. Worn Alternator Bearings
Install new bearings in the alternator.
5. Bent Rotor Shaft on Armature
Replace the rotor shaft.
6. Shorted Rectifiers In The Alternator
Replace the diode assembly.
Problem 30
The Exhaust Temperature Is Too High.
Probable Cause
1. Restriction At The Air Inlet System Or The Exhaust System
Remove the restriction.
3. Leak In Air Inlet System
Check the pressure in the air inlet system. Find the leaks. Correct the leaks.
4. Leak In Exhaust System
Find the leak in the exhaust system. Correct the leak in the exhaust system.
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Shutdown SIS
Previous Screen
Product: EXCAVATOR

i01550929
Fuel System - Inspect

SMCS - 1250-040
A problem with the components that send fuel to the engine can cause low fuel pressure. This can
decrease engine performance.
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. Install a new fuel filter.
4. Cut the old filter open with the 175-7546 Oil Filter Cutter. Inspect the filter for excess
contamination. Determine the source of the contamination. Make the necessary repairs.
5. Service the primary fuel filter (if equipped).
6. Operate the hand priming pump (if equipped). If uneven resistance is felt, test for air in the
fuel. Refer to Testing and Adjusting, "Air in Fuel - Test" for more information.
7. Remove any air that may be in the fuel system. Refer to Testing and Adjusting, "Fuel
System - Prime".
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Shutdown SIS
Previous Screen
Product: EXCAVATOR

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.
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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.
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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.
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i02928119
Engine Speed - Check

SMCS - 1000
Table 1
Tools Needed
Part Number Part Name Quantity
9U-7400 Multitach Tool Gp 1
OR
(1)
6V-4950 Speed Pickup 1
(1)
Part of 9U-7400 Multitach Tool Gp
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9U-7400 Multitach Tool Gp
The 9U-7400 Multitach Tool Gp can measure engine rpm from a magnetic pickup on the flywheel
housing. The 9U-7400 Multitach Tool Gp also has the ability to measure engine rpm from visual
engine parts in rotation.
Note: Refer to Special Instruction, NEHS0605 for the operating instructions of the 9U-7400
Multitach Tool Gp and the instructions for the test procedure.
The 6V-4950 Speed Pickup is another diagnostic tool accessory that can be used with the 9U-7401
Multitach Tool Gp . The 6V-4950 Speed Pickup can be used on single wall fuel injection lines that
are 6 mm (0.25 inch). With these tools, engine speed can be measured quickly with an accuracy of
± 1 rpm.
Note: Refer to Special Instruction, SEHS8029 for the operating instructions of the 6V-4950 Speed
Pickup .
For the maximum engine operating speed (rpm), refer to Operation and Maintenance Manual,
"Emissions Certification Film".
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i05192642
Finding Top Center Position for No. 1 Piston

SMCS - 1105-531
Note: Refer to the Disassembly and Assembly for your machine for the removal of components.
Note: A timing mark for top dead center is present on the crankshaft pulley. If the mark cannot be
found or if the mark is suspected to be incorrect, refer to the procedure below.
Table 1
Required Tools
Callout Part Number Description Quantity
A 299-9126 Crankshaft Turning Tool 1
1. Remove the valve mechanism cover from the engine.
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(A) 299-9126 Crankshaft Turning Tool
2. Install Tooling (A) on the engines flywheel housing. Use Tooling (A) in order to rotate the
engine. Refer to Illustration 1.
3. Rotate the crankshaft clockwise when you face the front of the engine. Rotate the crankshaft
until the pushrod for the inlet valve of the rear cylinder begins to tighten.
4. Rotate the crankshaft further by 1/8 of a turn in a clockwise direction. Insert a suitable lever
between the rocker arm and the valve spring cap of the No. 1 inlet valve. Open the inlet
valve. Put a spacer that is approximately 5 mm (0.2 inch) thick between the valve stem and
the rocker arm.
5. Slowly rotate the crankshaft in a counterclockwise direction until the piston contacts the
open valve. Make a temporary mark on the damper or the pulley. The temporary make must
align accurately with the tip of the pointer.
6. Rotate the crankshaft in a clockwise direction by 1 degrees or 2 degrees. Remove the spacer
that is between the valve stem and the rocker arm. Rotate the crankshaft by 1/4 of a turn in a
counterclockwise direction. Put a spacer that is approximately 5 mm (0.2 inch) thick
between the valve stem and the rocker lever of the No. 1 inlet valve.
7. Slowly rotate the crankshaft clockwise until the piston contacts the open valve. Make
another temporary mark on the damper or the pulley. The temporary mark must align
accurately with the tip of the pointer.
8. Make a temporary mark at the center point between the two marks on the damper or the
pulley. Remove the other two marks. Rotate the crankshaft by 1/8 of a turn in a
counterclockwise direction. Remove the spacer between the valve stem and the rocker arm.
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(1) Pointer
(2) Pulley
(3) Top center mark
(1) Pointer
(2) Pulley
(3) Top center mark
9. Slowly rotate the crankshaft in a clockwise direction until the mark on the damper of the
pulley (2), which was made in Step 8, aligns with the tip of the pointer (1). The No. 1 piston
is now at the top center on the compression stroke. Refer to Illustration 2 and Illustration 3.
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i02646340
Fuel Injection Nozzle - Test

SMCS - 1254-081
Perform the following procedures in order to determine if a fuel injection nozzle does not work
correctly.
Table 1
Required Tools
Part Number Part Name Qty
5P-4150 Nozzle Testing Group 1
5P-7448 Adapter 1
6V-2170 Tube As 1
8S-2270 Fuel Collector 1
1U-8857 Extension Tube 1
6V-6068 Calibration Fluid 1
8S-2245 Injector Cleaning Tool Gp 1
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Fuel injection nozzle assembly
(1) Holder assembly
(2) Shim
(3) Pressure spring
(4) Pressure pin
(5) Gasket
(6) Pin
(7) Fuel injection nozzle
(8) Retaining nut
1. Start the engine and run the engine at low idle.
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2. Loosen the nut for fuel supply line at each fuel injection nozzle. Listen for the low idle to
decrease at each cylinder. Also, listen for the low idle to become rough at each cylinder.
3. The fuel injection nozzle may be damaged if the items that follow occur:
◦ Engine rpm does not decrease.
◦ The engine continues to run properly.
Remove the fuel injection nozzle from the engine cylinder head for additional testing.
Note: If leakage at the nut for fuel supply line occurs, make sure that the fuel supply line
and the nut for the fuel supply line 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 Fuel Injection Nozzles
Personal injury can result from improper handling of chemicals.
Make sure you use all the necessary protective equipment required to
do the job.
Make sure that you read and understand all directions and hazards
described on the labels and material safety data sheet of any product
used to clean the components.
Observe all safety precautions recommended by the chemical

manufacturer for handling, storage, and disposal of cleaning agents.
NOTICE
Do not use a steel brush or wire wheel to clean the nozzle body or the
nozzle tip. Use of these tools can cause a small reduction of orifice size,
and this will cause a large reduction in engine horsepower. Too much
use of a wire brush will also remove the coating that is on the fuel
injection nozzle for protection.
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Remove carbon with the 8S-2258 Brass Wire Brush which is included in the 8S-2245 Injector Cleaning Tool Gp .
Before the fuel injection nozzle can be tested, remove all loose carbon around the tip of the fuel
injection nozzle. Use the 8S-2245 Injector Cleaning Tool Gp to clean the fuel injection nozzle.
Refer to Special Instruction , SEHS8627, "Use of 8S-2245 injection Nozzle Cleaning Tool
Group"for more information.
1. Remove retaining nut (8) from the holder assembly (1) . Remove the tip assembly of fuel
injection nozzle (7) . Wash the needle valve and the body.
Note: Do not mix the needle valve and bodies of different nozzles. The components of the
nozzle tip assembly are a precise fit. The components must not be exchanged with other
components. Do not touch the sliding surfaces of the needle valve.
2. Wash tip assembly of fuel injection nozzle (7) in clean kerosene. After washing, assemble
the needle valve and the body in clean fuel.
3. Tighten retaining nut (8) to a torque of 30 to 39 N·m (22 to 29 lb ft).
4. Replace the nozzle tip if the discharge pattern is still unacceptable.
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 that is in
the orifices of the nozzle tip can damage engine components. Dirt can also cause spray distortion.
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Fuel Injection Lines

Fuel from the fuel injection pump goes to the fuel injection nozzle through the fuel injection lines.
When the fuel injection lines are disconnected or removed, always put caps or plugs on the ends of
the lines in order to keep dirt out of the lines. Ensure that all of the line clamps and all of the
vibration dampers are installed in the original locations when the fuel injection lines are installed.
Note: Fuel injection lines can leak if the fuel injection lines are bent or damaged. Fuel injection
lines can also leak if the fuel injection lines are rubbing. Leakage of fuel can also cause a fire.
Replace any lines which have damage or leaks that can not be corrected when the nuts are
tightened to the correct torque.
Note: Ensure that the fuel injection line clamps are installed in the correct location. Incorrectly
installed clamps may allow the fuel injection lines to vibrate. Incorrectly installed clamps may
allow the fuel injection lines to become damaged. The damaged lines may leak. Leakage of fuel
can cause a fire.
All nuts that hold a fuel injection line to the fuel injection nozzle or to the fuel injection pump
must be tightened to the correct torque. If the nut is loose, fuel will leak from the connection. If
the nut is too tight, the inside diameter of the fuel line will become smaller. This causes a
restriction to the flow of fuel in the fuel line. Use a torque wrench to tighten the nuts of the fuel
injection lines to a torque of 26.5 to 32.4 N·m (20 to 24 lb ft).
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.
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.
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Pressure test the fuel injection nozzle by using 5P-4150 Nozzle Testing Group .
(9) 5P-7448 Adapter
(11) 5P-4721 Tube
(12) 1U-8857 Extension Tube
(13) 8S-2270 Fuel Collector
(14) 8T-5313 Filter
Note: This procedure is a test of the first opening pressure of the fuel injection nozzle. The test for
the second opening pressure of the fuel injection nozzle can not be performed with this procedure.
A test of the second opening pressure requires the disassembly of the fuel injection nozzle and the
use of special shims. Disassembly of the fuel injection nozzles may invalidate the standards for
emissions of the engine.
1. Connect fuel injection nozzle (10) to the tooling that is shown in Illustration 3.
The spray from the fuel injection nozzle must be directed into 1U-8857 Extension Tube (12)
and 8S-2270 Fuel Collector (13) .
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Refer to the table in the Specifications Module, "Fuel Injection Nozzles" topic for the
correct pressure settings. If the opening pressure is not within the range of the setting which
is given in the table, the fuel injection nozzle must be replaced.
Use clean 6V-6068 Calibration Fluid when the fuel injection nozzles are tested. The
calibration fluid is similar to SAE J-967 (ISO 4113) oil.
2. Close the gauge protector valve. Close the shutoff valve. Open the pump isolator valve.
Flush the fuel injection nozzle by operating the nozzle tester. Operate the nozzle tester for
10 to 15 strokes at a rate of approximately sixty strokes per minute.
3. Open the gauge protector valve. Slowly increase the pressure 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 will happen when valve needle rises from
the nozzle seat.
Refer to Specifications Module, "Fuel Injection Nozzles" for 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.
Back Leakage Test

Position the fuel injection nozzle so that the direction of the fuel spray is into 1U-8857
Extension (12) and 8S-2270 Fuel Collector (13) .
2. Pump the pressure to about 1957 kPa (284 psi) below the opening pressure of the fuel
injection nozzle. Refer to the Specifications Module, "Fuel Injection Nozzles" topic for the
correct setting of the opening pressure. Release the handle. When the pressure begins to
decrease, note the time that is required for the pressure to decrease to approximately 0 kPa
(0 psi). If the fuel injection nozzle is not damaged, the time will not be less than 5 seconds
or more than 45 seconds.
If the time that is required for the pressure to decrease to 0 kPa (0 psi) is less than 5 seconds,
too much fuel is leaking around the valve needle. Replace the fuel injection nozzle.
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Leakage test after ten seconds
(A) Acceptable
(B) Unacceptable
3. Look for any leakage from the pressure faces of the holder and the retaining nut of the fuel
injection nozzle. If leakage is visible, make sure that the components are tightened to the
correct torque.
If leakage continues to occur, unscrew the retaining nut from the body. Inspect the threaded
surfaces for foreign particles and damage. If the faces are clean and undamaged, test the fuel
injection nozzle. Repeat Steps 1 and 2.
Fuel Injector Nozzle And Seat Test

Position fuel injection nozzle so that the direction of the fuel spray is into 1U-8857
Extension Tube (12) and 8S-2270 Fuel Collector (13) .
2. Pump the pressure of the nozzle tester to approximately 1957 kPa (284 psi) below the
opening pressure of the fuel injection nozzle. Fuel should not collect on the tip of the fuel
injection nozzle in a sufficient quantity in order to drip from the tip for at least ten seconds.
A light dampness is acceptable.
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If the results of the tests are not acceptable, replace the fuel injection 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.
The pressure adjustment must be correct before the spray pattern is tested.
Correct Spray Pattern For Fuel Injector Nozzles
1. Connect fuel injection nozzle (10) to tooling that is shown in Illustration 3.
Position the fuel injection nozzle so that the direction of fuel spray is into 1U-8857
Extension Tube (12) and 8S-2270 Fuel Collector (13) .
2. Close the gauge protector valve and the shutoff valve. Open the pump isolator valve.
3. Quickly pump the nozzle tester and look at the spray pattern when the fluid begins to flow
through the orifices of the fuel injection nozzle.
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The spray, which flows from all of the orifices, must have the same pattern. A difference in
the nozzle spray patterns indicates that fuel injection nozzle is damaged. Refer to the correct
spray pattern in Illustration 5.
Note: Be sure that the gauge protector valve is closed before fuel injection nozzle is
removed from the nozzle tester. Closing the gauge protector valve will prevent damage to
the pressure gauge.
Installation Of Fuel Injection Nozzles
Typical example of fuel injection nozzle
(1) Retainer for fuel injection nozzle
(3) Seat washer
1. When a fuel injection nozzle is removed from the cylinder head, replace the following
components:
◦ Retainer for fuel injection nozzle (1)
◦ Fuel injection nozzle (2)
◦ Seat washer (3)
Ensure that seat washer is 2.0 mm (0.08 inch) thick.
Ensure that all mating surfaces are clean.
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Note: Ensure that all old gaskets are removed and that the new gasket is undamaged. If an
old gasket remains in the recess of the cylinder head for fuel injection nozzle, the depth of
the nozzle into the precombustion chamber will be incorrect.
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i02959108
Fuel Injection Timing - Check

SMCS - 1251-036
Timing Gears
(1) Idler gear
(2) Camshaft gear
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(3) Fuel injection pump drive gear
(4) Crankshaft gear
1. Improper fuel injection timing can cause poor engine performance. The engine timing gears
have a reference mark on each gear. The No. 1 cylinder is at the top center position when the
two numbers on the fuel injection pump gear, the camshaft gear and the crankshaft gear
straddle a tooth on the idler gear. The fuel injection pump drive gear turns the camshaft of the
fuel pump. Rotating the fuel pump relative to the pump gear changes the fuel injection timing.
Note: This engine is not timed with a pin and this engine has an idler gear with an odd number
of teeth. Do not rotate the engine if the fuel injection pump is removed. If you rotate the
engine, the engine should be timed by Step 7. The gears must be aligned by using the timing
marks once the front housing is removed. Mark the teeth with a paint stick. Reinstall the fuel
injection pump by meshing the marked teeth.
Fuel Injection Pump Timing Mark
(1) Timing marks
(2) Timing marks
2. Timing marks (1) and (2) on the fuel injection pump indicate the pump position relative to the
timing gear. Each mark on the scale represents a change in timing of six degrees.
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Adjusting Fuel Injection Pump Timing
(X) Direction of advancing timing
(Y) Direction of retarding timing
3. Loosen the retaining bolts. Rotating the fuel pump toward the engine retards injection timing
while rotating the fuel pump away from the engine advances injection timing.
4. To check the fuel injection timing, disconnect the fuel injection line from the fuel injection
pump. Loosen the clamp and remove the delivery valve holder. Remove the valve spring and
the stopper from the delivery valve holder. Replace only the delivery valve holder. Install a
new fuel line to the delivery valve holder.
5. Turn the crankshaft until the No. 1 piston is approximately 60 degrees BTC on the compression
stroke.
Note: Check the valve lash with the No. 1 cylinder at the top center position. This ensures that
the cylinder is on the compression stroke and that the cylinder is not on the exhaust stroke.
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Crankshaft Pulley Timing Marks
6. The crankshaft pulley contains a scale that has a range of 0 degrees to 40 degrees. Each mark
on the scale represents a 5 degree crankshaft rotation.
NOTICE
Use a suitable container to catch any fuel that might spill. Clean up any
spilled fuel immediately.
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Checking for fuel flow (6 cylinder engine)
(3) Fuel priming pump
7. Operate the fuel priming pump. Rotate the engine crankshaft until the fuel stops flowing. Read
the number of the timing mark on the crankshaft pulley that is indicated. The fuel timing
advance should be 8 degrees BTC or the fuel timing advance should be 20 degrees BTC for the
3064 Engine. The fuel timing advance should be 10 degrees BTC or the fuel timing advance
should be 16 degrees BTC for the 3066 Engine. Refer to the Engine Information Plate on the
valve cover for fuel injection timing. Refer to the Technical Marketing Information (TMI) for
other technical data. To correct the fuel injection timing, rotate the fuel pump. Refer to Step 3.
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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
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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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i01562475
Fuel System - Prime

SMCS - 1258-548
Removing Air From The Fuel System
(1) Plug
(2) Overflow valve
(3) Priming Pump
Use the following procedures to prime the fuel system.
1. Loosen the screw cap on the priming pump (3) .
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2. Open plug (1) on the fuel filter while you operate the priming pump.
3. Continue to operate priming pump (3) until no air bubbles remain in the fuel that is flowing
from plug (1) .
4. Close plug (1) .
Open the overflow valve (2) of the fuel injection pump. Continue to operate the priming pump (3)
until no air bubbles are in the fuel that is flowing from the overflow valve of fuel injection pump.
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.
Start the engine. The fuel injection system is now primed.
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i01562501
Fuel System Pressure - Test

SMCS - 1250-081; 1256-081
When the engine is operating at full load speed, the fuel transfer pump moves the fuel through the
following components at 76 to 245 kPa (11.0 to 35.5 psi):
• Fuel filter
• Fuel injection pump housing
Use the following steps to check the fuel pressure of the fuel transfer pump.
1. Disconnect the fuel line from the filter at the inlet of the fuel injection pump housing.
2. Install a tee at the inlet and connect the fuel line to the tee.
3. Connect a pressure gauge to the tee and start the engine.
If the fuel pressure is not above 76 kPa (11.0 psi) perform the following steps.
1. Stop the engine.
2. Replace the fuel filter.
3. Ensure that the inlet screen on the fuel transfer pump is not plugged or damaged.
4. Ensure that the fuel lines are not plugged or damaged.
5. Ensure that the fuel hoses are not plugged or damaged.
6. Start the engine and again check the fuel pressure.
If the fuel pressure is below 76 kPa (11.0 psi) the fuel transfer pump is faulty.
Perform one of the following items if the fuel transfer pump is faulty:
• Repair the fuel transfer pump.
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• Replace the fuel transfer pump.
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i02956328
Gear Group (Front) - Time

SMCS - 1206-531
Note: When the timing gear case is not installed, do not turn the crankshaft gear.
(1) Timing marks for the idler gear
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(2) Timing mark for the camshaft gear
(3) Timing marks for the fuel injection pump drive gear
(4) Timing mark for the crankshaft gear
1. Ensure that the No. 1 piston is at top center on the intake stroke. Refer to Illustration 1.
2. Make sure that the marks on the gears are in alignment.
Note: The idler gear has an odd number of teeth. The position that is shown in Illustration 1
may never be obtained. When the No. 1 piston is at top center on the intake stroke, each of the
other gears will have the two numbers that are straddling a tooth on the idler gear.
3. Install the dial gauge so that the dial gauge contacts the flat surface of the camshaft gear.
4. Measure the backlash between the camshaft gear and the idler gear. The backlash between the
camshaft gear and the idler gear should be 0.03 ± 0.17 mm (0.001 ± 0.007 inch).
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i01968624
Governor - Adjust - In-line Fuel Pump

SMCS - 1264-025
High Idle and Low Idle can be checked in-chassis. Low Idle may be adjusted in-chassis. High Idle
should only be adjusted on a bench.
Note: The adjustment screw for High Idle is sealed at the factory in order to prevent tampering.
High Idle will vary on different machines due to parasitic loads or due to slight differences in the
control spring of the governor. The Full Load Set Point is critical. Attempting to adjust High Idle
in-chassis may result in values that are out of the specification for the Full Load Set Point RPM,
which is not acceptable. On some engines, the adjustment screws for High Idle and Full Load Set
Point are sealed at the factory in order to prevent tampering. When you remove the seals, be
careful not to damage the adjustment screw. A service kit is available to reseal the governors.
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i01562415
Low Idle RPM - Adjust

SMCS - 1250-025
Multitach Tool Group and the instructions for the test procedure.
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Points of Adjustment on Governor
(1) Set screw of governor
(2) Control lever
(3) Low idle set screw
(4) Idler subspring
(5) Bolt for stopping at full load
(6) Stop lever
Note: For any adjustments, ensure that the coolant and oil temperature are above 70 °C (158
°F).
1. Operate the starting motor in order to crank the engine.
2. At approximately 150 rpm, the engine will begin to start and the engine will pick up speed.
Immediately after the engine is running, move the control lever (2) in order to hold the
engine rpm between 800 and 1000 rpm.
3. When the engine is running at a steady rpm, move the control lever (2) to the low idle
position.
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Adjusting Low Idle
(2) Control lever
(3) Low idle set screw (if equipped)
4. Hold control lever (2) at the position needed for no load minimum rpm, and set low idle set
screw (3) (if equipped). Low idle is 900 ± 20 rpm.
5. Turning the low idle set screw (3) clockwise raises the idle rpm.
Adjusting The Idler Subspring
(4) Idler subspring
6. If the engine rpm tends to fluctuate, turn idler subspring (4) clockwise. Allow the idler
subspring to come into slight contact with the tension lever. The engine rpm will rise
slightly and the engine rpm will stop fluctuating when the idler subspring is exerting some
force upon the tension lever.
Note: Tightening the idler subspring adjusting screw is likely to cause the engine to
overspeed when the load is dumped during heavy-duty operation. Tighten the idler
subspring slowly until the unstable condition is eliminated.
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i03561404
High Idle RPM - Adjust

SMCS - 1250-025
Multitach Tool Group and the instructions for the test procedure.
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Adjustment of Governor Setting
(1) Set screw
(2) Control lever
1. Hold control lever (2) at the position of maximum rpm while you apply a full load to the
engine. Refer to the machine's Testing and Adjusting manual for the High Idle value.
2. Position set screw (1) at the High Idle position. Tighten the locknut.
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i02591129
Air Inlet and Exhaust System - Inspect

SMCS - 1050-040
There will be a reduction in the horsepower and in the efficiency of the engine if there is a
restriction in the air inlet system or in the exhaust system.
Note: A restriction is a negative pressure difference measurement between the atmosphere and the
air that has gone through the air cleaner.
The air flow through a used air cleaner element or through a plugged air cleaner element must not
have a restriction of more than the following amount: 7.5 kPa (30 inch of water)
The air flow through a new air cleaner element must not have a restriction of more than the
following amount: 3.7 kPa (15 inch of water)
Note: Back pressure of the exhaust is the pressure difference that is measured between the pipe at
the end of the turbocharger discharge and the atmosphere.
The back pressure from the exhaust must not be more than the following amount: 10.0 kPa (40
inch of water)
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i01562530
Turbocharger - Inspect
SMCS - 1052-040
Check the turbocharger under the following conditions:
• Every 7200 hours of usage
• Any unusual noises from the turbocharger
• Any unusual vibrations in the turbocharger
A quick check of a turbocharger bearing's condition can be made without the disassembly of the
turbocharger. Follow this procedure for this quick check:
1. Remove the piping from the turbocharger.
2. Inspect the following components:
◦ Turbocharger compressor wheel
◦ Turbocharger turbine wheel
◦ Compressor cover
3. Rotate the assembly of the turbocharger compressor wheel and the turbocharger turbine
wheel by hand. Take extra care to feel for any excess end play and for radial clearance.
The assembly of the turbocharger compressor wheel and the turbocharger turbine wheel
should rotate freely without any rubbing and without any binding.
If the turbocharger turbine wheel rubs against the compressor cover or the turbine wheel
rubs against the turbine housing, the turbocharger needs replacement or repair. For
replacement, use a turbocharger that is new, reconditioned, or rebuilt.
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i01885055
Inlet Manifold Pressure - Test

SMCS - 1058-081
Inlet Manifold Pressure
Normal inlet manifold pressure with high exhaust temperature can be caused by blockage in the
fins of the aftercooler core assembly. Clean the fins of the aftercooler core assembly.
Low inlet manifold pressure and high exhaust manifold temperature can be caused by any of the
following conditions:
Plugged air cleaner - Clean the air cleaner, as required. Replace the air cleaner, as required.
Blockage in the air lines - Blockage in the air lines between the air cleaner and the turbocharger
must be removed.
Aftercooler core leakage - A leak in the aftercooler core should be repaired.
Leakage of the induction system - Any leakage from the pressure side of the induction system
should be repaired.
Inlet manifold leak - An inlet manifold leak can be caused by any one of the following problems:
• Loose fittings and loose plugs
• Missing fittings and missing plugs
• Damaged fittings and damaged plugs
• The inlet manifold to cylinder head gaskets
Check all of these items, if necessary.
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i01562563
Exhaust Temperature - Test

SMCS - 1088-081
Table 1
Tools Needed
164-3310 Infrared Thermometer 1
Use the 164-3310 Infrared Thermometer to check the exhaust temperature.
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i01562575
Engine Crankcase Pressure (Blowby) - Test

SMCS - 1215; 1317
Table 1
Tools Needed
8T-2700 Blowby/Air Flow Indicator 1
Pistons or rings that have damage can be the cause of too much pressure in the crankcase. This
condition may cause the engine to run rough. There will be more than the normal amount of fumes
(blowby) rising from the crankcase breather. This crankcase pressure can also cause the element
for the crankcase breather to have a restriction in a very short time. This crankcase pressure can
also be the cause of any oil leakage at the gaskets and at the seals. These areas would not normally
have leakage. Other sources of blowby include worn valve guides and seal leakage of the
turbocharger.
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8T-2700 Blowby/Air Flow Indicator
The 8T-2700 Blowby/Air Flow Indicator checks the amount of blowby. Refer to Special
Instructions, SEHS8712 for more information on using this tool.
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i01967378
Compression - Test
SMCS - 1215
Table 1
Tools Needed
9U-6274 Compression Test Tool Gp 1
The following conditions can affect the results of the cylinder compression test:
• Battery
• Condition of the starter motor
• Ambient conditions
• Quality of the compression gauge
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Checking compression of engine
1. Remove the fuel injection nozzle from the cylinder in order to measure the compression for
that cylinder.
2. Connect a compression gauge to the cylinder.
3. Disconnect the fuel shutoff solenoid or hold the governor stop lever in the engine stop
position.
4. Operate the starter motor and record the pressure on the compression gauge.
5. Repeat for each cylinder.
Note: Compression tests should only be used to compare pressures between cylinders of an
engine. If one or more cylinders vary more than 350 kPa (51 psi) then those cylinders may
be damaged.
Note: The cylinder compression test should not be the only test for determining the
condition of an engine.
Table 2
Standard at Assembly Repair Limit
Compression Pressure (1)
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2940 kPa (427 psi) 2650 kPa (384 psi)

(1)
The compression pressure is taken at 300 rpm.
6. Repair procedures must be taken if the compression is lower than the repair limit.
NOTICE
Be sure to measure the compression on all of the cylinders. If all of the

cylinders are not checked an improper diagnosis may result. The
compression pressure will vary with the change in engine rpm. It is
necessary to keep the engine rpm constant for all cylinders when you
are taking a compression reading.
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i01906072
Engine Valve Lash - Inspect/Adjust

SMCS - 1102-025
Be sure the engine cannot be started while this maintenance is being

performed. To prevent possible injury, do not use the starting motor to
turn the flywheel.
Hot engine components can cause burns. Allow additional time for the
engine to cool before measuring/adjusting engine valve lash clearance.
The valve lash is measured between the top of the cap of the valve stem and the rocker arm. The
valve lash is measured with a feeler gauge.
Valve Lash Setting with Stopped Engine (Cold)
Inlet and Exhaust Valve ... 0.25 mm (0.010 inch)
Use the following procedure to check and make adjustments to the valve lash:
1. Remove the valve covers.
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Finding The Location of Top Center
2. Turn the crankshaft in a counterclockwise direction until the No. 1 piston is at the top center
on the compression stroke. The rotation of the crankshaft is viewed from the rear of the
engine. The alignment mark on the pulley assembly will be in alignment with the timing
pointer.
Note: The crankshaft may be turned by using a socket wrench on the bolt in the crankshaft
pulley. The crankshaft may also be turned by turning the alternator. This will turn the belt
and this will turn the crankshaft pulley.
Note: Refer to the Engine Supplement, Disassembly and Assembly for your specific
machine for additional information.
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Valve Lash
3. 3064 Engine: Adjust the valve lash on the inlet valves for cylinders 1 and 2. Adjust the
valve lash on the exhaust valves for cylinders 1 and 3.
3066 Engine: Adjust the valve lash on the inlet valves for cylinders 1, 2, and 4. Adjust the
valve lash on the exhaust valves for cylinders 1, 3, and 5.
4. Turn the flywheel for 360 degrees in the direction of engine rotation. The No. 4 piston (four
cylinder) and the No. 6 piston (six cylinder) will be at the top center (TC) on the
compression stroke.
5. 3064 Engine: Adjust the valve lash on the inlet valves for cylinders 3 and 4. Adjust the
valve lash on the exhaust valves for cylinders 2 and 4.
3066 Engine: Adjust the valve lash on the inlet valves for cylinders 3, 5, and 6. Adjust the
valve lash on the exhaust valves for cylinders 2, 4, and 6.
6. Hold the adjustment screw and tighten the locknut after the adjustment is complete.
Adjusting the valve lash several times in a short period indicates wear in a different part of the
engine. Find the problem and make any necessary repairs in order to prevent more damage to the
engine.
Rapid wear of the camshaft and tappets can occur if insufficient valve lash is not corrected.
Insufficient valve lash can also be an indication of faulty valve seats. The following items are
reasons for faulty seats of the valves: faulty fuel injection nozzles, restrictions to the air inlet, dirty
air filters, incorrect fuel setting and overloading the engine.
Broken valve stems, broken pushrods, or broken spring retainers can be caused by insufficient
valve lash that is not corrected. A fast increase in valve lash can be an indication of any of the
following items:
• Worn camshaft and tappets
• Worn rocker arms
• Bent pushrods
• Loose adjustment screws for valve lash
• Broken socket on the upper end of pushrod
Fuel in the lubrication oil may be a possible cause of rapid wear of the camshaft and the tappets.
Dirty lubrication oil may also be a possible cause of rapid wear of the camshaft and tappets.
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i01562607
Valve Guide - Inspect

SMCS - 1104-040
Use the following items in order to remove valve guides and install valve guides:
• 9U-6137 Guide Collar
• 1U-7793 Guide Driver
The counterbore in the driver bushing installs the guide to the correct height. Install the guide in
the head. Use a 1P-7451 Valve Guide Honing Group in order to make a finished bore in the valve.
Refer to Special Instruction, SMHS7526, "Use of 1P-7451 Valve Guide Honing Group" for more
information on the proper procedure. Grind the valves after the new valve guides are installed.
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i01562753
Engine Oil Pressure - Test

SMCS - 1304-081
Table 1
Tools Needed
1U-5470 Engine Pressure Group 1
An oil pressure gauge that has a defect can indicate low oil pressure.
The 1U-5470 Engine Pressure Group can be used to check engine oil pressure.
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1U-5470 Engine Pressure Group
The 1U-5470 Engine Pressure Group has a gauge that measures the oil pressure in the engine.
Refer to Special Instruction, SEHS8907 for more information on using the 1U-5470 Engine
Pressure Group. The information is included in the tool group.
1. Ensure that the engine is filled to the correct oil level.
2. Connect the 1U-5470 Engine Pressure Group to a pressure tap location for engine oil.
3. Operate the engine. Allow the engine to obtain normal operating temperature.
4. Keep the oil temperature constant with the engine at the rated rpm. Read the pressure gauge.
5. Refer to Table 2 in order to determine if the engine oil pressure is in tolerance.
Table 2
Oil Pressure (1)
Oil Pressure at 1500 rpm

196 to 392 kPa (28 to 57 psi)
Oil Pressure at Idle (2)

83 to 98 kPa (12 to 14 psi)
(1)
The oil temperature must be 60° to 70°C (140° to 158°F).
(2)
Idle rpm is 900 ± 20 rpm.
Find the cause of the problem and correct the problem if the results of the test do not fall within
the pressure range in Table 2. Engine failure or a reduction in engine life can be the result if
engine operation is continued with oil pressure outside this range.
Note: A record of engine oil pressure at regular intervals can be used as an indication of possible
problems of the engine. A record of engine oil pressure at regular intervals can also be used as an
indication of possible damage to the engine. The engine should be inspected and the problem
should be corrected if there is a sudden increase or a sudden decrease of 70 kPa (10 psi) in oil
pressure.
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i01574562
Engine Oil Pump - Inspect

SMCS - 1304-040
If any part of the oil pump is worn enough in order to affect performance of the oil pump, the oil
pump must be replaced.
Perform the following procedures in order to inspect the oil pump. Refer to Specifications,
"Engine Oil Pump" for clearances and torques.
1. Remove the cover for the engine oil pump. Refer to the Disassembly and Assembly,
"Engine Oil Pump - Remove".
2. Clean all of the parts. Look for cracks in the metal or other damage.
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Engine oil pump
(1) Driven gear assembly
(2) Drive gear assembly
(3) Oil pump gear
(4) Idler gear assembly
(5) Spindle
NOTICE
Before operation, the pump must be lubricated with clean engine oil
and the pump must turn freely by hand or damage to parts can be the
result.
Note: The minimum acceptable oil pressure at low idle is 100 kPa (15 psi).
Measure the backlash between the oil pump gear and the idler gear.
Note: Replace the gears if the backlash exceeds 0.35 mm (0.014 inch).
Note: The oil pump gear and the drive gear assembly are not serviceable if the oil pump gear is
removed.
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(3) Oil pump gear
Note: Do not use a torch.
Heat the oil pump gear to 180° to 220°C (356° to 428°F) and support the end of the drive gear
shaft in order to install the oil pump gear. Press the oil pump gear until the oil pump gear is flush
with the end of the shaft.
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(6) Housing for oil pump gear
Measure the difference in the length of the assembly for the oil pump gear. Measure the depth in
the oil pump housing.
Note: Replace the oil pump gear assembly if the clearance exceeds the service limit of 0.150 mm
(0.0059 inch).
Measure the clearance between the oil pump gears and the oil pump housing with a feeler gauge.
Note: Replace the oil pump gear assembly if the clearance exceeds the service limit of 0.100 mm
(0.0039 inch).
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(6) Housing for oil pump gear
(7) Cover
Measure the inside diameters of the bores of the shafts in the cover (7) and the oil pump housing
(6). Measure the bores of the shafts.
Note: Replace the oil pump gear assembly, the cover, or the oil pump housing if the clearance
exceeds the service limit of 0.150 mm (0.0059 inch).
Note: Replace the drive gear and driven gear as an assembly.
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(5) Spindle
(8) Idler gear bushing
Measure the inside diameter of the idler gear bushing.
Measure the diameter of the spindle.
Clean the surface of the oil pump cover (7). Install the cover to the oil pump housing (6). Install
bolts for the oil pump cover.
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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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i03993149
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:
• 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 oil level gauge 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 increased engine temperature.
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i02286625
Increased Engine Oil Temperature - Inspect

SMCS - 1348-040
When the engine is at operating temperature and the engine is using SAE 10W30 or SAE 15W40
oil, the maximum oil temperature should be 110 °C (230 °F). This is the temperature of the oil
after passing through the oil cooler.
If the oil temperature is high, then check for a restriction in the oil passages of the oil cooler. A
restriction in the oil cooler will not cause low oil pressure in the engine.
Determine if the oil cooler bypass valve is held in the open position. This condition will allow the
oil to pass through the valve instead of the oil cooler. The oil temperature will increase.
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i01371296
Cooling System - Check - Overheating

SMCS - 1350-535
Above normal coolant temperatures can be caused by many conditions. Use the following
procedure to determine the cause of above normal coolant temperatures:
Personal injury can result from escaping fluid under pressure.
If a pressure indication is shown on the indicator, push the release valve

in order to relieve pressure before removing any hose from the radiator.
1. Check the coolant level in the cooling system. If the coolant level is too low, air will get into
the cooling system. Air in the cooling system will cause a reduction in coolant flow and
bubbles in the coolant. Air bubbles will keep coolant away from the engine parts, which will
prevent the transfer of heat to the coolant. Low coolant level is caused by leaks or
incorrectly filling the radiator.
2. Check the mixture of antifreeze and water. The mixture should be approximately 50 percent
water and 50 percent antifreeze with 3 to 6 percent coolant conditioner. If the coolant
mixture is incorrect, drain the system. Put the correct mixture of water, antifreeze and
coolant conditioner in the cooling system.
3. Check for air in the cooling system. Air can enter the cooling system in different ways. The
most common causes of air in the cooling system are not filling the cooling system correctly
and combustion gas leakage into the cooling system. Combustion gas can get into the
system through inside cracks, a damaged cylinder head, or a damaged cylinder head gasket.
Air in the cooling system causes a reduction in coolant flow and bubbles in the coolant. Air
bubbles keep coolant away from the engine parts, which prevents the transfer of heat to the
coolant.
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4. Check the sending unit. In some conditions, the temperature sensor in the engine sends
signals to a sending unit. The sending unit converts these signals to an electrical impulse
which is used by a mounted gauge. If the sending unit malfunctions, the gauge can show an
incorrect reading. Also if the electric wire breaks or if the electric wire shorts out, the gauge
can show an incorrect reading.
5. Check the radiator.
a. Check the radiator for a restriction to coolant flow. Check the radiator for debris, dirt,
or deposits on the inside of the radiator core. Debris, dirt, or deposits will restrict the
flow of coolant through the radiator.
b. Check for debris or damage between the fins of the radiator core. Debris between the
fins of the radiator core restricts air flow through the radiator core. Refer to Testing
and Adjusting, "Cooling System - Inspect".
6. Check the filler cap. A pressure drop in the radiator can cause the boiling point to be lower.
This can cause the cooling system to boil. Refer to Testing and Adjusting, "Cooling System
- Test".
7. Check the fan and/or the fan shroud. The fan shroud must be the proper size and the fan
shroud must be positioned correctly.
8. Check for loose drive belts.
a. A loose fan drive belt will cause a reduction in the air flow across the radiator. Check
the fan drive belt for proper belt tension. Adjust the tension of the fan drive belt, if
necessary. Refer to the Testing and Adjusting Section, "Belt Tension Chart".
b. A loose water pump drive belt will cause a reduction in coolant flow through the
radiator. Check the water pump drive belt for proper belt tension. Adjust the water
pump drive belt's tension, if necessary. Refer to the Testing and Adjusting Section,
"Belt Tension Chart".
9. Check the cooling system hoses and clamps. Damaged hoses with leaks can normally be
seen. Hoses that have no visual leaks can soften during operation. The soft areas of the hose
can become kinked or crushed during operation. These areas of the hose can cause a
restriction in the coolant flow. Hoses become soft and/or get cracks after a period of time.
The inside of a hose can deteriorate, and the loose particles of the hose can cause a
restriction of the coolant flow.
10. Check for a restriction in the air inlet system. A restriction of the air that is coming into the
engine can cause high cylinder temperatures. High cylinder temperatures require higher than
normal temperatures in the cooling system.
11. Check for a restriction in the exhaust system. A restriction of the air that is coming out of
the engine can cause high cylinder temperatures.
a. Make a visual inspection of the exhaust system.
b. Check for damage to exhaust piping or for a damaged muffler. If no damage is found,
check the exhaust system for a restriction.
12. Check the shunt line. The shunt line must be submerged in the expansion tank. A restriction
of the shunt line from the radiator top tank to the engine water pump inlet will cause a
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reduction in water pump efficiency. A reduction in water pump efficiency will result in low
coolant flow and overheating.
13. Check the water temperature regulator. A water temperature regulator that does not open, or
a water temperature regulator that only opens part of the way can cause overheating. Refer
to Testing and Adjusting, "Water Temperature Regulator - Test".
14. Check the water pump. A water pump with a damaged impeller does not pump enough
coolant for correct engine cooling. Remove the water pump and check for damage to the
impeller.
15. Check the air flow through the engine compartment. The air flow through the radiator
comes out of the engine compartment. Ensure that the filters, air conditioner, and similar
items are not installed in a way that prevents the free flow of air through the engine
compartment.
16. Consider high outside temperatures. When outside temperatures are too high for the rating
of the cooling system, there is not enough of a temperature difference between the outside
air and coolant temperatures.
17. Consider high altitude operation. The cooling capacity of the cooling system goes down as
the engine is operated at higher altitudes. A pressurized cooling system that is large enough
to keep the coolant from boiling must be used.
18. The engine may be running in the lug condition. When the load that is applied to the engine
is too large, the engine will run in the lug condition. When the engine is running in the lug
condition, engine rpm does not increase with an increase of fuel. This lower engine rpm
causes a reduction in air flow through the radiator. This lower engine rpm also causes a
reduction in coolant flow through the system. This combination of less air and less coolant
flow during high input of fuel will cause above normal heating.
19. Timing of the engine which is incorrect may also cause overheating of the engine. Late
timing creates more heat in the engine. Early timing creates less heat in the engine.
Note: If the timing of the engine is incorrect, the exhaust valves may be burned and damage
to the exhaust manifold may occur.
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i01300404
Cooling System - Inspect

SMCS - 1350-040
Cooling systems that are not regularly inspected are the cause for increased engine temperatures.
Make a visual inspection of the cooling system before any tests are performed.

