120g - Service Manual

120G MOTOR GRADER
4HD00001-UP (MACHINE)
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120G Motor Grader 4HD00001-UP (MACHINE) POWERED BY 3304 Engine(SEBP... Page 1 of 1
Product: MOTOR GRADER

Model: 120G MOTOR GRADER 4HD
Configuration: 120G Motor Grader 4HD00001-UP (MACHINE) POWERED BY 3304 Engine
Specifications
120G & 130G & 140G MOTOR GRADERS AIR SYSTEM & BRAKES
Media Number -SENR3606-00 Publication Date -01/03/1987 Date Updated -11/10/2001
Air Compressor Governor

7N9195
Governor settings:
Cut-in pressure ... 758 kPa (110 psi) min.
Cutout pressure ... 930 ± 34 kPa (135 ± 5 psi)
Turn screw under cap (1) counterclockwise to lower cut-in pressure.
Copyright 1993 - 2022 Caterpillar Inc.

All Rights Reserved.
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Disassembly and Assembly

3304B and 3306B Engines for Caterpillar Built Machines
i00943434
Air Compressor - Remove and Install

SMCS - 1803-010
Removal Procedure
Do not disconnect the air lines until the air pressure in the system is at
zero. If hose is disconnected under pressure it can cause personal
injury.
NOTICE
Keep all parts clean from contaminants.
Contaminants may cause rapid wear and shortened component life.
NOTICE
Care must be taken to ensure that fluids are contained during

performance of inspection, maintenance, testing, adjusting and repair
of the machine. Be prepared to collect the fluid with suitable containers
before opening any compartment or disassembling any component
containing fluids.
Refer to Special Publication, NENG2500, "Caterpillar Tools and Shop

Products Guide", for tools and supplies suitable to collect and contain
fluids in Caterpillar machines.
Dispose of all fluids according to local regulations and mandates.
1. Remove the air pressure from the air tank and drain the coolant from the cooling system.
Illustration 1 g00484206
2. Disconnect hose (1), (2) and (9) from the air compressor. Remove tube (4) from the air
compressor.
3. Remove bolt (5) and the washer. Remove clamp (7) from the breather tube. Move the
breather tube aside.
4. Remove three bolts (3) and the washers that hold the air compressor to the timing gear
housing.
5. Remove two bolts (6) and remove air compressor (8) and the gasket from the engine.
Installation Procedure
NOTICE
Note: Check the condition of the gaskets and O-ring seals. If gaskets or O-ring seals are damaged,
use new parts for replacement.
1. Use three bolts (3) and the washers to install air compressor (8). Apply 4C-4030 Thread
Lock Compound to the threads of two bolts (6). Torque bolts (6) to 160 ± 30 N·m (118 ± 22
lb ft).
2. Install clamp (7) for the breather tube with bolt (5) and the washer.
3. Install tube (4) and connect hoses (9), (2) and (1) to air compressor (8) .



i01111802
Engine Balancer Shaft - Remove and Install

SMCS - 1220-010-JF
Removal Procedure
Start By:
A. Remove the front housing cover. Refer to Disassembly and Assembly, "Front Housing
Cover - Remove".
B. Remove the engine oil pump. Refer to Disassembly and Assembly, "Engine Oil Pump -
Remove".
NOTICE
NOTICE

of the product. Be prepared to collect the fluid with suitable containers
containing fluids.

Products Guide" for tools and supplies suitable to collect and contain
fluids on Caterpillar products.
Note: The oil pan plate has been removed for photo purposes only.
1. Remove plates (2) that hold the balancer shaft in the cylinder block.
2. Remove balancer shafts (1) from the cylinder block.
NOTICE
1. Install the balancer shafts in each side of the cylinder block.
2. Install plates (2) and the bolts that hold the balancer shafts in position in the cylinder block.
Note: Ensure that the balancer shafts are in time before the oil pump is installed.
End By:
a. Install the engine oil pump. Refer to Disassembly and Assembly, "Engine Oil Pump -
Install".
b. Install the front housing cover. Refer to Disassembly and Assembly, "Front Housing Cover
- Install".



i01135419
Engine Balancer Shaft Bearings - Remove and Install

SMCS - 1220-010-BD
Removal Procedure
Table 1
Required Tools
Tool Part Number Part Description Qty
8S-2241 Camshaft Bearing Tool Group 1
A
8H-0684 Ratchet Wrench 1
Start By:
A. Remove the engine oil pan. Refer to Disassembly and Assembly, "Engine Oil Pan -
Remove".
B. Remove the balancer shaft. Refer toDisassembly and Assembly, "Balancer Shaft -
Remove".
C. Remove the flywheel housing. Refer to Disassembly and Assembly, "Flywheel Housing
Remove" .
NOTICE
NOTICE

containing fluids.

Use Tool (A) to remove the six balancer shaft bearing. Pull the balancer shaft bearings toward the
flywheel end of the engine.
(A) The front bearing depth is 0.8 ± 0.5 mm (0.03 ± 0.02 inch).
(B) The center bearing depth is 290.6 ± 0.5 mm (11.44 ± 0.02 inch).
(C) The rear bearing depth is 601.0 ± 0.5 mm (23.66 ± 0.02 inch).
NOTICE
NOTICE

containing fluids.

1. Install the balancer shaft front bearing with Tool (A). Ensure that the holes in the bearings
are aligned with the holes in the cylinder block. The bearing must be 0.8 ± 0.5 mm (0.03 ±
0.02 inch) inside the front face of the cylinder block after installation.
2. Install the balancer shaft center bearing with Tool (A). Ensure that the holes in the bearings
are aligned with the holes in the cylinder block. The bearing must be 290.6 ± 0.5 mm (11.44
± 0.02 inch) inside the front face of the cylinder block after installation.
3. Install the balancer shaft rear bearing with Tool (A). Ensure that the holes in the bearings
are aligned with the holes in the cylinder block. The bearing must be 601.0 ± 0.5 mm (23.66
± 0.02 inch) inside the front face of the cylinder block after installation.
4. Check the bore of the bearings. The balancer shaft bearing bore must be 53.05 ± 0.06 mm
(2.089 ± 0.002 inch) after installation.
End By:
a. Install the flywheel housing. Refer to Disassembly and Assembly, "Flywheel Housing -
Install" .
b. Install the balancer shaft. Refer to Disassembly and Assembly, "Balancer Shaft - Remove
and Install".
c. Install the engine oil pan. Refer to Disassembly and Assembly, "Engine Oil Pan - Remove
and Install".



i01037991
Camshaft - Remove and Install

SMCS - 1210-010
Removal Procedure
Start By:
A. Remove the valve lifters. Refer to Disassembly and Assembly, "Lifter Group - Remove and
Install".
B. Remove the timing gear cover. Refer to Disassembly and Assembly, "Front Housing -
Remove".
NOTICE
1. Turn the crankshaft to top center compression stroke for the No. 1 piston. The "C" mark on
the crankshaft gear will be aligned with the "C" mark on the camshaft gear.
Note: Put a mark on the teeth of the fuel injection pump drive gear and the idler gear at
location (A). This will help to keep the engine timing correct during the removal and the
installation of the camshaft. Put a mark on the teeth of the idler gear and camshaft gear (2)
at location (B). When the camshaft is installed, the engine timing will be correct when the
mark at location (A) is aligned with the mark at location (B) and the "C" mark on the
crankshaft gear is aligned with the "C" mark on the camshaft gear.
2. Remove the bolts, the lock and washer (1) .
NOTICE
Do not damage the lobes or the bearings when the camshaft is

removed.
3. Carefully remove camshaft (3) from the engine.
4. If necessary, remove the bolts that hold camshaft drive gear (2) to the camshaft and remove
the gear.
NOTICE
1. Put camshaft drive gear (2) in position on the end of camshaft (3). Install the bolts that hold
camshaft drive gear (2) to camshaft (3). Tighten the bolts to a torque of 55 ± 7 N·m (41 ± 5
lb ft).
NOTICE
Do not damage the lobes or the bearings when the camshaft is installed.
2. Put 8T-2998 Camshaft Lubricant on the camshaft lobes only and put clean engine oil on the
bearing journals.
Note: During the installation of camshaft (3), rotate the camshaft in both directions in order
to prevent binding in the camshaft bearing bores.
3. Carefully install camshaft (3) into the engine.
4. Make sure that the mark on the teeth of the fuel injection pump drive gear and the idler gear
are in alignment at location (A). Make sure that the mark on the teeth of the idler gear and
camshaft gear (2) are in alignment at location (B). Align the "C" marks on the crankshaft
gear and camshaft gear (2). When all of the timing marks are in alignment the engine timing
is correct.
5. Install washer (1), the lock and the two bolts that hold the camshaft in position in the
engine.
End By:
a. Install the valve lifters. Refer to Disassembly and Assembly, "Lifter Group - Remove and
Install".
b. Install the timing gear cover. Refer to Disassembly and Assembly, "Front Housing - Install".



i02473351
Camshaft Bearings - Remove and Install

SMCS - 1211-010
Removal Procedure
Table 1
Required Tools
A
Start By:
A. Remove the Flywheel Housing. Refer to Disassembly and Assembly, "Flywheel Housing -
Remove and Install".
B. Remove the Oil Pan Plate. Refer to Disassembly and Assembly, "Oil Pan Plate - Remove
and Install".
C. Remove the Camshaft. Refer to Disassembly and Assembly, "Camshaft - Remove and
Install".
NOTICE
1. Use Tool (A) to remove the camshaft bearing from the cylinder block. Start with the front
bearings and work to the rear bearing.
Table 2
Required Tools
A
NOTICE
1. Use Tool (A) to install the camshaft bearings in the 3304B and 3306B cylinder block.
Note: The camshaft bearings in the 3304B have pressure lubrication. The intermediate
camshaft bearings and the rear camshaft bearings in the 3306B have splash lubrication.
2. Install the camshaft bearings in the 3304B cylinder block, as follows:
(a) Install the front bearing to a depth of 0.57 ± 0.5 mm (0.022 ± 0.02 inch). Ensure that the
oil holes are in a horizontal position and that the camshaft bearing joint is at the top of the
engine. The camshaft bearing joint can not be more than 15° degrees from vertical in either
direction.
(b) Install the center bearing to a depth of 303.2 ± 0.5 mm (11.94 ± 0.02 inch). Ensure that
the oil holes in the camshaft bearing are in alignment with the oil holes in the cylinder
block.
(c) Install the rear bearing to a depth of 604.9 ± 0.5 mm (23.81 ± 0.02 inch). Ensure that the
oil holes in the camshaft bearing are in alignment with the oil holes in the cylinder block.
2. Install front bearing (B) to a depth of 0.5 ± 0.5 mm (.02 ± .02 inch). Ensure that the oil holes
are in a horizontal position and that the camshaft bearing joint is at the top of the engine.
The camshaft bearing joint cannot be more than 15 degrees from the vertical position in
either direction.
3. Install the remainder of the bearings. Install the bearings to the dimensions that are given
from the front face of the cylinder block: (C) 154.0 ± 0.5 mm (6.06 ± .02 inch), (D) 303.2 ±
0.5 mm (11.94 ± .02 inch), (E) 601.7 ± 0.5 mm (23.69 ± .02 inch) and (F) 903.4 ± 0.5 mm
(35.57 ± .02 inch).
End By:
a. Install the camshaft. Refer to Disassembly and Assembly, "Camshaft - Remove and Install".
b. Install the oil pan plate. Refer to Disassembly and Assembly, "Engine Oil Pan Plate -
c. Install the flywheel housing. Refer to Disassembly and Assembly, "Flywheel Housing -



i02107717
Crankshaft Rear Seal - Remove

SMCS - 1161-011
Removal Procedure
Table 1
Required Tools
A 1U-7600 Slide Hammer Puller 1
B 5P-7313 Seal Distorter 1
C 5P-7312 Wear Sleeve Distorter Ring 1
Start By:
A. Remove the flywheel. Refer to Disassembly and Assembly, "Flywheel - Remove".
NOTICE
Note: When a crankshaft seal is replaced, the wear sleeve must also be replaced.
1. Use Tooling (A) in order to remove the crankshaft rear seal.
2. Install Tooling (B), as shown.
NOTICE
Care should be taken to ensure that the seal distorter does not cut
through the wear sleeve. Damage to the crankshaft surface may occur
leading to possible oil seal leaks.
3. Install Tooling (B) between Tooling (C) and the wear sleeve. Turn Tooling (B) with a
wrench, until the edge of the tool makes a flat crease in the wear sleeve. Repeat this process
until there are enough creases in the wear sleeve in order to allow the wear sleeve to be
slipped off the end of the crankshaft.
4. Remove Tooling (B) and (C) and the wear sleeve by hand.



i07218333
Crankshaft Rear Seal - Install

SMCS - 1161-012
Table 1
Required Tools
9S-8871 Seal Locator 1
9S-8890 Bolt 3
(1)
A 2P-1956 Bolt 3
6V-7876 Installer 1
9S-8858 Installer Nut 1
(1)
For use on engines equipped with a rear crankshaft gear
NOTICE
Note: Once the seal and the wear sleeve are separated, these components cannot be used
again. Refer to Special Instruction, SMHS8508 before the seal is serviced.
Note: Do not use any type of lubricant during the installation of the crankshaft seal and
wear sleeve.
Note: Before installing the wear sleeve, inspect the crankshaft for scratches or any
distortion on the surface of the crankshaft that may lead to an out of round condition. Use a
polishing cloth to clean the imperfections on the crankshaft.
1. Install crankshaft rear seal (6) and wear sleeve (1) with Tool (A), as follows:
a. Use 4C-9500 Quick Cure Primer to clean the outside diameter of crankshaft (3) and
the inside diameter of wear sleeve (1).
b. Apply 4C-9507 Retaining Compound to the outside diameter of crankshaft (3). Apply
4C-9507 Retaining Compound to the inside diameter of wear sleeve (1).
c. Put 9S-8871 Seal Locator (2) in position on crankshaft (3). Install three 9S-8890 Bolts
that hold the seal locator in position on the crankshaft.
d. Install wear sleeve (1) and seal (6) on crankshaft (3). Put 6V-7876 Seal Installer (4)
on 9S-8871 Seal Locator (2). Lubricate the face of 9S-8858 Installer Nut (5) and the
washer. Install 9S-8858 Installer Nut (5) and the washer on 9S-8871 Seal Locator (2).
e. Tighten 9S-8858 Installer Nut (5) until 6V-7876 Seal Installer (4) contacts 9S-8871
Seal Locator (2).
f. Remove Tool (A) and check the crankshaft seal and the wear sleeve for the correct
installation.
End By:
a. Install the flywheel. Refer to Disassembly and Assembly, "Flywheel - Install".



i00990465
Crankshaft Front Seal - Remove

SMCS - 1160-011
Removal Procedure
Table 1
Required Tools
A 1P-0510 Driver Group 1
B 5P-7315 Wear Sleeve Distorter Ring 1
C 5P-7312 Seal Distorter 1
Start By:
A. Remove the vibration damper and the pulley. Refer to Disassembly and Assembly,
"Vibration Damper and Pulley - Remove and Install".
NOTICE
NOTICE


containing fluids.

Note: When a crankshaft seal is replaced, the wear sleeve must also be replaced.
1. Remove the two bolts, washers, spacers and clamp (1) that holds crankshaft seal adapter (2)
in position. Remove crankshaft seal adapter (2) and the O-ring seal from the engine.
2. Use Tool (A) and a press to remove the crankshaft seal from crankshaft seal adapter (2) .
3. Install the O-ring seal and crankshaft seal adapter (2) on the engine. Install the two bolts,
washers, spacers and clamp (1) to hold crankshaft seal adapter (2) in position.
4. Install Tool (B) in the bore of seal adapter (2), as shown.
NOTICE
Care should be taken to ensure that the seal distorter does not cut
through the wear sleeve. Damage to the crankshaft surface may occur
leading to possible oil seal leaks.
5. Install Tool (C) between Tool (B) and the wear sleeve. Turn Tool (C) with a wrench, until
the edge of the tool makes a flat crease in the wear sleeve. Repeat this process until there are
enough creases in the wear sleeve in order to allow the wear sleeve to be slipped off the end
of the crankshaft.
6. Remove Tools (B) and (C). Remove the wear sleeve by hand.



i06015907
Crankshaft Front Seal - Install

SMCS - 1160-012
Table 1
Required Tools
(1)
4C-8982 Installer 1
(2)
A 438-9547 Installer 1
7F-8022 Bolt 1
(1)
Use to install 9Y-9895 seal
(2)
Use to install 362-8853 seal
NOTICE
Note: Once the seal and the wear sleeve are separated, these components cannot be used
again. Refer to Special Instruction, SMHS8508 before the seal is serviced.
Note: Do not use any type of lubricant during the installation of the crankshaft seal and
wear sleeve.
Note: Before installing the wear sleeve, inspect the crankshaft for scratches or any
distortion on the surface of the crankshaft that may lead to an out of round condition. Use a
polishing cloth to clean the imperfections on the crankshaft.
1. Install crankshaft front seal (1) and wear sleeve (2) with Tool (A) , as follows:
a. Use 4C-9500 Quick Cure Primer to clean the outside diameter of crankshaft (3) and
the inside diameter of wear sleeve (2) .
b. Apply 4C-9507 Compound to the outside diameter of crankshaft (3) and the inside
diameter of wear sleeve (2) .
c. Place crankshaft front seal (1) and wear sleeve (2) on the front of crankshaft (3) .
Install Tool (A) and tighten until the inside surface of the Installer comes in contact
with the end of the crankshaft.
End By: Install the vibration damper and the pulley. Refer to Disassembly and Assembly,
"Vibration Damper and Pulley - Remove and Install".



i00990466
Crankshaft Main Bearings - Remove

SMCS - 1203-011
Removal Procedure
Table 1
Required Tools
A 2P-5518 Bearing Tool 1
Start By:
A. Remove the engine oil pump. Refer to Disassembly and Assembly, "Engine Oil Pump -
Remove".
B. Remove the oil pan plate. Refer to Disassembly and Assembly, "Engine Oil Pan Plate -
NOTICE
1. Remove No. 1, 3, 5 and 7 main bearing caps (3). Remove the lower halves of the main
bearings from the main bearing caps.
Note: If the crankshaft is turned in the wrong direction, the tab on the bearing will be
pushed between the crankshaft and the bearing area in the cylinder block. This can result in
damage to the cylinder block and/or the crankshaft.
2. Install Tool (A) in the oil hole in the crankshaft journal. Turn the crankshaft in order to
remove the upper halves of main bearings (1) .
3. Remove crankshaft thrust plates (2) from the crankshaft.
4. Install No. 1, 3, 5, and 7 main bearing caps (3). Refer to Disassembly and Assembly,
"Crankshaft Main Bearings - Install".
5. Remove the remaining main bearing caps (No. 2, 4 and 6) (3). Remove the lower halves of
the main bearings from the main bearing caps.
6. Install Tool (A) in the hole in the crankshaft journal. Turn the crankshaft in order to remove
the upper halves of main bearings (1) .



i03706647
Crankshaft Main Bearings - Install

SMCS - 1203-012
Table 1
Required Tools
B - Plastigage -
C 8T-5096 Dial Indicator Group 1
NOTICE
Note: Install the main bearings dry when the clearance checks are made. Put clean engine oil on
the main bearings for final assembly.
Note: Ensure that the upper halves and the lower halves of the main bearings are installed so that
the bearing tabs fit into the notch in the cylinder block and in the main bearing caps.
1. Use Tooling (A) and install the new upper halves of main bearings (1) in the cylinder block.
Install new lower halves of main bearings (1) in main bearing caps (2) .
Note: When the bearing clearance is checked and the engine is in an upright position or on
the engine's side, the crankshaft must be supported against the upper halves of the main
bearings. This is done in order to get a correct measurement with Tooling (B) . If the
crankshaft is not supported, the weight of the crankshaft will cause an incorrect reading. If
the engine is not in an upright position or on the engine's side, it is not necessary to support
the crankshaft. Do not rotate the crankshaft when Tooling (B) is positioned.
Note: Refer to Guideline For Reusable Parts, SEBV0544, "Engine Bearings and
Crankshafts" for complete details concerning the measurement of bearing clearances.
2. Check the main bearing clearance with Tooling (B) , as follows:
a. Put a piece of Tooling (B) on the crankshaft journals, as shown.
Note: Make sure that the part number on the main bearing cap is facing toward the
front of the engine. Also, make sure that the number on the main bearing cap matches
the number on the cylinder block on the left side of each main bearing cap.
b. Put main bearing caps (2) in position in the engine. Put 4C-5593 Anti-Seize
Compound on the bolt threads and the face of the washers. Install the bolts and
tighten the bolts to torque of 40 ± 4 N·m (30 ± 3 lb ft).
c. Put a mark on each bolt and main bearing cap. Tighten the bolts for an additional 90
degrees (1/4 turn).
d. Remove the main bearing caps and measure Tooling (B) in order to find the bearing
clearance. The main bearing clearance for new bearings must be 0.076 to 0.165 mm
(0.0030 to 0.0065 inch). The maximum permissible clearance with used bearings is
0.25 mm (0.010 inch).
3. Put clean oil on thrust plate (4) and install a new thrust plate for the rear main bearing.
Install the new thrust plate so that the mark that is identified as the "BLOCK SIDE" faces
toward the cylinder block and toward the tabs on the thrust plates in the machined area on
the cylinder block. Tabs (3) on thrust plate (4) will not allow the thrust plate to be installed
backward.
4. Install main bearing caps (2) . Use the same procedure that is described in Step 2.b and Step
2.c.
5. Remove the remainder of the main bearing caps. Perform Steps 1, 2 and 4 again.
6. Use Tooling (C) in order to check the crankshaft end play. The end play is controlled by the
thrust plates on the rear main bearing. End play with new bearings must be 0.122 to 0.579
mm (0.0048 to 0.0228 inch).
End By:
a. Install the oil pan plate. Refer to Disassembly and Assembly, "Engine Oil Pan Plate -
remove and install".
b. Install the engine oil pump. Refer to Disassembly and Assembly, "Engine Oil Pump -
Install".



i01112752
Crankshaft - Remove
SMCS - 1202-011
Removal Procedure
Table 1
Required Tools
A 138-7575 Link Bracket 2
8B-7551 Bearing Puller 1
8B-7549 Puller Leg 2
3H-0465 Push-Puller Plate 4
B 1B-4207 Full Nut 2
8B-7560 Step Plate 1
1P-0820 Hydraulic Puller 1
9U-6600 Hand Hydraulic Pump 1
Start By:
A. Remove the front housing. Refer to Disassembly and Assembly, "Front Housing - Remove".
B. Remove the flywheel housing. Refer to Disassembly and Assembly, "Flywheel Housing -
C. Remove the engine oil pump. Refer to Disassembly and Assembly, "Engine Oil Pump -
Remove".
D. Remove the oil pan plate. Refer to Disassembly and Assembly, "Engine Oil Pan Plate -
NOTICE
1. Turn the crankshaft until timing mark "C" on crankshaft gear (1) is aligned with timing
mark "C" on camshaft gear (2) .
2. Remove connecting rod nuts (4) and connecting rod caps (3) from the connecting rods.
NOTICE
Damage may occur to the fuel injection nozzle or the piston if the
piston and connecting rod are pushed too far down in the cylinder
liners.
Note: The piston will be difficult to push down into the cylinder when the inlet valves and
exhaust valves are closed.
3. Push down on the pistons that are not at the top center position in order to clear the
crankshaft.
4. Remove main bearing cap bolts (5) and main bearing caps (6) from the cylinder block.
5. Remove thrust plates (7) from the rear main bearing.
6. Install Tool (A) and a suitable lifting device on crankshaft (8), as shown. Lift the crankshaft
straight up from the cylinder block. The weight of the 3304B crankshaft is 65 kg (143 lb).
The weight of the 3306B crankshaft is 95 Kg (210 lb).
7. Use Tool (B) in order to remove the crankshaft gear and the oil seal wear sleeve from the
crankshaft.
Note: Put identification marks on the bearings and on the bearing caps prior to removal.
8. Remove the main bearings from the main bearing caps and from the cylinder block.
Remove the connecting rod bearings from the connecting rods and from the connecting rod
caps.



i03706543
Crankshaft - Install
SMCS - 1202-012
Table 1
Required Tools
B - Plastigage -
NOTICE
the bearing tabs fit into the bearing tab grooves in the cylinder block and in the main bearing caps.
1. If the bearings were removed from the engine, clean the bearing surfaces in the cylinder
block and the main bearing caps. Install the upper halves of connecting rod bearings (1) and
main bearings (2) .
Hot oil and hot components can cause personal injury. Do not allow hot
oil or hot components to contact the skin.
2. Heat crankshaft gear (3) to a maximum temperature of 315 °C (600 °F). Install crankshaft
gear (3) on the crankshaft.
3. Install Tooling (A) on the ends of the crankshaft and use a hoist to lower the crankshaft into
position above the cylinder block. Align the connecting rods with the crankshaft. Align the
"C" mark on crankshaft gear (3) with the "C" mark on camshaft gear (4) . Lower the
crankshaft into position in the cylinder block.
a. Put a piece of Tooling (B) on the crankshaft journal, as shown.
b. Put the main bearing caps in position in the engine. Put 4C-5593 Anti-Seize
tighten the bolts to a torque of 40 ± 4 N·m (30 ± 3 lb ft).
degrees (1/4 turn).
0.25 mm (0.010 inch).
5. Put clean engine oil on thrust plate (7) for the rear main bearing. Install the new thrust plate
so that the mark that is identified as the "BLOCK SIDE" faces toward the cylinder block
and toward the tabs on the thrust plates in the machined area on the cylinder block. Tabs (6)
will not allow thrust plate (7) to be installed backward.
6. Install the remaining main bearing caps. Use the same procedure that is described in Step
4.b and Step 4.c.
7. Check the crankshaft end play with Tooling (C) . The end play is controlled by the thrust
plates on the rear main bearing. End play with new thrust plates must be 0.122 to 0.579 mm
(0.0048 to 0.0228 inch).
8. Pull the connecting rod into position against the crankshaft.
Note: Install the connecting rod bearings dry when the clearance checks are made. Put clean
engine oil on the connecting rod bearings for final assembly.
9. Install the lower half of rod bearing (8) in the connecting rod cap. Align the tab in the
connecting rod bearing with the tab in the connecting rod cap.
10. In order to check the connecting rod bearing clearance, put Tooling (B) in position on the
crankshaft, as shown.
NOTICE
When the connecting rod caps are installed, ensure that the
identification marks are aligned.
11. Make sure that the connecting rod is in position on the crankshaft. Install connecting rod cap
(9) and the connecting rod nuts.
12. Tighten the connecting rod nuts to a torque of 40 ± 4 N·m (30 ± 3 lb ft). Mark the position
of the connecting rod nuts. Tighten each nut for an additional 90 degrees (1/4 turn).
13. Remove connecting rod cap (9) and measure the thickness of the Plastigage on the
crankshaft. The connecting rod clearance must be 0.076 to 0.168 mm (0.0030 to 0.0066) for
new bearings. The maximum clearance for used connecting rod bearings should be 0.25 mm
(0.010 inch).
14. Install connecting rod cap (9) and tighten the nuts. Refer to Step 12 for the tightening
procedure.
15. Repeat Steps 8 through 14 for the remaining connecting rod bearings.
End By:
Install".
d. Install the front housing. Refer to Disassembly and Assembly, "Front Housing - Install".



i05977048
Bearing Clearance - Check

SMCS - 1203-535; 1219-535
Measurement Procedure
Table 1
Required Tools
Plastic Gauge (Green)
198-9142 0.025 to 0.076 mm 1
(0.001 to 0.003 inch)
Plastic Gauge (Red)
198-9143 0.051 to 0.152 mm 1
(0.002 to 0.006 inch)
A
Plastic Gauge (Blue)
198-9144 0.102 to 0.229 mm 1
(0.004 to 0.009 inch)
Plastic Gauge (Yellow)
198-9145 0.230 to 0.510 mm 1
(0.009 to 0.020 inch)
Note: Plastic gauge may not be necessary when the engine is in the chassis.
NOTICE
Note: Cat does not recommend the checking of the actual bearing clearances particularly on small
engines. This is because of the possibility of obtaining inaccurate results and the possibility of
damaging the bearing or the journal surfaces. Each Cat engine bearing is quality checked for
specific wall thickness.
Note: The measurements should be within specifications and the correct bearings should be used.
If the crankshaft journals and the bores for the block and the rods were measured during
disassembly, no further checks are necessary. However, if the technician still wants to measure the
bearing clearances, Tooling (A) is an acceptable method. Tooling (A) is less accurate on journals
with small diameters if clearances are less than 0.10 mm (0.004 inch).
NOTICE
Lead wire, shim stock or a dial bore gauge can damage the bearing
surfaces.
The technician must be very careful to use Tooling (A) correctly. The following points must be
remembered:
• Ensure that the backs of the bearings and the bores are clean and dry.
• Ensure that the bearing locking tabs are properly seated in the tab grooves.
• The crankshaft must be free of oil at the contact points of Tooling (A).
1. Put a piece of Tooling (A) on the crown of the bearing that is in the cap.
Note: Do not allow Tooling (A) to extend over the edge of the bearing.
2. Use the correct torque-turn specifications in order to install the bearing cap. Do not use an
impact wrench. Be careful not to dislodge the bearing when the cap is installed.
Note: Do not turn the crankshaft when Tooling (A) is installed.
3. Carefully remove the cap, but do not remove Tooling (A). Measure the width of Tooling
(A) while Tooling (A) is in the bearing cap or on the crankshaft journal. Refer to Illustration
1.
Typical Example
4. Remove all of Tooling (A) before you install the bearing cap.
Note: When Tooling (A) is used, the readings can sometimes be unclear. For example, all
parts of Tooling (A) are not the same width. Measure the major width in order to ensure that
the parts are within the specification range. Refer to Specifications Manual, "Connecting
Rod Bearing Journal" and Specifications Manual, "Main Bearing Journal" for the correct
clearances.



i01045029
Spacer Plate - Remove and Install

SMCS - 1221-010
Removal Procedure
Start By:
A. Remove the cylinder head. Refer to Disassembly and Assembly, "Cylinder Head -
Remove".
NOTICE
1. Remove O-ring seal (1), water seals (3) and water directors (4) from spacer plate (2) .
NOTICE
Do not damage the dowels as the spacer plate is removed.
2. Remove spacer plate (2) from the cylinder head.
3. Remove O-ring seal (6) and spacer plate gasket (5) from the cylinder head.
NOTICE
1. Thoroughly clean the mating surfaces between the spacer plate and the cylinder block.
2. Install new spacer plate gasket (5) and new O-ring seal (6) .
Note: If the dowels in the cylinder block have been removed for any reason, the overall
height of the installation is 16.0 ± 5.0 mm (.63 ± .20 inch).
Note: Both surfaces of the spacer plate, spacer plate gasket and the top of the cylinder block
must be clean and dry. Do not use any gasket adhesive or other substances on these
surfaces.
3. Install spacer plate (2) on the cylinder head.
4. Install a new O-ring seal (1). Install new water seals (3). Install new water directors (4) .
5. Check the cylinder liner projection. Refer to Disassembly and Assembly, "Cylinder Liner -
Install".
End By: Install the cylinder head. Refer to Disassembly and Assembly, "Cylinder Head - Install".



i02473351

SMCS - 1211-010
Removal Procedure
Table 1
Required Tools
A
Start By:
and Install".
Install".
NOTICE
Table 2
Required Tools
A
NOTICE
direction.
block.
either direction.
(35.57 ± .02 inch).
End By:



i00912474
Cylinder Liner - Remove

SMCS - 1216-011
Removal Procedure
Table 1
Required Tools
8T-0812 Cylinder Liner Puller 1
A 1U-6317 Bridge 1
1U-6319 Socket 1
Start By:
A. Remove the spacer plate. Refer to Disassembly and Assembly, "Spacer Plate - Remove and
Install".
B. Remove the engine oil pump. Refer to Disassembly and Assembly, "Engine Oil Pump -
Remove".
NOTICE
1. Turn the crankshaft until two of the pistons are at the bottom center. Remove two
connecting rod cap bolts (2) from each rod. Remove connecting rod caps (4) .
2. Tap connecting rod (3) away from the crankshaft with a soft hammer. Remove bearing half
(1) .
3. Use tool (A) to remove cylinder liners (5) .
4. Remove the pistons and connecting rods from the cylinder liners.



i01048841
Cylinder Liner - Install

SMCS - 1216-012
Table 1
Required Tools
A 8T-0455 Liner Projection Tool 1
B 2P-8260 Cylinder Liner Installation Tool 1
Note: The following procedure alleviates the need for the crossbar to hold the cylinder liners
during cylinder liner projection measurements.
1. Clean the cylinder liner flange and the cylinder block surface. Remove any nicks on the top
of the cylinder block.
2. Install clean cylinder liners without the rubber seals or the filler band. Install a new spacer
plate gasket and the clean spacer plate.
Table 2
Required Components
Item Part Part Quantity For One Quantity For Six
Number Description Cylinder Cylinders
1 0S-1589 Bolt 6 36
2 2S-0736 Washer 6 36
3 8F-1484 Washer 6 36
4 7K-1977 Washer 6 36
3. Install the bolts and washers in the order that is shown in Illustration 1 in order to seat the
cylinder liner in the block. Tighten bolts (1) evenly to a torque of 95 N·m (70 lb ft).
(5) Bolt
(6) Dial Indicator
(7) Gauge Body
(8) Gauge
4. Loosen bolt (5) until dial indicator (6) can be moved. Place gauge body (7) and dial
indicator (6) on the long side of gauge (8) .
5. Slide dial indicator (6) into position until the point contacts gauge (8). Slide dial indicator
(6) until the needle of the dial indicator makes a quarter of a revolution clockwise. The
needle should be in a vertical position. Tighten bolt (5) and zero dial indicator (6) .
6. Place gauge body (7) on the spacer plate with the dial indicator point on the cylinder liner
flange. Read the dial indicator in order to find the amount of liner projection. Check the
liner projection at four locations (every 90 degrees) around each cylinder liner.
Table 3
Specifications
Liner Projection 0.033 mm (.0013 inch) to

0.175 mm (.0069 inch)
Maximum Variation in Each Cylinder

0.051 mm (.0020 inch)
Maximum Average Variation Between Adjacent Cylinders

0.051 mm (.0020 inch)
Maximum Variation Between All Cylinders

0.102 mm (.0040 inch)
7. If the cylinder liner projection is out of specification, rotate the cylinder liner in the bore and
repeat the procedure. If the cylinder liner projection measurements are again out of
specification, try installing the cylinder liner in a different cylinder bore to improve the
measurements.
Note: Do not exceed the maximum liner projection of 0.175 mm (0.0069 inch). Cracking in
the flange of the cylinder liner results from excessive cylinder liner projection
measurements.
8. If the maximum variation between cylinder liners is greater than the recommended
specification, shims must be used in order to reach the correct specification.
9. When the cylinder liner projection for each cylinder liner is within the recommended
specification, mark each cylinder liner for the proper location in the bore and remove the
cylinder liners.
10. Lubricate the O-ring seals, the cylinder liner, and the upper filler band before installation.
Note: If the lower O-ring seals are black in color, apply liquid soap on the lower O-ring
seals and the cylinder block. Use clean engine oil on the upper filler band.
Note: If the lower O-rings are brown in color, apply engine oil on the lower O-ring seals,
the cylinder block, and the upper filler band.
NOTICE
Apply 5P-3975 Rubber Lubricant and/or clean engine oil immediately

before assembly. If the 5P-3975 Rubber Lubricant or engine oil is
applied too early, the filler bands and/or O-ring seals may swell and
the filler bands and/or O-ring seals may be pinched under the cylinder
liner during installation.
11. Apply liquid soap on the bottom cylinder liner bore in the cylinder block. Apply liquid soap
on the grooves of the cylinder liner and on O-ring seals (4). Install O-ring seals (4) on the
cylinder liner.
12. Lubricate filler band (5) with clean engine oil and install filler band (5) on cylinder liner (6).
Install cylinder liner (6) into the engine block immediately after you lubricate the cylinder
liner. This helps to prevent swelling of the filler band.
13. Ensure that the mark on the cylinder liner is in alignment with the mark on the cylinder
block. Use Tool (B) to press each of the cylinder liners into position.
End By:
a. Install the Pistons and Connecting Rods. Refer to Disassembly and Assembly, "Pistons and
Connecting Rods - Install".
b. Install the cylinder head. Refer to Disassembly and Assembly, "Spacer Plate - Remove and
Install".



i01112806
Piston Cooling Jets - Remove and Install

SMCS - 1331-010
Removal Procedure
Start By:
A. Remove the crankshaft. Refer to Disassembly and Assembly, "Crankshaft - Remove".
NOTICE
1. Use a soft punch to remove piston cooling jet (1) from the cylinder block.
Table 1
Required Tools
A 6V-7772 Driver 1
NOTICE
Note: On the 3304B, the piston cooling jets are installed in the No. 2 and the No. 4 main bosses.
On the 3306B, the No. 2 and the No. 6 bosses for the main bearings have two jets. The No. 3 and
No. 5 bosses for the main bearings have one jet. A replacement is necessary if the jets are
damaged. Normally, it will only be necessary to ensure that the jets are clean.
1. Use Tool (A) to install piston cooling jet (1) with the small end first. Install the jets in the
bosses for the main bearing until the jets are against the counterbore.
2. Ensure that the passage is open after piston cooling jet (1) is installed.
End By: Install the crankshaft. Refer to Disassembly and Assembly, "Crankshaft - Install".



i00990466
Crankshaft Main Bearings - Remove

SMCS - 1203-011
Removal Procedure
Table 1
Required Tools
Start By:
Remove".
NOTICE
1. Remove No. 1, 3, 5 and 7 main bearing caps (3). Remove the lower halves of the main
bearings from the main bearing caps.
2. Install Tool (A) in the oil hole in the crankshaft journal. Turn the crankshaft in order to
remove the upper halves of main bearings (1) .
3. Remove crankshaft thrust plates (2) from the crankshaft.
4. Install No. 1, 3, 5, and 7 main bearing caps (3). Refer to Disassembly and Assembly,
"Crankshaft Main Bearings - Install".
5. Remove the remaining main bearing caps (No. 2, 4 and 6) (3). Remove the lower halves of
the main bearings from the main bearing caps.
6. Install Tool (A) in the hole in the crankshaft journal. Turn the crankshaft in order to remove
the upper halves of main bearings (1) .



i03706647
Crankshaft Main Bearings - Install

SMCS - 1203-012
Table 1
Required Tools
B - Plastigage -
NOTICE
the bearing tabs fit into the notch in the cylinder block and in the main bearing caps.
1. Use Tooling (A) and install the new upper halves of main bearings (1) in the cylinder block.
Install new lower halves of main bearings (1) in main bearing caps (2) .
a. Put a piece of Tooling (B) on the crankshaft journals, as shown.
b. Put main bearing caps (2) in position in the engine. Put 4C-5593 Anti-Seize
tighten the bolts to torque of 40 ± 4 N·m (30 ± 3 lb ft).
degrees (1/4 turn).
0.25 mm (0.010 inch).
3. Put clean oil on thrust plate (4) and install a new thrust plate for the rear main bearing.
Install the new thrust plate so that the mark that is identified as the "BLOCK SIDE" faces
toward the cylinder block and toward the tabs on the thrust plates in the machined area on
the cylinder block. Tabs (3) on thrust plate (4) will not allow the thrust plate to be installed
backward.
4. Install main bearing caps (2) . Use the same procedure that is described in Step 2.b and Step
2.c.
5. Remove the remainder of the main bearing caps. Perform Steps 1, 2 and 4 again.
6. Use Tooling (C) in order to check the crankshaft end play. The end play is controlled by the
thrust plates on the rear main bearing. End play with new bearings must be 0.122 to 0.579
mm (0.0048 to 0.0228 inch).
End By:
remove and install".
Install".



i05977048

SMCS - 1203-535; 1219-535
Table 1
Required Tools
198-9142 0.025 to 0.076 mm 1
(0.001 to 0.003 inch)
Plastic Gauge (Red)
198-9143 0.051 to 0.152 mm 1
(0.002 to 0.006 inch)
A
198-9144 0.102 to 0.229 mm 1
(0.004 to 0.009 inch)
198-9145 0.230 to 0.510 mm 1
(0.009 to 0.020 inch)
NOTICE
NOTICE
surfaces.
remembered:
1.
Typical Example
clearances.



i00962627
Inlet and Exhaust Valves - Remove and Install

SMCS - 1105-010
Removal Procedure
Table 1
Required Tools
A 5S-1330 Valve Spring Compressor 1
B 8S-2263 Valve Spring Tester 1
Start By:
A. Remove the cylinder head. Refer to Disassembly and assembly, "Cylinder Head - Remove".
NOTICE
1. Use Tool (A) to compress valve spring (2) and remove valve keepers (1) .
2. Remove Tool (A), the rotocoil, the valve spring and the valve stem oil shield. Remove the
valve from the cylinder head. Put identification marks on the valves for installation
purposes.
3. Check the valve spring force with Tool (B). Refer to Specifications, "Cylinder Head
Valves" for information on the valve springs.
4. Perform Steps 1 through 3 for the remaining inlet and exhaust valves.
Table 2
Required Tools
A 5S-1330 Valve Spring Compressor 1
B 5S-1322 Valve Keeper Inserter 1
NOTICE
1. Lubricate the inlet and exhaust valves with clean engine oil. Install the inlet and exhaust
valves in the original location in the cylinder head.
2. Install valves (3), oil shield (4), valve spring (2) and rotocoil (1) in the cylinder head.
3. Use Tool (A) to compress valve spring (2). Install valve keeper (5) on the valve stem with
Tool (B) .
The valve keepers can be thrown from the valve when the valve spring
compressor is released. Ensure that the valve keepers are properly
installed on the valve stem. To help prevent personal injury, keep away
from the front of the valve keepers and valve springs during the
installation of the valves.
4. Carefully remove Tool (A). Strike the top of the valve with a soft faced hammer in order to
ensure that the valve keepers are properly installed.
5. Repeat Steps 3 through 4 for the remaining inlet and exhaust valves.
End By: Install the cylinder head. Refer to Disassembly and Assembly, "Cylinder Head - Remove
and Install".



i00962891
Inlet and Exhaust Valve Guides - Remove and Install

SMCS - 1104-010
Removal Procedure
Table 1
Required Tools
A 9U-7349 Valve Guide Driver 1
Start By:
A. Remove the inlet and exhaust valves. Refer to Disassembly and Assembly, "Inlet and
Exhaust Valves - Remove and Install".
NOTICE
1. Use Tool (A) to remove the inlet and exhaust valve guides from the cylinder head.
2. Repeat Step 1 for the remaining inlet and exhaust valve guides.
Table 2
Required Tools
A 9U-7349 Valve Guide Driver 1
B 9U-6954 Valve Guide Collar 1
NOTICE
1. Put clean engine oil on the outside diameter of the valve guide. Install the valve guide with
Tool (A) and Tool (B), as shown.
2. Dimension (X) from the top of the valve guide to the cylinder head must be 22.23 ± 0.25
mm (0.875 ± 0.010 inch). For more information on the inlet and exhaust valve guides, refer
to Specifications, "Cylinder Head Valves".
Note: In order to help prevent damage to the valve guides, Tool (B) must be used during
installation.
3. Repeat Steps 1 and 2 for the remaining inlet and exhaust valve guides.
End By: Install the inlet and exhaust valves. Refer to Disassembly and Assembly, "Inlet and



i02107684
Inlet and Exhaust Valve Seat Inserts - Remove and Install

SMCS - 1103-010
Removal Procedure
Table 1
Required Tools
A 6V-4805 Valve Seat Extractor Tool Group 1
Start By:
A. Remove the inlet and exhaust valves. Refer to Disassembly and Assembly, "Inlet and
NOTICE
1. Use Tooling (A) in order to remove the valve seat insert from the cylinder head.
2. Clean the valve seat in the cylinder head. Remove any rough areas from the valve seat in the
cylinder head.
3. Repeat Steps 1 and 2 for the remaining inlet valve seat inserts and exhaust valve seat inserts.
Table 2
Required Tools
A 6V-4805 Valve Seat Extractor Tool Group 1
NOTICE
1. Shrink the new valve insert with reduced temperature. Use Tooling (A) in order to install
the new valve seat insert in the cylinder head.
Note: Do not increase the diameter of the extractor in the valve seat insert when the insert is
installed in the cylinder head.
2. Repeat Step 1 for the remaining inlet valve seat inserts and exhaust valve seat inserts.
End By: Install the inlet and exhaust valves. Refer to Disassembly and Assembly, "Inlet and



i00991114
Cylinder Head - Remove

SMCS - 1100-011
Removal Procedure
Start By:
A. Remove the fuel injection lines. Refer to Disassembly and Assembly, "Fuel Injection Lines
- Remove and Install".
B. Remove the exhaust manifold. Refer to Disassembly and Assembly, "Exhaust Manifold -
C. Remove the rocker shaft and pushrods. Refer to Disassembly and Assembly, "Rocker Shaft
and Pushrods - Remove".
NOTICE
NOTICE

containing fluids.

1. Loosen hose clamp (2) on the hose that connects the oil cooler to water pump elbow (1) .
2. Remove two bolts (3) that fasten water pump elbow (1) to the cylinder head. Remove two
bolts (4) that fasten water pump elbow (1) to the water pump.
3. Carefully remove water pump elbow (1) and the gaskets from the engine.
4. Disconnect tube (5) from the inlet manifold.
5. Remove four bolts (6) and remove air inlet pipe (7) .
NOTICE
Do not set the cylinder head on a hard, flat surface. Damage may occur
to the fuel injection nozzle tips.
6. Remove all bolts (8) and (9) that hold the cylinder head to the cylinder block.
7. Attach the proper lifting device in order to remove cylinder head (10) from the engine.
Remove cylinder head (10) from the engine. The weight of cylinder head (10) is
approximately 95 kg (210 lb).



i01119464
Cylinder Head - Install

SMCS - 1100-012
NOTICE
Note: When the cylinder head is removed, a new spacer plate gasket must be installed. Refer to
Disassembly and Assembly, "Spacer Plate - Remove and Install".
1. Ensure that the surface of the cylinder head is clean and dry. Install a new dry cylinder head
gasket onto the cylinder block.
2. Fasten the proper lifting device to cylinder head (1). Put cylinder head (1) in position on the
cylinder block. Remove the lifting device after cylinder head (1) is positioned.
3. Apply 6V-4876 Lubricant to cylinder head bolts (2) and (3). Install cylinder head bolts (2)
and (3). Tighten the cylinder head bolts finger tight.
Note: Do not tighten the cylinder head bolts at this time.
4. Install pushrods (4). Make sure that the pushrods are installed in the original location and
that the pushrods are seated correctly in the valve lifters.
5. Loosen the adjusting screws on rocker arms (5) for valve clearance. This will prevent a bent
valve or a broken pushrod during installation.
6. Install a new O-ring seal in the rear rocker arm support.
7. Apply 6V-4876 Lubricant to all of the rocker shaft bolts except bolt (25). Refer to
illustration 5.
8. Put rocker shaft assembly (5) in position on the cylinder head. Make sure that the dowels in
the rocker shaft supports are aligned with the dowel holes in the cylinder head.
9. Ensure that the rocker arms are aligned with the pushrods and install the rocker shaft
mounting bolts. Tighten the rocker shaft mounting bolts finger tight.
3306B torque sequence
10. Tighten the cylinder head bolts by hand, as follows:
a. Tighten all of the bolts (1 through 18) in the numerical sequence to a torque of 150 ±
15 N·m (115 ± 12 lb ft).
b. Tighten all of the bolts (1 through 18) again in the numerical sequence to a torque of
250 ± 17 N·m (185 ± 13 lb ft).
c. Tighten all of the bolts (1 through 18) again in the numerical sequence to a final
torque of 250 ± 17 N·m (185 ± 13 lb ft).
d. Tighten all of the remaining bolts (A through E) to a torque of 43 ± 7 N·m (32 ± 5 lb

ft).
11. Tighten the cylinder head bolts by hand, as follows:
a. Tighten all of the bolts (1 through 26) in the numerical sequence to a torque of 150 ±
15 N·m (115 ± 12 lb ft).
b. Tighten all of the bolts (1 through 26) in the numerical sequence to a torque of 250 ±
17 N·m (185 ± 13 lb ft).
c. Tighten all of the bolts (1 through 26) again in the numerical sequence to a final
torque of 250 ± 17 N·m (185 ± 13 lb ft).
d. Tighten all of the remaining bolts (A through G) to a torque of 43 ± 7 N·m (32 ± 5 lb

ft).
12. Adjust the inlet valve lash to 0.38 mm (.015 inch) and the exhaust valve lash to 0.64 mm
(.025 inch). Tighten the locknuts for the adjusting screws to a torque of 29 ± 7 N·m (22 ± 5
lb ft). Refer to the Testing and Adjusting, "Air Inlet and Exhaust System" topic for
additional information on valve lash adjustments.
13. Put the gasket and air inlet pipe (7) in position on the cylinder head. Install four bolts (6) in
order to fasten air inlet pipe (7) to the cylinder head.
14. Connect tube (8) to the inlet manifold.
15. Put the gaskets and water pump elbow (11) in position on the engine. Install two bolts (9)
that fasten water pump elbow (11) to the cylinder head. Install two bolts (10) that fasten
water pump elbow (11) to the water pump.
16. Tighten hose clamp (12) .
End By:
a. Install the valve mechanism cover. Refer to Disassembly and Assembly, "Valve Mechanism
Cover - Remove and Install".
b. Install the exhaust manifold. Refer to Disassembly and Assembly, "Exhaust Manifold -
c. Install the fuel injection lines. Refer to Disassembly and Assembly, "Fuel Injection Lines -



i02473351

SMCS - 1211-010
Removal Procedure
Table 1
Required Tools
A
Start By:
and Install".
Install".
NOTICE
Table 2
Required Tools
A
NOTICE
direction.
block.
either direction.
(35.57 ± .02 inch).
End By:



i01005265
Vibration Damper and Pulley - Remove and Install

SMCS - 1205-010
Removal Procedure
Table 1
Required Tools
FT-0915 Adapter 1
0S-1590 Bolt 6
5F-7342 Adapter 2
5F-7369 Puller Leg 2
A 3H-0465 Push Puller Plate 4
1B-4207 Full Nut 2
4C-4865 Hand Hydraulic Pump 1
Start By:
A. Relieve the tension on the drive belt and remove the drive belt.
NOTICE
1. Remove bolt (1) and washer (2) from the crankshaft. Install spacers (4) on bolt (1). Add
spacers in order to obtain approximately 3.18 mm (0.125 inch) of clearance between washer
(2) and vibration damper (3). Install bolt (1), washer (2) and spacers (4) .
2. Install Tool (A), as shown. Loosen vibration damper (9) from the crankshaft.
3. Remove Tool (A), bolt (1), washer (2), spacers (4) and vibration damper (3) from the
crankshaft.
NOTICE
Note: Inspect the vibration damper for leaks and dents. If either condition exists, replace the
vibration damper with a new part.
1. Put vibration damper (1) in position on the crankshaft and install washer (2) and bolt (3) .
Note: The flat side of washer (2) must be installed facing vibration damper (1) .
2. Tighten bolt (3) to a torque of 284 to 340 N·m (210 to 250 lb ft). Hit bolt (3) with a hammer
and torque the bolt again to 284 to 340 N·m (210 to 250 lb ft).
End By: Install the drive belt and apply the correct tension.



i00921540
Compression Brake - Remove

SMCS - 1119-011
Removal Procedure
Start By:
A. Remove the valve mechanism cover. Refer to Disassembly and Assembly, "Valve
Mechanism Cover - Remove and Install".
NOTICE
1. Remove four bolts (1). Disconnect wires (2) and (3) .
2. Remove Compression Brake (A) by lifting Compression Brake (A) with one hand. Remove
Compression Brake (A) while you hold oil tube (4) in order to ensure that oil tube (4) does
not come out of Compression Brake (B) .
3. Remove Compression Brake (B) .



i00921740
Compression Brake - Disassemble

SMCS - 1119-015
Disassembly Procedure
Start By:
A. Remove the Compression Brake. Refer to Disassembly and Assembly, "Compression Brake
- Remove".
NOTICE
1. Remove oil tubes (1) and (2). Remove the O-ring seals.
Note: If the O-ring seals are worn or damaged, use new parts for replacement.
2. Remove snap ring (7), cup (6), spacer (5), springs (4) and (3) and piston (8) .
3. Remove three retaining rings (13). Remove clip (12), springs (11) and (10) and piston (9)
from three locations on the Compression Brake.
4. Remove three bolts (15), washers (16), clips (17) and piston (14) .



i00921835
Compression Brake - Assemble

SMCS - 1119-016
Assembly Procedure
NOTICE
1. Install piston (14), clips (17), washers (16) and three bolts (15) .
2. Install piston (9), springs (10) and (11) and clip (12) on three locations on the Compression
Brake. Install three retaining rings (13) .
3. Install piston (8), springs (3) and (4), spacer (5), cup (6) and snap ring (7) .
4. Install the O-ring seals. Install oil tubes (1) and (2) .
End By: Install the Compression Brake. Refer to Disassembly and Assembly, "Compression
Brake - Install".



i00921612
Compression Brake - Install

SMCS - 1119-012
NOTICE
1. Install Compression Brake (B) and oil tube (4) .
2. Install Compression Brake (A) .
3. Connect wires (3) and (2). Install four bolts (1) .
End By: Install the valve mechanism cover. Refer to Disassembly and Assembly, "Valve



i04406240
Flywheel - Remove
SMCS - 1156-011
Removal Procedure
Table 1
Required Tools
Start By:
A. Remove the electric starting motor. Refer to Disassembly and Assembly, "Electric Starting
Motor - Remove and Install".
NOTICE
1. Install Tool (A) on the flywheel and attach a hoist.
2. Remove bolts (1) and flywheel (2) from the crankshaft. The weight of the flywheel is 72 kg
(160 lb).
3. If necessary, use a hammer and a punch in order to remove the ring gear from the flywheel.
4. Use the following removal procedures to remove flywheels that cannot be mounted to
Tooling (A) :
a. Remove eight bolts (1) .
Note: Secure the flywheel to the engine block by leaving one bolt at the top of the
flywheel. Mark the flywheel and mark the crankshaft locations for installation
purposes.
b. Install two 5/8 inch by 18 NF bolts.
c. Remove bolt (3) .
d. Slide flywheel (4) out of the flywheel housing onto bolts (2) .
5. Attach a strap and a suitable lifting device to flywheel (4) .
6. Remove bolts (2) and flywheel (4) from the engine. The weight of the flywheel is 54 kg
(120 lb).



i04406241
Flywheel - Install
SMCS - 1156-012
Table 1
Required Tools
NOTICE
Note: The ring gear must be installed with the chamfered side of the teeth upward, shown in
the inset of Illustration 1. The chamfered side of the gear teeth will be facing toward the
starting motor when the flywheel is installed to engage the starting motor correctly.
1. Heat ring gear (1) to a maximum temperature of 320 °C (608 °F). Install the ring gear.
Typical Example. Tooling (A) that is show is not what is called out in the above Table.
2. Install Tool (A) on the flywheel.
3. Install two 5/8-18 NF guide bolts in the crankshaft for alignment, if necessary.
4. Slide the flywheel onto the guide bolts. Ensure that mark (2) on the crankshaft is aligned
with mark (3) on the flywheel. Hold the flywheel in position and install the bolts. Remove
the two guide bolts and install the remaining two bolts, if necessary. Tighten the bolts to a
torque of 205 ± 27 N·m (151 ± 20 lb ft).
5. Remove Tool (A) from the flywheel.
6. Check the flywheel runout. Refer to the Testing and Adjusting, "Basic Block" topic for
more information on flywheel runout.
End By: Install the electric starting motor. Refer to Disassembly and Assembly, "Electric Starting
Motor - Remove and Install".



i02107004
Gear Group (Front) - Remove

SMCS - 1206-011
Removal Procedure
Table 1
Required Tools
Start By:
A. Remove the automatic timing advance unit. Refer to Disassembly and Assembly,
"Automatic Timing Advance - Remove".
NOTICE
1. Remove bolts (1), plate (2), and fuel pump idler gear (3) .
2. Remove the bearing from fuel pump idler gear (3) with Tooling (A) .
3. Remove bolts (4), plate (5), and camshaft gear (6) .
4. Remove the bolts that hold shield (7) in position between the fuel pump and the exhaust
manifold. Slide the shield backward from the timing cover plate.
5. Remove nuts (8) .
6. Remove bolts (10). Remove timing gear plate (9) and the gasket.



i02107019
Gear Group (Front) - Install

SMCS - 1206-012
Table 1
Required Tools
B 9S-3263 Thread Lock Compound 1
NOTICE
Note: Check the condition of the gaskets and the O-ring seals. If the gaskets or the O-ring
seals are worn or damaged, use new parts for replacement.
1. Clean the old gasket from the contact surfaces of the timing gear plate and the cylinder
block. Install a new gasket on the cylinder block. Cut the gasket even with the bottom face
of the cylinder block.
NOTICE
The bolts that hold the timing gear plate in position on the cylinder
block should have a reduced bolt head thickness. The reduced bolt
head thickness is needed for clearance for the gears.
2. Ensure that the O-ring seals are in position on the end of the fuel injection pump housing.
Put timing gear plate (9) in position on the cylinder block. Install bolts (10) .
3. Install shield (7). Install nuts (8) .
Note: After the timing gear plate is installed, ensure that the rack is free to move in the fuel
injection pump housing. The O-ring seal on the drive end of the fuel injection pump housing
can hold the rack. This can help prevent free rack movement. Rack movement can be seen
through a hole in the timing gear plate just above the mounting of the fuel pump gear. If the
rack does not move freely, remove the timing gear plate and check the O-ring seal on the
drive end of the fuel injection pump housing.
If the rack does not move freely, the engine can over speed and be
damaged. Serious personal injury may result.
Note: If idler gear shaft (11) for the fuel pump idler gear was removed, use Tooling (B) on
the threads of bolts (12) and nut (13) before reinstalling idler gear shaft (11). Tighten bolts
(12) and nut (13) to a torque of 50 ± 10 N·m (37 ± 7 lb ft).
4. Put camshaft gear (6) and plate (5) in position on the engine. Align the Mark "C" on the
camshaft gear with the Mark "C" on the crankshaft gear. Install bolts (4) and tighten bolts
(4) to a torque of 55 ± 7 N·m (41 ± 5 lb ft).
5. Use Tooling (A) in order to install the bearing in fuel pump idler gear (3). The end of the
bearing must be 3.00 ± 0.25 mm (.118 ± .010 inch) below the face of the hub of the fuel
pump idler gear.
6. Ensure that the oil hole in the shaft for fuel pump idler gear (3) is open. Install fuel pump
idler gear (3). Put plate (2) in position with the finished side facing toward fuel pump idler
gear (3). Apply Tooling (B) on bolts (1). Install bolts (1) that hold fuel pump idler gear (3)
in position.
Note: Remove excess Tooling (B) on plate (2). Excess Tooling (B) on plate (2) may flow
into the gear bearings. This condition can affect lubrication. Bearing life can also be
affected.
End By: Install the automatic timing advance unit. Refer to Disassembly and Assembly,
"Automatic Timing Advance - Install".



i00985281
Flywheel Housing - Remove and Install

SMCS - 1157-010
Removal Procedure
Table 1
Required Tools
Start By:
A. Remove the flywheel. Refer to Disassembly and Assembly, "Flywheel - Remove".

B. Remove the crankshaft rear seal. Refer to Disassembly and Assembly, "Crankshaft Rear
Seal - Remove".
NOTICE
1. Remove the bolts that hold the oil pan plate to the flywheel housing. Loosen the remaining
bolts that hold the oil pan plate in position. Put spacers between the cylinder block and the
oil pan plate. This must be done in order to prevent damage to the gasket for the oil pan
plate.
Note: If the gasket for the oil pan plate is damaged, the oil pan plate must be removed.
Refer to Disassembly and Assembly, "Engine Oil Pan Plate - Remove and Install".
2. Remove turbocharger oil drain line (1) .
3. Install Tool (A) on the flywheel housing. Fasten a hoist to Tool (A) on the flywheel
housing.
4. Remove all bolts (2) and the flywheel housing from the engine. The weight of the flywheel
housing is 37 kg (82 lb).
Table 2
Required Tools
NOTICE
1. Put the gasket in position and use a hoist to put the flywheel housing in position on the
engine.
2. Install all bolts (2) that hold the flywheel in position on the engine. Tighten the bolts to a
torque of 100 ± 14 N·m (74 ± 10 lb ft).
3. Remove Tool (A) and the hoist from the engine.
4. Install turbocharger oil drain line (1) .
5. Trim the flywheel housing gasket so the gasket is even with the bottom of the cylinder
block.
Note: If the oil pan plate was removed, install a new gasket and install the oil pan plate.
6. Apply 3S-6252 Sealant to the contact point between the oil pan plate gasket and the
flywheel housing gasket.
7. Remove the spacers that were installed between the cylinder block and the oil pan plate.
Install the bolts that hold the oil pan plate to the flywheel housing. Tighten the remaining
bolts that hold the oil pan plate to the cylinder block.
End By:
a. Install the crankshaft rear seal. Refer to Disassembly and Assembly, "Crankshaft Rear Seal -
Install".
b. Install the flywheel. Refer to Disassembly and Assembly, "Flywheel - Install".



i02107163
Housing (Front) - Remove

SMCS - 1151-011
Removal Procedure
Start By:
A. Remove the water pump. Refer to Disassembly and Assembly, "Water Pump - Remove".
B. Remove the crankshaft front seal. Refer to Disassembly and Assembly, "Crankshaft Front
Seal - Remove".
NOTICE
NOTICE

containing fluids.

1. Remove the bolts that hold the oil pan and the oil pan plate to the front housing. Loosen the
remaining bolts that hold the oil pan in position. Put spacers between the cylinder block and
the oil pan plate. This must be done in order to prevent damage to the gasket for the oil pan
plate.
Note: If the gasket for the oil pan plate is damaged, the oil pan plate must be removed.
2. Remove covers (1) and (2) from the back of the front plate.
3. Remove all bolts (3) that hold front housing (4) in position on the engine. Remove front
housing (4) and the gasket from the engine.



i02107191
Housing (Front) - Install

SMCS - 1151-012
Table 1
Required Tools
A 3S-6252 Sealant 1
NOTICE
1. Put the gasket and front housing (4) in position on the engine. Install all bolts (3) that hold
the front housing to the engine. Tighten bolts (5) to a torque of 23 ± 4 N·m (17 ± 3 lb ft).
2. Put the gasket and cover (1) in position and install the bolts that fasten cover (1) to the front
plate. Put the O-ring seal and cover (2) in position and install the bolts that fasten cover (2)
to the front plate.
3. Trim the front housing gasket so the gasket is even with the bottom of the cylinder block.
Note: If the oil pan plate was removed, install a new gasket and install the oil pan plate.
4. Apply Tooling (A) to the bottom surface of the front housing gasket. Remove the spacers
that were installed between the cylinder block and the oil pan plate. Install the bolts that
hold the oil pan and the oil pan plate to the front housing. Tighten the remaining bolts that
hold the oil pan in position.



i00974130
Engine Oil Pan - Remove and Install

SMCS - 1302-010
Removal Procedure
NOTICE
NOTICE

containing fluids.

1. Drain the engine oil from the engine into a suitable container for storage or disposal.
2. Loosen nut (4) and move the overflow tube away from the oil level gauge guide. Loosen nut
(3) and remove the oil level gauge guide from the engine.
3. Remove bolts (1) and the washers that hold the engine oil pan in position. Remove engine
oil pan (2) and the gasket from the engine oil pan plate.
NOTICE
1. Put the gasket and engine oil pan (2) in position on the engine oil pan plate. Install bolts (1)
and the washers that hold the engine oil pan in position.
2. Install the oil level gauge guide and tighten nut (3). Fasten the overflow tube to the oil level
gauge guide and tighten nut (4) .
3. Fill the crankcase with engine oil to the proper level. Refer to Operation and Maintenance
Manual, "Refill Capacities".



i01112806
Piston Cooling Jets - Remove and Install

SMCS - 1331-010
Removal Procedure
Start By:
A. Remove the crankshaft. Refer to Disassembly and Assembly, "Crankshaft - Remove".
NOTICE
1. Use a soft punch to remove piston cooling jet (1) from the cylinder block.
Table 1
Required Tools
A 6V-7772 Driver 1
NOTICE
Note: On the 3304B, the piston cooling jets are installed in the No. 2 and the No. 4 main bosses.
On the 3306B, the No. 2 and the No. 6 bosses for the main bearings have two jets. The No. 3 and
No. 5 bosses for the main bearings have one jet. A replacement is necessary if the jets are
damaged. Normally, it will only be necessary to ensure that the jets are clean.
1. Use Tool (A) to install piston cooling jet (1) with the small end first. Install the jets in the
bosses for the main bearing until the jets are against the counterbore.
2. Ensure that the passage is open after piston cooling jet (1) is installed.
End By: Install the crankshaft. Refer to Disassembly and Assembly, "Crankshaft - Install".



i00976049
Pistons and Connecting Rods - Remove

SMCS - 1225-011
Removal Procedure
Table 1
Required Tools
A 8S-2269 Ridge Reamer 1
Start By:
Install".
B. Remove the engine oil pan plate. Refer to Disassembly and Assembly, "Engine Oil Pan
Plate - Remove and Install".
C. Remove the engine oil pump. Refer to Disassembly and Assembly, "Engine Oil Pump -
Remove".
NOTICE
1. Use Tool (A) to remove the liner wear ridge from the inner surface of the cylinder liner.
2. Turn the crankshaft until two of the pistons are at the bottom center. Remove connecting rod
nuts (1) from the connecting rod. Remove connecting rod cap (2). Put identification marks
on the connecting rod and connecting rod cap. The identification marks must be on the
bearing tab side for installation purposes.
3. After connecting rod cap (2) is removed, push connecting rod (3) away from the crankshaft
until the piston rings are out of the cylinder liners. Remove piston (4) from the cylinder
block.
4. Ensure that the connecting rod and the connecting rod cap are kept as a set. Put an
identification mark on each piston in order to locate the piston in the cylinder block.
5. Repeat Steps 1 through 4 for the remaining piston and connecting rods.



i00977166
Pistons and Connecting Rods - Disassemble

SMCS - 1225-015
Table 1
Required Tools
A 7S-9470 Piston Ring Expander 1
5P-8639 Press Group 1
5P-8645 Adapter 1
6V-3029 Spacer 1
6V-2049 Adapter 1
B
1U-5230 Hand Hydraulic Pump 1
8F-0024 Hose 1
1P-2375 Connecting Coupler 1
1P-2376 Connecting Coupler 1
Start By:
A. Remove the pistons and connecting rods. Refer to Disassembly and Assembly, "Pistons and
Connecting Rods - Remove".
NOTICE
1. Remove the piston rings from the pistons with Tool (A) .
2. Remove retaining ring (3), piston pin (1) and connecting rod (2) .
3. Remove the connecting rod bearing.
4. Heat the connecting rod in an oven to a temperature of 176 to 260 °C (350 to 500 °F). Do
not use a direct flame to heat a connecting rod.
Hot oil and hot components can cause personal injury. Do not allow hot
oil or hot components to contact the skin.
5. Put 6V-3029 Spacer (11) into the base plate. Put the connecting rod on the base plate of
Tool (B) .
6. Put the connecting rod piston pin bearing end in the center of the port assembly of Tool (B).
Install pin (5) in the center of the bore for the connecting rod bearing.
7. Install 6V-2049 Adapter (9). Align the hole in the adapter with the hole in the base plate of
Tool (B) .
8. Install clamp bar (10) and clamp pin (4) .
Note: The old piston pin bearing is removed while the new piston pin bearing is installed.
9. Put the new piston pin bearing on the connecting rod. Install 5P-8645 Adapter (8) with the
tapered end of the adapter toward the piston pin bearing. The piston pin bearing joint must
be in alignment with the hole in 6V-2049 Adapter (9) and the base plate of Tool (B) .
10. Install adapter (7) from the press group on adapter (11) .
11. Use Tool (B) to push the new piston pin bearing (6) into the connecting rod. Press piston pin
bearing (6) into position until adapter (8) makes contact with the connecting rod surface.
12. Remove the connecting rod and the old piston pin bearing from Tool (B) .
13. Check the piston pin bearing bore diameter after the bearing is installed. The correct inside
diameter is 43.210 ± 0.008 mm (1.7012 ± 0.0003 inch). The clearance between the bearing
and the piston pin must not be more than 0.08 mm (0.003 inch). Refer to Special Instruction,
SMHS7295 for additional information on removing the piston pin bearings.



i00977179
Pistons and Connecting Rods - Assemble

SMCS - 1225-016
Assembly Procedure
Table 1
Required Tools
A 7S-9470 Piston Ring Expander 1
NOTICE
1. Clean the grooves of the used pistons with an acceptable tool or 1U-8811 Cleaner .
2. Install the connecting rod bearings. Ensure that the tabs on the back side of the connecting
rod bearings are in the tab grooves of the connecting rod and the connecting rod cap.
3. Install connecting rod (2) into the piston. Ensure that bearing tab slot (3) and the
identification marks are on the same side as the "V" mark on the top of the piston.
4. Lubricate piston pin (1) with clean engine oil and install piston pin (1) through the piston
and connecting rod. Install retaining ring (4) on the end of the piston pin.
5. Install the oil control ring on the piston with Tool (A) .
Note: The spring ends of the oil control ring should be assembled 180 degrees from the ring
end gap. The blue colored portion of the spring must be visible at the ring end gap.
6. Use Tool (A) to install the intermediate piston ring with the side marked "UP-2" toward the
top of the piston.
7. Use Tool (A) to install the top piston ring with the side marked "UP-1" toward the top of the
piston.
Note: The gaps in the intermediate piston ring and the top piston ring should be separated
by 120 degrees.
End By: Install the pistons and connecting rods. Refer to Disassembly and Assembly, "Pistons
and Connecting Rods - Install".



i00976704
Pistons and Connecting Rods - Install

SMCS - 1225-012
Table 1
Required Tools
A 5P-3525 Piston Ring Compressor 1
NOTICE
1. Rotate the crankshaft until the bearing journals are at the bottom center. The bearing
journals that are at the bottom center are for the piston installation.
2. Put clean engine oil on the crankshaft journals and on the inside of the cylinder liners. Put
clean engine oil on the piston rings and the connecting rod bearings.
3. Move the piston rings on the pistons until the ring openings are separated by approximately
120 degrees.
4. Put the piston in the cylinder liner with the "V" mark on the piston in alignment with the
"V" mark on the cylinder block. Put tool (A) in position on the cylinder block and compress
the piston rings.
NOTICE
The "V" mark must be visible on the piston and the cylinder block. If
the "V" mark is not visible, the piston must be installed with the relief
for the valve positioned toward the pushrod opening in the cylinder
block. Damage may result if the pistons are not installed properly.
5. Push the piston into the cylinder liner and out of the ring compressor.
6. Guide connecting rod (1) into position on the crankshaft.
7. Put clean engine oil (SAE 30) on the lower half of the connecting rod bearing and on the
connecting rod bolts.
NOTICE
8. Install connecting rod cap (2) and the nuts that secure the connecting rod cap. Torque both
of the nuts to 40 ± 4 N·m (30 ± 3 lb ft). Mark the position of the nuts. Tighten each nut for
an additional 90 degrees (1/4 turn).
9. Repeat Steps 1 through 8 for the remainder of the piston and connecting rods.
End By:
a. Install the engine oil pump. Refer to Disassembly and Assembly, "Engine Oil Pump -
Install".
b. Install the engine oil pan plate. Refer to Disassembly and Assembly, "Engine Oil Pan Plate -
c. Install the spacer plate. Refer to Disassembly and Assembly, "Spacer Plate - Remove and
install".



i00987487
Connecting Rod Bearings - Remove

SMCS - 1219-011
Removal Procedure
Start By:
Remove".
NOTICE
1. Turn the crankshaft until two of the pistons are at the bottom center. Remove connecting rod
nuts (1) from the connecting rod. Remove connecting rod cap (2) for each connecting rod.
Note: The connecting rod bolts can fall out of the connecting rods when the connecting rod
nuts are removed.
2. Remove the lower half of the connecting rod bearing from connecting rod cap (2) .
3. Carefully push the connecting rod into the cylinder liner for bearing removal. Remove the
upper half of the connecting rod bearing from the connecting rod.



i00987670
Connecting Rod Bearings - Install

SMCS - 1219-012
Table 1
A - Plastigage -
NOTICE
Note: Install the connecting rod bearings dry when the clearance checks are made. Put clean
engine oil on the connecting rod bearings for final assembly.
1. Install the upper half of the connecting rod bearing in the connecting rod.
2. Install the lower half of the connecting rod bearing in the connecting rod.
Note: Align the tabs on the back of the connecting rod bearings with the tab grooves in the
connecting rod.
3. In order to check the connecting rod bearing clearance, put Tool (A) on the connecting rod
bearing, as shown.
4. Put clean engine oil (SAE 30) on the connecting rod bolts.
NOTICE
Note: Do not turn the crankshaft when Tool (A) is positioned.
5. Ensure that connecting rod (3) is in position on the crankshaft. Install connecting rod cap (2)
and connecting rod nuts (1) on connecting rod (3) .
6. Tighten the connecting rod nuts to a torque of 40 ± 4 N·m (30 ± 3 lb ft). Mark the position
of the nuts. Tighten each nut for an additional 90 degrees (1/4 turn).
7. Remove the connecting rod cap. Measure Tool (A) on the bearing surface before Tool (A) is
removed. The clearance between the connecting rod bearing and a new crankshaft should be
0.076 to 0.168 mm (.0025 to .0066 inch). The clearance between the connecting rod bearing
and a used crankshaft should be 0.25 mm (0.01 inch).
8. Install connecting rod cap (2) and connecting rod nuts (1) on connecting rod (3). Repeat
Step 6 in order to tighten the nuts.
End By:
Install".



i05977048

SMCS - 1203-535; 1219-535
Table 1
Required Tools
198-9142 0.025 to 0.076 mm 1
(0.001 to 0.003 inch)
Plastic Gauge (Red)
198-9143 0.051 to 0.152 mm 1
(0.002 to 0.006 inch)
A
198-9144 0.102 to 0.229 mm 1
(0.004 to 0.009 inch)
198-9145 0.230 to 0.510 mm 1
(0.009 to 0.020 inch)
NOTICE
NOTICE
surfaces.
remembered:
1.
Typical Example
clearances.



i01005265
Vibration Damper and Pulley - Remove and Install

SMCS - 1205-010
Removal Procedure
Table 1
Required Tools
FT-0915 Adapter 1
0S-1590 Bolt 6
5F-7342 Adapter 2
5F-7369 Puller Leg 2
A 3H-0465 Push Puller Plate 4
1B-4207 Full Nut 2
4C-4865 Hand Hydraulic Pump 1
Start By:
A. Relieve the tension on the drive belt and remove the drive belt.
NOTICE
1. Remove bolt (1) and washer (2) from the crankshaft. Install spacers (4) on bolt (1). Add
spacers in order to obtain approximately 3.18 mm (0.125 inch) of clearance between washer
(2) and vibration damper (3). Install bolt (1), washer (2) and spacers (4) .
2. Install Tool (A), as shown. Loosen vibration damper (9) from the crankshaft.
3. Remove Tool (A), bolt (1), washer (2), spacers (4) and vibration damper (3) from the
crankshaft.
NOTICE
Note: Inspect the vibration damper for leaks and dents. If either condition exists, replace the
vibration damper with a new part.
1. Put vibration damper (1) in position on the crankshaft and install washer (2) and bolt (3) .
Note: The flat side of washer (2) must be installed facing vibration damper (1) .
2. Tighten bolt (3) to a torque of 284 to 340 N·m (210 to 250 lb ft). Hit bolt (3) with a hammer
and torque the bolt again to 284 to 340 N·m (210 to 250 lb ft).
End By: Install the drive belt and apply the correct tension.



i04880697
Valve Mechanism Cover - Remove and Install

SMCS - 1107-010
3304B Removal Procedure
NOTICE
1. Loosen hose clamp (5) and remove the hose from breather cap (3) .
2. Remove bolt (1) and remove breather cap (3) .
3. Remove bolts (4) and the washers that hold valve mechanism cover (2) in position. Remove
valve mechanism cover (2) and the gasket.
NOTICE
1. Remove bolt (1) and breather cap (3) from valve mechanism cover (2) . Remove the O-ring
seal from breather cap (3) .
2. Remove bolts (4) and the washers that hold valve mechanism cover (2) in position. Remove
valve mechanism cover (2) and the gasket.
3304B Installation Procedure
NOTICE
Note: Check the condition of the gasket. If the gasket is worn or damaged, use new parts for
replacement.
1. Install a new gasket for valve mechanism cover (2) . Apply 5H-2471 Adhesive on the
surfaces of the gasket and valve mechanism cover (2) . Place valve mechanism cover (2) in
position on the cylinder head.
2. Install bolts (4) that hold valve mechanism cover (2) . Tighten the bolts in a numerical
sequence to a torque of 16 ± 3 N·m (12 ± 2 lb ft).
3. Install the hose on breather cap (3) and tighten hose clamp (5) .
NOTICE
Note: Check the condition of the gasket and O-ring seals. If the gasket or the O-ring seals
are worn or damaged, use new parts for replacement.
1. Install a new gasket for valve mechanism cover (2) . Put valve mechanism cover (2) in
position on the cylinder head.
2. Install the washers and bolts (4) that hold valve mechanism cover (2) in position. Tighten
the bolts in a numerical sequence to a torque of 16 ± 3 N·m (12 ± 2 lb ft). Use the numerical
sequence that is shown in illustration 7.
3. Put the O-ring seal and breather cap (3) in position. Install the washer and bolt (1) . Tighten
bolt (1) to a torque of 14 ± 3 N·m (10 ± 2 lb ft).



i00921540
Compression Brake - Remove

SMCS - 1119-011
Removal Procedure
Start By:
NOTICE
1. Remove four bolts (1). Disconnect wires (2) and (3) .
2. Remove Compression Brake (A) by lifting Compression Brake (A) with one hand. Remove
Compression Brake (A) while you hold oil tube (4) in order to ensure that oil tube (4) does
not come out of Compression Brake (B) .
3. Remove Compression Brake (B) .



i00921740
Compression Brake - Disassemble

SMCS - 1119-015
Start By:
A. Remove the Compression Brake. Refer to Disassembly and Assembly, "Compression Brake
- Remove".
NOTICE
1. Remove oil tubes (1) and (2). Remove the O-ring seals.
2. Remove snap ring (7), cup (6), spacer (5), springs (4) and (3) and piston (8) .
3. Remove three retaining rings (13). Remove clip (12), springs (11) and (10) and piston (9)
from three locations on the Compression Brake.
4. Remove three bolts (15), washers (16), clips (17) and piston (14) .



i00921835
Compression Brake - Assemble

SMCS - 1119-016
Assembly Procedure
NOTICE
1. Install piston (14), clips (17), washers (16) and three bolts (15) .
2. Install piston (9), springs (10) and (11) and clip (12) on three locations on the Compression
Brake. Install three retaining rings (13) .
3. Install piston (8), springs (3) and (4), spacer (5), cup (6) and snap ring (7) .
4. Install the O-ring seals. Install oil tubes (1) and (2) .
End By: Install the Compression Brake. Refer to Disassembly and Assembly, "Compression
Brake - Install".



i00921612
Compression Brake - Install

SMCS - 1119-012
NOTICE
1. Install Compression Brake (B) and oil tube (4) .
2. Install Compression Brake (A) .
3. Connect wires (3) and (2). Install four bolts (1) .
End By: Install the valve mechanism cover. Refer to Disassembly and Assembly, "Valve



i00999978
Rocker Shaft and Pushrod - Remove

SMCS - 1102-011; 1208-011
Removal Procedure
Start By:
NOTICE
1. Remove six bolts (3) and rocker shaft assembly (2). Remove the O-ring seal from the rear
rocker shaft support.
2. Put identification marks on pushrods (1) in order to identify the location of the pushrods in
the engine. Remove pushrods (1) from the engine. Repeat this process for each pushrod.



i01001004
Rocker Shaft - Disassemble

SMCS - 1102-015
Start By:
A. Remove the rocker shaft and pushrods. Refer to Disassembly and Assembly, "Rocker Shaft
and Pushrods - Remove".
NOTICE
1. Remove O-ring seal (1) from the rear support bracket.
Note: Replace the O-ring seal when the head bolt is removed from the rear rocker shaft
support.
2. Remove retainer ring (6), washer (5), spring (4), washer (3) and rocker arm (2). Note the
number of washers (3) that are used at both ends of the shaft. Remove rocker arms (2) from
each end of the rocker shaft.
3. Remove the pin from the rear rocker shaft support (7) with a hammer and a suitable punch.
Remove rear rocker shaft support (7) .
4. Remove the remaining rocker arms, springs, washers and rocker shaft supports.
5. Remove the plugs from each end of the shaft, if necessary.



i01138110
Rocker Shaft - Assemble

SMCS - 1102-016
Assembly Procedure
NOTICE
NOTICE

containing fluids.

1. Install rocker arms (4), supports (1), washer (5) and springs (2) on the rocker shaft.
2. Install rear rocker shaft support (6) on the rocker shaft. Ensure that the hole in the rear
rocker shaft support is aligned with the hole in the rocker shaft.
3. Install pin (3) through the rocker shaft support and the rocker shaft with a hammer.
4. Pin (3) must extend 9.60 mm (.378 inch) above the rocker shaft support.
5. Install O-ring seal (7). Install rocker arm (4), washer (8), springs (9), washer (10) and
retainer ring (11) .
Note: Make sure that the correct number of washers (8) are installed on the shaft.
6. Install the plugs in each end of the rocker shaft if the plugs were removed.
End By: Install the rocker shaft and pushrods. Refer to Disassembly and Assembly, "Rocker Shaft
and Pushrods - Install".



i07085956
Rocker Shaft and Pushrod - Install

SMCS - 1102-012; 1208-012
NOTICE
1. Loosen adjusting screws (3). This will prevent a bent valve or a bent pushrod during the
installation of the rocker shaft assembly. Install pushrods (2) and ensure that the pushrods
are seated in the valve lifters.
2. Install rocker shaft assembly (1) in position on the cylinder head.
NOTICE
Ensure that the dowels on each end of the rocker shaft assembly are in
alignment with the holes in the cylinder head.
Note: Replace the O-ring seal when the bolt toward the rear of the engine is installed in the
rocker shaft support.
3. Apply 6V-4876 Lubricant on the threads of six bolts (4) except for the bolt that passes
through the rear rocker shaft support (bolt (6) in Illustration 3). Install six bolts (4) in the
rocker shaft assembly.
4. Refer to Illustration 3. Tighten six bolts (4) for the rocker shaft, as follows:
a. Tighten all the bolts in the numerical sequence to a torque of 155 N·m (115 lb ft).
b. Tighten all the bolts in the numerical sequence to a torque of 250 ± 17 N·m
(185 ± 13 lb ft).
c. Tighten all the bolts again in the numerical sequence to a final torque of
250 ± 17 N·m (185 ± 13 lb ft).
5. The assembled length of the springs at both ends of the rocker shaft must be 1.50 ± 0.25 mm
(.059 ± .010 inch). Remove the washers or install the washers behind the springs to change
the assembled length of the springs.
6. Adjust the inlet valve lash to 0.38 ± 0.08 mm (.015 ± .003 inch) and adjust the exhaust valve
lash to 0.64 ± 0.08 mm (.025 ± .003 inch). Refer to Testing and Adjusting, "Air Inlet and
Exhaust System" for more information on setting the valve lash. Tighten the locknuts for the
adjusting screws (3) to a torque of 29 ± 7 N·m (21 ± 5 lb ft). Refer to Specifications, "Valve
Rocker Arms and Lifters".
End By:
a. Install the valve mechanism cover. Refer to Disassembly and Assembly, "Valve Mechanism



i01042782
Lifter Group - Remove and Install

SMCS - 1209-010
Removal Procedure
Table 1
Required Tools
A 1U-7262 Telescoping Magnet 1
Start By:
Install".
NOTICE
1. Use Tool (A) to remove valve lifter (1), as shown. Put identification marks on the valve
lifters for installation purposes.
2. Repeat Step 1 for the remainder of the valve lifters.
3. Check the diameter of the valve lifters. The diameter of a new valve lifter must be 33.285 ±
0.015 mm (1.3105 ± 0.0005 inch). The diameter of the bore in the cylinder block for a new
valve lifter must be 33.388 ± 0.050 mm (1.3145 ± 0.0020 inch). The maximum permissible
clearance between the valve lifter and the valve lifter bore in the cylinder block must be
0.30 mm (0.012 inch).
Table 2
Required Tools
A 1U-7262 Telescoping Magnet 1
1. Put 8T-2998 Lubricant on valve lifter (1) prior to installation. Install valve lifter (1) with
Tool (A) in the original location in the cylinder block.
2. Repeat Step 1 for the remainder of the valve lifters.
End By: Install the spacer plate. Refer to Disassembly and Assembly, "Spacer Plate - Remove and
Install".



i01041426
Exhaust Manifold - Remove and Install

SMCS - 1059-010
Removal Procedure
Start By:
A. Remove the turbocharger. Refer to Disassembly and Assembly, "Turbocharger - Remove".
NOTICE
1. Remove two nuts (1), the washers and the heat shield from the exhaust manifold.
2. Remove bolt (3) from the bracket that holds two of the fuel injection lines in position.
Loosen nuts (2) and (4) and remove the two fuel injection lines from the engine. Put
protective caps on the fuel injectors and put protective caps on the fuel injection pump in
order to prevent contamination.
3. Remove the remaining ten exhaust manifold nuts (5) and the large washers. Remove
exhaust manifold (6).
4. Remove three exhaust manifold gaskets (7) from the cylinder head and the twelve exhaust
manifold studs, if necessary. Make sure that the position of the two longer studs are marked
for proper installation.
Table 1
Required Tools
Tool Part Number Description Qty
A 5P-0144 Fuel Line Socket 1
NOTICE
1. If the twelve exhaust manifold studs were removed, apply 5P-3931 Anti-Seize Compound
to both ends of the exhaust manifold studs and install the studs in the cylinder head. Make
sure that the two longer studs are installed in the correct position. Tighten the studs to a
torque of 27 ± 4 N·m (20 ± 3 lb ft).
2. Put three exhaust manifold gaskets (7) in position on the cylinder head.
3. Install exhaust manifold (6). Install ten washers and nuts (5). The two longer studs are for
the installation of the heat shield. Tighten exhaust manifold nuts (5) to a torque of 47 ± 4
N·m (35 ± 3 lb ft).
4. Remove the protective caps from the fuel injectors and the fuel injection pump. Put the fuel
injection lines in position and tighten nuts (2) and (4) finger tight. Install bolt (3) in the
bracket that holds the fuel injection lines in position. Tighten nuts (3) and (4) with Tool (A)
to a torque of 40 ± 7 N·m (30 ± 5 lb ft).
5. Install the two large washers and the spacers on the two remaining exhaust manifold studs.
Install heat shield (1) and the remaining two washers and exhaust manifold nuts that fasten
heat shield (1) to the exhaust manifold. Tighten the two nuts to a torque of 47 ± 4 N·m (35 ±
3 lb ft).
6. Prime the fuel system. Refer to the Operation and Maintenance Manual, "Fuel system -
Prime" topic (Maintenance Section).
End By: Install the turbocharger. Refer to Disassembly and Assembly, "Turbocharger - Install".



i01041426
Exhaust Manifold - Remove and Install

SMCS - 1059-010
Removal Procedure
Start By:
NOTICE
1. Remove two nuts (1), the washers and the heat shield from the exhaust manifold.
2. Remove bolt (3) from the bracket that holds two of the fuel injection lines in position.
Loosen nuts (2) and (4) and remove the two fuel injection lines from the engine. Put
protective caps on the fuel injectors and put protective caps on the fuel injection pump in
order to prevent contamination.
3. Remove the remaining ten exhaust manifold nuts (5) and the large washers. Remove
exhaust manifold (6).
4. Remove three exhaust manifold gaskets (7) from the cylinder head and the twelve exhaust
manifold studs, if necessary. Make sure that the position of the two longer studs are marked
for proper installation.
Table 1
Required Tools
Tool Part Number Description Qty
NOTICE
1. If the twelve exhaust manifold studs were removed, apply 5P-3931 Anti-Seize Compound
to both ends of the exhaust manifold studs and install the studs in the cylinder head. Make
sure that the two longer studs are installed in the correct position. Tighten the studs to a
torque of 27 ± 4 N·m (20 ± 3 lb ft).
2. Put three exhaust manifold gaskets (7) in position on the cylinder head.
3. Install exhaust manifold (6). Install ten washers and nuts (5). The two longer studs are for
the installation of the heat shield. Tighten exhaust manifold nuts (5) to a torque of 47 ± 4
N·m (35 ± 3 lb ft).
4. Remove the protective caps from the fuel injectors and the fuel injection pump. Put the fuel
injection lines in position and tighten nuts (2) and (4) finger tight. Install bolt (3) in the
bracket that holds the fuel injection lines in position. Tighten nuts (3) and (4) with Tool (A)
to a torque of 40 ± 7 N·m (30 ± 5 lb ft).
5. Install the two large washers and the spacers on the two remaining exhaust manifold studs.
Install heat shield (1) and the remaining two washers and exhaust manifold nuts that fasten
heat shield (1) to the exhaust manifold. Tighten the two nuts to a torque of 47 ± 4 N·m (35 ±
3 lb ft).
6. Prime the fuel system. Refer to the Operation and Maintenance Manual, "Fuel system -
End By: Install the turbocharger. Refer to Disassembly and Assembly, "Turbocharger - Install".



i01117604
Turbocharger - Remove
SMCS - 1052-011
Removal Procedure
NOTICE
NOTICE

containing fluids.

1. Remove bolt (2) and the clamp that holds the oil supply tube and the oil drain tube in
position.
2. Remove two bolts (1) that hold the oil supply tube to the turbocharger. Remove two bolts
(3) that hold the oil drain tube to the turbocharger.
3. On the 3304B, loosen the two hose clamps and remove the hose from the turbocharger.
Slide the hose onto the pipe that goes to the cylinder head.
4. Loosen nut (4) and remove the oil supply tube from the engine.
5. Loosen four bolts (6) and the nuts that hold turbocharger (5) to the exhaust manifold.
Remove turbocharger (5) and the gasket from the exhaust manifold. Remove oil drain tube
(7) from the engine and check the O-ring seal for damage. If the O-ring seal is worn or
damaged, use a new part for replacement.



i01009195
Turbocharger - Disassemble
SMCS - 1052-015
Table 1
Required Tools
A 9S-6363 Turbocharger Fixture Group 1
Start By:
NOTICE
1. Install the turbocharger onto Tool (A) .
2. Apply alignment marks to the two housings and the cartridge assembly for correct
alignment during assembly.
3. Loosen clamp (3) and remove compressor housing (4) from cartridge assembly (2) .
4. Loosen the remaining clamp on turbine housing (1) and remove cartridge assembly (2) from
the turbine housing.



i01009564
Turbocharger - Assemble
SMCS - 1052-016
Assembly Procedure
Table 1
Required Tools
A 9S-6363 Turbocharger Fixture Group 1
NOTICE
1. Put cartridge assembly (2) in position on turbine housing (1). Make sure that the
identification marks are in alignment. Tighten the clamp that secures cartridge assembly (2)
to turbine assembly (1) to a torque of 14 ± 1.1 N·m (125 ± 10 lb in).
2. Put compressor housing (4) in position on cartridge assembly (2). Make sure that the
identification marks are in alignment. Tighten clamp (3) that secures compressor housing
(4) to cartridge assembly (2) to a torque of 14 ± 1.1 N·m (125 ± 10 lb in).
3. Remove the turbocharger from Tool (A) .



i01117656
Turbocharger - Install
SMCS - 1052-012
NOTICE
Note: Check the condition of the gaskets and the O-ring seals. If the gaskets or the O-ring
seals are worn or damaged, use new parts for replacement.
1. Install oil drain tube (7) on the engine. Position the gasket and turbocharger (5) on top of the
exhaust manifold and install four bolts (6) and the nuts.
2. Install the gasket and two bolts (3) that hold the oil drain tube to the turbocharger. Put the
oil supply tube in position and install the gasket and two bolts (1) that hold the oil supply
tube to the turbocharger. Tighten nut (4) .
3. On the 3304B, slide the hose into position on the turbocharger and the pipe that goes to the
cylinder head. Tighten the hose clamp.
4. Install the clamp that holds the oil supply tube and the oil drain tube in position and install
bolt (2) .


Systems Operation
120G, 130G & 140G MOTOR GRADER AIR SYSTEM & BRAKES
Systems Operation
SMCS - 1052-012
Introduction
Schematic Of Air System And Brakes With Two Section Air Tank And Dual Brake Control Valve
(1) Service brakes (four) (2) Tee (3) Junction block (4) Air compressor governor (5) Air compressor (6) One-way check
valve (7) Parking brake valve (8) Dual brake control valve for service brakes (9) Junction block (10) Air relief valve
(11) One-way check valve (12) Air warning pressure switches (13) Drain plugs (14) Air tank (15) One-way check valve
(16) Air relief valve (17) Rotochamber for parking brake (18) Quick release valve (19) Junction block (20) Air pressure
gauges (21) Solenoid (22) Centershift lock control valve (23) Stop light switch (24) Centershift lock (25) One-way
check valve
Reference: For Specifications with illustrations, make reference to the Specifications for 120G,
130G and 140G Motor Graders Air System and Brakes, Form SENR3607. If the Specifications
given in Form SENR3607 are not the same as given in the Systems Operation and the Testing And
Adjusting, look at the printing date on the back cover of each book. Use the Specifications given in
the book with the latest date.
If the TROUBLESHOOTING gives an indication of leakage through a control valve(s), disconnect

the delivery hose at the end opposite the delivery port (disconnect signal hoses when checking
control valve for service brakes). Put the end of the hose in a pan of water to check for leakage.
The brake system is activated by air pressure. Air compressor (5) sends pressure air to air tank (14)
through the one-way check valves (11) and (15). The air tank is divided into two separate sections.
Each section has a safety valve and a drain valve.
Pressure air goes from dual brake control valve (8) to activate the brakes. In case of a failure in a
line or one of the circuits, one section of the air tank will still have pressure air to engage the brakes
on one drive tandem.
Air Tank
(11) One-way check valve (14) Air tank (15) One-way check valve
Service Brakes
Four disc-type brakes, one in each wheel spindle housing, are used for the service brake system. The
cooling of the brakes is through the oil in the drive tandems. The service brakes are activated by air
pressure.
Typical Example Gauge Panel

(20) Air pressure gauges
Air from both sections of air tank (14) goes to dual brake control valve (8) for the service brakes.
Control Valve For Service Brakes

(8) Dual brake control valve (23) Stoplight switch
Pushing the brake pedal on the dual brake control valve (8) sends an air signal to let part of the
pressure air from the air tank go to the brakes. The position of the brake pedal controls the amount
of the air signal. When the brake pedal is held in the brake ON position, dual brake control valve (8)
stops the air signal to the brakes. Pressure air is held in the brakes to keep the brakes in the brake
ON position.
When the brake pedal is released the air signal is released through the dual brake control valve. With
no air signal in the lines to the brakes the brakes are released.
Parking Brake
A disc-type brake in the front part of the transmission housing is used as the parking brake.
Rotochamber (17) on the side of the transmission activates the brake. The parking brake is air
released and spring engaged.
Air from the dual brake control valve (8) goes through one-way check valve (6). When the parking
brake lever is pulled to the rear, pressure air goes through the parking brake valve (7).
Typical Example Rotochamber For Parking Brake

(17) Rotochamber
Air then goes through the quick release valve into rotochamber (17). The pressure air moves the rod
and rod end. The rod end is connected to a lever on the front of the transmission housing. This lever
is connected to the parking brake piston in the transmission. As the rotochamber moves the rod end
and the lever down, the piston is turned to release the disc-type brake. The one-way check valve
prevents the parking brake from engaging if air pressure to the control valve is low.
When the lever is pushed forward to the PARK position, the inlet port in valve (7) for the parking
brake closes and the exhaust port opens to release the air in the line to quick release valve (18). The
exhaust port of the quick release valve then opens to release the air in the rotochamber. With no
pressure air in the rotochamber, the spring force moves the rod and rod end out of the rotochamber.
This moves the lever on the transmission to engage the parking brake.
Lever For Parking Brake In Park Position
When the machine is stopped and the lever is pushed to the PARK position, the transmission shift
lever is held in the NEUTRAL position. In an emergency, when the machine is being operated, the
lever can be pushed to the PARK position.
This will engage the parking brake and also move the transmission shift lever to the NEUTRAL
position.
Centershift Lock
The location of centershift lock (24) is on the front of the link bar. When the lock pin is not engaged
with the lock plate, the link bar and the circle can be moved to put the blade in the correct position
for the job application.
Typical Example Centershift Lock

(24) Centershift lock
Centershift control valve (22) is on the console to the right of the seat. This control valve controls
the flow of air to the lock pin. The machine is normally operated with the control valve in the LOCK
position. Since the lock pin can not be seen by the operator, indicators on the rear of the lock plate
show the operator when the lock pin is in alignment with the correct hole in the lock plate.
Centershift Indicators
Air from the dual brake control valve (8) goes to centershift control valve (22). In the LOCK
position, air goes through the valve to the spring side of the piston in the lock pin housing. The force
of the springs and the pressure air hold the lock pin in the LOCK position. In order to move the link
bar and the circle to another location, the lever on centershift control valve (22) first must be moved
to the INDEX position. This releases the air from the spring side of the piston. The lever is then
moved to the RETRACT position. Pressure air is sent to the other side of the piston to pull the lock
pin out of the lock plate against the force of the springs. The centershift cylinder and the lift
cylinders are then operated to move the link bar and the circle to the desired location. The one-way
check valve (25) prevents the centershift lock from operating if air pressure to control valve is low.
When the lock pin is near the correct hole in the lock plate, the lever on the control valve is moved
back to the INDEX position. This releases the pressure air holding the lock pin away from the lock
plate. When the lock pin is in alignment with the correct hole, the spring force will push the lock pin
part of the way into the lock plate. The lever on the centershift control valve is then moved to the
LOCK position to again send pressure air to the spring side of the piston. The spring force and the
pressure air will then fully engage the lock pin in the lock plate.
Control Lever For Centershift Control Valve
Electric Warning System

The warning system has three separate circuits. The main circuit has an electric buzzer and an
indicator light (26) for low air pressure. Two pressure switches (12), one on each section of dual
brake control valve for service brakes are connected to the buzzer and the indicator light. In case of
a failure in either half of the air system, one of the pressure switches will close at approximately 517
kPa (75 psi). This completes a circuit to operate the buzzer and the indicator light. The operator can
then safely stop the machine and look at air pressure gauges (20) on the front of the engine
compartment to see which part of the system has the failure.
NOTE: The electric buzzer is under the panel to the right of the seat.
Warning Lights
(26) Indicator light for service brakes
The last circuit is for the brake lights. A stoplight switch is in the line from dual brake control valve
(8) for service brakes to one of the lines to the brakes. When the foot pedal is pushed, the stoplight
switch closes. This completes a circuit to operate brake lights.
Each warning circuit is connected to the battery through a separate fuse in the fuse box.
Air Compressor And Governor

The engine operates air compressor (5) through the timing gears. The air compressor governor (4)
controls the system air pressure.
The governor keeps the air pressure in the system constant. When the engine is started, the
compressor runs until the pressure in the system is at the cutout setting of 930 ± 34 kPa (135 ± 5
psi). At this setting, pressure air moves the governor piston to let air go through the governor to the
unloading valves in the compressor. Pressure air holds the unloading valves open to stop the flow of
air from the compressor.
When the system air pressure is at the cut-in setting of 758 kPa (110 psi) min the force of the
governor spring moves the governor piston to stop the flow of air to the unloading valves. The
unloading valves close and the compressor again sends pressure air to the system.
Typical Example Air Compressor And Governor

(5) Air compressor (4) Air compressor governor

Right Brake Application
When the brake pedal is pushed, plunger (1) puts force on spring seat (3), rubber spring (4) and
piston (5). The seat (6) seats on inlet and exhaust valve (9) and closes exhaust passage (7). Inlet and
exhaust valve (9) is moved off seat (8) to let pressure air from supply port (11) go out delivery port
(10) to the brakes for the right side of the machine.
NOTE: Because of the small amount of pedal movement and air needed to move the relay piston
(12), the brakes for the left side of the machine are applied almost the same time, (almost
simultaneous) as the brakes for the right side of the machine.
Left Brake Application

When the inlet and exhaust valve (9) is moved off of its seat (8), exhaust seat (14) seats on inlet and
exhaust valve (20) and closes exhaust passage (15). Inlet and exhaust valve (20) is moved off seat
(19) to let air from supply port (17) go out delivery port (18) to the brakes for the left side of the
machine.
Releasing the Brakes

When the brake pedal is released, mechanical force is removed from the spring seat (3), rubber
spring (4) and piston (5). Air pressure and spring force moves piston (5) which in turn moves relay
piston (12) by way of screw (2). Seat (6) is moved away from inlet and exhaust valve (9). Inlet and
exhaust valve (9) moves into contact with seat (8) and air pressure in the lines to the brakes for the
right side of the machine goes through the center of the valve and out the exhaust port (21) and the
brakes for the right side of the machine are released. At the same time, exhaust seat (14) moves
away from inlet and exhaust valve (20) and inlet and exhaust valve moves into contact with seat
(19). Passage (15) is closed off to stop air flow from supply port (17) to delivery port (18). Air
pressure in the lines to the bakes for the left side of the machine goes through the center of the inlet
and exhaust valve (20) and out the exhaust port (21) and the brakes for the left side of the machine
are released.
Loss of Brakes for Left Side

Should air pressure in the circuit for the brakes on the left side of the machine be lost, the circuit for
the brakes on the right side of the machine will still provide for brakes on the right side of the
machine.

(1) Plunger (2) Screw (3) Spring seat (4) Rubber spring (5) Piston (6) Seat (7) Exhaust passage (8) Seat (9) Inlet and
exhaust valve (10) Delivery port (11) Supply port (12) Relay piston (13) Spring (14) Exhaust seat (15) Exhaust passage
(16) Spring (17) Supply port (18) Delivery port (19) Seat (20) Inlet and exhaust valve (21) Exhaust port
Loss of Brakes for Right Side

Should air pressure in the circuit for the brakes on the right side of the machine be lost, the brakes
for the left side of the machine can still be applied. As the brake pedal is pushed, and there is no air
pressure at supply port (11) and delivery port (10), there will be no brakes for the right side of the
machine. Piston (5) will mechanically move relay piston (12) to close inlet and exhaust valve (20)
and let air pressure from supply port (17) go out delivery port (18) to the brakes for the left side of
the machine.
Brakes Balanced (Right Side)

When the air pressure at the delivery port (10) is the same as the mechanical force of the brake
pedal, piston (5) will move and the inlet and exhaust valve (9) will close and stop the flow of air
from supply port (11). The inlet and exhaust valve (20) will stay closed and will not let air pressure
go out through exhaust port (21).
Brakes Balanced (Left Side)
When the air pressure under relay piston (12) is near the air pressure on top of it, the relay piston
(12) moves to close the passage (15) and stops the flow of air from supply port (17) to delivery port
(18). Exhaust port (21) will stay closed as the air pressure for the brakes on the left side of the
machine becomes the same as the air pressure for the brakes on the right side of the machine.
When brake applications are made gradual, a balance position in the section for the brakes on the
right side of the machine is reached when the air pressure at the delivery port (10) is the same as the
pressure of the operator's foot on the pedal. A balance position is reached in the section for the
brakes on the left side of the machine when the air pressure under the relay piston (12) gets close
(approaches) the air pressure above the relay piston (12).
When the brake pedal is pushed all the way down, both the inlet and exhaust valves (9) and (20) are
open and full air pressure for the air tanks go to the brakes for both sides of the machine.
Service Brakes
The power from the differential is through drive chain (3) to sprocket (1). The sprocket turns wheel
spindle (5), hub (2) and discs (8) in wheel spindle housing (13). The drive wheels are connected to
flange (14) of wheel spindle (5).
The disc-type brakes, one in each wheel spindle housing, are operated by air pressure from the
service brake control valve. Each brake is made up of discs (7) connected to spindle housing (13)
and discs (8) connected to hub (2). The cooling of the brakes is through the oil in the drive tandems.
Pressure air goes through port (10) into air compartment (9). Air then moves piston (11) against
discs (7) and (8). The piston pushes the discs against cover (6). As the air pressure becomes higher,
the force of piston (11) pushing against the discs causes friction between the discs. As the friction
becomes greater, discs (8), hub (2) and wheel spindle (5) will start to slow down, since discs (7) and
wheel spindle housing (13) cannot turn. This is the brake ON position, but the brakes are not fully
engaged.
If the operator pushes the foot brake pedal down completely, the control valve for the service brakes
will send a large air signal to let the air pressure in air compartment (9) become higher. The friction
between discs will then become great enough to stop discs (8), hub (2) and wheel spindle (5).
120G Motor Grader 4HD00001-UP (MACHINE) POWERED BY 3304 Engine(SE... Page 10 of 17
Typical Example Service Brakes

(1) Sprocket (2) Hub (3) Drive chain (4) Shims (5) Wheel spindle (6) Cover (7) Discs (connected to spindle housing) (8)
Discs (connected to hub) (9) Air compartment (10) Inlet port (11) Piston (12) Spring (13) Wheel spindle housing (14)
Flange (part of wheel spindle)
Wheel Spindle Housing

(10) Inlet port (13) Wheel spindle housing
When the operator releases the foot brake pedal, the pressure air in air compartment (9) is released
through port (10) to the exhaust port in the relay valves. Spring (12) then pushes piston (11) back to
the brake OFF position. Discs (8) are again free to turn between discs (7).
Control Valve For Parking Brake

The location of the control valve for the parking brake is under the console for the transmission shift
lever. The safety lever between slots for the transmission shift lever operates the control valve.

(1) Piston (2) Stem (3) Chamfer on stem (4) Spring (5) Supply port (6) Exhaust port (7) Delivery port
The flow of air is through a one-way check valve to supply port (5). When the parking brake lever is
pulled to the rear of its slot, piston (1) is moved into the control valve. The piston pushes stem (2)
down to open a passage from supply port (5) to delivery port (7). Chamfer (3) closes the opening
from delivery port (7) to exhaust port (6). Pressure air goes through the control valve through the
quick release valve to the rotochamber. Pressure air in the rotochamber then releases the parking
brake.
When the lever is pushed to the PARK position, spring (4) moves stem (2) and piston (1) up to stop
the flow of air to delivery port (7). This opens the passage from the delivery port to exhaust port (6).
Air in the line to the quick release valve is released through the exhaust port. Pressure air in the
rotochamber is then released through the quick release valve. The spring in the rotochamber can
then engage the parking brake.
Quick Release Valve

The quick release valve is connected to the inlet port of the rotochamber for the parking brake. The
line from the delivery port of the control valve for the parking brake is connected to inlet port (4) on
the quick release valve.
The quick release valve is used to shorten the time needed to release the parking brake. It is used to
let the air out of the brake chamber sooner. Air is released through the exhaust port (7) in the quick
release valve so it does not have to go back to the control valve for the parking brake to get out.
Operation
The quick release valve has three normal positions during operation. These positions are the
APPLICATION position (when air under pressure goes through the valve into the brake chamber),
the HOLD position (when pressure is kept in the brake chamber) and the EXHAUST position (when
air in brake chamber is being let out).
Quick Release Valve In Applied Position

(1) Outlet port to brake chamber (2) O-ring seal (3) Cover (4) Inlet port (5) Diaphragm (6) Body (7) Exhaust port (8)
Plug
When the brake control valve is opened, air under pressure enters inlet port (4) of quick release
valve and moves diaphragm (5) down, to close exhaust port (7). The outer edges of the diaphragm
are deflected downward allowing air under pressure to pass through outlet port (1) to brake chamber,
applying the brake. One quick release valve is shown. On the left valve, plug (8) is in opposite brake
port.
Quick Release Valve In Hold Position
As soon as brake chamber pressure below the diaphragm is equal to brake valve pressure above the
diaphragm, the edge of the diaphragm (5) moves up against the body. The center of the diaphragm
continues to cover exhaust port (7). This is the HOLDING position.
Quick Release Valve In Exhaust Position
When brake control valve is CLOSED, line pressure on top of diaphragm is released. The brake
chamber pressure below center of the diaphragm raises it, opening exhaust port (7) and permitting
brake chamber air to be released to atmosphere.
The diaphragm again assumes HOLDING position as soon as pressure above and below it is
equalized.
Use a nonflammable cleaning solvent to clean any accumulations of grease and dirt from the area of
the quick release valve.
Disassemble quick release valve and inspect diaphragm (5) for wear or cracking. Contact surface of
the diaphragm should be free of pits or grooves.
Inspect seats on body (6) and cover (3).
Parking Brake
The location of the parking brake is around the No. 7 clutch in the planetary group of the
transmission. The parking brake is made up of piston (1), plates (4) and discs (5). Discs (5) are
connected to ring gear (8) of the No. 7 clutch. Plates (4) are connected to housing (6) by pins and
can not turn. Ring gear (8) is connected to the pinion in the differential. Lever (11) is connected to
another lever inside of the transmission housing. This lever fits in a slot in piston (1).
In the PARK position, no pressure air is available to rotochamber (12). The spring in the
rotochamber will move lever (11) up. This causes the lever inside of the transmission to turn piston
(1). As the piston turns, balls (10) move up the taper of inserts (9). The piston is moved into contact
with plates (4) and discs (5). The piston pushes the plates and discs against housing (6). As the
friction between the plates and discs becomes greater, ring gear (8) is stopped. Since the ring gear is
connected to the pinion in the differential through output flange (7), the machine can not move.
Parking Brake In Planetary Group Of Transmission

(1) Piston (2) Plunger (3) Spring (4) Plates (5) Discs (6) Housing (7) Output flange (8) Ring gear of No. 7 clutch (9)
Inserts (10) Balls
When the control lever is moved to the brake OFF position, pressure air is available to rotochamber
(12). The pressure air, working against the force of the spring in the rotochamber, will move the
lever (11) down. This causes the lever inside of the transmission to move piston (1) away from
plates (4) and discs (5). Discs (5) are then free to rotate with ring gear (8).
Lever To Parking Brake

(11) Lever (12) Rotochamber
Rotochamber For Parking Brake
When the safety lever is pushed to the PARK position, pressure air in air compartment (3) is
released through port (5) to the exhaust port in the quick release valve. Spring (1) then moves piston
(2), sleeve (4) and rod (7) to the right. A rod end on rod (7) is connected to the parking brake lever
on the side of the transmission. As rod (7) moves out of housing (6), the parking brake lever is
moved to engage the parking brake.
When the lever is pulled to the brake OFF position, pressure air goes through port (5) to air
compartment (3). The pressure air moves piston (2), sleeve (4) and rod (7) back to the left. Rod (7)
then moves the parking brake lever to release the parking brake.
Brake Off Position

(1) Spring (2) Piston (3) Air compartment (4) Sleeve (5) Port from quick release valve (6) Housing (7) Rod
Centershift Control Valve

Pressure air goes through supply port (17) of the centershift control valve to the spring side of valve
(13). The pressure air then goes around housing (21) to the spring side of valve (15). In the INDEX
position, no pressure air is available to either delivery ports (11) or (12). The delivery ports are open
to the exhaust ports through passages (19) and (22) in pistons (5) and (6). Detent (2) holds lever (1)
in the correct position.
In the RETRACT position, lever (1) is pushed forward. Ear (4) on the lever turns to move piston (5)
down. When piston (5) comes into contact with valve (13), the opening to exhaust port (7) is closed.
The piston then moves valve (13) off its seat. This opens a passage to let pressure air from the
supply port go around valve (13) to delivery port (11). Pressure air then goes out delivery port (11)
to the centershift lock pin to push the pin out of the lock plate. Delivery port (12) is still open to
exhaust port (8) through passage (22) in piston (6). Detent (2) holds the lever in the correct position.
Centershift Control Valve Index Position

(1) Lever (2) Detent (3) Ear (4) Ear (5) Piston (6) Piston (7) Exhaust port (8) Exhaust port (9) Spring (10) Spring (11)
Delivery port (12) Delivery port (13) Valve (14) Spring (15) Valve (16) Spring (17) Supply port (18) Plug (19) Passage
in piston (5) (20) Spring (21) Housing for detent (22) Passage in piston (6)
From the RETRACT position, lever (1) is first moved back to the INDEX position. This releases
this pressure in delivery port (11) through exhaust port (7) when piston (5) moves back to its
original position. The lever is then pulled to the LOCK position. Ear (3) on the lever turns to move
piston (6) down. Delivery port (12) is then opened to the supply port in the same way as delivery
port (11) in the RETRACT position. Pressure air goes out delivery port (12) to push the lock pin
back into the lock plate. In this position delivery port (11) is open to exhaust port (7) through
passage (19) in piston (5). Detent (2) will also hold the lever in this position.
Centershift Lock Pin
Centershift Lock Pin Lock Position

(1) Lock pin (2) Link bar (3) Piston (4) Spring (5) Housing for piston (6) Bolts (7) Housing for spring (8) Port to lock
pin side of piston (9) Port to spring side of piston
In the LOCK position, pressure air from the centershift control valve goes through port (9) to the
spring side of piston (3). The pressure air helps spring (4) engage lock pin (1) in the lock plate.
To push the lock pin out of the lock plate, the centershift control valve is first moved to the INDEX
position. This releases the pressure air in port (9) through the control valve. The control valve is then
moved to the RETRACT position. Pressure air from the control valve is then sent through port (8) to
the lock pin side of piston (3). The pressure air has enough force to push the lock pin out of the lock
plate against the force of spring (4).


Systems Operation
AIR DRYER
SENR20650001
Systems Operation
SMCS - 1052-012
Air Dryer
Glossary
To better understand the operation of the air dryer, a glossary of words and definitions is provided.
Absorption: To collect molecules (small particles) of a gas or substance (foreign material) on micro-
crystalline particles (very small crystal-like particles).
Desiccant: A drying material for the air dryer (drying bed).
Purge Valve: The drain valve to let the moisture and other foreign material, taken from the air, go
out of the air dryer.
Condensation: Moisture in the air that has changed into water.
Introduction
Typical Air Circuit Schematic

(1) One-way check valve (two). (2) Air reservoir. (3) Inlet line from air compressor. (4) Air compressor governor. (5)
Air compressor. (6) Outlet line to air reservoir. (7) Air dryer. (8) Unloader line from air compressor governor.
The air dryer (7) is used to remove moisture, carbon and oil from the compressed air before it gets to
the air reservoir (2). Clean, dry air is very important for safe operation and performance of brake
systems that use compressed air. Clean, dry air will also prevent corrosion of parts.
The air dryer (7) is installed in a vertical position. It is in the air system between the air compressor
(5) and the air reservoir (2).
With the use of the air dryer, it is not necessary to drain the air reservoir daily. The cartridge
(canister) of the air dryer can be removed and replaced as a unit. The parts of the cartridge
(desiccant beads and filter) can also be removed and replaced separately.
During cold weather, the heating element in the air dryer keeps moisture from freezing in the bottom
of the air dryer housing.
Compression Cycle
Flow Of Air During Compression Cycle (Compressor Loaded)

(1) Cap. (2) Outlet passage. (3) Inlet passage. (4) Cartridge. (5) Housing. (6) Desiccant. (7) Filter.
Moisture, carbon and oil is removed from the compressed air in three steps:
* cooling
* filtering
* absorption
Cooling
With the air compressor in its loaded or compression cycle, warm, moist air from the air compressor
goes through inlet passage (3). The air goes down between housing (5) and cartridge (4). The air is
cooled on the way down. This cooling changes the oil and water vapor to a liquid (condensation).
As the air turns to go up through the cartridge (4), much of the oil and water drops to the bottom of
housing (5).
Filtering
When the air goes into cartridge (4), it goes first through filter (7). The filter removes additional dirt
particles, oil and water mist.
Absorption
From filter (7) the air then passes up through desiccant (6). The desiccant is a "drying bed" that
removes additional moisture from the air by absorption.
The "dry" air now goes out of cartridge (4) through outlet passage (2) in cap (1) to the air reservoir.
Purge Cycle
Flow Of Air During Purge Cycle (Compressor Unloaded)

(1) Outlet passage. (2) Inlet passage. (3) Cartridge. (4) Housing. (5) Desiccant. (6) Spring. (7) Purge valve. (8) Filter. (9)
Heater passage. (10) Purge passage. (11) Unloader passage.
For the unloaded or purge cycle, the air flow through cartridge (3) of the air dryer is the reverse of
the compression cycle.
When the air system gets to the pressure setting (cutout pressure) of the air compressor governor, the
governor operates the unloader valve(s) in the air compressor. The unloader valve(s) stop the flow of
air from the air compressor.
At this time, air goes to unloader passage (11) of the air dryer. This air pressure raises purge valve
(7) off its seat and causes a sudden loss of air pressure out of purge passage (10) in the air dryer. The
air from outlet passage (1) moves suddenly (rushes) down through desiccant (5) and filter (8). Any
foreign material (water, oil, dirt, etc.) in the desiccant, filter and the bottom of housing (4) goes
around purge valve (7) and out purge passage (10) to the atmosphere. The compressed air, that has
been dried by the desiccant, is very efficient in the removal of water on its reverse flow through
desiccant (5).
The purge valve stays in the open (purge) position until the pressure in the air system decreases,
through usage, to the cut-in pressure of the air compressor governor. At this point, the governor
moves the unloader valve(s) to permit air flow from the air compressor to inlet passage (2) and into
the air reservoir. The flow of air to unloader passage (11) is now stopped and spring (6) moves
purge valve (7) down to the closed position. The compression cycle now starts again.
A heating element is installed in heater passage (9) to keep the moisture in housing (4) from
freezing.
Maintenance
NOTE: The check for water may be made at 250 service hours but it is not expected that
maintenance of the desiccant will be required for at least 1000 service hours.
If the desiccant in the cartridge does not have enough water absorption ability, make the following
checks:
1. Check for water in the air tank. Open the drains on the tank. In areas where there is more than 30°
F (17°C) change in ambient temperature, there can be water in the air tanks because of condensation.
A small amount of water from condensation is normal and is not an indication that the air dryer is
not in operation. Steps A, B and C are probable causes of too much water in the air reservoirs.
A. Air from another machine without an air dryer was put in the air reservoir and did not go
through an air dryer.
B. Too much air has been used for a long time and the air compressor has not been let to load
and unload in a normal way (abnormal usage of air compressor).
C. The air dryer has been installed on a machine that did not have one before. This type of
system will be saturated with moisture and several weeks of operation may be needed to dry it
out.
2. Check all bolts that hold the air dryer to see that they are tight. Check all air and electrical
connections.
3. With the compressor loaded (compressing air), put a mixture of liquid soap and water on the
exhaust passage of the purge valve to see if there is an air leak in the valve.
4. Pull on the stem of the air relief valve while the air compressor is loaded (compressing air). There
must be an exhaust of air from the valve and it must stop when the stem of the valve is released.
5. Check all lines and fittings that go to and from the air dryer for leakage.
6. Check the operation of the heater during cold weather operation.
If there is still not enough water absorption ability, put a new or rebuilt desiccant cartridge in the air
dryer.


Testing and Adjusting

120G, 130G & 140G MOTOR GRADER AIR SYSTEM & BRAKES
Testing And Adjusting

SMCS - 1052-012
Introduction
Reference: For Specifications with illustrations, make reference to the Specifications for 120G,
130G and 140G Motor Graders Air System and Brakes, Form SENR3607. If the Specifications
given in Form SENR3607 are not the same as given in the Systems Operation and the Testing And
Adjusting, look at the printing date on the back cover of each book. Use the Specifications given
in the book with the latest date.
If the TROUBLESHOOTING gives an indication of leakage through a control valve(s),

disconnect the delivery hose at the end opposite the delivery port (disconnect signal hoses when
checking control valve for service brakes). Put the end of the hose in a pan of water to check for
leakage.
Before making any checks of the air system and brakes, move the
machine to a smooth horizontal surface. Install the protective lock pin
and lower all implements to the ground. Make sure the parking brake
lever is in the PARK position. Keep all other personnel either away
from the machine or where they can be seen. Put blocks in front of and
behind the wheels.
Visual Checks
Before making any operation checks to the air system and brakes, visually inspect the complete
system as follows:
1. Check for cracks or wear in hoses and lines.
2. Check for restriction to flow; like sharp bends, clamps that are not installed correctly and
damage to hoses and lines.
3. Check for loose connections.
4. Check for damage to components.
Operation Checks
Operation Checks of the air system and brakes can be used to find the source of leakage in the
system or to make a diagnosis of bad performance.
NOTE: Before making any operation checks, be sure the drain valve(s) are opened to release any
water in the air tank. Water causes a reduction in the volume of air in the tank. During normal
operation of the machine, this reduction can cause the air compressor to run constantly. Close the
drain valves.
Leakage Checks
NOTE: It is possible to hear the sound of air leakage. Air leakage can be seen when soapy water
is put on the connections, valves and hoses.
1. Start the engine and let the air pressure go up to the cutout pressure. Stop the engine.
2. Check for leakage in the hoses and connections from the air compressor and governor to the air
tank.
3. Check for leakage in hoses, lines, connections and components from the air tank to the control
valves.
4. Check for leakage in the control valves.
5. Push the brake pedal for the service brakes down and check for leakage in the signal hoses and
connections from the brake control valve to the hoses, lines and connections to the service brakes.
Release the brake pedal.
6. Pull the parking brake lever to the brake OFF position and check for leakage in the hose and
connections from the control valve for the parking brake to the quick release valve on the
rotochamber.
NOTE: If the air pressure in the tanks gets too low, start and run the engine until the air pressure
gets up to the cutout pressure.
7. Check the quick release valve and the rotochamber for leakage. Push the lever to the PARK
position.
8. With the lever on the centershift control valve in the LOCK position, check the hose and
connections from the control valve to the front port on the lock pin.
9. Move the lever to the RETRACT position and check the hose and connections from the control
valve to the back port on the lock pin. Check the lock pin.
While doing the operation checks of the parking brake and service
brakes, fasten the seat belt. Be ready for the sudden stop.
Parking Brake Check

1. Start the engine and let the air pressure go up to the cutout pressure.
2. Operate the machine in third speed forward at high idle on a clay-type surface.
3. Push the brake pedal down fully.
4. The rear wheels must slide and stop (stall) the engine.
5. If the wheels do not slide and the engine does not stall and no leakage was found in the service
brake circuit, see TROUBLESHOOTING.
Troubleshooting
1. PARKING BRAKE NOT ENGAGING CORRECTLY
Causes:
a. Clearance adjustment for control valve not correct.

b. Wear or damage to control valve prevents the release of pressure air from the hose to
quick release valve.
c. Mud or dirt in exhaust port of quick release valve prevents or slows the release of
pressure air from the rotochamber.
d. Wear or damage to control valve permits leakage or pressure air to rotochamber in the
brake OFF position.
e. Rotochamber has damage and can not move lever on transmission up.
f. Adjustment of rod end on rotochamber permits too much free movement of lever on
transmission.
g. Parking brake has wear or damage.
2. PARKING BRAKE NOT RELEASING CORRECTLY
Causes:
a. No pressure air at supply port of control valve.

b. Clearance adjustment for control valve not correct.
c. Wear or damage to control valve permits little or no pressure air at inlet port of quick
release valve.
d. Quick release valve has wear or damage.
e. Rotochamber has wear or damage and can not move lever down.
f. Adjustment of rod end on rotochamber does not permit a small amount of free movement
of lever on transmission in the brake OFF position.
g. Parking brake has wear or damage.
3. SERVICE BRAKES NOT ENGAGING CORRECTLY
Causes:
a. No pressure air at supply ports of control valve.

b. Adjustment of pedal stop does not permit enough travel of brake pedal.
c. Adjustment of screw on plunger of control valve does not permit enough travel of piston
in control valve.
d. Wear or damage to control valve permits little or no pressure air at service brakes.
e. Seal on piston in one or more of the wheel spindle housings has wear or damage.
f. Service brake(s) have wear or damage.
4. SERVICE BRAKES NOT RELEASING CORRECTLY.
Causes:
a. Adjustment of screw on plunger of control valve does not let the piston in control valve
release completely.
b. Wear or damage to control valve prevents or slows the release of pressure air from the
signal hoses to the service brakes.
c. Wear or damage to the control valve permits leakage of pressure air to one or both of the
service brakes in the brake OFF position.
5. CENTERSHIFT LOCK PIN NOT OPERATING CORRECTLY.
Causes:
a. No pressure air at supply port of control valve.

b. Wear or damage to control valve prevents or slows the release of pressure air from one or
both of the hoses to the lock pin.
c. Wear or damage to the control valve permits little or no pressure air at one or both of the
ports of the lock pin.
d. Wear or damage to control valve permits leakage of pressure air to one or both of the
ports of the lock pin.
e. Lock pin has wear or damage.
If the TROUBLESHOOTING gives an indication that pressure air is not available at the supply
port(s) of the control valves, loosen the connection at the supply port and use soapy water to check
for pressure air.
Test Procedures
Before any tests of the air system and brakes are done, install the
protective lock pin and lower all implements to the ground. Make sure
the parking brake lever is in the PARK position. Put blocks in front and
behind the wheels. Release the pressure air from both sections of the air
tank before removing plugs or disconnecting lines.
Air Pressure Gauges

Two 8M2885 Pressure Gauges, 0 to 200 psi.Two 7S8881 Quick Connective Couplings*.Two
3B7722 Reducing Bushings.Two 7S8887 Quick Connective Nipples*.Two Hose Assemblies*.
*
Part of 7S8875 Hydraulic Test Box.
1. Release the pressure air from both sections of the air tank by opening drain valves (1) and (2).
Drain Valves
(1) Drain valve for right section of air tank (2) Drain valve for left section of air tank
2. Remove both drain valves and install a reducing bushing and a quick connective nipple in the
opening for each drain valve.
3. Install the quick connective couplings on the pressure gauges and connect the hose assemblies
to the air tank and the pressure gauges.
4. Start the engine and let the pressure go up to cutout pressure.
5. Make a comparison of the pressure gauges on the machine with test pressure gauges of known
accuracy.
6. The gauges on the left and right side of the gauge panel are for the left and the right sections of
the air tank respectively.
7. If the pressure on the gauges on the machine is more than 5 psi (35 kPa) different than the
pressure on the test gauges, install new gauge(s).
8. If it is necessary to install a new gauge, stop the engine and push the brake pedal rapidly until
the pressure air in the tank is released.
Typical Example Test Gauges

9. Do not disconnect the test gauges. They will be used in other tests.
Air Compressor Governor

1. Start the engine and let the air pressure go up to the cutout pressure.
2. Read the cutout pressure on the test gauge connected to the left section of the air tank.
3. Push the brake pedal rapidly several times
4. Read the cut-in pressure on the test gauge.
Typical Example Governor Adjustment

5. The correct cut-in pressure is 758 kPa (110 psi) min. The correct cutout pressure is 930 ± 34
kPa (135 ± 5 psi).
If necessary, make an adjustment to the air compressor governor as follows:
a. Remove the rubber cover on top of the governor.
b. Loosen the locknut on the adjustment screw.
c. Turn the screw to change the pressure setting. A counterclockwise turn of the screw makes the
cut-in pressure lower.
6. If the adjustment screw does not change the cut-in pressure, the unloading valves in the air
compressor are not working correctly.
7. If the cut-in to cutout pressure difference is not correct, the governor is not working correctly.
Pedal Adjustment For Service Brakes

With pedal released, roller must be just in contact (slight drag) with plunger. If necessary, remove
material from stop (6) on pedal under floor plates.
1. Remove all air pressure from air tanks and air lines, 0 psi (0 kPa).
2. Turn brake valve plunger adjustment screw (4) out until a slight drag is felt when roller (5) is
turned.
3. Turn pedal stop screw (1) all the way down.
4. Pull pedal (7) down until a solid stop in the valve is felt. This is the maximum stroke of the
valve.
NOTE: If the pedal hits the platform before maximum stroke of the valve can be felt, turn the
valve plunger adjustment screw (4) out one turn.
5. With pedal (7) pulled down, turn stop screw (1) up until it just touches the pedal. Release the
pedal.
6. Tighten jam nuts (2) and (3). Do not turn stop screw (1) and adjustment screw (4) after jam nuts
are tightened.
7. Check to be sure valve is exhausting. There should be 0 psi (0 kPa) at tandem when the pedal is
up.
Brake Pedal For Service Brakes
Clearance Adjustment For Control Valve For Parking Brake

1. With the lever in the PARK position, the clearance between the piston of the control
valve and plate (1) must be 0.8 mm (.03 in.).
2. If necessary, move the control valve to get the correct clearance.
Clearance Adjustment
(1) Plate (A) 0.8 mm (.03 in.)
When working on the rotochamber with the parking brake lever in the
brake OFF position, use extra caution. A sudden loss of pressure air,
caused by moving the lever or disconnecting the line from the control
valve to the quick release valve, will let the rod move suddenly.
1. With the lever in the brake OFF position, remove the pin from rod end (2).
2. Push lever (1) up and make an adjustment to the rod end until the lever has a small amount of
free movement.
3. Install the pin.

(1) Lever (2) Rod end
Checking Electric Warning Systems

Stoplights
1. Make sure all of the pressure air is released from the air tank.
2. Push the brake pedal down fully.
3. Start the engine and look at the test gauge for the right section of the air tank.
4. The stoplights must operate when the pressure is approximately 35 kPa (5 psi).
5. Release the brake pedal.
6. If the stoplights do not operate or do not operate at the correct pressure, stop the engine and
check the stoplight bulbs, the electrical connections for the stoplight switch on the brake control
valve.
7. If necessary, install a new stoplight switch.
Pressure Indicator(s) for Low Air Pressure
1. Start the engine.
2. The electrical buzzer and the indicator light for low air pressure will operate until the pressure is
above approximately 448 kPa (65 psi).
3. Let the pressure go up to approximately 690 kPa (100 psi).
4. Stop the engine, but do not turn the disconnect switch off.
5. While looking at the test gauges, push the brake pedal down rapidly several times to release
pressure air.
6. The electric buzzer and the indicator light for low air pressure must operate at 517 ± 35 kPa (75
± 5 psi).
7. If the buzzer and/or light does not operate, or does not operate at the correct pressure, turn the
disconnect switch off and check the electrical connections for the buzzer, the light and the
pressure indicators. Check the bulb for the indicator light.
8. If necessary, connect a continuity light across the terminals of the pressure indicators.
NOTE: The pressure must be below the specifications of the indicator.
9. If the continuity light does not operate, install a new indicator.
10. Check the other indicator.
11. Turn the disconnect switch off.
Before disconnecting the test gauges and hose assemblies, make sure all
of the pressure air is released from the air tank.
6G8425 Control Valve For Service Brakes
A change in braking characteristics or a low pressure warning may be

an indication of a failure in one of the brake circuits. The machine
should not be operated until repairs have been made and all circuits
have been checked. Always check the brakes after brake repair before
the machine is put back into use.
Every 300 service hours, clean around the pedal, plunger boot and mounting plate. Lubricate the
pedal roller, roller pin and hinge pin. Inspect the plunger boot (1) and replace if damaged. Check
the mounting plate and pedal for correct installation and alignment. Lubricate the plunger (2) with
5P960 Multipurpose-type grease.
Every 2000 service hours inspect the inlet and exhaust valves (5) and (7), O-ring seals, rubber
spring (3) and all other parts. Replace the parts that show wear or damage.
Use two 8M2885 Pressure Gauges [0 to 1380 kPa (0 to 200 psi(] to check the delivery pressure for
the service brakes on both sides of the machine. Connect the gauges to the delivery ports (4) and
(6).
6G8425 Control Valve For Service Brakes

(1) Plunger boot (2) Plunger (3) Rubber spring (4) Delivery port (5) Inlet and exhaust valve (6) Delivery port (7) Inlet
and exhaust valve (8) Exhaust port
Push the brake pedal to several positions between fully released and fully applied. Check the
delivery pressure on the test gauges to see that it varies (changes), the same amount for both left
and right brakes with movement of the brake pedal.
Make a full application of the brakes. Release the brakes. The reading on the test gauges should go
to 0 kPa (0 psi) very fast when the brakes are released.
The delivery air pressure shown on both test gauges with both air tank pressures the same, should
be within 35 kPa (5 psi). This is normal for this valve.
Leakage Check
Make and hold a full application of the brakes, 795 to 965 kPa (115 to 140 psi). Put a mixture of
soap and water on the exhaust port (8). Permissible leakage is a 25.0 mm (1 in.) bubble in three
seconds. If the leakage is more, repair the valve and test again.
Control Valve Adjustment
Remove all of the air pressure from the air tank and lines.
1. With 0 kPa (0 psi) loosen nut (1) and turn plunger adjuster screw (2) out until a slight drag is
felt while turning the roller (3).
2. Pull pedal down until a stop in the valve is felt.
3. Adjust screw (2) until it just touches the pedal.
4. Tighten the nut (1).
Control Valve Adjustment

(1) Nut (2) Screw (3) Roller


Specifications
Introduction
SMCS - 1052-012
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 safe to use if an estimate of the
remainder of its service life is good. If a short service life is expected, replace the part.
Reference: See 120G, 130G and 140G Air System And Brakes, Form No. SENR3607, for
Systems Operation, Testing and Adjusting.


Specifications
AIR DRYER
SENR20650002
Air Dryer
SMCS - 1052-012
Maximum operating pressure ... 1030 kPa (150 psi)
Purge valve operating pressure (minimum) ... 415 kPa (60 psi)
Operating temperature range ... -29° to +82°C (-20° to + 180°F)



AIR DRYER
SENR20650003
Disassemble And Assemble Air Dryer

SMCS - 1052-012
Start By:
a. remove the air dryer
1. Make sure that the outside of the air dryer is thoroughly clean prior to disassembly.
2. Put an alignment mark across the cap (2) and the housing (3) for assembly purposes.
3. Remove the two nuts (1) and the washer. Remove the cap (2) from the housing (3).
4. Remove the seal washer (4) from the shaft (5). Remove the O-ring seal (6).
5. Remove the shaft (5), the seal washer (11) and the plate (10) from the air dryer. Remove the O-
ring seals (8) and (9) from the plate (10).
6. Remove the spring (7).
7. Remove the cartridge (12) from the housing (3). Remove the O-ring seal (13) from the cartridge
(12).
8. Remove the retaining ring (14) from the cartridge (12).
9. Turn the cartridge (12) over and let the desiccant (15) fall into a suitable container for proper
disposal.
10. Remove the screen (17) and the filter (18) from the center post (16). Remove the center post
(16) from the cartridge (12).
11. Remove the filter (21), the screen (20) and the wire mesh (19) from the center post (16).
12. Remove the valve body (22) from the housing (3).
13. Remove the shaft (23) from the valve body (22).
14. Remove the valve assembly (25) and the springs (26) and (27). Remove the O-ring seal (24)
from the valve body (22). Remove the O-ring seal (28) from the shaft (23).
15. Remove the seal (29), the O-ring seal (30) and the cup (31) from the valve assembly (25).
NOTE: The following steps are for the assembly of the air dryer.
16. Install new seals (29) and (30) and a new cup (31) on the valve assembly (25).
17. Install a new O-ring seal (24) on the valve body (22). Install the valve assembly (25) in the
valve body (22).
18. Install a new O-ring seal (28) on the shaft (23). Install the springs (26) and (27) in the end of
the shaft (23).
19. Install the shaft (23) in the valve body (22).
20. Install the valve body (22) in the housing (3).
21. Install the wire mesh (19), the screen (20) and the filter (21) on the center post (16).
22. Install the center post (16) in the cartridge (12). Make sure that the center post is fully seated
in the cartridge before filling the cartridge with desiccant.
23. Fill the cartridge (12) with new desiccant (15). Tap the outside of the cartridge with a soft
hammer to settle the desiccant.
24. Install the filter (18), the screen (17) and the retaining ring (14) in the cartridge (12).
25. Install a new O-ring seal (13) on the cartridge (12). Install the cartridge (12) in the housing (3).
NOTE: Inspect the O-ring seal (13) to ensure that it is properly seated between the cartridge (12)
and the housing (3).
26. Install new O-rings (8) and (9) on the plate (10). Install the spring (7), the plate (10), a new
seal washer (11) and the shaft (5) in the air dryer.
27. Install a new seal washer (4) on the shaft (5). Install a new O-ring seal (6) on the housing.
28. Install the cap (2) on the housing (3). Line up the alignment marks on the cap and the housing
made when disassembling the air dryer. Install the washer and the two nuts (1).
End By:
a. install the air dryer


Specifications
Service Brakes
SMCS - 1052-012
5T8144 (120G)
NOTE: Rubber toric seals and all surfaces in contact with them must be clean and dry at
assembly. Put a thin layer of oil on the surfaces of the metal seals that are in contact just before
installation. Put lubricant on all other seals at assembly.
(A) See New And Use Again Dimensions For Parts In Service Brakes.
(7) Torque for bolts ... 40 ± 7 N·m (30 ± 5 lb.ft.)
(8) 9J5498 Spring:
Length under test force ... 46.02 mm (1.812 in.)
Test force ... 200 ± 10 N (45 ± 2.25 lb.)
Free length after test ... 68.8 mm (2.71 in.)
Outside diameter ... 20.96 mm (.825 in.)
Shim Adjustment Procedure

1. Assemble complete brake group with no shims (1) under retainer (3).
2. Put flange end of wheel spindle (4) down.
3. Tighten three bolts (2) to a torque of 35 N·m (25 lb.ft.) while turning spindle housing (6).
4. Remove bolts (2) and retainer (3), but do not turn housing (6).
5. Measure distance from end of spindle (4) to end of sprocket (5).
6. Install shims (1) of this thickness less 0.13 to 0.25 mm (.005 to .010 in.). If total shim thickness
is more than 1.02 mm (.040 in.), use a 9D7085 Shim as part of shim thickness needed. If total
shim thickness is more than 1.52 mm (.060 in.), use two 9D7085 Shims.
7. Install retainer and bolts. Tighten bolts (2) to a torque of 130 ± 7 N·m (95 ± 5 lb.ft.).
7D8440 (130G And 140G)

NOTE: Rubber toric seals and all surfaces in contact with them must be clean and dry at
assembly. Put a thin layer of oil on the surfaces of the metal seals that are in contact just before
installation. Put lubricant on all other seals at assembly.
(A) See New And Use Again Dimensions For Parts In Service
Brakes.
(8) 9J5498 Spring:
Test force ... 200 ± 10 N (45 ± 2.25 lb.)
Shim Adjustment Procedure

3. Tighten three bolts (2) to a torque of 45 N·m (35 lb.ft.) while turning spindle housing (6).
5. Measure distance from end of spindle (4) to end of sprocket (5).
6. Install shims (1) of this thickness less 0.25 to 0.38 mm (.010 to .015 in.). If total shim thickness
is more than 1.02 mm (.040 in.), use a 9D7074 Shim as part of shim thickness needed. If total
shim thickness is more than 1.52 mm (.060 in.), use two 9S7074 Shims.
7. Install retainer and bolts. Tighten bolts (2) to a torque of 260 ± 14 N·m (190 ± 10 lb.ft.).


Specifications
New And Use Again Dimensions For Parts In Service Brakes

SMCS - 1052-012
The new and use again dimensions for each brake disc and disc assembly are shown in the chart
which follows. Also given in the chart are dimensions to show when a brake pack is worn and needs
inspection and/or replacement of parts as needed.
Check each disc assembly for possible damage or any indication that the friction material is badly
burned. If only one side of the disc assembly is worn, the grooves must be at least 0.127 mm (.005
in.) deep. During brake installation, put the thicker disc assemblies in the middle of the pack where
wear is faster.


Specifications

5D4382
SMCS - 1052-012
Valve Normally Closed
(1) 4J3957 Spring:
Free length ... 17.0 mm (.67 in.)
Inside diameter ... 10.7 mm (.42 in.)


Specifications
Clearance Adjustment Of Control Valve For Parking Brake

SMCS - 1052-012
(1) 2G3765 Spring:
Test force ... 67 ± 5.3 N (15 ± 1.2 lb.)
(A) Clearance between piston on control valve and plate (2) with transmission control lock and
parking/secondary brake lever in PARK position ... 0.8 mm (.03 in.)


Specifications
Actuator For Parking Brake

5T925
SMCS - 1052-012
With the transmission control lock and parking/secondary brake lever in the brake OFF position,
remove the pin from the rod end. Push the parking brake actuator lever up and make an adjustment
to the rod end until the lever has a small amount of free movement.
Torque for the nut on the rod end ... 149 ± 20 N·m (110 ± 15 lb.ft.)
(1) 8K8467 Spring:
Free length ... 241.3 mm (9.50 in.)
Outside diameter ... 136.7 mm (5.38 in.)


Specifications
Parking Brake
SMCS - 1052-012
(A) Thickness of four new 8P8680 Discs and three new plates ... 38.86 ± 0.64 mm (1.530 ± .025
in.)
Minimum thickness of worn discs and plates ... 35.92 mm (1.414 in.)
Thickness of one new 8P1656 Plate ... 6.35 ± 0.08 mm (.250 ± .003 in.)
Minimum thickness of a worn plate ... 6.15 mm (.242 in.)
Thickness of one new 8P8680 Disc ... 4.95 ± 0.10 mm (.195 ± .004 in.)
Minimum thickness of a worn disc ... 4.37 mm (.172 in.)
(1) 2B2254 Spring for plunger:
Test force ... 82.5 to 95.7 N (18.5 to 21.5 lb.)


Specifications
12G, 120G, 130G & 140G MOTOR GRADERS POWER TRAIN
SENR35550017
Wheel Spindles
SMCS - 1052-012
7D8440 (12G, 130G, 140G)

(7) Torque for retainer ... 40 ± 7 N·m (30 ± 5 lb.ft.)
(8) 9J5498 Spring:
Test force ... 200 ± 10 N (45 ± 2.25 lb.)
Assembly Procedure For The Wheel Spindle:

3. Tighten bolts (2) to a torque of 45 N·m (35 lb.ft.) while spindle housing (6) is turned.
5. Measure distance from end of spindle (4) to end of sprocket (5). Make a record of this
measurement.
6. Install shims (1) of the thickness found in Step 5 minus 0.25 to 0.38 mm (.010 to .015 in.). If
total shim thickness is more than 1.02 mm (.040 in.), use a 9D7047 Shim as part of the shim
thickness needed. If total shim thickness is more than 1.52 mm (.060 in.), use two 9D7047 Shims
as part of the shim thickness needed.
7. Install retainer (3) and tighten bolts (2) to a torque of 260 ± 14 N·m (190 ± 10 lb.ft.)
5T8144 (120G)
(8) 9J5498 Spring:
Test force ... 200 ± 10 N (45 ± 2.25 lb.)

3. Tighten bolts (2) to a torque fo 35 N·m (25 lb.ft.) while spindle housing (6) is turned.
measurement.
total shim thickness is more 1.02 mm (.040 in.), use 9D7085 Shim as part of the shim thickness
needed. If total shim thickness is more than 1.52 mm (.060 in.), use two 9D7085 Shims as part of
the shim thickness needed.
7. Install retainer (3) and tighten bolts (2) to a torque of ... 130 ± 7 N·m (95 ± 5 lb.ft.)



12G, 120G, 130G & 140G MOTOR GRADER VEHICLE SYSTEMS
SENR36500001
Assembly And Installation Of Conventional Duo-Cone Seals

SMCS - 1052-012
This instruction gives the procedure for installing Conventional Duo-Cone Seals.
It is most important that correct assembly and installation procedures are followed when Duo-
Cone Seals are used. Many of the Duo-Cone Seal failures are the direct result of one or more
mistakes made during assembly or installation of the seal components.
(1) Seal Ring (2) Rubber Toric Ring (3) Housing Retaining Lip (4) Housing Ramp (5) Seal Ring Housing
(6) Seal Ring Face (7) Seal Ring Ramp (8) Seal Ring Retaining Lip (9) Installation Tool.
1. Remove any oil film, dust or other foreign matter from toric rubber rings (2) and from ramps (4)
and (7) and lips (3) and (8) of both seal rings (1) and housings (5). Use isopropyl alcohol and
clean cloth or paper towels for wiping.
NOTICE
Never permit oil to get on the toric rings or ramps before both seal
rings are put together in their final assembled position (Step 10).
Avoid prolonged skin contact with isopropyl alcohol. Avoid breathing

the vapors in enclosed areas without adequate ventilation and do not
smoke. Do not use near open flame or welding operations or other
heated surfaces exceeding 482° C (900° F).
2. Put toric ring (2) on seal ring (1), at the bottom of seal ring ramp (7) and against retaining lip
(8).
NOTICE
Make sure that toric ring (2) is straight on seal ring (1) and is not
twisted. Be careful when you work on the rubber toric ring. Nicks, cuts
and scratches can cause leaks.
3. Put installation tool (9) onto seal ring (1) with toric ring (2). Lower the rings into a container
with isopropyl alcohol until all surfaces of toric ring (2) are wet.
NOTICE
Do not use stanisol or any other liquid that leaves an oil film or does
not evaporate quickly.
4. With all surfaces of toric ring (2) wet, use installation tool (9) to position seal ring (1) and toric
ring (2) squarely against housing (5) as shown. Use sudden and even pressure to pop (push) toric
ring (2) under retaining lip (3) of housing (5).
5. Check assembled height (A) in at least four places, 90° apart. The difference in height around
the ring must not be more than 1 mm (.04").
6. If small adjustments are necessary, do not push directly on seal ring (1); use installation tool (9).
7. Toric ring (2) can twist if it is not wet all around during installation or if there are burrs or fins
on retaining lip (3) of housing (5).
NOTICE
Misalignments, twists and bulges of the toric ring will cause Duo-Cone
Seal failures. If correct installation is not obvious, remove seal from
housing and repeat Steps 3 thru 6.
IMPORTANT: Toric rings (2) must never slip on the ramps of either seal rings (1) or seal ring
housings (5). To prevent slippage, wait a minimum of two minutes to let the isopropyl alcohol
evaporate before further assembly. Once correctly in place, the toric ring must roll on the ramps
only.
8. Wipe seal faces (6) of seal rings (1) clean. Use a lint free cloth or paper towel. No particles of
any kind are permissible on the sealing surfaces. Even a small piece from a paper towel can hold
the seal faces apart and cause leakage.
9. Put a thin film of clean oil on the seal faces. Use an applicator, a disposable tissue or a clean
finger to distribute the oil evenly. Be careful not to get any oil on the rubber toric rings.
10. Make sure both housings (5) are in correct alignment and are concentric. Move the parts
slowly and carefully toward each other.
NOTICE
Do not slam seals together. High impact can scratch or break the seal
components. Once in place, fasten all parts tightly.



SENR36500016
Wheel Spindles
SMCS - 4205-010
Remove And Install Wheel Spindles
Start By:
a. remove front wheels
NOTE: There will be a loss of oil when cover (5) is removed.
1. Remove the washers and bolts (3) that hold cover (5) to the wheel spindle housing (2). Remove
cover (5). Remove the O-ring seal from the cover (5).
2. Remove bolts (7) that hold retainer (8) to the wheel spindle (1). Remove the retainer (8).
3. Loosen bolt (6).
4. Install tooling (A) under the head of bolt (6) and against the wheel spindle (1). Fasten a hoist to
the wheel spindle (1).
5. Tighten the nut on tooling (A) to push the wheel spindle (1) away from the inner bearing.
6. Remove wheel spindle from the wheel spindle housing. The weight of the wheel spindle is 33
Kg (73 lb.).
7. Remove Duo-Cone seals (7) from wheel spindle (1) and the wheel spindle housing (2). Remove
tooling (A).
8. Remove spindle housing inner bearing cone.
9. Remove the two bearing cups (8) from the wheel spindle housing.
10. Remove bearing cone (9) from the wheel spindle (1) with tooling (B).
NOTE: The following steps are for installation of the wheel spindles.
11. Heat bearing (9) to a temperature of 135° C (275° F). Install bearing (9) on wheel spindle (1).
NOTICE
See the topic, Duo-Cone Seals, (conventional) before installing any of

the Duo-Cone Seals.
12. Make sure the Duo-Cone seals are clean and dry. Make sure all the metal surfaces that the
seals make contact with are clean and dry. Install the Duo-Cone seal (7) in the wheel spindle (1)
with tooling (C).
13. Lower the temperature of bearing cups (8). Install the bearing cups in the wheel spindle
housing (2).
14. Install Duo-Cone seal (7) in the wheel spindle housing (2) with tooling (C). Put a small
amount of oil on the metal surfaces of both seals (7) that make contact with each other.
15. Heat the inner bearing to a maximum temperature of 135° C (275° F). Install the inner bearing
on wheel spindle (1). Fasten a hoist to wheel spindle (1). Install wheel spindle (1).
16. Install retainer (8) and bolts (7) that hold the retainer to the wheel spindle. Tighten the bolts to
a torque of 130 ± 7 N·m (95 ± 5 lb.ft.).
17. Install a new O-ring seal on cover (5). Put cover (5) in position on the wheel spindle housing
(2). Install bolts (3) that hold it.
18. Tighten bolt (6) to a torque of 700 ± 27 N·m (520 ± 20 lb.ft.). Remove plug (4). Fill the wheel
spindle housing with oil to its correct level. Install plug (4).
End By:
a. install front wheels



SENR36500017
Wheel Spindles And Wheel Spindle Housings

SMCS - 4205-012; 4205-011
Remove Wheel Spindles And Wheel Spindle Housing
Start By:
1. Install the lock pin in the wheel lean bar and the front axle. Remove the nut, washer and bolt (1)
that hold the lock in position. Remove the lock.
2. Remove bolt (3), the washer and the retainer. Remove the pin from the wheel lean cylinder. Do
not remove the pin from the wheel lean arm. Start the engine. Move the cylinder rod (2) into the
wheel lean cylinder. Shut off the engine.
3. Remove the cotter pin from the steering tie rod pin. Loosen nut (7) until it is even with the end
of the steering tie rod pin. Hit the nut with a hammer to loosen the pin from its taper. Remove nut
(7). Move the steering tie rod (6) away from the wheel spindle housing (5).
4. Repeat Step 3 for steering cylinder (8).
5. Remove bolt and washer (4) and (10).
Typical Example
6. Fasten a hoist to the wheel spindle housing (5). Remove two pins (9) from the wheel spindle
housing (5) and the wheel lean arm with tooling (A). Remove the rings from pins (9).
7. Remove wheel spindle and wheel spindle housing (5). Weight is 48 Kg (106 lbs). Remove
thrust washers (12) and (14) from the wheel lean arm (11). Remove the O-ring seals (17) and seals
(15) from the wheel spindle housing (5). Remove seal (18) from wheel lean arm (11).
8. Remove the bearings (13) from the wheel lean arm (11).
9. Repeat Steps 1 through 8 for the other wheel spindle and wheel spindle housing.
Install Wheel Spindles And Wheel Spindle Housings
Typical Example
1. Install the bearings in wheel lean arm (11) with tooling (B). Install the bearings even with the
surface that is toward the center of the wheel lean arm.
NOTICE
Tooling (B) must be used when the bearings are installed to prevent
causing damage.
Typical Example
2. Install new O-ring seals (17) and new seals (15) and (18) in the top and bottom of wheel spindle
housing (5). Fasten a hoist to housing (5). Put it in position on the wheel lean arm. Install thrust
washers (12) and (14) between wheel spindle housing (5) and wheel lean arm (11) at the upper
junction. Install ring (16) on pin (9).
Typical Example
3. Lower the temperature of the two pins (9) that hold the wheel spindle housing to the wheel lean
arm (11). Install pins (9) with tooling (C).
Typical Example
4. Install bolts and washers (4) and (10) in pins (9) that hold pins (9) in wheel spindle housing (5).
5. Start the engine. Move the wheel lean cylinder rod (2) into position over the pin that holds the
cylinder rod to wheel lean arm (11) and the wheel lean bar. Install the pin in the cylinder rod.
Install the bolt, washer (3) and the retainer on the end of the pin.
6. Install the lock (19), nut, washer and bolt (1). Tighten the bolt to a torque of 250 ± 14 N·m (185
± 10 lb.ft.). Remove the lockpin from the wheel lean bar and the front axle.
7. Put steering tie rod (6) in position in the wheel spindle housing (5). Install nut (7) on the pin.
Tighten the nut to a torque of 120 N·m (90 lbs.). Always tighten the nut to put the groove (slot) in
alignment with the hole in the pin. Install the cotter pin.
8. Put the steering cylinder (8) in position in wheel spindle housing (5). Install the nut on the pin.
Tighten the nut to a torque of 135 N·m (100 lbs. ft.). Always tighten the nut to put the groove
(slot) in alignment with the hole in the pin. Install the cotter pin.
End By:



SENR36490004
Brake And Wheel Spindle Housings

SMCS - 4205-012; 4205-015; 4205-016; 4205-011; 4251
Remove Brake And Wheel Spindle Housings
Start By:
a. remove drive chains
1. Release the air pressure in the air tank by loosening the bleed valves.
Do not disconnect the air line to the brake and wheel spindle housing
until the air pressure is zero.
2. Remove two nuts (2), the washers and guard (1) from the housing.
3. Disconnect the air line from the housing and the block on the tandem housing. Remove the air
line.
4. Fasten a hoist and tooling (A) to the plate on the brake and wheel spindle housing and to the
stud on the wheel spindle.
5. Remove nuts (3) and the washers that hold the brake and wheel spindle housing to the tandem
housing. Remove brake and wheel spindle housing (4). Weight is 159 kg (350 lb.).
Install Brake And Wheel Spindle Housings
1. Fasten a hoist and tooling (A) to brake and wheel spindle housing. Put brake and wheel spindle
housing (1) in position on the studs in tandem housing (2).
2. Install the nuts (3) and the washers that hold the brake and wheel spindle housing to the tandem
housing.
3. Remove the hoist and tooling (A). Install the air line on the brake and wheel spindle housing
and the block on the tandem housing. Install the guard on the housing. Install the two nuts and the
washers that hold it.
End By:
a. install drive chains
Disassemble Brake And Wheel Spindle Housings
Start By:
a. remove brake and wheel spindle housings
1. Remove wire (3) from the bolts. Remove bolts (1). Remove retainer (2) and the shims that are
under the retainer.
2. Remove sprocket (4). Weight is 16 kg (36 lb.).
3. Remove bearing cone (5) from the spindle and cover (6). Remove O-ring seal (7) from cover
(6).
4. Remove the bolts and plate (8) that hold cover (6) to the housing. Install two 5/8" - 11 NC
forged eyebolts in the cover. Fasten a hoist to the eyebolts and remove the cover. Weight is 23 kg
(50 lb.). Remove bearing cup (10) from the cover.
5. Remove O-ring seal (9) from the cover.
6. Remove hub (11) from the wheel spindle.
7. Remove ten discs (12) and nine disc assemblies from the housing.
8. Put springs (15) in compression with tool (A).
9. Remove rings (14) from the studs with pliers.
10. Remove tool (A). Remove washers (13) and springs (15) from the studs.
11. Install two 5/8" - 11 NC forged eyebolts (16) in housing (17). Fasten a hoist to the eyebolts.
12. Remove housing (17) from the wheel spindle. Weight is 45 Kg (100 lb.).
13. Remove Duo-Cone seals (18) from the wheel spindle and the housing.
14. Install tooling (B) and blocks on the housing as shown.
15. Remove piston (19) with tooling (B).
16. Remove the O-ring seals from the piston. Remove the bearing cup from the housing.
17. Remove bearing cone (21) from wheel spindle (20) with tooling (C).
18. Do Steps 1 through 17 for the other brake and wheel spindle housings.
Assemble Brake And Wheel Spindle Housings
1. Lower the temperature of bearing cup (22) and install it in housing (3).
2. Make sure the Duo-Cone seals for the wheel spindle housing (17) and the wheel spindle are
clean and dry. Make sure all metal surfaces that the seals make contact with are clean and dry.
Install Duo-Cone seal (18) in wheel spindle housing (17) with tool (A).
3. Install Duo-Cone seal (18) on wheel spindle (20) with tool (A). Put a small amount of oil on the
metal surfaces of the seals that make contact with each other.
4. Heat bearing cone (21) in oil to a maximum temperature of 135°C (275°F). Install bearing cone
(21) on the shaft of wheel spindle (20).
5. Install two 5/8" - 11 NC forged eyebolts in housing (23). Fasten a hoist to the eyebolts.
6. Put housing (23) in position on wheel spindle (20). Be careful not to damage the Duo-Cone
seals. Remove the hoist and the eyebolts.
7. Install small O-ring seal (24) on the piston. Install the large O-ring seal (25) on piston (19).
Install piston (19) in housing (23).
8. Put springs (15) in position on the studs.
9. Put washers (13) in position on the springs.
10. Put springs (15) in compression with tooling (B).
11. Install rings (14) on the studs with pliers.
12. Slowly release the pressure on the springs.
13. Remove tooling (B).
14. Install hub (11) on the wheel spindle.
15. Put clean SAE 30 oil on the discs and on the discs assemblies.
16. Put discs (12) and disc assemblies (26) in position in the wheel spindle housing starting with a
disc. There are ten discs and nine disc assemblies. Make sure there is a disc assembly between
each disc.
17. Install the O-ring seal in cover (6).
18. Install O-ring seal (7) on cover (6). Put clean grease on the two O-ring seals.
19. Lower the temperature of bearing cup (27) and install it in cover (6).
20. Install two 5/8" - 11 NC forged eyebolts in cover (6). Fasten a hoist to the eyebolts.
21. Put cover (6) in position on wheel spindle housing (17). Remove the hoist and the eyebolts.
22. Install the bolts and the plate that hold cover (6) to the housing.
23. Install bearing cone (5) on the wheel spindle and in cover (6).
24. Put sprocket (4) in position on the splines of the wheel spindle.
NOTE: The sprocket for the front brake and wheel spindle housing must be installed with the
teeth next to the cover. The sprocket for the rear brake and wheel spindle housing must be
installed with the teeth away from the cover.
25. Put retainer (2) in position on the wheel spindle without shims. Install bolts. Tighten the bolts
to a torque of 47 N·m (35 lb.ft.) while turning the housing. Remove the bolts and the retainer.
Measure the distance between the end of the sprocket and the wheel spindle. Install the retainer
and shims (21) that are the same thickness as the distance measured minus .025 to 0.38 mm (.010
to .015 in.). Install bolts (23). Install the wire on the bolts.
End By:
a. install brake and wheel spindle housings



SENR36490017
Brake And Wheel Spindle Housings (120G)

SMCS - 4205-012; 4205-015; 4205-016; 4205-011; 4251
Start By:
line.
stud on the spindle.
1. Fasten a hoist and tooling (A) to the brake and wheel spindle housing. Put brake and wheel
spindle housing (1) in position on the studs in tandem housing (2).
2. Install nuts (4) and the washers that hold the brake and wheel spindle housing to the tandem
housing.
and the block on the tandem housing. Install guard (3) and the nuts and washers that hold it.
End By:
Start By:
1. Remove the wire from the bolts. Remove bolts (1), retainer (2) and the shims that are under the
retainer. Remove sprocket (3).
2. Remove bearing (4) from the shaft. Remove O-ring seal (6) from the cover.
3. Remove the bolts and the washers that hold cover (5) to the housing. Remove cover (5).
Remove the bearing cup from the cover.
4. Remove hub (7) from the shaft. Remove the O-ring seal from the housing.
5. Install two 1/2" - 13 NC forged eyebolts (8) in the housing. Fasten a hoist to the eyebolts.
Remove housing (9) and the brakes from the wheel spindle. Weight is 227 kg (500 lb.).
6. Remove Duo-Cone seal (10) from the wheel spindle. Remove the Duo-Cone seal from under
housing (9).
7. Remove ten discs (11) and nine disc assemblies (12) from the housing.
8. Weld a washer for a 3/4" bolt to the end of tool (A). Put springs (13) in compression with tool
(A).
9. Remove the rings from the studs with pliers as shown. Remove tool (A). Remove washers (14)
and springs (13) from the studs.
10. Install tooling (B) on the housing as shown. Remove piston (15) with tooling (B). Remove the
seals from the piston.
11. Turn the housing over. Remove the bearing cup for bearing (16) from the housing with tooling
(B).
12. Remove bearing (16) from the wheel spindle with tooling (C).
1. Lower the temperature of the bearing cup for the outer wheel spindle bearing. Install the bearing
cup in housing (9).
2. Make sure the Duo-Cone seals for housing (9) and the wheel spindle are clean and dry. Make
sure all the metal surfaces that the seals make contact with are clean and dry. Install Duo-Cone
seal (17) in housing (9) with tool (A).
3. Install the Duo-Cone seal on the wheel spindle with tool (A). Put a small amount of clean oil on
the surfaces of the seals that make contact with each other.
4. Turn the housing over and put it on blocks.
NOTICE
Make sure not to cause damage to the Duo-Cone seal.
5. Install O-ring seals (18) and (19) on piston (15). Install piston (15) in the housing.
6. Install springs (13) and washers (14) on the studs. Put the springs in compression with tool (B).
Install the rings on the studs with pliers as shown.
7. Slowly release the pressure on the springs. Remove tool (B).
8. Put clean oil on the discs and disc assemblies.
9. Install ten discs (11) and nine disc assemblies (12) on the piston starting with a disc.
10. Heat bearing (16) in oil to a temperature of 135°C (275°F). Install bearing (16) on wheel
spindle (20).
11. Fasten a hoist to the eyebolts in housing (9). Install housing (9) on wheel spindle (20).
12. Install hub (7) on the shaft of the wheel spindle. Install the O-ring seal on housing (9).
NOTE: Hub (7) can be installed before the discs and disc assemblies are installed.
13. Lower the temperature of bearing cup (21). Install bearing cup (21) in cover (5).
14. Install O-ring seal (6) on the cover. Install cover (5) on the housing. Install the bolts, washers
and the plate that hold the cover to the housing. Install bearing (4).
15. Install sprocket (3) on the shaft of the wheel spindle. Install retainer (2) and the bolts. Tighten
the bolts to a torque of 35 N·m (25 lb.ft.) while turning the housing. Remove the bolts and the
retainer. Measure the distance between the end of the sprocket and the wheel spindle. Install shims
that are the same thickness as the distance measured minus 0.13 to 0.25 mm (.005 to .010 in.).
Install the retainer and the three bolts. Tighten the bolts to a torque of 130 ± 7 N·m (95 ± 5 lb.ft.).
Install the wire through the bolts.
End By:


Specifications
Brake Pedal
SMCS - 4205-012; 4205-015; 4205-016; 4205-011; 4251
(8) 1D1313 Spring:
Test Force ... 162.35 ± 8 N (36.5 ± 1.8 lb.)
Pedal Adjustment Procedure

With pedal released, roller must be just in contact (slight drag) with plunger. If necessary, remove
material from stop (6) on pedal under floor plates.
1. Remove all air pressure from air tanks and air lines, 0 kPa (0 psi).
2. Turn brake valve plunger adjustment screw (4) out until a slight drag is left when roller (5) is
turned.
3. Turn pedal stop screw (1) all the way down.
4. Pull pedal (7) down until a solid stop in the valve is felt. This is the maximum stroke of the
valve.
NOTE: If the pedal hits the platform before maximum stroke of the valve can be felt, turn the
valve plunger adjustment screw (4) out one turn.
5. With pedal (7) pulled down, turn stop screw (1) up until it just touches the pedal. Release the
pedal.
6. Tighten jam nuts (2) and (3). Do not turn stop screw (1) and adjustment screw (4) after jam nuts
are tightened.
7. Check to be sure valve is exhausting. There should be 0 kPa (0 psi) at tandem when the pedal is
up.


Specifications
Quick Release Valve For Brake Control

5D470
SMCS - 4205-012; 4205-015; 4205-016; 4205-011; 4251
Pressure for operation ... 1030 kPa (150 psi)
Valve normally closed.
Supply and delivery differential ... 7 kPa (1 psi)


Specifications

5D4382
SMCS - 4205-012; 4205-015; 4205-016; 4205-011; 4251
(1) 4J3957 Spring:


Specifications

SMCS - 4205-012; 4205-015; 4205-016; 4205-011; 4251
(1) 2G3765 Spring:
Test force ... 67 ± 5.3 N (15 ± 1.2 lb.)


Specifications

5T925
SMCS - 4205-012; 4205-015; 4205-016; 4205-011; 4251
(1) 8K8467 Spring:



SENR36500041
Brake Control Valve

SMCS - 4265-015; 4265-016; 4265-010
Remove And Install Brake Control Valve

1. Release the air pressure in the air tank by loosening the bleed valves on the air tank.
Do not disconnect any air lines until all the air pressure in the air
system is released. Personal injury can be the result if air lines are
disconnected before the air pressure is zero.
2. Remove spring (2). Remove the cotter pin that holds pin (3) in position. Push accelerator lever
(1) down far enough to remove pin (3).
3. Put identification on five air lines (5) for installation purposes. Disconnect the five air lines
from the brake control valve.
4. Disconnect two electric lines (4) and two electric lines (6).
5. Remove three bolts (8), bracket (9), brake control valve (7) and spacer and plunger (10).
NOTE: The following steps are for installation of the brake control valve.
6. Put spacer and plunger (10) in position on the machine. Install brake control valve (7) and
bracket (9). Install the three bolts (8) that hold the parts in place.
7. Put the brake pedal lever in position in bracket (9). Pull lever (1) down far enough to install pin
(3) in bracket (9). Release lever (1). Install spring (2).
8. Connect five air lines (5) to the brake control valve (7).
9. Connect two electric wires (6) and (4) to the brake control valve.
10. Make an adjustment to the brake pedal and to the brake control valve. See the topic, Pedal
Adjustments For Service Brakes and Control Valve Adjustment in 12G, 14G, 16G Air System
And Brakes Service Manual, Form No. SENR3605.
Disassemble Brake Control Valve
Start By:
a. remove brake control valve
1. Remove switch (1) from the brake control valve.
2. Remove four screws and cover (2).
3. Remove inlet and exhaust valve (3).
4. Put spring (6) under compression so retainer (7) is away from snap ring (8). Use tool (A) to
remove snap ring (8). Remove retainer (7), spring (6) and retainer (5) from valve (4).
5. Check the condition of the O-ring seal in the bore of retainer (7) and on the outside diameter. If
the O-ring seals are damaged, a replacement of inlet and exhaust valve will be necessary.
6. Remove the four bolts and make a separation of cover (10) and valve body (9).
7. Remove O-ring seal (11) from cover (10). Check O-ring seal (11) for damage and make a
replacement if necessary.
8. Use a screwdriver to hold the stem in position. Remove locknut (12).
9. Remove spring guide (13), spring (14), relay piston (16) and spring (15) from the valve body.
10. Remove stem (19) and two O-ring seals (17) and (18) from relay piston (16). Check O-ring
seals (17) and (18) for damage and make a replacement if necessary.
Retainer (21) holds a spring under compression. To prevent personal

injury, use the following procedure to remove the retainer.
11. Push down and hold primary piston (20). Use a screwdriver to pull retainer (21) away from the
edge of the valve body. Slowly release the compression of the spring under primary piston (20).
12. Remove retainer (21), primary piston (20) and spring (22) from the valve body.
13. Remove spring nut (26) from primary piston (22). Remove spring seat (25) rubber spring (24)
and O-ring seal (23) from the primary piston.
14. Check the condition of O-ring seal (23) and make a replacement if necessary.
15. Use tool (B) to remove snap ring (27). Remove inlet and exhaust valve assembly (28) from the
valve body.
16. Push retainer (33) away from snap ring (35). Use tool (A) to remove snap ring (35). Remove
retainer (33), spring (31) and retainer (30) from valve (29).
17. Remove O-ring seals (32) and (34) from retainer (33). Check O-ring seals (32), (34) and the
rubber seal on valve (29) for damage. If any of these three components are damaged, it will be
necessary to make a replacement of the inlet and exhaust valve assembly.
18. Remove vent filter (36) and make a replacement if necessary.
Assemble Brake Control Valve
1. Put vent filter (36) in position in the valve body.
2. Put clean 5N5561 Silicone Lubricant on O-ring seals (32), (34) and on the rubber end of valve
(29). Install retainer (30) on the valve so the counterbore in the retainer is away from spring (31).
3. Install O-ring seals (32) and (34) on retainer (33). Install spring (31) and retainer (33) on valve
(29). Compress spring (31) and use tool (A) to install snap ring (35) on the end of valve (29).
4. Put clean 5N5561 Silicone Lubricant on counterbore (37) in the valve body. Put inlet and
exhaust valve assembly (28) in position in the valve body as shown.
5. Use tool (B) to install snap ring (27). Snap ring (27) holds inlet and exhaust valve assembly (28)
in position in the valve body.
6. Put clean 5N5561 Silicone Lubricant on O-ring seal (23). Do not put any lubricant on rubber
spring (24). Install O-ring seal (23) on primary piston (22). Install rubber spring (24) on the
primary piston. The flat side of the rubber spring must be toward the primary piston.
7. Install spring seat (25) against rubber spring (14). The flat side of the spring seat must be away
from the rubber spring. Install spring nut (26) as shown. Tighten spring nut (26) until the top
surface of spring seat (25) is even with the top surface of primary piston (22).
8. Put spring (22) and primary piston (20) in position on the valve body as shown.
Tabs (38) on retainer (21) hold a spring under compression. To prevent

personal injury, make sure tabs (38) are not bent more than 90° away
from the bottom inside surface of the retainer as seen in illustration
B58200P2.
9. Use retainer (21) to push primary piston (22) and spring (22) down into the valve body. Make
sure the holes in the retainer are in alignment with the holes in the valve body. Make sure all three
tabs (38) are engaged around the valve body.
10. Put clean 5N5561 Silicone Lubricant on O-ring seals (17) and (18). Install the two O-ring seals
on relay piston (16).
11. Put stem (19) in position in the relay piston as shown. If the brake control valve is being
disassembled and assembled for reconditioning, the rubber washer in the repair kit must be
installed on stem (19) at location (X).
12. Put spring (19) and relay piston (16) in position on the valve body.
13. Put stem spring (14) and spring guide (13) in position on stem (19). Use a screwdriver to hold
the stem in place. Install locknut (12). Tighten the locknut to a torque of 3 ± 1 N·m (25 ± 5 lb.in.).
14. Put clean 5N5561 Silicone Lubricant on O-ring seal (11). Put the O-ring seal in position in
cover (10). Install cover (10) on valve body (9). Tighten the four bolts that hold cover (10) in
place to a torque of 5 ± 2 N·m (45 ± 15 lb.in.).
(4). Install retainer (5) on the valve so that the counterbore in the retainer is away from spring (6).
16. Install spring (6) on the valve. Install retainer (7) on the valve with the side of the retainer with
the small diameter toward the spring as shown. Put spring (6) under compression. Use tool (A) to
install snap ring (8) on the end of valve (4).
17. Put clean 5N5561 Silicone Lubricant on counterbore (41). Install inlet and exhaust valve
assembly (3) in the cover as shown.
18. Install cover (2). Tighten four machine screws (42) to a torque of 3 ± 1 N·m (25 ± 5 lb.in.).
19. Install switch (1) on the brake control valve.
End By:
a. install brake control valve



SENR36500042
Parking Brake Rotochamber And Release Valve

SMCS - 4262-017; 4262-010
Remove And Install Parking Brake Rotochamber And

Release Valve
Do not disconnect the air line to the parking brake rotochamber until
the air pressure is zero. Failure to do so can result in personal injury.
1. Disconnect the air pressure in the air tank by loosening the bleed valves.
2. Disconnect the air line (1) from parking brake release valve (3).
3. Connect a shop air line to the parking brake release valve (3).
4. Release the parking brake with shop air. Remove the cotter pin and pin (6) from rod end (5) and
lever (7). Release the air pressure in the shop air line. Disconnect the shop air line.
5. Remove nuts (4) that hold rotochamber (2) to bracket (8). Remove rotochamber (2) from
bracket (8).
NOTE: The following steps are for installation of the parking brake rotochamber.
6. Position the parking brake rotochamber (2) on bracket (8). Start nuts (4) on rotochamber. Do
not tighten nuts (4).
7. Connect a shop air line to release valve (3). With shop air, move rod end (5) of rotochamber
into position on lever (7). Install pin (6) that holds rod end (5) to lever (7). Install the cotter pin in
pin (6).
8. Tighten nuts (4) that hold the rotochamber (2) to bracket (8). Remove the shop air line from
parking brake release valve (3).
9. Connect air line (1) to parking brake release valve (3).
Disassemble And Assemble Parking Brake Rotochamber
Start By:
a. remove parking brake rotochamber and release valve
1. Remove release valve (1). Remove yoke (2) from rod.
The rotochamber is under spring tension. Do not remove bolts (3) until
assembly is under compression. If cover is removed without tooling (A),
personal injury can result.
2. Install tooling (A) on the rotochamber assembly. Also, put wire (4) around assembly as shown
to help keep assembly in alignment during disassembly.
3. Remove bolts (3), cover (5), rod assembly (6), spring (7) from body (8).
NOTE: The only replacement item in the rotochamber assembly is the spring. If any other items
are in need of repair, the entire unit must be replaced.
4. If necessary, remove the O-ring seal (9) and the felt wiper seal (10) from rod assembly (6).
NOTE: The following steps are for the assembly of the parking brake rotochamber.
5. Install the felt wiper seal (10) and the O-ring seal (9) on the rod assembly (6).
6. Put rod assembly (6) in cover (5). Install spring (7) and body (8).
7. Put assembly in tooling (A) as shown.
8. Put wire (4) around tooling (A) for alignment purposes and with the assembly in compression.
Install bolts (3) to hold cover (5) on body (8). Remove tooling (A).
9. Install release valve (1). Install yoke (2) on the rod.
End By:
a. install parking brake rotochamber



SENR36500043
Parking Brake Release Valve

SMCS - 4283-017
Disassemble And Assemble Parking Brake Release Valve

Start By:
a. remove parking brake release valve
1. Remove four screws (5). Remove cover (4) from body (1).
2. Remove diaphragm (2) and seal (3) from body (1).
NOTE: The following steps are for assembly of the parking brake release valve.
3. Position diaphragm (2) and seal (3) in body (1).
4. Position cover (4) on body (1) and install four screws (5).
End By:
a. install parking brake release valve.


Specifications

5D4382
SMCS - 4283-017
(1) 4J3957 Spring:


Specifications

SMCS - 4283-017
(1) 2G3765 Spring:
Test force ... 67 ± 5.3 N (15 ± 1.2 lb.)


Specifications

5T925
SMCS - 4283-017
(1) 8K8467 Spring:


Specifications
Parking Brake
SMCS - 4283-017
in.)


Specifications
Air Valve Solenoid

7T9074
SMCS - 4283-017
Switch has a normally closed position
Maximum operating air pressure ... 1034 kPa (150 psi)
Orifice ... 2.39 mm (.094 in.)
.435 ± .045 amps at 24V DC, continuous duty.


Specifications
Safety Valve (Air Tank)

2G1034
SMCS - 4283-017
Pressure needed to open valve ... 1207 ± 55 kPa (175 ± 8 psi)


Specifications
Air Tank (Reservoir)

8D9761
SMCS - 4283-017
(1) Torque for four bolts and nuts that hold tank in position ... 20 ± 7 N·m (15 ± 5 lb.ft.)



SENR36500002
Air Tank
SMCS - 4272-010
Remove and Install Air Tank
1. Release the air pressure in air tank (7) by opening bleed valves (6) and (8).
Do not disconnect any air lines from the air tank until air pressure is
zero.
2. Disconnect lines (2), (3), (4) and (5) from the tank.
3. Remove four nuts, washers, grommets and bolts (1) that hold the air tank to the frame. Remove
air tank (7) from the machine.
NOTE: The following steps are for installation of the air tank.
4. Position the air tank and install four bolts, washers, grommets and nuts (1), that hold the air tank
to the frame.
5. Connect lines (2), (3), (4) and (5) to the air tank.
6. Close bleed valves (6) and (8).


Specifications
Quick Release Valve For Brake Control

5D470
SMCS - 4272-010
Pressure for operation ... 1030 kPa (150 psi)
Supply and delivery differential ... 7 kPa (1 psi)


Specifications

5D4382
SMCS - 4272-010
(1) 4J3957 Spring:


Specifications

SMCS - 4272-010
(1) 2G3765 Spring:
Test force ... 67 ± 5.3 N (15 ± 1.2 lb.)


Specifications
Air Valve Solenoid

7T9074
SMCS - 4272-010
Orifice ... 2.39 mm (.094 in.)


Specifications
Check Valve
(Parking Brake And Centershift Lock) 6D1432
SMCS - 4272-010
Maximum Operating Pressure ... 1030 kPa (150 psi)


Specifications
12G, 120G, 130G & 140G MOTOR GRADERS HYDRAULIC SYSTEM & STEE
SENR34880012
Check Valves (Pilot Operated)

8J5913 (Circle Drive, Wheel Lean); 8J9974 (Articulation,
Blade Lift - Right Cylinder, Centershift)
SMCS - 4272-010
(1) 9J0403 Spring for ball check:
Quantity ... two
Length under test force ... 18.7 mm (.74 in)
Test force ... 12.9 ± 1.0 N (2.9 ± .2 lb)
Free length after test ... 25.1 mm (.99 in)
Outside diameter ... 10.4 mm (.41 in)
(2) Torque for plugs ... 35 ± N·m (25 ± 5 lb ft)
(3) Torque for adapters ... 75 ± 10 N·m (55 ± 7 lb ft)
NOTE: 8J5913 Valve does not have adapters or chokes in the inlet ports.



SENR36500004
Wheel Lean And Centershift Lock Check Valves

SMCS - 5235-010
Remove And Install Wheel Lean And Centershift Lock

Check Valves
1. Remove bolts and washers (1) that hold cover (2) to the frame.
2. Put identification on the oil lines as to their locations on the valves. Disconnect oil lines (4) and
(10) from the wheel lean lock check valve. Remove bolt and washer (9) from the valve. Remove
wheel lean lock check valve (7).
3. Disconnect oil lines (3) and (8) from the centershift lock check valve. Remove the bolt and
washer (6) from the valve. Remove centershift lock check valve (5).
NOTE: The following steps are for installation of the wheel lean and center shift rock check
valves.
4. Put centershift lock check valve (5) in position on the frame. Install the washer and bolt (6) that
hold it.
5. Connect oil lines (3) and (8) to their correct locations on the valve (5).
6. Put wheel lean lock check valve (7) in position on the frame. Install the washer and bolt (9) that
hold it.
8. Put cover (2) in position on the frame. Install the washers and bolts (1) that hold it.



SENR36500026
Centershift Lock Control Valve

SMCS - 5220-017; 5220-010
Remove And Install Centershift Lock Control Valve

To prevent personal injury, do not disconnect any air lines from the
centershift lock control valve until the air pressure is zero.
Typical Example
2. Remove the cotter pin and pin (3) from linkage (5). Move the linkage free of the handle.
Remove bolts (2) and retainer (1) from the cover. Remove bolts (4) and cover (6).
Typical Example
3. Disconnect air lines (9) and (10) from centershift lock control valve (8).
4. Remove screws (7). Remove centershift lock control valve (8).
NOTE: The following steps are for installation of the centershift lock control valve.
5. Put centershift lock control valve (8) in position on the support. Install the screws (7) that hold
it.
6. Connect the three air lines (9) and (10) to their correct location on the valve (8).
7. Put cover (6) in position on the brackets. Install the bolts (4) that hold it.
8. Put the retainer (1) in position on cover (6). Install the bolts (2) that hold it.
9. Put linkage (5) in position on the handle. Install the pin and cotter pin (3) that holds linkage (5)
on the handle.
Disassemble And Assemble Centershift Lock Control Valve

Start By:
a. remove centershift lock control valve
1. Remove pin (4) that holds lever (3) to body (1). Remove lever (3).
2. Remove two plungers (2) and springs (5) from the body. Remove the O-ring seals from the
plungers.
3. Remove bolts (6) and cover (8) from body (1). Remove O-ring seal (9) from the cover.
4. Remove springs (7) and valves (10) from the body.
NOTE: The following steps are for assembly of the centershift lock control valve.
5. Install O-ring seal (9) in cover (8). Install O-ring seals (11) on plungers (2).
6. Put two springs (5) in position on two plungers (2). Put two plungers (2) in position in body (1).
7. Put lever (3) in position on the body. Install the pin (4) that holds it.
8. Put two valves (10) and two springs (7) in position in the body (1).
9. Put cover (8) in position on the body (1). Install the bolts (6) that hold it.
End By:
a. install centershift lock control valve



SENR36500041
Brake Control Valve

SMCS - 4265-015; 4265-016; 4265-010
Remove And Install Brake Control Valve

1. Release the air pressure in the air tank by loosening the bleed valves on the air tank.
Do not disconnect any air lines until all the air pressure in the air
system is released. Personal injury can be the result if air lines are
disconnected before the air pressure is zero.
2. Remove spring (2). Remove the cotter pin that holds pin (3) in position. Push accelerator lever
(1) down far enough to remove pin (3).
3. Put identification on five air lines (5) for installation purposes. Disconnect the five air lines
from the brake control valve.
4. Disconnect two electric lines (4) and two electric lines (6).
5. Remove three bolts (8), bracket (9), brake control valve (7) and spacer and plunger (10).
NOTE: The following steps are for installation of the brake control valve.
6. Put spacer and plunger (10) in position on the machine. Install brake control valve (7) and
bracket (9). Install the three bolts (8) that hold the parts in place.
7. Put the brake pedal lever in position in bracket (9). Pull lever (1) down far enough to install pin
(3) in bracket (9). Release lever (1). Install spring (2).
8. Connect five air lines (5) to the brake control valve (7).
9. Connect two electric wires (6) and (4) to the brake control valve.
10. Make an adjustment to the brake pedal and to the brake control valve. See the topic, Pedal
Adjustments For Service Brakes and Control Valve Adjustment in 12G, 14G, 16G Air System
And Brakes Service Manual, Form No. SENR3605.
Disassemble Brake Control Valve
Start By:
a. remove brake control valve
1. Remove switch (1) from the brake control valve.
2. Remove four screws and cover (2).
3. Remove inlet and exhaust valve (3).
4. Put spring (6) under compression so retainer (7) is away from snap ring (8). Use tool (A) to
remove snap ring (8). Remove retainer (7), spring (6) and retainer (5) from valve (4).
5. Check the condition of the O-ring seal in the bore of retainer (7) and on the outside diameter. If
the O-ring seals are damaged, a replacement of inlet and exhaust valve will be necessary.
6. Remove the four bolts and make a separation of cover (10) and valve body (9).
7. Remove O-ring seal (11) from cover (10). Check O-ring seal (11) for damage and make a
replacement if necessary.
8. Use a screwdriver to hold the stem in position. Remove locknut (12).
9. Remove spring guide (13), spring (14), relay piston (16) and spring (15) from the valve body.
10. Remove stem (19) and two O-ring seals (17) and (18) from relay piston (16). Check O-ring
seals (17) and (18) for damage and make a replacement if necessary.
Retainer (21) holds a spring under compression. To prevent personal

injury, use the following procedure to remove the retainer.
11. Push down and hold primary piston (20). Use a screwdriver to pull retainer (21) away from the
edge of the valve body. Slowly release the compression of the spring under primary piston (20).
12. Remove retainer (21), primary piston (20) and spring (22) from the valve body.
13. Remove spring nut (26) from primary piston (22). Remove spring seat (25) rubber spring (24)
and O-ring seal (23) from the primary piston.
14. Check the condition of O-ring seal (23) and make a replacement if necessary.
15. Use tool (B) to remove snap ring (27). Remove inlet and exhaust valve assembly (28) from the
valve body.
16. Push retainer (33) away from snap ring (35). Use tool (A) to remove snap ring (35). Remove
retainer (33), spring (31) and retainer (30) from valve (29).
17. Remove O-ring seals (32) and (34) from retainer (33). Check O-ring seals (32), (34) and the
rubber seal on valve (29) for damage. If any of these three components are damaged, it will be
necessary to make a replacement of the inlet and exhaust valve assembly.
18. Remove vent filter (36) and make a replacement if necessary.
Assemble Brake Control Valve
1. Put vent filter (36) in position in the valve body.
(29). Install retainer (30) on the valve so the counterbore in the retainer is away from spring (31).
3. Install O-ring seals (32) and (34) on retainer (33). Install spring (31) and retainer (33) on valve
(29). Compress spring (31) and use tool (A) to install snap ring (35) on the end of valve (29).
4. Put clean 5N5561 Silicone Lubricant on counterbore (37) in the valve body. Put inlet and
exhaust valve assembly (28) in position in the valve body as shown.
5. Use tool (B) to install snap ring (27). Snap ring (27) holds inlet and exhaust valve assembly (28)
in position in the valve body.
6. Put clean 5N5561 Silicone Lubricant on O-ring seal (23). Do not put any lubricant on rubber
spring (24). Install O-ring seal (23) on primary piston (22). Install rubber spring (24) on the
primary piston. The flat side of the rubber spring must be toward the primary piston.
7. Install spring seat (25) against rubber spring (14). The flat side of the spring seat must be away
from the rubber spring. Install spring nut (26) as shown. Tighten spring nut (26) until the top
surface of spring seat (25) is even with the top surface of primary piston (22).
8. Put spring (22) and primary piston (20) in position on the valve body as shown.
Tabs (38) on retainer (21) hold a spring under compression. To prevent

personal injury, make sure tabs (38) are not bent more than 90° away
from the bottom inside surface of the retainer as seen in illustration
B58200P2.
9. Use retainer (21) to push primary piston (22) and spring (22) down into the valve body. Make
sure the holes in the retainer are in alignment with the holes in the valve body. Make sure all three
tabs (38) are engaged around the valve body.
10. Put clean 5N5561 Silicone Lubricant on O-ring seals (17) and (18). Install the two O-ring seals
on relay piston (16).
11. Put stem (19) in position in the relay piston as shown. If the brake control valve is being
disassembled and assembled for reconditioning, the rubber washer in the repair kit must be
installed on stem (19) at location (X).
12. Put spring (19) and relay piston (16) in position on the valve body.
13. Put stem spring (14) and spring guide (13) in position on stem (19). Use a screwdriver to hold
the stem in place. Install locknut (12). Tighten the locknut to a torque of 3 ± 1 N·m (25 ± 5 lb.in.).
14. Put clean 5N5561 Silicone Lubricant on O-ring seal (11). Put the O-ring seal in position in
cover (10). Install cover (10) on valve body (9). Tighten the four bolts that hold cover (10) in
place to a torque of 5 ± 2 N·m (45 ± 15 lb.in.).
(4). Install retainer (5) on the valve so that the counterbore in the retainer is away from spring (6).
16. Install spring (6) on the valve. Install retainer (7) on the valve with the side of the retainer with
the small diameter toward the spring as shown. Put spring (6) under compression. Use tool (A) to
install snap ring (8) on the end of valve (4).
17. Put clean 5N5561 Silicone Lubricant on counterbore (41). Install inlet and exhaust valve
assembly (3) in the cover as shown.
18. Install cover (2). Tighten four machine screws (42) to a torque of 3 ± 1 N·m (25 ± 5 lb.in.).
19. Install switch (1) on the brake control valve.
End By:
a. install brake control valve



SENR36500042
Parking Brake Rotochamber And Release Valve

SMCS - 4262-017; 4262-010
Remove And Install Parking Brake Rotochamber And

Release Valve
Do not disconnect the air line to the parking brake rotochamber until
the air pressure is zero. Failure to do so can result in personal injury.
1. Disconnect the air pressure in the air tank by loosening the bleed valves.
2. Disconnect the air line (1) from parking brake release valve (3).
3. Connect a shop air line to the parking brake release valve (3).
4. Release the parking brake with shop air. Remove the cotter pin and pin (6) from rod end (5) and
lever (7). Release the air pressure in the shop air line. Disconnect the shop air line.
5. Remove nuts (4) that hold rotochamber (2) to bracket (8). Remove rotochamber (2) from
bracket (8).
NOTE: The following steps are for installation of the parking brake rotochamber.
6. Position the parking brake rotochamber (2) on bracket (8). Start nuts (4) on rotochamber. Do
not tighten nuts (4).
7. Connect a shop air line to release valve (3). With shop air, move rod end (5) of rotochamber
into position on lever (7). Install pin (6) that holds rod end (5) to lever (7). Install the cotter pin in
pin (6).
8. Tighten nuts (4) that hold the rotochamber (2) to bracket (8). Remove the shop air line from
parking brake release valve (3).
9. Connect air line (1) to parking brake release valve (3).
Disassemble And Assemble Parking Brake Rotochamber
Start By:
a. remove parking brake rotochamber and release valve
1. Remove release valve (1). Remove yoke (2) from rod.
The rotochamber is under spring tension. Do not remove bolts (3) until
assembly is under compression. If cover is removed without tooling (A),
personal injury can result.
2. Install tooling (A) on the rotochamber assembly. Also, put wire (4) around assembly as shown
to help keep assembly in alignment during disassembly.
3. Remove bolts (3), cover (5), rod assembly (6), spring (7) from body (8).
NOTE: The only replacement item in the rotochamber assembly is the spring. If any other items
are in need of repair, the entire unit must be replaced.
4. If necessary, remove the O-ring seal (9) and the felt wiper seal (10) from rod assembly (6).
NOTE: The following steps are for the assembly of the parking brake rotochamber.
5. Install the felt wiper seal (10) and the O-ring seal (9) on the rod assembly (6).
6. Put rod assembly (6) in cover (5). Install spring (7) and body (8).
7. Put assembly in tooling (A) as shown.
8. Put wire (4) around tooling (A) for alignment purposes and with the assembly in compression.
Install bolts (3) to hold cover (5) on body (8). Remove tooling (A).
9. Install release valve (1). Install yoke (2) on the rod.
End By:
a. install parking brake rotochamber



SENR36500043
Parking Brake Release Valve

SMCS - 4283-017
Disassemble And Assemble Parking Brake Release Valve

Start By:
a. remove parking brake release valve
1. Remove four screws (5). Remove cover (4) from body (1).
2. Remove diaphragm (2) and seal (3) from body (1).
NOTE: The following steps are for assembly of the parking brake release valve.
3. Position diaphragm (2) and seal (3) in body (1).
4. Position cover (4) on body (1) and install four screws (5).
End By:
a. install parking brake release valve.



i01111322
Engine Oil Cooler - Remove

SMCS - 1378-011
NOTICE
NOTICE

containing fluids.

3304B engine
(1) Remove bolts (4), elbow (5) and the gasket from the engine block.
(2) Remove oil cooler (2) and the gasket.
(3) If necessary, loosen clamp (1), and remove pipe (7) from the engine.

Start By:
A. Remove the engine oil filter and the engine oil filter base. Refer to Disassembly and
Assembly, "Engine Oil Filter Base - Remove".
NOTICE
NOTICE

containing fluids.

1. Loosen two hose clamps (1) .
2. Disconnect hose assembly (5). Disconnect clip (3) for the engine oil level gauge. Remove
three bolts (4) and remove engine oil cooler (2).



i00921081
Engine Oil Cooler - Disassemble

SMCS - 1378-015
Start By:
A. Remove the engine oil cooler. Refer to Disassembly and Assembly, "Engine Oil Cooler -
Remove".
NOTICE
1. Remove pipe (1), two elbows (2) and bonnet (3) from cooler core (4) .
2. Clean the tubes of cooler core (4) with 3.96 mm (.156 inch) rod (5) .
Note: The O-ring seals should be removed and inspected for damage. If the O-ring seals are
worn or damaged, use new parts for replacement.



i00921158
Engine Oil Cooler - Assemble

SMCS - 1378-016
Assembly Procedure
NOTICE
Note: Before assembly, check the condition of the gaskets and the O-ring seals. If the
gaskets or the O-ring seals are worn or damaged, use new parts for replacement.
1. Install bonnet (3), two elbows (2) and pipe (1) on oil cooler core (4) .
End By: Install the engine oil cooler. Refer to Disassembly and Assembly, "Engine Oil Cooler -
Install".



i01111458
Engine Oil Cooler - Install

SMCS - 1378-012
NOTICE
NOTICE

containing fluids.

Note: Check the condition of the gaskets. If the gaskets are worn or damaged, use new parts for
replacement.
(1) Position pipe (7) on the engine block. Install bolts (4) and clamp (1).
(2) Place oil cooler (2) and the gasket in position on the pipe (7). Install bolts (4).
End By: Install the engine oil filter and the engine oil filter base. Refer to Disassembly and
Assembly, "Engine Oil Filter Base - Install".
NOTICE
Note: Check the condition of the gaskets. If the gaskets are worn or damaged, use new parts
for replacement.
1. Install engine oil cooler (2) and three bolts (4). Connect clip (3) for the engine oil level
gauge. Connect hose assembly (5) .
2. Tighten two hose clamps (1) .
End By: Install the engine oil filter and the engine oil filter base. Refer to Disassembly and
Assembly, "Engine Oil Filter Base - Install".



i01009753
Water Temperature Regulator - Remove and Install

SMCS - 1355-010
Removal Procedure
NOTICE
NOTICE

containing fluids.

1. Drain the coolant from the cooling system to a level that is below the water temperature
regulator.
2. Disconnect the upper radiator hose from pipe (1) .
3. Remove four bolts and pipe (1) from the cylinder head. Remove gasket (2) and water
temperature regulator (3) .
NOTICE
1. Put water temperature regulator (3) and gasket (2) in position on the cylinder head.
2. Put pipe (1) in position. The side with the plug faces the front of the engine. Install the four
bolts that hold pipe (1) in position.
3. Connect the upper radiator hose to pipe (1) and fill the cooling system to the correct level.
Refer to the Operation and Maintenance Manual, "Refill Capacities" topic for the correct
fluid and the correct filling procedure.



i00943364
Water Directors - Remove and Install

SMCS - 1115-010
Removal Procedure
Start By:
Install".
NOTICE
1. Remove water directors (1) from the cylinder head.
NOTICE
1. Thoroughly clean the cylinder head before assembly.
2. Install new water director (1) into the cylinder head. Align the notch in water director (1)
with the "V" mark on the cylinder head.
3. Install water director (1) to a depth of 0.8 ± 0.6 mm (0.031 ± 0.023 inch) below the surface
of the cylinder head.
End By: Install the spacer plate. Refer to Disassembly and Assembly, "Spacer Plate - Remove and
Install".



i01003513
Water Pump - Remove

SMCS - 1361-011
Removal Procedure
NOTICE
NOTICE

containing fluids.

1. Drain the coolant from the radiator into a suitable container for storage or disposal.
2. Loosen hose clamp (1). Remove bolts (2) and (3) that hold water pump elbow (4) in
position.
3. Remove bolts (6) that hold water pump (5) to the engine and remove water pump (5) .



i06831543
Water Pump - Disassemble

SMCS - 1361-015
Table 1
Required Tools
1U-9895 Crossblock 1
126-7181 Sliding Plate 2
3H-0465 Push-Puller Plate 6
2S-4680 Stud 2
A
3S-6224 Electric Hydraulic Pump Gp 1
2L-4523 Bolt 2
5P-8244 Hard Washer 2
6B-6682 Full Nut 2
2J-3506 Full Nut 2
B 521-4900 Puller As. 1
Start By:
a. Remove the water pump.
1. Remove nuts (1) and the studs from cover assembly (2). Remove cover assembly (2).
2. Remove O-ring seal (3) and O-ring seal (4) from cover assembly (2).
Personal injury can result from being struck by parts propelled by a

released spring force.
Make sure to wear all necessary protective equipment.
Follow the recommended procedure and use all recommended tooling to

release the spring force.
3. Use Tooling (A) to remove impeller (5).
4. Use Tooling (B) to remove the rotating seal group (6).
5. Remove bolts (7) and the washers from thrust washer (8) from pump housing (9).
6. Remove stationary seal group (11).
7. Remove plug assembly (12) from pump housing (10).
8. Remove lip seal (13), ring assembly (14), and the locating pin from pump housing (10).
9. Remove filters (15) from pump housing (10).
Reference: Refer to Reuse and Salvage Guidelines, SEBF8418, "Salvage of Water Pumps in 3500
Series Engines" for reuse and salvage guidelines.



i06831544
Water Pump - Assemble

SMCS - 1361-016
Assembly Procedure
Table 1
Required Tools
C 1P-0510 Driver Gp 1
D 7N-8268 Installation Tool 1
E 438-8155 Installation Tool 1
Reference: Refer to Reuse and Salvage Guidelines, SEBF8418, "Salvage of Water Pumps in 3500
Series Engines" for reuse and salvage guidelines.
1. Install filters (15) into pump housing (10).
2. Install ring (14) and the locating pin.
3. Use Tooling (C) to install lip seal (13) into pump housing (10).
4. Install shaft assembly (8), thrust washer (9), bolts (7), and the washers into pump housing
(10).
5. Use Tooling (D) to install stationary seal group (11) with the ceramic side facing out.
6. Use Tooling (E) and a suitable press to install rotating seal group (6). Rotating seal group
(6) is to be installed with installation clips (X) in place until rotating seal group (6) is fully
seated. Remove installation clips (X).
Note: Do not use hammer to install seal groups as damage to the ceramic faces on the seal
groups will occur.
7. Lubricate the shaft assembly with a light coat of engine oil. Use a suitable press to install
impeller (5) into pump housing (10) and onto the shaft assembly. Install impeller (5) to a
depth of 0.0 ± 0.15 mm (0.00000 ± 0.00591 inch) from the end of the shaft assembly to the
outer face of the impeller.
Note: Support the shaft assembly to prevent damage to the thrust washer.
8. Install plug assembly (12) and the O-ring seal into pump housing (10).
9. Install O-ring seal (4) and O-ring seal (3) onto cover assembly (2).
10. Install cover assembly (2), the studs, and nuts (1). Tighten the studs to a torque of
35 ± 5 N·m (25 ± 3 lb ft). Tighten nuts (1) to a torque of 27 ± 5 N·m (19 ± 3 lb ft).
End By:
a. Install the water pump.



i01003626
Water Pump - Install

SMCS - 1361-012
NOTICE
1. Put the O-ring seal and water pump (5) in position. Install the washers and bolts (6) that
fasten water pump (5) to the engine.
2. Install the gaskets and put water pump elbow (4) in position. Install bolts (2) that hold water
pump elbow (4) to water pump (5). Install bolts (3) that hold water pump elbow (4) to the
cylinder head.
3. Tighten hose clamp (1) .
4. Install the lower radiator hose and fill the cooling system to the correct level. Refer to the
Operation and Maintenance Manual, "Refill Capacities" topic for the correct fluid and the
correct filling procedure.



i01009753
Water Temperature Regulator - Remove and Install

SMCS - 1355-010
Removal Procedure
NOTICE
NOTICE

containing fluids.

1. Drain the coolant from the cooling system to a level that is below the water temperature
regulator.
2. Disconnect the upper radiator hose from pipe (1) .
3. Remove four bolts and pipe (1) from the cylinder head. Remove gasket (2) and water
temperature regulator (3) .
NOTICE
1. Put water temperature regulator (3) and gasket (2) in position on the cylinder head.
2. Put pipe (1) in position. The side with the plug faces the front of the engine. Install the four
bolts that hold pipe (1) in position.
3. Connect the upper radiator hose to pipe (1) and fill the cooling system to the correct level.
Refer to the Operation and Maintenance Manual, "Refill Capacities" topic for the correct
fluid and the correct filling procedure.


Specifications
SENR34880027
Front Axle
SMCS - 1355-010
Distance to install clamps from rod ends of link group ... 6.4 ± 1.5 mm (.25 ± .06 in)
(1) Torque for bolts in spindles ... 130 ± 7 N·m (95 ± 5 lb ft)
(2) If required, use only one 2G3865 Shim per wheel assembly to maintain a rolling torque of ... 20
N·m (15 lb ft)
(3) Torque for nuts (pin clamp) ... 700 ± 27 N·m (520 ± 20 lb ft)
(4) Torque for nuts (steering cylinders) (torque more, if needed to install coter) ... 140 ± 14 N·m
(105 ± 10 lb ft)
(5) Torque for nuts (tie rod clamp) ... 75 ± 7 N·m (55 ± 5 lb ft)
(6) Torque for nuts (tie rod) (torque more, if needed to install cotter) ... 140 ± 14 N·m (105 ± 10 lb
ft)
(8) Use washers as needed to get 1.5 mm (.06 in) maximum gap.
Washers:
120G ... 2G5676
12G, 130G, 140G ... 2G5673
Toe-In For Front Wheels:
1. Lift front wheels off ground. Install lockpin in tie bar of wheel lean.
2. Rotate the wheel to put a mark around the center of the tread on each tire.
3. Measure the distance from the mark on one tire to te mark on the other tire at both the front and at
the rear of the tires. Toe-in is correct when measurement at the front tires is .12 to .25 in (3.0 to 6.3
mm) less than the measurement at the rear of the tires.
4. Make the toe-in adjustment if needed. Loosen nut (5) and the nut in the clamp in the other side of
tie rod (7). Rotate tie rod (7) in the direction needed to get the correct toe-in for the front wheels.
When the toe-in adjustment is correct, tighten the bolts in the clamps on tie rod (7).
Adjustment For The Lengths Of The Rods In The Steering

Cylinders When the Toe-In For The Front Wheels Is Correct:
1. Lift front wheels off ground. Install lock pin in tie bar.
2. Loosen locknut (10) and turn cylinder rod (11) on to the threads of the ball socket as far as
possible. Do the same with the cylinder rod and ball socket on the right side.
3. Steer the wheels for a maximum turn to the left and hold the steering wheel in that position.
NOTE: During the next step, it will be necessary to turn the steering wheel back enough to release
hydraulic pressure, but be sure the steering system is turned to the maximum when adjustment
checks are made.
4. Turn the right hand cylinder rod to extend the socket until the stop on the left spindle housing is in
contact with left hand stop (9) on the axle (grind the stop surfaces if necessary to give maximum
contact area), then turn the cylinder rod six more complete turns [10.9 mm (.43 in)], and tighten
locknuts (10) to 340 ± 40 N·m (250 ± 30 lb ft).
5. Turn the steering wheel to move the front wheels to a position of maximum right turn, and hold
the steering wheel in this position.
checks are made.
6. Turn the left hand cylinder rod to extend the socket until the stop on the right spindle housing is in
contact with the right hand stop on the axle (grind the stop surfaces if necessary to give maximum
contact area), then turn the cylinder rod six more complete turns [10.9 mm (.43 in)], and tighten
locknut (10) to 340 ± 40 N·m (250 ± 30 lb ft).


Specifications
SENR35550017
Wheel Spindles
SMCS - 1355-010
7D8440 (12G, 130G, 140G)

(8) 9J5498 Spring:
Test force ... 200 ± 10 N (45 ± 2.25 lb.)

3. Tighten bolts (2) to a torque of 45 N·m (35 lb.ft.) while spindle housing (6) is turned.
measurement.
total shim thickness is more than 1.02 mm (.040 in.), use a 9D7047 Shim as part of the shim
thickness needed. If total shim thickness is more than 1.52 mm (.060 in.), use two 9D7047 Shims
as part of the shim thickness needed.
7. Install retainer (3) and tighten bolts (2) to a torque of 260 ± 14 N·m (190 ± 10 lb.ft.)
5T8144 (120G)
(8) 9J5498 Spring:
Test force ... 200 ± 10 N (45 ± 2.25 lb.)

3. Tighten bolts (2) to a torque fo 35 N·m (25 lb.ft.) while spindle housing (6) is turned.
measurement.
total shim thickness is more 1.02 mm (.040 in.), use 9D7085 Shim as part of the shim thickness
needed. If total shim thickness is more than 1.52 mm (.060 in.), use two 9D7085 Shims as part of
the shim thickness needed.
7. Install retainer (3) and tighten bolts (2) to a torque of ... 130 ± 7 N·m (95 ± 5 lb.ft.)



SENR36500014
Steering Tie Rod

SMCS - 4318-010
Remove And Install Steering Tie Rod
1. Remove the cotter pins from the pins at each end of the tie rod. Loosen nuts (3) and (5) until
they are even with the bottom of the pins.
2. Hit the nuts with a hammer to break the pins loose from their tapers. Remove nuts (3) and (5).
3. Remove steering tie rod (4).
NOTE: The following steps are for installation of the steering tie rod.
4. Put steering tie rod (4) in position on the wheel spindle housing. Install the nuts (3) and (5) on
the pins. Tighten the nuts to a torque of 120 N·m (90 lb.ft.), plus the torque required to align the
cotter slot. Install the cotter pins.
5. The following procedure must be used to make a toe-in adjustment to the front wheels:
a. Lift the front wheels off the ground. Install the lock pin in the wheel lean bar and the front axle.
b. Turn the wheels to put a mark on the center of the tread of the tires.
c. Measure the distance from the mark on one tire to the mark on the other tire. Toe-in is correct
when the measurement at the front of the tire is 3.0 to 6.3 mm (.12 to .25 in.) less than the
measurement at the rear of the tires.
d. Make a toe-in adjustment if needed. Loosen nuts (1) and (2). Turn tie rod (4) in direction
needed to get the correct toe-in for the front wheels. Tighten nut (1) and (2) to a torque of 75 ± 7
N·m (55 ± 5 lb.ft.).



SENR36500016
Wheel Spindles
SMCS - 4205-010
Remove And Install Wheel Spindles
Start By:
NOTE: There will be a loss of oil when cover (5) is removed.
1. Remove the washers and bolts (3) that hold cover (5) to the wheel spindle housing (2). Remove
cover (5). Remove the O-ring seal from the cover (5).
2. Remove bolts (7) that hold retainer (8) to the wheel spindle (1). Remove the retainer (8).
3. Loosen bolt (6).
4. Install tooling (A) under the head of bolt (6) and against the wheel spindle (1). Fasten a hoist to
the wheel spindle (1).
5. Tighten the nut on tooling (A) to push the wheel spindle (1) away from the inner bearing.
6. Remove wheel spindle from the wheel spindle housing. The weight of the wheel spindle is 33
Kg (73 lb.).
7. Remove Duo-Cone seals (7) from wheel spindle (1) and the wheel spindle housing (2). Remove
tooling (A).
8. Remove spindle housing inner bearing cone.
9. Remove the two bearing cups (8) from the wheel spindle housing.
10. Remove bearing cone (9) from the wheel spindle (1) with tooling (B).
NOTE: The following steps are for installation of the wheel spindles.
11. Heat bearing (9) to a temperature of 135° C (275° F). Install bearing (9) on wheel spindle (1).
NOTICE
See the topic, Duo-Cone Seals, (conventional) before installing any of

the Duo-Cone Seals.
12. Make sure the Duo-Cone seals are clean and dry. Make sure all the metal surfaces that the
seals make contact with are clean and dry. Install the Duo-Cone seal (7) in the wheel spindle (1)
with tooling (C).
13. Lower the temperature of bearing cups (8). Install the bearing cups in the wheel spindle
housing (2).
14. Install Duo-Cone seal (7) in the wheel spindle housing (2) with tooling (C). Put a small
amount of oil on the metal surfaces of both seals (7) that make contact with each other.
15. Heat the inner bearing to a maximum temperature of 135° C (275° F). Install the inner bearing
on wheel spindle (1). Fasten a hoist to wheel spindle (1). Install wheel spindle (1).
16. Install retainer (8) and bolts (7) that hold the retainer to the wheel spindle. Tighten the bolts to
a torque of 130 ± 7 N·m (95 ± 5 lb.ft.).
17. Install a new O-ring seal on cover (5). Put cover (5) in position on the wheel spindle housing
(2). Install bolts (3) that hold it.
18. Tighten bolt (6) to a torque of 700 ± 27 N·m (520 ± 20 lb.ft.). Remove plug (4). Fill the wheel
spindle housing with oil to its correct level. Install plug (4).
End By:



SENR36500017
Wheel Spindles And Wheel Spindle Housings

SMCS - 4205-012; 4205-011
Remove Wheel Spindles And Wheel Spindle Housing
Start By:
1. Install the lock pin in the wheel lean bar and the front axle. Remove the nut, washer and bolt (1)
that hold the lock in position. Remove the lock.
2. Remove bolt (3), the washer and the retainer. Remove the pin from the wheel lean cylinder. Do
not remove the pin from the wheel lean arm. Start the engine. Move the cylinder rod (2) into the
wheel lean cylinder. Shut off the engine.
3. Remove the cotter pin from the steering tie rod pin. Loosen nut (7) until it is even with the end
of the steering tie rod pin. Hit the nut with a hammer to loosen the pin from its taper. Remove nut
(7). Move the steering tie rod (6) away from the wheel spindle housing (5).
4. Repeat Step 3 for steering cylinder (8).
5. Remove bolt and washer (4) and (10).
Typical Example
6. Fasten a hoist to the wheel spindle housing (5). Remove two pins (9) from the wheel spindle
housing (5) and the wheel lean arm with tooling (A). Remove the rings from pins (9).
7. Remove wheel spindle and wheel spindle housing (5). Weight is 48 Kg (106 lbs). Remove
thrust washers (12) and (14) from the wheel lean arm (11). Remove the O-ring seals (17) and seals
(15) from the wheel spindle housing (5). Remove seal (18) from wheel lean arm (11).
8. Remove the bearings (13) from the wheel lean arm (11).
Install Wheel Spindles And Wheel Spindle Housings
Typical Example
1. Install the bearings in wheel lean arm (11) with tooling (B). Install the bearings even with the
surface that is toward the center of the wheel lean arm.
NOTICE
causing damage.
Typical Example
2. Install new O-ring seals (17) and new seals (15) and (18) in the top and bottom of wheel spindle
housing (5). Fasten a hoist to housing (5). Put it in position on the wheel lean arm. Install thrust
washers (12) and (14) between wheel spindle housing (5) and wheel lean arm (11) at the upper
junction. Install ring (16) on pin (9).
Typical Example
3. Lower the temperature of the two pins (9) that hold the wheel spindle housing to the wheel lean
arm (11). Install pins (9) with tooling (C).
Typical Example
4. Install bolts and washers (4) and (10) in pins (9) that hold pins (9) in wheel spindle housing (5).
5. Start the engine. Move the wheel lean cylinder rod (2) into position over the pin that holds the
cylinder rod to wheel lean arm (11) and the wheel lean bar. Install the pin in the cylinder rod.
Install the bolt, washer (3) and the retainer on the end of the pin.
6. Install the lock (19), nut, washer and bolt (1). Tighten the bolt to a torque of 250 ± 14 N·m (185
± 10 lb.ft.). Remove the lockpin from the wheel lean bar and the front axle.
7. Put steering tie rod (6) in position in the wheel spindle housing (5). Install nut (7) on the pin.
Tighten the nut to a torque of 120 N·m (90 lbs.). Always tighten the nut to put the groove (slot) in
alignment with the hole in the pin. Install the cotter pin.
8. Put the steering cylinder (8) in position in wheel spindle housing (5). Install the nut on the pin.
Tighten the nut to a torque of 135 N·m (100 lbs. ft.). Always tighten the nut to put the groove
(slot) in alignment with the hole in the pin. Install the cotter pin.
End By:



SENR36500018
Wheel Lean Arms

SMCS - 5225-010
Remove And Install Wheel Lean Arms
Start By:
a. remove wheel spindles and wheel spindle housings.
Typical Example
1. Remove the nut, washer and bolt (5) that hold the lock in position. Remove the lock (6).
2. Fasten a hoist to the wheel lean arm (2). Remove bolts, washers and retainers (7) from pin (4).
Remove pin (4) that holds wheel lean arm (2) to the front axle.
3. Remove pin (3) from wheel lean arm (2) and the wheel lean bar.
4. Remove wheel lean arm (2). The weight of the wheel lean arm is 31 Kg (68 lbs.).
5. Use tool A and remove the bearings and the seals from the wheel lean arm (2).
6. Repeat Steps 1 through 5 for the other wheel lean arm.
NOTE: The following steps are for installation of the wheel lean arms.
Typical Example
7. Install the two seals in the front axle with tooling (A). Install the seals so the lip is even with,
and toward the inner surface of the front axle.
Typical Example
8. Install bearings (8) in the front axle with tooling (B). Install the bearings so they just make
contact with the seals.
NOTICE
causing damage.
9. Fasten a hoist to wheel lean arm (2). Put it in position on the front axle.
10. Install pin (4) in the front axle and the wheel lean arm. Make sure the groove in pin (4) is in
alignment with the opening in the wheel lean arm (2).
11. Install pin (3) in the wheel lean bar and wheel lean arm (2). Make sure the groove in the pin
(3) is in alignment with the opening in the wheel lean arm. Install the retainer and the bolts in pin
(3). Hold a minimum gap between the retainer and the wheel lean bar of .76 mm (.030 in.). Install
the lock, the bolts and nut that holds pin (3) in the wheel lean bar and the wheel lean bar arm.
12. Put lock (6) in position in pin (4) and the wheel lean arm (2). Install the nut, washer and bolt
(5) that hold the lock (6). Tighten the bolt to a torque of 700 ± 27 N·m (515 ± 20 lb.ft.).
13. Repeat Steps 7 through 12 for the other wheel lean arm.
End By:
a. install wheel spindles and wheel spindle housings



SENR36500019
Wheel Lean Bar

SMCS - 5225-010
Remove And Install Wheel Lean Bar
Typical Example
1. Install lock pin (3) in the wheel lean bar and the front axle.
Do not remove any pins from the wheel lean bar until the lockpin has
been installed.
2. Lift the front of the machine enough to get the weight off the axle. Install tooling (A) as
supports under the front axle near each wheel.
3. Fasten tooling (B) to both wheel lean arms and the frame.
Typical Example
4. Remove the nuts, washers and bolts (1) and (5). Remove the locks that hold the pins (6) and (8)
in the wheel lean arm. Remove bolts (2) and (4) and the retainers from the pins. Remove pins (6)
and (8) from the wheel lean bar.
Do not remove the pins from the wheel lean arm.
5. Remove lock pin (3) from wheel lean bar (7) and the front axle.
6. Fasten a hoist to wheel lean bar (7). Remove wheel lean bar (7). Weight is 25 Kg (55 lb.).
7. Remove the seals and bearings from each end of wheel lean bar (7) with tooling (C).
NOTE: The following steps are for installation of the wheel lean bar.
8. Install a new seal in each end of wheel lean bar (7) with tooling (C). Install the seal with the lip
toward the outside and even with the outside surface of the wheel lean bar.
9. Install a new bearing in each end of the wheel lean bar with tooling (D).
NOTICE
Tooling (D) must be used to install the bearings to prevent damage.
10. Install another new seal in each end of the wheel lean bar with tooling (C). Install the seal with
the lip toward the outside and even with the outside surface of wheel lean bar (7).
11. Fasten a hoist to wheel lean bar (7). Put it in position on the machine. Install Lock Pin (3) in
the wheel lean bar and the front axle.
12. Put the wheel lean arms in alignment with wheel lean bar (7). Install pins (6) and (8) in the
wheel lean bar. Make sure the groove in the pins is in alignment with the groove in the wheel lean
arms. Install the lock, bolt, washer and nut in each wheel lean arm and pin. Do not tighten the bolt.
13. Install the retainers and the bolts that hold the retainers to pins (6) and (8). Maintain 0.76 mm
(.030 in.) gap between the retainer and the wheel lean bar. Tighten bolts (1) and (5).
14. Remove tooling (B). Lift the machine enough to remove tooling (A). Lower the machine to the
ground.



SENR36500021
Front Axle
SMCS - 4313-010
Remove And Install Front Axle
Start By:
a. remove wheel lean bar
b. remove steering tie rod
c. remove front wheels
Typical Example
1. Lift the front of the machine off the ground. Install tooling (A) under the circle drawbar.
2. Disconnect oil lines (1) from the steering cylinders. Disconnect oil lines (2) from the wheel lean
cylinder.
3. Remove the bolts and nuts (3) and (4) that hold the pins to the front axle and the frame.
4. Fasten a hoist to the front axle.
5. Remove pins (5) and (7) from the front axle and the frame. Remove the washers.
6. Remove front axle (6). Weight is 200 Kg (440 lbs.).
7. Remove seals (8) and the bearings from the front axle with tooling (B).
NOTE: The following steps are for installation of the front axle.
8. Install four new bearings (9) in the front axle with tooling (C). Install the bearings 7.16 ± 0.4
mm (.282 ± .016 in.) from each surface of the axle.
NOTICE
Tooling (C) must be used when the bearings are installed to prevent
damage.
9. Install four new seals (8) in the front axle with tooling (B). Install the seals with the lip toward
the outside surface, and even with the outside surface of the front axle.
10. Fasten a hoist to the front axle. Put front axle (6) in position on the frame.
11. Install the front pin (7) and washer (10). Install the rear pin (5) and washer (11). Make sure the
holes in the pins are in alignment with the holes in the frame.
NOTE: Use washers (10) to maintain 1.5 mm (.060 in.) gap between the front axle and the front
frame.
12. Install the bolts and nuts (3) and (4) that hold the pins (5) and (7) to the frame and front axle
(6).
13. Connect oil lines (1) to the steering cylinders. Connect oil lines (2) to the wheel lean cylinder.
End By:
b. install steering tie rod
c. install wheel lean bar



SENR36490004
Brake And Wheel Spindle Housings

SMCS - 4205-012; 4205-015; 4205-016; 4205-011; 4251
Start By:
line.
stud on the wheel spindle.
1. Fasten a hoist and tooling (A) to brake and wheel spindle housing. Put brake and wheel spindle
housing (1) in position on the studs in tandem housing (2).
2. Install the nuts (3) and the washers that hold the brake and wheel spindle housing to the tandem
housing.
and the block on the tandem housing. Install the guard on the housing. Install the two nuts and the
washers that hold it.
End By:
Start By:
1. Remove wire (3) from the bolts. Remove bolts (1). Remove retainer (2) and the shims that are
under the retainer.
2. Remove sprocket (4). Weight is 16 kg (36 lb.).
3. Remove bearing cone (5) from the spindle and cover (6). Remove O-ring seal (7) from cover
(6).
4. Remove the bolts and plate (8) that hold cover (6) to the housing. Install two 5/8" - 11 NC
forged eyebolts in the cover. Fasten a hoist to the eyebolts and remove the cover. Weight is 23 kg
(50 lb.). Remove bearing cup (10) from the cover.
5. Remove O-ring seal (9) from the cover.
6. Remove hub (11) from the wheel spindle.
7. Remove ten discs (12) and nine disc assemblies from the housing.
8. Put springs (15) in compression with tool (A).
9. Remove rings (14) from the studs with pliers.
10. Remove tool (A). Remove washers (13) and springs (15) from the studs.
11. Install two 5/8" - 11 NC forged eyebolts (16) in housing (17). Fasten a hoist to the eyebolts.
12. Remove housing (17) from the wheel spindle. Weight is 45 Kg (100 lb.).
13. Remove Duo-Cone seals (18) from the wheel spindle and the housing.
14. Install tooling (B) and blocks on the housing as shown.
15. Remove piston (19) with tooling (B).
16. Remove the O-ring seals from the piston. Remove the bearing cup from the housing.
17. Remove bearing cone (21) from wheel spindle (20) with tooling (C).
1. Lower the temperature of bearing cup (22) and install it in housing (3).
2. Make sure the Duo-Cone seals for the wheel spindle housing (17) and the wheel spindle are
clean and dry. Make sure all metal surfaces that the seals make contact with are clean and dry.
Install Duo-Cone seal (18) in wheel spindle housing (17) with tool (A).
3. Install Duo-Cone seal (18) on wheel spindle (20) with tool (A). Put a small amount of oil on the
metal surfaces of the seals that make contact with each other.
4. Heat bearing cone (21) in oil to a maximum temperature of 135°C (275°F). Install bearing cone
(21) on the shaft of wheel spindle (20).
5. Install two 5/8" - 11 NC forged eyebolts in housing (23). Fasten a hoist to the eyebolts.
6. Put housing (23) in position on wheel spindle (20). Be careful not to damage the Duo-Cone
seals. Remove the hoist and the eyebolts.
7. Install small O-ring seal (24) on the piston. Install the large O-ring seal (25) on piston (19).
Install piston (19) in housing (23).
8. Put springs (15) in position on the studs.
9. Put washers (13) in position on the springs.
10. Put springs (15) in compression with tooling (B).
11. Install rings (14) on the studs with pliers.
12. Slowly release the pressure on the springs.
14. Install hub (11) on the wheel spindle.
15. Put clean SAE 30 oil on the discs and on the discs assemblies.
16. Put discs (12) and disc assemblies (26) in position in the wheel spindle housing starting with a
disc. There are ten discs and nine disc assemblies. Make sure there is a disc assembly between
each disc.
17. Install the O-ring seal in cover (6).
18. Install O-ring seal (7) on cover (6). Put clean grease on the two O-ring seals.
19. Lower the temperature of bearing cup (27) and install it in cover (6).
20. Install two 5/8" - 11 NC forged eyebolts in cover (6). Fasten a hoist to the eyebolts.
21. Put cover (6) in position on wheel spindle housing (17). Remove the hoist and the eyebolts.
22. Install the bolts and the plate that hold cover (6) to the housing.
23. Install bearing cone (5) on the wheel spindle and in cover (6).
24. Put sprocket (4) in position on the splines of the wheel spindle.
NOTE: The sprocket for the front brake and wheel spindle housing must be installed with the
teeth next to the cover. The sprocket for the rear brake and wheel spindle housing must be
installed with the teeth away from the cover.
25. Put retainer (2) in position on the wheel spindle without shims. Install bolts. Tighten the bolts
to a torque of 47 N·m (35 lb.ft.) while turning the housing. Remove the bolts and the retainer.
Measure the distance between the end of the sprocket and the wheel spindle. Install the retainer
and shims (21) that are the same thickness as the distance measured minus .025 to 0.38 mm (.010
to .015 in.). Install bolts (23). Install the wire on the bolts.
End By:



SENR36490017
Brake And Wheel Spindle Housings (120G)

SMCS - 4205-012; 4205-015; 4205-016; 4205-011; 4251
Start By:
line.
stud on the spindle.
1. Fasten a hoist and tooling (A) to the brake and wheel spindle housing. Put brake and wheel
spindle housing (1) in position on the studs in tandem housing (2).
2. Install nuts (4) and the washers that hold the brake and wheel spindle housing to the tandem
housing.
and the block on the tandem housing. Install guard (3) and the nuts and washers that hold it.
End By:
Start By:
1. Remove the wire from the bolts. Remove bolts (1), retainer (2) and the shims that are under the
retainer. Remove sprocket (3).
2. Remove bearing (4) from the shaft. Remove O-ring seal (6) from the cover.
3. Remove the bolts and the washers that hold cover (5) to the housing. Remove cover (5).
Remove the bearing cup from the cover.
4. Remove hub (7) from the shaft. Remove the O-ring seal from the housing.
Remove housing (9) and the brakes from the wheel spindle. Weight is 227 kg (500 lb.).
6. Remove Duo-Cone seal (10) from the wheel spindle. Remove the Duo-Cone seal from under
housing (9).
7. Remove ten discs (11) and nine disc assemblies (12) from the housing.
8. Weld a washer for a 3/4" bolt to the end of tool (A). Put springs (13) in compression with tool
(A).
9. Remove the rings from the studs with pliers as shown. Remove tool (A). Remove washers (14)
and springs (13) from the studs.
10. Install tooling (B) on the housing as shown. Remove piston (15) with tooling (B). Remove the
seals from the piston.
11. Turn the housing over. Remove the bearing cup for bearing (16) from the housing with tooling
(B).
12. Remove bearing (16) from the wheel spindle with tooling (C).
1. Lower the temperature of the bearing cup for the outer wheel spindle bearing. Install the bearing
cup in housing (9).
2. Make sure the Duo-Cone seals for housing (9) and the wheel spindle are clean and dry. Make
sure all the metal surfaces that the seals make contact with are clean and dry. Install Duo-Cone
seal (17) in housing (9) with tool (A).
3. Install the Duo-Cone seal on the wheel spindle with tool (A). Put a small amount of clean oil on
the surfaces of the seals that make contact with each other.
4. Turn the housing over and put it on blocks.
NOTICE
Make sure not to cause damage to the Duo-Cone seal.
5. Install O-ring seals (18) and (19) on piston (15). Install piston (15) in the housing.
6. Install springs (13) and washers (14) on the studs. Put the springs in compression with tool (B).
Install the rings on the studs with pliers as shown.
7. Slowly release the pressure on the springs. Remove tool (B).
8. Put clean oil on the discs and disc assemblies.
9. Install ten discs (11) and nine disc assemblies (12) on the piston starting with a disc.
10. Heat bearing (16) in oil to a temperature of 135°C (275°F). Install bearing (16) on wheel
spindle (20).
11. Fasten a hoist to the eyebolts in housing (9). Install housing (9) on wheel spindle (20).
12. Install hub (7) on the shaft of the wheel spindle. Install the O-ring seal on housing (9).
NOTE: Hub (7) can be installed before the discs and disc assemblies are installed.
13. Lower the temperature of bearing cup (21). Install bearing cup (21) in cover (5).
14. Install O-ring seal (6) on the cover. Install cover (5) on the housing. Install the bolts, washers
and the plate that hold the cover to the housing. Install bearing (4).
15. Install sprocket (3) on the shaft of the wheel spindle. Install retainer (2) and the bolts. Tighten
the bolts to a torque of 35 N·m (25 lb.ft.) while turning the housing. Remove the bolts and the
retainer. Measure the distance between the end of the sprocket and the wheel spindle. Install shims
that are the same thickness as the distance measured minus 0.13 to 0.25 mm (.005 to .010 in.).
Install the retainer and the three bolts. Tighten the bolts to a torque of 130 ± 7 N·m (95 ± 5 lb.ft.).
Install the wire through the bolts.
End By:



SENR36500003
Battery Box
SMCS - 7257-010
Remove and Install Battery Box
1. Remove the cover assembly and disconnect the battery cables.
2. Fasten a hoist to the battery box (2).
3. Remove four bolts (1) that hold the bracket assemblies (3) to the frame. Remove the battery box
(2). The weight of the battery box is 65 Kg (145 lbs.).
NOTE: The following steps are for installation of the battery box.
4. Position the battery box and install four bolts (1). Remove the hoist.
5. Connect the battery cables and install the cover assembly.



SENR36500050
Rear Bumper
SMCS - 7156-010
Remove And Install Rear Bumper
1. Remove nine bolts (2). Remove screen (1) from radiator guard (3).
2. Remove two bolts (4) and move the back up alarm (6) off to the side.
3. Install tool (A) onto bumper (5). Fasten a hoist to tool (A). Remove four bolts (7) and four bolts
(8). Remove bumper (5) from frame (9). The weight of bumper (5) is 43 Kg (95 lb.).
NOTE: The following steps are for installation of the rear bumper.
4. Position rear bumper (5) on frame (9). Install four bolts (7) and four bolts (8).
5. Remove tool (A) from bumper (5). Position the back up alarm (6) on bumper (5) and install two
bolts (4).
6. Position screen (1) against radiator guard (3) and install nine bolts (2).


Specifications
SENR35550020
Frame And Case Groups

SMCS - 7156-010
2G4800 (120G)
(1) Distance to install dowel above face of case ... 15.7 mm (.62 in.)
(2) Apply 5P3413 Sealant to threads.
Torque studs to ... 55 ± 7 N·m (40 ± 5 lb.ft.)
(3) Torque for studs ... 100 ± 14 N·m (75 ± 10 lb.ft.)
(4) Assemble gasket on plug so seam is against case assembly.
8D3680 (12G, 130G, 140G)
(3) Assemble gasket on plug so seam is against case assembly.



SENR36500048
Main Frames
SMCS - 7051-076; 7051-077
Separation Of Main Frames
Start By:
a. remove pump drive
b. remove articulation cylinders
1. Lower the blade to the ground. Release the air pressure in the air tank by loosening the bleed
valves.
Do not disconnect any air lines from the machine until the air pressure
is zero.
2. Drain the oil from the hydraulic tank. Put identification on the oil lines and air lines (4) on the
front frame on the left side. Remove nuts (1) and clamp (3) that hold the lines. Remove the nuts
from the clamp on the rear frame on the right side. Remove lines (4) from the two blocks. Remove
the cotter pin and the pin that hold articulation linkage (2) to the rear frame. Disconnect
articulation linkage (2).
3. Put identification on lines (7) in clamp (6) on the front frame on the right side. Remove nuts (5)
and clamp (6) from the lines. Remove the nuts and the clamp from lines (7) on the rear frame on
the left side. Remove lines (7) from the blocks. Disconnect the oil lines and the air lines from the
front frame. Disconnect the wires from the rear frame.
4. Remove the bolts and the cover from governor control housing (10). Remove bolt (8) that holds
rod end (9) to the lever. Remove rod end (8). Remove nut (11) from the cable. Remove the cable
from the housing.
5. Remove the bolts and the cover from the transmission control housing. Remove bolts (12) from
rod ends (13). Remove the rod ends from the cables.
6. Remove nuts (14) from the transmission control cables. Remove the cables from the housing.
7. Remove the bolts and the cover from clutch control housing (18). Remove bolt (15) from rod
end (16). Remove rod end (16) from the clutch control cable (17). Remove the nut that holds the
cable in the housing. Remove the cable from the housing.
8. Put all the components in their correct positions on the cables.
9. Put identification on the battery cable, starter cable and all electric wires as to their location on
the rear frame. Disconnect these lines from their location on the rear frame. Put identification on
the air lines and the oil lines as to their location on the front frame. Disconnect these lines from
their locations on the front frame.
10. Remove all lines, wires and cables that were disconnected from the front and rear frames.
Install the lock pin in the wheel lean bar and the front axle. Put blocks under the front wheels so
they can not move. Install tooling (A) under the platform on each side of the machine.
11. Put a fork lift truck in position under the rear of the rear frame.
12. Remove the bolts that hold pin (20) to the frame. Install two 3/8" - 16 NC forcing screws (19)
in the pin. Remove the pin with the forcing screws.
NOTE: Lift or lower the frame with the fork lift truck to remove any pressure from the pin.
13. Remove bolts (23) that hold plate (21) to the frame. Remove bolts (22) that hold plate (21) to
the bottom pin.
14. Remove plate (21) and the shims from the frame.
15. Put a hydraulic jack (25) in position under the bottom pin (24).
16. Remove bottom pin (24) from the bottom pin bearing with the hydraulic jack (25).
17. Remove spacer (26) from the bottom pivot pin bearing.
NOTE: Separation of the frames is not possible until the spacer is removed from the bottom pivot
pin bearing.
18. Connect an air supply to the parking brake release valve. Release the parking brake.
19. Move the rear frame back from the front frame with the fork lift truck.
20. Put tooling (B) under the radiator end of the rear frame. Remove the air supply from the
parking brake release valve. Remove the fork lift truck.
Connection Of Main Frames
1. Put a fork lift truck in position under the rear of the rear frame. Remove tooling (B) from under
the rear frame. Connect an air supply to the parking brake release valve. Release the parking
brake.
2. Move the rear frame into position on the front frame with the fork lift truck.
3. Lift or lower the rear frame with the fork lift truck to get the pin bore of the bottom pin in
alignment. Use a hydraulic jack (25) to put the bore in alignment from side to side.
4. Put spacer (26) in position in the bottom pin bore bearing and the rear frame. Install plate (21)
on the frame to hold the spacer.
NOTE: For easier pin installation, lower the temperature of the pins to -57° C to -68° C (-70° F to
-90° F).
5. Put pin (20) in position in the top pin bore. Make sure the bolt holes in the cover for the pin are
in alignment with the bolt holes in the frame. Install bolts (28).
NOTE: A bar (27) can be used to put the top pin bore in alignment.
6. Tighten bolts (28) evenly to a torque of 100 ± 14 N·m (75 ± 10 lb.ft.) with the following
procedure:
a. Tighten a bolt in the corner of the cover.
b. Tighten the bolt across from the bolt tightened in Step a.
c. Tighten the next two bolts in the other corners of the cover.
7. Put bottom pin (24) in position in the bottom pin bore. Install two long bolts through plate (21)
and into the bottom of pin (24) to help keep the holes in the bottom of the pin in alignment with
the holes in the plate.
8. Install pin (24). Remove the two long bolts.
9. Remove bolts (23) that hold plate (21) to the frame. Install two bolts (22) 180° apart that hold
the plate to the pin. Tighten bolts (22) to a torque of 135 ± 14 N·m (100 ± 10 lb.ft.).
NOTE: Tighten bolts to 80 ± 13 N·m (60 ± 10 lb.ft.) on 120G.
10. Measure the distance between plate (21) and frame (29) with feeler gauge (30) at each bolt
hole. Remove bolts (22) and plate (21).
11. Install a thickness of shims same as the minimum distance measured in Step 10 minus 0.25
mm (.010 in.) on plate (21). Put plate (21) and shims in position on the bottom pin. Install all the
bolts that hold the plate to the pin and the frame.
12. Remove the air supply from the parking brake release valve.
13. Remove tooling (A) from under the front frame. Remove the fork lift truck from the rear of the
rear frame.
14. Put all lines (4) and (7) in their correct locations in clamps (3) and (6) on the front frame and
the clamps on the rear frame. Install the nuts on the four clamps that hold the lines. Connect
articulation indicator linkage (2) to the rear frame. Install the pin and the cotter pin.
15. Connect the electric wires, starter cable, and air lines to their correct locations on the rear
frame.
16. Connect the air lines and oil lines to their correct locations on the front frame.
17. Connect transmission control cables (13) to their correct locations in the housing. Install bolts
(12) and nuts (14) that hold the cables. Install the cover and the bolts that hold the cover to the
housing.
18. Connect clutch control cable (17) to its correct location in housing (18). Install bolt (15) and
the nut that holds the clutch control cable. Install the cover and the bolts that hold the cover to
housing (18).
19. Connect governor control cable (9) to its correct location in housing (10). Install bolt (8) and
nut (11) that hold the governor control cable. Install the cover and the bolts that hold the cover to
housing (10).
End By:
a. install pump drive
b. install articulation cylinders



SENR36500048
Main Frames
SMCS - 7051-076; 7051-077
Separation Of Main Frames
Start By:
a. remove pump drive
b. remove articulation cylinders
valves.
Do not disconnect any air lines from the machine until the air pressure
is zero.
2. Drain the oil from the hydraulic tank. Put identification on the oil lines and air lines (4) on the
front frame on the left side. Remove nuts (1) and clamp (3) that hold the lines. Remove the nuts
from the clamp on the rear frame on the right side. Remove lines (4) from the two blocks. Remove
the cotter pin and the pin that hold articulation linkage (2) to the rear frame. Disconnect
articulation linkage (2).
3. Put identification on lines (7) in clamp (6) on the front frame on the right side. Remove nuts (5)
and clamp (6) from the lines. Remove the nuts and the clamp from lines (7) on the rear frame on
the left side. Remove lines (7) from the blocks. Disconnect the oil lines and the air lines from the
front frame. Disconnect the wires from the rear frame.
4. Remove the bolts and the cover from governor control housing (10). Remove bolt (8) that holds
rod end (9) to the lever. Remove rod end (8). Remove nut (11) from the cable. Remove the cable
from the housing.
5. Remove the bolts and the cover from the transmission control housing. Remove bolts (12) from
rod ends (13). Remove the rod ends from the cables.
6. Remove nuts (14) from the transmission control cables. Remove the cables from the housing.
7. Remove the bolts and the cover from clutch control housing (18). Remove bolt (15) from rod
end (16). Remove rod end (16) from the clutch control cable (17). Remove the nut that holds the
cable in the housing. Remove the cable from the housing.
8. Put all the components in their correct positions on the cables.
9. Put identification on the battery cable, starter cable and all electric wires as to their location on
the rear frame. Disconnect these lines from their location on the rear frame. Put identification on
the air lines and the oil lines as to their location on the front frame. Disconnect these lines from
their locations on the front frame.
10. Remove all lines, wires and cables that were disconnected from the front and rear frames.
Install the lock pin in the wheel lean bar and the front axle. Put blocks under the front wheels so
they can not move. Install tooling (A) under the platform on each side of the machine.
11. Put a fork lift truck in position under the rear of the rear frame.
12. Remove the bolts that hold pin (20) to the frame. Install two 3/8" - 16 NC forcing screws (19)
in the pin. Remove the pin with the forcing screws.
NOTE: Lift or lower the frame with the fork lift truck to remove any pressure from the pin.
13. Remove bolts (23) that hold plate (21) to the frame. Remove bolts (22) that hold plate (21) to
the bottom pin.
14. Remove plate (21) and the shims from the frame.
15. Put a hydraulic jack (25) in position under the bottom pin (24).
16. Remove bottom pin (24) from the bottom pin bearing with the hydraulic jack (25).
17. Remove spacer (26) from the bottom pivot pin bearing.
NOTE: Separation of the frames is not possible until the spacer is removed from the bottom pivot
pin bearing.
18. Connect an air supply to the parking brake release valve. Release the parking brake.
19. Move the rear frame back from the front frame with the fork lift truck.
20. Put tooling (B) under the radiator end of the rear frame. Remove the air supply from the
parking brake release valve. Remove the fork lift truck.
Connection Of Main Frames
1. Put a fork lift truck in position under the rear of the rear frame. Remove tooling (B) from under
the rear frame. Connect an air supply to the parking brake release valve. Release the parking
brake.
2. Move the rear frame into position on the front frame with the fork lift truck.
3. Lift or lower the rear frame with the fork lift truck to get the pin bore of the bottom pin in
alignment. Use a hydraulic jack (25) to put the bore in alignment from side to side.
4. Put spacer (26) in position in the bottom pin bore bearing and the rear frame. Install plate (21)
on the frame to hold the spacer.
NOTE: For easier pin installation, lower the temperature of the pins to -57° C to -68° C (-70° F to
-90° F).
5. Put pin (20) in position in the top pin bore. Make sure the bolt holes in the cover for the pin are
in alignment with the bolt holes in the frame. Install bolts (28).
NOTE: A bar (27) can be used to put the top pin bore in alignment.
6. Tighten bolts (28) evenly to a torque of 100 ± 14 N·m (75 ± 10 lb.ft.) with the following
procedure:
a. Tighten a bolt in the corner of the cover.
b. Tighten the bolt across from the bolt tightened in Step a.
c. Tighten the next two bolts in the other corners of the cover.
7. Put bottom pin (24) in position in the bottom pin bore. Install two long bolts through plate (21)
and into the bottom of pin (24) to help keep the holes in the bottom of the pin in alignment with
the holes in the plate.
8. Install pin (24). Remove the two long bolts.
9. Remove bolts (23) that hold plate (21) to the frame. Install two bolts (22) 180° apart that hold
the plate to the pin. Tighten bolts (22) to a torque of 135 ± 14 N·m (100 ± 10 lb.ft.).
NOTE: Tighten bolts to 80 ± 13 N·m (60 ± 10 lb.ft.) on 120G.
10. Measure the distance between plate (21) and frame (29) with feeler gauge (30) at each bolt
hole. Remove bolts (22) and plate (21).
11. Install a thickness of shims same as the minimum distance measured in Step 10 minus 0.25
mm (.010 in.) on plate (21). Put plate (21) and shims in position on the bottom pin. Install all the
bolts that hold the plate to the pin and the frame.
12. Remove the air supply from the parking brake release valve.
13. Remove tooling (A) from under the front frame. Remove the fork lift truck from the rear of the
rear frame.
14. Put all lines (4) and (7) in their correct locations in clamps (3) and (6) on the front frame and
the clamps on the rear frame. Install the nuts on the four clamps that hold the lines. Connect
articulation indicator linkage (2) to the rear frame. Install the pin and the cotter pin.
15. Connect the electric wires, starter cable, and air lines to their correct locations on the rear
frame.
16. Connect the air lines and oil lines to their correct locations on the front frame.
17. Connect transmission control cables (13) to their correct locations in the housing. Install bolts
(12) and nuts (14) that hold the cables. Install the cover and the bolts that hold the cover to the
housing.
18. Connect clutch control cable (17) to its correct location in housing (18). Install bolt (15) and
the nut that holds the clutch control cable. Install the cover and the bolts that hold the cover to
housing (18).
19. Connect governor control cable (9) to its correct location in housing (10). Install bolt (8) and
nut (11) that hold the governor control cable. Install the cover and the bolts that hold the cover to
housing (10).
End By:
a. install pump drive
b. install articulation cylinders


Specifications
SENR34880019
Articulated Hitch Group

SMCS - 7051-076; 7051-077
Hitch Group for 12G, 130G, 140G Shown
Upper Hitch
(1) Center bearing in bore, leaving 12.7 ± 0.5 mm (.50 ± .02 in) on a side.
(2) Cool bearing down to -57° to -90°C (-70° to -131°F) before pressing into bore.
(3) Lubricate sealing lip when installed.
Tightening Procedure
1. Install and finger tighten four bolts (4) in cover (5).
2. Tighten two diagonally opposite bolts to 35 N·m (26 lb ft). Tighten the remaining two bolts (4)
the same amount.
3. Repeat the procedure in Step 2, tightening bolts (4) to 70 N·m (50 lb ft).
4. Repeat again the procedure in Step 2, tightening bolts (4) to a final torque of 100 ± 15 N·m (75
± 11 lb ft).
Lower Hitch
Procedure To Install Shims (8)
1. Install cap (6) without shims (8). Install three bolts (7) [four bolts for 120G] evenly spaced
around cap (6) and tighten equally.
2. Retighten bolts (7) to 47 ± 7 N·m (35 ± 5 lb ft).
3. Check to see that lower cap (10) is flush with frame (9). If cap (10) is not flush, disassemble
bearings (11), looking for interference.
4. With cap (10) flush with frame (9), measure the gap between upper cap (6) and frame (9) at
each bolt (7). The minimum measurement is the correct thickness for shims (8).
5. Remove bolts (7) and cap (6).
6. Install correct thickness for shims (8), found in Step 4. Install cap (6) and all bolts (7).
7. Tighten all bolts evenly to 100 ± 15 N·m (75 ± 11 lb ft).
Procedure To Install Shims (12).
1. Install plate (14) without shims (12). Install two bolts (13) 180° apart.
2. Tighten bolts (13) to 135 ± 14 N·m (100 ± 10 lb ft) [80 ± 14 N·m (60 ± 10 lb ft) for 120G].
3. Measure the gap between plate (14) and frame (15). Find the minimum measurement and
subtract 0.25 mm (.010 in). This is the correct thickness for shims (12).
4. Remove bolts (13) and plate (14).
5. Install correct thickness for shims (12), found in Step 3. Install plate (14) and four bolts (13).
6. Tighten four bolts (13) to 200 ± 25 N·m (150 ± 18 lb ft) [100 ± 15 N·m (75 ± 11 lb ft) for
120G].



SENR36500049
Pivot Pin Bearings

SMCS - 7057-011; 7057-012
Remove Pivot Pin Bearings
Start By:
a. separation of main frames
1. Remove spacer (2) from the top of the bottom bearing. Put floor jack (4) in position under the
bottom bearing.
2. Remove bolts (1) and the lockwashers that hold the top and the bottom caps on the bearing.
3. Remove the top cap. Remove bearing (3). Remove bottom cap (5). Remove the lip type seals
from the caps.
4. Remove the collar from the front frame with tooling (A).
5. Remove bearing (6) from the front frame with tooling (B).
6. Remove the two lip type seals from the upper pin bore on the rear frame.
7. Remove the bearing from the upper pin bore on the rear frame with tooling (C).
Install Pivot Pin Bearings
1. Install the bearing in the upper pin bore of the rear frame with tooling (D). Install the bearing to
a depth of 12.7 ± 0.5 mm (.50 ± .02 in.) from each surface.
2. Put clean grease on the lip of the seals. Install the two seals in the upper pin bore of the rear
frame with tooling (E). Install the seals with the lips toward the outside surfaces.
3. Install the collar in the upper pin bore of the front frame with tooling (F).
4. Lower the temperature of the bearing for the upper pin bore of the front frame to -57° C to -91°
C (-70° F to -131° F).
5. Install the bearing in the upper pin bore of the front frame with tooling (G).
6. Install the seals in the upper and lower caps with tooling (H). Install the seals with the lips
toward the caps.
7. Put clean grease on the lips of the seals on the upper and lower caps.
8. Put bearing (3) in position on bottom cap (5). Put the cap and the bearing in position on the
floor jack (4).
9. Install the bearing (3) in the bottom pin bore of the front frame.
10. Put upper cap (6) in position over the bearing with no shims. Install three bolts (1) in the
locations shown. Tighten the bolts evenly to a torque of 47 ± 7 N·m (35 ± 5 lb.ft.).
NOTE: Install four bolts (1) around cap (6), on the 120G.
11. Measure the distance between cap (6) and the frame with feeler gauge (7) at each bolt location.
12. Remove the bolts (1) and the upper cap (6).
13. Put the upper cap and a thickness of shims same as the minimum distance measured in Step 11
in position over the bottom pin bore. Install all lockwashers and bolts (1) and tighten evenly.
14. Install the spacer (2) on the bearing. Remove the floor jack.
End By:
a. connection of main frames



SENR36500014
Steering Tie Rod

SMCS - 4318-010
Remove And Install Steering Tie Rod
1. Remove the cotter pins from the pins at each end of the tie rod. Loosen nuts (3) and (5) until
they are even with the bottom of the pins.
2. Hit the nuts with a hammer to break the pins loose from their tapers. Remove nuts (3) and (5).
3. Remove steering tie rod (4).
NOTE: The following steps are for installation of the steering tie rod.
4. Put steering tie rod (4) in position on the wheel spindle housing. Install the nuts (3) and (5) on
the pins. Tighten the nuts to a torque of 120 N·m (90 lb.ft.), plus the torque required to align the
cotter slot. Install the cotter pins.
5. The following procedure must be used to make a toe-in adjustment to the front wheels:
a. Lift the front wheels off the ground. Install the lock pin in the wheel lean bar and the front axle.
b. Turn the wheels to put a mark on the center of the tread of the tires.
c. Measure the distance from the mark on one tire to the mark on the other tire. Toe-in is correct
when the measurement at the front of the tire is 3.0 to 6.3 mm (.12 to .25 in.) less than the
measurement at the rear of the tires.
d. Make a toe-in adjustment if needed. Loosen nuts (1) and (2). Turn tie rod (4) in direction
needed to get the correct toe-in for the front wheels. Tighten nut (1) and (2) to a torque of 75 ± 7
N·m (55 ± 5 lb.ft.).



SUPPLEMENT FOR 12G, 14G, 16G, 120G, 130G & 140G MOTOR GRADER

SMCS - 4318-010
Governor Linkage Adjustment

120G, 130G

(1) Rod. (2) Nut. (3) Control lever. (4) Lever. (5) Pin. (6) High idle stop. (7) Locknut. (8) Low idle stop. (9) Locknut.
(10) Decelerator treadle. (11) Floor plate. (12) Accelerator treadle. (13) Lever. (14) Rod. (15) Locknut. (16) Lever. (17)
Locknut. (A) 9.7 mm (.38 in.). (B) 4.8 mm (.19 in.). (C) 38.1 mm (1.50 in.). (D) 60.5 ± 3.0 mm (2.38 ± .12 in.).
12G, 14G, 16G, 140G

(1) Rod. (2) Nut. (3) Control lever. (4) Lever. (5) Pin. (6) High idle stop. (7) Locknut. (8) Low idle stop. (9) Locknut.
(10) Decelerator treadle. (11) Floor plate. (12) Accelerator treadle. (13) Lever. (14) Rod. (15) Locknut. (16) Lever. (17)
Locknut. (A) 9.7 mm (.38 in.). (B) 4.8 mm (.19 in.). (C) 38.1 mm (1.50 in.). (D) 60.5 ± 3.0 mm (2.38 ± .12 in.).

NOTE: DO NOT USE control lever (3), or decelerator treadle (10) to shut OFF the engine.
To shut engine OFF, pull up on accelerator treadle (12).
1. Tighten nut (2) just enough so position of control lever (3) is not affected by the operation of the
accelerator treadle (12) and decelerator treadle (10).
2. With the parking brake ON and engine stopped, BE SURE disconnect switch is OFF.
3. Remove pin (5).
4. Loosen LOW IDLE stop (8) and HIGH IDLE stop (6) so they do not touch lever (13).
5. Move control lever (3) to LOW IDLE position.
6. Turn LOW IDLE stop (8) until it touches lever (13) and tighten locknut (9).
7. Adjust length of rod (14) so distance from top of lever (16) to bottom of floor plate (11) is (C)
38.1 mm (1.50 in.) as shown.
8. Loosen locknut (15) and adjust length of rod so top of decelerator treadle (10) is (B) 4.8 mm (.19
in.) above floor plate (11) as shown. If machine is equipped with a thick floor insulation pad, (used
with enclosed cab), adjust decelerator treadle (10) so top of treadle is (A) 9.7 mm (.38 in.) above top
of floor plate and tighten locknut (15).
9. Move control lever (3) to HIGH IDLE position.
10. Turn HIGH IDLE stop (6) until it touches lever (13) and tighten locknut (7).
11. Loosen locknut (17) and adjust accelerator treadle (12) so that distance from bottom of plate on
treadle to top of floor plate (11) is (D) 60.5 ± 3.0 mm (2.38 ± .12 in.) as shown.
12. Move lever (4) to HIGH IDLE position and adjust length of rod (1) so pin (5) can be installed.
13. Install pin (5).
DO NOT adjust the linkage so the treadle can be used to shut off the
engine. If the operator is in a standing position and places a foot on the
treadle, the engine could be unexpectedly shut off, creating a situation
where the machine can be difficult to control.



i00903297
Fuel Ratio Control - Remove

SMCS - 1278-011
Removal Procedure
NOTICE
NOTICE

containing fluids.

1. Disconnect fuel pressure line (3). Remove two bolts (2) .
2. Move fuel ratio control (1) upward in order to disengage the fuel ratio control from the lever
assembly in the governor.
3. Remove four O-ring seals (4) and screen assembly (5) .



i00903551
Fuel Ratio Control - Disassemble

SMCS - 1278-015
Table 1
Required Tools
A FT-1820 Fixture Assembly 1
B 1P-1855 Retaining Ring Pliers 1
C 6V-9072 Guide 1
Start By:
A. Remove the fuel ratio control. Refer to Disassembly and Assembly, "Fuel Ratio Control -
Remove".
NOTICE
1. Remove cover (1) and O-ring seal (2) .
Personal injury can result from parts and/or covers under spring
pressure.
Spring force will be released when covers are removed.
Be prepared to hold spring loaded covers as the bolts are loosened.
2. In order to release the spring force, hold cover (3) in position and slowly remove the two
bolts that hold cover (3) in place.
3. Remove spring (4), washer (5) and diaphragm (6) from retainer (7). Remove retainer (7)
from housing (8) .
4. Remove nut (13) from valve extension (12) and remove valve extension (12) from retainer
(7). Remove stem (9) from valve extension (12). Remove spring (10) and O-ring seal (11)
from valve extension (12) .
5. Remove spring (14) and retainer (15) from housing (8) .
6. All parts should be cleaned and inspected. Replace all parts that are worn or damaged.



i01135000
Fuel Ratio Control - Assemble

SMCS - 1278-016
Assembly Procedure
Table 1
Required Tools
A FT-1820 Fixture Assembly 1
B 1P-1855 Retaining Ring Pliers 1
C 6V-9072 Guide 1
NOTICE
Note: Check the condition of the O-ring and the diaphragm. If the O-ring or the diaphragm is
worn or damaged use new parts for replacement.
1. Install spring (1) and retainer (2) into housing (3) .
2. Install O-ring seal (6) and spring (5) into valve extension (7). Install stem (4) into valve
extension (7). Secure valve extension (7) to retainer (8) with nut (9) .
3. Install stem (4) and retainer (8) into housing (3) .
4. Install diaphragm (12), washer (11) and spring (10) on retainer (8) .
5. Install cover (13) on housing (3). Secure cover (13) with two bolts and washers.
6. Install O-ring seal (15) onto cover (14) and install cover (14) onto cover (13). Secure cover
(14) with two bolts.
Note: Refer to Testing and Adjusting, "Fuel System" for additional information on the
adjustment procedure for the fuel ratio control.
End By: Install the fuel ratio control. Refer to Disassembly and Assembly, "Fuel Ratio Control -
Install".



i00903481
Fuel Ratio Control - Install

SMCS - 1278-012
NOTICE
1. Screen assembly (5) and four O-ring seals (4) should be inspected, replaced and installed.
2. Put fuel ratio control (1) in position and engage the fuel ratio control with the lever
assembly in the governor.
3. Install bolts (2) that hold the fuel ratio control and connect fuel pressure line (3) to fuel ratio
control (1). Refer to Testing and Adjusting, "Fuel System" for more information on the
adjustment procedure for the fuel ratio control.


Specifications
"G" SERIES MOTOR GRADERS SUPPLEMENTAL STEERING SYSTEM
Governor Switch
3T3132
SMCS - 1278-012
Torque to install switch locknut (4) ... 18.5 ± 1.5 N·m (13.6 ± 1.1 lb ft)
Adjustment of governor switch:
1. Pull up accelerator to the engine shut-off position.
2. Loosen locknut (2) for adjusting screw (3).
3. With continuity tester across switch terminals, turn adjusting screw (3) in until tester shows
continuity.
4. Rotate screw (3) one additional revolution (past switch actuation point).
5. Tighten locknut (2).



i00930839
Automatic Timing Advance - Remove

SMCS - 1272-011
Removal Procedure
Table 1
Required Tools
A 5P-7307 Engine Turning Tool 1
B 0T-0065 Bolt 1
9S-9155 Spacer 1
8S-2264 Pump Impeller Puller 2
C
0T-0513 Bolt 2
Start By:
A. Remove the front housing. Refer to Disassembly and Assembly, "Front Housing - Remove".
NOTICE
1. Follow the procedure in Steps 3 and 4 in order to time the fuel injection pump when the
front cover is removed. Follow the procedure in Steps 6 and 7 in order to time the fuel
injection pump when the front cover is installed.
Note: The No. 1 piston should be at the top center position on the compression stroke at the
start of all timing procedures.
Note: The engine is seen from the flywheel end when the direction of the crankshaft
rotation is given.
2. Remove the electric starting motor and install Tool (A) .
3. Turn the crankshaft counterclockwise until the "C" on the crankshaft gear and the "C" on
the camshaft gear are in alignment.
4. Remove two plugs and install Tool (B) in the flywheel housing. The large plug hole is for
viewing.
5. To find the top center compression stroke for the No. 1 piston, use Tool (A) in order to turn
the flywheel clockwise for approximately 30 degrees. This procedure should be used to
remove all of the end play from the timing gears.
6. Use Tool (A) in order to turn the flywheel counterclockwise in the direction of the engine
rotation until Tool (B) can be installed in the flywheel. The piston is at the top center
position.
Note: If you go past the bolt hole, you must start the procedure again.
Note: Remove the breather assembly from the valve mechanism cover. The piston is at the
top center position on the compression stroke when the inlet valve is closed and the exhaust
valve is closed for the No. 1 cylinder. You must be able to move the rocker arms up and
down with your hand.
7. Remove bolt (1) and washer (2) that secures the automatic timing advance.
NOTICE
The automatic timing advance must have support during removal in

order to help prevent damage to components.
8. Install bolt (1) and leave a 6.35 mm (.250 inch) gap. Install Tool (C), as shown. Tighten the
stud in order to loosen the fuel pump drive gear from the taper on the fuel injection pump
camshaft.
9. Remove Tool (C) and bolt (1). Remove the automatic timing advance.



i00935438
Automatic Timing Advance - Disassemble

SMCS - 1272-015
Start By:
A. Remove the automatic timing advance unit. Refer to Disassembly and Assembly,
"Automatic Timing Advance - Remove".
NOTICE
1. Remove two screws (1) and plate (2) .
NOTICE
The weights are held in position with two springs for each weight that
is under compression. Carefully remove the weights and the springs in
order to help prevent possible injury.
2. Remove springs (3) and (5), weight (6) and slide (4) from each side of the assembly.
3. If necessary, remove gear (7). Remove seals (8) and (9) .



i00935599
Automatic Timing Advance - Assemble

SMCS - 1272-016
Assembly Procedure
NOTICE
1. If dowels (3) were removed from the gear hub, installation dimension (X) is 9.00 ± 0.50 mm
(.354 ± .020 inch).
2. Install seals (4) and (5) .
3. Put gear (1) in position on hub assembly (2) .
4. Install slide (7), weight (9) and springs (6) and (8) on each side of the assembly.
5. Install plate (11) with two screws (10) .
End By: Install the automatic timing advance unit. Refer to Disassembly and Assembly,
"Automatic Timing Advance - Install".



i00935398
Automatic Timing Advance - Install

SMCS - 1272-012
Table 1
Required Tools
A 6V-4186 Fuel Pump Timing Pin 1
B 0L-2070 Bolt 1
C 5P-7307 Engine Turning Tool 1
D 4C-9874 Spanner Wrench 1
NOTICE
1. Install washer (1) and bolt (2). Ensure that the cover of the fuel pump housing is removed.
Turn the fuel pump camshaft in the direction of the engine rotation until Tool (A) can be
installed in the notch of the camshaft.
2. Install Tool (A) and (B) into position. Install the weight assembly for the timing advance on
the fuel injection pump camshaft.
3. Use Tool (D) on the automatic timing advance and maintain a constant torque of 68 N·m
(50 lb ft). Tighten the bolt that fastens the automatic timing advance to the fuel pump
camshaft to a torque of 270 ± 25 N·m (200 ± 18 lb ft).
4. Remove Tools (A), (B), (C) and (D). Install the starting motor.
End By: Install the front housing. Refer to Disassembly and Assembly, "Front Housing - Install".



i00917143
Fuel Filter Base - Remove and Install

SMCS - 1262-010
Removal Procedure
Table 1
Required Tools
A 2P-8250 Strap Wrench Assembly 1
NOTICE
NOTICE

containing fluids.

1. Use Tool (A) to remove fuel filter (4) .
2. Disconnect fuel line (1) from fuel filter base (2) .
3. Remove two bolts (3), the washers, fuel filter base (2) and the gasket from the fuel injection
pump housing.
Table 2
Required Tools
NOTICE
for replacement.
1. Install the gasket, fuel filter base (2), the washers and two bolts (3) on the fuel injection
pump housing.
2. Connect fuel line (1) to fuel filter base (2) .
3. Use Tool (A) to install fuel filter (4) .


Specifications
Governor Switch
3T3132
SMCS - 1262-010
continuity.



i07103919
Fuel Injection Pump Housing and Governor - Remove

SMCS - 1286-011
Removal Procedure
Table 1
Required Tools
A
0T-0513 Bolt 2
Start By:
a. Remove the fuel injection lines. Refer to Disassembly and Assembly, "Fuel Injection Lines
NOTICE
3304B Engine
1. On the 3304B engine, remove oil supply line (26), oil drain line (25), and heat shield (27).
Inspect the O-ring seal around oil drain line (25). Replace the O-ring seal if the O-ring seal
is damaged. Remove the gaskets and the screen from the top of the turbocharger.
Note: The following illustrations are of a 3306B engine.
2. Remove six nuts (1) and the washers and remove cover (2).
Note: Separate nut (1) and the mounting stud, if the nut and the mounting stud come out of
the housing together. Apply thread sealant to the mounting studs and reinstall the mounting
studs to a depth of 19.0 ± 0.8 mm (0.74 ± 0.03 inch).
3. Remove center bolt (3) and spacer (4).
4. Install center bolt (3) and leave a gap of 6.4 mm (.25 inch). Install Tool (A), as shown.
Tighten the stud to loosen the fuel pump drive gear from the taper on the fuel injection
pump camshaft.
5. Remove Tool (A) and bolt (3).
6. Remove tube assemblies (5) and (11). Disconnect one end of tube assemblies (8) and (9).
Disconnect clamp (10). Remove two bolts (7) and the washers and remove filter base (6)
with the filter and the gasket.
7. Remove two bolts (12), the washers and the gasket. Remove two bolts (14) and the gasket.
Remove tube assembly (13).
8. Use a lifting sling and a hoist to secure the fuel injection pump housing and the governor.
Note: Remove the heat shield (not shown) if equipped.
9. Disconnect solenoid ground (15). Remove three nuts (17). Remove two bolts (16) and the
washers. Remove the fuel injection pump housing and the governor from the engine. To
safely remove the fuel injection pump housing and the governor, use two technicians or a
suitable lifting device. The weight of the 3304B fuel injection pump housing and governor
is 24 kg (53 lb). The weight of the 3306B fuel injection pump housing and governor is
32 Kg (70 lb).
10. Remove the O-ring seals from the fuel injection pump housing and the governor.



i01111133
Fuel Injection Pump Housing and Governor - Install

SMCS - 1286-012
Table 1
Required Tools
B 4C-9874 Spanner Wrench 1
C 6V-4186 Fuel Pump Timing Pin 2
NOTICE
Note: The No. 1 piston must be set at the top center position (TC) in order to perform all of the
timing procedures.
Note: The engine is seen from the flywheel end when the direction of the crankshaft rotation is
given.
1. Remove the electric starting motor.
2. Install Tool (A) into the flywheel housing, as shown.
3. To find the TC position for the No. 1 piston, perform the following procedure:
a. Turn the flywheel clockwise or turn the flywheel in the opposite direction of the
engine rotation for approximately 30 degrees. This removes all play from the timing
gears.
Note: If you go past the bolt hole, repeat Step 3.a.
b. Remove plugs (1) and (2) .
c. Turn the flywheel counterclockwise until a 3/8-16 X 3 1/2 NC bolt (4) can be
installed in the flywheel through the hole in the flywheel housing. The No. 1 and No.
6 pistons are now at the TC position. Plug (2) was removed for viewing through
inspection hole (3) .
Note: The No. 1 piston is on the compression stroke when the valves of the No. 1
cylinder are closed. The rocker arms for the inlet valves and for the exhaust valves
must have slight side-to-side movement.
d. In order to check the position of the inlet and exhaust valves, remove the valve
mechanism cover. Refer to Disassembly and Assembly, "Valve Mechanism Cover -
4. If the No. 1 piston is not on the compression stroke, remove bolt (4) and turn the flywheel
for 360 degrees counterclockwise. Install bolt (4). The No. 1 piston is now at the TC
position.
Typical example
5. Install Tool (C) in the fuel injection pump housing, as shown. Push on Tool (C) and turn
fuel injection pump camshaft (8). When Tool (C) engages the groove (slot) in the camshaft,
the fuel injection pump is in the TC position for the No. 1 piston.
Note: Check the condition of the O-ring seals. Replace the O-ring seals, if necessary.
6. Ensure that O-ring seals (5), (6), (7) and (9) are in position on the fuel injection pump
housing and the governor. Put clean engine oil on the seals.
7. Attach a hoist and put the fuel injection pump housing and the governor in position on the
timing gear plate and the oil manifold. Install three nuts (11), two bolts (10) and the
washers. Ensure that Tool (C) remains in place.
8. Install washer (12) with the large side outward. Install bolt (13) finger tight. Ensure that
Tool (C) is in the notch in the camshaft of the fuel injection pump.
9. Install Tool (B) on the fuel pump drive gear. Apply 68 N·m (50 lb ft) of force to the fuel
pump drive gear with timing bolt (3) in position in the flywheel and Tool (C) in position in
the fuel system. Apply this force in a clockwise direction when the engine is viewed from
the front. Use Tool (B) and a suitable torque wrench. Hold the 68 N·m (50 lb ft) of force on
Tool (B) and torque the drive gear bolt to a torque of 270 ± 25 N·m (200 ± 18 lb ft).
Remove Tool (B) and Tool (C) from the fuel pump and remove bolt (3) from the flywheel.
10. Use Tool (A) and turn the flywheel for two complete revolutions. When bolt (3) goes in the
hole in the flywheel and Tool (C) is installed in the notch in the camshaft, the timing is
correct.
11. Install plugs (1) and (2) .
12. Remove Tool (A). Install the electric starting motor.
13. Install the valve mechanism cover. Refer to Disassembly and Assembly, "Valve Mechanism
14. Put cover (14) and the gasket in position. Install four bolts (15) .
15. Put the fuel filter base, the gasket, and fuel filter (16) in position. Install two bolts (19) and
the washers.
16. Install tube assemblies (21) and (22). Connect wire (20). Connect hoses (17) and (18) .
17. On the 3304B engines, install the strainer assembly in the turbocharger with the screen
downward. Install the gasket, the oil inlet line and the bolts. Install the O-ring seal on oil
drain line (25). Apply clean engine oil to the O-ring seal and install the gasket. Connect oil
drain line (25) and install the bolts. Install the clamps on the oil line.
18. Put cover (24) in position. Install nuts (23) and six washers. Tighten nuts (23) to a torque of
27 ± 7 N·m (20 ± 5 lb ft).
End By: Install the fuel injection lines. Refer to Disassembly and Assembly, "Fuel Injection Lines



i00886792
Governor - Disassemble
SMCS - 1264-015
Table 1
Required Tools
B 6V-2163 Spring Clamp 1
C 1P-1855 Retaining Ring Pliers 1
Start By:
A. Remove the fuel injection pump housing and the governor. Refer to Disassembly and
Assembly, "Fuel Injection Pump Housing and Governor - Remove".
Note: To remove the governor for the disassembly of the fuel injection pump housing, perform
Steps 1, 2, 16, 22, 24, 25, 26, 27, 30, 32 and 34.
NOTICE
1. Remove fuel ratio control (1) from governor (2) .
Note: Illustration 2 shows the fuel ratio control that is still connected.
2. Remove six bolts (3), two bolts (5), housing (4) and the gasket.
3. Remove governor spring (7), seat (6) and the washers.
4. Remove six bolts (8), cover (9) and the gasket. Use Tool (A) in order to remove seal (10) .
5. Remove low idle adjustment screw (12) and spring (11) .
6. Remove shaft assembly (15) and levers (14) and (13) .
7. Remove two snap rings (19) from two pins (17). Remove two pins (17). Remove plates (16)
and stop (18) .
8. Remove pins (21) and (22) and remove spring (20) .
9. Remove two bolts (23), and the washers, and remove adapter (24), the coupling, and the O-
ring seal.
10. Remove contact (27) and body (28) with an O-ring seal.
11. Remove two bolts (29) and the washers and remove cover (30) and the gasket.
12. Remove two nuts and washers (26) and remove shutoff solenoid (25) and the gasket.
13. Remove shaft (31) and lever (32) .
Note: The check valve will be damaged during removal. Remove check valve (33) only if a
replacement is necessary.
14. Remove check valve (33) only if a replacement is necessary.
15. Remove seal (34) and adjustment screw (35) .
16. Remove bolt (36), housing (37) and the gasket from the fuel injection pump housing.
Typical example
17. Remove bolts (38) and remove torque control (39) .
18. Disassemble torque control (39) and inspect the spacer, the spring, and the insulator for
damage or wear. Replace parts that are worn or damaged with new parts.
19. Remove two bolts (40) and block (41) .
20. Remove the bolt that holds collar (42) to bolt (44). Remove collar (42), spring (43) and bolt
(44) .
21. Remove the stop screws from collar (42) if the collar needs to be replaced.
22. Remove three bolts (46) and remove governor servo (45). The governor servo must be
rotated in order to be released from the rack's regulator.
23. Remove lockring (50), seat (53), link spring (52) and sleeve (51). Remove the other
lockring (50) from the groove in the center of valve (47). Remove valve (47), sleeve (48)
and piston (49). The piston must be pushed down in order to be removed. Remove the O-
ring seal from sleeve (48). Remove pin (55) and lever (56) .
24. Use Tool (A) in order to hold spring (58) compressed for the removal of ring (57). Spring
(58) is used in order to put a preload on the thrust bearing for the camshaft in the fuel
injection pump housing.
25. Remove ring (57) and slowly release Tool (A) .
26. Remove bearing (60), sleeves (59) and spring (58) .
27. Remove ring (61) and dashpot assembly (62) .
28. Use Tool (C) in order to remove snap ring (68). Remove ring (67) and spool (66) .
29. Remove seat (65) from spring (64) and remove spring (64) from seat (63) .
30. Remove riser (69) .
31. Remove ring (70), races (71) and bearing (72) .
32. Remove four bolts (73) and carrier (74) .
33. Remove dowels (77) and flyweights (76). Remove governor shaft (75) and the dowel that is
not shown from shaft (75) .
34. Remove races (78) and bearing (79) .



i01111261
Governor - Assemble
SMCS - 1264-016
Assembly Procedure
Table 1
Required Tools
A 1P-1855 Retaining Ring Pliers 1
B 6V-2163 Spring Clamp 1
C 1P-0510 Driver Group 1
D 6V-2054 Shield Driver 1
Note: Put clean engine oil on all parts before assembly. Ensure that all of the oil passages are
clear.
Note: Check the condition of the gaskets and the O-ring seals. If the gaskets, the seals, or any
parts are worn or damaged, use new parts for replacement.
NOTICE
1. Install one race (1), bearing (2) and the other race (1) on the camshaft in the fuel injection
pump housing.
2. Put flyweights (4) in position on carrier (3) and install the dowels in order to hold the
flyweights in place. The flyweights must move freely on the dowels.
3. Install dowel (5) in governor shaft (6) and install the governor shaft in the carrier (3) .
4. Put carrier (3) in position and install bolts (7) .
5. Install race (9), bearing (10) and race (9). Use Tool (A) in order to install ring (8) on riser
(11) .
6. Install riser (11) .
7. Assemble the dashpot, as follows:
a. Install spring (13) on seat (12) and install seat (14) in spring (13) .
b. Put spool (15) and ring (16) in position on seat (14) and use Tool (A) in order to
install snap ring (17) .
8. Install dashpot assembly (19). Install ring (18) in the lower groove in the governor shaft.
9. Install sleeve (20), spring (22), sleeve (20) and bearing (21) .
Note: Spring (22) is used in order to put a preload on the thrust bearing on the camshaft in
the fuel injection pump housing.
10. Use Tool (B) in order to hold spring (22) compressed and install ring (23) in the groove in
the governor shaft. Remove Tool (B) .
11. Put lever (33) in position on the governor servo and install pin (32) in order to hold the lever
in place. Use a hammer and a chisel in order to move the metal (stake) at four places that are
spread apart 90 degrees. Perform this procedure on the outside surface on both legs of the
governor servo. This helps to hold pin (32) in place.
12. Install the O-ring seal on sleeve (25). Install piston (26) and sleeve (25) .
13. Install valve (24) .
14. Install one lockring (27) in the groove near the center of valve (24). Put sleeve (28), link
spring (29) and seat (30) in position on valve (24) and install second lockring (31) .
15. Put the governor servo in position on the fuel injection pump housing with piston (34) that
is engaged over rack control sleeve (35) and install the bolts that hold the rack control
sleeve in place.
3304B engine
Note: The 3304B engine has one stop screw (36) and one locknut (38).
3306B
16. If the stop screws were removed, install two stop screws (36) in collar (37), as shown.
Install locknuts (38) .
17. Install bolt (41) in block (42), as shown. Install spring (40) on bolt (41), as shown. Put collar
(37) in position on bolt (41) with the hole in the collar in alignment with the notch in bolt
(41) and install bolt (39) in order to hold the collar in place.
18. Put block (42) in position on housing (43). Align the holes in block (42) with the dowels.
Tighten two bolts (44) .
3304B torque control
19. Assemble the torque control on the 3304B engine. Install retainer (51), two bars (49), spacer
(50), contact (46), and insulator (45) in position on bolts (52) .
20. Assemble the torque control on the 3306B, as follows:
a. Install spring (48), spacer (47), contact (46) and spacer (50) on insulator (45), as
shown.
b. Install retainer (51) and bar (49) on bolts (52) .
21. Put torque control (53) in position on block (40). Install bolts (54) .
Note: When housing (43) is installed on the fuel injection pump housing, the flange on bolt
(38) must be behind the dashpot. If housing (43) is installed with the flange on bolt (38) on
the wrong side of the dashpot, the riser in the governor will be held in the maximum fuel
delivery position.
22. Install gasket (56) on the fuel injection pump housing. Put housing (43) in position on the
fuel injection pump housing with bolt (38) behind the dashpot, as shown. Install bolts (55)
that hold housing (43) in place.
23. Use Tool (C) in order to install lip type seal (57) in the outer governor housing with the lip
inward.
24. Install adjustment screw (58) and the locknut for the high idle adjustment.
25. Install check valve (59) .
26. Put lever (60) in position, as shown. Install shaft (61) .
27. Put the gasket and shutoff solenoid (62) in position and install two bolts (63) .
28. Put the gasket and cover (64) in position and install two bolts (65) .
29. Install body (66) and contact (67) .
30. Put the O-ring seal on adapter (68) and put the coupling and adapter (68) in position. Install
two bolts (69) .
31. Install spring (70) in shaft assembly (71). Install pin (72) in shaft assembly (71). The tip of
pin (72) should be engaged in the hole in spring (70). Install pin (73) in shaft assembly (71)
in order to hold pin (72) in place.
32. Put stop (76) and plates (74) in position on shaft assembly (71) and install pins (75). Install
snap rings (77) .
33. Put levers (79) and (78) in position in the housing, as shown. Install shaft assembly (71) .
34. Install low idle adjustment screw (81) and the locknut. Install spring (80) in the hole in the
shaft assembly and in the housing.
35. Use Tool (C) in order to install lip type seal (82) in cover (83) with the lip, as shown. Install
the seal so that the seal is 2.0 ± 1.5 mm (.08 ± .06 inch) below the surface of the cover.
36. Put the gasket and cover (83) in position on the housing and install six bolts (84) .
Note: Ensure that seat (85) and spring (86) are on top of lever (79). These parts must be
kept in this position when housing (87) is put in position on the inner governor housing.
37. Install seat (85) and spring (86) on the guide in the housing.
38. Put the gasket and housing (88) in position on the inner governor housing and install six
bolts (87) and two bolts (89) .
39. Install fuel ratio control (90) onto governor (91) .
40. Make the governor adjustments. Refer to the Testing and Adjusting, "Fuel System" topic for
more information on governor adjustments.
End By: Install the fuel injection pump housing and the governor. Refer to the Disassembly and
Assembly, "Fuel Injection Pump Housing and Governor - Install".



i00880175
Fuel Injection Lines - Remove and Install

SMCS - 1252-010
Removal Procedure
NOTICE
NOTICE

containing fluids.