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. Make sure that air flow through the radiator does not have a restriction. Look for bent core
fins between the folded cores of the radiator. Also, look for debris between the folded cores
of the radiator.
4. Inspect the drive belts for the fan.
5. Check for damage to the fan blades.
6. Look for air or combustion gas in the cooling system.
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7. Inspect the filler cap, and check the surface that seals the filler cap. This surface must be
clean.
8. Look for large amounts of dirt in the radiator core. Look for large amounts of dirt on the
engine. Remove the dirt from the radiator core and the engine.
9. Fan shrouds that are loose or missing cause poor air flow for cooling.
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i02765190
Cooling System - Test

SMCS - 1350-040; 1350-081
This engine has a pressure type cooling system. A pressure type cooling system has 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 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.
Remember that temperature and pressure work together. When a diagnosis is made of a cooling
system problem, temperature and pressure must be checked. 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.
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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.
Cooling System Conditioner contains alkali. Avoid contact with skin

and eyes.
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.
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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 proper level
in the sight glass.
Test location for water temperature
(1) Plug
Test Tools For The Cooling System

Table 1
Required Tools
4C-6500 Digital Thermometer 1
285-0910 Multi-Tool Gp 1
9S-8140 Pressurizing Pump 1
245-5829 Coolant/Battery Tester Gp 1
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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.
4C-6500 Digital Thermometer
The 4C-6500 Digital Thermometer is used in the diagnosis of problems that cause overheating or
overcooling in the engine. This tool can be used to check the temperature in several areas of the
cooling system. The testing procedure is in Tool Operating Manual, NEHS0554.
285-0910 Multi-Tool Gp
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The 285-0910 Multi-Tool Gp is used to check the air flow through the radiator core.
9U-7400 Multitach Tool Group
The 9U-7400 Multitach Tool Gp is used to measure the fan speed. Refer to Operating Manual,
NEHS0605, " 9U-7400 Multitach Tool Gp " for the testing procedure.
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9S-8140 Pressurizing Pump
The 9S-8140 Pressurizing Pump is used to test the filler caps. This pressurizing pump is also used
to pressure test the cooling system for leaks.
245-5829 Coolant/Battery Tester Gp
Check the coolant frequently in cold weather for the proper glycol concentration. Use the 245-
5829 Coolant/Battery Tester Gp in order to ensure adequate freeze protection. The testers are
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identical except for the temperature scale. The testers give immediate, accurate readings. The
testers can be used for coolants that contain ethylene or propylene glycol.
Making the Correct Antifreeze Mixtures

Do not add pure antifreeze to the cooling system in order to adjust the concentration of antifreeze.
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.
Add an antifreeze and water mixture in the concentration which provides the desired freeze
protection. Use the following chart in order to determine the correct concentration of antifreeze in
water to use.
Table 2
Antifreeze Concentrations For Freeze Protection
Temperature Concentration
Protection to
30% antifreeze and 70% water
−15 °C (5 °F)
Protection to
−23 °C (−9 °F)
Protection to
−37 °C (−35 °F)
Protection to
−51 °C (−60 °F)
Checking the Filler Cap

Table 3
Required Tools
One cause for a pressure loss in the cooling system can be a faulty seal on the radiator pressure
cap.
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Typical schematic of filler cap
(1) Sealing surface between the pressure cap and the radiator


and eyes.
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. Inspect the pressure cap carefully. Look for damage to the seal. Look for damage to the
surface that seals. Remove any debris on the cap, the seal, or the sealing surface.
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:
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◦ 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 on the 9S-8140 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

Table 4
Required Tools
Use the following procedure to test the radiator and the cooling system for leaks.


and eyes.
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 the 9S-8140 Pressurizing Pump onto the radiator.
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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.
Cooling System Conditioner
Supplemental cooling system additive contains alkali. To prevent

personal injury, do not drink, avoid contact with the skin and eyes.
NOTICE
All water is corrosive at engine operating temperature. The cooling

system should be protected with a 3% to 6% concentration of cooling
system conditioner at all times.
Caterpillar does not recommend the use of cooling system solutions

that are intended to stop leaks.
Use of these products may result in excessive internal deposits that

could reduce the engine's heat transfer characteristics.
Caterpillar Cooling System Conditioner can be used with an antifreeze or without an antifreeze of
ethylene glycol base in the coolant.
When the conditioner is added to the coolant, the cooling system must be flushed and the cooling
system must be cleaned.
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i02878004
Engine Oil Cooler - Inspect

SMCS - 1378-040
(1) Element
(2) Gaskets
(3) Oil cooler cover
Check the element (1) for cracks or other defects. If the element is damaged replace the element.
Replace all gaskets (2) and check the oil cooler cover (3) for cracks. If the oil cooler cover is
damaged, replace the cover.
Tue Dec 31 09:56:11 UTC+0800 2019
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Copyright 1993 - 2019 Caterpillar Inc.

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i07516339
Water Temperature Regulator - Test

SMCS - 1355-081-ON; 1355-081

Introduction
Use this procedure to test the water temperature regulator.
Test Preparation
1. Remove the water temperature regulator from the engine.
2. Heat water in a pan until the temperature of the water is equal to the fully open temperature
of the water temperature regulator. Refer to Specifications, "Water Temperature Regulator"
for the fully open temperature of the water temperature regulator. Stir the water in the pan.
This will distribute the temperature throughout the pan.
Test Procedure
1. Hang the water temperature regulator in the pan of water. The water temperature regulator
must be below the surface of the water. The water temperature regulator must be away from
the sides and the bottom of the pan.
2. Keep the water at the correct temperature for ten minutes.
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3. After ten minutes, remove the water temperature regulator. Immediately measure the
opening of the water temperature regulator. Refer to Specifications, "Water Temperature
Regulator" for the minimum opening distance of the water temperature regulator at the fully
open temperature.
If the distance is less than the amount listed in the manual, replace the water temperature
regulator.
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i05183361
Piston Ring Groove - Inspect

SMCS - 1214-040
Introduction
This procedure is intended to give information on inspecting piston ring grove. Refer to the
Specifications Manual for specifications for this procedure.
Required Tools
Table 1
Required Tools
8H-8581 Feeler Gauge 1
Inspection Procedure
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 and clean the grooves and the piston rings.
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(1) Feeler gauge
(2) Piston ring
(3) Piston grooves
2. Fit new piston rings (2) in the piston grooves (3).
3. Check the clearance for the piston ring by placing the 8H-8581 Feeler Gauge (1) between
piston groove (3) and the top of piston ring (2). Refer to Specifications, "Piston and Rings"
for the dimensions.
Note: Some pistons have a tapered top groove and the piston ring is wedged. The clearance
for the top piston ring cannot be checked by the above method when this occurs.
Inspect the Piston Ring End Gap
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(1) Piston ring
(2) Cylinder ring ridge
(3) Feeler gauge
1. Clean all carbon from the top of the cylinder bores.
2. Place each piston ring (1) in the cylinder bore just below the cylinder ring ridge (2).
3. Use the 8H-8581 Feeler Gauge (3) 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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i01764002
Connecting Rod - Inspect

SMCS - 1218-040
Note: The bolts on the connecting rod are installed in the connecting rod by a special process. The
bolts should not be rotated or removed. If the bolts are rotated or removed, the connecting rod and
the bolts will be damaged.
These procedures determine the following characteristics of the connecting rod.
• Length of the connecting rod
• Distortion of the connecting rod
• Parallel alignment of the bores of the connecting rod
Note: If the connecting rod or the bearing for the piston pin is replaced, a new piston must also be
installed. A new piston is required in order to ensure that the height of the piston above the
cylinder block is correct.
Length of a Connecting Rod

CRL is the connecting rod length. The length of the connecting rod is given in Table 1 for each
length grade of connecting rod.
In order to ensure that the piston height above the cylinder block is correct, six length grades of
connecting rods are used in production. The length grade 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 "A". The
shortest grade is marked with the letter "F". The difference in each length grade is 0.03 mm (0.001
inch).
The length grade of a connecting rod is determined in the factory by machining an eccentric hole
in a semi-finished piston pin bushing.
If the connecting rod must be replaced, a new connecting rod assembly must be purchased and
installed. The length grade of the new connecting rod must be specified. The new connecting rod
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contains a new piston pin bearing. The piston pin bearing is reamed to the correct bore. Refer to
Table 1.
Replace Only the Piston or the Bearing for the Piston Pin
This procedure is applicable when the original connecting rod is used with the following
components: piston and piston pin bearing.
1. Remove the bearing for the piston pin, which was installed in the factory, from the
connecting rod. Install a new bushing in the connecting rod. If necessary, ream the new
bearing in order to obtain the correct clearance between the piston pin and the bearing.
Refer to Specifications, "Piston and Rings" for dimensions of bearings and piston pins.
2. Install a new piston, if necessary. The new piston will be the "Std" height grade. Also, a new
piston pin may be required.
Refer to Specifications, "Piston and Rings" for specifications of pistons and piston rings.
3. Measure the height of the piston above the cylinder block in order to ensure the correct
piston height.
If the height of the piston is incorrect, a new connecting rod must be installed. If the piston
height is too high, a shorter connecting rod is required. If the piston height is too low, a
longer connecting rod is required. Refer to Table 1.
Replacing the Connecting Rod and Piston

This procedure determines the length of the connecting rod. The length of the connecting rod must
be known so that the correct length of a replacement for the connecting rod can be purchased.
Determine the length grade of the connecting rod by one of the following characteristics:
• Length grade letter
• Measuring the length
If the letter for the length grade is used in order to determine the length grade, refer to Table 1. If
the length of the connecting rod must be measured in order to determine the length grade, refer to
Illustration 1.
Table 1
Length grades of the connecting rod
Length grade that is used Length Grade that is used for Length Of The Connecting
in Production Replacement Rod (CRL)
"A" and "B" "B" 132.05 to 132.08 mm (5.199

to 5.200 inch)
"C" and "D" "D" 131.99 to 132.02 mm (5.196

to 5.198 inch)
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"E" and "F" "F"

131.93 to 131.96 mm (5.194
to 5.195 inch)
If the mark for the length grade cannot be observed on the connecting rod, perform the following
procedure in order to measure the length of the connecting rod ("CRL").
(1) Measuring pins
(2) Connecting rod
1. Use the following tools that are provided by the customer 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)
2. Ensure that the measuring pins (1) are parallel. If the measuring pins are not parallel, refer
to "Distortion of a Connecting Rod". This will determine if the distortion is within the
tolerance.
Measure "CRL". Compare the "CRL" that is measured to the "CRL" that is given in Table 1.
The length grade of the connecting rod is determined by this "CRL".
Distortion of a Connecting Rod
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(A) 127 mm (5.0 inch)
(B) The allowable tolerance for parallelism between center lines is ± 0.25 mm (± 0.010 inch).
(1) Measuring pins
(2) Connecting rod
1. Use the following tools that are provided by the customer in order to measure the distances
for the connecting rod (2) which are specified in Illustration 2:
◦ Appropriate gauges for measuring distance
◦ Measuring pins (1)
2. Measure the connecting rod for distortion 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. When the bearings for the connecting rod
are removed, the limits for parallelism and for squareness are 0.25 mm (0.010 inch) . The
limits are measured at a distance of 127 mm (5.0 inch) (A) from each side of the connecting
rod.
Inspect the Bearing and Piston Pin for Wear

Note: The bolts on the connecting rod are installed in the connecting rod by a special process. The
bolts should not be rotated or removed. If the bolts are rotated or removed, the connecting rod and
the bolts will be damaged.
1. Inspect the bearing for the piston pin and the piston pin for wear.
2. Measure the clearance of the piston pin in the bearing for the piston pin.
Refer to Specifications, "Connecting Rod" for dimensions.
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If the bearing or the piston pin are not within tolerances, the component must be replaced. If the
clearance between the bearing and piston pin is not within the tolerance, one or both components
must be replaced.
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i07350518
Connecting Rod Bearings - Inspect

SMCS - 1219-040
Inspect the connecting rod bearings for peeling, melting, seizure, or poor contact. If the connecting
rod bearings are worn or if the connecting rod bearings are damaged, replace the connecting rod
bearings.
1. Measure the clearance between the connecting rod bearing and the crankshaft journal.
2. Measure the connecting rod bearings at positions (1) and (2) in directions (A) and (B). Refer
to Reuse And Salvage Guidelines, SEBF8009, "Visual Inspection of Main Bearings and
Connecting Rod Bearings" for reuse information.
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i01366224
Main Bearings - Inspect

SMCS - 1203-040
Inspect the main bearings for peeling, melting, seizure or poor contact. If the main bearings are
worn or if the main bearings are damaged, replace the main bearings.
1. Measure the clearance between the main bearings and the crankshaft journal.
2. Measure the main bearings at positions (1) and (2) in directions (A) and (B). Refer to the
Specifications Module, "Cylinder block" topic for information on the tolerances.
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i01309662
Cylinder Block - Inspect

SMCS - 1201-040
Table 1
Required Tools
1P-3537 Dial Bore Gauge Group 1
Inspect the top of the cylinder block for cracks and warpage. Refer to the Specifications Module,
"Cylinder Block" topic for the tolerances.
Inspect each cylinder bore. There should be no scoring, rust or corrosion. Use a 1P-3537 Dial
Bore Gauge Group in order to measure each cylinder bore. Each cylinder bore should be measured
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at the top, middle and bottom. Refer to Special Instruction, GMG00981 for the instructions that
are needed to use the dial bore gauge.
If the cylinder bores are out of the service limit, the cylinder block must be bored oversize. Refer
to the Specifications Module, "Cylinder Block" topic for the tolerances.
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i01652707
Cylinder Head - Inspect

SMCS - 1100-040
Table 1
Required Tools
Part Number Part Name Quantity
8S - 6691 Cylinder Head Repair Stand 1
1U - 7234 Feeler Gauge 1
Bolt tightening sequence
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1. Remove the cylinder head bolts in the reverse sequence that is shown in Illustration 1. A 14
mm extended socket is required in order to remove the bolts which are numbered 12
through 15. Remove the cylinder head from the engine.
2. Clean the cylinder head thoroughly. Make sure that the contact surfaces of the cylinder head
and the cylinder block are clean, smooth and flat.
3. Inspect the bottom surface 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.
(1) Cylinder head
(2) Cylinder head repair stand
4. Put the cylinder head (1) on the 8S-6691 Cylinder Head Stand Set (2) .
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(3) Straight edge
(4) Feeler gauge
Positions for measuring the flatness of the cylinder head
Typical example
5. Measure the cylinder head for flatness. Measure the flatness with a straight edge (3) and
with a feeler gauge (4) .
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◦ Measure the cylinder head from point (A) to the opposite end.
◦ Measure the cylinder head from point (B) to the opposite end.
◦ Measure the cylinder head from point (C) to the opposite end.
Refer to the Specifications, "Cylinder Head" for the requirements of flatness.
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i01582547
Piston Height - Inspect

SMCS - 1214-040
If the height of the piston above the cylinder block is not within the tolerance that is given in the
Specifications Module, "Piston and Rings", the piston and the bearing for the piston pin must be
replaced. 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
• Piston
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.
Six 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 Testing and Adjusting, "Connecting Rod -
Inspect" and Specifications, "Connecting Rod" for additional information.
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8T-0455 Liner Projection Tool Group
(1) 1P-2403 Dial indicator
(2) 1P-2402 Gauge body
(3) 1P-5507 Gauge block
1. Use the 8T-0455 Liner Projection Tool Group in order to measure the piston height above
the cylinder block. Use the gauge block (3) to zero the dial indicator (1) on the face of the
cylinder block.
2. Position the gauge block (3) on the cylinder block. Rotate the crankshaft until the piston is
at the approximate top center. Ensure that the flame ring of the cylinder liner does not
interfere with the gauge block or the dial indicator.
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Measurement of the piston height
(1) 1P-2403 Dial indicator
(2) 1P-2402 Gauge body
3. Position the gauge body (2) and dial indicator (1) 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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i02646947
Flywheel - Inspect
SMCS - 1156-040
Face Runout (Axial Eccentricity) of the Flywheel

Table 1
Required Tools
8T-5096 Dial Indicator Gp 1
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Checking face runout of the flywheel
1. Refer to Illustration 1 and install the dial indicator. Always put a force on the crankshaft in
the same direction before the dial indicator is read. This will remove any crankshaft end
clearance.
2. Set the dial indicator to read 0.0 mm (0.00 inch).
3. Turn the flywheel at intervals of 25 mm (1.00 inch) along the outer circumference of the
flywheel face, and record measurements at each point.
4. The difference between two consecutive measurements must not be more than 0.03 mm
(0.001 inch), which is the maximum permissible flywheel face runout.
Flywheel Runout
Note: The flywheel housing must be removed in order to perform this runout check.
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Checking flywheel runout
1. Refer to Illustration 2 and install the dial indicator.
2. Set the dial indicator to read 0.00 mm (0.000 inch).
3. Turn the flywheel at intervals of 90 degrees and read the dial indicator.
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). This
dimension is the maximum permissible distance for the outside diameter runout of the
flywheel.
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i02488286
Flywheel Housing - Inspect

SMCS - 1157-040
Table 1
Required Tools
8T-5096 Dial Indicator Gp 1
Face Runout (Axial Eccentricity) of the Flywheel Housing
8T-5096 Dial Indicator Gp
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1. Fasten a dial indicator to the flywheel so the anvil of the dial indicator will contact the face
of the flywheel housing.
2. Put a force on the crankshaft toward the rear before the dial indicator is read at each point.
Checking face runout of the flywheel housing
3. Turn the flywheel while the dial indicator is set at 0.0 mm (0.00 inch) at location (A). Read
the dial indicator at locations (B), (C) and (D).
4. The difference between the lower measurements and the higher measurements that are
performed at all four points must not be more than 0.20 mm (0.008 inch) for an "SAE 5"
flywheel housing. The difference between the lower measurements and the higher
measurements that are performed at all four points must not be more than 0.23 mm
(0.009 inch) for an "SAE 4" flywheel housing. These measurements are the maximum
permissible face runout (axial eccentricity) of the flywheel housings.
Bore Runout (Radial Eccentricity) of the Flywheel Housing
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8T-5096 Dial Indicator
1. Fasten a dial indicator to the flywheel so the anvil of the dial indicator will contact the bore
of the flywheel housing.
Checking bore runout of the flywheel housing
2. Turn the flywheel while the dial indicator is set at 0.0 mm (0.00 inch) at location (A). Read
the dial indicator at locations (B), (C) and (D).
3. The difference between the lower measurements and the higher measurements that are
performed at all four points must not be more than 0.20 mm (0.008 inch) for an "SAE 5"
flywheel housing. The difference between the lower measurements and the higher
measurements that are performed at all four points must not be more than 0.23 mm
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(0.009 inch) for an "SAE 4" flywheel housing. These measurements are the maximum
permissible bore runout (radial eccentricity) of the flywheel housings.
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i02686950
Alternator - Test
SMCS - 1405-081
Table 1
Required Tools
237-5130 Digital Multimeter 1
225-8266 Ammeter Tool Gp 1
1. Put the positive lead "+" of the multimeter on the "Bat" terminal of the alternator. Put the
negative "-" lead on the ground terminal or on the frame of the alternator. Put the 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 2
Fault Conditions And Possible Causes
Current At Start- The Voltage Is Below The Voltage Is Within The Voltage Is
up Specifications After 10 Specifications After 10 Above
Minutes. Minutes. Specifications
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After 10
Minutes.
Less than the Replace the alternator. Turn on all accessories. -
specifications Check the circuit of If the voltage decreases
the ignition switch. below the specifications,
replace the alternator.
Decreases after Replace the alternator. The alternator and the Replace the
matching battery match the alternator.
specifications specifications. Turn on
all accessories in order
to verify that the voltage
stays within
specifications.
The voltage Follow the procedures The alternator operates Replace the
consistently that are in the Tool within the specifications. alternator.
exceeds Operating Manual, Follow the procedures in Inspect the
specifications. SEHS7633 in order to the Tool Operating battery for
test the battery. Test Manual, SEHS7633 in damage.
the alternator again. order to test the battery.
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. Refer to the Fault Conditions And Possible
Causes in Table 2.
6. After ten minutes of engine operation, the charging current should decrease to
approximately 10 amperes. The actual length of time for the charging current to decrease to
10 amperes depends on the following conditions:
◦ The battery charge
◦ The ambient temperature
◦ The rpm of the engine
Refer to the Fault Conditions And Possible Causes in Table 2.
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i01344679
Battery - Test
SMCS - 1401-081
Personal injury can result from battery fumes or explosion.
Batteries give off flammable fumes that can explode. Electrolyte is an

acid and can cause personal injury if it contacts the skin or eyes.
Prevent sparks near the batteries. Sparks could cause vapors to

explode. Do not allow jumper cable ends to contact each other or the
engine. Improper jumper cable connections can cause an explosion.
Always wear protective glasses when working with batteries.
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. The alternator may be damaged during operation if the
circuit is broken between the battery and the alternator. The damage can occur when the load on
the battery suddenly stops. The loss of the load on the battery causes a sudden increase in the
voltage. This high voltage can damage the charging unit, the regulator, and other electrical
components.
The 4C-4911 Battery Load Tester is used to load test a battery that does not hold a charge.
Refer to the Tool Operating Manual, SEHS9249 for instructions on the use of the 4C-4911 Battery
Load Tester. Refer to Special Instruction, SEHS7633 for the correct procedures and specifications
for testing batteries.
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i01461457
Charging System - Test

SMCS - 1406-081
The condition of charge in the battery at each regular inspection will show if the charging system
is operating correctly. An adjustment is necessary when the battery is constantly in a low
condition of charge or a large amount of water is needed. There are no adjustments on
maintenance free batteries. A large amount of water would be more than one ounce of water per
cell per week or per every 100 service hours.
When it is possible, make a test of the charging unit and voltage regulator on the engine, and use
wiring and components that are a permanent part of the system. Off-engine testing or bench
testing will give a test of the charging unit and voltage regulator operation. This testing will give
an indication of needed repair. After repairs are made, perform a test in order to prove that the
units have been repaired to the original condition of operation.
Alternator Regulator
The charging rate of the alternator should be checked when an alternator is charging the battery
too much or not charging the battery enough.
Alternator output should be 28 ± 1 volt on a 24 volt system and 14 ± 0.5 volt on a 12 volt system.
No adjustment can be made in order to change the rate of charge on the alternator regulators. If the
rate of charge is not correct, a replacement of the regulator is necessary. For individual alternator
output, refer to Specification, "Alternator and Regulator".
See Special Instruction, REHS0354, "Charging System Troubleshooting" for the correct
procedures to use to test the charging system. This publication also contains the specifications to
use when you test the charging system.
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i01964005
Electric Starting System - Test

SMCS - 1450-081
Use the multimeter in the DCV range to find starting system components which do not function.
Move the start control switch in order to activate the starting solenoids. The starting solenoid's
operation can be heard as the pinion of the starting motor is engaged with the ring gear on the
engine flywheel.
If a solenoid for a starting motor will not operate, it is possible that the current from the battery did
not reach the solenoid. Fasten one lead of the multimeter to the connection (terminal) for the
battery cable on the solenoid. Connect the other lead to a good ground. A zero reading indicates
that there is a broken circuit from the battery. More testing is necessary when there is a voltage
reading on the multimeter.
The solenoid operation also closes the electric circuit to the motor. Connect one lead of the
multimeter to the solenoid connection (terminal) that is fastened to the motor. Connect the other
lead to a good ground. Activate the starting solenoid and look at the multimeter. A voltage reading
of the battery shows that the problem is in the motor. The motor must be removed for further
testing. A zero reading on the multimeter shows that the solenoid contacts do not close. This
indicates the need for repair to the solenoid, or to the clearance for the starter motor pinion.
Perform a test. Fasten one multimeter lead to the connection (terminal) for the small wire at the
solenoid and fasten the other lead to the ground. Look at the multimeter and activate the starting
solenoid. A voltage reading shows that the problem is in the solenoid. A zero reading indicates
that the problem is in the start switch or the wires for the start switch.
Fasten one multimeter lead to the start switch at the connection (terminal) for the wire from the
battery. Fasten the other lead to a good ground. A zero reading indicates a broken circuit from the
battery. Check of the circuit breaker and wiring. If there is a voltage reading, the problem is in the
start switch or in the wires for the start switch.
Starting motors that operate too slowly can have an overload due to excessive friction in the
engine that is being started. Slow operation of the starting motors can also be caused by a short
circuit, loose connections, and/or dirt in the motor.
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i01571498
Pinion Clearance - Adjust

SMCS - 1454-025
Gap of Pinion
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Check the gap of the pinion.
(1) "S" terminal
(2) "M" terminal
Note: Do not continue to test for more than 20 seconds in order to prevent the windings on the
magnetic switch from overheating.
1. Connect the electric starting motor to a 24 volt battery, as shown. The pinion will shift into
the cranking position and the pinion will start turning slowly. Disconnect the lead of the
jumper from the "M" terminal of the starting motor. The pinion will remain in the cranking
position.
Pinion clearance
(3) Packing
(4) Pinion clearance
2. Push the pinion toward the armature and measure the amount of movement (gap) of the
pinion.
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Pinion clearance
(4) Pinion clearance
3. Add the packing or remove the packing on the magnetic switch in order to adjust the gap of
the pinion. Adding the packing will decrease the gap.
Table 1
Standard At Assembly
Gap of Pinion
0.5 to 2.0 mm (0.020 to 0.079 inch)
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Air Conditioning and Heating R-12 All Caterpillar Machines
i05657533
Required Tools
SMCS - 7320
Table 1
Required Tools
208-1316 Refrigerant Service Unit (Recovery/Recycling)
197-1915 Refrigerant Service Unit (Recovery/Recycling)
208-1320 Refrigerant Service Unit (Recovery/Recyling/Recharging)
168-1959 Electronic Charging Scale (115 V / 60 Hz)
168-1961 Electronic Charging Scale (220-240 V / 50 Hz)
168-1958 Electronic Charging Scale (Battery)
208-1317 Refrigerant Filter-Drier
208-1321 Manifold Gauge Set
208-1353 Thermistor Gauge
4C-2964 Refrigerant Leak Detector
208-1355 Oil Pump
445-9425 Refrigerant Service Unit (Recovery)
9U-5793 Refrigerant Tank (22.7 kg (50 lb))
208-1381 Vacuum Pump (1.2 CFM, 110 V / 60 Hz)
208-1556 Vacuum Pump (4 CFM, 110V / 60Hz)
208-1382 Vacuum Pump (1.2 CFM, 220 V / 50-60 Hz)
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208-1357 Vacuum Pump (4 CFM, 220-250 V / 50-60 Hz)

1U-9763 Vacuum Pump Oil
1U-8085 Eye Protection Goggles (Vented)
208-1328 Refrigerant Hose
5P-7277 Voltage Tester
8T-0500 Continuity Tester
9U-5325 Thermometer
138-6629 Refrigerant Identifier (110/220 Volt 60/50 Hz)
174-0839 Refrigerant Analyzer Tool Gp
153-8537 Air Conditioner Flushing Unit (Cart)
153-9032 Air Conditioner Flushing Unit (Portable)
153-9033 Adapter Kit (Air Conditioner Flushing)
153-8538 Refrigerant Flushing Solution
9U-7804 O-ring Kit
192-4723 Dye Injection Tool Gp
192-2331 Leak Detection Lamp Gp
192-4727 Dye Cleaning Solution
208-1365 Valve Core Tool
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i01750177
Machine Preparation for Troubleshooting

SMCS - 7320


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gas may be present.
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Before any problem solving procedures are performed, read the manual for the heating and air
conditioning system. Make a visual inspection of the complete air conditioning and heating
system.
• All charging and leak testing must be done in a well ventilated area.
• Avoid any physical contact with refrigerant. Contact can cause frostbite.
• Always wear goggles when you are working on or testing any part of the air conditioning
system.
• Place a clean cap or place a clean plug over any valve or any connection that is opened.
• Never weld any charged components.
• Never solder any charged components.
• Never steam clean any charged components.
• Do not smoke when you recover the refrigerant or when you recycle the refrigerant.
• Do not smoke when you charge the system.
• Do not smoke when you perform a leak test on the system.
• Do not smoke when you flush the system.
• Do not leave refrigerant drums exposed to direct sunlight.
• Do not carry refrigerant drums into the passenger compartment of the machine.
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i01735445
General Troubleshooting Information

SMCS - 7320


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gas may be present.
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• Low refrigerant charge will cause a loss of cooling ability and a loss of lubrication in the
compressor, which will result in failure of the compressor.
• Overcharge of refrigerant will cause a loss of cooling ability. A system that is overcharged
will contain excess liquid refrigerant, which will severely damage the compressor. An
overcharged system will fail two times faster than an undercharged system.
• Too much oil in the system will contribute to liquid slugging. Liquid slugging will cause the
compressor to seize.
• A small amount of moisture will penetrate the hoses that are used in R-12 systems. Change
the dryer or change the accumulator and the desiccant annually. Moisture causes sludge that
will result in a plugged system. Moisture causes the formation of ice at the orifice tube
assembly. Moisture causes the formation of ice at the thermal expansion valve.
• Gauge readings for an undercharged R-12 system may appear as symptoms of overcharge
under certain conditions. This occurs when the ambient temperature is above 32 °C (90 °F)
or in high humidity. Gauge readings that are Incorrect lead to a loss of cooling ability and
• Refrigerant that is removed from a system cannot be weighed accurately. A 20 to 30% error
can occur. The error is a result of oil that is removed from the system and a result of the
inaccuracies of devices that are used for recovery.
• The scale that is used for charging should be checked for accuracy after every 30 days or
after every 30 uses.
• After recovering a system, if the system pressure rises above 0 kPa (0 psi) within 5 minutes,
the system must be recovered again until the pressure does not increase. Recovering the
system again will empty the accumulator of refrigerant.
• The presence of frost on the accumulator is a normal condition. The thickness of the frost
will depend on ambient temperature and humidity.
• Perform regular maintenance on the refrigerant service units and change the oil in the
vacuum pumps.
• Secure lines and wires in order to prevent damage to the lines and wires.
• The formation of black sludge deposits in the system is caused by the presence of moisture
in R-12 systems and by mixing charges of R-134a and R-12. The black sludge deposits
can cause a blockage in the system.
• R-12 system charges must be within 0.03 kg (1.000 oz) to .06 kg (2.000 oz) of the specified
charge for the machine.
• A drain line that is plugged or a drain line that is pinched may cause a backup of condensate
and leakage into the cab.
• Missing drain valves may cause dirt to get into the cab.
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• Missing drain valves will allow dust to be sucked into the evaporator coil and the heater
coil.
A cab pressure of 0.05 kPa (0.200 inch of H2O) to 0.15 kPa (0.600 inch of H2O) and proper
maintenance of the air conditioner filter will result in the following conditions:
• Reduction of dust
• Reduction of noise
• More efficient HVAC performance
A loss of cooling ability of the system and failure of the compressor may be caused by one or
more of the following conditions.
• Low charge
• Overcharge
• Too much oil
• Too little oil
• Dirty filter or plugged filter
• Dirty condenser or plugged condenser
• Dirty evaporator or plugged evaporator
• Dirty orifice tube or plugged orifice tube
• Dirty expansion valve or plugged expansion valve
• Too much moisture in the system
• Missing drain valves for the evaporator
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i01731950
Visual Inspection
SMCS - 7320


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gas may be present.
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Before you conduct a performance check of the air conditioning system, the following items
should be checked:
1. Check the condenser and the evaporator.
a. Check for any type of restriction that will obstruct the air flow. Check for dirt, insects,
plastic bags, etc.
b. For machines that are equipped with condensers that are mounted on the roof, always
make sure that all fan motors are running. Check for restrictions. A clean condenser
will lead to longer life for the compressor.
2. Clean the fresh air filters and clean the recirculation filters.
4. Check the moisture indicator, if equipped. If the indicator is pink or white, there is moisture
in the system. Replace the receiver-dryer or the in-line dryer. Refer to the proper
Disassembly and Assembly manual for your machine. If the moisture indicator is blue, the
system is normal.
5. Check the drain tube on the evaporator. The drain plug should not be obstructed.
6. For machines that are equipped with an accumulator, start the machine. Set the air
conditioner on HIGH. Feel the accumulator with the hand. In a properly charged system, the
entire accumulator will be cool to the touch or cold to the touch.
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i01734065
Troubleshooting Heating and Air Conditioning Control

System
SMCS - 7309-035


lit cigarette.


gas may be present.
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Heating System
In order to conduct a performance check of the heating system, perform the following procedure.
1. Run the engine at 1000 rpm.
2. Adjust the temperature control knob to the setting for maximum heating.
3. Put the fan switch in the HIGH position on heat.
4. When the engine coolant temperature is in the normal operating range, the temperature of
the air that is flowing from the louvers (air ducts) should be warm.
If the temperature of the air that is flowing is not warm within 10 minutes of operation, refer
to "Problem 2" section.
Problem 1
There is little warm air flow or no warm air flow when the heater control knob is set for
maximum heating.
1. Perform the following procedure:
a. Check the engine coolant temperature. The temperature of the coolant must be at
normal operating range.
b. The heater control valve must be functioning properly. Check for the correct linkage
adjustment from the temperature control lever to the heater control valve. The heater
control valve must open completely when the temperature control knob is set for
maximum heating.
c. Check for blockage and check for bends in the heater hoses. Blockages and bends in
the heater hoses would stop the flow of coolant through the system.
d. Inspect the petcocks that connect the heater hoses to the engine block. Make sure that
the petcocks are adjusted so that the petcocks are fully open.
2. Make repairs to the components or replace any damaged component.
Electrical System
Problem 2
There is no flow to the operator's compartment. The evaporator blower motors do not
operate when the fan switch is activated.
1. Perform the following procedure:
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a. Inspect the circuit breaker or inspect the fuses for an open circuit.
b. Perform a visual inspection of all wire connections. Use the electrical schematic for
the respective machine.
c. Check for blockages at the fan blade.
d. Check for the proper function of the fan switch at each setting. The evaporator blower
motor will run at each setting. The evaporator blower motor should be operating in
the cold mode and in the heating mode.
e. Use a 5P-7277 Voltage Tester or use a 9U-7330 Multimeter in order to check the
voltages in all components of the electrical system. Refer to the electrical schematic
section for additional information for the machine.
2. If necessary, make repairs or replace the components.
Test Procedure for Testing Electrical Components in the Air

Conditioning System
The air conditioning systems on Caterpillar machines use pressure switches in order to protect the
air conditioning system. Some air conditioning systems on Caterpillar machines use pressure
switches and the on delay timer assembly for the refrigerant compressor in order to protect the air
conditioning system. Arc suppressors protect other electrical components in the air conditioning
system. Arc suppressors are applied in order to discharge electrical inductance when the
compressor disengages. Failure of the arc suppressor can affect the reliability of the pressure
switch. Failure of the arc suppressor may cause failure of the pressure switch.
The following procedures are for the testing of the on delay timer assembly, pressure switches,
and components of the arc suppressor.
Table 1
Required Tools
146-4080 Digital Multimeter (RS-232)
On Delay Timer Assembly for the Refrigerant Compressor Tests
In order to diagnose a faulty on delay timer assembly for the refrigerant compressor, the engine
start switch must be in the ON position and the air conditioning switch activated.
Note: The on delay timer assembly will delay the power supply to the compressor clutch coil for
30 seconds after the air conditioning switch is activated.
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(1) Output (signal voltage)
(2) Chassis ground
(3) Compressor clutch
(4) Power supply
1. Separate the 4-pin connector from the wiring harness.
2. Set the 146-4080 Digital Multimeter to DC voltage. Connect the positive probe to pin (4) on
the wiring harness and connect the negative probe to a suitable ground. The multimeter
should read 24 volts.
Note: If the voltage is below 18 volts or the voltage is above 32 volts the on delay timer
assembly will not supply power to the compressor.
3. Set the 146-4080 Digital Multimeter to OHMS. Connect the positive probe to pin location
(2) on the wiring harness and connect the negative probe to a suitable chassis ground. The
multimeter will display OL if the ground is not present.
4. Set the 146-4080 Digital Multimeter OHMS. Connect the positive probe to pin location (1)
on the wiring harness and connect the negative probe to a suitable chassis ground. If the
multimeter displays OL one of the three switches are open. Check each of the switches if an
open condition occurs.
pressure switches.
clutch coil, reconnect the on delay timer assembly to the wiring harness. Set the 146-4080
Digital Multimeter to DC voltage. Remove the 2-pin connector from the compressor clutch
coil. Connect the negative probe to a suitable chassis ground. Check each one of the two
pins on the wiring harness for voltage. One of the two pins should supply 24 volts.
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6. In order to check the ground path from the compressor clutch coil to the chassis, turn off the
air conditioning switch in the cab. Set the 146-4080 Digital Multimeter OHMS. Remove the
2-pin connector from the compressor clutch coil. Connect the negative lead to a suitable
ground. Check each of the two pins on the 2-pin connectors for continuity. One of the two
pins should display OL.
7. If both the correct voltage and ground are present check the resistance of the compressor
clutch coil. Refer to the Service Manual, SENR 3334, "Refrigerant Compressor" section in
Specifications.
Pressure Switch Tests
Test Procedure for 114-5333 Pressure Switch and 114-5334 Pressure Switch (NORMALLY
OPEN)
Pressure switches are used in order to protect the air conditioning compressor. The two most
commonly used pressure switches are the 114-5333 Pressure Switch and the 114-5334 Pressure
Switch. The only difference between the two switches is the connector. Only one of these switches
is used per machine. The high pressure and low pressure switches have three possible switch
positions which are given below:
OPEN - System pressure is low.
CLOSED - System pressure is correct.
OPEN - System pressure is high.
The two OPEN positions of the pressure switch protect the air conditioning system. The OPEN
position prevents the compressor from actuating when potentially harmful pressures exist in the
system. The CLOSED position is the normal operating switch position. The following table
contains the logic for the pressure switches:
Table 2
Contact Position (Pressure Contact Position (Falling
Pressure Range
Rise) Pressure)
Above
High Position 3 2800 kPa (406 OPEN OPEN
psi)
1750 kPa (254

Hysteresis
psi) to CLOSED OPEN
Band (1)
2800 kPa (406
psi)
275 kPa (40 psi)

Middle (Position
to CLOSED CLOSED
2)
1750 kPa (254
psi)
Hysteresis OPEN CLOSED
Band (1) 170 kPa (25.0
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psi) to
275 kPa (40 psi)
0 kPa (0 psi) to
Low Position 1 OPEN OPEN
170 kPa (25.0
psi)
(1)
Pressure must pass through the hysteresis band in order to provide the correct conditions for the switch contact.
the OHMS test mode.
4. If the system pressure is between 275 kPa (40 psi) and 1750 kPa (254 psi), the multimeter
will display a value that is less than 1 ohm.
is within acceptable limits, replace the pressure switch.
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8T-8639 Low Pressure Switch (NORMALLY OPEN)
Table 3

344 ± 34 kPa (50 ± 5 psi)

172 ± 21 kPa (25 ± 3 psi)
(2)
(3)
the OHMS test mode.
than 1 ohm.
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149-6371 Low Pressure Switch (NORMALLY OPEN)
Table 4

103 ± 14 kPa (15 ± 2 psi)

35 ± 7 kPa (5 ± 1 psi)
(2)
(3)
the OHMS test mode.
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than 1 ohm.
3E-6462 High Pressure Switch (NORMALLY CLOSED)
Table 5

2400 ± 140 kPa (348 ± 20 psi)

1725 ± 100 kPa (250 ± 15 psi)
(4)
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(5)
Note: A pressure switch that is NORMALLY CLOSED will open when the system pressure
increases. The pressure switch will close when the system pressure decreases.
the OHMS test mode.
less than 1 ohm.
7X-1076 High Pressure Switch (NORMALLY CLOSED)
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Table 6

2412 ± 140 kPa (350 ± 20 psi)

1723 ± 100 kPa (250 ± 15 psi)
(4)
(5)
the OHMS test mode.
less than 1 ohm.
Test Procedures for Arc Suppressors:
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on Pin 1 of the connector.
on Pin 2 of the connector on the arc suppressor.
7. The multimeter should display OL.
8. If the above conditions do not exist, the component should be considered faulty. The
component will not provide adequate protection if the above conditions do not exist.
9. Replace the component if the component has failed.
3E-9169 Arc Suppressor and 130-8134 Arc Suppressor
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(1) Pin 1
(2) Pin 2
(1) Pin 1
(2) Pin 2
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6. Place the red probe on Pin 2 of either connector of arc suppressor. Place the black probe on
Pin 1 of either connector on the arc suppressor.
male connector.
10. Place the red probe on Pin 2 of the female connector. Place the black probe on Pin 2 of the
male connector.
105-8827 Arc Suppressor and 130-0956 Arc Suppressor
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(1) Pin 1
(2) Pin 2
(1) Pin 1
(2) Pin 2
2. Place the red probe in the red terminal (plus terminal) of the multimeter.
6. Place the red probe on pin 2 of either connector of arc suppressor. Place the black probe on
pin 1 of either connector on the arc suppressor.
male connector.
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male connector.
Correct Mounting of Arc Suppressors

Certain arc suppressors may experience failure of the wire leads due to vibration if the arc
suppressor is not properly supported.
Use a 2U-4497 Strap to tie-wrap the arc suppressor. The arc suppressor should be securely tie-
wrapped to a stationary support in order to prevent any motion of the body of the arc suppressor.
Additionally, the connectors on both ends of the arc suppressor should be secured.
A suitable bracket for supporting an arc suppressor is the 116-6100 Plate. The addition of a 9R-
2926 Plate should permit the mounting of the 116-6100 Plate around obstacles. Use the 9R-2926
Plate if the 116-6100 Plate cannot be installed directly in an existing application.
The Sure Seal connectors on the 3E-9169 Arc Suppressor and the 105-8827 Arc Suppressor
should be secured with two 9G-9150 Clips in order to prevent movement of the connectors
relative to the body of the arc suppressor. The DT connectors on the 130-0956 Arc Suppressor and
130-8134 Arc Suppressor should be secured with two 9U-2297 Clips. The clips should be bolted
through the slotted holes on the 116-6100 Plate .
The 106-8704 Arc Suppressor is an integral arc suppressor. The integral arc suppressor can be
found on the newer machines. The 106-8704 Arc Suppressor is lighter than the other arc
suppressors. The 106-8704 Arc Suppressor can be strapped directly to the wiring harnesses that
are connected to the arc suppressor.
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i01734367
Air Conditioning System Troubleshooting

SMCS - 7320


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gas may be present.
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System Contamination
The system must be cleaned and the system must be flushed if any particles of metal or other
foreign material from a component failure have circulated through the system.
Debris in the system can cause the compressor to fail. Use the following procedure for cleaning
and flushing the system.
1. Identify the refrigerant and then recover the refrigerant. Refer to the Service Manual,
SENR3334, "Refrigerant Recovery" section.
2. Remove the compressor. Refer to Disassembly and Assembly, SENR3334, "Refrigerant

Compressor - Remove and Install".
3. Remove the receiver-dryer or the in-line dryer. Refer to Disassembly and Assembly,
SENR3334, "Receiver-Dryer - Remove and Install". Refer to Disassembly and Assembly,
SENR3334, "In-Line Refrigerant Dryer - Remove and Install".
4. Remove the accumulator. Refer to Disassembly and Assembly, SENR3334, "Refrigerant

Accumulator - Remove and Install".
5. Remove the expansion valve or the orifice tube. Refer to Disassembly and Assembly,
SENR3334, "Refrigerant Expansion Valve - Remove and Install".
6. Remove the quick couplers.
NOTICE
In order to avoid component damage, do not clean system components

with solvents, compressed air, etc..
7. Replace any other failed component such as coils, fittings, etc. Flush the remainder of
the system. The air conditioning system should be flushed with a 153-8537 Air Conditioner
Flushing Unit. Also, a 153-9032 Air Conditioner Flushing Unit can be used in order to flush
the system. Refer to the information that is provided with the flushing unit. Flush the system
with 153-8538 Refrigerant Flushing Solution .
8. Blow out the air conditioning system with dry shop air for 5 to 10 minutes.
9. Install a new receiver-dryer or an in-line dryer. Refer to Disassembly and Assembly,

SENR3334, "Receiver-Dryer - Remove and Install". Refer to Disassembly and Assembly,
SENR3334, "In-Line Refrigerant Dryer - Remove and Install".
10. Install a new accumulator. Refer to Disassembly and Assembly, SENR3334, "Refrigerant
Accumulator - Remove and Install".
11. Replace the original orifice tube. Clean the expansion valve or replace the expansion valve.
Clean the original quick couplers or replace the original quick couplers.
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12. Install a new compressor. New compressors are shipped with the correct amount of oil
inside the compressor. Do not add extra oil. Refer to Disassembly and Assembly,
SENR3334, "Refrigerant Compressor - Remove and Install".
Note: Compressors that are new or remanufactured are shipped with the correct amount of
refrigerant oil in the system.
False Seizure of the Compressor

Table 1
Required Tools
1U-8590 Spanner Wrench
On the initial start-up of the air conditioner system, slipping drive belts and broken drive belts
may be experienced if the air conditioner system has not been used for an extended period of time.
Also, scored clutch surfaces may be experienced. This would indicate a seized compressor.
However, replacement of the compressor may not be necessary.
Changes in temperature can cause expansion of the refrigerant in the compressor during extended
periods of nonuse. Also, changes in temperature can cause contraction of the refrigerant in the
compressor during extended periods of nonuse. During this movement, lubricating oil that is
carried by the refrigerant migrates. The lubricating oil moves away from highly polished surfaces
in the compressor. Without lubricating oil at the polished surfaces, the polished surfaces rub
together. This can appear as a seized compressor.
The compressor should be checked for seizure before the compressor is replaced. Use the
procedures that follow in order to check the compressor for seizure.
1. With a spanner wrench on the clutch drive plate, rock the shaft in the opposite direction of
normal rotation.
2. After the clutch drive plate is movable, rotate the clutch drive plate at least three complete
revolutions in the counterclockwise direction.
3. Start the engine. Operate the compressor for a minimum of one minute.
This procedure will not correct a seized compressor. However, this procedure should be
attempted before you replace a compressor that has been idle for a month or longer.
Performance Checks for the Air Conditioning System

A performance check of the air conditioning system must be made with a manifold gauge set. The
manifold gauge set must be connected to the service ports on the compressor.
Note: Before you conduct a performance check, refer to the Service Manual, SENR3334, "Visual
Inspection for all Machines" section.
Refer to the Service Manual, SENR3334, "Machine Preparation for Troubleshooting" section
before service work is performed on the air conditioning system.
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1. Install the manifold gauge set. Refer to the Service manual, SENR3334, "Installing the
Manifold Gauge Set" section.
2. Start the engine and operate the engine at 1000 rpm. Move the temperature control knob to
the maximum cool position. Put the fan switch in the HIGH position on the AIR
CONDITIONING side. In order to stabilize the system, operate the system for a minimum
of ten minutes. Operate the engine at 1000 rpm.
During normal operation of the air conditioning system in 21°C (70°F) weather, the
discharge pressure will be 820 to 1300 kPa (120 to 190 psi). The pressure will be 70 to 130
kPa (10 to 20 psi). Refer to Table 2 for temperature range. The outside temperature and
humidity will have an effect on the pressures. If the outside temperature is high, the
discharge pressure will be high.
In very hot weather, the suction and the discharge pressures will be high. In cooler weather,
the suction and the discharge pressure will be normal or the pressure can be lower.
If the suction and the discharge pressures are not within the normal operating range, refer to
the "Problem Solving" section.
Note: Most system failures are caused by improper refrigerant charge. Refrigerant charge should
be measured by weight only. Do not use gauge pressure when you charge the system with
refrigerant.
Problem Solving
The following problem solving section is provided for identifying and correcting problems that
may occur in the air conditioning system. Several problems can have the same system condition or
similar system conditions. Before you start the procedure in order to correct the problems, it is
necessary to be complete in the diagnosis of the problems.
The problem solving procedures are based on the system condition during the problem. In order to
indicate the system pressures, the manifold gauge set must be installed. The manifold gauge set is
used only in order to diagnose problems. The refrigerant lines can give an indication of system
operation that is abnormal. Temperature differences between the high pressure side and the low
pressure side can be an indication of abnormal operation in a line. This can also be found by cold
spots (frost) on the line. The temperature of the air flow from the evaporator will also indicate a
problem with the system. Knowing the complete system condition is an important step in making
a correct diagnosis.
Note: R-12 air conditioning system problem diagnosis requires a combination of symptoms or
indicators in order to correctly identify problems and solve problems.
Problem Solving Procedure

1. Install the manifold gauge set. Refer to the Service Manual, SENR3334, "Installing the
Manifold Gauge Set" section in Testing and Adjusting.
2. Run the engine at 1000 rpm. Put the air conditioner temperature control knob in the
Maximum COOL position. Put the fan switch in the HIGH position on the AIR
CONDITIONING side. In order to stabilize the system, operate the engine for a minimum
of ten minutes.
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3. Place a thermometer near an air vent inside the cab. Record the temperature.
4. Adjust the engine speed to approximately 1300 to 1400 rpm. Record the readings on the
following gauges: low pressure gauges, high pressure gauges and thermometer. The gauge
readings will be a partial indication of the system condition.
Note: When the ambient temperature is above 21°C (70°F), a low pressure gauge reading of
70 to 138 kPa (10 to 20 psi) is a normal operating pressure for the air conditioning system.
Also, when the ambient temperature is above 21°C (70°F), a high pressure gauge reading of
820 to 1300 kPa (120 to 190 psi) is a normal operating pressure for the air conditioning
system. In very hot weather, the low pressure readings and the high pressure readings will
be at the high end of the normal operating range. In cooler weather, the low pressure reading
will be in the middle to the low end of the normal operating range, while the high pressure
reading will be low. For the correct gauge reading in relation to ambient temperature
condition, refer to Table 2.
Note: All pressures are given as a guide only. Weight is the only absolute means of
determining proper refrigerant charge. Improper refrigerant charge will cause
premature failure of the compressor.
Table 2
Pressure Range (1)
Ambient Air High Pressure Test Fitting Low Pressure Test Fitting
Temperature kPa (psi) (2) kPa (psi) (3)
C° (F°)
21°C (70°F) 820 to 1300 kPa (120 to 190 50 to 105 kPa (7.25 to 20
psi) psi)
psi) psi)
psi) psi)
psi)
psi)
(1)
This table is only for reference.
(2)
Pressure may be slightly higher in very humid conditions and lower in very dry conditions.
(3)
Pressure before clutch disengagement
Refrigerant Circuit Problems
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There is no or only little cool temperature to the air flow from the evaporator.
System Condition 1
1. Low pressure gauge reading is below normal. For normal operating pressures, refer to
Table 2.
2. High pressure gauge reading is below normal. For normal operating pressures, refer to
Table 2.
Note: Ambient temperature is above 21°C (70°F).
3. From the evaporator, the temperature of the air flow is partially cool.
Probable Cause
Leaks in the refrigerant circuit will cause the system to be low on refrigerant.
• Perform a leak test. refer to the Service Manual, SENR3334, "Refrigerant Leakage - Test"
section in Testing and Adjusting.
• If leaks are found, recover the refrigerant. Refer to the Service Manual, SENR3334,
"Refrigerant Recovery" section.
• Repair leaks.
• If a large amount of refrigerant was lost, it is important to check the compressor for loss of
oil.
• Perform a partial charge of the system.
• Evacuate the system. Refer to the Service Manual, SENR3334, "Refrigerant System -
Evacuate" section in Testing and Adjusting.
• Charge the system with the correct amount of refrigerant. Measure the refrigerant by
weight. Refer to the Service Manual, SENR3334, "Refrigerant System - Charge" section in
testing and adjusting.
• After the system is charged and operated for a minimum of ten minutes, perform a
performance check. Refer to "Performance Checks for the Air Conditioning System"
section.
System Condition 2
1. Low pressure gauge reading is normal. For normal operating pressures, refer to Table 2.
2. High pressure gauge reading bounces or the reading is unsteady.
Probable Cause
Air is in the system.
• Reclaim the refrigerant from the air conditioning system.
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• Evacuate the air conditioning system.
• Recharge the air conditioning system.
System Condition 3
Table 2.
2. High pressure gauge reading is above normal. For normal operating pressures, refer to
Table 2.
3. The temperature of the air flow from the evaporator is warm.
Probable Cause
Air or moisture (water) in the system
• Recover the refrigerant. Refer to the Service Manual, SENR3334, "Refrigerant Recovery"
section.
• Replace the receiver-dryer or the in-line dryer. The desiccant may be full of moisture. This
will release water into the system. Refer to Disassembly and Assembly, SENR3334,
"Receiver-Dryer - Remove and Install". Refer to Disassembly and Assembly, SENR3334,
"In-Line Refrigerant Dryer - Remove and Install".
Testing and Adjusting.
section.
System Condition 4
Table 2.
2. High pressure gauge reading is normal to higher than the normal range. For normal
operating pressures, refer to Table 2.
3. The temperature of the air flow from the evaporator is partially cool.
4. The high side liquid line or the receiver-dryer is frosted. The high side liquid line or the
receiver-dryer is cool to the touch.
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Probable Cause
Restriction in the high pressure liquid line can cause the refrigerant to be removed from the
evaporator at a faster rate. The restriction can cause the evaporator to be low on refrigerant from
the receiver-dryer or from the in-line dryer. Clogged filters or a failure of the blower motor can
cause possible restrictions to the air flow.
section.
• If the restriction is found at the receiver-dryer, replace the receiver-dryer. Refer to

Disassembly and Assembly, SENR3334, "Receiver-Dryer - Remove and Install".
• If the restriction is found at the in-line dryer, replace the in-line dryer. Refer to Disassembly
and Assembly, SENR3334, "In-Line Refrigerant Dryer - Remove and Install".
• If the restriction is found at the liquid line, replace the liquid line.
• Cap all the open lines and fittings.
Note: Restrictions of the refrigerant flow are identified by frost or cold spots in the line. Also,
restrictions of the refrigerant flow are identified by frost or cold spots in the receiver-dryer or the
in-line dryer.
• Replace filters or remove any of the restrictions.
section.
System Condition 5
Note: The system only cools the cab in the morning and in the evening. The system does not cool
the cab during the hot part of the day.
1. Low pressure gauge reading is normal, but the gauge reading may drop into the
vacuum range during the testing procedure. For normal operating pressures, refer to
Table 2.
2. The high pressure gauge reading is normal, but the gauge reading is below normal
when the low pressure gauge drops into the vacuum range. For normal operating
pressures, refer to Table 2.
3. Air flow from the evaporator is very cold, but the air flow will become warm when the low
pressure gauge drops into vacuum.
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Probable Cause
The system has a large amount of moisture. The desiccant in the receiver-dryer or the in-line dryer
is full of water. The water is released during high ambient temperatures. Ice collects in the orifice
or the expansion valve and the ice can block the flow of refrigerant.
• Recover the refrigerant from the system. Refer to the Service Manual, SENR3334,
"Refrigerant Recovery" section in Testing and Adjusting.
• Replace the receiver-dryer or the in-line dryer. Refer to the proper Disassembly and
Assembly manual for your machine.
• Remove the moisture from the system. Refer to the Service Manual, SENR3334,
"Refrigerant System - Evacuate" section in Testing and Adjusting.
section.
Note: Low pressure (suction) drops into vacuum when ice forms in the expansion valve. High
pressure (discharge) drops when low pressure drops into vacuum.
System Condition 6
1. The low pressure gauge reading does not change. The pressure should rise when the
compressor is not in operation. For normal operating pressures, refer to Table 2.
2. High pressure gauge reading is at the high end of the normal range.
Probable Cause
The system has air or moisture in the system. The system does not have a full charge of
refrigerant.
• Perform a leak test and carefully test around the compressor seal. Refer to the Service
Manual, SENR3334, "Refrigerant Leakage - Test" section in Testing and Adjusting.
• Recover the refrigerant from the system. Refer to the Service Manual, SENR3334,
• Repair leaks.
• Check the compressor for loss of oil.
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section.
System Condition 7
1. Low pressure gauge reading is above normal. For normal operating pressures, refer to
Table 2.
2. High pressure gauge reading is above normal. For normal operating pressures, refer to
Table 2.
3. High pressure (liquid line) is very hot.
4. The compressor may become noisy and the drive belt may slip.
Note: The compressor is not operating under ambient temperatures that are extreme. The
compressor is not operating under high humidity that is extreme.
Probable Cause
The system is overcharged.
• Recover the remaining refrigerant. Refer to the Service Manual, SENR3334, "Refrigerant
Recovery" section.
• Perform a performance check. Refer to "Performance Checks for the Air Conditioning
System" section.
Note: Perform the following procedure if the system has not been serviced for a extended period
of time. Perform the following procedure if the pressures of the system are not within the correct
specifications.
section.
Evacuate" section in Testing and Adjusting. If service work has not been performed for a
extended period of time, replace the receiver-dryer or the in-line dryer.
• Charge the system with the correct amount of refrigerant by weight. Refer to the Service
Manual, SENR3334, "Refrigerant System - Charge" section in Testing and Adjusting.
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section.
System Condition 8
Table 2.
Table 2.
Note: Ambient temperature is above 21°C (70°F) and the system has a refrigerant charge
that is full.
Probable Cause
The compressor has internal leaks. The reed valve has leakage. The compressor piston, rings or
cylinders are worn.
• Check the compressor drive belt for the correct tension.
• Perform a leak test. Isolate the problem to the compressor. Refer to the Service Manual,
SENR3334, "Refrigerant Leakage - Test" section in Testing and Adjusting.
If an internal leak is found, perform the following procedure.
• Replace the compressor. Refer to Disassembly and Assembly, SENR3334, "Refrigerant

Compressor - Remove and Install".
• Replace the receiver-dryer. Refer to Disassembly and Assembly, SENR3334, "Receiver-

Dryer - Remove and Install".
• Charge the system with the correct amount of refrigerant by weight. Refer to the Service
Manual, SENR3334, "Refrigerant System - Charge" section in Testing and Adjusting.
section.
If an external leak such as a hose connection is found, perform the following procedure.
section.
• Repair leaks.
If a large amount of refrigerant is lost, check the compressor for the loss of oil.
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section.
System Condition 9
Table 2.
2. High pressure gauge reading is normal or low. For normal operating pressures, refer to
Table 2.
Note: Ambient temperature is above 21°C (70°F) and the system has a refrigerant charge
that is full.
4. The suction hose and the evaporator is covered with moisture (sweating).
Probable Cause
Flow of refrigerant through the evaporator coil is excessive. The expansion valve could be stuck
or held in the OPEN position. The orifice tube is missing in the orifice tube system.
1. Test the expansion valve for the correct operation. Use the following procedure.
◦ Position the air conditioner temperature control knob in the maximum COOL position
and the fan switch in the HIGH position.
◦ Cool the head of the expansion valve diaphragm chamber and the capillary tube with
ice or liquid nitrogen. Record the low pressure gauge reading. The low pressure gauge
should indicate a vacuum.
◦ If the low pressure gauge indicates a vacuum, place a hand over the expansion valve
diaphragm chamber. The hand will warm the expansion valve diaphragm chamber. In
order to ensure the correct operation of the expansion valve, cool the head of the
expansion valve diaphragm chamber and the capillary tube with ice or liquid nitrogen
again. If the operation of the expansion is correct, refer to Step 2.
◦ If the low pressure gauge does not indicate the proper operation of the expansion
valve, recover the refrigerant from the system. Refer to the Service Manual,
SENR3334, "Refrigerant Recovery" section in Testing and Adjusting.
◦ Replace the expansion valve. Refer to the proper Disassembly and Assembly manual
for your machine.
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Note: The sensing bulb must be installed correctly in order to ensure the proper operation of
the expansion valve.
◦ Evacuate the system. Refer to the Service Manual, SENR3334, "Refrigerant System -
weight. Refer to the Service Manual, SENR3334, "Refrigerant System - Charge"
◦ After the system is charged and operated for a minimum of ten minutes, perform a
section.
2. If the pressure gauge indicates the correct operation of the expansion valve, perform the
following procedure.
◦ Use a 8P-6355 Clip in order to hold the sensing bulb onto the evaporator outlet pipe.
The sensing bulb should be as close to the evaporator as possible. The bulb should be
upstream of the pressure sensing connection on the evaporator outlet pipe. The
following items must be wound tightly with 5P-7070 Strip Insulation : the clip, the
sensing bulb and the outlet pipe. There should be no insulation between the bulb and
the outlet pipe.
◦ In order to ensure that the system operates correctly, perform a performance check.
Refer to "Performance Checks for the Air Conditioning System" section.
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Expansion valve in the open position (Typical Example)
(1) Capillary tube
(2) Expansion valve diaphragm chamber
(3) Inlet
(4) Outlet
System Condition 10
1. Low pressure gauge reading is too low. For normal operating pressures, refer to Table 2.
2. High pressure gauge reading is too low. For normal operating pressures, refer to Table 2.
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3. The temperature of the air flow from the evaporator is partially cool or warm.
4. Moisture (water) or frost is on the expansion valve inlet or orifice tube assembly.
Probable Cause
The problems that are described in Step 1 through Step 4 can be caused by the following faults:
Note: The following faults will cause a restriction of the flow of refrigerant to the evaporator.
• Improper operation of the expansion valve (stuck valve)
• Blockage at the evaporator inlet
• No charge in temperature sensing bulb
Note: The inlet to the expansion valve will be warm during normal operation.
1. If the expansion valve inlet is cool to the touch, perform the following procedure:
◦ Position the air conditioner temperature control knob to the maximum COOL position
and the fan switch to the HIGH position.
◦ Cool the head of the expansion valve diaphragm chamber and capillary tube with ice
or liquid nitrogen. Record the low pressure gauge reading. The low pressure gauge
should indicate a vacuum.
◦ If a vacuum is indicated on the low pressure gauge, place a hand over the expansion
valve diaphragm chamber. The hand will warm the expansion valve diaphragm
chamber. In order to ensure the correct operation of the expansion valve, cool the
head of the expansion valve diaphragm chamber and the capillary tube with ice or
liquid nitrogen again. If the operation of expansion valve is correct, refer to Step 2.
◦ If the low pressure gauge does not indicate proper operation of the expansion valve,
remove the refrigerant from the system. Refer to the Service Manual, SENR3334,
◦ Replace the expansion valve. Refer to the proper Disassembly and Assembly manual
for your machine.
Note: The sensing bulb must be installed correctly in order to ensure the correct operation
of the expansion valve. Clean the location for the sensing bulb with steel wool or emery
paper. Use a 8P-6355 Clip in order to attach the sensing bulb securely to the evaporator coil
outlet pipe. Completely cover the assembly with 5P-7070 Strip Insulation .
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section.
2. If the low pressure gauge indicates the correct operation of the expansion valve, perform the
following procedure:
◦ The sensing bulb must be in the correct position on the evaporator outlet pipe and the
sensing bulb must be the correct distance away from the evaporator outlet. The bulb
should be upstream from the pressure sensing connection in the evaporator outlet
pipe. The insulation must be around the sensing bulb and the clip on the evaporator
outlet pipe.
◦ In order to ensure the correct systems operation, perform a performance check.
3. Replace the in-line dryer or replace the orifice tube.
section.
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Expansion valve in the closed position (Typical Example)
(1) Capillary tube
(2) Expansion valve diaphragm chamber
(3) Inlet
(4) Outlet
Note: For expansion valve systems, refer to Step 1. For orifice tube systems, refer to Step 3.
System Condition 11
1. Low pressure gauge reading is too high. For normal operating pressures, refer to Table 2.
2. High pressure gauge reading is too high. For normal operating pressures, refer to Table 2.
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Probable Cause
The condenser is not functioning properly.
Note: The system may have a normal or overcharge of refrigerant.
1. Check for a blockage in the flow of air through the condenser.
2. If a blockage is found in the condenser, remove all blockages and perform a performance
check. The performance check will ensure proper system operation. Refer to "Performance
Checks for the Air Conditioning System" section.
3. If the problem still exists, perform the following procedure. Check the system for an
overcharge of refrigerant.
◦ Recover the refrigerant. Refer to the Service Manual, SENR3334, "Refrigerant

Recovery" section in Testing and Adjusting.
◦ Recharge the system with the correct amount of refrigerant. Measure the refrigerant
by weight. Refer to the Service Manual, SENR3334, "Refrigerant System - Charge"
Note: With the ambient temperature above 21°C (70°F), the normal gauge reading for the
low pressure side is 70 to 138 kPa (10 to 20 psi) while the normal gauge reading for the
high pressure side is 820 to 1300 kPa (120 to 190 psi).
◦ In order to ensure the correct systems operation, perform a performance check. Refer
to "Performance Checks for the Air Conditioning System" section.
4. If the low pressure gauge reading and the high pressure gauge readings are too high,
perform the following procedure:
◦ Recover the refrigerant from the system. Refer to the Service Manual, SENR3334,
◦ Replace the receiver-dryer or replace the in-line dryer. Refer to the proper
Disassembly and Assembly manual for your machine.
◦ If the receiver-dryer or the in-line dryer is not equipped with quick couplers, evacuate
the system. Refer to the Service Manual, SENR3334, "Refrigerant System -
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section.
System Condition 12
• Water is in the vents.
• Water is leaking from the unit.
Probable Cause
• The nonreturn valve of the drain
1. Check for dirt which may be plugging the drain tube on the evaporator.
2. Check the nonreturn valve for proper positioning.
3. Check the nonreturn valve for proper direction.
The Compressor will not Engage
If the machine is equipped with the protection system for the refrigerant compressor, Refer to the
Service Manual, SENR 3334, "Troubleshooting Heating and Air Conditioning Control Systems"
in order to test the on delay timer assembly for the refrigerant compressor.
System Condition 13
Table 2.
Table 2.
3. Air flow to the operator's compartment is warm.
Probable Cause
1. The thermostatic switch is stuck open. This does not allow the magnetic clutch to cycle the
compressor.
a. Check the wire connectors on the thermostatic switch and on the magnetic clutch.
2. The connection of wire leads on switch is improper. The connection of wire leads on the
magnetic clutch is improper.
a. Check for insulation that is broken. The insulation failure can expose the wires from
the switch to the magnetic clutch.
3. The wire that connects the switch to the magnetic clutch has an opening.
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a. Check the resistance of the coil with a multimeter. Refer to the Service Manual,
SENR3334, "Refrigerant Compressor" section in Specifications for your compressor.
b. Check for the proper electrical ground at the magnetic clutch.
c. Touch the two wires on the switch together. Check for the proper operation of the
magnetic clutch.
d. In order to check the electrical components, refer to Service Manual, SENR3334,

"Troubleshooting Heating and Air Conditioning Control System" in Testing and
Adjusting.
If the problem is a loose wire on the switch or a loose wire on the magnetic clutch,
make the repairs that are needed. If the wires to the clutch were damaged, the
damaged wires can cause the switch to remain open. Make the needed repairs to the
damaged wires. In order to ensure the correct system operation, perform a
performance check.
4. The charge of refrigerant in the capillary tube (thermostatic switch) has been lost.
a. If the capillary tube has no charge or the switch remains open, the problem is in the
thermostatic switch.
◾ Replace the switch.
◾ In order to ensure the correct system operation, perform a performance check.

Refer to "Performance Checks for the Air Conditioning System" section.
The Compressor Continues to Cycle or the Clutch will not Disengage.
Note: The cause of the problem may be one of the following conditions: low charge, overcharge
and evaporator freeze-up .
System Condition 14
Table 2.
Table 2.
3. The air flow to the operator's compartment is very cold, or the air flow may be restricted
completely at times.
Probable Cause
The thermostat switch is held closed. There is a short in the wire to the magnetic clutch. The
magnetic clutch will not release.
• Check the wire that goes to the magnetic clutch. The wire may have an electrical short.
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• Replace the thermostat switch or verify the correct placement of the capillary tube.
• Make the necessary repairs to the magnetic clutch.
Additional Refrigerant Circuit Problems for Orifice Tube

System
System Condition 15
The compressor clutch is engaged but the system has insufficient cooling.
Probable Cause
• The system is improperly charged.
• A compressor drive belt that is loose or a compressor drive belt that is worn can cause
insufficient cooling.
• Restrictions, insects, foreign material in the condenser, or any restriction of airflow can
cause insufficient cooling.
• A missing or a plugged orifice tube can cause insufficient cooling.
• A restriction in a liquid line or a low amount of refrigerant charge can cause insufficient
cooling.
1. Install the manifold gauge set. Refer to the Service manual, SENR3334, "Installing the
Manifold Gauge Set" section.
2. Start the engine. Operate the engine at 1400 rpm. Move the temperature control knob to the
Maximum position and the fan to the High position. Close all windows and doors. In order
to stabilize the system, operate the system for a minimum of ten minutes.
3. The outlet on the accumulator should be cold to the touch. If the outlet is not cold, check the
readings on the manifold gauges.
◦ If the low side reading is above 345 kPa (50 psi), check for a missing orifice tube.
◦ If the low side reading is into vacuum, check for a plugged orifice tube or a restriction
in the line.
◦ A restriction in the liquid line can be detected by running a hand along the line until
there is a change in temperature. A change in temperature in the line will usually
indicate the location of the restriction.
4. If the inlet and the outlet on the accumulator are warm, refer to the Service Manual,
SENR3334, "Refrigerant System - Charge" section in Testing and Adjusting. Also, refer to
the Service Manual, SENR3334, "Refrigerant Leakage-Test" section in Testing and
Adjusting.
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Shutdown SIS
Previous Screen
Product: EXCAVATOR

i01731630
Refrigerant Recovery
SMCS - 1809-576


lit cigarette.


gas may be present.
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If service work is required on an air conditioning system, the refrigerant must be recovered first before
components are removed or installed. Use the following procedure:
1. Use the refrigerant identifier. The refrigerant identifier will detect refrigerants that are not R-12. The
refrigerant identifier will prevent the refrigerants from contaminating the tools for recovery and the
tools for charging. The refrigerant identifier will also detect the percentage of air that may be in the
system.
(3) Charging hose
(4) Low pressure hose
(5) High pressure hose
(7) Control panel
(8) Inlet on recovery station
(9) Accumulator/oil separator
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(10) Drain valve
(11) Pressure valve on accumulator
(12) Compressor
(14) Hose (liquid)
(15) Hose (vapor)
(16) Refrigerant pump
(17) Filter dryer
(18) Scale
(A) Refrigerant compressor
(B) Low pressure side (suction)
(C) High pressure side (discharge)
2. Install the manifold gauge set (6). Make sure that both valves are closed. Turn the valves clockwise
in order to close the valves. Refer to theTesting and Adjusting, "Manifold Gauge Set (Refrigerant) -
Install" section.
3. Attach charging hose (3) of the Manifold gauge set to the inlet (8) on the refrigerant service unit.
4. Slowly open valves (1) and (2) in order to release the air from the charging hose. Ensure that the
valves on the refrigerant tank (13) are open. One valve is for vapor and the other valve is for liquid.
5. Plug the recovery station into an electrical outlet and turn the power switch ON. This switch is
located on the control panel (7) .
6. Press the "Compressor Start". The amber "Compressor On" light will come on and compressor (12)
will start. The compressor will automatically shut off when the recovery of refrigerant is complete.
7. Drain accumulator (9) of refrigerant oil. Open accumulator pressurizing valve (11) long enough so
that some discharge from the compressor can flow back to the accumulator. Open oil drain valve
(10) slowly and drain the oil into a measuring cup. Do not allow a complete loss of pressure in the
accumulator/oil separator. When the oil stops draining, close oil drain valve (10) .
8. If 15.0 mL (.50 fl oz) of compressor oil was lost during the recovery process, new oil must be added
to the system. Refer to the Testing and Adjusting, "Refrigerant Compressor Oil - Check" section.
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Shutdown SIS
Previous Screen
Product: EXCAVATOR

i01732100
Manifold Gauge Set (Refrigerant) - Install

SMCS - 7465-012


lit cigarette.


gas may be present.
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1. Use the 138-6629 Refrigerant Identifier in order to verify that the refrigerant that is in the
air conditioning system is R-12.
2. Connect the manifold gauge set to the service ports near the refrigerant compressor. The
service ports for charging are located on the refrigerant lines. Connect the low pressure hose
to the service port on the suction side of the compressor. Connect the high pressure hose to
the service port on the discharge side of the compressor. Make sure that the valved
couplings are turned counterclockwise for installation. Then, turn the valved couplings
clockwise in order to open the valves.
3. Turn the pressure valves clockwise and make sure that both pressure valves on the manifold
gauge set are closed.
4. Place a clean rag over the charging hose fitting that is loosened at the manifold gauge set.
This will prevent the spraying of compressor oil. Open the low pressure valve on the gauge
set about 1/2 turn. Keep the valve open for 2 to 3 seconds in order to flush air from the low
pressure hose. This will also flush air from the gauge set. Close the low pressure valve on
the gauge set. Repeat this process for the high pressure valve. Tighten the charging hose
fitting at the manifold gauge set.
Note: Use the refrigerant identifier. The refrigerant identifier will prevent refrigerants that are not
R-12 from contaminating the recovery and charging tools.
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Shutdown SIS
Previous Screen
Product: EXCAVATOR

i01749990
Refrigerant System - Evacuate

SMCS - 1809-541


lit cigarette.


gas may be present.
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If replacement of a component is necessary or repair to a component is necessary, the refrigerant

in the system must be recovered. Also, if the system has lost any charge after a long period of
time, the refrigerant in the system must be recovered. It is necessary to perform the evacuating
procedure in order to delete the system of all air and moisture. A complete charge must never be
given to a system without first performing the evacuating procedure. Before evacuating the
system, refer to the following manual.
• Testing and Adjusting, SENR3334, "Refrigerant Leakage - Test"
• Testing and Adjusting, SENR3334, "Refrigerant Recovery"
• Testing and Adjusting, SENR3334, "Refrigerant Compressor Oil - Check"
If the system has been left open for more than 1/2 hour, the system has been exposed to air or
moisture and a new receiver-dryer, an in-line dryer or a desiccant accumulator needs to be
installed. Moisture will combine with metals in the refrigerant system and this will produce highly
corrosive by-products. The by-products are oxides, iron hydroxide, and aluminum hydroxide.
Moisture can freeze the expansion valve and moisture can freeze the orifice tube. If there is water
in the system the water must be removed. Remove the water by pumping the system with a
vacuum pump and boiling the water. Refer to Table 1 that is shown below.
The time for the evacuation process will increase under the following conditions:
• The air conditioning system has been rebuilt.
• The air conditioning system has been flushed.
• The air conditioning system has new components.
• The air conditioning system has been retrofitted.
Table 1
Boiling Point of Water Under Vacuum
Temperature of Work Area Vacuum That Is Required In Order To Boil Water In An
(°C (°F)) Air Conditioning System (m bar (Hg))
38 °C (100 °F) 95 kPa (28 in Hg)
32 °C (89.60 °F) 96.5 kPa (28.50 in Hg)
27 °C (81 °F) 97.5 kPa (28.80 in Hg)
21 °C (70 °F) 98.8 kPa (29.20 in Hg)
Note: After the leak test is completed, the system must be evacuated for a minimum of 30
minutes. In order to correctly evacuate the system, the vacuum gauge must be less than three
inches away from the system port. If the gauge is more than three inches away from the system
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port, pull a vacuum and allow the system to equalize for ten minutes. This will ensure an accurate
gauge reading.
NOTICE
All refrigerant must be recovered before the evacuating procedure is

started. Never discharge the refrigerant through the vacuum pump.
Never discharge the refrigerant into the atmosphere. Always use the
Refrigerant Identifier tool in order to ensure that contamination of the
system does not occur.
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(3) Charging hose
(4) Compressor block fitting (discharge)
(5) Compressor block fitting (suction)
(8) Vented exhaust valve
(9) Line from condenser
(10) Line from evaporator
1. After the refrigerant is recovered from the system, make sure that the low pressure valve (1)
and the high pressure valve (2) are closed. Disconnect the charging hose (3) of the manifold
gauge set from the refrigerant service unit.
2. Check the oil level in the vacuum pump. Refer to the Testing and Adjusting, "Refrigerant
Compressor Oil - Check" for the correct procedure. Add oil if oil is needed. If
contamination of the system is indicated, change the oil.
3. Connect the electrical plug from the vacuum pump to an approved electrical outlet.
4. Connect the charging hose (3) to the inlet fitting on the vacuum pump. Refer to Illustration
1.
5. Open low pressure valve (1) and open high pressure valve (2) on the manifold gauge set
completely. Turn the valves counterclockwise.
6. In order to start the pump motor, turn the power switch to the ON position.
7. In order to open the vented exhaust valve (8), turn the valve counterclockwise.
Note: The vented exhaust valve (8) must be closed until the vacuum pump has started.
8. Operate the vacuum pump until the low pressure gauge indicates a pressure that is between
95 kPa (28 in hg) and 98 kPa (29 in hg). After the vacuum in the system reaches a value that
is between 95 kPa (28 in hg) and 98 kPa (29 in hg), close the vented exhaust valve (8).
Operate the vacuum pump for a minimum of 90 minutes after the vented exhaust valve is
closed. Use a 113 L/min (4 cfm) pump. Make allowances for pumps that are smaller than
113 L/min (4 cfm) cfm.
Note: 95 kPa (28 in hg) to 98 kPa (29 in hg) is the required specification at sea level. For
every 305 m (1000 ft) above sea level, decrease the required specification by 3 kPa (1 in
hg). At high elevations, less vacuum is required.
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9. If the specific vacuum cannot be reached, the system may have a leak. Refer to the Testing
and Adjusting, "Refrigerant Leakage - Test" section. Perform the procedures that are
indicated. Repair all leaks and repeat Step 1 of the evacuating procedure.
Note: The evacuating procedure removes air and moisture from the system. Do not use the
vacuum pump primarily to indicate a system leak.
10. After 95 kPa (28 in hg) to 98 kPa (29 in hg) vacuum has been reached and held for an
additional 90 minutes, close valve (1) and close valve (2) completely. Turn the power
switch on the vacuum pump to the OFF position. The maximum amount of vacuum loss in
five minutes must not be more than 7 kPa (2 in hg). Excessive vacuum loss is an indication
of a possible leak in the system. Refer to the Testing and Adjusting, "Refrigerant Leakage -
Test" section. Perform the procedures that are indicated. Repair all leaks and repeat Step 1
of the evacuating procedure.
11. If the vacuum loss does not exceed 7 kPa (2 in hg) in five minutes, the system is then ready
for a complete charge. Refer to the Testing and Adjusting, "Refrigerant System - Charge"
section. Perform the procedures that are indicated.
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Product: EXCAVATOR

i01727477
Refrigerant Leakage - Test

SMCS - 1809-081
Leak Detector


lit cigarette.


gas may be present.
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Table 1
Required Tools
208-1374 Refrigerant Leak Detector 1
The 208-1374 Refrigerant Leak Detectors are designed in order to detect leaks as small as 7.4 mL
(.25 oz) per year of refrigerant in the air conditioning system. Perform the following procedure in
order to determine if the system has a leak.
The system must contain at least 345 kPa (50 psi) of pressure. Install the manifold gauge set. The
Note: Refrigerant vapor is heavier than air. For best results, place the sensor tip directly below
possible leaks.
Note: Leaks in the high pressure side of the system are more easily found if the air conditioner is
operated for a few minutes. The leak test must be performed immediately after the unit is turned
OFF. The leak test for the high pressure side is performed before the pressures in the system
equalize. Leaks in the low pressure side of the system are more easily found if the air conditioner
has been turned OFF for several minutes. The leak test for the low pressure side is performed after
the pressures in the system equalize.
1. Move the sensor tip along possible leak points at a rate of one inch per second.
2. It may not be necessary to recover refrigerant if a loose fitting or a loose connection is

causing a leak. Tighten the loose connection and perform the performance check procedure.
If necessary, add refrigerant to the air conditioning system. Refer to the Testing and
Adjusting, SENR3334, "Refrigerant System - Charge" section for the proper procedure.
3. If the repair of a leak calls for the removal or the replacement of a component, refer to
Disassembly and Assembly, SENR3334.
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i01750167
Refrigerant Compressor Oil - Check

SMCS - 1802-535-FLV


lit cigarette.


gas may be present.
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A special refrigerant oil is used in the air conditioning system. The oil mixes completely with the
refrigerant so that all the components receive lubrication. A check of the refrigerant oil in the
compressor will give an indication of the amount of oil that is in the system.
Reference: Refer to System Operations, "Refrigerant Compressor" for more information.
Note: Generally, the oil in the compressor is checked when there is evidence of a major loss of oil.
The following conditions may cause the loss of oil:
• Broken refrigerant hose
• Hose fitting (leaks)
• Badly leaking compressor seal
• Component damage
Complete Check of Compressor Oil

When the replacement of a component is necessary, follow the procedures below. The procedure
determines the amount of refrigerant oil (lost oil) that is needed in the compressor.
1. Operate the engine at 1000 rpm. Set the temperature on maximum cooling setting. Move the
fan speed switch to HIGH. The system will stabilize in a minimum of 10 minutes.
2. Stop the engine. Remove the refrigerant charge from the system. Install a plug in all open
lines. Refer to Testing and Adjusting, "Refrigerant Recovery" for the proper procedure.
3. Remove the compressor from the machine. Place protective caps on all fittings and hoses.
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(1) Pulley
(2) Hose (low pressure)
(3) Hose (high pressure)
(4) Electrical harness
(5) Service valve (low pressure)
(6) Service valve (high pressure)
(7) Plug (oil change)
(8) Belt
4. Place the compressor in a horizontal position so oil plug (7) is facing downward. Remove
oil plug (7) from the compressor. Drain the oil into a clean container. Rock the compressor
back and forth in order to remove all of the oil. Also, rotate the compressor shaft in order to
drain the rest of the oil that is in the oil sump. Inspect the oil for the following items:
◦ Contaminants
◦ Metal chips
◦ Rubber particles
◦ Foreign material
Dispose of the oil in a suitable manner. Use the following list as a guide for adding oil into
the compressor:
◦ If the amount of oil that is drained from the compressor is 118 mL (4 fl oz) to 237 mL
(8 fl oz), put only 118 mL (4 fl oz) of oil back into the compressor. Never add more
than 237 mL (8 fl oz) of oil to the compressor.
◦ If the amount of oil that is drained from the compressor is less than 118 mL (4 fl oz),
add new refrigerant oil. The total amount of oil in the compressor should not exceed
118 mL (4 fl oz).
If too much oil has been added to the system and a total of more than 325 mL (11 fl oz) of
oil is in the system, the cooling capacity of the system will be reduced. If too little oil has
been added to the system, the compressor may fail due to a lack of lubrication.
If the failure of a component causes particles of metal or other foreign material to be present
in the system, it is necessary to flush the system. Refer to Troubleshooting, "Air
Conditioning System Troubleshooting" for the proper diagnostics.
Note:
a. When possible, add oil to the compressor through the opening for the oil plug (7). If
the oil cannot be added through the opening for the oil plug, inject the oil through the
discharge port that is for charging. The compressor must be positioned so that the
refrigerant oil will not flow out of service valves (5) and (6). Do not rest the
compressor on the compressor shaft. Turn the compressor shaft by hand when you fill
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the compressor. The oil will slowly flow into the compressor. Only use refrigerant oil
that is approved and recommended.
b. Add oil to any components that are being installed.
5. After the correct amount of refrigerant oil has been added to the system, install the
compressor and the drive belt. Refer to Testing and Adjusting, "Refrigerant System -
Charge" for the proper procedure.
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Product: EXCAVATOR

i01734279
Refrigerant System - Charge

SMCS - 1809-045


lit cigarette.


gas may be present.
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Table 1
Required Tools
4C-4874 Heater Blanket As 1
Relationship Between Temperature and Pressure (R-12

Refrigerant)
Table 2 can be used in order to determine the pressure level and contamination level of a container
of refrigerant. Table 2 can also be used for an air conditioning system that is not operating. This
same system must be stabilized to the ambient temperature. In order to stabilize an air
conditioning system at the ambient temperature, the machine must not operate for 10 to 12 hours.
The machine must not be stored in direct sunlight.
If the pressure that is measured at any specific temperature does not match the pressure that is
given in the chart, the following problems may exist:
• Contaminants in the system
• Incorrect refrigerant
• Incorrect refrigerant charge
Table 2
Relationship Between Temperature and Pressure (R-12 Refrigerant)
Temperature °C (°F) Pressure kPa (psi) (1)
-18 °C (0.0 °F) 63 kPa (9.1 psi)
-17° C (2.0 °F) 70 kPa (10.1 psi)
-16 °C (4.0 °F) 77 kPa (11.2 psi)
-14 °C (6.0 °F) 85 kPa (12.3 psi)
-13 °C (8.0 °F) 92 kPa (13.4 psi)
-12 °C (10.0 °F) 101 kPa (14.6 psi)
-11 °C (12.0 °F) 109 kPa (15.8 psi)
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-10 °C (14.0 °F) 118 kPa (17.1 psi)
-9 °C (16.0 °F) 126 kPa (18.3 psi)
-8 °C (18.0 °F) 136 kPa (19.7 psi)
-7 °C (20.0 °F) 145 kPa (21.0 psi)
-6 °C (21.0 °F) 150 kPa (21.7 psi)
-6 °C (22.0 °F) 154 kPa (22.4 psi)
-5 °C (23.0 °F) 159 kPa (23.1 psi)
-4 °C (24.0 °F) 164 kPa (23.8 psi)
-4 °C (25.0 °F) 170 kPa (24.6 psi)
-3 °C (26.0 °F) 174 kPa (25.3 psi)
-3 °C (27.0 °F) 180 kPa (26.1 psi)
-2 °C (28.0 °F) 185 kPa (26.8 psi)
-2 °C (29.0 °F) 190 kPa (27.6 psi)
-1 °C (30.0 °F) 196 kPa (28.4 psi)
-1 °C (31.0 °F) 201 kPa (29.2 psi)
0 °C (32.0 °F) 207 kPa (30.0 psi)
1 °C (33.0 °F) 213 kPa (30.9 psi)
1 °C (34.0 °F) 219 kPa (31.7 psi)
2 °C (35.0 °F) 224 kPa (32.5 psi)
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2 °C (36.0 °F) 230 kPa (33.4 psi)
3 °C (37.0 °F) 237 kPa (34.3 psi)
3 °C (38.0 °F) 242 kPa (35.1 psi)
4 °C (39.0 °F) 248 kPa (36.0 psi)
4 °C (40.0 °F) 254 kPa (36.9 psi)
5 °C (41.0 °F) 261 kPa (37.9 psi)
6 °C (42.0 °F) 268 kPa (38.8 psi)
6 °C (43.0 °F) 274 kPa (39.7 psi)
7 °C (44.0 °F) 281 kPa (40.7 psi)
7 °C (45.0 °F) 288 kPa (41.7 psi)
8 °C (46.0 °F) 294 kPa (42.6 psi)
8 °C (47.0 °F) 301 kPa (43.6 psi)
9 °C (48.0 °F) 308 kPa (44.6 psi)
9 °C (49.0 °F) 314 kPa (45.6 psi)
10 °C (50.0 °F) 321 kPa (46.6 psi)
11 °C (51.0 °F) 330 kPa (47.8 psi)
11 °C (52.0 °F) 336 kPa (48.7 psi)
12 °C (53.0 °F) 343 kPa (49.8 psi)
12 °C (54.0 °F) 351 kPa (50.9 psi)
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13 °C (55.0 °F) 359 kPa (52.0 psi)
13 °C (56.0 °F) 366 kPa (53.1 psi)
14 °C (57.0 °F) 382 kPa (55.4 psi)
14 °C (58.0 °F) 390 kPa (56.6 psi)
15 °C (59.0 °F) 394 kPa (57.1 psi)
16 °C (60.0 °F) 398 kPa (57.7 psi)
16 °C (61.0 °F) 406 kPa (58.9 psi)
17 °C (62.0 °F) 414 kPa (60.0 psi)
17 °C (63.0 °F) 423 kPa (61.3 psi)
18 °C (64.0 °F) 431 kPa (62.5 psi)
18 °C (65.0 °F) 439 kPa (63.7 psi)
19 °C (66.0 °F) 448 kPa (64.9 psi)
19 °C (67.0 °F) 456 kPa (66.2 psi)
20 °C (68.0 °F) 465 kPa (67.5 psi)
21 °C (69.0 °F) 474 kPa (68.8 psi)
21 °C (70.0 °F) 483 kPa (70.1 psi)
22 °C (71.0 °F) 492 kPa (71.4 psi)
22 °C (72.0 °F) 502 kPa (72.8 psi)
23 °C (73.0 °F) 512 kPa (74.2 psi)
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23 °C (74.0 °F) 521 kPa (75.5 psi)
24 °C (75.0 °F) 530 kPa (76.9 psi)
24 °C (76.0 °F) 540 kPa (78.3 psi)
25 °C (77.0 °F) 546 kPa (79.2 psi)
26 °C (78.0 °F) 559 kPa (81.1 psi)
26 °C (79.0 °F) 569 kPa (82.5 psi)
27 °C (80.0 °F) 579 kPa (84.0 psi)
27 °C (81.0 °F) 590 kPa (85.5 psi)
28 °C (82.0 °F) 600 kPa (87.0 psi)
28 °C (83.0 °F) 610 kPa (88.5 psi)
29 °C (84.0 °F) 621 kPa (90.1 psi)
29 °C (85.0 °F) 632 kPa (91.7 psi)
30 °C (86.0 °F) 643 kPa (93.2 psi)
31 °C (87.0 °F) 654 kPa (94.8 psi)
31 °C (88.0 °F) 665 kPa (96.4 psi)
32 °C (89.0 °F) 676 kPa (98.0 psi)
32 °C (90.0 °F) 687 kPa (99.6 psi)
33 °C (91.0 °F) 698 kPa (101.3 psi)
33 °C (92.0 °F) 710 kPa (103.0 psi)
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34 °C (93.0 °F) 721 kPa (104.6 psi)
34 °C (94.0 °F) 733 kPa (106.3 psi)
35 °C (95.0 °F) 745 kPa (108.1 psi)
36 °C (96.0 °F) 757 kPa (109.8 psi)
36 °C (97.0 °F) 769 kPa (111.5 psi)
37 °C (98.0 °F) 781 kPa (113.3 psi)
37 °C (99.0 °F) 794 kPa (115.1 psi)
38 °C (100.0 °F) 806 kPa (116.9 psi)
38 °C (101.0 °F) 819 kPa (118.8 psi)
39 °C (102.0 °F) 832 kPa (120.6 psi)
39 °C (103.0 °F) 844 kPa (122.4 psi)
40 °C (104.0 °F) 857 kPa (124.3 psi)
41 °C (105.0 °F) 870 kPa (126.2 psi)
41 °C (106.0 °F) 883 kPa (128.1 psi)
42 °C (107.0 °F) 896 kPa (130.0 psi)
42 °C (108.0 °F) 911 kPa (132.1 psi)
43 °C (109.0 °F) 932 kPa (135.1 psi)
43 °C (110.0 °F) 938 kPa (136.0 psi)
44 °C (111.0 °F) 952 kPa (138.0 psi)
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44 °C (112.0 °F) 966 kPa (140.1 psi)
45 °C (113.0 °F) 980 kPa (142.1 psi)
46 °C (114.0 °F) 994 kPa (144.2 psi)
46 °C (115.0 °F) 1009 kPa (146.3 psi)
47 °C (116.0 °F) 1023 kPa (148.4 psi)
47 °C (117 °F) 1043 kPa (151.2 psi)
48 °C (118.0 °F) 1053 kPa (152.7 psi)
48 °C (119.0 °F) 1068 kPa (154.9 psi)
49 °C (120.0 °F) 1173 kPa (170.2 psi)
49 °C (121.0 °F) 1083 kPa (157.1 psi)
50 °C (122.0 °F) 1098 kPa (159.3 psi)
51 °C (123.0 °F) 1114 kPa (161.5 psi)
51 °C (124.0 °F) 1145 kPa (166.1 psi)
52 °C (125.0 °F) 1161 kPa (168.4 psi)
52 °C (126.0 °F) 1177 kPa (170.7 psi)
53 °C (127.0 °F) 1194 kPa (173.1 psi)
53 °C (128.0 °F) 1209 kPa (175.4 psi)
54 °C (129.0 °F) 1226 kPa (177.0 psi)
54 °C (130.0 °F) 1256 kPa (182.2 psi)
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55 °C (131.0 °F) 1259 kPa (182.6 psi)
56 °C (132.0 °F) 1276 kPa (185.1 psi)
56 °C (133.0 °F) 1294 kPa (187.6 psi)
57 °C (134.0 °F) 1311 kPa (190.1 psi)