1. Remove three bolts (1), (2) and (3) and the brackets from the fuel injection lines.
2. Disconnect six fuel injection line nuts (4) from the fuel injection pumps.
NOTICE
Do not allow the tops of the nozzles to turn while the fuel lines are
loosened. The nozzles will be damaged if the top of the nozzle turns in
the body. Defective fuel nozzles will damage the engine due to incorrect
spray patterns.
3. Hold the tops of fuel injector nozzles (5) with a wrench, as shown. Loosen the six fuel
injection line nuts at fuel injector nozzles (4) .
4. Disconnect the fuel injection line nuts at the fuel injector nozzles and remove the fuel
injection lines. Put caps and plugs on all openings immediately in order to prevent dirt from
contaminating the fuel system.
Table 1
Required Tools
NOTICE
NOTICE
Do not allow the tops of the nozzles to turn while the fuel lines are
loosened. The nozzles will be damaged if the top of the nozzle turns in
the body. Defective fuel nozzles will damage the engine due to incorrect
spray patterns.
1. Remove the protective covers from the fuel line connections. Place the fuel injection lines in
position on the engine. Tighten the fuel injection line nuts on the fuel injection pump and
the fuel injector nozzles finger tight.
Note: The nozzle assembly must be supported with a wrench.
2. Hold the tops of fuel injector nozzles (1) and use Tool (A) in order to tighten the fuel
injection line nuts to a torque of 40 ± 7 N·m (30 ± 5 lb ft).
3. Tighten six fuel injection line nuts (2) at the fuel injection pumps to a torque of 40 ± 7 N·m
(30 ± 5 lb ft).
4. Install the brackets and three bolts (3), (4) and (5) that hold the fuel injection lines in
position.
5. Prime the fuel system. Refer to the Operation and Maintenance Manual, "Fuel System -



i01048513
Fuel Injection Nozzles - Remove

SMCS - 1254-011
Removal Procedure
Table 1
Required Tools
A 6V-6980 Fuel Nozzle Puller 1
FT-1533 Adapter 1
B
1P-0074 Slide Hammer Puller 1
Start By:
A. Remove the fuel injection lines. Refer to Disassembly and Assembly, "Fuel Injection Lines
NOTICE
NOTICE
Do not allow the tops of the fuel injector nozzles to turn while the fuel
lines are loosened. The fuel injector nozzles will be damaged if the tops
of the fuel injector nozzle turns in the body. Defective fuel injector
nozzles will damage the engine due to incorrect spray patterns.
1. Remove bolt (1) and the clamp that secures the fuel injector nozzle.
2. Install Tool (A) over the fuel injector nozzle. Turn screw (2) counterclockwise until the
button on the end of the screw is just above the bolt hole for the clamp that holds down the
fuel injector nozzle.
3. Tilt Tool (A) upward so that the inside lip of the fuel nozzle puller is under the diameter of
the fuel injector nozzle.
4. Turn screw (2) clockwise until the button on Tool (A) goes into the bolt hole for the clamp
that holds down the fuel injector nozzle.
NOTICE
Do not exceed the recommended torque on the screw of the 6V-6980

Fuel Nozzle Puller in order to remove the nozzle. The nozzle will bend
or break if a torque greater than 17 N·m (13 lb ft) is applied.
5. Turn screw (2) clockwise in order to lift the fuel injector nozzle out of the bore. After the
fuel injector nozzle is loose in the bore of the cylinder head, move the fuel injector nozzle
upward and move the fuel injector nozzle downward. Moving the fuel injector nozzle helps
to loosen any carbon buildup and aids in the removal of the fuel injector nozzle.
6. When Tool (A) is used to remove the fuel injector nozzles, remove the carbon dam seal on
the end of the fuel injector nozzle.
7. If the fuel injector nozzle cannot be removed with Tool (A), Tool (B) must be used.
Note: When Tool (B) is used, it is likely that the fuel injector nozzle cannot be used again.
A new fuel injector nozzle will need to be installed as a replacement.
Note: Align the centerline of Tool (B) with the extended centerline of fuel injector nozzle
(3). This procedure will help prevent distortion of the fuel injector nozzle which can cause
the fuel injector nozzle to bend or break.
8. Remove the protective cap and install Tool (B) .
9. Use the slide hammer in order to remove fuel injector nozzle (3) .
10. Remove the compression seal from the fuel injector nozzle.



i01048591
Fuel Injection Nozzles - Install

SMCS - 1254-012
Table 1
Required Tools
A 6V-4979 Carbon Seal Installation Tool 1
B 8S-2245 Injector Cleaning Tool 1
C 6V-4089 Reamer 1
NOTICE
1. Put carbon dam seal (1) on the small end of Tool (A). Expand carbon dam seal (1) by
sliding carbon dam seal (1) to the large end of Tool (A). Put Tool (A) against the fuel
injector nozzle. Slide carbon dam seal (1) from Tool (A) to the fuel injector nozzle. Slide
carbon dam seal (1) into position in the groove of the fuel injector nozzle, as shown. Use
Tool (A) in order to install carbon dam seal (1).
2. To clean the fuel injector nozzles, refer to Special Instruction, SEHS7292 for the use of
Tool (B) .
3. Install a new compression seal (2) on the fuel injector nozzle.
4. Use Tool (C) in order to clean the bore in the cylinder head for the fuel injector nozzle. Use
a wrench in order to turn Tool (C) .
5. Align notch (3) in fuel injector nozzle (5) to the tab in clamp (4) during installation.
6. Install fuel injector nozzle (5). Ensure that the notch in the injector is aligned with the tab in
clamp (4) .



i07103919
Fuel Injection Pump Housing and Governor - Remove

SMCS - 1286-011
Removal Procedure
Table 1
Required Tools
A
0T-0513 Bolt 2
Start By:
a. Remove the fuel injection lines. Refer to Disassembly and Assembly, "Fuel Injection Lines
NOTICE
3304B Engine
1. On the 3304B engine, remove oil supply line (26), oil drain line (25), and heat shield (27).
Inspect the O-ring seal around oil drain line (25). Replace the O-ring seal if the O-ring seal
is damaged. Remove the gaskets and the screen from the top of the turbocharger.
Note: The following illustrations are of a 3306B engine.
2. Remove six nuts (1) and the washers and remove cover (2).
Note: Separate nut (1) and the mounting stud, if the nut and the mounting stud come out of
the housing together. Apply thread sealant to the mounting studs and reinstall the mounting
studs to a depth of 19.0 ± 0.8 mm (0.74 ± 0.03 inch).
3. Remove center bolt (3) and spacer (4).
4. Install center bolt (3) and leave a gap of 6.4 mm (.25 inch). Install Tool (A), as shown.
Tighten the stud to loosen the fuel pump drive gear from the taper on the fuel injection
pump camshaft.
5. Remove Tool (A) and bolt (3).
6. Remove tube assemblies (5) and (11). Disconnect one end of tube assemblies (8) and (9).
Disconnect clamp (10). Remove two bolts (7) and the washers and remove filter base (6)
with the filter and the gasket.
7. Remove two bolts (12), the washers and the gasket. Remove two bolts (14) and the gasket.
Remove tube assembly (13).
8. Use a lifting sling and a hoist to secure the fuel injection pump housing and the governor.
Note: Remove the heat shield (not shown) if equipped.
9. Disconnect solenoid ground (15). Remove three nuts (17). Remove two bolts (16) and the
washers. Remove the fuel injection pump housing and the governor from the engine. To
safely remove the fuel injection pump housing and the governor, use two technicians or a
suitable lifting device. The weight of the 3304B fuel injection pump housing and governor
is 24 kg (53 lb). The weight of the 3306B fuel injection pump housing and governor is
32 Kg (70 lb).
10. Remove the O-ring seals from the fuel injection pump housing and the governor.



i01139602
Fuel Injection Pump Housing - Disassemble

SMCS - 1253-015
Table 1
Required Tools
Start By:
A. Disassemble the governor. Refer to Disassembly and Assembly, "Governor - Disassemble".

B. Remove the fuel injection pumps. Refer to Disassembly and Assembly, "Fuel Injection
Pump - Remove".
NOTICE
1. Remove cover (1) and the gasket.
2. Remove fuel rack (2) from the fuel injection pump housing.
Note: If the original lifters are being reused in the fuel injection pump housing, place
identification marks on the lifters in order to identify the locations.
3. Remove lifters (3) from the fuel injection pump housing.
4. Position the fuel injection pump housing on wood blocks, as shown. Use Tool (A) in order
to remove snap ring (4) .
5. Use a soft hammer to push the camshaft toward the governor end of the fuel injection pump
housing in order to loosen washer (5). Remove washer (5) .
6. Remove camshaft (6) .
7. Remove bearings (7) from the drive end of the fuel injection pump housing.
8. Remove bearings (8) from the governor end of the fuel injection pump housing.



i01138035
Fuel Injection Pump Housing - Assemble

SMCS - 1253-016
Assembly Procedure
Table 1
Required Tools
B 1P-0510 Driver Group 1
6V-2016 Plate 1
C 0S-1594 Bolt 2
6V-4818 Driver 1
NOTICE
Note: Put clean engine oil on all parts before assembly. Ensure that all of the oil passages are
clear.
1. Use Tool (B) in order to install large bearing (1) in the governor end of the fuel injection
pump housing. Bearing joint (3) should be facing toward the top of the fuel injection pump
housing. Install the bearing so the bearing is 0.25 ± 0.20 mm (.010 ± .008 inch) below the
surface of the fuel injection pump housing.
2. Use Tool (B) in order to install small bearing (2) in the governor end of the fuel injection
pump so that Tool (B) is 7.16 ± 0.13 mm (.282 ± .005 inch) below the surface of the fuel
injection pump housing.
3. Use Tool (B) in order to install large bearing (4) in the drive end of the fuel injection pump
housing. The bearing joint should be facing toward the top of the fuel injection pump
housing. Install the bearing so the bearing is 1.00 ± 0.25 mm (.039 ± .010 inch) below the
surface of the fuel injection pump housing.
4. Install the plate of Tool (C) on the drive end of the fuel injection pump in order to install
small bearing (5) for the rack. Use clean grease in order to hold the new driver for the rack
bearing of Tool (C). Install the driver and the bearing in the plate. Ensure that the groove in
the driver is aligned with the pin in the plate and use a hammer to push the bearing into
position. The bearing will be installed to the correct depth when the shoulder of the driver is
against the plate.
5. Remove Tool (C) from the fuel injection pump housing. The fuel rack bearing must be
installed so that the fuel rack bearing is 0.25 ± 0.25 mm (.010 ± .010 inch) below the surface
of the housing.
6. Install camshaft (6) .
7. Put the fuel injection pump housing upright, as shown. Place a wood block under the
camshaft.
8. Put washer (7) over the end of the camshaft. Use Tool (B) and spacer (8) in order to push
the washer against the seat on the camshaft. Spacer (8) has an inside diameter of 38.1 mm
(1.50 inch) and a length of 31.75 mm (1.250 inch). The camshaft must have an end play of
0.18 ± 0.08 mm (.007 ± .003 inch) when the washer is pushed against the shoulder of the
camshaft.
9. Use Tool (A) in order to install snap ring (9) .
Note: Check the condition of the new lifters. Replace the lifters, if necessary. If the original
lifters are being reused, place the lifters in the original locations. New lifters are identical,
and the new lifters can be placed in any order.
10. Install six lifters (10) in the fuel injection pump housing. Ensure that the groove in the lifter
is aligned with the pin in the fuel injection pump housing.
11. Install rack (11). Ensure that the groove in the end of the rack is aligned with the ear (tab) of
the fuel rack bearing that is at the drive end of the fuel injection pump housing.
12. Install the gasket and cover (12) .
End By:
a. Assemble the governor. Refer to Disassembly and Assembly, "Governor - Assemble".

b. Install the fuel injection pumps. Refer to Disassembly and Assembly, "Fuel Injection Pump
- Install".



i01111133
Fuel Injection Pump Housing and Governor - Install

SMCS - 1286-012
Table 1
Required Tools
B 4C-9874 Spanner Wrench 1
C 6V-4186 Fuel Pump Timing Pin 2
NOTICE
Note: The No. 1 piston must be set at the top center position (TC) in order to perform all of the
timing procedures.
Note: The engine is seen from the flywheel end when the direction of the crankshaft rotation is
given.
1. Remove the electric starting motor.
2. Install Tool (A) into the flywheel housing, as shown.
3. To find the TC position for the No. 1 piston, perform the following procedure:
a. Turn the flywheel clockwise or turn the flywheel in the opposite direction of the
engine rotation for approximately 30 degrees. This removes all play from the timing
gears.
Note: If you go past the bolt hole, repeat Step 3.a.
b. Remove plugs (1) and (2) .
c. Turn the flywheel counterclockwise until a 3/8-16 X 3 1/2 NC bolt (4) can be
installed in the flywheel through the hole in the flywheel housing. The No. 1 and No.
6 pistons are now at the TC position. Plug (2) was removed for viewing through
inspection hole (3) .
Note: The No. 1 piston is on the compression stroke when the valves of the No. 1
cylinder are closed. The rocker arms for the inlet valves and for the exhaust valves
must have slight side-to-side movement.
d. In order to check the position of the inlet and exhaust valves, remove the valve
mechanism cover. Refer to Disassembly and Assembly, "Valve Mechanism Cover -
4. If the No. 1 piston is not on the compression stroke, remove bolt (4) and turn the flywheel
for 360 degrees counterclockwise. Install bolt (4). The No. 1 piston is now at the TC
position.
Typical example
5. Install Tool (C) in the fuel injection pump housing, as shown. Push on Tool (C) and turn
fuel injection pump camshaft (8). When Tool (C) engages the groove (slot) in the camshaft,
the fuel injection pump is in the TC position for the No. 1 piston.
Note: Check the condition of the O-ring seals. Replace the O-ring seals, if necessary.
6. Ensure that O-ring seals (5), (6), (7) and (9) are in position on the fuel injection pump
housing and the governor. Put clean engine oil on the seals.
7. Attach a hoist and put the fuel injection pump housing and the governor in position on the
timing gear plate and the oil manifold. Install three nuts (11), two bolts (10) and the
washers. Ensure that Tool (C) remains in place.
8. Install washer (12) with the large side outward. Install bolt (13) finger tight. Ensure that
Tool (C) is in the notch in the camshaft of the fuel injection pump.
9. Install Tool (B) on the fuel pump drive gear. Apply 68 N·m (50 lb ft) of force to the fuel
pump drive gear with timing bolt (3) in position in the flywheel and Tool (C) in position in
the fuel system. Apply this force in a clockwise direction when the engine is viewed from
the front. Use Tool (B) and a suitable torque wrench. Hold the 68 N·m (50 lb ft) of force on
Tool (B) and torque the drive gear bolt to a torque of 270 ± 25 N·m (200 ± 18 lb ft).
Remove Tool (B) and Tool (C) from the fuel pump and remove bolt (3) from the flywheel.
10. Use Tool (A) and turn the flywheel for two complete revolutions. When bolt (3) goes in the
hole in the flywheel and Tool (C) is installed in the notch in the camshaft, the timing is
correct.
11. Install plugs (1) and (2) .
12. Remove Tool (A). Install the electric starting motor.
13. Install the valve mechanism cover. Refer to Disassembly and Assembly, "Valve Mechanism
14. Put cover (14) and the gasket in position. Install four bolts (15) .
15. Put the fuel filter base, the gasket, and fuel filter (16) in position. Install two bolts (19) and
the washers.
16. Install tube assemblies (21) and (22). Connect wire (20). Connect hoses (17) and (18) .
17. On the 3304B engines, install the strainer assembly in the turbocharger with the screen
downward. Install the gasket, the oil inlet line and the bolts. Install the O-ring seal on oil
drain line (25). Apply clean engine oil to the O-ring seal and install the gasket. Connect oil
drain line (25) and install the bolts. Install the clamps on the oil line.
18. Put cover (24) in position. Install nuts (23) and six washers. Tighten nuts (23) to a torque of
27 ± 7 N·m (20 ± 5 lb ft).



i00893695
Fuel Injection Pump - Remove

SMCS - 1251-011
Removal Procedure
Table 1
Required Tools
A 8T-5287 Wrench 1
B 6V-4186 Fuel Pump Timing Pin 1
C 8S-2244 Pump Extractor 1
NOTICE
NOTICE

containing fluids.

1. Remove the bolts and the plate from the side of the fuel injection pump housing.
2. Install Tool (B) in the fuel injection pump housing. Move the fuel rack until Tool (B) can be
installed in order to hold the fuel rack in the center position for removing the fuel injection
pumps.
3. Use Tool (A) in order to remove bushing (1) .
4. Remove the O-ring seal from the fuel injection pump housing.
5. Install Tool (C) on the bonnet and remove the fuel injection pump.
6. Remove spacer (2) .
Note: Keep spacers (2) and the fuel injection pump together and identify spacers (2) with
the location in the fuel injection pump housing.
7. Perform Steps 3 through 6 in order to remove the other fuel injection pumps.



i00894023
Fuel Injection Pump - Disassemble

SMCS - 1251-015
Start By:
A. Remove the fuel injection pumps. Refer to Disassembly and Assembly, "Fuel Injection
Pump - Remove".
NOTICE
NOTICE
When the fuel injection pumps are disassembled, handle the parts
carefully. Do not damage the surfaces of the plungers, the barrels and
the bonnets. Any scratches will cause leakage inside the fuel injection
pump. The plunger and the barrel for each pump are made as a set. Do
not intermix the plunger of one pump in the barrel of another pump. If
one part is worn, install a completely new plunger and barrel assembly.
Be careful when placing the plunger into the bore of the barrel.
1. Pull plunger (1) and washer (5) out of barrel (3) and spring (2) .
Note: Do not remove the gear from the plunger. The gear and the plunger are assembled
and adjusted at the factory.
2. Remove washer (5) and spring (2) .
3. Remove ring (6). Separate barrel (3) from bonnet (4) .
4. Remove check valve assembly (7) and spring (8). If check valve assembly (7) is
disassembled, do not mix parts with parts from another check valve assembly.



i00894164
Fuel Injection Pump - Assemble

SMCS - 1251-016
Assembly Procedure
NOTICE
Note: Put clean engine oil on all parts before assembly.
1. Install spring (8) and check valve assembly (7) in bonnet (4) .
2. Install bonnet (4) on barrel (3) and install ring (6).
Note: Do not slide bonnet (4) across barrel (3). Check valve assembly (7) in the bonnet may
cause damage to the face of barrel (3) .
3. Install spring (2). Install washer (5) on plunger (1). Ensure that the flat side is facing toward
the gear on plunger (1) .
4. Install plunger (1) in barrel (3) until washer (5) is engaged in the spring.
End By: Install the fuel injection pumps. Refer to Disassembly and Assembly, "Fuel Injection
Pump - Install".



i00894497
Fuel Injection Pump - Install

SMCS - 1251-012
Table 1
Required Tools
A 8S-2244 Pump Extractor 1
B 6V-4186 Fuel Pump Timing Pin 1
C 8T-5287 Wrench 1
6V-9128 Rack Position Tool Group
1
D
3S-3270 Indicator Contact Point 1
C-clamp 1
NOTICE
1. Install spacer (1) in the fuel injection pump housing.
2. Install Tool (B) in the fuel injection pump housing. Move the rack until Tool (B) can be
installed in order to hold the rack in the center position. The rack must be in the center
position in order to install the fuel injection pumps.
3. Turn the camshaft until the lobe of the camshaft is downward so that the fuel injection pump
can be installed.
4. Install Tool (A) on the bonnet of the fuel injection pump.
5. Install the fuel injection pump in the fuel injection pump housing. Ensure that slot (3) that is
cut in the gear is aligned with the small pin (2) and groove (4) in the barrel. The small pin
(2) and groove (4) in the barrel are aligned with dowel (5) in the fuel injection pump
housing.
6. Put clean engine oil on O-ring seal (6) and install the O-ring seal in the fuel injection pump
housing.
7. Install bushing (7) by hand until the bushing is even with the top of the fuel injection pump
housing. If bushing (7) cannot be installed by hand, remove bushing (7). Remove the fuel
injection pump. Put the pump in alignment and reinstall bushing (7) .
8. Install Tool (C) on bushing (7) and tighten the bushing to a torque of 163 ± 14 N·m (120 ±
10 lb ft).
9. Install Tool (D) in order to measure the total travel of the rack. The correct travel for the
rack is 15.70 mm (.618 inch). A smaller measurement is an indication of improper fuel
injection pump installation.
10. Repeat Steps 1 through 9 in order to install the remaining fuel injection pumps.
11. Install the cover and the gasket on the fuel injection pump housing.



i00984196
Fuel Priming Pump - Remove and Install

SMCS - 1258-010
Removal Procedure
NOTICE
NOTICE

containing fluids.

1. Turn the fuel supply line valve to the OFF position.
2. Remove the bolts and the washers that secure fuel priming pump (1) to base (5). Remove
gasket (4) .
3. Disconnect tube assembly (3) .
4. Remove two bolts (2), the washers and base (5) from the cylinder block.
NOTICE
1. Install base (5), the washers and two bolts (2) .
2. Connect tube assembly (3) to base (5) .
for replacement.
3. Install gasket (4). Install fuel priming pump (1) and the bolts that secure the fuel priming
pump to base (5) .
4. Turn the fuel supply line valve to the ON position.



i00905874
Fuel Transfer Pump - Remove

SMCS - 1256-011
Removal Procedure
NOTICE
NOTICE

containing fluids.

1. Turn the fuel supply line valve to the OFF position.
2. Remove tube assembly (2) and tube assembly (4) from fuel transfer pump (3) .
3. Remove bolts (1) and (5) from fuel transfer pump (3). Remove fuel transfer pump (3) and
the O-ring seal.



i01003268
Fuel Transfer Pump - Disassemble

SMCS - 1256-015
Start By:
A. Remove the fuel transfer pump. Refer to Disassembly and Assembly, "Fuel Transfer Pump -
Remove".
NOTICE
NOTICE

containing fluids.

Personal injury can result from parts and/or covers under spring
pressure.
Spring force will be released when covers are removed.
Be prepared to hold spring loaded covers as the bolts are loosened.
1. Remove bolts (2) and cover (1) from the fuel transfer pump housing.
2. Remove spring (4) from housing (3) .
3. Remove O-ring seals (5) and (6) from cover (1) .
4. Remove valve assembly (7) from cover (1) .
5. Remove piston (12) from sleeve (10). Remove washer (15), valve assembly (14) and seal
(13) from piston (12) .
6. Remove sleeve (10) from housing (3). Remove O-ring seal (11) from sleeve (10) .
7. Remove guide and tappet assembly (9) and seal (8) from housing (3) .
8. Remove two bolts (16), cover (17) and the seal from housing (3) .
9. Remove valve assembly (18) from housing (3) .



i01003269
Fuel Transfer Pump - Assemble

SMCS - 1256-016
Assembly Procedure
NOTICE

containing fluids.

1. Install valve assembly (18) in housing (3) .
2. Put clean diesel fuel on seal (16). Install seal (16) on cover (17), as shown. Install the two
bolts that hold cover (17) to housing (3) .
NOTICE
The tappet and guide assembly must be serviced as a unit.
3. Put clean diesel fuel on seal (8). Install seal (8) on guide and tappet assembly (9). Install
guide and tappet assembly (9) in housing (3) .
4. Put clean diesel fuel on O-ring seal (11). Put O-ring seal (11) in position on sleeve (10).
Install sleeve (10) in housing (3) .
5. Install piston (12) in sleeve (10) .
6. Put clean diesel fuel on seal (13). Put seal (13), valve assembly (14) and washer (15) in
position in piston (12) .
7. Put clean diesel fuel on O-ring seals (5) and (6). Install O-ring seals (5) and (6) in cover (1).
Install valve assembly (7) in cover (1) .
8. Install spring (4) in housing (3) .
9. Put cover (1) in position on the housing and install bolts (2) that hold the cover in position.
End By: Install the fuel transfer pump. Refer to Disassembly and Assembly, "Fuel Transfer Pump
- Install".



i00906240
Fuel Transfer Pump - Install

SMCS - 1256-012
NOTICE
1. Install the O-ring seal and fuel transfer pump (3). Install bolts (1) and (5) .
2. Install tube assembly (2) and tube assembly (4) .
3. Turn the fuel supply line valve to the ON position.



i00879991
Fuel Shutoff Solenoid - Remove and Install

SMCS - 1259-010
Removal Procedure
NOTICE
1. Remove nut (1) and the washer. Disconnect ground wire (4) from the fuel shutoff solenoid.
2. Remove two nuts (2) and the washers.
3. Remove fuel shutoff solenoid (3) and the gasket.
NOTICE
1. Install the gasket and fuel shutoff solenoid (3) .
2. Apply 9S-3263 Thread Lock Compound on the threads for two nuts (2) .
3. Install the washers and two nuts (2) .
4. Connect ground wire (4) to the fuel shutoff solenoid. Install nut (1) and the washer.



SENR36500045
Fuel Tank
SMCS - 1273-010
Remove And Install Fuel Tank
Start By:
a. remove hood
b. remove fuel filter base
1. Drain coolant from cooling system.
2. Remove bolt (2) and disconnect hose assembly (1).
3. Remove bolt (3) that holds the clip on the ether tube assembly to the fuel tank. Remove bolt (4)
that holds the clip on the radiator tube assembly to the fuel tank.
4. Remove three bolts (6) and bracket (5). Remove bolt (7) that holds clip to the bottom of the fuel
tank (9).
5. Install tooling (A), and fasten a hoist to fuel tank (9). Remove bolt (8) and tube assembly (10).
Remove bolt (12) and hose assembly (11).
6. Remove 2 bolts (13) from the fan bracket. Remove 3 bolts (15) to the clips on the wiring
harness. Remove 2 bolts (14) from the solenoid.
7. Remove 3 bolts (16) and remove fuel tank (9). The weight of an empty tank is 146 Kg (325
lbs.).
NOTE: The following steps are for installation of the fuel tank.
8. Position the fuel tank and install three bolts (16).
9. Remove hoist and tooling (A).
10. Position wire harness and install three bolts (15). Install the solenoid and two bolts (14). Install
two bolts (13) to the fan bracket.
11. Position tube assembly (10) and install bolt (8). Position hose assembly (11) and install bolt
(12).
12. Position bracket (5) and install three bolts (6). Position ether tube assembly and install bolts
(7) and (3) at the bottom of the fuel tank.
13. Install bolt (4) that holds the clip on the radiator tube assembly to the fuel tank.
14. Install bolt (2) and connect hose assembly (1).
15. Fill radiator to the correct level. See the Operation And Maintenance Manual.
End By:
a. install fuel filter base
b. install hood



i00981264
Engine Oil Filter Base - Remove

SMCS - 1306-011
Removal Procedure
Table 1
Required Tools
NOTICE
NOTICE

containing fluids.

1. Remove the oil filter from engine oil filter base (1) with Tool (A).
2. Remove bolts (5), tube assembly (3) and the gasket. Remove the O-ring seal in tube
assembly (3) and replace the O-ring seal, if necessary.
3. Remove the bolts that hold tube assembly (4) to the cylinder block. Remove tube assembly
(4) and the gasket. Remove the O-ring seal in tube assembly (4) and replace the O-ring seal,
if necessary.
4. Remove four bolts (2) and engine oil filter base (1) from the cylinder block. Remove the O-
ring seals from engine oil filter base (1), if necessary.



i00983225
Engine Oil Filter Base - Disassemble

SMCS - 1306-015
Start By:
A. Remove the engine oil filter and the engine oil filter base. Refer to Disassembly and
Assembly, "Engine Oil Filter Base - Remove".
NOTICE
Typical Example
Typical Example
1. Remove O-ring seals (1) from the engine oil filter base. Remove four bolts (2), two covers
(3) and two gaskets (6) .
Note: Plunger (4) is for the oil filter bypass. Plunger (7) is for the engine oil cooler bypass.
2. Remove springs (5), plunger (4) and plunger (7) from the engine oil filter base.



i00983561
Engine Oil Filter Base - Assemble

SMCS - 1306-016
Assembly Procedure
NOTICE
1. Install plunger (7), plunger (4) and springs (5) .
Note: Plunger (7) is for the engine oil cooler bypass. Plunger (4) is for the oil filter bypass.
Note: Check the condition of the O-ring seals and gaskets. If the seals or gaskets are worn
or damaged, use new parts for replacement.
2. Install two gaskets (6), two covers (3), four bolts (2) and O-ring seals (1) .
End By: Install the engine oil filter base and the oil filter. Refer to Disassembly and Assembly,
"Engine Oil Filter Base - Install".



i00981970
Engine Oil Filter Base - Install

SMCS - 1306-012
Table 1
Required Tools
NOTICE
1. Check the condition of the O-ring seals and the gaskets. If the seals or the gaskets are worn
or damaged, use new parts for replacement.
Note: Coat all of the O-ring seals with clean engine oil prior to installation.
2. Put the O-ring seals on engine oil filter base (1). Install engine oil filter base (1) on the
cylinder block with four bolts (2) .
3. Put the O-ring seal and the gasket in position on tube assembly (4). Install tube assembly (4)
on the cylinder block. Install the bolts that hold tube assembly (4) in position.
4. Put the O-ring seal and the gasket in position on tube assembly (3). Fasten the clip to tube
assembly (4). Position tube assembly (3) onto the cylinder block and install bolts (5).
5. Install engine oil filter (1) with Tool (A) .
Note: Follow the installation procedure on the engine oil filter in order to install the engine
oil filter on the engine oil filter base.



i00985627
Engine Oil Pump - Remove

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

containing fluids.

The engine oil pump idler gear can fall off of the pump when the pump
is removed or installed. Injury may result. To help prevent injury,
always hold the idler gear on the pump when the pump is removed or
installed.
1. Remove bolt (1) and the lock washer that holds the suction bell to the oil pan plate.
2. Remove two bolts (3) that hold the scavenge line to engine oil pump (4) .
3. Remove four bolts (2) and the washers that hold engine oil pump (4) to the cylinder block.
Hold the gears on the oil pump and remove the engine oil pump and the suction bell as a
unit.



i03615750
Engine Oil Pump - Disassemble

SMCS - 1304-015
Table 1
Required Tools
1P-2320 Combination Puller 1
A
1P-0529 Handle 1
B 1P-0468 Drive Plate 1
1P-0465 Drive Plate 1
C 1P-0461 Drive Plate 1
1P-0529 Handle 1
Start By:
a. Remove the engine oil pump.
NOTICE

performance of inspection, maintenance, testing, adjusting, and repair
containing fluids.
Refer to Special Publication, NENG2500, "Dealer Service Tool

Catalog" for tools and supplies suitable to collect and contain fluids on
Cat products.
NOTICE
1. Remove bolts (2), locknut (1), and suction bell (3).
2. Remove idler gear (4).
3. Use Tooling (B) in order to remove the bearing from idler gear (4).
4. Remove bolt (7) and washer (6) from drive gear (5).
5. Use Tooling (A) in order to remove drive gear (5) from the shaft.
6. Remove bolts (16), bolt (12), cover (11), and O-ring seal (15) from pump body (8).
7. Remove shaft assembly (9) and shaft assembly (10) from pump body (8).
8. Remove bolt (14) and pressure relief valve (13).
9. Remove bearings (17) from cover (11).
10. Use Tooling (C) in order to remove bearings (18) from pump body (8).



i03617463
Engine Oil Pump - Assemble

SMCS - 1304-016
Assembly Procedure
Table 1
Required Tools
1P-0529 Handle 1
B 1P-0468 Drive Plate 1
C 1P-0461 Drive Plate 1
1P-0529 Handle 1
NOTICE
1. Use Tooling (C) in order to install bearings (18) in pump body (8) according to the
following specifications:
a. Place bearings (18) in position on the inside of pump body (8) with the chamfer on
the bearings toward the outside of the pump body.
b. Ensure that the joints in the bearings are at an angle of 30° ± 15° from the center line
through the bearing bores. Ensure that the joints are toward the outlet passage of the
pump.
c. The outlet passage has a cavity between the bearing bores.
2. Use Tooling (C) in order to install bearings (17) in cover (11) according to the following
specifications:
a. Place bearings (17) in position on the inside of cover (11) with the chamfer on the
bearings toward the outside of the cover.
b. Ensure that the joints in the bearings are at an angle of 30° ± 15° from the centerline
through the bearing bores. Ensure that the joints are toward the outlet passage of the
pump.
c. The outlet passage has a cavity between the bearing bores.
3. Check the condition and the specifications of all the parts of the engine oil pump before you
assemble the engine oil pump.
4. Apply clean engine oil to all of the parts of the engine oil pump.
5. Install pressure relief valve (13) and bolt (14).
6. Install shaft assembly (10) and shaft assembly (9) in pump body (8).
7. Install O-ring seal (15), cover (11), bolt (12), and bolts (16) in pump body (8).
8. Install drive gear (5) on the shaft.
9. Install washer (6) and bolt (7) on drive gear (5).
10. Use Tooling (B) in order to install the bearing in idler gear (4). Ensure that the bearing is
even with the outside surface of idler gear (4).
11. Install idler gear (4).
12. Install suction bell (3), locknut (1), and bolts (2).
Note: Before you install the engine oil pump, lubricant must be in the oil pump and the oil pump
must turn freely.
End By:
a. Install the engine oil pump.



i01112940
Engine Oil Pump - Install

SMCS - 1304-012
NOTICE
1. On the 3304B, turn the crankshaft so that the No. 1 piston is at the top of the compression
stroke.
2. Turn both balancer shafts (1 ) until the flat side of the shaft is away from the oil pan plate.
Install bolts (3) in the oil pan plate and into the balancer shafts.
3. Install idler gear (2) on the oil pump. Place the oil pump in position on the engine. Ensure
that the oil pump gears are engaged with the gears of the balancer shaft and the crankshaft
gear. Install the bolts, washers and locks that hold the oil pump in position.
4. Install the bolts that hold the elbow to the pump.
5. Remove the bolts from the balancer shafts.
The engine oil pump idler gear can fall off of the pump when the pump
is removed or installed. Injury may result. To help prevent injury,
always hold the idler gear on the pump when the pump is removed or
installed.
1. On the 3306B, install engine oil pump (4) onto the cylinder block. Ensure that the idler gear
is engaged with the crankshaft gear and install the washers and four bolts (2) .
2. Install two bolts (3) that hold the scavenge line to engine oil pump (4) .
3. Install the lock washer and bolt (1) that holds the suction bell to the oil pan plate.
End By: Install the engine oil pan. Refer to Disassembly and assembly, "Engine Oil Pan -


Systems Operation
Air Conditioning and Heating R134a for All Caterpillar Machines
i05907559
Service Intervals
SMCS - 7000; 7309; 7320
Personal injury can result from contact with refrigerant.
This system is under pressure at all times, even if the engine is not
running. Heat should never be applied to a charged system.
Contact with refrigerant can cause frost bite. Keep face and hands away
to help prevent injury.
Protective goggles must always be worn when refrigerant lines are

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

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

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

gas may be present.
Before any checks of the air conditioning and heating system are made,
move the machine to a smooth horizontal surface. Lower all implements
to the ground. Make sure the transmission is in neutral or park and that
the parking brake is engaged. Keep all other personnel away from the
machine or where they can be seen.
Personal injury can result from hot coolant. Any contact with hot
coolant or with steam can cause severe burns. Allow cooling system
components to cool before the cooling system is drained.
Note: Before performing any maintenance, refer to Testing and Adjusting, "Machine Preparation
for Testing and Adjusting" for the correct lockout procedure.
Regular maintenance must be performed in order to maximize the performance of the air
conditioning system. Regular maintenance must be performed in order to minimize the downtime
of the machine. Failure to inspect these systems will cause poor performance and premature
failure. Inspect and maintain the Heater and the Air conditioner system per the chart below. For
additional information on the component and system maintenance instructions, refer to Testing
and Adjusting section of this manual.
Table 1
Component or System Clean/Inspect Replace
Dryer with Quick Disconnect Every 2000 hours
Dryer with Tube O-Ring Connect Every 4000 hours
Recirculation Filter Weekly Monthly
Condenser Coil as needed
Fresh Air Filter Each shift Weekly
Heating and A/C Maintenance checklist Seasonal
• Perform regular maintenance on the refrigerant service units in accordance to the

instructions from the manufacturer. Change the oil that is in the vacuum pumps according to
the instructions from the manufacturer.
• Check the scale that is used for charging for accuracy after every 30 days. Check after every
30 uses according to the instructions from the manufacturer.
Heating and A/C Maintenance Checklist

Table 2
Filters
Operation Check if OK
Check the cleanliness of the Fresh Air Filter.
Check the cleanliness of the Recirculation Filter.
Table 3
Coils
Check the condenser coil for damage or debris.
Check the evaporator coil for damage or debris.
Check the heater coil for damage or debris.
Table 4
Blowers and Fans
Check if
Operation
OK
Check the remote condenser fans in order to make sure that the fans operate
when the air conditioning system is running.
Make sure that the blower fans for the cab operate on all speed settings.
Table 5
Condensate Drain Lines
Check if OK
Operation
Make sure that the drain lines are clean and that the drain lines allow
condensate flow.
Make sure that the drain valves are present and correctly located.
Table 6
Dryer
Check if
Operation
OK
If the dryer has quick disconnects, make sure that the dryer has been replaced
within the last 2000 hours. Replace according to the maintenance chart
If the dryer has tube connections that are an O-ring, make sure that the dryer has
been replaced within the last 4000 hours. Replace according to the maintenance
chart
Table 7
Compressor
Check if
Operation
OK
Check the cleanliness of the wire connections for the compressor and make sure
that the connections are free of damage.
Make sure that the dust caps are securely installed on the service ports.
Make sure that the clutch engages when the A/C switch is on and the thermostat
is set to maximum cooling.
Table 8
Compressor Drive Belt
Check for wear and damage on the compressor drive belt.
Make sure that the auto tension pulleys are functioning correctly.
Make sure that the drive belt is aligned within 1/3 of a degree.
Table 9
Hoses and Connections
Check for wear and damage on the refrigerant lines
Check for leaks on the refrigerant lines
Check for wear and damage on the heater lines
Check for leaks on the heater lines
Make sure that the heater valves are open for use in the winter.
Table 10
Performance
Check if
Operation
OK
Make sure that a performance check on the air conditioning indicates a system
that is functioning properly.
Refer to Testing and Adjusting, "Performance Checks for the Air Conditioning
System".
Make sure that a performance check on the heater system indicates that the
system is properly functioning.
System".
Air Filters-Clean
The cab air filters are designed to provide clean air to the evaporator and the heater coils. The cab
air filters are also designed to keep the cab pressurized. If the filters are not properly maintained,
the coils will be coated with dirt. Dirty coils will result in loss of heating and cooling. Dirty coils
could also result in failure of the compressor. Refer to Testing and Adjusting, "Coil Cleaning".
Cab air filters should be inspected regularly. Any inspection variance depends on the
environmental conditions. Fresh air filters should be checked after every shift (8 to 10 hours).
Fresh air filters should be changed after every week (40 to 50 hours). Recirculation filters should
be checked after every week (40 to 50 hours). Recirculation filters should be changed after every
month (160 to 200 hours). Inspect the filter for holes. Look through the filter toward a bright light.
Check for damaged gaskets or dented metal parts. Do not use damaged filters. For extreme dust
conditions, the filters should be inspected daily, and the filters should be cleaned whenever is
necessary.
Remove loose dirt with compressed air. Do not exceed 690 kPa (100 psi) from an air nozzle that is
3.18 mm (0.125 inch)diameter. Keep the air nozzle at least 51 mm (2 inch) from the filter.
The filters that are made of foam can be blown out with low-pressure air. The filters that are made
of foam can also be gently washed with a mild detergent. After washing the filters, dry the filters
with low-pressure air.
If the carbon is still active, the carbon impregnated filters may be blown out with low-pressure air.
Do not wash the carbon impregnated filters.
Standard filters or high efficiency filters may be blown out with low-pressure air. Do not wash the
standard filters or the high efficiency filters.
Coil Cleaning
NOTICE
Do not use steam to clean the coils, under any circumstance. The heat
from the steam will induce thermal stresses on the construction of the
components of the coil. The stress can weaken the overall construction
and permanently damaging the coil.
NOTICE
Do not use any other objects in order to straighten the fins, such as a
screwdriver or a knife. These objects can damage the coil.
In order for an HVAC coil to function properly, air must be able to flow freely across the fins
without any major obstructions. Because the coils need to stay clean, cleaning the coil is important
in order for the coils to provide sufficient air flow. Some job applications may cause the coils to
become dirty quickly, and dirty coils requires frequent cleaning. There are different methods that
are utilized for proper cleaning. The different methods that are used depend on the type of coil that
is used.
Condenser coils typically have a thicker, more durable fin structure that is designed to withstand
the conditions of the environment. Due to the construction of the condenser coils, condenser coils
can be washed with a low-pressure power washer. Power wash in order to remove any dirt from
the coil and any debris from the coil. The coils should be cleaned from a safe distance. However,
if the nozzle is too close to the coil the water still can damage the fins.
The evaporator and heater coils typically reside within an enclosed area. In order to protect the
evaporator and the heater coils from the environment and outside dirt and debris. Therefore, the
construction is not strong enough to withstand washing with direct pressure. In order to clean the
coils, use a low-pressure air nozzle that is like the one that is used in cleaning the filter. Carefully
use the low-pressure air nozzle in order to blow out any dirt and debris that is present on the coils.
During normal operation and routine cleaning, the fins may possibly get bent. The bent fins could
cause blockages in the air flow, which will reduce overall system performance. Straighten the fins
by using the 208-1350 Radiator Tool Gp . Start at one side of the coil and work toward the other
side. Be careful not to rip or tear the fins during straightening, as this straightening will cause an
unwanted reduction in performance.



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"
Multi Terrain "Installing the 233-5870 Installation Arrangement (Air
REHS1798
Loader Conditioner Conversion)(Kit)"
REHS1799 Multi Terrain "Installing the 233-5873 Installation Arrangement (Air

Loader Conditioner, Heater)(Kit)"
Skid Steer "Installing the 218-6747 Installation Arrangement (Air
REHS1801
REHS1802
"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
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
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
Caterpillar Products" released prior to June 2014
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
SEPD0723 "The Fan Drive Groups Have Changed"
Off-Highway
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


Troubleshooting
MSS3s Machine Security System
Media Number -UENR7061-00 Publication Date -01/07/2015 Date Updated -22/08/2016
i06222327
General Information
SMCS - 7000
Failure of an electrical component can cause the failure of other components. Also, failure of an
electrical component can be caused by the failure of other components. Always attempt to correct
the cause of an electrical system failure before you replace a component.
Note: If you suspect that there is a problem with the Machine Security System, ensure that
the machine starting system is working properly. Use the electrical system schematic to
troubleshoot the starting circuit.
Note: Electronic control modules seldom fail. Perform the troubleshooting procedures that
are provided in the Troubleshooting, "Symptom Procedures" section of this manual, before
you replace an ECM.
Test procedures progress from the most likely points of failure to the least likely points of failure.
The procedures normally proceed in the following order:
• A component is bad.
• Wiring or connectors are bad.
• An electronic module is bad.
Each procedure assumes the following data:
• No previous troubleshooting has been performed on the system.
• The system has not been altered.
Assume for repair:
• The batteries are fully charged and the charging system is operating properly.
• Caterpillar ® Electronic Technician (Cat ® ET) is available and the technician is trained on
the operation of Cat ET. See Troubleshooting, "Service Tools".
During troubleshooting, inspect all connections before any component is replaced. If the
connections are not clean and tight, permanent electrical problems or intermittent electrical
problems can result. Check that the wires are pushed into the connectors completely. Make sure
that the connections are tight before other tests are made.


Troubleshooting
i06229353
Machine Preparation for Troubleshooting

SMCS - 7000-035
Warnings
Sudden movement of the machine or release of oil under pressure can

cause injury to persons on or near the machine.
To prevent possible injury, perform the procedure that follows before

testing and adjusting the power train.
Hot hydraulic oil under high pressure can remain in the components of
the hydraulic system or the power train system after the engine has been
stopped. The uncontrolled release of the hydraulic oil can cause sudden
machine movement and can also result in the following conditions:
• Burns
• The penetration of body tissue
• Other personal injury
• Death
If hydraulic oil penetrates body tissue, the injury must be treated

immediately by a doctor who is familiar with this type of injury. Use a
board or a piece of cardboard to check for a hydraulic oil leak. Make
sure that all of the attachments have been lowered to the ground and
that all trapped pressure has been released from the hydraulic system
and the power train system. Also, make sure that the hydraulic oil is
cool before the removal of any components or lines. Remove the
hydraulic oil filler cap only when the engine is stopped and the filler cap
is cool enough to touch with your bare hand.
Personal injury or death can result from not engaging the parking
brake.
Transmission engagement alone will not prevent machine from rolling

when the engine is stopped.
Personal injury can result if the machine moves while testing.
If the machine begins to move during test, reduce the engine speed
immediately and engage the parking brake.
NOTICE

performance of inspection, maintenance, testing, adjusting, and repair
containing fluids.
Refer to Special Publication, NENG2500, "Dealer Service Tool

Catalog" for tools and supplies suitable to collect and contain fluids on
Cat® products.
General Procedure
1. Know the Machine
Understand the operation and the interaction of the machine systems. Know if the symptom
is a characteristic of normal operation or if the symptom is a problem.
Refer to the Systems Operation in your Service Manual.
2. Identify the Symptom
a. Speak with the operator about the symptom.
◾ Ask about the performance of the machine prior to the problem.
◾ Determine the time that the symptom first occurred.
◾ Determine the operating conditions at the time of the problem.
◾ Ask the operator about the sequence of events prior to the failure. Determine
the order of the occurrences.
◾ Ask the operator about the steps that have been taken to troubleshoot the
machine.
◾ Check the history of repairs of the machine.
◾ Ask about the preventive maintenance of the machine.
b. Inspect the machine. Look for problems. Notice any unusual odors in the air. Listen
for unusual noises.
Complete the steps in Troubleshooting, "Visual Inspection".
If you complete the visual inspection and the problem is not identified, perform the
appropriate tests and/or adjustments in Specifications, Systems Operation/Testing and
Adjusting for your machine.
3. Troubleshoot the faults with the service codes
Determine if the ECM has detected any faults. A service code is used to specify each
detected fault.
Each of the components such as switches and sensors are referenced by a unique CID
(component identifier).
In order to read a diagnostic code, refer to Troubleshooting, "Diagnostic Capabilities" in this

manual.
4. Troubleshoot using the description of the symptom
If you troubleshoot the service codes and the problem is not resolved, continue
troubleshooting using the symptom. Identify the component that is the most probable cause
of the symptom.
5. After the problem is resolved, prepare the machine for operation. Complete a maintenance
record for the machine: problem, symptom, and repairs.
Refer to the instructions in the Operation and Maintenance Manual for your machine.


Troubleshooting
i06249215
Visual Inspection
SMCS - 7000-035
Check the Electrical System

1. Inspect the wires and check the electrical connectors to the component that is suspect.
Expected Results
◦ The wires and the electrical connectors are not damaged. The electrical connectors are
clean.
Results
◦ OKAY: Proceed with Diagnostic Trouble Codes.
◦ NOT OKAY: Replace any damaged wires. Replace any damaged electrical
connectors. Ensure that all the seals are properly in place. Check the machine for the
original problem.


Troubleshooting
i06222412
Symptom Troubleshooting
SMCS - 7000-035
Use the following guidelines as you troubleshoot a symptom:
Know the Machine

Understand the operation of the machine. Know if the symptom is a characteristic of normal
operation or if the symptom is a failure.
Use Available Service Literature

Read the systems operation information in order to understand the systems of the machine.
Understand the interaction of the machine systems.
Use all available service literature to understand the systems of the machine and perform
troubleshooting. Troubleshooting the machine security system (MSS) system may require
additional information from the Service Manual of the machine. Following is a list of books that
may be useful:
• Electrical Schematic
• Systems Operation / Testing and Adjusting
• Troubleshooting / Systems Operation / Testing and Adjusting
Understand the Symptom

Speak with the operator about the symptom. Acquire the following Information:
• The performance of the machine prior to the failure
• First occurrence of the symptom
• The operating conditions at the time of the failure
• The sequence of events prior to the failure (order of the occurrences)
• The troubleshooting steps that have been taken
• The history of repairs of the machine
• The preventive maintenance of the machine
• Related service information about current problems that affect the serial number of the
machine
• Inspect the Machine. Look for problems. Notice any unusual odors in the air. Listen for
unusual noises.
Verify the Symptom

When possible, attempt to duplicate the symptom. Operate the machine and repeat the conditions
that caused the failure. Check the gauges inside the cab. Notice any unusual odors in the air.
Listen for unusual noises.
Determine if the electronic control module (ECM) has detected any faults. A diagnostic code is
used to specify each detected fault.
Determine Possible Causes

Use the information from the operator and your inspection. Attempt to identify a common cause if
there is more than one symptom.
Test and Repair the System

Use the tests and procedures in this manual to verify the cause of the symptom. Once the cause
has been identified, repair the failure. Then, test the system again to verify that the symptom is
resolved.
Provide Feedback to Caterpillar

Share your troubleshooting information. Provide Caterpillar feedback after the correct repair has
been performed. Use the form in SISweb or CBT feedback to write a brief description about the
symptom, testing, and repair of the machine. Include your phone number or your e-mail address so
that you can be contacted. This feedback information helps Caterpillar improve service
information.


Troubleshooting
i06222413
Emerging Symptom Information

SMCS - 7000-035
This space is for new information for this product.
Note: Use the Service Information System (SIS) on the Web to find the most up-to-date
information.
To share your knowledge of symptoms: use the form in SIS Web or CBT feedback to write a brief
description about the symptom, testing, and repair of the machine. Your feedback information will
help Caterpillar ® improve the service information for this product.


Systems Operation
Systems Operation
SMCS - 7000-035
Introduction
The supplemental steering system provides hydraulic oil flow to the steering system if the engine
fails or main hydraulic pump flow is lost while the machine is operating.
Component Location And Operation
Operator's Console
(1) Key start switch.
Switch (1) is located on the operator's right hand console. The switch must be turned to the ON
position to power-up the supplemental steering system.
Left Front Of Engine Compartment

(2) Hydraulic tank. (3) Electric motor (130G shown). (4) Hydraulic pump. (5) Supply line. (6) Suction line.
Hydraulic tank (2) is located directly in front of the engine compartment. The tank is designed so the
suction line (standpipe) for supplemental steering pump (4) is several inches shorter than the suction
line (standpipe) for the main hydraulic pump. This assures (guarantees) a supply of oil in the
hydraulic tank just for the supplemental steering system. Hydraulic pump (4) is driven by electric
motor (3). Hydraulic oil is pulled from tank (2) through line (6) by pump (4). Pressure oil is then
pumped through line (5) to the steering accumulator.
Under Left Side Of Operator's Platform

(7) Priority valve (hidden). (8) Pressure switch.
Pressure switch (8) is mounted in priority valve (7). Switch (8) senses main hydraulic pump output
pressure. If primary hydraulic oil pressure falls below approximately 700 kPa (100 psi), switch (8)
opens. The open is read by control module (14), which then powers up electric motor (3).
Also mounted in the priority valve is a check valve that is part of the supplemental steering system.
It is installed in the signal line from the steering metering unit. The check valve prevents loss of
signal oil from the steering metering unit through the priority valve.

(5) Supply line. (9) Line to steering accumulator. (10) Relief valve. (11) Return line to hydraulic tank.
Under Left Front Side Of Operator's Platform

(12) Steering accumulator. (13) Block.
Electric motor (3) drives pump (4), which pumps supply oil through line (5). Oil flows through the
tee and line (9) to steering accumulator block (13). Accumulator (12) with block (13) are mounted
along the inside edge of the cab by the left hand steps.
At 17 250 ± 700 kPa (2500 ± 100 psi), relief valve (10) opens. Pump oil is then directed through
return line (11) to the hydraulic tank.
There is a check valve at the end of line (9) where it joins with block (13) at the base of the steering
accumulator. This prevents reverse flow back through line (9) once the steering accumulator is
charged.
On 14G and 16G Motor Graders, there is an additional check valve in the return line to tank where
supplemental return oil joins oil cooler return oil. This directs supplemental return oil flow back to
tank and not backwards through the oil cooler.
Right Front Of Engine Compartment

(14) Electronic control module. (15) Disconnect switch.
EMS Panel
(16) Steering fault indicator light. (17) Supplemental steering motor indicator light. (18) Supplemental steering switch.
(19) Master fault light.
With disconnect switch (15) in the operate position, the supplemental steering system will perform a
three second power-up test when key start switch (1) is turned ON. For three seconds, electronic
control module (14) will turn ON supplemental steering motor (3) [which operates pump (4)] and
motor status light (17). During the three second test, the operator should be able to steer with normal
effort. The three second test allows the operator a quick check to make sure th front wheels turn
under supplemental steering conditions. During the three seconds, supplemental steering motor
status light (17) is also checked.
Until the engine is started, steering fault indicator light (16) and master fault light (19) will FLASH.
This indicates that supplemental steering electronic control module (14) is not activated. The module
becomes activated after the engine is started.
Engine Start Up
After the three second power-up test, the operator starts the engine. As the engine comes up to
speed, the primary steering hydraulic system pressure closes normally open pressure switch (8).
Also, the alternator "R" terminal voltage rises to approximately 24 volts. Supplemental steering
electronic control module (14) senses (feels) both switch (8) closing and "R" terminal voltage, and
does the following:
1. Turns OFF steering fault indicator light (16) and master fault light (19).
2. Puts electronic control module (14) in an activated condition.
Only in this activated condition will a loss of pressure at pressure switch (8) cause the circuit to turn
ON supplemental steering motor (3).
After Engine Start Up - Warning Conditions

After the engine has been started, the warning conditions have the following meaning:
1. The steering fault indicator light (16) and master fault light (19) will FLASH and the horn
will sound if the primary steering system pressure is lost.
2. Supplemental steering motor status light (17) indicates that the supplemental steering motor
is running.
If either of the two warning conditions are observed, the operator

should bring the machine to a stop as soon as possible and have the
complete hydraulic and steering system checked before further machine
operation.
Electrical System
Supplemental Steering Electrical System Schematic

Supplemental steering control module (1) turns ON electric motor (9), motor status light (8),
steering fault indicator light (5), the master fault light and horn through three inputs. These three
inputs are from alternator "R" terminal (4), engine governor switch (2) and steering pressure switch
(3).
Alternator "R" Terminal

The electronic control module is connected to alternator "R" terminal (4). After engine start up,
voltage from alternator "R" terminal (4) activates an internal latch (electronic "fastener") in the
electronic control module, which activates the automatic supplemental steering system. After start
up, the latch makes the supplemental steering system independent of the alternator "R" terminal
current. It is unlatched by the governor switch, the disconnect switch or the key start switch.
Engine Governor Switch

(2) Governor Switch.
(10) Accelerator pedal.

Engine governor switch (2) is normally open (N.O.). In the closed position, the switch prevents
automatic actuation of the supplemental steering motor during normal engine shutdown.
Pull up by hand accelerator pedal (10) to both shutdown the engine and close governor switch (2).
Steering Pressure Switch

(3) Pressure switch. (11) Priority valve (hidden).
Steering pressure switch (3) is mounted in the body of priority valve (11). When the governor is in
its normal operating position and primary steering system pressure falls below approximately 700
kPa (100 psi) (either as a result of engine failure or primary hydraulic system failure upstream of the
steering valve), steering pressure switch (3) opens. This provides the input to the electronic control
module to turn supplemental steering ON. Primary hydraulic pressure must return to 1206 kPa (175
psi) or above to close pressure switch (3).
Electronic Control Module

(1) Electronic Control Module.
EMS Panel
(5) Steering fault indicator light. (6) Supplemental steering switch. (8) Supplemental steering motor indicator light. (12)
Master fault light.
Electronic control module (1) controls the three second power-up test and [depending on switch (6)
position] controls automatic actuation of the supplemental steering system.
In the automatic switch position, the following condition(s) must exist before electronic control
module (1) actuates electric motor (9) and indicator light (8):
1. Electronic control module (1) must have been actuated (placed in ready position) by voltage
from alternator "R" terminal (4).
2. Loss of hydraulic oil pressure with governor switch (2) in its normal operating position.
3. Steering pressure switch (3) is open.
With these conditions present, electronic module (1) closes magnetic switch (7). This completes the
circuit to supplemental steering pump motor (9) and to motor indicator light (8). At the same time,
electronic control module (1) actuates steering fault indicator light (5), master fault light (12) and the
horn.
Magnetic Switch And Electric Motor
Inside Engine Compartment From Right Side

(7) Magnetic switch. (9) Electric motor.
The motor can also be actuated by holding spring loaded automatic/manual switch (6) in the manual
position. With the key start swith ON, this action will bypass electronic control module (1) and it's
three sensor inputs and closes magnetic switch (7), turning ON motor indicator light (8). This
position of the Auto/Manual switch is generally used only to test the supplemental steering pump
and the motor status light, or turn the front wheels while testing the system. Supplemental steering
pump motor (9) is mounted to the left front in the engine compartment.
The machine's batteries must have a normal charge and the

supplemental steering electrical system must be okay. A low charge
condition, or any defect in the battery, battery cells, or electrical circuit
can cause loss of supplemental steering and could result in personal
injury and/or damage to the machine.
Hydraulic System
Steering Hydraulic System Schematic With Supplemental Steering (Supplemental Steering System ON)
(1) Steering cylinders. (2) Crossover relief valve. (3) Steering metering unit. (4) Electric motor (supplemental steering).
(5) Hydraulic pump (supplemental steering). (6) Relief valve (supplemental steering). (7) Supply line (supplemental
steering). (8) Return line (supplemental steering). (9) Steering accumulator. (10) Check valve. (11) Check valve
(supplemental steering). (12) Suction line (supplemental steering). (13) Hydraulic tank. (14) Main hydraulic pump. (15)
Combination valve. (16) Check valve (supplemental steering). (17) Priority valve. (18) Check valve. (19) Lock valve.
(20) Articulation cylinders.
System Operation
The supplemental steering system provides supplement (back up) hydraulic oil flow to the pressure
port of the steering metering pump if the engine or the main hydraulic pump should fail.
Supplemental steering pump (5) pulls oil from hydraulic tank (13) through line (12). Pressure oil is
then sent through line (7) to steering accumulator (9) and steering metering unit (3).
The supplemental steering system is isolated from the primary hydraulic system oil by three check
valves. Check valve (11) is located in the base of the steering accumulator in line (7). It allows
pressure oil from pump (5) to charge the steering accumulator and supply oil to metering unit (3).
Once pump (5) has been shut off, the check valve prevents the loss of accumulator stored pressure
oil back through pump (5). Check valve (16) is installed in priority valve (17). It prevents steering
metering unit signal oil from flowing back into the primary hydraulic system through the priority
valve. Check valve (18) is installed in the base of accumulator (9) in the supply line from the
priority valve. It prevents supplemental steering pressure oil from flowing back into the primary
hydraulic system through the priority valve.
When turning the steering wheel, steering metering unit (3) sends pressure oil [from pump (5) or
accumulator (9)] to the respective head and rod ends of steering cylinders (1).
Automatic Actuation
With the Automatic/Manual switch in the automatic position, the pressure sensing switch in priority
valve senses when hydraulic pressure falls below 700 ± 103 kPa (100 ± 15 psi). The pressure switch
electrically tells the supplemental steering electronic control module that there is a loss of pressure.
The control then turns ON electric motor (4). Motor (4) drives hydraulic pump (5) to charge the
steering system with pressure oil. The supplemental steering system is then ready for a steering
demand.
Left Front Of Engine Compartment

(4) Motor. (5) Pump.
NOTICE
Once the supplemental steering system has been activated, it should

remain ON no more than two minutes. This should be sufficient time to
safely steer the machine to a stop. When the machine is stopped, turn
the key start switch to the OFF position to turn OFF supplemental
steering. Prolonged use of the supplemental steering system will cause
electric motor (4) to overheat and cause damage to it's components.
The machine's batteries must have a normal charge and the

supplemental steering electrical system must be okay. A low charge
condition, or any defect in the battery, battery cells, or electrical circuit
can cause loss of supplemental steering and could result in personal
injury and/or damage to the machine.
Manual Actuation
Auto/Manual Supplemental Steering Switch

(1) Switch (auto position).
The supplemental steering system is also manually activated by keeping spring loaded Auto/Manual
switch (1) in the manual position. This is used to turn the wheels while testing the system or to make
steering adjustments while towing the machine.


Systems Operation
12G, 120G, 130G & MOTOR GRADERS HYD. SYSTEM & STEERING
Systems Operation
SMCS - 7000-035
Introduction
Reference: For Specifications with illustrations, make reference to the Specifications For 12G,
120G, 130G And 140G Motor Graders Hydraulic System And Steering, Form No. SENR3488. If the
Specifications given in Form SENR3488 are not the same as given in the Systems Operation and
Testing And Adjusting, look at the printing date on the back cover of each book. Use the
Specifications given in the book with the latest date.
Reference: For Hydraulic System Schematic see, Form No. SENR3988.
Hydraulic System Schematic

(1) Hydraulic tank. (2) Hydraulic pump. (3) Priority valve. (4) Combination valve. (5) Steering accumulator. (6)
Steering metering pump. (7) Check valve. (8) Left valve bank. (9) Right valve bank. (36) Compensator Valve. (37)
Signal line. (38) Resolver. (40) Cover. (41) Manifold. (42) Resolver.
General Information
Component Location
Illustration Of Component Locations (12G Shown)

(1) Hydraulic tank. (2) Hydraulic pump. (3) Priority valve. (4) Combination valve. (5) Steering accumulator. (6)
Steering metering pump. (7) Check valve. (8) Left valve bank. (9) Right valve bank. (10) Swivel group. (11)
Articulation cylinders. (12) Blade lift cylinders. (13) Blade tip cylinder. (14) Centershift cylinder. (15) Ripper cylinder.
(16) Scarifier cylinder. (17) Sideshift cylinder. (18) Steering cylinders. (19) Wheel lean cylinder. (20) Crossover relief
valve. (21) Lock check valve - articulation. (22) Lock check and relief valve - blade lift. (23) Lock check valve - blade
lift. (24) Lock check and relief valve - blade tip. (25) Lock check valve - centershift. (26) Lock check and relief valve -
ripper. (27) Lock check and relief valve-scarifer. (28) Lock check and relief valve - sideshift. (29) Lock check valve -
wheel lean. (30) Lock check valve - circle drive. (31) Circle drive motor.
Introduction
The hydraulic system provides a controlled flow of pressurized oil to the steering and implement
circuits. In a load sensing hydraulic system, the pump works only as hard as necessary to meet
system demands. If there is no steering or implement demand, the pump conserves energy by
reducing flow to that needed for pump case drain (internal leakage) and pressure to a minimum
standby level of approximately 2950 ± 900 kPa (430 ± 130 psi). This means the pump works more
efficiently and produces less heat in the hydraulic system.
Systems Operation
When the machine is started, hydraulic oil is pulled from tank (1) by pump (2). With no implement
or steering demand, the pump is at LOW PRESSURE STANDBY. Only enough oil to makeup for
internal leakage is pumped. Pump compensator (36) limits oil pressure to 2950 kPa (430 psi).
Hydraulic pump (2) sends pressure oil to priority valve (3). The priority valve directs pressure oil to
both the steering and implement circuits.
Pressure oil at approximately 1900 kPa (275 psi) is sent from priority valve (3) to steering metering
pump (6). This oil fills the steering metering pump, keeping it ready for a steering demand. Oil also
passes through the center of the priority valve stem and through the orifice in the stem at the spring
chamber. The oil pressure in the spring chamber is 850 kPa (125 psi). Oil flows out an orifice fitting
to line (37). Oil flows through line (37) at 350 kPa (50 psi) and through an orifice in the steering
metering pump then back to tank. A tee in line (37) directs oil to the resolver valve (38) and then the
hydraulic pump signal port. Oil in line (37) always flows from the priority valve to the steering
metering pump. This causes the priority valve stem to meter oil continuously and reduces stem
travel during steering which results in faster steering response.
Pressure oil at LOW PRESSURE STANDBY is sent from priority valve (3) to combination valve
(4). In combination valve (4) pressure oil splits, going to each of the valve banks (8) and (9).
Pressure oil is at each implement valve, ready for an implement demand.
Steering Demand
When the steering wheel is turned the priority valve stem shifts to provide flow. As previously
stated under Systems Operations, the pump signal originates at the priority valve by way of resolver
(38) to the steering metering pump by way of line (37). At the steering metering pump, the signal
line is connected to the cylinder port (left or right) under pressure. The pressure in line (37) is
limited to the steering cylinder port pressure. The signal pressure is felt at resolver (38), where it is
compared to any implement pressure. The greater signal pressure is sent to pump compensator (36).
Pump (2) upstrokes to a pressure of 2100 kPa (305 psi) greater than signal pressure. The higher
pressure oil is sent to priority valve (3).
Implement Demand
Single Implement
When a lever for an implement is moved, a signal pressure is created by the resistance of the
implement to move its load. This signal pressure is sent through the valve bank signal network to
resolver (42) in combination valve (4). Signal pressure shifts resolver (42), sending signal pressure
to resolver (38) where it is compared to any steering signal pressure. The greater signal pressure is
sent to pump compensator (36). Pump (2) upstrokes to a pressure approximately 2100 kPa (305 psi)
greater than the signal pressure.
The higher pressure oil is sent through priority valve (3), combination valve (4) and into both valve
banks (8) and (9). Pressure oil flows through the implement valve that was moved to the implement.
Multiple Implements
When several implements are used at the same time, the pump will upstroke to meet the highest
pressure demand but will also try to meet the flow requirement of all implements used. The highest
signal pressure is derived by the resolver network in the valve bank. If implements are used in each
valve bank, the highest resolved signal from each is sent to resolver (42) in combination valve (4).
The greater implement signal pressure shifts resolver (42), sending signal pressure to resolver (38)
where it is compared to any steering signal pressure. As per previous discussion, pump (2) upstrokes
to meet pressure and flow demands.
Hydraulic System And Steering Components
(1) Hydraulic oil tank. (32) Filter element. (33) Strainer. (34) Filter element. (35) Manifold.
Hydraulic tank (1) is located directly behind the operator's cab. Internal leakage from both valve
banks joins pump case drain oil. This oil is routed through filter element (32). Return oil from both
valve banks and steering metering pump (6) is routed through filter element (34). Oil from both
filters flows through manifold (35) and strainer (33) into hydraulic tank (1). If either filter element
becomes full of debris, oil can not pass through the element. The restriction to flow causes a
pressure increase which opens the bypass valve. Each filter element has a bypass valve. A pressure
of approximately 138 kPa (20 psi) will cause the bypass valve to open. Oil is now allowed directly
into tank (1). When oil bypasses the filter element, debris in the oil will cause damage to other
system components. Correct maintenance must be used to make sure each filter element does not
stop the flow of clean oil to the hydraulic system.
(2) Hydraulic Pump. (36) Compensator Valve.

Hydraulic pump (2) is an axial piston type pump that has variable flow and pressure output
depending on control oil from compensator valve (36). Valve (36) is mounted to the side of the
pump. The compensator valve receives the highest resolved signal from implement valve banks (8)
and (9) and steering metering pump (6). Through connecting passages between the compensator
valve and pump, the compensator valve controls pump output flow up to a maximum of 162
liter/min (42 U.S. gpm) for the 120G and 215 liter/min (56 U.S. gpm) for the 12G, 130G and 140G.
Maximum pressure for both pumps is 24 000 kPa (3500 psi).
(3) Priority Valve (Hidden). (37) Signal line.

Priority valve (3) is mounted underneath the cab floor, directly to the left of hydraulic pump (2).
Pressure oil from the pump is routed to valve (3). Valve (3) then regulates the flow of oil to the
implement and steering circuits. When there is a steering demand, valve (3) gives the steering circuit
preference. The signal pressure from the priority valve is routed through line (37) to the steering
metering pump which limits this pressure to steering cylinder port pressure. Also, it is routed to
signal resolver (38) in the combination valve. This allows sufficient pump oil into the steering
circuit to meet its demand. Priority valve (3) also contains a relief valve that holds maximum
steering pressure to 17 000 kPa (2500 psi).
(4) Combination valve. (38) Resolver. (42) Resolver (hidden).

Combination valve (4) is mounted underneath the cab floor toward the front from priority valve (3).
Valve (4) acts as a manifold. Through internal passages, oil is routed to and from the implement
valve banks. Valve (4) contains a pair of resolvers (38) and (42). The resolvers determine the highest
signal pressure from either of the valve banks and the steering metering pump. The highest resolved
signal pressure is then routed to pump compensator (36). Valve (4) also contains the main relief
valve. If pump compensator (36) fails, the main relief valve will limit maximum system pressure to
approximately 27 000 kPa (3900 psi).
(5) Steering accumulator. (39) Block.

Steering accumulator (5) is mounted along the inside edge of the cab by the left hand steps. It holds
a 6900 kPa (1000 psi) nitrogen precharge. The accumulators main purpose is to prevent hard spots
when steering the machine. This could occur if an implement is used while turning. Block (39) at the
base of accumulator (5) has check valve (7) mounted to it. This prevents the oil pressure stored in
the accumulator from bleeding back through the priority valve and pump. The accumulator will
bleed down through steering metering pump (6) once the machine has been shut off.
(6) Steering metering pump.

Steering metering pump (6) is mounted in the operator's console directly beneath the EMS panel.
Pressure oil from priority valve (3) is blocked internally in the pump until a turn is made. Steering
metering pump (6) delivers (pumps) a fixed amount oil to the steer cylinders for each revolution of
the steering wheel. The speed of the turn is determined by how fast the steering wheel is turned.
Turn the steering wheel slow and the wheels change direction slowly, turn it fast and the wheels
change direction quicker.
(8) Left valve bank. (40) Cover. (41) Manifold.
(9) Right valve bank. (40) Cover. (41) Manifold.

Implement control valves are stacked together between cover (40) and manifold (41). Valve banks
are located at the front bottom of the cab on each side of the operator's console. The individual
control valves regulate the operation of each implement.
Hydraulic Pump
Hydraulic Pump Sectional

(1) Yoke. (2) Piston (nine). (3) Piston (bias). (4) Spring. (5) Barrel. (6) Spring. (7) Spring. (8) Drive shaft. (9) Pump.
(10) Swashplate. (11) Shoe plate. (12) Spacer. (13) Piston (actuator). (14) Compensator valve. (15) Pressure
compensator spool. (16) Flow compensator spool.
Hydraulic Pump
(9) Pump. (14) Compensator valve. (17) Signal line. (18) Pump output line.
Pump (9) for the hydraulic system is below the cab, toward the left side, in front of the engine. It is
an automatically controlled, piston-type pump that senses both pressure and flow needs through
compensator valve (14).
When the engine is running, pump drive shaft (8) rotates barrel (5) with nine pistons (2). The ends of
the pistons are in the shape of a ball that fits into shoe plate (11). Shoe plate (11) slides on a thin
film of oil on swashplate (10) that does not turn. Swashplate (10) is pinned to yoke (1). Shoe plate
(11) is held in place by spacer (12). Yoke (1) has a bearing on each side that allows it to pivot in
pump housing. By pivoting, the swashplate changes its angle which results in a change of pump
displacement.
When pump drive shaft (8) turns barrel (5), with yoke (1) at some angle (maximum angle shown),
pistons (2) are moved in and out of the barrel as it follows the angle of the swashplate. As a piston
(2) is moved out of barrel (5), it pulls oil from the hydraulic tank, through the pump inlet and into
the piston cylinder. As the barrel continues to turn, the piston is moved into the barre. The piston
pushes the oil from the piston cylinder through pump outlet and on to the priority valve.
Pump (9) has two control pistons: a bias piston (3) and actuator piston (13). The bias piston is used
to upstroke the pump. The force of spring (4) and pump pressure acts on piston (3). Actuator piston
(13) is used to destroke the pump and has a larger area than the bias piston. The compensator valves
flow compensator spool (16) and/or pressure compensator spool (15) changes pump displacement by
regulating the pressure in actuator piston (13) which is supplied by pump discharge pressure. The
larger area of actuator piston (13) enables it to overpower bias piston (3) and spring (4) to destroke
the pump when compensator valve (14) applies pump pressure to it.
Compensator Valve
(Typical Example)
(14) Compensator valve. (17) Signal port.
Compensator valve (14) automatically keeps pump pressure and flow at a level needed to fulfill the
system load and flow needs. When none of the hydraulic implement and steering circuits are being
used, the pump is at low pressure standby, which is about 2950 kPa (430 psi). However, if one or
more circuits are being used, a resolver network compares the control valve work port pressures and
steering pressure. The highest resolved pressure felt goes through a signal line to pump compensator
valve inlet. Valve (14) will then maintain flow and pressure requirements. The actual system
pressure will usually be about 2100 kPa (305 psi) above the highest work port pressure requirement
unless flow demand is more than the pump can supply. This difference between work port need and
the higher supply pressure is called margin pressure.
The compensator valve also has a pressure limiting ability that prevents pump and system overloads.
When work port pressure goes over a set pump pressure of 24 000 kPa (3500 psi), the pressure
limiter part of the compensator will extend over (override) the load sensing part of the compensator
and lower the pump output. This action starts at approximately 690 kPa (100 psi) below the
maximum pressure setting. This protects the hydraulic system from damaging high pressures.
Low Pressure Standby

With the vehicle running, low pressure standby is the pump mode when implements are in hold and
steering is not being used. There are no flow or pressure demands on the pump. Therefore, there is
no signal pressure in line (6).
Before the engine is started, bias spring (15) holds swashplate (5) at maximum angle. As the pump
begins to turn, making oil flow, pressure builds in the system because of the closed-center
implement valves. This pressure in passage (11) is felt at the bottoms of pressure compensator
(pressure limiter) spool (9) and flow compensator (margin) spool (8). As this pressure increases, it
pushes the spool (8) up against spring (1). When system pressure becomes greater than 2100 kPa
(305 psi) spool (8) will have moved up far enough to open up a passage for pressure oil to the back
of actuator piston (4). This causes the actuator piston to move to the right which compresses bias
spring (15) and moves the swashplate toward minimum angle. Piston (4) continues to move to the
right until it uncovers the cross-drilled passage of the actuator piston rod, allowing oil to drain to
case.
At this point, pump output flow is not enough to make up for normal system leakage; to make up the
additional leakage through the cross-drilled hole; and to further increase oil pressure behind piston
(4) to continue moving it to the right. This limits the maximum travel of the piston to the right. The
piston will now move slightly to the left until only part of the cross-drilled hole is open to case. At
this point, the pump is producing enough flow to make up system leakage and leakage to the pump
case through the cross-drilled hole while maintaining system pressure at 2950 kPa (430 psi).
The pump is at low pressure standby. This pressure is different than margin pressure because of
system leakage and the cross-drilled hole in the actuator piston rod. Flow compensator (margin)
spool (8), instead of metering oil, must remain open and move up higher against spring (1) to
provide enough flow to the back side of piston (4) to make up the leakage through the cross-drilled
hole. This flow must be enough to maintain the pressure required at the back of the piston to
overcome bias spring (15) and the pressure behind bias piston (16). System pressure must be
approximately 800 kPa (125 psi) higher than margin pressure to shift the spool up this additional
amount against spring (1). Oil pressure behind the actuator piston is less than system pressure
because of the pressure drop caused by oil flowing past the orifice created by the flow compensator
(margin) spool.
Pump And Compensator Operation

(1) Spring. (2) Spring. (3) Line to control valve. (4) Actuator piston. (5) Swashplate. (6) Signal line from control valve.
(7) Cavity. (8) Flow compensator spool. (9) Pressure compensator spool. (10) Passage. (11) Passage. (12) Passage. (13)
Passage. (14) Case drain. (15) Bias spring. (16) Bias piston.
NOTE: Low pressure standby is not adjusted and will vary from machine to machine. It will also
vary in the same pump as systm or pump leakage increases. As leakage increases, the pump will
upstroke slightly to compensate for the leakage, and the actuator piston will cover up more of the
cross-drilled hole. As this happens, low pressure standby will drop toward margin pressure. When
leakage gets to the point at which the piston covers the cross-drilled hole completely, because of the
increased swashplate angle required, low pressure standby will equal margin pressure.
Upstroking

(7) Cavity. (8) Flow compensator spool. (9) Pressure compensator spool. (10) Passage. (11) Passage (12) Passage. (13)
In any discussion of pump operation, it is important to remember that for a given system pressure
and flow demand (except maximum flow position where pump output flow is a function of engine
speed) the pump will maintain a constant flow up to cutoff pressure (see High Pressure Stall). A
need for more hydraulic horsepower because of increased circuit load pressure is met by increased
engine torque (not a change in pump swashplate angle or engine speed).
Upstroking is when the pump is increasing displacement (output). This occurs when the signal
pressure increases due to an increased output demand (implement or steering) at low pump output.
The highest resolved signal pressure goes through line (6) and fills cavity (7). Now the signal
pressure, plus the force of spring (1), move spool (8) down. This blocks the flow of supply oil to
actuator piston (4). With flow compensator spool (8) moved downward, oil under the actuator piston
can drain past flow compensator spool (8), the pressure compensator spring cavity and out through
passage (12) to case drain (14). Now supply oil flows through passage (13) to bias piston (16) and
combines with the force of bias spring (15) to move swashplate toward maximum angle or
UPSTROKE.
This increases pump output. The pump output pressure increases until the pressure in passage (11)
moves spool (8) up to the metering position. Initially, in the metering position (Figure 1), pump
pressure is greater than the combined force of spring (1) and the signal pressure in cavity (7). Spool
(8) moves up. Pressure is now sent to actuator piston (4). Since the area of actuator piston (4) is
larger than the area of bias piston (16), the force moving swashplate (5) toward minimum angle
(actuator piston) is greater than the force moving swashplate (5) toward maximum angle (bias piston
plus bias spring). Swashplate (5) angle decreases. Pump output decreases. When pump pressure
reduces enough the combined signal pressure and spring force in cavity (7) move spool (8) down
(Figure 2). The oil pressure behind actuator piston (4) goes back to case drain per previous
discussion.
Metering Position
Bias piston (16) and spring (15) force swashplate (5) angle to increase. This light up and down spool
movement is called metering. Metering keeps the force on both ends of spool (8) equal. Spring (1) is
equal to 2100 kPa (305 psi). Therefore, pump pressure is 2100 kPa (305 psi) greater than signal
pressure. The difference is called margin pressure.
Destroking

Case drain. (15) Bias spring. (16) Bias piston.
Destroking is the decrease of pump displacement (output). Destroking occurs when system flow
demand is either reduced or stopped. When system demand is reduced, momentarily the higher
pump flow causes pump discharge pressure to rise above pump signal pressure. When the signal
pressure plus the force of spring (1) is less than the pump pressure in passage (11), spool (8) is
pushed up. Oil behind actuator piston (4) can not go through passage (12) to case drain (14). Pump
oil now flows through passage (11), past spool (8), and through passage (10) to piston (4). Pump
pressure behind piston (4) is now greater than the combined force of bias piston (16) and spring
(15). Swashplate (5) angle decreases. This decreases pump output. System pressure decreases. As
system pressure approaches 2100 kPa (305 psi) margin pressure (if there is a system requirement) or
2950 kPa (430 psi) low pressure standby (if all control valves are in hold), flow compensator spool
(8) moves down to the metering position. Swashplate (5) will maintain a slight angle that is
sufficient to make up for system leakage and provide the lower required pressure.
High Pressure Stall (Cutoff)

When the hydraulic system stalls under load or when the cylinders reach the end of the stroke, the
system pressure increases. The signal pressure in line (6) and cavity (7) becomes equal to the pump
output pressure. Spring (1) keeps spool (8) shifted down. When system pressure reaches 24 000 kPa
(3500 psi) in passage (11), pressure compensator spool (9) compresses spring (2) and moves
upward. Supply oil flows through passage (10) to actuator piston (4). Pressure felt on the actuator
piston will destroke the pump. Pump output (flow) decreases while system pressure is limited to 24
000 kPa (3500 psi) [leakage flow and maximum pressure].
If the control lever is moved to HOLD during high pressure stall, the signal pressure in cavity (7)
flows through passage (6) to the control valve where it returns to tank. System pressure begins to
bleed down. Spring (2) moves pressure compensator spool (9) down and the system pressure in
passage (11) acts against the force of spring (1) to move flow compensator spool (8) up. Supply oil
flows past flow compensator spool (8) and pressure compensator spool (9), through passage (10) to
actuator piston (4).
Actuator piston (4) destrokes swashplate (5) until system pressure decreases. As system pressure
approaches 2950 kPa (430 psi) [low pressure standby], flow compensator spool (8) moves down to
the metering position. Swashplate (5) will maintain a slight angle that is sufficient to make up for
system leakage and provide the lower required pressure.
Implement Control Valves

Introduction
Right Valve Bank - 12G Shown

(1) Signal line. (2) Cover. (3) Valve bank case drain. (4) Outlet line. (5) Inlet line. (6) Manifold. (7) Implement valves.
(A) Port. (B) Port.
Implement control valves (7) are closed-centered. Therefore, when all valve stems are in the HOLD
position, pump flow through common inlet is blocked from going to work ports "A" or "B" or tank
[through outlet (4)].
Valves (7) are stacked together between inlet manifold (6) and end cover (2). Manifold (6) provides
common pump oil supply at inlet (5), common drain to tank through outlet (4) and a common valve
bank case drain through outlet (3).
Left Valve Bank - 12G Shown

(1) Signal line. (2) Cover. (3) Valve bank case drain. (4) Outlet line. (5) Inlet line. (6) Manifold. (7) Implement valves.
(A) Port. (B) Port.
Each implement control valve (7) has a resolver valve as part of a pressure signal network. This
network sends the highest load pressure to the pump compensator through signal outlet (1). Outlet
(1) is in manifold (6) for the right bank and in cover (2) for the left. The signal network works right
to left in each valve bank.
The basic right valve bank for each machine is made up of four implement valves (7). The basic left
valve bank on the 120G, 130G and 140G has two valves (7): circle drive and blade lift, whereas the
12G has the four valves. Each valve bank has the adaptability to hold six valves.
Implement Control Valve

(7) Implement control valve. (8) Tank passage. (9) Case drain passage. (10) Pump passage. (11) Signal passage.
Implement Control Valve Section (HOLD Position)

(8) Tank passages. (9) Case drain passage. (10) Pump passage. (12) Compensator valve. (13) Directional stem. (14)
Spring. (34) Spring.
The main components of valve (7) are directional stem (13), centering spring (34), compensator
valve (12), and spring (14).
Keeping in mind the variety of implement functions: rod extension/retraction

(RAISE/LOWER, RIGHT/LEFT), references to implement valve operation will use the terms
Port "A" and Port "B" output. You will need to refer to the implement schematic for the
individual implement function (see Implement Schematics in this module).
Port "B" Output
Implement Control Valve (Port "B" Output)

(8) Tank passage. (12) Compensator valve. (13) Directional stem. (14) Spring. (15) Slot. (16) Passage. (17) Chamber.
(18) Passage. (19) Chamber. (20) Passage. (21) Passage. (22) Resolver. (23) Passage. (24) Passage. (25) Chamber. (26)
Metering area. (27) Metering holes. (28) Flow control holes.
NOTE: The following explanation of implement valve operation will be done with the pump
operating at low pressure standby (all valves in HOLD position) at the time directional stem (13) is
moved.
Implement Levers (Left Valve Bank) (Forward For Port "B" Output)
As the control lever for the implement is pushed forward, stem (13) is moved right allowing Port
"B" output. As passage (16) in stem (13) moves into chamber (17), a load signal is sent to the pump
to increase output. Further movement of stem (13) allows pump oil to flow to port "B". Slot (15)
dampens the initial rise in pressure. At the same time that port "B" opens to pump oil, port "A"
opens to drain through passage (8).
Load pressure increases as the implement cylinder moves against its load. This pressure goes
through stem passages (16), (18) and (20), chamber (19) and passage (21). At this point, the load
pressure performs two functions.
The load pressure functions as a load signal to the pump. Pressure is allowed through passage (23) in
resolver valve (22) (see the section Resolver Signal Network). The resolver valve sends the highest
system pressure to the pump to signal the highest system load (see the section; Hydraulic Pump).
Load pressure through passage (24) also functions as part of a pressure and flow control system.
Load pressure enters chamber (25) and the cavity of spring (14). The load pressure plus the force of
spring (14) moves valve (12) to the left. This increases pump oil flow through metering holes (27),
flow control holes (28) and metering area (26) to the implement load at Port "B". Pump oil pressure
continues to increase due to the load signal to the pump until the pump pressure on the left side of
valve (12) becomes greater than the combined load pressure and spring (14) force on the right side.
As a result, valve (12) moves to the right.
The forces of signal oil plus spring (14) acting against the force of oil pressure through metering
holes (27) will maintain the flow established by stem metering area (26), but reduces pump pressure
on the pump side of metering area (26) to 700 kPa (100 psi) above load pressure. If valve (12) was
not part of the implement valve, operator lever efforts would be increased due to a large pressure
drop (difference) across directional stem (13).
NOTE: In the case of other implement circuits operating with higher pump pressure demand, valve
(12) moves to the right reducing metering holes (27). However, with increased pump pressure, the
flow rate will be maintained as established by metering area (26).
Valve (12) also functions to limit the maximum flow out of the implement valve. This provides a
match between the implement valve and the size of the hydraulic cylinder. It is important when
replacing an implement valve to use the same part number. This retains the valve/cylinder match.
Port "A" Output
Implement Control Valve (Port "A" Output)

(8) Tank passage. (12) Compensator valve. (13) Directional stem. (14) Spring. (18) Passage. (19) Chamber. (20)
Passage. (21) Passage. (22) Resolver. (23) Passage. (24) Passage. (25) Chamber. (27) Metering holes. (28) Flow control
holes. (29) Passage. (30) Chamber. (31) Slot. (32) Metering area.
NOTE: The following explanation of implement valve operation will be done with the pump
operating at low pressure standby (all valves in HOLD position) [2960 kPa (430 psi)] at the time
stem (13) is moved.
Implement Levers (Left Valve Bank) (Back For Port "A" Output)
As the control lever for the implement is pulled back, stem (13) is moved left allowing port "A"
output. As passage (29) in stem (13) moves to chamber (30) for work port "A", a load signal is sent
to the pump to increase output. Further movement of stem (13) allows pump oil flow to work port
"A". Slot (31) dampens the initial rise in pressure. At the same time that port "A" opens to pump oil,
port "B" opens to drain through passage (8).
Load pressure increases as the implement begins to move against its load. This pressure goes
through stem passages (29), (18) and (20), chamber (19) and passage (21). At this point, the load
pressure performs two functions.
The load pressure functions as a load signal to the pump. Pressure is allowed through passage (23) in
resolver valve (22) (see the section Resolver Signal Network). The resolver valve sends the highest
system pressure to the pump to signal the highest system load (see the section; Hydraulic Pump).
Load pressure through passage (24) also functions as part of a pressure and flow control system.
Load pressure enters chamber (25) and the cavity of spring (14). The load pressure plus the force of
spring (14) moves valve (12) to the left. This increases pump oil flow through metering holes (27),
flow control holes (28) and metering area (32) to the implement load at Port "A". Pump oil pressure
increases due to the load signal to the pump until the pump pressure on the left side of valve (12)
becomes greater than the combined load pressure and spring (14) force on the right side. As a result,
valve (12) moves to the right.
The forces of signal oil plus spring (14) acting against the force of oil pressure through metering
holes (27) will maintain the flow established by stem metering area (32), but reduces pump pressure
on the pump side of metering area (32) to 700 kPa (100 psi) above load pressure. If valve (12) was
not part of the implement valve, operator lever efforts would be increased due to a large pressure
drop (difference) across directional stem (13).
NOTE: In the case of other circuits operating with higher pump pressure demand, valve (12) moves
to the right reducing metering holes (27). However, with increased pump pressure, the flow rate will
be maintained as established by metering area (32).
Valve (12) also functions to limit the maximum flow out of the implement valve. This provides a
match between the implement valve and the size of the hydraulic cylinder. It is important when
replacing an implement valve to use the same part number. This retains the valve/cylinder match.
Hold Position
Implement Control Valve (HOLD Position)

(8) Tank passage. (12) Compensator valve. (13) Directional stem. (14) Spring. (18) Passage. (19) Chamber. (20)
Passage. (21) Passage. (22) Resolver. (23) Passage. (24) Passage. (25) Chamber. (27) Metering holes. (33) Passage. (34)
Orifice.
As the control lever for the implement is moved to the HOLD (center) position, stem (13) moves to
a position where work ports "A" and "B" are blocked. The implement will stop at the last position
before stem movement to the HOLD position.
In the HOLD position, oil pressure from the chamber of spring (14), chamber (25), passages (24),
(23), (21), (20) and (18) relieves to tank through chamber (19) into passage (8). The only force then
acting against the right end of compensator valve (12) is that of spring (14).
A low pressure standby of 2960 kPa (430 psi), acts through metering holes (27), compresses spring
(14) to keep valve (12) positioned all the way to the right. Metering holes (27) are not closed off
completely, so low pressure standby is present up to directional stem (13).
If another implement is operated or if the pump is at LOW PRESSURE STANDBY, oil passes
through metering holes (27) and is blocked at directional stem (13). Oil pressure increases and
moves spool (12) against spring (14) to maintain a pressure at directional stem (13) equal to spring
(14) of 700 kPa (100 psi). Metering holes (27) are never completely closed off due to oil passing
through orifice (34) to tank resulting in improved implement response time.
Resolver (Signal) Network
Implement Valve And Resolver Valve Sectional

(1) Valve (implement). (2) Valve (resolver). (3) Passage. (4) Passage. (5) Ball. (6) Passage.
Example Of Signal Network Resolving (Highest Signal Pressure)

(2) Resolver. (3) Passage. (4) Passage. (5) Ball. (6) Passage.
Each implement valve (1) has a resolver valve (2). When the stem in valve (1) is shifted, it allows
the pressure at the valves respective work port to go through internal passages to valve (2). Pressure
oil then enters passage (6) in valve (2) and flows to resolver ball (5). The highest pressure oil from
the other implement valves enters passage (3) and goes to resolver ball (5). The highest (resolved)
signal pressure will cause ball (5) to block the oil flow of the lower pressure, causing the highest
pressure to flow through passage (4) the next resolver.
Signal Network
(2) Resolvers. (7) Left valve bank. (8) Right valve bank. (9) Resolver. (10) Combination valve. (11) Resolver. (12) Line
to pump compensator.
The signal network works right to left through each valve bank (7) and (8). The highest (resolved)
signal pressure from each valve bank then goes to resolver (9) in combination valve (10). Here, the
two valve bank signal pressures are compared and the highest (resolved) signal is sent to resolver
(11). That signal pressure is compared to any signal pressure from the steering metering unit.
Finally, the highest (resolved) signal (implement or steering) is sent through line (12) to the pump
compensator.
Priority Valve
Priority Valve
(1) Spool. (2) Port (to steering circuit). (3) Port (to implement circuits). (4) Spring. (5) Orifice. (6) Orifice. (7) Port
(outlet signal). (8) Port (drain). (9) Passage. (10) Port (oil supply). (11) Relief valve. (12) Setscrew.
The priority valve is mounted along the inside of the bottom left edge of the operator's station. It
functions to direct pressure oil to the steering and implement circuits. The valve gives the steering
circuit flow priority, providing oil to meet a steering demand first.
Port (10) at the bottom of the valve is the inlet from the pump. Port (2) supplies the steering circuit
through the steering metering pump. Port (3) supplies oil to the implement circuits. Spool (1) acts to
provide a 1030 kPa (150 psi) margin pressure above cylinder pressure to the steering metering pump
during steering. It provides a 1900 kPa (275 psi) pressure to the steering metering pump during no
steer.
No Steering Demand
With no pressure in the system, spring (4) holds spool (1) to the left. Spool (1) then blocks port (3)
to the implement circuits and opens port (2) to the steering system.
As the engine is started and system pressure increases, oil enters through port (10) and goes out port
(2) to the steering metering pump. With no steering, pressure increases through passage (9) and a
dampening orifice to the left end of spool (1). Oil also flows through orifice (5) to the chamber of
spring (4). Pressure in the chamber increases due to restricted flow through orifice (6) at port (7). Oil
flows from port (7) and through the steering metering pump to tank.
As pressure increases at port (2), pressure increases at the left end of spool (1). Also, flow through
orifices (5) and (6) results in pressure increasing to 870 kPa (125 psi) in the chamber of spring (4).
The force of spring (4) at 1030 kPa (150 psi) plus the pressure in the spring chamber of 850 kPa
(125 psi) combine for a force of 1900 kPa (275 psi) acting on the right end of spool (1).
Pressure in the passage to port (2) of the priority valve will increase until the force on the left end of
the spool is enough to overcome the forces on the right end. At this time, the spool is moved to the
right. The spool will go to a position which maintains 1900 kPa (275 psi) in the passage to the
steering circuit as long as the steering circuit is not being used.
As mentioned above, port (7) is connected to the signal port of the steering metering pump which is
open to tank. An orifice in the steering metering pump circuit to tank causes enough restriction to
create around 240-345 kPa (35-50 psi) back pressure in the signal circuit to the pump compensator
(with no steering or implement use).
NOTE: Because of this back pressure, this pressure must be bled off at the pump compensator valve
before an accurate check of low pressure standby can be made.
With the pump at low pressure standby, pressure to the steering metering pump is 1900 kPa (275
psi). In this condition, the spool is shifted to a position where implement port (3) is open to port
(10). As a result, the pressure available at the implement control valves is the low pressure standby
of 2950 kPa (430 psi).
Steering Demand (No Implement Demand)

When steering the machine, flow from port (7) no longer goes through the steering metering pump
to tank, but is connected through the steering metering pump to steering cylinder load. As oil begins
to flow from port (2), cylinder load pressure felt through port (7) and port (2) decreases. As a result,
spring (4) forces spool (1) to the left. Flow increases through port (2) and cylinder load starts to
increase. As cylinder load increases, the signal oil flow decreases and pressure increases at port (7).
This signal oil pressure goes through the signal network to upstroke the pump.
Increased pump flow goes through port (2) to the steering metering pump and on to the cylinders.
Oil also flows through passage (9) to the left end of spool (1). This same oil also flows through
passage (9) and bleed orifice (5) to the right end of spool (1). Oil flows through orifice (6), out of
port (7) to the steering metering pump and on to the load cylinder.
As the pump upstrokes and increases flow through the steering metering pump to the steering
cylinder, pressure starts to increase at port (2). As in the no steer mode, pressure increases at the left
end of spool (1) and at the right end of spool (1). However, with flow not going to tank from orifice
(6), there is no pressure differential of 870 kPa (125 psi) between cylinder side and the spring
chamber side of orifice (6). The 1030 kPa (150 psi) force of spring (7) plus cylinder pressure acts on
the right end of spool (1). As pressure at port (2) and the left end of spool (1) becomes larger than
the combined cylinder load pressure and spring force of 1030 kPa (150 psi), spool (1) moves to the
right. As spool (1) approaches the point where flow is blocked, the force on the left end decreases
and the spool is moved to the left by the spring. The spool modulates at any given cylinder load
pressure to maintain a 1030 kPa (150 psi) pressure difference between the steering metering pump
and port (2).
NOTE: The priority valve gives the steering circuit flow priority over the implement circuits.
However, there should always be a supply of oil available to the implement circuits when steering.
The larger of the signal from the steering cylinder or the implement circuit signals the pump to
create an output pressure which is 2100 kPa (305 psi) greater than the largest signal. (Pump output
pressure equals the signal pressure plus margin pressure.) When only the steering circuit is being
used, the pressure at port (10) should be 2100 kPa (305 psi) greater than the steering cylinder signal.
With pressure at the left end of spool (1) approximately equal to 1030 kPa (150 psi) greater than any
given steering cylinder signal, spool (1) will move to the right. As spool (1) modulates to maintain a
pressure at port (2) of cylinder pressure plus 1030 kPa (150 psi), the 2100 kPa (305 psi) pressure
plus cylinder pressure makes sure oil is available for the implement circuits. One indication of low
margin pressure is the inability to activate an implement circuit when steering the vehicle. With a
low margin pressure there could be insufficient pressure on the left end of the priority valve spool to
overcome the signal plus the spring on the right side.
Relief Valve (Steering)

Relief valve (11) for the steering signal circuit is located in the priority valve. If steering circuit
pressure demand at the left end of the spool exceeds 17 200 kPa (2500 psi), oil in the chamber of
spring (4) at 16 345 kPa (2350 psi) forces valve (11) open. This allows pressure oil out port (8) to
drain. To adjust relief valve (11), turn setscrew (12) in to increase and out to decrease the pressure
setting.
NOTE: Pressure in the spring chamber remains approximately 870 kPa (125 psi) greater than
cylinder load pressures except when the cylinders are trying to turn the wheels against objects that
do not move. At that point, blocked signal flow through orifices (5) and (6) results in a spring
chamber pressure of 16 345 kPa (2350 psi) [17 200 kPa (2500 psi) (relief) minus the spring force of
1030 kPa (150 psi)].
Combination Valve
Combination Valve Schematic

(1) Port for pressure oil from priority valve. (2) Port for signal oil from steering metering unit. (3) Port for return oil
from steering metering unit. (4) Port for pressure oil to left valve bank. (5) Port for return oil from left valve bank. (6)
Port for return oil from right valve bank. (7) Port for pressure oil to right valve bank. (8) Port for signal oil from right
valve bank. (9) Port for return oil to tank. (10) Port for signal oil from left valve bank. (11) Port for return oil from
priority valve. (12) Port for signal oil to pump compensator. (13) Resolver. (14) Resolver. (15) Main relief valve.
The combination valve acts mainly as a manifold, directing the flow of oil. Inlet pressure oil from
port (1) through ports (4) and (7) supplies both valve banks with pressure oil. Return oil from both
valve banks joins with return oil from the priority valve [port (11)] and the steering metering unit
[port (3)]. This oil is routed through port (9) and on to the hydraulic tank.
The combination valve is also part of the signal network. Resolver (13) determines the highest signal
pressure from the two valve banks [ports (8) and (10)]. The highest resolved signal pressure
(implement) is sent to resolver (14), where it is compared to any signal pressure from the steering
metering unit [port (2)]. Then the highest resolved signal pressure (implement or steering) is routed
out port (12) to the pump compensator.
Combination Valve (View Toward Rear Of Machine)

Main relief valve (15) is also housed in the combination valve. Valve (15) protects the hydraulic
system if the hydraulic pump fails to destroke when the pressure limiter part of the pump
compensator is reached. Relief valve (15) pressure setting is 27 000 ± 350 kPa (3900 ± 51 psi).
Lock Check/Relief Valves
There is a lock check valve, between the implement valve and the hydraulic cylinders, in each of the
implement circuits. The operation of each lock check valve is the same, but there are four types of
lock check valves.
Type 1 lock check valve does not have chokes in the inlet ports. It is used in the Circle Drive and
Wheel Lean circuits.
Type 2 lock check valve has chokes in the inlet ports. It is used in the Articulation, Blade Lift (right
side) and Centershift circuits.
Type 3 lock check valve has a relief valve and does not have chokes in the inlet ports. It is used in
the Blade Tip and Sideshift circuits.
Type 4 lock check valve has a relief valve and has chokes in the inlet ports. It is used in the Blade
Lift (left side), Ripper and Scarifier circuits.
Operation
Lock Check Valve (With Chokes)

(1) Line to implement valve. (2) Piston. (3) Line to implement valve. (4) Choke. (5) Choke. (6) Ball. (7) Ball. (8) Line to
cylinder. (9) Seat. (10) Line to cylinder. (11) Seat.
With the implement valve in the HOLD position, oil in lines (8) and (10) is blocked. The rod in the
cylinder can not move in or out. Spring force on balls (6) and (7) plus the trapped oil in lines (8) and
(10) keep the balls against seats (9) and (11). The oil in lines (1) and (3) is at tank pressure.
Moving the control lever's position, allows pressure oil to flow from the implement valve through
line (3) (for this example). Pressure oil holds choke (5) away from the orifice in the passage,
allowing oil flow into the chamber in seat (9). Pressure oil in seat (9) moves piston (2) to the right
against ball (6) moving ball (6) to the right off seat (11) and compressing the spring. Supply oil in
chamber of seat (9) pushes ball (7) to the left off seat (9) and compressing the spring allowing
supply oil to go through line (10) into the cylinder. Oil pressure in the cylinder moves the rod,
pushing oil out the opposite end of the cylinder. Return oil flows through line (8), past ball (6) and
moves choke (4) over the orifice in the passage to line (1). The restriction to oil flow through choke
(4) prevents gravity from moving the cylinder rod faster than the pressure oil can push it.
Lock Check/Relief Valve Operation
Lock Check/Relief Valve (With Chokes)

(12) Relief valve. (13) Valve. (14) Spring. (15) Passage. (16) Shims.
The operation of the lock check/relief valve is the same as the other lock check valves except for
relief valve (12) that is added in the passage to the rod end of the cylinder. If a force pulls on the
cylinder rod, a pressure increase builds in the rod end of the cylinder. When the pressure increase is
great enough, relief valve (12) opens. Valve (13) is forced off its seat, compressing spring (14). Oil
is allowed through passage (15) back to tank. This allows the rod to move out of the cylinder. The
pressure setting for relief valve (12) is 13 750 ± 700 kPa (2000 ± 100 psi) for the scarifier circuit and
27 600 ± 700 kPa (4000 ± 100 psi) for the blade tip, sideshift, ripper and blade lift (left cylinder)
circuits. Use shims (16) to adjust the pressure setting.
Implement Circuit Schematics

Reference: For Hydraulic System Schematic see Form No. SENR3988.
Articulation
Blade Lift
Blade Tip
Centershift
Circle Drive
Ripper
Sideshift
Scarifier
Wheel Lean
Steering System
Steering Schematic
(1) Signal pressure line (to combination valve and steering metering pump from priority valve). (2) Pump pressure line
from priority valve. (3) Accumulator. (4) Line to steering metering pump. (5) Drain line to combination valve. (6) Check
valve. (7) Check valve. (8) Right turn line to crossover relief valve. (9) Line to head end of left steer cylinder. (10)
Steering metering pump. (11) Left turn line to crossover relief valve. (12) Crossover relief valve. (13) Line to rod end of
left steer cylinder. (14) Line to rod end of right steer cylinder. (15) Right steer cylinder. (16) Line to head end of right
steer cylinder. (17) Left steer cylinder. (18) Passage. (19) Passage. (L) Left turn port. (R) Right turn port. (P) Pump oil
supply port. (T) Tank port. (S) Signal oil port.
(3) Accumulator.
Steering Console
(1) Signal line. (10) Steering metering pump.
Crossover Relief Valve

(8) Right turn supply line. (9) Line to head end of left steer cylinder. (11) Left turn supply line. (12) Crossover relief
valve. (13) Line to rod end of left steer cylinder. (14) Line to rod end of right steer cylinder. (16) Line to head end of
right steer cylinder.
Operation
Pump oil to the steering circuit comes from the priority valve through line (2). Oil pressure in line
(2) is approximately 1900 kPa (275 psi) when the steering circuit is not being used and 1030 kPa
(150 psi) plus cylinder load pressure during steering. Oil flows through check valves (6) and (7) into
port (P) of steering metering pump (10). Signal pressure from the priority valve is connected to port
(S) of metering pump (10). Oil then passes through an orifice in the steering
metering pump and on to tank. When there is no steering demand, the pressure in the signal line is
approximately 345 kPa (50 psi) or less. Oil in the signal line is supplied at the priority valve from
the steering supply port and past a slightly shifted stem that allows oil to be metered into the signal
passage through the center of the stem. The oil then flows into the priority valve spring chamber and
into the signal line to port (S) of steering metering pump (10).
When a steering demand is made (steering wheel is turned), pressure and flow from the priority
valve is connected to steering cylinders through the valving and metering action of the steering
metering pump. The load sensing line to port (S) on the steering metering pump is internally
connected to the pressurized cylinder port. This action limits the signal pressure originating from the
priority valve to actual steering cylinder pressure. The priority valve maintains a 1030 kPa (150 psi)
margin pressure (pressure above steering cylinder pressure) at steering supply port (P). Signal
pressure now upstrokes the pump to meet the highest pressure and flow demands.
Metered pump oil flows through the priority valve and line (2). Oil passes through check valve (6)
and fills accumulator (3) to a pressure matching that of the steering demand. Pump oil continues
through line (4), check valve (7) and into steering metering pump (10).
For a right turn, steering metering pump (10) pumps oil through line (8) into common passage (19)
in crossover relief valve (12). Oil flows through line (9) to the head end of left steer cylinder (17)
forcing the cylinder rod out. Oil also flows through line (14) to the rod end of right steer cylinder
(15) forcing the cylinder rod in. Steering cylinders (15) and (17) pivot the wheels, turning the
machine right.
Drain oil is forced out the opposite end of the steer cylinders. Oil flows through lines (13) and (16),
where it joins in passage (18) of crossover relief valve (12). Line (11) routes the drain oil back into
left turn port (L) of steering metering pump (10). Left turn port (L) is connected to tank port (T).
Drain oil flows through pump (10) into line (5), where it is routed to the combination valve and back
to tank.
For a left turn, pump oil flows through line (11), passage (18) and lines (13) and (16), forcing the
steer cylinders in the opposite direction of the right turn. Drain oil flows through lines (9) and (14),
passage (19), line (8) into right turn port (R). Right turn port (R) is now connected to tank port (T),
allowing drain oil through pump (10), line (5) into the combination valve and back to tank.
Steering Accumulator
The steering accumulator is mounted along the inside edge of the bottom left side of the operator's
station. The accumulator purpose is to store oil under pressure for use in the steering circuit. The
bladder inside the accumulator has a 6900 kPa (1000 psi) nitrogen precharge. With each greater
steering pressure demand, oil at that greater pressure is stored. Accumulator pressure will reach a
maximum of 17 200 kPa (2500 psi) which is the maximum steering pressure available to the steering
circuit.
The oil under pressure in the accumulator keeps the steering metering pump full and ready for a
quick steering response. It also prevents hard spots in steering when an implement is used by
providing a steady flow of supply oil to the steering metering pump until the hydraulic pump
upstrokes to meet the new pressure and flow demands.
There is a check valve in the block at the base of the accumulator. It prevents stored oil from
bleeding down through the priority valve and hydraulic pump when pump pressure is less than the
stored accumulator pressure. However, the accumulator will bleed down through the steering
metering pump when it is in the NEUTRAL (non-steer) position. With the engine off, accumulator
bleed down takes seven to eight minutes. To bleed down the accumulator quickly, turn the steering
wheel. Stored oil is then used up in the steering circuit.
Steering Metering Pump

(2) Outlet port. (3) Left turn port. (5) Right turn port. (6) Inlet port. (18) Signal port. (A) Control section. (B) Metering
section.
Steering Metering Pump - NEUTRAL Position (Non-Steering)

(1) Spool (inner). (2) Outlet (drain to tank). (3) Left turn port. (4) Sleeve (outer). (5) Right turn port. (6) Inlet (pump oil).
(7) Passage. (8) Stator. (9) Rotor. (10) Passage. (11) Drive. (12) Pin (13) Centering springs. (A) Control section. (B)
Metering section.
NOTE: Pump shown without control column or shaft.
The steering metering pump is located in the operator's console group, right underneath the EMS
panel. It is made up of two sections: control section (A) and metering section (B). The two sections
are connected inside the unit both hydraulically and mechanically.
Pump oil from the priority valve goes through inlet (6) into control section (A). When the steering
wheel is turned, the control section sends oil to metering section (B). Metered oil from section (B) is
then directed by control section (A) to either left turn port (3) or right turn port (5). This oil is sent to
the steering cylinders to turn the machine.
Metering section (B) is a small hydraulic pump. It produces a specific amount (metered) of oil flow.
This metered oil is then directed by control section (A) either to left or right turn port. As the
steering wheel is turned faster, there is an increase in the flow of oil. More oil is sent to the steering
cylinders, which allows them to move farther and faster. Inlet port (6) has a check valve installed in
it. The check valve prevents steering wheel kickback caused by high pressure spikes in the steering
circuit.
Oil Flow
Control section (A) of the steering metering pump is a closed center type. When the steering wheel
is in the NEUTRAL (non-steering) position, there is no alignment between the holes in sleeve (4)
and the passages in spool (1). In this position, a small amount of pump oil flows from the priority
valve to signal port (18) through an internal orifice and then to tank. This oil flow to tank allows the
spool in the priority valve to shift and maintain oil pressure to the steering metering pump at 1900
kPa (275 psi) in the non-steer position. This keeps the steering metering pump full and ready for a
quick response to steering demands.
Right Turn
Steering Metering Pump - Right Turn

(1) Spool (inner). (4) Sleeve (outer). (5) Right turn port. (6) Inlet (pump oil). (7) Passage. (8) Stator. (9) Rotor. (10)
Passage. (11) Drive. (12) Pin (13) Centering springs. (A) Control section. (B) Metering section.
When the steering wheel is turned clockwise to make a right turn, spool (1), pin (12) and drive (11)
start to turn. Sleeve (4) did not start to turn at the same time because the diameter of the holes for pin
(12) in sleeve because the diameter of the holes for pin (12) in sleeve (4) is slightly larger than the
diameter of pin (12). This allows spool (1) to turn inside of sleeve (4) enough to put holes in sleeve
(4) in line with grooves in spool (1). Rotation from NEUTRAL position of spool (1) and sleeve (4)
provide an oil path between right turn port (5) and the signal port.
Pump oil from inlet (6) goes through holes in sleeve (4) into grooves in spool (1). The oil in the
grooves goes out through other holes in sleeve (4) and into passage (10). Oil flows through passage
(10) into metering section (13) where it is directed into a space between stator (8) and rotor (9).
Rotor (9) is splined to drive (11). As drive (11) turns, rotor (9) turns and pumps oil out passage (7).
The metered oil flows through more holes in sleeve (4), into other grooves in spool (1) and out
through sleeve (4) again into right turn port (5). Oil flows to the steering cylinders.
When the steering wheel is no longer turned, spool (1), pin (12), drive (11) and rotor (9) stop
turning. Centering springs (13) that were compressed when spool (1) was moving, now bring spool
(1) and sleeve (4) back to a NEUTRAL position. Holes in sleeve (4) no longer line up with grooves
in spool (1). Oil flow from inlet (6) stops. Metered oil to port (5) stops. Oil to the steering cylinders
stops which causes the wheels to stay in the position they were in when the steering effort stopped.
Spool And Sleeve

(1) Spool. (4) Sleeve. (14) Holes for pin. (15) Small holes for oil flow. (16) Grooves for oil flow. (17) Slots for springs.
Left Turn
Steering Metering Pump (Left Turn)

(1) Spool (inner). (3) Left turn port. (4) Sleeve (outer). (6) Inlet (pump oil). (7) Passage. (8) Stator. (9) Rotor. (10)
When the steering wheel is turned counterclockwise for a left hand turn, the same components move
that did for a right hand turn, only in the opposite direction. Oil still comes in inlet (6). Spool (1) and
sleeve (4) are turned in the opposite direction, allowing a different set of holes and grooves to line
up. Left turn port (3) is now open to the signal port.
Oil flows through spool (1) and sleeve (4) into passage (7) and metering section (B). Metered oil
flows out through passage (10), back through spool (1) and sleeve (4), and out left turn port (3).
From left turn port (3) oil goes to the steering cylinders.
Pump Gears In Metering Section (B)

(8) Stator. (9) Rotor. (11) Drive. (12) Pin.
If the steering metering pump is taken apart for any reason, it must be put back together with the
relationship between rotor (9) and pin (12) as shown, otherwise erratic steering will result.
Load Sensing

(2) Outlet port. (3) Left turn port. (5) Right turn port. (6) Inlet port. (18) Signal port. (A) Control section. (B) Metering
section.
Steering Metering Pump (Left Turn)

(1) Spool (inner). (3) Left turn port. (4) Sleeve (outer). (6) Inlet (pump oil). (7) Passage. (8) Stator. (9) Rotor. (10)
The steering metering pump has a load sensing (signal) port in addition to the four ports already
described. The load sensing port connects internally by the rotation of spool (1) and sleeve (4) to
orificed outlet port (2) in the NEUTRAL position; to right turn port (5) during a right turn; and left
turn port (3) during a left turn.
When the signal port is connected to a turn port, the signal port feels the resistance pressure to
turning. This resistance creates a specific signal pressure. This signal pressure originates from the
priority valve. Signal pressure plus margin pressure provides oil flow to the steering metering pump
to meet the steering demand. The signal pressure is also communicated to the combination valve,
where it is compared to any other signal pressure. The highest signal pressure is then sent to the
pump compensator to upstroke the pump to meet the greater oil demand.
Crossover Relief Valve
(1) Cross passage for left turn. (2) Cross passage for right turn. (3) Relief valve. (4) Relief valve.
The crossover relief valve is used to prevent damage from high pressure oil in the steering cylinder
circuit that occurs when an outside force on a front wheel suddenly moves a steering cylinder rod
farther in or out of a steering cylinder than necessary.
If a front wheel would go against a large object that can not move, the pressure of the oil increases
in one end of each steering cylinder and in the oil lines connected between those ends. This oil
pressure increase is also felt in passage (1) or (2). If the oil pressure increases to approximately 22
100 kPa (3200 psi), valve (3) or (4) will open and let oil go the ends and rod ends of the steering
cylinders. This allows the position of the front wheels to change.
Blade Cushion Arrangement (Attachment)
Blade Cushion Schematic

(1) Accumulators. (2) Lift cylinder (left side). (3) Lock check/relief valve. (4) Lock check valve. (5) Lift cylinder (right
side). (6) Solenoid valves. (7) Lines to head end of lift cylinders. (8) Tees. (9) Lines to accumulators. (10) Lines to
control valves. (11) Manifolds.
The purpose of the blade cushion arrangement is to soften or dampen shocks (pressure spikes) to the
blade lift hydraulic circuit when the blade contacts objects that will not move. The cushion
arrangement is activated by a switch on the right side of the EMS panel in the operator's console.
Accumulators (1) have a nitrogen precharge of 2050 kPa (300 psi) that provides the cushion. At the
base of each accumulator is manifold (11). Manifolds (11) contain the passage for hydraulic oil to
enter and exit accumulator (1). Solenoids (6) are mounted to manifolds (11) and regulate the flow of
oil to the accumulators.
Switch "OFF" Position (Blade Cushion Not Activated)

With the switch in the OFF position, solenoids (6) are deenergized. Pressure oil from lines (9) can
not pass through the cartridge assemblies to enter the accumulators. The cartridge assemblies
contain one-way check valves that allow oil into the cylinder head but prevent it from reentering
(flowing back into) the accumulator.
Switch "ON" Position (Blade Cushion Activated)
With the switch in the ON position, solenoids (6) are energized. The cartridge assemblies are pulled
back out of manifolds (11). There is now an open passage from the hydraulic circuit to accumulators
(1).
When a shock occurs, pressure oil flows through lines (7) tees (8), lines (9) through manifolds (11)
into accumulators (1). The nitrogen precharge in the accumulator cushions the force of the pressure
oil to the hydraulic circuit. Once the shock has passed, pressure oil from the accumulators reenters
the hydraulic circuit. Oil flows back into the head end of cylinders (2) and (5), positioning the blade
to where it was before the shock.
The cushion arrangement for the blade is optional on the 12G, 120G, 130G, and 140G.




SMCS - 7000-035
Introduction

cause injury to persons on or near the machine. To prevent injury, do
the procedure that follows before testing and adjusting the
supplemental steering electrical and hydraulic system.
1. Move the machine to a smooth horizontal location. Move away from working machines and
personnel. Lower all implements to the ground.
2. Move the transmission control lever to the NEUTRAL position. Apply the parking brake.
3. Stop the engine.
4. Permit only two people in the cab (one operator and one service person). The machine operator
must only operate the machine as told by the service person. Keep all other personnel either away
from the machine or in view of the operator at all times.
5. Move the hydraulic control levers to all positions to release the pressure in the implement
hydraulic system. Turn the steering wheel back and forth several times to relieve pressure in the
steering accumulator.
6. Carefully loosen the filler cap on the hydraulic tank.
7. Make sure all hydraulic pressure is released before any fitting, hose or component is loosened,
tightened, removed or adjusted.
8. Tighten the filler cap on the hydraulic tank.
9. The pressure in the hydraulic system has now been released and lines or components can be
removed.
Troubleshooting
Troubleshooting Methods
All of the connections between the harnesses on the motor graders are made with rubber "Sure Seal"
connectors. If these connections are not tight, they can be the cause of electrical problems, either
permanent or intermittent (come and go). Make sure the connections are tight before other tests are
made.
5P7277 Voltage Tester
8S4627 Circuit Tester
The 5P7277 Voltage Tester can be used to check if voltage is present in a circuit. It can not measure
voltage. The light will come ON as a voltage indication between 12 and 36 volts.
The 8S4627 Circuit Tester can be used to check circuits without voltage for continuity. The light in
the Circuit Tester is dim (not much light) with a 10 ohm resistance in the test circuit. The light is
brighter (more light) with less resistance in the test circuit.
Caterpillar Digital Multimeter (Typical Example)
The 6V7070 Heavy-Duty Digital Multimeter or 6V7800 Regular-Duty Digital Multimeter can be
used to test circuits for voltage or continuity. They can also be used to test diodes and to make a
measurement of current flow. The instructions that come with the multimeters tell how to use them.
Failure of an electrical component can cause or be caused by the failure of one or more other
components. Always find and correct the cause of the failure of an electrical component before
making a replacement of the component.
Codes And Abbreviations
Harness, Connector, Pin And Socket Identification Example
The codes for identification of connectors and harnesses are as shown in the above example.
The harnesses fasten together with rubber "Sure Seals" connectors.
Use the table that follows for identification of wire and connector colors in the schematics.
Two colors divided by a line are an indication of a wire with a stripe (one color with a line along it
of another color). R/LT GR is a red wire with a light green stripe.
General Test Procedure

1. Turn the electrical disconnect switch ON.
2. Turn the key start switch to the ON position.
NOTE: The supplemental steering system will not function unless both the disconnect the key start
switches are in the ON position.
3. EMS steering fault indicator light (lower right hand column) and the master fault light should
flash until the engine is started. The motor status light should go ON and the supplemental steering
motor should run for three seconds.
4. While the motor status light is ON, steering effort should approximate the primary steering
system's effort.
5. Start the engine. EMS steering fault indicator light, motor status light and master fault light
should all go OFF.
6. With the engine running, move the supplemental steering switch on the control console to the
MANUAL position. The motor status light should go ON. The machine should steer normally. The
EMS steering fault indicator light and master fault light should stay OFF.
NOTICE
Hold the switch in the MANUAL position only long enough to test the
supplemental steering system. DO NOT exceed two minutes. Allow the
pump and magnetic switch to cool after test.
7. With the engine at LOW IDLE, the transmission modulator and brake pedals depressed, and the
transmission control lever in the highest gear, release the transmission modulator pedal and stall the
engine.
The EMS steering fault indicator light, master fault light and the motor status light should go ON.
The machine should steer normally. Pull the accelerator pedal up to the engine shut-off position.
The motor status light should go OFF, the EMS steering fault indicator light and master fault light
should stay ON.
8. Turn the key start switch OFF to turn OFF the supplemental steering system.
Supplemental Steering Electrical Schematic
Troubleshooting Electrical Problems

Do items 1, 2, 3 and 4 as outlined in the General Test Procedure.
If the system does not perform as noted, go to Problem List For Section I. If the system performs as
noted, go to Problem List For Section II.
Section I: Three second power-up test NOT OK
Problem 1: Electrical system is dead. Lights, horn and starter DO NOT operate.
Probable Cause:
A. Disconnect switch is in the OFF position.

B. Battery is dead.
Troubleshooting:
a. Turn disconnect switch to ON position.
b. Charge or replace battery.
Problem 2: EMS steering fault light and master fault light flash until engine starts, then go
OFF. Supplemental steering motor status light does not light and motor DO NOT run.
Probable Cause:
A. Failure of steering pressure switch contacts in closed position.

B. Steering pressure switch harness wire shorted to ground between switch and electronic
control module.
C. No voltage to electronic control module as measured at the 9-pin receptacle between socket
1 and socket 8.
D. Circuit from electronic control module 2-pin plug pin 1 to magnetic switch is open or
shorted to ground.
E. Failure of magnetic switch coil or coil is shorted to ground.
F. Magnetic switch contacts corroded or failed open.
G. Open circuit type failure from the positive (+) battery terminal to the magnetic switch
terminal.
H. Open circuit type failure from the solenoid switch terminal to motor and pump group
terminal.
I. Open circuit type failure from the motor and pump group terminal to negative (-) battery
terminal.
J. Pump group motor failure.
K. Pump group will not turn.
L. Electronic control module bad.
Troubleshooting:
a. With engine stopped, turn disconnect and key start switches OFF. Check for continuity across the
terminals lettered "A" and "B" of steering pressure switch. If switch has continuity with engine
stopped, switch is bad. Make a replacement of the switch.
b. Troubleshoot circuit for ground.
c. Check supplemental steering power fuse. Check disconnect switch. Check key start switch. If
fuse, disconnect and key start switches are OK, troubleshoot the supply voltage from positive battery
terminal to the control module and back to negative battery terminal.
d. Troubleshoot circuit between electronic control module 2-pin plug pin 1 and magnetic switch
terminal for grounds or opens. Make sure plugs and receptacles at the electronic control module are
mated properly.
e. With engine OFF, turn disconnect and key start switches OFF. Remove black wire from the small
terminal on the magnetic switch. Check coil resistance between the two small terminals. If coil
resistance measures less than 5 ohms or greater than 10 ohms, replace the magnetic switch.
f. With engine OFF, turn disconnect and key start switches ON. Measure the voltage drop across the
two large terminals on the magnetic switch while holding the Automatic/Manual switch in the
Manual position. If the voltage drop measures more than 2 volts, the magnetic switch is bad. Make a
replacement of the magnetic switch.
g. Troubleshoot circuit wiring (check continuity).
h. Troubleshoot circuit wiring (check continuity).
i. Troubleshoot circuit wiring (check continuity).
j. With engine stopped, turn disconnect and key start switches OFF. Remove electric motor from the
pump. Insert screwdriver into slotted motor shaft and rotate. If motor connect shaft turns freely,
check if motor runs by turning disconnect and key start switches ON and moving the
Automatic/Manual switch to the Manual position for only a moment. If the motor does not run,
check for battery voltage across the motor terminals with the Automatic/Manual switch in the
Manual position. If there is 18 volts or more across the motor terminals and the motor does not run,
make a replacement of the motor.
k. With engine stopped, turn disconnect and key start switches OFF. Remove electric motor from
pump. Check if pump shaft turns freely. If shaft does not turn freely, make a replacement of the
pump.
l. If above troubleshooting steps check OK, make a replacement of electronic control module.
Problem 3: EMS steering fault indicator light DOES NOT flash during three second power-up
test.
Probable Cause:
A. Electrical circuit from electronic control module 2-pin plug socket 2 to EMS panel shorted
to ground.
B. Bad control module.
C. Bad EMS panel.
Troubleshooting:
a. Troubleshoot circuit for short to ground.
b. If above item OK, replace electronic control module.
c. Refer to EMS test procedure in Electrical System and Operator's Station section of the service
manual.
Problem 4: Supplemental steering motor status light is ON. Pump motor runs continuously
(constantly) when key start switch is ON.
Probable Cause:
A. Magnetic switch contacts welded together.

B. Failure of the Automatic/Manual switch in Manual (closed) position.
C. Magnetic switch coil shorted to positive (+) battery.
D. Cable from magnetic switch to pump group motor shorted to positive (+) battery.
E. Failure of electronic control module.
Troubleshooting:
a. With engine stopped, turn disconnect and key start switches OFF. Remove the cables from the
two large terminals on the magnetic switch. Measure resistance across the two large terminals on the
magnetic switch. If resistance measures less than 5000 ohms, make a replacement of the switch.
b. Check for continuity through the Automatic/Manual switch. If there is continuity, make a
replacement of the switch.
c. With engine stopped, turn disconnect and key start switches OFF. Check for continuity between
the positive side large terminal of the magnetic switch and either of the smaller coil terminals. If
continuity, make a replacement of the magnetic switch. If no continuity, troubleshoot the wire to the
magnetic switch for short to positive (+) battery.
d. After three seconds with the disconnect and key start switches ON, check for voltage at the motor
side large terminal of the magnetic switch. If voltage is measured, troubleshoot the cable between
the magnetic switch and motor for short to positive (+) battery. If no voltage measured, go to Step e.
e. Make a replacement of the electronic control module.
Problem 5: Supplemental steering motor status light is ON. Pump motor runs continuously
(constantly) until engine starts.
Probable Cause:
A. Electrical circuit from the alternator "R" terminal to electronic control module 9-pin
receptacle socket 7 is shorted to positive (+) battery.
Troubleshooting:
a. With the disconnect and key start switches ON and the engine stopped, there should be no voltage
between sockets 7 and 8 of the electronic control module 9-pin receptacle. If voltage is measured,
troubleshoot wire for short to positive (+) battery. If no short is found, problem is in alternator.
Problem 6: EMS steering fault indicator light and master fault light flash until engine starts,
then go OFF. Motor operates for three seconds, but supplemental steering motor status light
DOES NOT go ON.
Probable Cause:
A. Supplemental steering motor status light bulb burnt out.

B. Circuit between magnetic switch and supplemental steering motor status light open.
Troubleshooting:
a. Replace bulb.
b. With engine stopped, turn disconnect and key start switches OFF. Check for continuity between
the light receptacle terminal and the magnetic switch large terminal with the small wire on it. If
open, repair or make replacement of the wire.
Problem 7: EMS steering fault indicator light and master fault light DO NOT stop flashing
after engine starts. Warning horn is ON when engine is running, but supplemental steering
motor status light and motor are OFF.
Probable Cause:
A. One of the two sure seal connectors at electronic control module is not properly mated
(fitted together).
B. No voltage to electronic control module as measured from the 9-pin receptacle between
socket 2 to socket 8.
C. Bad electronic control module.
D. Bad EMS panel.
Troubleshooting:
a. Open and put back together the "Sure Seal" connectors.
b. Check circuit for open. Check 10A fuse. Check disconnect and key start switches.
c. If the above items check okay, replace control module.
d. If above items check okay, replace EMS panel.
Section II: Three second power-up test IS OK
Problem 1: EMS steering fault indicator light and master fault light DO NOT STOP flashing
after engine starts. Warning horn is ON when engine is running, but supplemental steering
motor status light and motor are OFF.
Probable Cause:
A. Control module not receiving voltage from the alternator "R" terminal.
B. Bad governor switch or circuit between switch and pin 3 of the 9-pin receptacle of the
electronic control module is shorted to ground.
C. Circuit from the electronic control module harness 2-pin plug socket 2 to EMS panel is
open.
D. Bad electronic control module.
E. Bad EMS panel.
Troubleshooting:
a. With the engine running and the 9-pin "Sure Seal" connector disconnected, check the voltage
between receptacle sockets 7 and 8. If not at least 10 volts, check wiring between the receptacle and
the alternator "R" terminal for shorts or opens. If okay, then repair or make a replacement of the
alternator.
b. With the engine stopped, turn disconnect and key start switches OFF. Put the engine governor in
the run position. Disconnect the 9-pin "Sure Seal" connector. Measure the resistance between
receptacle pin 3 and socket 8. If less than 10,000 ohms, adjust switch. If resistance is less than
10,000 ohms after adjusting the switch, check for shorts in wire between governor and receptacle
pin 3. If no shorts are found, replace the switch.
c. With engine stopped, turn disconnect and key start switches OFF. Disconnect 2-pin "Sure Seal"
connector. Check continuity between plug socket 2 and the EMS receptacle socket 17. If no
continuity, repair or make a replacement of the wire.
d. If above items are okay, make replacement of the electronic control module.
e. If the above items check okay, make a replacement of the EMS panel.
PROBLEM 2: EMS steering indicator LED DOES NOT stop flashing after engine starts.
Master fault light and warning horn are ON when engine is running. Supplemental steering
motor status light and motor are ON when engine is running.
Probable Cause:
A. Bad steering pressure switch.

B. Low primary steering hydraulic pressure.
C. Circuit from the electronic control harness 9-pin "Sure Seal" connector receptacle pin 4 to
socket Y8 is open.
D. Circuit from the electronic control harness 9-pin "Sure Seal" connector receptacle pin 5 to
socket Y8 is open.
Troubleshooting:
a. With engine stopped, turn disconnect and key start switches OFF. Disconnect the connector
receptacle from steering pressure switch. Turn disconnect and key start switches ON and start
engine. Measure resistance across the pressure switch terminals A and B. If this resistance is greater
than 50 ohms, make a replacement of the switch.
b. With the engine stopped, turn disconnect and key start switches OFF. Remove the supplemental
steering fuse. Turn disconnect and key start switches ON and start engine. Turn the steering wheel.
If the wheels do not steer normally, the primary system has lost pressure. Refer to Hydraulic
Steering Troubleshooting Procedure. Replace fuse.
c. With engine stopped, turn disconnect and key start switches OFF. Disconnect the 9-pin "Sure
Seal" electronic control module harness connector. Check continuity between receptacle pin 4 and
socket 8. If no continuity, check circuit for open.
d. With engine stopped, turn disconnect and key start switches OFF. Disconnect the 9-pin "Sure
Seal" electronic control module harness connector and the 3-pin "Sure Seal" pressure switch
connector. Check continuity from receptacle pin 5 to plug socket 2. If there is continuity, check
continuity between receptacle socket 8 and plug pin 1. If there is no continuity, replace the circuit.
PROBLEM 3: Supplemental steering motor status light is ON and motor runs after engine is
stopped. EMS steering fault indicator light and master fault light are ON.
Probable Cause:
A. Governor switch adjustment not correct, or bad switch.

B. Open in governor switch circuit.
C. Bad electronic control module.
Troubleshooting:
a. Pull the accelerator pedal into the engine shutdown position. Turn disconnect and key start
switches OFF. Disconnect wires at switch terminals. Check continuity across the switch terminals. If
no continuity, adjust switch. If still no continuity, make a replacement of the switch.
b. With disconnect and key start switches OFF and the accelerator pedal in the shutdown position,
disconnect the 9-pin "Sure Seal" connector to the electronic control module. Check for continuity
between pin 3 and socket 8 of the receptacle. If open, repair or make replacement of wire in the
governor switch circuit.
c. If above items check okay, replace the electronic control module.
Problem 4: Supplemental steering motor status light DOES NOT turn ON and pump motor
DOES NOT run when Automatic/Manual switch is held in the Manual position.
Probable Cause:
A. Automatic/Manual switch is bad.

B. Open in circuit between supplemental steering fuse and the switch.
C. Open in circuit between Automatic/Manual switch and magnetic switch.
Troubleshooting:
a. With engine stopped, turn disconnect and key start switches OFF. Remove either wire from the
terminals at the Automatic/Manual switch. Measure the resistance (continuity) across the two switch
terminals. With switch in Automatic (open) position, resistance should be greater than 10,000 ohms.
In the Manual (closed) position, the resistance should be less than 1 ohm. If not, make a replacement
of the switch.
b. With engine stopped, turn disconnect and key start switches OFF. Remove the supplemental
steering fuse. Disconnect wires from Automatic/Manual terminal and place to chassis ground. At the
fuse holder, check for continuity to ground. If no continuity, repair or make replacement of wire to
Automatic/Manual switch.
c. With engine stopped, turn disconnect and key start switches OFF. Disconnect wires form
Automatic/Manual switch terminal and place to chassis ground. At magnetic switch terminal (small
terminal), check for continuity to ground. If no continuity, repair or make replacement of wire from
Automatic/Manual switch to magnetic switch.
Troubleshooting Hydraulic Problems

If no electrical problem was found in the Electrical System Troubleshooting, do the following:
Section III: Hydraulic System Problems
PROBLEM 1: Machine has NO primary steering. Supplemental steering system OK.
Probable Cause:
A. Check valve (mounted in priority valve) failed closed or is installed backwards.
Troubleshooting:
a. Arrow on valve body must point toward front of machine. If oriented properly, check for free
flow in direction of arrow and for blocked flow in direction opposite to arrow.
PROBLEM 2: Supplemental steering system operating OK, but hydraulic system is

overheating.
Probable Cause:
A. Check valve mounted on hydraulic oil cooler bypass valve is bad or installed backwards.
Troubleshooting:
a. Arrow on valve body must point up (towards bypass valve). If installed in correct direction, check
for free flow in direction of arrow and for blocked flow in direction opposite to arrow.
PROBLEM 3: Steering effort is different between primary steering system and supplemental
steering system.
Probable Cause:
A. Supplemental steering relief valve is bad.
Troubleshooting:
1. With engine stopped, use manual switch to operate supplemental steering system. Check steering
system pressure. Correct pressure is 17 250 ± 700 kPa (2500 ± 100 psi). If pressure is not correct,
replace relief valve.
Instrument Test
Steering System Pressure Check
Make reference to the Warning on the first page of Testing And

Adjusting section.
Accumulator
(1) Nipple and adapter.
NOTICE
Relieve accumulator pressure before installing or removing any service

tooling.
1. Turn the steering wheel back and forth several times to relieve accumulator pressure.
2. Remove the plug from the junction block at the base of the accumulator. Install nipple and adapter
(1) and a 34 500 kPa (5000 psi) pressure gauge in the junction block.
3. Turn disconnect and key start switches ON.
4. Move the Automatic/Manual switch for supplemental steering to the Manual position. Hold
switch in Manual position until pressure gauge stops rising. Release the Automatic/Manual switch.
5. The pressure gauge should read 17 250 ± 700 kPa (2500 ± 100 psi). This is the correct pressure
setting of the relief valve.
6. If pressure reading is not correct, turn disconnect and key start switches OFF and bleed the
hydraulic system down. Replace the relief valve. There is no adjustment to the relief valve.
7. Repeat Steps 3, 4 and 5 to check replacement relief valve.



12G, 120G, 130G & MOTOR GRADERS HYD. SYSTEM & STEERING

SMCS - 7000-035
Introduction
Reference: For Specifications with illustrations, make reference to the Specifications For 12G,
120G, 130G And 140G Motor Graders Hydraulic System And Steering, Form No. SENR3488. If the
Specifications given in Form SENR3488 are not the same as given in the Systems Operation and
Testing And Adjusting, look at the printing date on the back cover of each book. Use the
Specifications given in the book with the latest date.
Reference: For Hydraulic System Schematic see, Form No. SENR3988.

cause injury to persons on or near the machine. To prevent possible
injury, do the procedure that follows before testing and adjusting the
hydraulic and steering system.
1. Move the machine to a smooth horizontal location. Move away from working machines and
personnel. Lower all implements to the ground.
2. Permit only one operator on the machine. Keep all other personnel either away from the machine
or in view of the operator.
3. Activate the parking brake.
4. Stop the engine.
5. Move the hydraulic control levers to all positions to release the pressure in the implement
hydraulic system. Turn the steering wheel back and forth several times to relieve pressure in the
steering accumulator.
6. Carefully loosen the filler cap on the hydraulic tank to release the pressure in the tank.
7. Make sure all hydraulic pressure is released before any fitting, hose or component is loosened,
tightened, removed or adjusted.
8. Tighten the filler cap on the hydraulic tank.
9. The pressure in the system has now been released and lines or components can be removed.
When defining a hydraulic or steering system problem, the following procedure should be followed.
First, do Visual Checks. If when complete the problem has not been identified, do Operation
Checks. If the problem is still not fully understood, do Instrument Tests. This procedure will help
identify hydraulic system problems. As soon as the problem is defined, go to Troubleshooting. The
Troubleshooting section will list the probable causes of a known problem. Since there may be more
than one cause for a problem, the Troubleshooting section may suggest specific inspections or
instrument tests be done. These inspections and tests will help identify which of the causes is most
probable.
During a diagnosis of the hydraulic system, remember that correct oil flow and pressure are
necessary for correct operation. The maximum output of the pump (oil flow) increases with an
increase in engine speed (rpm) and decreases when engine speed (rpm) is decreased. Oil pressure is
caused by resistance to the flow of oil.
Visual Checks
A visual inspection of the hydraulic and steering system and its components is the first step when
identifying a problem. Stop the engine and lower the implements to the ground. To remove the tank
filler cap, slowly turn the filler cap until it is loose. If oil comes out, let the tank pressure lower
before the filler cap is removed. Make the following inspections:
Do not check for leaks with your hands. Pin hole (very small) leaks can
result in a high velocity oil stream that will be invisible close to the hose.
This oil can penetrate the skin and cause personal injury. Use
cardboard or paper to locate pin hole leaks.
1. Check all implement oil line connections for damage and leaks.
2. Follow all implement oil lines from the implement connections to valve connections. Check the
lines and connections for damage and leaks.
3. Check the control valves for leaks.
4. Check the pump and connections for damage and leaks.
5. Follow the pump lines to the tank and valves. Check the lines and tank for damage and leaks.
6. Check tank oil level.
7. Use a clear bottle or container to get an oil sample from the tank immediately after the machine is
stopped. Check for air bubbles in the oil sample.
8. Remove the filter elements and strainer. Check for particles removed from the oil by the filter
elements. A magnet will separate ferrous particles from non-ferrous particles (piston rings, O-rings,
seals, etc.). Replace filters if necessary and clean strainer.
Operation Checks
The operation checks can be used to find leakage in the system. They can also be used to find a bad
valve or pump.
The oil in the hydraulic system must be at operating temperature of 46 to 52°C (115 to 125°F).
Extend and retract the implement cylinders several times.
1. Watch the cylinder as it is extended and retracted. Movement must be smooth and regular.
2. Listen for noise from the pump.
3. Allow the implement cylinders to travel full stroke in each direction.
4. Put each control valve in the HOLD position while the implement is off the ground. Watch for
excessive cylinder rod drift.
Implement cylinder drift is caused by leakage past cylinder piston seals or leaking lock check valve.
Hydraulic Cylinder Drift

If the hydraulic cylinder drift (rod moves either in or out of the cylinder when the control lever is in
the HOLD position) is enough to effect the performance of the machine during normal operations,
there is either a component with damage or a component that must be disassembled and cleaned.
For example: There is a load on the tip cylinder when the blade is being used to move dirt.
Causes for cylinder drift:
1. Damage or defect on cylinder surface.

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

Stop Watch Or Timer
The machine must be on a dry, smooth, hard surface. The lock pin must be in the center hole and the
blade should be near the ground.
All implement cycle times are to be done at high idle rpm and with the hydraulic oil at running
temperature.
The two columns at the right of the chart are to record ACTUAL times measured for each
implement.
Cycle times shown in chart are in SECONDS. All times have a tolerance of ± 10%.
Steering check is in number of turns from stop to stop.
Blade Lift Cycle Time

The machine must be on a dry, smooth, hard surface. The lock pin must be in the center hole.
Blade lift cycle time must be done with engine at high idle rpm and with the hydraulic oil at running
temperature.
Procedure To Check Blade Lift Cycle Time
Tools Needed: Stop watch or timer and a tape measure.
1. Record the time it takes to lower the blade on level ground.
2. Measure the length of exposed cylinder rod.
3. Record the time it takes to raise the blade to full lift.
Refer to the following chart for the correct Blade Lift Cycle Times.
Probable Causes For Implement Circuit Cycle Times
If all implement cycle times are too high (takes too much time), see "Implement System Problems",
Problem 2: "Implement Response Is Too Slow".
If only one or a couple of implement cycle times are too high (takes too much time), see "Implement
System Problems", Problem 1: "One Implement Response Is Too Slow".
If implement cycle times are too low (takes not enough time), see "Implement System Problems",
Problem 9: "Implement Response Is Too Fast".
If the number of steering turns is not correct, see "Steering System Problems", Problem 8: "Steering
Wheel Does Not Turn The Correct Number Of Turns".
Instrument Tests
Pump Efficiency Check
To check pump efficiency, this type of pump (load sensing, pressure and flow compensated) must be
operated at maximum pump flow.
For any pump test at a given rpm, the pump flow (gpm) at 100 psi (690 kPa) will be larger than the
pump flow (gpm) at 1000 psi (6900 kPa).
The difference between the pump flow of two operating pressures is the flow loss.
Method of finding flow loss:
Flow loss when expressed as a percent of pump flow is used as a measure of pump performance.
Example of finding percent of flow loss:
If the percent of flow loss is more than 10% for test on the machine or 15% for test on the bench,
pump performance is not good enough.
*
Numbers in examples are for illustrations and are not values for any specific pump or pump
condition. See the Specifications section of this manual, for pump flow of a new pump at 100 psi
and 1000 psi.
Test On The Machine
Install a flow meter. Run the engine at 2000 rpm. Measure pump flow at 100 psi (690 kPa) and at
1000 psi (6900 kPa). Use these values in Formula I.
Test On The Bench
For this test, make sure a signal line is connected from pump output to the pump compensator.
If the test bench can be run at 1000 psi and a full pump rpm, find percent of flow loss using Formula
I.
If the test bench can not be run at 1000 psi at full pump rpm, run the pump shaft at 1000 rpm.
Measure the pump flow at 100 psi (690 kPa) and at 1000 psi (6900 kPa). Use these values in the top
part of Formula II. For the bottom part of the formula, run the pump shaft at 2000 rpm. Measure the
pump flow at 100 psi.
Hydraulic Pump Standby Pressure
Make reference to WARNING on first page of Testing And Adjusting

section.
(1) Plug. (2) Combination valve.
(3) Compensator valve. (4) Plug.
1. Remove plug (1) from combination valve (2). Install the 5P6944 Adapter, 6V3965 Nipple, and a
34 500 kPa (5000 psi) pressure gauge in the port.
2. Remove plug (4) from compensator valve (3). Inside the bore for plug (4) is bleed valve (5). Open
(turn out) bleed valve (5) three turns. Bleed valve (5) is metric.
3. Start the engine and run at high idle. A small amount of oil may leak by the bleed valve during the
procedure.
(4) Plug. (5) Bleed valve.
(3) Compensator valve. (6) Locknut. (7) Setscrew.
4. Read pressure gauge. The correct setting for standby pressure is 2960 ± 900 kPa (430 ± 130 psi).
This is with no load (implement or steering) on the hydraulic system.
5. If pressure reading is not correct, loosen large locknut (6) on compensator valve (3). Locknut (6)
is metric.
6. Turn large setscrew (7) in to increase and out to decrease standby pressure. Setscrew (7) is metric.
7. Tighten locknut (6). Check pressure reading to make sure setscrew (7) did not turn while
tightening the locknut.
8. Close bleed valve (5) and install plug (4). Standby pressure should increase by about 240 kPa (35
psi) when bleed valve (5) is closed.
Hydraulic Pump Maximum Pressure

section.
(3) Compensator valve. (4) Locknut. (5) Setscrew.
1. Remove plug (1) from combination valve (2). Install the 5P6944 Adapter, 6V3965 Nipple and a
2. Start the engine and run at high idle.
3. Move a control lever to bottom out an implement cylinder. Read pressure gauge. The correct
setting for maximum pump pressure is 24 000 ± 350 kPa (3500 ± 51 psi).
4. If pressure reading is not correct, loosen small locknut (4) on compensator valve (3). Locknut (4)
is metric.
5. Turn setscrew (5) in to increase and out to decrease maximum pump pressure. Setscrew (5) is
metric.
6. Tighten locknut (4). Check pressure reading to make sure setscrew (5) did not turn while
tightening the locknut.
Signal Network And Ball Resolver Check

section.
(3) Compensator valve. (4) Elbow and nipple.
NOTE: RIGHT and LEFT directions are from operator's station viewpoint.
1. Remove plug (1) from combination valve (2). Install the 5P6944 Adapter, 6V3965 Nipple and a
(2) Combination valve. (5) Resolver.
(2) Combination valve. (6) Resolver.
2. Remove the plug from compensator valve (3). Install 6V0484 Elbow and 6V3965 Nipple (4) and
a 34 500 kPa (5000 psi) pressure gauge in the port.
3. Start the engine and run at low idle. Move the control lever for the farthest RIGHT control valve
in the right hand valve bank. Read gauges. Release the lever. Move the control lever for the farthest
RIGHT control valve in the left hand valve bank. Read gauges. Release the lever. Turn the steering
wheel. Read gauges. Release the steering wheel.
4. During each test, the pump should upstage and stay about 2100 kPa (305 psi) above the signal
pressure. If during the test the signal pressure goes up but not pump pressure, the pump compensator
is bad.
5. If signal pressure goes up with the steering and not the implement, or with the implements and not
the steering, replace ball resolver (5) in the outside face of combination valve (2).
6. If signal pressure goes up with the steering and only one of the implement valve banks, replace
ball resolver (6) on the inside face of combination valve (2).
7. If Step 5 or 6 does not solve the problem, then one or more of the ball resolvers in the valve bank
that does not send a signal pressure is bad.
(2) Combination valve. (5) Resolver. (6) Resolver. (7) Implement valves. (8) Resolvers. (9) Signal lines.
Steps 8 through 14 will help to identify the bad ball resolver/s.
NOTE: Depending on how the machine is equipped, the number of control valves in each valve
bank may vary.
NOTE: The signal network in each valve bank works right to left. Keep this in mind when
determining a bad resolver.
8. Stop the engine.
9. Install the 8T2352 Swivel Tee and the 6V3966 Nipple in signal line (9) from the bad valve bank
to combination valve (2). Remove the pressure gauge from compensator valve (3) and install it to
the swivel tee.
10. Start the engine. Move all control levers for that valve bank, starting with the lever for the
farthest LEFT control valve. Work each control valve in succession to the right.
11. If all control valves make the signal pressure go up without upstaging the pump, replace ball
resolver (6) again.
12. If none of the control valves to the right of the farthest LEFT valve or if only the farthest LEFT
valve makes signal pressure go up, replace the ball resolver in that farthest LEFT control valve.
13. If only one control valve in the valve bank does not send a signal pressure, replace the ball
resolver in that control valve.
(7) Implement valve. (8) Resolver.
(9) Signal line for left valve bank.
14. If the control valve that does not send a signal pressure is the farthest RIGHT control valve and
Step 13 does not correct the problem, replace the ball resolver in the control valve to the left of it.
15. If two or more control valves, in sequence (next to each other) from the right side of the valve
bank, do not send a signal pressure, replace the ball resolver in the last valve to the LEFT that
worked.
16. If two or more control valves in any sequence (order) do not send a signal pressure, replace the
ball resolvers in those valves.
Signal Network Bleed Procedure

section.
(3) Compensator valve. (4) Plug.
(4) Plug. (5) Bleed valve.
NOTE: Bleed steering system before attempting to bleed the signal network.
1. Remove plug (4) from compensator valve (3). Inside the bore for plug (4) is bleed valve (5). Open
(turn out) bleed valve (5) three turns. Bleed valve (5) is metric.
2. Start the engine and run at low idle. A small amount of oil may leak by the bleed valve during the
procedure.
3. The signal resolver network works right to left through each valve bank. To bleed the signal
network, start with the control valve (not control lever) farthest to the RIGHT in the right hand valve
bank. This is the control valve at the cover end.
4. Move the control lever for that valve forward for 1 second and backward for 5 seconds. The
implement may not move.
5. Moving left to the next control valve, repeat Step 4.
6. Repeat Step 5 until all control valves in the right hand valve bank are bled.
7. Move to the control valve (not control lever) farthest to the RIGHT in the left hand valve bank.
This is the control valve at the manifold end.
8. Move the control lever for that valve forward for 1 second and backward for 5 seconds. The
implement may not move.
9. Moving left to the next control valve, repeat Step 8.
10. Repeat Step 9 until all control valves in the left hand valve bank are bled.
11. After all control valves are bled, turn the steering wheel from stop to stop in both directions (or
10 turns if wheels do not move).
12. Close off bleed valve (5) and reinstall plug (4).
NOTE: This procedure will bleed the complete signal network only if it is done right to left, one
valve at a time, through each valve bank. Any other order will not bleed all of the air from the signal
network.
Steering System Bleed Procedure
Make reference to warning on first page of Testing And Adjusting

section.
(1) Steering cylinder. (2) Plugs.
2. Remove two plugs (2) from each steering cylinder (1).
3. Using the parts listed, connect the port for the rod end to the port for the head end. Do this for
both cylinders (1).
4. Start the engine and run at low idle.
5. Steer wheels against the left stop. Continue to turn the steering wheel 50 complete revolutions to
the left.
6. Steer wheels against the right stop. Continue to turn the steering wheel 50 complete revolutions to
the right.
7. Shut off the engine.
8. Turn steering wheel back and forth several times to relieve accumulator pressure.
9. Remove bleed hose assemblies from each cylinder and reinstall plugs (2).
10. Loosen filler cap on the hydraulic tank to relieve air pressure.
Control Valve Flow Adjustment

section.
(1) Plug. (5) Control valve.
(1) Plug. (2) Spring. (3) Shim. (4) Spool.
1. Remove large plug (1) at bottom of control valve (5).
2. Remove spool (4), shims (3) and spring (2).
3. To increase implement speed, add shims (3). To decrease implement speed, remove shims (3).
NOTE: Install a maximum of three shims (3) in any one control valve. Install shims only at valve
end of spring.
4. Reinstall spool (4), shims (3), spring (2) and plug (1).
Steering System Maximum Pressure

section.
(2) Priority valve (hidden behind hoses). (3) Drain line. (4) Signal line.
(2) Priority valve. (5) Drain port. (6) Setscrew.
NOTICE

tooling.
Checking Steering Pressure
1. Turn steering wheel back and forth several times to relieve accumulator pressure.
(1) and a 20 700 kPa (3000 psi) pressure gauge in junction block.
3. Start the engine and run at hidh idle.
4. Steer wheel left or right against their stops. The pressure gauge should read 17 200 kPa (2500
psi). This is maximum steering pressure.
Setting Maximum Steering Pressure
5. If the pressure reading in Step 4 is not correct, stop the engine and turn the steering wheel to
relieve accumulator pressure.
6. Remove drain line (3) from port (5) in priority valve (2).
7. Inside port (5) is setscrew (6). Turn the setscrew in to increase and out to decrease maximum
steering pressure.
8. Reinstall drain line (3). Start the engine and turn the wheels against their stops. Check pressure
gauge.
9. If pressure is not correct, repeat Steps 5 through 8.
Steering Accumulator Pressure And Precharge Check
Make reference to the Warning on the first page of Testing And

Adjusting section.
NOTICE

tooling.
NOTE: Do not check the accumulator pressure by checking the nitrogen precharge pressure. The
leakage from checking the nitrogen precharge may require the accumulator to be recharged.
(1) and a 20 500 kPa (3000 psi) pressure gauge in junction block.
3. Start the engine and run at high idle.
4. Steer wheels left or right against their stops. The pressure gauge should read 17 200 kPa (2500
psi). This is maximum steering pressure.
5. Release the steering wheel and stop the engine.
6. Oil pressure will drop down slowly until it reaches the accumulator precharge pressure. The
nitrogen precharge for the accumulator is 6900 kPa (1000 psi). When oil pressure reaches this
pressure, the gauge will suddenly drop off to zero. Make note of the pressure that the gauge
suddenly drops. This is the accumulator precharge. At zero pressure, the accumulator has completely
bled down. Bleed down takes 7 to 8 minutes.
NOTE: To speed up the bleed down time, slowly turn the steering wheel back and forth. This will
use up the pressure oil stored in the accumulator causing it to bleed off quickly. However, it is
difficult to read the accumulator precharge pressure with oil pressure dropping off so fast.
7. If the steering system pressure in Step 4 was incorrect, see Steering System Maximum Pressure.
If the accumulator precharge pressure in Step 6 was incorrect, see Testing And Charging The
Accumulator.
Testing And Charging The Accumulator

7S5437 Nitrogen Charging Group.
Dry nitrogen is the only gas approved for use in the accumulator.
Charging the accumulator with oxygen gas will cause an explosion. This
danger will not happen if nitrogen cylinders with standard CGA
(Compressed Gas Association, Inc.) Number 580 connections are used.
When you order nitrogen gas, be sure that the cylinders are equipped
with CGA No. 580 Connections. Do not use color codes or other
methods of identification to tell the difference between nitrogen and
oxygen cylinders.
In any application, never use an adapter to connect the nitrogen charging equipment to a valve that
can be used on oxygen or other gas cylinders. BE SURE YOU ARE USING DRY NITROGEN.
Be sure the engine has not been running for a minimum of 7 to 8 minutes. This is enough time to let
the oil in the accumulator bleed down. The accumulator bladder must be on the bottom of the
cylinder to be sure that the pressure of the nitrogen charge is correct.
The accumulator has a charge of approximately 6900 kPa (1000 psi).
(9) Cap.
Check the nitrogen charge as follows:
1. Remove cap (9) from the top of the accumulator.
2. Use the 13 800 kPa (2000 psi) gauge (5) to check the nitrogen charge in the accumulator.
3. Install chuck (8) on the valve of the accumulator.
Nitrogen Charging Group
(1) Pressure gauge. (2) Connection to nitrogen cylinder valve. (3) Regulator assembly. (4) Valve. (5) Pressure gauge. (6)
Pressure regulating screw. (7) Valve handle. (8) Chuck.
4. Turn valve (7) on the chuck (8) completely in (clockwise). Check the temperature of the air
around the accumulator. The pressure on the gauge must be inside the tolerances shown on the chart.
5. If the pressure reading on the gauge is too high, lower the pressure by slowly opening valve (4).
6. If the pressure reading on the gauge is too low, then the accumulator must be charged.
Charging The Accumulator
1. Connect the hose from the nitrogen cylinder to valve (4).
2. Close valve (4) and open the valve on the nitrogen cylinder. Make an adjustment to screw (6) on
the regulator assembly until gauge (1) is at the pressure needed to correctly charge the accumulator.
Use the chart as a reference for the correct charging pressure.
3. Open valve (4) and charge the accumulator. Turn valve (4) off. If the pressure on gauge (5) is the
same as gauge (1) and does not change the accumulator is correctly charged. If there is a decrease in
pressure on gauge (5), open valve (4) and let more nitrogen go to the accumulator. Do this procedure
as many times as necessary until the pressure on gauge (5) is the same as gauge (1) and does not
change when valve (4) is turned off.
4. Close the valve (4). Close the valve on the nitrogen cylinder.
5. Open valve (7) on chuck (8) completely (counterclockwise).
6. Remove the test equipment.
Charging A Rebuilt Accumulator
It is necessary to remove all air from the nitrogen end of the accumulator. When the accumulator is
rebuilt, put approximately 0.9 liter (1 quart) of SAE 10W hydraulic oil in the nitrogen end of the
accumulator. This oil will be used to help get the air out of the nitrogen end of the accumulator.
After the accumulator is installed on the machine, charge it as follows:
1. Use the same equipment as used to check the nitrogen charge in the accumulator.
2. Valve (7) on chuck (8) must be closed completely (clockwise). Open valve (4).
3. Start the engine and let it run until it is warm. As oil is forced into the bottom of the accumulator,
the air and then the oil will be forced out of the top through the test equipment. When the oil flow
stops, the top of the accumulator will be free of air.
4. Close valve (4).
5. Stop the engine and let the oil pressure bleeddown for five minutes. The bladder in the
accumulator will be at the top of the accumulator.
6. Charge the accumulator with nitrogen. Follow the procedure outlined in the subject Charging The
Accumulator.
Main Relief Valve Adjustment
(1) Retainer. (2) Nut. (3) Relief valve.
Bench Test
Use the 1U5216 Manifold to test the relief valve on the test bench. The pressure setting for the relief
valve is 27 000 ± 350 kPa (3900 ± 51 psi).
1. Turn retainer (1) in to increase and out to decrease the pressure setting.
2. After setting pressure, torque retaining nut (2) to 18 ± 2 N·m (13 ± 1 lb ft).
Troubleshooting
Problem Lists
Hydraulic Pump And System Problem List
1. The temperature of the oil is too hot.
2. Pump makes unusual noise, the cylinders do not move smoothly.

3. Large amount of air in the oil.
4. Pump pressure too low.
5. Pump pressure too high.
6. No pump pressure.
7. Pump remains at standby pressure, will not upstroke.
8. Pump standby pressure is too high.
Steering System Problem List
1. Front wheels vibrate when steering.

2. Steering has hard spots in it when an implement is used.
3. Steering wheel kicks back when steered against stop.
4. Steering wheel sticks when steered against stop.
5. Steering wheel oscillates more than three times when released.
6. Steering wheel does not stop when steered against stop.
7. Steering does not work but implements do.
8. Steering wheel does not turn the correct number of turns.
Implement System Problem List
1. One implement response is too slow.

2. Implement response is too slow.
3. Articulation, blade lift, centershift, ripper or scarifier is unstable.
4. All implement circuits are unstable.
5. Any implement moves with the control lever in HOLD position.
6. Implement surges when first activated.
7. Effort needed to move control lever is too high.
8. No implements work, but steering does.
9. Implement response is too fast.
10. Pump does not return to standby pressure after implement is used.
11. Implements slow down or stop when machine is steered.
Hydraulic Pump And System Problems

Problem 1: The temperature of the oil is too hot.
Probable Cause:
1. The viscosity of the oil is wrong.

2. The pressure compensator spool valve opens at low oil pressure.
See Hydraulic Pump Maximum Pressure.
3. The pump has too much wear.

4. There is a restriction in an oil passage.
5. The load of the system is too high.
6. Oil aeration.
7. Outside air temperature is too hot.
Problem 2: Pump makes unusual noise, the cylinder rods do not move smoothly and there are
air bubbles in the oil.
Probable Cause:
1. The viscosity of the oil is wrong.

2. The main relief valve opens at low oil pressure.
3. Loosen connection of the oil line on the inlet side of pump. Oil aeration.
4. The pump has too much wear.
Problem 3: A large amount of air in the oil.
Probable Cause:
1. A leak in the oil line between the tank and the pump.
2. Failure to correctly bleed the hydraulic system after assembly, inspection or testing.
See Steering System Bleed Procedure, and Signal Network Bleed Procedure.
3. Relief valve constantly opens and closes.

4. Leakage in and around cylinder seals.
Problem 4: Pump pressure too low.
Probable Cause:
1. Compensation spool side of compensator valve set wrong.
2. Compensation spool spring broken.

3. Pump not upstroking (swashplate blocked or bias spring broken).
4. Leak in signal network.
5. Low setting of pump standby pressure.
See Hydraulic Pump Standby Pressure..
Problem 5: Pump pressure too high.
Probable Cause:
1. Compensation spool side of compensator valve set wrong.
2. Compensation spool in compensator valve not moving (stuck).

3. Pump not destroking (actuator piston stuck or swashplate blocked).
Problem 6: No pump pressure.
Probable Cause:
1. Hydraulic system low on oil.

2. Pump or pump drive has failed.
Problem 7: Pump remains at standby pressure; will not upstroke when implements or steering
is used.
Probable Cause:
1. Pump is not receiving a signal.
See Signal Network and Ball Resolver Check.
2. Pump compensator is not working.
Problem 8: Pump standby pressure is too high.
Probable Cause:
1. All controls are not in HOLD.
In a no load/no steer condition, the implement signal should be zero and the steering signal
should be less than 345 kPa (50 psi).
2. Pump compensator set to high.
See Hydraulic Pump Standby Pressure.
Steering System Problems
NOTICE
Before any part of the steering hydraulic system is disassembled, shut

off engine and turn steering wheel back and forth several times to
receive any oil pressure in the steering accumulator.
Problem 1: Front Wheels Vibrate When Steering.
Probable Cause:
1. Air in the steering cylinders and system.
See Steering System Bleed Procedure.
2. HMU (hand metering unit) is bad.
Problem 2: Steering Has Hard Spots In It When An Implement Is Used.
Probable Cause:
1. Failure to correctly install check valve in accumulator block after assembly.

2. Loss of nitrogen precharge in steering accumulator.
See Steering Accumulator Pressure And Precharge Check.
Problem 3: Steering Wheel Kicks Back When It Is Steered Against The Stop.
Probable Cause:
1. Air in the steering cylinders and system.
See Steering System Bleed Procedure.
2. Check valve at the pump pressure port of the HMU is missing or not working.
Problem 4: Steering Wheel Sticks When It Is Steered Against The Stop.
Probable Cause:
1. HMU has failed, trapping pressure in the steering system.

2. Wrong HMU for machine was installed.
Problem 5: Steering Wheel Oscillates (Rotates Back And Forth) More Than Three Times
When It Is Released.
Probable Cause:
1. HMU has failed.

2. Wrong HMU for machine was installed.
Problem 6: Steering Wheel Does Not Stop When Steered Against The Stop.
Probable Cause:
1. Steering pressure is too high and is blowing the crossover relief valve.
See Steering Maximum Pressure.
2. Crossover relief valve is set too low.
Shim relief valve for correct pressure. See Specification for 12G, 120G, 130G and 140G
Motor Graders, Hydraulic System And Steering, SENR3488, for correct adjustment.
3. HMU has failed, allowing wheel to continue to turn.

4. Steering cylinder has failed or is leaking.
Problem 7: Steering Does Not Work But Implements Do.
Probable Cause:
1. Hydraulic pump is not receiving a signal pressure from the steering system.
See Signal Network And Ball Resolver Check.
2. Priority valve is stuck, not allowing pump pressure to the steering circuit.
3. There is blockage or damage to the steering circuit or components.
Problem 8: Steering Wheel Does Not Turn The Correct Number Of Turns.
Probable Cause:
1. Wrong HMU installed for machine.

2. HMU is leaking internally.
3. Steering cylinders are leaking or are wrong part.
Implement System Problems
Problem 1: One implement response is too slow.
Probable Cause:
1. Lever linkage or travel is restricted.

2. Wrong control valve for implement installed in valve bank.
3. Flow control in valve is set wrong.
See Control Valve Flow Adjustment.
4. Ball resolver in signal system is not functioning correctly.
5. Depending on the lock/check valve used for that implement, the chokes in the lock valve
are stuck, clogged or wrong.
6. Bad control valve.
Problem 2: Implement Response Is Too Slow.
Probable Cause:
1. Air in the signal system.
See Signal Network Bleed Procedure.
2. Leaking ball resolver in signal system.
3. If all control valves are slow, pump or compensator is bad.
Problem 3: Articulation, Blade Lift, Centershift, Ripper Or Scarifier Circuit Is Unstable.
Probable Cause:
1. Chokes in the lock/check valve are stuck, clogged or wrong.

2. Bad lock/check valve.
3. Sticking or bad flow control spool in control valve.
Remove valve spool. Check to see if chrome finish on spool is ruff or burred.
Problem 4: All Implement Circuits Are Unstable.
Probable Cause:
1. Hydraulic oil in system is too thick.
Warm oil to operating temperature.
2. Hydraulic pump or compensator is bad.
Problem 5: Any Implement Moves With Control Lever In HOLD Position.
Probable Cause:
1. Control valve or control stem has a large amount of wear.
2. Seals in cylinder piston have failed or are worn.

3. Bad lock/check valve.
Problem 6: Implement Surges When First Activated.
Probable Cause:
1. Slots in control stem are not machined correctly.
Problem 7: Effort Needed To Move Control Lever Is Too High.
Probable Cause:
1. Lever linkage is restricted or has interference.

2. Actuator lever in control valve is sticking.
a. Little or no endplay in actuator lever. See Specifications for 12G, 120G, 130G and
140G Motor Graders, Hydraulic System and Steering SENR3488 for correct
adjustment.
b. Turn actuator lever bearings 180°.
c. Pivot ball on actuator lever is ruff or burred.
3. Wrong control valve installed in valve bank.

4. Sticking or bad flow control spool in control valve.
Remove valve spool. Check to see if chrome finish on spool is ruff or burred.
Problem 8: No Implements Work But Steering Does.
Probable Cause:
1. Bad ball resolver on outside face of combination valve.
2. Priority valve is stuck and does not allow flow to the implements.
Problem 9: Implement Response Is Too Fast.
Probable Cause:
1. Wrong control valve installed in valve bank.

2. Control valve is bad.
3. Flow control in valve is set wrong.
See Control Valve Flow Adjustment.
Problem 10: Pump Does Not Return To Standby Pressure After Implement Is Used.
Probable Cause:
1. Control lever has an interference and does not return to HOLD position. Signal pressure is
still being sent to the pump compensator.
2. In a no steer condition, a steering signal greater than 345 kPa (50 psi) is coming from the
HMU (hand metering unit).
a. Replace the priority valve.
b. Replace the HMU.
3. Hydraulic pump or compensator is bad.
Problem 11: Implements Slow Down Or Stop When Machine Is Steered.
Probable Cause:
1. Pump Standby pressure is low.
See Hydraulic Pump Standby Pressure.
2. Priority valve is bad.


Troubleshooting
i06222412
SMCS - 7000-035
Know the Machine


may be useful:

machine
unusual noises.
Verify the Symptom



resolved.

information.


Troubleshooting
i06222413

SMCS - 7000-035
information.


Specifications
SENR34880001
Introduction
SMCS - 7000-035
determine if a part can be used again if the part is equal to or within the specification given, use
the part again.
Reference: For Systems Operation and Testing and Adjusting make reference to 12G, 120G,
130G and 140G Motor Graders, Hydraulic System And Steering, Form No. SENR3489.


Specifications
SENR34880008
Accumulator Solenoid Valve Group

SMCS - 7000-035
Flow ... 57 liter/min (15 U.S. gpm)
At ... 620 kPa (90 psi)
Position ... Normally closed
Coil (part of solenoid)
Voltage ... 24 VDC Nominal
Current ... 1.19 amps at 25 ± 5°C (77 ± 9°F)
Resistance ... 20.1 ± 1.0 ohms at 25 ± 5°C (77 ± 9°F)
(1) Torque for nut ... 14 ± 2 N·m (10 ± 1 lb.ft.)
(2) Torque to install solenoid into manifold ... 25 ± 2 N·m (18 ± 1 lb.ft.)


Specifications
SENR34880009
Accumulators
SMCS - 7000-035
Blade Cushion
Nitrogen pressure charge ... 2050 kPa (300 psi)
(1) Torque for valve ... 50 ± 10 N·m (37 ± 7 lb.ft.)
Steering
Nitrogen pressure charge ... 6900 kPa (1000 psi)
(1) Torque for valve ... 50 ± 10 N·m (37 ± 7 lb.ft.)



SENR36500011
SMCS - 4331-010
Remove And Install Steering Accumulator
To prevent possible injury, the pressure from the hydraulic system must
be released. The accumulator will bleed down through the steering
metering pump when it is in the Neutral (non-steer) position. With the
engine off, accumulator bleed down takes eight minutes. To bleed down
the accumulator sooner, turn the steering wheel to the right and to the
left. The accumulator is charged to 6900 kPa (1000 psi) with dry
Nitrogen.
1. Remove two bolts (6) and strap (2).
2. Disconnect fitting (4) and remove accumulator (3) from block (7).
NOTE: The following steps are for disassembly of the accumulator.
3. Remove cap (1) and the O-ring. Depress the valve core to remove all gas from the bladder.
Remove the valve core from the bladder.
4. Remove fitting (13) and nut (11) and exposed spacer (10) from foot valve (12).
5. Remove O-ring and washer from foot valve (12).
6. Push foot valve (12) into accumulator shell (3). Fold and remove anti-extrusion ring (14).
Remove foot valve (12) from the shell.
7. Remove nut (9) and push valve stem (8) into shell (3).
8. Remove bladder (15) from the shell.
NOTE: The following steps are for cleaning and inspection.
9. After disassembly, clean all parts with an approved cleaning solution such as stanisol, (stoddard
solvent) or Hydrosolv 4165 (8T7570) [available in U.S. and Canada only through the Caterpillar
parts system or your nearest Caterpillar Dealer in 208L (55 U.S. Gal.) drum]. Blow all parts dry
with air and place them where they will be free from dirt or other foreign material.
10. Check elastomer items for deterioration, abrasion marks, cracks, holes, bubbles or any similar
defects.
11. The bladder must be checked for leakage using the following procedure.
To prevent possible personal injury or damage to the bladder, do not

overinflate the bladder outside of the shell.
12. Install the valve core in the valve stem. Inflate to normal size .44 kPa (3 psi) maximum.
13. Using a soapy solution, check the bladder for leaks. If a leak is detected, the bladder must be
replaced with a new bladder.
14. After testing, deflate the bladder immediately. Remove valve core from valve stem.
NOTE: The following steps are for installation of the accumulator.
15. Expel all air from the bladder and fold longitudinally into a compact roll. Install the valve core
to retain this condition.
16. Coat the entire inside surface of the shell with clean hydraulic fluid.
17. Insert bladder (15) into shell (3). Install nut (9) on valve stem (8). Tighten nut (9) to a torque
of 50 ± 10 N·m (37 ± 7 lb.ft.). Install the O-ring and cap (1).
18. Pour a liberal amount (up to 10% of volume) of clean hydraulic fluid into the shell to lubricate
and cushion the bladder.
19. Install foot valve (12) into the shell. Fold anti-extrusion ring (14); pass the ring through the
opening in the shell and place in position internally with the steel collar at the shell mouth. Pull
foot valve (12) through anti-extrusion ring (14).
20. Install washer (16) and O-ring (17) on foot valve (12).
21. Install exposed spacer (10) and nut (11) on foot valve (12). Install fitting (13) on the foot
valve.
22. Position the accumulator (3) under the cab and connect fitting (4) to block (7).
23. Install strap (2) and two bolts (6).
24. To precharge the accumulator, refer to form no. SENR3489, Systems Operation, Testing and
Adjusting 12G, 120G, 130G and 140G Hydraulic System and Steering, Testing and Charging the
Accumulator.


Specifications

2G8020
SMCS - 4331-010
(1) 4J3961 Springs:
(2) 4J3957 Springs:


Specifications

8D9920 And 9D1275
SMCS - 4331-010
(1) 1D4753 Spring:
Test force ... 1272.1 ± 75.6 N (286 ± 17 lb.)



SENR36500025
Centershift Lock
SMCS - 5221-011; 5221-012
Remove Centershift Lock

valves.
To prevent personal injury, do not disconnect the air lines from the
centershift lock until the air pressure is zero.
2. Put identification on the air lines as to their location. Disconnect air lines (3) from the
centershift lock.
3. Remove bolts (2) that hold the housing. Remove housing (1) and the spring. Remove the
washers from inside the housing.
4. Hit the pin with a hammer to loosen it from lock bar (4).
5. Remove the pin and the housing from blade lift bar (8). Remove the O-ring seal from housing
(7).
6. Remove two seals (6) from the piston. Remove the bolts, the lock and cap (5) from the piston.
7. Remove the piston from the pin. Remove the O-ring seal from the pin.
8. Remove seals (9) from the housing.
Install Centershift Lock
1. Install O-ring seal (11) on pin (10). Install two seals (6) on piston (12) with tooling (B).
2. Put the piston in position on the pin. Install the cap, the lock and the bolts that hold the cap to
the pin. Bend the lock against the bolts.
Typical Example
3. Put a small amount of SAE 30 oil on the inside surface of housing (7) and on seal (6).
4. Put pin (11) in position in housing (7). Put the pin and the housing in position in the blade lift
bar. Install O-ring seal (13) in the housing.
5. Install spring (14) and the washers in housing (1). Put the spring and housing (1) in position on
housing (7).
NOTE: Install housing (1) with plug (15) toward the ground.
6. Install the bolts that hold housing (1) and housing (7) to the blade lift bar.
The bolts that hold housing (1) and housing (7) to the blade lift bar must
be tightened evenly (a thread or two at a time) so as not to cause
damage to housing (1) from which personal injury can be the result.
7. Connect air lines (3) to their correct locations on the centershift lock.



SENR36500026

SMCS - 5220-017; 5220-010

Typical Example
Typical Example
it.
on the handle.

Start By:
plungers.
End By:



SENR36500028
Centershift Lockplate Bushings

SMCS - 5221-010
Remove And Install Centershift Lockplate Bushing
Start By:
a. remove blade lift bar
Typical Example
1. Remove the bushings from lockplate (1) toward the front of the machine with tooling (A) for
12G, 130G, 140G. For the 120G, use tooling (C).
Typical Example
2. Lower the temperature of the new bushings to -21° C to -32° C (-6° F to -26° F). Install the
bushings in the lockplate with tooling (B) for 12G, 130G, 140G. For the 120G, use tooling (D).
NOTE: Some lockplate bushings can have replacements made with the blade lift bar in position
on the machine. It will be necessary to put the blade lift bar and centershift lock in a position away
from the bushing of which a replacement is to be made.
End By:
a. install blade lift bar



SENR36500030
Blade Centershift Cylinder

SMCS - 5229-010
Remove And Install Blade Centershift Cylinder

1. Lower the blade to the ground.
2. Fasten a hoist to cylinder (2). Remove bolts (1) that hold cap (3) on the rod end of cylinder (2).
Remove the cap and the insert from the ballstud.
3. Start the engine. Move the rod end of the cylinder away from the ballstud. Shut off the engine.
Remove the insert from the cylinder rod end.
4. Disconnect oil lines (4) and (5) from cylinder (2).
5. Remove bolts (6) and remove cap (7) from the cylinder. Remove the inserts from cap (7) and
cylinder (2). Remove blade centershift cylinder (2). The weight of the cylinder is 18 Kg (40 lbs.).
NOTE: The following steps are for installation of blade centershift cylinders.
6. Position blade centershift cylinder (2), inserts and cap (7) on machine and install bolts (6).
NOTE: Install 5P0960 Multipurpose Grease on the inside surfaces of the inserts and the ballstud.
7. Connect oil lines (4) and (5) to cylinder (2).
8. Start the engine. Move the cylinder rod end into position on the insert and ballstud. Position the
insert and cap (3) on the ballstud and install bolts (1). Be sure and install 5P0960 Multipurpose
Grease on the inside surfaces of the inserts and the ballstud.
9. Shut off the engine and remove the hoist.
10. Fill the hydraulic tank with oil to its correct level. See the Operation and Maintenance Manual.


Specifications

2G8020
SMCS - 5229-010
(1) 4J3961 Springs:
(2) 4J3957 Springs:



SENR36500026

SMCS - 5220-017; 5220-010

Typical Example
Typical Example
it.
on the handle.

Start By:
plungers.
End By:


Specifications
SENR34880017
Cylinder Groups
SMCS - 5220-017; 5220-010
Articulation (9T2447/9T8785 - 120G), (9T2453/9T8784 - 12G,

130G, 140G)
(1) Lubricate threads. Torque for bolt:
9T2447, 9T2453 ... 1000 ± 100 N·m (740 ± 75 lb ft)
9T8784, 9T8785 ... 775 ± 100 N·m (570 ± 75 lb ft)
(2) Lubricate threads with clean grease. Torque for head ... 600 ± 130 N·m (440 ± 95 lb ft)
(3) Put lubricant on lip of seals.
(4) Diameter of rod (new) ... 44.400 ± 0.038 mm (1.7480 ± .0015 in)
Bore of head (new) ... 44.78 ± 0.03 mm (1.763 ± .001 in)
(5) Bore of cylinder (new) ... 76.20 ± 0.08 mm (3.000 ± .003 in)
Blade Lift (9T2471 - 120G), (9T2472 - 12G, 130G, 140G)
120G ... 450 ± 70 N·m (330 ± 50 lb ft)
12G, 130G, 140G ... 775 ± 100 N·m (570 ± 75 lb ft)
(4) Diameter of rod (new):
120G ... 44.400 ± 0.038 mm (1.7480 ± .0015 in)
12G, 130G, 140G ... 50.750 ± 0.038 mm (1.9980 ± .0015 in)
Bore of head (new):
120G ... 44.78 ± 0.03 mm (1.763 ± .001 in)
12G, 130G, 140G ... 51.13 ± 0.03 mm (2.013 ± .001 in)
Blade Tip (9T2461 - 12G)
(1) Lubricate threads. Torque for bolt ... 450 ± 70 N·m (330 ± 50 lb ft)
Centershift (9T2374 - 120G), (9T2549 - 12G, 130G, 140G)
120G ... 450 ± 70 N·m (330 ± 50 lb ft)
12G, 130G, 140G ... 775 ± 100 N·m (570 ± 75 lb ft)
(4) Diameter of rod (new):
120G ... 44.400 ± 0.038 mm (1.7480 ± .0015 in)
12G, 130G, 140G ... 50.750 ± 0.038 mm (1.9980 ± .0015 in)
Bore of head (new):
120G ... 44.78 ± 0.03 mm (1.763 ± .001 in)
12G, 130G, 140G ... 51.13 ± 0.03 mm (2.013 ± .001 in)
NOTE: When cylinder group is installed, hand pack 2P9065 Lubricant between inserts and
ballstud.
Ripper (8J1658 - 12G, 130G, 140G)
(2) Lubricate crown threads and head with clean grease.
Torque for crown ... 480 + 270 - 000 N·m (350 + 200 - 000 lb ft)
(5) Bore of cylinder ... 101.60 + 0.13 - 0.05 mm (4.000 + .005 - .002 in)
Scarifier (9T2554, 9T6951)
(1) Lubricate threads. Torque for bolts:
9T2554 ... 570 ± 80 N·m (420 ± 60 lb ft)
9T6951 ... 800 ± 100 N·m (590 ± 75 lb ft)
(5) Bore of cylinder (new):
9T2554 ... 76.20 + 0.13 - 0.05 mm (3.000 + .005 - .002 in)
9T6951 ... 76.20 ± 0.08 mm (3.000 ± .003 in)
Sideshift (9T2483 - 12G)
Steering (9T2395 - LH) (9T2393 - RH)
(5) Bore of cylinder (new) ... 57.15 + 0.13 - 0.05 mm (2.250 + .005 - .002 in)
Wheel Lean


Specifications
SENR34880018
Cylinder Mounting
SMCS - 5220-017; 5220-010
Articulation (8W2877 - 120G), (8W2736 - 12G, 130G, 140G)
Use washers (1) as needed to level cylinder at case end.
Depth to install bearings from bottom face (both ends of cylinder).
Dimension D:
120G ... 7.92 ± 0.25 mm (.312 ± .010 in)
12G, 130G, 140G ... 7.14 ± 0.25 mm (.281 ± .010 in)
NOTE: Do not use impact type driver to install bearings.
Blade Lift
(1) Torque for eight bolts ... 130 ± N·m (95 ± 5 lb ft)
(2) When cylinder group is installed, hand pack 2P9065 Lubricant between inserts and ballstud.
NOTE: Assemble seal with lip toward the inside of cap assembly.
Wheel Lean
Assemble to Dimension A between leaning arm and retainer.
Dimension A ... 0.8 mm (.03 in) minimum.



SENR36500013
Steering Cylinders
SMCS - 4303-010
Remove And Install Steering Cylinders
1. Disconnect oil lines (4) from the steering cylinder.
2. Remove bolt (2). Remove pin (1) that holds the cylinder to the front axle.
3. Fasten a hoist to the cylinder.
4. Remove the cotter pin from nut (3) and the pin. Loosen nut (3). Loosen the pin from its taper.
Remove nut (3).
5. Remove steering cylinder (5). The weight of the steering cylinder is 19 Kg (42 lbs.).
NOTE: The following steps are for installation of the steering cylinders
6. Fasten a hoist to the steering cylinder. Put steering cylinder (5) in position on the front axle and
the wheel spindle housing. Install the pin (1) that holds the cylinder (5) to the front axle. Install the
bolt (2) that holds the pin.
7. Install nut (3) on the pin. Tighten the nut to a torque of 140 ± 14 N·m (105 ± 10 lb.ft.). Always
tighten the nut (3) to put the cotter groove (slot) in alignment with the hole in the pin. Remove the
hoist.
8. Connect oil lines (4) to their correct locations on the cylinder (5).
9. Fill the hydraulic tank with oil to its correct level. See the Maintenance Manual.
10. The following procedure must be used to make a toe-in adjustment for the front wheels.
a. Lift front wheels off ground. Install lockpin in tie bar of wheel lean.
b. Rotate the wheel to put a mark around the center of the tread on each tire.
c. Measure the distance from the mark on one tire to the mark on the other tire at both the front
and at the rear of the tires. Toe-in is correct when measurement at the front tires is 3.0 to 6.3 mm
(.12 to .25 in.) less than the measurement at the rear of the tires.
d. Make the toe-in adjustment if needed. Loosen nut (7) and the nut in the clamp in the other side
of tie rod (6). Rotate tie rod (6) in the direction needed to get the correct toe-in for the front
wheels. When the toe-in adjustment is correct, tighten the nuts (7) in the clamps on tie rod (6).
Adjustment For The Lengths Of The Rods In The Steering

Cylinders When The Toe-In For The Front Wheels Is
Correct:
a. Lift front wheels off ground. Install lock pin in tie bar.
b. Loosen locknut (9) and turn cylinder rod (8) on the threads of the ball socket (10) as far as
possible. Do the same with the cylinder rod and ball socket on the right side.
c. Steer the wheels for a maximum turn to the left and hold the steering wheel in that position.
checks are made.
d. Turn the right hand cylinder rod to extend the socket until the stop on the left spindle housing
(12) is in contact with left hand stop (11) on the axle (grind the stop surfaces if necessary to give
maximum contact area), then turn the cylinder rod six more complete turns [10.9 mm (.43 in.)],
and tighten locknuts (9) 340 ± 40 N·m (250 ± 30 lb.ft.).
e. Turn the steering wheel to move the front wheels to a position of maximum right turn, and hold
the steering wheel in this position.
checks are made.
f. Turn the left hand cylinder rod to extend the socket until the stop on the right spinde housing is
in contact with the right hand stop on the axle (grind the stop surfaces if necessary to give
maximum contact area), then turn the cylinder rod six more complete turns [10.9 mm (.43 in.)],
and tighten locknut (9) to 340 ± 40 N·m (250 ± 30 lb.ft.).



SENR36500020
Wheel Lean Cylinder

SMCS - 5211-010
Remove And Install Wheel Lean Cylinder

1. Install the lock pin in the wheel lean bar and the front axle.
To prevent personal injury, do not disconnect any lines from the wheel
lean cylinder until the lockpin is installed.
2. Disconnect oil lines (4) from cylinder (3). Remove the nut and bolt (5). Remove lock (6) from
the groove in the wheel lean arm. Remove bolt (8) and retainer (7). Remove bolts (2) and the lock.
3. Fasten a hoist to the cylinder.
Typical Example
4. Remove pin (9) from the wheel lean cylinder (3).
To prevent personal injury, do not remove pin (9) from wheel lean arm
(11).
5. Remove pin (1). Remove wheel lean cylinder (3). Weight is 25 Kg (55 lb.).
NOTE: The following steps are for installation of the wheel lean cylinder.
6. Fasten a hoist to the cylinder (3). Put wheel lean cylinder (3) in position on the front axle.
Install pin (1) that holds the cylinder to the front axle. Install the lock and bolts (2).
7. Install pin (9) that holds cylinder (3) to the wheel lean arm (10). Install the lock (6) in the pin
(9). Install the bolt and nut (5) that hold lock (6). Tighten the bolt to a torque of 250 ± 14 N·m
(185 ± 10 lb.ft.).
8. Install retainer (7) and the bolt (8) on pin (9). Connect oil lines (4) to their correct locations on
the cylinder. Remove the lock pin from the wheel lean bar and the front axle.



SENR36500022
Blade Lift Cylinders

SMCS - 5102-010
Remove And Install Blade Lift Cylinders
1. Lower the blade to the ground. Put identification on the oil lines as to their location. Remove oil
lines (2) from the cylinder (1).
2. Remove bolts (4) that hold the cap and the insert to the rod end of the cylinder. Remove the cap
and the insert.
3. Fasten a hoist to the cylinder (1). Remove four bolts (3) that hold the caps (5) to the blade lift
arm.
4. Remove blade lift cylinder (1). Weight is 69 Kg (152 lbs.).
5. Remove caps (5) from the blade lift cylinder. Remove the bearings and seals (6) from the caps.
NOTE: The following steps are for installation of the blade lift cylinders.
6. Put caps (5) in position on a press. Install the bearings with tooling (A).
NOTICE
Tooling (A) and a press must be used when bearings are installed to
prevent damage.
7. Install a new seal (6) in each cap (5) with tooling (A). Install the seals with the lip toward the
inside of the cap. Install caps (5) on the cylinder (1).
8. Fasten a hoist to the cylinder. Put cylinder (1) in position on the machine. Install the insert
between the cylinder rod and the ballstud. Install the insert and the cap. Install the bolts (4) and the
lockwashers that hold the cap to the cylinder rod.
9. Install the four bolts and the lockwashers that hold caps (5) to the blade lift arm. Tighten the
bolts to a torque of 130 N·m (95 ± 5 lb.ft.).
10. Install oil lines (2) to their correct locations on the cylinder (1).
11. Fill the hydraulic tank with oil to its correct level.



SENR36500023
Ball And Socket Joint Inserts

SMCS - 5102-010
Remove And Install Ball And Socket Joint Inserts
1. Remove bolts (5) and cap (4) from the blade lift cylinders or the blade centershift cylinder.
Remove insert (3) from cap (4).
2. Start the engine. Move the cylinder rod free of the ballstud (6) and insert (2). Remove insert (2).
Shut off the engine.
NOTE: The following steps are for installation.
3. Put 5P960 Multipurpose Grease on the inside surfaces of inserts (2) and (3) and on ballstud (6).
4. Put new insert (2) in position on ballstud (6). Start the engine. Move cylinder rod (1) in position
on insert (2) and ballstud (6).
5. Put insert (3) and cap (4) in position under the ballstud. Install the bolts (5) and washers that
hold the cap (4) to the cylinder rod.



SENR36500029
Blade Sideshift Cylinder

SMCS - 5229-010
Remove And Install Blade Sideshift Cylinder (If so equipped)

NOTE: Illustrations shown are of a 12G.
1. Extend the blade to the right.
2. Remove the pin that holds cylinder rod (1) to bracket (3) on blade (2).
3. Retract the rod (1) into the cylinder. Put blocks (4) in position between rod (1) and bracket (3).
4. Move the blade far enough to the right to get access to the blade sideshift cylinder.
5. Put floor jack (11) in position under sideshift cylinder (12).
6. Disconnect two oil lines (5) on the sideshift cylinder (12).
7. Remove bolt and nut (15). Remove pin (14) from bracket (10).
8. Fasten a hoist to bracket (10). Remove cotter pin (16) and nuts (17) and (6). Remove bracket
(10). The weight of bracket (10) is 29 Kg (64 lbs.). Make a note of the washers (13) between the
bracket (10) and beam (7) during removal.
9. Remove the sideshift cylinder (12) from machine. The weight of the cylinder is 34 Kg (75 lbs.).
NOTE: The following steps are for installation of the sideshift cylinders.
10. Put sideshift cylinder (12) in position on floor jack (11). Position the cylinder under the circle
assembly with floor jack (11).
11. Install washers (13) on the shaft (if removed). Fasten a hoist to bracket (10) and position it on
the machine. Install nut (17). Tighten nut to 0.00 mm (.000 in.) clearance. Back off one slot and
install cotter pin (16).
NOTE: Use washers (13) between bracket (10) and beam (7) of the circle assembly, to achieve
clearance of 1.8 mm (.070 in.) maximum.
12. Install nut (6) and tighten to a torque of 1625 ± 55 N·m (1200 ± 40 lb.ft.).
13. Install pin (14) and bolt and nut (15) thru pin (14) and bracket (10).
14. Connect two oil lines (5) to the sideshift cylinder (12).
15. Remove 3 bolts (9) and plate (8).
16. Extend side shift cylinder to the right. Fasten a chain (18) to the rod end (1) and bracket (3).
Pull blade (2) into position in bracket (10).
17. Install strip (20) and shims (19) into bracket (10). Shim as required to obtain a clearance of
0.13 to 0.90 mm (.005 to .035 in.). Install plate (8) and bolts (9) on bracket (10).
NOTE: To find minimum clearance, sideshift blade (2) through the full range with shims divided
equally as possible between top strip (20) and bottom strip (21).
18. Remove chain (18) and position rod end (1) of sideshift cylinder into bracket (3).
19. Install the pin that holds the rod end (1) to bracket (3). Install the bolt and the nut that holds
the pin to bracket (3).
20. Fill the hydraulic tank to the correct level. See the Operation and Maintenance Manual.



SENR36500030
Blade Centershift Cylinder

SMCS - 5229-010
Remove And Install Blade Centershift Cylinder

2. Fasten a hoist to cylinder (2). Remove bolts (1) that hold cap (3) on the rod end of cylinder (2).
Remove the cap and the insert from the ballstud.
3. Start the engine. Move the rod end of the cylinder away from the ballstud. Shut off the engine.
Remove the insert from the cylinder rod end.
4. Disconnect oil lines (4) and (5) from cylinder (2).
5. Remove bolts (6) and remove cap (7) from the cylinder. Remove the inserts from cap (7) and
cylinder (2). Remove blade centershift cylinder (2). The weight of the cylinder is 18 Kg (40 lbs.).
NOTE: The following steps are for installation of blade centershift cylinders.
6. Position blade centershift cylinder (2), inserts and cap (7) on machine and install bolts (6).
7. Connect oil lines (4) and (5) to cylinder (2).
8. Start the engine. Move the cylinder rod end into position on the insert and ballstud. Position the
insert and cap (3) on the ballstud and install bolts (1). Be sure and install 5P0960 Multipurpose
Grease on the inside surfaces of the inserts and the ballstud.
9. Shut off the engine and remove the hoist.



SENR36500031
Blade Tip Cylinder

SMCS - 5106-010
Remove And Install Blade Tip Cylinder (If So Equipped)
1. Extend cylinder (2). Remove oil lines (7) and (8) from the cylinder (2). Fasten a hoist to the
cylinder.
2. Remove cotter pin (3) from pin (6). Remove pin (6) from the cylinder (2) and circle (1).
3. Remove bolt (4) from pin (5). Remove pin (5) from the cylinder and the blade assembly.
4. Remove blade tip cylinder (2). Weight is 33.5 Kg (74 lbs.).
NOTE: The following steps are for installation of the blade tip cylinder.
5. Fasten a hoist to the cylinder (2). Put blade tip cylinder (2) in position on circle (1) and the
blade.
6. Install two pins (5) and (6) that hold the cylinder (2) on the machine. Install bolt (4) that holds
the pin (5) to the blade. Install cotter pin (3) that holds the pin (6) to the circle (1).
7. Connect oil lines (7) and (8) to their correct locations on the cylinder.



SENR36500046
Articulation Cylinders
SMCS - 7058-010
Remove And Install Articulation Cylinders
Start By:
a. remove battery box
NOTE: It is not necessary to remove the battery box for all 130G machines.
1. Position block (4) to support hydraulic tank (3).
2. Remove bolts (1) and (5). Remove hydraulic tank support assembly (2).
3. Disconnect two oil lines (10).
4. Fasten a hoist to cylinder (7).
5. Remove bolt and two washers (9) and (12).
6. Install tool (A) and remove pins (6) and (8).
7. Remove articulation cylinder (7). The weight of the cylinder is 27 Kg (60 lb.). Make note of the
washers (11) for installation.
NOTE: The following steps are for installation of the articulation cylinders.
8. Position cylinder (7) and install pin (6). Install pin (8) and use washers (11) to level cylinder
(7).
9. Install bolts and two washers (9) and (12).
10. Connect two oil lines (10).
11. Position hydraulic tank support (2) and install bolts (1) and (5).
12. Remove block (4) from under hydraulic tank (3).
13. Fill the hydraulic tank with oil to its correct level. See the Operation And Maintenance
Manual.
End By:
a. install battery box



SENR36500047
Hydraulic Cylinders
SMCS - 4303; 5102; 5106; 5211; 5223; 5229; 7058-015; 7058-016
Disassemble Hydraulic Cylinders
For information about this tool make contact with:
*Wolff Mfg. Co.

1611 Adrian Rd.
Burlingame, CA 94010
Start By:
a. remove steering, wheel lean, blade lift, blade centershift, blade sideshift, blade tip or
articulation cylinder
NOTE: Some machines are not equipped with blade sideshift or blade tip cylinders.
1. Remove the seals and the bearings from the cylinder rod and the cylinder, if the cylinder is so
equipped.
2. Fasten a hoist to the cylinder. Put the cylinder in position on tool (A) with the oil openings
down.
3. Remove head (2) from the cylinder (3) with tooling (B).
4. Remove cylinder (3) from over the head (2), piston (4), and rod (1).
5. Remove the bolt (6) and washer (5) from the rod (1).
6. Remove piston (4) from the rod (1).
7. Remove head (2) from the rod (1).
8. Remove seal assembly (8) and ring (7) from the piston (4).
9. Remove seal (9) and ring (10) from head (1). Remove seals (12), (13) and (14) from head (1).
Remove ring (11) from the head.
NOTE: Ring (11) is not used in the steering cylinders.
10. Inspect all parts and install new parts as needed.
Assemble Hydraulic Cylinders
*Wolff Mfg. Co.

1611 Adrian Rd.
Burlington, CA 94010
1. Put SAE 10 oil on the seals. Use tool (C) and install seals (12), (13), (14) and ring (10) in head
(1).
NOTE: Install seal (13) with the lip toward the inside of the head. Install seal (12) with the lip
toward the outside of the head.
NOTE: Ring (11) is not used on the steering cylinders.
2. Install ring (10) and seal (9) with the ring toward the outside of the head.
3. Install ring (7) and seal (8) on piston (4).
NOTE: Tooling (D) can be used to make the seal larger so it will go over the piston.
4. Position head (2) and piston (4) on rod (1).
5. Put 2P2506 Thread Lubricant on the threads of the bolt. Install the washer (5) and the bolt in
rod (1). Tighten the bolt to 570 ± 80 N·m (420 ± 50 lb.ft.).
6. Lubricate threads with clean grease and tighten head (3) to a torque of 600 ± 130 N·m (440 ± 95
lb.ft.).
7. Fasten a hoist to the cylinder. Remove the cylinder from tooling (A).
8. If the cylinder is equipped with seals and bearings, install a new seal in each end of the cylinder
with tooling (F).
NOTE: Install the seals with the lips even with, and toward the outside surface of the cylinder.
9. Install a new bearing in each end of the cylinder with tooling (E).
NOTE: Install the bearing so it just makes contact with the seal.
NOTICE
Tooling (E) must be used to install the bearings to prevent damage.
10. Install another seal in each end of the cylinder in the same manner outlined in Step (8).
NOTICE
Install the seals with the lips in the same direction that the pin is
installed in to prevent damage to the lips.
End By:
a. install steering, wheel lean, blade lift, blade centershift, blade sideshift, blade tip, or articulation
cylinder


Specifications
SENR34880003
Pump Drive
SMCS - 4303; 5102; 5106; 5211; 5223; 5229; 7058-015; 7058-016
(1) Torque for eight bolts ... 55 ± 7 N·m (41 ± 5 lb ft)
(2) Torque for nut on pump shaft ... 180 ± 14 N·m (135 ± 10 lb ft)
NOTE: Apply 2P2506 Thread Lubricant to taper and threads.


Specifications
SENR34880022
Circle Drive Group

SMCS - 4303; 5102; 5106; 5211; 5223; 5229; 7058-015; 7058-016
(1) Torque for seven bolts in motor group ... 68 ± 7 N·m (50 ± 5 lb ft)
(2) Use shims as required to obtain preload on bearings (3) Bearing preload ... 0.00 to 0.13 mm
(.000 to .005 in)
(4) Torque for nine locknuts ... 270 ± 25 N·m (200 ± 18 lb ft)
(5) Torque for four nuts ... 400 ± 27 N·m (300 ± 20 lb ft)
(6) Torque for nut ... 325 ± 27 N·m (240 ± 20 lb ft)
(7) Rubber toric rings and all surfaces contacting them must be cleaned and dry at assembly.
Apply a thin film of oil to contacting surfaces of seals at assembly.


Specifications
SENR34880023
Circle Drive With Slip Clutch Group (Attachment)

(5T0570 - 12G, 120G, 130G, 140G)
SMCS - 4303; 5102; 5106; 5211; 5223; 5229; 7058-015; 7058-016
(.000 to .005 in)
(5) Torque for three bolts ... 130 ± 7 N·m (95 ± 5 lb ft)
(8) 6G6122 Belleville Disc Spring:
Assembled height ... 10.63 mm (.419 in)
Load at assembled height ... 98.490 ± 19.700 N·m (72.600 ± 14.500 lb ft)
Free height after load ... 12.94 mm (.509 in)
Outside diameter ... 150.11 ± 0.25 mm (5.910 ± .010 in)
Procedure To Preload Disc Pack (9)
1. Remove three bolts (5) and plate (6).
2. Measure from top of spacer (7) to top of shims (4). The top of spacer (7) must be 1.5 to 1.65
mm (.060 to .065 in) above top of shims (4).
3. Remove or install correct number of shims (4) for correct dimension.
4. Install plate (6) and tighten three bolts (5) to 130 ± 7 N·m (95 ± 5 lb ft).



SENR36500034
Circle Drive Motor

SMCS - 5058-016; 5058-010; 5058-015
Remove And Install Circle Drive Motor
1. Drain the oil from the circle drive.
2. Put identification on oil lines (1) and (2) as to their location on the circle drive motor.
Disconnect oil lines.
3. Remove bolts (3) that hold the circle drive motor to the circle drive. Remove circle drive motor
(4).
4. Inspect the O-ring seal on the circle drive motor and make a replacement if damaged.
5. Put the circle drive motor (4) in position and install four bolts.
6. Install two oil lines (1) and (2).
7. Fill the circle drive to the correct level.
Disassemble Circle Drive Motor
Start By:
a. remove circle drive motor
1. Remove seven bolts (1) and cover (2) from housing. Remove O-ring seal from cover.
2. Remove inner plate (4) and outer plate (3) from assembly.
3. Remove seal (5) from inner plate.
4. Remove manifold (6) from motor assembly.
5. Remove plate (7) from motor assembly.
6. Remove inner rotor (10), seven pins (9) and outer rotor (8).
8. Remove bearing assembly (12) and link (13) from motor assembly.
9. Remove sleeve (14) and shaft (15) from housing assembly.
10. Turn housing assembly (17) over and remove seal (16).
11. Remove snap ring (18) from housing with tooling (A).
12. Remove spacer (21), washer (20) and seal (19) from housing assembly (17).
13. Remove bearing (22) from housing (17).
14. Remove bearings (23), (24) and races (25) from housing with tooling (B). Remove the seal
ring from housing (17).
Assemble Circle Drive Motor
1. Install bearing (24) and two races (25) in position in housing (17).
2. Install bearing (23) in housing (17) with tooling (B). The bearing depth from surface "X" must
be 61.21 mm (2.410 in.).
3. Install bearing (22) to a depth of 2.54 mm (.100 in.) from surface "X".
4. Install seal (19), washer (20) and spacer (21) in position in housing.
5. Install snap ring (18) in position in housing with tool (A).
6. Install seal (16) with tooling (B).
7. Inspect O-ring seal (26) and make a replacement if necessary. Install seal (26).
8. Install shaft (15) in housing assembly.
9. Install link (13) and bearing (12).
10. Install plate (11) in position on bearing (12).
11. Install the inner rotor (10) on link. Install outer rotor (8) and seven pins (9).
12. Install plate (7) on rotor assembly.
13. Install manifold (6) on plate.
14. Inspect seal (5) for wear or damage and install on inner plate (4).
15. Install inner plate assembly (4) and outer plate (3) in position on assembly.
16. Install sleeve (14) in position on housing.
17. Install the O-ring seal on cover (2). Put cover in position on sleeve and install seven bolts (1).
Tighten bolts to a torque of 70 ± 7 N·m (50 ± 5 lb.ft.).
End By:
a. install circle drive motor



SENR36500035
Circle Drive
SMCS - 5207-015; 5207-016; 5207-011; 5207-012
Remove Circle Drive
Start By:
Typical Example
1. Remove plug (5). Drain the oil from the circle drive housing. Put the plug in position in the housing.
2. Remove nuts (4) and washers.
3. Bend the lock away from nut (3). Remove nut (3), the lock, spacer (2) and the O-ring seal from the shaft.
Typical Example
4. Remove bolts (7) and washers that hold the housing to the circle drawbar.
5. Remove three bolts (6) that hold cover to the circle drive housing.
Typical Example
6. Install tooling (A) and a hoist to the circle drive housing.

7. Lift circle drive (8) away from the drawbar far enough to remove pinion (3) from the shaft and from engagement in the circle.
8. Remove pinion (3). Remove circle drive (8). Weight of the circle drive is 97 Kg (215 lb.).
Typical Example
9. Remove thrust washer (9) from pinion.

10. Remove Duo-Cone seal (10) from pinion.
Typical Example
11. Remove Duo-Cone seal (11) from circle drive pinion.
Install Circle Drive
NOTE: See the topic, Duo-Cone seals, (Conventional) before installing any of the Duo-Cone seals.
1. Make sure the Duo-Cone seals for the pinion and the circle drive housing are clean and dry. Make sure all the metal surfaces, with which the seals
make contact, are clean and dry.
Typical Example
Typical Example
2. Install the Duo-Cone seals in circle drive housing (8) and the pinion (1) with tooling (B).
3. Install thrust washer (9) on the face of pinion (1).
4. Put a small amount of oil on the surfaces of the Duo-Cone seals that make contact with each other.
Typical Example
5. Install tooling (A) and a hoist on the circle drive housing (8).
6. Put circle drive housing (8) in position over the circle drawbar. Install pinion (1) on the shaft of the circle drive and on the circle. Lower the circle
drive on to the drawbar.
7. Remove the hoist and tooling (A) from circle drive housing. Install three bolts in housing.
Typical Example
8. Lubricate bore lightly with lubricant being sealed. Install O-ring seal (13), spacer (2), lock (14) and nut (3) on the shaft of the circle drive. Tighten
nut (3) to a torque of 325 ± 27 N·m (240 ± 20 lb.ft.). Bend lock (14) across the flat surface of nut (3).
9. Install nuts (4) and washers on studs (12). Tighten the nuts to a torque of 390 ± 25 N·m (290 ± 20 lb.ft.).
10. Install the bolts that hold the circle drive to the circle drawbar from the top.
11. Fill the circle drive housing to its correct level.
End By:
Disassemble Circle Drive
Start By:
a. remove circle drive
1. Put the circle drive in position on blocks as shown. Remove four nuts (1), retainer housing (2) and shims from housing assembly.
2. Remove bearing cup (3) from retainer housing.
3. Remove five bolts (5) and cover (4). Remove coupling (6) and the worm gear with bearings.
4. Remove bearing (7) from cover (4).
5. Remove bearings (8) and (10) from worm (9) with tooling (A).
6. Remove gear (11) and shaft (12) as a unit.
7. Remove bolts (13) that hold the gear to the shaft. Remove the gear from the shaft.
8. Remove thrust washer (14) and bearing (15) from housing.
9. Remove the bearing cup from housing (16) with tooling (B).
Assemble Circle Drive
1. Lower the temperature of bearing cup (17). Install the cup in the housing (16).
2. Install the bearing in housing (16) with tooling (C) to a depth of 2.0 ± 0.5 mm (.079 ± .020 in.) below the surface of housing (1).
3. Put gear (11) in position on shaft (12). Install the gear with the deeper side toward the flange on the shaft.
4. Install the nuts, washers and bolts that hold gear (11) to shaft (12). Tighten bolts to a torque of 270 ± 25 N·m (200 ± 20 lb.ft.).
5. Put thrust washer (14) in position in the housing.
6. Put the shaft and gear assembly (17) in position in housing (16).
7. Heat bearings (7) and (9) to a maximum temperature of 135° C (275° F).
8. Install bearings (8) and (10) on worm (9).
9. Put worm (9) and the bearings in position in housing (16). Make sure bearing (10) is in contact with the bearing cup in housing (16).
10. Lower the temperature of bearing cup (3) and install in the retainer housing (2).
11. Put retainer housing (2) in position on the circle drive housing. Do not install the O-ring seal or the shims. Install the nuts that hold the carrier
housing to the circle drive housing.
12. Install tooling (D) on the carrier housing and against worm (9). Tighten nuts (1) evenly while worm (9) is moved. Tighten nuts (1) until the shaft
end play is zero. Measure the distance between retainer housing (2) and the circle drive housing with a feeler gauge. Remove retainer housing (2) and
tooling (D).
13. Torque nut (1A) to 20 N·m (15 lb ft) and nut (1B) to 40 N·m (30 lb ft). Then, torque nut (1A) to 80 N·m (60 lb ft) and nut (1B) to 80 N·m (60 lb
ft). Rotate the worm 3 revolutions then back off the nuts. Torque nut (1A) to 20 N·m (15 lb ft) and nut (1B) to 40 N·m (30 lb ft) and then torque nut
(1A) to 40 N·m (30 lb ft). Rotate the worm 3 revolutions. Torque nut (1A) to 40 N·m (30 lb ft) and nut (1B) to 40 N·m (30 lb ft). Measure the average
gap between the housing and adapter at the locations being torqued. Subtract 0.145 ± 0.065 N·m (0.107 ± 0.05 lb ft) to obtain the desired shim pack
thickness.
14. Install coupling (6) on worm shaft.
15. Install the bearing in cover (4), for the circle drive housing, with tool (C). Inspect, and make an O-ring seal replacement if necessary. (Lubricate
bore lightly with lubricant being sealed).
16. Put cover in position on the circle drive housing and install five bolts.
End By:
a. install circle drive
Disassemble Circle Drive With Slip Clutch
Start By:
1. Put circle drive on blocks as shown. Remove four nuts (1), the lock washers, bracket (2) from circle drive housing (3).
2. Remove O-ring (5) and bearing cup (4) from bracket (2). Remove shims (6) from the bracket.
3. Remove bolts (7), cover (8) and the O-ring from bracket (2). Remove coupling (9) and the worm assembly from the housing.
4. Remove bearings (10) and (12) from worm (11) with tool (A).
6. Remove three bolts (14) and washers. Remove plate (15).
7. Remove shims (17), spacer (16). Remove spring (18) and spacer (19).
8. Remove clutch discs (20).
9. Remove spacer (21), gear (22) and shaft (23).
10. Remove thrust washer (24) and bearing (25) from housing (3).
11. Remove bearing cup (26) from housing (3) with tool (B).
Assemble Circle Drive With Slip Clutch
1. Lower the temperature of bearing cups (25) and (26). Install bearing cup (26) in housing (3).
2. Install bearing cup (25) in housing (3) with tool (C) to a depth of 2.0 ± 0.5 mm (.079 ± .020 in.) below the surface of housing (3).
3. Put thrust washer (24) in position on housing (3).
4. Install shaft (23), gear (22) and spacer (21) in the housing.
5. Install clutch discs (20). Be sure and install disc with internal spline first, then alternate the discs.
6. Install spacer (19) on disc (20). Install spring (18) and spacer (16).
7. Install shims (17) until shims are 1.5 to 1.65 mm (.060 to .065 in.) below the top of spacer (16).
8. Install plate (15) and three bolts (14) and washers. Tighten the bolts to a torque of 130 ± 7 N·m (95 ± 5 lb.ft.).
10. Install bearings (10) and (12) on worm (11). Install the worm assembly into housing (3).
11. Lower the temperature of bearing cup (13). Install bearing cup (13) in cover (8) with tool (C).
12. Lower the temperature of bearing cup (4). Install bearing cup (4) in bracket (2).
13. Put bracket (2) in position on the circle drive housing (3). Note: do not install O-ring seal (5) or shims (6) on bracket (2).
14. Install tool (D) on bracket (2) and against worm (11). Install nuts (1) and tighten evenly while worm (11) is moved. Tighten nuts (1) until the
worm end play is zero.
15. Measure the distance between bracket (2) and circle drive housing (3) with a feeler gauge (27). Remove bracket (2) and tooling (D).
16. Install correct amount of shims on bracket (2) to give a preload dimension of .00 to .13 mm (.00 to .005 in.).
17. Install O-ring seal (5) on bracket (2).
18. Install the O-ring in the circle drive housing. Position cover (8) and install bolts (7). Install coupling (9) on worm (11).
19. Position bracket (2) on circle drive housing (3). Install lockwashers and nuts (1).
End By:



SENR36500037
Pump Drive
SMCS - 3108-010
Remove And Install Pump Drive
1. Remove two bolts (1). Remove four bolts (2). Remove two guards (3).
2. Remove four bolts (4). Remove four bolts (6). Remove pump drive (5).
3. If necessary, remove four bolts (7) and four bolts (10) and remove spider and bearing (8) and
(9).
NOTE: The following steps are for installation of the pump drive.
4. Position spider and bearing (8) and (9) on pump drive (5). Apply 2P2506 Thread Lubricant to
threads and install bolts (7) and (10). Tighten bolts (7) and (10) to a torque of 55 ± 7 N·m (41 ± 5
lb.ft.).
5. Put pump drive in position between the yoke on the hydraulic pump and the yoke on the engine.
6. Install bolts (4) and (6). Tighten the bolts to a torque of 55 ± 7 N·m (41 ± 5 lb.ft.).
7. Put guards (3) in position over the pump drive and on the frame. Install bolts (2) that hold
guards (3) to the frame. Install bolts (1) that hold the guards to each other.



SENR36500022

SMCS - 5102-010
and the insert.
arm.
NOTICE
prevent damage.



SENR36500047
Hydraulic Cylinders
SMCS - 4303; 5102; 5106; 5211; 5223; 5229; 7058-015; 7058-016
*Wolff Mfg. Co.

1611 Adrian Rd.
Start By:
equipped.
down.
*Wolff Mfg. Co.

1611 Adrian Rd.
(1).
lb.ft.).
with tooling (F).
NOTICE
NOTICE
End By:
cylinder


Specifications
SENR34880011
Priority Valve
SMCS - 4303; 5102; 5106; 5211; 5223; 5229; 7058-015; 7058-016
(1) Torque for setscrews ... 8.5 ± 1.2 N·m (75 ± 10 lb in)
(2) Torque for plugs ... 70 ± 14 N·m (50 ± 10 lb ft)
(3) Torque to install relief valve ... 45 ± 10 N·m (33 ± 7 lb ft)
(4) Setscrew for maximum steering pressure
Pressure setting ... 17 200 kPa (2500 psi)
NOTE: Turn setscrew in to increase and out to decrease pressure setting.



SENR36500029
Blade Sideshift Cylinder

SMCS - 5229-010
Remove And Install Blade Sideshift Cylinder (If so equipped)

NOTE: Illustrations shown are of a 12G.
1. Extend the blade to the right.
2. Remove the pin that holds cylinder rod (1) to bracket (3) on blade (2).
3. Retract the rod (1) into the cylinder. Put blocks (4) in position between rod (1) and bracket (3).
4. Move the blade far enough to the right to get access to the blade sideshift cylinder.
5. Put floor jack (11) in position under sideshift cylinder (12).
6. Disconnect two oil lines (5) on the sideshift cylinder (12).
7. Remove bolt and nut (15). Remove pin (14) from bracket (10).
8. Fasten a hoist to bracket (10). Remove cotter pin (16) and nuts (17) and (6). Remove bracket
(10). The weight of bracket (10) is 29 Kg (64 lbs.). Make a note of the washers (13) between the
bracket (10) and beam (7) during removal.
9. Remove the sideshift cylinder (12) from machine. The weight of the cylinder is 34 Kg (75 lbs.).
NOTE: The following steps are for installation of the sideshift cylinders.
10. Put sideshift cylinder (12) in position on floor jack (11). Position the cylinder under the circle
assembly with floor jack (11).
11. Install washers (13) on the shaft (if removed). Fasten a hoist to bracket (10) and position it on
the machine. Install nut (17). Tighten nut to 0.00 mm (.000 in.) clearance. Back off one slot and
install cotter pin (16).
NOTE: Use washers (13) between bracket (10) and beam (7) of the circle assembly, to achieve
clearance of 1.8 mm (.070 in.) maximum.
12. Install nut (6) and tighten to a torque of 1625 ± 55 N·m (1200 ± 40 lb.ft.).
13. Install pin (14) and bolt and nut (15) thru pin (14) and bracket (10).
14. Connect two oil lines (5) to the sideshift cylinder (12).
15. Remove 3 bolts (9) and plate (8).
16. Extend side shift cylinder to the right. Fasten a chain (18) to the rod end (1) and bracket (3).
Pull blade (2) into position in bracket (10).
17. Install strip (20) and shims (19) into bracket (10). Shim as required to obtain a clearance of
0.13 to 0.90 mm (.005 to .035 in.). Install plate (8) and bolts (9) on bracket (10).
NOTE: To find minimum clearance, sideshift blade (2) through the full range with shims divided
equally as possible between top strip (20) and bottom strip (21).
18. Remove chain (18) and position rod end (1) of sideshift cylinder into bracket (3).
19. Install the pin that holds the rod end (1) to bracket (3). Install the bolt and the nut that holds
the pin to bracket (3).
20. Fill the hydraulic tank to the correct level. See the Operation and Maintenance Manual.



SENR36500047
Hydraulic Cylinders
SMCS - 4303; 5102; 5106; 5211; 5223; 5229; 7058-015; 7058-016
*Wolff Mfg. Co.

1611 Adrian Rd.
Start By:
equipped.
down.
*Wolff Mfg. Co.

1611 Adrian Rd.
(1).
lb.ft.).
with tooling (F).
NOTICE
NOTICE
End By:
cylinder


Specifications

8D9920 And 9D1275
SMCS - 4303; 5102; 5106; 5211; 5223; 5229; 7058-015; 7058-016
(1) 1D4753 Spring:
Test force ... 1272.1 ± 75.6 N (286 ± 17 lb.)



SENR36500004

SMCS - 5235-010

Check Valves
valves.
hold it.
hold it.



SENR36500025
Centershift Lock
SMCS - 5221-011; 5221-012
Remove Centershift Lock

valves.
To prevent personal injury, do not disconnect the air lines from the
centershift lock until the air pressure is zero.
2. Put identification on the air lines as to their location. Disconnect air lines (3) from the
centershift lock.
3. Remove bolts (2) that hold the housing. Remove housing (1) and the spring. Remove the
washers from inside the housing.
4. Hit the pin with a hammer to loosen it from lock bar (4).
5. Remove the pin and the housing from blade lift bar (8). Remove the O-ring seal from housing
(7).
6. Remove two seals (6) from the piston. Remove the bolts, the lock and cap (5) from the piston.
7. Remove the piston from the pin. Remove the O-ring seal from the pin.
8. Remove seals (9) from the housing.
Install Centershift Lock
1. Install O-ring seal (11) on pin (10). Install two seals (6) on piston (12) with tooling (B).
2. Put the piston in position on the pin. Install the cap, the lock and the bolts that hold the cap to
the pin. Bend the lock against the bolts.
Typical Example
3. Put a small amount of SAE 30 oil on the inside surface of housing (7) and on seal (6).
4. Put pin (11) in position in housing (7). Put the pin and the housing in position in the blade lift
bar. Install O-ring seal (13) in the housing.
5. Install spring (14) and the washers in housing (1). Put the spring and housing (1) in position on
housing (7).
NOTE: Install housing (1) with plug (15) toward the ground.
6. Install the bolts that hold housing (1) and housing (7) to the blade lift bar.
The bolts that hold housing (1) and housing (7) to the blade lift bar must
be tightened evenly (a thread or two at a time) so as not to cause
damage to housing (1) from which personal injury can be the result.
7. Connect air lines (3) to their correct locations on the centershift lock.



SENR36500026

SMCS - 5220-017; 5220-010

Typical Example
Typical Example
it.
on the handle.

Start By:
plungers.
End By:



SENR36500028
Centershift Lockplate Bushings

SMCS - 5221-010
Remove And Install Centershift Lockplate Bushing
Start By:
a. remove blade lift bar
Typical Example
1. Remove the bushings from lockplate (1) toward the front of the machine with tooling (A) for
12G, 130G, 140G. For the 120G, use tooling (C).
Typical Example
2. Lower the temperature of the new bushings to -21° C to -32° C (-6° F to -26° F). Install the
bushings in the lockplate with tooling (B) for 12G, 130G, 140G. For the 120G, use tooling (D).
NOTE: Some lockplate bushings can have replacements made with the blade lift bar in position
on the machine. It will be necessary to put the blade lift bar and centershift lock in a position away
from the bushing of which a replacement is to be made.
End By:
a. install blade lift bar


Specifications

2G8020
SMCS - 5221-010
(1) 4J3961 Springs:
(2) 4J3957 Springs:


Specifications

8D9920 And 9D1275
SMCS - 5221-010
(1) 1D4753 Spring:
Test force ... 1272.1 ± 75.6 N (286 ± 17 lb.)



SENR36500034
Circle Drive Motor

SMCS - 5058-016; 5058-010; 5058-015
(4).
Start By:
be 61.21 mm (2.410 in.).
End By:


Specifications
Electric Drive Pump Groups

SMCS - 5058-016; 5058-010; 5058-015
8W4025 - 120G, 130G, 140G, 12G

8C5661 Electric Motor Group
(1) Input ... 235 amps
At ... 21.7 VDC
At ... 2650 rpm
(2) Torque for two nuts ... 25 ± 7 N·m (18 ± 5 lb ft)
8W4027 Pump
(3) Output ... 10.3 liter/min (2.72 U.S. gpm)
At ... 17 250 kPa (2500 psi)
At ... 2650 rpm
8W4028 - 14G, 16G

At ... 21.7 VDC
At ... 1625 rpm
8W6487 Pump
At ... 17 250 kPa (2500 psi)
At ... 1625 rpm


Specifications
SENR34880002
Hydraulic Pump
120G: (Earlier 4T0501, Later 6E1278); 12G, 130G, 140G:
(Earlier 9T1417, Later 6E1279)
SMCS - 5058-016; 5058-010; 5058-015
Earlier Shown
(1) Torque for six bolts:
4T0501/6E1278 ... 50 to 55 N·m (37 to 41 lb ft)
9T1417/6E1279 ... 65 to 75 N·m (48 to 55 lb ft)
(7) Torque to install plug:
Earlier ... 40 to 45 N·m (30 to 33 lb ft)
Later ... 28 to 32 N·m (21 to 23 lb ft)
(12) Torque to install three plugs:
(13) Torque to install plugs:
Earlier (three) ... 15 to 16 N·m (11 to 12 lb ft)
Later (two) ... 15 to 16 N·m (11 to 12 lb ft)
(14) Torque for four bolts:
5T0501 ... 31 to 37 N·m (23 to 28 lb ft)
9T1417 ... 40 to 50 N·m (30 to 37 lb ft)
4T0501/6E1278 ... 54 to 59 N·m (40 to 43 lb ft)
9T1417/6E1279 ... 97 to 106 N·m (72 to 78 lb ft)
(16) Torque for eight bolts ... 19 to 23 N·m (11 to 13 lb ft)
(26) Use Loctite #271 on threads and torque actuator piston to ... 80 ± 4 N·m (60 ± 3 lb ft)
(28) Use Loctite #271 on threads and torque bias piston to ... 80 ± 4 N·m (60 ± 3 lb ft)
(8) Pressure And Flow Compensator Valve
Margin pressure setting ... 2100 ± 100 kPa (310 ± 15 psi)
Maximum system pressure compensator setting ... 24 000 ± 350 kPa (3500 ± 51 psi)
Rotation is CCW when seen from drive end.
Type of pump: Variable Piston.
For test use SAE 10W oil at 65°C (150°F).
4T0501/6E1278 Pumps
Test At Full Speed:
Output ... 162 liter/min (42.0 U.S. gpm)
At a pressure of ... 690 kPa (100 psi)
With pump at ... 2200 rpm
With engine at ... 2200 rpm
Test At Half Speed:
9T1417/6E1279 Pumps
Test At Full Speed:
Test At Half Speed:
Swashplate Bearing Adjustment

1. Perform this procedure when a new swashplate or bearings are installed.
2. Install shaft (5) and bearing cone (11) into housing.
NOTE: Shaft (5) will have to be partially removed to install swashplate (3) into the housing.
3. Position housing on a flat surface with large side of pump down (side of pump containing
control and the bias piston).
4. Install swashplate (3) into housing. The through hole in the swashplate hub must be facing
upward.
NOTICE
In a later assembly step, key (22) must be inserted through the pin hole
to engage with a notch in spacer (21). Key (22) must be fully engaged in
the notch. The key must not interfere with the installation of the cover.
Failure to properly install the key will result in early pump failure.
5. Install bearing cone (23) on swashplate hub and insert bearing cup (24).
6. Install bearing spacer (25), O-ring, cover, and four bolts (16). Torque bolts to ... 21 ± 2 N·m
(15 ± 1 lb ft).
7. Turn pump over, and install bearing cone (20) and bearing cup (19).
8. Install shims (18) to a thickness of 0.64 to 0.69 mm (.025 to .027 in) against bearing cup
(19).
9. Install bearing spacer (17), O-ring, cover and four bolts (16). Torque bolts to ... 21 ± 2 N·m
(15 ± 1 lb ft)
10. Position pump as shown in Figure 1 (splined end of shaft downward).
Figure 1
11. Use a force indicator to push on the yoke pad as shown in Figure 1. The force required to
start swashplate (3) moving should be 61 to 72 N (14 to 16 lb). If the force is too low, shims
(18) must be added. If the force is too high, shims (18) must be removed.
NOTE: 0.025 mm (.001 in) shim thickness equals approximately 4.5 N (1 lb) change in force.
Shaft Bearing Endplay Adjustment
1. Perform this procedure when shaft bearing, shaft, head, or housing is replaced.
NOTE: Do not install the barrel assembly or pistons for this procedure.
2. Remove control cylinder (27), bias cylinder (29), and bias spring (10) from head (9).
3. Install the bearing cone on the splined end of shaft (5), and install the bearing cups in
housing (4) and head (9). Be sure that cups and cone are against their location shoulders.
4. Install shaft and bearing cone into housing (4).
5. Install bearing cone (6) on shaft (5) without shims (2).
6. Assemble head (9) to housing (4) with the gasket in place.
7. (Earlier) torque six bolts (1) to ... 50 to 55 N·m (37 to 41 lb ft).
(Later) torque six bolts (1) to ... 65 to 75 N·m (48 to 55 lb ft)
NOTE: Two for the bolts are replaced by studs to assist in aligning head and housing for
assembly.
8. Position the pump so the shaft is straight up (vertical) with the splined end at the top.
9. Rotate the shaft back and forth several times to seat the bearings.
10. Place a dial indicator so the tip of the indicator is on the end of the shaft. Set the dial
indicator to zero.
11. Place vise grip pliers underneath shaft spline and lift up on shaft. Read the dial indicator
while shaft is under upward force.
12. Subtract desired endplay of 0.064 ± 0.038 mm (.0025 ± .0015 in) from the dimension
measured in Step 11. This is the thickness of shims (2) required to obtain proper shaft
endplay.
13. Remove six bolts (1), and remove the head from the housing.
14. Remove bearing cone (6) from shaft (5).
15. Install correct thickness of shims (2) from Step (12) on shaft (5), and reinstall bearing cone
(6).
16. Repeat Steps 6 through 11. If measured endplay is not 0.025 to 0.100 mm (.001 to .004
in), repeat Steps 12 through 16.



SENR36500012
Steering Pump
SMCS - 4306-010
Remove And Install Steering Pump

Start By:
1. Remove the steering wheel. Remove six screws (1) and remove hood (4).
2. Remove two bolts (3) and retainer (2). Remove retainer (5) from the steering column.
3. Identify and disconnect five oil lines (8) from steering pump (7).
4. Remove two bolts (6) and remove steering pump (7) from the console.
NOTE: The following steps are for installation of the steering pump.
5. Position steering pump (7) in the console. Install two bolts (6).
6. Position retainer (5) over the steering column. Install retainer (2) and two bolts (3).
7. Install five oil lines (8) on steering pump (7).
8. Place hood (4) on the console and install six screws (1).
9. Install the steering wheel.



SENR36500038
Pressure And Flow Compensator Valve

SMCS - 5080-010
Remove And Install Flow Compensator Valve

Start By:
a. drain hydraulic oil
1. Disconnect line (1) from pressure and flow compensator valve (4).
2. Remove bolts (3) and remove pressure and flow compensator valve (4) from hydraulic pump
(2).
3. Remove gasket seals (6) from the body of pressure and flow compensator valve (4). Remove
fitting (5) from pressure and flow compensator valve (4).
4. Remove adjustment nut (4) and the plug. Remove plug (5).
5. Remove adjustment plug (7). Remove plug (8).
6. Remove seat (10), spring (9), and spacer (11). Remove valve spool (12).
7. Remove adjustment screw (13) and plug (14) from the body.
8. Remove seat (16), spring (18) and spacer (19). Remove valve spool (20).
NOTE: The following steps are for installation of the pressure and flow compensator valve.
9. Install valve spool (20) and plug (15). Torque plug (15) to 11 to 12 N·m (8 to 9 lb.ft.). Install
seal (17) on seat (16). Install plug (14). Install adjustment screw and nut (13) in plug (14).
spacer (11), spring (9), seat (10) and adjustment plug (7).
11. Install fitting (5) on valve body (4). Install gasket seals (6).
12. Position pressure and flow compensator valve (4) on hydraulic pump (2). Install four bolts (3)
and torque to 34 ± 3 N·m (25 ± 2 lb.ft.).
13. Install oil line (1).
End By:
a. fill the hydraulic tank with oil to its correct level.



SENR36500039
Hydraulic Pump
SMCS - 5070-010; 5070-015; 5070-016
Remove and Install Hydraulic Pump

Start By:
a. articulate the frame and install the anti-pivot pin.
b. remove pump drive
c. remove pressure and flow compensator valve
1. Remove four bolts (2) and disconnect elbow (3). Disconnect two hose assemblies (1), (one not
shown).
2. Remove four bolts (5) and disconnect hose assembly (4) from hydraulic pump (6).
3. Disconnect hose assembly (7). Remove six bolts (8) and plate (12). Remove fitting (9) from the
upper hitch pin. Remove four bolts and washers (10). Note: Keep shims between mount assembly
(11) and the front frame.
4. Remove four bolts (13) and plate assembly (14) from hydraulic pump (6).
5. Fasten a hoist to hydraulic pump (6) and remove the pump from the machine. The weight of the
hydraulic pump is 77 Kg (170 lbs.).
6. Remove nut (15) and yoke (16) from hydraulic pump (6). Note: Remove the woodruff Key
from the shaft of the pump.
NOTE: The following steps are for installation of the hydraulic pump.
7. Apply 2P2506 Thread Lubricant on the taper and threads of the pump shaft. Install the woodruff
key and yoke (16) on the pump shaft. Install nut (15) and torque the nut to 180 ± 14 N·m (135 ±
10 lb.ft.).
8. Position hydraulic pump on the front frame. Install plate assembly (14) and four bolts (13) on
the hydraulic pump.
9. Put the shims between mount assemblies (11) and the front frame. Use shims as required to
maintain 6 mm (.236 in.) clearance with the frame. Install four bolts and washers (10). Install plate
(12) and six bolts (8). Install fitting (9) on the upper hitch pin. Connect hose assembly (7) to the
hydraulic tank.
10. Position hose assembly (4) on hydraulic pump (6) and install four bolts (5).
11. Position hose assembly (3) on hydraulic pump (6) and install four bolts (2). Connect two hoses
(1), (one not shown).
End By:
a. install pressure and flow compensator valve
b. install pump drive
c. remove anti-pivot pin from the main frames
Disassemble Hydraulic Pump
Start By:
a. remove implement pump
1. Remove fitting (3) from valve block (1).
2. Remove bolts (2) and remove valve block (1) from pump body (4). Remove the bias cylinder
from the spring in the pump body. Remove the gasket from the pump body.
3. Remove stem (5), stem (6), pin (7) and check valve assembly (8) from the valve block (1).
4. Remove spring (10), water plate (9) and control cylinder (11).
5. Remove bearing assembly (12). Remove the spacers under bearing assembly (12).
6. Remove cylinder block (13) from shaft (14).
The spring located within the cylinder block is under high compression
and can cause bodily harm, if caution is not used, if or when the
retaining ring is removed.
7. Carefully compress the spring with a press, and remove the retaining ring (15) with tool (B).
8. Remove spring washer (16), spring (17) and spring washer (18) from cylinder block (13).
9. Remove bolts (19) and cover (20) from pump body (4).
10. Remove key lock (21).
11. Remove piston and shoe assembly (22) from the pump body (4).
12. Remove bolts (23) and cover (24).
13. Remove O-ring seal (25), bearing spacer (26) and bearing (27).
14. Remove the O-ring seal, the bearing spacer and the bearing from the opposite side.
15. Remove shaft (14), swashplate (28) and the yoke and bumper assembly from the pump
housing. Remove the bearing race from each side of pump body (4).
16. Remove bearing assembly (29).
17. Remove bearing race (30) and inner lip seal (31).
18. Remove outer lip seal (32).
Assemble Hydraulic Pump
NOTE: If new swashplate or bearings are installed, refer to topic, Hydraulic Pump/Swashplate
Bearing in Specifications, Form No. SENR3488.
NOTE: If shaft, shaft bearing, head or housing is replaced refer to topic, Hydraulic Pump/Shaft
Bearing Endplay in Specifications, Form No. SENR3488.
1. Install the inner and outer seals in the pump housing with tool group (A).
2. Lower the temperature of bearing race (30) and install it in pump housing (4).
3. Install bearing assembly (29).
4. Install the yoke and bumper assembly in the pump housing.
5. Follow the procedures below to provide the proper preload on the bearings.
6. Lower the temperature of the bearing race, and install it in the pump housing. Install bearing
(27) and bearing spacer (26). Do not install the O-ring seal at this time.
7. Install cover (20) and tighten bolts (19) to a torque of 15 to 17 N·m (11 to 13 lb.ft.).
8. Turn the pump housing over. Lower the temperature of the bearing race, and install it in the
pump housing. Install bearing (27) and bearing spacer (26). Do not install the O-ring seal at this
time.
9. Rotate the yoke assembly back and forth to seat the bearings.
10. Measure the distance between the spacer and housing with a depth micrometer as shown.
11. Install the proper shim (33) to have a 0.25 to 0.40 mm (0.010 to 0.016 in.) axial preload. Install
bearing spacer (26), O-ring seal, cover and bolts. Tighten the bolts to a torque of 15 to 17 N·m (11
to 13 lb.ft.).
12. Turn the housing over again, and remove the other cover and bolts. Install the O-ring seal,
cover and bolts. Tighten the bolts to a torque of 15 to 17 N·m (11 to 13 lb.ft.).
13. Use a force indicator to push on the yoke pad as shown. The force required to start the
swashplate moving should be 61 to 72 N (14 to 16 lb.). If the force is too low, shims (33) must be
added. If the force is too high, shims (33) must be removed.
NOTE: 0.025 mm (.001 in.) shim thickness equals approximately 4.5 N (1 lb.) change in force.
NOTICE
Put tape around the splines on shaft (14) to avoid damaging the shaft
seal when the shaft is installed.
14. Put shaft (14) in position in the housing.
15. Install swashplate (28), making sure the hole in the swashplate is in alignment with pin (34).
16. Install spring washer (16), spring (17) and spring washer (18) in the cylinder block (13). Install
retaining ring (15) on top of spring washer (18).
17. Put the cylinder block assembly in a press.
18. Carefully compress the spring, and install the retainer ring with tool (B).
19. Install piston and shoe assembly (22) in the cylinder block.
20. Install the piston and cylinder block assembly in the pump housing.
21. Turn the cage shoe assembly so that key slot (35) will be in alignment when the key is
installed.
22. Remove the bolts and covers, and install key (21).
23. Install cover and bolts. Tighten the bolts to a torque of 15 to 17 N·m (11 to 13 lb.ft.).
24. Install spacers (36) and bearing (12).
25. If the shaft bearings, shaft, valve block or housing was replaced, a bearing adjustment is
necessary. Use the following procedures.
26. Lower the temperature of the bearing race, and install it in the valve block with tool group (A).
27. Install pin (7) and check valve (8).
28. Install the valve block on the housing, and hand tighten the bolts evenly. Measure the gap at
four positions around the housing, and take the average reading. Also, measure the gasket
thickness. With this measurement, determine the spacer or spacers necessary to obtain 0.00 to
0.100 mm (0.00 to 0.0039 in.) bearing end play. Remove the valve block (1) and bearing (12).
Install correct spacer or spacers on shaft (14). Install bearing (12) on shaft (14).
29. Use Loctite no. 271 on threads. Install stems (5) and (6) in the valve block. Tighten the stems
to a torque of 80 ± 4 N·m (60 ± 3 lb.ft.).
30. Install wafer plate (9) on the valve block, making sure the slot in the plate is in alignment with
the pin in the valve block. Put clean grease on the plate to hold it in place.
31. Install spring (10), and bias cylinder on stem (6). Install control cylinder (11) on stem (5).
NOTE: Put clean grease in the cylinders to hold them in place for assembly.
32. Put valve block (1) and the gasket on pump body (4) and install bolts (2). Tighten bolts (2) to a
torque of 50 to 55 N·m (37 to 41 lb.ft.).
33. Install fitting (3) on valve block (1).
End By:
a. install implement pump


Specifications
SENR34880004
Hand Metering Unit

SMCS - 5070-010; 5070-015; 5070-016
Displacement of oil per one revolution of steering wheel ... 160 cm3 (9.8 in3)
(1) Torque four screws in a crisscross pattern to ... 22.6 N·m (200 lb in)
(2) Torque plug to be flush with or below mounting surface to (not shown) ... 11 N·m (97 lb in)
(3) Install seven screws to a torque of ... 14 N·m (125 lb in)
Retorque screws in pattern shown to ... 28 N·m (250 lb in)


Specifications
SENR34880003
Pump Drive
SMCS - 5070-010; 5070-015; 5070-016
(2) Torque for nut on pump shaft ... 180 ± 14 N·m (135 ± 10 lb ft)
NOTE: Apply 2P2506 Thread Lubricant to taper and threads.



SENR36500037
Pump Drive
SMCS - 3108-010
Remove And Install Pump Drive
1. Remove two bolts (1). Remove four bolts (2). Remove two guards (3).
2. Remove four bolts (4). Remove four bolts (6). Remove pump drive (5).
3. If necessary, remove four bolts (7) and four bolts (10) and remove spider and bearing (8) and
(9).
NOTE: The following steps are for installation of the pump drive.
4. Position spider and bearing (8) and (9) on pump drive (5). Apply 2P2506 Thread Lubricant to
threads and install bolts (7) and (10). Tighten bolts (7) and (10) to a torque of 55 ± 7 N·m (41 ± 5
lb.ft.).
5. Put pump drive in position between the yoke on the hydraulic pump and the yoke on the engine.
6. Install bolts (4) and (6). Tighten the bolts to a torque of 55 ± 7 N·m (41 ± 5 lb.ft.).
7. Put guards (3) in position over the pump drive and on the frame. Install bolts (2) that hold
guards (3) to the frame. Install bolts (1) that hold the guards to each other.


Specifications
SENR34880021
Swivel Group
SMCS - 3108-010
Use shims (1) as required to maintain a 0.13 to 0.50 mm (.005 to .020 in) gap between body (2)
and rotor (3).



SENR36500032
Swivel Joint
SMCS - 5060-010; 5060-017; 6151-010; 6154-010
Remove And Install Swivel Joint (If So Equipped)

1. Drain the oil from the hydraulic oil tank.
2. Put identification on all oil lines as to their location on the swivel joint. Disconnect four oil lines
(4) from the rear of the swivel joint (6).
3. Disconnect oil lines (2) and (3) from the front of the swivel joint (6).
4. Remove cotter pin (5) and the washer. Remove pin (7) from the swivel joint (6).
5. Fasten a hoist to the swivel joint (6). Remove four bolts (1) that hold the swivel joint to the
circle drawbar. Remove swivel joint (6). Weight is 34 Kg (75 lbs.).
NOTE: The following steps are for installation of the swivel joint.
6. Fasten a hoist to swivel joint (6). Put the swivel joint in position on the circle drawbar. Install
four bolts (1) that hold the swivel joint to the circle drawbar.
7. Install pin (7) that holds the guide assembly to the swivel joint (6). Install the washer and the
cotter pin (5) on pin (7).
8. Connect oil lines (2) and (3) to their correct locations on the front of the swivel joint.
9. Connect four oil lines (4) to their correct locations on the rear of the swivel joint (6).
Disassemble And Assemble Swivel Joint
Start By:
a. remove swivel joint
1. Remove screws (5) and retainer (1) from body (2). Remove the shims from under the retainer.
Remove the seal from the retainer.
2. Remove bolts (4) and the cover from rotor (3). Remove the O-ring seal from the cover.
3. Remove rotor (3) from body (2) with an arbor press and tool (A).
4. Remove seals (6) from body (2).
5. Remove seal (7) and (8) from rotor (3).
NOTE: The following steps are for assembly of the swivel joint.
6. Install new seals (8) and (7) on rotor (3). Put SAE 10 oil on the seals.
7. Install new seals (6) in the body (2). Put SAE 10 oil on the seals.
8. Install rotor (3) in body (2) with an arbor press.
9. Install new O-ring seals (10) in cover (9). Put cover (9) in position on rotor (3). Install the bolts
(4) that hold it.
10. Install new seal (11) on retainer (1). Put shims (12) in position on the rotor (3). Put retainer
(11) in position on body (2). Install screws (5) that hold the retainer to the rotor. Measure the
distance between the retainer and the body with a feeler gauge. Add, or take away shims to get a
gap of 0.13 to 0.51 mm (.005 to .020 in.) between the retainer (1) and the body (2).
End By:
a. install swivel joint
Remove And Install Blade (Hydraulic Sideshift
NOTE: The illustrations shown are of a 12G Motor Grader.
1. Move blade to the right as far as possible. Lower the blade until it is just off the ground.
2. Remove cotter pin (7) from pin (6). Remove pin (6) from bracket (8). Retract cylinder rod (5)
into the sideshift cylinder.
3. Install tool (A) on blade (9). Fasten a hoist to tool (A). Use blocks (11) between rod end (5) and
bracket (8) to push blade out of circle group (10).
NOTE: As blade (9) is moved out of the circle group (10), the upper wear strips and shims will
fall out from the three brackets (4).
4. Install the other link bracket, tool (A) and a hoist as the left corner of blade (9) reaches bracket
(4).
5. Remove blade (9). The weight of blade (9) is 650 Kg (1435 lbs.).
NOTE: The following steps are for installation of the blade.
6. Install the shims and lower the wear strips (13) in the two brackets (4).
7. Remove the bolts and two plates (2). Remove the bolts and the guard assembly (12).
8. Fasten a chain (14) to cylinder rod (5) and bracket (8). Pull blade (9) into bracket (4) and into
the circle group (10). Remove tool (A).
10. Remove chain (14). Position cylinder rod (5) in bracket (8) and install pin (6) and cotter (7)
that holds the cylinder rod to bracket (8).
11. Install strips and shims. Position plates (2) and install bolts (1).
NOTE: To find minimum clearance, sideshift blade (9) through the full range, with shims divided
equally as possible, between the top and bottom wear strips.
Remove And Install Circle
Start By:
a. remove blade assembly
b. remove blade tip cylinder
1. Disconnect four oil lines (6) for blade tip and sideshift, (if so equipped).
2. Remove two bolts (8) from guard assembly (3). Remove cotter pin, washers and pin (7) from
the guard assembly (3). Remove guard assembly (3) from the circle group.
3. Put tooling (A) under circle (13). Loosen the nuts on setscrews (4) and turn setscrews away
from shoes (5). Put identification on shims (10) and shoes (5) as to their location on drawbar (12).
4. Remove bolts (11), shims (10) shoes (5) and strips (9) from the draw bar. Fasten a hoist to circle
(13). Remove tooling (A) from under circle (13). Start the engine. Move the machine back far
enough to remove the circle drive pinion (2) from engagement in circle (13). Lift drawbar (12)
away from circle (13). Lower circle (13) to the ground. Remove the circle from under the
machine. Remove strips (14) from the circle (13). The weights of the standard equipped circles are
120G and 130G, 12G, 476 Kg (1050 lbs.), 12G, 510 Kg (1125 lbs.), and the 140G, 563 Kg (1250
lbs.).
NOTE: The following steps are for installation of the circle.
5. Position circle (13) under the machine. Fasten a hoist to circle (13). Raise the circle and install
tool (A) under the circle. Remove the hoist. Place the strips (14) on the circle. Start the engine and
lower the drawbar onto the circle and strips (14). Move the machine forward to put the circle drive
pinion (2) in engagement with circle (13). A floor jack can be used to help put circle (13) in
position with drawbar (12).
6. Install strips (14) and (15), shims (10), shoes (5), and bolts (11) on circle drawbar (12). Do not
tighten bolts (11) at this time.
NOTE: Use shims (10) as required to obtain a maximum dimension "B" of 0.5 mm (.020 in.)
clearance at the smallest gap between each strip (14) and circle (13). Circle (13) must be able to
rotate 360° without stalling the circle drive motor at 13800 kPa (2000 psi).
7. With circle (13) in contact with front shoes (5), adjust screws (4) on each side and rear shoes to
obtain a maximum clearance "C" of 0.8 mm (.03 in.).
8. Tighten the nuts on screws (4) on the side and rear shoes (5) to a torque of 200 ± 25 N·m (150 ±
18 lb.ft.).
9. Adjust the screws (4) on the front shoes (5) to obtain circle (13) to pinion (2) clearance "D" of
50 + 2.5 - 0.5 mm (1.97 + .10 - .02 in.), for the 12G, 130G and 140G.
10. Adjust the screws (4) on the front shoes (5) to obtain clearance "E" between circle tooth (13)
and drive pinion (2) of 4.3 + 2.5 - 0.5 mm (.17 + .10 - .02 in.) for the 120G.
11. Tighten the nuts on screws (4) to a torque of 200 ± 25 N·m (150 ± 18 lb.ft.).
12. Position guard assembly (3) in position on the circle group. Install pin, washers and cotter pin
(7). Install two bolts (8).
13. Connect four oil lines (6) to swivel joint (1).
14. Remove tool (A).
15. End By:
a. install blade assembly
b. install blade tip cylinder
c. fill the hydraulic tank with oil to its correct level.


Specifications
SENR34880005
Hydraulic Tank Group

SMCS - 5060-010; 5060-017; 6151-010; 6154-010
Pressure setting for bypass valve in each filter ... 138 kPa (20 psi)
(1) Torque for 52 bolts (earlier) ... 38 ± 7 N·m (28 ± 5 lb ft)
(2) 6J8391 Spring:
Quantity ... two
Length under test force ... 44.45 mm (1.750 in)
Test force ... 155 ± 11 N (34.91 ± 2.55 lb)
Free length after test ... 78.7 mm (3.10 in)
(3) 2J6133 Spring:
Quantity ... two
Test force ... 171 ± 14 N (38.4 ± 3.1 lb)
Outside diameter ... 84.13 mm (3.312 in)
(4) Torque for two bolts ... 54 ± 7 N·m (40 ± 5 lb ft)



SENR36500036
Hydraulic Tank
SMCS - 5056-010
Remove And Install Hydraulic Tank
1. Drain the oil from the hydraulic tank.
2. Disconnect two oil lines (4) from the bottom of the tank (1).
3. Remove four bolts (8) that hold the flange (7) to the hydraulic tank.
4. Remove two bolts from the top of the hydraulic tank. Install two 6V2156 Link Brackets (A).
5. Disconnect two wires (6) at tank (1).
6. Fasten a hoist to the link brackets.
7. Remove bolts (2) and the washers that hold the support (5) to tank (1).
8. Remove bolts (3) that hold the support (5) to the bracket.
9. Remove hydraulic tank (1). Weight is 200 lb. (90 kg).
NOTE: The following steps are for installation of the hydraulic tank.
10. Put hydraulic tank (1) in position on the machine.
11. Install bolts (3) that hold the bracket to support (5).
12. Install bolts (2) that hold hydraulic tank (1) to support (5).
13. Install the bolts (8) that hold flange (7) to the hydraulic tank (1).
14. Connect two oil lines (4) to their correct locations on the hydraulic tank (1).
15. Remove the hoist and the link brackets (A). Install the two bolts in the top of the hydraulic
tank.
16. Install two wires (6) to tank.


Specifications
SENR34880007
Linkage And Valve Group

SMCS - 5056-010
12G Shown
(1) Use shims as required to provide minimum end play allowing levers to return to NEUTRAL
position.
(2) Torque for 12 nuts that hold together valve banks ... 50 ± 5 N·m (37 ± 4 lb ft)
(3) Torque for four bolts ... 35 ± 7 N·m (26 ± 5 lb ft)
NOTE: Depending on how the vehicle is equipped, the number of valve groups in each valve
bank may vary. The standard 12G machine comes with four valve groups in each bank. The
standard 120G, 130G or 140G has two valves in the left bank and four in the right.


Specifications

2G8020
SMCS - 5056-010
(1) 4J3961 Springs:
(2) 4J3957 Springs:


Specifications
SENR34880002
Hydraulic Pump
120G: (Earlier 4T0501, Later 6E1278); 12G, 130G, 140G:
(Earlier 9T1417, Later 6E1279)
SMCS - 5056-010
Earlier Shown
(1) Torque for six bolts:
4T0501/6E1278 ... 50 to 55 N·m (37 to 41 lb ft)
9T1417/6E1279 ... 65 to 75 N·m (48 to 55 lb ft)
(12) Torque to install three plugs:
(13) Torque to install plugs:
Earlier (three) ... 15 to 16 N·m (11 to 12 lb ft)
Later (two) ... 15 to 16 N·m (11 to 12 lb ft)
(14) Torque for four bolts:
5T0501 ... 31 to 37 N·m (23 to 28 lb ft)
9T1417 ... 40 to 50 N·m (30 to 37 lb ft)
4T0501/6E1278 ... 54 to 59 N·m (40 to 43 lb ft)
9T1417/6E1279 ... 97 to 106 N·m (72 to 78 lb ft)
(16) Torque for eight bolts ... 19 to 23 N·m (11 to 13 lb ft)
(26) Use Loctite #271 on threads and torque actuator piston to ... 80 ± 4 N·m (60 ± 3 lb ft)
(28) Use Loctite #271 on threads and torque bias piston to ... 80 ± 4 N·m (60 ± 3 lb ft)
(8) Pressure And Flow Compensator Valve
Margin pressure setting ... 2100 ± 100 kPa (310 ± 15 psi)
Maximum system pressure compensator setting ... 24 000 ± 350 kPa (3500 ± 51 psi)
Rotation is CCW when seen from drive end.
Type of pump: Variable Piston.
For test use SAE 10W oil at 65°C (150°F).
4T0501/6E1278 Pumps
Test At Full Speed:
Test At Half Speed:
9T1417/6E1279 Pumps
Test At Full Speed:
Test At Half Speed:
Swashplate Bearing Adjustment

1. Perform this procedure when a new swashplate or bearings are installed.
2. Install shaft (5) and bearing cone (11) into housing.
NOTE: Shaft (5) will have to be partially removed to install swashplate (3) into the housing.
3. Position housing on a flat surface with large side of pump down (side of pump containing
control and the bias piston).
4. Install swashplate (3) into housing. The through hole in the swashplate hub must be facing
upward.
NOTICE
In a later assembly step, key (22) must be inserted through the pin hole
to engage with a notch in spacer (21). Key (22) must be fully engaged in
the notch. The key must not interfere with the installation of the cover.
Failure to properly install the key will result in early pump failure.
5. Install bearing cone (23) on swashplate hub and insert bearing cup (24).
6. Install bearing spacer (25), O-ring, cover, and four bolts (16). Torque bolts to ... 21 ± 2 N·m
(15 ± 1 lb ft).
7. Turn pump over, and install bearing cone (20) and bearing cup (19).
8. Install shims (18) to a thickness of 0.64 to 0.69 mm (.025 to .027 in) against bearing cup
(19).
9. Install bearing spacer (17), O-ring, cover and four bolts (16). Torque bolts to ... 21 ± 2 N·m
(15 ± 1 lb ft)
10. Position pump as shown in Figure 1 (splined end of shaft downward).
Figure 1
11. Use a force indicator to push on the yoke pad as shown in Figure 1. The force required to
start swashplate (3) moving should be 61 to 72 N (14 to 16 lb). If the force is too low, shims
(18) must be added. If the force is too high, shims (18) must be removed.
NOTE: 0.025 mm (.001 in) shim thickness equals approximately 4.5 N (1 lb) change in force.
Shaft Bearing Endplay Adjustment
1. Perform this procedure when shaft bearing, shaft, head, or housing is replaced.
NOTE: Do not install the barrel assembly or pistons for this procedure.
2. Remove control cylinder (27), bias cylinder (29), and bias spring (10) from head (9).
3. Install the bearing cone on the splined end of shaft (5), and install the bearing cups in
housing (4) and head (9). Be sure that cups and cone are against their location shoulders.
4. Install shaft and bearing cone into housing (4).
5. Install bearing cone (6) on shaft (5) without shims (2).
6. Assemble head (9) to housing (4) with the gasket in place.
7. (Earlier) torque six bolts (1) to ... 50 to 55 N·m (37 to 41 lb ft).
(Later) torque six bolts (1) to ... 65 to 75 N·m (48 to 55 lb ft)
NOTE: Two for the bolts are replaced by studs to assist in aligning head and housing for
assembly.
8. Position the pump so the shaft is straight up (vertical) with the splined end at the top.
9. Rotate the shaft back and forth several times to seat the bearings.
10. Place a dial indicator so the tip of the indicator is on the end of the shaft. Set the dial
indicator to zero.
11. Place vise grip pliers underneath shaft spline and lift up on shaft. Read the dial indicator
while shaft is under upward force.
12. Subtract desired endplay of 0.064 ± 0.038 mm (.0025 ± .0015 in) from the dimension
measured in Step 11. This is the thickness of shims (2) required to obtain proper shaft
endplay.
13. Remove six bolts (1), and remove the head from the housing.
14. Remove bearing cone (6) from shaft (5).
15. Install correct thickness of shims (2) from Step (12) on shaft (5), and reinstall bearing cone
(6).
16. Repeat Steps 6 through 11. If measured endplay is not 0.025 to 0.100 mm (.001 to .004
in), repeat Steps 12 through 16.


Specifications
SENR34880011
Priority Valve
SMCS - 5056-010
(1) Torque for setscrews ... 8.5 ± 1.2 N·m (75 ± 10 lb in)
(2) Torque for plugs ... 70 ± 14 N·m (50 ± 10 lb ft)
(4) Setscrew for maximum steering pressure
Pressure setting ... 17 200 kPa (2500 psi)
NOTE: Turn setscrew in to increase and out to decrease pressure setting.



SENR36500004

SMCS - 5235-010

Check Valves
valves.
hold it.
hold it.



SENR36500026

SMCS - 5220-017; 5220-010

Typical Example
Typical Example
it.
on the handle.

Start By:
plungers.
End By:



SENR36500038
Pressure And Flow Compensator Valve

SMCS - 5080-010
Remove And Install Flow Compensator Valve

Start By:
a. drain hydraulic oil
1. Disconnect line (1) from pressure and flow compensator valve (4).
2. Remove bolts (3) and remove pressure and flow compensator valve (4) from hydraulic pump
(2).
3. Remove gasket seals (6) from the body of pressure and flow compensator valve (4). Remove
fitting (5) from pressure and flow compensator valve (4).
4. Remove adjustment nut (4) and the plug. Remove plug (5).
5. Remove adjustment plug (7). Remove plug (8).
6. Remove seat (10), spring (9), and spacer (11). Remove valve spool (12).
7. Remove adjustment screw (13) and plug (14) from the body.
8. Remove seat (16), spring (18) and spacer (19). Remove valve spool (20).
NOTE: The following steps are for installation of the pressure and flow compensator valve.
seal (17) on seat (16). Install plug (14). Install adjustment screw and nut (13) in plug (14).
spacer (11), spring (9), seat (10) and adjustment plug (7).
11. Install fitting (5) on valve body (4). Install gasket seals (6).
12. Position pressure and flow compensator valve (4) on hydraulic pump (2). Install four bolts (3)
and torque to 34 ± 3 N·m (25 ± 2 lb.ft.).
13. Install oil line (1).
End By:
a. fill the hydraulic tank with oil to its correct level.


Specifications
Check Valve (Signal Oil)

9T6146
SMCS - 5080-010
Cracking pressure ... 35 ± 20 kPa (5.0 ± 3.0 psi)


Specifications
Check Valve
(Parking Brake And Centershift Lock) 6D1432
SMCS - 5080-010
Maximum Operating Pressure ... 1030 kPa (150 psi)


Specifications
SENR34880012

SMCS - 5080-010
Quantity ... two
Test force ... 12.9 ± 1.0 N (2.9 ± .2 lb)



SENR36500004

SMCS - 5235-010

Check Valves
valves.
hold it.
hold it.



SENR36500006
Blade Tip Lock Check Valve

SMCS - 5235-010
Remove And Install Blade Tip Lock Check Valve (If So

Equipped)
2. Put identification on the oil lines as to their location on the valve. Disconnect oil lines (3) and
(6) from the valve (4).
3. Remove bolt and washer (5) from the valve (4).
4. Remove blade tip lock check valve (4).
NOTE: The following steps are for installation of the blade tip lock check valve.
5. Put blade tip lock check valve (4) in position on the frame. Install the bolt and washer (5) that
holds the blade tip lock check valve (4).
7. Position cover (2) on the frame and install bolts and washers (1).



SENR36500007
Circle Drive And Blade Sideshift Lock Check Valves

SMCS - 5235-010
Remove And Install Circle Drive And Blade Sideshift Lock

Check Valves
NOTE: Some machines do not have blade sideshift lock check valves.
1. Remove the washers and bolts (1) that hold cover (2) to the frame. Remove the cover.
2. Put identification on the oil lines as to their locations on the valves.
3. Disconnect oil lines (6) and (9) from the circle drive lock check valve (7). Remove the washer
and bolt (8) that hold the valve to the frame. Remove circle drive lock check valve (7).
4. Disconnect oil lines (3) and (10) from the blade sideshift lock check valve (4). Remove the
washer and bolt (5) that hold the valve to the frame. Remove blade sideshift lock check valve (4).
NOTE: The following steps are for installation of the circle drive and blade sideshift lock check
valves.
5. Put circle drive lock check valve (7) in position on the frame. Install the washer and bolt (8) that
hold it.
6. Connect oil lines (6) and (9) to their correct locations on the circle drive lock check valve (7).
7. Put blade sideshift lock check valve (4) in position on the frame. Install the washer and the bolt
(5) that hold it.
8. Connect two oil lines (3) and two oil lines (10) to their correct locations on the blade sideshift
lock check valve (4).



SENR36500008
Articulation Lock Check Valve

SMCS - 5235-010
Remove And Install Articulation Lock Check Valve
(4) from valve (2).
2. Remove three washers and bolts (3) that hold the valve (2) to the frame.
3. Remove articulation lock check valve (2).
NOTE: The following steps are for installation of the articulation lock check valve.
1. Put articulation lock check valve (2) in position on the frame. Install three washers and the bolts
(3) that hold it.
2. Connect oil lines (1) and oil lines (4) to their correct locations on the valve (2).



SENR36500009
Blade Lift Lock Check Valve

SMCS - 5235-010; 5235-017
Remove And Install Blade Lift Lock Check Valve
(4) from valve (2).
3. Remove the washers and bolts (1) that hold the valve to the frame.
4. Remove blade lift lock check valve (2).
NOTE: The following steps are for installation of the blade lift lock check and relief valve.
5. Put blade lift lock check valve (2) in position on the frame. Install the washers and bolts (1) that
hold it.
6. Connect two oil lines (3) and oil lines (4) to their correct location on the blade lift lock check
valve (2).
Disassemble And Assemble Blade Lift Lock Check And

Relief Valve And Lock Check Valves
Start By:
a. remove blade lift lock check and relief valve
b. remove blade sideshift, blade tip, circle drive, wheel lean, articulation, blade lift or centershift
lock check valve
Typical Example
1. Remove adapters (8) and chokes (9) from body (3). Remove the O-ring seals from the adapters.
NOTE: Only the blade lift lock check and relief valve and the articulation, blade lift and
centershift lock check valves are equipped with adapters and chokes.
2. Remove plug (1), spring (6) and ball (2) from end of the body. Remove the O-ring seals from
the plugs.
3. Remove piston (4) and seat (5) with a 6.4 mm (.25 in.) diameter brass rod and a hammer.
Remove seat (7) with a 17.5 mm (.69 in.) diameter brass rod and a hammer.
NOTICE
Be extra careful not to cause damage to the piston and the seats during
disassembly of the valve.
Blade Lift Lock Check And Relief Valve
4. Remove plug (10), valve (11), shims (13), spring (12) and shims from the body (blade lift lock
check and relief valve only).
NOTE: The following steps are for assembly of the blade lift lock check and relief valve and lock
check valves.
NOTICE
Be extra careful not to cause damage to the piston and the seats during
assembly of the valve.
5. Install seat (7) in the body with a 17.5 mm (.69 in.) diameter rod and a hammer. Install piston
(4) in the body and seat (7). Install seat (5) in the body with a 17.5 mm (.69 in.) diameter rod and a
hammer. Check to see that the piston falls freely through the seat. Check both ends of the piston.
6. Install new O-ring seals on the plugs. Install ball (2), spring (6) and plug (1) in each end of the
valve. Tighten the plugs to a torque of 34 ± 7 N·m (25 ± 5 lb.ft.).
7. Install new O-ring seals on the adapters. Install chokes (9) and adapters (8) in the body. Tighten
the adapters to a torque of 75 ± 7 N·m (55 ± 5 lb.ft.).
NOTE: Only the blade lift lock check and relief valve and the articulation, blade lift and the
centershift lock check valves are equipped with adapters and chokes.
8. Install shims (14), spring (12), shims (13) valve (11) and plug (10) in the body (blade lift lock
check and relief valve only).
End By:
a. install blade lift lock check and relief valve
b. install blade sideshift, blade tip, circle drive, wheel lean, blade lift, articulation or centershift
lock check valve


Specifications
SENR34880013
Check And Relief Valves

8J5798 (Scarifier); 3G5832 (Blade Tip, Sideshift); 8J9975
(Blade Lift - Left Cylinder, Ripper)
SMCS - 5235-010; 5235-017
Relief valve pressure setting:
8J5798 ... 13 750 ± 700 kPa (2000 ± 100 psi)
At a flow of ... 9.5 ± 1.1 liter/min (2.5 ± .3 U.S. gpm)
3G5832/8J9975 ... 27 600 ± 700 kPa (4000 ± 100 psi)
(1) 5J6153 Shim:
Thickness ... 0.18 mm (.007 in)
One shim will change pressure:
8J5798 ... 500 kPa (72 psi)
3G5832/8J9975 ... 700 kPa (100 psi)
(1) 6J8696 Shim:
8J5798 ... 3400 kPa (495 psi)
3G5832/8J9975 ... 4600 kPa (670 psi)
(2) Spring for relief valve:
4F7115 Spring - 8J5798 Valve
Test force ... 222.8 to 261.5 N (50.1 to 58.8 lb)
Free length after test ... 42.86 ± 1.59 mm (1.688 ± .062 in)
2J6089 Spring - 3G5832/8J9975 Valve
Test force ... 285 to 311 N (64 to 70 lb)
(3) Torque for two plugs ... 34 ± 7 N·m (25 ± 5 lb ft)
(4) Torque for two adapters ... 75 ± 10 N·m (55 ± 7 lb ft)
Quantity ... two
Test force ... 12.9 ± 1.0 N (2.9 ± .2 lb)
(6) 3K6116 Shim:
Thickness ... 0.792 mm (.0312 in)
8J5798 ... 2200 kPa (320 psi)
3G5832/8J9975 ... 3000 kPa (435 psi)
NOTE: 8J5798 Valve - Port to rod end of cylinder has a restrictor valve mounted to it. 3G5832
Valve - Valve does not have chokes in the inlet ports.



SENR36500005

SMCS - 5235-010
Remove And Install Blade Lift Lock Check And Relief Valve
3. Remove bolts (3) that hold the valve to the frame. Remove blade lift lock check and relief valve
(4).
4. Put blade lift lock check and relief valve (4) in position on the frame. Install bolts (3) that hold
it.


Specifications
SENR34880016
Combination Valve
SMCS - 5235-010
Relief valve setting ... 27 000 ± 350 kPa (3900 ± 51 psi)
(1) Torque for relief valve ... 65 ± 5 N·m (48 ± 4 lb ft)
Orientate fittings (2) & (3) as shown:
A ... 40°
B ... 10°



SENR36500040
Hydraulic Control Valves

SMCS - 5054-010; 5054-015; 5054-016; 5064-010; 5064-017
Remove And Install Hydraulic Control Valves
1. Remove oil from the hydraulic tank.
2. Remove one screw (7). Loosen bolts (4).
3. Remove cotter pin and pins (3) from linkage (2).
4. Remove cover (1). Remove two bolts and washer (6). Remove plate (5).
5. Identify all oil lines (9) to the valve group (8). Disconnect all oil lines (9) from valve group (8).
6. Remove three bolts (10). Note, washers (11) and mounting (12). Use two persons to remove the
valve group (8). The weight of the valve group is 43 Kg (95 lbs.).
NOTE: The following steps are for installation of the valve group.
7. Use two persons to position the valve group on the machine. Install three bolts (10), washers
(11) and mounting (12).
8. Connect all oil lines (9) to valve group (8).
9. Position plate (5) and cover (1).
10. Install screws (7) and tighten bolts (4).
11. Put linkage (2) in position on the control valves. Install pin and cotter pin (3).
12. Fill the hydraulic tank with oil to the correct level. See the Operation And Maintenance
Manual.
Disassemble Hydraulic Control Valves

Start By:
a. remove hydraulic control valves
1. Remove two bolts (5) and remove bracket (4) from the valve group.
2. Remove three nuts and washers (2) and remove manifold (3) from the valve group. Remove
valve (1) from the valve group.
3. Remove two bolts (6) and cover (7) and the O-ring from valve (1). Remove O-rings (8) from
the valve body.
4. Remove two bolts (10). Remove the lever group from valve body (1).
5. To disassemble the lever group, remove two bolts (21) and remove housing (12) from housing
(9). Note seal (11) between housing (9) and (12).
6. Remove bearing (13), O-ring seal (14), ring (15), bearing (16) and shim (19) from housing (12).
Remove lever (24) and boot (23) from cover (22).
7. Remove stem (25) from valve body (1). Compress spring (26) and remove four retainers (27).
Remove spring (26) from stem (25).
8. Remove shuttle valve (30) from valve body (1).
9. Remove seals (28), (29) and (30). Remove rings (31) and (32) from shuttle valve (30).
10. Remove plug (39). Remove O-ring (36) from plug (39). Remove spring (35) and stem (34)
from valve body (1). Note: Remove washers, if present, from stem (34).
11. Remove plug and O-ring (37) and (38).
Assemble Hydraulic Control Valves
1. Install the O-rings on plugs (37) and (38). Install plugs (37) and (38). Tighten plug (37) to 90 ±
5 N·m (65 ± 4 lb.ft.).
2. Install rings (31), (32) and O-rings (28), (29) and (33) on shuttle valve (30). Install shuttle valve
(30) in valve body (1).
3. Install washers (40), if used, in stem (34). Install stem (34) in valve body (1). Install spring (35)
in stem (34). Install O-ring (36) on plug (39). Install plug (39) in valve body (1).
NOTE: Washers (40) are used to increase or decrease implement speed. See Form No.
SENR3489, Systems Operation, Testing and Adjusting 12G, 120G, 130G and 140G Hydraulic
System and Steering, topic, Control Valve Flow Adjustment.
4. Install four retainers (27) and spring (26) on stem (25). Insert stem (25) in valve body (1).
5. Install boot (23) on lever (24). Install the boot and lever in cover (22).
6. Install seal (11) in housing (9). Install housing (12) on housing (9). Install bearing (13), O-ring
seal (14), ring (15), bearing (16) and shim (19) on housing (12). Position cover (22) on housing
(12) and install washers (20) and bolts (21).
7. Install seal (18) and O-ring (17) in housing (9). Position lever (24) in stem (25) and install bolts
and washers (10) that hold the lever group to valve body (1).
8. Install the O-ring in cover (7). Install cover (7) and bolts (6) on valve body (1). Install five O-
rings (8) on the valve body.
9. Position the valve (1) and manifold (3) over the three studs and install nuts and washers (2).
10. Position bracket (4) and install bolts (5).
End By:
a. install hydraulic control valves
Remove And Install Combination Valve

Start By:
a. drain the hydraulic tank
1. Remove hose assembly (2) for clearance. Identify and disconnect all hose assemblies (4) from
combination valve (5).
2. Remove three bolts and washers (3). Lower combination valve (5) with mounting bracket (1).
3. Remove three bolts and washers (6) and spacers (7). Remove combination valve (5).
NOTE: The following steps are for installation of the combination valve.
4. Position combination valve (5) and spacers (7), under mounting bracket (1). Install bolts and
washers (6) to hold the combination valve to the mounting bracket.
5. Position the mounting bracket and install three bolts and washers (3).
6. Connect all hose assemblies (4) to the combination valve (5). Install hose assembly (2).
7. Fill the hydraulic tank to the correct level. See the Operation And Maintenance Manual.
Disassemble And Assemble Combination Valve

Start By:
a. remove combination valve
1. Remove plug (3) and relief valve group (2) from body (1).
2. Remove seal (5) from plug (3). Remove nut (12) from retainer (11). Remove spring (10) and
valve (9). Remove housing (8) from valve group (6). Remove seal (7) from housing (8). Remove
seals (2) and (4) from valve group (6).
3. Remove six plugs (13) and valve groups (14) and (15) from body (1).
4. Remove O-rings (16) from six plugs (13). Make note of the O-rings on valve groups (14) and
(15).
5. Remove seal (21) and two rings (17) from valve group (14). Remove seal (23) and two rings
(18). Remove seal (19). Remove seat (20) and ball (22) from valve body (24).
6. Repeat Step 5 for disassembly of valve group (15).
NOTE: The following steps are for assembly of the combination valve.
7. Inspect all O-rings and replace if necessary.
8. Assemble valve group (14) by installing ball (22) and seat (20) in valve body (24).
NOTE: Lower the temperature of seat (20) before installing in valve body (24).
9. Install rings (17) and (18) and seals (21), (23) and (19).
10. Repeat Steps 8 and 9 to assemble valve group (15).
11. Install O-rings (16) on six plugs (13) and install in body (1). Install valve groups (14) and (15)
in body (1).
12. Install seal (5) on plug (3). Install seals (2) and (4) on valve group (6). Install seal (7) on
housing (8). Install housing (8) in valve group (6). Install valve (9), spring (10) and retainer (11) in
housing (8). Install nut (12) on retainer (11).
13. Install plug (3) and relief valve group (2) in valve body (1). Tighten relief valve group (2) to a
torque of 65 ± 5 N·m (48 ± 4 lb.ft.).
End By:
a. install combination valve


Specifications

2G8020
SMCS - 5054-010; 5054-015; 5054-016; 5064-010; 5064-017
(1) 4J3961 Springs:
(2) 4J3957 Springs:


Specifications
SENR34880010
Control Valve Groups

9T0110 - Blade Lift, Blade Tip, 9T1869 - Circle Drive, 9T1876
- Articulation, Ripper, Scarifier, 9T5019 - Centershift, Wheel
Lean, 9T5020 - Sideshift
SMCS - 5054-010; 5054-015; 5054-016; 5064-010; 5064-017
(1) Torque for two mounting bolts ... 14 ± 2 N·m (10 ± 1 lb ft)
(2) Use shims as required to adjust endplay (A):
Endplay (A) ... 0.15 ± 0.08 mm (.006 ± .003 in)
(3) Torque for four bolts ... 25 ± 7 N·m (18 ± lb ft)
(4) 9T1406 Spring:
Length under test force ... 37 mm (1.5 in)
Test force ... 31.1 ± 1.6 N (7 ± .34 lb)
(5) Torque to install valve (not shown) ... 32 ± 5 N·m (24 ± 4 lb ft)
(6) Torque to install plug (not shown) ... 7 ± 3 N·m (5 ± 2 lb ft)
(7) 9M1974 Washer (used in 9T1869, 9T1876 & 9T5020 Valves):
thickness ... 2 mm (.08 in)
Use as required ... three maximum
NOTE: Install washers only at valve end of spring.
(8) 8J1630 Spring (used in 9T0110, 9T1876, 9T5019 & 9T5020 Valves):
Test force ... 117 ± 6.5 N (26.3 ± 1.5 lb)
(8) 9T2570 Spring (used in 9T1869 Valve):
Test force ... 182 ± 9 N (41 ± 2 lb)
(9) Torque to install plug (earlier) ... 90 ± 5 N·m (65 ± 4 lb ft)



SENR36500026

SMCS - 5220-017; 5220-010

Typical Example
Typical Example
it.
on the handle.