(1)
All pressures in this table are gauge pressures.
Charging the System

Note: An accurate refrigerant charge may only be determined by weight. Pressures can not be
used in order to determine if the air conditioning system is correctly charged. Do not add or
remove part of the refrigerant.
Note: Never charge liquid or gas through the discharge side (high side) of the system when the
engine is in operation.
Note: Refer to the Specifications, "System Capacities for Refrigerant" section for the proper
capacity. Also, refer to the Service Manual, SENR3334, "Identifying the Air Conditioning
System" section.
Note: If the engine is running, charge the system with refrigerant gas through the low pressure
side. Never charge liquid refrigerant through the suction side (low pressure side) of the air
conditioning system. If liquid refrigerant is charged through the suction side (low pressure side),
the compressor will become damaged. If the engine is not running, charge with liquid or gas
through the high pressure side.
Note: Before you charge the system, these important items should be checked.
1. Condenser and evaporator
◦ Inspect the condenser and inspect the evaporator for foreign material that would
inhibit air flow such as dirt, insects, plastic bags, etc.
◦ With condensers that are mounted on the roof and with remote mounted condensers,
always check that both fan motors are running. Check for restrictions. A clean
condenser will lead to improved life for the compressor.
3. Clean the fresh air filter and clean the recirculation filter.
4. Check the moisture indicator, if equipped. The moisture indicator is located on either the
receiver-dryer or the in-line dryer. If the moisture indicator is pink or white, there is
moisture in the system. Replace the receiver-dryer. Refer to Disassembly and Assembly,
SENR3334, "Receiver-Dryer - Remove and Install".
5. Check the condensate tube on the evaporator. Make sure that the tube is not plugged and
that the valve is properly in place.
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Note: Before an accurate reading for moisture can be attained, a new receiver-dryer requires
2 to 3 hours of operation.
Refer to the Troubleshooting, "Machine Preparation for Troubleshooting" section in testing

and adjusting before service work is performed on the air conditioning system.
Note: The preferred method for charging the air conditioning system is listed below.
◦ Recover the refrigerant.
◦ Evacuate the system.
weight.
Note: After the system has been recovered and the system has been evacuated, the system
needs to be charged with the correct amount of refrigerant. Measure the refrigerant by
weight. Refer to the Specifications, "System Capacities for Refrigerant" section for the
proper capacity. Also, refer to the Service Manual, SENR3334, "Identifying the Air
Conditioning System" section.
Complete Charge of the System from a Refrigerant Tank

with a Scale
The use of a refrigerant tank and a scale is necessary in order to charge the system. Use the
procedure that follows to charge the system.
Note: When you charge the system with a liquid, ensure that the engine is not running.
1. In order to find the refrigerant capacity for the system that needs a refrigerant charge, refer
to the Specifications, "System Capacities for Refrigerant" section. Also, refer to the Service
Manual, SENR3334, "Identifying the Air Conditioning System" section.
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(5) Charging hose
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(11) Scale
(E) Vapor
(F) Liquid
2. Hand tighten charging hose (5) from the manifold gauge set directly to the valve (4) on
refrigerant tank (10). Open the valve (4) on top of refrigerant tank (10). This allows the flow
of refrigerant through the charging hose (5) to the manifold gauge set (3) .
3. Loosen the charging hose (5) at the manifold gauge set (3) for two to three seconds. Then
tighten the connection. This procedure will purge the air from the line.
4. Place the refrigerant tank (10) on the scale (11) so that the valve (4) is at the bottom. Check
the weight of the tank.
5. Open the high pressure valve (2) on the manifold gauge set (3). This action allows the liquid
refrigerant to charge the system through the high pressure side of the compressor.
6. Check the weight of the refrigerant tank (10) often. The weight will decrease as the
refrigerant leaves the tank and the refrigerant enters the system. When the required amount
of refrigerant (system capacity) has entered the system, close the valve (4) and close the
high pressure valve (2). Closing the valves stops the flow of the refrigerant.
Note: A heater blanket may be required when you charge an air conditioning system with a
partially full refrigerant tank.
7. In order to ensure correct system operation, disconnect charging hose (5) and conduct a
performance check.
Adding Additional Refrigerant to an Air Conditioning

System that Has a Low Charge
NOTICE
Failure to properly follow the procedure may cause compressor failure.

The procedure that follows is not the preferred method for charging an
air conditioning system. The preferred method of measuring the
refrigerant is by weight.
Note: The procedure that follows is applicable only if the inlet air temperature at the condenser is
above 21 °C (70.0 °F). The procedure may be repeated a second time in order to achieve the
proper charge with this method.
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NOTICE
If the system has no refrigerant, evacuate the system before charging

the system. The refrigerant charge should be measured by weight.
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(5) Charging hose
(A) Vapor
(B) Liquid
1. Connect the manifold gauge set to the discharge and service ports on the compressor. Refer
to Testing and Adjusting, "Manifold Gauge Set (Refrigerant) - Install".
2. Make sure that the low pressure valve (1) and the high pressure valve (2) are closed on the
manifold gauge set (3) .
3. Turn the valve (4) on the tank counterclockwise. This action will release the refrigerant to
the charging hose (5) .
Note: Make sure that the cylinder of refrigerant is in the upright position. This allows the
refrigerant to enter the system as a gas.
4. Loosen the hose connection on the charging hose (5) at the manifold gauge set for two to
three seconds. Then tighten the connection. This action allows air to be released from the
charging hose (5) .
5. Remove high pressure hose (7) from service valve (8). Quickly place a clean rag over the
opening in service valve (8). Open discharge valve (2) about one half turn for two or three
seconds. Remove the rag and attach high pressure hose (7) and quickly close discharge
valve (2). Repeat the procedure for the low pressure hose (6) .
6. Start the engine and run the engine at 1300 to 1400 rpm.
7. Position the temperature control knob to the MAX position, and position the fan switch to
the HI position.
Note: If the machine is equipped with an expansion valve system, refer to "Expansion
Valve System". If the machine is equipped with an Orifice Tube system, refer to "Orifice
Tube System".
Expansion Valve System
1. Identify the capacity of the receiver-dryer. The part number is printed on the receiver-dryer.
Table 3
Receiver-Dryer Capacities
Part Number Capacity
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9D-6888
0.5 kg (1 lb)
8T-8642
0.9 kg (2 lb)
5V-5698
0.9 kg (2 lb)
9W-0549
0.9 kg (2 lb)
106-3532
0.9 kg (2 lb)
106-5534
0.9 kg (2 lb)
106-5533
0.9 kg (2 lb)
2. Open suction valve (1) in order to release the refrigerant into low pressure hose (6). Slowly
add refrigerant until the bubbles disappear in the sight glass. After the bubbles disappear,
add the proper amount of refrigerant for the receiver-dryer on your machine.
3. Close suction valve (1) in order to prevent the flow of additional refrigerant to the
compressor.
Note: If suction valve (1) is opened completely, the low pressure gauge reading will appear
excessively high until the system becomes fully charged.
4. If the pressure on the suction side becomes too high, the system is overcharged. If the
discharge pressure becomes too high, the system is overcharged. Close the valve on the
refrigerant tank completely. Closing the valve will shut off the flow of refrigerant to the
charging hose (5). Shut down the engine. Recover the charge and evacuate the system.
Recharge the system to the correct charge by weight.
5. The gauge reading for low pressure valve (1) should be within the normal range after you
charge the system. The gauge reading for high pressure valve (2) should be within the
normal range after you charge the system. If the gauge readings are within normal range, the
system is properly charged. Close the valve on the refrigerant tank completely. Move the air
conditioning controls to the OFF position and stop the engine.
Orifice Tube System
1. Open suction valve (1) in order to release the refrigerant into low pressure hose (6). Slowly
add refrigerant until the outlet of the evaporator coil feels as cold to the touch as the inlet of
the evaporator coil.
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2. Close suction valve (1) in order to prevent the flow of additional refrigerant to the
compressor.
Note: If suction valve (1) is opened completely, the low pressure gauge reading will appear
excessively high until the system becomes fully charged.
3. If the pressure on the suction side becomes too high, the system is overcharged. If the
discharge pressure becomes too high, the system is overcharged. Close low pressure valve
(1) completely. Check the receiver-dryer sight glass. Feel the high pressure lines and feel
the low pressure lines for temperature variations. Check the temperature of the air flow from
the evaporator to check for an overcharged condition. Recover the charge and evacuate the
system. Recharge the system to the correct charge by weight.
4. If indications of an overcharge are present, close the valve on the refrigerant tank
completely. Closing the valve will shut off the flow of refrigerant to the charging hose (5).
Shut down the engine. Recover the charge and evacuate the system. Recharge the system to
the correct charge by weight.
5. The gauge reading for low pressure valve (1) should be within the normal range after you
charge the system. The gauge reading for high pressure valve (2) should be within the
normal range after you charge the system. If the gauge readings are within normal range, the
system is properly charged. Close the valve on the refrigerant tank completely. Move the air
conditioning controls to the OFF position and stop the engine.
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Product: EXCAVATOR

i01735725
Manifold Gauge Set (Refrigerant) - Remove

SMCS - 7465-011


lit cigarette.


gas may be present.
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Remove charging hoses properly. A low system charge will result from charging hoses that are not
removed correctly. In order to ensure accuracy of the refrigerant charge, the refrigerant should be
removed from the charging hoses. Refer to the following steps in order to remove the refrigerant
from the charging hoses:
1. Allow the compressor to continue operating. Close the valve on the high pressure side. The
valve is located near the charging ports on the compressor. Disconnect the high pressure
hose from the air conditioning system.
2. Open the high pressure valve and open the low pressure valve at the gauge set. The
refrigerant that is in the hoses will be removed by the compressor through the low pressure
hose.
3. Close the valve on the low pressure side. This valve is located near the charging ports on the
compressor. Disconnect the low pressure hose from the air conditioning system. The system
is now charged.
Note: After the manifold gauge set is removed, it is necessary to cap the charging valves.
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Shutdown SIS
Previous Screen
Product: EXCAVATOR

AIR CONDITIONING AND HEATING FOR 300 SERIES EXCAVATORS
SENR60780001
Testing And Adjusting

SMCS - 7465-011
Troubleshooting
to the ground. Make sure the transmission lock lever is in the PARK
Position. Keep all other personnel either away from the machine or
where they can be seen.
Before any Problem Solving procedures are done, read the Safety Requirements and Tool
Requirements. Also read System And Component Servicing. Then make a visual inspection of the
complete air conditioning and heating system.
Safety Requirements
This system is charged with R-12 refrigerant (CCI2F2 -

Dichlorodifluoromethane). When R-12 contacts a flame, lethal phosgene
gas is formed. Inhaling R-12 Through A Lighted Cigarette Could Cause
Violent Illness. This system is under pressure at all times, engine
running or not. Heat Should Never Be Applied To A Charged System.
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1. All charging and leak testing must be done in a well ventilated area.
2. Avoid any physical contact with refrigerant. Contact can cause frost bite.
3. Always wear goggles when working on or testing any part of the system containing refrigerant.
4. Place a clean cloth over or cap any valve or connection when it is opened.
5. Never weld, solder, torch or steam clean charged air conditioner components.
6. Do not smoke when charging the system or performing a leak test.
7. Do not leave refrigerant drums exposed to direct sunlight or carry them in the passenger
compartment of a machine.
Initial Checks
NOTE: Before doing a performance check, these important items should be checked:
1. Condenser:
a. Check for any type of restriction that will hamper air flow such as dirt, bugs, plastic bags,
etc.
3. Clean the fresh air filter and recirculation filter.
False Compressor Seizure
Slipping or broken air conditioning drive belts and/or scored clutch surfaces may be experienced on
initial start up of an air conditioning compressor after an extended period of storage or non-
operation of the compressor. This would indicate a seized compressor. However, an overhaul or
replacement of the compressor may not be necessary.
During extended periods of non-operation, changes in temperature cause the refrigerant in the air
conditioning compressor to expand and contact. During this movement, lubricating oil carried by the
refrigerant tends to migrate from highly polished surfaces in the compressor. Without lubricating oil
at these polished surface, they "wring" together and appear to be seized.
Before the time and expense of an overhaul is invested, use the following check to determine if the
compressor is actually seized. With the clutch hub holding tool on the clutch drive plate, "rock" the
shaft in the opposite direction of normal rotation. After the compressor is broken loose, rotate the
compressor at least three complete turns counterclockwise. Start the engine and operate the
compressor a minimum of one minute.
This procedure will not affect a compressor that is actually seized, but should be attempted before
overhauling a compressor known to be idle for a month or longer.
Performance Checks
Air Conditioning System
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A performance check of the air conditioning system must be made with a manifold gauge set
connected to the service valves on the compressor.
See Safety Requirements before service work is performed on the air conditioning system.
NOTE: Current compressors use a 7/16-20 threaded low side fitting. The high side fitting is a 3/8-
24 thread. Adaptor fittings 1U9691 or 1U9692 are required to install the manifold gauge set.
1. Connect the manifold gauge set to the discharge (high pressure) and suction (low pressure)
service valves on the compressor. The fitting adaptors from the test kit are needed to connect the
hoses to the service valves. Connect the hoses to the adaptor. Then connect the adaptor to the service
valves. Hand tighten only.
NOTE: To connect a valve adapter to a service valve, first start the fitting on the valve and push the
adapter onto the valve, then tighten the fitting. To disconnect a valve adapter, first push on the
adapter and loosen the fitting. Then quickly pull the adapter off the valve. This method prevents
refrigerant loss.
2. Make sure both hand valves on the manifold gauge set are closed (turned clockwise). Connect the
blue hose from the left gauge to the service valve on the suction side of the compressor. Connect the
red hose from the right gauge to the service valve on the discharge side of the compressor.
3. Put a clean rag over the yellow charging hose fitting on the open end, this will prevent compressor
oil spray. Open the left (suction side) hand valve about 1/2 of a turn for 2 or 3 seconds to release the
air from the blue hose and the gauge set. Close the hand valve. Do this again for the right (discharge
side) hand valve to release the air from the red hose.
4. Start the engine and run it at approximately 1000 rpm. Move the temperature control knob to the
MAX cool position. Put the fan switch in the HI position on the A/C side. Operate for a minimum of
TEN minutes to stabilize the system. Then adjust the engine speed to approximately 1300 to 1400
rpm.
During normal operation of the air conditioning system, the discharge pressure will be 965 to 1207
kPa (140 to 175 psi). The suction pressure will be 103 to 207 kPa (15 to 30 psi). (See Illustration A).
The outside (ambient) temperature will have an effect on the pressures (the higher the temperature,
the higher the pressure). On very hot days the suction and discharge pressures will both be high. On
cooler days the suction pressure will be normal to low. The discharge pressure will be low.
If suction and discharge pressures are not within the normal operating range, see Problem Solving in
Testing And Adjusting of Air Conditioning And Heating, Form No. SENR3334. See the following
illustrations for some examples of pressures that are not within the Specifications.
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Illustration A (Typical Example) System pressures during normal operation.
NOTE: Ambient (outside) temperature above 21°C (70°F).
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Illustration B (Typical Example)

Low pressure side and high pressure side below normal operating range.
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Illustration C (Typical Example)

Low pressure side above normal and high pressure side below normal operating range.
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Illustration D (Typical Example)

Low pressure side and high pressure side above normal operating range.
Heating System
To make a performance check of the heating system, do the procedure that follows:
1. Run the engine at 1000 rpm.
2. Move the temperature control knob to the MAX heat position.
3. Put the fan switch in the HI position on the HEAT-VENT side.
4. With the engine coolant temperature in the normal operating range, the temperature of the air flow
from the louvers (air ducts) should be warm.
If the air flow temperature is not warm within 10 minutes of operation, see Problem Solving,
Heating System in Testing And Adjusting of Air Conditioning And Heating, Form No. SENR3334.
Refrigerant Quick-Check Procedures

NOTE: Since this procedure does not call for the installation of the manifold gauge set, it should be
used only as an indication of the actual system condition. For detailed troubleshooting procedures,
see Problem Solving in Testing And Adjusting of Air Conditioning And Heating, Form No.
SENR3334.
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NOTE: The temperature of the ambient (outside) air should be 21°C (70°F) or above to use the
procedure.
This procedure uses the receiver-drier sight glass as a quick visual check in deciding if the air
conditioning system has the correct charge of R-12 refrigerant.
Troubleshooting
1. Start the engine and run it at approximately 1000 rpm. Move the control knob to the MAX cool
position. Put the fan switch in the HI position. Operate for a minimum of 10 minutes to stabilize the
system. Then adjust the engine speed to approximately 1300 to 1400 rpm.
With the magnetic clutch engaged, make a visual check of the receiver-drier sight glass.
* If bubbles (foaming) are present in the refrigerant flow, go to Step 2.

* If no bubbles (foaming) are present in receiver-drier sight glass, the system is either fully
charged or empty of R-12 refrigerant. Go to Step 5.
NOTE: Oil streaks may appear under sight glass indicating the system is completely empty of
refrigerant charge.
2. Check for restrictions present in the refrigerant lines from the compressor to the receiver-drier.
See NOTE A.
NOTE A: The refrigerant lines and components from the outlet (discharge) side of the compressor to
the inlet of the expansion valve are considered the high pressure, high temperature side of the
system. The outlet (discharge) side will be warm during normal operation. Frost or a drop in the
temperature in a line or component on the high pressure side is an indication of a restriction or
blockage in the flow of refrigerant.
* If there is no evidence of a restriction in the condenser coil, receiver-drier or refrigerant

lines from the compressor to the receiver-drier, go to Step 3.
* If a restriction is present in the condenser coil, receiver-drier or refrigerant lines from
compressor to receiver-drier:
a. Purge the system.
b. Remove restriction or replace component.
c. Evacuate the system.
d. Completely charge the system.
e. Do a leak test.
f. Do a performance check.
3. Low system charge is indicated. Do a leak test.
NOTE: If the system is very low on refrigerant, a partial charge may be needed before performing a
leak test.
* If no leaks are found in system, go to Step 4.

* If leaks are found in system:
a. Repair all leaks.
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b. Evacuate the system.
c. Completely charge the system.
d. Do a performance check.
4. Milky appearing bubbles in the receiver-drier sight glass is an indication of moisture (water) in
the system. The dessicant in the receiver-drier is full of water.
* See System Moisture Removal in Testing And Adjusting of Air Conditioning And Heating,
Form No. SENR3334.
5. Feel the low (suction) and high (discharge) pressure refrigerant lines at the compressor. The high
pressure line to the condenser coil must be warm (hot) while the low pressure line from the
evaporator coil must be cool (cold) to indicate normal system operation.
* If there is little or no temperature difference between the high and low pressure lines at the
compressor, go to step 6.
* If there is a definite temperature difference felt on the high and low pressure lines at the
compressor, indicating correct system operation (high pressure warm) (low pressure cool), go
to Step 7.
6. System is empty or nearly empty of refrigerant charge.
a. Stop engine.
b. Do a partial charge of the system.
c. Do a leak test.
d. Repair leaks.
e. Evacuate the system.
f. Completely charge the system.
g. Do a performance check.
7. A system overcharge is possible, even though a definite temperature difference was felt at the low
and high pressure lines. Disconnect the wire leads on the magnetic clutch (on compressor). Make a
visual check of the receiver-drier sight glass.
* If the refrigerant in the receiver-drier sight glass remains clear (free from bubbles), for more
than 55 seconds after the wire on the magnetic clutch has been disconnected, a system
overcharge is indicated. Install the manifold gauge set and do a performance check.
* If bubbles (foaming) occur in the sight glass in less than 55 seconds after the wire on the
magnetic clutch has been disconnected, a correct system charge is indicated.
Install manifold gauge set and do a performance check. See Problem Solving in Testing And
Adjusting of Air Conditioning And Heating, Form No. SENR3334.
Problem Solving
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The following Problem Solving section is provided for identifying and correcting problems that may
occur in the air conditioning system. Since several problems have the same or near same system
condition, it is necessary to be complete in the diagnosis before starting the correction procedure.
The Problem Solving procedures are based on the system condition during the problem. To diagnose
and correct problems, the manifold gauge set must be installed to indicate system pressures. The
receiver-drier sight glass will give an indication of a possible problem in refrigerant flow. The
refrigerant lines will give an indication of abnormal system operation by temperature differences
from the high pressure side to the low pressure side, or by cold spots (frost) in a line. The
temperature of the air flow from the evaporator will also indicate system problems. It is important to
know the complete system condition before a correct diagnosis can be made.
Problem Solving Procedure
1. Install the manifold gauge set as indicated in the subject Performance Checks.
2. Run engine at 1000 rpm. Put the air conditioner temperature control knob in the MAX cool
position, and the fan switch in the HI position on the A/C side. Operate for a minimum of TEN
minutes to stabilize the system.
3. Adjust engine speed to approximately 1300 to 1400 rpm. Make a note of the readings on the low
pressure (suction) and high pressure (discharge) gauges. Gauge readings will be a partial indication
of the system condition.
NOTE: A low pressure gauge reading of 50 to 105 kPa (7 to 15 psi) and a high pressure gauge
reading of 820 to 1300 kPa (120 to 190 psi) are considered normal operating pressures for the air
conditioning system, when the ambient (outside) temperature is above 21°C (70°F). On very hot
days, the low and high pressure readings will be at the high end of the normal operating range. On
cooler days, the low pressure reading will be in the middle to low end of the normal operating range,
while the high pressure reading will be low. For correct gauge readings in relationship to outside air
temperature, see the Approximate Test Pressure Ranges chart that follows.
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Refrigerant Circuit Problems/Expansion Valve Systems

Problem: Little Or No Cool Temperature To The Air Flow From The Evaporator
System Condition 1:
1. Low pressure gauge reading below normal. For normal operating pressures see the
Approximate Test Pressure Range chart at the beginning of this section.
2. High pressure gauge reading below normal. For normal operating pressures see the
3. Large amount of bubbles (foaming) in the receiver-drier sight glass.

4. Air flow temperature from the evaporator only slightly cool.
Probable Cause: Leak(s) in refrigerant circuit that will cause the system to be low on
refrigerant.
a. Perform a leak test.
b. If leak(s) are found, recover the refrigerant from the system. See Purging The System in Testing
And Adjusting of Air Conditioning And Heating, Form No. SENR3334.
c. Repair leak(s).
d. If a large amount of refrigerant was lost, it is important to check the compressor for loss of oil.
f. Charge the system with the correct amount of R-12 refrigerant.
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g. Do a performance check after the system is charged and allowed to operate for a minimum of
TEN minutes.
Receiver-Drier (Typical Example)

Large amount of bubbles (foaming) in receiver-drier sight glass.
System Condition 2:
1. Low pressure gauge reading very low. For normal operating pressures see the Approximate
Test Pressure Range chart at the beginning of this section.
2. High pressure gauge reading very low. For normal operating pressures see the Approximate
3. No refrigerant or bubbles (foaming) in the receiver-drier sight glass.
NOTE: Oil streaks may appear on the receiver-drier sight glass.
4. Warm air flow temperature from the evaporator.
Probable Cause: Large leak(s) in refrigerant circuit that will cause the system to be very low
on refrigerant.
a. Perform a leak test on system.
NOTE: If a large leak is suspected, it may be necessary to add a partial charge to the system to
perform the Leak Test.
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b. If leak(s) are found, recover the refrigerant from the system. See Purging The System in Testing
And Adjusting of Air Conditioning And Heating, Form No. SENR3334.
c. Repair leak(s).
d. If a large amount of refrigerant was lost, it is important to check the compressor for loss of oil.
g. After the system is charged and allowed to operate for a minimum of TEN minutes, do a
performance check.

Oil streaks on the receiver-drier sight glass.
System Condition 3:
1. Low pressure gauge reading above normal. For normal operating pressures see the
2. High pressure gauge reading above normal. For normal operating pressures see the
3. Small amount (occasional) of bubbles in receiver-drier sight glass.
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4. Warm air flow temperature from the evaporator.
Probable Cause: Air and/or moisture (water) in system.
NOTE: Large amounts of moisture in the system will result in MILKY BUBBLES in the sight
glass.
a. Recover the refrigerant from the system. See Purging The System in Testing And Adjusting of
Air Conditioning And Heating, Form No. SENR3334.
b. Replace receiver-drier. The dessicant in the receiver-drier may be full of moisture (water),
releasing water into the system.
c. Evacuate the system.
NOTE: If a large moisture content is thought to be in the system, see System Moisture Removal in
Testing And Adjusting of Air Conditioning And Heating, Form No. SENR3334.
d. Charge the system with the correct amount of R-12 refrigerant.
e. After the system is charged and allowed to operate for a minimum of TEN minutes, do a
performance check.

Occasional bubbles.
System Condition 4:
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2. High pressure gauge reading normal to below normal. For normal operating pressures see
the Approximate Test Pressure Range chart at the beginning of this section.
3. Air flow temperature from the evaporator is only sightly cool.

4. High side liquid line or receiver-drier frosted, or cool to touch.
Probable Cause: Restriction in high side liquid line, or receiver-drier. The restriction causes
the refrigerant to be removed from the evaporator at a faster rate than it can enter (starved
evaporator). Possible restrictions to the air flow due to clogged filters, or failure of the blower
motor.
Air Conditioning And Heating, Form No. SENR3334 of Air Conditioning And Heating, Form No.
SENR3334.
b. Replace receiver-drier or liquid line, where the restriction is found. Cap all open lines and fittings.
NOTE: Restrictions to refrigerant flow are identified by frost or cold spots in the line (or on
receiver-drier).
c. Replace filters or remove any restrictions.
d. Evacuate the system.
e. Charge the system with the correct amount of R-12 refrigerant.
f. After the system is charged and allowed to operate for a minimum of TEN minutes, do a
performance check.
System Condition 5:
NOTE: Cooling may be satisfactory during morning or evening hours, but system does not cool cab
during hot part of day.
1. Low pressure gauge reading normal, but may drop (move) into the vacuum range
during testing procedure. For normal operating pressures see the Approximate Test Pressure
Range chart at the beginning of this section.
2. High pressure gauge reading normal, but will drop (move) down to below normal
reading when low pressure gauge drops into vacuum. For normal operating pressures see
the Approximate Test Pressure Range chart at the beginning of this section.
3. Bubbles are not present in receiver-drier sight glass.

4. Air flow from the evaporator very cold, but will become warm when low pressure gauge
drops into vacuum.
Probable Cause: Large amount of moisture (water) in the system. The dessicant in the receiver
-drier is full of water and releases water during high ambient temperatures. Moisture collects
and forms ice in the orifice of the expansion valve, blocking the flow of refrigerant.
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a. Recover the refrigerant from system. See Purging The System in Testing And Adjusting of Air
Conditioning And Heating, Form No. SENR3334.
b. Replace receiver-drier.
c. Remove moisture from the system. See System Moisture Removal in Testing And Adjusting of
d. Charge the system with the correct amount of R-12 refrigerant.
e. After the system is charged and allowed to operate for a minimum of TEN minutes, do a
performance check.
NOTE: Low pressure (suction) drops into vacuum when ice forms in expansion valve. High
pressure (discharge) drops when low pressure drops into vacuum.
System Condition 6:
1. Low pressure gauge reading stays the same (pressure should rise when compressor is
not in operation). For normal operating pressures see the Approximate Test Pressure Range
chart at the beginning of this section.
2. High pressure gauge reading at high end of the normal range. For normal operating
pressures see the Approximate Test Pressure Range chart at the beginning of this section.
3. Sight glass free of bubbles, but may show occasional bubbles.

4. Air flow temperature from the evaporator is only slightly cool
Probable Cause: Air or moisture (non-condensables) in system, instead of full refrigerant

charge.
a. Perform a leak test (carefully test around compressor seal).
b. Recover the refrigerant from the system. See Purging The System in Testing And Adjusting of
c. Repair leaks.
d. Check compressor for loss of oil.
g. After the system is charged and allowed to operate for a minimum of TEN minutes, do a
performance check.
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Occasional bubbles.
System Condition 7:
1. Low pressure reading above normal. For normal operating pressures see the Approximate
3. Receiver-drier sight glass clear (no bubbles).

4. High pressure liquid line very hot.
5. Compressor may become noisy and drive belt may slip.
NOTE: Compressor is not operating under extreme ambient temperatures or high humidity.
Probable Cause: System overcharge.
a. Recover refrigerant from the system until bubbles appear in the receiver-drier sight glass. See
Purging The System in Testing And Adjusting of Air Conditioning And Heating, Form No.
SENR3334.
b. Add a partial charge to the system until the sight glass is free of bubbles (clear) then add
additional 0.5 kg (1 lb) refrigerant.
c. Do a performance check.
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NOTE: If the system has not been serviced for an extended period of time, or if the system
pressures are not within specifications, do the procedure that follows.
b. Evacuate the system. If service work has not been performed for an extended period of time,
replace the receiver-drier.
c. Charge the system with the correct amount of R-12 refrigerant.
d. After the system is charged and allowed to operate for a minimum of TEN minutes, do a
performance check.
Refrigerant Circuit Problems/Orifice Tube Systems

Problem: Insufficient Cooling (Compressor Clutch Engages)
Probable Cause:
a. Loose or worn compressor belt, restrictions, bugs or foreign material in condenser.

b. Missing orifice tube.
c. Plugged orifice tube or restriction in liquid line.
d. Low on refrigerant charge.
Troubleshooting
1. Connect manifold gage set, see Performance Check in Testing And Adjusting of Air
Conditioning And Heating, Form No. SENR3334.
2. Start the engine. Run the engine at 1400 rpm. Move temperature control knob to coldest
position, and fan to high position. Close all windows and doors. Operate for a minimum of
TEN minutes to stabilize the system.
NOTE: Ambient (outside) temperature must be above 21°C (70°F).
3. Feel the accumulator. The outlet should be cold. If not, check readings on manifold gauges.
* If the low side reading is above 345 kPa (50 psi), check for missing orifice tube. See
Orifice Tube Replacement in Testing And Adjusting of Air Conditioning And Heating,
Form No. SENR3334.
* If the low side reading is into vacuum, check for plugged orifice tube or restriction in
line. A restriction in the liquid line can be detected by running a hand along the line
until there is a change in temperature. This change in temperature will usually indicate
the location of the restriction. See Orifice Tube Replacement in Testing And Adjusting
of Air Conditioning And Heating, Form No. SENR3334.
4. If the accumulator inlet and outlet are warm, see Partial Charge Of System and Leak Test in
Testing And Adjusting of Air Conditioning And Heating, Form No. SENR3334.
Mechanical Problems/Expansion Valve System

Problem 1: Little Or No Cool Temperature To The Air Flow From The Evaporator
System Condition 1:
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3. No bubbles (foaming) in receiver-drier sight glass.
NOTE: System has full refrigerant charge.
4. Air flow temperature from evaporator only slightly cool.
Probable Cause: Internal leak in compressor. Leakage from reed valves or head gasket.
Compressor pistons, rings or cylinders worn.
a. Check the compressor drive belt for correct tension.
b. Perform a leak test, to isolate the problem to the compressor.
c. If the leak is found to be internal, do the following:
1. Replace compressor.
2. Replace receiver-drier.
3. Evacuate the system.
4. Charge system with correct amount of R-12 refrigerant.
5. Do a performance check after system is charged and allowed to operate for a minimum of TEN
minutes.
d. If the leak is found to be external (hose connection), do the following:
1. Purge the system.
2. Repair leak(s).
3. If large amount of refrigerant is lost, it is important to check the compressor for loss of oil.
5. Charge the system with the correct amount of R-12 refrigerant.
6. After the system is charged and allowed to operate for a minimum of TEN minutes, do a
performance check.
System Condition 2:
1. Low pressure gauge reading above normal. For normal operating pressures see the
2. High pressure gauge reading normal or low. For normal operating pressures see the
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3. Air flow temperature from evaporator is warm.

4. Suction hose and evaporator covered with moisture (sweating).
Probable Cause: Excessive flow of refrigerant through evaporator coil. Expansion valve
possibly stuck (held) in the "OPEN" position.
a. Test expansion valve for correct operation. Use the procedure that follows:
1. Put air conditioner temperature control in the MAX cool position, and fan switch in the HI
position.
2. Cool the head of expansion valve diaphragm chamber and capillary tube with ice or liquid
nitrogen. Make a note of the low pressure (suction) gauge reading. Low pressure gauge should
indicate a vacuum.
3. If the low pressure gauge indicates a vacuum, place a hand over expansion valve diaphragm
chamber (this will warm diaphragm chamber) and repeat Step 2 to insure correct operation of
expansion valve. If operation of valve is correct see Step b.
4. If the low pressure gauge does not indicate proper operation of expansion valve, recover
refrigerant from system. See Purging The System in Testing And Adjusting of Air Conditioning
And Heating, Form No. SENR3334.
5. Replace expansion valve.
NOTE: It is important in the operation of the expansion valve to insure the correct installation of the
sensing bulb.
8. After system is charged and allowed to operate for a minimum of TEN minutes, do a performance
check.
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Expansion Valve In The Open Position (Typical Example)

(1) Capillary tube. (2) Diaphragm and chamber (upper and lower).
b. If the low pressure gauge indicates the correct operation of the expansion valve, do the procedure
that follows:
1. Clean the sensing bulb and the area of the evaporator outlet pipe it comes in contact with. Make
sure sensing bulb is in the correct position on outlet pipe. Make sure the bulb is the correct distance
away from the evaporator outlet. Clamp bulb securely to pipe. Completely cover bulb with
insulation material.
2. Do a performance check to insure correct system operation.
System Condition 3:
1. Low pressure gauge reading too low. For normal operating pressures see Approximate Test
Pressure Range chart at the beginning of this section.
2. High pressure gauge reading too low. For normal operating pressures see Approximate Test
Pressure Range chart at the beginning of this section.
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3. Air flow temperature from evaporator warm or only slightly cool.

4. Possible moisture (water) or frost on expansion valve inlet.
Probable Cause: Improper operation of expansion valve, causing a restriction to the flow of
refrigerant to the evaporator (clogged at inlet, valve stuck closed, or no charge in temperature
sensing bulb).
a. If expansion valve inlet is cool to touch, do the procedure that follows:
NOTE: The inlet to the expansion valve will be warm during normal operation.
1. Put air conditioner temperature control in the MAX cool position, and fan switch in the HI
position.
2. Cool the head of expansion valve diaphragm chamber and capillary tube with ice or liquid
nitrogen. Make a note of the low pressure (suction) gauge reading. The low pressure gauge should
indicate a vacuum.
3. If a vacuum is indicated on the low pressure gauge, place a hand over expansion valve diaphragm
chamber (this will warm diaphragm chamber) and repeat Step 2 to insure correct operation of
expansion valve. If operation of valve is correct, see Step b.
4. If the low pressure gauge does not indicate proper operation of expansion valve, remove the
refrigerant from the system. See Purging The System in Testing And Adjusting of Air Conditioning
And Heating, Form No. SENR3334.
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Expansion Valve In The Closed Position (Typical Example)

(1) Capillary tube. (2) Diaphragm and chamber.
5. Replace expansion valve.
NOTE: It is important in the operation of the expansion valve to insure the correct installation of the
sensing bulb. Make sure bulb is securely clamped to evaporator coil outlet pipe, and completely
covered with insulation material.
8. After system is charged and allowed to operate for a minimum of TEN minutes, do a performance
check.
b. If the low pressure (suction) gauge indicates the correct operation of the expansion valve, do the
procedure that follows:
1. Make sure sensing bulb is in the correct position on the evaporator outlet pipe, and the bulb is the
correct distance away from the evaporator outlet (bulb should be upstream of the pressure sensing
connection in the evaporator outlet pipe). The insulation on the sensing bulb MUST NOT be around
the pressure sensing connection in the evaporator outlet pipe.
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2. Do a performance check to insure correct system operation.
Problem 2: Little Or No Cool Temperature To The Air Flow From The Evaporator
System Condition
1. Low pressure gauge reading too high. For normal operating pressures see Approximate
2. High pressure gauge reading too high. For normal operating pressures see Approximate
3. Occasional bubbles in receiver-drier sight glass.

4. Air flow temperature from evaporator warm.
Probable Cause: Improper condenser operation.
NOTE: System may have a normal or overcharge of R-12 refrigerant.
1. Check for obstruction in the flow of air through the condenser.
2. If an obstruction is found in the condenser, remove all obstructions and do a performance check to
insure proper system operation.