Start By:
plungers.
End By:



SENR36500040
Hydraulic Control Valves

SMCS - 5054-010; 5054-015; 5054-016; 5064-010; 5064-017
Remove And Install Hydraulic Control Valves
1. Remove oil from the hydraulic tank.
2. Remove one screw (7). Loosen bolts (4).
3. Remove cotter pin and pins (3) from linkage (2).
4. Remove cover (1). Remove two bolts and washer (6). Remove plate (5).
5. Identify all oil lines (9) to the valve group (8). Disconnect all oil lines (9) from valve group (8).
6. Remove three bolts (10). Note, washers (11) and mounting (12). Use two persons to remove the
valve group (8). The weight of the valve group is 43 Kg (95 lbs.).
NOTE: The following steps are for installation of the valve group.
7. Use two persons to position the valve group on the machine. Install three bolts (10), washers
(11) and mounting (12).
8. Connect all oil lines (9) to valve group (8).
9. Position plate (5) and cover (1).
10. Install screws (7) and tighten bolts (4).
11. Put linkage (2) in position on the control valves. Install pin and cotter pin (3).
12. Fill the hydraulic tank with oil to the correct level. See the Operation And Maintenance
Manual.
Disassemble Hydraulic Control Valves

Start By:
a. remove hydraulic control valves
1. Remove two bolts (5) and remove bracket (4) from the valve group.
2. Remove three nuts and washers (2) and remove manifold (3) from the valve group. Remove
valve (1) from the valve group.
3. Remove two bolts (6) and cover (7) and the O-ring from valve (1). Remove O-rings (8) from
the valve body.
4. Remove two bolts (10). Remove the lever group from valve body (1).
5. To disassemble the lever group, remove two bolts (21) and remove housing (12) from housing
(9). Note seal (11) between housing (9) and (12).
6. Remove bearing (13), O-ring seal (14), ring (15), bearing (16) and shim (19) from housing (12).
Remove lever (24) and boot (23) from cover (22).
7. Remove stem (25) from valve body (1). Compress spring (26) and remove four retainers (27).
Remove spring (26) from stem (25).
8. Remove shuttle valve (30) from valve body (1).
9. Remove seals (28), (29) and (30). Remove rings (31) and (32) from shuttle valve (30).
10. Remove plug (39). Remove O-ring (36) from plug (39). Remove spring (35) and stem (34)
from valve body (1). Note: Remove washers, if present, from stem (34).
11. Remove plug and O-ring (37) and (38).
Assemble Hydraulic Control Valves
1. Install the O-rings on plugs (37) and (38). Install plugs (37) and (38). Tighten plug (37) to 90 ±
5 N·m (65 ± 4 lb.ft.).
2. Install rings (31), (32) and O-rings (28), (29) and (33) on shuttle valve (30). Install shuttle valve
(30) in valve body (1).
3. Install washers (40), if used, in stem (34). Install stem (34) in valve body (1). Install spring (35)
in stem (34). Install O-ring (36) on plug (39). Install plug (39) in valve body (1).
NOTE: Washers (40) are used to increase or decrease implement speed. See Form No.
SENR3489, Systems Operation, Testing and Adjusting 12G, 120G, 130G and 140G Hydraulic
System and Steering, topic, Control Valve Flow Adjustment.
4. Install four retainers (27) and spring (26) on stem (25). Insert stem (25) in valve body (1).
5. Install boot (23) on lever (24). Install the boot and lever in cover (22).
6. Install seal (11) in housing (9). Install housing (12) on housing (9). Install bearing (13), O-ring
seal (14), ring (15), bearing (16) and shim (19) on housing (12). Position cover (22) on housing
(12) and install washers (20) and bolts (21).
7. Install seal (18) and O-ring (17) in housing (9). Position lever (24) in stem (25) and install bolts
and washers (10) that hold the lever group to valve body (1).
8. Install the O-ring in cover (7). Install cover (7) and bolts (6) on valve body (1). Install five O-
rings (8) on the valve body.
9. Position the valve (1) and manifold (3) over the three studs and install nuts and washers (2).
10. Position bracket (4) and install bolts (5).
End By:
a. install hydraulic control valves
Remove And Install Combination Valve

Start By:
a. drain the hydraulic tank
1. Remove hose assembly (2) for clearance. Identify and disconnect all hose assemblies (4) from
combination valve (5).
2. Remove three bolts and washers (3). Lower combination valve (5) with mounting bracket (1).
3. Remove three bolts and washers (6) and spacers (7). Remove combination valve (5).
NOTE: The following steps are for installation of the combination valve.
4. Position combination valve (5) and spacers (7), under mounting bracket (1). Install bolts and
washers (6) to hold the combination valve to the mounting bracket.
5. Position the mounting bracket and install three bolts and washers (3).
6. Connect all hose assemblies (4) to the combination valve (5). Install hose assembly (2).
7. Fill the hydraulic tank to the correct level. See the Operation And Maintenance Manual.
Disassemble And Assemble Combination Valve

Start By:
a. remove combination valve
1. Remove plug (3) and relief valve group (2) from body (1).
2. Remove seal (5) from plug (3). Remove nut (12) from retainer (11). Remove spring (10) and
valve (9). Remove housing (8) from valve group (6). Remove seal (7) from housing (8). Remove
seals (2) and (4) from valve group (6).
3. Remove six plugs (13) and valve groups (14) and (15) from body (1).
4. Remove O-rings (16) from six plugs (13). Make note of the O-rings on valve groups (14) and
(15).
5. Remove seal (21) and two rings (17) from valve group (14). Remove seal (23) and two rings
(18). Remove seal (19). Remove seat (20) and ball (22) from valve body (24).
6. Repeat Step 5 for disassembly of valve group (15).
NOTE: The following steps are for assembly of the combination valve.
7. Inspect all O-rings and replace if necessary.
8. Assemble valve group (14) by installing ball (22) and seat (20) in valve body (24).
NOTE: Lower the temperature of seat (20) before installing in valve body (24).
9. Install rings (17) and (18) and seals (21), (23) and (19).
10. Repeat Steps 8 and 9 to assemble valve group (15).
11. Install O-rings (16) on six plugs (13) and install in body (1). Install valve groups (14) and (15)
in body (1).
12. Install seal (5) on plug (3). Install seals (2) and (4) on valve group (6). Install seal (7) on
housing (8). Install housing (8) in valve group (6). Install valve (9), spring (10) and retainer (11) in
housing (8). Install nut (12) on retainer (11).
13. Install plug (3) and relief valve group (2) in valve body (1). Tighten relief valve group (2) to a
torque of 65 ± 5 N·m (48 ± 4 lb.ft.).
End By:
a. install combination valve


Specifications
Relief Valve
4T1056
SMCS - 5054-010; 5054-015; 5054-016; 5064-010; 5064-017
(1) Pressure to open valve ... 17 250 ± 700 kPa (2500 ± 100 psi)


Specifications
SENR34880014
Crossover Relief Valve (Steering)

SMCS - 5054-010; 5054-015; 5054-016; 5064-010; 5064-017
Pressure setting ... 22 100 ± 200 kPa (3200 ± 29 psi)
At a flow of ... 18.9 ± 1.0 liter/min (5 ± .3 U.S. gpm)
(1) 5J4857 Shim:
One shim will change pressure setting ... 600 kPa (88 psi)
3G8592 Shim:
One shim will change pressure setting ... 1200 kPa (175 psi)
(2) 5J9631 Spring:
Quantity ... two
Test force ... 1085 ± 87 N (244 ± 19.5 lb)


Specifications
SENR34880015
Main Relief Valve

SMCS - 5054-010; 5054-015; 5054-016; 5064-010; 5064-017
Pressure setting ... 27 000 ± 350 kPa (3900 ± 51 psi)
At a flow of ... 9.5 ± 0.8 liter/min (2.5 ± 0.2 U.S. gpm)
(2) Torque for housing ... 100 ± 5 N·m (75 ± 4 lb ft)
(4) 4T7520 Spring:
Length under test force ... 30 mm (1.18 mm)
Test force ... 21.4 ± 1.7 N (4.8 ± .4 lb)
(5) 4T2770 Spring:
Length under test force ... 33 mm (1.3 in)
Test force ... 328.2 ± 26.2 N (73.8 ± 5.9 lb)



SENR36500005

SMCS - 5235-010
Remove And Install Blade Lift Lock Check And Relief Valve
3. Remove bolts (3) that hold the valve to the frame. Remove blade lift lock check and relief valve
(4).
4. Put blade lift lock check and relief valve (4) in position on the frame. Install bolts (3) that hold
it.



SENR36500010
Steering Relief Valve

SMCS - 4322-010; 4322-017
Remove And Install Steering Relief Valve
1. Put identification on the oil lines as to their location on the valve.
2. Disconnect oil lines (1), (2), (3) and (6) from the valve.
3. Remove three bolts (4) from the valve.
4. Remove steering relief valve (5).
NOTE: The following steps are for installation of the steering relief valve.
5. Put steering valve (5) in position on the frame. Install three bolts (4).
6. Connect oil lines (1), (2), (3) and (6) to their correct location on the valve.
Disassemble And Assemble Steering Relief Valve

Start By:
a. remove steering relief valve
1. Remove adapters (1) from body (2).
2. Remove springs (3), shims (5) and valves (4) from body (2).
3. Remove seats (7) from body (2). Check the O-rings (6) on seats (7).
NOTE: The following steps are for assembly of the steering relief valve.
4. Inspect all O-ring seals (6) and replace if necessary.
5. Install seats (7) in body (2).
6. Install valves (4), shims (5) and springs (3) in body (2). Install adapters (1).
End By:
a. install steering relief valve


Specifications
SENR34880008

SMCS - 4322-010; 4322-017
At ... 620 kPa (90 psi)


Systems Operation
26SI Series Alternator
Media Number -RENR1252-01 Publication Date -01/10/1999 Date Updated -09/10/2001
i01164564
General Information
SMCS - 1405
The alternator is an electronic component that is belt driven. The alternator is used to charge the
storage battery during engine operation. The alternators that are covered by this manual are inside
cooled. Air is drawn through baffles. The baffles are located in the rear cover. The air exits from
the drive end frame behind the fan.
The alternator converts a combination of mechanical energy and magnetic energy to alternating
current and voltage. This is done by rotating a direct current electromagnetic field on the inside of
a three-phase stator. The alternating current and voltage are generated by the stator. The current
and the voltage are changed to direct current by a three-phase full wave rectifier. The rectifier uses
six silicon rectifier diodes.
The 26-SI is a self-rectifying alternator. The 26-SI is also a brushless unit. The voltage regulator is
built in the alternator. The only movable part in the assembly is the rotor. The rotor is mounted on
a ball bearing at the drive end. The rotor is mounted on a roller bearing at the end with the
rectifier. The conductors that carry current are stationary. These conductors are in the field
winding, the stator windings, the six rectifying diodes, and the regulator circuit components. The
regulator and diodes are enclosed in a sealed compartment.
The voltage regulator limits the voltage that is produced by the alternator at the output terminal.
This is done by controlling the magnetic field that is present in the stationary field. The voltage
allows current to flow in order to satisfy the electrical loads that are placed on the system.
An internal sense lead is used in order to control voltage. The lead is installed between the diode
trio and the regulator.
Some of the 26-SI alternators use a .25 inch threaded stud as an output terminal. With this type of
terminal, the exposed metal parts are not insulated. The exposed metal parts will have battery
voltage when the parts are connected to the battery.
An "R" terminal is located on the side of the alternator. The "R" terminal is on the opposite side
from the output terminal. This terminal may be used to operate the one of the following
components:
• A Charge Indicator
• A Tachometer
• An Hour Meter
• A Similar Device
The component is provided voltage pulses at a frequency of 8 pulses for each revolution of the
alternator. The "R" terminal's components must not draw more than 4 amperes.
The alternator's case is grounded. However, do not operate the unit without an external path to
ground. A screw and a lockwasher are installed in a .25 inch threaded hole. The hole is located in
the housing by the rectifier. The hole is between the output terminal and the "R" terminal. The "R"
terminal is provided in order to connect a ground lead if a ground lead is used. Otherwise, the
ground path is through the mounting hardware and brackets to the engine. A paper tag is located
on a replacement. The tag identifies the "GROUND SCREW". Remove the tag and discard the
tag. The screw and the lockwasher should be installed in the housing. This is done in order to
prevent the entry of dirt and water.


Systems Operation
i01166613
Normal Operation
SMCS - 1405
26-SI Alternator Schematic
The 26-SI series alternator is a brushless, heavy-duty integral charging system. The alternator has
a built-in diode rectifier and a voltage regulator. The system produces DC current for electrical
systems.
The solid state integrated circuit voltage regulator that is built into the 26-SI alternator limits the
system voltage by switching the ground circuit for the rotor field on and off. When the ground
circuit is on, field current passes from a diode trio through the stationary field coil. Nominal
regulated voltages of 13.5 to 14.5 volts are available for 12 volt systems. The nominal regulated
voltage for the 24 volt system is between 27.0 and 29.0 volts.
As the alternator begins operating, the regulator detects battery voltage that is applied to the
ignition terminal. The initial exciting current then flows through the rotor coil. When the ignition
switch is turned ON the regulator turns on and off. This occurs intermittently in order to reduce
battery discharge. Current is kept to a minimum of approximately 0.17 amperes.
The voltage regulator turns ON the field current and the voltage regulator turns OFF the current
many times in one second in order to keep the voltage at a preset level.
For 12 volt systems, an output rating of 85 amperes is standard. For 24 volt systems, output ratings
of 50 or 75 amperes are available. The output ratings of a specific 26-SI model are located in
Specification, "Alternator".
The 26-SI alternator is designed for a one-wire charging system configuration. One wire refers to
the minimum number of connections that are necessary at the alternator for operation. The output
of the alternator must be connected to the positive terminal of the battery. A ground path is also
required. The ground path should run between the alternator housing and the ground terminal for
the battery.
The initial voltages at start-up are generated by residual magnetism in the rotor. As the speed
increases and the output increases, the voltage that is available at the diode trio becomes sufficient
to supply field current for normal operation. When output voltage exceeds battery voltage, the
alternator begins to drive the system voltage. The residual magnetism can be lost. This results in
no output. Loss of the residual magnetism can be caused by extended downtime or a severe shock
to the alternator. Refer to Troubleshooting, "T6 Residual Magnetism Restoration".
While the system voltage is below the setting of the voltage regulator, the regulator turns on the
field current. This allows the alternator to produce the maximum output. When the voltage setting
is reached, the regulator turns off the field current. When the field current is off, the magnetic field
in the rotor collapses and the alternator output voltage begins to fall. The falling voltage causes the
regulator to turn on the field current and the current rebuilds the magnetic field. This cycle
continues rapidly. The cycle keeps the output and the system voltage very close to the voltage
setting. The cycle will continue unless the electrical demands of the system cause the system
voltage to fall below the voltage setting. If the system voltage falls below the voltage setting, the
regulator will allow full field current to flow so that the alternator's maximum output is realized.
(1) Positive Terminal
(2) Relay Terminal
External connections to the 26-SI alternator are made to the terminals that are shown in illustration
2. The standard output terminal is a female type. The connecting bolt is insulated. The cable for
charging has a special connector. When the connection is installed, the electrical connection is
sealed from moisture. No voltage exists at the exposed parts. The head of the connector bolt is
normally stamped "NO VOLTS" in order to indicate the insulated type.
All of the electronic parts of the alternator are sealed in a compartment in order to keep out the
moisture and the dirt.


Systems Operation
i01165035
Component Description
SMCS - 1405
(1) Fan
(2) Drive End Housing
(3) Rotor Assembly
(4) Field Coil
(5) Stator
(6) Rectifier End Housing
(7) Cover
(8) Plate
(9) Gasket
(10) Bearing Retainer
(11) Bearing
Rotor
The rotor provides a magnetic field. The rotor rotates on a shaft. Therefore, this alternator is called
a rotary magnetic field alternator. A rotor consists mainly of the following parts: pole core
(magnetic pole), field coil and shaft.
The rotor contains the field coil. When current flows in the field coil, one side of the core is
magnetized. This side becomes the "N" pole. The other side becomes the "S" pole. With this form
(pawl pole), all poles are magnetized by one field coil.
Stator
The stator consists of a stator core and stator coil. The stator is supported by the front and rear
frames of the alternator. The stator core is made of a number of thin iron plates. The stator has
many slots on the inner surface. The slots accommodate the stator coil. Three independent coils
are provided. The coils generate AC voltage during rotation of the rotor. A hydraulic press is used
to insert the stator into the front frame. This arrangement allows heat to easily dissipate through
the frame. Cooling efficiency is increased.
Pulley
These alternators are usually equipped with a pulley with two slots. Tighten the pulley nut to 102
± 7 N·m (75 ± 5 lb ft).
Frame
The frame supports the stator and the rotor. The frame also provides mounting points in order to
mount the alternator on the engine. Holes for ventilation are provided on all sides of the frame for
efficient cooling. The rectifier, and the regulator are fastened to the rear end frame by screws. The
stator is pressed into the front end frame.
Rectifier
The rectifier is a one-piece design. The rectifier changes the three-phase AC into direct current.
Regulator
The regulator controls the output of the alternator. The regulator limits the alternator voltage to a
preset value by controlling the field current. The regulator operates electronically in order to turn
on the voltage across the field winding. The regulator then switches off the voltage. The switching
can occur at a low rate such as 10 times in one second. The switching can occur at a high rate such
as several thousand times in one second.


Systems Operation
i02978729
Pressure Switch (Refrigerant)

SMCS - 1435-PX; 7320-QW
Air Conditioning High Low Pressure Switch
Schematic symbol and drawing for the high low pressure switch
The High Low pressure switch is used in order to monitor the refrigerant pressure that is coming
out of the discharge side of the refrigerant compressor. The pressure switch prevents the
compressor from operating when the pressure in the discharge line exceeds a specific pressure
range or when the pressure in the discharge line fails to maintain a specific pressure range. This
switch is electrically connected in series with the magnetic clutch for the refrigerant compressor,
and the evaporator coil thermostat. Similarly to the thermostat switch, the compressor will not
operate when the High-Low pressure switch is OPEN. When the High-Low pressure switch is
CLOSED, the current moves through the switch and through the coil assembly in the magnetic
clutch. This causes the compressor to operate.
The High-Low pressure switch has two pressure set points that will cause the switch contacts to
OPEN. For a low pressure condition, the switch contacts will move OPEN whenever the pressure
value for the discharge line decreases to less than 170 kPa (25 psi). The switch contacts will
remain in the OPEN position until the pressure value increases to 275 kPa (40 psi) or more. For
the high pressure condition, the switch contacts will move OPEN whenever the pressure value for
the discharge line exceeds 2800 kPa (405 psi). The switch contacts will remain in the OPEN
position until the pressure value decreases to 1750 kPa (255 psi) or less.
Air Conditioning Low Pressure Switch
Schematic symbol and drawing for the low pressure switch
The Low pressure switch is used only in applications for the machine that also use the compressor
protection time delay relay. The Low pressure switch is used to monitor the refrigerant pressure
that comes into the suction side of the refrigerant compressor. The pressure switch prevents the
compressor from operating when the pressure for the suction line fails to maintain a specific
pressure range. This switch is electrically connected in series with the compressor protection time
delay relay, the high low pressure switch, and the thermostat for the evaporator coil. The
compressor will not operate when the Low pressure switch is OPEN. When the Low pressure
switch is CLOSED, a ground signal is sent to the compressor protection time delay relay. A
CLOSED low pressure switch indicates that the pressure for the suction line is high enough to
allow the refrigerant compressor to operate. The compressor protection time delay relay will then
turn on causing the compressor to operate.
The switch contacts on the low pressure switch will move OPEN whenever the pressure value for
the suction line decreases to less than 34 kPa (5 psi). The switch contacts will remain in the OPEN
position until the pressure value increases to 104 kPa (15 psi) or more.


Systems Operation
DELCO REMY 20-SI SERIES ALTERNATOR
Systems Operation
SMCS - 1435-PX; 7320-QW
Introduction
The 20-SI Delco Remy alternator is brushless. The output of the 20-SI Delco Remy alternator is
three phase and full wave rectified.
Alternator Operation
20-SI Alternator
The alternator is an electrical and mechanical component driven by belt rotation from the engine. It
is used to charge the storage battery during engine operation. The alternator is cooled by a fan that is
a part of the alternator. The fan pulls air in through holes on the sides at the back of the alternator.
The air exits out the front of the alternator, cooling it in the process.
The alternator converts mechanical and magnetic energy to alternating current (AC) and voltage.
This process is done by rotating a high carbon steel rotor between a direct current (DC) field coil
and a three phase stator. The alternating current and voltage (generated by the stator) are changed to
direct current by a three phase, full wave rectifier system using six silicone rectifier diodes. The
alternator also has a diode trio which is an assembly made up of three exciter diodes. The diode trio
rectifies field current needed to start the charging process.
A capacitor is mounted in the back of the alternator. The capacitor protects the rectifier and diode
trio from high voltages. It also suppresses radio noise.
Alternator Components
Alternator Components
(1) Field Coil. (2) Rotor. (3) Stator. (4) Regulator. (5) Rectifier. (6) Capacitor. (7) Diode trio.
The major components of the alternator are stator (3), rotor (2), field coil (1), rectifier (5), diode trio
(7), regulator (4) and capacitor (6).
Stator (3)
Stator (3) consists of a stator core and windings. As rotor (2) turns, its varying magnetic field causes
stator (3) to produce three phase alternating current (AC).
Rotor (2)
Rotor (2) consists of two pole pieces mounted on a shaft. Rotor (2) provides the magnetic field
coupling between field coil (1) and stator (3).
Field coil (1)
Field coil (1) is the source of the magnetic field. The strength of the magnetic field is controlled by
regulator (4) which modulates the field current. The magnetic field induces a voltage in the stator
windings via rotor (2).
Rectifier (5)
Rectifier (5) contains three positive (+) and three negative (-) diodes to form the full wave rectifier
bridge which is connected to stator (3). Rectifier (5) changes (rectifies) three phase AC to DC.
Capacitor (6)
Capacitor (6) protects rectifier (5) and diode trio (7) from high voltages. It also suppresses radio and
electronic interference. Capacitor (6) is mounted in the back of the alternator and connects to
rectifier (5).
Diode Trio (7)
Diode trio (7) consists of three diodes. Initially voltages are generated in stator (3) by residual
magnetism in rotor (2). The voltages are impressed through diode trio (7) to regulator (4); through
the diodes in rectifier (5) and back to stator (3). Diode trio (7) is mounted to rectifier (5).
Regulator (4)
Regulator (4) controls alternator output. Regulator (4) limits the alternator voltage to a preset value
by controlling the field current. It operates electronically to alternately "turn off" and "turn on" the
voltage across field coil (1). Regulator (4) acts as an electronic switch. This switching between "off"
and "on" occurs at a rate as low as 10 times per second and as high as 7000 times per second.
Regulator (4) is mounted in the back of the alternator.
Alternator Operation Diagram
20-SI Integral Charging System Diagram
The integral charging system diagram and the explanation that follows describe the terminals and
basic circuitry for the 20-SI series alternator.
With the alternator operating, AC voltages initially are generated in the stator windings by residual
magnetism in the rotor. The diodes in the rectifier change the stator AC voltages to a DC voltage
which appears between ground and the "BAT" terminal. As speed increases, current is provided for
charging the battery and operating electrical accessories.
The stator also supplies DC field current through the diode trio, the field coil, the regulator
switching component and then through the diodes in the rectifier back to the stator.
As the alternator speed increases, the voltage at the "BAT" terminal increases. When the voltage
reaches a preset value, the regulator switching component opens. This turns the field current off. The
absence of field current reduces the magnetic field of the field coil. This causes the voltage at the
"BAT" terminal to decrease. When the voltage at the "BAT" terminal decreases to the preset value,
the regulator switching component closes. This allows the field current and voltage to increase to the
preset value again. This cycle then repeats many times per second to limit the voltage to the adjusted
value.


Systems Operation
Electronic Monitoring System
i06708239
General Information
SMCS - 7490
EMS Block Diagram
The Electronic Monitoring System (EMS) continuously watches machine systems and alerts the
operator of abnormal machine conditions that exist.
A maximum of ten alert indicators are available on the EMS display area to show abnormal machine
conditions.
The same EMS operates on various different machines. The quantity of indicators and the type of
systems monitored, varies according to the application. In addition to the above indicators, an action
lamp and action alarm indicate the severity (warning category) of a problem.


Systems Operation
i06708241
Warning Operation
SMCS - 7490
Table 1
WARNING OPERATION
(1)
Warning Indicator
Warning Alert Action Action Required Operator (2)
Possible Result
Category Indicator Lamp Alarm Action
Flashes Flashes Sounds
No immediate action
required. The No harmful or
1 X
system needs damaging effects.
attention soon.
Change machine
operation or perform Severe damage to
2 X X
maintenance to the components.
system.
Immediately Operator injury or
3 X X X perform a safe severe damage to
engine shutdown. components.
(1)
The active warning indicators are marked with an X.
(2)
Possible result if no operator action is taken.
EMS Display Area
(1) Alert indicators
The Electronic Monitoring System (EMS) control notifies the operator of an immediate or
impending problem with a machine system. Warning operation begins when the EMS control
receives a signal that reflects an abnormal machine condition. The alternator and switches provide
signals to the EMS control. The signals are:
• An open switch. When a machine system condition exceeds the specified value of the
switch, the switch opens.
• An alternator "R" terminal signal which exceeds limits. The EMS control determines the
limits.
The EMS control analyzes the signals and activates the appropriate warning indication to notify
the operator. The warning indications are:
• FLASHING of an alert indicator
• FLASHING of the action lamp
• SOUNDING of the action alarm (ON and OFF)
Note: To activate some warning indications more than one input is required. The EMS control
decides when and what warning indications are activated.
Abnormal machine system conditions are classified into three warning categories: 1, 2, and 3. The
categories dictate the required response of the operator based on the severity of the condition.
Warning category 1 represents the least severe condition and warning category 3 represents the
most severe condition. The warning categories are identified for the operator according to the
combination of warning indications that are active. See Warning Operation chart.


Systems Operation
i06708243
Alert Indicator Description

SMCS - 7490
Table 1
(1)
Alert Indicator No. EMS Connector Contact No. Type
1 6 Switch Input - Uncommitted
(2)
(2)
3 18 Switch Input - Speed Sensitive
8 3 Switch Input
(1)
To locate the alert indicators by the assigned number, see the EMS Display illustration.
(2)
Connector contacts 5 and 18 are both used to control indicator 3. Contact 5 is a normal switch input. Connector
contact 18 is a speed sensitive switch input. See Switch Input - Speed Sensitive under the topic Monitor.
EMS Display Area
(1) Alert Indicators
Two switch input conditions are diagnosed: open and grounded. An alert indicator FLASHES,
when the corresponding switch type input is open.
EMS monitors the switch inputs. With the machine shutdown many switch inputs are open. These
open switch inputs cause the corresponding alert indicators to flash if the key start switch is ON.
Note: A switch input may be activated by more than one switch. The switches would be wired in
series, see the Operation and Maintenance Manual for the machine being serviced.


Systems Operation
i06708246
Monitor
SMCS - 7490
All the following electrical components are not present on every machine. It is possible that the
machine being serviced contains other electrical components not found in this manual. For the
location of components, see the Electrical System Schematic in the machine Service Manual for the
machine being serviced.
EMS Control
EMS Control
Electronic circuits within the EMS control make all EMS decisions. Open and closed switches on the
machine program what EMS alert indicators are active. The EMS face film shows these indicators.
On the rear of the control, a 20-contact connector facilitates the necessary harness wiring for the
inputs and outputs.
Table 1
CONTACT DESCRIPTION OF EMS CONNECTOR
No. Function Type
1 +24 DCV Power
2 Ground Sensor Input - Alternator
3 Alert Indicator 8 (Electrical) Switch Input - Alternator
4 Alert Indicator 5 Switch Input - Uncommitted
(1)
9 Program Code 1 Switch Input - Programming
10 Action Alarm Output
11 Action Lamp Output
13 Alarm Inhibit
(2)
15 EMS Test
(1)
(1)
contact 18 is a speed sensitive switch input. See Switch Input - Speed Sensitive under the topic Inputs.
(2)
Indicator activates 10 to 13.5 seconds after input is opened.
Inputs
The inputs tell EMS how to operate and provide information on the status of the machine systems.
There is one sensor type and 14 switch type inputs. Switches and harness wiring provide an open
(floating) or ground signal to the switch inputs of the EMS control. The alternator "R" terminal
provides a changing signal to the sensor input.
The EMS control assigns a different warning category to each uncommitted switch input. See the
following chart to determine the warning category of each input.
Table 2
EMS Connector Contact No. Warning Category No.
3 1
4 2
5 3
6 2
7 3
8 3
12 3
14 1
(1)
17 3
18 3
(2)
19 3
(1)
When programming input 3 (connector contact 20) is grounded, connector contact 17 is assigned a warning category
2. With this programming input open, connector contact 17 is assigned a warning category 3.
(2)
When programming input 1 (connector contact 9) is grounded, connector contact 19 is assigned a warning category 1.
With this programming input open, connector contact 19 is assigned a warning category 3.
Switch Inputs - Uncommitted
The ten uncommitted switch inputs (connector contacts 4 through 8, 12, 14, 17, 18, and 19) provide
the information used to operate nine alert indicators. During normal operation, these switch inputs are
closed to ground. The grounded inputs tell the EMS control that the system conditions are normal and
no alert indicators are activated. These inputs receive information from pressure, temperature, flow,
level, and position switches located within the machine systems. Some machines are equipped with
other electronic controls that supply the EMS control with input information in place of a switch.
Switch Input - Speed Sensitive
This input activates indicator 3 if connector contact 18 is open and the "R" terminal frequency (which
represents engine speed) is above a certain frequency. This frequency is determined by the status of
connector contact 16. With contact 16 closed to ground, the frequency is 376 Hz ± 10%. With contact
16 open, the frequency is 470 Hz ± 10%.
Switch Input - Alarm Inhibit
A fuel pressure switch provides information about the engine operating status to the alarm inhibit
input (connector contact 13). During normal operation (engine running), the fuel pressure switch is
open. When the engine is stopped, the fuel pressure switch closes the alarm inhibit input to ground.
With this input grounded, the action alarm will not sound.
Switch Inputs - Programming
The programming switch inputs (connector contacts 9, 16, and 20) tell the EMS control how to
operate. The EMS control operates in a manner that corresponds to the open or grounded state of the
programming switch inputs. These inputs receive information from permanent connections within the
harness wiring or machine system switches (neutral switch). This information is necessary because of
the differences in machine models.
Input 1
This programming input (connector contact 9) tells the EMS control what warning category should be
assigned to an open connector contact 19. With this programming input closed to ground, connector
contact 19 is assigned a warning category 1. With this programming input open, connector contact 19
is assigned a warning category 3.
Input 2
This programming input (connector contact 16) tells the EMS control what frequency should be used
for speed sensitive switch input 4 (connector contact 18). With contact 16 closed to ground, the
frequency is 376 Hz ± 10%. With contact 16 open, the frequency is 470 Hz ± 10%.
Input 3
This programming input (connector contact 20) tells the EMS control what warning category should
be assigned to an open connector contact 17. With this programming input closed to ground,
connector contact 17 is assigned a warning category 2. With this programming input open, connector
contact 17 is assigned a warning category 3.
Sensor Input - Alternator (Alert Indicator 8)
The "R" terminal of the alternator provides an AC signal to the EMS control. The EMS control
measures the frequency (Hz) of the AC signal and determines the speed at which the alternator is
rotating (engine speed). If frequency measured is below 94 Hz ± 10%, alert indicator 8 will flash. The
alternator "R" terminal information helps determine the condition of the electrical charging system.
Harness wiring directly connects the alternator "R" terminal to a frequency sensor input at the EMS
control.
Outputs
EMS Display Area
The outputs of the EMS control notify the operator of abnormal machine conditions. The outputs are:
the alert indicators, the action lamp, and the action alarm.
Alert Indicators (1)
Alert indicators (1) notify the operator of an abnormal machine condition. The EMS control uses the
status of the uncommitted switch inputs and the sensor input to determine when an abnormal
condition is present. When an abnormal condition exists, alert indicator (1) flashes. The pictograph
symbol nearest the FLASHING alert indicator identifies the responsible machine system. For more
information, see the Warning Operation section.
Action Lamp
When a serious abnormal condition exists (warning category 2), the EMS control activates the action
lamp output (connector contact 11) and the action lamp flashes along with the alert indicator. For
more information, see the Warning Operation section.
Action Alarm
When a critical abnormal condition exists (warning category 3), the EMS control activates the action
alarm output (connector contact 10). The action alarm sounds along with flashing the alert indicator
and the action lamp. For more information, see the Warning Operation section.


Systems Operation
i06708248
Switches
SMCS - 1435; 7332
Switches provide information (input) to the EMS control. Switches are two-state devices. The two
states are:
• Closed - the switch connects the control input to frame ground (battery negative).
• Open - the switch does not connect the control input to anything (the input is floating).
Note: Some machines are equipped with other electronic controls that supply the EMS control
with input information in place of a switch. These controls connect the EMS switch input to
ground with an electronic circuit.
Note: For switch specifications, see the Electrical System Schematic in the machine Service
Manual.
Brake Cylinder Overtravel Switch
Brake Cylinder Overtravel Switch
(1) Switch
(2) Schematic symbol
(3) Pictograph
During normal operation, the brake cylinder overtravel switch (1) is closed to ground. One or
more switches may be connected in series in the service brake system. They are located on the
front and rear service brake master cylinders. When the piston of a master cylinder overtravels, the
corresponding switch opens. The open switch tells EMS to notify the operator of this abnormal
condition. Off the machine (on the bench), the switch is closed (normally closed).
Engine Oil Pressure Switch
Engine Oil Pressure Switch
(1) Switch
(3) Pictograph
During normal operation, engine oil pressure switch (1) is closed to ground. The switch opens
when engine oil pressure is less than the specified value for the switch. The open switch tells the
EMS to notify the operator of insufficient engine oil pressure. Off the machine (on the bench), the
switch is open (normally open).
Transmission Neutral Limit Switch
Transmission Neutral Limit Switch
(1) Switch
When in neutral, transmission neutral limit switch (1) is closed to ground. The switch opens when
the shift lever is in any other position. On the machine, the normally closed (NC) and common
(COM) terminals are used. The open or closed condition of limit switch (1) tells the EMS when
the transmission control linkage is in the NEUTRAL position. The EMS uses this information to
make decisions about related systems. Off the machine (on the bench), the "NC" and "COM"
terminals are closed (normally closed). Off the machine, the "NO" and "COM" terminals are open
(normally open).
Parking Brake Pressure Switch
Parking Brake Pressure Switch
(1) Switch
(3) Pictograph
During normal operation, parking brake pressure switch (1) is closed to ground. The switch opens
when the air pressure in the parking brake system is less than specified. The open switch tells the
EMS to notify the operator that the parking brake is on. Off the machine (on the bench), the switch
is open (normally open).
Fuel Pressure Switch
Fuel Pressure Switch
(1) Switch
During normal operation (engine running), fuel pressure switch (1) is open. The switch is closed
to ground when the fuel pressure is less than specified (engine OFF). The closed switch tells the
EMS not to sound the action alarm. Off the machine (on the bench), the switch is closed (normally
closed).
Secondary Brake Pressure Switch
Secondary Brake Pressure Switch
(1) Switch
(3) Pictograph
During normal operation, secondary brake pressure switch (1) is closed to ground. The switch
opens when the air pressure in the secondary brake system is less than specified. The open switch
tells the EMS to notify the operator that the secondary brake air pressure is low. Off the machine
(on the bench), connector contacts 1 and 3 are closed (normally closed). On the bench, connector
contacts 1 and 2 are open (normally open).
Note: The secondary brake system is an attachment.
Power Train Filter Bypass Switch
Power Train Filter Bypass Switch
(1) Switch
(3) Pictograph
Power train filter bypass switch (1) is a limit switch which is activated by a valve spool within the
filter housing. During normal operation the switch is closed to ground. When the pressure across
the filter is greater than specified, the valve spool moves and a spring inside the switch opens the
switch contacts. At this same time, the valve spool allows the fluid to flow around (bypass) the
filter and the fluid supplied to the components is not interrupted. The open switch tells the EMS to
notify the operator that the filter is restricted (dirty). Off the machine (on the bench), the switch is
open (normally open).
Differential Pressure Switch
Differential Pressure Switch
(1) Switch
(3) Pictograph
(4) Filter Inlet Port
(5) Filter Outlet Port
Differential pressure switch (1) is a pressure switch which is activated by a pressure difference
between filter inlet port (4) and filter outlet port (5). During normal operation, the switch contacts
are held closed by a spring inside the switch. When the pressure difference between filter inlet
port (4) and filter outlet port (5) exceeds the specified value, the force of the spring is overcome
and the switch contacts are opened. The open switch tells the EMS to notify the operator that the
filter is restricted (dirty). Off the machine (on the bench), the switch is closed (normally closed)
because there is no pressure difference between ports (4) and (5).
Steering Flow Switches
Steering Flow Switches
(2) Primary Steering Pictograph
(3) Secondary Steering Pictograph
(4) Switch
During normal operation, steering flow switch (4) is closed to ground. The switch opens when
steering system oil flow is less than specified. The open switch tells the EMS to notify the
operator of low oil flow in the steering system. Switch (4) is used in the primary and supplemental
steering systems. Off the machine (on the bench), the switch is open (normally open).
Coolant Flow Switch
Coolant Flow Switch
(1) Switch
(3) Pictograph
During normal operation, coolant flow switch (1) is closed to ground. The switch opens when
coolant flow is less than specified. The open switch tells the EMS to notify the operator of low
coolant flow in the engine cooling system. Off the machine (on the bench), the switch is open
(normally open).
Temperature Switch
Temperature Switch
(1) Switch
(3) Example Pictograph (brake oil)
A machine may have more than one temperature switch. During normal operation, temperature
switch (1) is closed to ground. The switch opens when the temperature of the fluid system is
greater than the specified value. The open switch tells the EMS to notify the operator of the high
temperature. Off the machine (on the bench), the switch is closed (normally closed).
Test Switches
EMS Test Switches
(1) Toggle switch
(2) Rocker switch
(3) Schematic symbol - toggle
(4) Schematic symbol - rocker
A toggle or a rocker switch is used to ground the test input of EMS. These switches are
momentary, so the input is only grounded (switch closed) while the switch is held in the TEST
position. When the test input of EMS is grounded, the action lamp and all EMS alert indicators
FLASH and the action alarm SOUNDS. See Output Test.
Note: Action alarm SOUNDS only if the alarm inhibit input (connector contact 13) is open.


Systems Operation
i06708253
Action Lamp
SMCS - 7400-LMP
Action Lamp Pictograph
The action lamp connects to an output of the EMS control (connector contact 11). The action lamp
is an incandescent lamp located within the operator's viewing area. The FLASHING of the action
lamp tells the operator that a condition exists that requires changing the operation of the machine.
The EMS control FLASHES the action lamp whenever a warning category 2 or 3 problem exists.


Systems Operation
i06708254
Action Alarm
SMCS - 7407
Action Alarm
The action alarm connects to an output of the EMS control (connector contact 10). The
SOUNDING of the action alarm (ON and OFF) tells the operator to immediately shutdown the
machine safely. The EMS control SOUNDS the action alarm whenever a warning category 3
problem exists.
The action alarm does not operate when the engine is stopped. The EMS control uses fuel pressure
to determine when the engine is running or stopped. When the EMS alarm inhibit input (connector
contact 13) is grounded by the fuel pressure switch (engine stopped), the action alarm will not
SOUND.


Systems Operation
i06708256
Related Components
SMCS - 1400
Alternator
The "R" terminal of the alternator is connected to an input of the EMS control. The EMS control
monitors the signal at the "R" terminal of the alternator. The "R" terminal tells the EMS control if
at least two of the alternator output phases are functional, and the relative speed at which the
alternator is rotating.



i01167071
General Information
SMCS - 1405
Often when problems with the charging system are being investigated, the alternator is not the
problem. If a low battery condition is present, test the batteries first. See Special Instruction,
SEHS7633, "Battery Test Procedure" for more information. If the engine cranks slowly, then test
the starting system. See Service Magazine, SEPD0020, "Testing The Starter On The Engine" for
more information. If a warning indicator for the charging system is ON, see Service Magazine,
SEBD1751, "Difference Between Alternator Indicator In Electronic Monitoring System (EMS)
And Low Voltage Indicator In Operating Monitoring System (OMS)". When a problem with the
charging system is suspected, then complete the testing that is outlined in this Special Instruction.
See Troubleshooting, "Initial Troubleshooting Procedure" in order to begin troubleshooting. These

procedures are designed to guide you to the problem with as little testing as possible. In most
cases, you will only use a few of the tests to diagnose a problem. The tests are labelled as T1 - T8
for easy reference. A descriptive title for each test is included as well.



i01167051
Initial Troubleshooting Procedure

SMCS - 1405; 7569
1. CHECK THE SYSTEM VOLTAGE.
a. Before you start the machine, connect a voltmeter between the "B+" terminal and the
case of the alternator. Turn OFF all electrical loads.
b. Turn the key to the ON position but do not start the engine.
Expected Result: This voltage should be system voltage.
Results:
◾ YES - The voltage is system voltage. Go to Step 2
◾ NO - The voltage is less than system voltage. Verify that the batteries are good and
verify that battery connections are good. Go to Troubleshooting, "T4 Alternator
Drive System - Check" if the batteries are good.
2. INITIAL CHECK OF ALTERNATOR OPERATION
a. The voltmeter remains connected in the configuration from Step 1.
b. Start the machine. Set the throttle to at least 75%. Read the voltage on the voltmeter.
Expected Result: The voltage is higher than the voltage recorded in the previous Step 1.
Results:
◾ YES - The voltage is higher than the voltage observed in the previous Step 1. The
voltage is also lower than the maximum voltage that is listed in the specifications
for the alternator. The alternator is partially charging the battery. See the following
diagnostic flow chart for reference in continued testing. Proceed to
Troubleshooting, "T1 Alternator Output - Test".
◾ YES - The voltage is higher than the voltage observed in the previous Step 1. The
voltage is also higher than the maximum voltage that is listed in the specifications
for the alternator. The alternator is over charging. Proceed to Troubleshooting, "T8
Alternator Overcharging - Test".
◾ NO - The voltage is not higher than the voltage observed in Step 1. Proceed to
Troubleshooting, "T4 Alternator Drive System - Check".
Note: Severely discharged batteries can cause low system voltage. This can occur even while the
engine is running above idle, and the alternator is working properly. Proper low engine idle is also
important. The alternator is self-excited. Self-excited alternators must exceed a turn-on speed before
charging will begin. Alternator output can be very low at idle.



i04535989
T1 Alternator Output - Test

SMCS - 1405-081
1. Ensure that the batteries are NOT fully charged.
a. Fully charged batteries have open circuit voltage above 12.5 V on 12 V systems or 25
V on 24 V systems.
b. If the batteries are fully charged, then crank the engine for 30 seconds. This action
reduces the battery voltage. Operate the lights for 10 minutes while the engine is off
as an alternative.
2. Connect the 9U-5795 Current Probe to a DMM (digital multimeter) or use the 225-8266
Ammeter Tool Gp . The multimeter must have a peak hold feature. Clamp the probe around
alternator output wire "B+". Before you clamp the probe around the wire, ensure that the
probe is "zeroed" .
3. Set the digital multimeter to "peak hold" or "max mode" on the "mV" scale.
4. Turn on all electrical accessories: lights, air conditioning and radio.
5. Start the machine, and immediately set the throttle to at least 75%. The peak current will
appear on the voltmeter in "peak hold" or "max" mode.
Expected Result: This current reading should be at least 90% of the specified peak output.
Results:
◦ OK - The current is at least 90%. For 85 amp alternators, the current should be over
76 A. For 75 amp alternators, the current should be over 67 A. For 50 amp alternators,
the current should be over 45 A. Go to Testing and Adjusting, "T2 Electrical System
Current - Test".
◦ NOT OK - The current is less than 90%. Go to Testing and Adjusting, "T4 Alternator
Drive System - Check".



i04535991
T2 Electrical System Current - Test

SMCS - 1405-081
T2a - Undesired Electrical System Current - Test (For

Machines Equipped With a Main Disconnect Switch)
1. Turn off all of the accessories. Turn the keyswitch to the OFF position.
2. Clamp a 9U-5795 Current Probe or 225-8266 Ammeter Tool Gp around the main ground
cable. Clamp the tool with the positive side away from the battery. Reset the probe (zero)
before you clamp the probe around the wire. Read the current.
Expected Result: The current is below 2 A.
Results:
◦ YES - The current is below 2 A. Continue to Step 3.
◦ NO - The current is above 2 A. There is a current draw in the system. Go to Testing

and Adjusting, "T5 Alternator Current - Test"
3. Turn the disconnect switch to the ON position. Connect a multimeter across the disconnect
switch terminals. Connect the red lead to the terminal on the frame side. Connect the black
lead to the terminal on the battery side. Use the 10A connections in order to avoid damage.
4. Turn off the disconnect switch and read the current.
Expected Result: The current is below .050 amperes (50 mA).
Note: The standard acceptable current draw is 50 mA. A current draw above 50 mA usually
indicates a problem. However, some large machines with multiple electronic control
modules have a higher acceptable limit. Contact a Caterpillar dealer for more information.
Results:
◦ YES - The current is below 0.050 A. The charging system is currently good. The fault
is possibly an intermittent draw in the system. The batteries may be faulty. Check that
NO accessories were ON during the test.
◦ NO - The current is above 0.050 A. There is a draw in the system. Go to Testing and
Adjusting, "T5 Alternator Current - Test".
T2b - Undesired Electrical System Current - Test (For Any

Machine)
1. Turn off all accessories. Turn the keyswitch to the OFF position.
before the probe is clamped around the wire. Read the current.
Expected Result: The current is below 2 A.
Results:
◦ YES - The current is below 2 A. Continue to Step 3.
◦ NO - The current is above 2 A. There is a current draw in the system. Go to Testing

and Adjusting, "T5 Alternator Current - Test"
3. Remove the ground cable from the battery terminal. For systems with 4 batteries, or 12 V
systems with 2 batteries, disconnect the ground cables from both negative batteries.
4. Connect a multimeter between the disconnected battery ground cable and one of the
negative battery terminals. Connect the red positive lead of the multimeter to the cable. The
negative lead should be connected to the battery terminal. Use the 10 A connections in order
to avoid damage.
Expected Result: The current is below .050 amperes (50 mA).
modules have a higher acceptable limit. Contact a Caterpillar dealer for more information.
Results:
◦ YES - The current is below 0.050 A. The charging system is currently good. The fault
is possibly an intermittent draw in the system. The batteries may be faulty. Check that
◦ NO - The current is above 0.050 A. There is a draw in the system. Go to Testing and
Adjusting, "T5 Alternator Current - Test".



i01167021
T3 Charging System - Test

SMCS - 1405-081
1. Verify that the alternator "B+" terminal nut is tight and verify that the wire has a good
connection to the "B+" terminal.
2. Many Caterpillar machines are equipped with a connector for the 6V-2150
Starting/Charging Analyzer. Use of this tester replaces the testing below.
3. Start the engine and set the throttle to at least 75 percent. Turn ON all electrical accessories
for all test steps below. Allow the engine to run for at least 3 minutes before continuing to
Step 4. The following table will assist in making calculations during this test.
Table 1
Test Voltage Voltage should be below Voltage should be below
Step Reading this for 12 volt system this for 24 volt system
4
5
4 minus 1.0 volt 2.0 volts
5
6
7
6 minus 0.5 volt 1.0 volt
7
8 0.5 volt 1.0 volt
4. Measure the voltage between the alternator "B+" terminal and the alternator case ground.
5. Measure the voltage across the battery. Put the red lead on the + battery terminal, and put
the black lead on the negative battery terminal. Step 5 should be completed as quickly as
possible after Step 4.
Expected Result: On a 12 volt system, the voltage should not be greater than the voltage
that was recorded in Step 4. The voltage must also be within one volt. On 24 volt systems,
the voltage is within 2 volts.
Results:
◦ YES - If the voltage in Step 4 is not more than 1 volt for 12 volt systems (2 volts for
24 volt systems) higher than the voltage in Step 5, this test is complete and the related
wiring is correct at this time. Replace the alternator or go to Testing and Adjusting,
"Component - Test" in order to test the internal parts of the alternator.
◦ NO - If the voltage in Step 4 is more than 1 volt for 12 volt systems (2 volts for 24
volt systems) higher than the voltage in Step 5, there is high circuit resistance:
corrosion, loose connections and damaged wiring. Continue to Step 6.
6. Check the voltage between the machine frame and the alternator "B+" terminal. Record the
voltage.
7. Check the voltage between the machine frame and the + battery post. Step 7 should be
completed as quickly as possible after Step 6.
Expected Result: The voltage difference between Step 6 and Step 7 does not exceed 1 volt
on 24 volt systems or 0.5 volts on 12 volt systems.
Results:
◦ YES - The voltage difference does not exceed the tolerance. The charging circuit is
good. Go to Step 8.
◦ NO - The voltage difference exceeds the tolerance. There is high resistance in the
charging circuit: loose cables, corroded cables, damaged cables, faulty circuit breaker
and faulty main relay. Correct the problem and retest the system.
8. Check the voltage between the negative battery post and the alternator case ground.
Expected Result: The voltage does not exceed 1 volt on 24 volt systems or 0.5 volts on 12
volt systems.
Results:
◦ YES - The voltage difference does not exceed the tolerance. The ground circuit is
good. There is an internal problem with the alternator. Replace the alternator or go to
Testing and Adjusting, "Component - Test" in order to test the internal parts of the
alternator.
ground circuit: loose cables, corroded cables, loose alternator mounting and poor
engine ground. Correct the problem and retest the system.



i01167028
T4 Alternator Drive System - Check

SMCS - 1405-081
1. Check the condition of the alternator drive belt. If the drive belt is oily, clean the pulleys.
Replace the drive belt, and retest the system. If the drive belt is wet, dry the belt and retest
the system. If the drive belt is worn, replace the belt and retest the system.
2. Check the tension of the alternator drive belt. If the tension is off, adjust the tension.
3. Check the nut on the alternator pulley. If the nut is loose, tighten the nut and retest the
system.
4. If all of the previous steps find no problems go to Testing and Adjusting, "T3 Charging
System - Test".



i04535993
T5 Alternator Current - Test

SMCS - 1405-081
1. Turn the keyswitch to the OFF position.
2. Connect the 9U-5795 Current Probe to a DMM (digital multimeter) or use a 225-8266
Ammeter Tool Gp . Clamp the probe around the alternator output wire ("B+"). Before you
clamp the probe around the wire, ensure that the probe is "zeroed" .
3. Read the current.
Expected Result: The current is under 2 A.
Results:
◦ YES - The current is under 2 A. Continue to Step 4.
◦ NO - The current is over 2 A. There is an internal problem with the alternator.

Replace the alternator or go to Testing and Adjusting, "Component - Test".
4. Disconnect the B+ terminal wire from the alternator. Connect the red lead of the multimeter
to the wire that was disconnected. Connect the black lead of the multimeter to the
alternators B+ terminal. Set the multimeter on the 10 amp scale. Read the current.
Expected Result: The current is under 0.015 A.
Results:
◦ YES - The current is under 0.015 A. The alternator is operating correctly. There is a
current draw on the machine. Go to Testing and Adjusting, "T7 Identifying Source Of
Current Draw - Test".
◦ NO - The current is over 0.015 A. There is an internal problem with the alternator.
Replace the alternator or go to Testing and Adjusting, "Component - Test".



i01167035
T6 Residual Magnetism Restoration

SMCS - 1405-081
Reference: Service Magazine, SEBD1672 July 1986, "Brushless Alternators May Not Charge In
Certain Conditions"
1. Start the engine and set the throttle to at least 75%.
2. Connect a voltmeter between the "B+" terminal and the alternator case ground.
3. If a wire is connected, disconnect the wire from the "R" terminal.
Expected Result: The voltage does not change.
Results:
◦ YES - The voltage stays the same. Continue to Step 4.
◦ NO - The voltage rises and the alternator begins charging. The wire to the "R"
terminal is shorted. Repair the wiring or replace the wiring. Go to Troubleshooting,
"Initial Troubleshooting Procedure" and retest the system.
4. Connect one end of a jumper wire to the "B+" terminal of the alternator.
5. Connect the other end of the jumper wire to the "R" terminal of the alternator for two
seconds.
Expected Result: The voltage output rises on the "B+" terminal.
Results:
◦ YES - The voltage output rises. The alternator is now charging. Go to

Troubleshooting, "Initial Troubleshooting Procedure" and retest the system.
◦ NO - The voltage output does not rise. Repair the alternator or replace the alternator.



i04536521
T7 Identifying Source of Current Draw - Test

SMCS - 1405-081
1. Make sure that every electrical component is turned OFF. Make sure that the keyswitch is
turned OFF. Make sure that the dome lights are OFF.
before clamping the probe around the wire. Use the current probe if the draw is above
approximately 2 A. Use the Ammeter if the draw is below approximately 2 A.
3. Monitor the current and remove fuses and breakers one at a time. Check the current after
each fuse (breaker) is removed. After removing a fuse (breaker) and observing the current,
reinstall the fuse (breaker). Start with the main fuses (circuit breakers) first, and proceed to
smaller circuits.
4. If a removal of a fuse causes the current to drop, then the problem is in that circuit.
a. Check if any components on the circuit are ON.
b. If everything is OFF, disconnect electrical components on that circuit one at a time

and monitor current.
c. After all of the components in that circuit have been disconnected, check the current.
If the problem still exists, then check the wiring for corrosion or shorts to ground.
indicates a problem. However, some large machines with multiple electronic control modules have
a higher acceptable limit. Contact a Caterpillar dealer for more information.



i01167049
T8 Alternator Overcharging - Test

SMCS - 1405-081
1. Verify that the nut for the "B+" terminal is tight. Verify that the wire has a good connection
to the "B+" terminal.
2. Many Caterpillar machines are equipped with a connector for the 6V-2150
Starting/Charging Analyzer. See Systems Operation, SENR2947, "Starting and Charging
Systems". Use of this analyzer replaces the testing that is listed below. If the analyzer finds
a problem, correct the problem and retest the system. Go to Troubleshooting, "Initial
Troubleshooting Procedure".
3. Run the engine at 75 percent. Turn ON all electrical accessories for all test steps below.
Allow the engine to run for at least 3 minutes before you continue to 4. The following table
will assist in making calculations during the test.
Table 1
Test Voltage Voltage should be below Voltage should be below
Step Reading this for 12 volt system this for 24 volt system
4
5
4 minus 1.0 volt 2.0 volts
5
6
7
6 minus 0.5 volt 1.0 volt
7
4. Measure the voltage between the "B+" terminal and ground.
5. Measure the voltage across the battery. Put the red lead on the + battery terminal, and put
the black lead on the negative battery terminal. Step 5 should be completed as quickly as
possible after Step 4.
Expected Result: On 12 volt systems, the voltage is within one volt of the voltage that was
recorded in Step 4. On 24 volt systems, the voltage is within 2 volts.
Results:
◦ YES - If the voltage in Step 4 is not more than 1 volt for 12 volt systems (2 volts for
24 volt systems) higher than the voltage in Step 5, this step is complete and the
related wiring is correct at this time. There is an internal malfunction in the alternator.
Refer to Testing and Adjusting, "Component - Test".
◦ NO - If the voltage in Step 4 is more than 1 volt for 12 volt systems (2 volts for 24
volt systems) higher than the voltage in Step 5, there is high circuit resistance:
corrosion, loose connections and damaged wiring. Go to Step 7.
6. Check the voltage between the machine's frame and the "B+" terminal. Record the voltage.
7. Check the voltage between the machine frame and the + battery post. Step 7 should be
completed as quickly as possible after Step 6.
Expected Result: The voltage difference between Step 6 and Step 7 does not exceed 1 volt
on 24 volt systems or 0.5 volts on 12 volt systems.
Results:
◦ YES - The voltage difference does not exceed the tolerance. The charging circuit is
good. There is an internal malfunction in the alternator. Refer to Testing and
Adjusting, "Component - Test".
charging circuit: loose cables, corroded cables, damaged cables, faulty circuit breaker
and faulty main relay. Correct the problem. Go to Troubleshooting, "Initial
Troubleshooting Procedure" and retest the system.



i01167073
Component - Test
SMCS - 1405-081
Stator
Check the resistance that is between each of the phases. Measure the resistance between the end of
each lead wire and neutral point. The resistance should be less than 1 ohm.
Measure the insulation resistance between the core and the coil. Use the 142-5055 Insulation
Tester Group. Set the insulation tester at 500V. The resistance should be more than 100000 ohms.
When there is no continuity, check the lead wire connection. Disconnection of the stator coil is
unlikely.
Rectifier Diodes
Use the "Check Diode" function of the multimeter.
1. Place one of the meter leads on heat sink (1) .
2. Connect the other meter lead to each of the diode leads (2) .
3. Record the meter readings.
4. Reverse the meter leads.
5. Place the meter lead that was connected to the diode leads during 8 on heat sink (1) .
6. Connect the other meter lead to each of the diode leads (2) .
7. Record the meter readings.
The diode is functioning properly when the leads are connected one way and the multimeter
shows "0L". Then, the multimeter shows approximately .5 volts when the lead connections are
reversed.
The diode is shorted when the leads are connected one way and the multimeter shows "00". Then,
the multimeter shows "00" when the lead connections are reversed.
The diode is open when the leads are connected one way and the multimeter shows "0L". Then,
the multimeter shows "0L" when the lead connections are reversed.
Regulator
The test for the regulator does not cover all of the possible failures. The test verifies a few
common problems.
The regulator controls the output of the alternator. The regulator limits the alternator voltage to a
preset value by controlling the field current. The regulator operates electronically in order to turn
on the voltage across the field winding. The regulator then switches off the voltage. The switching
can occur at a low rate such as 10 times in one second. The switching can occur at a high rate such
as several thousand times in one second.
The voltage should not vary more than 0.3 volts during the procedure. The test measures the
voltage when the regulator changes the state of the field current. This test will determine problems
in the following components: Diode Trio, Field Coil and Regulator.
1. Connect a variable power supply and two multimeters to the alternator. The setup is shown
in illustration 3.
2. Adjust the variable power supply until multimeter (A) indicates a current draw.
3. Measure the voltage. This voltage is the "Turn On" voltage. Record your results.
When the alternator is operating correctly, the voltage is 14.0 ±0.3 volts for a 12 volt system
and 27.4 ±0.6 volts for a 24 volt system. If the voltage is out of specifications, replace the
regulator.
4. Multimeter (A) reads the field current. When the alternator is operating correctly, the field
current is 5.7 to 7.1 amperes for a 12 volt system and 2.5 to 3.8 amperes for a 24 volt
system.
If the amperage is 0, the field coil is open or the regulator is open. If the amperage is high,
the field coil is shorted.
5. Divide the voltage from 3 by the field coil resistance. Refer to Specifications, "Alternator"
for the field coil resistance of your alternator.
6. Adjust the variable power supply to the "Turn On" voltage. The "Turn On" voltage was
measured in 2.
7. Adjust the voltage until multimeter (A) reads 0 amperes. Record your results. This is the
"Turn Off" voltage.
8. Subtract the "Turn On" voltage from the "Turn Off" voltage. The difference should not be
greater than 0.3 volts. A difference that is larger than 0.3 volts indicates a regulator
malfunction.




SMCS - 1405-081
Troubleshooting
To reduce troubleshooting difficulty, find the problem in the Problem List that best describes the
fault that is occurring. To make a repair to a problem, make reference to the probable cause.
This list of problems and probable causes give an indication of where the possible problem is and
what repairs are needed. Sometimes more or other repair work is needed beyond the
recommendations in the list. Remember that a problem is not normally caused by one part, but by
the relation of one part with other parts. This list does not give all possible problems and probable
causes. The serviceman must find the problem and its source, then make the necessary repairs.
Problem List
1. Alternator does not charge.
2. Alternator charge rate is low or not regular.
3. Alternator charges too much.
4. Alternator is noisy.
Problems
Problem 1: Alternator Does Not Charge
Probable Cause:
1. Loose drive belt for alternator:
Adjust the alternator drive belt.
2. Loose alternator drive pulley:
Check the pulley for wear. If it is worn, install a new pulley. Tighten the pulley nut to a torque of
100 ± 7 N·m (75 ± 5 lb ft).
3. Charging or ground return circuit or battery connections are defective:
Inspect all cables and connections. Clean and tighten all connections. Replace defective parts.
4. Field coil or regulator is defective:
Install a new field coil or regulator.
Problem 2: Alternator Charge Rate Is Low Or Not Regular
Probable Cause:
1. Loose drive belt for alternator:
Adjust the alternator drive belt.
100 ± 7 N·m (75 ± 5 lb ft).
3. Charging or ground return circuit or battery connections are defective:
Inspect all cables and connections. Clean and tighten all connections. Replace defective parts.
4. Regulator is defective:
Replace the regulator.
5. Rectifier is defective:
Replace the rectifier.
Problem 3: Alternator Charges Too Much
Probable Cause:
1. Alternator or regulator has loose connections:
Tighten all connections to alternator or regulator.
2. Regulator is defective:
Install a new drive belt for the alternator.
Problem 4: Alternator Is Noisy
Probable Cause:
1. Drive belt for alternator is worn or defective:
Install a new drive belt for the alternator.
100 ± 7 N·m (75 ± 5 lb ft)
3. Drive belt and drive pulley for alternator are not in alignment:
Make an adjustment to put the drive belt and drive pulley in correct alignment.
4. Alternator bearings are worn:
Install new bearings in the alternator.
Alternator Output Test
NOTE: These procedures are for testing the alternator while on the machine. However, the listed
output specifications apply to On Machine testing or Bench testing.
1. Put the multimeter positive (+) lead on the POS terminal of the alternator. Put the negative (-) lead
on the GRD terminal or the frame of the alternator. Put the clamp-on ammeter around the positive
output wire of the alternator.
2. Turn off all electrical accessories. With the fuel off, crank the engine for 30 seconds. Wait two
minutes to let the starting motor cool. If the system appears to operate at the specifications, crank the
engine again for 30 seconds.
NOTE: Cranking the engine for 30 seconds partially discharges the battery in order to do a charging
test. If the battery is already low in charge, skip this step. Jump-start engine or charge as required.
3. Start the engine and run at full throttle.
NOTE: Full throttle approximates the required drive pulley speed of 5000 rpm.
4. Immediately check output current. When operating correctly, this initial charging current is equal
to or greater than the full output current shown below:
3T6352 ... 35A
5N5692 ... 45A
7G7889 ... 60A
5. The alternator output voltage should stabilize within approximately 10 minutes at full throttle
(possibly longer depending upon battery size, condition and alternator rating). When operating
correctly, the alternator output voltage is:
3T6352 ... 27.4 ± 0.6 V
5N5692 ... 27.4 ± 0.6 V
7G7889 ... 14.0 ± 0.3 V
If the alternator is NOT performing within the specifications, see the Fault Conditions And Possible
Causes chart.
6. The charging current during this period should taper off to less than approximately 10 amps,
depending again upon battery and alternator capacities. If the charging current does not decrease as
specified, see the Fault Conditions And Possible Causes chart.
Alternator Component Tests
Regulator Test
Test Circuit For Regulator Test
This test is performed to determine an alternator or regulator malfunction. This test does not cover
all of the failure possibilities, but verifies a few common problems. See the Test Equipment chart for
the equipment needed for this test.
Alternator output voltage is regulated by controlling field coil current. The regulator senses output
voltage. If the voltage is low, the regulator allows field current flow and the voltage builds. When
output voltage exceeds the upper limit, field current is turned off. The output voltage of a properly
functioning alternator and regulator is:
3T6352 ... 27.4 ± 0.6V
5N5692 ... 27.4 ± 0.6V
7G7889 ... 14.0 ± 0.3V
The voltage should not vary more than approximately 0.3V during this process. This test measures
voltage when the regulator turns field current on and off and determines if there is an open or short
in the diode trio, field coil or regulator.
1. Connect variable power source (VPS) positive (+) lead to the alternator POS and R terminals as
shown. Connect VPS negative (- ) lead to the alternator GRD terminal or frame ground.
2. Adjust the voltage of the VPS until ammeter (A) first indicates current draw. Measure voltage (V)
and write this measurement down as turn-on voltage. When correctly operating, the turn-on voltage
is:
3T6352 ... 27.4 ± 0.6V
5N5692 ... 27.4 ± 0.6V
7G7889 ... 14.0 ± 0.3V
The regulator is bad if the turn-on voltage is not as specified.
3. Ammeter (A) reads field current. When correctly operating, the field current is:
3T6352 ... 3.3 to 3.8A at 24V
5N5692 ... 2.5 to 2.8A at 24V
7G7889 ... 5.7 to 7.1A at 12V
NOTE: Divide the voltage from Step 2 by the resistance of the field coil winding (as shown in
specifications). This also gives the field current as seen on ammeter (A) for a correctly operating
system.
If ammeter (A) indication is zero amps, the rectifier, field coil or regulator are open. If ammeter (A)
indication is too high, it is possible the field coil is shorted.
4. If the measurements in Steps 2 and 3 are correct, go to Step 5. If they are NOT correct, the
alternator and/or regulator are bad.
5. Adjust VPS to the turn-on voltage as measured in Step 2. Slowly increase the voltage until
ammeter (A) indicates zero amps. Write this voltage down as turn-off voltage.
6. When correctly operating, the difference between the turn-off and turn-on voltages is no more
than 0.3V. A larger value indicates a regulator malfunction. Also, ammeter (A) should drop sharply
to zero amps. If not, the regulator is faulty.
7. If the alternator and regulator meet all test requirements and there is still a problem, do the
additional component tests that follow.
Capacitor Test
Capacitor
(1) Housing. (2) Ring terminal.
1. Remove the capacitor from the alternator.
2. Place and hold ring terminal (2) on housing (1). This discharges the capacitor.
NOTE: Each time this test is done, discharge the capacitor.
3. Put the multimeter on the 20M resistance (Ohms) scale. Connect a multimeter lead to ring
terminal (2). Connect the other multimeter lead to housing (1).
4. When correctly operating, the resistance is very low for a short period of time and then it should
stabilize above 100 000 ohms (meter reading 0.10 or greater).
5. If the reading is not correct, replace the capacitor.
Field Coil Tests
Field Coil
(1) Leads. (2) Housing.
Field Coil Continuity Test
1. Put the multimeter on the 200 ohm resistance (Ohms) scale. Touch and hold a meter lead on each
lead (1).
2. For correct operation, the resistance value is:
3T6352 ... 6.3 to 7.3Ohms
5N5692 ... 8.5 to 9.5Ohms
7G7889 ... 1.7 to 2.1Ohms
3. If the resistance is not correct, the field coil is open or shorted. Replace the field coil.
Field Coil Ground Test
1. Put the multimeter on the 20M resistance (Ohms) scale. Touch and hold one meter lead to one
coil lead (1). Touch and hold the other meter lead to housing (2).
2. For correct operation, the resistance is 100 000 ohms or greater (meter reading 0.10 or greater).
3. If the meter reading is LOW, the field coil is grounded. Replace the field coil.
Stator Tests
Stator
(1) Leads. (2) Frame.
Stator Winding Continuity Test
1. Connect the meter leads between each pair of stator leads (1) for a total of three readings.
2. For correct operation, all three readings are approximately the same.
3. If any two readings differ by 0.10 ohms or more, replace the stator.
Stator Winding Ground Test
1. Put the multimeter on the 20M resistance (Ohms) scale. Check each stator lead (1) for a short to
ground. Connect one meter lead to a stator lead (1) and touch the other meter lead to stator frame
(2). Repeat for each stator lead (1).
2. For correct operation, the resistance is 100 000 ohms or greater (meter reading 0.10 or greater) for
each stator lead.
3. If the meter reading is low, the stator is grounded. Replace the stator.
Diode Trio Test
Diode Trio
(1) Single terminal. (2) Terminals.
1. Put the multimeter on the diode scale. Connect the meter to single terminal (1) and one of
terminals (2). Note the meter reading.
2. Reverse the meter leads and note the meter reading.
3. When correctly operating, the reading for one Step is OL and the reading for the other Step is .4
to .9 volts.
If the readings are not correct the diode trio is open or shorted. Replace the diode trio
4. Repeat Steps 1-3 for the other two terminals (2).
Rectifier Tests
Rectifier
(1) Negative (-) diode clips. (2) Grounded heat sink. (3) Positive (+) diode clips. (4) Insulated heatsink.
For the following tests all diode clips (1) and (3) must not contact any thing. Bend all diode clips (1)
and (3) away from the studs.
NOTE: To check the diodes, it is not necessary to disassemble the alternator as far as shown.
Positive Diode Check
1. Put the multimeter on the diode scale. Connect the meter leads to insulated heat sink (4) and one
of positive (+) diode clips (3). Note the meter reading.
to .9 volts.
If both readings are OL or low (0 to .1 volts), the diode is open or shorted. Replace the rectifier.
4. Repeat Steps 1-3 for the other two positive (+) diode clips (3).
Negative Diode Check
1. Put the multimeter on the diode scale. Connect the meter leads to grounded heat sink (2) and one
of negative (-) diode clips (1). Note the meter reading.
to .9 volts.
If both readings are OL or low (0 to .1 volts), the diode is open or shorted. Replace the rectifier.
4. Repeat Steps 1-3 for the other two negative (-) diode clips (1).
Insulated Screw Check
Rear Frame
(1) Screw. (2) Screw. (3) Screw.
It is possible for damaged or missing insulators to cause improper battery charging and damage
electrical components. Carefully inspect the component mounting screws.
Screws (1) and (2) which fasten the field coil leads to the regulator, have insulators on them. Screw
(3) which fastens the POS strap and the capacitor lead to the rectifier, has an insulator.
The insulators electrically isolate the screws from the attaching components. Screws (1), (2) and (3)
should have NO continuity with the attaching components.
Restoring Residual Magnetism

It is possible for charging problems to occur when installing new or rebuilt alternators that have lost
their residual magnetism. These alternators have residual magnetism in the rotor core to generate
sufficient current to start the charging process. Some of the probable causes of reduced residual
magnetism are:
* Dropping or rough handling of the alternator.* Storage temperatures above approximately 38°C
(100°F).* Extended storage periods of more than three to six months.* Manufacturing tolerances in
the alternator.* Alternator disassembled for repairs and testing.
When the residual magnetic field is reduced below the level to "excite" the alternator, perform the
following procedure to restore it again.
Procedure
Connections For Restoring Residual Magnetism

(1) Jumper wire.
Do the procedure that follows to restore the residual magnetism in the alternators.
1. Connect a 24V battery between the BAT and GRD terminals of the alternator (as shown).
2. For approximately two seconds, connect jumper wire (1) between the BAT and the R terminal.
When correctly operating, a spark occurs as jumper wire (1) touches the R terminal. If there is not a
spark, the alternator has an internal open.
3. This restores the residual magnetism in the rotor coil.



i06708279
Output - Test
SMCS - 7490-081
EMS Display Area
(1) Alert Indicator
The output test verifies that the EMS action lamp, the action alarm, and the alert indicators are
operating properly. The EMS control performs this test each time the test switch is held in the
TEST or CHECK position. The operator must observe the outputs to determine whether the EMS
control is operating properly.
During the self-test:
• All alert indicators (1) flash (approximately nine times per second).
• The action lamp will flash (ON 1 second, OFF 2 seconds).
• The action alarm sounds (ON 1 second, OFF 2 seconds).
Note: The action alarm sounds only if the engine is running (connector contact 13 not grounded).
When the test switch is released, the EMS control resumes normal operation.
If the EMS control operates as described, the control is probably operating properly.



i06708282
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:
Reference: For 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 or replace the machine harness.
STOP.



i06708283
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 produce 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.
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.
STOP.



i06708286
Electrical Connector - Inspect

SMCS - 7553-040-WW
Intermittent electrical problems are often caused by poor connections. Use the following checks as
a reference for inspecting connectors.
1. Check the connection of the connectors.
◦ Ensure that the locking rings are properly locked.
◦ Ensure that locking clips are used on Sure Seal connectors.
◦ Ensure that the center of the connector is tight.
◦ Ensure that the connector pins and sockets align properly.
2. Check the wires at the connector.
◦ Ensure that the wires enter the back of the connector straight.
◦ Ensure that each wire is properly crimped into the proper connector contact.
◦ Ensure that each connector contact is properly locked into the connector contact.
When the connector contact is locked properly, the contact (wire) cannot be pulled
out of the connector body without excessive force.
3. Check each wire for nicks or signs of abrasion in the insulation.
4. Check for moisture at the connector.
◦ Check for damaged connector seals or lost connector seals.
◦ Check for missing or loose wire hole plugs.
◦ Check for wires that do not enter the connector properly.
◦ If the wires enter the connector at an angle, there may not be a good seal between the
connector and the wire insulation.
◦ Moisture can enter the connector through the wire insulation.
5. Check for dirty contacts or corroded contacts.
◦ Clean contacts with a cotton swab or a soft brush and denatured alcohol only.
6. Check each pin and each socket.
◦ Check each contact of the connector for a snug fit by using a new pin and socket. The
new contact should stay connected if the connector is held with the contacts that are
facing down.



i06708289
Monitor Control - Replace

SMCS - 7490-510
Prior to replacement of the EMS control, ensure that replacement is necessary. Rarely is the EMS
control the cause of a fault. Always check that power is available to the EMS control. Battery
voltage is required between EMS connector contacts 1 and 2 of the machine harness connector.
1. Turn the disconnect and key start switches to the OFF position. Disconnect the machine
harness from the EMS control.
2. Remove the EMS control from the dash.
Note: There are four threaded studs on the rear used for mounting.
3. Make sure that the replacement control has the correct part number.
4. Install the correct new face film on the EMS control. See the Parts Book for the machine
being serviced.
5. Install the replacement EMS control.
6. Connect the machine harness to the EMS control.
7. Turn the disconnect and key start switches to the ON position. Perform the Output Test.



i01985265
Glossary of Terms
SMCS - 7490
Abnormal - This means a condition that is not normal. The presence of an abnormal condition or
an abnormal signal indicates the existence of a problem. A warning is activated in order to alert
the operator.
Alert Indicator - An alert indicator is a red indicator lamp that is located on the top portion of the
main display module. The alert indicator notifies the operator of an abnormal condition.
+Battery - This pertains to any of the harness wiring which is part of the circuit that connects to
the positive battery post. +Battery voltage is also referred to as system voltage.
Connector Contact - A connector contact is the component of a harness connector that actually
makes the electrical connection. Connector contacts are either pins or sockets.
Continuity - A complete electrical circuit with a resistance of 5 ohms or less
Fault - A fault is a failure of a component in the Electronic Monitoring System. For example,
open or shorted harness, faulty switch, sensor or control.
Hard Wired - Hard wired refers to an electrical connection that is made within the harness. The
connections are permanent. These soldered connections or crimped connections are not meant to
be altered.
Harness - This is an assembly or a bundle of two or more wires that electrically connects system
components. Typically, the harness is held together by a loom.
Indicator - An indicator is any of the items within the Caterpillar Monitoring System display area
which operate in an ON, FLASHING or OFF manner in order to bring attention to a machine
condition.
Indicator Fault - An indicator fault is when the operation of an indicator does not correspond to a
known machine condition.
Normal Condition - Words used with a switch or relay. Their normal condition is their condition
when they are not controlled by the application of force, temperature, pressure or electricity. This
is usually the condition found with the component installed on a machine. The condition may be
different if the component is being tested off the machine (on the bench). Machine electrical
system schematics show the condition of components as installed on a machine.
Problem - This refers to the presence of an abnormal machine condition. When a problem exists,
warning operation is activated and the main display module notifies the operator.
Signal Wire - This is the harness wire that carries the signal voltage to the electronic control. The
signal is sent by any of the components that are listed here: a sensor, a switch and any other
similar components.
Specified value - The temperature, pressure, level, flow or position where a switch changes state
(closed to open or open to closed). These specifications can be found on the Electrical System
Schematic for the machine being serviced.
Switch Input - This is an input to an ECM. This input may be ground. The input may be open.
The input may be positive voltage (+battery).
System Voltage - System voltage is the actual voltage that exists between the positive battery post
and the frame ground. The system voltage is referred to as the +Battery.
Uncommitted Switch Input - Uncommitted switch inputs are switch inputs that function
according to the application. Information from the uncommitted switch inputs is typically used to
operate the alert indicators.
Undetected Problem - This is a problem that is not detected by the main display module, but the
problem is found by the operator or by a service technician. The many diagnostic functions of the
main display module assist with the troubleshooting of undetected problems.



i06708195
Glossary of Terms
SMCS - 7490



i06708222
Glossary of Terms
SMCS - 7490



i06708292
Connector Contact Description

SMCS - 7490-546-CY
The following tables have a description of the connector for typical EMS.
Table 1
Contact Description Of EMS Connector
No. Function
1 +Battery (24 V)
2 Ground
3 Sensor (Indicator 8)
4 Indicator 5
5 Indicator 3
6 Indicator 1
7 Indicator 6
8 Indicator 4
9 Program 1
10 Action Alarm
11 Action Lamp
12 Indicator 2
13 Alarm Inhibit
14 Indicator 9
15 Test
16 Program 2
17 Indicator 10
18 Indicator 3
19 Indicator 7
20 Program 3



i06708295
System Schematic
SMCS - 7566
Note: Shown below is a typical Electronic Monitoring System schematic, showing all possible
inputs. On some machines, certain switches are not part of EMS. However, EMS receives the
switch information from another electronic control. For example, an electronic engine control may
signal the EMS control that the engine oil pressure is low. In this situation, the engine oil pressure
switch is not part of EMS. For an accurate schematic of a particular machine, always see the
Electrical System Schematic module in the machine Service Manual.



i06226719
General Information
SMCS - 7631
Cat ® Electronic Key

The machine security system (MSS) uses a Cat ® electronic key. The key contains an electronic
chip that is embedded in the head of the key. This chip contains a unique identification number.
No two keys have the same ID. The electronic key uses the same key cut as the standard Cat ®
key. The electronic key can be used to operate machines that are not equipped with the MSS. The
head of the electronic key is gray or yellow in color.
The machine can be started when none of the valid keys are available. Any Cat ® key and the
access code for the MSS is required to enable this function.
A system disarm feature will allow a machine to operate with any key. Refer to the Testing and
Adjusting, "System Disarm - Program" for additional information.
Security Management using Cat ® Electronic Technician (Cat

®
ET)
The machine security system uses the Cat® Electronic Technician (Cat® ET) service tool to
manage the settings of the system. There are restrictions on accessing the settings. The security
management feature of the MSS controls the access to the settings.



i06226733
Product Identification Number - Program

SMCS - 7631-591
This procedure allows you to input or change the Product Identification Number ("Product ID").
Note: If the correct "product ID" has not been entered into the MSS, you will be unable to obtain a factory
password.
1. Connect a laptop computer with the Caterpillar ® ET to the machine via the communication adapter.
2. Place an electronic key with master level access in the key start switch.
3. Turn the electronic key to the "ON" position.
4. Start the Electronic Technician and establish communications with the MSS3s ECM.
5. Select the "Configuration" option from the "Service" Menu or press the "F5" key. This selection will
display the "Configuration" screen.
6. Select the "Product ID" selection that is displayed on the "Configuration" screen.
7. Click on the "Change" button that is located on the "Configuration" screen. This button will display a
dialog box.
8. Enter the "Product ID" of the machine. The "Product ID" must have 8 digits. The "Product ID" must
be formatted as 3 alphanumeric characters and 5 numbers for a total of 8 digits. Refer to item (4) in
Illustration 3.
Note: Use the "Product ID" of MSS99999 for Non-Caterpillar machines.
Note: First Quarter 2001, the Caterpillar Product Identification Number (PIN) changed from 8
characters to 17 characters. The "Product ID" that is required by the Machine Security System is the
last 8 digits. Refer to Item (4) in illustration 3.
(1) Caterpillar's World Manufacturing Code (characters 1 - 3)
(2) Machine description (characters 4 - 8)
(3) Check character (character 9)
(4) Machine Indicator Section (MIS) or Product Sequence Number (characters 10 - 17). These characters were
previously referred to as the Serial Number.
9. Click on the "OK" button. This button will cause the ET to display the following message.
10. Click on the "Yes" button in order to change the "Product ID". Or you can click the "No" button to
cancel the change of the "Product ID".
If you enter an invalid "product ID", The ET will display the following message.



i06226745
Key - Program
SMCS - 7631-591
The MSS3s ECM may be programmed to accommodate a maximum of 255 keys. A new key is
programmed into the MSS with the service tool.
Programming with a Service Tool

The "Security Management" function of the Caterpillar ET allows you to view information on the key
currently in the key switch. You may also view a list of authorized keys. The authorized keys are the keys
that have been programmed into the MSS.
Security Management
Connect a laptop computer with the Caterpillar ET to the machine that will be programmed. After the
laptop computer is connected to the machine, start the ET. Select the "Security Management" option from
"Service" menu. The "Security Management" screen will be displayed. Refer to Illustration 1.
Layout of the Screen
The "Security Management" screen has the following areas:
"Current Key Information" - The "Current Key Information" area displays information of the key
currently in the keyswitch. If the "Description", "Access Level" and "Expiration" information was not
entered for the current key, these areas will be blank.
"Display Area" - The "Security Management" display area has five columns: "Description", "Access
Level", "Expiration", "ID1"and "ID2". The information in a column can be sorted by that column. Click on
a column heading in order to sort by the information in that column. The "Description" column is the name
for the key. The "Access Level" column displays the access level for the key. There are two access levels:
Master and Standard. The Master Access Level gives the user the capability to modify information without
a factory password. Standard Access Level requires factory passwords to add information on keys. A key
can expire at a predetermined date and time. The "Expiration" column will show that when the key is set to
expire. Keys expire in 6 hour increments. "ID1" and "ID2" are the unique identification numbers for the
key.
Push Buttons - The following push buttons are available in the "Security Management" screen: "Change",
"Add"and "Delete".
Adding Key Information
Add key information
The "Add" push button allows you to add a key to the list of Authorized Keys.
Note: When a function requires a factory password, the "Enter Factory Passwords" box is displayed.
To add a key, perform the following steps:
Note: Adding Keys requires a key with the master access level or a factory password.
1. Insert a master key for that machine in the key start switch. Turn the key to the ON position. If a
master key is not used, then a factory password is required.
Note: The MSS indicator should be green.
2. Turn the key to the OFF position.
Note: The MSS indicator should remain green.
3. Insert the new key into the key start switch. This insertion must be done within 30 seconds of step 4.
Turn the key to the ON position before the MSS indicator turns off.
4. Connect a laptop computer with the Caterpillar Electronic Technician to the ECM on the machine.
Select the"Machine Security System" from the menu in the ET.
5. Select the "Security Management Option" under the Service Menu in the ET.
6. Press the "Add" push button. The "Add Key Information" dialog box is displayed.
7. Press the "Read" push button. ID1 and ID2 will be filled with the information for the key that is in
the ignition.
Note: The "ID1" field may contain a "0".
8. Enter the name for the key in the "Description" box, if desired. As many as 11 characters may be
used for the description. If no description is entered, the description will default to"Key #". The #
sign indicates a number. For example, "Key 1", "Key 2","Key...".
Note: Making duplicate key names is not advisable for the keys in the list of keys.
9. Select the access level of the key from the "Access Level" menu.
10. Select an "Expiration" button: "Disable" or "Enable"
"Disable" does not have an "Expiration Date". If "Enable" is selected, enter the "Expiration Date"
and "Expiration Time" for that key.
Note: Setting a Key with "Master Level Access" to the "Enable" status with an expiration date will
cause the Key with "Master Level Access" to expire. If this key expires, you will no longer be able to
use the key as a Master Level Access Key.
11. Press the "OK" button in order to add the information for the key. The "Are you sure?" box is
displayed. Press "OK" in order to add the key. Press "Cancel" in order to exit the "Add Key
Information" dialog box without adding the information. Press "Help" to open on-line help for
assistance.
Changing the Key Information
Change key information
The "Change" push button allows you to change the "Description", "Access Level"or "Expiration" of a key.
ID1 and ID2 cannot be changed.
Note: The "Change" push button is disabled until a key is selected from the authorized list.
Note: When a function requires a factory level security password, the "Enter Factory Passwords" dialog
box is displayed.
Note: Changing Keys requires a key with the master access level or a factory password.
Perform these steps in order to change the information regarding a particular key:
1. Choose a key and highlight that key in the list. Press the "Change" push button. The "Change Key
Information" dialog box is displayed.
OR
Doubleclickon the key you want to change. The "Change Key Information" dialog box is displayed.
2. Enter the changes in the key information. See "Adding Key Information" for more detail.
Deleting Key Information
Delete Key
Note: You cannot delete the last Master key. An error message will display if deletion of the last master
access level key is attempted.
Note: Deleting Keys requires a key with master access level or a factory password.
To delete a key:
1. Highlight the key you want to delete. Press the "Delete" push button. The "Are you sure?" box is
displayed.
2. Press "OK" if you want to delete the key. Press "Cancel" if you do not want to delete the key. You
automatically return to the "Security Management" screen.
Printing Key Information
The "Print Document" dialog box allows you to send a report to a file, to a printer, or to the screen. The
report includes the following information:
• Source of data
• Time
• Date of report generation
• ECM connection
• List of parameter values
• Information that is unique to the function that you are printing
To print a report to a file:
1. Press the "Print" icon in the menu bar. The "Print Document" box is displayed.
2. Press the "Print to File" button. Press "OK" in order to print the report. Press "Cancel" in order to
exit the "Print Document" box without saving the file.
Note: If you do not have a file open, the "Printing" box asks you to open a file, create a new file, or
cancel. Choose the appropriate button in order to continue.
Open: Press the "Open" push button. The "Open File Dialog" box is displayed. Highlight a file and
press the "Open" push button. The "Print New Document To File" box is displayed.
New: Press the "New" push button. Enter a new file name into the "new file name" box. Press "OK".
The "Print New Document To File" dialog box is displayed.
Cancel: Press "Cancel" in order to exit the box. You return to the "Print Document" box.
3. In the "Print New Document To File", enter a name for the document. Press "OK". The "Print to File
is complete" box is displayed. Press "OK" in order to return to the last active screen. Press "Cancel"
in order to exit the "Print New Document To File" box.
To print a report to the printer:
1. Press the "Print" icon in the menu bar. The "Print Document" dialog box is displayed.
2. Press the "Print to Printer" button and then press "OK". The "Print to Printer is Complete" box is
displayed. Press "OK" in order to return to the last active screen. Press "Cancel" in order to exit the
"Print Document" box.
To print a report to the screen:
1. Press the "Print" icon in the menu bar. The "Print Document" box is displayed.
Typical ET screen for Security Management
2. Press the "Print Preview" icon in the menu bar and then press "OK". The "Print Preview Screen" is
displayed. Choose the appropriate push button to aid in viewing the document. "Print" prints the
report to the printer. "Next Page" views the next page of the report. "Next Page" is disabled if you
are on the last page of the report. "Prev Page" views the previous page of the report. "Prev Page" is
disabled if you are on the first page of the report. "Two Page" displays two pages of the report.
"Zoom In" magnifies the text. "Zoom In" is disabled when the text is fully magnified. "Zoom Out"
decreases the size of the text. "Zoom Out" is disabled when the text is at normal size. "Close" will
exit the preview.
"Fleet/Key Configuration"
The "Fleet/Key Configuration" function allows you to configure and manage a Machine Security System
(MSS) enabled machine or set of machines easily. The function allows you to program, load, and save a set
of configuration parameters and key information. The information can be loaded from or programmed to
the MSS. This information can also be saved to or loaded from a file.
Once a file is saved in"Fleet/Key Configuration", File Management can be used to export the file as a
*.MSS file. The exported *.MSS file can then be imported into the MSS Key Management Software
program, for management of the "Fleet/Key" information.
Loading Data from the ECM
1. Connect the service tool to the Machine Security System ECM that you want to copy.
2. Select "Copy Configuration" from the "Service" menu, and then select "Fleet/Key Configuration"
from the submenu.
Note: Changing the "Fleet/Key Configuration" requires a key with master access level or a factory
password.
3. If there is no recently loaded data available, the "No data is available..." message box will display.
4. Press "Yes" to load data from the ECM. The "ECM Selector" dialog box displays.
Press "No" if you do not want to load data. The "Fleet/Key Configuration blank screen" displays.
Note: Pressing the "Load from ECM" push button from the "Fleet/Key Configuration" screen also
displays the "ECM Selector" dialog box.
5. Highlight the Machine Security System ECM you wish to copy from and then press "OK". As the
data is loading from the ECM, the "Please wait" message displays. Then, the "Loading data from
ECM" progress bar displays.
6. Press "Cancel" to exit the "ECM Selector" dialog box. Press "Help" to open online help for
assistance.
You can cancel the loading process at any time, by pressing the "Cancel" push button. The "Are you
sure..." message box displays. Press "Yes" to cancel loading the data or press "No" not to cancel
loading the data.
7. When the data has been successfully loaded, "The data has been successfully loaded" message box
displays.
8. Press "OK". The "Fleet/Key Configuration" screen displays with the "Program ECM" and the "Save
to File" push buttons are enabled.
Note: The data must be saved to a file before you disconnect from the service tool or the data is lost.
Saving the Configuration to a File
1. Press the "Save to File" push button. The "Print New Document to File" dialog box displays.
Note: If you do not have a file open, the "Printing" dialog box asks you to open a file, create a new
file, or cancel. Choose the appropriate button to continue.
2. Enter a document name and description in the appropriate text boxes. Press the "OK"button. The
"Fleet/Key Configuration saved successfully" message box displays. Press the "Cancel" push button
to exit the "Print New Document To File" dialog box without saving the file. You will return to the
"Fleet Configuration" dialog box.
3. Press "OK" to return to the "Fleet/Key Configuration" screen.
Loading Data from a File
1. Connect the service tool to the ECM to be programmed.
from the submenu.
If there is no recently loaded data available, the "No data is available..." message box displays.
3. Press "No" that you do not want to load data from the ECM. The "Fleet/Key Configuration screen"
displays.
4. Press the "Load from File" push button. The "File Management" dialog box displays.
5. If the "Load from File" push button is pressed with unsaved data on the "Fleet/Key Configuration"
screen, a message box displays. This message box asks if you want to save the changes.
Save-As Screen
6. From the"File Management" dialog box, highlight the file from the "Files" list box. Then highlight
the "Fleet/Key Configuration document" that you want to load from the "Documents" list box.
7. Open the document. As the data loads, a progress bar displays. Then, the "Fleet Configuration"
message box displays.
8. Press "OK". The "Fleet/Key Configuration" screen displays with the file data.
Programming the ECM
Note: The data must be loaded from a file before you can program an ECM.
Note: Keys that are already programmed into the ECM can be unchecked from the "Fleet/Key
Configuration" screen. This unchecking of a programmed key is only a time saving measure. If you do not
uncheck the keys, the "Program ECM" message box displays. This message box lists all keys that were not
programmed because the keys were already stored.
1. Press the "Program ECM" push button. The "ECM Selector" dialog box displays.
ECM Screen
2. Highlight an ECM and press "OK" The "Please wait" message box displays. Then the "Testing
ECM" progress bar displays.
Note: You can cancel the uploading process at any time, by pressing the "Cancel" push button. The "Are
you sure..." message box displays. Press "Yes" to cancel uploading the data or "No" not to cancel.
Refer to the following procedures when you "Append" or "Replace" the key list. Refer to the "Append"
section to append the list. Refer to the "Replace" section to replace the list.
Append
2. Start the Caterpillar Electronic Technician (ET)
Note: This procedure requires Caterpillar Electronic Technician (ET) version 2004 SP1 or later.
Copy Configuration, Service Menu, Fleet/Key Configuration
from the submenu.
6. Click on the "Program ECM" button. This button displays the Fleet key information box.
Append
7. Click on the "Append" button.
8. Click on the "Yes" button if you are prompted.
When the data has been successfully uploaded, the "Programming complete." message box displays. Press
"OK"
Note: MSS can store a maximum number of 255 keys at one time. "Fleet/Key Configuration" determines
the number of keys slots not programmed on the MSS. You cannot program more keys than the maximum
number allowed. A message box displays informing you of the number of key slots available or that there
are no more key slots available. Remove enough keys in order to add the new key information.
STOP.
Replace
Note: This procedure requires Caterpillar Electronic Technician (ET) version 2004A SP1 or later.
2. Start the Caterpillar Electronic Technician (ET)
Copy Configuration, Service Menu
from the submenu.
4. From the"File Management" dialog box, highlight the file from the "Files" list box. Then highlight
the "Fleet/Key Configuration document" that you want to load from the "Documents" list box.
7. Click on the "Program ECM" button. The Fleet
Replace
8. Click on the "Replace" button.
9. Click on the "No" button if you are prompted.
When the data has been successfully uploaded, the "Programming complete." message box displays. Press
"OK"
Note: MSS can store a maximum number of 255 keys at one time. "Fleet/Key Configuration" determines
the number of keys slots not programmed on the MSS. You cannot program more keys than the maximum
number allowed. A message box displays informing you of the number of key slots available or that there
are no more key slots available. Remove enough keys in order to add the new key information.
STOP.



i06227236
System Disarm - Program - Security System Bypass

SMCS - 7631-591
Use the following procedure to change the Activation Periods of the Security System Bypass:
Note: Changing the MSS Bypass times requires you to use a key with master access level or a
factory password.
1. Insert a key with Master Access Level in the key start switch and turn to the ON position.
2. Select "Service/Configuration" from the tool bar of the Cat ® ET. This selection will bring
up the Configuration screen.
Typical ET screen
3. Highlight the "Security System Bypass Start Time" for the day that you want to set up. Press
the "Change" push button at the bottom of the page. This button will bring up the "Change
Parameter Value" screen.
4. Enter the desired "start time" in the space that is provided. Then click the "OK" button.
All times are based on a 24 hour clock. If you want the desired start time to be 6:00 am, then
enter 06:00. If you want the desired start time to be 6:00 pm, then enter 18:00. Include the
colon in the time setting or the MSS will not accept your entry.
5. Highlight the "Security System Bypass Stop Time" for the same day. Press the "Change"
push button at the bottom of the page. This button will bring up the "Change Parameter
Value" screen. Enter the desired "stop time" in the space that is provided and click the "OK"
button.
6. Repeat Steps 3 and 5 for all days which should have Bypass Activation Times.
7. To have the MSS armed 24 hours a day, repeat Steps 3 and 5 entering 00:00 as the "Start
time" and 00:00 as the "Stop time".
Note: All times are based on a 24 hour clock. The Machine Security System automatically
adjusts for Daylight Savings Time (DLST). If Daylight Savings Time is not observed in
your area, you will need to reset the time in the MSS. The time change occurs on the first
Sunday in April and the last Sunday in October. If DLST changes on a different date in your
area than in the United States, you will need to reset the time on that day. Refer to Testing
and Adjusting, "Time - Set" for instructions on setting the date and the time of the MSS.



i06227251
Factory Password - Obtain

SMCS - 7631-554-XW
You may use the following methods to obtain a factory password. The first method is via the Factory
Password System (FPS) via the Internet. The second method is via the telephone help line. The procedures
for both methods are listed in the following sections.
Internet
1. The Factory Password System (FPS) is a secure web site and a password is required. Proceed to step
1.a if you do not have a "Login ID" and a "Password". Proceed to step 2 if you already have a "Login
ID" and a "Password".
a. Refer to the "Telephone Help Line" section or see your Caterpillar dealer in order to obtain the
factory password.
2. Open your web browser. Enter the address for the Factory Password System (FPS)
(“http://fps.cat.com”) in the address bar of the web browser.
Upon accessing FPS, the "Corporate Web Security" web site will appear.
Corporate web Security screen
3. Enter your "Login ID" and "Password" into the "Corporate Web Security" site. Refer to Illustration
1.
Product Serial Number
4. Enter the following information:
◦ "Product Serial Number"
◦ "Engine Units"
Note: Enter the hours that are displayed on the service hour meter in the "Engine Units" block.
Select "Hours" as the unit.
◦ "Service Tool Serial Number"
◦ "ECM Serial Number"
◦ "Total Tattletale Value"
◦ "Reason Code"
Note: The "Rerate" section is not used with the Machine Security System. Do NOT enter
information in this section.
Note: The information that is listed may be obtained from the "Enter Factory Passwords" screen in
the Caterpillar Electronic Technician (ET). Refer to Illustration 3.
Factory Password
Generated Password
5. Enter all the required information. Then click the "Generate Password" button. The passwords will
then be generated.
FPS Password Created confirmation screen
6. Record both of the factory passwords.
MSS Enter Factory Passwords screen
7. Refer to Illustration 6. Enter the factory password 1 in the "Factory Password #1" field and enter
factory password 2 in the "Factory Password #2" field.
Note: Both passwords are required in order to change any of the parameters of the Machine
Security System.
Telephone Help Line
The Telephone Help line for obtaining a Factory Password is the same number assigned to the Dealer
Solutions Network (DSN) and is listed below:
(309) 636-8500
You will need the information listed below, in order to obtain a Factory Password:
• "Product Serial Number"
• Service Meter Hours ("Engine Unit Block")
• Serial number of the Service Tool (Electronic Technician)
• Serial Number of the MSS3s ECM
• Total Tattletale Value
• Reason Code
Note: The information that is listed may be obtained from the "Enter Factory Passwords" screen in the
Caterpillar Electronic Technician (ET). Refer to Illustration 6.



i06227262
Time - Set
SMCS - 7631-529
The correct date and time for the Machine Security System must be set. Use the following
procedure to set the date and time.
Note: Changing the time on the MSS clock requires a key with the master access level or a factory
password.
1. Connect the Cat ® ET to the service connector via the communication adapter.
2. Place the Master Access Level Key into the key start switch and turn the key to the ON
position.
3. Start the Cat ® ET.
4. Click on the "Connect" icon in the menu bar of the Cat ®ET.
5. Once the Cat ® ET has established communications with the MSS3s ECM, select the "ECM
date/time" option from the "Service" menu. This selection will cause the Cat ET to display
the following screen.
Date and Time
6. Press the "Change" button. This button will launch the "Date and Time" dialog box.
Time Zone
7. Select the local time zone from the drop-down list.
Local Date and Time
8. Enter the local date and time. Use an accurate reference to set the time.
Note: Laptop clocks are not accurate and may have a different time than the local time.
ET Display
9. Then press the "OK" button. The Cat ET will display the following message.
Cat ET Time Confirmation
10. Click on the "Yes" button in order to change the date and time or click on the "No" button in
order to cancel the change. The Cat ET will display the new time on a 24 hour clock.
Cat ET Display 24 Hour Clock



i06229333
Software - Uninstall - "Immobilizer" Feature

SMCS - 7631-011
The "Uninstall" feature of the Machine Security System MSS allows the user to uninstall the Immobilizer
feature from other electronic control modules.
The MSS3s ECM should be removed after the immobilizer software has been successfully uninstalled. If
the MSS3s ECM is not removed, the LED for the status of the MSS will give a false indication.
The "Uninstall" screen for the Machine Security System consists of the areas that are listed below:
"Status Line" - The "status line" displays messages regarding the process of this function.
Display Area - The "Uninstall" display for the Machine Security System consists of two columns. The two
columns are the "ECM" column and the "Security System Status" column. The "ECM" column lists every
ECM that is installed on the machine with the immobilizer feature. The "Security System Status" column
lists the status of the immobilizer feature of the Machine Security System. The status of the immobilizer
feature is either "Installed" or "Not Installed".
"Uninstall Button" - The "Uninstall" button starts the "Uninstall" process.
Perform the steps that are listed below in order to uninstall the Machine Security System:
Note: You will need to obtain a factory password in order to perform this procedure. A master electronic
key will not allow the user to uninstall the Machine Security System. Refer to the Testing and Adjusting,
"Factory Password - Obtain" section of this manual for information on obtaining a factory password.
1. Connect a laptop Computer with the Caterpillar ® ET to the machine via the communication adapter.
2. Place a key in the key start switch.
3. Turn the key to the "ON" position.
4. Start the Electronic Technician and establish communications with the MSS3s ECM.
5. Obtain a factory password. Refer to the Testing and Adjusting, "Factory Password - Obtain" section
of this manual for information on obtaining a factory password.
6. Select the "Machine Security System Uninstall" option from the "Service" menu. This selection will
cause the Cat ® ET to display the message that is shown in Illustration 1.
Machine Security System Uninstall screen
7. Click on the "Uninstall" button that is located at the lower left-hand corner of the "Machine Security
System Uninstall" screen. This button will cause the ET to display the" Factory Password Screen"
that is shown in Illustration 2.
Note: A factory password is required to perform the "Machine Security System Uninstall". A master
electronic key will not allow you to uninstall the Machine Security System. Refer to the Testing and
Adjusting, "Factory Password - Obtain" section of this manual for information on obtaining a factory
password.
Factory Password screen
8. The factory passwords are provided by the Factory Password System. Enter the factory passwords in
the dialog boxes that are provided on the "Enter Factory Password" screen. Once the ET accepts the
passwords, the screen shown in Illustration 3 will be displayed.
Uninstall Confirmation screen
9. Press the "Yes" button if you want to proceed with the "uninstall" of the Machine Security System.
This button will cause the ET to display the message that is shown in Illustration 4.
Note: Pressing the "No" button aborts the "uninstall" of the Machine Security System.
Process in Progress screen
Note: Once the Machine Security System has been successfully uninstalled, the ET will display the
message that is shown in Illustration 5.
Uninstall Successful screen
10. Press the "OK" button in order to return to the "Machine Security System Uninstall" screen.
Note: If the Machine Security System has not been successfully uninstalled, the ET will display the
message that is shown in Illustration 6.
Uninstall Failed screen
11. Press the "OK" button in order to return to the "Machine Security System Uninstall" screen. The
"Uninstall" button that is located on the "Machine Security System Uninstall" screen will be labeled
"Retry". Press the "Retry" button in order to restart the uninstall.
12. Turn the key switch to the OFF position.
13. Remove the MSS3s ECM from the machine.
Note: If the MSS3s ECM is configured to control other devices, (start relay and/or main power relay),
those devices must be reconnected in accordance with the machine Electrical Schematic.



i06229289
Glossary of Terms
SMCS - 7631
Armed - The state of the security system when the machine is disabled.
Disarmed - The state of the security system when the machine is able to operate normally.
Electronic Control Module - The portion of the MSS that contains the microprocessor and
memory
EID - Event Identifier
Exciter Coil - The exciter coil is a small coil of fine wire. The wire is molded into the bezel of a
keyswitch with harness wiring. The exciter coil provides a path of communication. The electronic
key and the electronic control module communicate via radio frequency.
Immobilizer - The MSS Immobilizer is a feature within another ECM (engine and/or
transmission) that restricts the operation of the machine until the Machine Security System
disarms.
Master Access Level - Keys that are programmed for this level of access permit the operation of
the machine and the key allows the user to add new keys. Also, keys that are already programmed
can be modified.
MSS - Machine Security System
PID - A parameter identifier is used to identify specific parameters that are used by the MSS.
Product ID - The Product ID is an 8 digit alphanumeric number that identifies the machine.
Programming - Programming refers to the process of storing information in the memory of the
control module.
Standard Access Level - Keys that are programmed for this level of access permit the operation
of the machine.
Tattletale - The tattletale is a counter in the ECM that is used as part of the calculation for the
factory password. The tattletale is incremented after a factory password is used. The affected
parameter will have an increase in the specific parameter of the tattletale and the total tattletale
will reflect the increase as well. Once you use the factory password, the factory password will no
longer be valid. Another password will be required for changes on the same ECM at a later date.



i06227306
System Schematic
SMCS - 7566
Refer to the corresponding schematic of the machine or Special Instruction.



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.
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.
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.



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.



i03995042

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.
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
Proper Installation of Plug
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.
9W-
Do not insert multiple wires of a smaller wire size. An incorrect method would be using two 24 AWG wires. The
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.
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:
◾ 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. 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:
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
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.



i03995056

SMCS - 1408-081
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
TEST FOR AN OPEN CIRCUIT.
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.
Stop.
harness.
Repair: Repair the machine harness or replace the machine harness.
Stop.



i03995057

SMCS - 1408-081
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:
TEST FOR A SHORT CIRCUIT.
connectors of the ECM and frame ground.
Stop.
Stop.



i04461949
Specifications
SMCS - 7606
PL522 and 523 ECM
"Sharkin" antenna
Adapter plates for the ECM



Product Link 121S/300
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
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".
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".
7. Click on the appropriate file.
"File Screen"
8. Click "Begin Flash".
9. The following screen will appear.
10. The following screen should appear once program "flashing" is complete.
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.
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
3. The "Subsystem Module Programming" screen should appear.
4. Click on "Submodule".
5. Click on the correct flash file for the PL121SR to load.
"File Select" Screen
6. Click the "Begin Progamming" button that is located on lower right side of screen.
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.
Flash the PL300 ECM

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



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.



i05663180

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.
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
Proper Installation of Plug
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.
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.
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.
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.
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.
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.



i05663186

SMCS - 1408-081
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
ReferenceFor a complete electrical schematic, refer to Electrical System Schematic for the
TEST FOR AN OPEN CIRCUIT.
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.
Stop.
harness.
Stop.



i05663188

SMCS - 1408-081
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.
connector(s) of the ECM and frame ground.
Stop.
Stop.



i05663189
Specifications
SMCS - 7606
PL121SR Radio
PL300 ECM
"Hard Mount" Antenna
"Magnetic Mount" Antenna
Optional Bracket for the Antenna
PL300 Adapter Plates for the ECM



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.
Overview of the Connection of the PL321SR Legacy Field Installation Group
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.
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
(1) (2)
4 403-GN R-term Alternator R-term circuit
(1)
If an R-term input is not available, a DC voltage that goes high when the engine in running may be used.
(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
P1 Harness Description Connection Point for the Machine

Connector Wire
Pin Number
Unswitched (1)
1 125-OR Fused (5 amp) unswitched power circuit
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
(2)
4 403-GN R-term Alternator R-term circuit
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
Conversion Harness Schematic
PL121SR System (Radio Only) Wiring Harness
Radio Harness Schematic
PL321SR System ( PL121SR plus the PL300 System) Harness

Wiring
PL321 Harness Schematic
PL300 Digital Inputs
Example of PL300 Digital Input Schematic
For a list of switches that may be used, refer to Special Instruction, REHS2365.
System Level Schematic
System Level Schematic
PL121SR System Schematic
PL121SR System Schematic


Troubleshooting
i06708257
General Information
SMCS - 7490
Troubleshooting the Electronic Monitoring System (EMS) requires additional information from
the machine Service Manual. The Electrical System Schematic and the Operation and
Maintenance Manual are required support material.
As a guide, a Typical EMS Schematic is at the end of this manual. For an accurate representation
of the machine being diagnosed, see the Electrical System Schematic in the machine Service
Manual.
When the troubleshooting procedure instructs you to REPAIR THE HARNESS, use the Electrical
System Schematic in the machine Service Manual to trace the circuit. Perform continuity checks
at connectors to locate harness failures. At component connectors, always check the ground
circuit. Less than approximately 5 ohms of resistance is required between the connector ground
contacts and frame ground. Excessive ground resistance, greater than approximately 5 ohms, can
cause incorrect diagnosing of problems.
During troubleshooting, inspect all component and harness connections before any component is
replaced. If these connections are not clean and tight, electrical problems can occur, either
permanent or intermittent. Make sure that the connections are tight before other tests are made.
Failure of an electrical component can cause (or be caused) by the failure of one or more other
components. Always attempt to find and correct the CAUSE of an electrical system failure before
replacing of a component.


Troubleshooting
i06708258
Service Tools
SMCS - 0785
Table 1
Tools Needed
1 6V-7070 Digital Multimeter or Equivalent
1 8T-3224 Needle Tip
1 7X-1710 Multimeter Probe
Use a 6V-7070 Digital Multimeter or equivalent for making continuity checks or voltage
measurements. For instruction on use of the 6V-7070, see Special Instruction, SEHS7734. A 7X-
1710 Multimeter Probe is used to make measurements at connectors without disconnecting the
connectors.
Note: Use of continuity testers (such as 8T-0500) or voltage testers (such as 5P-7277) are not
recommended for use on present-day Caterpillar electrical circuits.


Troubleshooting
i06708259
Troubleshooting
SMCS - 7569
Display for the EMS
Alert indicators show the status of switch inputs. The switch inputs can be open or grounded. If an
alert indicator is off, then the corresponding switch input is grounded. If an alert indicator is
flashing, the corresponding switch input is open. A fault occurs when the operation of an indicator
does not correspond to a known machine condition.
Before troubleshooting, ensure that a fault exists. Refer to the Operation and Maintenance Manual
for a description of abnormal machine conditions that cause the alert indicators to flash. Perform
the following procedures only if a fault is suspected.
Note: Alert indicator "8" is often used to indicate an electrical system problem. The alert indicator
for the electrical system gets information from a sensor input or the alternator "R" terminal. The
alert indicator does not get information from a switch input.
The operator or the service person discovers a fault in an indicator when the operation of an
indicator does not correspond to a known machine condition. The following scenario is an
example: The alert indicator for brake oil temperature flashes continuously. The indicator flashes
after extended periods of shutdown. The possible fault conditions for the indicators are shown
below:
• The alert indicator is always flashing: Refer to Diagnostic System Procedures, "Alert
Indicator is Always Flashing".
• Alert indicator never flashes: Refer to Diagnostic System Procedures, "Alert Indicator
Never Flashes".
The indicators reflect the open or grounded condition of the uncommitted switch inputs. When a
switch input is open, the corresponding alert indicator flashes. When a switch input is grounded,
the corresponding alert indicator is OFF. Open and ground the corresponding switch wire to check
a circuit. Watch for the correct result on the alert indicators.
Other fault conditions in EMS are also possible. These faults are the following:
• The action alarm sounds while the engine is off. Refer to Diagnostic System Procedures,
"Action Alarm Sounds with Engine Off".
• The action alarm sounds continuously. Refer to Diagnostic System Procedures, "Action
Alarm On Continuously".
• The action alarm does not sound. Refer to Diagnostic System Procedures, "Action Alarm
Does Not Sound".
• The action lamp is on continuously: Refer to Diagnostic System Procedures, "Action Lamp
On Continuously".
• Action lamp does not light: Refer to Diagnostic System Procedures, "Action Lamp Does
Not Flash".
• All the alert indicators and the action lamps are flashing. Refer to Diagnostic System
Procedures, "All Alert Indicators and Action Lamp Are Always Flashing".
• The test switch does not operate properly. Refer to Diagnostic System Procedures, "Test
Switch".
• Engine oil pressure indicator flashes when engine speed exceeds 1200 rpm to 1500 rpm:
Refer to Diagnostic System Procedures, "Alert Indicator For Engine Oil Pressure".
Electronic Monitoring System Troubleshooting

Begin your troubleshooting by gathering reliable information. Perform these four tests and write
down your results. Compare the results of each of the steps with the expected results. If the actual
results differ from the expected results, proceed to the probable cause to begin the diagnostic
procedure.
The EMS can be checked for correct operation with four basic test procedures. The test procedures
must be followed in order. Start with Test 1. The results from Test 2 depend on the results from
Test 1, etc.
There are many types of starting systems in the different vehicles with EMS. In the tests that
follow, you will be instructed to place the key start switch in the ON position. Vehicles with the
key type start switch have an OFF, ON, and START position. There are many vehicles with EMS
that have a start switch with an OFF, HEAT, and START position. This second type of start
switch will not have an ON position. The disconnect switch and the key start switch have the same
ON position. The disconnect switch and the key start switch have the same OFF position for the
second type of starting system.
The disconnect switch and the parking brake must be in the ON position during all these tests.
Test 1
• Key Start Switch ON
• Test Switch ON
• Engine OFF
Expected Results
1. All indicators flash.
2. The action lamp flashes.
3. The action alarm must be OFF.
If the results do not match the expected results, refer to Diagnostic System Procedures. Find the
procedure for correcting the unexpected result.
Test 2
• Test Switch OFF
• Engine OFF
Expected Results
1. The action lamp must flash.
3. Indicators on the operator monitor panel must match the positions in Table 1.
Table 1
Position Indicator Condition of Indicator
1 Coolant Temperature OFF
Coolant Flow FLASH
2
Brake Oil Pressure OFF
3 Engine Oil Pressure FLASH

Brake Air Pressure OFF or FLASH
4
5 Hydraulic Oil Temperature OFF
Torque Converter Oil Temperature OFF
6 Power Train Oil Temperature OFF
Transmission Oil Temperature OFF
Parking Brake ON FLASH
7 Power Train Oil Filter Bypass OFF
Accumulator Pressure FLASH or OFF
8 Alternator FLASH
9 Fuel Level FLASH or OFF
Power Train Oil Filter Bypass OFF
10 Steering FLASH
Transmission Filter OFF
The low fuel level indicator must flash if the fuel level is 10% of capacity or less.
Note: This circuit has a 10 second delay.
The Parking Brake ON indicator must flash when the parking brake is engaged.
The brake air pressure indicator must flash if the machine has been sitting and the air in the
reservoir has drained off.
If the indicators match Table 1, check the harnesses and the switches, except for the indicators that
are OFF or flashing.
1. Check the wiring.
2. If you cannot find the problem in the wiring, drain the fuel tank to check the low fuel level
switch.
3. Remove the control wire from the fuel level switch to check the wiring. After approximately
12 seconds of the control wire being removed, the indicator must flash.
4. Put the control wire to vehicle ground. The indicator must turn OFF.
Note: Know the amount of fuel in the fuel tank.
Activate the brakes repetitively until the air pressure goes down and the accumulator pressure
indicator flashes. This checks the brake air pressure switch and the wiring. When the engine is
operated for several minutes, the indicator must turn OFF.
Activate the hydraulic controls repetitively until the hydraulic pressure goes down and the
accumulator pressure indicator flashes. This checks the accumulator pressure switch and the
wiring. When the engine is operated for several minutes, the indicator must turn OFF.
Test 3
• Test Switch OFF
• Engine in Operation
Expected Results
1. The action lamp must be OFF.
3. All indicators on the operator monitor panel must be OFF. If the fuel level is low, the low
fuel level indicator can be ON.
Note: With the parking brake ON, the parking brake ON indicator must flash. Engage the
transmission in a forward speed. The action lamp must flash and the action alarm must sound.
Test 4
• Test Switch ON
Expected Results
2. The action alarm must be ON.
3. All indicators on the operator monitor panel must flash.


Troubleshooting
i06708261
Action Alarm Does Not Sound

SMCS - 7407-038
Test Step 1. CHECK FUEL PRESSURE SWITCH
A. Remove the signal wire from the EMS fuel pressure switch.
B. Perform the Output Test. See Output Test.
Expected Result:
The alarm sounds.
Results:
• OK - Fuel pressure switch is faulty.
Repair: Replace the fuel pressure switch.
STOP
• NOT OK. - Go to Test Step 2.
Test Step 2. CHECK EMS CONTROL AND HARNESS
A. At the machine harness connection for the switch, measure the voltage (DCV) between the
signal circuit and the ground circuit.
Note: EMS controls with part numbers 3T-1321 and 3T-3136 should measure 10.0 DCV ±
0.5 DCV instead of 8.0 DCV ± 0.5 DCV.
Expected Result:
Voltage is 8.0 ± 0.5 DCV.
Results:
• OK - EMS control and harness are correct.

Go to Test Step 3.
• NOT OK - The EMS control or harness is faulty. Go to Test Step 4
Test Step 3. CHECK ALARM CIRCUIT
A. Turn the disconnect switch and the key start switch to the OFF position.
B. Disconnect the machine harness from the EMS control.
C. At the machine harness connector for the EMS control, place a jumper from connector
contact 1 to contact 10.
Expected Result:
The alarm does not sound.
Results:
• OK - The harness has an open circuit or the alarm is faulty.
Repair: Repair or replace the harness or the alarm.
STOP
• NOT OK - The EMS control is faulty.
Repair: Replace the EMS control. See EMS Control Replacement.
STOP
Test Step 4. CHECK FUEL PRESSURE SWITCH CIRCUIT
C. At the machine harness connector for the EMS control, measure the resistance between
contact 13 and frame ground.
Expected Result:
Resistance is less than 5000 ohms.
Results:
• OK - Harness is faulty.
Repair: Repair or replace the harness.
STOP
• NOT OK - EMS control is faulty.
Repair: See EMS Control Replacement.
STOP


Troubleshooting
i06708262
Action Alarm Is On Continuously

SMCS - 7407-038
A. Turn the disconnect switch to the OFF position.
B. Turn the key start switch to the OFF position.
C. Disconnect the machine harness from the EMS control.
D. Turn the disconnect switch to the ON position.
E. Listen for the sounding of the action alarm.
F. Turn the key start switch to the ON position.
Expected Result:
The alarm sounds.
Results:
• OK - The harness circuit 410-WH(White)is shorted to the +battery.
Repair: Replace the harness.
STOP
STOP


Troubleshooting
i06708264
Action Alarm Sounds with Engine Off

SMCS - 7407-038
Test Step 1. CHECK FOR OPEN FUEL PRESSURE SWITCH
A. Disconnect the signal wire from the fuel pressure switch.
B. Touch the signal wire to the other switch terminal (frame ground).
Expected Result:
Horn no longer sounds.
Results:
• OK - The fuel pressure switch is open. Go to Test Step 2.
STOP
• NOT OK - The harness circuit (signal or ground) is open. Go to Test Step 3.
STOP
Test Step 2. CHECK FOR FUEL PRESSURE SWITCH
A. Check for fuel pressure.
B. Check for plugged filter inside the switch.
C. Check for faulty switch.
Expected Result:
The fuel pressure switch should be closed when fuel pressure is below the specified value.
Results:
• OK - The fuel pressure switch is closed when fuel pressure is below the specified value. Go
to Test Step 3.
STOP
• NOT OK - The fuel pressure switch is not closed when fuel pressure is below the specified
value. Go to Test Step 3.
STOP
Test Step 3. CHECK FOR EMS Control
A. Using a 7X-1710 Multimeter Probe, place a jumper from contact 13 to contact 2 at the
machine harness connector for the EMS control. Do not remove the connector from the
control.
Expected Result:
Results:
• OK - The harness circuit is open.
STOP
STOP


Troubleshooting
i06708265
Action Lamp Does Not Flash

SMCS - 7400-038
Note: Use the EMS test switch to test the operation of the action lamp.
Test Step 1. CHECK LAMP
A. Check for a faulty lamp.
Note: For the purposes of this procedure, the correct resistance for a lamp is less than 200 ohms.
Expected Result:
Lamp is faulty.
Results:
• OK - Lamp is faulty.
Repair: Replace the lamp.
STOP
• NOT OK - Lamp is NOT faulty. Go to Test Step 2.
Test Step 2. CHECK LAMP CIRCUIT
C. Turn the disconnect and the key start switch to the ON position.
D. At the machine harness connector for the EMS control, place a jumper from connector
Expected Result:
The lamp is OFF.
Results:
• OK - The harness has an open circuit.
STOP
STOP


Troubleshooting
i06708266
Action Lamp Is On Continuously

SMCS - 7400-038
Test Step 1. CHECK ACTION LAMP CIRCUIT
C. Turn the disconnect switch to the ON position.
D. Observe the action lamp.
E. Turn the key start switch to the ON position.
Expected Result:
The lamp is ON.
Results:
• OK - Harness circuit 411-PK(Pink)is shorted to +battery.
STOP
STOP


Troubleshooting
i06708268
Alert Indicator Never Flashes

SMCS - 7490-038-IND
Note: This procedure is for an alert indicator that never FLASHES. The never FLASHING
condition is most likely caused by a short to ground or a faulty EMS control (unlikely).
Test Step 1. CHECK ALERT INDICATOR
Perform the Output Test. Observe the alert indicators for FLASHING during the Output Test. See
Output Test.
Expected Result:
The alert indicator does NOT FLASH, but others do.
Results:
• OK - The EMS control is faulty.
STOP
Test Step 2. Check Alert Indicator Switch
A. Locate the switch which corresponds to the indicator which never FLASHES. If necessary,
use the Electrical System Schematic to help in locating the switch.
B. Remove the signal circuit from the switch.
Expected Result:
The alert indicator FLASHES.
Results:
• OK - The circuit is operating correctly. The switch is faulty.
Repair: Check or replace the switch.
STOP
• NOT OK - The EMS control or harness is faulty. Go to Test Step 3.
At the machine harness connection for the switch, measure the voltage (DCV) between the signal
circuit and the ground circuit.
Note: EMS controls with part numbers 3T-1321 and 3T-3136 should measure 10.0 DCV ± 0.5
DCV instead of 8.0 DCV ± 0.5 DCV.
Expected Result:
Results:
• OK - EMS control is faulty.
STOP
Test Step 4. CHECK HARNESS
A. Turn the disconnect switch to the OFF position. The signal wire remains disconnected from
the switch. Do not allow the signal wire to touch anything.
B. On the Electrical System Schematic, trace the signal circuit from the switch to the EMS
control. Determine the signal contact (connector contact) of the machine harness at the EMS
control.
D. At the machine harness connector for the EMS control, measure the resistance between the
signal contact and contact 2 (ground).
Expected Result:
Resistance is greater than 5000 ohms.
Results:
STOP
• NOT OK - The harness is faulty. The signal wire within the harness is shorted to ground.
STOP


Troubleshooting
i06708269
Alert Indicator Is Always Flashing

SMCS - 7490-038-IND
Note: This procedure is for an alert indicator that is FLASHING all the time. The always
FLASHING condition is most likely caused by an undesired open circuit, a short to +battery, a
faulty switch, or a faulty EMS control (unlikely).
A. Locate the switch that corresponds to the indicator that is always FLASHING. If necessary,
C. Touch the signal circuit to the switch ground circuit. If a switch ground wire is not present,
touch the signal circuit to frame ground.
D. Turn the disconnect and key start switches to the ON position.
Expected Result:
The alert indicator is OFF.
Results:
• OK - The switch is faulty.
STOP
• NOT OK - The machine harness is open or the EMS control is faulty. Go To Test Step 2.
Expected Result:
Voltage is 8.0 DCV ± 0.5 DCV.
Results:
• OK - Harness is correct. The EMS control is faulty.
STOP
• NOT OK - EMS control or harness is faulty. Go to Test Step 3.
Test Step 3. CHECK HARNESS GROUND CIRCUIT
A. The switch remains disconnected. Turn the disconnect and key start switch to the OFF
position.
C. At the machine harness connection for the switch, measure the resistance between the
ground circuit and frame ground.
Expected Result:
Resistance is greater than 5.0 ohms.
Results:
• OK - The ground circuit in the harness is faulty. There is an open circuit between the
STOP
• NOT OK - Harness resistance is correct. Go to Test Step 4.
Test Step 4. CHECK FOR SHORTED HARNESS
A. The switch and the EMS control remain disconnected from the machine harness. The
disconnect and key start switch remain OFF. At the machine harness for the EMS control,
measure the resistance between the signal circuit and +battery (contact 1).
Expected Result:
Results:
• OK - The machine harness is faulty. There is a short between the +battery circuit and the
signal circuit in the machine harness.
STOP
Test Step 5. CHECK FOR OPEN HARNESS
disconnect and key start switch remain OFF. On the Electrical System Schematic, trace the
signal circuit from the switch to the EMS control.
B. Determine the signal contact (connector contact) of the machine harness at the EMS control.
C. Measure the resistance of the signal circuit from the EMS machine harness connector to the
machine harness connection for the switch.
Expected Result:
Resistance is less than 5.0 ohms.
Results:
STOP
• NOT OK - The signal circuit is faulty. The signal circuit is open in the machine harness.
STOP


Troubleshooting
i06708271
All Alert Indicators and Action Lamp Are Always Flashing

SMCS - 7490-038-IND
Test Step 1. CHECK EMS TEST SWITCH CIRCUIT
Expected Result:
Results:
• OK - Harness and/or test switch is shorted.
Repair: Repair or replace the test switch and/or harness.
STOP
STOP


Troubleshooting
i06708273
Alert Indicator for Engine Oil Pressure

SMCS - 7490-038-IND
Test Step 1. CHECK EMS INPUT
EMS control thinks that there is an open oil pressure switch at connector contact 18.
Results:
• No oil pressure switch is connected to contact 18. -
Repair: Connect contact 18 to ground.
STOP


Troubleshooting
i06708274
Test Switch
SMCS - 7332-038
C. Check the continuity of the test switch circuit in the machine harness. At the machine
harness connector for the EMS control, measure the resistance from contact 15 to frame
ground. Hold the EMS test switch in the TEST position while doing the check.
Expected Result:
Results:
• OK - The machine harness or test switch is faulty.
STOP
STOP


Troubleshooting
i06708276
Electrical System
SMCS - 1400-038
Note: When an electrical system problem is present, the alert indicator for the electrical system
FLASHES. For a description of the warning indications for an electrical system problem, see
Systems Operation > Warning Operation. The most common causes are low alternator speed or
missing alternator "R" terminal signal.
Test Step 1. VISUAL CHECK
Check the alternator belt pulley and the belt tension.
Expected Result:
Pulley nut torque and belt tension are proper.
Results:
• OK. - Go to Step 2.
• NOT OK. -
Repair: Fix or adjust the belt.
STOP
Test Step 2. CHECK ELECTRICAL SYSTEM VOLTAGE
Measure the voltage at the battery posts with the engine at high idle.
Expected Result:
Voltage is between 26.5 DCV and 29.0 DCV.
Results:
• OK. - Go to Step 3.
• NOT OK - There is a fault in the electrical system.
Repair: Check the charging system. Go to Charging System Test.
STOP
Test Step 3. CHECK ALTERNATOR "R" TERMINAL OUTPUT
A. Disconnect the machine harness connector from the alternator "R" terminal.
B. Start the engine and run at high idle.
C. Measure the voltage between the alternator "R" terminal and frame ground.
Expected Result:
Results:
• OK -
Repair: Connect machine harness connector to alternator "R" terminal.
Go to Step 4.
• NOT OK - The alternator is faulty.
Repair: Replace the alternator.
STOP
Test Step 4. CHECK "R" TERMINAL HARNESS CIRCUIT
A. Turn the key start switch to the OFF position.
C. Start the engine and run at high idle.
D. At the machine harness connector for the EMS control, measure the voltage between contact
3 ("R" terminal circuit) and contact 2 (ground).
Note: DO NOT ALLOW THESE TWO CIRCUITS TO TOUCH.
Expected Result:
Results:
• OK -
STOP
• NOT OK - The alternator is faulty.
Repair: Replace the alternator.
STOP


Troubleshooting
i06708278
Charging System
SMCS - 1406-038
System Operation Description:
Table 1
Alternator Specifications
Peak Current Minimum Peak
Rating (Amps) Current (Amps)
12 DCV Alternators
8C-5535 32 28
7N-4784, OR-5201 40 36
6T-1396, 7T-2096, 8C-5908, OR-3654 51 46
9W-2648, 9W-2949, 8T-9700, 105-2811(IG), OR-4327 55 49
(IG), 105-2812(IG), OR-9273(IG), 34-3268, 68-4139,
3E-7295(D+), 7T-2876(D+), 100-8223
7G-7889 60 54
8C-5510(I), OR5200 61 55
8N-2268 75 68
3E-7892, OR-3616 85 77
105-2813(IG), OR-9274(IG), 105-2814(IG), OR-4328 90 81
(IG), 149-2064(REG), OR-9410(REG), 9X-0341(D+)
8C-6163, OR-1699, 107-2519 105 95
167-7816 110 99
9X-6796, 9X-9096, 121-4134, 121-4136, OR-3527 115 104
3E-8827, 121-4135, 117-1379(I) 130 117
152-8746 135 122

125-9597, OR-8332 145 131
24 DCV Alternators
2P-1204, 3Y-8200 19 17
2Y-8310 21 19
6T-1395, 7T-2095, OR-3653 33 30
6N-9294, OR-5217, OR-3482 35 32
5N-5692, OR-2698 45 41
5S-9088, 100-5047, 112-5041, 3E-7578, OR-5206, OR- 50 45
3667, OR-3668
109-2362, 9W-3043 55 50
, OR-3652(D+), 112-8032
3E-7772(IG), OR-9437(IG), 105-3132(IG), 4N-3986, 60 54
OR-5203
155-7434, 132-2156(I), 107-7977(I), OR-8279(I) 70 63
169-4319, 167-7812 75 67.5
107-7976, 114-2401, OR-8997, 3E-7577, OR-3615 75 68
165-5140 100 90
9X-7803, OR-3749 100 90
Parts-Service Only Discontinued 12 DCV Alternators
6T-1193 18 16
7N-6118, 6N-5460, 4N-4540 40 36
6T-1195 42 38
7X-1340 45 41
9G-6079, 6T-1194 63 57
Parts-Service Only Discontinued 24 DCV Alternators
9G-6081, 6T-1196 40 36
D+ - Diode trio output. Alternator requires external excitation.
REG - Regulator Terminal. Alternator requires external excitation.
I - Ignition Terminal. Alternator can be externally excited through this terminal.
IG - Ignition Terminal. System voltage must be supplied to this terminal to turn on the
alternator. Some of these alternators use the IG terminal as a sense terminal.
Often when problems with the charging system are being investigated, the alternator is not the
problem. If a low battery condition is present, test the batteries first. See Special Instruction,
SEHS7633, "Battery Test Procedure" for more information. If the engine cranks slowly, then test
the starting system. See Service Magazine, SEPD0020, "Testing The Starter On The Engine" for
more information.
If a warning indicator for the charging system is ON, see Service Magazine, SEBD1751,
"Difference Between Alternator Indicator In Electronic Monitoring System (EMS) and Low
Voltage Indicator In Operating Monitoring System (OMS)".
Note: Severely discharged batteries can cause low system voltage. Severely discharged batteries
can occur even while the engine is running above idle and the alternator is working properly.
Proper low engine idle is also important.
Test Step 1. DETERMINE THE ALTERNATOR EXCITATION METHOD
A. Check the rear of the alternator to determine the method of excitation. See Table 1 to verify
the proper alternator excitation.
Expected Result:
Test method 1: These alternators have a "1", "REG", or "D+" terminal.
Test method 2: These alternators are self-excited.
Test method 3: These alternators have an "IG" terminal.
Results:
• Method 1 - The alternator has a "1", "REG", or "D+" terminal. Proceed to test step 2.
• Method 2 - The alternator is self-excited. Proceed to test step 4.
• Method 3 - The alternator has an "IG" terminal. Proceed to test step 3.
Test Step 2. CHECK THE RESISTANCE IN THE EXCITATION CIRCUIT
A. Turn the key start switch to the ON position.
B. Verify voltage at the excitation terminal. Connect the red lead from a multimeter to the
excitation terminal. Connect the black lead to a ground source (alternator case ground).
C. Read the voltage that is shown on the multimeter.
Expected Result:
The voltage reads at least .2 DCV.
Results:
• YES - The voltage reads .2 DCV or more. The excitation circuit is correct. Proceed to test
step 4.
• NO - The voltage is less than .2 DCV. There is a problem in the wiring harness to the
alternator or a poor electrical connection. Correct the problem and operate the machine.
Watch for a recurrence of the problem.
STOP
Test Step 3. CHECK THE RESISTANCE IN THE EXCITATION CIRCUIT

(CONTINUED)
Note: This step is only for alternators with external excitation when the terminal for excitation is
labeled "IG".
A. Turn the key start switch to the ON position.
B. Verify voltage at the excitation terminal. Connect the red lead from a multimeter to the
excitation terminal. Connect the black test lead to a ground source (alternator case ground).
Note: For G3B, K3A, and L3A alternators, insert a 7X-1710 Multimeter Probe Group into
the rear of the middle wire in the connector. See Illustration 1 below. Insert the probe's
spoon lead between the seal and the wire that surrounds the wire and the outer shell of the
connector. Do not insert the probe between the wire insulation and the black seal. This
terminal (IG) is the terminal for excitation.
Special wire probe technique for G3B, Y3A, and L3A alternators.
C. Read the voltage that is shown on the multimeter.
Expected Result:
The voltage measurement is within .5 DCV of the battery voltage.
Results:
• YES - The voltage reads battery voltage. The excitation circuit is correct.
STOP
• NO - The voltage that is measured is more than .5 DCV less than the battery voltage. There
is a problem in the wiring harness to the alternator or there is a poor electrical connection.
Correct the problem and operate the machine. Watch for a recurrence of the problem.
STOP
Test Step 4. CHECK THE SYSTEM VOLTAGE
A. Before you start the machine, connect a voltmeter between the "B+" terminal and the case
of the alternator. Turn OFF all electrical loads.
B. Turn the key to the ON position but do not start the engine. Read the voltage on the
voltmeter. Make a note of the voltage that was measured.
Expected Result:
This voltage should be approximately system voltage.
Results:
• YES - The voltage is approximately system voltage. Proceed to test step 5.
• NO - The voltage is less than system voltage. Proceed to test step 7.
Test Step 5. CHECK THE OPERATION OF THE ALTERNATOR
A. The voltmeter remains connected between the "B+" terminal and the case of the alternator.
B. Start the machine. Set the throttle to at least 75 percent. Read the voltage on the voltmeter.
Make a note of the voltage that was measured.
Expected Result:
The voltage measurement is greater than the voltage that was recorded in the previous test step
"Check The System Voltage".
Results:
• VOLTAGE HIGHER - The voltage measurement is greater than the voltage that was
observed in the previous test step "Check The System Voltage". The voltage is also less
than the maximum voltage that is listed in the specifications for the alternator. The
alternator is partially charging the battery. Proceed to test step 6.
• VOLTAGE TOO HIGH - The voltage measurement is greater than the voltage that was
observed in the previous test step "Check The System Voltage". The voltage is also greater
than the maximum voltage that is listed in the specifications for the alternator. The
alternator is over charging. Proceed to test step 19.
• VOLTAGE LOWER - The voltage is not higher than the voltage that was observed in the
previous test step. Proceed to test step 7.
Test Step 6. TEST THE ALTERNATOR OUTPUT
Note: For the proper output current, refer to Table 1.
A. Ensure that the batteries are NOT fully charged.
Note: A fully charged battery may have open circuit voltage above 12.5 DCV on 12 DCV
systems. 24 DCV systems may be as high as 25 DCV.
B. If the batteries are fully charged, crank the engine for 30 seconds. This action reduces the
battery voltage. Operate the lights for 10 minutes while the engine is off as an alternative.
C. Connect the 9U-5795 Current Probe to a DMM (digital multimeter) or use a 225-8266
Ammeter Tool Gp. The multimeter must have a peak hold feature. Clamp the probe around
the alternator output wire "B+". Before you clamp the probe around the wire, ensure that the
probe is “zeroed”.
D. Set the digital multimeter to "peak hold" or "max mode" on the "mV" scale.
E. Turn ON all electrical accessories: lights, air conditioning, and radio.
F. Start the machine and immediately set the throttle to at least 75 percent. The peak current
will appear on the voltmeter in "peak hold" or "max" mode.
Expected Result:
The current reading should be at least 90 percent of the specified peak output.
Results:
• YES - The current is at least 90 percent of the specified peak output. Proceed to test step 13.
• NO - The current is less than 90 percent of the specified peak output. Proceed to test step 7.
Test Step 7. CHECK THE DRIVE SYSTEM OF THE ALTERNATOR
A. Check the condition of the alternator drive belt. Clean the pulley and replace the drive belt if
the drive belt is oily. Dry the drive belt if the belt is wet. Replace the drive belt if the belt is
worn.
B. Check the tension of the alternator drive belt. Adjust the drive belt to the correct tension.
C. Check the nut on the alternator pulley. Tighten the nut if the nut is loose.
Expected Result:
The drive system of the alternator is functioning correctly. No corrections to the drive system are
necessary.
Results:
• YES - The drive system of the alternator is functioning correctly. No corrections are
necessary. Proceed to test step 8.
• NO - The drive system of the alternator is not functioning correctly. Corrections are
necessary.
Repair: Ensure that the problems have been corrected. Exit this procedure and retest the
alternator charging system.
STOP
Test Step 8. TEST THE CHARGING CIRCUIT
A. Verify that the nut on the "B+" alternator terminal is tight. Also, verify that the wire has a
good connection to the "B+" terminal.
B. Many Caterpillar machines are equipped with a connector for the 6V-2150
Starting/Charging Analyzer. Use of this tester replaces the remainder of this test step. To
operate the analyzer, refer to Tool Operating Manual, SEHS7768, "Using the 6V-2150".
C. Start the engine and set the throttle to at least 75 percent. Turn ON all electrical accessories
for the remainder of this test step. Allow the engine to run for at least 3 minutes before
continuing.
D. Measure the voltage between the "B+" alternator terminal and the alternator case ground.
Make a note of the measured voltage. Perform the next measurement immediately.
E. Measure the voltage across the battery. Put the red lead on the battery positive terminal. Put
the black lead on the battery negative terminal. Make a note of the voltage that was
measured.
Expected Result:
The voltage at the battery should be less than the voltage at the alternator. The difference in
voltages should not be more than 1 DCV on 12 DCV systems. The difference should not be more
than 2 DCV on 24 DCV systems.
Results:
• YES - The voltage at the battery is less than the voltage at the alternator. Also, the
difference in voltages is less than 1 DCV for 12 DCV systems and the difference is less than
2 DCV for 24 DCV systems. The wiring that is related to the alternator is correct at this
time.
Repair: There is an internal problem with the alternator. Repair or replace the alternator.
STOP
• NO - The voltage at the battery is less than the voltage at the alternator. However, the
difference in voltages is greater than 1 DCV for 12 DCV systems and the difference is
greater than 2 DCV for 24 DCV systems. Proceed to test step 9.
Test Step 9. TEST THE POSITIVE SIDE OF THE CHARGING CIRCUIT
A. Measure the voltage between the frame ground and the "B+" alternator terminal. Make a
note of the voltage that was measured. Perform the next measurement immediately.
B. Measure the voltage between the frame ground and the + battery post. Make a note of the
voltage that was measured.
Expected Result:
The voltage difference does not exceed 1 DCV on 24 DCV systems or 0.5 DCV on 12 DCV
systems.
Results:
• YES - The voltage difference does not exceed the tolerance. The positive circuit is good.
• NO - The voltage difference exceeds the tolerance.
Repair: There is high resistance in the positive side of the charging circuit that is caused by
one of the following conditions:
◦ An electrical connection has loosened.
◦ An electrical connection has corroded.
◦ The main relay has failed.
◦ A circuit breaker has failed.

Repair the problem or replace any component that has failed. Exit this procedure and retest
the alternator charging system.
STOP
Test Step 10. TEST THE NEGATIVE SIDE OF THE CHARGING CIRCUIT
A. Check the voltage between the negative battery post and the alternator case ground.
Expected Result:
The voltage does not exceed 1 DCV on 24 DCV systems or 0.5 DCV on 12 DCV systems.
Results:
• YES - The voltage difference does not exceed the tolerance. The negative circuit is good.
• NO - The voltage difference exceeds the tolerance.
Repair: There is high resistance in the negative side of the charging circuit that is caused by
◦ The alternator ground has loosened.
◦ The engine ground has opened.

Repair the problem or replace any component that has failed. Exit this procedure and retest
STOP
Test Step 11. TEST THE CIRCUIT OF THE "R" TERMINAL
A. Start the engine and set the throttle to at least 75 percent.
B. Connect a voltmeter between the "B+" terminal and the alternator case ground.
C. Disconnect the wire from the "R" terminal. Select "YES" if the "R" terminal is not used on
the machine.
Expected Result:
The voltage does not change.
Results:
• YES - The voltage does not change. Proceed to test step 12.
• NO - The voltage rises and the alternator begins charging.
Repair: The wire to the "R" terminal is shorted. Repair or replace the wiring. Exit this
procedure and retest the alternator charging system.
STOP
Test Step 12. RESTORE THE RESIDUAL MAGNETISM OF THE ROTOR
A. Connect one end of a jumper wire to the "B+" terminal (D+ terminal for K1, N1, and N3) of
the alternator.
B. Connect the other end of the jumper wire to the "R" terminal of the alternator for 2 seconds.
Expected Result:
The voltage output rises on the "B+" terminal. The residual magnetism of the rotor has been
restored.
Results:
• YES - The voltage output rises. The residual magnetism of the rotor has been restored. The
alternator is now charging.
Repair: Exit this procedure and retest the alternator charging system.
STOP
• NO - The voltage output does not rise.
STOP
Test Step 13. TEST FOR UNDESIRABLE CURRENT FLOW IN THE ALTERNATOR
CHARGING SYSTEM
A. Turn off all the accessories. Turn the keyswitch to the OFF position.
B. Clamp a 9U-5795 Current Probe or 225-8266 Ammeter Tool Gp around the main ground
before clamping the probe around the wire. Read the current on the meter. Make a note of
the current that was measured.
Expected Result:
The current is below 2A. The "YES" selection is dependent on the presence of a main disconnect
switch on the machine that is being tested.
Results:
• YES - WITH DISCONNECT SWITCH - The current is below 2A. For machines with a
main disconnect switch, proceed to test step 14.
• YES - WITHOUT DISCONNECT SWITCH - The current is below 2A.

For machines without a main disconnect switch, proceed to test step 15.
• NO - The current is above 2A. There is a current draw in the system. Proceed to test step 16.
Test Step 14. MEASURE THE CURRENT OF THE SYSTEM BY USING THE MAIN
DISCONNECT SWITCH
A. Turn the disconnect switch to the ON position.
B. Connect a multimeter across the disconnect switch terminals. Connect the red lead to the
terminal on the frame side. Connect the black lead to the terminal on the battery side. Use
the 10A connections to avoid damage.
C. Turn the disconnect switch to the OFF position and read the current. Make a note of the
measured current.
Note: The standard acceptable current draw is 50mA. A current draw above 50mA usually
a higher acceptable limit. For more information, contact a Caterpillar dealer or contact the
business unit that produces the machine.
Expected Result:
The current is below 0.050A (50mA).
Results:
• YES - The current is below 0.050A. The charging system is functioning properly at this
time. The failure is possibly an intermittent draw in the system. The batteries may have
failed. Ensure that NO accessories were ON during the test. Exit this procedure and retest
STOP
• NO - The current is above 0.050A. There is a draw in the system. Proceed to test step 16.
Test Step 15. MEASURE THE CURRENT OF THE SYSTEM BY REMOVING THE
NEGATIVE BATTERY CABLE
A. Disconnect the ground cable from the negative battery post. There may be more than one
battery that is connected to ground. Disconnect all the batteries that are connected to
ground. Do not disconnect cables that are between batteries that are connected in series.
B. Connect a multimeter between the disconnected battery ground cable and one of the
negative battery terminals. Connect the red positive lead of the multimeter to the cable. The
negative lead should be connected to the battery terminal. Use the 10A connections to avoid
damage.
a higher acceptable limit. For more information, contact a Caterpillar dealer or contact the
business unit that produces the machine.
Expected Result:
The current is below .050A (50mA).
Results:
• YES - The current is below 0.050A. The charging system is currently good. The problem is
a possible intermittent current draw in the system. The batteries may have failed. Check that
STOP
• NO - The current is above 0.050A. There is excessive current flow in the system. Proceed to
test step 16.
Test Step 16. TEST THE CURRENT OF THE ALTERNATOR OUTPUT BELOW 2
AMPERES
A. Turn the keyswitch to the OFF position.
B. Connect the 9U-5795 Current Probe to a DMM (digital multimeter) or use a 225-8266
Ammeter Tool Gp. Clamp the probe around the "B+" wire of the alternator. Before
clamping the probe around the wire, ensure that the probe is “zeroed”.
C. Read the current on the meter. Make a note of the current that was measured.
Expected Result:
The current is under 2A.
Results:
• YES - The current is under 2A. Proceed to test step17.
• NO - The current is over 2A.
STOP
Test Step 17. TEST THE OUTPUT CURRENT OF THE ALTERNATOR BELOW 0.015
AMPERES
A. Disconnect the wire from the "B+" terminal of the alternator. Set the multimeter on the 10A
scale. Connect the red lead of the multimeter to the wire that was disconnected. Connect the
black lead of the multimeter to the "B+" terminal of the alternator. Make a note of the
current that was measured.
Expected Result:
The current is less than 0.015A.
Results:
• YES - The current is under 0.015A. The alternator is operating correctly. There may be a
current draw on the machine. Proceed to test step 18.
• NO - The current is over 0.015A.
STOP
Test Step 18. IDENTIFY THE SOURCE OF EXCESSIVE CURRENT DRAW
A. Make sure that every electrical component is turned OFF. Make sure that the keyswitch is
turned OFF. Ensure that the dome lights are OFF.
B. Clamp a 9U-5795 Current Probe or 225-8266 Ammeter Tool Gp around the main ground
before clamping the probe around the wire. Use the current probe if the draw is above
approximately 2A. Use the Ammeter if the draw is below approximately 2A.
C. Remove the fuses or open the circuit breakers one at a time. Check the current after each
fuse has been removed or each circuit breaker has been opened. After observing the current,
reinstall the fuse or close the circuit breaker. Start with the main circuits and then proceed to
the smaller circuits.
D. Check if any components on the circuit are ON.
E. If everything is OFF, disconnect electrical components on the circuit one at a time. Monitor
the current after each component is disconnected.
F. All the components in the circuit should be disconnected. If the problem still exists, check
the wiring in the circuit. There may be circuit leakage through corrosion or through a short.
modules have a higher acceptable limit. For more information, contact a Caterpillar dealer
or contact the business unit that produces the machine.
Expected Result:
The source of the excessive current draw was determined.
Results:
• YES - The source of the excessive current draw was determined.
Repair: Repair the problem or replace any component that has failed. Exit this procedure
and retest the alternator charging system.
STOP
• NO - The source of the excessive current draw was not determined.
Repair: Exit this procedure and retest the alternator charging system.
STOP
Test Step 19. TEST FOR AN OVERCHARGING CONDITION FROM THE

ALTERNATOR
A. Verify that the nut on the "B+" alternator terminal is tight. Also, verify that the wire has a
good connection to the "B+" terminal.
B. Many Caterpillar machines are equipped with a connector for the 6V-2150
Starting/Charging Analyzer. Use of this tester replaces the remainder of this test step. To
operate the analyzer, refer to Tool Operating Manual, SEHS7768, "Using the 6V-2150".
C. Start the engine and set the throttle to at least 75 percent. Turn ON all electrical accessories
for the remainder of this test step. Allow the engine to run for at least 3 minutes before
continuing.
D. Measure the voltage between the "B+" terminal of the alternator and the case of the
alternator. Make a note of the voltage that was measured. Perform the next measurement
immediately.
E. Measure the voltage across the battery. Put the red lead on the positive terminal of the
battery. Put the black lead on the negative terminal of the battery. Make a note of the
voltage that was measured.
Expected Result:
The voltage at the battery should be less than the voltage at the alternator. On systems that are 12
DCV, the difference in voltages should not be more than 1 DCV. On systems that are 24 DCV, the
difference should not be more than 2 DCV.
Results:
• YES - The voltage at the battery is less than the voltage at the alternator. Also, the
difference in voltages is less than 1 DCV for 12 DCV systems and the difference is less than
2 DCV for 24 DCV systems. The wiring that is related to the alternator is correct at this
time.
STOP
• NO - The voltage at the battery is less than the voltage at the alternator. However, the
difference in voltages is greater than 1 DCV for 12 DCV systems and the difference is
greater than 2 DCV for 24 DCV systems. Proceed to test step 20.
Test Step 20. TEST THE POSITIVE SIDE OF THE CHARGING CIRCUIT
A. Measure the voltage between the frame of the machine and the "B+" terminal of the
alternator. Make a note of the voltage that was measured. Perform the next measurement
immediately.
B. Measure the voltage between the frame of the machine and the positive terminal of the
battery. Make a note of the voltage that was measured.
Expected Result:
The voltage difference does not exceed 1 DCV on 24 DCV systems or 0.5 DCV on 12 DCV
systems.
Results:
• VOLTAGE OK - ALT. WITHOUT IG/S TERM. - The voltage difference does not
exceed the tolerance. The positive circuit is good.
STOP
• VOLTAGE EXCESSIVE - ALL ALT. - The voltage difference exceeds the tolerance.
Repair: There is high resistance in the positive side of the charging circuit that is caused by
◦ An electrical connection has corroded.
◦ The main relay has failed.
◦ A circuit breaker has failed.

Correct the problem. Exit this procedure and retest the alternator charging system.
STOP
• VOLTAGE OK - ALT. WITH IG/S TERM. - The voltage difference does not exceed the
tolerance. The positive circuit is good. Proceed to test step 21.
Test Step 21. ALTERNATOR OVERCHARGING TEST
A. Start the engine and set the throttle to at least 75 percent.
B. Measure the voltage between the sense terminal (S) and/or the "IG" terminal to the case of
the alternator.
Expected Result:
The voltage at the "S" terminal and/or "IG" terminal is above the specification.
Results:
• YES - The measured voltage exceeds the specification. There is an internal malfunction in
the alternator. See the appropriate service manual for the alternator to test the internal
components and connections.
STOP
• NO - The measured voltage is below the measurement that was taken in the initial tests (B+
to alternator case). The sense circuit in the generator set has high resistance. Correct the
problem. Exit this procedure and retest the alternator charging system.
STOP


Troubleshooting
i06222332
Service Tools
SMCS - 0785
Standard Caterpillar ® tools should be adequate for service. The following tools are needed to
troubleshoot the Machine Security System:
Table 1
Service Tools
Part Number Description
9U-7246 Connector Repair Kit
7X-1710 Multimeter Probe
8T-5318 Wire Removal Tool
6V-7070 Digital Multimeter
4C-4911 Battery Load Tester
In addition to the tools listed in Table 1, a laptop computer with the Cat® Electronic Technician
(Cat ET) and the communication adapter are required.
The Cat ET 2015B or later is required to use the full security management potential of the
Machine Security System.


Troubleshooting
i06229345
Connector Locations
SMCS - 7553-546-WW
The locations of the components of the MSS will vary between machines. If the MSS was
installed by a Caterpillar dealer, consult the installation instructions for component locations. If
the MSS was an attachment that was installed at the factory, consult the electrical schematic for
that machine.
For each output use a twisted wire pair, all the way between the MSS3s ECM and the load
(recommended).
Note: There is a need to manage shared returns, connecting the returns together as close to the
ECM as possible. Failure to do so may result in difficulty reading keys due to electromagnetic
interference.
• The 2A drivers share a separate return.
• The 300mA drivers share a separate return.
• The 20mA LED drivers share a separate return.
• The exciter coil has a dedicated return that is not to be shared.
Use the Machine Electrical Schematic, Parts Manual, and Operation and Maintenance Manual to
locate electrical components and connectors.
The following information is a guide to reading the tables on the back of the Electrical Schematic.
• The "Component Location" table uses a numeric value for each component on the machine.
Cross reference the machine location number from the table to the corresponding number in
the machine views graphic.
• The "Harness Connector Location" table uses a numeric value for each connector on the
machine. Cross reference the connector number from the table to the corresponding number
in the machine views graphic.


Troubleshooting
i06245459
Diagnostic Capabilities
SMCS - 1400
Diagnostic information for the Machine ECM can be accessed using the Cat® Electronic Technician
(Cat ET) Service Tool. Diagnostic information can also be accessed by using the Operator Monitor
Display.
The Cat® Electronic Technician (Cat ET) Service Tool
Connections for the Communication Adapter 3 and Cat

® Electronic Technician (Cat ET) Service Tool
The components that are needed to use the Communication Adapter III and Cat ET to determine diagnostic codes are
listed:
(1) Cable
(2) 317-7484 Communication Adapter Gp

(3) 457-6114 CA3 Ethernet FLASH Cable
(4) Current version of Cat ET program software and an IBM-COMPATIBLE personal computer
Cat® Electronic Technician (Cat ET) is a software program used to access, view, monitor and
sometimes change data that a particular ECM uses to control a machine system. The service
technician can use the Cat ET to perform maintenance on the machine. Some of the options that are
available with the Cat ET are listed below:
• View the active diagnostic codes and logged diagnostic codes. See Troubleshooting, "Using the
Cat® Electronic Technician (Cat ET) Service Tool to Determine Diagnostic Codes".
• Viewing the active event codes and logged event codes.
• View the status of parameters.
• Clear active diagnostic codes and clear logged diagnostic codes.
• Perform calibrations of machine systems.
• Program the ECM (Flash) with the "WINflash" program. See Troubleshooting, "Electronic
Control Module (ECM) - Flash Program".
• Print reports.
The following list contains some of the diagnostic functions and programming functions that are
performed by the Cat ET service tool.
• The failures of the ECM system are displayed.
• The status of most of the inputs and the outputs are displayed.
• The settings for the ECM are displayed.
• Display the status of the input and output parameters in real time.
• Display the clock hour of the internal diagnostic clock.
• The number of occurrences and the clock hour of the first occurrence and the last occurrence is
displayed for each logged diagnostic code.
• The definition for each logged diagnostic code and each event is displayed.
• Load new FLASH software.
• Active diagnostic codes.
• Logged diagnostic codes.
See Troubleshooting, "Diagnostic Code List" for the list of diagnostic codes that can be activated by
the Machine ECM.
Event Codes
Logged Event Codes
Typical Cat ET screen for logged events
An indicator for logged events is provided. The indicator allows the service technician to track event
codes that are intermittent. The data for the logged event will include the following information:
• An event identifier (EID).
• A text description of the problem.
• The number of occurrences of the problem.
• A time stamp will display the first occurrence of the problem.
• A time stamp will display the last occurrence of the problem.
Status Groups For Cat ET
The Status groups list the machine parameters. The status of the parameters is shown in real time.
Typical Cat ET Status Screen


Troubleshooting
i06225231
Determining Diagnostic Trouble Codes

SMCS - 0785-UE; 7490; 7569
®
Connections for the Communication Adapter 3 and Cat Electronic Technician (Cat ET) Service Tool
The components that are needed to use the Communication Adapter III and Cat ET to determine diagnostic codes are
listed:
(1) Cable
(2) 317-7484 Communication Adapter Gp

(3) 457-6114 CA3 Ethernet FLASH Cable
(4) Current version of Cat ET program software and an IBM-COMPATIBLE personal computer
Use Cat® Electronic Technician (Cat ET) with the following materials:
• Special Publication, JERD2124, "ET Single Use Program License"
• Special Publication, JEHP1026, "Information and Requirements Sheet"
• 7X-1425 Data Link Cable and the Data Subscription
• Special Publication, JERD2142, "Data Subscription"
The following features make Cat ET a valuable tool for troubleshooting:
• Required to determine diagnostic codes
• Displays the history of a diagnostic code
• Displays the diagnostic code parameter status
• Required to clear diagnostic codes
Perform the following steps to determine diagnostic codes with Cat ET:
1. Connect the computer to the machine diagnostic connector.
Note: For locations of the connectors, see Testing and Adjusting, "Electrical Components and
Connector Locations" and the machine Electrical Schematic.
2. Turn the keyswitch to the RUN position.
3. Start Cat ET.
Cat ET will initiate communications with the ECMs
4. Cat ET will list the available ECMs on the machine.
5. Follow the Cat ET instructions.


Troubleshooting
i06224779
Diagnostic Trouble Codes

SMCS - 7569
Module Identifier (MID)

The electronic control module that has detected a failure is identified by the Module Identifier
(MID). Each electronic control module on the machine has a unique MID. The MID for the ECM
of the Machine Security System is 436.
Component Identifier (CID)

The Component Identifier (CID) is a code that describes a possible failed component.
Failure Mode Identifier (FMI)

The codes for the Failure Mode Identifier (FMI) are defined by the Society of Automotive
Engineers (SAE). The list of codes in Table 1 is used on Caterpillar ® products.
Table 1
Descriptions of the Failure Mode Identifiers (FMI)
FMI No. Description of Failure
00 “Data is valid, but above normal operating range”
01 “Data valid, but below normal operating range”
02 “Data erratic, intermittent, or incorrect”
03 “Voltage above normal or shorted high”
04 “Voltage below normal or shorted low”
05 “Current below normal or open circuit”
06 “Current above normal or grounded circuit”
07 “Mechanical system not responding properly”
08 “Abnormal frequency, pulse width, or period”

09 “Abnormal update”
10 “Abnormal rate of change”
11 “Failure mode is not identifiable.”
12 “Bad device or component”
13 “Out of calibration”
Detailed FMI Explanations

FMI 00 - “Data Valid But Above Normal Operating Range.” Every electronic control system
sets a high limit for the expected operating range of the signal. The limit includes signals that are
above the expected range. A sensor that is still working but sending a signal above the expected
limit will cause an FMI 00 to be stored.
Some possible causes of FMI 00 are listed here:
• Signal above normal (High pressure or high temperature)
• Calibration is needed. FMI 13 is the preferred code.
For example, a certain PWM sensor is expected to generate a valid signal over 80 percent duty
cycle. If the sensor generates a signal of 81 percent duty cycle, the sensor is still working but the
signal is above the expected signal limits.
FMI 01 - “Data Valid But Below Normal Operating Range.” Every electronic control system
sets a low limit for the expected operating range of the signal. The limit includes signals that are
under the expected range. A low engine oil pressure signal from a working sensor could produce
this FMI. A sensor that is still working but sending a signal below the expected limit will cause an
FMI 01 to be stored.
• The signal is below normal. (The voltage, pressure, or temperature is low.)
• Timing is retarded
For example, a certain PWM sensor is not expected to generate a PWM signal below 5 percent
duty cycle even with zero air pressure. If the sensor generates a 4 percent duty cycle signal with
the engine shutdown, the sensor is still working but below the expected signal limits.
FMI 02 - “Data Erratic, Intermittent Or Incorrect.” Signal data that is received from a
component is valid. The data that is received from the component has become intermittent or
erratic. Data can be correct sometimes and the data may be incorrect at other times. The
communication that occurs between electronic controls also relates to this condition.
• Loose connections in switches, harness, and connectors
• Intermittent/erratic signal
• Programmed data has changed
• Noisy signal
• The signal is out of range. FMI 00 or FMI 01 is the preferred code
• A failed power or ground connection to the ECM
• Failed ECM
FMI 03 - “Voltage Above Normal Or Shorted High.” The voltage that is received from a
component is higher than the expected value that is identified by the CID. FMI 03 most often
relates to a signal circuit.
Some possible components that can cause an FMI 03 are listed here:
• The sensor (switch)
• The harness
• The related electronic control
Some possible causes of an FMI 03 are listed here:
• A sensor output that is not related to the duty cycle is stuck at the maximum output of the
sensor
• A harness that has the sensor signal wire shorted to any voltage that is greater than the
voltage of the sensor power supply
• A sensor signal wire is open in the machine harness between the sensor and the control.
When a sensor has been disconnected from an electronic control, the input circuit voltage is
normally pulled up to a positive level
• A sensor signal contact of a failed control that is internally shorted to a positive voltage
source
• A failed control believes that a failure exists in a circuit that is working correctly. This
failure is unlikely
FMI 04 - “Voltage Below Normal Or Shorted Low.” The voltage that is received from a
component is lower than the expected value that is identified by the CID. FMI 04 most often
relates to a signal circuit. FMI 04 is similar to FMI 06. FMI 04 is sometimes used in the place of
FMI 06.
• The sensor
• The harness
• The related electronic control
• A sensor output that is not related to the duty cycle is stuck at the minimum output of the
sensor
• The signal wire is shorted to ground in the harness
• Electronic control has an internal short to ground on the connector contact of the signal
input
FMI 05 - Current Below Normal Or Open Circuit. The current of the monitored circuit is
below normal. The low current can results from an open circuit. FMI 05 is related to an output of a
driver circuit.
• Open circuit or poor harness connection
• High-resistance circuit in a component (relay coil)
• Component in the open position (switch)
FMI 06 - “Current Above Normal Or Grounded Circuit.” The current of the monitored circuit
is above normal. This code is most commonly caused by a circuit that is shorted to ground. This
code is similar to an FMI 04. FMI 06 is sometimes used in the place of FMI 04. FMI 06 can be
related to an output of a driver circuit.
• A short to ground in the harness
• Low resistance (failure) in component coil (relay)
• Electronic control has an internal short to ground on the connector contact of signal input
FMI 07 - “Mechanical System Not Responding Properly.” A mechanical system does not
respond in the expected manner when electrical commands are received from the electronic
control.
For example, a sluggish solenoid valve causes a slow shift.
• Improper response of a component
• Stuck component
• Component failure
• The engine is shut down
• Improper machine operation
FMI 08 - “Abnormal Frequency, Pulse Width Or Period. ”The frequency of the signal or the
width of a given signal pulse is not in the expected range. This code can also relate to a failed
output circuit of a sensor or an open output circuit of a sensor.
Note: The period is the time in seconds for one cycle at a given frequency.
• Intermittent connection of a signal circuit
• Misfire
• Noisy signals that are caused by a nearby radio or magnetic field
FMI 09 - “Abnormal Update.” This code relates to the communication that occurs between
electronic controls via a data link. This code occurs when given control is unable to receive
required information from another control via the data link. This code indicates that the
communication link to the ECM has been lost for more than 5 seconds. The ECM is not
responding.
• Loose connections in the harness or switches
• Failed power or ground connections to the ECM
• No communication is available on the data link
• Abnormal update because of a mismatch of software between electronic controls
• Failure of the electronic control
FMI 10 "Abnormal Rate of Change" - This code relates to a signal that changes too fast or too
slow. The rate of change is outside of the expected limit.
• The component has failed
• Poor connections in the circuit.
• The medium or component that is being monitored has failed.
• An ECM has failed. ECM failure is unlikely.
FMI 11 - “Failure Mode Not Identifiable.” This code is used when an electronic control
determines that multiple Failure Mode Identifiers are responsible for a single failure.
• Mechanical failure
• Machine damage to multiple circuits
FMI 12 - “Bad Device Or Component.” The code is used for the situations that are listed here:
The code is used when an electronic control does not receive an expected response from another
electronic control via the data link. The code is also used when an electronic control receives an
expected response from another electronic control but the response is not valid. This condition is
also used when an electronic control is expected to send data periodically and the control does not
send the data.
• Control failure
• Failure of the data link
• One or more controls with the incorrect software
FMI 13 - “Out Of Calibration.” This code is used when the electrical signal of a given
mechanical condition is not within the expected limits of the electronic control. The sensor needs
calibration, adjustment, or replacement.
The possible causes of FMI 13 are listed here:
• Calibration is required
• Data out of range
Troubleshooting Procedures
Go to the procedure that corresponds to the CID and FMI that has been indicated. These
procedures are used only for maintenance events (CID and FMI) that originate from the MSS.
These procedures are used for CID's that have an MID of 436.
If the MID is not for the MSS, see the Module Identifier chart on the Electrical System Schematic
for the machine that is being serviced. Once you have determined the electronic control modules
that detected the event, refer to the Service Manual for that control for troubleshooting
information. The Service Manual modules for each control are part of the machine Service
Manual.
Diagnostic Codes
Table 2
Machine Security System (MID 124)
DTC Description Procedure
Electrical Power Supply -
168-00 Electrical System Voltage : High
Test
Electrical Power Supply -
168-01 Electrical System Voltage : Low
Test
248-12 Cat Data Link malfunction Cat Data Link - Test
1391- Theft Deterrent Output Driver #1 : Voltage Above
ECM Output Driver - Test
03 Normal
1391- Theft Deterrent Output Driver #1 : Voltage Below
04 Normal
1392- Theft Deterrent Output Driver #2 : Voltage Above
03 Normal
1392- Theft Deterrent Output Driver #2 : Voltage Below
04 Normal
5217- 300mA Sourcing Driver Output #3 : Short to battery ECM Output Driver - Test
03
5217-
300mA Sourcing Driver Output #3 : Short to ground ECM Output Driver - Test
04
5218-
300mA Sourcing Driver Output #4 : Short to battery ECM Output Driver - Test
03
5218-
04
5219-
03
5219-
04
5220-
03
5220-
04
247-9 J1939 Data Link Can Data Link - Test


Troubleshooting
i06222432
Engine Does Not Crank and Status Indicator Is Green

SMCS - 7631-035
The green LED of the status indicator informs the operator that the machine security system
(MSS3s) ECM has recognized a valid key. The problem may be unrelated to the MSS. The source
of the problem that is preventing an engine start can come from several sources. Ensure that all of
the standard requirements for starting the machine have been met. A few examples of the
requirements are listed here:
• Interlocks in the operator seat
• Hydraulic interlocks
• Gear of the machine
• Fuel level
This troubleshooting procedure will eliminate the MSS as a source of the starting problem.
Note: The wires that are identified in this procedure are not present on every machine. If the wire
that is identified in this procedure is not present, proceed to the next Test Step.
Table 1
Troubleshooting Test Steps Values Results
1. CHECK THE DATA LINKS. Yes - The data links are
The data links are communicating with all the
A. Connect the Caterpillar Electronic communicating with ECMs that are installed on the
Technician (Cat ET) service tool to all the ECMs that are machine.
the machine. installed on the
machine. Proceed to Test Step 2.
B. Use a valid key to turn the Note: Some machines No - The data links are not
keyswitch to the ON position. are equipped with communicating with all the
only the MSS3s ECMs that are installed on the
C. Use the Cat ET service tool to ECM. machine. The Cat data-link has
determine the status of the Cat data- failed.
link.
Repair:Repair the data link
circuits in the harness.
STOP.
Yes - The voltage is
approximately system voltage.
Proceed to Test Step 3.

2. CHECK THE SYSTEM
VOLTAGE AT THE MSS3s
No - The voltage is not
ECM. The voltage is
approximately system voltage.
approximately system
A. Measure the voltage between pin voltage.
Repair: Check the battery and
24 and pin 26 of the MSS3s ECM.
the associated wiring in the
machine harness.
STOP.
Yes - The voltage is present and
the voltage level is correct. The
3. CHECK THE VOLTAGE ECM is receiving voltage.
FROM THE KEY SWITCH TO
THE DRIVER (INPUT No. 1) OF Proceed to Test Step 4.
Voltage should be
THE ECM.
present for all of the
No - The voltage was not
measurements. The
A. Turn the keyswitch to the ON correct, or no voltage was
voltage should be
position. present.
within 10% of the
machine battery
B. Measure the voltage between pin Repair: Check the harness for
voltage.
70 and pin 26 if the wires are signs of damage. Repair or
present. Record the reading. replace the harness.
STOP.
4. CHECK THE VOLTAGE ECM is receiving voltage.
FROM THE KEY SWITCH TO
THE DRIVER (INPUT No. 2) OF Proceed to Test Step 5.
THE ECM. Voltage should be
present for all No - The voltage was not
A. Turn and hold the keyswitch in measurements. The correct, or no voltage was
the START position. voltage should be present.
within 10% of the
B. Measure the voltage between pin battery voltage. Repair: Check the harness for
47 and pin 26 with the wires present. signs of damage. Repair or
Record the reading. replace the harness.
STOP.
5. CHECK THE DRIVER Yes - The voltage is present and
(OUTPUT No. 1) VOLTAGE. Voltage should be the voltage level is correct.
Note: The output drivers of the present. The voltage
MSS3s ECM are protected from should be within 10% Proceed to Test Step 6.
excessive electrical current.
Excessive electrical current is of the machine No - The voltage was not

usually the result of a wire or a battery voltage. correct.
component that is shorted to
ground. If the MSS3s ECM detects Proceed to Test Step 7.
an excessive amount of electrical
current, the MSS3s ECM will
disable the output driver.
A. Place the keyswitch in the ON

position. With 7X-1710 Multimeter
Probes check for voltage between
pin 58 and pin 42 with the wires
present. Do not disconnect the
connector from the MSS3s ECM.
6. CHECK THE DRIVER
ECM is sending voltage to the
(OUTPUT No. 2) VOLTAGE.
driven components that will
Note: The output drivers of the
start the machine.
MSS3s ECM are protected from
excessive electrical current.
Repair: The MSS has not
Excessive electrical current is
caused the problem. Verify that
usually the result of a wire or a
Voltage should be the driven components are
component that is shorted to
present. The voltage receiving voltage by measuring
ground. If the MSS3s ECM detects
should be within 10% at the component. Consult the
an excessive amount of electrical
of the machine troubleshooting manual for the
current, the MSS3s ECM will
battery voltage. engine.
disable the output driver.
STOP.
A. With the keyswitch in the START
position, check for voltage between
No - The voltage was not
correct.
present.
7. CHECK FOR A FAILED Yes - The voltage is present and
COMPONENT ON OUTPUT Voltage should be the voltage level is correct. The
DRIVER (No. 1). present. The voltage solenoid or the relay has failed.
should be within 10%
A. Turn the keyswitch and the of the machine Repair: Replace the solenoid
disconnect switch to the OFF battery voltage. or relay.
position. If the machine is not
equipped with a disconnect switch, STOP.
remove the negative wire from the
battery. No - The voltage was not
correct.
B. Disconnect the harness connector
from the solenoid or the relay that is Proceed to Test Step 8.
controlled by the output driver (No.
1).
C. Turn the disconnect switch and
the keyswitch to the ON position. If

the machine is not equipped with a
disconnect switch, reconnect the
negative wire to the battery.
D. Place the keyswitch in the ON

position. With 7X-1710 Multimeter
Probes check for voltage between
present. Do not disconnect the
8. CHECK THE WIRES IN THE Yes - The resistance is greater
CIRCUIT OF OUTPUT DRIVER than 5000 ohms. The ECM may
(No. 1). have failed, however, ECM
failure is unlikely.
A. Turn the keyswitch and the
disconnect switch to the OFF Repair: Exit this procedure and
position. If the machine is not perform this procedure again. If
equipped with a disconnect switch, the cause of the failure is not
remove the negative wire from the found, contact the technical
battery. communicator at your
Caterpillar dealer. Follow the
B. Verify that the harness connector steps in Troubleshooting,
remains disconnected from the relay The resistance is "ECM - Replace" if the ECM
that is controlled by the output driver greater than 5000 needs to be replaced.
(No. 1). ohms.
STOP.
C. Disconnect the 70-pin connector
from the MSS3s ECM. No - The resistance was not
correct.
D. Measure the resistance between
pin 58 and frame ground, with the Repair: There is a problem in
wires present. the wiring. Check the harness
for signs of damage. Repair or
E. Measure the resistance between replace the harness.
pin 42 and frame ground, with the
wires present. STOP.
9. CHECK FOR A FAILED Yes - The voltage is present and
COMPONENT ON OUTPUT Voltage should be the voltage level is correct. The
DRIVER (No. 2). present. The voltage solenoid or the relay has failed.
should be within 10%
A. Turn the keyswitch and the of the machine Repair: Replace the solenoid
disconnect switch to the OFF battery voltage. or the relay.
position. If the machine is not
equipped with a disconnect switch, STOP.
remove the negative wire from the
battery. No - The voltage was not
correct.
B. Disconnect the harness connector
from the solenoid or the relay that is Proceed to Test Step 10.
controlled by the output driver (No.
2).
C. Turn the disconnect switch and

the keyswitch to the ON position. If
the machine is not equipped with a
disconnect switch, reconnect the
negative wire to the battery.
D. Place the keyswitch in the

START position. With 7X-1710
Multimeter Probes check for voltage
between pin 70 and pin 42 with the
wires present. Do not disconnect the
10. CHECK THE WIRES IN THE Yes - The resistance is greater
CIRCUIT OF THE OUTPUT than 5000 ohms. The ECM may
DRIVER (No. 2). have failed, however, ECM
failure is unlikely.
A. Turn the keyswitch and the
disconnect switch to the OFF Repair: Exit this procedure and
position. If the machine is not perform this procedure again. If
equipped with a disconnect switch, the cause of the failure is not
remove the negative wire from the found, contact the technical
battery. communicator at your
Caterpillar dealer. Follow the
B. The harness connector remains steps in Troubleshooting,
The resistance is
disconnected from the solenoid or "ECM - Replace" if the ECM
greater than 5000
the relay that is controlled by the needs to be replaced.
ohms.
output driver (No. 2).
STOP.
C. Disconnect the 70-pin connector
from the MSS3s ECM. No - The resistance was not
correct.
D. Measure the resistance between
pin 70 and frame ground, with the Repair: There is a problem in
wires present. the wiring. Check the wiring
harness for signs of damage.
E. Measure the resistance between Repair or replace the harness.
pin 26 and frame ground, with the
wires present. STOP.


Troubleshooting
i06224213
Engine Does Not Start and Status Indicator Is Continuously

Red
SMCS - 7631-035
A solid Red LED in the status indicator indicates that the MSS has not recognized a valid
electronic key for that machine. This condition can be caused by several problems. One or more of
the problems that are listed here could be responsible for this condition. If the electronic key has
been damaged, the MSS will not disarm and the machine will not start. If a problem exists in the
exciter coil, the MSS will be unable to read the electronic key. If the wiring for the exciter coil is
damaged, the MSS will be unable to read the electronic key.
Note: Ensure that you have only one electronic key near the exciter coil when the MSS reads
the key. Do not have more than one electronic key is near the exciter coil. If multiple
electronic keys are present, the MSS3s ECM will not be able to read the key and the
machine will not start.
Table 1
1. CHECK THE KEY. Yes - The MSS reads the ID1
The MSS reads code and the ID2 code as 0. The
A. Connect the Cat Electronic the ID1 code and key may have failed or the
Technician (Cat ET) to the Service the ID2 code as problem may exist in the exciter
Connector. 0. coil.
B. Insert a valid electronic key for the Proceed to Test Step 2.

machine in the key start switch.
No - The MSS reads the ID1 code
C. Turn the key switch to the ON and the ID2 code correctly. The
position. key has been read by the MSS3s
ECM, but the MSS is still armed.
D. Go to the "Service/Security The MSS still armed, indicates
Management" screen. Check the that the key in the key start switch
"Current Key Information". is not authorized for that machine.
E. Check the "ID1" and "ID2" for the Repair: Program that key into the
key that is in the key start switch. MSS3s ECM or use a different
key.
STOP.
Yes - The resistance is

approximately 1 ohm.
2. CHECK THE EXCITER COIL.
A. Disconnect the exciter coil from the
The resistance is No - The resistance is greater than
wiring harness.
approximately 1 approximately 1 ohm. The exciter
ohm. coil has failed.
B. Measure the resistance on the leads
of the exciter coil.
Repair: Replace the exciter coil.
STOP.
Yes - The resistance is less than 5
ohms between pin 7 and pin 53.
The wiring for the exciter coil is
correct
3. CHECK THE WIRING OF THE
MACHINE HARNESS FOR AN Proceed to Test Step 4.
OPEN CIRCUIT.
No - The resistance is greater than
A. The exciter coil remains 5 ohms between pin 11 and pin
disconnected from the wiring harness. 13. There is a problem in the
wiring for the exciter coil.
B. On the harness side of the connector
The resistance is
for the exciter coil, install a jumper wire Repair: Check the wiring harness
less than 5
between pin 1 and pin 2 . for signs of damage. Repair or
ohms.
replace the machine harness.
C. Disconnect the wiring harness Note: The "ferrite coil" assembly
connector from the MSS3s ECM. is wired in series with the harness
of the exciter coil. Locate the
D. Measure the resistance between pin "ferrite coil" assembly. The
11 and pin 13 of the connector for the "ferrite coil" assembly is located
MSS3s ECM. near the 70-pin connector of the
MSS3s ECM. Continuity should
exist through the coil assembly.
STOP.
4. CHECK THE WIRING OF THE Yes - The resistance is greater
MACHINE HARNESS FOR A The resistance is than 5000 ohms. The resistance is
SHORT TO GROUND. greater than correct.
Note: The output drivers of the 5000 ohms.
MSS3s ECM are protected from Proceed to Test Step 5.
excessive electrical current. Excessive
electrical current is usually the result No - The resistance is less than 5
of a wire or a component that is ohms. The wiring harness is
shorted to ground. If the MSS3s shorted to ground.
ECM detects an excessive amount of

electrical current, the MSS3s ECM Repair: Check the wiring harness
will disable the output driver. for signs of damage. Repair or
A. The wiring harness connector for the
MSS3s ECM and the exciter coil STOP.
remain disconnected.
B. The jumper wire remains installed.
C. Measure the resistance between pin

11 of the MSS3s ECM and frame
ground.
D. Measure the resistance between pin

13 of the MSS3s ECM and frame
ground.
Yes - The resistance is greater
than 5000 ohms. The resistance is
correct.
5. CHECK THE WIRING OF THE
MACHINE HARNESS FOR A Repair: The ECM has failed. The
SHORT TO + BATTERY. ECM is unlikely to have failed.
Perform the previous Test Steps
A. The wiring harness connector for the again. If the cause of the problem
MSS3s ECM and the exciter coil is not found, replace the ECM.
remain disconnected. See Troubleshooting, "ECM -
Replace".
The resistance is
B. The jumper wire remains installed.
greater than
STOP.
5000 ohms.
C. Measure the resistance between pin
11 and pin 24 of the connector for the No - The resistance is less than 5
MSS3s ECM. ohms. The wiring harness is
shorted to the + battery circuit.
D. Measure the resistance between pin
13 and pin 24 of the connector for the Repair: Check the wiring harness
MSS3s ECM. for signs of damage. Repair or
STOP.


Troubleshooting
i06222414
Lost Key (MSS)

SMCS - 7631-035-KEY
Lost Key (MSS3S)

1. Use another valid key to start the machine.
2. Program another key into the control module. Refer to the Testing and Adjusting, "Key -
Program" section of this manual for additional information.
3. Contact your Caterpillar dealer.
Note: If a key is lost, the key should be deleted from the list of authorized keys.


Troubleshooting
i06225351
Cat Data Link - Test

SMCS - 1408-038
Theft Deterrent Module ECM

The following is a list of codes that are associated with the Cat® Data Link of the machine.
Table 1
Theft Deterrent Module ECM (MID 436)
DTC Code Description System Response
The service tool cannot detect the ECM.
248-12 Cat Data Link malfunction
Communication failures are indicated by another ECM.
Each Cat Data Link circuit is an input and output of select electronic control modules. The data
link is designed to carry communications between the electronic control modules. The data link is
not a visible component. The data link consists of internal control circuits and the connecting
harness wiring.
This diagnostic code is recorded when the ECM cannot send information, or the ECM does not
receive expected information from the data link (wire 892-BR(Brown)and wire 893-GN(Green)or
wire 944-OR(Orange)and wire 945-BR(Brown)).
The diagnostic code is caused by abnormal communications between the ECM and a specific
ECM module via the Data Link. If a diagnostic code is present, correct the related diagnostic code.
Possible causes for an FMI 12 diagnostic code are:
• There is an open circuit or a short circuit on the data link.
• There is a failure of the hardware for data link.
The 248-9 DTC is used by the ECM as a companion code and indicates a Cat Data Link problem.
This DTC indicates that the ECM has lost all communication with another ECM. This companion
code is simultaneously activated with the 590-9 DTC.
Note: The 248-9 DTC will never be activated by the ECM as a stand-alone diagnostic code.
Note: The locations of the components of the MSS will vary between machines. If the MSS was
that machine.
Diagnostic Trouble Code Procedure

Note: Prior to beginning this procedure, inspect the harness connectors that are involved in this
circuit. Poor connections can often be the cause of a problem in an electrical circuit. Verify that all
connections in the circuit are clean, secure, and in good condition. Check the wiring for pinch
points or abrasions. Look for and repair areas that indicate wires are exposed. If a problem with a
connection is found, correct the problem and verify that this diagnostic code is active before
performing a troubleshooting procedure.
1. Identify the active FMI code associated with the components.
2. Determine which code is present and use the list below to determine which procedure to
follow.
• FMI 12 diagnostic code, proceed to Table 2.
Table 2
FMI 12 Troubleshooting
OK - CID 0248 FMI 12 is present.
1. CLEAR THE DIAGNOSTIC
The problem was not caused by the
CODES
use of an invalid electronic key.
A. Use the ET to clear the logged
diagnostic codes.
CID 0248
FMI 12 is NOT OK - CID 0248 FMI 12 is
B. Use a valid electronic key to start the
present. NOT present. The problem was
machine.
caused by the use of an invalid key in
the key start switch.
Determine if CID 0248 FMI 12 is
present.
STOP.
2. INSPECT THE HARNESS OK - The diagnostic code is present.
CONNECTORS CID 0248
FMI 12 is Proceed to Test Step 3.
A. Inspect the connections for the present.
machine harness that are related to the NOT OK -The diagnostic code no
data link. longer exists and a machine harness
connector was faulty. The failure is
B. Make sure that connectors are clean not present now. An intermittent
and tight. connection may exist in the data link
circuits of the machine harness.
C.If necessary, repair the machine
harness or replace the machine harness. Repair: Replace any connectors that
do not have a tight fitting. Repair any
D. Use the ET to clear the diagnostic wiring in the harness that appears to
codes. be damaged. Watch for a recurrence

of this fault.
E. Use a valid electronic key to start the
machine. STOP.
F. Determine if CID 0248 FMI 12 is

present.
OK - The resistance is greater than
5000 Ohms (no continuity). Harness
circuit resistance is correct.
3. CHECK FOR A SHORTED
HARNESS
A. Turn the battery disconnect switch to
NOT OK - Resistance is less than
the OFF position.
5000 Ohms (continuity). The
machine harness has failed. There is a
B. Disconnect the connector for the
short in the machine harness.
machine wiring harness from the
The
MSS3s ECM. Disconnect the Cat Data
resistance is Repair: Repair or replace the
Link from all other electronic control
greater than machine harness.
modules.
5000 Ohms.
Note: A resistance that is greater than
C. At the connector for the MSS3s
5 Ω but less than 5K Ω would
ECM, measure the resistance between
indicate a loose connection or a
contact 42 (wire 892-BR(Brown)or wire
corroded connection in the circuit. A
944-OR(Orange)) and contact45 (wire
resistance measurement that is
893-GN(Green)or wire 945-BR
greater than 5K Ω would indicate an
(Brown)).
open in the circuit.
STOP.
4. CHECK FOR AN OPEN OK - There is continuity in the data
HARNESS There is link wiring. This circuit is not the
continuity in cause of the fault. The ECM is
A. The disconnect switch remains OFF. the data link possibly bad.
wiring.
B. The MSS3s ECM will remain Repair: If more than one ECM is
disconnected from the machine harness. reporting this fault code, the ECM is
unlikely to be bad. If only one ECM
a. Locate the connector for the machine has this fault, replace that ECM.
harness at the MSS3s ECM. Place a
jumper wire between contact 1 (wire Note: Prior to replacing the ECM,
892-BR(Brown)or wire 944-OR always contact the Technical
(Orange)) and 3 (wire 893-GN(Green)or Communicator at your dealership for
wire 945-BR(Brown)). possible consultation with
Caterpillar. This consultation may
b. Locate the machine harness connector effect repair time.
of another ECM. Check for continuity
in the wiring for the Cat Data Link at Follow the steps in Troubleshooting,
the ECM. The pin numbers and the "ECM - Replace" if the ECM needs
wires will vary between electronic to be replaced.
control modules. Each ECM must be STOP.

checked individually.
NOT OK - There is NO continuity in
the data link wiring. The machine
harness is faulty. The data link circuit
is open in the machine harness.
Repair: Repair or replace the

machine harness.
STOP.


Troubleshooting
i06225996

SMCS - 7610-038

The following is a list of Diagnostic Trouble Codes (DTCs) that are associated with the Theft
Deterrent Output Driver for the ECM.
Table 1
1391-03 Theft Deterrent Output Driver #1 : Voltage Above Normal
1391-04 Theft Deterrent Output Driver #1 : Voltage Below Normal
1392-03 Theft Deterrent Output Driver #2 : Voltage Above Normal
1392-04 Theft Deterrent Output Driver #2 : Voltage Below Normal
5217-03 300mA Sourcing Driver Output #3 : Short to battery
5217-04 300mA Sourcing Driver Output #3 : Short to ground
This diagnostic code is associated with the output driver of the MSS3s ECM. This code is
recorded if voltage is present on the output driver circuit when the MSS is armed. This circuit is
not used on all machines.
Note: For CID 1391 output driver #1 check for the presence of wires at contact 11 and contact 58
before you perform the procedure.
Note: For CID 1392 output driver #2 check for the presence of wires at contact 5 and contact 52
before you perform the procedure.
• There is a problem with the software in the ECM
• There is a short to the +battery circuit in the wiring harness
• The ECM has failed. A failure of the ECM is unlikely
• The wiring in the machine harness has failed
• The driven component in the circuit has failed
• The ECM has failed. A failure of the ECM is unlikely
that machine.

connections in the circuit are clean, secure, and in good condition. Ensure that the Charging
System is functioning properly. Check the wiring harness for pinch points or abrasions. Look for
and repair areas that indicate wires are exposed. If a problem with a connection is found, correct
the problem and verify that the diagnostic code is active before performing a troubleshooting
procedure.
follow.
• FMI 03 diagnostic code, proceed to Table 2
• FMI 04 diagnostic code, proceed to Table 3
Table 2
1. FLASH THE ECM OK - FMI 03 is present.
FMI 03 is
A. Load the latest software file for present. Go to Test Step 2.
the MSS into the ECM. Refer to

Testing and Adjusting, NOT OK - The diagnostic code was caused by
"Electronic Control Module a problem in the software.
(ECM) - Flash Program".
STOP.
B. Clear the diagnostic code log.
C. Start the machine and operate

the machine.
D. Determine if FMI 03 is
present.
2. TEST THE MACHINE
HARNESS
A. The key start switch must be in

OK - Voltage is present between the pins. The
the OFF position.
wiring harness is shorted.
B. Disconnect the machine
harness from the MSS3s ECM.
Voltage
STOP.
C. Measure the voltage between is
the pins on the connector for the present.
NOT OK - Voltage is not present between the
MSS3s ECM.
pins.
a. For CID 1391 Driver #1 pins 42
Go to Test Step 3.
and 58.
b. For CID 1392 Driver #2 pins

42 and 40.
3. CHECK THE ECM OK - FMI 03 is active.
FMI 03 is
A. Remove the pin from the 70 active. Repair: The MSS3s ECM has an internal
pin connector of the MSS3s ECM. failure. Replace the ECM. Refer to Testing and
Adjusting, "ECM - Replace". Return the failed
a. CID 1391 pin 58. ECM to Caterpillar. Enclose a note with the
following message: "The ECM has suffered an
b. CID 1392 pin 40. internal short to battery voltage."
B. Reconnect the MSS3s ECM to STOP.

the system.
NOT OK - FMI 03 is NOT active.
C. Use the Cat ® ET to check the
diagnostic codes. Repair: The MSS3s ECM has an internal
failure. Replace the ECM. Refer to Testing and
Adjusting, "ECM - Replace". Return the failed
ECM to Caterpillar. Enclose a note with the
following message: "The ECM has suffered a
short to battery voltage in the driver (#1 or #2)
circuit."
STOP.
Table 3
Troubleshooting Test Values Results
Steps
1. CHECK THE
WIRING HARNESS
A. Disconnect the wiring

harness connector from
OK - The resistance is greater than 5000 Ohms (no
the MSS3s ECM.
continuity). Harness circuit resistance is correct.
B. Measure the
Go to Test Step 3.
resistance between the The
pin in the wiring harness resistance is
NOT OK - Resistance is less than 5000 Ohms
and a ground on the greater than
(continuity). The machine harness is faulty. There is a
machine. 5000
short between frame ground and the machine harness.
Ohms.
The driven component in the circuit may also be bad.
a. CID 1391 pin 58 in
the wiring harness and a
Go to Test Step 2.
ground.
b. CID 1392 pin 40 in

the wiring harness and a
ground.
OK -The resistance of the driven component is
2. CHECK THE greater than 5000 Ohms (no continuity). The
COMPONENT component is good. The machine harness has failed.
There is a short between frame ground and the
A. Trace the harness to machine harness.
the driven component in
the circuit. The Repair:Check the harness for signs of damage.
The
component will be a Repair or replace the machine harness.
resistance is
relay or a solenoid.
greater than
STOP.
5000
B. Measure the
Ohms.
resistance of the NOT OK -Resistance is less than 5000 Ohms
component. Measure the (continuity). The driven component has failed.
resistance from each
terminal to the case of Repair:Replace the component that has failed.
the component.
STOP.
3. CHECK IF THE OK - FMI 04 is present.
DIAGNOSTIC CODE FMI 04 is
IS STILL ACTIVE present. Repair: The problem has not been corrected. A
failure of the ECM is unlikely. Perform the previous
A. Remove the Test Steps again. If the cause of the diagnostic code is
connector from the not found, replace the ECM. See Testing and
ECM. Inspect the Adjusting, "ECM - Replace".
contacts and clean the
contacts of the harness STOP.
connectors.
NOT OK - FMI 04 is not present.
B. Reconnect all harness
connectors. Repair: The diagnostic code is NOT present. The
problem does not exist at this time. The initial
C. Turn the key start problem was probably caused by an intermittent short
switch to the ON in the wiring harness. Inspect the harness for any
position. signs of damage. If the harness passes through a hole
with a grommet, that area of the harness can become
D. Clear all inactive chafed. Chaffing may cause an intermittent short. The
diagnostic codes. harness may also be damaged in locations that could
pinch the harness. Repair any wiring that could have
E. Operate the machine. caused the problem. Resume normal machine
operation.
F. Determine if FMI 04
is present. STOP.


Troubleshooting
i06244599

SMCS - 1408-040-CY; 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".
This information will assist in detecting problems with connectors and with wiring. If a problem is
found, correct the condition and verify that the problem is resolved.
Disconnecting and reconnecting connectors sometimes resolve intermittent electrical problems.

Check for diagnostic codes immediately before disconnecting a connector. Also check for
diagnostic codes after reconnecting the connector. If the status of a diagnostic code is changed due
to disconnecting and reconnecting a connector, there are several possible reasons. The likely
reasons are loose terminals, improperly crimped terminals, moisture, corrosion, and inadequate
mating of a connection.
Important Safety Information
Work safely. Most accidents that involve product operation, maintenance, and repair are caused by
failure to observe basic safety rules or precautions. An accident can often be avoided by
recognizing potentially hazardous situations before an accident occurs.
A person must be alert to potential hazards. This person should also have the necessary training,
skills, and tools to perform these functions properly.
Safety precautions and warnings are provided in this instruction and on the product. If these
hazard warnings are not heeded, bodily injury or death could occur to you or to other persons.
Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard.
Therefore, the warnings in this publication and the warnings that are on the product are not all
inclusive. If any of the following are not recommended by Caterpillar, but are used, ensure the
safety of all people involved:
• A tool
• A procedure
• A work method
• An operating technique
Ensure that the product will not be damaged or made unsafe by the operation, lubrication,
maintenance, or the repair procedures that are used.
Guidelines
• Use a 1U-5804 Crimp Tool (12-GA TO 18-GA) to service Deutsch HD and DT connectors.
Never solder the terminals onto the wires. Refer to Tool Operating Manual, SEHS9615,
"Servicing Deutsch HD and DT Style Connectors".
• Use a 147-6456 Wedge Removal Tool to remove wedges from DT connectors. Never use a
screwdriver to pry a wedge from a connector.
• Use a breakout harness for a voltmeter probe or a test light. Never break the insulation of a
wire to access to a circuit for measurements.
• If a wire is cut, install a new terminal for the repair.
Tests
Check Connectors for Moisture and Corrosion
Inspect all wiring harnesses. Ensure that the routing of the wiring harness allows the wires to enter
the face of each connector at a perpendicular angle. Otherwise, the wire will deform the seal bore.
This deformation will create a path for the entrance of moisture. Verify that the seals for the wires
are sealing correctly.
(1) Former seal design
(2) Current seal design
(3) Seal for a three-pin connector (typical example)
The plug end of the DT connector has a seal at the end of the connector. This seal has been
improved on black connectors to help prevent slipping. Additionally, this seal is replaceable. This
improvement will help keep moisture and dirt from entering the connector.
The current seal design (2) is not interchangeable with the former design (1). The receptacle has
also changed to the new colors.
1. Inspect all wiring harnesses. Ensure that the routing of the wiring harness allows the wires
to enter the face of each connector at a perpendicular angle. Otherwise, the wire will deform
the seal bore. This deformation will create a path for the entrance of moisture. Verify that
the seals for the wires are sealing correctly.
2. Disconnect the suspect connector and inspect the connector seal. Ensure that the seals are in
good condition. If necessary, replace the connector.
3. Thoroughly inspect the connectors for evidence of moisture entry.
Some minor seal abrasion on connector seals is normal. Minor seal abrasion will not allow
the entry of moisture. If moisture or corrosion is evident in the connector, the source of the
moisture entry must be found and repaired. If the source of the moisture entry is not
repaired, the problem will recur. Simply drying the connector will not fix the problem.
Check the following items for the possible moisture entry path:
◦ Missing seals
◦ Improperly installed seals
◦ Nicks in exposed insulation
◦ Improperly mated connectors
Moisture can also travel to a connector through the inside of a wire. If moisture is found in a
connector, thoroughly check the connector harness for damage. Also check other connectors that
share the harness for moisture.
Expected Result
The harness wiring, connectors, and seals are in good condition. There is no evidence of moisture
in the connectors.
Results
OK - The harness wiring, connectors, and seals are in good condition. Proceed to "Check the
Wires for Damage to the Insulation".
Not OK - A problem has been found with the harness or the connectors.
Repair
Repair the connectors or the wiring, as required. Ensure that all of the seals are properly in place.
Ensure that the connectors have been reattached. If corrosion is evident on the pins, sockets or the
connector, use only denatured alcohol to remove the corrosion. Use a cotton swab or a soft brush
to remove the corrosion. If moisture was found in the connectors, run the engine for several
minutes and check again for moisture. If moisture reappears, the moisture is wicking into the
connector. Even if the moisture entry path is repaired, replacing the wires may be necessary.
Verify that the repair eliminates the problem.
STOP
Check the Wires for Damage to the Insulation
1. Carefully inspect each wire for signs of abrasion, of nicks, and of cuts. Inspect the wires for
the following conditions:
◦ Exposed insulation
◦ Rubbing of a wire against the chassis
◦ Rubbing of a wire against a sharp point
2. Check all of the wiring harness fasteners to verify that the harness is properly secured. Also
check all of the fasteners to verify that the harness is not compressed. Pull back the harness
sleeves to check for a flattened portion of wire. A fastener that has been overtightened will
flatten the harness. This damages the wires that are inside the harness.
Expected Result
The wires are free of abrasion, of nicks, and of cuts and the harness is properly clamped.
Results
OK - The harness is OK. Proceed to "Inspect the Connector Terminals".
Not OK - There is damage to the harness.
Repair
Repair the wires or replace the wires, as required. Verify that the repair eliminates the problem.
STOP
Inspect the Connector Terminals
A. Visually inspect each terminal in the connector. Verify that the terminals are not damaged.
Verify that the terminals are properly aligned in the connector and verify that the terminals are
properly located in the connector.
Expected Result
The terminals are properly aligned and the terminals appear undamaged.
Results
OK - The terminals are OK. Proceed to "Perform a Pull Test on Each Wire Terminal Connection".
Not OK - The terminals of the connector are damaged.
Repair
Repair the terminals and/or replace the terminals, as required. Verify that the repair eliminates the
problem.
STOP
Perform a Pull Test on Each Wire Terminal Connection
1. Ensure that the locking wedge for the connector is installed properly. Terminals cannot be
retained inside the connector if the locking wedge is not installed properly. Refer to
Illustration 2.
2. Perform the 45 N (10 lb) pull test on each wire.
Each terminal and each connector should easily withstand 45 N (10 lb) of tension and each
wire should remain in the connector body. This test checks whether the wire was properly
crimped in the terminal and whether the terminal was properly inserted into the connector.
Expected Result
Each terminal and each connector can withstand 45 N (10 lb) of pull and each wire remains in the
connector body.
Results
OK - All terminals pass the pull test. Proceed to "Check Individual Pin Retention into the Socket".
Not OK - A wire has been pulled from a terminal or a terminal has been pulled from the
connector.
Repair
Use the 1U-5804 Crimp Tool (12-GA TO 18-GA) to replace the terminal. Replace damaged
connectors, as required. Verify that the repair eliminates the problem.
STOP
Check Individual Pin Retention into the Socket
A. Verify that the sockets provide good retention for the pins. Disconnect the harness and insert a
new pin into each socket of the mating plug. Insert the pins one at a time. Check for a good grip
on the pin by the socket.
Expected Result
The sockets provide good retention for the new pin.
Results
OK - The terminals are OK. Proceed to "Check the Locking Mechanism of the Connectors".
Not OK - Terminals are damaged.
Repair
Use a calibrated 1U-5804 Crimp Tool (12-GA TO 18-GA) to replace the damaged terminals.
Verify that the repair eliminates the problem.
STOP
Check the Locking Mechanism of the Connectors
1. Ensure that the connectors lock properly. After locking the connectors, ensure that the two
halves cannot be pulled apart.
2. Verify that the latch tab of the connector is properly latched. Also verify that the latch tab of
the connector returns to the locked position
Expected Result
The connector will securely lock. The connector and the locking mechanism are without cracks or
breaks.
Results
OK - The connectors are in good repair. Proceed to "Perform the Wiggle Test on the Cat ®
Electronic Technician (Cat ® ET) Service Tool".
Not OK - The locking mechanism of the connector is damaged or missing.
Repair
Repair the connector or replace the connector, as required. Verify that the repair eliminates the
problem.
STOP
Perform the Wiggle Test on the Cat ® Electronic Technician (Cat ® ET) Service
Tool
1. Select the "Wiggle Test" from the diagnostic tests on the Cat ® ET.
2. Choose the appropriate group of parameters to monitor.
3. Press the "Start" button. Wiggle the wiring harness to reproduce intermittent problems
If an intermittent problem exists, the status will be highlighted and an audible beep will be
heard.
Expected Result
No intermittent problems were indicated during the wiggle test.
Results
OK - No intermittent problems were found. The harness and connectors appear to be OK. If
another procedure recommended this test, return to that procedure and continue testing. If the
problem has been resolved, return the machine to service.
STOP
Not OK - At least one intermittent problem was indicated.
Repair
Repair the harness or the connector. Verify that the repair eliminates the problem.
STOP


Troubleshooting
i06225305
Electrical Power Supply - Test

SMCS - 1401-038

The following is a list of Diagnostic Trouble Codes (DTCs) that are associated with the electrical
power supply for the ECM.
Table 1
168-00 Electrical System Voltage : High
168-01 Electrical System Voltage : Low
The electrical power supply connections are the connections between the alternator and battery
that power the control modules.
The diagnostic code should be ACTIVE only if the engine is running.
• The alternator is producing too much voltage.
• A charging system component has failed.
• The ECM has failed. A failure of the ECM is unlikely.
• The wiring in the machine harness has failed.
• A poor connection in the ground circuit.
• A charging system component has failed.
• The alternator or charging system has failed.
• The ECM has failed. A failure of the ECM is unlikely.
that machine.

connections in the circuit are clean, secure, and in good condition. Ensure that the Charging
System is functioning properly. Check the wiring harness for pinch points or abrasions. Look for
and repair areas that indicate wires are exposed. If a problem with a connection is found, correct
the problem and verify that the diagnostic code is active before performing a troubleshooting
procedure.
follow.
Table 2
Troubleshooting Test
Values Results
Steps
OK - The battery voltage is correct.
1. CHECK THE
BATTERY VOLTAGE
A. Start the engine and run The battery voltage
NOT OK - The battery voltage is too high.
the engine at high idle for should be less than
several minutes. Make sure 32.5 VDC for a
Repair: The charging system is not
that no battery charger is 24V system, and
correct. Check the charging system. See
connected to the engine. less than 16 VDC
Special Instruction, REHS0354, "Charging
for a 12V system.
System Troubleshooting".
B. Measure the battery
voltage at the battery posts.
STOP.
2. CHECK IF THE OK - CID 0168 FMI 00 is present.
DIAGNOSTIC CODE IS Each resistance is
STILL ACTIVE less than 5.0 Ω. Repair: The problem has not been
corrected. A failure of the ECM is
A. Stop the engine. Make unlikely. Perform the previous Test Steps
sure that no battery charger again. If the cause of the diagnostic code is
is connected to the engine. not found, replace the ECM. See Testing
and Adjusting, "ECM - Replace".
B. Remove the connector
from the ECM. Inspect the STOP.
contacts and clean the
contacts of the harness NOT OK - CID 0168 FMI 00 is not
connectors. present.
C. Reconnect all harness Repair: the diagnostic code is NOT

connectors. present. The problem does not exist at this
time. The initial problem was probably
D. Turn the key start switch caused by a poor electrical connection or a
to the ON position. short at one of the harness connectors that
was disconnected and reconnected.
E. Use the Caterpillar Resume normal machine operation.
Electronic Technician and
clear all inactive diagnostic STOP.
codes.
F. Operate the machine.
G. Determine if CID 0168

FMI 00 is present.
Table 3
OK - The battery voltage is good.

1. CHECK THE BATTERY The battery
VOLTAGE voltage should
be greater
A. Start the engine and run the than 9 VDC
NOT OK - The battery voltage is too low.
engine at high idle for several for a 12V
minutes. Make sure that no system.
Repair: The charging system is not
battery charger is connected to The battery
correct. Check the charging system. See
the engine. voltage should
Special Instruction, REHS0354, "Charging
be greater
System Troubleshooting".
B. Measure the battery voltage at than 21.3
the battery posts. VDC for a
STOP.
24V system.
2. CHECK THE SYSTEM OK - The battery voltage is correct.
VOLTAGE AT THE ECM The battery
voltage should Proceed to Test Step 3.
A. The engine must still be be greater
running at high idle. than 9 VDC NOT OK -The battery voltage is too low.
for a 12V
B.DO NOT DISCONNECT the system. Repair:The machine harness is not correct.
machine harness from the ECM. The battery Repair the machine harness or replace the
At the connector of the ECM, voltage should machine harness.
prepare to make a voltage be greater
measurement by using the 7X- than 21.3

1710 Multimeter Probe. VDC for a STOP.
24V system.
C. At the machine harness for
the ECM, insert the probe into
the back of connector. Measure
the voltage (VDC) between pin
24 and pin 26.
OK - ECID 0168 FMI 01 is present.
3. CHECK IF THE
DIAGNOSTIC CODE IS
Repair:The problem has not been
STILL ACTIVE
corrected. A failure of the ECM is unlikely.
Perform the previous Test Steps again. If
A. Remove the connector from
the cause of the diagnostic code is not
the ECM. Inspect the contacts
found, replace the ECM. See Testing and
and clean the contacts of the
Adjusting, "ECM - Replace".
harness connectors.
STOP.
B. Reconnect all harness
connectors. CID 0168
NOT OK - CID 0168 FMI 01 is not
FMI 01 is
present.
C. Turn the key start switch to present.
the ON position.
Repair:The diagnostic code is NOT
present. The problem does not exist at this
D. Clear all inactive diagnostic
time. The initial problem was probably
codes.
caused by a poor electrical connection or a
short at one of the harness connectors that
E. Operate the machine.
was disconnected and reconnected. Resume
normal machine operation.
F. Determine if CID 0168 FMI
01 is present.
STOP.


Troubleshooting
i06229336

SMCS - 1408-038
An open circuit is a failure of an electrical circuit that results in no flow of electrical current. An
open circuit can be caused by a broken wire within the circuit. Most often, an open circuit is
caused by a poor connection. An open circuit can also be caused by a failed connection in one of
the electrical connectors that is used in a circuit.
The following procedure is a way to check for an open or a poor connection in a circuit.
Test For An Open Circuit

Table 1
1. Identify Open Circuit OK - The harness circuit is correct.
The
A. Identify the connectors and the resistance is STOP
wire numbers of the suspect circuits. less than 5
Use the Electrical System Schematic Ω. NOT OK - The resistance is greater
of the machine to identify the circuits. than 5K Ω. There is an open in the
machine harness.
B. Turn the key start switch and the
disconnect switch OFF. Repair: Repair or replace the machine
harness.
C. Disconnect the component and the
ECM from the wiring harness. Note: A resistance that is greater than 5
Ω but less than 5K Ω would indicate a
D. At one of the disconnected harness loose connection or a corroded
connections, place a jumper wire from connection in the circuit. A resistance
the contact of the suspect wire to measurement that is greater than 5K Ω
frame ground. would indicate an open in the circuit.
E. At the other connector of the STOP

machine harness, use the multimeter
probes to measure the resistance.
Measure the resistance from the
contact of the suspect wire to frame

ground.


Troubleshooting
i06229337

SMCS - 1408-038
Usually, a short circuit is a bypass of the circuit across a load. A short across the wires in a circuit
for a lamp produces too much current in the wires but no current 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:
Test For A Short Circuit

Table 1
1. Identify Short Circuit. OK - The harness circuits are correct.
The resistance
A. Identify the connectors and the is greater than STOP
wire numbers of the suspect 5K Ω for all the
circuits. Use the Electrical System readings. NOT OK - The resistance is less than 5
Schematic of the machine to Ω. There is a short in the machine
identify the circuits. harness. The short is between the
suspected wire and the wire with the
B. Turn the key start switch and lowest resistance measurement.
the disconnect switch to OFF.
Repair: Repair or replace the machine
C. Disconnect the component and harness.
the ECM from the wiring harness.
Note: A resistance that is greater than 5
D. At the machine harness Ω but less than 5K Ω would indicate a
connector for the ECM, place one loose connection or a corroded
of the multimeter probes on the connection in the circuit. A resistance
contact of the suspect wire. measurement that is greater than 5K Ω
would indicate an open in the circuit.
E. Use the other multimeter probe

to check the resistance across all STOP
other contacts in the connectors of
the ECM and frame ground.


Troubleshooting
i06229138
ECM Software - Install

SMCS - 7620-012-MCH
Perform the following procedure to flash program the ECM. The ECM is flashed to upgrade the
software. Flash programming of the ECM must also be done if the ECM has been replaced. The
Caterpillar ® Electronic Technician (Cat ® ET) service tool contains the program WinFlash.
WinFlash is used to load software into the ECM. The following procedure is used to flash
software into the MSS3s ECM.
Procedure
1. Connect the data-link cable between the communication adaptor and the Cat ® ET service
tool.
2. Connect the data-link cable between the communication adaptor and the diagnostic
connector of the machine.
3. Use WinFlash to load the software.


Troubleshooting
i06229307
ECM - Configure
SMCS - 7610-025-MCH
A Machine Electronic Control Module (ECM) must be configured at the time of installation. The
ECM will not function properly if the control module has not been configured. When the ECM is
configured, the model number of the machine is set.
Cat ® Electronic Technician (Cat ® ET) Service Tool is used to access the configuration screen . A
message on the Cat ET screen will give instructions that guide the user through the procedure.
Cat ® Electronic Technician (Cat ET) Service Tool

Configuration Procedure
2. Connect Cat ET.
3. Turn the keyswitch to the ON position.
4. Select the ECM that will be configured.
5. You are on the main menu. Select the "Service Configuration" menu item. Double click to
select the appropriate sales model.
6. Select a sales model.
Note: After selecting the correct sales model, Cat ET will exit out of the configuration
menu.
7. Cycle power with the keyswitch. Leave the keyswitch in the OFF position for a minimum of
10 seconds.
8. With the key start switch returned to the ON position, Cat ET will initiate communications
with all ECM modules on the machine.
9. Select the ECM that is being configured.
10. From the main menu, select the "Service Configuration" menu item.
11. Click on the "Data Link Disconnect" button.
12. Disconnect Cat ET from the service tool connector.


Troubleshooting
i06229150
ECM - Replace
SMCS - 7610-510-MCH
Follow this procedure to replace the MSS3s ECM without deleting the original configuration and/or the
information from the key database.
Note: This procedure assumes that the failed MSS3s ECM is able to communicate via the communication
adapter. That adapter communicates with the Caterpillar ® Electronic Technician (Cat ® ET) service tool.
1. Turn the disconnect switch to the ON position.
2. Connect the communications adapter between the machine and the PC.
3. Use a master access level key to turn the keyswitch to the ON position. Verify the status LED is
green.
4. Start the Cat ET service tool. Allow Cat ET service tool to connect with the Cat data-link. If the Cat
ET service tool detects more than one ECM, select the ECM for the machine security system.
5. From the menu bar of the Cat ET service tool, select the following: "Service", "Copy Configuration",
and then Fleet/Key Configuration from the submenu. If there is no recently loaded data available, the
"No data is available..." message box displays. Click on the "Yes" button to load the data from the
ECM. The "ECM Selector" dialog box is displayed. If necessary, highlight the Machine Security
System ECM and Click on "OK". As the data is loading from the ECM, the "Please wait." message
is displayed. Then, the "Loading data from ECM." progress bar is displayed. When the data has been
successfully loaded from the ECM, the "The data has been successfully loaded." message is
displayed. Click on "OK". The "Fleet/Key Configuration" screen displays with the "Program ECM"
and "Save to File" push buttons are enabled.
Note: The data must be saved to a file before you disconnect from the service tool or the data will be
lost.
Fleet Configuration Screen
6. Click on the "Save to File" push button. The "Print New Document to File" dialog box is displayed.
If you do not have a file open, a dialog box will ask you to choose one of the following options: open
a file, create a file and cancel. Choose the "New" button to continue. Enter a document name and
description in the appropriate text boxes. Click on "OK". The "Fleet/Key Configuration saved
successfully" message box should display. Click on "OK". You will return to the "Fleet
Configuration" screen. Record the saved file name in the space provide below as the file will be used
in Step 14.
Table 1
Filename
7. Select the "Machine Security System Uninstall" option from the "Service" menu. This option will
cause the Cat ET service tool to display the message that is shown in Illustration 2.
8. Click on the "Uninstall" button that is located at the lower left-hand corner of the "Machine Security
System Uninstall" screen. This action will cause the Cat ET to display the message that is shown in
Illustration 3.
9. Click on the "Yes" button if you want to proceed with the "uninstall" of the Machine Security
System.
Note: Pressing the "No" button aborts the "uninstall" of the Machine Security System.
10. Turn the keyswitch and disconnect switch to the "OFF" position. If the machine does not have a
disconnect switch, remove the ground cable from the battery.
11. Remove and retain the tagged master keys from the new ECM. Replace the original MSS3s ECM
with the new ECM supplied in the kit.
12. Turn the disconnect switch to the "ON" position or reattach the ground cable to the battery. Using
one of the two new MASTER keys, turn the keyswitch to the "ON" position. Verify the status LED
is green. If necessary, re-establish communication between the service tool and the MSS3s ECM.
from the submenu.
16. Click on the "Program ECM" button. This action displays the fleet key information box.
Append
17. Click on the "Append" button.
Note: Replacing the key list adds the current master access level key to key list. The additional
master access level key supplied will not be added. Appending the list adds both master access level
keys that came with the MSS3s ECM to the key list that copied to the MSS3s ECM.
18. Click on the "Yes" button if you are prompted.
ECM Selector dialog box
Note: MSS has a maximum of 255 keys that can be stored at one time. The replacement ECM has
two master access level keys pre-programmed into the ECM. Fleet/Key Configuration determines the
number of keys slots not programmed on the MSS. You cannot program more keys than the
maximum number allowed. If more than 253 keys from the saved file, a message box displays
informing you of the number of key slots available.
19. Perform the following steps:
a. On the main menu bar, select "Service"
b. Select "Configuration".
c. Enter the serial number of the machine in the "Product ID field".
d. To enter the "PID", highlight the" Product ID bar".
e. Enter the correct value by clicking the "Change" button in the lower left-hand corner of the
screen. If this machine has one of the newer 17 character "PID's", use the last eight (8)
characters.
20. On the main menu bar, select "Service" and then "ECM Date/Time". Verify that correct date, time,
and time zone are displayed for your location. Click on the "Change" button to adjust the settings.
21. Check the bypass times to ensure that the times are set correctly.
22. The ECM replacement procedure is now complete. You may choose to remove the two pre-installed
master access level keys from the key list. To remove these keys, select "Service" and then "Security
Management" from the menu bar. The list of keys will be displayed. In the "Description" field,
located and highlight (one at a time) keys M1 and M2. Click on the "Delete" button. Confirm the
"Are you sure." by clicking "OK".


Troubleshooting
i06229371

SMCS - 1408-CY; 7553-WW
The decisions that the ECM makes are based on input data information and programming
parameters that have been flashed to the ECM memory. After the ECM receives the input
information, the ECM determines the correct response and sends an output signal to the
appropriate device. The internal input and output circuits of the ECM are connected to the
machine wiring harness by two contact connectors (J1 and J2).
Note: The ECM is not serviceable. If the ECM is damaged, the ECM must be replaced. The ECM
failure is unlikely. If the ECM failure is suspected, contact the Technical Communicator at a local
dealership for possible consultation with Caterpillar before replacing the ECM. Replace the ECM
only after all of the other possible causes of a particular problem have been investigated.
ECM Pull Up Voltage

To aid in diagnostics of certain electrical circuits, an internal "pull up voltage" is connected to the
ECM switch and sensor signal input contacts. An above normal voltage is internally connected to
the ECM signal input circuit through a resistor.
During normal operation, the switch or sensor signal will hold the circuit low or at a certain signal
amplitude. When circuit conditions such as a loss of power to the component, a disconnection, or
an open circuit, the ECM circuit will be puled high by the pull up voltage. The pull up voltage will
result in an above normal voltage condition at the ECM contact. As a result, the ECM will activate
an FMI 03 (voltage above normal) diagnostic code for the affected circuit.
The types of ECM input circuits that have pull up voltage present are:
• Pulse Width Modulated (PWM) sensor input circuits
• Switch to ground switch input circuits
• Active analog (voltage) input signal circuits
• Passive analog (resistance) input signal circuits
ECM Pull Down Voltage
In order to aid in diagnostics of electrical circuits controlled by the ECM, an internal "pull down
voltage" is connected to the ECM switch to battery input circuits.
During normal operation, the switch contacts that are allowing the connection to a voltage source
will hold the circuit high. When conditions like a loss of power to the switch supply, switch circuit
disconnection, or an open circuit, will allow the ECM circuit to be pulled low by the pull down
voltage. The pull down voltage will result in a below normal voltage condition at the ECM
contact. As a result, the ECM will activate an FMI 04 (voltage below normal) diagnostic code for
the affected circuit.
Inputs
The machine has several different types of input devices. The ECM receives machine status
information from the input devices. The ECM determines the correct output action that is needed
in order to control machine operations based on memory and software parameters. The machine
utilizes the following types of inputs: switch type and sensor type.
Switches provide signals to the switch inputs of the ECM. The possible outputs of a switch are
listed: an open signal, a grounded signal and + battery signal.
Sensors provide an electrical signal to the ECM that constantly changes. The sensor input to the
ECM can be one of several different types of electrical signals such as: pulse width modulated
(PWM) signals, voltage signals and frequency input signals. Refer to the correct pilot machine
schematic to verify each input to the ECM.
Outputs
The ECM sends electrical signals through the outputs. The outputs can create an action or the
outputs can provide information to the ECM. The ECM can send output signals to the system
components in one of several different electrical signal types such as: driver outputs, sinking
driver outputs, sensor power supply outputs and data link outputs. Refer to the correct pilot
machine schematic to verify each output to the ECM.
Input/Output
Communication between the ECM and the other control modules on the machine is conducted
over data link circuits. The data link circuits allow the sharing of information with other electronic
control modules. The data link circuits are bidirectional. The data link circuit allows the ECM to
send information and to receive information.
The ECM supports two types of data link systems.
• Cat® Data Link
• SAE J1939 Data Link
The two types of data links are the main structure for communication between all of the control
modules on the machine. More than one CAN data link system can be present on a machine.
Dedicated CAN data link circuits can be used for communication between specific controls on the
machine.
Communication between the ECM and the other control modules on the machine are conducted
over the J1939 Data Link circuit. The J1939 Data Link circuit is connected to each control
module. The ECMs use the Cat Data Link to send and receive information from the Cat®
Electronic Technician (Cat ET) Service Tool.
A module identifier (MID) is assigned to each ECM on a machine. For example, the MID for the
Machine ECM is 299.


Troubleshooting
i03990058
General Information
SMCS - 7606
General Hazard Information

To prevent injury or death, all machines equipped with a Caterpillar PL522 or 523 system require
a warning label that is clearly posted in the cab.
This machine is equipped with a Caterpillar Product Link

communication device. When electric detonators are used, this
communication device should be deactivated within 12 m (40 ft) of a
blast site, or within the distance mandated under applicable legal
requirements. Failure to do so could cause interference with blasting
operations and result in serious injury or death.
To prevent possible personal injury during installation, removal, testing,

and adjustment of the Product Link system, use an approved access
system and appropriate fall protection to reach the intended location.
Do not climb on the machine.
The blast site is defined as the area that handles explosive material during loading. This includes
the perimeter that is formed by the loaded blast holes. If the machine is required to work within
12 m (40 ft) of a blast area, then the operator must take one of the following precautions:
• Disconnect the PL522 or 523 module from the power source by disconnecting the wiring
harness at the PL522 or 523 module.
• Temporarily remove the PL522 or 523 module from the machine.
• Add an ON/OFF switch in order to allow the PL522 or 523 module to be turned off from the
cab.
Consult your Caterpillar Dealer if there are any questions.
The following PL522 and 523 specifications are provided to aid in conducting hazard assessments
and ensuring compliance with all local regulations.
Product Link Transmitter Power - 0.747 to 1.738 Watts (varies with frequency)
Transmit Frequency Range - 824 to 849 MHz, 880 to 915 MHz, 1710 to 1785 MHz, 1850 to
1910 MHz
General Troubleshooting Information

Many Caterpillar machines have a published Electrical System Schematic that reflects a Product
Link installation. Refer to these schematics if a troubleshooting procedure instructs you to "Repair
the harness". Perform continuity checks and resistance checks at the connectors in order to locate a
failure in the harness. At a component connector, always check the ground circuit. Less than 5
ohms of resistance is required from the ground contacts to frame ground. A problem may be
incorrectly diagnosed, if an excessive resistance that is greater than 5 ohms is present in the
ground circuit. During a troubleshooting procedure, inspect all component and harness
connections before a component is replaced. If these connections are not clean and tight, the
connection may cause an electrical problem.
The problem can be permanent or the problem may be intermittent. Ensure that the wires are
pushed into the connectors completely. Make sure that the connections are tight before other tests
are performed. A failure of an electrical component may cause a failure of another component or a
failure may be caused by the failure of other components. Always attempt to find a failure. The
following test procedures are written for a technician with a working knowledge of electricity and
electronics. Correct the cause of a failure in the electrical system before you replace a component.
The test procedures that are found in Systems Operation, Troubleshooting, Testing and Adjusting
Manual are written for a technician that has a working knowledge of electricity and electronics.
Caterpillar recommends that the technician has a knowledge regarding the danger that is inherent
in electrical troubleshooting. Caterpillar recommends that the technician can measure voltage and
resistance with a multimeter. In some cases, a technician may perform checks of the electrical
circuits.
Consider the following guidelines before performing electronic troubleshooting procedures:
• Remove power.
• Before you read the resistance or continuity, lock out the test circuit with a tag.
• Isolate circuit branches for resistance or continuity checks in order to prevent reading
through components.
• When reading a wire end to end and within a connector, read the test input pin to all
adjacent pins for shorts within the connector locking mechanism.
• Keep fingers and hands clear of test leads during all electrical checks in order to prevent
false indications.


Troubleshooting
i04456508
Service Tools
SMCS - 0785
The following service tools should be used to aid in troubleshooting the electrical system.
Table 1
Tools List
Description
Laptop computer with Caterpillar Electronic Technician software for the Product Link
PL522/523 Systems
Digital Multimeter
Connector Repair Kit
Terminal Repair Kit
Crimp Tool
Standard Socket Wrench Set (1/2 Inch Drive)
Metric Socket Wrench Set (1/2 Inch Drive)
Hand Tool Group (Screwdrivers)
Torque Wrench (1/2 Inch Drive)
For instructions on servicing the Deutsch"DT"Type connectors, see Special Instruction,

SEHS9615.
Use the digital multimeter for making continuity checks or for measuring voltage.


Troubleshooting
i04456515
SMCS - 7610-DTN
Connecting a Computer to the PL522 and 523 Systems

Required Software
This system requires Caterpillar Electronic Technician (Cat ET ) version 2010A or later.
Note: Always update Cat ET to the latest version in order to access all of the available functionality
of the PL522 and 523.
Supported Hardware Connections
The PL522 and 523 ECM are configured with Cat ET that use the following communications
interfaces:
• The 171-4400 Caterpillar Communications Adapter II hardware is connected between the

machine service connector and the PC serial port or parallel port. The Cat ET
"Communications Interface Device" is configured for the "Caterpillar Communications
Adapter II (RP1210)".
Note: The configuration parameters for the "Communications Interface Device" are found in Cat ET
under "Utilities" menu, "Preferences" drop-down menu.
Using Caterpillar Electronic Technician (Cat ET )
Connections for the Communication Adapter II and Caterpillar Electronic Technician (Cat ET )
The components that are needed to use the Communication Adapter II and Cat ET to determine diagnostic codes are
listed:
(1) Current version of Cat ET software
(2) 317-7484 Communication adapter Gp
(3) Service diagnostic cable
(4) Cable
The Caterpillar Electronic Technician (Cat ET ) is a software program that is used to access data. The
service technician can use Cat ET in order to perform maintenance on the machine. Some of the
options that are available with Cat ET are listed below:
• Viewing of the diagnostic codes (Refer to the Systems Operation, Troubleshooting, Testing
and Adjusting, "Diagnostics Code List" in order to view a list of the codes.)
• Viewing active event codes and logged event codes
• Viewing the status of parameters
• Viewing clear active diagnostic codes and clear logged diagnostic codes
• Performing calibration of machine systems
• Programming the ECM (Flash) with the "Winflash" program
• Printing reports
Refer to the Systems Operation, Troubleshooting, Testing and Adjusting, "Electronic Control Module
(ECM) - Flash Program"
The following list contains some of the diagnostic functions and programming functions that are
performed by the service tools.
Refer to the Systems Operation, Troubleshooting, Testing and Adjusting, "Diagnostic Code List" for
the list of diagnostic codes for the PL522 and 523 ECM.
Status Groups for Cat ET

In order to access the status groups, follow the procedure that is listed below.
1. Select the "Information" tab on the menu bar.
(1) Status on Menu Bar
(2) Status Icon on Tool Bar
2. Click "Status" (1) or click the "Status" icon (2) on the tool bar. Refer to Illustration 2.
The status groups should be used in order to verify that the installation of the PL522 or 523 module
has been successful.
There are as many as seven status groups which have screens available in Cat ET for verifying and
servicing the PL522 and 523 systems.
"Status Parameters" Screen
The PL522 or 523 "Status Parameters" screens show the current operational status of the PL522 or
523 module. Refer to Illustration 3.
Table 1
Device Configuration and Status Information for PL522 and 523
PL522 and 523
Description
Information
Power Mode 1: The machine has operated in the last seven days. If the key is
OFF, the PL522 or 523 will wake up every 2 hours for motion detection. The
Power Mode modules will also check to send and receive messages every 6 hours.
Status Power Mode 2: The machine has not operated for at least seven days. The
PL522 or 523 will wake up every 2 hours for motion detection and once daily
to send and receive messages.
Alternator Engine Running: Product has determined that the engine is running.
Running Input Engine Off: Product has determined that the engine is not currently running.
"Not Present" state: If Master board FW cannot communicate with the GPS
receiver, the Master board firmware will consider GPS receiver "not present".
GPS Receiver "Functional" state: Fully operational .
"Not Functional" state: When no GPS fix is valid, the internal hardware could
be malfunctioning or the GPS signal is being blocked.
Key Switch On: The machine keyswitch is in the ON state. The PL522 or 523 will be
Status powered up.
Off: The machine keyswitch is in the OFF state. The PL522 or 523 will
periodically power up in order to send messages and receive messages
depending on the Power Mode.
System Operation Granted : The system has not been disabled or derated.
Security System
Status System Operation Denied: The system has been disabled or derated. Refer to
the "Machine Security (Available in China Only)" section.
"Digital Input" Screen
"Digital Inputs" screen
"Digital Inputs" screen
The digital sensor information for each is displayed on a separate screen. Refer to Illustration 4. Refer
to Table 2 for an explanation of related parameters for the digital sensor.
Table 2
Configuration and Status Information for the Digital Sensor
Digital Sensor Description
Digital Sensor Input Configuration Type parameter defines whether a sensor is attached. If
#1, 2, 3, 4 Type attached, the state of the switch contacts under normal operating conditions
Configuration (Normally Open or Normally Closed).
Defines the monitoring condition for the digital input. If the digital input is
Digital Sensor Input
in the alarm state (opposite the normal state), an event is recorded and sent
#1, 2, 3, 4
to the VisionLink application. Alarm state is as specified in digital sensor
Monitoring
input type configuration. delay time is specified in digital sensor input delay
Condition
time, while the digital input monitoring condition is true.
Digital Sensor Input The digital sensor input description parameter is a 24 character field used to
#1, 2, 3, 4 describe what the sensor is monitoring. This value is used in the office
Description software to display the sensor status.
Defines the delay time before an alarm condition is recorded. If the digital
input is in the alarm state (opposite the normal state), an event is recorded
Digital Sensor Input
and sent to the VisionLink application. Alarm state is as specified in digital
#1, 2, 3, 4 Delay
sensor input type configuration. Delay time is specified in digital sensor
Time
input delay time, while the digital input monitoring condition is true. Set this
time correctly so spurious alarms are not set or alarms are missed.
"GPS Information" Status
"GPS Information" Screen
The PL522 or 523 "GPS Information" screen shows the status of the GPS. Refer to Illustration 6.
Refer to Table 3 for an explanation of the GPS-related parameters.
Table 3
GPS Information Parameters
Status Description
PC Current
The current Date and Time of the host PC is displayed.
Date/Time
GPS Position Valid: The Product Link Module has previously calculated a valid fix.
Status Invalid: The Product Link Module has not calculated a previous fix.
The time stamp from the last fix is displayed. The time can be compared to the
GPS Time
Current Date/Time to verify that the time since the last position was
Stamp
calculated.
GPS Latitude The last valid GPS Latitude is displayed.
GPS Longitude The last valid GPS Longitude is displayed.
Number of GPS (1)
The number of GPS satellites currently in use by the GPS receiver.
Satellites
GPS Antenna GPS Antenna Operational - The antenna is operational.

GPS Antenna Fault - There is an issue with the antenna.
GPS Antenna is not installed - The antenna is not installed or is disconnected.
(1)
Three or more satellites are needed to get an updated position fix.
"GSM (Cellular) Information" Status
GSM (Cellular) Information screen
Table 4
GSM (Cellular) Information Parameters
Status Description
In Coverage - Attached to network.
Out of coverage - Not attached to network. Check Trimble Store
Cellular network coverage
subscriptions and SIM activation.
status
Network Not Allowed - No coverage in the area from the SIM
provider (or partner).
Display percentage values (0 percent , 5 percent, 25 percent, 50
Cellular Signal Quality percent, 75 percent, and 100 percent) - If a value is shown, a cell
tower can be seen.
Cellular Device Data Network Searching - Device is currently trying to attach or searching a
Registration Status network to register to.
Not Attached - Device is not attached to the network and is not
searching a network to register to.
Attached Home - Device is registered to a home network.
Attached Roaming - Device is registered to a roaming network.
Registration Denied - Device is not allowed to attach to the

network. Authentication failure or GRPS service is not active.
Unknown - Unknown error in registration process.
Active - Can communicate.
Cellular Packet Data Protocol
Not Active - Cannot communicate. Likely incorrect APN or
(PDP) Context Activation
network denied.
Status
Missing or Unknown APN - Possible masterboard problem.
Active - Functional.
Not Active - Contact DSN to have the SIM activated.
Not Detected - Modem cannot detect the SIM card.
Failure - Check activation with network. Possible failed SIM
SIM Card Status
card.
Need PIN - Obtain security PIN from SIM provider.
Need PUK - SIM card is blocked. Need PUK from SIM
provider to unlock SIM.
SIM Card Number Unique identifier for the SIM card
Cellular Service Provider
Service Provider Name (Ex: AT&T, T - Mobile)
Name
Cellular Network Disconnection Last time the cellular modem lost connection with the cellular
Timestamp network
A unique 15 or 17-digit code used to identify a GSM device to
International Mobile Equipment
the GSM network. IMEI number is used by the GSM network to
Identity Number (IMEI)
identify valid devices.
Machine Security (Available in China Only)

Derate - Some machines can have the machine engine derated remotely by the owner of the machine.
The action causes the machine to operate much slower than normal. A warning is given before this
action occurs on the display with the machine lock icon and "security pending". When engine derate
has happened, the machine display shows the machine lock icon and "Security Enabled". The
operator should move the machine to a safe location, apply the parking brake, power the machine
down, notify the site supervisor, and your Cat dealer.
Disable - Some machines can be prevented from starting remotely by the owner of the machine.
When disabling has happened, the machine display shows the machine lock icon and "security
enabled". The operator should notify the site supervisor.
Tampering - Tampering with the Product Link can also result in engine "derating"or "disabling" of
the machine. To avoid "derating"or "disabling", prevent tampering with the Product Link. If, machine
diagnostics occur due to Product Link notify your site supervisor immediately to prevent derating or
disabling. An example of this situation is an antenna becoming damaged.
Note: The appropriate Monitor, Engine and Product Link software must be flashed to enable this
functionality. Not all machines support this function. Contact your Technical Service Representative
for additional details.
Security access parameters screen
The level of tamper resistance can be changed from the Security Access Parameters screen. Refer to
Illustration 8.
System operation granted screen
Illustration 9 shows that the machine is not disabled or derated because the Security System Status
Value is "System Operation Granted".
Restore machine security system to normal operation feature
If a machine has been disabled or derated, the machine can be restored to operation using the
"Restore Machine Security System to Normal Operation" feature under the "Service" menu.
This screen in Illustration 11 shows the reasons why the machine was derated or disabled. Screen will
show that applicable value as "Yes". Click the "Restore" button. Enter required factory passwords.
Verify that the value for all derate and/or disable parameters is "No". Turn the key to OFF. Wait 45
seconds. Turn the key to ON.
If Remote Disable or Remote Derate is "Yes", operation can be restored using Cat ET. If any of the
values other than Remote Disable or Remote Derate are "Yes", applicable troubleshooting will be
required.
Reference: For more information on Factory Passwords (FPS) refer to Special Instructions,
REHS1238, "Obtaining Factory Passwords and Software Enabled Attachments".
The screen in Illustration 20 shows that the machine has been remotely disabled.
Changing the Tamper Resistance Level. The Tamper Resistance feature works together with the
Vision Link commanded Machine Disable and Derate features.
Tamper Resistance Level 1:
• Remote Disable
• Remote Derate
• Tamper Resistance Level 1 features
• Tamper Derate due to loss of communication between Tornado and Immobilizer libraries
(Product Link and Engine ECMs)
• Tamper Derate due to SIM card removal
• Tamper Derate due to GPS antenna disconnection
• Tamper Derate due to GPS and Wireless blockage
• Tamper Derate due to Wireless only blockage
If the PL522 ECM needs to be replaced and has been running with tamper resistance on, MSS must
first be uninstalled on the ECM where it resides. In Illustration 23 it is shown on the Engine ECM..


Troubleshooting
i04489189
Electronic Service Tool Does Not Communicate with ECM

SMCS - 0785-038-UE
During the installation of a PL522 or 523 system, the wiring harness is connected to the existing
Cat Data Link wiring on the machine. If the installation is not done properly, the continuity of the
Cat Data Link wiring may be open intermittently. This condition may not be apparent
immediately. Improper installation will cause a problem when you are trying to connect the
Caterpillar Electronic Technician (Cat ET) service tool to the machine.
• Cat ET may report that no ECM has been found.
• Cat ET may not report every ECM that is on the machine.
• Cat ET may report an ECM but the ECM will not have any data.
If the Cat Data Link wires for the PL522 or 523 are reversed, the ECM will not appear after
connecting Cat ET.
Test Step 1. VERIFY THAT THE CAT DATA LINK WIRES ARE NOT REVERSED.
A. Check that the positive CAT Data Link wire (893-GN(Green)) in the wiring harness for the
Product Link is connected to the positive CAT Data Link wire (893-GN(Green) or 944-OR
(Orange)) of the wire harness for the machine.
B. Check that the negative CAT Data Link wire (892-BR(Brown)) in the wiring harness for the
Product Link is connected to the negative CAT Data Link wire (892-BR(Brown) or 945-BR
(Brown)) of the wire harness for the machine.
Expected Result:
The CAT Data Link wires are properly connected.
Results:
• OK - The wires for the CAT Data Link are properly connected. Proceed to Test Step 2.
• NOT OK - The wires for the CAT Data Link are reversed.
Repair: Reinstall the CAT Data Link wires correctly and check the operation of the Product
Link module by using Cat ET .
STOP
Test Step 2. CHECK THE WIRING WITH A MULTIMETER.
A. Turn off the machine and turn the disconnect switch to the OPEN position.
B. Measure the resistance of the negative CAT Data Link wire from the service connector
(contact "E") to the location for the spliced CAT Data Link wire. Note the resistance.
C. Measure the resistance of the positive CAT Data Link wire from the service connector
(contact "D") to the location for the spliced CAT Data Link wire. Note the resistance.
Expected Result:
The resistance in both wires is less than 5 ohms.
Results:
• OK - The resistance is less than 5 ohms. Proceed to Test Step 3.
• NOT OK - The resistance is greater than 5 ohms.
Repair: Repair the wiring harness. After repairing, resume the Product Link installation
setup procedures.
STOP
Test Step 3. VERIFY THAT THE WIRING FOR THE CAT DATA LINK IS PROPERLY
CONNECTED.
A. Check the spliced connections for the CAT Data Link that were made during the
installation. Verify that all connections are clean and tight.
B. Reconnect the harness connectors that were disturbed during the installation. Ensure that all
of the pins are correctly seated in the sockets.
C. Reconnect the cable from the service tool connector. Attempt to access the Cat Data Link by
using Cat ET .
Expected Result:
Cat ET lists the ECM systems that are available on the machine. The ECM for the PL522 or 523
can be accessed.
Results:
• OK - Cat ET lists the electronic control modules that are available on the machine. The
ECM for the PL522 or 523 can be accessed. Resume the setup procedures for the
installation of the PL522 or 523.
STOP
• NOT OK - The Cat ET does not list the electronic control modules that are installed on the
machine. The Product Link ECM cannot be accessed. Proceed to Test Step 4.
Test Step 4. CHECK FOR A MONITORING SYSTEM.
Check if the machine is equipped with a monitoring system. Some common monitoring systems
include the following systems: Electronic Monitoring System, Computerized Monitoring System,
Caterpillar Monitoring System, VIDS and VIMS. Also, many machines have monitors that are
specific to the type of machine such as excavators and cold planers.
Expected Result:
The machine is equipped with a monitor.
Results:
• YES - The machine is equipped with a monitoring system. Proceed to Test Step 5.
• NO - The machine is not equipped with a monitoring system. Proceed to Test Step 6.
Test Step 5. CHECK FOR A DIAGNOSTIC CODE FOR THE CAT DATA LINK.
Check the monitoring system for a diagnostic code for the Cat Data Link.
Expected Result:
There is a diagnostic code for the Cat Data Link.
Results:
• YES - There is a diagnostic code for the Cat Data Link .
Repair: Perform the troubleshooting procedure for that diagnostic code that is found in the
service manual for that ECM.
STOP
• NO - There are no diagnostic codes for the Cat Data Link. Proceed to Test Step 6.
Test Step 6. RETURN THE WIRING TO THE ORIGINAL CONDITION.
A. Return the Cat Data Link wires to the original condition. Remove any splices that were
made and reconnect the wiring harness.
B. Connect Cat ET to the service connector. Verify that all of the appropriate electronic control
modules are present. The ECM for the PL522 or 523 will not be present.
Expected Result:
All of the appropriate electronic control modules are present.
Results:
• YES - All of the appropriate electronic control modules are present. The wiring is correct.
Return to the installation procedure for the PL522 or 523 and reinstall the wiring for the Cat
Data Link. Continue with the setup of the PL522 or 523.
STOP
• NO - All of the appropriate electronic control modules are not present.
Repair: A problem still exists with the Cat Data Link wiring. This problem does not relate
to the installation of the PL522 or 523. Troubleshoot the entire Cat Data Link circuit to all
available electronic control modules. After the problem is found and corrected, return to the
installation procedure for the PL522 or 523. Reinstall the wiring for the Cat Data Link.
Continue with the setup of the PL522 or 523.
STOP


Troubleshooting
i04461322
Reports and Messages Not Available

SMCS - 7606-038-RPT
There are problems that could be reported with the PL522 or 523 system but the problems are not
caused by the PL522 or 523 system. Check for active diagnostic codes for the PL522 or 523.
Correct any diagnostic codes before proceeding. Visually inspect the following for damage:
module, antenna and cables. Verify that there are no loose connections.
The PL522 or 523 system depends on several communication links in order to transfer data from
the machine to the office. The following procedures assume that these communication links are
operating properly. The proper communication links are listed below:
• The cellular network for communications is operational in the geographic area of concern.
The network is operational when messages can travel to the cell tower and then to
Caterpillar.
• The PL522 or 523 system is correctly configured to communicate on the network for
cellular communications. Correct configuration was verified during manufacturing tests.
• The PL522 or 523 is configured properly and the software is functioning.
The PL522 or 523 module should not be replaced without verifying that these issues have been
investigated. Contact your Caterpillar Technical Communicator for aid in resolving these issues.
Subscriptions to the PL522 or 523 module must be up to the current date.
If reports and messages are not available, perform the following steps in order to determine the
cause.
Test Step 1. ACCESS THE PL522 AND 523 THROUGH CATERPILLAR ELECTRONIC
TECHNICIAN (CAT ET ).
A. Connect Cat ET to the machine.
B. Verify that the ECM (VIMS Main Module) is present.
Expected Result:
The ECM (VIMS Main Module) is present.
Results:
• OK - The ECM (VIMS Main Module) is available. Proceed to Test Step 4.
• NOT OK - The ECM (VIMS Main Module) is not present in the Cat ET screen.
Repair: Verify that the wiring for the PL522 or 523 has been installed correctly. Check the
wiring with a multimeter. If the ECM (VIMS Main Module) is not present, refer to Systems
Operation, Troubleshooting, Testing and Adjusting, "Electronic Service Tool Does Not
Communicate with ECM".
STOP
Test Step 2. VERIFY THAT THE PL522 or 523 MODULE HAS NOT BEEN DISABLED.
A. Go to the "GSM (Cellular) Information" screen in Cat ET.
B. Verify that the "Cellular Network Coverage Status" is "In Coverage".
Expected Result:
The "Cellular Network Coverage Status" module is "In Coverage", PL522 or 523 is reporting.
Results:
• OK - The "Cellular Network Coverage Status" for PL522 or 523 is "In Coverage". Go to
Test Step 4.
• NOT OK - The "Cellular Network Coverage Status" for PL522 or 523 is "Out of
Coverage". Got to Test Step 4.
• NOT OK - The "Cellular Network Coverage Status" for PL522 or 523 is "Network Not
Allowed". Proceed to Test Step 3
Test Step 3. VERIFY THAT THE PL522 or 523 MODULE IS RECEIVING CELLULAR
SIGNALS.
A. Go to the "GSM (Cellular) Information" status screen inCat ET.
B. Verify that the "Cellular Signal Quality" is greater than 25 percent.
C. Verify that the antenna is correctly installed.
D. Verify that the unit is in cellular map coverage of the provider.
Expected Result:
The "Cellular Signal Quality" detected is greater than 25 percent.
Results:
• OK - There is cell coverage in the area and the antenna is correctly installed. Proceed to
Test Step 5.
• NOT OK - Either the unit is out of cell coverage or antenna is installed incorrectly. Verify
that the unit is in cellular map coverage of the provider. Proceed to Test Step 8 to check
antenna installation.
Test Step 4. VERIFY THAT THE PL522 or 523 MODULE IS CONFIGURED PROPERLY.
A. Go to the "APN Configuration" screen.
B. Verify that the "APN Cellular Carrier" is configured to the correct cellular service provider.
C. Verify that the "APN Username" is configured to the correct cellular network. Refer to
cellular provider for correct APN info.
D. Verify that the "APN Password" is configured with the correct password for cellular
network. Refer to cellular provider for correct APN info.
E. Verify that the "APN SIM PIN" is configured with the correct SIM Card PIN. Refer to SIM
Card Provider to determine and program SIM PIN.
F. Go to the "Configuration" screen.
G. Verify that the "Machine Serial Number" is configured with the correct machine serial
number.
H. Verify that "Maintenance Mode" is configured as "OFF".
Expected Result:
All settings are correct.
Results:
• OK - The PL522 and 523 is configured correctly. Proceed to Test Step 5.
• NOT OK - The PL522 and 523 is not configured correctly.
Repair: Correct the configuration of the PL522 and 523. The "APN Configuration" can be
verified in the "Cellular Network Coverage Status" within "GSM Information" of Cat ET.
STOP
Test Step 5. VERIFY WHICH POWER MODE THE PL522 AND 523 IS IN.
A. Go to "Status Parameters" of Cat ET.
B. Verify that the "Power Mode Status" is "Power Mode 1" or "Power Mode 2". Verify that the
"Key Switch Status" is "On".
Expected Result:
The Cat ET screen shows that the machine is in "Power Mode 1" or "Power Mode 2" and "Key
Switch On".
Results:
• OK - The Cat ET screen is correct. The PL522 or 523 should send a Standard report and a
position report daily. Proceed to Test Step 7.
• NOT OK - Cat ET shows an incorrect power mode. A report of the position is sent in the
incorrect power mode. Proceed to Test Step 6.
Test Step 6. VERIFY THAT THE PL522 or 523 MODULE MONITORS THE "MACHINE
RUN STATUS" PROPERLY.
A. Go to "Status Parameters" of Cat ET.
B. Start the machine.
C. Verify that the "Power Mode Status" changes to "Power Mode 1".
D. Verify that the "Alternator Running Input" changes to "Engine Running".
E. Verify that the "Key Switch Status" is "On".
Expected Result:
The Cat ET Status screen changes to "Power Mode 1" and "Engine Running". The "Key Switch
Status" should be "On".
Results:
• OK - The Cat ETscreens are correct. The PL522 or 523 will send a standard report and a
position report daily. The power mode can be viewed in VisionLink.
STOP
• NOT OK - ENGINE OFF - The Cat ET screen shows "Engine Off".
Repair: Verify that the Alternator R-Terminal wiring has not been damaged. Machine SMH
and the SMH of PL522 or 523 no longer matching is likely. Refer to Systems Operation,
Troubleshooting, Testing and Adjusting, "Operating Hours Discrepancy".
STOP
• NOT OK - POWER MODE 2 - Cat ET shows "Power Mode 2".
Repair: Verify that the wiring for the switched power 308-YL(Yellow) has not been
damaged. Repair the wiring.
STOP
Test Step 7. CHECK FOR "ACTIVE" AND/OR "LOGGED" CODES FOR THE PL522 or
523 ECM.
A. Follow the steps in the Special Instruction, REHS2365 in order to connect a laptop
computer to the PL522 or 523 system.
B. Go to the menu bar for Cat ET. Select the "Diagnostics" tab. From the drop-down menu,
choose the type of code. Choose "Active Codes" or "Logged Codes".
Results:
• OK - There are no "active" or "logged" diagnostic codes. Proceed to Test Step 8.
• Not OK - An "active" or "logged" diagnostic code exists.
Repair: Refer to the Systems Operation, Troubleshooting, Testing and Adjusting,

"Diagnostic Code List" in order to correct possible problems.
STOP
Test Step 8. CHECK THE INSTALLATION OF THE ANTENNA.
Observe installation of the antenna for the PL522 or 523. Verify that the antenna is installed with a
clear view of the sky. The antenna must be in a location that is free from interference. Examples of
interference include the following items:
• Devices on the roof of the machine that could potentially be sources of radio frequency
interference
• Other antennas that are close to the antenna for the PL522 or 523
• The machine is inside a metal building or another similar structure
• The machine is under large signs that are lighted
• The machine is under power lines
Note: Refer to Special Instruction , REHS2365 for additional details on optimal installation of the
antenna.
Expected Result:
The antenna is installed on the highest point on the machine. There is a clear view of the sky.
Results:
• OK - The antenna for the PL522 and 523 is installed properly. Verify that all of the
connections for the antenna are tight. Proceed to Test Step 9.
• NOT OK - The installation of the antenna is not optimal.
Repair: Accept the current performance of the communication or reinstall the antenna at a
superior location.
STOP
Test Step 9. CHECK THE VOLTAGE FOR THE PL522 or 523 AT THE CONNECTION
FOR THE GPS ANTENNA.
With the disconnect closed, check the voltage for the PL522 or 523 at the connection for the GPS
antenna on the ECM.
Expected Result:
With neg. lead on the shield and pos. lead on the center pin, the voltage is approximately 3.3
VDC.
Results:
• OK - The voltage is 3.3 VDC. Proceed to Test Step 10.
• NOT OK - The voltage is greater than 3.3 VDC or less than 3.3 VDC. The measurement is
incorrect.
Repair: Replace the module. Verify that the system is operating correctly.
STOP
Test Step 10. CHECK THE COAXIAL CABLE FOR THE CELLULAR ANTENNA.
The cellular antenna can be checked in order to determine if the antenna cable has a broken center
conductor. Use an ohmmeter to check resistance between the center conductor of the TNC
connector for the cellular antenna to the threaded metal socket at the top of the hard mount
antenna or magnetic mount antenna.
Refer to Table 1 for making resistance checks. First column is positive lead and first row is
negative lead of the multimeter.
Table 1
(1)
Measurements for the PL522 and 523 Antenna
Cellular Cellular
GPS Center GPS Outer Metal Base
Center Outer
Connector Connector of Antenna
Connector Connector
Cellular
9K +/- 5% 495K +/- 15K 9K +/- 5% 9K +/- 5%
Center 0 + 3 Ohm
Ohm Ohm Ohm Ohm
Connector
Cellular
9K +/- 5% 486K +/- 15K
Outer 0 + 3 Ohm 0 + 3 Ohm 0 + 3 Ohm
Ohm Ohm
Connector
GPS Center 584K +/- 15K 575K +/- 15K 574K +/- 15K 574K +/-
0 + 3 Ohm
Connector Ohm Ohm Ohm 15K Ohm
GPS Outer 9K +/- 5% 486K +/- 15K
0 + 3 Ohm 0 + 3 Ohm 0 + 3 Ohm
Connector Ohm Ohm
(1)
Valid only for Fluke 87 Series Multimeters
Note: All measurements taken with a Fluke 87 V. Different multimeters might provide varying
results.
Results:
Continue to the next test step.
Test Step 11. VERIFY THAT THE CENTER CONDUCTOR OF THE ANTENNA HAS
NOT SHORTED TO THE SHIELD.
A. Disconnect the GPS and the cellular antenna cable from the radio.
B. Measure the resistance from the shield of the antenna cable (GPS) and the cellular antenna
cable to the conductor at the center of each of the cable connectors. The shield is the
threaded part of the connector.
Refer to Table 1 for a complete listing of resistance checks for the antenna and resistance values.
Expected Result:
The resistance for the GPS antenna meets the defined specifications in Table 1.
The resistance for the cellular antenna meets the defined specifications in Table 1.
Results:
• OK - The resistance for the GPS antenna meets the specifications that are defined in the
tables that are listed above. The resistance for the cellular antenna meets the specifications
that are defined in the tables that are listed above. The resistance is correct.
STOP
• NOT OK - The resistance for the GPS antenna does not meet the specifications that are
defined in the tables that are listed above. The resistance for the cellular antenna does not
meet the specifications that are defined in the tables that are listed above. The resistance is
incorrect.
Repair: The antenna cable or the antenna has a short from the center conductor to the outer
shield. Replace the antenna assembly. Verify that the radio is operating correctly.
STOP


Troubleshooting
i04461363
Position Reports Not Available

SMCS - 7606-038-RPT
This section contains steps that can be used to help determine the possible cause of erratic reports
of interval. Check for active diagnostic codes for the PL522 or 523. Correct any diagnostic codes
before proceeding. Visually inspect the following items for damage: PL522 or 523 module,
antenna and cables. Verify that there are no loose connections.
• The network for cellular communications is operational in the geographic area of concern.
The network is operational when messages can travel to the satellite and the messages can
be sent VisionLink.
cellular communications. Correct configuration was verified during manufacturing tests.
• VisionLink is configured properly and the software is functioning.
The PL522 or 523 module should not be replaced without verifying that these issues have been
investigated. Contact the Caterpillar Technical Communicator for aid in resolving these issues.
Refer to the PL522 or 523 device configuration and status information in Systems Operation,
Troubleshooting, Testing and Adjusting, RENR8143, "Diagnostic Capabilities" in order to ensure
that the lack of reporting is not due to the power mode. The unit is likely to have been configured
correctly if the SMH report is received.
There is a probability that the system GPS has failed. Proceed with the following steps in order to
determine the cause.
Test Step 1. ACCESS THE PL522 or 523 THROUGH CATERPILLAR ELECTRONIC

A. Connect the Cat ET service tool to the machine.
Expected Result:
Results:
• OK - The ECM (VIMS Main Module) is present. Proceed to Test Step 3.
wiring with a multimeter. If the ECM ( VIMS Main Module) is not present, refer to Systems
STOP
Test Step 2. VERIFY IF THE MACHINE HAS MOVED
Verify if the machine has moved more than the configured minimum distance since the last known
position report.
Expected Result:
The machine has not moved.
Results:
• OK - The machine has moved less than the configured minimum distance since the last
known position report. Therefore, the machine has not sent any position reports.
STOP
• NOT OK - The machine movement is unknown. Proceed to Test Step 3.
Test Step 3. VERIFY THAT THE PRODUCT LINK MODULE IS IN POWER MODE 1.
A. Select "Status Parameters" for Cat ET.
B. Verify that the "Power Mode Status" is "Power Mode 1". Verify that the "Key Switch
Status" is "On".
Expected Result:
The machine is in "Power Mode 1" and "Key Switch On".
Results:
• OK - The screens for Cat ET display "Power Mode 1". Proceed to Test Step 4.
• NOT OK - Cat ET screens are not correct. Proceed to Test Step 4.
Test Step 4. VERIFY THAT THE GPS RECEIVER FUNCTIONS.
A. Select "GPS Information" for Cat ET.
B. Verify that the "GPS Position Status" is "Valid".
C. Verify that the GPS has calculated a location within the configured amount of time ("GPS
Fix Validity Time Duration"). The "GPS Time Stamp" can be compared to the "PC Current
Date/Time" in order to calculate the time since the last calculation of the position.
D. Select "Status Parameters". Verify "GPS Receiver" states "Functional".
Expected Result:
The "GPS Position Status" is "Valid". The last calculation (GPS) of the position was within the
configured amount of time ("GPS Fix Validity Time Duration") in "Power Mode 1".
Results:
• OK - The indications on the Cat ET screen are correct. The GPS Receiver is functioning
properly. Proceed to Test Step 6.
• NOT OK - The indications on the "GPS Information" are incorrect. Proceed to Test Step 5.
• NOT OK - The indications on the "GPS Receiver" are not "Functional". Proceed to Test
Step 5.
NOT SHORTED TO THE SHIELD OR BECOME AN OPEN CIRCUIT.
A. Disconnect the connection of the GPS antenna at the module.
B. Measure the resistance from the shield of the antenna cable to the conductor at the center of
the cable. The shield is the threaded part of the connector.
Refer to Systems Operation, Troubleshooting, Testing and Adjusting, "Reports and Messages Not
Available" for the following information:
• Illustrations that show the resistance checks
• Listing of resistance checks for the antenna
• Listing of resistance values
Expected Result:
The resistance for the GPS antenna meets the specifications that are defined in Systems Operation,
Troubleshooting, Testing and Adjusting, "Reports and Messages Not Available".
Results:
• OK - The resistance is correct. Proceed to Test Step 6.
• NOT OK - The resistance is incorrect.
Repair: The antenna cable or the antenna has a short or open from the center conductor to
the outer shield. Disconnect the cable from the antenna in order to isolate the problem.
Replace the antenna assembly. Verify that the module is operating correctly.
STOP
Test Step 6. VERIFY TRANSMISSION OF A MESSAGE.
A. Verify that the "Message Transmission Timestamp" is recent. If the time stamp indicates
1984, the module has never transmitted a message.
B. Verify the "Cellular Network Coverage Status" within "GSM Information" of Cat ET.
C. Go to the drop-down menu in the Cat ET and select "Service". Then select "PLM
Commands" and "Fuel Report". Fuel report will provide a location update.
Results:
• OK - The PL522 or 523 appears to be operating properly. Verify that the message was
successfully received at the office. Remember that the delay time is dependent on the
configuration of the software at the office.
STOP
• NOT OK - There is a problem with the antenna or with the module. Do not replace the
module until the antenna and cable are verified.
Repair: Refer to Troubleshooting, "Reports and Messages Not Available".
STOP


Troubleshooting
i04461422
Reporting Interval Erratic

SMCS - 7606-038-RPT
caused by the PL522 or 523 system. The problem can be described as the intervals between
reports are erratic. This section contains steps that are used to determine the possible cause. Check
for active diagnostic codes for the PL522 or 523. Correct any diagnostic codes before proceeding.
Visually inspect the following items for damage: PL522 or 523 module, antenna and cables.
Verify that there are no loose connections.
The network is operational when messages can be sent to VisionLink.
cellular communications.
• The Caterpillar Electronic Technician (Cat ET ) is configured properly and the software is
functioning.
The PL522 or 523 modules should not be replaced without verifying that these issues have been
Test Step 1. ACCESS THE PL522 or 523 THROUGH THE CAT ET SERVICE TOOL.
Expected Result:
Results:
• OK - The ECM (VIMS Main Module) is available. Proceed to Test Step 2.
• NOT OK - The ECM (VIMS Main Module) is not present in the screen for the Cat ET
service tool.
STOP
Test Step 2. VERIFY THAT THE PL522 or 523 IS IN POWER MODE 1.
Status" is "On".
Expected Result:
Results:
• OK - The screens for Cat ET are correct. Proceed to Test Step 3.
• NOT OK - The screens for Cat ET are not correct. A report of the position is sent in "Power
Mode 2". Even if this problem explains the current reports that are arriving at the office,
proceed to Step 3.
A. Go to "Status Parameters" for Cat ET .
C. Verify that the "Power Mode Status" changes to " Power Mode 1".
D. Verify the "Alternator Running Input" switches to "Engine Running".
Expected Result:
The status screen for Cat ET changes to "Power Mode 1" and "Engine Running". The "Key Switch
Results:
• OK - The screens for Cat ET are correct. The PL522 or 523 should send four position
reports and one report daily until the power mode changes to "Power Mode 2". The power
mode can be viewed in CPLS. Proceed to Test Step 4.
• NOT OK - The screen for Cat ET shows "Engine Off".
Repair: Verify that the Alternator R-Terminal wiring has not been damaged. Check to see
that the machine SMU and the PL522 or 523 SMH no longer match. Refer to Systems
Operation, Troubleshooting, Testing and Adjusting, "Operating Hours Discrepancy".
STOP
• NOT OK - The screen Cat ET shows "Power Mode 2".
Repair: Verify that the wiring for the switched power (308-YL(Yellow)) is correct. Repair
the wiring.
STOP
Observe installation of the antenna for the PL522 or 523. Verify that the antenna is installed with a
interference include the following items: devices on the roof of the machine that emit power, other
antennas that are close to the antenna for the PL522 or 523, indoor machine, machine under large
signs that are lighted and machine under power lines.
Expected Result:
The antenna is installed on the highest point of the machine. There is a clear view of the sky.
Results:
• OK - The antenna for the PL522 or 523 is installed properly. Verify that all of the
connections for the antenna are tight. A test message can be sent in order to verify
communications. Monitor the performance of the communication in order to verify that
reports are not erratic.
STOP
• NOT OK - Installation of the antenna is not optimal. Accept the current performance of the
communication or reinstall the antenna at a superior location.
STOP


Troubleshooting
i04461438
Diagnostics and Events Not Available

SMCS - 0785-038-UE; 7610-038
caused by the PL522 or 523 system. The problem is that the diagnostic information or events are
not received at the office. This section contains steps that are used to determine the possible cause.
Check for active diagnostic codes for the PL522 or 523. Correct any diagnostic codes before
proceeding. Visually inspect the following items for damage: PL522 or 523 module, antenna and
cables. Verify that there are no loose connections.
The PL522 and 523 system depends on several communication links in order to transfer data from
cellular communications.
• The worldwide network of Caterpillars computers is passing messages to software of the

Caterpillar VisionLink.
• The Caterpillar Electronic Technician (Cat ET ) is configured properly and the software is
functioning.
The PL522 or 523 can be configured in order to transmit diagnostics and events to the office.
These transmissions are highly dependent on the configuration of the PL522 or 523. The
following troubleshooting steps assume that the position and the standard report are being
received.
Test Step 1. ACCESS THE PL522 AND 523 THROUGH THE CAT ET SERVICE TOOL.
Expected Result:
Results:
wiring with a multimeter. If the ECM ( VIMS Main Module) is not available, see Systems
STOP
Test Step 2. CHECK FOR LOGGED EVENTS OR DIAGNOSTICS THAT MAY HAVE
OCCURRED.
Use the Cat ET service tool to verify the existence of logged events or diagnostics on other ECM
systems. Note any events and diagnostics that are not reported.
Expected Result:
There are no logged events or diagnostics that should have been reported.
Results:
• OK - There are no logged events or diagnostics that should have been reported. The PL522
or 523 appears to be working correctly.
STOP
• NOT OK - There are logged events or diagnostics that should have been reported. Monitor
the operation of the PL522 or 523 for reporting of events and diagnostics. Problems in this
area are not usually a problem with the device. The device should not be replaced.
STOP


Troubleshooting
i04461523
Operating Hours Discrepancy

SMCS - 7606-038
caused by the PL522 or 523 system. The description of the problem is described as a discrepancy
of the service meter units. This section contains steps that are used to determine the possible
cause. Check for active diagnostic codes for the PL522 or 523. Correct any diagnostic codes
before proceeding. visually inspect the following items for damage: PL522 or 523 module,
antenna and cables. Verify that there are no loose connections.
• The network for Cellular communications is operational in the geographic area of concern.
Cellular communications.
• The worldwide network of Caterpillars computers is passing messages to software for the
Caterpillar VisionLink web application.
• The VisionLink web Application is configured properly and the software is functioning.
Note: The Service Meter Hours that are reported by the PL522 and 523 modules should
approximately match the machine operating hours.
Test Step 1. ACCESS THE PL522 AND 523 THROUGH THE CAT ET SERVICE TOOL.
Expected Result:
Results:
• NOT OK - The ECM (VIMS Main Module) is not present in the screen for Cat ET.
wiring with a multimeter. If the ECM ( VIMS Main Module) is not available, refer to
Systems Operation, Troubleshooting, Testing and Adjusting, "Electronic Service Tool Does
Not Communicate with ECM".
STOP
Test Step 2. VERIFY THAT THE PL522 or 523 MODULE IS CONFIGURED PROPERLY.
A. Go to the "Information" pull-down menu.
B. Select "Synchronize Service Meter Hours".
C. If PL522 or 523 is not the master ECM, verify that the "VIMS Main Module SMH" matches
the SMH of the master ECM. If PL522 or 523 is the master ECM, verify that the PL522 or
523 SMH matches the machine service meter units.
Expected Result:
The hours are within 1%.
Results:
• OK - The hours are within 1%. The hours are synchronized. The PL522 or 523 is operating
correctly.
STOP
• NOT OK - The hours are not within 1%. In a PL522 or 523 system using sync-clock where
PL522 or 523 is not the master ECM, the PL522 or 523 module will automatically sync to
the master ECM hours if the difference is not greater than 50 hours. If the difference is
greater than 50 hours, a diagnostic will be generated in ET that indicates that a manual sync
is required. In that instance, sync the hours (Service/Synchronize Service Meter Hours).
Proceed to Test Step 3 unless the master ECM hours are incorrect. If PL522 or 523 is not
the master ECM, and the hours for the master ECM are not correct, troubleshoot on
machine side. Do not replace the PL522 or 523 module. STOP.
A. Go to "Status Parameters" for Cat ET.
B. Verify that the "Alternator Running Input" displays "Engine Off".
C. Start the machine.
Expected Result:
The "Status" screen for Cat ET changes from "Engine Off" to "Engine Running" when the
machine is started. The "Key Switch Status" should be "On".
Results:
• OK - The screens for Cat ET are correct. The PL522 or 523 is correctly reading the
"machine run status". Correctly reading the "machine run status" allows the PL522 or 523 to
monitor the machine operating hours correctly.
Repair: Check the splices for the R-Terminal wire (403-GN(Green)) and power wire (308-
YL(Yellow)) in order to ensure that there are no intermittent connections.
STOP
• NOT OK - On the Cat ET screen, the status did not change from "Engine Off" to "Engine
Running".
Repair: Verify the Alternator R-Terminal wiring (403-GN(Green)). Verify the switched
power wire (308-YL(Yellow)). If the problem is not corrected, replace the PL522 or 523
module.
STOP


Troubleshooting
i03993410
Event Code List

SMCS - 7569
Event codes alert the operator or the technician that an abnormal operating condition exists in one
of the machine systems.
When an Electronic Control Module (ECM) activates an event code, the operator or the technician
will be alerted by the Messenger. Most active events will be logged by the ECM. Some events are
active only. Active only events are not logged. The events that are active and the events that are
logged can be viewed with the following equipment:
• Messenger
• Caterpillar Electronic Technician (Cat ET)
Warning Levels
The ECM will assign a warning level to an active event code. Event codes are one of three levels.
The level represents the severity of the abnormal condition. Each warning level requires a specific
response from the operator. The warning levels and the required operator response are listed
below.
Warning Level 1
Warning level 1 alerts the operator that a machine system requires attention. The operator should
check the system condition or perform maintenance on the involved system at the earliest possible
time.
Warning Level 2
Warning level 2 requires changing the operation of the machine or performing a maintenance
procedure. Failure to correct the problem that caused this warning may damage the components
that are involved in the system.
Warning Level 3
Warning level 3 requires an immediate safe shutdown of the machine in order to avoid damage to
the machine or injury to personnel. The problem that caused the event must be corrected before
machine operation can resume.
Indications and System Response

Caterpillar Electronic Technician (Cat ET) Service Tool
When an abnormal operating condition occurs, the status screen on the Cat ET indicates that there
is an active event.
Event codes are displayed on Cat ET in the following format:
EXXXX Description of the code
The "E" means that the code is an event code. The "XXXX" is a numeric identifier. The numeric
identifier is followed by a description of the code.
Active event codes are listed in ascending numerical order. The code with the lowest number is
listed first. The active event code is removed from the list when the condition is no longer present.
Logged Event Codes
Some event codes are logged in the ECM memory. Some event codes are active only. The logged
event codes are listed in chronological order. The most recent code is listed first.
A logged code is cleared from memory when one of the following conditions occur:
• The service technician manually clears the code.
• The code does not reoccur after a number of hours determined by each ECM.
• A new code is logged and there are already ten logged codes in memory. In this case, the
oldest logged code is cleared.
Note: Always clear logged event codes after investigating and correcting the problem which
generated the code.
List of Event Codes
The following table lists event codes and the recommended responses. Use the Cat ET service tool
in order to determine the event codes that are active or logged.
Table 1
List of Event Codes (EID)
EID Level Description Possible Cause and Recommended Response
861 1 Synchronized In a PL522 or 523 system using sync-clock and Product
clock notification Link that is not the master ECM, the Product Link module
of manual synch will automatically sync to the master ECM hours if the
required difference is not greater than 50 hours. If the difference is
greater than 50 hours, a diagnostic will be generated in Cat
ET that indicates that a manual sync is required. In that

instance, sync the hours. In Cat ET, use
"Service/Synchronize Service Meter Hours".
The PL522 or 523 has four additional inputs that can be
Switched Sensor configured in order to monitor switches on the machine.
630 2 #1 trip condition These inputs can be configured by using Caterpillar
is activated Electronic Technician (Cat ET service tool). Troubleshoot
input as setup by the dealer.


Troubleshooting
i04461894
Diagnostic Code List

SMCS - 7569
Table 1
(1)
Module Identifier 161 Diagnostic Codes
CID 0168 Electrical System
FMI 00 Voltage above normal
FMI 01 Voltage below normal
CID 0254 Electronic Control Module
FMI 12 Failed Module
CID 1250 Remote Communication Module
FMI 09 Unable to establish communication
CID 1251 Alternator R-Terminal
(2)
CID 1888Local GPS Antenna
FMI 14 GPS Antenna not present
CID 3766 Subscriber Identity Module (SIM) Card
FMI 14 SIM Card not detected
(1)
For troubleshooting, see the procedure with the same CID FMI.
(2)
For troubleshooting information refer to the , "Position Reports Not Available" section of this book
Note: A machine ECM will self-erase a diagnostic if the diagnostic does not reappear after 100
operating hours. The event history screen in the VisionLink application will show a code that
occurred 100 hours in the past. This event no longer shows up in Cat ET because the diagnostic
has not reoccurred.


Troubleshooting
i04490210
MID 161 - CID 0168 - FMI 00

SMCS - 1406-038
MID 161 CID 0168 FMI 00
Conditions Which Generate This Code:
This diagnostic code is recorded when the diagnostic circuit in the PL522 and 523 identifies a
system voltage that is above 32 VDC.
The possible causes of this fault are listed below:
• A charging system component is faulty.
• The harness wiring is faulty.
• The PL522 or 523 is faulty. Module failure is unlikely.
Note: Determine if a battery charger or a welder is being used on the machine. Disconnect the
charger or the welder if one is used. Recheck for the diagnostic code.
Test Step 1. CHECK THE SYSTEM VOLTAGE AT THE 70-PIN CONNECTOR OF THE
PL522 or 523.
A. Start the engine and operate the engine at a high idle for 5 to10 minutes.
B. Measure the system voltage between the "Unswitched Power" and the "Ground" contacts.
Pin 52 is the terminal for "Unswitched Power" and pin 65 is the terminal for "Ground".
Expected Result:
The voltage is 11 VDC to 32 VDC.
Results:
• OK - The voltage is 11 VDC to 32 VDC. The PL522 or 523 should not be logging this
diagnostic code.
Repair: Use the Caterpillar Electronic Technician (Cat ET ) in order to clear the diagnostic
code from the PL522 or 523. If the voltage is correct and the PL522 or 523 records the
diagnostic code again, replace the PL522 or 523. Before replacing the PL522 or 523,
contact your Caterpillar Technical Communicator.
STOP
• NOT OK - The voltage is not 11 VDC to 32 VDC. Proceed to Test Step 2.
Test Step 2. CHECK THE ALTERNATOR.
A. Run the engine at high idle for 5 to 10 minutes.
B. Measure the voltage output at the battery posts.
Expected Result:
The voltage should be below 32 VDC.
Results:
• OK - The voltage is below 32 VDC. The battery could be faulty. Proceed to Test Step 3.
• NOT OK - The voltage is above 32 VDC. Troubleshoot the alternator. The voltage
regulator could be faulty. If conditions are not resolved, proceed to Test Step 3.
Test Step 3. CHECK THE BATTERY VOLTAGE.
Turn the key start switch to the OFF position. Measure the battery voltage at the battery posts.
Expected Result:
Results:
• OK - The voltage is below 32 VDC. Proceed to Test Step 4.
• NOT OK - The voltage is above 32 VDC.
Repair: Refer to Special Instruction, REHS0354, "Charging System Troubleshooting".
If conditions are not resolved, proceed to Test Step 4.
Test Step 4. CHECK EVERY ECM ON THE MACHINE.
Check the logged diagnostics of any other ECM that is installed on the machine. Compare each
ECM that has logged the "CID 168 FMI 00" code in the same time period. The Service Meter
Hours (SMH) on the logs may be different. The difference between the current SMH and the
logged SMH is important.
Expected Result:
Other "CID 168 FMI 00" diagnostic codes can be found on other Electronic Control Modules
(ECM).
Results:
• YES - "CID 168 FMI 00" diagnostic codes are found on other Electronic Control Modules
(ECM).
Repair: Clear the fault if all the following conditions occur:
◦ A problem is not found with the charging system.
◦ A problem is not found with the wiring.
◦ The fault has occurred a few times.

Monitor the module and the machine for further occurrences. If the fault occurs again, the
PL522 or 523 module has not failed as other electronic control modules are displaying the
same fault. Recheck the system voltage.
STOP
• NO - No other "CID 168 FMI 00" diagnostic codes can be found on other ECMs.