Occasional bubbles.
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3. If problem still exists, do the procedure that follows: Check the system for an overcharge of R-12
refrigerant.
Do not operate the engine.
a. Recover the refrigerant from the system until bubbles appear in receiver-drier sight glass, and
both the low and high pressure gauge readings drop below normal. See Partial Charge Of System in
Testing And Adjusting of Air Conditioning And Heating, Form No. SENR3334 for procedure to
remove overcharge.
NOTE: 50 to 105 kPa (7 to 15 psi) is the normal gauge reading for the low pressure side, while 820
to 1300 kPa (120 to 190 psi) is the normal gauge reading for the high pressure side, with the ambient
temperature above 21°C (70°F).
b. See Partial Charge Of System in Testing And Adjusting of Air Conditioning And Heating, Form
No. SENR3334. Add enough R-12 refrigerant to the system until the bubbles no longer appear in the
receiver-drier sight glass, and pressure readings are within the normal operating ranges. To insure
the proper amount of refrigerant in the system, it is necessary to then add additional 0.5 kg (1 lb)
refrigerant.
c. Do a performance check to insure proper system operation.
4. If the low and high pressure gauge readings are still too high, do the procedure that follows:
b. Remove the condenser coil and flush with R-11 refrigerant. Cap all open lines and fittings to
protect the system from contaminants.
c. Replace receiver-drier.
d. Evacuate the system.
e. See Complete Charge Of System in Testing And Adjusting of Air Conditioning And Heating,
Form No. SENR3334, and charge the system with the correct amount of R-12 refrigerant.
f. After the system is charged and allowed to operate for a minimum of TEN minutes, do a
performance check.
Problem 3: Compressor Will Not Engage
System Condition
1. Low pressure gauge reading above normal. For normal operating pressures see
2. High pressure gauge reading below normal. For normal operating pressures see
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3. Warm air flow to operator's compartment.
Probable Cause: Thermostatic switch stuck (held) open, not allowing the magnetic clutch to cycle
the compressor. Improper connection of wire leads on switch, or magnetic clutch. Possible opening
in wire from switch to magnetic clutch. Capillary tube has lost charge of R-12 refrigerant.
a. Check wire connectors on thermostatic switch and magnetic clutch.
b. Check for an open in wires from the switch to the magnetic clutch.
c. Using a multimeter, check the resistance through the coil. See Refrigerant Compressor in
Specifications for values.
d. Check for proper ground at magnetic clutch.
e. Touch the two wires on the switch together, to check for proper operation of magnetic clutch.
1. If problem is found to be a loose wire on switch or magnetic clutch or if wires to clutch were
damaged causing the switch to remain open, make repairs as necessary and do a performance check
to insure correct system operation.
2. If problem is in thermostatic switch (capillary tube with no R-12 charge or switch stuck in the
open position), replace switch and do a performance check to insure correct system operation.
Problem 4: Compressor Continues To Cycle Or Clutch Will Not Disengage. (Possible Evaporator
Freeze-Up Blocking Air Flow To Cab)
System Condition
1. Low pressure gauge reading below normal. For normal operating pressures see
2. High pressure gauge reading below normal. For normal operating pressures see
3. Very cold air to operator's compartment, or air flow may be restricted completely at times.
Probable Cause: Thermostat switch stuck (held) closed. Short in wire to magnetic clutch. Magnetic
clutch sticks.
a. Check wire to magnetic clutch for short.
b. Replace thermostat switch.
c. Make necessary repairs to magnetic clutch.
Electrical Problem
Problem: No Air Flow To Operator's Compartment. Evaporator Blower Motors Do Not Operate
When Fan Switch is Activated
1. Do the procedure that follows:
a. Check circuit breaker or fuses for an open circuit.
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b. Make a visual check of all wire connections. Use the Electrical Schematic for the respective
machine.
c. Check for obstructions at fan blades.
d. Check fan switch in all positions. Evaporator blower motor(s) will run in all positions, and in both
the air conditioning and heating modes.
e. Use a 5P7277 Voltage Tester and check for "voltage present" at all components of the air
conditioning electrical system. See Electrical Schematic for respective machine.
2. Make repairs or replace components as necessary.
Heating System
Problem: Little Or No Warm Temperature To The Air Flow From The Heater Core
1. Do the procedure that follows:
a. Check the engine coolant temperature. Temperature of coolant must be at normal operating range.
b. Heater control valve must be operating correctly. Check for correct linkage adjustment from
temperature control lever to heater control valve. Valve must open completely when control lever is
in the MAX heat position.
c. Check for blockage or bend (kink) in heater hoses, which would stop the flow of coolant through
the system.
d. Make a check of the petcocks that connect the heater hoses to the engine block, to insure that they
are in the full open position.
2. Make repairs, or replace components as necessary.
Temperature-Pressure Relation Chart
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Control Panel
Problem: Temperature Control LED (2) Flashes
1. Turn fan switch (D) OFF then ON without pushing temperature control switches (A).
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a. If LED (2) still flashes, go to Step 2.
b. If LED (2) changes to a continuous light go to Step 5.
2. Check that the terminals are properly connected at temperature control motor actuator.
a. If terminals are not properly connected, make proper connection.
b. If terminals are properly connected, go to Step 3.
3. Replace the temperature control motor actuator.
a. If LED (2) stops flashing, the problem is the temperature control motor actuator.
b. If LED (2) does not stop flashing, go to Step 4.
4. Replace the controller.
a. If LED (2) stops flashing, the problem is the controller.
b. If LED (2) does not stop flashing, check harness continuity.
5. Check the temperature control motor actuator linkage for foreign objects.
a. If there are foreign objects lodged in the temperature control motor actuator linkage, remove
obstruction.
b. If no foreign objects are in the motor control actuator linkage, go to Step 6.
6. Check for foreign objects lodged in the water valve.
a. If foreign objects are lodged in water valve, remove the obstruction.
b. If no foreign object are lodged in water control valve, replace water control valve.
Problem: Air Vent Control LED's (3), (4) or (5) are Flashing
1. Turn fan switch (D) OFF then ON without pushing Air vent control switches (B).
a. If LED (3), (4) or (5) still flashes, go to Step 2.
b. If LED (3), (4) or (5) changes to a continuous light, go to Step 5.
2. Check terminals for proper connection at the air outlet mode motor actuator.
a. If terminals are not properly connected, make proper connection.
b. If terminals are correctly connected, go to Step 3.
3. Replace the air outlet mode motor actuator.
a. If LED (3), (4) or (5) stops flashing, the problem is the air outlet mode motor actuator.
b. If LED (3), (4) or (5) does not stop flashing, go to Step 4.
4. Replace controller.
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a. If LED (3), (4) or (5) stops flashing, the problem is controller.
b. If LED (3), (4) or (5) does not stop flashing, check harness continuity.
5. Check the air outlet mode motor actuator linkage for foreign objects.
a. If foreign objects are lodged in the air outlet mode motor linkage or in the damper, remove the
obstruction.
b. If there are no foreign objects in the air outlet mode motor actuator linkage or the damper, go to
Step 6.
6. Check for foreign objects lodged in the water valve.
a. If any foreign objects are lodged in the water valve, remove obstruction.
b. If no foreign objects are lodged the in water control valve, replace (3), (4) or (5) air outlet mode
motor actuator.
Defroster control LED (6) Flashes.
1. Turn fan switch (D) OFF then ON without pushing Air vent control switches (B).
a. If LED (6) still flashes, go to Step 2.
b. If LED (6) changes to a continuous light, go to Step 5.
2. Check for proper connection of the terminals at the defroster mode motor actuator.
a. If the terminals are not properly connected, make proper connections.
b. If the terminals are connected correctly, go to Step 3.
3. Replace the defroster mode motor actuator.
a. If LED (6) stops flashing, the problem is the defroster mode motor actuator.
b. If LED (6) does not stop flashing, go to Step 4.
a. If LED (6) stops flashing, the problem is the controller.
b. If LED (6) does not stop flashing, check harness continuity.
5. Check the defroster mode motor actuator linkage for foreign objects.
a. If foreign objects are lodged in the defroster mode motor linkage or in the damper, remove
obstruction.
b. If no foreign objects are lodged in the defroster mode motor actuator linkage or the damper,
replace air outlet mode motor actuator.
Air Inlet Mode LED's (7) or (8) flashes.
1. Turn fan switch (D) OFF then ON without pushing Air vent control switches (A).
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a. If LED (7) or (8) still flashes, go to Step 2.
b. If LED (7) or (8) changes to a continuous light, go to Step 5.
2. Check for proper connection of the terminals at the air inlet mode motor actuator.
a. If the terminals are not properly connected, make proper connections.
b. If the terminals are connected correctly, go to Step 3.
3. Replace the air inlet mode motor actuator.
a. If LED (7) or (8) stops flashing, the problem is air inlet mode motor actuator.
b. If LED (7) or (8) does not stop flashing, go to Step 4.
a. If LED (7) or (8) stops flashing, problem is the controller.
b. If LED (7) or (8) does not stop flashing, check harness continuity.
No Illumination Comes On.
1. Check that the light switch is in the ON position.
a. The light switch is not in the ON position. Turn to the ON position.
b. If the light switch is in the ON position, go to Step 2.
2. Check fuse (1A).
a. The fuse has failed. Light circuit is shorted. Check harness and repair or replace as required.
b. The fuse is good, go to Step 3.
3. Check the harness for opens.
a. The harness has an open circuit. Repair or replace harness.
b. If the harness is good, the LED is the problem. Replace control panel.
No Control Of Air Conditioner
1. If LED's come on, check main power circuit.
a. No voltage, go to Step 2.
b. If voltage (24v) is present in the main circuit, go to Step 3.
2. Check the main fuse (15A).
a. The main fuse has failed. Main power circuit is shorted. Check and repair.
b. The main fuse is good. Main power circuit is open. Check and repair.
3. Check voltage in secondary power circuit.
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a. No voltage, go to Step 4.
b. If voltage (24v) is present in the secondary circuit, go to Step 5.
4. Check the secondary fuse (15A).
a. The secondary fuse has failed. Secondary power circuit is shorted. Check and repair.
b. The secondary fuse is good. Secondary power circuit is open. Check and repair.
a. If problem is corrected, the controller is the problem.
b. If the problem is not corrected, replace harness.
No Fan Speed Control And No Air Flow
1. Check the blower motor terminals for proper connection.
a. If the blower motor terminals are not properly connected, make proper connections.
b. If the blower motor terminals are properly connected, go to Step 2.
2. Ground the negative (-) terminal at the blower motor.
a. If the motor does not turn, replace blower.
b. If the motor turns correctly, go to Step 3.
3. The LED display for the fan speed changes as switch (8) is depressed.
a. If the resistor is blown and the motor rotates only with fan in HI position, replace resistor.
b. Check the resistor. The resistance should be 3 ohms at low and 2 ohms at high. If resister is good,
go to Step 4.
4. Check the relay terminal connections.
a. If terminal connections are not correct, make proper connections.
b. If terminal connections are correct, go to Step 5.
5. Use a replacement relay.
a. If the problem is corrected, the relay is problem.
b. If the problem is not corrected, go to Step 6.
6. Use a replacement controller.
a. If the fan speed is correct, the controller is faulty.
b. If there is no fan speed control, repair or replace harness.
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Shutdown SIS
Previous Screen
Product: EXCAVATOR

ZEXEL FUEL SYSTEM
SENR65720002

SMCS - 7465-011
Introduction
This section provides the setup and adjustment procedures for testing and adjusting Fuel Injection
Pumps on 3046 and 3066 Engines. The fuel injection pumps are tested using the Fuel Injection
Equipment Test Stand. See Special Instruction SEHS8200, "Using the fuel Injection Equipment
Test Stand" for operating instructions.
These pumps can also be tested on earlier fuel injection test benches using the same tooling and
procedure. See Special Instruction SEHS7465.
Typical Fuel Injection Pump used on 3046 and 3066 Engines
Tooling
The tools listed are required to test the pump and governor assembly. These tools are not available
in a group and must be purchased separately.
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Mounting Tools
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Adjustment Tools
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Calibration Fluid and Lube Line Tooling
Indicator Tools
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Throttle Control Indicator Group
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Fuel Injection Pump

Mount Pump To Test Stand
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Base Plate Attached to Rails of Test Stand
(1) 6V9132 Base Plate.

(2) 6V9134 Lock Screw.
1. Attach 6V9132 Base Plate (1) to test stand rails using 6V9138 Mounting Assembly and 6V9134
Lock Screw (2).
Pump Mounting Plate Attached to Base Plate
(3) 0T0772 Bolt and 4S9191 Washer.

(4) 4C6609 Lube Oil Supply Fitting.
(5) 4C5706 Copper Washer.
(6) Nuts.
(7) 4C4909 Transfer Pump Cover.
(8) 9U7494 Pump Mounting Plate.
2. Attach 9U7494 Pump Mounting Plate (8) to base plate using four 0T0924 Bolts and 5M2894
Flat Washers.
3. Mount pump to pump mounting plate (8) using four 0T0772 Bolts and 4S99191 Washers (3).
4. Remove transfer pump and install 4C4909 Transfer Pump Cover (7) using previously removed
nuts and washers (6). Tighten nuts to 5 N·m (45 lb in).
Install Calibration Fluid and Lube Lines

1. Install oil supply fitting into injection pump.
a. Remove original oil supply fitting.
b. Place 4C6609 Lube Oil Supply Fitting (4) and two 4C5706 Copper Washers (5) (one on each
side of fitting) on original lifting.
c. Install assembly and tighten to 12 ± 2 N·m (108 ± 18 lb in).
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Calibration Supply and Return Fittings
(9) Fluid return fitting.

(10) Fluid supply fitting.
NOTE: Calibration fluid may also be referred to as test oil.
2. Install calibration fluid return fitting (9) using original fitting with a 4C5710 Calibration Fluid
Supply Fitting and two 4C5708 Copper Washers.
NOTE: The calibration fluid return fitting must have a check valve in the fitting.
3. Install calibration fluid supply fitting (10) using original fitting with a 4C5711 Calibration Fluid
Supply Fitting and two 4C5707 Copper Washers.
Injection Pump Lines
(11) Supply line.

(12) Return line.
(13) Lube oil line.
4. Install lines from injection pump to test stand ports.
a. Connect supply line (11) to "calibration fluid supply".
b. Connect return line (12) to "calibration fluid return".
c. Connect lube oil line (13) to "lube oil supply".
Connect Pump Drive Adapters to Test Bench
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Pump Adapter
(1) 9U7493 Drive Adapter

(2) 118-1711 Nut.
1. Install drive adapters (1 and 3).
a. Install drive 9U7493 Drive Adapter (1) with 118-1713 Flat Washer and 118-1711 Nut (2).
Torque to 64 ± 5 N·m (47 ± 4 lb ft).
Drive Adapter
(3) 6V6048 Drive Adapter.

(4) 2A4639 Bolts and 5M2894 Flat Washers.
b. Install drive 6V6048 Drive Adapter (3) with two 2A4639 Bolts and 5M2894 Flat Washers (4).
Connect pump to test stand.
Pump Connected To Test Stand
(5) Bolts.
2. Connect pump drive to test stand drive.
a. Move base plate forward.
b. Align keyway and connect the drive adapter to the chuck. Insert shaft approximately one inch
into chuck.
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c. Tighten two bolts (5) in chuck.
d. Tighten lock screw on base plate.
e. Install guards.
Fuel Injector Test Tube Assemblies
(6) 1274365 Fuel Injector Test Tube Assembly
3. Install six 127-4365 Fuel Injector Test Tube assemblies (6) from the top of fuel pump to
manifold block and tighten.
Filling Case With Oil
NOTE: The lube oil supply line can be used to fill the governor and housing. Fill the governor
and housing until lube oil comes out the front of the pump housing.
4. Remove plug from top of governor and fill housing with approximately 750 CC (25 oz) of test
stand lube oil. This amount of oil fills the camshaft and governor chambers. Install plug and
tighten to 4 N·m (35 lb ft).
NOTE: Housing cannot be overfilled. Excess oil will run out drain hole at front of pump.
Attach Measurement and Control Tooling
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Measurement Adapter and Indicator
(1) 9U6272 Nylon Screw.

(2) 4C5569 Measurement Adapter.
(4) 3P1567 Indicator.
(5) 4C2982 Indicator Collet.
(6) 5P4160 Indicator Tip.
1. Install the cap from the front of the rack bar on the front of the pump housing.
2. Install 4C5569 Measurement Adapter (2) with 9U6272 Nylon Screw (1). Install 4C2982
Indicator Collet (5) and 9U6272 Nylon Screw (3) to hold indictor or probe.
3. Install indicator probe from 8T1001 Electronic Position Indicator or 3P1567 Indicator (4) with
5P4160 Tip (6). The 5P4160 Tip is part of 6V5042 indicator Contact Point Group.
NOTE: Be sure the rack will move to the full fuel position after the indicator is installed.
Governor Control Linkage
(7) Base assembly.

(8) Column assembly.
(9) Indicator assembly.
(10) Control linkage assembly.
(11) Lever.
(12) Pin.
(13) Degree wheel.
(14) Spring washer.
4. Install 4C8145 Throttle Control Indicator Group. See the "Throttle Control Indicator Group "
chart in the "Tooling" section for a complete listing of parts.
a. Attach a column assembly (8) to base assembly (7) and fasten the base to the rails of the test
stand.
b. Attach indicator assembly (9).
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c. Assemble and install control linkage assembly (10). The control linkage provides fine
adjustment for setting rack position.
d. Install lever (11) with two bolts (not shown).
e. Attach degree wheel (13) with bolt and spring washer (14).
f. Connect rod end yoke to handle with pin (12).
g. Use the control linkage to put lever (11) in the vertical position.
h. Position indicator assembly (9) to point to zero degrees on degree wheel (13). Tighten holder in
place with thumb screw.
Zero the Rack
Cover
(1) Cover.
(2) Bolt.
1. Remove two bolts (2) and cover (1).
Rack in Full Open Position
(3) Fuel shutoff lever.

(4) Gear segment.
2. Pull fuel shutoff lever (3) to fully closed position (shutoff position).
3. Push gear segment (4) on rack fully forward towards front of pump.
4. Zero the indicator or probe. Repeat Steps 2 and 3 twice to make sure indicator reading stays at
zero.
NOTE: Before the test stand is started, be sure the calibration fluid and test oil controls are off.
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5. Start the test stand. See SEHS8200, "Using the Fuel Injection Test Stand," for starting
procedure.
a. Turn lube oil ON and adjust pressure to 70 kPa (10 psi).
b. Turn calibration fluid ON and adjust pressure to 150 kPa (22 psi).
c. Check TMI for direction of rotation. Select the correct rotation and turn main drive to ON.
d. Increase speed of rotation to 450 rpm.
6. Pull fuel shutoff lever (3) to the fully closed position. The indicator should read zero. If the
indicator does not read zero, repeat Steps 2 and 3.
When pushing on control pinion, never place finger in spring opening

when test stand is running. Failure to follow this warning may result in
bodily injury.
Test Procedure
Before starting any test or adjustment procedure refer to LEBQ0724, "Technical Marketing
Information" (TMI) and Tool Operating Manual NEHS0594, "Using the TMI System to Retrieve
Off Engine Injection Pump Test Specifications for the Fuel Injection Equipment Test Stand."
These manuals provide information on using TMI to obtain test and adjustment specifications.
There are four adjustment procedures that must be made on these fuel injection pumps. These
adjustments can be made in any order, but it is recommended that the adjustments be made in the
sequence that follows:
* Governor
* Fuel Injection Timing
* Check and Adjust Fuel Delivery
* Check Starting Delivery
Check Fuel Flow

This procedure is used only when the pump has not been disassembled (taken directly from
engine).
1. Obtain fuel flow specifications (rack and speed) from TMI.
2. Check flow readings on test stand.
If the flow is acceptable, check governor and pump timing.
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Governor
If the governor is only checked (no disassembly), place the pump and governor on the test stand
and check the governor specifications using TMI and the "Governor Performance Chart" in the
"Governor Performance Specifications" section. Follow the steps in the "Preparation" section to
setup the pump and governor.
If the governor is disassembled, adjustments will be required. This section provides the
preparation instructions and test procedures to completely adjust and check the governor
specifications.
Setup for Checking Specifications

1. Mount the fuel injection pump on the test stand. See "Mount Pump to Test Stand" in the pump
section of this manual.
2. Add 200 cc (6.5 oz) of oil into the governor chamber and 90 cc (3 oz) into the injection pump
cam chamber.
Measurement Adapter and Indicator

(2) 4C5569 Measurement Adapter.
(4) 3P1567 Indicator.
3. Install 4C5569 Measurement Adapter (2) with 9U6272 Nylon Screw (1). Install 4C2982
Indicator Collet (5) and 9U6272 Nylon Screw (3) to hold indicator or probe. Install indicator
probe from 8T1001 Electronic Position Indicator or 3P1567 Indicator (4) with 5P4160 Tip. The
5P4160 Tip is part of the 6V6042 Indicator Contract Point Group.
NOTE: Be sure the rack will move to the full fuel position after the indicator is installed.
4. Start the test stand. See Special Instruction SEHS8200, "Using the Fuel Injection Test Stand,"
for startup procedures.
5. Set the control rack "zero" position.
a. Maintain pump speed at 450 rpm.
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Control Pinion in Fully Forward Position
b. Push the control pinion fully forward using a screwdriver. The position where the control rack
does not move forward is the control rack's "zero" position.
When pushing on control pinion, never place finger in spring opening

when test stand is running. Failure to follow this warning may result in
bodily injury.
c. Set the dial of indicator (4) to zero.
NOTE: Check the operation and stroke of the rack, use a screwdriver to push the control pinion
fully to the rear. The full stroke of the control rack should be 14.00 mm (.551 in). If the control
rack does not move the full stroke, or does not move smoothly, reinspect the injection pump and
governor and correct the problem.
6. The performance of the governor depends on the engine specifications. See "Governor
Performance Data in TMI" for additional information
7. Stop test bench.
Preparation for Adjustment
Removing Cap
(1) Cap.
1. Remove Cap (1).
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Removing Cover
(2) Locknut.
(3) Bolts (four).
(4) Cover
NOTE: Use a screwdriver to prevent the load stopper bolt from turning when loosening or
removing locknut.
2. Remove locknut (2) and four bolts (3) from cover (4).
Pipe Nipple Installed
(2) Locknut.
(5) Pipe Nipple. Check Injector Timing.
3. Install a 1/4x 11/4pipe nipple (5) over the full load stopper bolt and install and tighten locknut
(2).
Torque Capsule
(6) Locknut.
(7) Torque Capsule.
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Torque Capsule
(8) 4C5085 Wrench.

(9) 4C5567 Torque Adjusting Socket.
4. Remove torque capsule (7) and locknut (6) with 4C5085 Wrench (8) and 4C5567 Torque
Adjusting Socket (9).
Idling Subspring
(10) Idling subspring.
5. Remove idling subspring (10).
a. Remove cap.
b. Hold slotted adjusting screw and loosen locknut and remove idling subspring (10) and washer.
6. Loosen the Hi Idle and Low Idle adjustment screw locknuts. Back out the adjustment screws
several turns.
7. Verify the position of the speed droop adjustment screw. Compare this position to the
specifications in TMI. Each click is equal to 1/4 turn of the adjusting screw. The position of the
speed droop adjustment screw is referenced from the full clockwise position.
8. Adjust the angle of the control lever to 10° forward of the full speed angle specification in TMI.
Governor Adjustments
There are seven adjustment steps required when adjusting the governor. For correct governor
operation, make the adjustments in the sequence that follows:
* Full-Load Setting
* Full-Torque Setting
* Lever-Set Adjustment
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* Low Idle Adjustment

* Full-Load Check
* Control Lever Angle Measurement
* Speed Droop Adjustment
Full-Load Setting
Pump Speed and Control Rack Position Diagram
1. Run the pump at the rpm specified for Full Load Setting in TMI.
Full-Load Stopper Bolt
(1) Full-load stopper bolt
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2. Set the full-load stopper bolt (1) so the control rack is positioned at rack dimension specified in
TMI for Full Load RPM.
Full-Torque Setting
Torque Control Spring Adjustment Diagram
1. Adjust the injection pump rpm to the Full-Torque Setting speed in TMI.
Torque Control Spring
2. Install the torque control spring capsule and adjust to the rack dimension in TMI for Full-
Torque Setting.
3. Lock the torque control springs in place with locknut.
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4. Gradually increase pump speed to Full Load RPM. Confirm that the control rack position
reaches Full Load Rack Dimension.
5. Gradually decrease pump speed. Confirm that pump speed is at the correct rpm when the
control rack position reaches Full-Torque Rack Dimension.
NOTE: If the torque control stroke does not meet TMI specifications, adjust the torque control
spring. If it still does not meet TMI specifications, replace the torque control spring.
Lever-Set Adjustment
Maximum-Speed Stopper Bolt
1. Adjust pump speed to Lever Set RPM.
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2. Adjust High Idle screw to obtain Lever Set Rack Dimension.
3. Compare the position of the lever to the lever angle at "Full Load Speed Specification" in TMI
4. If the lever is not within specifications, an adjustment to the speed droop adjustment screw will
be required.
NOTE: Tightening the adjusting screw decreases speed droop and loosening increases speed
droop.
Low Idle Adjustment

1. Stop operation of the pump.
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Idling Adjustment
2. Move the control lever to the Low Idle position.
Idling Spring Locked in Position
3. Start the pump and adjust the idling subspring with a screwdriver to the Low Idle subspring
specification in Dimension in TMI. Lock this position with the locknut.
NOTICE
If the idling subspring is over-tightened, engine speed will exceed

specifications at no-load maximum speed, this can result in damage to
the engine.
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4. Run the pump and run at Low Idle Lever Set RPM. Adjust low idle screw to the Low Idle Lever
Set Rack Dimension in TMI.
5. Replace cap on the idle speed spring and lock into position.
Full-Load Check
Full-Load Stopper Bolt
(1) Full-Load Stopper Bolt.

(2) Lock washer.
(3) Cover.
NOTE: Remove the 1/4x 11/4pipe nipple from the full load stopper bolt.
1. Install cover (3) on governor using bolts and lock washers (2) Use caution when installing the
cover to make sure the O-ring seal is the seal groove.
2. Position the control lever at maximum-speed position.
3. Run the pump at Full Load Setting RPM and adjust full-load stopper bolt (1) to the Full Load
Setting rack dimension. See TMI for specifications.
4. Install cap.
Control Lever Angle Measurement
Control Lever Angle at Idle Position and Full Speed Position
1. Adjust the angle of the control lever to 10° forward of the full speed angle specification in TMI.
2. If the lever angle at Full Speed Position is not within specification, an adjustment to the speed
droop adjustment screw should be made.
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Speed Droop Adjustment

NOTE: An adjustment to speed droop is only required if the lever angle at Full Load does not
meet specifications.
Speed droop can be calculated using the formula:
NOTICE
Excessive speed droop increases the no-load maximum speed over a

specified value, this can be adjusted freely, corresponding to engine
use.
Too small a speed can result in high-speed hunting. Speed droop of the RSV type mechanical
governor can be adjusted freely, corresponding to engine use. See chart, No-Load Maximum
Speed Diagram.
No-Load Maximum Speed Diagram
1. Check the Full-Load Lever Angle. If the Lever Angle is not within TMI specifications, an
adjustment to the speed droop is needed.
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Adjusting Screw
(1) Adjusting Screw.
2. If Full-Load Lever Angle is not within TMI specifications, adjust height of adjusting screw (1)
on swivel lever. Tightening the adjusting screw decreases speed droop and loosening increases
speed droop.
NOTICE
Adjusting screw (1) can be loosened a maximum of 20 notches (clicks)

or approximately five turns from a completely tightened position.
Loosening the screw further may disengage the adjusting screw from
the swivel lever, resulting in damage to the governor. Always tighten
adjusting screw until at least one click is heard.
Plug
(2) Plug.
3. Remove Plug (2).
Adjusting Screw
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4. Adjust Speed. If Lever Angle exceeds TMI specifications, tighten the adjusting screw. If Lever
Angle is less than the specified value, loosen the adjusting screw.
Maximum-Speed Stopper Bolt
5. If an adjustment is made to the Speed Droop adjusting screw, then the Full Load, Full Torque
and Lever Set Adjustments should be checked.
Check Injection Timing

Setup
1. Lock the governor control lever in full open position (toward front of pump).
Injection Timing Setup
(1) Tube assembly.

(2) Delivery valve holder lock plate.
(3) Delivery valve holder.
2. Remove tube assembly (1).
3. Remove delivery valve holder lock plate (2).
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Delivery Valve
(3) Delivery valve holder.

(4) Delivery valve stopper.
(5) Delivery valve spring.
(6) Gasket.
(7) Delivery valve assembly.
4. Remove delivery valve holder (3).
NOTE: When installing delivery valve holder, tighten to 39 ± 5 N·m (29 ± 4 lb ft).
Delivery Valve Stopper and Spring
(4) Delivery valve stopper.

(5) Delivery valve spring.
5. Remove delivery valve stopper (4) and delivery valve spring (5).
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Delivery Valve and Gasket
6. Using 4C6605 Tweezers, remove gasket and delivery assembly (two pieces).
NOTICE
Use extreme caution when removing, handling, and storing delivery

valve assembly.
Indicator Holder Assembly
(8) 6V3075 Indicator and 5P4163 Indicator Tip.

(10) 4C4658 J-tube Fitting.
(11) 4C5604 Copper Washer.
(12) 4C4766 Plunger Adapter.
(14) 9Y6051 Fuel Locknut.
7. Install fuel flow drain and indicator holder assembly. Assemble the following parts to make up
this unit: 4C4766 Plunger Adapter (12), 4C4658 J-Tube Fitting (10), two 4C5604 Copper Washers
(11), 4C2982 Indicator Collet (9), with 9U6272 Nylon Screw, 6V3075 Indicator and 5P4163
Indicator Tip (8) and 9Y6051Locknut (14).
NOTE: The copper washers should be installed on each side of the J-tube fitting.
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Cap Installation
(13) 8S4950 Cap.
8. Remove calibration fluid return line and install 8S4950 Cap (13).
Measure Pre-stroke
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Pre-Stroke Measurement Chart
This procedure measures the lift or pre-stroke of number one injector plunger.
1. Rotate camshaft to bottom of stroke (BDC).
2. Zero the indicator.
3. Turn the test stand ON.
4. Adjust the test oil to 20 kPa (3 psi). Oil should be flowing from J-tube.
5. Rotate the camshaft, by hand, in direction of rotation until test oil stops flowing from J-tube
(this is the beginning of injection). Record indictor readings. See TMI for lift measurement
specifications and direction of rotation.
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6. If indicator reading does not fall within TMI specifications, adjust the lift with shims (See
adjust Pre-Stroke).
Adjust Pre-Stroke
If indicator reading is not as specified in TMI, the lift of the plunger must be adjusted by adding or
removing shims.
1. Rotate camshaft to top center (TC).
Plunger Spring Retainer
(1) 4C6509 Plunger Spring Retainer.

(2) Shim.
2. Install 4C6509 Plunger Spring Retainer (1) (U-Shaped bracket) under spring.
3. Rotate camshaft until plunger drops away from spring.
NOTE: Increasing shim thickness decreases the pre-stroke dimension. Decreasing shim thickness
will increase the pre-stroke dimension.
4. Remove shim (2) and install appropriate shim to achieve the desired free stroke.
5. With shim in place, measure the pre-stroke again.
Set Timing of #1 Lobe

1. Rotate camshaft by hand, in direction of rotation, until test oil stops flowing from J-tube (this is
the beginning of injection).
2. Turn the test stand OFF.
Degree Wheel Settings
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3. Move pointer or degree wheel to any number and lock the wheel in place. Record the number.
NOTE: Do not rotate camshaft or all settings will have to be reset.
Plunger Adapter and Indicator
4. Remove indicator and 4C4766 Plunger Adapter.
5. Install delivery valve assembly (two pieces), gasket, spring and stopper, and delivery valve
adapter. Tighten adapter to 39 ± 5 N·m (29 ± 4 lb ft).
6. Install delivery valve holder lock plate and install number one fuel line.
7. Install flow diverter valve in manifold. Position the diverter on the next injector in the firing
sequence. For example, the next firing order sequence on a 6-cylinder injection pump is #5 or #3
on a 4-cylinder engine.
a. Remove fuel injection tube from nozzle.
b. Install diverter.
c. Install fuel injection tube on flow diverter.
d. Open valve, two to three turns, and position it to drain on the table.
8. Turn the test stand ON.
9. Increase pressure to 345 kPa (50 psi).
Nozzle Overflow Assembly
10. Rotate camshaft until the fuel stops flowing from the nozzle overflow assembly.
11. Read the angle on the degree wheel.
12. Compare the actual reading to the specifications in TM. If the angle is incorrect, adjust the
shim pack using the 4C6509 Plunger Spring Retainer.
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13. Turn the test stand OFF.
14. Reposition the overflow valve to the next injector in the firing sequence and repeat Steps 10
through 13. Check the angle of all plungers and barrels.
15. When all plungers and barrels have been adjusted, rotate the camshaft two or three complete
revolutions to be sure camshaft has smooth operation and is not binding.
16. Remove overflow valve assembly from manifold and connect fluid injector test tube assembly.
17. Remove cap from return line and install return line.
Check and Adjust Fuel Delivery

Preparation
1. Recheck zero rack position. See the "Zero the Rack " section.
Cover Installation
(1) Cover.
(2) Bolt.
2. Install cover (1) and tighten bolts (2) hand tight.
3. Start the test stand using the start button of "Test Oil System."
4. Adjust the test oil pressure to 150 kPa (22 psi) and lube oil pressure to 70 kPa (10 psi).
5. Set direction of rotation according to the TMI specifications and start "Main Drive."
6. Increase the speed to 700 rpm.
Lever Locked in Full Open Position
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(3) Lever
7. Lock governor control lever (3) to full open position.
8. Allow the test stand to run until the test oil temperatures reach 40°C (104°F).
9. Use governor control lever and nylon screw to lock the rack in position according to TMI
specifications.
Check and Adjust

1. Compare the actual delivery specifications to TMI. If the delivery is correct, the pump must be
adjusted.
2. Shut the test stand OFF.
Removing Cover
(1) Cover.
(2) Bolt.
3. Remove bolts (2) and cover (1).
Adjust Injector to the Correct Delivery Rate
(3) Pinion clamp screw.

(4) Control sleeve.
4. Change the delivery by adjusting each control sleeve as follows:
a. Loosen pinion clamp screw (3).
b. Rotate control sleeve (4) and adjust the delivery. Rotate the control sleeve clockwise (toward
governor) to increase fuel flow.
5. Adjust all control sleeves until the delivery is correct. See TMI for specifications.
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Check Starting Delivery
Measurement Adapter
(1) Measurement adapter
1. Remove measurement adapter (1).
2. Install cap (2). Move governor control lever to the low idle position.
3. Run pump at 100 rpm.
Install Cap to Check Delivery Rate
(2) Cap
4. Check delivery rate with specifications listed in TMI.
5. Stop pump rotation.
Adjusting Screw
(3) Screw
6. If delivery rate does not meet TMI specifications, remove cap (2), loosen lock nut, and
adjusting screw (3). Adjusting screw outward decreases fuel flow and inward increases fuel flow.
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7. Install cap (2) and recheck delivery rate. Repeat Steps 2 Through 6 until delivery rate is at
specified value.
Lockwiring Caps of Adjustment Screws

All adjustment stops (screws) that directly affect engine performance should be lockwired after
adjustment. Do not readjust any stop without using the test stand. Adjusting the stops without the
test stand can adversely affect the engine and engine performance.
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Shutdown SIS
Previous Screen
Product: EXCAVATOR

SUPPLEMENT FOR AUXILIARY HYDRAULIC SYSTEM - 320LL & 320FB, 3

SMCS - 7465-011
Introduction
When the words "use again" are in the description, the specification given can be used to
determine if a part can be used again. If the part is equal to or within the specification given, use
the part again.
When the word "permissible" is in the description, the specification given is the "maximum or
minimum" tolerance permitted before adjustment, repair and/or new parts are needed.
A comparison can be made between the measurements of a worn part and the specifications of a
new part to find the amount of wear. A part that is worn can be returned to service if an estimate
of the remainder of its service life is good. If a short service life is expected, replace the part.
Hydraulic oil pressure can remain in the hydraulic system on this

machine after the engine and pump have been stopped. Serious injury
can be caused if this pressure is not released before any service is done
on the hydraulic systems. To prevent possible injury, refer to the
section, Release Of Pressure In The Hydraulic System, before any
fitting, hose, or component is loosened, tightened, removed or adjusted.
When possible, the implements must be lowered to the ground before

service is started. When it is necessary for the boom to be in a raised
while tests or adjustments are done, be sure that the boom, stick and
implements have correct support.
Swing lock must be engaged before service is started.
Always move the machine to a location away from the travel of other
machines. Be sure that other personnel are not near the machine when
the engine is running and tests or adjustments are being made.
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Feller Buncher
Adjustment Of Main And Line Relief Valves
The main and line relief valves can be either of the valves shown in Illustration 1 and 2. Follow
the procedure as outlined below.
Style 1 Relief Valve
Illustration 1.
(1) Cap. (2) Locknut. (3) Valve.
NOTICE
The Style 1 Valve shown in Illustration 1 must have the locknut locked
against the valve body and the cap to maintain adjustment.
1. Remove cap (1).
2. Use a tool to hold the adjusting screw.
3. Loosen locknut (2).
4. Turn the adjusting screw clockwise to increase the relief valve setting or counterclockwise to
decrease the setting.
5. Use a tool to hold the setting of the adjusting screw while tightening the locknut.
6. Tighten the locknut [against valve (3)] to a torque of 20 ± 2 N·m (14.8 ± 1.5 lb ft).
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Style 2 Relief Valve
Illustration 2.
(1) Locknut. (2) Cap.
NOTICE
The Style 2 Valve shown in Illustration 2 must have locknut (1) locked
against cap (2) to maintain adjustment.
Do not remove cap (2). Hydraulic pressure can force parts of the valve
out and release hydraulic oil that is under pressure. Hydraulic oil that is
hot and under pressure can cause severe personal injury.
1. Loosen locknut (1). Do not remove cap (2).
2. Turn cap (2) in (to increase) or out (to decrease) to get the desired line relief pressure.
3. Using a wrench to hold cap (2), tighten locknut (1) against cap (2) to a torque of 61 ± 6 N·m (45
± 4 lb ft).
Auxiliary Pump Maximum Flow Adjustment
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Auxiliary pump
(1) Maximum flow stop adjusting screw. (2) Minimum flow stop adjusting screw.
NOTE: Hold the adjusting screw with a wrench when tightening the locknut.
NOTICE
Adjust the auxiliary pump maximum flow to meet the saw

manufacturers recommendations.
Use the adjusting screw to adjust maximum flow stop adjusting screw (1). Turn the screw
clockwise to decrease the maximum flow, 1 turn = 4 liters per minute (1.06 U.S. gpm).
NOTICE
It is not recommended to adjust the minimum flow stop adjusting

screw (2).
Auxiliary Pump Pressure Compensator Adjustment
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Auxiliary pump
(1) Adjusting screw.
NOTE: Hold the adjusting screw with a wrench when tightening the locknut.
NOTICE
Adjust the auxiliary pump pressure compensator to meet the saw

manufacturers recommendations. Maximum recommended pressure is
27 560 kPa (4000 psi).
Use adjusting screw (1) to adjust the pressure compensator setting. Turn the screw clockwise to
increase the setting and counterclockwise to decrease the setting.
Adjustment Of The Tilt, Grab And Accumulator Circuits
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Five valve bank (typical example)

(1) Tilt left relief valve. (2) Saw main relief valve. (3) Tilt right relief valve. (4) Grab close relief valve. (5)
Accumulator open relief valve. (6) Auxiliary relief valve.
1. See, "Adjustment Of Main And Line Relief Valves".
2. Install a 34 450 kPa (5000 psi) gauge at the upper (main) pump test port.
3. Set auxiliary main relief valve (6) at 27 560 kPa (4000 psi).
4. In service level 1, set the controller signal at P30. At high idle record the initial line relief
pressures for tilt left relief valve (1), tilt right relief valve (3), grab close relief valve (4) and
accumulator open relief valve (5).
5. Adjust line reliefs (1), (3), (4) and (5) to 22 393 ± 345 kPa (3250 ± 50 psi).
6. Exit level 1 service mode and set auxiliary relief valve (6) at 20 670 ± 345 kPa (3000 ± 50 psi).
Initial Pump And Motor Startup Procedure

1. Rotate the saw disk by hand to assure initial lubrication of the bearing.
2. Check all fittings for tightness.
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3. Start the engine and operate the saw at low idle for about 10 minutes.
Adjustment Of Saw Circuit
Auxiliary pump (front view)

(1) Auxiliary pump test port. (2) Pressure compensator.
1. Set the engine throttle backup switch into the backup mode during the adjustment procedure to
ensure the engine remains at high idle.
NOTE: This defeats the AEC engine speed drop feature of the control system.
2. Install a 34 450 kPa (5000 psi) gauge at the saw valve test port at the end of the stick or on the
pump at pump test port (1).
3. Install a 34 450 kPa (5000 psi) gauge at the "M" port on the saw motor. Consult the saw
manufacturer for location of this port. The "M" port reads the pressure on the motor pressure
compensator.
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Five valve bank (typical example)

(3) Saw relief valve.
4. It is recommended that a flow meter be installed in the circuit to ensure accurate flow settings.
Set flow at engine hi idle, using throttle backup switch.
If a flow meter is not available, make the flow setting by measuring the distance the maximum
flow stop adjusting screw extends beyond the locking nut. The pump is factory set at full
displacement of 111 liters per minute (29.4 U.S. GPM) with the screw extending 21 mm (.83 in).
Each turn of the screw inward decreases the pump flow by 4 liters per minute (1.06 U.S. GPM) 1
Turn = 1.5 mm (.06 in) movement of the stop adjustment.
Set Auxiliary pump max flow to the flow settings:
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5. Lock or block the saw blade to prevent rotation.
6. Engage saw circuit and set saw pump pressure compensator (2) to 24 800 kPa (3600 psi).
7. Turn the begin of stroke adjusting screw on the saw motor out until the gauge on the "M" motor
port reads 0 kPa (0 psi). Then slowly turn the adjusting screw in until the pressure gauge on the
"M" port starts to rise.
NOTE: The pressure will continue to rise, even with no further adjustment of the screw.
Make the setting when a rise in pressure is in the 3450 kPa (500 psi) to 5510 kPa (800 psi) range.
Lock the jam nut on the adjusting screw.
8. Adjust auxiliary pump pressure compensator (2) to 29 280 kPa (4250 psi).
9. Adjust saw control valve main relief valve (3) to 28 940 kPa (4200 psi).
10. Readjust auxiliary pump pressure compensator (2) back to 29 280 kPa (4250 psi).
11. Remove the saw blade locking or blocking device to permit free saw blade rotation. Engage
the saw circuit and bring the engine to high idle speed. Check saw blade RPM using a suitable
tachometer. Set the saw speed by adjusting the motor minimum displacement stop. Consult the
saw manufacturer to determine the correct saw speed specifications. Adjust the minimum
displacement screw in for slower saw speeds and out for faster speeds.
NOTICE
Do not attempt to adjust minimum displacement screw while the saw

blade is turning. Shut down saw to adjust between readings.
12. To confirm the correct motor pressure compensator settings, set engine to hi idle, have an
assistant engage saw circuit and monitor the saw pump pressure reading with a gauge in the saw
feed line. The gauge should read 27 560 kPa (4000 psi) (pump compensator setting) for
approximately 10 seconds when the saw circuit is engaged. The pressure will then drop to 24 120
kPa (3500 psi) to 25 500 kPa (3700 psi) (motor begin of stroke point) for about 12-15 seconds. As
the saw blade approaches full speed the pressure will drop lower.
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13. If the first pressure reading is not 27 560 kPa (4000 psi), adjust auxiliary pump compensator
(2) as described in the procedure above.
14. If the second pressure reading is between 24 120 kPa (3500 psi) and 25 500 kPa (3700 psi) no
further adjustment is necessary.
15. If the second pressure reading is below 24 120 kPa (3500 psi), turn the begin of stroke
adjusting screw out slightly and redo procedure.
16. If the second pressure reading is above 25 500 kPa (3700 psi), turn the begin of stroke
adjusting screw in slightly and redo procedure.
16. Check saw speed up time from engaging the saw circuit until saw feed pressure drops below
24 120 kPa (3500 psi) and compare to saw manufacturers recommendations.
NOTE: The approximate speed up time should be between 28 and 36 seconds.
Adjustment Of Stroke Limiters (Side Tilt Operation)
Five valve bank

(1) Side tilt valve. (2) Stroke limiter. (3) Stroke limiter.
Stroke limiters (2) and (3) permit adjustment of the speed for the side tilt operation.
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Use a wrench to loosen the locknut. Turn the screw clockwise to slow or counterclockwise to
speed up the operation as desired. Tighten the locknut to a torque of 34 ± 3.4 N·m (25 ± 2.5 lb ft).
Log Loader
Adjustment Of Rotator Valve Relief (320, 325, And 330)
Rotator relief valve

(1) Rotator relief valve.
Adjust rotator valve relief (1) by removing the plug at the bottom of the valve. Add or remove
shims until the desired setting is achieved.
Adjustment Of Rotator Valve Relief And Flow (322)

Relief Pressure Setting
Before preforming any testing and adjusting refer to the safety section
of the appropriate standard service manual.
Rotator Relief Valve

(1) Adjustment screw. (2) Flow adjustment screw.
1. Disconnect the rotate hose assemblies at the end of the boom or stick and cap the hose
assemblies.
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2. Install a 34 450 kPa (5000 psi) pressure gauge in the pressure line between the pump and the
valve.
3. Loosen lock nut and turn adjustment screw (1) clockwise (CW) all the way.
4. With the engine at high idle (dial position 10). Set the Automatic Engine Control (AEC) to the
OFF position. Set the hydraulic activation control lever in the UNLOCK position. DEPRESS the
right hand thumb switch to either direction. Adjust pilot pressure at the relief valve with
adjustment screw (1). Set the pressure to the recommendations of the implement supplier.
NOTE: Clockwise (CW) increases pressure and counterclockwise (CCW) decreases pressure.
5. With the engine at high idle (dial position 10). Set the Automatic Engine Control (AEC) to the
right hand thumb switch to either direction. Turn adjustment screw (1) CCW until pressure begins
to fall. Turn adjustment screw (1) CW 1/2 turn.
6. Repeat step 5 for the other thumb switch direction.
Before removing caps relieve the pressure in the circuit. See the
standard service manual for this procedure.
7. Remove the caps that were install at the ends of the boom or stick lines.
8. Connect the rotate lines.
Rotate Flow Setting
1. Install a flow meter the rotate lines at the end of the boom or stick. With the engine at high idle
(dial position 10). Set the Automatic Engine Control (AEC) to the OFF position. Set the hydraulic
activation control lever in the UNLOCK position. DEPRESS the right hand thumb switch to either
direction. Adjust the flow on one half of the rotate control valve by turning the appropriate
adjustment screw (2). Adjust the flow to the attachment manufactures flow specifications.
NOTE: Clockwise (CW) increases pressure and counterclockwise (CCW) decreases pressure.
2. Move the thumb switch on the right hand control in the opposite direction, repeat step 1 to
adjust the other flow adjustment screw (2) on the rotate control valve. Adjust the flow to the
attachment manufactures flow specifications.
3. In some cases the implement manufacture will provide an expected speed (RPM) that the front
attachment should move. If the front attachment has provided that information, suspend the tool.
With the engine at high idle (dial position 10). Set the Automatic Engine Control (AEC) to the
right hand thumb switch to either direction. Adjust the flow on one half of the rotate control valve
by turning the appropriate adjustment screw (2). Adjust the flow to the attachment manufactures
speed or RPM specifications.
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4. Move the thumb switch on the right hand control in the opposite direction, repeat step 3 to
adjust the other flow adjustment screw (2) on the rotate control valve. Adjust the flow to the
attachment manufactures speed or RPM specifications.
Adjustment Of Grapple Line Relief

1. Install a pressure gauge at the upper main pump test port.
2. Adjust the grapple line relief valve, located at the top of the auxiliary main control valve. The
grapple line relief should be set at the grapple manufacturers recommendations.
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Shutdown SIS
Previous Screen
Product: EXCAVATOR

320, 320 L AND 320 N, AND 320 S EXCAVATORS HYDRAULIC AND ELE

SMCS - 7465-011
Introduction
This manual contains information on the troubleshooting procedures of the electronic control and
hydraulic systems in the 320, 320 L, 320 N, and 320 S Excavators. This manual is divided into the
following three main sections:
1. Electronic System Testing And Adjusting

2. Checking Procedures
3. Hydraulic System Testing And Adjusting
NOTE: As a general rule, if there is a doubt as to the cause of a problem, the electronic system
should be checked first.
Reference: For information on Electrical System Operation of the above, make reference to:
"Systems Operation, Electronic System", Form SENR6048 or Form SENR5404. For information on
Hydraulic System Operation of the above, make reference to: "Systems Operation, Hydraulic
System", Form SENR6043 or Form SENR5455.
For troubleshooting the engine components, refer to the module "Systems Operation, Testing And
Adjusting, Basic Engine Components 3306 Engine", Form SENR5546 or "Systems Operation,
Testing And Adjusting, Basic Engine Components 3114 And 3116 Engines", Form SENR3583.
Checking Procedures
In each checking procedure, it is assumed that the engine operation is normal unless otherwise
specified.
Electronic Control System

The monitor and electronic controller are the main components of the electronic control system. The
monitor and electronic controller have a self diagnostic function. Self diagnostic checks of the
monitor, electronic controller, and the communication line between them are the first steps when
troubleshooting the problem(s) in the electronic system.
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Action alarm indicators on the monitor panel, alert an operator to a problem in the electronic system.
The controller service program "Data Mode" can also be used to identify the problems (see the
section of this module "Data Mode"). If the service program is activated during machine operation,
problem(s) that are monitored by the monitoring system are indicated on the character display. If the
service program is activated when the machine operation is stopped, all existing problems and past
problems (problems that have not been corrected) are indicated on the character display. To activate
the controller service program "Data Mode", refer to the "Data Mode" section in this module.
Operational Tests
If the electronic power unit control system display indicates it is operating correctly, then do
operational tests. Operate the machine, following the procedures described in the section "Hydraulic
System Testing And Adjusting". Compare the results of the operational tests with specifications to
determine the extent of the trouble. In operational tests, it is important to determine whether or not
enough hydraulic force or implement speed is a problem that extends over the entire machine or
with only a specific operation.
If there are any faults in the circuits between the main or pilot pumps and the control valves, the
overall performance of the machine will decrease. This type of problem in the hydraulic system is
not detected by the self diagnostic functions of the electronic control system described above (no
action alarm indication on character display.). To detect such a problem, it is necessary to check the
flow characteristics of the pumps, the main relief pressure, pilot pressure, etc.
Service Program
Electronic Monitor Panel
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(1) Engine coolant temperature gauge. (2) Fuel gauge. (3) Action lamp. (4) Character display. (5) Monitor panel. (6)
Hydraulic oil temperature gauge. (7) Work mode selector switch. (8) Air heater indicator (2DL and 9KK machines
only). (9) Charge alarm indicator. (10) Engine coolant temperature alarm indicator. (11) Hydraulic oil temperature alarm
indicator. (12) Engine oil pressure alarm indicator. (13) Controller alarm indicator. (14) Monitor alarm indicator. (15)
Work mode boom priority indicator. (16) Work mode swing priority indicator. (17) Power mode selector switch. (18)
Power mode III indicator. (19) Power mode II indicator. (20) Power mode I indicator. (21) Work mode fine control
indicator. (22) Light switch. (23) Light 1 indicator. (24) Light 2 indicator. (25) Wiper 2 indicator. (26) Travel speed
HIGH (rabbit) indicator. (27) Travel speed LOW (tortoise) indicator. (28) Travel speed control switch. (29) AEC
indicator. (30) Switch panel. (31) AEC switch. (32) Wiper 1 indicator. (33) Washer indicator. (34) Washer switch. (35)
Wiper switch. (36) Alarm cancel switch. (37) Service switch. (38) Alarm cancel indicator.
Introduction
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The electronic Monitor Panel activates and displays the output received from the Electronic
Controller. The Electronic Controller Service Program is divided into two program modes. Each
program mode has a particular function as follows:
1. Data Mode;
This program mode contains eight function modes and provides the necessary information for
the mechanic to determine the machine condition.
2. Calibration Mode;
This program mode contains ten function modes and provides information used to adjust and
confirm system/component functions after replacement of electronic control system
components. This program level is also used to help the mechanic troubleshoot machine
problems.
To activate the service program mode functions, use the control switches provided on the electronic
monitor panel.
NOTE: Unexpected character display readings due to random operation of switches should be
disregarded.
To select a desired function mode, first start a proper service program mode (see the section "Data
Mode Start-up" and/or "Calibration Mode Start-up"). Next, operate the control switch(es) as
specified, until the desired information is indicated on the character display.
When the selected service program function is no longer needed, use the proper procedure (see the
section "Data Mode Stop Procedure" and/or "Calibration Mode Stop Procedure") to cancel.
Data Mode
NOTE: Activation of service program "Data Mode" does not affect any machine controls and
operations except for the following:
The LED indicators for power mode switch, travel speed control switch, light switch, and wiper
switch come ON only in flashing mode during activation of service program "Data Mode".
The Data Mode contains the following function modes which provide eight categories of
information.
1. Power shift pressure.