Monitor the module and the machine for further occurrences. If the fault occurs again, then
the PL522 or 523 module is possibly faulty. The PL522 or 523 should be replaced. Refer to
Systems operation, Troubleshooting, Testing and Adjusting, "Electronic Control Module
(ECM) - Replace". If the PL522 or 523 has been replaced, recheck the system and check the
status of the diagnostic code.
STOP


Troubleshooting
i04490231
MID 161 - CID 0168 - FMI 01

SMCS - 1406-038
MID 161 CID 0168 FMI 01
This diagnostic code is recorded when the PL522 and 523 detects a battery voltage of less than 11
VDC.
Test Step 1. CHECK THE SYSTEM VOLTAGE AT THE 70-PIN CONNECTOR OF THE
PL522 AND 523 MODULE.
Start the engine and operate the engine at a high idle for 5 to 10 minutes. Measure the system
voltage between the "Unswitched Power" and the "Ground" contacts. Pin 52 is the terminal for
"Unswitched Power" and pin 65 is the terminal for "Ground".
Expected Result:
The voltage is 27 VDC to 29 VDC for a 24 VDC system. The voltage is 13 VDC to 15 VDC for a
12 VDC system.
Results:
• OK - The voltage is correct. Clear the diagnostic code and check for another occurrence of
the diagnostic code.
STOP
• NOT OK - The voltage is incorrect. Proceed to Test Step 2.
Run the engine at a high idle for 5 to 10 minutes. Measure the voltage output at the battery posts.
Expected Result:
For a 24 VDC system, the voltage range should be 27 VDC to 29 VDC. The voltage range should
be 13 VDC to 15 VDC for a 12 VDC system.
Results:
• OK - The voltage is correct. Proceed to Test Step 3.
• NOT OK - The voltage is incorrect.
Repair: Repair the alternator or replace the alternator.
STOP
Turn the keyswitch to the OFF position. Measure the battery voltage at the battery posts. Be sure
to use proper Personal Protective Equipment.
Expected Result:
The voltage should be 12 VDC to 15 VDC for a 12 VDC system. The voltage should be 24 VDC
to 27 VDC for a 24 VDC system.
Results:
• OK - The voltage is between 12 VDC and 15 VDC or the voltage is between 24 VDC and
27 VDC.
Repair: The PL522 or 523 could be faulty. Recheck the system before replacing the PL522
or 523. The PL522 or 523 is seldom the cause of a diagnostic code. Refer to Systems
Operation, Troubleshooting, Testing and Adjusting, "Electronic Control Module (ECM) -
Replace". If the PL522 or 523 has been replaced, recheck the system and check the status of
STOP
• NOT OK - The voltage is not between 12 VDC and 15 VDC or the voltage is not between
24 VDC and 27 VDC.
Repair: See Special Instruction, REHS0354, "Charging System Troubleshooting". If

conditions are not resolved, the PL522 or 523 could be faulty. Recheck the system before
replacing the PL522 or 523. The PL522 or 523 is seldom the cause of a diagnostic code.
Refer to Systems Operation, Troubleshooting, Testing and Adjusting, "Electronic Control
Module (ECM) - Replace". If the PL522 or 523 has been replaced, recheck the system and
check the status of the diagnostic code.
STOP


Troubleshooting
i04490236
MID 161 - CID 0254 - FMI 04

SMCS - 7610-038
MID 161 CID 0254 FMI 04
Communication will not occur when power to the PL522 or 523 is below 10.5 VDC. The PL522
or 523 will still communicate with Caterpillar Electronic Technician (Cat ET ) when power to the
module is down to 9 VDC. A diagnostic code of "CID 168 FMI 01" will occur when the system
voltage drops below 11 VDC. A diagnostic code of "CID 254 FMI 04" will occur when the system
voltage drops below 9 VDC. This CID code is logged so that no messages will be communicated
from the machine to the office.
Test Step 1. CHECK THE SYSTEM VOLTAGE AT THE PL522 and 523.
A. Start the engine and operate the engine at a high idle for 5 to 10 minutes.
Expected Result:
Results:
• OK - The voltage is 11 VDC to 32 VDC. The PL522 and 523 should not be logging this
diagnostic code.
Repair: Use Cat ET in order to clear the diagnostic code from the PL522 and 523. If the
voltage is correct and the PL522 and 523 records the diagnostic code again, Replace the
PL522 and 523. Before replacing the PL522 and 523, contact your Caterpillar Technical
Communicator.
STOP
Expected Result:
Results:
• NOT OK - The voltage is above 32 VDC. Repair the alternator or replace the alternator.
The voltage regulator could be faulty. If conditions are not resolved, proceed to Test Step 3.
Turn the keyswitch to the OFF position. Measure the battery voltage at the battery posts.
Expected Result:
Results:
Repair: See Special Instruction, REHS0354, "Charging System Troubleshooting".
ECM that has logged the"CID 168 FMI 00" code in the same time period. The Diagnostic Clock
Hours (DCH) on the logs may be different. The difference between the current DCH and the
logged DCH is important.
Expected Result:
(ECM).
Results:
(ECM).

PL522 or 523 module has not failed as other electronic control modules are displaying the
STOP
• NO - No other "CID 168 FMI 00" diagnostic codes can be found on other electronic control
modules.

the PL522 or 523 module is possibly faulty. The PL522 or 523 should be replaced. Refer to
(ECM) - Replace". If the PL522 or 523 has been replaced, recheck the system and check the
STOP


Troubleshooting
i04490257
MID 161 - CID 0254 - FMI 12

SMCS - 7610-038
MID 161 CID 0254 FMI 12
This diagnostic code is recorded when the PL522 or 523 detects a problem that is internal to the
control module. This diagnostic code can only be caused if the ECM for PL522 or 523 is faulty.
There are no serviceable parts within the control module.
Test Step 1. CHECK THE HARNESS CONNECTIONS.
A. Disconnect the contacts and clean the contacts of the harness connectors.
B. Reconnect all harness connectors.
C. Turn the key start switch to the ON position.
D. Operate the machine.
E. Determine if "CID 0254 FMI 12" diagnostic code is present by using Cat ET .
Expected Result:
The "CID 0254 FMI 12" diagnostic code is present.
Results:
• OK - The "CID 0254 FMI 12" diagnostic code is present.
Repair: The problem has not been corrected. ECM failure is unlikely. Perform this
diagnostic test procedure again. If the cause of the diagnostic code is not found, replace the
PL522 or 523 ECM. Before replacing the PL522 or 523, contact your Caterpillar Technical
Communicator. Refer to Systems Operation, Troubleshooting, Testing and Adjusting ,
"Electronic Control Module (ECM) - Replace".
STOP
• NOT OK - The "CID 0254 FMI 12" diagnostic code is not present. The problem does not
exist at this time. The initial problem was probably caused by a poor electrical connection or
a short at one of the harness connectors that was disconnected and reconnected. Resume
normal machine operation.
STOP


Troubleshooting
i04461930
MID 161 - CID 1250 - FMI 09

SMCS - 7606-038
MID 161 CID 1250 FMI 09
This code signals a lack of communication between the Gateway and the telematic components
within the PL522 or 523 enclosure. The lack of communication can be caused by the following
actions:
• A failure of either the Gateway or Telematic firmware
• A failure in the connection of the Gateway and the Telematic components
Test Step 1. CHECK THE VERSION OF SOFTWARE FOR THE GATEWAY AND
TELEMATIC COMPONENTS.
By using Caterpillar Electronic Technician (Cat ET ), check the version of software on the
Gateway and Telematic components. Click "ECM Summary" and check "Software Group" for
Gateway info and "Telematic Device Software" for telematic info.
Expected Result:
The version of software should be latest provided by Caterpillar.
Results:
• OK - The version of software is latest version. Proceed to Test Step 2.
• NOT OK - The version of software is not the latest version.
Repair: Update "VIMS Main Module" to the latest version of software. Clear the diagnostic
code.
STOP
Test Step 2. REPLACE THE PL522 OR 523.
Replace the PL522 or 523.
Expected Result:
The diagnostic code should be cleared.
Results:
• OK - The diagnostic code was cleared.
Repair: Replace the PL522 or 523. Before replacing the PL522 or 523, contact your
Caterpillar Technical Communicator. Refer to Systems Operation, Troubleshooting, Testing
and Adjusting, "Electronic Control Module (ECM) - Replace".
STOP
• NOT OK - The diagnostic code was not cleared.
Repair: Repeat the diagnostic procedure. If the diagnostic code still exists, contact your
Caterpillar Technical Communicator for additional assistance.
STOP


Troubleshooting
i04490269
MID 161 - CID 1251 - FMI 03

SMCS - 1406-038
MID 161 CID 1251 FMI 03
The PL522 or 523 modules track the machine operating hours for reporting to the office. The
Alternator R-Terminal signal is used to detect when the machine is operating. If the input
continually receives a voltage signal that is above normal, then machine operation cannot be
detected. Also, the reported Service Meter Hours (SMU) would be inaccurate.
Test Step 1. CHECK THE R-TERMINAL CABLING FOR SHORT TO BATTERY.
A. Disconnect the PL522 or 523 cable (P1) from the PL522 or 523 module.
B. Measure the resistance from the Alternator R-terminal input J1-4 (403MC9-GN(Green) to
battery (J1-1).
Expected Result:
The resistance should be greater than 5000 ohms.
Results:
• OK - The PL522 or 523 harness is likely correct. Proceed to Test Step 2.
• NOT OK - The PL522 or 523 cable has a probable short to battery.
Repair: Repair the cable and verify that the fault has been removed.
STOP
Test Step 2. CHECK THE PL522 AND 523 HARNESS FOR A SHORT TO A VOLTAGE
SOURCE.
A. Disconnect the PL522 or 523 cable (P1) from the PL522 or 523 module.
B. Start the engine.
C. Measure the Alternator R-Terminal input (J1-4) to verify that there is an 11 VDC to 32
VDC square-wave. The measurement should range from 5Hz to 2 kHz or a steady DC
voltage equivalent to the battery present.
Expected Result:
The Alternator R-Terminal input does not measure at a steady DC voltage equivalent to the
battery voltage.
Results:
• OK - The signal is an 11 VDC to 32 VDC square-wave. The measurement should range

from 0kHz to 2 kHz or a steady DC voltage equivalent to the battery present. The PL522 or
523 harness is likely not faulty. Proceed to Test Step 3.
• NOT OK - The PL522 or 523 cable has a possible short to a DC voltage source other than
battery voltage.
STOP
Test Step 3. CHECK THE MACHINE ALTERNATOR.
A. Disconnect the PL522 or 523 machine cable from the alternator.
C. Using a multimeter and scope, measure the Alternator R-Terminal to verify that there is 11
VDC to 32 VDC square-wave. The measurement should range from 0 kHz to 2 kHz.
Expected Result:
The alternator R-Terminal should be an 11 VDC to 32 VDC square-wave from 0 kHz to 2 kHz.
Results:
• OK - The alternator R-Terminal is an 11 VDC to 32 VDC square-wave from 0 kHz to 2

kHz. Proceed to Test Step 4.
• NOT OK - The alternator R-Terminal is not an 11 VDC to 32 VDC square-wave from 0

kHz to 2 kHz.
STOP
Test Step 4. CHECK IF THE DIAGNOSTIC CODE IS STILL ACTIVE.
A. Clean the contacts of the harness connectors.
C. Turn the key start switch to the ON position and operate the machine.
D. Determine if "CID 1251 FMI 03" diagnostic code is present by using the Caterpillar
Electronic Technician (Cat ET ).
Expected Result:
A "CID 1251 FMI 03" diagnostic code is present.
Results:
• YES - The problem has not been corrected. ECM failure is unlikely.
Repair: Perform this diagnostic test procedure again. If the cause of the diagnostic code is
not found, replace the Product Link ECM. Before replacing the PL522 or 523, contact your
STOP
• NO - The diagnostic code is NOT present. The problem does not exist at this time. The
initial problem was probably caused by a poor electrical connection or a short at one of the
harness connectors that was disconnected and reconnected. Resume normal machine
operation.
STOP


Troubleshooting
i04466509
MID 161 - CID 1888 - FMI 14

SMCS - 733B-038; 7606-038
MID 161 CID 1888 FMI 14
This diagnostic code is recorded when the diagnostic circuit in the PL522 and 523 identifies a
fault in the GPS antenna system.
Test Step 1. ACCESS THE PL522 or 523 THROUGH CATERPILLAR ELECTRONIC

Expected Result:
Results:
STOP
Verify if the machine has moved more than the configured minimum distance since the last known
position report.
Expected Result:
Results:
• OK - The machine has moved less than the configured minimum distance since the last
known position report. Therefore, the machine has not sent any position reports.
STOP
• NOT OK - The machine movement is unknown. Proceed to Test Step 3.
Status" is "On".
Expected Result:
Results:
Date/Time" in order to calculate the time since the last calculation of the position.
D. Select "Status Parameters". Verify "GPS Receiver" states "Functional".
Expected Result:
Results:
• NOT OK - The indications on the "GPS Information" are incorrect. Proceed to Test Step 5.
• NOT OK - The indications on the "GPS Receiver" are not "Functional". Proceed to Test
Step 5.
Refer to Systems Operation, Troubleshooting, Testing and Adjusting, "Reports and Messages Not
Available" for the following information:
Expected Result:
Troubleshooting, Testing and Adjusting, "Reports and Messages Not Available".
Results:
shield. Disconnect the cable from the antenna in order to isolate the short. Replace the
antenna assembly. Verify that the module is operating correctly.
STOP
A. Verify that the "Message Transmission Timestamp" is recent. If the time stamp indicates
B. Verify the "Cellular Network Coverage Status" within "GSM Information" of Cat ET.
Commands" and "Fuel Report". Fuel report will provide a location update.
Results:
• OK - The PL522 or 523 appears to be operating properly. Verify that the message was
successfully received at the office. Remember that the delay time is dependent on the
STOP
Repair: Refer to Troubleshooting, "Reports and Messages Not Available".
STOP


Troubleshooting
i04490695
MID 161 - CID 3766- FMI 14

SMCS - 7606-038
MID 161 CID 3766 FMI 14
This diagnostic code is recorded when the VIMS Main Module has received three consecutive
samples from the masterboard indicating that the SIM Card was not detected.
Test Step 1. CHECK SIM STATUS AFTER A POWER CYCLE.
A. Turn the key to OFF.
B. Close the disconnect.
C. Wait a few moments and reapply power.
D. Turn on the disconnect .
E. Turn the key to ON.
F. After 3 minutes, connect Cat ET and recheck the SIM status.
Expected Result:
The SIM card is detected by the masterboard.
Results:
• OK - Masterboard was in a low-power mode. Low power is an expected function. Proceed

with operation.
STOP
• NOT OK - SIM was not detected. Proceed to Test Step 2
Test Step 2. VERIFY THAT THE SIM CARD IS INSTALLED.
A. Remove power from the machine.
B. Remove SIM card cover.
C. Verify that the SIM card is firmly in the slot.
Expected Result:
The SIM card is present and firmly in the slot.
Results:
• OK - Proceed to Step 3
• NOT OK - If present, secure the SIM card in the slot. If not present, contact your
Caterpillar Technical Communicator to report the issue and to order a new SIM card.
STOP
Test Step 3. VERIFY THAT THE SIM CARD IS ACTIVATED.
A. . Contact your Product Link Administrator to verify that the device has subscriptions in
Trimble Store.
B. Contact your Product Link Administrator to contact Trimble for verification that the SIM
card is active, approved on the network, and roaming is enabled.
Expected Result:
The device has subscriptions in Trimble Store. Trimble confirms that the SIM card is active.
Results:
• OK - Proceed to Step 4
• NOT OK - Purchase subscriptions in Trimble Store. Once subscriptions are purchased,

verify that the SIM status is correct in Cat ET.
STOP
Test Step 4. VERIFY THAT THE SIM CARD IS ACTIVATED.
A. . Contact your Product Link Administrator to verify that the device has subscriptions in
Trimble Store.
B. Contact your Product Link Administrator to contact Trimble for verification that the SIM
card is active.
Expected Result:
The device has subscriptions in Trimble Store. Trimble confirms that the SIM card is active.
Results:
• OK - Verify that the machine is in a location to receive cellular communications. Verify

that the antenna has not failed. If both criteria are met, replace the device.
STOP
• NOT OK - Purchase subscriptions in Trimble Store. Once subscriptions are purchased,

verify that the SIM status is correct in Cat ET.
STOP


Troubleshooting
i05660951
General Information
SMCS - 7606
General Hazard Information

In order to prevent injury or death, all machines that are equipped with a Caterpillar Product Link
system are required to have a warning label that is clearly posted in the cab.
This machine is equipped with a Caterpillar Product Link

communication device. When electric detonators are used, this
communication device should be deactivated within 12 m (40 ft) of a
blast site for satellite-based systems and within 3 m (10 ft) of a blast site
for cellular based systems, or within the distance mandated under
applicable legal requirements. Failure to do so could cause interference
with blasting operations and result in serious injury or death.
In cases where the type of Product Link module cannot be identified,

Caterpillar recommends that the device be disabled no less than 12 m
(40 ft) from the blast perimeter.
If the machine is required to work within 12 m (40 ft) of a blast area, then the operator must take
one of the following precautions:
• Disconnect the Product Link module from the power source by disconnecting the wiring
harness at the Product Link module.
• Temporarily remove the Product Link module from the machine.
• Add an ON/OFF switch in order to allow the Product Link module to be turned off from the
cab.
Consult your Caterpillar Dealer if there are any questions.
This warning does not supersede the published requirements and regulations that are found in
"Title 30 of the Code of Federal Regulations (CFR)". This warning does not allow a deviation
from the published requirements and regulations that are found in "Title 30 of the Code of Federal
Regulations (CFR)". Every mine operation should conduct hazard assessments. Also, every mine
operation should meet all of the requirements of "Title 30 of the Code of Federal Regulations
(CFR)" in order to ensure safe operation in the storage, transportation, loading, and blasting of
explosives.
The following Product Link specifications are provided to aid in conducting hazard assessments
and ensuring compliance with all local regulations.
Product Link Transmitter Power - 5 to 10 W
Transmit Frequency Range - 148 to 150 MHz

Many Caterpillar machines have a published Electrical System Schematic that reflects a Product
Link installation. Refer to these schematics if a troubleshooting procedure instructs you to "Repair
the harness". Perform continuity checks and resistance checks at the connectors in order to locate a
failure in the harness. At a component connector, always check the ground circuit. Less than 5
ohms of resistance is required from the ground contacts to frame ground. A problem may be
incorrectly diagnosed, if an excessive resistance that is greater than 5 ohms is present in the
ground circuit. During a troubleshooting procedure, the user should inspect all component and
harness connections before a component is replaced. If these connections are not clean and tight,
the connection may cause an electrical problem.
The problem can be permanent or the problem may be intermittent. Ensure that the wires are
are performed. A failure of an electrical component may cause a failure of another component or a
failure may be caused by the failure of other components. Always attempt to find a failure. The
following test procedures are written for a technician with a working knowledge of electricity and
electronics. The user should correct the cause of a failure in the electrical system before you
replace a component.
The test procedures that are found in Systems Operation, Troubleshooting, Testing and Adjusting
Manual are written for a technician that has a working knowledge of electricity and electronics.
Caterpillar recommends that the electrician has a knowledge regarding the danger that is inherent
in electrical troubleshooting. Caterpillar recommends that the technician can measure voltage and
resistance with a multimeter. In some cases, a technician may perform checks of the electrical
circuits. Consider the following guidelines before performing electronic troubleshooting
procedures:
• Remove power.
• Before you read the resistance or continuity, lock out the test circuit with a tag.
• Isolate circuit branches for resistance or continuity checks in order to prevent reading
through components.
• When reading a wire end to end and within a connector, read the test input pin to all
adjacent pins for shorts within the connector locking mechanism.
• Look for readings of high resistance during continuity checks. High resistance could
indicate damage or corrosion in the circuit.
• Keep fingers and hands clear of test leads during all electrical checks in order to prevent
false indications.


Troubleshooting
i05660959
Service Tools
SMCS - 0785
The following service tools should be used to aid in troubleshooting the electrical system.
Table 1
Tools List
Description
Laptop computer with Cat Electronic Technician (Cat ET) software for the Product Link
PL121SR/PL300 Systems
Digital Multimeter
Connector Repair Kit
Terminal Repair Kit
Crimp Tool
Standard Socket Wrench Set (1/2 Inch Drive)
Metric Socket Wrench Set (1/2 Inch Drive)
Hand Tool Group (Screwdrivers)
Torque Wrench (1/2 Inch Drive)
For instructions on servicing the Deutsch"DT"Type connectors, see Special Instruction,

SEHS9615.
Use the digital multimeter for making continuity checks or for measuring voltage.


Troubleshooting
i05661822
SMCS - 7610-DTN
Connecting a Computer to the Product Link System

Required Software
This system requires Caterpillar Electronic Technician (Cat ET) version 2004B or later.
Note: Cat ET (version 2007A) is recommended. Always update Cat ET to the latest version in order to
access all of the available functionality of Product Link.
Supported Hardware Connections
The PL121SR Radio and PL300 ECM are configured with Cat ET that use the following communications
interfaces:
• For PL121SR installations only, the 245-7310 Serial Service Cable is connected between the PC
serial port and the serial service connector on the radio legacy harness or the conversion harness. The
CatET"Communications Interface Device" is configured for the "Embedded Communications
Adapter".
• For PL121SR plus the PL300 installations only, the 171-4400 Caterpillar Communications Adapter
II hardware is connected between the machine service connector and the PC serial port or parallel
port. The Cat ET "Communications Interface Device" is configured for the "Caterpillar
Communications Adapter II (RP1210)".
Note: The configuration parameters for the "Communications Interface Device" are found in Cat ET under
"Utilities" menu, "Preferences" drop-down menu.
Configure Computer Interface Communications for Cat ET
The following screen examples show how to configure computer communications in order to use Cat ET.
1. Use the 245-7310 Serial Service cable to connect a computer with the required Cat ET software to
the serial service connector of the wiring harness.
2. Select "Utilities" on the menu bar.
"Preference" Screen of Cat ET
3. From the drop-down list, select "Preference".
"Caterpillar Embedded Communications Adapter" Screen
4. Select the "Communications" tab (if the tab has not already been automatically selected). Click on
the arrow for the drop-down menu in order to expand the menu. Select "Caterpillar Embedded
Communication Adaptor".
Diagnostic Capabilities for PL121SR Radio

PL121SR Radio
263-9088 Communication Radio Gp (PL121SR Radio)

(1) Yellow LED - VHF Communication Fix Status
(2) Orange LED - GPS Fix Status
(3) Green LED - Engine Running
The green LED is ON when the engine is running. If the green LED is OFF, the engine is OFF.
The orange LED flashes while the GPS receiver searches for GPS satellites. When the system obtains a
valid fix, the LED does not flash but the LED remains illuminated.
The yellow LED flashes while the PL121S radio antenna searches for VHF provider satellite connections.
When the antenna obtains a fix on the VHF provider satellites, the LED does not flash but the LED
remains illuminated.
Diagnostics That Use Caterpillar Electronic Technician (Cat ET)
The Communications Adapter shown is only for use in a PL321 system. The PL121 requires the 245-7310 Control Harness
Assembly (Service cable).
The Caterpillar Electronic Technician (Cat ET) is a software program that is used to access data. The
service technician can use Cat ET in order to perform maintenance on the machine. Some of the options
that are available with Cat ET are listed below:
• Viewing of the diagnostic codes (Refer to the Systems Operation, Troubleshooting, Testing and
Adjusting, "Diagnostics Code List" in order to view a list of the codes.)
• Viewing active event codes and logged event codes
• Viewing the status of parameters
• Viewing clear active diagnostic codes and clear logged diagnostic codes
• Performing calibration of machine systems
• Programming the ECM (Flash) with the "Winflash" program Refer to the Systems Operation,
Troubleshooting, Testing and Adjusting, "Electronic Control Module (ECM) - Flash Program".
• Printing reports.
The following list contains some of the diagnostic functions and programming functions that are performed
by the service tools.
Refer to the Systems Operation, Troubleshooting, Testing and Adjusting, "Diagnostic Code List" for the
list of diagnostic codes for the PL300 ECM.
Status Groups for Caterpillar Electronic Technician

In order to access the status groups, follow the procedure that is listed below.
1. Select the "Information" tab on the menu bar.
2. Click "Status" (1) or click the "Status" icon (2) on the tool bar. Refer to Illustration 5.
The status groups should be used in order to verify that the installation of the Product Link module has
been successful.
(1) Status on Menu Bar
(2) Status Icon on Tool Bar
There are as many as six status groups which have screens available in Cat ET for verifying and servicing
the Product Link system .
Note: Some of the status group screens are for use only with the PL121SR system where other screens are
for use with the PL321 system.
"Queued Messages" From "Message Queue"
"Queued Status" Screen for PL121SR
"Queue Status" Screen for PL321SR
The PL121SR system "Message Queue" screen for Product Link in Illustration 6 shows a current count of
the messages that are pending to be sent by the Product Link module. For the PL321 system "Message
Queue" screen, refer to Illustration 7. Table 1 explains the possible values for the queued messages and the
types of queued messages.
Table 1
"Queue Status Screen" Information

Queue Information System Description
This value is the current count of status messages that are
Queued Status PL121SR and
pending to be sent by the Product Link module. This number
Messages PL321SR
can be up to 3.
This value is the current count of event messages that are
Queued Event
PL321SR pending to be sent by the Product Link module. This number
Messages
can be up to 5.
This value is the current count of diagnostic messages that are
Queued Diagnostic
PL321SR pending to be sent by the Product Link module. This number
Messages
can be up to 5.
This value is the current count of registration messages that
Queued Registration PL121SR and
are pending to be sent by the Product Link module. This
Messages PL321SR
number is either 0 or 1.
This value is the current count of administration messages
Queued Administration PL121SR and
that are pending to be sent by the Product Link module. This
Messages PL321SR
This value is the current count of de-registration messages
Queued De- PL121SR and
Registration Messages PL321SR
This value is the current count of hour change messages for
Queued Service Meter PL121SR and
the service meter that are pending to be sent by the Product
Change Messages PL321SR
Link module. This number can be up to 5.
This value is the current count of position report messages
Queued Position PL121SR and
Report PL321SR
This value is the current count of report messages for the
PL121SR and
Queued SMU Report service meter unit that are pending to be sent by the Product
PL321SR
Link module. This number is either 0 or 1.
This value is the current count of fuel reports that are pending
Queued Fuel Report PL321SR to be sent by the Product Link module. This number is either
0 or 1.
This value is the current count of "Time and Geo-Fencing
Queued Time and Geo- PL121SR and
Report" messages that are pending to be sent by the Product
Fencing Report PL321SR
Link module. This number can be up to 3.
This value is the current count of ECM list reports that are
Queued ECM List
PL321SR "pending to be sent" by the Product Link module. This
Report
number can be up to 5.
Test messages can be added to the queues by selecting "PLM Commands" from the "Service" drop-down
menu. Then, the user must select the desired message. All pending messages can be cleared by selecting
"Clear Message Queue" from this menu.
Note: Do not clear out event messages (legitimate) or diagnostic messages that need sent. Messages will
not be created again unless an event or a diagnostic occurs again.
View of "Message Buffer" Screen
If the message buffer is full, Cat ET will display a message of "Unable to send the PLM Command. The
command was denied because the message buffer is full.". Refer to Illustration 8.
"Message Buffer Full" - If Cat ET is showing a message that is still in the queue, the user must wait up to
15 minutes before queueing an additional message of the same type. If the user attempts to queue an
additional message of the same type prior to the 15 minute period, the "Message Buffer Full" message will
display.
"Message Timer Not Expired" - If Cat ET is not showing a message in the queue, the user must wait up
to 15 minutes before queueing an additional message of the same type. If the user attempt to queue an
additional message of the same type prior to the 15 minute period, the "Message Timer Not Expired"
message may display.
"PLM Operational Status" Screen
The Product Link "Status parameters" screens in Illustration 9 and Illustration 10 show the current
operational status of the Product Link module.
Device Configuration and Status Screen for PL121SR
Device Configuration and Status Screen PL321SR
Refer to Table 2 for an explanation of the PLM parameters.
Table 2
Device Configuration and Status Information for Product Link
Product Link
System Description
Information
Registered: The PLM is properly registered on the
communications system. The PLM must be registered for
messages to be transmitted.
De-registered: The PLM is not registered on the
PL121SR
PLM Registration communications system and will not transmit any messages
and
Status except a registration command.
PL321SR
Confirmation Pending: The PLM is awaiting confirmation that
the registration was successfully processed in the back office.
Failed: The PLM registration was not processed successfully.
Verify that the parameters are correct.
On Line: A communications satellite is in view allowing the
PL121SR
Primary PLM to send and receive messages.
and
Communication Link Off Line: There are no communications satellites in view so no
PL321SR
messages can be transmitted.
Power Mode Status PL121SR Power Mode 1: The machine has operated in the last 48 hours.
and If the key is OFF, The PL121 will check for messages and wake
PL321SR up the PL300 as needed (if installed).
Power Mode 2: The machine has not operated for at least 48
hours, but the machine has operated in the last 7 days. The
PLM will wake up periodically (every 6 hours by default) to
send and receive messages.
Power Mode 3: The machine has not operated In the last seven
days. The PLM will wake up every 24 hours to send and
receive messages. All modules with the latest software are in
Power Mode 3 until initial registration.
PL121 and PL321"operation" refers to Engine running.
Engine Running: The Alternator R-Terminal reflects that the
PL121SR
Alternator Running engine is currently running.
and
Input Engine Off: The Alternator R-Terminal reflects that the engine
PL321SR
is not currently running.
PL121SR Functional: The hardware for the GPS receiver is functional.
GPS Receiver and Not Functional: The hardware for the GPS receiver is not
PL321SR functional.
On: The machine keyswitch is in the ON state. The PLM will
PL121SR be powered up.
Status of the
and Off: The machine keyswitch is in the OFF state. The PLM will
Keyswitch
PL321SR periodically power up in order to send messages and receive
messages depending on the Power Mode.
Yes: The PLM has not seen a communications satellite for an
extended period of time causing scheduled reports to be missed.
Possible Periods of PL121SR
This value is reset automatically after the status is reported to
Communication and
the office.
Blockage PL321SR
No: The PLM has not experienced a loss of communications
and has been communicating as scheduled.
Yes: The PLM has missed reports due to a power loss. This
PL121SR value is reset automatically after the status is reported to the
Possible Device
and office.
Power Disconnection
PL321SR No: The PLM has not missed any scheduled reports due to
power loss.
Status of the Security Available: MSS is detected
PL321SR
System Unavailable: MSS is not detected
"Digital Input" Status (PL321 only)
"Digital Inputs" Screen
The digital sensor information is shown in "Digital Inputs". Refer to Illustration 11. Refer to Table 3 for an
explanation of related parameters for the digital sensor.
Table 3
Configuration and Status Information for the Digital Sensor
Digital Sensor System Description
Active: The switch is operating outside of normal conditions.
Digital Sensor Input #1 PL321SR Not Active: The switch is operating within normal conditions.
Not Configured: The switch has not been configured or installed.
"Time and Geo-Fencing" Status
"Time and Geo-Fencing" Screen
The Product Link "Time and Geo-Fencing" screen that is shown in Illustration 12 shows the current status
of the "Fence" parameters. "Fencing" allows tracking of the movement of a machine. There are three types
of "Fences" that are available:
"Geographic Exclusion" - When active, the option "Geographic Exclusion" of "Fencing" will generate a
report if a machine moves into an unknown area.
"Geographic Inclusion" - When active, the "Geographic Inclusion" option of "Fencing" will generate a
report if a machine moves out of a specified area.
"Time Based" - If a machine is operated outside of a specified time period, the "Fencing" option will
generate a report.
Refer to Table 4 for an explanation of the Fence parameters.
Table 4
Fence Status Group Parameters
Status Values Description
Time Based Product Watch has been properly configured and
Active
Time Based Activation is currently activated.
Status Not There is currently no Time Based Product Watch properly
Active configured and/or it is not currently activated.
Geographical Exclusion Product Watch has been properly
Active
Geographical Exclusion configured and is currently activated.
Activation Status Not There is currently no Geographical Exclusion Product Watch
Active properly configured and/or it is not currently activated.
Geographical Inclusion Geographical Inclusion Product Watch has been properly
Active
Activation Status configured and is currently activated.
Not There is currently no Geographical Inclusion Product Watch

Active properly configured and/or it is not currently activated.
On There is an active Time Based Alarm.
Time Based Alarm
Off There is not an active Time Based Alarm.
On There is an active Geographical Exclusion Boundary Alarm.
Geographical Exclusion
Boundary Alarm There is not an active Geographical Exclusion Boundary
Off
Alarm.
On There is an active Geographical Inclusion Boundary Alarm.
Geographical Inclusion
Boundary Alarm There is not an active Geographical Inclusion Boundary
Off
Alarm.
"GPS Information" Status
"GPS Information" Screen
The Product Link PL121SR "GPS Information" screen shown in Illustration 13 shows the current status of
the Product Link GPS. Refer to Table 5 for an explanation of the GPS-related parameters.
Table 5
GPS Information Parameters
Status Description
PC Current
The current Date and Time of the host PC is displayed.
Date/Time
GPS Position Valid: The Product Link Module has previously calculated a valid fix.
Status Invalid: The Product Link Module has not calculated a previous fix.
GPS Time Stamp The time stamp from the last fix is displayed. The time can be compared to the
Current Date/Time to verify that the time since the last position was calculated.
GPS Latitude The last valid GPS Latitude is displayed.
GPS Longitude The last valid GPS Longitude is displayed.
Number of GPS (1)
The number of GPS satellites currently in use by the GPS receiver.
Satellites
(1)
Three or more satellites are needed to get an updated position fix.
"Satellite Information" Status
Satellite Information Screen
Note: Disregard the value of the "Average Wireless Communication Error Count" when satellite
communication status value equals "Not Established". To have a "Average Wireless Communication Error
Count" is normal, if communication with the satellite is not established.
The "Satellite Information" screen for the Product Link PL121SR that is shown in Illustration 14 shows the
current satellite communications status. Refer to Table 6 for an explanation of satellite communications
status parameters.
Table 6
Satellite Communications Status Information
Communications
System Description Notes
Status Information
Satellite PL121SR Established: The PLM has an active
Communication and connection to a satellite.
Status PL321SR
Not Established: The PLM does not This is not an error mode.
have an active connection to a Satellites move quickly.
satellite. Often times a satellite has
moved out of view of the
antenna and another has not
yet moved into view of the
antenna.
Established: The satellite that the
PLM is communicating with has a
connection to a Network Control
Center (ground station).
Satellite Network
PL121SR This is not an error mode.
Control Center
and Not Established: The satellite that Satellites move quickly.
Communication
PL321SR the PLM is communicating with Often times a satellite has
Status
does not have a connection to a moved out of view of the
Network Control Center (ground antenna and another has not
station). yet moved into view of the
antenna.
This value is an indication of the
quality of the connection with the
satellite used for troubleshooting
Average Wireless PL121SR
satellite connections. The lower the
Communication and
number, with a minimum of 0, the
Error Count PL321SR
better the signal strength. As the
value increases, the amount of
transmit time for signals increases.
Communications
PL121SR This value identifies the particular If no satellite is in range, the
Satellite
and communications satellite that the indication will be
Identification
PL321SR PLM is tracking. "Conditions not met".
Number
A value below 10 will
typically cause no
This value indicates quality of the
Communications PL121SR transmissions. The higher
communications signal expressed as
Modem Signal to and the value above 10, the
a number. The higher the number,
Noise Ratio PL321SR better the chances of
the better the signal.
successful message
transmission.
This value indicates the overall
Communications PL121SR
quality of the communications signal 0% = poor quality
Modem Signal and
based on several factors expressed as 100% = Best quality
Quality PL321SR
a percentage.
Normal status is enabled. If
PL121SR This value indicates the provisioning status is "Disabled" or
Communications
and status of the communications "Pending", contact your
Modem Status
PL321SR modem. Caterpillar Technical
Communicator.
Communications PL121SR This value indicates the time that the
Modem Activation and communications modem has Displayed in h/m/s format.
Delay Time PL321SR remaining in a "pending" status.
Message Indications are: No Message
Transmission Status in Queue
PL121SR This status indicates where the Ready to send

and queued message lies in its Clear to send
PL321SR transmission cycle. Sending
Sent
Requeuing
This is an indication to show the
Message PL121SR exact date and time that the last Displayed in number format
Transmission and message was successfully date/time with an AM/PM
Timestamp PL321SR transmitted to the communications suffix.
satellite.


Troubleshooting
i05661940
Electronic Service Tool Does Not Communicate with ECM

SMCS - 0785-038-UE
During the installation of a Product Link 321 system, the wiring harness is connected to the
existing Cat Data Link wiring on the machine. If this is not done properly, the continuity of the
Cat Data Link wiring may be open intermittently. This condition may not be apparent
immediately. This will cause a problem when you are trying to connect the Caterpillar Electronic
Technician (Cat ET service tool) to the machine.
• Cat ET may report that no ECM has been found.
• Cat ET may not report every ECM that is on the machine.
• Cat ET may report an ECM but the ECM will not have any data.
If the wires for the Cat Data Link are reversed during the installation, the Product Link ECM will
not be shown after connecting Cat ET to the machine.
Test Step 1. VERIFY THAT THE CAT DATA LINK WIRES ARE NOT REVERSED.
A. Check that the positive Cat Data Link (CDL+) wire (893-GN(Green)) in the wiring harness
for the Product Link is connected to the CDL+ wire (893-GN(Green) or 944-OR(Orange))
of the wire harness for the machine.
B. Check that the negative Cat Data Link (CDL-) wire (892-BR(Brown)) in the wiring harness
for the Product Link is connected to the negative Cat Data Link (CDL-) wire (892-BR
(Brown) or 945-BR(Brown)) of the wire harness for the machine.
Expected Result:
The Cat Data Link wires are properly connected.
Results:
• OK - The wires for the Cat Data Link are properly connected. Proceed to Test Step 2.
• NOT OK - The wires for the Cat Data Link are reversed.
Repair: Reinstall the Cat Data Link wires correctly and check the operation of the Product
Link module by using Cat ET.
STOP
Test Step 2. CHECK THE WIRING WITH A MULTIMETER.
A. Turn off the machine and turn the disconnect switch to the OPEN position.
B. Measure the resistance of the negative Cat Data Link wire from the service connector
(contact "E") to the location for the spliced Cat Data Link wire. Note the resistance.
C. Measure the resistance of the positive Cat Data Link wire from the service connector
(contact "D") to the location for the spliced Cat Data Link wire. Note the resistance.
Expected Result:
The resistance in both wires is less than 5 ohms.
Results:
• OK - The resistance is less than 5 ohms. Proceed to Test Step 3.
• NOT OK - The resistance is greater than 5 ohms. Repair the wiring harness.
Repair: After repairing, resume the setup procedures for the installation of the Product
Link.
STOP
Test Step 3. VERIFY THAT THE WIRING FOR THE CAT Data Link IS PROPERLY
CONNECTED.
A. Check the spliced connections for the Cat Data Link that were made during the installation.
Verify that all connections are clean and tight.
B. Reconnect the harness connectors that were disturbed during the installation. Ensure that all
of the pins are correctly seated in the sockets.
C. Reconnect the cable from the service tool connector. Attempt to access the Cat Data Link by
using Cat ET.
Expected Result:
Cat ET lists the ECM systems that are available on the machine. The ECM for the Product Link
can be accessed.
Results:
• OK - Cat ET lists the electronic control modules that are available on the machine. The
ECM for the Product Link can be accessed. Resume the setup procedures for the installation
of the Product Link.
STOP
• NOT OK - The Cat ET does not list the electronic control modules that are available on the
machine. The ECM for the Product Link cannot be accessed. Proceed to Test Step 4.
Test Step 4. CHECK FOR A MONITORING SYSTEM.
Check if the machine is equipped with a monitoring system. Some common monitoring systems
include the following systems: Electronic Monitoring System, Computerized Monitoring System,
Caterpillar Monitoring System, VIDS and VIMS. Also, many machines have monitors that are
specific to the type of machine such as excavators and cold planers.
Expected Result:
The machine is equipped with a monitor.
Results:
• YES - The machine is equipped with a monitoring system. Proceed to Test Step 5.
• NO - The machine is not equipped with a monitoring system. Proceed to Test Step 6.
Test Step 5. CHECK FOR A DIAGNOSTIC CODE FOR THE CAT Data Link.
Check the monitoring system for a diagnostic code for the Cat Data Link.
Expected Result:
There is a diagnostic code for the Cat Data Link.
Results:
• YES - There is a diagnostic code for the Cat Data Link .
Repair: Perform the troubleshooting procedure for that diagnostic code that is found in the
service manual for that ECM.
STOP
• NO - There are no diagnostic codes for the Cat Data Link. Proceed to Test Step 6.
Test Step 6. RETURN THE WIRING TO THE ORIGINAL CONDITION.
A. Return the Cat Data Link wires to the original condition. Remove any splices that were
made and reconnect the wiring harness.
B. Connect Cat ET to the service connector. Verify that all of the appropriate electronic control
modules are present. The ECM for the Product Link will not be present.
Expected Result:
All of the appropriate electronic control modules are present.
Results:
• YES - All of the appropriate electronic control modules are present. The wiring is correct at
this time. Return to the installation procedure for the Product Link and reinstall the wiring
for the Cat Data Link. Continue with the setup of the Product Link.
STOP
• NO - All of the appropriate electronic control modules are not present.
Repair: A problem still exists with the Cat Data Link wiring. This problem does not relate
to the installation of the Product Link. Troubleshoot the entire Cat Data Link circuit to all
available electronic control modules. After the problem is found and the problem is
corrected, return to the installation procedure for the Product Link. Reinstall the wiring for
the Cat Data Link. Continue with the setup of the Product Link.
STOP


Troubleshooting
i06045349
ECM Does Not Communicate with User Interface

SMCS - 7606-038-EK2
Test Step 1. Off-Site Diagnostics.
Note: Some steps of the "Off-Site Diagnostics" sections are dependent on the customer being on
site.
A. Determine the Subscription Status
Check the status of the customers Product Link subscription within the "Trimble VisionLink
Store".
a. If the subscription status is not current, refer to Step 2. Product Link Subscription
Status is Not Current.
b. If the subscription status is current, refer to Step 3. Product Link Subscription Status
is Current.
B. Product Link Subscription Status is Not Current
Check to see if the subscription is set up correctly, or is out of date. Contact your dealer
administrator for subscription services.
C. Product Link Subscription Status is Current
a. Log on to the equipment page through Vision Link.
Refresh button shown with arrow.
b. On the equipment page click on the refresh button.
- If the equipment checks in with new data, then the equipment was more than likely
out of coverage. The equipment should continue to check in from this point as long as
coverage remains available.
- If the equipment does not respond to the "Refresh", continue to Step c.
Do not operate or work on this equipment unless you have read and
understand the instructions and warnings in the Operation and
Maintenance Manuals. Failure to follow the instructions or heed the
warnings could result in injury or death. Contact your Caterpillar
dealer for replacement manuals. Proper care is your responsibility.
c. Request the location of the equipment. With the customer at the location of the
equipment, the following questions may or may not be answered. Ask the customer if
the equipment is powered ON, and located where the radios have clear line of sight to
the sky.
- If the equipment was inside of a building, under/next to a large obstacle, or has the
battery power OFF, have the customer do the following:
◾ Turn the equipment power ON if the power was OFF.
◾ Attempt to move the equipment to a more open location with a clear line of
sight to the sky.
Try the "Refresh" again.
- If the equipment was ON and in a good location for data transfer, have the customer
check to see if the equipment has a radio disable switch installed. If the equipment has
a radio disable switch, have the customer check to see if the radio disable switch was
disabled.
Results:
• Off-Site diagnostics were performed prior to sending a tech on site to troubleshoot the
Product Link Not Communicating problem and the Vision Link "Refresh Button"
does not return new data, continue to "Test Step 2. CHECK THE INSTALLATION
OF THE ANTENNA" -
STOP
Observe installation of the antenna for the Product Link. Verify that the antenna is installed with a
clear view of the sky. The Product Link antenna and coaxial cable must be in a location that is not
close to radio frequency interference (RFI). Examples of interference may include but are not
limited to include the following items:
• Product Link radio antenna located too close to sources of radio frequency interference
(RFI) such as:
- Rotating Beacon lights, Halogen Strobe lights, and AC Fans. Refer to Special Instruction,
REHS2365, "Installation Guide for Product Link PL121SR and PL321", "Interference from
Warning Beacons". Also Refer to Service Magazine, SEPD1639, "Product Link Signal
Communication Improvements Are Now Available on Certain Large Wheel Loaders, Landfill
Wheeled Dozers, and Landfill Compactors" which addresses adequate shielding to prevent radio
interference with Product Link antenna.
- LED lights are recommended. Refer to Service Magazine, SEPD1908, "Revision to "Reports and
Messages Not Available" Troubleshooting Procedure for Cat® Products with Cat® Product Link
121/321" for the recommended LED lights.
- Other communication antennas on the roof of the machine.
Refer to Special Instruction, REHS2365, "Installation Guide for Product Link PL121SR and
PL321" for additional details on optimal installation of the antenna.
- Tie-wrap tightness on coax hold-downs should be snug enough to limit rubbing but not over-
tightened to prevent crushing or pinching of the coax shielding.
- Coax should be located a minimum of 9 mm (0.35 inch) from any Control module.
- Last coax tie-wraps should secure within 175 mm (6.89 inch) of the coax connector.
Expected Result:
The antenna is installed properly according to the guidelines and specifications listed in this
procedure and Referenced publications.
Results:
• OK - The antenna for the Product Link is installed properly. Verify that all of the
connections for the antenna are tight. Proceed to Test Step 3.
• NOT OK - The installation of the antenna is not optimal.
Repair: Reinstall the antenna at a superior location.
STOP
Test Step 3. ACCESS THE PRODUCT LINK THROUGH CATERPILLAR ELECTRONIC

TECHNICIAN (CAT ET).
A. Connect Cat ET to the machine.
B. Verify that the ECM (Product Link) is available.
Expected Result:
The ECM (Product Link) is available.
Results:
• OK - The ECM (Product Link) is available. Proceed to "Test Step 5. VERIFY PRODUCT
LINK SETTINGS AND CONFIGURATIONS ARE CORRECT.".
• NOT OK - The ECM (Product Link) is not present in the Cat ET screen.
Proceed to Test Step 4. VERIFY THE PRODUCT LINK WIRING.
Test Step 4. VERIFY THE PRODUCT LINK WIRING.
Note: Ensure the Master Disconnect is closed and the Key Switch is ON.
• Check for a blown fuse and replace if necessary.
• Check to see if there is an optional "Radio Disable Switch" installed. If there is a "Radio
Disable Switch" installed, make sure that the switch is in the ON position. Refer to Special
Instruction, REHS2365, "Installation Guide for Product Link PL121SR and PL321 -
Optional Installation of Product Link Blast Zone Switch" for more information
• Verify that the green LED on the radio is ON. The green LED signifies that the radio is
receiving system voltage and key switch power.
• If the LED is not visible, use a voltmeter to verify that the radio has system voltage on pin 1
(battery +) and switched power on pin 3 (key switch).
• For PL321 systems, verify that the PL300 has system voltage on pin 52 or 53 (battery +)
and switched power on pin 70 (key switch).
• Verify the data link wiring from the Product Link to Cat ET, including any Communication
Adapter being used.
Expected Result:
For PL121 systems, if all wiring is OK and the radio is receiving the proper power, replace the
radio and verify that the replacement resolved the issue. Refer to section "Select a Location for
Mounting the PL121SR Radio" to make sure that the radio is mounted optimally.
For PL321 systems, if all wiring is OK and the Product Link is receiving the proper power,
replace the PL300 and verify that the replacement resolved the issue. Refer to section "Select a
Location for the PL300 ECM" to make sure that the PL300 is mounted optimally.
Results:
• OK - All wiring is correct. PL121 and PL321 systems are properly working.
• NOT OK - If any wiring discrepancies were found, repair or correct the issue and verify
that the issue was resolved.
STOP
Test Step 5. VERIFY PRODUCT LINK SETTINGS AND CONFIGURATIONS ARE

CORRECT.
Reference: Special Instruction, REHS2365, "Installation Guide for Product Link PL121SR and
PL321", "Configure and Register Product Link PL121SR Radio and PL300 ECM"
Reference: Special Instruction, REHS2365, "Installation Guide for Product Link PL121SR and
PL321", "Review Product Link Device Configuration and Status"
A. Verify that the Product Link module has been registered.
Verify that the "PLM Registration Status" is "Registered". Refer to Systems Operation,
Troubleshooting, Testing and Adjusting, RENR7911, "Product Link 121S/300", "Diagnostic
Capabilities" for an explanation of the "PLM Registration Status".
Refer to Special Instruction, REHS2365, "Installation Guide for Product Link PL121SR and
PL321", "Configure and Register Product Link PL121SR Radio and PL300 ECM".
B. Verify that the Product Link module is properly configured.
Verify that the following configurations are correct:
◦ Dealer Code
◦ "DBS Machine Make Code"
◦ "Machine Serial Number"
◦ "Maintenance Mode" is "Off"
◦ "Global Gram Mode" setting is correct
Note: "Global Gram Mode" default setting is "disabled" and should not be changed for the
majority of machines. Users should contact the DSN before enabling Global Gram Mode.
Results:
• OK - Product Link settings listed above are correctly configured. Proceed to Test Step 6:
VERIFY SATELLITE COMMUNICATIONS LINK
Test Step 6. VERIFY SATELLITE COMMUNICATIONS LINK.
In Cat ET, navigate to the Message Queue status screen and observe the number of queued
messages. Take note of how many messages are pending in each message queue.
Each message queue has a maximum allowable number of messages that can be queued at the
same time. In the most current production Product Link software, the maximum message count
limits are:
• Status Messages: 10
• Event Messages: 5
• Diagnostic Messages: 5
• All other message types: 1
If any queue contains a number higher than the maximum listed above, replace the PL121 radio
and retest.
In Cat ET, navigate to the Satellite Information status screen and monitor the various satellite
parameters for a minimum of 15 minutes. Note the values shown in the following parameters:
• Average Wireless Communication Error Count
• Communication Satellite Identification Number
• Communications Modem Signal to Noise Ratio
• Communications Modem Signal Quality
Average Wireless Communications Error Count - An indication of the number of errors

occurring in the communication traffic between the PL121 and the satellite. This number must be
at or near zero in order for the Product Link to successfully transmit.
Communication Satellite Identification Number - The actual identification number of the

satellite that the Product Link is attempting to communicate with.
Communications Modem Signal to Noise Ratio - A measure of the amount of noise in the
communication signal between the PL121 and the satellite. The higher the number, the better the
chances are of the PL121 successfully transmitting a message. On average, a signal-to-noise level
of 7.5 or higher is required to successfully transmit a message, although communications
sometimes succeed with lower numbers.
Communications Modem Signal Quality - A general indication of the quality of the

communication link between the PL121 and the satellite. On average, a signal quality of 50% or
higher is required to successfully transmit a message.
For PL121 Systems:
A. PL121 system with no messages in the queues.
Since the device has not been sending messages and there are no pending messages in the queue,
the radio has not been generating the proper message traffic. Replace the PL121 radio, return to
the Cat ET status screens, and monitor the Satellite Information screen.
If the numbers for the above 4 parameters fluctuate randomly as satellites pass overhead, repair is
complete.
If the numbers for the above 4 parameters do not fluctuate for at least 15 minutes, replace the
antenna.
STOP
B. PL121 system with pending messages in the queues.
The PL121 radio has generated message traffic but has been unable to establish a satellite
connection to transmit them. Replace the Product Link antenna, return to the Cat ET status
screens, and monitor the Satellite Information screen.
If the numbers for the above 4 parameters do not fluctuate over a 30 minute period, replace the
PL121 and retest. If the numbers for the above 4 parameters fluctuate randomly as satellites pass
overhead, monitor the Message Transmission Timestamp and Message Transmission Status for
successful message transmission.
If a message is successfully transmitted within 30 minutes, repair is complete.
If a message is not successfully transmitted within 30 minutes, replace the PL121 radio and retest.
STOP
For PL321 systems:
C. PL321 system with no messages in the queues.
Since the device has not been sending messages and there are no pending messages in the queue,
the PL300 ECM has not been generating the proper message traffic and sending it to the PL121.
Replace the PL300 ECM and retest.
STOP
D. PL321 system with pending messages in the queues.
The PL300 has generated message traffic and sent it to the PL121, but the PL121 has been unable
to establish a satellite connection to transmit them. Replace the Product Link antenna, return to the
Cat ET status screens, and monitor the Satellite Information screen.
If the numbers for the above 4 parameters do not fluctuate over a 30 minute period, replace the
PL121 and retest. If the numbers for the above 4 parameters fluctuate randomly as satellites pass
overhead, monitor the Message Transmission Timestamp and Message Transmission Status for
successful message transmission.
Results:
• OK - working If a message is successfully transmitted within 30 minutes, repair is

complete. PL121 is properly working.
• NOT OK - If a message is not successfully transmitted within 30 minutes, replace the

PL121 radio and retest.
STOP


Troubleshooting
i06755330
Position Reports Not Available

SMCS - 7606-038-RPT
This section contains steps that can be used to help determine the possible cause of erratic reports
of interval. Check for active diagnostic codes for the Product Link. Correct any diagnostic codes
before proceeding. The following items should be visually inspected for damage: PL121SR radio,
PL300 module, antenna, and cables. Verify that there are no loose connections.
The Product Link system depends on several communication links to transfer data from the
machine to the office. The following procedures assume that these communication links are
• The satellite network for VHF communications is operational in the geographic area of
concern. The network is operational when messages can travel to the satellite and the
messages can travel to the earth and Caterpillar.
• The Product Link system is correctly configured to communicate on the network for VHF
communications. This was verified during manufacturing tests.
• The worldwide network of Caterpillar's computers is passing messages to the software for
the Caterpillar Equipment Manager (EM).
• EM is configured properly and the software is functioning.
The Product Link module nor the radio should not be replaced without verifying that these issues
have been investigated. Contact the Caterpillar Technical Communicator for aid in resolving these
issues.
Refer to the Product Link device configuration and status information in Systems Operation,
Troubleshooting, Testing and Adjusting, RENR7911, "Diagnostic Capabilities" to ensure that the
lack of reporting is not due to the power mode. The unit is likely to have been configured correctly
if the following statements exist:
• There is no position report after moving the machine ("Position Report Minimum Location
Change").
• The SMH report is received.
There is likely to be a problem with the systems GPS. Proceed with the following steps to
determine the cause:
Test Step 1. ACCESS THE PRODUCT LINK THROUGH CAT® ELECTRONIC

TECHNICIAN (CAT ET).
Expected Result:
Results:
• OK - The ECM (Product Link) is available. Proceed to Test Step 3.
Repair: Verify that the wiring for the Product Link has been installed correctly. Check the
wiring with a multimeter. If the ECM ( Product Link) is not available, refer to Systems
STOP
Verify if the machine has moved more than the configured minimum distance ("Position Report
Minimum Location Change") since the last known Position Report.
Expected Result:
Results:
• OK - The machine has moved less than the configured minimum distance ("Position Report
Minimum Location Change") since the last known position report. Therefore, the machine
has not sent any position reports.
STOP
• NOT OK - The machine has moved more than the "Position Report Minimum Location
Change" or machine movement is unknown. Proceed to Test Step 3.
Status" is "On".
Expected Result:
Results:
Date/Time" to calculate the time since the last calculation of the position.
Expected Result:
Results:
• NOT OK - The indications on the Cat ET are incorrect. Proceed to Test Step 5.
Refer to Systems Operation, Troubleshooting, Testing and Adjusting, RENR7911, "ECM Does
Not Communicate with User Interface" for the following information:
Expected Result:
Troubleshooting, Testing and Adjusting, RENR7911, "ECM Does Not Communicate with User
Interface".
Results:
shield. Disconnect the cable from the antenna to isolate the short. Replace the antenna
assembly. Verify that the module is operating correctly.
STOP
A. Monitor the parameters on the "Satellite Information" status screen. Refer to Systems
Operation, Troubleshooting, Testing and Adjusting, RENR7911, "Diagnostic Capabilities"
for an explanation of the Product Link parameters.
B. Verify that the "Message Transmission Timestamp" is recent. If the time stamp indicates
Commands" and "Position Report". If a message is in the queue, proceed to "Step F".
D. Go to "Message Queue" of Cat ET.
E. Verify that the "Queued Position Report" equals 1.
F. Go to "Message Queue" of Cat ET.
G. Verify that the "Queued Position Report" changes to 0 typically within 15 minutes. This
signifies that the message has been successfully transmitted.
H. Go to "Status Parameters" of Cat ET.
I. Verify the "Primary Communication Link" switches to "On-Line" typically within 15

minutes.
Expected Result:
The "Primary Communication Link" switches to "On-Line" and the "Queued Position Report" is
transmitted typically within 30 minutes.
Results:
• OK - The Product Link appears to be operating properly. Verify that the message was
successfully received at the office. Remember that the delay time depends on the
STOP
Repair: Refer to Systems Operation, Troubleshooting, Testing and Adjusting, RENR7911,

"ECM Does Not Communicate with User Interface".
STOP


Troubleshooting
i05661996
Reporting Interval Erratic

SMCS - 7606-038-RPT
There are problems that could be reported with the Product Link system but the problems are not
caused by the Product Link system. The problem can be described as the intervals between reports
are erratic. This section contains steps that are used to determine the possible cause. Check for
active diagnostic codes for the Product Link. Correct any diagnostic codes before proceeding. The
following items should be visually inspected for damage: PL121SR radio, module, antenna and
cables. Verify that there are no loose connections.
The Product Link system depends on several communication links in order to transfer data from
communications.
• The worldwide network of Caterpillar's computers is passing messages to software for the
Caterpillar Equipmentmanager (EM).
• The Caterpillar Electronic Technician (Cat ET) is configured properly and the software is
functioning.
The PL300 module or the PL121SR radio should not be replaced without verifying that these
issues have been investigated. Contact your Caterpillar Technical Communicator for aid in
resolving these issues.
Test Step 1. ACCESS THE PRODUCT LINK THROUGH THE CAT ET SERVICE TOOL.
Expected Result:
Results:
• NOT OK - The ECM (Product Link) is not present in the screen for the Cat ET service tool.
STOP
Test Step 2. VERIFY THAT THE PRODUCT LINK HAS NOT BEEN TURNED OFF.
B. Verify that the " Possible Device Power Disconnection" is labeled as "No".
Expected Result:
"Possible Device Power Disconnection" is labeled as "No".
Results:
• OK - The "Possible Device Power Disconnection" is labeled as "No". The Product Link has
operated since successfully transmitting the last report. Proceed to Test Step 3.
• NOT OK - "Possible Device Power Disconnection" is labeled as "Yes". The Product Link
has been disconnected from power and transmissions have been prevented. This could
explain the failure to get any messages. Proceed to Test Step 3 in order to verify proper
operation.
Test Step 3. DETERMINE IF THE PRODUCT LINK SYSTEM HAS BEEN IN AN AREA
OF BLOCKED COMMUNICATIONS.
B. Verify that the "Possible Periods of Communications Blockage" is "No".
Expected Result:
"Possible Periods of Communications Blockage" is "No".
Results:
• OK - The Product Link has seen satellites since the transmission of the last report. Verify
that the machine has a clear view of the sky. Proceed to Test Step 5.
• NOT OK - Product Link has experienced blocked communications. Transmissions have

been prevented. This could explain the failure to get any messages. Verify that the machine
has a clear view of the sky. Proceed to Test Step 4.
Test Step 4. VERIFY THAT THE PRODUCT LINK IS IN POWER MODE 1.
Status" is "On".
Expected Result:
Results:
• OK - The screens for Cat ET are correct. Proceed to Test Step 5.
• NOT OK - The screens for Cat ET are not correct. A report of the position is sent in "Power
Mode 2" and in "Power Mode 3" when the machine moves more than the "Position Report
Minimum Location Change". Even if this explains the current reports that are arriving at the
office, proceed to 5.
Test Step 5. VERIFY THAT THE PRODUCT LINK MODULE MONITORS THE
"MACHINE RUN STATUS" PROPERLY.
C. Verify that the "Power Mode Status" changes to " Power Mode 1".
D. Verify the "Alternator Running Input" switches to "Engine Running".
Expected Result:
The status screen for Cat ET changes to "Power Mode 1" and "Engine Running". The "Key Switch
Results:
• OK - The screens for Cat ET are correct. The Product Link should send four position
reports and one Standard Report daily until the Power Mode changes to "Power Mode 2".
The power mode can be viewed in CPLS. Proceed to Test Step 6.
• NOT OK - The screen for Cat ET shows "Engine Off".
Repair: Verify that the Alternator R-Terminal wiring has not been damaged. It is likely that
the machine SMU and Product Link SMH no longer match. Refer to Systems Operation,
Troubleshooting, Testing and Adjusting, "Operating Hours Discrepancy".
STOP
• NOT OK - The screen Cat ET shows "Power Mode 2" or "Power Mode 3".
Repair: Verify that the wiring for the switched power (308-YL(Yellow)) is correct. Repair
the wiring.
STOP
Observe installation of the antenna for the Product Link. Verify that the antenna is installed with a
interference include the following items: devices on the roof of the machine that emit power, other
antennas that are close to the antenna for the Product Link, indoor machine, machine under large
signs that are lighted and machine under power lines.
Expected Result:
The antenna is installed on the highest point on the machine. There is a clear view of the sky.
Results:
• OK - The antenna for the Product Link is installed properly. Verify that all of the
connections for the antenna are tight. A test message can be sent in order to verify
communications. Monitor the performance of the communication in order to verify that
reports are not erratic.
STOP
• NOT OK - Installation of the antenna is not optimal. Accept the current performance of the
communication or reinstall the antenna at a superior location.
STOP


Troubleshooting
i05662620
Diagnostics and Events Not Available

SMCS - 0785-038-UE; 7610-038
caused by the Product Link system. The problem can be described as the diagnostic information or
events are not received at the office. This section contains steps that are used to determine the
possible cause. Check for active diagnostic codes for the Product Link. Correct any diagnostic
codes before proceeding. The following items should be visually inspected for damage: PL121SR
radio, PL300 module, antenna and cables. Verify that there are no loose connections.
communications.
• The worldwide network of Caterpillar's computers is passing messages to software of the

• The Caterpillar Electronic Technician (Cat ET) is configured properly and the software is
functioning.
The PL121SR radio or the PL300 module should not be replaced without verifying that these
The Product Link can be configured in order to transmit diagnostics and events to the office.
These transmissions are highly dependent on the configuration of the Product Link. The following
troubleshooting steps assume that the position and the Standard Report are being received.
Expected Result:
Results:
wiring with a multimeter. If the ECM ( Product Link) is not available, see Systems
STOP
Test Step 2. VERIFY THAT THE PRODUCT LINK MODULE IS CONFIGURED

PROPERLY.
A. Go to the "Configuration" screen. See Systems Operation, Troubleshooting, Testing and

Adjusting, "Installation Parameters Configure" for more information.
B. Verify that the "Warning Level 3 Report Configuration" is set to either "Immediate" or
"Next Scheduled".
C. Verify that the "Warning Level 2 Report Configuration" is set to either "Immediate" or
"Next Scheduled".
D. Verify that the "Warning Level 1 Report Configuration" is set to either "Immediate" or
"Next Scheduled".
E. Verify that the "Diagnostic Report Configuration" is set to either "Immediate" or "Next
Scheduled".
Expected Result:
All settings are correct.
Results:
• OK - The Product Link is configured correctly. Proceed to Test Step 3.
• NOT OK - The Product Link is not configured correctly.
Repair: Configure the Product Link again. Refer to Systems Operation, Troubleshooting,
Testing and Adjusting, "Installation Parameters Configure".
STOP
Test Step 3. CHECK FOR LOGGED EVENTS OR DIAGNOSTICS THAT MAY HAVE
OCCURRED.
Use the Cat ET service tool in order to verify the existence of logged events or diagnostics on
other ECM systems to report to the office. Note any events and diagnostics that are not reported.
Expected Result:
There are no logged events or diagnostics that should have been reported.
Results:
• OK - There are no logged events or diagnostics that should have been reported. The Product
Link appears to be working correctly.
STOP
• NOT OK - There are logged events or diagnostics that should have been reported. Monitor
the operation of the Product Link for reporting of events and diagnostics. Problems in this
area are not usually a problem with the module. Ensure that the "Event/Diagnostic Report
Interval (SMU)" and the "Event/Diagnostic Message Interval (RT)" are configured properly.
Ensure that the module is reporting as expected based on those settings. The module should
not be replaced.
STOP


Troubleshooting
i05662627
Operating Hours Discrepancy

SMCS - 7606-038
caused by the Product Link system. The description of the problem is described as a discrepancy
of the service meter units. This section contains steps that are used to determine the possible
cause. Check for active diagnostic codes for the Product Link. Correct any diagnostic codes before
proceeding. The following items should be visually inspected for damage: PL121SR radio, PL300
module, antenna and cables. Verify that there are no loose connections.
communications.
• The worldwide network of Caterpillar's computers is passing messages to software for the
• The EM is configured properly and the software is functioning.
The PL300 module or the PL121SR radio should not be replaced without verifying that these
Note: The Service Meter Hours that are reported by the Product Link module should
approximately match the machine operating hours.
Expected Result:
Results:
• NOT OK - The ECM (Product Link) is not present in the screen for Cat ET.
STOP
Test Step 2. VERIFY THAT THE PRODUCT LINK MODULE IS CONFIGURED

PROPERLY.
For PL121 only, perform the following steps:
A. Go to the "Information" pull-down menu.
B. Select "Current Totals".
C. Verify that the "Product Link Machine Operating Hours" match the machine service meter
units.
For PL321 only, perform the following steps:
a. Go to the "Service" pull-down menu.
b. Select "Synchronize Service Meter Hours".
c. If Product Link is not the master ECM, verify that the "Product Link SMH" matches
the SMH of the master ECM. If Product Link is the master ECM, verify that the
Product Link SMH matches the machine service meter units.
Expected Result:
The hours are within 1 percent.
Results:
• OK - The hours are within 1 percent. The hours are synchronized. The Product Link is
operating correctly.
STOP
• NOT OK - (PL121) The hours are not within 1 percent. Proceed to Test Step 3.
• NOT OK - (PL321) The hours are not within 1 percent. In a PL321 system using sync-
clock where Product Link is not the master ECM, the Product Link module will
automatically sync to the master ECM hours if the difference is not greater than 50 hours. If
the difference is greater than 50 hours, a diagnostic will be generated in ET that indicates
that a manual sync is required. In that instance, sync the hours (Service/Synchronize Service
Meter Hours). Proceed to Test Step 3 unless the master ECM hours are incorrect. If Product
Link is not the master ECM, and the hours for the master ECM are not correct, troubleshoot
on machine side. Do not replace the Product Link module. STOP.
Test Step 3. VERIFY THAT THE PRODUCT LINK MODULE MONITORS THE
"MACHINE RUN STATUS" PROPERLY.
B. Verify that the "Alternator Running Input" displays "Engine Off".
C. Start the machine.
Expected Result:
The "Status" screen for Cat ET changes from "Engine Off" to "Engine Running" when the
machine is started. The "Key Switch Status" should be "On".
Results:
• OK - The screens for Cat ET are correct. The Product Link is correctly reading the
"machine run status". This allows the Product Link to monitor the machine operating hours
correctly.
Repair: Check the splices for the R-Terminal wire (403-GN(Green)) and power wire (308-
YL(Yellow)) in order to ensure that there are no intermittent connections.
STOP
• NOT OK - On the Cat ET screen, the status did not change from "Engine Off" to "Engine
Running".
Repair: Verify the Alternator R-Terminal wiring (403-GN(Green)). Verify the switched
power wire (308-YL(Yellow)). If the problem is not corrected, replace the Product Link
module.
In a PL321 system where Product Link is not the master ECM, Product Link receives the r-
term input from the master ECM. In this instance, do not replace the Product Link module.
Instead, troubleshoot the master ECM and the inputs from the master ECM.
STOP


Troubleshooting
i05662643
Event Code List

SMCS - 7569
Event codes alert the operator or the technician that an abnormal operating condition exists in one
of the machine systems.
When an Electronic Control Module (ECM) activates an event code, the operator or the technician
will be alerted by the Messenger. Most active events will be logged by the ECM. Some events are
active only. Active only events are not logged. The events that are active and the events that are
logged can be viewed with the following equipment:
• Messenger
• Caterpillar Electronic Technician (Cat ET)
Warning Levels
The ECM will assign a warning level to an active event code. Event codes are one of three levels.
The level is according to the severity of the abnormal condition. Each warning level requires a
specific response from the operator. The warning levels and the required operator response are
listed below.
Warning Level 1
Warning level 1 alerts the operator that a machine system requires attention. The operator should
check that the involved system condition or the operator should perform maintenance on the
involved system at the earliest possible time.
Warning Level 2
Warning level 2 requires changing the operation of the machine or performing a maintenance
procedure. Failure to correct a problem that caused this warning may result in damage to the
components involved in the system.
Warning Level 2S
Warning level 2S requires an immediate change in machine operation in order to avoid possible
damage to the system.
Warning Level 3
Warning level 3 requires an immediate safe shutdown of the machine in order to avoid damage to
the machine or injury to personnel around the machine. The problem that caused the event must be
corrected before machine operation can resume.
Indications and System Response

Caterpillar Electronic Technician (Cat ET) Service Tool
When an abnormal operating condition occurs, the status screen on the Cat ET indicates that there
is an active event.
Event codes are displayed on Cat ET in the following format:
EXXXX Description of the code
The "E" means that the code is an event code. The "XXXX" is a numeric identifier. The numeric
identifier is followed by a description of the code.
Active event codes are listed in ascending numerical order. The code with the lowest number is
listed first. The active event code is removed from the list when the condition is no longer present.
Logged Event Codes
Some event codes are logged in the ECM memory. Some event codes are active only. The logged
event codes are listed in chronological order. The most recent code is listed first.
A logged code is cleared from memory when one of the following conditions occur:
• The service technician manually clears the code.
• The code does not reoccur for 1000 hours.
• A new code is logged and there are already ten logged codes in memory. In this case, the
oldest logged code is cleared.
Note: Always clear logged event codes after investigating and correcting the problem which
generated the code.
List of Event Codes

The following table lists event codes and the recommended responses. Use the Cat ET service tool
in order to determine the event codes that are active or logged.
Table 1
List of Event Codes (EID)
EID Level Description Possible Cause and Recommended Response
In a PL321 system using sync-clock and Product Link is

not the master ECM, the Product Link module will
Synchronized automatically sync to the master ECM hours if the
clock notification difference is not greater than 50 hours. If the difference is
861 1
of manual synch greater than 50 hours, a diagnostic will be generated in Cat
required ET that indicates that a manual sync is required. In that
instance, sync the hours. In Cat ET, use
"Service/Synchronize Service Meter Hours".
Inclusion Geo- Inclusive Geo-Fence sets up a "virtual fence" around a
Fencing work site. Once Inclusive Geo-Fence is activated, a report
2131 2
boundary is generated if the machine leaves the work site area. No
violated repair or service is required.
Exclusion Geo- Exclusive Geo-Fence sets up a "virtual fence" around areas
Fencing that the machine is not allowed to enter. A report is
2132 2
boundary generated if a machine enters a restricted area. No repair or
violated service is required.
Time Based Fence allows the owner of a machine to
Time-Fencing choose the time that a machine can be operated. A report is
2133 2 boundary generated if the machine is operated outside of the time that
violated is set for machine operation. No repair or service is
required.
The Product Link PL300 has four additional inputs that can
Switched Sensor be configured in order to monitor switches on the machine.


Troubleshooting
i05662649
Diagnostic Code List

SMCS - 7569
Table 1
(1)
Module Identifier 122 Diagnostic Codes
CID 0168 Electrical System
FMI 03 for PLVIMS and PL GSM Voltage above normal
FMI 04 for PLVIMS and PL GSM Voltage below normal
CID 0254 Electronic Control Module
FMI 12 Failed Module
CID 0269 Sensor Power Supply
CID 1250 Remote Communication Module
FMI 09 Unable to establish communication
CID 1251 Alternator R-Terminal
(1)
For troubleshooting, see the procedure with the same CID FMI.
Note: A machine ECM will self-erase a diagnostic if the diagnostic does not reappear after 100
operating hours. When this event happens, the event history screen in the EquipmentManager
application will show a code that occurred 100 hours in the past that no longer shows up in Cat ET
because the diagnostic has not reoccurred.


Troubleshooting
i05662656
MID 122 - CID 0168 - FMI 00

SMCS - 1406-038
MID 122 CID 0168 FMI 00
This diagnostic code is recorded when the diagnostic circuit in the Product Link identifies a
system voltage that is above 32 VDC.
The possible causes of this fault are listed below:
• A charging system component is faulty.
• The harness wiring is faulty.
• The Product Link is faulty, however a faulty Product Link is unlikely.
Note: Determine if a battery charger or a welder is being used on the machine. Disconnect the
charger or the welder if one is used. Recheck for the diagnostic code.
Test Step 1. CHECK THE SYSTEM VOLTAGE AT THE PRODUCT LINK.
Expected Result:
Results:
• OK - The voltage is 11 VDC to 32 VDC. The Product Link should not be logging this
diagnostic code.
Repair: Use the Caterpillar Electronic Technician (Cat ET) in order to clear the diagnostic
code from the Product Link. If the voltage is correct and the Product Link records the
diagnostic code again, the Product Link may need to be replaced. Before replacing the
Product Link, contact your Caterpillar Technical Communicator.
STOP
Expected Result:
Results:
• NOT OK - The voltage is above 32 VDC. Troubleshoot the alternator. The voltage
regulator could be faulty. If conditions are not resolved, proceed to Test Step 3.
Expected Result:
Results:
• OK - The voltage is below 32 DCV. Proceed to Test Step 4.
Repair: Refer to Special Instruction, REHS0354, "Charging System Troubleshooting".
ECM that has logged the "CID 168 FMI 00" code in the same time period.
Note: The Service Meter Hours (SMH) on the logs may be different. The difference between the
current SMH and the logged SMH is important.
Expected Result:
(ECM).
Results:
(ECM).

Product Link module has not failed as other electronic control modules are displaying the
STOP
modules.

the Product Link module is possibly faulty. The Product Link should be replaced. Refer to
(ECM) - Replace". If the Product Link has been replaced, recheck the system and check the
STOP


Troubleshooting
i05663106
MID 122 - CID 0168 - FMI 01

SMCS - 1406-038
This diagnostic code is recorded when the Product Link detects a battery voltage of less than 11
VDC.
Test Step 1. CHECK THE SYSTEM VOLTAGE AT THE PRODUCT LINK MODULE.
Start the engine and operate the engine at a high idle for 5 to 10 minutes. Measure the system
voltage between the "Unswitched Power" and the "Ground" contacts. Pin 52 is the terminal for
"Unswitched Power" and pin 65 is the terminal for "Ground".
Expected Result:
The voltage is 27 VDC to 29 VDC for a 24 VDC system. The voltage is 13 VDC to 15 VDC for a
12 VDC system.
Results:
• OK - The voltage is correct. Clear the diagnostic code and check for another occurrence of
the diagnostic code.STOP
• NOT OK - The voltage is incorrect. Proceed to Test Step 2.
Run the engine at a high idle for 5 to 10 minutes. Measure the voltage output at the battery posts.
Expected Result:
For a 24 VDC system, the voltage range should be 27 VDC to 29 VDC. The voltage range should
be 13 VDC to 15 VDC for a 12 VDC system.
Results:
• OK - The voltage is correct. Proceed to Test Step 3.
• NOT OK - The voltage is incorrect.
STOP
Expected Result:
The voltage should be 12 VDC to 15 VDC for a 12 VDC system. The voltage should be 24 VDC
to 27 VDC for a 24 VDC system.
Results:
• OK - The voltage is between 12 VDC and 15 VDC or the voltage is between 24 VDC and
27 VDC.
Repair: The Product Link could be faulty. Recheck the system before replacing the Product
Link. The Product Link is seldom the cause of a diagnostic code. Refer to Systems
Operation, Troubleshooting, Testing and Adjusting, "Electronic Control Module (ECM) -
Replace". If the Product Link has been replaced, recheck the system and check the status of
STOP
• NOT OK - The voltage is not between 12 VDC and 15 VDC or the voltage is not between
24 VDC and 27 VDC.
Repair: See Special Instruction, REHS0354, "Charging System Troubleshooting". If

conditions are not resolved, the Product Link could be faulty. Recheck the system before
replacing the Product Link. The Product Link is seldom the cause of a diagnostic code.
Refer to Systems Operation, Troubleshooting, Testing and Adjusting, "Electronic Control
Module (ECM) - Replace". If the Product Link has been replaced, recheck the system and
check the status of the diagnostic code.
STOP


Troubleshooting
i05663113
MID 122 - CID 0254 - FMI 04

SMCS - 7610-038
Communication with the satellite will not occur when power to the Product Link is below 10.5
VDC. The Product Link will still communicate with Caterpillar Electronic Technician (Cat ET)
when power to the module is down to 9 VDC. A diagnostic code of "CID 168 FMI 01" will occur
when the system voltage drops below 11 VDC. A diagnostic code of "CID 254 FMI 04" will occur
when the system voltage drops below 9 VDC. This CID code is logged so that no messages will
be communicated from the machine to the office.
Test Step 1. CHECK THE SYSTEM VOLTAGE AT THE PRODUCT LINK.
Expected Result:
Results:
• OK - The voltage is 11 VDC to 32 VDC. The Product Link should not be logging this
diagnostic code.
Repair: Use Cat ET in order to clear the diagnostic code from the Product Link. If the
voltage is correct and the Product Link records the diagnostic code again, the Product Link
may need replaced. Before replacing the Product Link, contact your Caterpillar Technical
Communicator.
STOP
Expected Result:
Results:
• NOT OK - The voltage is above 32 VDC. Repair the alternator or replace the alternator.
The voltage regulator could be faulty. If conditions are not resolved, proceed to Test Step 3.
Expected Result:
Results:
Repair: See Special Instruction, REHS0354, "Charging System Troubleshooting".
ECM that has logged the"CID 168 FMI 00" code in the same time period.
Note: The Diagnostic Clock Hours (DCH) on the logs may be different. The difference between
the current DCH and the logged DCH is important.
Expected Result:
(ECM).
Results:
(ECM).
Product Link module has not failed as other electronic control modules are displaying the
STOP
modules.
the Product Link module is possibly faulty. The Product Link should be replaced. Refer to
(ECM) - Replace". If the Product Link has been replaced, recheck the system and check the
STOP


Troubleshooting
i05663117
MID 122 - CID 0254 - FMI 12

SMCS - 7610-038
This diagnostic code is recorded when the Product Link detects a problem that is internal to the
control module. This diagnostic code can only be caused if the ECM for Product Link is faulty.
There are no serviceable parts within the control module.
Test Step 1. CHECK THE HARNESS CONNECTIONS.
A. Disconnect the contacts and clean the contacts of the harness connectors.
E. Determine if "CID 0254 FMI 12" diagnostic code is present by using Cat ET.
Expected Result:
Results:
• OK - The "CID 0254 FMI 12" diagnostic code is present.
Repair: The problem has not been corrected. It is unlikely that the ECM is faulty. Perform
this diagnostic test procedure again. If the cause of the diagnostic code is not found, replace
the ECM for Product Link. Before replacing the Product Link, contact your Caterpillar
Technical Communicator. Refer to Systems Operation, Troubleshooting, Testing and
Adjusting, "Electronic Control Module (ECM) - Replace".
STOP
• NOT OK - The "CID 0254 FMI 12" diagnostic code is not present. The problem does not
exist at this time. The initial problem was probably caused by a poor electrical connection or
a short at one of the harness connectors that was disconnected and reconnected. Resume
normal machine operation.STOP


Troubleshooting
i05663136
MID 122 - CID 0269 - FMI 03

SMCS - 1408-038
This diagnostic code is recorded when the voltage of the sensor supply circuit (T930-WH-18) is
above the normal range (nominal 8.3 VDC). Any sensor that is connected to this supply may not
operate properly or the sensor may be damaged. If there is not a sensor connected, then this fault
can be considered a nuisance fault. The possible causes of this diagnostic code are listed below:
• The circuit for +V (T930-WH-18) to the sensor is shorted to the battery.
• The sensor is faulty.
• The ECM is faulty, however ECM failure is unlikely.
Test Step 1. CHECK THE SUPPLY OUTPUT FOR THE SENSOR.
A. Disconnect the Product Link Input or Output cable (J2) from the sensor cable for the
machine.
B. Turn the key start switch to the ON position.
C. Measure the sensor supply output (J2-1) to verify that it is less than 9 VDC when on and
less than 4 VDC when off.
Expected Result:
The sensor supply output measures above less than 4 VDC in the off state and less than 9 VDC in
the on state.
Results:
• OK - The voltage is in the required voltage range. The Product Link Sensor Supply and
Product Link harness are likely not faulty. The machine harness or the external sensor may
be faulty. Proceed to Test Step 3.
• NOT OK - The voltage is not in the required voltage range. The Product Link cable has a
possible short to the battery. Proceed to Test Step 2.
Test Step 2. CHECK THE PRODUCT LINK HARNESS FOR A SHORT TO BATTERY.
B. Keep the Product Link Input or Output cable disconnected from the cable for the sensor for
the machine.
C. At the Product Link harness, measure the resistance from sensor supply contact J2-1 (+V) to
the Product Link cable J1-1.
Expected Result:
Results:
• OK - The Product Link harness is correct. Proceed to Test Step 3.
• NOT OK - There is a short in the Product Link harness J2-1 (T930-WH-18) and a battery
source (J1-1).
Repair: Repair the Product Link harness or replace the Product Link harness.
STOP
Test Step 3. CHECK THE CABLE FOR THE SENSOR FOR A SHORT TO BATTERY.
A. Keep the Product Link harness Input or Output cable that is disconnected from the sensor
cable for the machine.
B. At the sensor machine harness, measure the resistance from sensor supply contact J2-1 (+V)
to battery power.
Expected Result:
Results:
• OK - The sensor or the sensor harness are not shorted to the battery. Proceed to Test Step 4.
• NOT OK - There is a short between the sensor harness "J2-1" (T930-WH-18) and the
source for the battery, or the sensor has failed resulting in a short to the battery.
Repair: Replace the wiring harness or repair the wiring harness.
STOP
E. Determine if CID 0269 FMI 03 diagnostic code is present by using Cat ET.
Expected Result:
Results:
• OK - The problem has not been corrected. However, ECM failure is unlikely.
not found, replace the Product Link ECM. Before replacing the Product Link, contact your
STOP
• NOT OK - The diagnostic code is not present. The problem does not exist at this time. The
operation.STOP


Troubleshooting
i05663140
MID 122 - CID 0269 - FMI 04

SMCS - 1408-038
This diagnostic code is recorded when the voltage of the sensor supply circuit (T930-WH-18) is
below the normal range (nominal 8.3 VDC). Any sensor that is connected to this supply will not
operate. If there is not a sensor connected, then this fault can be considered a nuisance fault. The
possible causes of this diagnostic code are listed below:
• The sensor supply circuit (T930-WH-18) is shorted to ground.
• The sensor is faulty.
• The ECM is faulty, however ECM failure is unlikely.
Test Step 1. CHECK THE SENSOR SUPPLY OUTPUT.
A. Disconnect the Product Link Input or Output cable (J2) from the sensor cable for the
machine.
B. Turn the key start switch to the ON position.
C. Measure the sensor supply output (J2-1) to verify that it is above 7.5 VDC.
Expected Result:
The sensor supply output measures above 7.5 VDC.
Results:
• OK - The voltage is above 7.5 VDC when on. The Product Link Sensor Supply and Product
Link harness are likely not faulty. The machine harness or the external sensor may be faulty.
• NOT OK - The Product Link cable has a possible short to ground. Proceed to Test Step 2.
Test Step 2. CHECK THE PRODUCT LINK HARNESS FOR A SHORT TO GROUND.
B. Keep the Product Link Input or Output cable disconnected from the sensor cable for the
machine.
C. At the Product Link harness, measure the resistance from sensor supply contact J2-1 (+V) to
frame ground and the Product Link cable J1-2.
Expected Result:
Each resistance should be greater than 5000 ohms.
Results:
• OK - The Product Link harness is correct. Proceed to Test Step 3.
• NOT OK - There is a short in the Product Link harness J2-1 (T930-WH-18) and a ground
source. The possible ground sources are J1-2 (202-BK), and frame ground.
Repair: Repair the Product Link harness or replace the Product Link harness.
STOP
Test Step 3. CHECK THE SENSOR CABLE FOR A SHORT TO GROUND.
A. Keep the Product Link Input or Output cable disconnected from the sensor cable for the
machine.
B. At the sensor machine harness, measure the resistance from sensor supply contact J2-1 (+V)
to frame ground and the Product Link cable J1-2.
Expected Result:
Each resistance should be greater than 5000 ohms.
Results:
• OK - The sensor and the sensor harness are correct. The sensor and the sensor harness are
not shorted to ground. Proceed to Test Step 4.
• NOT OK - There is a short in the sensor harness J2-1 (T930-WH-18) and a ground source
or the sensor has failed resulting in a short to ground. The possible ground sources are J1-2
(202-BK), and frame ground.
Repair: Replace the sensor or correct the short to ground. If necessary, replace the sensor
harness.
STOP
E. Determine if "CID 0269 FMI 04" diagnostic code is present utilizing Caterpillar Electronic
Technician (Cat ET).
Expected Result:
Results:
• YES - The problem has not been corrected. However, ECM failure is unlikely.
STOP
operation.STOP


Troubleshooting
i05663141
MID 122 - CID 1250 - FMI 09

SMCS - 7606-038
This code signals a lack of communication between the PL300 and the PL121. The lack of
communication can be caused by the following actions:
• "Sub-Module Flashing" of the PL121 with old software (prior to v3.0) on the PL300
• A failure in the harness between the PL300 and the PL121
• A failure of the hardware of the PL121 and the PL300
Note: In versions of software prior tov3.1, if the code clears following a power cycle, verify that
the GPS Receiver is shown as "Functional". If the status for the GPS Receiver is shown as "Not
Present", the lack of communication still exists.
Test Step 1. CHECK THE VERSION OF SOFTWARE ON THE PL300.
By using Caterpillar Electronic Technician (Cat ET), check the version of software on the PL300.
Click "Service" and then click "Submodule Programming".
Expected Result:
The version of software should be version 3.0 or a later version.
Results:
• OK - The version of software is version 3.0 or a later version. Proceed to Test Step 2.
• NOT OK - The version of software is not version 3.0 or a later version.
Repair: Flash the PL300 with the latest version of software. The version of software should
be version 3.0 or a later version. Clear the diagnostic code.
STOP
Test Step 2. VERIFY POWER FROM THE PL300 TO THE PL121.
A. Use a multimeter in order to verify power from the PL300 to the PL121.
B. Disconnect the 12-pin connector from the PL121.
C. Check the voltage on pin 1 and pin 2.
Expected Result:
The voltage should be between 11 VDC and 32 VDC.
Results:
• OK - The voltage is 11 VDC to 32 VDC. Proceed to Test Step 3.
• NOT OK - The voltage is not 11 VDC to 32 VDC.
Repair: Check the harness for damage. Repair the harness or replace the harness. Clear the
diagnostic code.
STOP
Test Step 3. EXCHANGE THE PL121 WITH A "KNOWN GOOD UNIT".
Replace the PL121 with a second PL121. Before replacing the Product Link, contact your
Caterpillar Technical Communicator. Refer to Systems Operation, Troubleshooting, Testing and
Expected Result:
Results:
Repair: The Product Link should be replaced. Before replacing the Product Link, contact
your Caterpillar Technical Communicator. Refer to Systems Operation, Troubleshooting,
Testing and Adjusting, "Electronic Control Module (ECM) - Replace".
STOP
• NOT OK - The diagnostic code was not cleared. Proceed to Test Step 4.
Test Step 4. REPLACE THE PL300.
Replace the PL300.
Expected Result:
Results:
Repair: Replace the PL300. Before replacing the Product Link, contact your Caterpillar
Technical Communicator. Refer to Systems Operation, Troubleshooting, Testing and
STOP
• NOT OK - The diagnostic code was not cleared.
Repair: Repeat the diagnostic procedure. If the diagnostic code still exists, contact your
Caterpillar Technical Communicator for additional assistance.
STOP


Troubleshooting
i05663146
MID 122 - CID 1251 - FMI 03

SMCS - 1406-038
The Product Link module tracks the machine operating hours for reporting to the office. The
Alternator R-Terminal signal is used to detect when the machine is operating. If the input
continually receives a voltage signal that is above normal, then machine operation cannot be
detected. If the input continually receives a voltage signal that is above normal, the reported
Service Meter Hours (SMU) would be inaccurate.
Test Step 1. CHECK THE R-TERMINAL CABLING FOR SHORT TO BATTERY.
A. Disconnect the Product Link cable (P1) from the Product Link module.
B. Measure the resistance from the Alternator R-terminal input J1-4 (403MC9-GN-18 to
battery (J1-1).
Expected Result:
Results:
• OK - The Product Link harness is likely correct. Proceed to Test Step 2.
• NOT OK - The Product Link cable has a probable short to battery.
STOP
Test Step 2. CHECK THE PRODUCT LINK HARNESS FOR A SHORT TO A VOLTAGE
SOURCE.
A. Disconnect the Product Link cable (P1) from the Product Link module.
C. Measure the Alternator R-Terminal input (J1-4) to verify that there is an 11 VDC to 32
VDC square-wave from 0 kHz to 2 kHz. Also, a steady DC voltage equivalent to the battery
should be present.
Expected Result:
The Alternator R-Terminal input does not measure at a steady DC voltage equivalent to the
battery voltage.
Results:
• OK - The signal is an 11 VDC to 32 VDC square-wave from 0kHz to 2 kHz or a steady DC

voltage equivalent to the battery present. The Product Link harness is likely not faulty.
• NOT OK - The Product Link cable has a possible short to a DC voltage source other than
battery voltage.
STOP
Test Step 3. CHECK THE MACHINE ALTERNATOR.
A. Disconnect the Product Link machine cable from the alternator.
C. Measure the Alternator R-Terminal to verify that there is 11 VDC to 32 VDC square-wave
from 0 kHz to 2 kHz. There should not be a steady DC voltage equivalent to the battery
present.
Expected Result:
The alternator R-Terminal should be an 11 VDC to 32 VDC square-wave from 0 kHz to 2 kHz.
Results:
• OK - The alternator R-Terminal is an 11 VDC to 32 VDC square-wave from 0 kHz to 2

kHz. Proceed to Test Step 4.
• NOT OK - The alternator R-Terminal is not an 11 VDC to 32 VDC square-wave from 0

kHz to 2 kHz.
STOP
C. Turn the key start switch to the ON position and operate the machine.
D. Determine if "CID 1251 FMI 03" diagnostic code is present by using the Caterpillar
Electronic Technician (Cat ET).
Expected Result:
Results:
• YES - The problem has not been corrected. It is unlikely that the ECM is faulty.
STOP
operation.STOP


Specifications
SENR35550011
Backup Warning Switch

SMCS - 1406-038
1. Adjust switch assembly (1) to dimension A, with FORWARD-REVERSE lever in FORWARD

position. Tighten retaining nuts.
Dimension A ... 0.50 ± 0.25 mm (.020 ± .010 in)


Specifications
i01164454
Alternator
SMCS - 1405
Front View of the 26-SI Alternator
Side View of the 26-SI Alternator
Rear View of the 26-SI Alternator
Table 1
Specifications for 26-SI Alternators
Part Number
3E-7577 3E-7578 112-5041 3E-7892
Remanufactured Part
OR-3615 OR-5206 OR-5206 OR-3616
Number
Voltage Rating 24V 24V 24V 12V
Current 75A 50A 50A 85A
Application Extra Heavy Extra Heavy Heavy Duty Extra Heavy
Duty Duty Duty
Weight
12.5 kg (27.6
lb) 12.5 kg (27.6 12.5 kg (27.6 12.5 kg (27.6
lb) lb) lb)
Polarity Negative Case Negative Case Negative Case Negative Case
Ground Ground Ground Ground
Minimum Full Load Current 67A 47A 47A 77A
(Cold) at 5000 rpm
Minimum Full Load Current (1) (2)
29A 18A 18A 38A
(Cold) at 1500 rpm
Amperes at
27 °C (80 °F)and 1800 rpm 45 33 33 56
Amperes at
27 °C (80 °F) and 5000 rpm 75 50 50 85
(3)
Rotation CW CW CW CW
CCW CCW CCW CCW
(1)
Minimum Full Load Current (Cold) at 2000 rpm
(2)
The minimum speed of the alternator should be 1800 rpm at low engine idle.
(3)
The rotation is viewed from the pulley.
The results for a 12 volt 26-SI Alternator's rotor field winding test at 27 °C (80 °F) are in the
following list:
• 3.0 to 4.3 Amperes
• 2.8 to 4.0 Ohms
The results for a 24 volt 26-SI Alternator's rotor field winding test at 27 °C (80 °F) are in the
following list:
• 2.0 to 2.8 Amperes
• 8.5 to 12.0 Ohms
Table 2
Torque Specifications for the 26-SI Alternator
Part Number
3E-7577 3E-7578 112-5041 3E-7892
Remanufactured Part
OR-3615 OR-5206 OR-5206 OR-3616
Number
Pulley Nut 102 ± 7 N·m 102 ± 7 N·m 102 ± 7 N·m 102 ± 7 N·m
(75 ± 5 lb ft) (75 ± 5 lb ft) (75 ± 5 lb ft) (75 ± 5 lb ft)
Cover for the Rectifier
5.3 N·m (47 lb 5.3 N·m (47 lb 5.3 N·m (47 lb 5.3 N·m (47 lb
in) in) in) in)
Cover Plate
Regulator and
3 N·m (27 lb 3 N·m (27 lb 3 N·m (27 lb 3 N·m (27 lb
Mounting Plate
in) in) in) in)
Heat Sink
13.5 ± 1.3 N·m 13.5 ± 1.3 N·m 13.5 ± 1.3 N·m 13.5 ± 1.3 N·m
Battery Terminal
(119.5 ± 11.5 lb (119.5 ± 11.5 lb (119.5 ± 11.5 lb (119.5 ± 11.5 lb
in) in) in) in)
"R" Terminal
Nut for the Regulator 2 N·m (18 lb 2 N·m (18 lb 2 N·m (18 lb 2 N·m (18 lb
Stud in) in) in) in)
Nut for the Hex
Mounting Bolt
88 N·m (65 lb 88 N·m (65 lb 88 N·m (65 lb 88 N·m (65 lb
Bolt for the Adjusting
ft) ft) ft) ft)
Lug
Frame Bolts 6.2 N·m (55 lb 6.2 N·m (55 lb 6.2 N·m (55 lb 6.2 N·m (55 lb
in) in) in) in)
Ground Screw 6 N·m (55 lb 6 N·m (55 lb 6 N·m (55 lb 6 N·m (55 lb
in) in) in) in)
26-SI Alternator Schematic


Specifications
Alternator
SMCS - 1405
20-SI
(1) BAT terminal nut. (2) GND terminal screw. (3) Through bolts. (4) Pulley nut.



i01167081
Alternator - Disassemble
SMCS - 1405-015
Table 1
Required Tools
A 6V-7070 Digital Multimeter 1
B Variable Power Supply 1
Start By:
A. Remove the alternator. Refer to Disassembly and Assembly, "Alternator - Remove" for the
Note: Cleanliness is an important factor. Before the disassembly procedure, the exterior of the
component should be thoroughly cleaned. This will help to prevent dirt from entering the internal
mechanism.
1. Remove the pulley nut, the washer, the pulley, and the fan.
2. Remove 4 screws (1). Remove plate (2) .
3. Remove 7 screws (3). Remove cover (4) .
4. Remove gasket (5) .
5. Remove 2 insulated screws (6). Remove the 3 leads.
Note: The regulator and the mounting plate are coated with dielectric grease. If the grease is
removed, reapply the grease.
6. Remove nut (7) .
7. Remove grounded mounting screw (8) .
8. Remove regulator (9) .
9. Remove mounting plate (10). The mounting plate may be stuck to the regulator.
Note: The 3 output diodes (11) are located in heat sink (12). These diodes are identical in
polarity. Diode (11) has red insulation on the wire. The 3 ground diodes (13) are located in
housing (14). These diodes are identical in polarity. Diode (13) has black insulation on the
wire.
10. Remove 3 nuts (15). Disconnect 3 stator phase leads. Disconnect 3 phase leads. Disconnect
6 diode leads.
Table 2
Alternator Current Flow of the Output Current Flow of the Ground
Ground Diodes Diodes
Lead to the Heat Sink Housing to the Lead
Negative
Red Wire Black Wire
11. Remove the screw and insulator (16). Disconnect capacitor lead (17) .
12. Remove the 3 screws and insulators (18). Disconnect wire (19) .
13. If the "R" terminal is used, remove the following components: nut (20), lead (21), the
washer and terminal (21) .
14. Remove screw (23) and remove diode trio (24) .
15. Remove the nut and washer (25). Remove insulator (26). Remove alternator output terminal
(27) .
16. Remove separator (28) .
Note: Many of the alternator's internal components are covered with dielectric grease. If the
grease is removed, reapply the grease.
17. Remove the heat sink and diode assembly (12) from housing (14). Insulator (29) may be
stuck to heat sink (12) .
Note: Do not damage exposed stator windings or field windings. Bumping the windings or
scraping the windings may break the insulation. Broken insulation may create a short circuit
or a ground.
18. Remove 4 bolts (30). Carefully separate housing (31) from housing (14) .
19. Pull apart stator (32) and housing (14). Guide the stator leads and the grommet through the
hole as the stator is removed from housing (14) .
20. Remove 3 screws (33). Remove the coil and support (34) from housing (14). Guide the field
leads and the grommet through the hole as the coil is removed from housing (14) .
21. Position a small screwdriver in slot (35). Pry cap (36) from housing (14) .
Note: Do not strike the bearing. Shocks from striking the housing can cause damage.
22. Wipe the excess grease from the bearing well. Press bearing (37) into the housing. Remove
the inner race.
23. Remove 4 screws (38) from housing (31) .
24. Lift rotor (39) and bearing (40) from housing (31) .
25. Pull bearing (40) from rotor (39) .
26. Pull retainer (41) from rotor (39) .
27. Pull collar (42) from rotor (39) .
Note: Do not strike the bushing. Shocks from striking the housing can cause damage.
28. Press bushing (43) from housing (14) .
Note: Do not strike the diodes. The shock of such an impact can damage the diodes. Use
proper tools in order to press or pull the diodes from the mountings. As much as 890 N (200
lb) of force may be needed to remove a diode.
29. Remove 3 diodes (13) from housing (14) .
30. Remove diode (11) from heat sink (12) .



i01167078
Alternator - Assemble
SMCS - 1405-016
Assembly Procedure
Note: Cleanliness is an important factor. Before assembly, all parts should be thoroughly cleaned
in cleaning fluid. Allow the parts to air dry. Wiping cloths or rags should not be used to dry parts.
Lint may be deposited on the parts which may cause later trouble. Inspect all parts. If any parts are
worn or damaged, use new parts for replacement.
Note: Do not strike the diodes. The shock of such an impact can damage the diodes. Use
proper tools in order to press the diodes in the mountings.
1. Install 3 diodes (11) in heat sink (12) .
Note: Do not strike the bushing. Shocks from striking the housing can cause damage.
2. Press bushing (43) in housing (14) .
3. Install 3 diodes (13) in housing (14) .
4. Press collar (42) on rotor (39) .
5. Slide retainer (41) on rotor (39) .
6. Press bearing (40) on rotor (39) .
7. Press housing (31) on rotor (39) and bearing (40) .
8. Install 4 screws (38) in housing (31) .
Note: Do not strike the bearing. Shocks from striking the housing can cause damage.
9. Install the inner race. Press bearing (37) into the housing.
10. Press cap (36) in housing (14) .
11. Install the coil and support (34) in housing (14). Guide the field leads and the grommet
through the hole as the coil is installed in housing (14). Install 3 screws (33) .
12. Press the stator (32) and housing (14) together. Guide the stator leads and the grommet
through the hole as the stator is installed in housing (14) .
Note: Do not damage exposed stator windings or field windings. Bumping the windings or
scraping the windings may break the insulation. Broken insulation may create a short circuit
or a ground.
13. Join housing (31) and housing (14). Install 4 bolts (30) .
Note: Many of the alternator's internal components are covered with dielectric grease. If the
grease is removed, reapply the grease.
14. Install Insulator (29). Install the heat sink and diode assembly (12) in housing (14) .
15. Install separator (28) .
16. Install alternator output terminal (27). Install insulator (26). Install the nut and washer (25) .
17. Install diode trio (24) and install screw (23) .
18. Install the 3 screws and insulators (18). Connect wire (19) .
19. If the "R" terminal is used, install the following components: nut (20), lead (21), the washer
and terminal (21) .
20. Install the screw and insulator (16). Connect capacitor lead (17) .
Note: The 3 output diodes (11) are located in heat sink (12). These diodes are identical in
polarity. Diode (11) has red insulation on the wire. The 3 ground diodes (13) are located in
housing (14). These diodes are identical in polarity. Diode (13) has black insulation on the
wire.
21. Connect 6 diode leads. Connect 3 phase leads. Connect 3 stator phase leads. Install 3 nuts
(15).
Table 1
Alternator Current Flow of the Output Current Flow of the Ground

Ground Diodes Diodes
Lead to the Heat Sink Housing to the Lead
Negative
Red Wire Black Wire
22. Install mounting plate (10).
23. Install regulator (9) .
24. Install grounded mounting screw (8) .
25. Install 2 insulated screws (6). Connect the 3 leads.
Note: The regulator and the mounting plate are coated with dielectric grease. If the grease is
removed, reapply the grease.
26. Install nut (7) and connect the wire.
27. Install gasket (5) .
28. Position cover (4). Install 7 screws (3) .
29. Position plate (2). Install 4 screws (1) .
30. Install the fan, the pulley, the washer, and the pulley nut.



Alternator
SMCS - 1405-016; 1405-015
Alternator
(1) Pulley nut. (2) Fan. (3) Shield. (5) Drive frame. (6) Rear frame. (7) Rotor. (8) Bearing. (9) Screws - three. (10)
Retainer. (11) Screw. (12) Screws - four. (13) Plate. (14) Nuts - three. (15) Screw. (17) R terminal. (18) Strap. (19)
Screws - two. (20) Regulator. (21) Diode trio. (22) Screw. (23) Nut. (24) Strap. (26) Nut. (27) BAT terminal. (28)
Strap. (29) Screw. (31) Capacitor. (32) Screw. (33) Rectifier. (35) Stator. (36) Screws - four. (37) Field coil. (38)
Bearing. (39) Collar. (40) Collar.
Disassemble Alternator
NOTE: The disassembly and assembly procedures are of the 3T6352 alternator. Other 20-SI
alternators are similar.
Start by:
a. remove alternator.
1. Remove pulley nut (1).
2. Remove pulley and fan (2).
3. Remove shield (3). Remove four bolts (4) and separate drive frame (5) from rear frame (6).
4. Attach puller as shown. Remove drive frame (5) from rotor (7). As drive frame (5) is separated
from rotor (7), collars (40) and (39) are no longer secured. Remove collars (40) and (39).
5. Remove three screws (9) and retainer (10). Use a puller to remove bearing (8) from drive frame
(5).
6. Remove screw (11) at the GND terminal. Remove four screws (12) and plate (13) from rear
frame (6).
7. Remove three nuts (14) and disconnect the stator leads from rectifier (33).
8. Remove screw (15) at the battery terminal of rectifier (33).
9. Loosen nut (16). Remove R terminal (17) and strap (18) together.
10. Remove two screws (19) at the field oil terminals of regulator (20). Remove diode trio (21).
11. Remove screw (22) at the ground terminal of rectifier (33). Remove nut (23) at the ground
terminal of regulator (20). Remove strap (24).
12. Remove insulator (25) and loosen nut (26). Remove BAT terminal (27) and strap (28)
together.
13. Remove screw (29) and regulator (20).
14. Remove screw (30) and capacitor (31).
15. Remove screw (32) and rectifier (33).
16. Loosen grommet (34) and remove stator (35) from rear frame (6).
17. Remove four screws (36) and remove field coil (37) from rear frame (6).
18. If necessary, remove bearing (38) from rear frame (6).
Assemble Alternator
NOTICE
Do not push on inner race of bearing (8) during installation. Damage to

bearing (8) can occur. Push against the outer bearing race.
1. Install bearing (8) in drive frame (5). Install retainer (10) with three screws (9).
2. Place collar (39) on shaft of rotor (7). Insert the shaft of rotor (7) through bearing (8) in drive
frame (5).
3. Place collar (40) on shaft of rotor (7).
4. Install spacers and nut as shown. Fully seat the shaft of rotor (7) in bearing (8).
5. If removed, install bearing (38) in rear frame (6). Use the 1P510 Drive Group.
6. Place field coil (37) in rear frame (6). Install and tighten four screws (36).
7. Place stator (35) in rear frame (6). Position grommet (34) in indentation (41).
8. Place rectifier (33) in rear frame (6). Install and tighten screw (32).
9. Place capacitor (31) in rear frame (6). Install and tighten screw (30).
10. Place regulator (20) in rear frame (6). Install and tighten screw (29).
11. Place BAT terminal (27) and strap (28) in rear frame (6). Make sure insulators (42) are
properly positioned.
12. Install insulator (25) through the lead of capacitor (31) and strap (28).
13. Install and tighten screw (15). Tighten nut (26).
14. Place diode trio (21) on rectifier (33) and regulator (20).
15. Place R terminal (17) and strap (18) in rear frame (6). Make sure insulators (43) are properly
positioned. Tighten nut (16).
NOTE: For correct operation, there is NO continuity between screw (15) and strap (28); or
between nut (26) and rear frame (6); or between R term (17) and rear frame (6).
16. Make sure the insulators are installed on screws (19). Place the field coil leads on screws (19).
Install and tighten two screws (19).
17. Place strap (24) on rectifier (33) and regulator (20). Install and tighten screw (22) and nut (23).
NOTE: For correct operation, there is NO continuity between screws (19) and the respective field
coil lead.
18. Place the stator leads on the terminals of rectifier (33). Install and tighten three nuts (14) on the
terminals of rectifier (33).
19. Position plate (13) on rear frame (6). Install and tighten four screws (12). Install screw (11) at
the GND terminal.
20. Join rear frame (6) and drive frame (5). Install four bolts (4) and tighten to 6.2 ± 0.6 N·m (55 ±
5 lb in).
21. Install shield (3).
22. Install the pulley and fan.
23. Install the pulley nut and tighten to 100 ± 7 N·m (75 ± 5 lb ft).
End by:
a. install alternator.



SENR36500003
Battery Box
SMCS - 7257-010
Remove and Install Battery Box
1. Remove the cover assembly and disconnect the battery cables.
2. Fasten a hoist to the battery box (2).
3. Remove four bolts (1) that hold the bracket assemblies (3) to the frame. Remove the battery box
(2). The weight of the battery box is 65 Kg (145 lbs.).
NOTE: The following steps are for installation of the battery box.
4. Position the battery box and install four bolts (1). Remove the hoist.
5. Connect the battery cables and install the cover assembly.


Specifications
Pressure Switch (Low Air Warning)

9G8009
SMCS - 7257-010
Switch has a normally open position.
With an increase in pressure, switch closes at ... 517 ± 35 kPa (75 ± 5 psi)
With a decrease in pressure, switch opens at ... 448 ± 35 kPa (65 ± 5 psi)


Specifications
Stoplight Switch
2M9346
SMCS - 7257-010
With a decrease in pressure switch closes at ... 5 kPa (.5 psi)
With an increase in pressure, switch closes at ... 45 kPa (6.5 psi)


Specifications
Alternator
SMCS - 7257-010
20-SI
(1) BAT terminal nut. (2) GND terminal screw. (3) Through bolts. (4) Pulley nut.



Alternator
SMCS - 1405-016; 1405-015
Alternator
(1) Pulley nut. (2) Fan. (3) Shield. (5) Drive frame. (6) Rear frame. (7) Rotor. (8) Bearing. (9) Screws - three. (10)
Retainer. (11) Screw. (12) Screws - four. (13) Plate. (14) Nuts - three. (15) Screw. (17) R terminal. (18) Strap. (19)
Screws - two. (20) Regulator. (21) Diode trio. (22) Screw. (23) Nut. (24) Strap. (26) Nut. (27) BAT terminal. (28)
Strap. (29) Screw. (31) Capacitor. (32) Screw. (33) Rectifier. (35) Stator. (36) Screws - four. (37) Field coil. (38)
Bearing. (39) Collar. (40) Collar.
Disassemble Alternator
NOTE: The disassembly and assembly procedures are of the 3T6352 alternator. Other 20-SI
alternators are similar.
Start by:
a. remove alternator.
1. Remove pulley nut (1).
2. Remove pulley and fan (2).
3. Remove shield (3). Remove four bolts (4) and separate drive frame (5) from rear frame (6).
4. Attach puller as shown. Remove drive frame (5) from rotor (7). As drive frame (5) is separated
from rotor (7), collars (40) and (39) are no longer secured. Remove collars (40) and (39).
5. Remove three screws (9) and retainer (10). Use a puller to remove bearing (8) from drive frame
(5).
6. Remove screw (11) at the GND terminal. Remove four screws (12) and plate (13) from rear
frame (6).
7. Remove three nuts (14) and disconnect the stator leads from rectifier (33).
8. Remove screw (15) at the battery terminal of rectifier (33).
9. Loosen nut (16). Remove R terminal (17) and strap (18) together.
10. Remove two screws (19) at the field oil terminals of regulator (20). Remove diode trio (21).
11. Remove screw (22) at the ground terminal of rectifier (33). Remove nut (23) at the ground
terminal of regulator (20). Remove strap (24).
12. Remove insulator (25) and loosen nut (26). Remove BAT terminal (27) and strap (28)
together.
13. Remove screw (29) and regulator (20).
14. Remove screw (30) and capacitor (31).
15. Remove screw (32) and rectifier (33).
16. Loosen grommet (34) and remove stator (35) from rear frame (6).
17. Remove four screws (36) and remove field coil (37) from rear frame (6).
18. If necessary, remove bearing (38) from rear frame (6).
Assemble Alternator
NOTICE
Do not push on inner race of bearing (8) during installation. Damage to

bearing (8) can occur. Push against the outer bearing race.
1. Install bearing (8) in drive frame (5). Install retainer (10) with three screws (9).
2. Place collar (39) on shaft of rotor (7). Insert the shaft of rotor (7) through bearing (8) in drive
frame (5).
3. Place collar (40) on shaft of rotor (7).
4. Install spacers and nut as shown. Fully seat the shaft of rotor (7) in bearing (8).
5. If removed, install bearing (38) in rear frame (6). Use the 1P510 Drive Group.
6. Place field coil (37) in rear frame (6). Install and tighten four screws (36).
7. Place stator (35) in rear frame (6). Position grommet (34) in indentation (41).
8. Place rectifier (33) in rear frame (6). Install and tighten screw (32).
9. Place capacitor (31) in rear frame (6). Install and tighten screw (30).
10. Place regulator (20) in rear frame (6). Install and tighten screw (29).
11. Place BAT terminal (27) and strap (28) in rear frame (6). Make sure insulators (42) are
properly positioned.
12. Install insulator (25) through the lead of capacitor (31) and strap (28).
13. Install and tighten screw (15). Tighten nut (26).
14. Place diode trio (21) on rectifier (33) and regulator (20).
15. Place R terminal (17) and strap (18) in rear frame (6). Make sure insulators (43) are properly
positioned. Tighten nut (16).
NOTE: For correct operation, there is NO continuity between screw (15) and strap (28); or
between nut (26) and rear frame (6); or between R term (17) and rear frame (6).
16. Make sure the insulators are installed on screws (19). Place the field coil leads on screws (19).
Install and tighten two screws (19).
17. Place strap (24) on rectifier (33) and regulator (20). Install and tighten screw (22) and nut (23).
NOTE: For correct operation, there is NO continuity between screws (19) and the respective field
coil lead.
18. Place the stator leads on the terminals of rectifier (33). Install and tighten three nuts (14) on the
terminals of rectifier (33).
19. Position plate (13) on rear frame (6). Install and tighten four screws (12). Install screw (11) at
the GND terminal.
20. Join rear frame (6) and drive frame (5). Install four bolts (4) and tighten to 6.2 ± 0.6 N·m (55 ±
5 lb in).
21. Install shield (3).
22. Install the pulley and fan.
23. Install the pulley nut and tighten to 100 ± 7 N·m (75 ± 5 lb ft).
End by:
a. install alternator.


Specifications
Electric Drive Pump Groups

SMCS - 1405-016; 1405-015
8W4025 - 120G, 130G, 140G, 12G

At ... 21.7 VDC
At ... 2650 rpm
8W4027 Pump
At ... 17 250 kPa (2500 psi)
At ... 2650 rpm
8W4028 - 14G, 16G

At ... 21.7 VDC
At ... 1625 rpm
8W6487 Pump
At ... 17 250 kPa (2500 psi)
At ... 1625 rpm



i02107209
Coolant Temperature Sensor - Remove and Install

SMCS - 1906-010
Removal Procedure
NOTICE
NOTICE

containing fluids.

1. Disconnect coolant temperature sensor (1) from the water pump elbow.
NOTICE
1. Connect coolant temperature sensor (1) to the water pump elbow.



i00968855
Engine Oil Pressure Sensor - Remove and Install

SMCS - 1924-010
Removal Procedure
NOTICE
NOTICE

containing fluids.

Typical example
1. Put an identification mark on the wire for the engine oil pressure sensor. Disconnect wire
(2) for the engine oil pressure sensor.
2. Remove engine oil pressure sensor (1) from the cylinder block.
NOTICE
Typical example
1. Install engine oil pressure sensor (1) in the cylinder block.
2. Connect wire (2) for the engine oil pressure sensor.


Specifications
SENR34880008

SMCS - 1924-010
At ... 620 kPa (90 psi)



i00879991
Fuel Shutoff Solenoid - Remove and Install

SMCS - 1259-010
Removal Procedure
NOTICE
1. Remove nut (1) and the washer. Disconnect ground wire (4) from the fuel shutoff solenoid.
2. Remove two nuts (2) and the washers.
3. Remove fuel shutoff solenoid (3) and the gasket.
NOTICE
1. Install the gasket and fuel shutoff solenoid (3) .
2. Apply 9S-3263 Thread Lock Compound on the threads for two nuts (2) .
3. Install the washers and two nuts (2) .
4. Connect ground wire (4) to the fuel shutoff solenoid. Install nut (1) and the washer.


Specifications
Pressure Switch
8T8640
SMCS - 1259-010
Pin A ... normally open
Pin B ... common
Pin C ... normally closed
Actuation pressure:
Temperature ... -40° to +121°C (-40° to +282°F)
Pressure setting ... 1206 kPa (175 psi) maximum
Deactuation pressure:
Temperature ... -40° to +121°C (-40° to +282°F)
Pressure setting ... 700 ± 103 kPa (100 ± 15 psi)
(1) Torque to install switch in priority valve ... 100 ± 15 N·m (75 ± 11 lb ft)


Specifications
Governor Switch
3T3132
SMCS - 1259-010
continuity.


Specifications
Magnetic Switch
7N3621
SMCS - 1259-010
Switch position ... normally open
Voltage rating ... 24 and 32 volts
Coil current draw at 20 volts ... 3.5 to 3.9 amps
Torque for two locknuts ... 11.3 ± 1.1 N·m (100 ± 10 lb in)


Specifications
Pressure Switch (Low Air Warning)

9G8009
SMCS - 1259-010
With an increase in pressure, switch closes at ... 517 ± 35 kPa (75 ± 5 psi)
With a decrease in pressure, switch opens at ... 448 ± 35 kPa (65 ± 5 psi)


Specifications
Stoplight Switch
2M9346
SMCS - 1259-010
With a decrease in pressure switch closes at ... 5 kPa (.5 psi)
With an increase in pressure, switch closes at ... 45 kPa (6.5 psi)


Specifications
SENR35550011

SMCS - 1259-010

Dimension A ... 0.50 ± 0.25 mm (.020 ± .010 in)


Specifications
Air Valve Solenoid

7T9074
SMCS - 1259-010
Orifice ... 2.39 mm (.094 in.)


Specifications
SENR35550009
Differential Selector And Pressure Control Valve

SMCS - 1259-010
(1) 3P8042 Spring:
Length under test force ... 6.35 mm (.250 in.)
Test force ... 17.8 ± 1.4 N (4.00 ± .32 lb.)
Free length after test ... 10.95 mm (.431 in.)
(2) 2P4547 Spring:
Test force ... 50.7 ± 4.0 N (11.4 ± .9 lb.)
(3) 3P812 Spring:
Test force ... 9.9 ± 0.8 N (2.22 ± .18 lb.)
(4) 3P6669 Spring:
Test force ... 105.5 ± 4.3 N (23.7 ± .95 lb.)
(5) 3S9949 Spring:
Test force ... 5.5 ± 2.2 N (12.4 ± .50 lb.)
(6) 2P4501 Spring:
Test force ... 44.3 ± 3.6 N (9.95 ± .80 lb.)
(7) Torque for bolts (seven) ... 28 ± 4 N·m (22 ± 3 lb.ft.)
(8) Install dowels ... 4.8 mm (.19 in.) below face of body


Specifications
SENR35550013
Differential Lock Solenoid Valve

9W0706 (12G)
SMCS - 1259-010
Current draw ... .73 AMPS at 24V DC



SENR36500026

SMCS - 5220-017; 5220-010

Typical Example
Typical Example
it.
on the handle.

Start By:
plungers.
End By:



SENR36500044
Differential Lock Actuator Valve

SMCS - 3273-010
Remove And Install Differential Lock Actuator Valve

Do not disconnect the air line from the actuator valve until the air
pressure is zero.
2. Disconnect hose assembly (2) from parking brake release valve (6). Disconnect the hose
assembly (1) from the top of the differential lock control valve (3). Disconnect wire (5) from the
valve. Remove two bolts and the differential lock control valve (3) from the differential case.
Make a note of the O-ring that is under the differential lock control valve. See if it needs replaced.
NOTE: The following steps are for installation of the differential lock actuator valve.
3. Install the O-ring in the differential lock actuator valve.
4. Position differential lock actuator valve (3) on the differential case. Install bolts (4) and hose
assemblies (1) and (2). Connect electrical harness (5).


Specifications
SENR35550011

SMCS - 3273-010

Dimension A ... 0.50 ± 0.25 mm (.020 ± .010 in)


Specifications
SENR34880022
Circle Drive Group

SMCS - 3273-010
(.000 to .005 in)
(4) Torque for nine locknuts ... 270 ± 25 N·m (200 ± 18 lb ft)


Specifications
SENR34880023
Circle Drive With Slip Clutch Group (Attachment)

(5T0570 - 12G, 120G, 130G, 140G)
SMCS - 3273-010
(.000 to .005 in)
(5) Torque for three bolts ... 130 ± 7 N·m (95 ± 5 lb ft)
(8) 6G6122 Belleville Disc Spring:
Assembled height ... 10.63 mm (.419 in)
Load at assembled height ... 98.490 ± 19.700 N·m (72.600 ± 14.500 lb ft)
Free height after load ... 12.94 mm (.509 in)
Procedure To Preload Disc Pack (9)
2. Measure from top of spacer (7) to top of shims (4). The top of spacer (7) must be 1.5 to 1.65
mm (.060 to .065 in) above top of shims (4).
3. Remove or install correct number of shims (4) for correct dimension.
4. Install plate (6) and tighten three bolts (5) to 130 ± 7 N·m (95 ± 5 lb ft).


Specifications
SENR34880025
Circle Group
SMCS - 3273-010
140G
12G
(1) Use washers between bracket and wear plate to allow a sliding fit of 1.8 mm (.07 in)
maximum.
(2) Torque nut to 0.00 mm (.000 in) clearance. Back off one slot and install cotter.
(3) Use 2G3219 and/or 2G3221 Shims as required to obtain 0.13 to 0.90 mm (.005 to .035 in)
clearance between rails and wear strips. To find minimum clearance, sideshift moldboard through
full range with shims divided equally as possible between top and bottom wear strips.
NOTE: After torque, check clearances in Step 1. Reshim as necessary to maintain sliding fit.



SENR36500032
Swivel Joint
SMCS - 5060-010; 5060-017; 6151-010; 6154-010

Start By:
(4) that hold it.
End By:
(4).
Start By:
lbs.).
18 lb.ft.).
15. End By:



SENR36500033
Circle Drawbar
SMCS - 6153-010
Remove And Install Circle Drawbar
1. Move the centershift to the farthest position to the right.
2. Remove the bolts and washers (8). Remove the cap (6) and two inserts (7) and (9) from the
centershift cylinder (3).
3. Remove the bolts, caps and inserts from the blade lift cylinders (1) and (5).
4. Retract the cylinder rods into cylinders (1), (3) and (5).
5. Disconnect oil lines (2) from centershift cylinder (3). Secure centershift cylinder (3) to the blade
lift arm.
6. Install tooling (A) under the front of circle (11). Put hydraulic jack (12) under the rear of circle
(11) as shown. Fasten a hoist to circle drawbar assembly (10).
7. Identify four oil lines (19) and disconnect from swivel group (13). Remove cotter pin and pin
(17) from hose guide assembly (14).
8. Loosen nut and set screw (15). Remove bolts (21) and remove shoes (18), shims (16), strips
(20) and (22). Note: Keep the shims (16) with their respective shoes (18).
9. Identify and disconnect oil lines (23) and (24).
10. Remove four bolts and washers (28).
11. Lift the circle drawbar (10) enough to move it away from the front frame and from
engagement in circle (11). Remove the circle drawbar assembly (10) from the machine. The
approximate weight of the standard drawbars are: 12G, 120G and 130G 540 Kg (1200 lbs); 140G,
770 Kg (1700 lbs.).
12. Remove two bolts (29). Remove adapter (27) and shims (26) from shaft (31).
13. Remove five bolts (30) from shaft (31). Remove ball (32) and cap (25) from shaft (31).
NOTE: The following steps are for installation of the circle drawbar.
14. Install adapter (25) and ball (32) on shaft (31). Install five bolts (30). NOTE: The mating
surfaces of ball (32) and shaft (31) must be free of paint and lubricant. Tighten bolts (30) to a
torque of 520 ± 20 N·m (380 ± 15 lb.ft.).
15. Install shims (26), adapter (27) and two bolts (29). NOTE: Use shims (26) as required to
obtain 0.6 ± 0.2 mm (.024 ± .008 in.) end play at face (B).
16. Fasten a hoist to circle drawbar (10). Put circle drawbar (10) in position in the front frame and
in engagement in the circle.
17. Install four bolts and washers (28), and tighten to a torque of 700 ± 27 N·m (520 ± 20 lb.ft.).
18. Connect oil lines (23) and (24).
19. Connect four oil lines (19) to swivel group (13). Position hose guide assembly and install pin
and cotter pin (17).
20. Install strips (22) and (20), shims (16), shoes (18) and bolts (21) on circle drawbar (10). Do not
tighten bolts (21). NOTE: Use shims (16) as required to obtain a maximum dimension "C" of 0.5
mm (.020 in.) clearance at the smallest gap between each strip (22) and circle (11). Circle (11)
must be able to rotate 360° without stalling the drive motor at 13800 kPa (2000 psi).
21. With circle (11) in contact with front shoes (18), adjust screws (15) on side and rear shoes to
obtain a maximum clearance "D" of 0.8 mm (.03 in.).
23. Adjust the screws (15) on the front shoes (18) to obtain circle (11) to pinion (32) adjustment
"E" for 12G, 130G, 140G 50 + 2.5 - 0.5 mm (1.97 + .10 - .02 in.).
24. On the 120G, adjust the screws (15) on the front shoes (18) to obtain clearance "F" between
circle tooth (11) and drive pinion (32) of 4.3 + 2.5 - 0.5 mm (.17 ± .10 - .02 in.).
26. Connect oil lines (2) to the center shift cylinder (3).
27. Position insert (7) in cylinder end cap (4) and extend the centershift cylinder (3) onto the
ballstud. Install insert (9) and cap (6) and bolts and washers (8). NOTE: Put 5P960 Multipurpose
Grease on the inside surfaces of inserts (7) and (9) and on the ballstud.
28. Install the inserts, caps and bolts on the blade lift cylinders (1) and (5). NOTE: Put 5P960
Multipurpose Grease on the inside surfaces of the inserts and the ballstuds.



SENR36500034
Circle Drive Motor

SMCS - 5058-016; 5058-010; 5058-015
(4).
Start By:
be 61.21 mm (2.410 in.).
End By:



SENR36500035
Circle Drive
SMCS - 5207-015; 5207-016; 5207-011; 5207-012
Remove Circle Drive
Start By:
Typical Example
1. Remove plug (5). Drain the oil from the circle drive housing. Put the plug in position in the housing.
2. Remove nuts (4) and washers.
3. Bend the lock away from nut (3). Remove nut (3), the lock, spacer (2) and the O-ring seal from the shaft.
Typical Example
4. Remove bolts (7) and washers that hold the housing to the circle drawbar.
5. Remove three bolts (6) that hold cover to the circle drive housing.
Typical Example
6. Install tooling (A) and a hoist to the circle drive housing.

7. Lift circle drive (8) away from the drawbar far enough to remove pinion (3) from the shaft and from engagement in the circle.
8. Remove pinion (3). Remove circle drive (8). Weight of the circle drive is 97 Kg (215 lb.).
Typical Example
9. Remove thrust washer (9) from pinion.

10. Remove Duo-Cone seal (10) from pinion.
Typical Example
11. Remove Duo-Cone seal (11) from circle drive pinion.
Install Circle Drive
NOTE: See the topic, Duo-Cone seals, (Conventional) before installing any of the Duo-Cone seals.
1. Make sure the Duo-Cone seals for the pinion and the circle drive housing are clean and dry. Make sure all the metal surfaces, with which the seals
make contact, are clean and dry.
Typical Example
Typical Example
2. Install the Duo-Cone seals in circle drive housing (8) and the pinion (1) with tooling (B).
3. Install thrust washer (9) on the face of pinion (1).
4. Put a small amount of oil on the surfaces of the Duo-Cone seals that make contact with each other.
Typical Example
5. Install tooling (A) and a hoist on the circle drive housing (8).
6. Put circle drive housing (8) in position over the circle drawbar. Install pinion (1) on the shaft of the circle drive and on the circle. Lower the circle
drive on to the drawbar.
7. Remove the hoist and tooling (A) from circle drive housing. Install three bolts in housing.
Typical Example
8. Lubricate bore lightly with lubricant being sealed. Install O-ring seal (13), spacer (2), lock (14) and nut (3) on the shaft of the circle drive. Tighten
nut (3) to a torque of 325 ± 27 N·m (240 ± 20 lb.ft.). Bend lock (14) across the flat surface of nut (3).
9. Install nuts (4) and washers on studs (12). Tighten the nuts to a torque of 390 ± 25 N·m (290 ± 20 lb.ft.).
10. Install the bolts that hold the circle drive to the circle drawbar from the top.
11. Fill the circle drive housing to its correct level.
End By:
Disassemble Circle Drive
Start By:
1. Put the circle drive in position on blocks as shown. Remove four nuts (1), retainer housing (2) and shims from housing assembly.
2. Remove bearing cup (3) from retainer housing.
3. Remove five bolts (5) and cover (4). Remove coupling (6) and the worm gear with bearings.
5. Remove bearings (8) and (10) from worm (9) with tooling (A).
6. Remove gear (11) and shaft (12) as a unit.
7. Remove bolts (13) that hold the gear to the shaft. Remove the gear from the shaft.
8. Remove thrust washer (14) and bearing (15) from housing.
9. Remove the bearing cup from housing (16) with tooling (B).
Assemble Circle Drive
1. Lower the temperature of bearing cup (17). Install the cup in the housing (16).
2. Install the bearing in housing (16) with tooling (C) to a depth of 2.0 ± 0.5 mm (.079 ± .020 in.) below the surface of housing (1).
3. Put gear (11) in position on shaft (12). Install the gear with the deeper side toward the flange on the shaft.
4. Install the nuts, washers and bolts that hold gear (11) to shaft (12). Tighten bolts to a torque of 270 ± 25 N·m (200 ± 20 lb.ft.).
5. Put thrust washer (14) in position in the housing.
6. Put the shaft and gear assembly (17) in position in housing (16).
8. Install bearings (8) and (10) on worm (9).
9. Put worm (9) and the bearings in position in housing (16). Make sure bearing (10) is in contact with the bearing cup in housing (16).
10. Lower the temperature of bearing cup (3) and install in the retainer housing (2).
11. Put retainer housing (2) in position on the circle drive housing. Do not install the O-ring seal or the shims. Install the nuts that hold the carrier
housing to the circle drive housing.
12. Install tooling (D) on the carrier housing and against worm (9). Tighten nuts (1) evenly while worm (9) is moved. Tighten nuts (1) until the shaft
end play is zero. Measure the distance between retainer housing (2) and the circle drive housing with a feeler gauge. Remove retainer housing (2) and
tooling (D).
13. Torque nut (1A) to 20 N·m (15 lb ft) and nut (1B) to 40 N·m (30 lb ft). Then, torque nut (1A) to 80 N·m (60 lb ft) and nut (1B) to 80 N·m (60 lb
ft). Rotate the worm 3 revolutions then back off the nuts. Torque nut (1A) to 20 N·m (15 lb ft) and nut (1B) to 40 N·m (30 lb ft) and then torque nut
(1A) to 40 N·m (30 lb ft). Rotate the worm 3 revolutions. Torque nut (1A) to 40 N·m (30 lb ft) and nut (1B) to 40 N·m (30 lb ft). Measure the average
gap between the housing and adapter at the locations being torqued. Subtract 0.145 ± 0.065 N·m (0.107 ± 0.05 lb ft) to obtain the desired shim pack
thickness.
14. Install coupling (6) on worm shaft.
15. Install the bearing in cover (4), for the circle drive housing, with tool (C). Inspect, and make an O-ring seal replacement if necessary. (Lubricate
bore lightly with lubricant being sealed).
16. Put cover in position on the circle drive housing and install five bolts.
End By:
Disassemble Circle Drive With Slip Clutch
Start By:
1. Put circle drive on blocks as shown. Remove four nuts (1), the lock washers, bracket (2) from circle drive housing (3).
2. Remove O-ring (5) and bearing cup (4) from bracket (2). Remove shims (6) from the bracket.
3. Remove bolts (7), cover (8) and the O-ring from bracket (2). Remove coupling (9) and the worm assembly from the housing.
4. Remove bearings (10) and (12) from worm (11) with tool (A).
6. Remove three bolts (14) and washers. Remove plate (15).
7. Remove shims (17), spacer (16). Remove spring (18) and spacer (19).
8. Remove clutch discs (20).
9. Remove spacer (21), gear (22) and shaft (23).
10. Remove thrust washer (24) and bearing (25) from housing (3).
11. Remove bearing cup (26) from housing (3) with tool (B).
Assemble Circle Drive With Slip Clutch
1. Lower the temperature of bearing cups (25) and (26). Install bearing cup (26) in housing (3).
2. Install bearing cup (25) in housing (3) with tool (C) to a depth of 2.0 ± 0.5 mm (.079 ± .020 in.) below the surface of housing (3).
3. Put thrust washer (24) in position on housing (3).
4. Install shaft (23), gear (22) and spacer (21) in the housing.
5. Install clutch discs (20). Be sure and install disc with internal spline first, then alternate the discs.
6. Install spacer (19) on disc (20). Install spring (18) and spacer (16).
7. Install shims (17) until shims are 1.5 to 1.65 mm (.060 to .065 in.) below the top of spacer (16).
8. Install plate (15) and three bolts (14) and washers. Tighten the bolts to a torque of 130 ± 7 N·m (95 ± 5 lb.ft.).
10. Install bearings (10) and (12) on worm (11). Install the worm assembly into housing (3).
11. Lower the temperature of bearing cup (13). Install bearing cup (13) in cover (8) with tool (C).
12. Lower the temperature of bearing cup (4). Install bearing cup (4) in bracket (2).
13. Put bracket (2) in position on the circle drive housing (3). Note: do not install O-ring seal (5) or shims (6) on bracket (2).
14. Install tool (D) on bracket (2) and against worm (11). Install nuts (1) and tighten evenly while worm (11) is moved. Tighten nuts (1) until the
worm end play is zero.
15. Measure the distance between bracket (2) and circle drive housing (3) with a feeler gauge (27). Remove bracket (2) and tooling (D).
16. Install correct amount of shims on bracket (2) to give a preload dimension of .00 to .13 mm (.00 to .005 in.).
17. Install O-ring seal (5) on bracket (2).
18. Install the O-ring in the circle drive housing. Position cover (8) and install bolts (7). Install coupling (9) on worm (11).
19. Position bracket (2) on circle drive housing (3). Install lockwashers and nuts (1).
End By:


Specifications
SENR34880026
Drawbar Group
SMCS - 5207-015; 5207-016; 5207-011; 5207-012
Drawbar For 12G, 140G Shown

(1) Use shims as required to get an endplay of ... 0.6 ± 0.2 mm (.024 ± .008 in)
(2) Torque for five bolts ... 520 ± 20 N·m (380 ± 15 lb ft)
(3) Torque for four bolts ... 700 ± 27 N·m (520 ± 20 lb ft)
(4) Torque for bolts ... 340 ± 30 N·m (250 ± 22 lb ft)
Quantity ... 120G, 130G (12 bolts)
Quantity ... 12G, 140G (18 bolts)
(5) Use shims as required to get a clearance at point (B) of ... 0.5 mm (.02 in) maximum
NOTE: Circle must be able to rotate 360° without stalling drive motor at 13 800 kPa (2000 psi).
(6) With circle in contact with front shoes, adjust screws on side and rear shoes to get a clearance
at point (A) of ... 0.8 mm (.03 in) maximum.
(7) Torque for nuts ... 200 ± 25 N·m (150 ± 18 lb ft)
(8) With circle in contact with front shoes, assemble screws to obtain circle to pinion adjustment
of:
12G, 130G, 140G ... 50.0 + 2.5 - 0.5 mm (1.97 + .10 - .02 in)
(9) Clearance between circle tooth and drive pinion.
120G ... 4.3 + 2.5 - 0.5 mm (.17 + .10 - .02 in)



SENR36500033
Circle Drawbar
SMCS - 6153-010
Remove And Install Circle Drawbar
1. Move the centershift to the farthest position to the right.
2. Remove the bolts and washers (8). Remove the cap (6) and two inserts (7) and (9) from the
centershift cylinder (3).
3. Remove the bolts, caps and inserts from the blade lift cylinders (1) and (5).
4. Retract the cylinder rods into cylinders (1), (3) and (5).
5. Disconnect oil lines (2) from centershift cylinder (3). Secure centershift cylinder (3) to the blade
lift arm.
6. Install tooling (A) under the front of circle (11). Put hydraulic jack (12) under the rear of circle
(11) as shown. Fasten a hoist to circle drawbar assembly (10).
7. Identify four oil lines (19) and disconnect from swivel group (13). Remove cotter pin and pin
(17) from hose guide assembly (14).
8. Loosen nut and set screw (15). Remove bolts (21) and remove shoes (18), shims (16), strips
(20) and (22). Note: Keep the shims (16) with their respective shoes (18).
9. Identify and disconnect oil lines (23) and (24).
10. Remove four bolts and washers (28).
11. Lift the circle drawbar (10) enough to move it away from the front frame and from
engagement in circle (11). Remove the circle drawbar assembly (10) from the machine. The
approximate weight of the standard drawbars are: 12G, 120G and 130G 540 Kg (1200 lbs); 140G,
770 Kg (1700 lbs.).
12. Remove two bolts (29). Remove adapter (27) and shims (26) from shaft (31).
13. Remove five bolts (30) from shaft (31). Remove ball (32) and cap (25) from shaft (31).
NOTE: The following steps are for installation of the circle drawbar.
14. Install adapter (25) and ball (32) on shaft (31). Install five bolts (30). NOTE: The mating
surfaces of ball (32) and shaft (31) must be free of paint and lubricant. Tighten bolts (30) to a
torque of 520 ± 20 N·m (380 ± 15 lb.ft.).
15. Install shims (26), adapter (27) and two bolts (29). NOTE: Use shims (26) as required to
obtain 0.6 ± 0.2 mm (.024 ± .008 in.) end play at face (B).
16. Fasten a hoist to circle drawbar (10). Put circle drawbar (10) in position in the front frame and
in engagement in the circle.
17. Install four bolts and washers (28), and tighten to a torque of 700 ± 27 N·m (520 ± 20 lb.ft.).
18. Connect oil lines (23) and (24).
19. Connect four oil lines (19) to swivel group (13). Position hose guide assembly and install pin
and cotter pin (17).
20. Install strips (22) and (20), shims (16), shoes (18) and bolts (21) on circle drawbar (10). Do not
tighten bolts (21). NOTE: Use shims (16) as required to obtain a maximum dimension "C" of 0.5
mm (.020 in.) clearance at the smallest gap between each strip (22) and circle (11). Circle (11)
must be able to rotate 360° without stalling the drive motor at 13800 kPa (2000 psi).
21. With circle (11) in contact with front shoes (18), adjust screws (15) on side and rear shoes to
obtain a maximum clearance "D" of 0.8 mm (.03 in.).
23. Adjust the screws (15) on the front shoes (18) to obtain circle (11) to pinion (32) adjustment
"E" for 12G, 130G, 140G 50 + 2.5 - 0.5 mm (1.97 + .10 - .02 in.).
24. On the 120G, adjust the screws (15) on the front shoes (18) to obtain clearance "F" between
circle tooth (11) and drive pinion (32) of 4.3 + 2.5 - 0.5 mm (.17 ± .10 - .02 in.).
26. Connect oil lines (2) to the center shift cylinder (3).
27. Position insert (7) in cylinder end cap (4) and extend the centershift cylinder (3) onto the
ballstud. Install insert (9) and cap (6) and bolts and washers (8). NOTE: Put 5P960 Multipurpose
Grease on the inside surfaces of inserts (7) and (9) and on the ballstud.
28. Install the inserts, caps and bolts on the blade lift cylinders (1) and (5). NOTE: Put 5P960
Multipurpose Grease on the inside surfaces of the inserts and the ballstuds.