2. Engine speed.
3. Engine coolant temperature.
4. Hydraulic oil temperature.
5. A/D (Analog/Digital) conversion.
6. Real time error.
7. Digital input.
8. Output control display.
Data Mode Start-up
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Electronic Monitor Panel (Data Mode Start-up)

(4) Character display. (17) Power mode selector switch. (18) Power mode III indicator. (36) Alarm cancel switch. (38)
Alarm cancel indicator.
NOTE: To access and view the eight available functions in the "Data Mode", the engine can either
be running or shut down. If the engine is running the eight Data Mode functions can be viewed as
operating values. If the engine is not running the starter switch must be in the "ON" position.
1. Depress and hold alarm cancel switch (36) until alarm cancel indicator (38) starts flashing.
2. While alarm cancel switch (36) is depressed, push power mode selector switch (17) until power
mode III indicator (18) begins to flash. Release alarm cancel switch (36) and power mode selector
switch (17).
3. The service program "Data Mode" is now activated and character display (4) will display the first
function mode (power shift pressure) value.
NOTE:
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If switch (17) is held too long, the character display will sequence through the eight available
function modes in the "Data Mode" program.
Data Mode Function Selection
Electronic Monitor Panel (Data Mode Function Selection)

(4) Character display. (17) Power mode selector switch. (18) Power mode III indicator. (36) Alert cancel switch.
1. Repeatedly push first alarm cancel switch (36) and then power mode switch (17) until the desired
function mode is displayed on character display (4).
2. Each time both switches are pushed, the function mode changes in an increasing number sequence
of the eight function modes in a repetitious manner.
3. At the same time that the function mode character is displayed the corresponding switch indicator
comes on. To determine the function mode selected, look for the switch indicator which is flashing.
NOTE: If alarm cancel switch (36) is depressed for more than 2 seconds the Data Mode stops and
character display (4) displays the engine speed dial position.
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NOTE: Accessing the "Data Mode Functions" must be performed in the sequence shown in the
following chart.
Each of the eight Data Mode functions has a designated indicator light. The following chart shows
the eight Data Mode functions and their designated indicator lights:
Power Shift Pressure
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Electronic Monitor Panel (Power Shift Pressure)

(4) Character display. (17) Power mode selector switch. (18) Power mode III indicator. (36) Alarm cancel switch.
When this function mode is selected, power mode III indicator (18) flashes. The character display
(4) displays "P" in the first position and actual power shift pressure in the second and third positions.
The unit of power shift pressure is in kgf/cm2. 1 kgf/cm2 is approximately the same as 100 kPa (14
psi).
Engine Speed
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Electronic Monitor Panel (Engine Speed)

(4) Character display. (19) Power mode II indicator.
When this function mode is selected, power mode II indicator (19) flashes. Character display (4)
will display the engine speed in rpm, regardless of the machine load. Multiply the rpm values in
character display (4) by 10 to determine actual rpm.
Engine Coolant Temperature
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Electronic Monitor Panel (Engine Coolant Temperature)

(4) Character display. (20) Power mode I indicator.
When this function mode is selected, power mode I indicator (20) flashes. Character display (4)
displays the engine coolant temperature within a range of 14°C to 127°C (57°F to 260°F). The
engine coolant temperature units are displayed in 1°C (1.8°F) increments. If the character display
reading is below 0°C, the first position on the character display reads "-".
NOTE: Character display (4) displays the engine coolant temperature in degrees Celsius.
Hydraulic Oil Temperature
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Electronic Monitor Panel (Hydraulic Oil Temperature)

(4) Character display. (23) Light 1 indicator.
When this function mode is selected, light 1 indicator (23) flashes. Character display (4) displays the
hydraulic oil temperature within a range of 14°C to 127°C (57.2°F to 260.6°F). The hydraulic oil
temperature units are displayed in 1°C (1.8°F) increments.
NOTE: Character display (4) displays the hydraulic oil temperature in degrees Celsius.
A/D (Analog/Digital) Conversion
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Electronic Monitor Panel (A/D Conversion)

(4) Character display. (24) Light 2 indicator.
When the analog/digital conversion function mode is selected, light 2 indicator (24) flashes.
Character display (4) displays the analog information for eight machine functions. A conversion
chart is needed to understand the digital information indicated. Description of the eight machine
functions omitted since this information is not needed for service or diagnosis.
Real Time Error Codes
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Electronic Monitor Panel (Real Time Error Codes)

(4) Character display. (26) Travel speed HIGH (rabbit) indicator.
When this mode is selected, travel speed HIGH (rabbit) indicator (26) flashes. Character display (4)
displays the codes for problems that have occurred. They are displayed in an increasing number
sequence according to "Problem List" shown below, in a repetitious manner. A character display
code remains displayed for 2 seconds with an interval of 1 second between codes.
NOTE: A display code of [E00] indicates that there are no system errors.
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NOTE: Go to the appropriate "Electronic Sequence Chart" to troubleshoot the problem of [E33] in
accordance with the following:
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Digital Input
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Electronic Monitor Panel (Digital Input)

(4) Character display. (7) Work mode switch. (17) Power mode selector switch. (27) Travel speed LOW (tortoise)
indicator. (36) Alarm cancel switch.
When this mode is selected, travel speed LOW (tortoise) indicator (27) flashes. This mode displays
21 types of information on character display (4).
1. Depress and hold alarm cancel switch (36) and then depress power mode switch (17) until travel
speed LOW (tortoise) indicator (27) flashes. Release alarm cancel switch (36) and power mode
switch (17).
2. Character display (4) will display [0 9] or [010]. The first character position "0" indicates that this
is the first of 21 "ports" or additional types of information. The " 9" indicates the wiring harness
code for the 320 and 320 L Excavators with 3066 engine. The "10" indicates the wiring harness code
for the 320, 320 L, 320 N, and 320 S Excavators with 3116 engine.
3. To sequence through the 21 "ports", first depress and hold alarm cancel switch (36) and then work
mode switch (7) until the character display reads the desired "port".
NOTE: This mode is capable of providing a total of 21 types of information. Eight of the 21
"ports" (additional types of information) are spares.
The following chart gives a listing of the 21 "ports" and their components:
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NOTE: Ports "0" and "1" give no indication of "[ O n] or [ o F] on the character display.
Typical Examples:
[0 9] : Indicates the machine model of "320" or "320 L" excavator with 3066 engine. If a different
code appears in the second and third positions, check the circuit for good grounding.
[010] : Indicates the machine model of "320", "320 L", "320 N", or "320 S" excavator with 3116
engine. If a different code appears in the second and third positions, check the circuit for good
grounding.
[1 1] : Engine speed dial is in position "1".
[110] : Engine speed dial is in position "10".
[1Er] : There is a problem in engine speed dial or circuit between speed dial and controller.
(Er:error)
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[2On] : Travel pressure switch is ON.
[2oF] : Travel pressure switch is OFF.
NOTE: To check the travel pressure switch, activate the travel control with the pressure switch in
ON position. If the character display does not read [2On], it is an indication of a possible problem in
the travel pressure switch and/or its circuit.
Output Control Display
Electronic Monitor Panel (Output Control Display)

(4) Character display. (32) Wiper 1 indicator.
When this function mode is selected, wiper 1 indicator (32) flashes. Character display (4) displays
the code that represents current pump output. The initial code displayed will be [L00] for a normal
pump output control. The character display code remains ON for 2 seconds with an interval of 0.5
seconds between codes.
Typical Examples:
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[L00] : Output control is normal.
[L A] : Pump output control when governor actuator feedback sensor is abnormal.
[L b] : Pump control under too low hydraulic oil temperature.
NOTE: [L b] is displayed only when one of the controls is activated.
NOTE: During "Output Control Display" function, the AEC system and one touch low idle do not
activate. The engine speed dial switch controls the engine speed only under a no load condition.
Reference: For more information on the pump output control, refer to module, "Systems Operation,
Electronic System", Form No. SENR6048 or Form No. SENR5404.
Data Mode Stop Procedure
Electronic Monitor Panel (Stop Procedure)

(4) Character display. (36) Alarm cancel switch.
Use either of the following two methods.
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1. Turn the engine start switch to the OFF position.
2. Keep alarm cancel switch (36) depressed at least 2 seconds until character display (4) displays the
engine speed dial position.
Calibration Mode
NOTE: The procedures for each function in "Calibration Mode" are independent of each other. The
engine does not need to be running for all the functions listed in the following chart. The following
chart lists the functions in "Calibration Mode" and whether the engine must be running for each of
the functions:
Calibration Mode Start-up
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Electronic Monitor Panel (Calibration Mode Start-up)

(1) Engine coolant temperature gauge. (2) Fuel gauge. (3) Action lamp. (4) Character display. (6) Hydraulic oil
temperature gauge. (8) Air heater indicator (2DL and 9KK machines only). (9) Charge alarm indicator. (10) Engine
coolant temperature alarm indicator. (11) Hydraulic oil temperature alarm indicator. (12) Engine oil pressure alarm
indicator. (13) Controller alarm indicator. (14) Monitor alarm indicator. (37) Service switch.
NOTICE
Before to starting the Calibration Mode, the engine speed dial switch
should be set at dial position "1" and the engine start switch must be in
the OFF position.
1. Depress service switch (37) and start the engine. As shown in the chart above, the engine does not
need to be started to obtain information for certain functions in the "Calibration Mode".
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2. Continue to depress service switch (37) until action lamp (3) comes ON and character display (4)
displays [20H] or [20C]. All the alarm indicators except character display (4) will turn OFF.
3. The "Calibration Mode" is now accessed and character display (4) displays the first of the 10
functions (machine and engine model numbers) as shown in the chart above. Action lamp (3)
remains ON during all calibration function modes.
NOTE: Activation of the "Calibration Mode" overrides the function of engine coolant temperature
gauge (1), fuel gauge (2), action lamp (3), hydraulic oil temperature gauge (6), air heater indicator
(8), charge alarm indicator (9), engine coolant temperature alarm indicator (10), hydraulic oil
temperature alarm indicator (11), engine oil pressure alarm indicator (12), controller alarm indicator
(13), and monitor alarm indicator (14).
Calibration Mode Function Selection
Electronic Monitor Panel (Function Selection)

(3) Action lamp. (4) Character display. (17) Power mode selector switch. (22) Light switch. (28) Travel speed control
switch. (31) AEC switch. (35) Wiper switch.
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Power mode selector switch (17), light switch (22), AEC switch (31), wiper switch (35), and travel
speed control switch (28) are pushed each time to obtain one of ten function modes.
Machine And Engine Model
Electronic Monitor Panel (Machine And Engine Model)

(4) Character display. (17) Power mode selector switch. (18) Power Mode III indicator.
1. Start "Calibration Mode". See the section, "Calibration Mode Start-up".
Upon accessing the "Calibration Mode", the machine and engine model is the first function
accessed. To obtain this function again after viewing or accessing any of the other functions, depress
power mode selector switch (17) until power Mode III indicator (18) comes ON.
2. Character display (4) displays [20H] for a "320" or "320 L" excavator with 3066 engine.
Character display (4) displays [20C] for a "320", "320 L", "320 N", or "320 S" excavator with 3116
engine.
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The first and second positions of character display (4) shows the code for the model excavator. The
third position of character display (4) shows the code for the engine model.
3. Stop "Calibration Mode" (unless another function selection is desired). See the section,
"Calibration Mode Stop Procedure".
NOTE: Activation of the "Calibration Mode" overrides the AEC function and keeps the power shift
pressure constant at a pressure level equivalent to a no-load condition. The engine speed dial switch
works normally.
Controller/Monitor Software Version
Electronic Monitor Panel (Controller/Monitor Software Version)

(4) Character display. (17) Power mode selector switch. (19) Power Mode II indicator. (31) AEC switch.
2. Depress power mode selector switch (17) until power Mode II indicator (19) comes ON.
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3. Character display (4) displays [17C] for example. The "17" in the character display represents a
two digit numeral particular to the software for each machine mode. The "C" represents the
controller.
4. To determine the software version for the monitor depress AEC switch (31). Character display (4)
displays [20P] for example. The "20" in the character display represents a two digit numeral
particular to the software for each machine mode. The "P" represents the software version.
NOTE: Each time AEC switch (31) is depressed, the character display will alternate between the
two software codes [17C] and [20P] for example.
works normally.
Error log
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Electronic Monitor Panel (Error Log)

(4) Character display. (17) Power mode selector switch. (20) Power Mode I indicator. (28) Travel speed control switch.
(31) AEC switch. (34) Washer switch.
2. Depress power mode selector switch (17) until power Mode I indicator (20) comes ON.
3. Character display (4) displays [Hd ]. This display indicates that the list of stored error codes can
be viewed. The controller has a continual self-diagnostic function during machine operation. The
controller will store error codes if a fault is detected, even an intermittent fault. The list of error
codes is stored in the error history on important systems until the memory is cleared.
4. The error codes are viewed on the character display either in ascending or descending order. Each
time AEC switch (31) is depressed, the ascending sequential list of stored error codes are displayed
as shown in the following example:
[Hd]
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[F6]
[F10]
[F40]
[F41]
[End]
5. Each time washer switch (34) is depressed, the descending sequential list of stored error codes are
displayed as shown in the following example:
[End]
[F41]
[F40]
[F10]
[F6]
[Hd]
NOTE: A "F" in the first position of character display (4) represents a stored error code (error
history). An "E" in the first position of character display (4) represents a real time error code.
6. To clear the error codes and error history, push and hold in sequence for approximately three
seconds the following three buttons:
* AEC switch (31)

* Power mode selector switch (17)
* Travel speed control switch (28)
7. The error codes are cleared from the error history memory when character display (4) displays
[CLr] and then returns to display [Hd].
Reference: For a listing of error codes, see the section in this module "Data Mode, Real Time Errors
Codes".
NOTE: Information about a problem is stored by this function mode until the correct clearing
procedure is completed. Always clear the error history after the problem has been corrected.
NOTE: Activation of the error log mode overrides the function of the AEC system and keeps the
power shift pressure constant at the no load pressure level. The engine speed dial works normally.
NOTE: The following error log codes are not displayed on the character display during activation of
this calibration mode.
F1 to F5, F7, F9, F12, F15, F32, F34, F37, F38, F39, and F48.
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works normally.
Digital Output Test
Electronic Monitor Panel (Digital Output Test)

(4) Character display. (22) Light switch. (23) Light 1 indicator. (29) AEC indicator. (31) AEC switch. (33) Washer
indicator. (34) Washer switch. (36) Alarm cancel switch.
2. Depress light switch (22) until light 1 indicator (23) comes ON.
3. Character display (4) displays [0oF] which represents the first of 10 components that can be
tested. There are 16 "ports" available of the electrical connections for various controller output
components (similar to the "Digital Input" information accessed in "Data Mode"). Six of the "ports"
are spares. The code in the first position of the character display represents the particular "port" of
each component.
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The "ports" and their components are shown in the following chart:
4. Each time AEC switch (31) is pushed, a different port code appears in character display (4) in an
ascending order. Press washer switch (34) to view the ports in descending order.
5. Press alarm cancel switch (36) to turn the component for each port, either ON or OFF. Character
display (4) displays as shown in the chart above as each port is turned ON or OFF. If an over current
occurs at a component, the character display (4) displays [0Er].
Proportional Reducing Valve Sweep Test
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Pilot Oil Manifold Compartment

(39) Connector.
1. Stop the engine and disconnect connector (39) from the proportional reducing valve.
2. Connect the test harness to connector (39).
Main Pump Compartment

(40) Power shift pressure tap.
3. Install a 4900 kPa (700 psi) pressure gauge at power shift pressure tap (40).
4. The pump backup switch must be in the "AUT" position.
NOTE: The engine must be running to obtain accurate information for this test.
6. Warm the hydraulic oil to normal operating temperature.
7. Run the engine at maximum no-load rpm.
8. All controls must be in the NEUTRAL position.
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Electronic Monitor Panel (Proportional Reducing Valve Sweep Test)

(4) Character display. (22) Light switch. (24) Light 2 indicator.
9. Start the "Proportional Reducing Valve Sweep Test" as follows:
a. Depress light switch (22) until light 2 indicator (24) comes ON.
b. The left column of character display (4) displays the letter "P". The "P" in the first column
indicates that the proportional reducing valve is being tested.
NOTE: The purpose of this function is to check whether the proportional reducing valve is
activating with a current signal from the controller. When this function is selected, the second and
third column in character display (4) changes in an ascending number sequence from of 0 to 32. One
cycle range from 0 to 32 takes about five seconds. The character display (4) sequences form [P 0] to
[P32].
10. As the "PRV Sweep Test" is being performed, monitor the multimeter and the 4900 kPa (700
psi) pressure gauge.
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The multimeter reading changes within a range of 0.16 to 0.63 amps in approximately five seconds.
The pressure gauge at power shift pressure tap (40) simultaneously ranges from 0 to 3150 kPa (0 to
455 psi).
NOTE: During the "PRV Sweep Test" the multimeter and pressure gauge readings should cycle at a
uniform rate of increase or decrease (no "spike" or quick changes). Also, during activation of this
function mode, AEC functions do not activate, but speed dial activates as normal.
Engine Speed Change
NOTE: This test is useful to measure no load engine speeds in increments of 20 to 30 rpm, from the
factory present LOW IDLE to HIGH IDLE positions of the governor speed dial switch. This test is
suitable for noise level measurement tests.
Electronic Monitor Panel (Engine Speed Change)
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(4) Character display. (29) AEC indicator. (31) AEC switch. (32) Wiper 1 indicator. (33) Washer indicator. (34) Washer
switch. (35) Wiper switch.
2. Depress wiper switch (35) until wiper 1 indicator (32) comes ON.
3. Put the governor speed dial switch in the best position for the test requirement (the position that
comes closest to the desired engine rpm setting).
4. Depress AEC switch (31) to increase the engine rpm, and depress washer switch (34) to decrease
engine rpm. Each time AEC switch (31) is depressed, AEC indicator (29) comes ON. Each time
washer switch (34) is depressed, washer indicator (33) comes ON.
5. Character display (4) will increment by 1 (10 rpm).
NOTE: This test allows the power shift pressure command signal to remain constant at a desired
pressure level. The constant power shift pressure command signal is necessary to allow testing and
adjusting procedures to be performed to line relief valves and also perform pump "P-Q" tests.
Fixed Power Shift Pressure
NOTE: This test allows the power shift pressure command signal to remain constant at a desired
pressure level. The constant power shift pressure command signal is necessary to allow testing and
adjusting procedures to be performed to line relief valves and also perform pump "P-Q" tests.
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Electronic Monitor Panel (Fixed Power Shift Pressure)

(4) Character display. (25) Wiper 2 indicator. (31) AEC switch. (34) Washer switch. (35) Wiper switch. (36) Alarm
cancel switch.
2. Depress wiper switch (35) until wiper 2 indicator (25) comes ON.
3. Character display (4) will display "P" in the first position and the selected power shift pressure in
the second and third positions. As a example the value shown in character display (4) of [P25] is in
kgf/cm2. To convert kgf/cm2 to kPa, multiply the value shown in character display (4) by 100. The
resultant power shift pressure is 2450 kPa (355 psi).
4. Depress AEC switch (31) to increase the power shift pressure command signal by 1 kgf/cm2
within a range of 3 to 30 kgf/cm2 [290 to 2950 kPa (42 to 430 psi)].
5. Depress washer switch (34) to decrease the power shift pressure command signal by 1 kgf/cm2
within a range of 3 to 30 kgf/cm2 [290 to 2950 kPa (42 to 430 psi)].
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NOTE: Depressing alarm cancel switch (36) causes character display (4) to display alternately
between the power shift pressure and the engine rpm.
NOTE: Refer to "Engine Speed Change" to determine the value of engine speed displayed on
character display (4).
works normally.
Engine Speed Dial Setting Check
NOTE: This test is used to verify that the selected engine speed dial switch position value is
meeting the factory engine speed setting value.
Electronic Monitor Panel (Engine Speed Dial Setting Check)

(4) Character display. (26) Travel speed HIGH (Rabbit) indicator. (28) Travel speed control switch.
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2. Depress travel speed control switch (28) until travel speed HIGH (Rabbit) indicator (26) comes
ON.
3. Character display (4) displays the engine rpm value characteristic to the setting of the engine
speed dial switch position.
works normally.
Automatic Governor Actuator (G/A) Calibration
NOTICE
The hydraulic oil temperature must be at the normal operating

temperature before this calibration procedure is performed.
NOTE: This procedure must be performed any time the governor actuator or controller has been
replaced or reinstalled.
NOTE: Activation of this mode overrides the AEC system function, and keeps the power shift
pressure constant at the no load pressure level. The engine speed dial can be placed at any position
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since it cannot activate until the governor actuator calibration has been completed. The governor
backup switch must be in AUT (not backup) position.
Electronic Monitor Panel (Automatic Governor Actuator Calibration)

(4) Character display. (26) Travel speed HIGH (Rabbit) indicator. (28) Travel speed control switch. (31) AEC switch.
(34) Washer switch. (36) Alarm cancel switch.
2. Depress travel speed control switch (28) until travel speed HIGH (Rabbit) indicator (26) comes
ON.
3. Depress and hold AEC switch (31) then depress and hold washer switch (34). Character display
(4) displays [AC] in a flashing mode.
4. While still depressing AEC switch (31) and washer switch (34), depress alarm cancel switch (36)
until character display (4) stops flashing and changes to [ACP]. The automatic calibration mode is
now started and the governor actuator motor has moved to the initial high idle stop position. The
governor actuator is now calibrated to the factory engine rpm setting designated for position "10" of
the engine speed dial switch.
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5. Once character display (4) displays [ACt], the calibration procedure can be completed.
6. Depress AEC switch (31) and washer switch (34) in sequence until character display (4) displays
[AC1]. The calibration procedure for the factory engine rpm setting designated for positions "1"
through "10" of the engine speed dial switch is now started. The calibration procedure from this
point takes approximately two minutes. Character display (4) will change as follows:
NOTE: After initial setting has been completed, check to be sure that the governor lever is correctly
positioned (in contact with the high idle stopper) by rotating the pulley by hand.
* [AC1]
* [AC2]
* [AC3]
* [AC4]
* [AC5]
* [AC6]
* [AC7]
* [AC8]
* [AC0]
When [AC0] appears in character display (4), the calibration procedure is complete.
NOTE: If the data is not correct or within specified limits, character display (4) will indicate an
error code as shown in the following chart:
NOTE: If character display (4) displays [AC2] and [ -*] (*: error code shown in the following chart)
alternately during Automatic G/A Calibration procedure, it is an indication of the following possible
problems. Have necessary repairs made. If character display (4) displays [AC0] after taking
corrective action, it indicates that the automatic governor actuator calibration has been completed
correctly.
NOTE: If the error code [- 1], [- 2], [- 3], [-15], or [-16] is indicated on character display (4),
readjust the accelerator/decelerator cables. See the section "Adjustment After Replacement Of Major
Components".
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NOTE: If the error code [- 4] through [-12] or [-14] is indicated on character display (4), check the
corresponding checking procedure in the section "Checking Procedures (Electronic Control
System)".
NOTE: When character display (4) displays [-13], return all controls to the NEUTRAL position. If
the problem code still exists, check the pressure switches and circuits.
NOTE: Even if any of error code [-51], [-52], or [-53] appears after character display (4) has
displayed [AC0], the machine does not need to be stopped, but can continue to be operated. Since
the three codes indicates that the accelerator cable needs further adjustment, readjustment can be
performed later using the following procedure.
a. If [-51] is displayed for two seconds, readjust the accelerator cable. See the section,
"Adjustment After Replacement Of Major Components".
b. If character display (4) alternates between [-52] and [ 10], every two seconds for example,
decrease the tension in the cable by loosening the adjusting nut of the accelerator cable by one
turn. (If [ 15] is indicated, then loosen the nut one and a half turns.)
c. If character display (4) alternates between [-53] and [ 10], every two seconds for example,
increase the tension in the cable by tightening the adjusting nut of the accelerator cable by one
turn.
Calibration Of Proportional Reducing Valve
NOTE: This calibration procedure must be performed when either the proportional reducing valve
and/or the controller has been replaced. This procedure is made at two power shift pressure points of
5 kgf/cm2 [490 kPa (72 psi)] and 25 kgf/cm2 [2450 kPa (355 psi).
Main Pump Compartment

(40) Power shift pressure tap.
1. Stop the engine and install a 4900 kPa (700 psi) pressure gauge to power shift pressure tap (40).
2. Make sure that the pump control backup switch is in the "AUT" position.
3. Start the "Calibration Mode". Refer to the section "Calibration Mode Start-up".
NOTE: The engine must be running and have a hydraulic oil temperature of approximately 50°C
(122°F) to perform this calibration procedure.
4. Run the engine with engine speed dial switch at position "10".
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NOTE: Activation of this calibration mode overrides the AEC function. If the engine speed dial
switch is not at position "10" character display (4) will show an "E" in the first column. The engine
speed must be corrected within specifications to continue the calibration procedure.
Electronic Monitor Panel (Calibration Of Proportional Reducing Valve)

(4) Character display. (27) Travel speed LOW (tortoise) indicator. (28) Travel speed control switch. (31) AEC switch.
(34) Washer switch. (36) Alarm cancel switch.
5. Depress travel speed control switch (28) until travel speed LOW (tortoise) indicator (27) comes
ON.
6. Character display (4) now displays [1 0]. The "1" indicates that the first calibration point has been
accessed and the "0" indicates that the middle step of the 19 individual calibration steps has been
accessed. Each step will change the power shift pressure by approximately 50 kPa (7.5 psi).
7. To change the power shift pressure:
a. To increase the power shift pressure, depress AEC switch (31) once. This will change
character display (4) to [1 1]. Each time AEC switch (31) is depressed, character display (4)
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increases by one until character display (4) displays [1 9]. Also, the pressure reading at power
shift pressure tap (40) increases by approximately 50 kPa (7.5 psi) for each increase. The
following is an example of character display (4) readings in increasing order:
* [1-9]
* [1-8]
* [1-7]
* [1-6]
* [1-5]
* [1-4]
* [1-3]
* [1-2]
* [1-1]
* [1 0] = Middle Step
* [1 1]
* [1 2]
* [1 3]
* [1 4]
* [1 5]
* [1 6]
* [1 7]
* [1 8]
* [1 9]
b. To decrease the power shift pressure, depress washer switch (34) once to lower the value
displayed in character display (4). Each time washer switch (34) is depressed, character
display (4) decreases by one in descending order until character display (4) displays [1-9].
Also, the pressure reading at power shift pressure tap (40) decreases by 50 kPa (7 psi) for each
decrease. The following is an example of character display (4) readings in decreasing order:
* [1 9]
* [1 8]
* [1 7]
* [1 6]
* [1 5]
* [1 4]
* [1 3]
* [1 2]
* [1 1]
* [1 0] = Middle Step
* [1-1]
* [1-2]
* [1-3]
* [1-4]
* [1-5]
* [1-6]
* [1-7]
* [1-8]
* [1-9]
8. To set "Calibration Point No. 1", perform the following steps:
a. Depress washer switch (34) until the pressure reading at tap (40) is less than 490 kPa (72 psi).
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b. Depress AEC switch (31) until the pressure reading at tap (40) increases to approximately 490
kPa (72 psi).
NOTE: Pressure adjustments must always be made as the pressure is being increased.
c. Depress alarm cancel switch (36) to store the data in the controller.
d. Once the data is stored in the controller, display (4) changes to [2 0], which indicates that the first
calibration point has been accepted and the second calibration point can be performed. At this time,
the character display flashing light mode will change to a continuous lighting mode.
9. To set "Calibration Point No. 2", perform the following steps:
a. Depress washer switch (34) until the pressure reading at tap (40) is less than 2450 kPa (355 psi).
b. Depress AEC switch (31) until the pressure reading at tap (40) increases to approximately 2450
kPa (355 psi).
NOTE: Pressure adjustments must always be made as the pressure is being increased.
c. Depress alarm cancel switch (36) to store the data in the controller.
d. Once the data is stored in the controller, display (4) will change to [1 0], which indicates that the
second calibration point has been accepted and the controller has reset to the first calibration point.
Calibration Mode Stop Procedure
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Electronic Monitor Panel (Stopping Calibration Mode)

(4) Character display. (37) Service switch.
Use either of the following two methods:
1. Place engine in low idle position and turn the engine start switch to the OFF position.
2. Depress service switch (37) for a minimum of two seconds until character display (4) changes
from "Calibration Mode" to engine speed dial position.
Adjustment After Replacement Of Major

Components
When major components of the electronic control system have been replaced, adjustment is
required.
The major components include:
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* Governor actuator
* Proportional reducing valve
* Engine speed sensor
* Controller
Governor Actuator (Machines With Decelerator Cable)
Pump Compartment
(1) Accelerator cable. (2) Governor actuator. (3) Decelerator cable.
Engine Compartment
(4) Pulley. (5) Outer cable wire (decelerator). (6) Inner cable wire (accelerator).
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Installation Of Accelerator And Decelerator Cables

(1) Accelerator cable. (3) Decelerator cable. (4) Pulley. (5) Outer cable wire (decelerator). (6) Inner cable wire
(accelerator). (7) Slot. (8) Locknut. (9) Support. (10) Nut. (11) Nut. (12) Locknut.
Initial Setting Of Governor Actuator
NOTE: This procedure is not necessary for a new governor actuator that is correctly calibrated for
the initial (factory) dial setting position "10".
1. Connect the harness of governor actuator (2) to the connector.
2. Determine the high idle position "10" (initial setting) by activating the automatic actuator
calibration mode. See the section in this module "Calibration Mode", Automatic Governor Actuator
(G/A) Calibration"
Adjustment Of Accelerator Cable
1. Accelerator cable (1) is identified by its indentification seal. Turn nut (10) and locknut (8) of
accelerator cable (1) counterclockwise until they are as far apart as possible.
NOTE: If the identification seal is missing, accelerator cable (1) is the upper cable when viewed
from the governor actuator (2).
2. Place inner wire (6) into the inner groove (bottom groove, closest to the engine) of pulley (4).
3. Wrap inner wire (6) around (clockwise as viewed from the top of the machine) pulley (4).
4. Put the "T" end of inner wire (6) into slot (7). Make sure the "T" end of inner wire (6) is in line
with the inner groove (bottom groove, closest to the engine) after installation.
5. Put the threaded portion of accelerator cable (1) in the upper notch of support (9).
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6. Turn pulley (4) counterclockwise (as viewed from the rear of the machine) to the high idle stop
position (full rotation position).
7. Hold pulley (4) against the high idle stop position and turn nut (10) clockwise until the slack is
removed from inner wire (6). Tighten nut (10) approximately an additional two turns by hand.
8. Torque (standard torque) locknut (8) against support (9).
Adjustment Of Decelerator Cable
1. Turn nut (11) and locknut (12) of decelerator cable (3) counterclockwise until they are as far apart
as possible.
2. Place outer wire (5) into the outer groove (top groove, farthest from the engine) of pulley (4).
3. Wrap outer wire (5) around (counterclockwise as viewed from the top of the machine) pulley (4).
4. Put the "T" end of outer wire (5) into slot (7). Make certain the "T" end of outer wire (5) is in line
with outer groove (top groove, farthest from the engine) after installation.
5. Put the threaded portion of decelerator cable (3) in the upper notch of support (9). Make certain
outer wire (5) remains in outer groove of pulley (4).
6. Finger tighten nut (11) against support (9).
7. Loosen nut (11) approximately two turns to provide slack in outer wire (5).
8. Torque (standard torque) locknut (12) against support (9). Make certain nut (11) remains in
position of threaded portion of decelerator cable (3) and tighten locknut (12) against support (9).
9. Reinstall clamps to decelerator cable (3) and accelerator cable (1). Do not allow the cables to
twist.
NOTE: Check to be sure that the governor lever is in contact with the high idle stop lever. Also
make sure nuts (11) and (10) are correctly tightened so that accelerator cable (1) is under tension and
decelerator cable (3) has a small amount of slack. Failure to do so could result in incorrect engine
speed setting, or overload the governor actuator. Governor actuator (2) must not be operated until
the calibration procedure is complete. If actuator (2) is operated before the calibration procedure is
complete, recalibrate.
Calibration Of Governor Actuator
Reference: Make reference to the section in this module, "Calibration Mode", "Automatic Governor
Actuator Calibration".
1. Start the engine and perform the "Automatic Governor Actuator Calibration" by activating
"Calibration Mode Start-up".
2. After correctly calibrated, clear the error log information.
Reference: Make reference to the section in this module, "Calibration Mode", "Error Log".
Governor Actuator (Machines With Decelerator Cable) (2DL

And 9KK Machines Only)
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Pump Compartment
(1) Accelerator cable. (2) Governor actuator. (3) Decelerator cable.
Engine Compartment
(4) Pulley. (5) Outer cable wire (decelerator). (6) Inner cable wire (accelerator).
Installation Of Accelerator And Decelerator Cables

(1) Accelerator cable. (3) Decelerator cable. (4) Pulley. (5) Outer cable wire (decelerator). (6) Inner cable wire
(accelerator). (7) Locknut. (8) Nut. (9) Support. (10) Nut. (11) Slot. (12) Locknut.
Initial Setting Of Governor Actuator
NOTE: This procedure is not necessary for a new governor actuator that is correctly calibrated for
the initial (factory) dial setting position "10".
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1. Connect the harness of governor actuator (2) to the connector.
2. Determine the high idle position "10" (initial setting) by activating the automatic actuator
calibration mode. See the section in this module "Calibration Mode", Automatic Governor Actuator
(G/A) Calibration"
1. Accelerator cable (1) is identified by its identification seal. Turn nut (6) and locknut (8) of
accelerator cable (1) counterclockwise until they are as far apart as possible.
NOTE: If the identification seal is missing, accelerator cable (1) is the upper cable when viewed
from the governor actuator (2).
2. Place inner wire (6) into the inner groove (groove closest to the engine) of pulley (4).
3. Wrap inner wire (6) around (counterclockwise as viewed from the front of the machine) pulley
(4).
4. Put the "T" end of inner wire (6) into slot (11). Make sure the "T" end of inner wire (6) is in line
with the inner groove (groove closest to the engine) after installation.
5. Put the threaded portion of accelerator cable (1) in the upper notch of support (9).
6. Turn pulley (4) clockwise (as viewed from the front of the machine) to the high idle stop position
(full rotation position).
7. Hold pulley (4) against the high idle stop position and turn nut (8) clockwise until the slack is
removed from inner wire (6). Tighten nut (8) approximately an additional two turns by hand.
8. Torque (standard torque) locknut (7) against support (9).
Adjustment Of Decelerator Cable
1. Turn nut (10) and locknut (12) of decelerator cable (3) counterclockwise until they are as far apart
as possible.
2. Place outer wire (5) into the outer groove (groove farthest from the engine) of pulley (4).
3. Wrap outer wire (5) around (clockwise as viewed from the front of the machine) pulley (4).
4. Put the "T" end of outer wire (5) into slot (11). Make certain the "T" end of outer wire (5) is in
line with outer groove (groove farthest from the engine) after installation.
5. Put the threaded portion of decelerator cable (3) in the upper notch of support (9). Make certain
outer wire (5) remains in outer groove of pulley (4).
6. Finger tighten nut (10) against support (9).
7. Loosen nut (10) approximately two turns to provide slack in outer wire (5).
8. Torque (standard torque) locknut (12) against support (9). Make certain nut (10) remains in
position of threaded portion of decelerator cable (3) while tightening locknut (12) against support
(9).
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9. Reinstall clamps to decelerator cable (3) and accelerator cable (1). Do not allow the cables to
twist.
NOTE: Check to be sure that the governor lever is in contact with the high idle stop lever. Also
make sure nuts (8) and (10) are correctly tightened so that accelerator cable (1) is under tension and
decelerator cable (3) has a small amount of slack. Failure to do so could result in incorrect engine
speed setting, or overload the governor actuator. Governor actuator (2) must not be operated until
the calibration procedure is complete. If actuator (2) is operated before the calibration procedure is
complete, recalibrate.
Governor Actuator (Machines Without Decelerator Cable)
Controller Compartment (Behind Cab)(Typical)

(1) Governor actuator. (2) Accelerator cable.
Engine Compartment (Viewed From Top)(Typical)

(2) Accelerator cable. (3) Support. (4) Nut (5) Locknut. (6) Bellows. (7) Lever.
NOTE: An accelerator cable is a part of the governor actuator assembly. When installing a new
governor actuator and accelerator cable, the initial setting of the governor actuator is not necessary.
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However, if the accelerator cable end position is changed from the factory setting by activating the
engine speed dial, for example, before the new governor actuator and accelerator cable are installed
correctly, the governor actuator needs to be calibrated to the initial (factory) engine rpm setting
designated for dial position "10". If the current accelerator cable was disconnected from the
governor lever, the initial calibration procedure is required. See the section in this module,
"Calibration Mode, Automatic Governor Actuator Calibration".
1. Turn nut (4) and locknut (5) of accelerator cable (2) counterclockwise until they are as far apart as
possible.
2. Put the threaded "L" end of accelerator cable (2) through the hole in lever (7) and install a nut to
hold it in position.
3. Put the other threaded portion of accelerator cable (2) in the notch of support (3).
4. Turn lever (7) counterclockwise (as viewed from the rear of the machine) to the high idle stop
position (full rotated position).
5. While holding lever (7) against the high idle stop, turn nut (4) clockwise until the slack is
removed from bellows (6). Tighten nit (4) approximately two additional turns.
6. Tighten locknut (5) against support (3). Make certain nut (4) remains in position of threaded
portion of accelerator cable (2) while tightening locknut (5) against support (3).
7. Reinstall two clamps to accelerator cable (2). Do not allow cable (2) to twist.
NOTE: Check to be sure that the governor lever is in contact with the high idle stopper. Also make
sure nut (4) is correctly tightened so that accelerator cable (2) is under correct tension. Failure to
correctly tighten the cable could result in incorrect engine speed setting or overload of the governor
actuator.
Proportional Reducing Valve

1. Calibrate the proportional reducing valve.
Reference: See the section of this module, "Calibration Of Proportional Reducing Valve" in
"Calibration Mode".
2. After the proportional reducing valve is correctly calibrated, clear the error log information.
Reference: See the section of this module, "Error Log" in "Calibration Mode".
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Engine Speed Sensor (Magnetic Pickup)
Installation Of Engine Speed Sensor

(1) Speed sensor. (2) Locknut. (3) Magnetic core. (4) Gear. (5) Flywheel housing.
NOTICE
The engine must not be running prior to adjustment of the engine

speed sensor.
1. With the engine stopped, slowly tighten speed sensor (1) into flywheel housing (5) until magnetic
core (3) is in contact with gear (4).
2. Back out speed sensor 1/2 turn and temporarily tighten locknut (2).
3. With the engine speed dial switch set at position "1" (LOW IDLE position) start the engine.
4. Start service program "Data Mode" and select the engine speed display function.
Reference: Make reference to the section in this module, "Data Mode"-Engine Speed.
5. The character display should read a speed of approximately 800 rpm.
6. If the character display does not read correct rpm, gradually tighten speed sensor (1). Do not turn
more than 120°.
7. If satisfactory, stop the engine and tighten locknut (2) to a torque of 44 N·m (32 lb ft).
8. After the speed sensor calibration is correct, clear the error log information.
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Reference: See the section in this module, "Error Log" in "Calibration Mode".
Engine Speed Sensor (Magnetic Pickup) (2DL And 9KK

Machines Only)
Installation Of Engine Speed Sensor

(1) Speed sensor. (2) Locknut. (3) Magnetic core. (4) Gear. (5) Flywheel housing.
NOTICE
The engine must not be running prior to adjustment of the engine

speed sensor.
1. With the engine stopped, slowly tighten speed sensor (1) into flywheel housing (5) until magnetic
core (3) is in contact with gear (4).
2. Back out speed sensor 3/4 turn and temporarily tighten locknut (2).
3. With the engine speed dial switch set at position "1" (LOW IDLE position) start the engine.
4. Start service program "Data Mode" and select the engine speed display function.
Reference: Make reference to the section in this module, "Data Mode"-Engine Speed.
5. The character display should read a speed of approximately 800 rpm.
6. If the character display does not read correct rpm, gradually tighten speed sensor (1). Do not turn
more than 120°.
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7. If satisfactory, stop the engine and tighten locknut (2) to a torque of 44 N·m (32 lb ft).
8. After the speed sensor calibration is correct, clear the error log information.
Reference: See the section in this module, "Error Log" in "Calibration Mode".
Controller
1. Before removal/installation of the controller, be sure to turn the disconnect switch to the OFF
position.
2. Perform the automatic governor calibration procedure.
Reference: See the section in this module, "Automatic Governor Actuator Calibration" in
"Calibration Mode".
3. Perform the proportional reducing valve calibration procedure.
Reference: See the section in this module, "Calibration Of Proportional Reducing Valve" in
"Calibration Mode".
Controller Input And Output Schematic (Voltage Signals In

Normal Operating Condition)
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Controller Input And Output Schematic (Voltage Signals In

Normal Operating Condition) (2DL And 9KK Machines Only)
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Terminal (Pin) Numbers Of Controller Connection And

Voltage Specifications
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Voltage Specifications
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Checking Procedures
Harness And Wire Identification
The colors and sizes of wires shown in the Electric Circuit Diagram are identified as described in the
following chart:
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Example; [308] - BK - (18)
[308] = Circuit identification code.
BK = Wire color.
(18) = Wire size specified by AWG (American Wiring Gauge). If not indicated, wire size is AWG
No. 16.
Electrical Components, Connectors, And Harness Location

This section includes information on how to use the separate "Electric Schematic" modules, Form
No. SENR6015, Form No. SENR6014, and Form No. SENR5459 to determine location of the
electric components, connectors, and harnesses.
The location charts are made up of electric components, connectors, and harnesses. The views
contain general views and area views. Area views include the following:
* Area A: Cab
* Area B: Right console
* Area C: Left console
* Area D: Relay panel
* Area E: Main control valve compartment
Below is a guide to read components and harness/connector location charts.
* Component location chart:
The component location chart uses white circles as location labels in the general and area
views. Alphabetical letters in the connector and vehicle location column indicate location in
the area views.
* Harness and connector location chart:
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The harness and connector location charts use black circles as location labels in the general
and area views. Alphabetical letters in the connector and vehicle location column indicate the
area views where they are located. the "*" indicates that it is connected to the component in its
harness and/or components column.
NOTE: Harnesses in partial electric schematics given in the "Checking Procedures" are identified
by A, B, and C, which are also indicated in the general and area views.
NOTE: The material in this module is intended to be used with one of the separate "Electrical
Schematic" modules, Form No. SENR6015, Form No. SENR6014, or Form No. SENR5459.
Checking Procedures (Electronic Control System)

Introduction
Problem Description
The problem description indicates problems represented by the character display on the monitor
panel.
Solution
The solution provides two types of information;
* Connector check provides information on the connectors that have to be checked before
troubleshooting using the checking procedure chart. Check the connectors specified for
improper connections. A loose contact between two connectors can be caused by water in the
connectors. Check the connectors before troubleshooting.
* Checking procedure chart provides information on troubleshooting problems indicated by
the error code on the character display on the monitor panel.
Example Chart
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Electronic Control System Checking Procedure Chart

(1) Preparations. (2) Problem description. (3) Error code on character display (Ch.D.). (4) Check items. (5) Probable
causes. (6) Solution.
NOTE: The character display on the monitor panel indicates error code on character display (3)
assigned for the real time errors and error log, if problem(s) occurs. The charts that follow should be
used to troubleshoot problems indicated by error code on character display (3).
Preparations (1) provide information on the preliminary arrangements that must be made before
troubleshooting.
Problem description (2) indicates problems shown by the character display on the monitor panel.
Error code on character display (3) indicates specific codes for real time errors and error log. Service
Program selection determines the pattern of the character display.
Check items (4) list items that must be checked with a multimeter.
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a. In the check items (4), "0Ohms" means "there is continuity", whereas "infinite Delta "
means that "there is no continuity".
b. Connector check - [other than()]: 0Ohms.
NOTE: [other than()] means all the terminals and pins except the one specified in ().
The following is an explanation of the terms in "Check items (4)":
Example; (1) - (2) of CONN46M
(1) = Pin number.
- = Short circuit indication.
CONN46 = Connector number.
M = The male (M) or female (F) half of the connector.
Probable causes (5) shows probable cause(s) of a problem.
Solution (6) shows the corrective action that should be taken to solve a particular problem. The
statement "Replace" includes "Repair if possible".
When a continuity check is to be performed, "turn the starter switch to the OFF position". This stops
the power supply to prevent damage to the tester or short-circuiting the power supply.
When a voltage check is to be made, "turn the starter switch to the ON position" to allow power
supply. The engine should be in operation unless otherwise specified. Stable inputs and outputs of
controller cannot be obtained without the engine running.
NOTICE
To avoid damage to electrical components when the power supply is

ON, make sure disconnected connectors and wires do not come in
contact with the machine.
[Elec #1] Controller Self-Diagnostic LED Display
Controller Compartment
(1) LED lamp. (2) Controller.
[Elec #1-1] Normal
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Normal: Green LED lamp (1) comes ON.
[Elec #1-2] Yellow And Green LED Lamp ON
Problem:
Problem in communication line between controller and monitor causes the yellow and green LED
lamps to come ON.
Solution:
Check problem according to [Elec #10-1] and [Elec #10-2].
[Elec #1-3] Green And Red LED Lamp ON
Problem:
Problem in controller causes the green LED lamp to come ON in continuous lighting mode and red
LED lamp to come ON in continuous lighting mode or flashing mode. In some cases, yellow LED
lamp may come ON.
Solution:
Replace the controller.
[Elec #1-4] No Power To Controller And LED Lamps ON
Problem:
No power supply to controller causing LED lamp (1) to not come ON.
Solution:
Check problem according to [Elec #1-5].
[Elec #1-5] No Power To Controller
Problem:
No power supply to controller.
Solution:
Check to ensure that CONN1, 3, and 24 are properly connected. If the problem still exists,
troubleshoot according to the following checking procedure chart.
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Partial Electric Schematic
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Partial Electric Schematic (2DL And 9KK Machines Only)
[Elec #2-1] PRV Circuit Is Open
Problem:
Proportional reducing valve circuit is open.
Solution:
Check to ensure that CONN56, 8, 1, and 17 are properly connected. If the problem still exists,
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[Elec #2-2] PRV Circuit Is Shorted To Body Ground
Problem:
Proportional reducing valve circuit is shorted to body ground.
Solution:
Check to ensure that CONN56, 8, 1, and 17 are properly connected. If problem still exists,
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[Elec #2-3] PRV Circuit Is Shorted To Battery Voltage
Problem:
Proportional reducing valve circuit is shorted to battery voltage.
Solution:
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[Elec #3A] Engine Speed Sensor Is Open Or Not Installed Correctly
Problem:
Engine speed sensor (magnetic pickup) circuit is open or speed sensor is not installed correctly
(engine speed problem).
Solution:
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[Elec #3B] Engine Speed Sensor Is Open Or Not Installed Correctly (2DL And
9KK Machines Only)
Problem:
Engine speed sensor (magnetic pickup) circuit is open or speed sensor is not installed correctly
(engine speed problem).
Solution:
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[Elec #4-1A] Travel Pressure Switch Circuit Is Open Or Shorted To Body

Ground
Problem:
Travel pressure switch circuit is open or shorted to body ground.
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Solution:
Check to ensure that CONN51, 10, and 2 are properly connected. Check to ensure orifice in signal
passage to pressure switch is not blocked. If the problem still exists, troubleshoot according to the
following checking procedure chart.
[Elec #4-1B] Travel Pressure Switch Circuit Is Open Or Shorted To Body

Ground (2DL And 9KK Machines Only)
Problem:
Travel pressure switch circuit is open or shorted to body ground.
Solution:
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[Elec #4-2A] Implement/Swing Pressure Switch Circuit Is Open Or Shorted To

Body Ground
Problem:
Implement/swing pressure switch circuit is open or shorted to body ground.
Solution:
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[Elec #4-2B] Implement/Swing Pressure Switch Circuit Is Open Or Shorted To

Body Ground (2DL And 9KK Machines Only)
Problem:
Implement/swing pressure switch circuit is open or shorted to body ground.
Solution:
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[Elec #4-3] Boom Raise Pressure Switch Circuit Is Open Or Shorted To Body
Ground
Problem:
Boom raise pressure switch circuit is open or shorted to body ground.
Solution:
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[Elec #5] Controller Receives Signal Of Engine Speed Other Than Specified
"10"
Problem:
Controller receives signal of engine speed other than specified "10" from engine speed dial.
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Solution:
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[Elec #6-1] Governor Actuator Feedback Sensor Circuit Is Open Or Shorted To

Battery Voltage
Problem:
Governor actuator feedback sensor circuit is open or shorted to battery voltage.
Solution:
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[Elec #6-2] Governor Actuator Feedback Sensor Circuit Is Shorted To Body

Ground
Problem:
Governor actuator feedback sensor circuit is shorted to body ground.
Solution:
Check to ensure that CONN44, 3, and 2 are properly connected. If the problem still exits,
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[Elec #6-3] Governor Actuator Motor Circuit Is Shorted To Body Ground.
Problem:
Governor actuator motor circuit is shorted to body ground.
Solution:
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[Elec #6-4] Governor Actuator Motor Does Not Rotate Or Governor Actuator
Motor Circuit Is Shorted To Battery Voltage
Problem:
Governor actuator motor does not rotate or governor actuator motor circuit is shorted to battery
voltage.
Solution:
Check to ensure that CONN44, 3, 1, and 18, and the circuits of speed change switch and governor
backup switch are properly connected. If the problem still exists, troubleshoot according to the
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[Elec #6-5] Governor Actuator Motor Circuit Is Open Or Governor Backup

Switch Is In "MAN" Position.
Problem:
Governor actuator motor circuit is open or governor backup switch is in "MAN" position.
Solution:
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[Elec #6-6] Governor Actuator Remains Deactivated An Elapse Time Of 2.5

Seconds After Engine Speed Dial Setting
Problem:
Governor actuator remains deactivated an elapse time of 2.5 seconds after engine speed dial has
been activated.
Solution:
Troubleshoot according to the following checking procedure chart.
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Partial Electrical Schematic
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Partial Electrical Schematic (2DL And 9KK Machines Only)
[Elec #7A] Low Idle Switch Circuit Is Open Or Shorted To Body Ground
Problem:
Low idle switch circuit is open or shorted to body ground.
Solution:
Check to ensure that CONN28, 25 and 1 are properly connected. If the problem still exists,
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[Elec #7B] Low Idle Switch Circuit Is Open Or Shorted To Body Ground (2DL
And 9KK Machines Only)
Problem:
Low idle switch circuit is open or shorted to body ground.
Solution:
Check to ensure that CONN26, 25 and 1 are properly connected. If the problem still exists,
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[Elec #8-1] Fine Solenoid Valve Return Circuit Is Shorted To Battery Voltage
Problem:
Fine solenoid valve return circuit is shorted to battery voltage.
Solution:
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Check to ensure that CONN53, 10, and 2 are properly connected. If the problem still exists even
with the correct connections, troubleshoot according to the following checking procedure chart.
[Elec #8-2] Battery Voltage Cable Of Fine Control Solenoid Valve Circuit Is
Shorted To Body Ground
Problem:
Battery voltage cable of fine control solenoid valve circuit is shorted to body ground.
Solution:
Check to ensure that CONN53, 10, 4, and 2 are properly connected. If the problem still exists even
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[Elec #8-3] Fine Control Solenoid Valve Circuit Is Open
Problem:
Fine control solenoid valve circuit is open.
Solution:
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[Elec #8-4] Swing Priority Solenoid Return Circuit Is Shorted To Battery

Voltage
Problem:
Swing priority solenoid return circuit is shorted to battery voltage.
Solution:
Check to ensure that CONN54, 10, and 2 are properly connected. If the problem still exists even
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[Elec #8-5] Battery Voltage Cable Of Swing Priority Solenoid Valve Circuit Is
Problem:
Battery voltage cable of swing priority solenoid valve circuit is shorted to body ground.
Solution:
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[Elec #8-6] Swing Priority Solenoid Valve Circuit Is Open
Problem:
Swing priority solenoid valve circuit is open.
Solution:
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[Elec #9-1] Travel Speed Solenoid Valve Return Circuit Is Shorted To Battery
Voltage
Problem:
Travel speed solenoid valve return circuit is shorted to battery voltage.
Solution:
[Elec #9-2] Battery Voltage Cable Of Travel Speed Solenoid Valve Circuit Is
Problem:
Battery voltage cable of travel speed solenoid valve circuit is shorted to body ground.
Solution:
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[Elec #9-3] Travel Speed Solenoid Valve Circuit Is Open
Problem:
Travel speed solenoid valve circuit is open.
Solution:
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[Elec #10-1A] No Power Supply To Monitor
Problem:
No power supply to monitor.
Solution:
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[Elec #10-1B] No Power Supply To Monitor (2DL And 9KK Machines Only)
Problem:
No power supply to monitor.
Solution:
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[Elec #10-2] Communication Line Between Controller And Monitor Is

Abnormal
Problem:
Communication line between controller and monitor is abnormal.
Solution:
[Elec #11-1] Chassis Light System Problem
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Problem:
Chassis light system problem.
Solution:
troubleshoot according to the following sequence chart.
[Elec #11-2] Chassis Light Return Circuit Is Shorted To Battery Voltage
Problem:
Chassis light return circuit is shorted to battery voltage.
Solution:
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Check to ensure that CONN3 and 1 are properly connected. If the problem still exists, troubleshoot
according to the following sequence chart.
[Elec #11-3] Boom Light System Problem
Problem:
Boom light system problem.
Solution:
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[Elec #11-4] Boom Light Return Circuit Is Shorted To Battery Voltage
Problem:
Boom light return circuit is shorted to battery voltage.
Solution:
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[Elec #12-1A] Wiper System Problem
Problem:
Wiper system problem.
Solution:
Check to ensure that CONN32, 34, 13, 6, 3, and 1 are properly connected. If the problem still exists,
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[Elec #12-1B] Wiper System Problem (2DL And 9KK Machines Only)
Problem:
Wiper system problem.
Solution:
Check to ensure that CONN32, 28, 13, 6, 3, and 1 are properly connected. If the problem still exists,
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[Elec #12-2] Wiper Return Circuit Is Shorted To Battery Voltage
Problem:
Wiper return circuit is shorted to battery voltage.
Solution:
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[Elec #12-3] Washer System Problem
Problem:
Washer system problem.
Solution:
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[Elec #12-4] Washer Return Circuit Is Shorted To Battery Voltage
Problem:
Washer return circuit is shorted to battery voltage.
Solution:
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[Elec #13A] Engine Oil Pressure Switch Circuit Is Open
Problem:
Engine oil pressure switch circuit is open.
Solution:
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[Elec #13B] Engine Oil Pressure Switch Circuit Is Open (2DL And 9KK
Machines Only)
Problem:
Engine oil pressure switch circuit is open.
Solution:
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[Elec #14-1] Action Alarm Buzzer Circuit Is Open
Problem:
Action alarm buzzer circuit is open.
Solution:
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[Elec #14-2] Action Alarm Buzzer Circuit Is Shorted To Body Ground
Problem:
Action alarm buzzer circuit is shorted to body ground.
Solution:
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[Elec #14-3] Action Alarm Buzzer Return Circuit Is Shorted To Battery Voltage
Problem:
Action alarm buzzer return circuit is shorted to battery voltage.
Solution:
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[Elec #15-1] Engine Coolant Temperature Sensor Circuit Is Open Or Shorted To

Battery Voltage
Problem:
Engine coolant temperature sensor circuit is open or shorted to battery voltage.
Solution:
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[Elec #15-2] Engine Coolant Temperature Sensor Circuit Is Shorted To Body

Ground
Problem:
Engine coolant temperature sensor circuit is shorted to body ground.
Solution:
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[Elec #16-1] Hydraulic Oil Temperature Sensor Circuit Is Open Or Shorted To

Battery Voltage
Problem:
Hydraulic oil temperature sensor circuit is open or shorted to battery voltage.
Solution:
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[Elec #16-2] Hydraulic Oil Temperature Sensor Circuit Is Shorted To Body

Ground
Problem:
Hydraulic oil temperature sensor circuit is shorted to body ground.
Solution:
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[Elec #17-1] Fuel Level Sensor Circuit Is Open Or Shorted To Battery Voltage
Problem:
Fuel level sensor circuit is open or shorted to battery voltage.
Solution:
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[Elec #17-2] Fuel Level Sensor Circuit Is Shorted To Body Ground
Problem:
Fuel level sensor circuit is shorted to body ground.
Solution:
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Partial Electrical Schematic
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Partial Electrical Schematic (2DL And 9KK Machines Only)
[Elec #18-1] Battery Voltage Is Abnormal
Problem:
Battery voltage is abnormal (not within 23 to 32V).
Solution:
Check to ensure that CONN24, 11, 9, 5, 2, and 1, and terminals of alternator, breaker and terminal
block are properly connected. If the problem still exists, troubleshoot according to the following
sequence chart.
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[Elec #18-2A] Alternator Terminal W Circuit Is Open
Problem:
Alternator terminal W circuit is open.
Solution:
Check to ensure that CONN9, 2, and terminal W are properly connected. If the problem still exists,
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[Elec #18-2B] Alternator Terminal P Circuit Is Open (2DL And 9KK Machines
Only)
Problem:
Alternator terminal P circuit is open.
Solution:
Check to ensure that CONN9, 2, and terminal P are properly connected. If the problem still exists,
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[Elec #19] Diagnosis Of Backup Switches And Starter Switch.
Disconnect all harnesses from backup switches and starter switch. Check for continuity across
terminals of each of the above switches. Any results other than given below indicate that the switch
has loose contacts.
[Elec #19-1] Pump Backup Switch
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[Elec #19-2] Governor Backup Switch
[Elec #19-3] Engine Speed Change Switch
[Elec #19-4A] Starter Switch
[Elec #19-4B] Starter Switch (2DL And 9KK Machines Only)
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[Elec #20] Heater Signal Is Shorted To Battery Voltage (2DL And 9KK
Machines Only)
Problem:
Heater signal is shorted to battery voltage.
Solution:
Check to ensure that CONN1 and 3, and terminals of heater relay, terminal block and air heater are
properly connected. If the problem still exists, troubleshoot according to the following sequence
chart.
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[Elec #21] Governor Actuator Feedback Sensor Voltage Is Too Low Or Not
Stable
Problem:
Governor actuator feedback sensor voltage is too low ([E 9]) or not stable ([E12]).
Solution:
With the AEC switch in the OFF position, place the engine speed dial at position "10". Check to see
if the voltage between terminal 21 of controller connector B and ground is 6.3 to 6.7 V. If the
voltage is within 6.3 to 6.7, it is normal. If not, check or replace the governor actuator, as necessary.
NOTE: To check voltages, see in this module, "Controller Connector Terminal Voltage".
[Elec #22] Engine Coolant Temperature Is Too High
Problem:
Engine coolant temperature is too high.
Solution:
Troubleshoot according to the following sequence chart.
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[Elec #23] Engine Oil Pressure Is Too Low
Problem:
Engine oil pressure is too low.
Solution:
[Elec #24] Hydraulic Oil Temperature Is Too High
Problem:
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Hydraulic oil temperature is too high.
Solution:
[Elec #25] There Is More Than 100 rpm Difference Between Engine Speed Dial
Setting And Actual Speed
Problem:
There is more than 100 rpm difference between engine speed dial setting (speed calculated from
governor actuator feedback signal) and actual speed.
Solution:
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[Elec #26] Monitor Takes At Least One Second To Respond To Controller's

Signal
Problem:
Monitor takes at least one second to respond to controller's signal.
Solution:
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[Elec #27] Monitor RAM Is Not Normal
Problem:
Monitor RAM (Random Access Memory) is not normal.
Solution:
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[Elec #28] Controller Is Informed Of Its Error Signal By Monitor
Problem:
Controller is informed of its error signal by monitor.
Solution:
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[Elec #29] Controller Detects Its Error Signal By Itself
Problem:
Controller detects its error signal by itself.
Solution:
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[Elec #30] Error In Controller Memory
Problem:
Error in controller memory.
Solution:
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[Elec #31A] A Controller For A Different Machine Is Installed Or Harness Code

Problem
Problem:
A controller for a different machine is installed or harness code problem.
Solution:
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[Elec #31B] A Controller For A Different Machine Is Installed Or Harness Code

Problem (2DL And 9KK Machines Only)
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Problem:
A controller for a different machine is installed or harness code problem.
Solution:
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[Elec #32] Engine Stalls
Problem:
Engine stalls.
Solution:
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Checking Procedures (Hydraulic System)

(Hyd #1) Hydraulic Oil Supply
Reference: Refer to the section, "Hydraulic Oil Tank" in the "Operation and Maintenance Manual".
(Hyd #2) Suction Filter Clean Up
Reference: Refer to the section, "Service Screen And Filters" in the "Operation and Maintenance
Manual", for filter cleaning procedures.
(Hyd #3) Adjustment Of Pressure And Flow
Reference: See the section in this module, "Hydraulic System Testing And Adjusting".
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(Hyd #3-1) Check And Adjustment Of Main Relief Valve Pressure
(Hyd #3-2) Check And Adjustment Of Line Relief Valve Pressure
(Hyd #3-3) Check And Adjustment Of Swing Relief Valve Pressure
(Hyd #3-4) Check And Adjustment Of Travel Crossover Relief Valve Pressure
(Hyd #3-5) Check And Adjustment Of Pilot Relief Valve Pressure
(Hyd #3-6) Adjustment Of Main Pump Flow
(Hyd #4) Check Of Pilot Pressure At Main Control Valve Inlet
Main Control Valve Compartment (Viewed From Machine Rear)

(1) Pilot line (boom RAISE). (2) Pilot line (bucket CLOSE). (3) Pilot line (REVERSE RIGHT travel). (4) Pilot line
(REVERSE LEFT travel). (5) Pilot line (swing LEFT). (6) Pilot line (stick IN).
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Main Control Valves (Viewed From The Front Of The Machine)

(7) Pilot line (boom LOWER). (8) Pilot line (bucket OPEN). (9) Pilot line (FORWARD RIGHT travel). (10) Pilot line
(FORWARD LEFT travel). (11) Pilot line (swing RIGHT). (12) Pilot line (stick OUT).
1. To check the pilot pressure at each inlet port of the main control valves, connect a tee between
each pilot line and its control valve.
2. Attach a 4900 kPa (700 psi) pressure gauge to the tee.
3. With the hydraulic activation control lever in the UNLOCKED position, operate the pilot control
lever for each function.
(Hyd #5) Swing Motor Performance Problem (Measurement Of Case Drain Oil)
(Machines With Swing Lock Pin)
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Swing Motor Compartment

(1) Case drain hose. (2) Tee. (3) Case drain hose.
To check the swing motor performance, measure the amount of swing motor case drain oil as
follows:
1. Disconnect case drain hose (3) from tee (2) on the swing motor.
2. Install a plug in the end of case drain hose (3) and a cap in the open end of tee (2).
3. Disconnect case drain hose (1) from the swivel.
4. Install a cap in the open port of the swivel.
5. Put the open end of case drain hose (1) into a suitable measuring container.
6. With the swing pin in the LOCKED position, operate the swing control for one minute.
7. Measure the amount of swing motor case drain oil.
NOTE: The maximum acceptable case drain oil with a swing relief pressure setting of 24 000 ± 490
kPa (3500 ± 72 psi) must be:
For a New swing motor ... 20 liter/min (5.3 U.S. gpm)
For a Rebuilt swing motor ... 23 liter/min (6.1 U.S. gpm)
(Hyd #5) Swing Motor Performance Problem (Measurement Of Case Drain Oil)
(Machines Without Swing Lock Pin)
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(1) Case drain hose. (2) Tee. (3) Case drain hose.
In Front Of Main Control Valves

(4) Elbow. (5) Pilot line. (6) Cap.
To check the swing motor performance, measure the amount of swing motor case drain oil as
follows:
1. Stop the engine. Release the pressure in the hydraulic system. See the section, "Release Of
Pressure In The Hydraulic System".
2. Disconnect case drain hose (3) from tee (2) on the swing motor.
3. Install a plug (3/4-16UN) in the end of case drain hose (3) and a cap (3/4-16UN) in the open end
of tee (2).
4. Disconnect case drain hose (1) from the swivel. Put the open end of case drain hose (1) into a
suitable measuring container.
5. Install a cap (3/4-16UN) in the open port of the swivel.
6. Engage the swing parking brake as follows;
a. Disconnect pilot line (5) from elbow (4).
b. Install a cap (9/16-18HD)(6) on elbow (4). Leave the end of pilot line (5) open to the air.
7. Start and run the engine at no-load high idle speed of 1860 ± 50 rpm with the power mode
selector switch at Mode III position.
8. Increase the hydraulic oil temperature to 55 ± 5°C (131 ± 9°F).
9. Operate the swing control for one minute. Measure the amount of swing motor case drain oil and
record the measurement.
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NOTE: Check to be sure that the swing parking brake is correctly being engaged while the swing
control is activated.
10. Release the swing parking brake as follows:
a. Stop the engine and release the pressure in the hydraulic system. See the section, "Release Of
Pressure In The Hydraulic System".
b. Remove cap (9/16-18HD)(8S4950)(6) from elbow (4).
c. Connect pilot hose (5) to elbow (4).
11. Operate the swing control to place the swing motor barrel in a new position.
12. Repeat Steps 1 through 9. Take three measurements.
NOTE: The maximum acceptable case drain oil with a swing relief pressure setting of 24 000 ± 490
kPa (3500 ± 72 psi) must be:
For a New swing motor ... 20 liter/min (5.3 U.S. gpm)
For a Rebuilt swing motor ... 23 liter/min (6.1 U.S. gpm)
(Hyd #6) Travel Motor Performance Problem (Measurement Of Case Drain)
Travel Motor
(1) Connector. (2) Drain hose.
To check the travel motor performance, measure the amount of case drain oil as follows:
1. Disconnect drain hose (2) from connector (1). Install a plug in the open end of drain hose (2).
2. Connect one end of the vinyl hose to connector (1) and put the other end of the vinyl hose into a
suitable measuring container.
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3. With the track blocked, operate the travel control for one minute.
4. Measure the amount of case drain oil.
5. Remove the track block, and move the machine forward to place the travel motor barrel in a new
position.
6. Repeat steps 1 through 4.
NOTE: The maximum acceptable case drain oil at each measuring point with a main relief pressure
of 34 300 ± 490 kPa (4950 ± 72 psi) must be:
For a New travel motor ... 15 liter/min (4.0 U.S. gpm)
For a Rebuilt travel motor ... 18 liter/min (4.8 U.S. gpm)

Introduction
Machines With Swing Lock Pin
Hydraulic oil pressure can remain in the hydraulic systems on this

on the hydraulic systems. To prevent possible injury, refer to section,
Release Of Pressure In The Hydraulic System, before any fitting, hose
or component is loosened, tightened, removed or adjusted.
When possible, the bucket must always be lowered to the ground before
service is started. When it is necessary for the boom to be in the raised
position while tests or adjustments are done, be sure that boom, stick
and bucket have correct support.
During diagnosis of the hydraulic system, remember that correct oil temperature, flow, and pressure
are necessary for correct operation. Pump output (oil flow) is a function of engine speed (rpm). Oil
pressure is caused by resistance to the flow of oil.
Machines Without Swing Lock Pin
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Hydraulic oil pressure can remain in the hydraulic systems on this

on the hydraulic systems. To prevent possible injury, refer to section,
Release Of Pressure In The Hydraulic System, before any fitting, hose
or component is loosened, tightened, removed or adjusted.
When possible, the bucket must always be lowered to the ground before
service is started. When it is necessary for the boom to be in the raised
position while tests or adjustments are done, be sure that boom, stick
and bucket have correct support.
During diagnosis of the hydraulic system, remember that correct oil temperature, flow, and pressure
are necessary for correct operation. Pump output (oil flow) is a function of engine speed (rpm). Oil
pressure is caused by resistance to the flow of oil.
Visual Checks
A visual inspection of the system is the first step when troubleshooting a problem. Make the
inspection with the engine off and the implements lowered to the ground.
1. Check the level of the oil in the hydraulic tank. Slowly loosen the hydraulic tank air vent plug and
release the pressure before the filler cap is removed.
2. Remove the filter element and check it for material that would give an indication of damage to a
component.
3. Inspect all lines and connections for damage or leaks.
4. Inspect control linkage for bent, broken, or damaged components.
Checks During Operation

The checks during operation can be used to find leakage in the system. They can also be used to find
a valve, pump, motor, or cylinder that is not working correctly. The speed of rod movement or the
torque on a motor can be used to check the condition of the cylinders, motors, and pumps.
Operational Tests
NOTE: For specifications given in "Operational Tests", a "NEW" specification is the performance
that can be expected for a new machine. A "REBUILD" specification is the performance target to
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use after rebuilding the components of a system. A machine that performs beyond "SERVICE
LIMIT" specifications should be checked for improper maintenance or adjustment, component wear,
or failure.
Specifications given in charts for a machine equipped with 5700 mm (18 ft 8 in) boom, 2900 mm (9
ft 6 in) stick, and SAE 0.82 m3 (1 yd3) bucket.
NOTE: The power mode selector switch must be placed at Mode III position, unless otherwise
specified, during tests.
Operational Test Preparations
1. Engine speed:
Excavator with no load at high idle, 1860 ± 50 rpm
2. Hydraulic oil temperature: 55 ± 5°C (130 ± 9°F)
NOTE: Fully move the stick in and out several times until the normal hydraulic oil temperature is
reached.
3. Relief valve pressure settings are set according to specification.
Reference: Make reference to the section in this module "Relief Valves", "Specifications".
Travel Test On Level Ground
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Test Preparation:
1. Set engine speed and increase the hydraulic oil to normal operating temperature.
Reference: Make reference to the section "Operation Tests Preparation"
2. Travel test ground must be hard and as level as possible, and at least 25 m (82.5 ft) long.
3. Draw a 25 m (82.5 ft) straight line on travel test ground as a reference line.
4. Position the machine so that one track is in line (parallel) with the reference line. Put the machine
in the travel test position as shown in the illustration.
5. The bucket must be empty.
Test Procedure:
1. Start the engine and place the power mode selector switch in mode III position. Place the engine
speed dial at position "10" and the travel speed switch in HIGH (rabbit) position. Move the machine
by operating both travel levers at the same time.
2. The first 5 m (16.5 ft) are for a preliminary run. Measure the time required for the machine to
travel the remaining 20 m (66 ft) in each direction (FORWARD and REVERSE).
3. Measure the travel deviation from the reference line.
4. Repeat the above procedure with the travel speed switch in LOW (turtle) position.
NOTE: The following chart represents the time (in seconds) it should take to complete the 20 m (66
ft) test run:
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NOTE: The following chart represents the travel deviation from the reference line:
Travel On Level Ground (Optional Test)

NOTE: If suitable ground (as stated in Step No. 2 in "Test Preparation" for "Travel On Level
Ground") cannot be found, the following test should be done as a substitute.
Test Preparation:
2. Place the machine on level ground.
3. Raise a track for the test as shown in the illustration.
4. Put a mark on a shoe of the raised track.
Test Procedure:
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1. Start the engine and place the power mode selector switch in power Mode III position. Run the
raised track with the engine speed dial at position "10" (high idle) and the travel speed switch in
HIGH (rabbit) position.
2. Measure the time required for the track to make three complete turns (revolutions) in each
direction (FORWARD and REVERSE).
3. Repeat the above procedure with the travel speed switch in LOW (turtle) position.
Drift On Slope
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Measuring the amount of drift of the machine on a slope will determine if there is a need to check
the travel brake.
Test Preparation:
1. Place the machine on a slope of 12°. The slope surface must be hard and smooth.
2. Put the implements in the position shown in the illustration.
3. Bucket should be empty.
Test Procedure:
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1. Put marks on both track and ground to indicate its relative position to the slope.
2. Stop the engine and time three minutes (using a stopwatch).
3. Measure (with a scale) the distance the tracks have moved on the slope.
Swing Speed And Over Swing (On Level Ground)
Measuring the swing speed and over swing of the machine will determine if there is a need to check
the swing motor and/or anti-reaction valve.
Test Preparation:
2. Place the machine on level ground as shown in the illustration.
3. Put marks on both inner and outer races of the swing bearing to indicate relation of two positions.
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4. The bucket should be empty.
Test Procedure (Over Swing):
1. Start the engine and place the power mode selector switch in power Mode III position. Place the
engine speed dial at position "10" (high idle).
2. Move the swing control lever to the RIGHT or LEFT until the machine completes a 180° swing
operation. Return the swing control lever to the NEUTRAL position at the end of the 180° swing
operation and measure the amount of over swing by measuring the distance between the marks on
the swing bearing.
NOTE: Use a reference point that is visible from the operator's seat as a indicator of when to stop
the 180° rotation.
Test Procedure (Speed):
1. Move the swing control lever to the LEFT or RIGHT and measure the time it takes to complete a
180° swing operation.
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Swing Speed And Drift (On A Slope)
Measuring the swing speed on a slope will determine if there is a need to check the swing motor
and/or anti-reaction valve. Measuring the swing drift on a slope will determine if there is a need to
check the swing parking brake.
Test Preparation:
1. Place the machine on a 12° slope.
2. Place the implements at maximum reach and fill the bucket with soil. The bucket should be
positioned above the ground to clear any obstructions.
Test Procedure (Speed):
1. Stop the machine on a slope of 12°. Place the upper structure at a 90° angle to the lower structure
as shown in the illustration.
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2. Measure the time needed to swing the upper structure 90° counterclockwise. Do the same for a
90° swing clockwise.
Test Procedure (Drift):
1. Stop the machine on a slope of 12°.
2. Place the upper structure at a 90° angle to the tracks as shown in the illustration.
3. Put marks on the inner and outer races of the swing bearing.
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4. Stop the engine.
5. Leave the machine in this position for three minutes, and measure swing drift on the
circumference of the swing bearing.
6. Rotate the upper structure 180° from the original position as described in Step 1.
7. Repeat Steps 2 through 5.
Test Procedure (Drift):
1. Stop the machine on a slope of 12°.
2. Place the upper structure at a 90° angle to the tracks as shown in the illustration.
3. Put marks on the inner and outer races of the swing bearing.
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4. Stop the engine.
5. Leave the machine in this position for three minutes, and measure swing drift on the
circumference of the swing bearing.
6. Rotate the upper structure 180° from the original position as described in Step 1.
7. Repeat Steps 2 through 5.
Cylinder Drift
Test Preparation:
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2. Place the machine on level ground as shown in the illustration.
3. Fill the bucket with soil.
Test Procedure (For Boom And Stick Cylinders):
1. Fully extend the bucket cylinder.
2. Fully retract the stick cylinder.
3. Raise the boom until its upper surface becomes parallel to the ground.
4. Measure each cylinder's length from pin to pin.
5. Stop the engine.
6. Leave the machine in this position for three minutes, then measure each cylinder's length from pin
to pin for drift.
Test Procedure (For Bucket Cylinder):
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2. Raise the boom high enough until the stick is perpendicular to the ground.
3. Measure each cylinder's length from pin to pin.
4. Stop the engine.
5. Leave the machine in this position for three minutes, then measure each cylinder's length from pin
to pin for drift.
Cylinder Operating Speed
Test Preparation:
1. Place the machine on level ground.
2. Bucket must be empty.
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Test Procedure (Boom Cylinders):
1. Fully retract bucket and stick cylinders.
Extension test;
Measure the time required for the boom cylinders to reach full extension position starting with the
bucket on the ground.
Retraction test;
Measure the time required for the bucket to come in contact with the ground from the full extension
position of the boom cylinders.
Test Procedure (Stick Cylinder):
1. Position the upper surface of the boom parallel to the ground and fully extend the bucket cylinder.
Extension test;
Measure the time required for the stick cylinder to reach full extension position from full retraction
position.
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Retraction test;
Measure the time required for the stick cylinder to reach full retraction position from full extension
position.
Test Procedure (Bucket Cylinder):
1. Position the upper surface of the boom parallel and the stick perpendicular to the ground.
Extension test;
Measure the time required for the bucket cylinder to reach full extension position from full
retraction position.
Retraction test;
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Measure the time required for the bucket cylinder to reach full retraction position from full
extension position.
Release Of Pressure In The Hydraulic System

Release the pressure in the implement hydraulic circuits (boom, stick, and bucket) before any
hydraulic lines or components are disconnected or removed.
1. Fully retract the stick cylinder rod.
2. Adjust the position of the bucket so that it will be flat on the ground when the boom is lowered.
3. Lower the boom until the bucket is flat on the ground.
4. Shut off the engine and put the hydraulic activation control lever in the UNLOCK position.
5. Move the control levers for boom, stick, and swing to all full stroke positions. This will release
any pressure that might be present in the pilot system.
6. Slowly loosen the air vent plug on the hydraulic tank and release the pressure.
7. Tighten the air vent plug on the hydraulic tank.
8. The pressure in the hydraulic system has been released and lines and components can be removed.
Release Of Air From Main Pumps

When the main pumps have been serviced or the hydraulic oil replaced, remove air from the
hydraulic system as follows;
NOTICE
No attempt should be made to start the engine until the main pumps
have been filled with hydraulic oil, or serious damage can be caused to
hydraulic components.
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Pump Compartment
(1) Hose.
1. With the engine stopped, disconnect hose (1) from the top of the main pump. Leave the hose
disconnected for several minutes until the main pumps are filled with oil. Connect hose (1) to the top
of the main pumps and start the engine in low idle and fully raise the boom and hold it in this
position.
2. Stop the engine and slowly lower the boom until the bucket is on the ground. This pressurizes the
hydraulic tank.
3. Slowly loosen hose (1) until oil flows out of the hose opening. This is an indication that the air
has been released from the pump.
4. Tighten hose (1).
Pressure Adjustment
Specifications
NOTE: A new or rebuilt machine must perform according to NEW or REBUILD specifications. A
machine that performs beyond SERVICE LIMIT specifications must be checked for improper
adjustment, wear, or damage of relief valves or pumps.
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Adjustment Procedures
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NOTE: Values given above are approximate. Use a pressure gauge for adjustment.
Relief Valve Adjustment Preparation
Pump Compartment
(1) Tap (power shift pressure). (2) Tap (upper pump). (3) Tap (lower pump).
1. Place the machine on level ground and stop the engine.
2. Release the pressure in the hydraulic system. See the section, "Release Of Pressure In The
Hydraulic System".
3. Connect a 49 000 kPa (7100 psi) pressure gauge to either the main pump tap (2) or tap (3).
4. Connect a 4900 kPa (700 psi) pressure gauge to tap (1)
5. Start the engine and move the stick IN and OUT to its full travel position. Do this operation
several times until the hydraulic oil temperature reaches 55 ± 5°C (131 ± 9°F).
6. Place the power mode selector switch in Mode III position.
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7. Place the engine speed dial at position "10". Check that engine speed under no load is at specified
rpm with AEC switch in the OFF position. (Read rpm 3 seconds after the speed dial switch has been
placed in position "10".)
NOTE: See the section, "Operational Test Preparations" for the specified engine rpm for dial
position "10".
NOTE: Normal operations (see characteristic curve) of the engine and pumps are necessary for the
pressure adjustment. If the results of the pressure adjustment are not correct, then the engine and
pump characteristic curve needs to be checked.
Temporary Setting Of The Main Relief Valve Pressure
NOTE: The purpose for "Temporary Setting Of The Main Relief Pressure" is done so implement
line relief valves and travel relief valves can be adjusted.
Top Of Main Control Valves

(4) Plunger. (5) Locknut. (6) Adjuster. (7) Locknut. (8) Main relief valve.
1. Place the machine on level ground and stop the engine. Release the pressure in the hydraulic
system. See the section in this module, "Release Of Pressure In The Hydraulic System".
2. Slowly move the bucket control lever to the bucket open position (full cylinder rod retraction).
3. Check to be sure the main relief valve pressure setting is 31 400 ± 490 kPa (4550 ± 72 psi).
NOTE: Always make final pressure adjustments on pressure rise.
4. Loosen locknut (5) and turn plunger (4) clockwise until it bottoms out. Tighten locknut (5).
5. Loosen locknut (7) and turn adjuster (6) clockwise a quarter turn. Tighten locknut (7).
Adjustment Of Line Relief Valve Pressure
Preparation
1. Start the service program "Calibration Mode" and keep the power shift pressure constant at 2250
kPa (330 psi). Read the pressure gauge attached at tap (1) to monitor the power shift pressure.
NOTE: For further information of "Calibration Mode", see the section in this module "Calibration
Mode".
NOTE: During line relief adjustment, do not turn the engine OFF to prevent a change in power shift
pressure.
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2. Use the pressure gauge at tap (2) to read the line relief pressure for boom and bucket circuits. Use
the pressure gauge at tap (3) to read the line relief pressure for stick circuit. For line relief pressure
settings for the implement circuits see the section, "Pressure Adjustment, Specifications".
NOTE: After adjustment of the line relief valves, return the main relief pressure to its normal
setting.
Main Control Valve Compartment (Viewed From Machine Front)

(9) Line relief valve (bucket cylinder head end). (10) Line relief valve (stick cylinder head end).
NOTE: Rod end line relief valves of boom, stick, and bucket are located under the main control
valves.
Right Front Of Swing Motor

(11) Boom drift reduction valve. (12) Line relief valve (boom cylinder head end).
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Line Relief Valve (typical all cylinders)

(13) Locknut. (14) Screw.
Adjustment (Stick Cylinder)
1. To adjust the pressure in the stick cylinder rod end, move the stick control lever to full stick OUT
(rod retracted) position. Check the pressure in the stick cylinder rod end at tap (3).
2. Return the stick control lever to the NEUTRAL position. Loosen locknut (13) and turn screw (14)
until line relief valve pressure at tap (3) reads 33 800 ± 1470 kPa (4900 ± 215 psi). Turning screw
(14) clockwise increases the pressure and turning screw (14) counterclockwise decreases the
pressure.
3. To adjust the pressure in the stick cylinder head end, move the stick control lever to full stick IN
(rod extended) position. Check the pressure at tap (3).
4. Return the stick control lever to the NEUTRAL position. Adjust the line relief valve pressure in
the same manner as the stick rod end.
NOTE: Always make final pressure adjustment on pressure rise.
Adjustment (Bucket Cylinder)
1. To adjust the pressure in the bucket cylinder head end, move the bucket control lever to full
bucket CLOSE (rod extended) position. Check the pressure in the bucket cylinder head end at tap
(2).
2. Return the bucket control lever to the NEUTRAL position. Adjust the line relief valve pressure in
the same manner as described for the stick cylinder.
3. To adjust the pressure in the bucket cylinder rod end, move the bucket control lever to full bucket
OPEN (rod retracted) position. Check the pressure at tap (2).
4. Return the bucket control lever to the NEUTRAL position. Adjust the line relief valve pressure to
33 800 ± 1470 kPa (4900 ± 215 psi) using the same procedure as that described for the stick
cylinder.
Adjustment (Boom Cylinder)
1. To adjust the pressure in the boom cylinder head end, move the boom control lever to full boom
RAISE (rod extended) position. Check the pressure in the boom cylinder head end at tap (2).
2. Return the boom control lever to the NEUTRAL position. Adjust the line relief valve pressure in
the same manner as described for the stick cylinder.
3. To adjust the pressure in the boom cylinder rod end, move the boom control lever to full boom
DOWN (rod retracted) position. Check the pressure at tap (2).
4. Return the boom control lever to the NEUTRAL position. Adjust the line relief valve pressure to
33 800 ± 1470 kPa (4900 ± 215 psi) using the same procedure as that described for the stick
cylinder.
NOTE: If an appropriate location is not available for full retraction of the boom cylinder, reverse
the line relief valves of the head end and rod end by switching the valves. Adjust the pressure of the
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line relief valve now attached in the head end. Once adjusted, return the respective relief valves to
their original positions and cancel the function of the service program "Calibration Mode". Refer to
the section in this module, "Calibration Mode Stop Procedure".
Travel Crossover Relief Valve Adjustment
Sprocket (Left Track)

(15) Sprocket. (16) Stopper.
Travel Brake Valve (Left Track)

(18) Screw. (19) Locknut. (20) Crossover relief valve (forward left travel). (21) Crossover relief valve (reverse left
travel).
Pump Compartment
Preparation
1. Start Service Program "Calibration Mode" and maintain power shift pressure at 2250 kPa (330
psi). Read the pressure gauge at tap (1) for the power shift pressure settings.
NOTE: During this test, to prevent a change in power shift pressure do not turn the engine start
switch to OFF position.
2. Block forward left travel, by putting stopper (16) in position on the gear of sprocket (15), as
shown above.
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Adjustment Procedure
1. Slowly move the left travel control lever to full FORWARD position and check the pressure of
crossover relief valve (20) at tap (3).
2. Return the control lever to the NEUTRAL position and adjust relief valve pressure. To adjust
crossover relief valve (20), loosen locknut (19) and turn screw (18) until the pressure gauge at tap
(3) reads 36 800 ± 1470 kPa (5350 ± 215 psi).
3. Tighten locknut (19) to a torque of 44 ± 5 N·m (32 ± 4 lb ft).
4. Position stopper (16) to block reverse left travel.
5. Slowly move the left travel control lever to full REVERSE position and check the pressure of
crossover relief valve (21) at tap (3). Adjust the pressure of crossover relief valve (21) in the same
manner as described for crossover relief valve (20).
6. Adjust the pressure of crossover relief valves of right travel motor in the same manner as
described for the left travel motor. Use the pressure gauge at tap (3) to read the pressure.
7. After completion of adjustment, stop the function of the service program "Calibration Mode".
Refer to the section "Calibration Mode Stop Procedure".
Swing Motor Relief Valve Pressure Adjustment (Machines With Swing Lock
Pin)

(22) Relief valve (right swing). (23) Relief valve (left swing). (24) Locknut. (25) Plug.
Preparation
Hydraulic System".
2. Attach a 49 000 kPa (7100 psi) pressure gauge to tap (3).
3. Start the engine and place the engine speed dial at position "10" with the power mode selector
switch at Mode III position.
5. Place the swing lock pin in the LOCKED position.
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1. Slowly move the swing control lever for a full RIGHT swing operation and check the pressure of
relief valve (22) at tap (3).
2. Return the swing control lever to the NEUTRAL position. Loosen locknut (24) and turn plug (25)
until line relief valve pressure at tap (3) reads 24 000 ± 490 kPa (3500 ± 72 psi). Turning plug (25)
clockwise increases the pressure and turning plug (25) counterclockwise decreases the pressure.
3. To adjust the relief pressure for left swing, slowly move the control lever to a full LEFT swing
operation and check the pressure of crossover relief valve (23) at tap (3).
4. Return the swing control lever to the NEUTRAL position. Adjust the relief valve pressure in the
same manner as the swing right relief valve.
NOTE: Always make final pressure adjustment on the pressure rise.
Swing Motor Relief Valve Pressure Adjustment (Machines Without Swing Lock
Pin)

(22) Relief valve (right swing). (23) Relief valve (left swing). (24) Locknut. (25) Plug.
Main Control Valve Compartment

(26) Elbow. (27) Pilot line (swing parking brake).
Preparation
Hydraulic System".
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4. Start and run the engine at a no-load high idle speed of 1860 ± 50 rpm with the power mode
selector switch at Mode III position.
6. Engage the swing parking brake as follows;
a. Disconnect pilot line (27) from elbow (26).
b. Install a cap (9/16-18HD)(8S4950) on elbow (26). Leave the end of pilot line (27) open to the air.
NOTE: Check to be sure that the swing parking brake is correctly being engaged while the swing
control is activated.
1. Slowly move the swing control lever for a full RIGHT swing operation and check the pressure of
relief valve (22).
2. Return the swing control lever to the NEUTRAL position. Loosen locknut (24) and turn plug (25)
until line relief valve pressure at tap (3) reads 24 000 ± 490 kPa (3500 ± 72 psi). Turning plug (25)
clockwise increases the pressure and turning plug (25) counterclockwise decreases the pressure.
3. To adjust the relief pressure for left swing, slowly move the control lever to a full LEFT swing
operation and check the pressure of crossover relief valve (23).
4. Return the swing control lever to the NEUTRAL position. Adjust the relief valve pressure in the
same manner as the swing right relief valve.
NOTE: Always make final pressure adjustment on the pressure rise.
5. After adjustment, disengage the swing parking brake as follows;
a. Stop the engine and release the pressure in the hydraulic system. See the section in this module,
"Release Of Pressure In The Hydraulic System".
b. Remove the cap (9/16-18HD)(8S4950) from elbow (26).
c. Connect pilot line (27) to elbow (26).
Main Relief Valve Adjustment
NOTE: Pressure adjustments to the main relief valve should be done by first adjusting the travel
operation of the main relief valve and then adjusting the implement operation of the main relief
valve. Any adjustment to the travel operation of the main relief valve will change the pressure
setting to the implement operation of the main relief valve.
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Top Of Main Control Valves

(4) Plunger. (5) Locknut. (6) Adjuster. (7) Locknut. (8) Main relief valve.
Preparation
Hydraulic System".
3. Start the engine and place the engine speed dial at position "10" with the power mode selector
switch at Mode III position.
Adjustment Procedure (In Travel Operation)

1. Block forward left travel by putting stopper (16) in position on the gear of sprocket (15).
Pump Compartment
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2. Slowly move the left travel control lever to full FORWARD position and check main relief valve
pressure at tap (3).
3. Return the control lever to the NEUTRAL position.
4. Loosen locknut (7) and turn adjuster (6) until the pressure gauge at tap (3) reads 34 300 ± 490 kPa
(4950 ± 72 psi). Tighten locknut (7) to a torque of 59 ± 10 N·m (44 ± 7 lb ft).
Reference: Turning adjuster (6) clockwise increases the pressure. Turning adjuster (6)
counterclockwise decreases the pressure.
Adjustment Procedure (Implement Operation)
1. Slowly move the control lever to full bucket OPEN (bucket cylinder full retraction) position and
check the main relief valve pressure at tap (2).
2. Return the control lever to the NEUTRAL position and adjust main relief valve pressure to 31 400
± 490 kPa (4550 ± 72 psi).
3. To adjust, loosen locknut (5) and turn plunger (4) until the pressure gauge at tap (2) reads 31 400
± 490 kPa (4550 ± 72 psi). Tighten locknut (5) to a torque of 50 ± 10 N·m (37 ± 7 lb ft).
Reference: Turning plunger (4) clockwise increases the pressure. Turning plunger (4)
Pilot Relief Valve Adjustment
Preparation

(28) Pilot relief valve. (29) Tap. (30) Locknut. (31) Screw.
Hydraulic System".
3. Connect a 49 000 kPa (7100 psi) pressure gauge to either the main pump tap (2) or tap (3).
4. Connect a 4900 kPa (700 psi) pressure gauge to tap (1) and tap (29).
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5. Start the engine and move the stick IN and OUT to its full travel position. Do this operation
several times until the hydraulic oil temperature reaches 55 ± 5°C (131 ± 9°F).
6. Place the power mode selector switch in Mode III position.
7. Place the engine speed dial at position "10". Check that engine speed under no load is at specified
rpm with AEC switch in the OFF position. (Read rpm 3 seconds after the speed dial switch has been
placed in position "10".)
NOTE: See the section, "Operational Test Preparations" for the specified engine rpm for dial
position "10".
NOTE: Normal operations (see characteristic curve) of the engine and pumps are necessary for the
pressure adjustment. If the results of the pressure adjustment are not correct, then the engine and
pump characteristic curve needs to be checked.
1. Loosen locknut (30) of pilot relief valve (28).
2. Turn screw (31) until the pressure gauge reads 3450 ± 200 kPa (500 ± 30 psi).
Reference: Turning screw (31) clockwise increases the pressure and turning screw (31)
Adjustment Of Automatic Travel Speed Travel Change Valve
Preparation
1. Reset main relief valves. Refer to the section, "Main Relief Valve Adjustment".
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Hydraulic System".
Pump Compartment
(1) Tap (lower pump).
3. Install pressure gauge (8T0861)[60 000 kPa (8700 psi)] at tap (1) of the lower pump with two
coupler assemblies (6V4143) and hose assembly (6V3014).

(28) Pilot relief valve. (29) Tap. (30) Locknut. (31) Screw.
4. Install pressure gauge (8T0856)[6000 kPa (870 psi)] into coupler assembly (6V4143). Connect
coupler assembly to hose assembly (6V3014) and install at tap (29) of pilot oil manifold using
second coupler assembly.
Travel Motor (Left Track)

(32) Signal line (two speed travel).
5. Disconnect signal line (32) from the travel motor. Attach a swivel tee (9U7845 or 8T8902) to
signal line port on travel motor. Install a nipple (6V3965) and o-ring seal (3J1907) to tee. Connect
pressure gauge (8T0856)[6000 kPa (870 psi)] to hose assembly and install on tee. Reconnect signal
line (32) to tee on travel motor signal line port.
6. Start the engine and raise the hydraulic oil temperature to 55 ± 5°C (131 ± 9°F).
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7. Place the power mode selector switch in power Mode III position and maintain the maximum no
load speed of 1860 ± 50 rpm with AEC switch OFF.

8. Block the forward left travel by putting stopper (5) in position on the gear of sprocket (4), as
shown above.
9. Place the travel speed control switch in HIGH (rabbit) position.
10. The pressure gauge at tap (2) should read 3450 kPa (500 psi).

(6) Automatic travel speed change valve. (7) Screw. (8) Locknut.
1. While reading the pressure gauges connected to the signal pressure line (32) and to tap (1), slowly
move the left travel control lever/pedal to the FORWARD position. When the pressure at tap (1)
reads 30 600 ± 1180 kPa (4450 ± 170 psi), the pressure gauge connected to signal line (32) should
reduce to 0 kPa (0 psi).
NOTE: These pressures indicate that the automatic travel speed change valve has caused the travel
motor to shift to LOW (tortoise) speed.
2. Slowly return the left travel control lever/pedal to the NEUTRAL position.
3. If the pressure gauge connected to signal line (32) does not read 0 kPa (0 psi) at the time the
system pressure at tap (1) reads 30 600 ± 1180 kPa (4450 ± 170 psi), then adjust automatic travel
speed change valve (6) as follows:
a. Loosen locknut (8) and turn screw (7) until the pressure gauge connected to line (30) reads 0 kPa
(0 psi) when the pressure gauge at tap (1) reads 30 600 ± 1180 kPa (4450 ± 170 psi).
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b. Tighten locknut (8) to a torque of 16 ± 1 N·m (12 ± 1 lb ft).
NOTE: Turning screw (7) clockwise increases the pressure. Turning screw (7) counterclockwise
decreases the pressure.
4. Repeat Step 1.
5. Slowly move the travel control lever/pedal towards the NEUTRAL position until the pressure
gauge at tap (1) decreases to 15 300 ± 490 kPa (2200 ± 72 psi). Now the pressure gauge connected
to signal line (32) will read 3450 kPa (500 psi).
NOTE: These pressures indicate when the automatic travel speed change valve causes the travel
motor to shift to HIGH (rabbit) speed.
Pump Flow Tests
(1) Controller alarm lamp. (2) Controller.
Right Console
(3) Monitor. (4) Monitor panel.
NOTE: Before starting pump flow tests, check the action alarm indicators on controller (2) and
monitor panel (4). If they indicate normal, then perform the operational tests.
NOTE: If operational tests (for example, cycle times) indicates that a slow implement problem is
common to the circuits of one pump, then the problem is most likely in the hydraulic system. Then
perform the "Pump Flow Tests".
NOTE: If the operational tests indicate a implement speed problem common to both pump circuits,
then the engine, fuel, or working altitude may be the problem.
Main Pump Constant Horsepower Control Test
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Illustration Of Flow Meter Tool Layout (Constant Horsepower Control Test) (Main Pump)
(1) Portable hydraulic tester. (2) O-ring. (3) Adapter. (4) O-ring. (5) Nipple assembly. (6) Coupler assembly. (7)
Reusable coupling. (8) Sleeve. (9) Hose. (10) Fitting. (11) Plug. (12) O-ring. (13) Bolt. (14) Washer. (15) Flange. (16)
Adapter. (17) Rectangular seal. (18) Cover. (19) Coupling assembly. (20) O-ring. (21) Tee. (22) Upper pump. (23)
Lower pump. (24) Delivery line (upper pump). (25) Delivery line (lower pump). (26) Return line. (27) Swing motor.
Preparation (Upper Pump)
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Circuit Diagram For Flow Test (Under Constant Horsepower Control)(Upper Pump)
(1) Portable hydraulic tester (flow meter). (9) Hose. (18) Cover. (22) Upper pump. (23) Lower pump. (24) Delivery line
(upper pump). (25) Delivery line (lower pump). (27) Swing motor. (28) Multitach. (29) Main control valves. (30)
Gauge. (31) Tap (upper pump). (32) Gauge. (33) Tap (power shift pressure). (34) Tap (lower pump). (35) Engine.
Pump Compartment
(9) Hose (upper pump charge line). (22) Upper pump. (23) Lower pump. (24) Delivery line (upper pump). (31) Tap
(upper pump). (33) Tap (power shift pressure). (34) Tap (lower pump).
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Portable Hydraulic Tester (Flow Meter)

(1) Portable hydraulic tester (flow meter). (9) Hose. (28) Multitach. (36) Valve (flow meter).

(9) Hose (return line from flow meter). (21) Tee. (26) Return line. (27) Swing motor.
To prevent personal injury or equipment damage from failure of the

flow meter or associated circuit components because of blocked pump
flow, make sure before starting the engine that the flow meter valve is
fully open (turned counterclockwise).
1. Position the machine on level ground and stop the engine.
Hydraulic System".
NOTE: The bolts that retain the gaurd between the pumps and engine may require loosening to
provide sufficient clearance to install tooling.
3. Install the following tools in accordance with flow meter tool layout illustration and circuit
diagram.
a. Disconnect delivery line (24) from upper pump (22).
b. Install cover (18), O-ring seal (17), flange (15), bolt (14), and washer (13) to the end of delivery
line (24).
c. Disconnect return line (26) from swing motor (27).
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d. Install tee (21) and two O-ring seals (20) to the swing motor (27) return port. Connect return line
(26) to tee (21).
e. Connect portable hydraulic tester (1) between upper pump (22) and tee (21) with two hoses (9).
f. Install pressure gauge (32) at power shift pressure tap (33). Install pressure gauge (30) at upper
pump tap (31). [A 49 000 kPa (7100 psi) pressure gauge can be used in place of pressure gauge (32)
and (30).] Tap (33) is used to measure the power shift pressure. Taps (31) and (34) are used to
measure the upper pump and lower pump delivery pressure.
g. Install multitach group (28) on engine (35). This is used to read engine speed.
4. Start the engine and place the power mode selector switch in Mode III position.
5. Place the engine speed dial at position "10" and maintain the maximum no load speed at 1860 ±
50 rpm with the AEC switch OFF. (Read the rpm three seconds elapsed time after the engine speed
dial has been placed in position "10").
6. Increase the hydraulic oil temperature to 55 ± 5°C (131 ± 9°F). To increase the oil temperature,
move the stick IN and OUT its full travel several times.
Preparation (Lower Pump)
Pump Compartment
(9) Hose (lower pump charge line). (23) Lower pump. (25) Delivery line (lower pump). (33) Tap (power shift pressure).
(34) Tap (lower pump).
Perform the same preparation as that described for the upper pump flow test under constant
horsepower control except Step 3. Use the following procedure in replacement for Step 3, for the
lower pump (23).
a. Disconnect delivery line (25) from lower pump (23).
line (25).
(26) to tee (21).
e. Connect portable hydraulic tester (1) between lower pump (23) and tee (21) with two hoses (9).
f. Install pressure gauge (32) at power shift pressure tap (33). Install pressure gauge (30) at lower
pump tap (34). [A 49 000 kPa (7100 psi) pressure gauge can be used in place of pressure gauge (32)
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and (30).] Tap (33) is used to measure the power shift pressure. Taps (31) and (34) are used to
measure the upper pump and lower pump delivery pressure.
g. Install multitach group (28) on engine (35). This is used to read engine speed.
Test Procedure
NOTE: Perform the upper and lower pump flow tests one at a time.

flow, make sure before starting the engine that the flow meter valve (36)
is fully open (turned counterclockwise).
To prevent personal injury and/or equipment damage from failed lines

or components while the flow meter is returned to the open flow
position after a flow test, slowly open the flow meter valve and monitor
pump flow at the same time to make sure flow increases. If pump flow
does not increase as the flow meter is opened, shut the engine off and
determine what is causing the pump not to upstroke.
1. With the engine running, start the service program "Calibration Mode" and maintain the power
shift pressure at a constant pressure of 1770 ± 50 kPa (255 ± 7 psi). The power shift pressure is read
at tap (33), using pressure gauge (32).
NOTE: During this test, do not turn the starter switch to the OFF position to prevent any change in
power shift pressure. See the section in this module "Calibration Mode Stop Procedure".
NOTE: To start service program "Calibration Mode" see the section in this module "Calibration
Mode Start-up".
2. Slowly turn valve (36) of portable hydraulic tester (1) clockwise and record pump flow at each of
the following pressure points. Use pressure gauge (32) at tap (33) for this pressure reading.
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P-Q Characteristic Curve
NOTE: Flow specifications given above are based on an engine speed of 1800 rpm. To get more
accurate test results, each of measurements should be corrected by calculating as follows.
Flow corrected = (Flow measured × 1800) ÷ RPM measured
3. Any flow readings must be done only in upstroke (pressure rise).
4. The pump flow changes approximately 10 liter/min. (2.6 U.S. gpm) for each 100 kPa (14 psi) of
power shift pressure.
Negative Flow Control Test
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Illustration Of Flow Meter Tool Layout 1 (Negative Flow Control Test) (Main Pump)
(1) Portable hydraulic tester. (2) O-ring. (3) Adapter. (4) O-ring. (5) Nipple assembly. (6) Coupler assembly. (7)
Reusable coupling. (8) Sleeve. (9) Hose. (10) Fitting. (11) Plug. (12) O-ring. (13) Bolt. (14) Washer. (15) Flange. (16)
Adapter. (17) Rectangular seal. (18) Cover. (19) Coupling assembly. (20) O-ring. (21) Tee. (22) Upper pump. (23)
Lower pump. (24) Delivery line (upper pump). (25) Delivery line (lower pump). (26) Return line. (27) Swing motor.
Preparation (Upper Pump)
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Circuit Diagram For Negative Flow Control Test (Upper Pump)

(1) Portable hydraulic tester. (9) Hose. (18) Cover. (22) Upper pump. (23) Lower pump. (24) Delivery line (upper
pump). (25) Delivery line (lower pump). (27) Swing motor. (28) Multitach. (29) Main control valves. (30) Gauge. (31)
Tap (upper pump). (32) Gauge. (33) Tee. (34) Tap (lower pump). (35) Tap. (36) Pilot oil manifold. (37) Negative flow
control line. (38) Test hose. (39) Plug. (40) Negative flow control line.
Pump Compartment
(9) Hose (upper pump charge line). (22) Upper pump. (23) Lower pump. (24) Delivery line (upper pump). (31) Tap
(upper pump). (37) Negative flow control line (upper pump).
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(35) Tap.
Portable Hydraulic Tester (Flow Meter)

(1) Portable hydraulic tester (flow meter). (9) Hose. (28) Multitach. (41) Valve (flow meter).

(9) Hose (return line from flow meter). (21) Tee. (27) Swing motor. (26) Return line.
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Illustration Of Flow Meter Tool Layout 2 (Negative Flow Control Test) (Main Pump)
(12) O-ring seal. (22) Upper pump. (23) Lower pump. (32) Gauge. (33) Tee. (35) Tap. (36) Pilot oil manifold. (37)
Negative flow control line. (38) Hose assembly. (40) Negative flow control line. (42) Coupler assembly. (43) Nipple.
(44) O-ring seal. (45) Cap. (46) Plug.
1. Position the machine on level ground and stop the engine.
2. Release the pressure in the hydraulic system. See the section in this module "Release Of Pressure
In The Hydraulic System".
3. Install the following tools in accordance with flow meter tool layout illustration 1, flow meter tool
layout illustration 2, and circuit diagram.
a. Disconnect delivery line (24) from upper pump (22).
line (24).
(26) to tee (21).
e. Connect portable hydraulic tester (1) between upper pump (22) and tee (21) with two hoses (9).
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f. Remove negative flow control line (37) from upper pump (22) and install plug (46) in open end of
negative flow control line (37). Install tee (33) and o-ring seal (44) to negative flow control line (37)
port of upper pump (22). Install nipple (43) and o-ring seal (12) to tee (33).
g. Install two couplers (42) to test hose assembly (38) and connect hose to nipple (43).
h. Connect hose (38) to tap (35) of pilot oil manifold (36).
i. Install second tee (33) to first tee with o-ring seal (44). Install nipple (43) and o-ring seal (12) in
tee (33).
j. Install pressure gauge (32) to second tee (33). Install pressure gauge (30) at upper pump tap (31).
[A 49 000 kPa (7100 psi) pressure gauge can be used in place of pressure gauge (32) and (30).] Tap
(35) is used to measure the negative control flow. Taps (31) and (34) are used to measure the upper
pump and lower pump delivery pressure.
k. Install o-ring seal (44) and cap (45) on open end of tee (33).
l. Install multitach group (28) on to the engine. This is used to read engine speed.
4. Start the engine and place the power mode selector switch in Mode III position.
5. Place the engine speed dial at position "10" and maintain the maximum no load speed at 1860 ±
50 rpm with the AEC switch OFF. (Read the rpm three seconds elapsed time after the engine speed
dial has been placed in position "10").
6. Increase the hydraulic oil temperature to 55 ± 5°C (131 ± 9°F). To increase the oil temperature,
move the stick IN and OUT its full travel several times.
Preparation (Lower Pump)
Pump Compartment
(9) Hose (lower pump charge line). (23) Lower pump. (25) Delivery line (lower pump). (34) Tap (lower pump). (40)
Negative flow control line (lower pump).
Perform the same preparation as that described for the upper pump negative pump flow control test
except Step 3. Use the following procedure in replacement for Step 3, for the lower pump (23).
a. Disconnect delivery line (25) from lower pump (23).
line (25).
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(26) to tee (21).
e. Connect portable hydraulic tester (1) between lower pump (23) and tee (21) with two hoses (9).
f. Remove negative flow control line (40) from lower pump (23) and install plug (46) in open end of
negative flow control line (40). Install tee (33) and o-ring seal (44) to negative flow control line (40)
port of lower pump (23). Install nipple (43) and o-ring seal (12) to tee (33).
g. Install two couplers (42) to test hose assembly (38) and connect hose to nipple (43).
h. Connect hose (38) to tap (35) of pilot oil manifold (36).
i. Install second tee (33) to first tee with o-ring seal (44). Install nipple (43) and o-ring seal (12) in
tee (33).
j. Install pressure gauge (32) to second tee (33). Install pressure gauge (30) at lower pump tap (34).
[A 49 000 kPa (7100 psi) pressure gauge can be used in place of pressure gauge (32) and (30).] Tap
(35) is used to measure the negative control flow. Taps (31) and (34) are used to measure the upper
pump and lower pump delivery pressure.
k. Install o-ring seal (44) and cap (45) on open end of tee (33).
l. Install multitach group (28) on to the engine. This is used to read engine speed.
Test Procedure
NOTE: Perform the upper and lower pump negative flow control tests one at a time.

flow, make sure before starting the engine that the flow meter valve (41)
is fully open (turned counterclockwise).
To prevent personal injury and/or equipment damage from failed lines

or components while the flow meter is returned to the open flow
position after a flow test, slowly open the flow meter valve and monitor
pump flow at the same time to make sure flow increases. If pump flow
does not increase as the flow meter is opened, shut the engine off and
determine what is causing the pump not to upstroke.
1. Place the power mode selector switch in the Mode III position.
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2. Negative flow control test for the upper and lower pumps must be done one at a time.
3. Slowly turn valve (41) of portable hydraulic tester (1) clockwise until the pump delivery pressure
setting is 6850 kPa (1000 psi).
4. Adjust pilot relief valve of pilot oil manifold (36) until pressure gauge (32) connected to tee (33)
reads 2550 kPa (370 psi).
5. Record the negative control flow at the following pressure point.
P-Q Characteristic Curve [Negative Flow Control at 6850 kPa (1000 psi) Pump Delivery Pressure]
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NOTE: Flow specifications given above are based on an engine speed of 1800 rpm. To get more
accurate test results, measured flow should be corrected by calculating as follows:
Flow corrected = (Flow measured × 1800) ÷ rpm measured
NOTE: Flow measurements must be taken only in pressure rise.
Pump Output Flow Adjustment
Pump Compartment
(1) Locknut. (2) Setscrew. (3) Locknut. (4) Setscrew.
Output flow adjustment procedure for the upper and lower pumps is the same. Setscrew (2) and
locknut (1) are for the upper pump and setscrew (4) and locknut (3) are for the lower pump.
Upper Pump Adjustment
2. Turn setscrew (2) until adjusted to the correct specification.
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Turning setscrew (2) 1/4 turn clockwise increases the flow rate approximately 18 liter/min (4.8
U.S.gpm) at a system pressure of 14 700 kPa (2150 psi) or 17 700 kPa (2550 psi) where the first
stage spring activates.
Turning setscrew (2) 1/4 turn clockwise increases the flow rate approximately 7 liter/min (1.9
U.S.gpm) at a system pressure of 23 500 kPa (3400 psi) or 34 300 kPa (5000 psi) where the second
stage spring activates.
Turning setscrew (2) counterclockwise decreases the flow rate by the same amount as shown in the
clockwise rotation.
Lower Pump Adjustment
To adjust the lower pump output flow do the same as that described above using setscrew (4) and
locknut (3) in place of setscrew (2) and locknut (1).
Maximum Pump Flow Adjustment
Pump Compartment
(5) Locknut. (6) Setscrew. (7) Setscrew. (8) Locknut.
Maximum pump flow adjustment procedure for the upper and lower pumps is the same. Setscrew
(6) and locknut (5) are for the upper pump and setscrew (7) and locknut (8) are for the lower pump.
Turning setscrew (6) 1/4 turn clockwise increases the flow rate approximately 1.3 liter/min (0.3
U.S.gpm).
Turning setscrew (6) 1/4 turn counterclockwise decreases the flow rate approximately 1.3 liter/min
(0.3 U.S.gpm).
To adjust the lower pump maximum flow do the same as that described above using setscrew (7)
and locknut (8) in place of setscrew (6) and locknut (5).
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Negative Flow Control Adjustment
Pump Compartment
(9) Setscrew. (10) Locknut. (11) Setscrew. (12) Locknut.
Negative flow control adjustment procedure for upper and lower pumps is the same. Use setscrew
(9) for the upper pump and setscrew (11) for the lower pump.
Turning the setscrew 1/4 turn clockwise decreases the flow rate approximately 4 liter/min (1.1
U.S.gpm) at a system pressure of 2550 kPa (370 psi).
Turning the setscrew 1/4 turn counterclockwise increases the flow rate approximately 4 liter/min
(1.1 U.S.gpm) at a system pressure of 2550 kPa (370 psi).
To adjust the lower pump negative flow control do the same as that described above using setscrew
(11) and locknut (12) in place of setscrew (9) and locknut (10).
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Shutdown SIS
Previous Screen
Product: EXCAVATOR

320 AND 320 L EXCAVATORS ATTACHMENTS

SMCS - 7465-011
Troubleshooting
NOTE: This section covers testing and adjusting procedures for the attachments, or attachment
components, discussed in this module. For testing and adjusting information for the other
components refer to the testing and adjusting module in the service manual for the machine being
worked on.
Hydraulic oil pressure can remain in the hydraulic systems after the
engine and pump have been stopped. Serious injury can be caused if
this pressure is not released before any service is done on the hydraulic
systems. To prevent possible injury, refer to section, Release Of
Pressure In The Hydraulic System, before any fitting, hose or
component is loosened, tightened, removed or adjusted.
When possible, the bucket must always be lowered to the ground before service is started. When it
is necessary for the boom to be in the raised position while tests or adjustments are done, be sure
that boom, stick and bucket have correct support.
Always move the machine to a location away from the travel of other machines. Be sure that other
personnel are not near the machine when the engine is running and tests or adjustments are being
made.
Release Of Pressure In The Hydraulic System
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Release the pressure in the implements hydraulic circuits (boom, stick and bucket) before any
hydraulic lines or components are disconnected or removed.
1. Fully retract the rod in the stick cylinder.
2. Adjust the position of the bucket so that it will be flat on the ground.
3. Lower the boom until the bucket is flat on the ground.
4. Shut off the engine and put the hydraulic activation control lever in the UNLOCK position.
5. Move the control levers for boom, bucket, stick and swing to all FULL STROKE positions.
This will relieve any pressure that might be present in the pilot system.
6. Slowly loosen the air vent plug on the hydraulic tank and release the pressure.
7. Tighten the air vent plug on the hydraulic tank.
8. The pressure in the system should now be released and lines and components can be removed.
NOTE: The boom cylinder lines may still have some oil pressure if equipped with boom lowering
check attachment. There are bleed valves at the boom cylinders that can be opened to relieve any
oil pressure that may remain.
Visual Checks
A visual inspection of the system is the first step when troubleshooting a problem. Make the
inspection with the engine OFF and the Implements lowered to the ground.
1. Check the level of the oil in the hydraulic tank. Slowly loosen the tank filler cap and release the
pressure before the cap is removed.
2. Remove the filter element and check it for material that would give an indication of damage to a
component.
3. Inspect all lines and connections for damage or leaks.
4. Inspect control linkage for bent, broken or damaged components.
Checks During Operation

The checks during operation can be used to find leakage in the system. They can also be used to
find a valve or pump that is not working correctly. The speed of rod movement or the torque on a
motor can be used to check the condition of the cylinders, motors and the pumps.
Raise and lower the boom. Move the stick in and out. Open and close the bucket. Move the swing
control for right and left swing. Do each of these operations several times.
1. Pilot system operation. Since the pilot system controls the movement of spools in the main
control valve, it is important the pressure and flow of oil from the pumps be according to
specifications. The pressure in the pilot system is controlled by the pilot relief valve.
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2. During all machine operations, a main relief valve pressure setting that is low will result in
increased cycle times and/or the sound of the main relief valve opening.
3. A main relief pressure that is too high will cause decreased in the service life of hoses and
components.
4. For individual circuit operation, a line relief valve pressure setting that is too low will result in
increased cycle times and/or the sound of the relief valve opening for that circuit.
5. Check cycle times for each of the circuits: boom, bucket, stick and swing. Cycle times that are
longer than those shown in the specification, see Operational Tests in the specific service manual
module for the machine being worked on, could be the result of insufficient pilot system pressure,
leakage past cylinder seals, pump wear, pump speed (rpm), faulty relief valve (main or line) or
pump control system adjustment.
6. Drift rate for the boom, bucket and stick circuit are greater than those shown in Operational
Tests in Hydraulic System Testing And Adjusting for the machine being worked on.
Circuit drift (drifting) is caused by leakage past cylinder pistons, O-ring seals in the control
valves, check valves or makeup valves that do not seat correctly. Poor adjustment or fit in the pilot
and main control valves will also cause drifting.
7. Check machine travel circuits. Operate the machine in the FORWARD and REVERSE
direction without moving the control lever for steering. If the machine does not travel in a straight
line, there could be a problem with the negative flow control signal to the pumps, motor wear or a
line relief valve that is not operating correctly.
Line Relief Pressure Setting In The Single

Action Attachment Circuit
This section covers both the former 6E2471 Pilot Relief Valve Group and the new 4I8700 Pilot
Relief Valve group. Follow Steps 1 through 4 for either valve and then continue with the specific
procedure.
The line relief valve pressure setting in the single action attachment circuit is set to 17 700 ± 490
kPa (2550 ± 70 psi) at a flow rate of 150 L/min (40 gpm).
Specification of pressure, flow rate, engine rpm may vary with attachment types and/or suppliers.
It is very important to follow supplier specifications. Failure to do so could result in poor level
performance of the attachment.
It is important to record the appropriate engine speed where the respective specifications were
obtained. Use the engine speed recorded to operate the attachment for best performance.
NOTE: Before starting adjustment of the line relief valve, be sure to check the following:
Action alarm lamp (1) for controller (2) comes on in green.
Controller alarm indicator and monitor alarm indicator (4) on monitor panel (3) indicates normal
(OFF).
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(1) Alarm lamp indicator. (2) Controller.
Right Console
(3) Monitor panel. (4) Controller alarm indicator and monitor alarm indicator.
Flow Meter
(5) Supply line to attachment. (6) Return lines from attachment. (7) Flow meter. (8) Valve.
1. Install supply line to attachment (5) to the input of the portable flow meter (7).
2. Attach return line from attachment (6) to the output of the portable flow meter (7).
Pump Compartment
(A) Upper pump pressure tap.
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3. Attach a 34 400 kPa (5000 psi) pressure gauge to upper pump pressure tap (A).
4. Install multitach group on the engine.
Adjustment Procedure For Pilot Relief Valve Group

(6E2471)
(9) Line relief valve. (10) Locknut. (11) Cap nut.
1. Loosen locknut (10). Loosen cap nut (11), but do not remove.
NOTE: Removing the cap nut allows the relief valve to come apart
2. Be sure that the flow meter is in the FULLY OPEN position.
3. Start the engine and get the hydraulic oil temperature to 50° ± 5°C (131° ± 9°F).
4. Place the power mode switch in MODE II position and the engine speed dial in HIGH IDLE
position "10".
5. Depress and hold the attachment control pedal for the rest of this test.
6. Slowly turn the flow meter flow valve (8) clockwise to decrease flow. Record the flow meter
reading when the pressure reading at pressure tap (A) reaches the pressure point specified by the
supplier of the attachment to be used.
7. If the flow measurement is not above or does not meet supplier specification go to Step 8. If the
flow measurement in Step 6 meets or is below the supplier specification do the following:
a. Slowly turn adjustment cap nut (11) counterclockwise. Stop turning when the flow meter
reading starts to drop.
b. Now turn cap nut (11) clockwise until the flow rate reaches the recorded reading obtained
above.
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NOTE: It would be impossible to get the specified relief pressure setting with the flow rate
specified by the supplier.
c. Tighten locknut (10) to a torque of 61 ± 6 N·m (45 ± 4 lb ft) to hold cap nut (11) in place.
d. At this time stop flow through the flow meter. Read the pressure at pressure tap (A) which will
be the line relief valve pressure setting in the attachment circuit.
8. If the flow measurement is above the specification do the following:
a. Turn the engine speed dial to LOW IDLE position and then gradually increase engine speed
until the flow rate specified by the supplier is obtained.
b. Record the speed dial position.
c. Slowly turn cap nut (11) counterclockwise. Stop turning when the flow meter reading starts to
drop.
d. Turn cap nut (11) clockwise until flow through flow meter meets supplier specification.
e. Tighten locknut (10) to a torque of 61 ± 6 N·m (45 ± 4 lb ft) to hold cap nut (11) in place.
f. At this time stop flow through the flow meter. Read the pressure at pressure tap (A) which will
Adjustment Procedure For Pilot Relief Valve Group (4I8700)
(9) Line relief valve. (10) Locknut. (11) Cap nut. (12) Adjustment screw.
1. Loosen locknut (10) and remove cap nut (11).
2. Be sure that the flow meter is in the FULLY OPEN position.
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3. Start the engine and get the hydraulic oil temperature to 50° ± 5°C (131° ± 9°F).
4. Place the power mode switch in MODE II position and the engine speed dial in HIGH IDLE
position "10".
5. Depress and hold the attachment control pedal for the rest of this test.
6. Slowly turn the flow meter flow valve (8) clockwise to decrease flow. Record the flow meter
reading when the pressure reading at pressure tap (A) reaches the pressure point specified by the
supplier of the attachment to be used.
7. If the flow measurement is not below or does not meet supplier specification go to Step 8. If the
flow measurement in Step 6 meets or is below the supplier specification do the following:
a. Slowly turn adjustment screw (12) counterclockwise. Stop turning when the flow meter reading
starts to drop.
b. Now turn adjustment screw (12) clockwise until the flow rate reaches the recorded reading
obtained above.
NOTE: It would be impossible to get the specified relief pressure setting with the flow rate
specified by the supplier.
c. Screw cap nut (11) onto adjustment screw (12). Tighten locknut (10) to a torque of 20 ± 2 N·m
(15 ± 1 lb ft) to hold cap nut (11) in place.
d. At this time stop flow through the flow meter. Read the pressure at pressure tap (A) which will
8. If the flow measurement is above the specification do the following:
a. Turn the engine speed dial to LOW IDLE position and then gradually increase engine speed
until the flow rate specified by the supplier is obtained.
b. Record the speed dial position.
c. Slowly adjustment screw (12) counterclockwise. Stop turning when the flow meter reading
starts to drop.
d. Turn adjustment screw (12) clockwise until flow through flow meter meets supplier
specification.
e. Screw cap nut (11) onto adjustment screw (12). Tighten locknut (10) to a torque of 20 ± 2 N·m
(15 ± 1.5 lb ft) to hold cap nut (11) in place.
f. At this time stop flow through the flow meter. Read the pressure at pressure tap (A) which will
Boom Lowering Check Valve

Test Boom Cylinder Drift
1. Start the engine.
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4. Raise the boom until the booms upper surface becomes parallel to the ground and stop the
engine.
5. Leave the machine in this position for 3 minutes.
6. Measure the boom cylinder drift. The drift rate of the boom cylinder should be less than 2.0
mm/min (.08 in/min).
Test Manual Boom Lower Function

1. Start the engine.
4. Raise the boom until the booms upper surface becomes parallel to the ground and stop the
engine.
NOTE: The following steps must be done to the right and left check and relief valve at the same
time.
5. Loosen locknut (1) on both valves.
6. Slowly loosen screw (2) on both valves.
7. The boom should lower slowly and no oil leakage should be seen.
NOTE: A small amount of oil at screw (2) is not an indication of a problem.
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Check And Relief Valve

(1) Locknut. (2) Screw.
Test Boom Cylinder Head End Relief Valve

See Testing And Adjusting, Form SENR5456.
Fine Swing
Fine Swing Function
To check the function of the fine swing control stop the swing operation and turn the fine swing
control switch ON. A very small amount of swing drift should be seen when the switch is turned
ON.
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Shutdown SIS
Previous Screen
Product: EXCAVATOR

SUPPLEMENT FOR 320L & 325L EXCAVATORS LONG REACH FRON ATTACH

SMCS - 7465-011
Adjustments
Introduction
Length of booms:
320 L ... 15.6 m (51 ft)
325 L ... 18.2 m (60 ft)
The long reach front configuration is different from the standard as follows:
* Line relief valve pressure settings

* Slow return check valve adjustment
* Counterweight
Reference: 320 L (1K1, 1TL, 9KK), Service Manuals, SENR6040, SENR6045 and SENR5465.
Reference: 325 L (7CJ, 6KK), Service Manual, SENR5400.
NOTICE
The following adjustments must be performed to prevent machine

damage.
Line Relief Valve Pressure Settings
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Main Control Valve

(1) Bucket cylinder head end line relief valve. (2) Bucket cylinder rod end line relief valve. (3) Stick cylinder head
end line relief valve.
320 Excavator Bucket Cylinder Head And Rod End Lines

Adjust line relief valves to ... 19 100 ± 980 kPa (2750 ± 140 psi)
320 Excavator Stick Cylinder Head End Line

325 Excavator Bucket Cylinder Head And Rod End Lines
325 Excavator Stick Cylinder Head End Line

Slow Return Check Valve Adjustment

Slow return check valve (2) in the boom cylinder rod end line provides adjustment for boom
cylinder speed.
Slow return check valve (1) in the stick cylinder head end line provides adjustment for stick
cylinder speed.
The slow return check valve, when turned clockwise (viewed from the cab side), restricts the
return oil flow in these lines to slow down the movement of the front attachment.
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Location Of Slow Return Check Valve For Stick Cylinder Head End Line
(1) Slow return check valve.
Location Of Slow Return Check Valve For Boom Cylinder Rod End Line
(2) Slow return check valve.
Detail Of Slow Return Check Valve
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Operational Tests
Cylinder Operating Speed
Tools Required: Stopwatch
Test Conditions:
* Place the machine on a level surface

* Warm the hydraulic oil temperature to 55 ± 5°C (130 ± 9° F)
* Put in power mode 3
* Put in loading (boom raise) priority mode position
Boom Cylinder Retraction Test
Machine Position For Boom Cylinder Retraction Test
Position the machine as shown in the illustration. Measure the time required for the stick end to
reach a height of 2000 mm (79 in) above ground level from the maximum digging height position.
Adjust the slow return check valve for boom cylinder rod end line to meet the following
specifications.
320 L speed must be ... 3.7 ± 0.3 seconds
Stick Cylinder Extension Test
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Machine Position For Stick Cylinder Extension Test
Position the machine as shown in the illustration. Measure the time required for the stick cylinder
to reach full extension position from the maximum digging height position. Adjust the slow return
check valve for stick cylinder head end line to meet the following specifications.
Changing From Long Reach To Standard

Reach
When changing from the long reach to standard reach configuration, make the following
adjustments:
1. Install the standard counterweight.
320 L long reach counterweight ... 4600 kg (10 120 lb)
320 L standard counterweight ... 3800 kg (8360 lb)
325 L long reach counterweight ... 5880 kg (12 936 lb)
325 L standard counterweight ... 4700 kg (10 340 lb)
Before installing counterweight bolts, apply 9S3263 Threadlock to the threads of each bolt.
Tighten the bolts to a torque of 1600 ± 200 N·m (1180 ± 150 lb ft).
2. Set the relief valve pressures in bucket cylinder head end line (1), bucket cylinder rod end line
(2) and stick cylinder head end line (3) to 33 800 ± 1470 kPa (4900 ± 215 psi).
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Main Control Valve

(1) Bucket cylinder head end line relief valve. (2) Bucket cylinder rod end line relief valve. (3) Stick cylinder head
end line relief valve.
3. Fully open the slow return check valve in the boom cylinder rod end line. See the section,
"Slow Return Check Valve Adjustment", for details.

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