Systems Operation
Air Conditioning and Heating R-12 All Caterpillar Machines
i01727406
General Information
SMCS - 7309
The air conditioning system is a closed circuit that uses the refrigerant, which is under pressure, to
cool the operator compartment.
• The five components of the expansion valve system are the compressor, the condenser coil,
the receiver-dryer, the expansion valve and the evaporator coil.
• The six components of the manual orifice tube system are the compressor, the condenser
coil, the accumulator, the dryer, the orifice tube and the evaporator coil.
Note: Some orifice tube systems use an accumulator with a desiccant instead of a separate dryer.


Systems Operation
i01755750
Identifying the Air Conditioning System

SMCS - 1808; 7320; 7322
The type of air conditioning system must be identified before the system is serviced. The
refrigerant must be identified so that the correct service manual can be selected.
(1) Compressor block fittings
(2) Charging Ports
By examining charging ports (2), you can determine if the air conditioning system contains R-12
refrigerant.
If the machine has R-12 charging ports, a tag should identify the amount of refrigerant that is
needed in the air conditioning system. The tag will be located inside the cab or near the
compressor.
R-12 air conditioning systems should contain Air Conditioning Mineral Oil.


Systems Operation
i01727684
Refrigerant Compressor
SMCS - 1802
(1) Compressor
(2) Magnetic clutch and pulley assembly
(3) Drive plate
(4) Compressor shaft
(5) Bearing
(6) Coil assembly
The compressor is driven by the engine. A belt connects the engine to the clutch and pulley
assembly (2). The pulley assembly is located on the clutch. The drive plate (3) is fastened to the
shaft of the compressor. The clutch and pulley assembly (2) turns on the bearing (5). The clutch
and pulley assembly (2) are not connected to the shaft (4). The electric current from the thermostat
controls a magnetic field in the coil assembly (6) .
The magnetic field pulls the drive plate (3) against the clutch and pulley assembly (2). The clutch
and the pulley assembly (2) turns the shaft (4) that operates the compressor. When the current to
the coil assembly (6) is stopped, the magnetic field is removed. This allows the drive plate (3) to
move away from the clutch and pulley assembly (2). The clutch and the pulley assembly (2) will
turn freely on the bearing (5). The sequence of connecting and disconnecting the pulley to the
compressor shaft (4) is called compressor cycling. The compressor cycling is controlled by the
thermostat. The thermostat is controlled by the capillary tube, which is installed between the fins
of the evaporator coil.


Systems Operation
i01727689
Refrigerant Condenser
SMCS - 1805
Typical Condenser
Typical Condenser
When the refrigerant leaves the compressor, the refrigerant is a vapor. The temperature of the
refrigerant is high and the pressure of the refrigerant is high when the refrigerant leaves the
compressor. The increase in pressure of the refrigerant causes an increase in temperature of the
refrigerant. The refrigerant vapor leaves the compressor and the refrigerant enters the condenser
(1) .
The refrigerant must be converted into a liquid that has high temperature and high pressure. The
refrigerant must be converted into a liquid in order to increase the efficiency of the air
conditioning system. The condenser (1) converts the refrigerant vapor into a liquid that has high
temperature and high pressure.
When the refrigerant vapor leaves the compressor, the refrigerant vapor enters the condenser. The
condenser is in a location that is exposed to outside air. In order to convert the refrigerant into a
liquid, the refrigerant must lose heat. The refrigerant must reach the temperature of saturation. At
the temperature of saturation, the refrigerant vapor will become a liquid. The temperature of
saturation of the refrigerant depends on the pressure of the refrigerant.
As the high temperature, high pressure refrigerant vapor passes through the condenser (1), the
condenser absorbs heat from the refrigerant vapor. The condenser transfers the heat to the outside
air. The temperature of the refrigerant decreases until the temperature of saturation is reached.
When the temperature of saturation is reached, the refrigerant will start to condense. When all of
the refrigerant is converted into a liquid, the refrigerant leaves the condenser (1).


Systems Operation
i01727699
Evaporator Coil
SMCS - 7343
(1) Evaporator coil
In an expansion valve system, evaporator coil (1) receives liquid refrigerant from the expansion
valve. In an orifice tube system, evaporator coil (1) receives liquid refrigerant from the orifice tube
assembly. The liquid refrigerant that is received by evaporator coil (1) has low pressure and low
temperature. Since the pressure of the liquid refrigerant is low, the temperature of saturation of the
refrigerant is low. At the temperature of saturation, the refrigerant changes from a liquid into a
vapor. The temperature of saturation of a fluid increases when the pressure of a fluid increases.
Evaporator coil (1) is exposed to the air that is inside of the cab. The heat from the air that is
inside of the cab is absorbed by evaporator coil (1). Evaporator coil (1) transfers the heat to the
refrigerant. The refrigerant is then changed from a liquid into a vapor. The vaporized refrigerant
will leave evaporator coil (1). The vaporized refrigerant will carry away the heat from the cab. The
vaporized refrigerant will return to the compressor when the refrigerant leaves evaporator coil (1).
This process is repeated continuously.


Systems Operation
i01727615
Refrigerant Expansion Valve System

SMCS - 7320
Refrigerant Flow Through Air Conditioning System
(1) Compressor
(2) Condenser Coil
(3) Receiver-Dryer
(4) Expansion Valve
(5) External Equalizer Line
(6) Evaporator Coil
(A) Air conditioner refrigerant as a high pressure, high temperature vapor
(B) Air conditioner refrigerant as a high pressure, high temperature liquid
(C) Air conditioner refrigerant as a low pressure and low temperature liquid
(D) Air conditioner refrigerant as a low pressure and low temperature vapor
The air conditioner refrigerant begins to flow in the air conditioning system at the air conditioning
compressor (1). The primary purpose of the compressor (1) is changing the air conditioner
refrigerant from a vapor that has low pressure into a vapor that has high pressure. Also, the
compressor (1) changes the air conditioner refrigerant to a vapor with high temperature. An
increase in the pressure from the compressor (1) causes the increase in the temperature of the
refrigerant. The refrigerant is sent through condenser coil (2). In condenser coil (2), heat is
transferred from the refrigerant to the ambient air. This changes the air conditioner refrigerant to a
high temperature and high pressure liquid.
From the condenser coil (2), the refrigerant moves to the receiver-dryer (3). In the receiver-dryer,
moisture is removed from the refrigerant. The air conditioner refrigerant moves from the receiver-
dryer (3) to the expansion valve (4). In the expansion valve, the air conditioner refrigerant is
changed from a high pressure and high temperature liquid. The refrigerant expands in the
evaporator coil (6). The refrigerant becomes a low pressure and low temperature liquid. When the
refrigerant expands in the evaporator coil, the refrigerant absorbs heat from the cab. This changes
the refrigerant to a low pressure and low temperature vapor. The refrigerant returns to the
compressor (1) as a low pressure and low temperature vapor. This marks the end of the cycle. The
cycle is repeated continuously.
Note: Frost can be used as an indication of blockage in the air conditioning system.


Systems Operation
i01727628
Refrigerant Expansion Valve

SMCS - 7320
(1) Compressor
(2) Condenser Coil
(3) Receiver-Dryer
(4) Expansion Valve
(6) Evaporator Coil
Expansion Valve in the open position (typical example)
(4) Expansion valve
(5) External equalizer line
(7) Capillary tube
(8) Diaphragm
(9) Ball and rod
(10) Metered restriction
(11) Spring
(12) Inlet
(13) Outlet
The expansion valve (4) converts the liquid refrigerant from a high temperature and a high
pressure liquid to a low pressure and a low temperature liquid. The expansion valve (4) provides a
metered restriction (10). The expansion valve (4) allows the high pressure liquid to be reduced to a
low pressure liquid. When the pressure of the refrigerant is reduced, the boiling temperature of the
refrigerant will also be reduced. The refrigerant will enter the evaporator coil (6). Heat from the
cab will be absorbed by the refrigerant.
The reduced liquid pressure will lower the boiling temperature of the refrigerant. The heat will be
absorbed by the liquid R-12. The heat will change the liquid R-12 into a vapor in evaporator coil
(6). The boiling temperature of R-12 at 0.0 kPa (0.0 psi) is approximately -30 °C (-22 °F). In the
evaporator coil of a normal operating system, the pressure will be approximately 103 kPa (15 psi)
to 207 kPa (30 psi). The boiling temperature of R-12 at 103 kPa (15 psi) to 207 kPa (30 psi) is
raised approximately -11.7 °C (11 °F) to 0 °C (32 °F). This is cold enough to remove heat from
the air in the cab without freezing the evaporator coil.
The liquid refrigerant with high pressure and high temperature enters the expansion valve (4) at
the inlet (12). Only a small amount of the liquid refrigerant is allowed to flow through the metered
restriction (10) and into the outlet (13). The size of the metered restriction (10) is controlled by a
ball and rod (9). The spring (11) moves the ball and rod (9) up the expansion valve. This makes
the restriction (10) smaller. The diaphragm (8) moves the ball and rod (9) down the expansion
valve. This makes the restriction (10) larger. A temperature sensing bulb with a capillary tube (7)
is connected to the evaporator coil outlet pipe. The temperature sensing bulb measures the
temperature at the outlet of the evaporator coil. If the temperature increases, the pressure in the
capillary tube (7) increases. The pressure in the capillary tube (7) pushes down on the diaphragm
(8). The diaphragm pushes down on the ball and rod (9). When the ball and rod are pushed down
by the diaphragm the size of the restriction (10) increases. The pressure that pushes on the
diaphragm allows more liquid refrigerant to flow into the evaporator coil (6). When the
temperature decreases, the pressure decreases on the diaphragm (8). The spring (11) pushes up the
ball and rod (9) and this makes the restriction (10) smaller. As a result, less liquid refrigerant
flows into the evaporator coil (6) .
The external equalizer line (5) connects the low pressure from the outlet of the evaporator coil (6)
to the underside of the expansion valve (4) and the diaphragm (8). The pressure from the external
equalizer line pushes up against the bottom of the diaphragm. The pressure that is created by the
temperature sensing bulb in the capillary tube (7) pushes down the top of the diaphragm (8). The
pressures on each side of the diaphragm act against each other. The variation of pressure on each
side of the diaphragm will help to regulate the refrigerant flow by moving the ball and rod (9) up
and down. Regulating the refrigerant flow will prevent the flooding of the evaporator coil (6) with
refrigerant.


Systems Operation
i01727794
Receiver-Dryer
SMCS - 7322
(1) Compressor
(2) Condenser Coil
(3) Receiver-Dryer
(4) Expansion Valve
(6) Evaporator Coil
Typical Receiver-Dryer
(3) Receiver-dryer
(7) Quick coupler
(8) Low pressure cutoff switch
(9) Relief valve
(10) Filter
(11) Desiccant
Top View of Receiver-Dryer
(3) Receiver-dryer
(7) Quick coupler
(8) Low pressure cutoff switch
(9) High pressure relief valve
(12) Moisture indicator
(13) Sight glass
The liquid refrigerant under high pressure and under high temperature leaves condenser coil (2)
and passes through receiver-dryer (3). The liquid refrigerant inside the receiver-dryer passes
through filter (10) and desiccant (11). The desiccant will absorb a small amount of moisture.
Receiver-dryer (3) will also store a small amount of refrigerant. This stored refrigerant is used in
order to compensate for the changing system demands. The demands can result from different
speeds of the compressor and small losses of refrigerant.
Note: Receiver-dryer (3) must be replaced annually. Receiver-dryer (3) must also be replaced
whenever the system is opened. Receiver-dryer (3) should be replaced if moisture indicator (12) is
filled with moisture. Moisture indicator (12) will display a pink color or white color if the receiver
-dryer is full of moisture.
Some receiver-dryers are equipped with quick couplers (7). Receiver-dryers that have quick
couplers can be removed and installed without recovering the refrigerant in the air conditioner
system. Refer to Disassembly and Assembly, "Receiver-Dryer - Remove and Install".
High pressure relief valve (9) is located on most receiver-dryers. The valve allows the refrigerant
to be released to the atmosphere if the pressure increases to approximately 3450 kPa (500 psi).
Most receiver-dryers (3) will have low pressure cutoff switch (8). If the system pressure lowers to
approximately 175 kPa (25 psi), the switch will open. This will open the electric circuit to the
magnetic clutch and the compressor will not operate. The low pressure cutoff switch (8) is used in
order to detect a low refrigerant charge. The low pressure cutoff switch (8) is used in order to
detect system operation at a temperature below 0 °C (32 °F).
Moisture Indicator
Some air conditioning systems will have moisture indicator (12). This moisture indicator is used
in order to determine the relative moisture in the system.
The system must be operated for 2 to 3 hours from time of installation before the system is
checked for moisture. Look at moisture indicator (12). If the moisture indicator is blue, the system
is dry. If the moisture indicator is pink or white, the system is full of moisture.
If the system is full of moisture, the moisture must be removed. Refer to Disassembly and
Assembly, "Receiver-Dryer - Remove and Install".


Systems Operation
i01728477
Refrigerant Orifice Tube System

SMCS - 7320
Typical Refrigerant Orifice Tube System
(1) Compressor
(2) Condenser coil
(3) In-Line dryer
(4) Evaporator coil
(5) Accumulator
(A) Refrigerant is shown as a gas with high pressure and high temperature.
(B) Refrigerant is shown as a liquid with high pressure and high temperature.
(C) Refrigerant is shown as a low pressure and low temperature liquid.
(D) Refrigerant is shown as a gas with low pressure and low temperature.
Note: In an orifice tube system that is properly charged, frost may form between the orifice tube
and the compressor. The frost may be present if the system is operating properly and if the system
is properly charged.
Note: In an orifice tube system, a combination of abnormal pressure and frost MAY indicate
blockage in the system.
Typical In-Line Dryer
(6) Quick coupler
(7) Orifice tube assembly
(8) Desiccant
The orifice tube system uses an orifice tube in place of the expansion valve. The accumulator (5)
and the in-line dryer with orifice tube (3) replace the receiver-dryer.
The orifice tube assembly (7) is located in one end of the in-line dryer (3). The in-line dryer (3) is
located in the line that goes from the condenser coil (2) to the evaporator coil (4). Quick couplers
enable the in-line dryer (3) to be replaced without recovering the system. (6) .
Note: The dryer (3) should be replaced annually. The dryer should also be replaced whenever the
system is opened.
In models without an in-line dryer, the desiccant is located in the accumulator (5). The
accumulator is located in the line that extends from the evaporator coil (4) to the compressor (1).
The orifice tube assembly (7) is located at the evaporator inlet tube.
NOTICE
The orifice tube systems do not have a sight glass for determining
whether the system is low on refrigerant.
Orifice Tube
Typical Orifice Tube Assembly
(10) Orifice tube
(11) O-Ring seal
(12) Tab
(13) Screens
The orifice tube assembly (7) has a plastic body, two screens (13) and a small brass tube (10) that
is located in the center of the body. The O-Ring seals (11) are positioned on the body of the orifice
tube to seal against leakage. If the system has an in-line dryer, orifice tube assembly (7 ) is
contained in the dryer. If the system does not have an in-line dryer, orifice tube assembly (7) is
located at the evaporator inlet tube. The orifice tube assembly is used in place of the thermostatic
expansion valve.
The orifice tube assembly (7) changes the refrigerant from a high pressure and high temperature
refrigerant into a low pressure and low temperature liquid. The orifice tube (10) has a restriction.
The restriction in the orifice tube assembly allows the liquid refrigerant to be reduced from a high
pressure to a low pressure. The flow rate is controlled by pressure differences across the orifice.
The flow rate is also controlled by the temperature of the liquid refrigerant that is in the bottom of
the condenser. The flow rate is sensitive to temperature differences and pressure differences. The
flow rate is more sensitive to temperature differences.


Systems Operation
i01727811
Refrigerant Accumulator
SMCS - 7320
(1) Compressor
(2) Condenser Coil
(3) In-line dryer
(4) Evaporator Coil
(5) Accumulator
(5) Accumulator
(6) Inlet
(7) Desiccant
(8) Liquid refrigerant
(9) Oil drain hole
(10) Outlet
The accumulator (5) is located at the outlet of the evaporator coil (4). The accumulator (5)
separates the liquid refrigerant from the refrigerant vapor that passes through the evaporator coil
(4). The accumulator (5) retains the liquid refrigerant (8) that is separated. Also, the accumulator
(5) releases the vapor to the compressor (1) .
The oil drain hole (9) is located in the bottom of the accumulator (5). The oil drain hole will drain
refrigerant oil that is separated. The oil drain hole will also drain some of the liquid refrigerant.
This liquid refrigerant will go back to the compressor.
The flow of refrigerant out of the accumulator (5) to the compressor (1) is mostly vapor. The
vapor contains a small amount of liquid refrigerant. This liquid refrigerant comes from the oil
drain hole (9) .
When a dryer is not used in the system, desiccants (7) are located in the base of the accumulator
(5). The desiccant is a moisture collection agent.
In an orifice tube system that has an in-line dryer (3), there is no desiccant (15) in the accumulator
(5).


Systems Operation
i01727833
Heating and Air Conditioning Control System

SMCS - 1802; 7309; 7337; 7343
Adjustable Thermostat
An adjustable thermostat contains two temperature control knobs. The temperature control knob
for the air conditioning system is connected to an adjustable thermostat. A thermostat is a switch.
Changes in the temperature will open the thermostat. Changes in the temperature will also close
the thermostat. When the temperature control knob is in the OFF position, the electric circuit that
connects the adjustable thermostat and the magnetic clutch is OPEN. In the OFF position, the
compressor does not operate. The temperature of the air and the position of the temperature
control knob determines if the switch is CLOSED. When the switch is CLOSED, current moves
through the thermostat to the coil assembly in the magnetic clutch and the compressor operates.
The temperature of the air through the evaporator coil is monitored by a capillary tube that is
placed between the fins of the evaporator coil.
The temperature control knob for heating is connected to the heater control valve. The temperature
of the cab is maintained by the position of the air conditioning and heating temperature control
knobs.
Nonadjustable Thermostat (Freeze Control System)
A nonadjustable thermostat contains one temperature control knob. The temperature control knob
is connected to the heater control valve, which controls the flow of coolant through the heater coil.
The temperature of the air across the evaporator coil is preset by the nonadjustable thermostat. The
temperature of the cab is maintained by the position of the temperature control knob on the heater.
Condensation that is frozen will restrict the air flow through the evaporator coils. The compressor
will continue operating only if the condensation does not freeze. In order to prevent the
condensation from freezing, the thermostat switch opens at a temperature of approximately -1.1°C
(30°F). Also, the thermostat switch closes at approximately 2.2°C (36°F). When the switch opens,
the electric circuit that connects the switch to the magnetic clutch is OPEN and the compressor
does not operate. When the switch is CLOSED, the current moves through the switch to the coil
assembly in the magnetic clutch and the compressor operates.
In order to operate the system in the correct manner, the heater core supply must not be closed.
Also, in order to operate the system in the correct manner, the return coolant line valve must not
be closed.


Systems Operation
i01727937
Heating System Schematic

SMCS - 7304
Heating System
(1) Heater coil
(2) Heater Control Valve
(3) Outlet supply connection for the coolant
(4) Return connection for the coolant
The heating system uses the coolant from the engine cooling system. The heater control valve (2)
is connected to the temperature control knob in the cab. With the temperature control knob in the
OFF position, the heater control valve prevents the flow of the coolant through the heater coil (1).
When the control knob is moved from the OFF position the control valve (2) will open. The
control valve allows coolant that is warm to flow from the outlet (3) through the control valve (2)
to the heater coil (1). As the warm coolant flows through the heater coil, the temperature of the air
flow across the heater coil increases.
The temperature of the heater is controlled by the amount of coolant that flows through the heater
coil. The increase of the coolant flow through the heater coil will increase the temperature of the
air that flows across the heater coil. The coolant from the heater coil will flow to the return
connection (4). Then, the coolant is sent back through the engine cooling system.


Systems Operation
i01727955
Preparation of Air Conditioner Units for Seasonal Use

SMCS - 7320
In order to improve the performance of the air conditioning units, regular maintenance must be
performed before the air conditioning units are used. In order to decrease downtime, troubleshoot
the air conditioning units before use. Failure to inspect the air conditioning units will cause the air
conditioning units to fail prematurely. In order for the air conditioning unit to operate at optimum
efficiency, all inspections must be performed.
1. Clean the fresh air filters or install new fresh air filters. Clean the recirculating air filters or
install new recirculating air filters.
2. Inspect the condenser coils. Inspect the evaporator coils. If necessary, clean the coils. Do
not steam clean the coils. In order to straighten the fins, use the 208-1350 Radiator Tool Gp
(Fin Straightener).
3. Inspect the drain lines for flow of condensate. Check for the proper location of the drain
valve. If necessary, flush the lines with water and relocate the valve. The valve should be
located between 0.0 mm (0.00 inch) and 76 mm (3 inch) from the end of the drain line.
4. Inspect the wire connections for the compressor. If necessary, clean the wire connections for
the compressor. To check clutch operation on systems with adjustable thermostats, turn the
thermostat on and off. On some other systems, turn the A/C switch on and off. Systems that
have the compressor protection system will need up to 30 seconds before the clutch
engages.
For systems that are not used for extended periods, run the compressor monthly for a
minimum of 30 seconds. This will keep the shaft seal from drying out, leaking oil, and
leaking refrigerant.
5. Check the condition and tension of the compressor drive belt. For compressors that are
driven by a V-belt, use 144-0235 Belt Tension Gauge .
6. Check all hoses and connections for refrigerant leaks. Leaks can be identified by the
following items: accumulation of oil, accumulation of dust and accumulation of dye. Check
hoses for damaged areas. Replace hoses that are damaged. As required, add protection to the
hoses or relocate the hoses.
7. Do the performance check in this manual. The outside temperature needs to be at least 21 °
C (70 °F).
If the performance check shows a low charge and the system has been used for two or more
years then perform the following steps:
a. Inspect the system for leaks.
b. Recover the system charge.
c. Change the receiver-dryer, the dryer, the in-line dryer and the accumulator with
desiccant.
d. Evacuate the system for 30 minutes.
e. Recharge the system according to the specifications.
f. Inspect the system for leaks.
g. Do the performance check again after the system has been charged.
8. Remember that charging a system requires an exact charge by weight. The charge must be
within 0.01 kg (0.022 lb) of the listed charge.
9. Replace the dryer annually.
10. Inspect the dust caps in order to ensure that the dust caps that are on the service ports are in
place and that the dust caps are tight. Use 2L-1224 Air Conditioner Valve Cap for the high
side or 8C-5248 Air Conditioner Valve Cap for the low side on R-12 systems.


Systems Operation
i01728039
Cab Air Filters

SMCS - 7342
The cab air filters are designed to provide clean air to the air conditioning and the heating coils.
The cab air filters are designed to pressurize the cab. If the filters are not properly maintained, the
coils will be coated with dirt. Dirty coils will result in loss of heating. Dirty coils will result in loss
of cooling. Dirty coils could also result in failure of the compressor.
Cab air filters should be inspected weekly. Inspect the filter for holes. Look through the filter
toward a bright light. Check for damaged gaskets or dented metal parts. Do not use a damaged
filter. A damaged filter will allow dust into the cab. A damaged filter will allow dust onto the
cooling and heating coils.
In moderate dust conditions, the cab air filters should be cleaned weekly. In extreme dust
conditions, the filters should be inspected daily. In extreme dust conditions, clean the filters
whenever it is necessary.
an eighth inch in diameter. Keep the air nozzle at least 50.8 mm (2 inch) inches away from the
filter.
The filters that are made of foam can be blown out with low pressure air. The filters can be gently
washed with a mild detergent. After washing the filters, dry the filters with low pressure air.
Carbon impregnated filters may be blown out with low pressure air. Do not wash the carbon
impregnated filters.
Standard filters or high efficiency filters may be blown out with low pressure air. Do not wash the
standard filters. Do not wash the high efficiency filters.


Systems Operation
i01727239
Glossary of Terms
SMCS - 7320
Accumulator - The accumulator is a component of an air conditioning system with an orifice

tube. The accumulator is located between the evaporator coil and the compressor. The
accumulator's function is to separate liquid refrigerant and oil from the refrigerant that is mostly
vaporized. Removing the liquid refrigerant and removing the oil protects the compressor from
liquid slugging. Some air conditioning systems have an accumulator that contains a desiccant. The
desiccant will remove moisture from the system.
Ambient Air - Outside air
Charge - The charge is a predetermined amount of refrigerant that is put into the air conditioning
system. The charge is measured in units of weight.
Compressor - The compressor is a component in the system that increases the pressure of the
refrigerant. The compressor will cause the refrigerant to flow through the system.
Condenser - The condenser is a component in the system that changes the refrigerant from a high
pressure, high temperature vapor to a high pressure, high temperature liquid.
Contaminants - Dirt, water, and air
Desiccant - The desiccant is used in the receiver-dryer or in the accumulator. The desiccant
removes moisture from the air conditioning system.
Detecting - Detecting is finding the source of the problem in the system.
Diaphragm - The diaphragm is a rubber-like material. The diaphragm divides the upper chamber
and the lower chamber in the thermostatic expansion valve.
Discharge Side - The discharge side of an air conditioning system is the outlet from the
compressor to the outlet of the condenser coil. The discharge side is also referred to as the high
side of an air conditioning system.
Evacuating - Evacuating is the removal of air and moisture from the air conditioning system.
Evaporation - Evaporation is the process of changing a liquid to a vapor.
Evaporator - The evaporator is the component in the air conditioning system that changes the
refrigerant from a liquid to a vapor. The evaporator transfers heat to the liquid refrigerant in order
to convert the refrigerant into a vapor.
Expansion Valve - The expansion valve is a component in the air conditioning system that
regulates the flow of liquid refrigerants into the evaporator.
Fluid - Fluid is a liquid or a gas.
Flush - Flushing is the removal of foreign material and oil from the air conditioning system. You
must flush the system with fluid that is approved. The fluid must be approved by SAE. The fluid
must be approved by ISO.
Foaming - Foam that can be seen in the sight glass is an indication of low refrigerant level in the
system.
Freeze - Freezing causes a liquid to become a solid.
Frost - Frost may be caused by a blockage somewhere in the system.
Gas - A gas is a substance that contains very small particles which float in the air. A gas does not
contain liquid or solid particles.
Graduated Container - A graduated container is a glass container with markings on the side of
the container. The markings are used in order to measure the amount of fluid in the container. The
markings normally have units of ounces or units of milliliters.
Heat - Thermal energy
Identifier - The identifier is an instrument that is used for testing the system. The identifier is used
for determining the type of refrigerant that is in the system. The identifier is also used for
determining the percentage of air that is in the system.
In-Line Dryer - The in-line dryer is a component in the air conditioning system that removes
moisture from the system. The in-line dryer filters the refrigerant. The in-line dryer will have a
quick disconnect in the system. The in-line dryer contains an orifice tube.
Latent Heat - Latent heat is the amount of heat that is required to cause a change of state between
a liquid and a gas of the refrigerant without changing the temperature.
Latent Heat of Condensation - Latent heat of condensation is the quantity of heat that is released
from a vapor as the vapor is changed to a liquid at a constant temperature.
Latent Heat of Evaporation - The quantity of heat that is absorbed by a liquid as the liquid is
changed from a liquid into a vapor at a constant temperature.
Leak Detector - The leak detector is a device that is used to locate leaks in the air conditioning
system.
Liquid Line - The liquid line is the line that connects the condenser coil, the dryer receiver, and
the expansion valve together in an expansion valve system. The liquid line is also the line that
connects the condenser coil and the orifice tube together in an orifice tube system.
Magnetic Clutch - The magnetic clutch is a device which is used as a coupling between the
pulley and the compressor. The magnetic clutch turns the compressor on and off. An electric
current activates the clutch.
Manifold Gauge Set - The manifold gauge set contains gauges and hoses that are used to measure
the pressures in the air conditioning system.
Moisture - Moisture is water that is in the air or water that is in the refrigerant.
Moisture Indicator - The moisture indicator is a device that uses color to indicate if the material
in the dryer is fully saturated. The moisture indicator will display a pink color or a white color if
the dryer is saturated. The moisture indicator will display a blue color if the dryer is capable of
absorbing more moisture.
Orifice Tube - The orifice tube has a body that is made of plastic with a metal tube inside. The
orifice tube is a metering control. The orifice tube is located between the high pressure side and
the low pressure side in the orifice tube system.
Overcharge - A system is overcharged when an excessive amount of refrigerant is present in the

air conditioning system.
Partial Charge - A partial charge is less than a full charge of refrigerant. An air conditioning
system has a partial charge when there is not enough refrigerant in the system.
Performance Test - The performance test is the notation of temperatures and pressures under
controlled conditions. The performance test is used in order to determine if the air conditioning
system is operating normally.
Refrigerant Quick-Check Procedure - The refrigerant quick-check procedure is a brief

inspection of the system. No instruments are required in order to perform a refrigerant quick-
check procedure.
Receiver-Dryer - The receiver-dryer is the component in the air conditioning system that removes
the contaminants (moisture) from the circuit. The receiver-dryer is also a storage area for a small
amount of liquid refrigerant. The receiver-dryer may also have a pressure switch that deactivates
the compressor if the pressure of the refrigerant is lower than approximately 175 kPa (25 psi).
Reclaim - The air conditioner refrigerant that is reclaimed must meet SAE J1991 or SAE J2099
standards. The reclaiming of air conditioner refrigerant requires processes that are available only
at a remanufacturing facility.
Recover - Recovering is the removal of the air conditioner refrigerant from the air conditioner
system. The refrigerant must be stored in an approved container. The refrigerant is not required to
be tested or processed when the refrigerant is recovered from the system.
Recycle - The recycling of the refrigerant is usually completed at the site or at the service shop.
The refrigerant can be cleaned by separating the oil from the refrigerant. The refrigerant can be
cleaned by passing the refrigerant through a filter dryer. In order for the refrigerant to be
considered recycled, the refrigerant must meet SAE J1991 or SAE J2099 standards. The recycled
refrigerant must meet these standards in order to be used in an air conditioning system.
Refrigerant - The refrigerant is the fluid that is used in the air conditioning system. The
refrigerant removes heat from the operator's compartment.
Refrigerant Oil - Refrigerant oil is the oil that is used in the air conditioning system. The
refrigerant oil lubricates the compressor.
Sight Glass - The sight glass is used to observe the flow of refrigerant in the air conditioning
system. The sight glass is located at the top of the receiver-dryer or in the line that is leaving the
receiver-dryer.
Stabilize - If the performance of the system is constant, the system is stabilized.
Subcooling - The additional cooling of the refrigerant in the bottom of the condenser after the
refrigerant has changed from a vapor to a liquid.
Suction Side - The suction side is the connection that is between the evaporator coil and the
compressor.
Superheat - The additional heating of the refrigerant in the bottom of the evaporator after the
refrigerant has changed from a liquid to a vapor.
Temperature of Saturation - At the temperature of saturation, a liquid will change into a vapor
and a vapor changes into a liquid. The temperature of saturation depends on the pressure of the
fluid. The temperature of saturation increases when the pressure of a fluid increases.
Vapor - Gas


Systems Operation
i03007150
General Information
SMCS - 7309
The purpose of this service manual is to describe the operation, testing and adjusting procedures,
and disassembly and assembly procedures of Caterpillar operator station heating and air
conditioning systems.
These systems are designed to provide thermal comfort to machine operators in various
conditions.
Both systems are closed loop systems that work by exchanging heat between the system fluid and
the air that is supplied to the operator station. The fluid in the air conditioning system is
refrigerant, and the fluid in the heating system is engine coolant.
In the air conditioning system, heat is transferred from the hot cab air to the cold refrigerant in the
evaporator. The refrigerant is then transported to the condenser. Heat is deposited outside the
condenser.
In the heating system, heat is transferred from the hot engine coolant to the cold cab air in the
heater coil. The engine coolant is then transported to the engine. When the coolant is back in the
engine, the coolant is heated again.


Systems Operation
i02983732
Identifying the Refrigerant

SMCS - 1809
Before servicing the air conditioning system, the type of refrigerant that is used must be
determined so that the correct service manual can be selected.
A tag that is placed in the cab or near the compressor can identify the refrigerant. The machine can
have factory installed tag (1), or the machine can have tag (2) that is installed by the dealer.
(1) Factory installed identification tag
(2) Retrofit tag that is installed by the dealer
One may also identify the type of refrigerant that is used in the air conditioning system by
examining the charging ports. Systems with R-134a will use ports that are quick disconnect (4)
while systems with the older R-12 will use threaded ports (3). These ports are usually found in the
block fittings that attach to the compressor.
(3) R-12 charging port
(4) R-134a charging port
If the system contains R-12 and needs to be serviced, refer to Service Manual, SENR3334, "Air
Conditioning and Heater R-12".
If the system contains R-12 and needs to be retrofitted for use with R-134a, refer to Special
Instruction, SEHS9734, "Retrofitting Caterpillar R-12 Air Conditioning System to R-134a
Refrigerant".


Systems Operation
i02979466
Identifying the Air Conditioning System

SMCS - 1808; 7320-ZJ; 7322
The R-134a air conditioning system can be identified as an orifice tube system or an expansion
valve system.
(1) In-line dryer
One identifies the orifice tube system by locating either an in-line dryer (1) or an accumulator (2)
in the system. The orifice tube is located within the in-line dryer or within the evaporator inlet
tube and the orifice tube cannot be seen.
(2) Accumulators
The following components are the six components of the orifice tube system:
• Compressor
• Condenser coil
• Dryer
• Orifice tube
• Evaporator Coil
• Accumulator
The expansion valve system can be identified by locating a Thermostatic Expansion Valve (TXV)
in the system. The two main types of TXV's are block (3) and 90° expansion valves (4).
Expansion valve systems also contain a receiver-dryer (5).
(3) Block expansion valve
(4) 90° expansion valve
(5) Receiver-dryers
The following components are the five components of the expansion valve system:
• Compressor
• Condenser coil
• Receiver-dryer
• Expansion valve
• Evaporator coil


Systems Operation
i06598406
Identifying the Heating System

SMCS - 7304; 7309
Identifying the Heating System

The heating system can be identified as either a water valve control system or a blend door control
system. The control system for the water valve regulates the amount of hot engine coolant that is
circulated through the heater coil. The control system for the blend door regulates the amount of air
that is routed through the heater coil. Both the water valve and the blend door can be regulated
through either a mechanical cable or through an electronic actuator.
Heating System with Water Valve Control
(1) Supply from engine thermostat
(2) Return to water pump
(3) Heater return to water pump
(4) ESPAR return to water pump
The hot coolant from the engine circulates through the heating system. This coolant flows from the
engine thermostat (1), through heater control valve, through heater coil, and back to the return valve
for the water pump. The temperature control knob, which is on the control panel within the cab,
regulates the flow of coolant.
With the temperature control knob in the maximum cold position, heater control valve is closed. This
prevents the flow of coolant into heater coil. When the control knob is moved away from the
maximum cold position toward the maximum heating position, the heater control valve begins to
open. As the control valve opens, coolant begins to flow from the outlet valve for engine thermostat
through the heater control valve and into the heater coil. As the hot coolant flows through the heater
coil, the temperature of the air that is flowing through the coil increases.
The temperature of the air that is flowing out of heater coil and into the cab is controlled by the
amount of coolant that circulates through the heater coil. The coolant transfers the heat into the air
stream. By increasing the amount of coolant that is circulating through the heater coil, the
temperature of the air that is flowing out of the coil also increases. The coolant leaves the heater coil
at a reduced temperature and flows back into the return valve for the water pump.
Heating System with Blend Door Control
The hot coolant from the engine circulates through the heating system. This coolant flows from the
outlet valve for the engine thermostat, through heater control valve, through heater coil, and back to
the return valve for the water pump. The temperature control knob, which is on the control panel
within the cab, regulates the flow of coolant.
The air from outside of the unit is pulled through evaporator coil. This is through a series of ducts and
filters. The incoming air is directed by using a blend door. The air can be directed to flow through
heater coil, or the air can be directed to bypass the heater coil. With the temperature control knob in
the maximum cold position, blend door is closed. This prevents the air from flowing through heater
coil. This air flows directly from evaporator coil to the cab.
When the control knob is moved away from the maximum cold toward the maximum heat position,
blend door begins to open. As the blend door opens, air begins to flow through heater coil and mixes
with the colder air that is flowing through evaporator coil. This mixture of air is delivered to the cab
through the air ducts. As the amount of air that is flowing through the heater coil increases, the
overall temperature of the air that is flowing into the cab also increases.
Heater Coil
The heater coil is a device that is similar to a radiator. The heater coil heats the cab of the machine.
The heater coil is exposed to the air which passes across the evaporator coil. The heater transfers the
heat from the hot engine coolant into the air that is traveling across the engine. The heat transfer will
heat up the air that is flowing to the cab, which also reduces the temperature of the coolant that is
flowing back to the engine cylinder.
Water Valve
The water valve is a device that is used to regulate the flow of engine coolant to the heater coil and
the flow of engine coolant from the heater coil. The water valve is a necessary component in the
control system for the water valve. The water valve can be used in a blend door controlled system. In
the blend door system, the water valve would allow coolant to flow through the coil, or the water
valve would block coolant flow completely.
Depending on the type of system that is being used, the water valve can be connected to a mechanical
cable, or the water valve can be connected to an electronic actuator. The mechanical cable is
connected between the control knob in the cab and the valve. The control knob opens the valve and
the control knob closes the valve. The electronic actuator is connected to the water valve and wired to
the control panel.
Blend Door
The blend door is a device that is used to control the temperature of the cab air. The blend door
controls the temperature by regulating the amount of air that is allowed to pass through the heater coil
and mixing the air with the cool air from the evaporator coil. As the blend door gradually opens, the
hot coolant that is flowing through the heater coil transfers heat to the cooler air that is flowing across
the heater coil. This warmer air mixes with the cool air that is flowing across the evaporator to
regulate the air temperature that is entering the ducts in the cab.
The blend door is typically plastic with insulation on both sides to prevent any unnecessary heat
transfer when the system is set to the maximum heat position or the maximum cold position. The
blend door is controlled by an electronic actuator, which is wired into the control panel within the
cab.


Systems Operation
i02979504
Refrigerant Expansion Valve System

SMCS - 7320
(1) Compressor
(2) Condenser
(3) Receiver-dryer
(4) Desiccant
(5) 90° expansion valve
(6) Block expansion valve
(7) Evaporator
(A) High temperature high pressure refrigerant vapor
(B) High temperature and high pressure refrigerant liquid
(C) Low temperature, low pressure refrigerant liquid vapor mixture
(D) Low temperature low pressure refrigerant vapor
The air conditioner refrigerant begins to flow in the air conditioning system at the refrigerant
compressor (1). The compressor is designed to change the air conditioner refrigerant from a vapor
that has low pressure into a vapor that has high pressure. Also, the compressor changes the refrigerant
from a vapor with low temperature to a vapor with high temperature. The increase in pressure causes
the increase in temperature.
The refrigerant is sent through the condenser coil (2). In the condenser coil, heat is transferred from
the refrigerant to the outside air. This changes the refrigerant to a high temperature and high pressure
liquid.
From the condenser coil, the refrigerant moves to the receiver-dryer (3). In the receiver-dryer,
moisture is removed from the refrigerant by the desiccant (4).
The refrigerant moves from the receiver-dryer to either the 90° expansion valve (5) or the block
expansion valve (6). In the expansion valve, the refrigerant is changed from a high pressure and a
high temperature liquid to a low pressure and a low temperature mixture of liquid and vapor.
The low pressure and low temperature refrigerant moves to the evaporator coil (7). While the
refrigerant is in the evaporator coil, the refrigerant absorbs heat from the cab. This changes the
refrigerant to a low pressure and low temperature vapor.
The refrigerant returns to the compressor as a low pressure and low temperature vapor. This marks
the end of the cycle. The cycle is repeated continuously.


Systems Operation
i03028705
Refrigerant Orifice Tube System

SMCS - 7320-QT
(1) Compressor
(2) Condenser
(3) In-line dryer
(4) Desiccant
(5) Orifice Tube
(6) Evaporator
(7) Accumulator
(A) High temperature high pressure refrigerant vapor
(B) High temperature, high pressure refrigerant liquid
(C) Low temperature, low pressure refrigerant liquid vapor mixture
(D) Low temperature low pressure refrigerant vapor
The air conditioner refrigerant begins to flow in the air conditioning system at refrigerant compressor
(1). The compressor is designed to change the air conditioner refrigerant from a vapor that has low
pressure into a vapor that has high pressure. Also, the compressor changes the refrigerant from a
vapor with low temperature to a vapor with high temperature. The increase in pressure causes the
increase in temperature.
The refrigerant is sent through condenser coil (2). In the condenser coil, heat is transferred from the
refrigerant to the outside air. This changes the refrigerant to a high temperature and high pressure
liquid.
From condenser coil (2), the refrigerant moves to in-line dryer (3). In in-line dryer (3), moisture is
removed from the refrigerant by desiccant (4). Some orifice tube systems will not contain an in-line
dryer. In this case, the desiccant is located in accumulator (7).
Next, the refrigerant flows to the orifice tube. When the refrigerant is at the orifice tube, the
refrigerant is changed from a high pressure and high temperature liquid to a liquid vapor mixture that
is low pressure and low temperature.
The low pressure and low temperature refrigerant moves to evaporator coil (6). While the refrigerant
is in the evaporator coil the refrigerant absorbs heat from the cab. This changes the refrigerant to a
low pressure and low temperature vapor.
After the evaporator coil, the refrigerant flows to the accumulator. The accumulator stores liquid
refrigerant that is exiting the evaporator and the accumulator allows only vapor to continue to the
compressor.
The low pressure and low temperature vapor returns to the compressor. This marks the end of the
cycle. The cycle is repeated continuously.


Systems Operation
i02998460
SMCS - 1802
(1) Compressor
(3) Coil assembly
(4) Drive plate
(5) Bearing
(6) Compressor shaft
The compressor is driven by the engine. A belt connects the engine to the clutch and pulley
assembly (2). The pulley assembly is located on the clutch. The drive plate (4) is fastened to the
shaft of the compressor. The clutch and pulley assembly (2) turns on the bearing (5). The clutch
and pulley assembly (2) are not connected to the shaft (6). The electric current from the thermostat
controls a magnetic field in the coil assembly (3).
The magnetic field pulls the drive plate (4) against the clutch and pulley assembly (2). The clutch
and the pulley assembly (2) turns the shaft (6) that operates the compressor. When the current to
the coil assembly (3) is stopped, the magnetic field is removed. This allows the drive plate (4) to
move away from the clutch and pulley assembly (2). The clutch and the pulley assembly (2) will
turn freely on the bearing (5). The sequence of connecting and disconnecting the pulley to the
compressor shaft (6) is called compressor cycling. The compressor cycling is controlled by the
thermostat . The thermostat is controlled by the capillary tube, which is installed between the fins
of the evaporator coil.


Systems Operation
i02982781
Refrigerant Condenser
SMCS - 1805
Typical Condenser
Typical Condenser
When the refrigerant leaves the compressor, the refrigerant is a vapor. The temperature of the
refrigerant is high and the pressure of the refrigerant is high when the refrigerant leaves the
compressor. The increase in pressure of the refrigerant causes an increase in temperature of the
refrigerant. The refrigerant vapor leaves the compressor and the refrigerant enters the condenser
(1).
The refrigerant must be converted into a liquid that has high temperature and high pressure. The
refrigerant must be converted into a liquid in order to increase the efficiency of the air
conditioning system. The condenser (1) converts the refrigerant vapor into a liquid that has high
temperature and high pressure.
When the refrigerant vapor leaves the compressor, the refrigerant vapor enters the condenser. The
condenser is in a location that is exposed to outside air. In order to convert the refrigerant into a
liquid, the refrigerant must lose heat. The refrigerant must reach the temperature of saturation. At
the temperature of saturation, the refrigerant vapor will become a liquid. The temperature of
saturation of the refrigerant depends on the pressure of the refrigerant.
As the high temperature, high pressure refrigerant vapor passes through the condenser (1), the
condenser absorbs heat from the refrigerant vapor. The condenser transfers the heat to the outside
air. The temperature of the refrigerant and the pressure of the refrigerant decrease until the
temperature of saturation is reached. When the temperature of the refrigerant vapor is equal to the
temperature of saturation, the refrigerant becomes a high temperature, high pressure liquid. When
the refrigerant is converted into a liquid, the refrigerant leaves the condenser (1).


Systems Operation
i05907555
Refrigerant Receiver-Dryer
SMCS - 7322
(1) Low-pressure cutoff switch
(2) Receiver-dryer
(3) High-pressure relief valve
(4) Desiccant
(1) Low-pressure cutoff switch
(2) Receiver-dryer
(3) High-pressure relief valve
(5) Moisture indicator
High pressure and high temperature refrigerant leaves the condenser coil and passes through the
receiver-dryer (2) . The liquid refrigerant inside the receiver-dryer passes through desiccant (4) .
The desiccant absorbs a small amount of moisture.
The receiver-dryer stores a small amount of refrigerant. This stored refrigerant is used in order to
compensate for the changing system demands. These system demands can result from changing
the speeds on the compressor, varying heat loads, or small losses of refrigerant.
A high-pressure relief valve (3) is located on most receiver-dryers. The valve allows the
refrigerant to be released to the atmosphere if the pressure increases to approximately 3450 kPa
(500 psi). Most receiver-dryers also have a low-pressure cutoff switch (1) . If the system pressure
lowers to approximately 175 kPa (25 psi), the switch opens. This will open the electric circuit to
the magnetic clutch and the compressor will not operate.
Some receiver-dryers will have a moisture indicator (5) . This moisture indicator is used in order
to determine the relative moisture in the system. If the moisture indicator is blue, the system is
dry. If the moisture indicator is pink or white, then the receiver-dryer must be replaced. Refer to
Disassembly and Assembly, "Receiver-Dryer Remove and Install" within this manual.


Systems Operation
i05907557
Refrigerant Expansion Valve

SMCS - 7320-EV
(1) External equalizer line
(2) Metered restriction
(3) Outlet
(4) Capillary tube and temperature sensing bulb
(5) Diaphragm
(6) 90° style expansion valve
(7) Inlet
(8) Ball and rod
(9) Spring
The expansion valve (6) is designed to convert the refrigerant from a high pressure and high
temperature liquid into a low pressure and low temperature liquid vapor mixture. The expansion
valve also controls the amount of refrigerant that is supplied to the evaporator.
The two main types of expansion valve are the 90° expansion valve and the block expansion
valve. The internal operation is identical for both of the valves. The valve configuration on the air
conditioning system can be found in Systems Operation, "Refrigerant Expansion Valve System"
within this manual.
The liquid refrigerant with high pressure and high temperature enters the expansion valve at the
inlet (7) from the condenser. An amount of refrigerant is allowed to flow through the metered
restriction (2) and the outlet (3) to the evaporator.
The size of the metered restriction is controlled by three components:
• Pressure in the capillary tube (4)
• Pressure in the external equalizer line (1)
• Force due to the spring (9)
The capillary tube is filled with saturated refrigerant. There is a temperature sensing bulb at the
end of the capillary tube. The temperature sensing bulb is held to the evaporator outlet. As the
temperature of the evaporator outlet increases, the pressure in the capillary tube increases. This
pressure creates a downward force on the diaphragm (5) . Some types of block valves have an
internal temperature sensing bulb.
The external equalizer line connects the evaporator outlet with the underside of the diaphragm.
The pressure in the line creates an upward force on the diaphragm. In a block style expansion
valve, there is not a required separate external equalizer line. There is not a separate external
equalizer line because the line for the evaporator outlet is routed through the block valve.
The ball and rod (8) is attached to the diaphragm and the spring. The spring creates an upward
force on the ball and rod.
When the force due to the pressure in the capillary tube is greater than the combined forces due to
the spring and the pressure in the external equalizer line, the valve opens wider. The opening of
valve allows more refrigerant flow. When the force due to the pressure in the capillary tube is less
than the combined forces due to the spring and the pressure in the external equalizer line, the valve
closes. The closing of valve restricts the refrigerant flow.
This metering action allows only the required amount of refrigerant to be supplied to the
evaporator in varying load conditions.


Systems Operation
i02980139
In-line Refrigerant Dryer

SMCS - 7322
(2) Desiccant
(3) Tube O-ring fitting
(4) Quick disconnect fitting
(5) In-line dryer
The in-line dryer (5) receives the high temperature high pressure liquid refrigerant from the
condenser coil. The refrigerant passes through the desiccant (2). The moisture is removed in the
desiccant (2). The refrigerant continues to the orifice tube assembly (1), which is the location
where the high temperature high pressure liquid is changed into a liquid vapor mixture that is low
temperature low pressure . After exiting the in-line dryer, the refrigerant continues to the
evaporator coil.
The in-line dryer connects to the refrigerant circuit with either tube O-ring fitting (3) or a quick
disconnect fitting (4).


Systems Operation
i03022273
Refrigerant Orifice Tube Assembly

SMCS - 7320-QT
(2) Orifice tube
(3) O-ring seal
(4) Tab
(5) Screen
The orifice tube assembly (1) contains a plastic body, two screens (5), and a small brass tube. The
small brass tube is referred to as an orifice tube (2), and it is located in the center of the body. The
O-ring seals (3) are positioned on the body of the orifice tube to seal against leakage around the
orifice tube.
The orifice tube assembly is contained within the in-line dryer. If there is no in-line dryer, the
orifice tube is located in the inlet to the evaporator.
The orifice tube (2) restricts the flow of refrigerant. This restriction creates a pressure drop across
the orifice tube. This changes the refrigerant from a high temperature high pressure liquid into a
liquid vapor mixture that is low temperature low pressure. The flow rate is controlled by the
pressure difference across the orifice tube.


Systems Operation
i02982788
Evaporator Coil
SMCS - 7343
(1) Typical evaporator coil
In an expansion valve system, the evaporator coil receives liquid refrigerant from the expansion
valve. In an orifice tube system, the evaporator receives liquid refrigerant from the orifice tube
assembly. The liquid refrigerant that is received by the evaporator has low pressure and low
temperature. Since the pressure of the liquid refrigerant is low, the temperature of saturation of the
refrigerant is low. At the temperature of saturation, the refrigerant changes from a liquid into a
vapor. The temperature of saturation of a fluid increases when the pressure of a fluid increases.
The evaporator coil is exposed to the air that is inside of the cab. The heat from the air that is
inside of the cab is absorbed by the evaporator. The evaporator transfers the heat to the refrigerant.
The amount of heat that is required to reach the temperature of saturation is called the latent heat
of vaporization. When this heat is absorbed by the refrigerant, the temperature of the refrigerant
will reach the temperature of saturation. The refrigerant will change from a liquid into a vapor.
The vaporized refrigerant will leave the evaporator. The vaporized refrigerant will carry away the
heat from the cab. The vaporized refrigerant will return to the compressor when the refrigerant
leaves the evaporator. This process is repeated continuously.


Systems Operation
i05948855
Refrigerant Accumulator
SMCS - 7320-ZJ
(1) Accumulator
(2) Desiccant
(3) Inlet
(4) Filter for the oil drain
(5) Outlet
(6) Standpipe
(7) J-tube
Low temperature low-pressure refrigerant leaves the evaporator coil and passes into the
accumulator (1) through the inlet (3). Liquid refrigerant that was not evaporated in the evaporator
is stored in the bottom of the accumulator. Vapor refrigerant passes through either the standpipe
(6) or the J-tube (7) before exiting through the outlet (5). The oil goes to the compressor through a
filter for the oil drain (4).
The accumulator stores some refrigerant in order to compensate for the changing system demands.
These system demands can result from changing speeds in the compressor, varying heat loads, or
small losses of refrigerant.
The accumulator will contain desiccant (2) if the system does not contain an in-line dryer. The
liquid refrigerant will pass through the desiccant, which will remove a small amount of moisture.


Systems Operation
i02980429
Refrigerant Compressor Protection System

SMCS - 1802
Compressor protection schematic with an on delay timer (Compressor Protection Module)
The protection system uses an on delay timer assembly for the refrigerant compressor that monitors
three switches in order to protect the refrigerant compressor. The on delay timer assembly will
perform the following functions:
• Increase the life of the refrigerant compressor if the air conditioning system has a low
refrigerant charge.
• Delay the refrigerant compressor from engaging during engine start-up.
• Protect the compressor clutch from low voltage and high voltage.
On Delay Timer Assembly for the Refrigerant Compressor
(1) Output (signal voltage)
(2) Chassis ground
(3) Compressor clutch
(4) Power supply
When the air conditioning switch is activated inside the cab, the air conditioning switch supplies
voltage to the on delay timer assembly through pin (4). If the voltage at pin (4) is outside the
acceptable range, the on delay timer assembly will not engage the compressor clutch coil. If the
proper voltage is present, the on delay timer assembly delays the engagement of the compressor
clutch for 15 to 20 seconds after the air conditioning switch is activated. The on delay timer assembly
monitors the status of three switches by sending a signal voltage through pin (1). The following three
switches are monitored by the on delay timer assembly:
• The high/low pressure switch on the high side of the air conditioning system
• The low pressure switch on the low side of the air conditioning system
• The thermostat switch
The three switches are connected in series to ground. If any one switch creates an open circuit, the on
delay timer assembly detects the signal.
If any of the switches cycle on and off in rapid succession, the on delay timer assembly will start a
time delay. The time delay limits the cycles of the refrigerant compressor to 4 times per minute.


Systems Operation
i04923811
Temperature Control
SMCS - 7309
Adjustable Thermostat
A Heating Ventilation Air Conditioning (HVAC) system that is controlled by an adjustable
thermostat contains two temperature control knobs.
The first temperature control knob is for the air conditioning system and the control knob is
connected to the adjustable thermostat.
A thermostat is a switch that opens and closes. The thermostat switch opens and the thermostat
switch closes because of the changes that can occur in the temperature of the sensing element. A
sensing element is also known as a capillary tube. Sensing temperatures for the element less than the
switch point on the thermostat will open the thermostat switch. Sensing temperatures for the element
more than the switch point for the thermostat will close the thermostat switch.
When the first temperature control knob is in the OFF position, the electric circuit that connects the
adjustable thermostat and the magnetic clutch is OPEN. In the OFF position, the compressor does not
operate. The temperature of the air and the position of the temperature control knob determines if the
thermostat switch is CLOSED. When the thermostat switch is CLOSED, the current moves through
the switch and the coil assembly in the magnetic clutch, and this causes the compressor to operate.
The temperature of the air through the evaporator coil is monitored by the capillary tube that is placed
between the fins of the evaporator coil.
The second temperature control knob is for heating. This knob is connected to the heater control
valve, which controls the flow of coolant through the heater coil. The temperature of the cab is
maintained by the position of the air conditioning and heating temperature control knobs.
Nonadjustable Thermostat (Freeze Control System)
An HVAC system using a nonadjustable thermostat contains one temperature control knob. The
temperature control knob is connected to the heater control valve, which controls the flow of coolant
through the heater coil. The temperature of the cab is maintained by the position of the temperature
control knob on the heater.
The temperature of the air that crosses the evaporator coil is kept at the coldest possible temperature
allowed by the nonadjustable thermostat. The thermostat switch opens at a temperature of
approximately −1.1 °C (30 °F) in order to prevent the condensation from freezing to the evaporator
coil. In addition, the thermostat switch closes at approximately 2.2 °C (36 °F). Condensation that is
frozen will restrict the air flow through the evaporator coils. When the switch opens, the electric
circuit that connects the thermostat switch to the magnetic clutch is OPEN and the compressor does
not operate. When the switch is CLOSED, the current moves through the switch and through the coil
assembly in the magnetic clutch. This causes the compressor to operate. In order to operate the
system in the correct manner, the heater core supply must not be closed. Also, in order to operate the
system in the correct manner, the return coolant line valve must not be closed.
ATC System Operation
Typical HVAC Components
The Automatic Temperature Control (ATC) system includes all of the standard HVAC components
for manual temperature control along with the louver and recirculation temperature sensors. There are
a few steps to enable ATC.
• Select the Auto position on the mode selection switch located on the control panel
• Rotate the temperature dial to the desired temperature setting
• Rotate the blower fan dial to the desired speed – Note: There has to be some fan speed in order
for the ATC to operate, full CW position of the dial will turn off the ATC.
The Electronic Control Module (ECM) receives the requested temperature from the control panel and
the cab temperature sensor and automatically controls the water valve actuator and compressor to
reach and maintain that temperature. Some machines are also equipped with an Auto Blower option
that adjusts the blower fan speed based on the cab temperature error, the larger temperature difference
the faster the blower fan speed.


Systems Operation
i05907558
Cab Pressurization and Filtration System

SMCS - 7320; 7342
Caterpillar machines with an enclosed cab area need to provide adequate air flow to the operator
inside the cab area so that a standard air pressure is met. Maintaining a proper air pressure level is
accomplished by ensuring that the appropriate seals are used. When the appropriate seals are
correctly installed, the cab will be pressurized by the ventilation system.
Maintaining the proper pressurization level in the cab area is important to the health of the
operator because changes to the air pressure may lead to problems with breathing. Low pressure
can cause dust to enter the cab and the Heating Ventilation Air Conditioning (HVAC) system,
which can lead to premature system deterioration. Low pressure is often caused by improper
sealing of the cab. Poor sealing of the cab requires an increase in the fresh air flow to maintain
pressurization. The increase in fresh air flow will lead to a lower air conditioning and heater
performance. The increase in fresh air flow will also lead to increased intervals in filter service.
Additional noise that is entering the cab can also result from poor sealing of the cab.
Cab sealing objectives for the operator cab environment are for the cab to pressurize to a
minimum of 50 Pa (0.2 inch of H2O) with no more than 76 m3/hr (45 cfm) of fresh air flow. The
minimum cab fresh air flow while the ventilation system is operating on any fan speed is 43 m3/hr
(25 cfm). This objective satisfies the requirements for fresh air flow from SAE J1503 and ISO
10263-4. In HVAC systems with a mode door that controls the balance of fresh air and
recirculation air, the control shall be set to minimum fresh air flow while measuring cab pressure.
The air flow of a HVAC system is used to pressurize a cab as the air flow passes through different
components. First, outside air is drawn into the HVAC compartment after being filtered for dust
particles. Air is drawn in with the help of a blower fan. The blower fan pulls air or pushes air
across the heater and/or the evaporator coil. The air flow is then directed into the ventilation ducts
of the system. The air flow travels into the environment of the cab through the directional louvers.
Finally, the air inside the cab area returns to the HVAC system through the recirculation filter.
Some ventilation systems can be enhanced by using different options. One option that is available
for a wide variety of Caterpillar machines is the inclusion of a powered precleaner unit. As part of
the pressurized system of the cab, a precleaner removes additional dirt/dust from the fresh air flow
that is entering the cab. This provides extended life for the filter to the fresh air filter. These
precleaners are coupled with higher efficiency fresh air filters in order to prevent finer particles of
dirt from entering the cab area. In addition to the precleaner, some newer systems may include
filters that are low restriction. A media filter that is low restriction can filter dust effectively, and
offer more air flow through the HVAC system.
Cab Air Filters

Most Caterpillar machines with the R134a system have two cab air filters. One type of air filter is
the fresh air filter and the other type of filter is a recirculation filter inside the cab. Some of the
machines have a third air filter that is made of foam. The third filter is designed to remove large
debris before the air reaches the fresh air filter.
Some Caterpillar machines are equipped with a precleaner for the cab. The system is designed to
remove excessive dust and dirt from the air that is entering the cab. The precleaner is part of the
pressurized cab.
There are optional replacement filters that are available for use in the field with certain machine
applications. Carbon impregnated filters are used for improved odor reduction in place of the fresh
air filter. High efficiency filters are also used as a replacement for the fresh air filter in
environments with high concentrations of dust. High efficiency filters also provide better filtering
efficiencies in order to reduce the intake of dust into the cab. Filters that are low restriction are
also available for certain applications as a way to reduce the system restriction through the filter.
Filters that are low restriction reduce the restriction that is in the system, and the filters continue to
maintain efficiencies in filtering dust.
ReferenceFor optional replacement of filters, see Datasheet, PEHJ0092, "Cat Cabin Air Filters
Datasheet".
Air filters for Caterpillar cabs are not intended for filtering out hazardous materials. When you are
working in an environment with potentially hazardous materials, all of the safety precautions for
working with that material should be followed. As the requirements are defined by the local
agencies, additional personal protection equipment may be required for the operator.


Systems Operation
i02991847
Condensate Drainage System

SMCS - 7320
Caterpillar machines that are equipped with Heating Ventilation Air Conditioning (HVAC) units
need to have an adequate system for drainage in order to properly remove condensate from the
HVAC system. Condensate collects on the coils as moisture is removed from the air during air
conditioning operation. After the condensate has developed on the coil, the condensate will drip
off the coil. In order to prevent any condensate from entering the enclosure for the operator, a
drainage system that is maintained correctly is needed.
Drainage of the condensate can be achieved in different ways. Some systems have a collection
reservoir that is built into the case compartment that encloses the evaporator coil. The floor of the
case slopes to the holes for drainage, and this allows condensate to drain away from the HVAC
unit.
Other systems incorporate a separate drain pan that is located under the coil, in the case
compartment that is used to collect condensate. The drain pan is shaped in order to allow
condensate to flow toward the holes for drainage and away from the HVAC unit.
Whether integrated into the case design, or integrated through the use of a drain pan, the drain
hoses and the valves are attached to the drain holes. Drainage hoses are commonly used to route
the condensate around critical components on the machine, so that the water can be diverted to a
proper point of exit below the machine. Drain valves are intended to prevent dust and debris from
entering the HVAC unit. The location of the drainage unit may change the way that the
condensate will be removed from the system. Some units will allow drainage to drain directly out
of the case without the use of drain valves and hoses.


Systems Operation
i05907559
Service Intervals
SMCS - 7000; 7309; 7320


lit cigarette.


gas may be present.
Note: Before performing any maintenance, refer to Testing and Adjusting, "Machine Preparation
for Testing and Adjusting" for the correct lockout procedure.
Regular maintenance must be performed in order to maximize the performance of the air
conditioning system. Regular maintenance must be performed in order to minimize the downtime
of the machine. Failure to inspect these systems will cause poor performance and premature
failure. Inspect and maintain the Heater and the Air conditioner system per the chart below. For
additional information on the component and system maintenance instructions, refer to Testing
and Adjusting section of this manual.
Table 1
Component or System Clean/Inspect Replace
Dryer with Quick Disconnect Every 2000 hours
Dryer with Tube O-Ring Connect Every 4000 hours
Recirculation Filter Weekly Monthly
Condenser Coil as needed
Fresh Air Filter Each shift Weekly
Heating and A/C Maintenance checklist Seasonal
• Perform regular maintenance on the refrigerant service units in accordance to the

instructions from the manufacturer. Change the oil that is in the vacuum pumps according to
the instructions from the manufacturer.
• Check the scale that is used for charging for accuracy after every 30 days. Check after every
30 uses according to the instructions from the manufacturer.
Heating and A/C Maintenance Checklist

Table 2
Filters
Check the cleanliness of the Fresh Air Filter.
Check the cleanliness of the Recirculation Filter.
Table 3
Coils
Check the condenser coil for damage or debris.
Check the evaporator coil for damage or debris.
Check the heater coil for damage or debris.
Table 4
Blowers and Fans
Check if
Operation
OK
Check the remote condenser fans in order to make sure that the fans operate
when the air conditioning system is running.
Make sure that the blower fans for the cab operate on all speed settings.
Table 5
Condensate Drain Lines
Check if OK
Operation
Make sure that the drain lines are clean and that the drain lines allow
condensate flow.
Make sure that the drain valves are present and correctly located.
Table 6
Dryer
Check if
Operation
OK
If the dryer has quick disconnects, make sure that the dryer has been replaced
within the last 2000 hours. Replace according to the maintenance chart
If the dryer has tube connections that are an O-ring, make sure that the dryer has
been replaced within the last 4000 hours. Replace according to the maintenance
chart
Table 7
Compressor
Check if
Operation
OK
Check the cleanliness of the wire connections for the compressor and make sure
that the connections are free of damage.
Make sure that the dust caps are securely installed on the service ports.
Make sure that the clutch engages when the A/C switch is on and the thermostat
is set to maximum cooling.
Table 8
Compressor Drive Belt
Check for wear and damage on the compressor drive belt.
Make sure that the auto tension pulleys are functioning correctly.
Make sure that the drive belt is aligned within 1/3 of a degree.
Table 9
Hoses and Connections
Check for wear and damage on the refrigerant lines
Check for leaks on the refrigerant lines
Check for wear and damage on the heater lines
Check for leaks on the heater lines
Make sure that the heater valves are open for use in the winter.
Table 10
Performance
Check if
Operation
OK
Make sure that a performance check on the air conditioning indicates a system
that is functioning properly.
System".
Make sure that a performance check on the heater system indicates that the
system is properly functioning.
System".
Air Filters-Clean
The cab air filters are designed to provide clean air to the evaporator and the heater coils. The cab
air filters are also designed to keep the cab pressurized. If the filters are not properly maintained,
the coils will be coated with dirt. Dirty coils will result in loss of heating and cooling. Dirty coils
could also result in failure of the compressor. Refer to Testing and Adjusting, "Coil Cleaning".
Cab air filters should be inspected regularly. Any inspection variance depends on the
environmental conditions. Fresh air filters should be checked after every shift (8 to 10 hours).
Fresh air filters should be changed after every week (40 to 50 hours). Recirculation filters should
be checked after every week (40 to 50 hours). Recirculation filters should be changed after every
month (160 to 200 hours). Inspect the filter for holes. Look through the filter toward a bright light.
Check for damaged gaskets or dented metal parts. Do not use damaged filters. For extreme dust
conditions, the filters should be inspected daily, and the filters should be cleaned whenever is
necessary.
3.18 mm (0.125 inch)diameter. Keep the air nozzle at least 51 mm (2 inch) from the filter.
The filters that are made of foam can be blown out with low-pressure air. The filters that are made
of foam can also be gently washed with a mild detergent. After washing the filters, dry the filters
with low-pressure air.
If the carbon is still active, the carbon impregnated filters may be blown out with low-pressure air.
Do not wash the carbon impregnated filters.
Standard filters or high efficiency filters may be blown out with low-pressure air. Do not wash the
standard filters or the high efficiency filters.
Coil Cleaning
NOTICE
Do not use steam to clean the coils, under any circumstance. The heat
from the steam will induce thermal stresses on the construction of the
components of the coil. The stress can weaken the overall construction
and permanently damaging the coil.
NOTICE
Do not use any other objects in order to straighten the fins, such as a
screwdriver or a knife. These objects can damage the coil.
In order for an HVAC coil to function properly, air must be able to flow freely across the fins
without any major obstructions. Because the coils need to stay clean, cleaning the coil is important
in order for the coils to provide sufficient air flow. Some job applications may cause the coils to
become dirty quickly, and dirty coils requires frequent cleaning. There are different methods that
are utilized for proper cleaning. The different methods that are used depend on the type of coil that
is used.
Condenser coils typically have a thicker, more durable fin structure that is designed to withstand
the conditions of the environment. Due to the construction of the condenser coils, condenser coils
can be washed with a low-pressure power washer. Power wash in order to remove any dirt from
the coil and any debris from the coil. The coils should be cleaned from a safe distance. However,
if the nozzle is too close to the coil the water still can damage the fins.
The evaporator and heater coils typically reside within an enclosed area. In order to protect the
evaporator and the heater coils from the environment and outside dirt and debris. Therefore, the
construction is not strong enough to withstand washing with direct pressure. In order to clean the
coils, use a low-pressure air nozzle that is like the one that is used in cleaning the filter. Carefully
use the low-pressure air nozzle in order to blow out any dirt and debris that is present on the coils.
During normal operation and routine cleaning, the fins may possibly get bent. The bent fins could
cause blockages in the air flow, which will reduce overall system performance. Straighten the fins
by using the 208-1350 Radiator Tool Gp . Start at one side of the coil and work toward the other
side. Be careful not to rip or tear the fins during straightening, as this straightening will cause an
unwanted reduction in performance.


Systems Operation
i03907232
Glossary of Terms
SMCS - 7320
Accumulator - The accumulator is a component in the air conditioning system that separates
liquid refrigerants from the circuit. The accumulator is used to store a small amount of liquid
refrigerant. The accumulator may also contain a desiccant which will remove moisture from the
system.
Ambient air - Outside air
Charge - The charge is a predetermined amount of refrigerant that is put into the air conditioning
system. The charge is measured in units of weight.
Compressor - The compressor is a component in the system that increases the pressure of the
refrigerant. The compressor increases the pressure of the refrigerant in the system by pumping.
Condenser - The condenser is a component in the system where the refrigerant changes from a
vapor to a liquid.
Contaminants - Dirt, water, and air
Desiccant - The desiccant is used in the receiver-dryer and in the accumulator. The desiccant
removes moisture from the air conditioning system.
Detecting - Detecting is finding the source of the problem in the system.
Diaphragm - The diaphragm is a rubber-like material. The diaphragm divides the upper chamber
and the lower chamber in the thermostatic expansion valve.
Discharge - Discharge is the removal of some of the refrigerant or the removal of all the
refrigerant from the air conditioning system.
Discharge side - The discharge side is the outlet from the compressor to the condenser coil.
Evacuating - Evacuating is the removal of air and moisture from the air conditioning system.
Evaporation - Evaporation is the process of changing a liquid to a vapor.
Evaporator - The evaporator is the component in the air conditioning system that changes the
refrigerant from a liquid to a vapor. The evaporator transfers heat to the liquid refrigerant in order
to convert the refrigerant into a vapor.
Expansion Valve - The expansion valve is a component in the air conditioning system that
regulates the flow of liquid refrigerants into the evaporator.
Fluid - Fluid is a liquid or a gas.
Flush - Flushing is the removal of foreign material and oil from the air conditioning system. Flush
the system with a fluid that is approved. The fluid must be approved by SAE and ISO standards.
Freeze - Freezing causes a liquid to become a solid.
Gas - A gas is a substance that contains small particles which float in the air. A gas does not
contain liquid or solid particles.
Graduated Container - A graduated container is a glass container with markings on the side of
the container. The markings are used in order to measure the amount of fluid in the container. The
markings normally have units of ounces or units of milliliters.
Heat - Thermal energy
Identifier - The identifier is an instrument that is used for testing the system. The identifier is used
for determining the type of refrigerant that is in the system. The identifier is also used for
determining the percentage of air that is in the system.
In-line Dryer - The in-line dryer is a component in the air conditioning system that removes
moisture from the system. The in-line dryer may have an air conditioner quick disconnect in the
system. The in-line dryer may have an orifice tube in the system.
Latent heat of evaporation - The quantity of heat that is absorbed by a liquid as the liquid is
changed from a liquid into a vapor at a constant temperature.
Leak detector - The leak detector is a device that is used to locate leaks in the air conditioning
system.
Liquid line - The liquid line is the line that connects the condenser coil, the dryer receiver, and the
expansion valve together in an expansion valve system. The liquid line is also the line that
connects the condenser coil and the orifice tube together in an orifice tube system.
Magnetic clutch - The magnetic clutch is a device which is used as a coupling between the pulley
and the compressor. The magnetic clutch turns the compressor on and off. An electric current
activates the clutch.
Manifold gauge set - The manifold gauge set contains gauges and hoses that are used to measure
the pressures in the air conditioning system.
Moisture - Moisture is water that is in the air or water that is in the refrigerant.
Moisture indicator - The moisture indicator is a device that uses color to indicate if the material
in the dryer is fully soaked with moisture. The moisture indicator will display a pink color or a
white color if the moisture indicator is soaked with moisture. The moisture indicator will display a
blue color if the moisture indicator can absorb more moisture.
Orifice tube - The orifice tube has a body that is plastic with a metal tube device. The orifice tube
is a metering control. The orifice tube is located between the high-pressure side and the low-
pressure side in the orifice tube system.
Overcharge - A system is overcharged when an excessive amount of refrigerant is present in the

air conditioning system.
Partial charge - A partial charge is less than a full charge of refrigerant. An air conditioning
system has a partial charge when there is not enough refrigerant in the system.
Performance test - The performance test is the notation of temperatures and pressures under
controlled conditions. The performance test is used in order to determine if the air conditioning
system is operating normally.
Refrigerant quick-check procedure - The refrigerant quick-check procedure is a brief inspection

of the system. No instruments are required in order to perform a refrigerant quick-check
procedure.
Receiver-dryer - The receiver-dryer is the component in the air conditioning system that removes
the contaminants (moisture) from the circuit. The receiver-dryer is also a storage area for a small
amount of liquid refrigerant. The receiver-dryer may also have a pressure switch that deactivates
the compressor if the pressure of the refrigerant is lower than approximately 175 kPa (25 psi).
Reclaim - The reclaiming and the restoring of the air conditioner refrigerant must meet the SAE
specifications and the specifications for the ISO. The reclaiming of the air conditioner refrigerant
requires processes that are available only at a remanufacturing facility.
Recover - Recovering is the removal of the air conditioner refrigerant from the air conditioner
system. The refrigerant must be stored in an approved container. The refrigerant should not be
tested or processed when the refrigerant is recovered from the system.
Recycle - The recycling of the refrigerant is completed at the site or at the service shop. The
refrigerant can be cleaned by using oil separation. The refrigerant can be cleaned by passing the
refrigerant through a filter dryer.
Refrigerant - The refrigerant is the fluid that is used in the air conditioning system. The
refrigerant removes heat from the operator compartment.
Refrigerant oil - Refrigerant oil is the oil that is used in the air conditioning system. The
refrigerant oil lubricates the compressor.
Sight glass - The sight glass is used to observe the flow of refrigerant in the air conditioning
system. A sight glass may be located at the top of the receiver-dryer or in the line that is leaving
the receiver-dryer. Most newer systems do not have a sight glass.
Stabilize - If the performance of the system is constant, the system is stabilized.
Stuck - Sticking will cause the prevention of free movement.
Subcooling - The additional cooling of the refrigerant in the bottom of the condenser after the
refrigerant has changed from a vapor to a liquid.
Suction side - The suction side is the connection that is between the evaporator coil and the
compressor.
Superheat - The additional heating of the refrigerant in the bottom of the evaporator after the
refrigerant has changed from a liquid to a vapor.
Temperature of saturation - At the temperature of saturation, a liquid will change into a vapor
and a vapor changes into a liquid. The temperature of saturation depends on the pressure of the
fluid. The temperature of saturation increases when the pressure of fluid increases.
Thermal Expansion Valve (TXV) - Thermal Expansion Valve or TXV is a device in the AC
system that maintains the pressure difference between the condenser and the evaporator. The
Thermal Expansion Valve is used to obtain the best performance in the refrigeration system.
Vapor - Gas


Systems Operation
i06708239
General Information
SMCS - 7490
EMS Block Diagram
The Electronic Monitoring System (EMS) continuously watches machine systems and alerts the
operator of abnormal machine conditions that exist.
A maximum of ten alert indicators are available on the EMS display area to show abnormal machine
conditions.
The same EMS operates on various different machines. The quantity of indicators and the type of
systems monitored, varies according to the application. In addition to the above indicators, an action
lamp and action alarm indicate the severity (warning category) of a problem.


Systems Operation
i06708241
Warning Operation
SMCS - 7490
Table 1
WARNING OPERATION
(1)
Warning Indicator
Warning Alert Action Action Required Operator (2)
Possible Result
Category Indicator Lamp Alarm Action
Flashes Flashes Sounds
No immediate action
required. The No harmful or
1 X
system needs damaging effects.
attention soon.
Change machine
operation or perform Severe damage to
2 X X
maintenance to the components.
system.
Immediately Operator injury or
3 X X X perform a safe severe damage to
engine shutdown. components.
(1)
The active warning indicators are marked with an X.
(2)
Possible result if no operator action is taken.
EMS Display Area
The Electronic Monitoring System (EMS) control notifies the operator of an immediate or
impending problem with a machine system. Warning operation begins when the EMS control
receives a signal that reflects an abnormal machine condition. The alternator and switches provide
signals to the EMS control. The signals are:
• An open switch. When a machine system condition exceeds the specified value of the
switch, the switch opens.
• An alternator "R" terminal signal which exceeds limits. The EMS control determines the
limits.
The EMS control analyzes the signals and activates the appropriate warning indication to notify
the operator. The warning indications are:
• FLASHING of an alert indicator
• FLASHING of the action lamp
• SOUNDING of the action alarm (ON and OFF)
Note: To activate some warning indications more than one input is required. The EMS control
decides when and what warning indications are activated.
Abnormal machine system conditions are classified into three warning categories: 1, 2, and 3. The
categories dictate the required response of the operator based on the severity of the condition.
Warning category 1 represents the least severe condition and warning category 3 represents the
most severe condition. The warning categories are identified for the operator according to the
combination of warning indications that are active. See Warning Operation chart.


Systems Operation
i06708243
Alert Indicator Description

SMCS - 7490
Table 1
(1)
Alert Indicator No. EMS Connector Contact No. Type
(2)
(2)
3 18 Switch Input - Speed Sensitive
8 3 Switch Input
(1)
To locate the alert indicators by the assigned number, see the EMS Display illustration.
(2)
contact 18 is a speed sensitive switch input. See Switch Input - Speed Sensitive under the topic Monitor.
EMS Display Area
Two switch input conditions are diagnosed: open and grounded. An alert indicator FLASHES,
when the corresponding switch type input is open.
EMS monitors the switch inputs. With the machine shutdown many switch inputs are open. These
open switch inputs cause the corresponding alert indicators to flash if the key start switch is ON.
Note: A switch input may be activated by more than one switch. The switches would be wired in
series, see the Operation and Maintenance Manual for the machine being serviced.


Systems Operation
i06708246
Monitor
SMCS - 7490
All the following electrical components are not present on every machine. It is possible that the
machine being serviced contains other electrical components not found in this manual. For the
location of components, see the Electrical System Schematic in the machine Service Manual for the
machine being serviced.
EMS Control
EMS Control
Electronic circuits within the EMS control make all EMS decisions. Open and closed switches on the
machine program what EMS alert indicators are active. The EMS face film shows these indicators.
On the rear of the control, a 20-contact connector facilitates the necessary harness wiring for the
inputs and outputs.
Table 1
CONTACT DESCRIPTION OF EMS CONNECTOR
No. Function Type
1 +24 DCV Power
2 Ground Sensor Input - Alternator
3 Alert Indicator 8 (Electrical) Switch Input - Alternator
(1)
10 Action Alarm Output
11 Action Lamp Output
13 Alarm Inhibit
(2)
15 EMS Test
(1)
(1)
contact 18 is a speed sensitive switch input. See Switch Input - Speed Sensitive under the topic Inputs.
(2)
Indicator activates 10 to 13.5 seconds after input is opened.
Inputs
The inputs tell EMS how to operate and provide information on the status of the machine systems.
There is one sensor type and 14 switch type inputs. Switches and harness wiring provide an open
(floating) or ground signal to the switch inputs of the EMS control. The alternator "R" terminal
provides a changing signal to the sensor input.
The EMS control assigns a different warning category to each uncommitted switch input. See the
following chart to determine the warning category of each input.
Table 2
EMS Connector Contact No. Warning Category No.
3 1
4 2
5 3
6 2
7 3
8 3
12 3
14 1
(1)
17 3
18 3
(2)
19 3
(1)
When programming input 3 (connector contact 20) is grounded, connector contact 17 is assigned a warning category
2. With this programming input open, connector contact 17 is assigned a warning category 3.
(2)
When programming input 1 (connector contact 9) is grounded, connector contact 19 is assigned a warning category 1.
With this programming input open, connector contact 19 is assigned a warning category 3.
Switch Inputs - Uncommitted
The ten uncommitted switch inputs (connector contacts 4 through 8, 12, 14, 17, 18, and 19) provide
the information used to operate nine alert indicators. During normal operation, these switch inputs are
closed to ground. The grounded inputs tell the EMS control that the system conditions are normal and
no alert indicators are activated. These inputs receive information from pressure, temperature, flow,
level, and position switches located within the machine systems. Some machines are equipped with
other electronic controls that supply the EMS control with input information in place of a switch.
Switch Input - Speed Sensitive
This input activates indicator 3 if connector contact 18 is open and the "R" terminal frequency (which
represents engine speed) is above a certain frequency. This frequency is determined by the status of
connector contact 16. With contact 16 closed to ground, the frequency is 376 Hz ± 10%. With contact
16 open, the frequency is 470 Hz ± 10%.
Switch Input - Alarm Inhibit
A fuel pressure switch provides information about the engine operating status to the alarm inhibit
input (connector contact 13). During normal operation (engine running), the fuel pressure switch is
open. When the engine is stopped, the fuel pressure switch closes the alarm inhibit input to ground.
With this input grounded, the action alarm will not sound.
Switch Inputs - Programming
The programming switch inputs (connector contacts 9, 16, and 20) tell the EMS control how to
operate. The EMS control operates in a manner that corresponds to the open or grounded state of the
programming switch inputs. These inputs receive information from permanent connections within the
harness wiring or machine system switches (neutral switch). This information is necessary because of
the differences in machine models.
Input 1
This programming input (connector contact 9) tells the EMS control what warning category should be
assigned to an open connector contact 19. With this programming input closed to ground, connector
contact 19 is assigned a warning category 1. With this programming input open, connector contact 19
is assigned a warning category 3.
Input 2
This programming input (connector contact 16) tells the EMS control what frequency should be used
for speed sensitive switch input 4 (connector contact 18). With contact 16 closed to ground, the
frequency is 376 Hz ± 10%. With contact 16 open, the frequency is 470 Hz ± 10%.
Input 3
This programming input (connector contact 20) tells the EMS control what warning category should
be assigned to an open connector contact 17. With this programming input closed to ground,
connector contact 17 is assigned a warning category 2. With this programming input open, connector
contact 17 is assigned a warning category 3.
Sensor Input - Alternator (Alert Indicator 8)
The "R" terminal of the alternator provides an AC signal to the EMS control. The EMS control
measures the frequency (Hz) of the AC signal and determines the speed at which the alternator is
rotating (engine speed). If frequency measured is below 94 Hz ± 10%, alert indicator 8 will flash. The
alternator "R" terminal information helps determine the condition of the electrical charging system.
Harness wiring directly connects the alternator "R" terminal to a frequency sensor input at the EMS
control.
Outputs
EMS Display Area
The outputs of the EMS control notify the operator of abnormal machine conditions. The outputs are:
the alert indicators, the action lamp, and the action alarm.
Alert Indicators (1)
Alert indicators (1) notify the operator of an abnormal machine condition. The EMS control uses the
status of the uncommitted switch inputs and the sensor input to determine when an abnormal
condition is present. When an abnormal condition exists, alert indicator (1) flashes. The pictograph
symbol nearest the FLASHING alert indicator identifies the responsible machine system. For more
information, see the Warning Operation section.
Action Lamp
When a serious abnormal condition exists (warning category 2), the EMS control activates the action
lamp output (connector contact 11) and the action lamp flashes along with the alert indicator. For
more information, see the Warning Operation section.
Action Alarm
When a critical abnormal condition exists (warning category 3), the EMS control activates the action
alarm output (connector contact 10). The action alarm sounds along with flashing the alert indicator
and the action lamp. For more information, see the Warning Operation section.


Systems Operation
i06708253
Action Lamp
SMCS - 7400-LMP
Action Lamp Pictograph
The action lamp connects to an output of the EMS control (connector contact 11). The action lamp
is an incandescent lamp located within the operator's viewing area. The FLASHING of the action
lamp tells the operator that a condition exists that requires changing the operation of the machine.
The EMS control FLASHES the action lamp whenever a warning category 2 or 3 problem exists.


Systems Operation
i06708254
Action Alarm
SMCS - 7407
Action Alarm
The action alarm connects to an output of the EMS control (connector contact 10). The
SOUNDING of the action alarm (ON and OFF) tells the operator to immediately shutdown the
machine safely. The EMS control SOUNDS the action alarm whenever a warning category 3
problem exists.
The action alarm does not operate when the engine is stopped. The EMS control uses fuel pressure
to determine when the engine is running or stopped. When the EMS alarm inhibit input (connector
contact 13) is grounded by the fuel pressure switch (engine stopped), the action alarm will not
SOUND.



i01750177

SMCS - 7320


lit cigarette.


gas may be present.
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.



i01735445

SMCS - 7320


lit cigarette.


gas may be present.
• 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
failure of the compressor.
• 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.
• 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



i01731950
Visual Inspection
SMCS - 7320


lit cigarette.


gas may be present.
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.
3. Check for a loose belt on the compressor.
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.



i01734065
Troubleshooting Heating and Air Conditioning Control

System
SMCS - 7309-035


lit cigarette.


gas may be present.
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.
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
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.
(2) Chassis ground
(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.
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. 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.
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
(1)
psi) to CLOSED OPEN
Band
2800 kPa (406
psi)
275 kPa (40 psi)

Middle (Position
to CLOSED CLOSED
2)
1750 kPa (254
psi)
Hysteresis OPEN CLOSED
(1)
Band 170 kPa (25.0
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.
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.
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
conditioning system.
8T-8639 Low Pressure Switch (NORMALLY OPEN)
Table 3
Specifications for Pressure Switch
(2)
Actuation Pressure
344 ± 34 kPa (50 ± 5 psi)
(3)
Deactuation Pressure
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.
is not below the acceptable limit, replace the pressure switch.
149-6371 Low Pressure Switch (NORMALLY OPEN)
Table 4
(2)
Actuation Pressure
103 ± 14 kPa (15 ± 2 psi)
(3)
35 ± 7 kPa (5 ± 1 psi)
(2)
(3)
the OHMS test mode.
than 1 ohm.
3E-6462 High Pressure Switch (NORMALLY CLOSED)
Table 5
(4)
Actuation Pressure
2400 ± 140 kPa (348 ± 20 psi)
(5)
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)
Table 6
(4)
Actuation Pressure
2412 ± 140 kPa (350 ± 20 psi)
(5)
1723 ± 100 kPa (250 ± 15 psi)
(4)
(5)
the OHMS test mode.
less than 1 ohm.
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.
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
(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
(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.
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.



i01734367
Air Conditioning System Troubleshooting

SMCS - 7320


lit cigarette.


gas may be present.
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.
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.
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.
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
(1)
Pressure Range
Ambient Air High Pressure Test Fitting Low Pressure Test Fitting
(2) (3)
Temperature kPa (psi) kPa (psi)
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)
38°C (100°F) 1300 to 1850 kPa (190 to 270 70 to 210 kPa (10 to 30 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
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.
• 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.
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.
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.
• Repair leaks.
• Check the compressor for loss of oil.
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.
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".
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.
section.
System Condition 9
Table 2.
2. High pressure gauge reading is normal or low. For normal operating pressures, refer to
Table 2.
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.
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 -
◦ Charge the system with the correct amount of refrigerant. Measure the refrigerant by
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.
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.
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
◦ 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 .
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.
Expansion valve in the closed position (Typical Example)

(1) Capillary tube
(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.
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.
Note: Do not operate the engine.
◦ 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 -
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.
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.
• 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.



i01731630
Refrigerant Recovery
SMCS - 1809-576


lit cigarette.


gas may be present.
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.
(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)
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.



i01732100
Manifold Gauge Set (Refrigerant) - Install

SMCS - 7465-012


lit cigarette.


gas may be present.
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.



i01749990
Refrigerant System - Evacuate

SMCS - 1809-541


lit cigarette.


gas may be present.
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
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.
(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
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 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.



i01727477
Refrigerant Leakage - Test

SMCS - 1809-081
Leak Detector


lit cigarette.


gas may be present.
Table 1
Required Tools
Part Number Part Description Qty
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
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 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.



i01750167
Refrigerant Compressor Oil - Check

SMCS - 1802-535-FLV


lit cigarette.


gas may be present.
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.
(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
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.



i01734279
Refrigerant System - Charge

SMCS - 1809-045


lit cigarette.


gas may be present.
Table 1
Required Tools
Part Number Part Description Quantity
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)
(1)
Temperature °C (°F) Pressure kPa (psi)
-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)
-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)
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)
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)
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)
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)
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)
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.
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.
(4) Valve on top of refrigerant tank
(5) Charging hose

(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.
NOTICE
If the system has no refrigerant, evacuate the system before charging

the system. The refrigerant charge should be measured by weight.

(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
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.
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.



i01735725
Manifold Gauge Set (Refrigerant) - Remove

SMCS - 7465-011


lit cigarette.


gas may be present.
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.



i03862431
Machine Preparation for Testing and Adjusting

SMCS - 7000; 7309-025; 7309-081


lit cigarette.


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



i05907572
Air Conditioning Performance - Test

SMCS - 7320-081


lit cigarette.


gas may be present.
NOTICE
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 (2) (4) (3) (5) (6)
kPa (psi) kPa (psi)
C° (F°)
820 to 1300 kPa (120 to 190 70 to 138 kPa (10 to 20 psi)

21°C (70°F)
psi)
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)
(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.



i05907592
Refrigerant Leakage - Test

SMCS - 1809-081
Dye


lit cigarette.


gas may be present.
Table 1
Required Tools
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
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.
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.



i03862454

SMCS - 7465-012


lit cigarette.


gas may be present.
air conditioning system is R134a.
R134a from contaminating the recovery and charging tools.



i06591378
Refrigerant Recovery
SMCS - 1809-576


lit cigarette.


gas may be present.
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).
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.
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".



i06591366
Refrigerant System - Flush

SMCS - 1809-046


lit cigarette.


gas may be present.
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,
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.
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
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
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.
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.
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
(1)(2)
Refrigerant Oil
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
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
(1)
Refrigerant Oil
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
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
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.



i05907605
Refrigerant Oil - Test

SMCS - 1809-081


lit cigarette.


gas may be present.
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)
(1)
In-Liner Dryer
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

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

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
◦ 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.
8. Install the new A/C compressor.
9. Perform refrigerant system evacuation procedures. Refer to Testing and Adjusting,

"Refrigerant System Evacuate".



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


lit cigarette.


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
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.
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.
3E-1906 Refrigerant Compressor Gp (Typical Refrigerant Compressor)
Wire lead and pin location for field coil
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
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.
pressure switches.
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.
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.



i03862991
Refrigerant System - Evacuate

SMCS - 1809-541


lit cigarette.


gas may be present.
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)
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.
(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.
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.



i05907609
Refrigerant System - Charge

SMCS - 1809-045


lit cigarette.


gas may be present.
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)
(1)
Temperature °C (°F) Pressure kPa (psi)
-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)
-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)
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)
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)
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)
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)
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)
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)
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)
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.
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.
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.
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.
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
Refrigerant tank inverted for liquid charging
(1) Low-pressure valve
(2) High-pressure valve
(5) Charging hose
(6) Low-pressure hose
(7) High-pressure hose

(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.



i06258260

SMCS - 7465-011


lit cigarette.


gas may be present.
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
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.
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.



i05907613
Compressor Protection System - Test

SMCS - 1802-081


lit cigarette.


gas may be present.
Pressure Switches and Arc Suppressor

switches and the on delay timer assembly for the refrigerant compressor in order to protect the air
Table 1
Required Tools
(2) Chassis ground
(4) Power supply
1. Separate the four pin connectors from the wiring harness.
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.
multimeter displays OL, one of the three switches are open. Check each of the switches if an
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 12 V for a 12 V
system or 24 V for a 24 V system.
ground. Check each of the two pins on the two pin connectors for continuity. One of the two
clutch coil. Refer to the Specifications, "Refrigerant Compressor" section.
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:
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
(1)
to CLOSED OPEN
Band
2800 kPa (406 psi)
Middle (Position 275 kPa (40 psi) to

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

(1)
Band 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)
the OHMS test mode.
Table 3
(2)
Actuation Pressure
344 ± 34 kPa (50 ± 5 psi)
(3)
172 ± 21 kPa (25 ± 3 psi)
(2)
(3)
the OHMS test mode.
than 1 ohm.
Table 4
(2)
Actuation Pressure
103 ± 14 kPa (15 ± 2 psi)
(3)
35 ± 7 kPa (5 ± 1 psi)
(2)
(3)
the OHMS test mode.
than 1 ohm.
Table 5
(4)
Actuation Pressure
2400 ± 140 kPa (348 ± 20 psi)
(5)
1725 ± 100 kPa (250 ± 15 psi)

(4)
(5)
the OHMS test mode.
less than 1 ohm.
Table 6
(4)
Actuation Pressure
2412 ± 140 kPa (350 ± 20 psi)
(5)
1723 ± 100 kPa (250 ± 15 psi)
(4)
(5)
the OHMS test mode.
less than 1 ohm.
(1) Pin 1
(2) Pin 2
(1) Pin 1
(2) Pin 2
male connector.
male connector.
(1) Pin 1
(2) Pin 2
(1) Pin 1
(2) Pin 2
male connector.
male connector.
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-
130-8134 Arc Suppressor should be secured with two 9U-2297 Clips . The clips should be bolted
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.



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
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).
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
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.
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).
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
(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).
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
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.
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
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
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
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).
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.
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
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).
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.



i05907615
Heater Performance - Test

SMCS - 7309-081


lit cigarette.


gas may be present.
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
2. Adjust the temperature control knob to the hottest position.
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.



i06708279
Output - Test
SMCS - 7490-081
EMS Display Area
(1) Alert Indicator
The output test verifies that the EMS action lamp, the action alarm, and the alert indicators are
operating properly. The EMS control performs this test each time the test switch is held in the
TEST or CHECK position. The operator must observe the outputs to determine whether the EMS
control is operating properly.
During the self-test:
• All alert indicators (1) flash (approximately nine times per second).
• The action lamp will flash (ON 1 second, OFF 2 seconds).
• The action alarm sounds (ON 1 second, OFF 2 seconds).
Note: The action alarm sounds only if the engine is running (connector contact 13 not grounded).
When the test switch is released, the EMS control resumes normal operation.
If the EMS control operates as described, the control is probably operating properly.



i06708289
Monitor Control - Replace

SMCS - 7490-510
Prior to replacement of the EMS control, ensure that replacement is necessary. Rarely is the EMS
control the cause of a fault. Always check that power is available to the EMS control. Battery
voltage is required between EMS connector contacts 1 and 2 of the machine harness connector.
1. Turn the disconnect and key start switches to the OFF position. Disconnect the machine
harness from the EMS control.
2. Remove the EMS control from the dash.
Note: There are four threaded studs on the rear used for mounting.
3. Make sure that the replacement control has the correct part number.
4. Install the correct new face film on the EMS control. See the Parts Book for the machine
being serviced.
5. Install the replacement EMS control.
6. Connect the machine harness to the EMS control.
7. Turn the disconnect and key start switches to the ON position. Perform the Output Test.



i01985265
Glossary of Terms
SMCS - 7490
Abnormal - This means a condition that is not normal. The presence of an abnormal condition or
an abnormal signal indicates the existence of a problem. A warning is activated in order to alert
the operator.
Alert Indicator - An alert indicator is a red indicator lamp that is located on the top portion of the
main display module. The alert indicator notifies the operator of an abnormal condition.
+Battery - This pertains to any of the harness wiring which is part of the circuit that connects to
the positive battery post. +Battery voltage is also referred to as system voltage.
Connector Contact - A connector contact is the component of a harness connector that actually
makes the electrical connection. Connector contacts are either pins or sockets.
Continuity - A complete electrical circuit with a resistance of 5 ohms or less
Fault - A fault is a failure of a component in the Electronic Monitoring System. For example,
open or shorted harness, faulty switch, sensor or control.
Hard Wired - Hard wired refers to an electrical connection that is made within the harness. The
connections are permanent. These soldered connections or crimped connections are not meant to
be altered.
Harness - This is an assembly or a bundle of two or more wires that electrically connects system
components. Typically, the harness is held together by a loom.
Indicator - An indicator is any of the items within the Caterpillar Monitoring System display area
which operate in an ON, FLASHING or OFF manner in order to bring attention to a machine
condition.
Indicator Fault - An indicator fault is when the operation of an indicator does not correspond to a
known machine condition.
Normal Condition - Words used with a switch or relay. Their normal condition is their condition
when they are not controlled by the application of force, temperature, pressure or electricity. This
is usually the condition found with the component installed on a machine. The condition may be
different if the component is being tested off the machine (on the bench). Machine electrical
system schematics show the condition of components as installed on a machine.
Problem - This refers to the presence of an abnormal machine condition. When a problem exists,
warning operation is activated and the main display module notifies the operator.
Signal Wire - This is the harness wire that carries the signal voltage to the electronic control. The
signal is sent by any of the components that are listed here: a sensor, a switch and any other
similar components.
Specified value - The temperature, pressure, level, flow or position where a switch changes state
(closed to open or open to closed). These specifications can be found on the Electrical System
Schematic for the machine being serviced.
Switch Input - This is an input to an ECM. This input may be ground. The input may be open.
The input may be positive voltage (+battery).
System Voltage - System voltage is the actual voltage that exists between the positive battery post
and the frame ground. The system voltage is referred to as the +Battery.
Uncommitted Switch Input - Uncommitted switch inputs are switch inputs that function
according to the application. Information from the uncommitted switch inputs is typically used to
operate the alert indicators.
Undetected Problem - This is a problem that is not detected by the main display module, but the
problem is found by the operator or by a service technician. The many diagnostic functions of the
main display module assist with the troubleshooting of undetected problems.



i06708195
Glossary of Terms
SMCS - 7490



i06708222
Glossary of Terms
SMCS - 7490



i06708292

SMCS - 7490-546-CY
The following tables have a description of the connector for typical EMS.
Table 1
Contact Description Of EMS Connector
No. Function
1 +Battery (24 V)
2 Ground
3 Sensor (Indicator 8)
4 Indicator 5
5 Indicator 3
6 Indicator 1
7 Indicator 6
8 Indicator 4
9 Program 1
10 Action Alarm
11 Action Lamp
12 Indicator 2
13 Alarm Inhibit
14 Indicator 9
15 Test
16 Program 2
17 Indicator 10
18 Indicator 3
19 Indicator 7
20 Program 3


Troubleshooting
i05026830
Required Tools
SMCS - 7309
Table 1
Required Tools
Part Number
Part Description
Recovery, Recycling, and Recharging Systems

285-7352 Refrigerant Service Unit (Recovery/Recyling/Recharging) (115 V / 60 Hz)
Refrigerant Service Unit (Recovery/Recyling/Recharging) (220-240 V / 50
285-7353
Hz)
208-1338 Refrigerant Service Unit (Recovery)
197-1915 Refrigerant Service Unit (230 V / 50/60 Hz)
208-1317 Refrigerant Filter-Dryer
Charging Scales and Manifold Gauges
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)
208-1341 Manifold Gauge Set
Tanks and Hoses
300-3526 Refrigerant Tank (22.7 kg (50 lb))
208-1352 Heater Blanket As
272-3090 Refrigerant Charging Hose
208-1332 Refrigerant Hose

208-1339 Refrigerant Coupler (Low Pressure)
208-1340 Refrigerant Coupler (High Pressure)
Vacuum Pumps and Accessories
208-1381 Vacuum Pump (1.2 CFM, 110 V / 60 Hz)
208-1356 Vacuum Pump (4 CFM, 110V / 60Hz)
208-1357 Vacuum Pump (4 CFM, 220-250 V / 50-60 Hz)
208-1353 Thermistor Gauge
1U-9763 Vacuum Pump Oil
Miscellaneous Air Conditioning Tools
208-1378 Refrigerant Analyzer Tool Gp
262-4934 Refrigerant Identifier (110/220 V 60/50 Hz)
153-8537 Air Conditioner Flushing Unit (Cart)
153-8538 Refrigerant Flushing Solution
153-9033 Adapter Kit (Air Conditioner Flushing)
208-1374 Leak Detector Kit
9U-6494 Refrigerant Oil Injector
208-1375 Orifice Tool Gp
144-0235 Belt Tension Gauge
208-1350 Radiator Tool Gp
9U-5325 Thermometer
270-1540 O-ring Kit
383-3518 Air Conditioner Kit
Miscellaneous Tools
233-8583 Eye Protection Goggles (Vented)
5P-7277 Voltage Tester
8T-0500 Continuity Tester
269-3123 Pen Light UV Leak Detection
146-4080 Digital Multimeter Gp
Note: The schrader valves used in the high and low-pressure sides of the A/C system are located
in 149-2491 Air Conditioner Fitting As which contains 3E-4051 Seal Cap and 3E-4057 Valve As
for the low-pressure side. 236-9888 Air Conditioner Fitting As which contains 3E-4052 Seal Cap
and 3E-4058 Valve As for the high-pressure side.
Note: Use of a portable flushing unit is permissible only if 153-8538 Refrigerant Flushing
Solution is used and all procedures are followed per Testing and Adjusting, SENR5664,
"Refrigerant System - Flush". The refrigerant flushing solution can ONLY be reused after being
filtered.
Note: The 383-3518 Air Conditioner Kit provides the valves and caps required when replacing the
lines group air conditioner. The kit includes the following: one 3E-4051 Seal Cap , one 3E-4052
Seal Cap , one 3E-4057 Valve As and one 3E-4058 Valve As .


Troubleshooting
i03861422

SMCS - 7000; 7320-035


lit cigarette.


gas may be present.
NOTICE
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.
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.


Troubleshooting
i07081403

SMCS - 7320-035
The diagnostics for the electronic control module (ECM) can be accessed through one of the
following tools:
• Cat® Electronic Technician (Cat® ET) service tool
• The operator monitor
When the troubleshooting procedure says “REPAIR THE HARNESS OR REPLACE THE
HARNESS”, use the machine Electrical Schematic to trace the circuit. Perform continuity checks
at the harness connectors to locate harness failures. At the connectors of the components, always
check the ground circuit. Less than 5 ohms of resistance is required between the ground contacts
of the connector and the frame ground. The power circuits of the ECM should have less than 2
ohms of resistance between the contacts of the ground connector and the frame ground. Less than
5 ohms of resistance is required for signal circuits for normal operation. Ground resistance greater
than 5 ohms can cause incorrect diagnosing of problems.
Inspect all connections before any component is replaced. Connections that are not clean and tight
can result in permanent or intermittent electrical problems can result. Check that the wires are
are made.
Failure of an electrical component can cause the failure of other components. Failure of an
electrical component can be caused by the failure of other components. Always attempt to correct
the cause of an electrical failure before replacing a component.


Troubleshooting
i03862392
Visual Inspection (Troubleshooting)

SMCS - 7320-035


lit cigarette.


gas may be present.
NOTICE
A visual inspection is essential before conducting any performance tests or before conducting any
service to the air conditioning system or to the heating system.
1. Inspect and clean the fresh air filter.
2. Inspect and clean the recirculation air filter.
3. Inspect 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 both fan motors are running. Check for restrictions.
5. If there is a moisture indicator on either the receiver-dryer or the in-line dryer, check the
indicator.
a. If the moisture indicator is blue, the system is normal.
b. If the indicator is pink or white, there is moisture in the system. Replace the receiver-
dryer or the in-line dryer.
Note: Refer to Disassembly and Assembly, SENR5664, "Refrigerant Receiver-Dryer

- Remove and Install" for instructions on replacing the receiver-dryer.
Note: Refer to Disassembly and Assembly, SENR5664, "In-Line Refrigerant Dryer -

Remove and Install" for instructions on replacing the in-line dryer.
6. Inspect the condensate drain tube on the evaporator. The drain plug should not be
obstructed.
7. Inspect refrigerant lines and hoses for damage from excessive heat or rubbing. Check for
oily surfaces along hose and coupling connections. This can be an indication of a refrigerant
leak. Refer to Testing and Adjusting, SENR5664, "Refrigerant Leakage – Test".


Troubleshooting
i05584969
Air Conditioning System Troubleshooting

SMCS - 7320-035-YC
Note: Before you conduct a performance check, refer to the Service Manual, SENR5664, "Visual
Inspection" section.
Note: Refer to the Service Manual, SENR5664, "Machine Preparation for Troubleshooting"
section before service work is performed on the air conditioning system.
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. In R134a air conditioning systems, the lines can have spots of frost and
the system can be operating normally. Frost will most often form after the orifice and on the lower
portion of the accumulator. 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: R134a 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, SENR5664, "Manifold Gauge
Set (Refrigerant) - Install" 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 10 minutes.
3. Adjust the engine speed to approximately 1300 to 1400 rpm. Record the readings on the low
-pressure gauges and the high-pressure gauges. The gauge readings will be a partial
indication of the system condition.
4. Compare the discharge and suction pressures on the manifold gauge set to the Pressure
Ranges that are in Table 1 in order to determine if the system is functioning correctly for the
current ambient temperature. Use the table to determine if the system is operating normally.
If the pressures according to the chart are high or the pressures according to the chart are
low, refer to the system conditions that are listed in "Refrigerant Circuit Problems".
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 pressure on the suction side 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 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.
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 1
(1)
Pressure Range
Ambient Air
High-pressure Test Fitting Low-pressure Test Fitting
Temperature (2) (4) (3) (5) (6)
kPa (psi) kPa (psi)
C° (F°)

21°C (70°F)
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)
(2)
Pressure may be slightly higher in very humid conditions and lower in very 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)
(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)138 kPa (20 psi) higher.
Indications from the Compressor Pressures

Use Table 2 in order to diagnose indications from the pressures.
Table 2
High High Low Low Pressure's
Discharge Suction Discharge Suction Sporadically
Fluctuating
Too much refrigerant
X X
charge
too much oil X
Restriction on air side
X
of condenser
Plugged orifice tube X
Restriction in high side
X
of refrigerant circuit
Condenser fans are not
X
operating correctly
System load high (high
ambient, high
X
humidity, doors open)
Air in the refrigerant

X
circuit
Missing orifice tube X
Thermostat faulty or
X
improperly adjusted
Low refrigerant charge
X X
Belt slipping - check

X
tension
Clutch slipping X
Restriction on low side X

of refrigerant circuit
Leak in the refrigerant
X
circuit
Moisture in the
X
refrigerant circuit
Blockage in the
X
refrigerant circuit
Air in the refrigerant
X
circuit
Refrigerant Circuit Problems

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 1.
2. High-pressure gauge reading is below normal. For normal operating pressures, refer to
Table 1.
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, SENR5664, "Refrigerant Leakage - Test"
• If leaks are found, recover the refrigerant. Refer to the Service Manual, SENR5664,
• 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.
• After the system is charged and operated for a minimum of 10 minutes, perform a
performance check. Service Manual, SENR5664, "Air Conditioning Performance - Test"
System Condition 2
1. Low-pressure gauge reading is normal. For normal operating pressures, refer to Table 1.
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.
• Evacuate the air conditioning system.
• Recharge the air conditioning system.
System Condition 3
Table 1.
2. High-pressure gauge reading is above normal. For normal operating pressures, refer to
Table 1.
Probable Cause
Air or moisture (water) in the system
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 the Service Manual, SENR5664, "Receiver-
Dryer - Remove and Install" section in Disassembly and Assembly. For in-line dryers, refer
to the Service Manual, SENR5664, "In-Line Refrigerant Dryer - Remove and Install"
section in Disassembly and Assembly.
System Condition 4
Table 1.
2. High-pressure gauge reading is normal to the below normal range. For normal
operating pressures, refer to Table 1.
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.
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 the
Service Manual, SENR5664, "Receiver-Dryer - Remove and Install" section in Disassembly
and Assembly.
• If the restriction is found at the in-line dryer, replace the in-line dryer.
• 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.
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 1.
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 1.
3. Air flow from the evaporator is very cold, but the air flow will become warm when the low-
pressure gauge drops into vacuum.
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.
• Replace the receiver-dryer or the in-line dryer. Refer to the Service Manual, SENR5664,
"Receiver-Dryer - Remove and Install" section in Disassembly and Assembly. For in-line
dryers, refer to the Service Manual, SENR5664, "In-Line Refrigerant Dryer - Remove and
Install" section in Disassembly and Assembly.
• Remove the moisture from the system. Refer to the Service Manual, SENR5664,
"Refrigerant System - Evacuate" section in Testing and Adjusting.
performance check. Refer to Service Manual, SENR5664, "Air Conditioning Performance -
Test".
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 1.
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, SENR5664, "Refrigerant Leakage - Test" section in Testing and Adjusting.
• Repair leaks.
• Check the compressor for loss of oil.
Test".
System Condition 7
1. Low-pressure gauge reading is above normal. For normal operating pressures, refer to
Table 1.
2. High-pressure gauge reading is above normal. For normal operating pressures, refer to
Table 1.
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, SENR5664, "Refrigerant
Recovery" section.
• Perform a performance check. Refer to Service Manual, SENR5664, "Air Conditioning

Performance - Test".
Note: Perform the following procedure if the system has not been serviced for an extended period.
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 an
extended period, replace the receiver-dryer or the in-line dryer.
Test".
System Condition 8
Table 1.
Table 1.
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,
SENR5664, "Refrigerant Leakage - Test" section in Testing and Adjusting.
If an internal leak is found, perform the following procedure.
• Replace the compressor. Refer to the Service Manual, SENR5664, "refrigerant Compressor
- remove and Install" section in Disassembly and Assembly.
• Replace the receiver-dryer. Refer to the Service Manual, SENR5664, "Receiver-Dryer -

Remove and Install" section in Testing and Adjusting.
Test".
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.
Test".
System Condition 9
Table 1.
2. High-pressure gauge reading is normal or low. For normal operating pressures, refer to
Table 1.
that is full.
4. The suction hose and the evaporator are 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.
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,
SENR5664, "Refrigerant Recovery" section in Testing and Adjusting.
◦ Replace the expansion valve. Refer to the Service Manual, SENR5664, "Expansion
Valve - (Air Conditioner) Remove and Install" section in Disassembly and Assembly.
Note: The sensing bulb must be installed correctly in order to ensure the proper operation of
the expansion valve.
◦ After the system is charged and operated for a minimum of 10 minutes, perform a
performance check. Refer to Service Manual, SENR5664, "Air Conditioning
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 Service Manual, SENR5664, "Air Conditioning Performance - Test".
Expansion valve in the open position (Typical Example)

(1) Capillary tube
(3) Inlet
(4) Outlet
System Condition 10
1. Low-pressure gauge reading is too low. For normal operating pressures, refer to Table 1.
2. High-pressure gauge reading is too low. For normal operating pressures, refer to Table 1.
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
◦ 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, SENR5664,
◦ Replace the expansion valve. Refer to the Service Manual, SENR5664, "Expansion
Valve - (Air Conditioner) Remove and Install" section in Disassembly and Assembly.
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 .
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.

Service Manual, SENR5664, "Air Conditioning Performance - Test"
3. Replace the in-line dryer or replace the orifice tube.
Expansion valve in the closed position (Typical Example)

(1) Capillary tube
(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 1.
2. High-pressure gauge reading is too high. For normal operating pressures, refer to Table 1.
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 Service
Manual, SENR5664, "Air Conditioning Performance - Test".
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, SENR5664, "Refrigerant

◦ Recharge the system with the correct amount of refrigerant. Measure the refrigerant
by weight. Refer to the Service Manual, SENR5664, "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 Service Manual, SENR5664, "Air Conditioning Performance - Test".
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, SENR5664,
◦ Replace the receiver-dryer or replace the in-line dryer. Refer to the Service Manual,
SENR5664, "Receiver-Dryer - Remove and Install" section in Disassembly and
Assembly. For in-line dryers, refer to the Service Manual, SENR5664, "In-Line
Refrigerant Dryer - Remove and Install" section in Disassembly and Assembly.
◦ If the receiver-dryer or the in-line dryer is not equipped with quick couplers, evacuate
the system. Refer to the Service Manual, SENR5664, "Refrigerant System -
System Condition 12
• Water is in the vents.
• Water is leaking from the unit.
Probable Cause
• The non-return valve of the drain
1. Check the non-return valve for proper positioning and 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 5664, "Troubleshooting Heating and Air Conditioning Control Systems"
in order to test the on delay timer assembly for the refrigerant compressor.
System Condition 13
Table 1.
Table 1.
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.
a. Check the resistance of the coil with a multimeter. Refer to the Service Manual,
SENR5664, "Refrigerant Compressor" section in Specifications.
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, SENR5664,

"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. Service Manual, SENR5664, "Air Conditioning Performance -
Test"
4. The charge of refrigerant in the capillary tube 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 Service Manual, SENR5664, "Air Conditioning Performance - Test".
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 1.
Table 1.
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.
• Replace the thermostat switch.
• 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 air flow 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, SENR5664, "Manifold Gauge
Set (Refrigerant) - Install" 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 10 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.
Refer to Service Manual, SENR5664, "Orifice Tube (Air Conditioner) - Remove and
Install" in Disassembly and Assembly.
◦ 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,
SENR5664, "Refrigerant System - Charge" section in Testing and Adjusting. Also, refer to
the Service Manual, SENR5664, "Refrigerant Leakage-Test" section in Testing and
Adjusting.
False Seizure of the Compressor

Table 3
Required Tools
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. 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.


Troubleshooting
i06095130
Heating System Troubleshooting

SMCS - 7304-035; 7309-035-YC
The following problem solving section is provided for identifying and correcting problems that may occur
in the heating system. Several problems can have the same system condition (symptom) or similar system
conditions. Before you start the procedure in order to correct the problems, evaluate the performance using
the Testing and Adjusting, SENR 5664, "Heater Performance –Test". It is necessary to be complete in the
diagnosis of the problem. Repair the components or replace any damaged component if the components are
faulty during the inspection.
Symptom: There is little or no warm air that is flowing to the cab

when the heater control knob is set to the position of maximum
heat.
Possible Cause 1
The blower motor is not working.
1. Inspect the circuit breaker or the fuse panel in order to ensure that there is no open circuit.
2. Visually inspect the wire harnesses in order to check for any broken wires or missing connectors.
Use the electrical schematic for the respective machine to ensure proper connections.
3. Check the fan blade in order to make sure that the fan blade is not blocked or seized.
4. Check for the proper function of the fan switch at each setting. The blower motor should engage at
all settings and temperatures.
Possible Cause 2
There is a leak that is present in the system.
1. Check the hose clamps in order to make sure that the hose clamps are present and that the hose
clamps are also tightened to the correct torque value that is shown on the drawing.
2. Check the heater coil for any visible cracks or signs of a leak.
3. Check the water valve in order to make sure that the water valve is properly installed and
operational.
Possible Cause 3
The inlet/outlet ports for the engine cooling system are closed.
1. Inspect the valves that connect the heater hoses to the engine block.
2. Make sure that the valves are adjusted so that the valves are fully open.
Possible Cause 4
The hose that is connecting the system together is kinked or blocked.
1. Check for blockage or bends in the hoses. Blockages and bends in the heater hoses restrict the flow
of coolant and the blockages reduce the performance of the entire heating system.
2. Replace any hoses that appear to be restricting the flow of coolant.
Possible Cause 5
There is a failure with the device for the heater control.
1. Determine the type of controlling device that is used on the machine.
2. If there is a water valve that is present, continue to Step 3. If there is a blend door that is present,
continue to Step 6.
3. Inspect the water valve for any signs of damage.
4. Check the water valve in order to make sure that the water valve opens completely when the
temperature control knob is set to the position of maximum heat.
5. If the water valve fails to open or the water valve fails to close, move to "Possible Cause 6".
6. Inspect the blend door.
7. Check the blend door for any damage.
8. Make sure that the insulation is still attached to the blend door.
9. Make sure that the actuator is connected to the blend door.
10. Check the blend door in order to make sure that the blend door opens completely when the
temperature control knob is set to the position of maximum heat.
Possible Cause 6
There is a failure with the cable for the water valve or the potentiometer.
1. Determine the type of control for the water valve that is being used on the machine.
2. If there is a cable that is attached to the water valve, continue to Step 3. If the machine has a built-in
potentiometer, continue to Step 5.
3. Check the machine in order to make sure that the cable is attached to the water valve handle.
temperature control knob is moved to the position of maximum heat.
5. Check the machine in order to make sure that the potentiometer is attached to the wire harness within
the dash of the cab.
temperature control knob is moved to the position of maximum heat.
Symptom: The heat that is within the cab is uncontrollable.

Possible Cause 1
The water valve is installed incorrectly or backward.
1. If the machine is equipped with a water valve control, check the water valve in order to make sure
that the water valve is installed properly.
2. Some water valves are manufactured so that there is an arrow that shows the flow direction on the
side of the valve body. Make sure that the arrow is pointed toward the line that leads to the heater
coil.
3. If the machine is equipped with a cable driven water valve, make sure that the cable is not wrapped
around the water valve, or that the cable is not wrapped around the frame of the machine.
4. If the machine is equipped with an electronically driven water valve, make sure that the actuator is
attached securely to the water valve.
Possible Cause 2
There is an electrical failure with the control panel.
1. Inspect the control panel in order to make sure that the control panel is receiving power when the
machine is turned on.
2. Check in order to make sure that the wire harness is connected to the control panel.
3. Inspect the wire harness for any breakage or exposed wires.
4. Inspect the circuit breaker or the fuses in order to ensure that there is not an open circuit.
Possible Cause 3
There is a failure with the cable for the water valve or the potentiometer.
1. Determine the type of water valve control that is present on the machine.
2. If there is a cable that is attached to the water valve, continue to Step 3. If the machine has a built-in
potentiometer, continue to Step 5.
3. Check in order to make sure that the cable is attached to the water valve handle.
4. Check in order to make sure that the water valve opens completely when the temperature control
knob is moved to the position of maximum heat.
5. Check in order to make sure that the potentiometer is attached to the wire harness within the dash of
the cab.
6. Check in order to make sure that the water valve opens completely when the temperature control
knob is moved to the position of maximum heat.
Symptom: There is a coolant smell that is present within the cab.
Possible Cause 1
There is a leak that is present at the hose or the hose clamps.
1. Inspect the connections between the heater coil and the heater hoses.
2. Check the hoses for cuts.
3. Check in order to make sure that the hose clamps are tightened to the proper torques that are shown
on the dimension drawings.
Possible Cause 2
There is a leak that is present at the heater coil.
1. Inspect the heater coil in order to determine if there are any visible cracks or holes in the tubing.
2. Check in order to make sure that the hose clamps are tightened to the proper torques.
Possible Cause 3
There is a leak that is present at the water valve.
1. Inspect the water valve for any damage.
2. Check in order to make sure that the hose clamps are tightened to the proper torques.
3. If the water valve passes both these initial tests, refer to the Troubleshooting, SENR5664,
"Troubleshooting Heating & Air Conditioning Control System".
Symptom: There is no flow of air to the operators compartment.

The evaporator blower motors do not operate when the fan switch
is activated.
Probable Cause 1
There is an open circuit.
1. Inspect the circuit breaker or inspect the fuses for an open circuit.
2. Check for the proper function of the control panel at each speed setting. The evaporator blower
motor must run at each setting. The evaporator blower motor should be operating in the cold mode
and in the heating mode.
Typical Blower Control Switch for analog signal is on the left side.
Resistor configuration will vary in size and shapes, from round ceramic, coiled wire, to circuit board type shown in
above illustration.
Coil type wire resistor
Ceramic wire
Typical Resistor Controlled Blower Speed
Refer to specific machine schematic for type
3. Each resistor terminal combination will change the blower speed. HVAC Panel Pin5 (Blower Low)
will connect to Blower Resistor Pin 1 (Low Speed). Refer to Illustration 6 shown above.
4. Blower switch should have continuity for each fan speed. Resistor ohm value should decrease from
Low to High Speed. Refer to Illustration 6, and electrical schematic section for additional
information for the machine.
Probable Cause 2
There is a blockage in the fan blades.
1. Check for blockages at the fan blades.
Probable Cause 3
The motor has failed.
1. Make necessary repairs or replace motors and components.
2. After a new motor or blower wheel is installed, inspect operation for the correct rotation.


Troubleshooting
i05417333
Automatic Temperature Control System (ECM Controlled)

Troubleshooting
SMCS - 7309-035-YC; 7610-035-ACD
Automatic Temperature Control Troubleshooting Codes

controlled by Machine ECM
Use this procedure to troubleshoot the performance of the HVAC system for machines equipped with
automatic temperature control.
Connect Electronic Technician (ET) and check for diagnostics associated with the HVAC system.
Refer to the Machine Troubleshooting Guide if any of the following codes are active.
HVAC Diagnostic Codes
Typical HVAC ET status parameters and values
Cab Temperature is High
Probable Causes
• Diagnostic Codes
• Low Pressure Switch / High Pressure Switch
• Low Refrigerant Charge
• Water Valve Actuator
• A/C Compressor
Recommended Actions
Diagnostic Codes
Connect Cat ET to the service tool connector. Check for active diagnostic codes. Look for active
codes that are related to the HVAC system in Illustration 1. Use the appropriate circuit test to
troubleshoot any active codes before continuing.
Low Pressure Switch / High Pressure Switch
Use Cat ET to monitor the "Air Conditioning Refrigerant Monitoring Circuit" status parameter. With
a proper charge the status should be closed. If the status is open, heck the pressure switches and
circuit (refer to the pressure switch tests section in this book).
Low Refrigerant Charge
Refer to Air Conditioning Performance - Test
Water Valve Actuator
Test the water value actuator control by switching to heat mode. Use Cat ET and monitor the "Cab
Air Heater Engine Coolant Actuator Duty Cycle" status parameter while rotating the temperature
dial. The parameter should go to 5% when the temperature dial is full CCW and 95% when the
temperature dial is full CW. If the Cab Air Heater Engine Coolant Actuator Duty Cycle" doesn't
move with the temperature dial, check the temperature dial (see the troubleshooting section 2661 in
the machine troubleshooting guide). If the Cab Air Heater Engine Coolant Actuator Duty Cycle"
moves with the temperature dial, verify the water valve actuator circuit and that the actuator is
rotating.
A/C Compressor
Switch to AC mode and use Cat ET to monitor the "A/C Compressor" status parameter with the
engine running. If the compressor status does not turn to ON after 20 seconds, check the evaporation
temperature circuit (refer to 2357 diagnostic code in the machine TSG) and the pressure switch
circuits (refer to the pressure switch tests section in this book). If the compressor status is ON and the
compressor does not turn on, check for power at the compressor connection.
Note: If the compressor status is on and there is power at the compressor clutch, then replace the
compressor.
Cab Temperature Low
Probable Causes
• Diagnostic Codes
• Water Valve Actuator
Recommended Actions
Diagnostic Codes
Connect Cat ET to the service tool connector. Check for active diagnostic codes. Look for active
codes that are related to the HVAC system in Illustration 1. Use the appropriate circuit test to
troubleshoot any active codes before continuing.
Water Valve Actuator
Test the water value actuator control by switching to heat mode. Use Cat ET and monitor the "Cab
Air Heater Engine Coolant Actuator Duty Cycle" status parameter while rotating the temperature
dial. The parameter should go to 5% when the temperature dial is full CCW and 95% when the
temperature dial is full CW. If the Cab Air Heater Engine Coolant Actuator Duty Cycle" doesn't
move with the temperature dial, check the temperature dial (see the troubleshooting section 2661 in
the machine troubleshooting guide). If the Cab Air Heater Engine Coolant Actuator Duty Cycle"
moves with the temperature dial, verify the water valve actuator circuit and that the actuator is
rotating.
No airflow from Evaporator Blower Motor
No Auto Blower Control
Perform this test with the key on. Use a 5P-7277 Voltage Tester or use a 9U-7330 Digital Multimeter
and connect the negative probe to the pin 7 wire on the control panel using a 7X-1709 Multimeter
Probe or equivalent. Check the supply voltage first by connecting the positive probe to the pin 1 wire
using a 7X-1708 Multimeter Probe or equivalent. If the system voltage is not measured do not
perform any of the other tests below until that is repaired. Select the blower switch to the low speed
and connect the positive probe to pin 5 using a 7X-1708 Multimeter Probe or equivalent and record
the voltage. For a properly working control panel the voltage should be the same as the system
voltage. Repeat for all speeds. Replace the panel if any of the voltages are not present during the test.
If the panel passes the test then refer to the machine electrical schematic and check for voltage to the
motor and resistor.
Auto Blower Controls
(1) 288-8557 Air Conditioner and Heater Control As - HVAC (Blower Speed)
With Brushless Motor - 361-5586 Blower As
Perform this test with the key on. Connect ET and look for diagnostics relating to the control panel
(2811-3, 2811-4). Use the following procedure to troubleshoot the diagnostics.
Use a 5P-7277 Voltage Tester or use a 9U-7330 Digital Multimeter and connect the negative probe to
the pin 6 wire on the control panel using a 7X-1709 Multimeter Probe wire assembly or equivalent
and connect the positive probe to the pin 4 wire. Rotate the dial and observe the voltage reading, the
voltage should vary between 2 to 4.5 V for a properly working panel.
If the panel passes the test then refer to the machine troubleshooting guide and check for voltage to
the motor and driver module if equipped.


Troubleshooting
i05417286
Troubleshooting Heating and Air Conditioning Control

System
SMCS - 7309-035-YC


lit cigarette.


gas may be present.
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.
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.
a. Check the engine coolant temperature. The temperature of the coolant must be at
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
The operator compartment has no air flow. The evaporator blower motors do not operate
when the fan switch is activated.
a. Inspect the circuit breaker or inspect the fuses for an open circuit.
b. Check for the proper function of the control panel at each speed setting. The
evaporator blower motor must run at each setting. The evaporator blower motor
should be operating in the cold mode and in the heating mode.
Typical blower control switch for analog signal is on the left side.
Resistor configuration will vary in size and shapes, from ceramic, coiled wire, to circuit board type. See
Illustration 2, Illustration 3, and Illustration 4.
Coil type wire resistor
Ceramic wire
Typical resistor controlled blower speed
Refer to specific machine schematic for type
Electrical Connector Pins for Control Panel in Illustration 5
2. If necessary, make repairs or replace components.
a. Check for the proper function of the control panel at each speed setting using the
following procedure and Illustration 6.
Perform this test with the key on. Use a 5P-7277 Voltage Tester or use a 9U-7330 Digital
Multimeter and connect the negative probe to the pin 7 wire on the control panel using a 7X-1709
Multimeter Probe 7x-1709 wire assembly or equivalent. Check the supply voltage first by
connecting the positive probe to the pin 1 wire using a 7X-1708 Multimeter Probe wire assembly
or equivalent. If the system voltage is not measured do not perform any of the other tests below
until that is repaired. Select the blower switch to the low speed and connect the positive probe to
pin 5 using a 7X-1708 Multimeter Probe wire assembly or equivalent and record the voltage. For a
properly working control panel the voltage should be the same as the system voltage. Repeat for
all speeds. Replace the panel if any of the voltages are not present during the test.
If the panel passes the test then refer to the machine electrical schematic and check for voltage to
the motor and resistor.
Test Procedure for Testing Electrical Components in the Air

Conditioning System
switches and on delay timer assembly for the refrigerant compressor in order to protect the air
Table 1
Required Tools
(2) Chassis ground
(4) Power supply
1. Separate the four pin connectors from the wiring harness.
should read 12 V for a 12volt system or the multimeter should read 24 V for a 24 V system.
multimeter displays OL, one of the three switches are open. Check each of the switches if an
pressure switches.
5. In order to check that the power is getting from the on delay timer assembly to the
compressor 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 12
V for a 12 V system or 24 V for a 24 V system.
ground. Check each of the two pins on the two pin connectors for continuity. One of the two
clutch coil. Refer to the Service Manual, SENR 5664, "Refrigerant Compressor" section in
Specifications.
Test Procedure for 114-5333 Pressure Switch / 355-3148 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 / 355-3148 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:
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
(1)
to CLOSED OPEN
Band
2800 kPa (406 psi)
Middle (Position 275 kPa (40 psi) to

CLOSED CLOSED
2) 1750 kPa (254 psi)
Hysteresis 170 kPa (25.0 psi)

(1)
OPEN CLOSED
Band to
275 kPa (40 psi)
Low Position 1 0 kPa (0 psi) to

OPEN OPEN
170 kPa (25.0 psi)
(1)
the OHMS test mode.
Table 3
(2)
Actuation Pressure
344 ± 34 kPa (50 ± 5 psi)
(3)
172 ± 21 kPa (25 ± 3 psi)
(2)
(3)
the OHMS test mode.
than 1 ohm.
5. If the resistance that is displayed is a value of OL (high resistance) and the system pressure
Table 4
(2)
Actuation Pressure
103 ± 14 kPa (15 ± 2 psi)
(3)
35 ± 7 kPa (5 ± 1 psi)
(2)
(3)
the OHMS test mode.
than 1 ohm.
Table 5
(4)
Actuation Pressure
2400 ± 140 kPa (348 ± 20 psi)
(5)
1725 ± 100 kPa (250 ± 15 psi)
(4)
(5)
the OHMS test mode.
less than 1 ohm.
Table 6
(4)
Actuation Pressure
2412 ± 140 kPa (350 ± 20 psi)
(5)
1723 ± 100 kPa (250 ± 15 psi)

(4)
(5)
the OHMS test mode.
less than 1 ohm.
(1) Pin 1
(2) Pin 2
(1) Pin 1
(2) Pin 2
male connector.
male connector.
(1) Pin 1
(2) Pin 2
(1) Pin 1
(2) Pin 2
male connector.
male connector.
Use a 2U-4497 Strap to tie-wrap the arc suppressor. Securely tie-wrap the arc suppressor 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-
130-8134 Arc Suppressor should be secured with two 9U-2297 Clips . The clips should be bolted


Troubleshooting
i05417332
Automatic Temperature Control Panel Troubleshooting - 584

and 584HD Forwarders
SMCS - 7309-035-YC
Automatic Temperature Control (ATC) - Fault Codes: (only

for 584 Forwarders and 584HD Forwarders)
Troubleshooting
To display fault codes, depress the ON key three times in rapid succession. The digital display will
then display any active fault codes. Pressing the ON key again repeatedly will scroll through any
existing error codes. After five seconds without further key presses, the system will exit the
diagnostics mode and return to normal operation.
No Faults - E0
Cab Sensor Shorted - E1
Cab Sensor Open - E2
Evaporator Probe Shorted - E3
Evaporator Probe Open - E4
Duct Sensor Shorted - E5
Duct Sensor Open - E6
Pressure Transducer Open - E151
Pressure Transducer Shorted - E12
Water Valve Actuator Error - E13
Electronics or Comm. Error - E17
Clutch Open - E18*
Clutch Shorted - E19*
No Refrigerant - E20*
High-pressure - E22*
Low Voltage Error - E23*
* Future implementation
Advanced Diagnostics:
The ATC Advanced Diagnostics control panel allows the technician to see real-time system
information on the control panel display. Control panel display will assist in A/C-heater servicing.
This real-time information can help the service technician diagnose certain system problems.
To display advanced diagnostics, depress ON key three times in rapid succession (fault codes
displayed) then immediately press and hold ON key for five seconds. The text "CAB" will be
displayed. After a few seconds, the real-time value of the cab temperature measured by the ATC is
displayed. This value, as well as any other value displayed by the control panel, will continuously
update. Pressing the ON key again repeatedly will scroll through all of the available diagnostics
information
CAB - Cab Air Temperature (°C or °F)
EVAP - Evaporator Core Temperature (°C or °F)
DUCT - Duct Air Temperature (°C or °F)
HEAT - Water Valve Command (% of valve open)
A-C - A-C Clutch Request (on / off )
FAN - Blower Fan Speed (% of maximum fan speed)
DEF - Defrost Mode Active (On/Off)
HI-P - High Side Pressure (psig or bar)
PRHT - Blower Enable Active (On/Off)
VOLT - System Voltage (DC Volts)
Note: The system can be operated normally while in advanced diagnostics mode, including
changing the temperature set point or changing the blower fan speed, to evaluate the response of
the system.
Firmware Version Mode
The firmware version of the control panel and Electronic Control Unit (ECU) can be displayed.
From the advanced diagnostics mode, press and hold the ON key for five seconds. The text CTRL
will be displayed and after a few seconds, the control panel firmware version number will be
displayed. Pressing the ON key will toggle to the ECU firmware version.
The following firmware version information is available:
CTRL - Control Panel Version
ECU - ECU Version
Exiting the Diagnostic Mode:
To exit the advanced diagnostic mode or firmware Version mode, turn the system OFF by
pressing the OFF key.
Additional Troubleshooting:
No Display
• Turn on control panel with the ON key.
• Check to see if the display Illuminates.
• Verify that the control panel is plugged into the wire harness.
• Check to see if wire harness is wired into vehicle properly.
No Fan
• Turn up fan with the fan UP key.
• Make sure that the fan is plugged into wire harness, verify all wiring connections.
• Verify that the circuit breakers or fuses are intact.
• If all other functions work properly, replace ECU.
No Heat
• Turn up heat with the Temperature UP key. Use the advanced diagnostics to verify that the
water valve is commanded open.
• Inspect and verify all wiring connections.
• Verify that any coolant shut off valves on the engine are open.
• Verify that warm coolant is flowing into the heater core by testing the heater hoses.
• Inspect and replace the electronic water valve if necessary.
• Inspect and replace ECU if necessary.
No Cooling
• Turn down heat with the Temperature DOWN key and enable the defrost mode. Use the
advanced diagnostics to verify that the A/C clutch is requested ON.
• Verify that the system is fully charged with refrigerant.
• Verify that voltage is present at the compressor clutch.
• Verify that the correct voltage is present at the clutch relay on the wire harness.
• Inspect and verify all wiring connections.
• Inspect and replace clutch relay if necessary.
• Inspect and replace refrigerant high-pressure and/or low-pressure cut out switches if
necessary.
• Inspect compressor and clutch assembly and replace clutch if necessary.
The system is not controlling the cab temperature properly
• Inspect the cab air temperature sensor.
• Verify that the recirculation vent inlet is not obstructed. Inspect and replace recirculation
vent air filter if necessary.
• Inspect and replace recirculation vent air filter, if necessary.
• Change the setpoint temperature in small increments.
• Verify that the water valve is working properly. Refer "No Heat"(see No Heat).
• Verify that the compressor clutch is working properly. Refer "No Cooling".
The evaporator core is icing up and restricting airflow
• Inspect the evaporator core probe.
• Verify that the probe is making good contact with the evaporator fins and is not loosely
inserted.
• Reposition the probe and check the core temperature during operation using the advanced
diagnostics.
• Replace the evaporator core if necessary.


Troubleshooting
i02996113
Troubleshooting Condensate Drainage System

SMCS - 7320-035
Regular inspection is needed in order to ensure that the holes for the condensate drainage are not
plugged with debris. Regular inspection is also needed in order to ensure that adequate flow is
seen from the case. When the air conditioning system is in operation, there should be evidence of
condensate that is exiting the machine from the drain lines.
• Check the drain lines in order to ensure that the drain lines are not pinched.
• Inspect the drain valves in order to ensure that the drain valves are present and installed
correctly. The valve should be located between 0.0 mm (0.0 inch) and 76 mm (3 inch) from
the end of the drain line.
• If the lines are plugged with dirt and debris, flush the lines with water and relocate the
valve.
In order to make sure that the drainage system is working, open the HVAC case and inspect the
interior sloped floor or the drain pan.
• Ensure that no large debris is clogging the drain valves from the case.
• If any large debris is observed, the HVAC case should be cleaned in order to prevent any
future buildup from clogging the path of drainage.
• Once the area for drainage has been cleaned, reassemble the HVAC case in order to make
sure that the system works. Run the system and check the drain lines for condensate flow.


Troubleshooting
i06708257
General Information
SMCS - 7490
Troubleshooting the Electronic Monitoring System (EMS) requires additional information from
the machine Service Manual. The Electrical System Schematic and the Operation and
Maintenance Manual are required support material.
As a guide, a Typical EMS Schematic is at the end of this manual. For an accurate representation
of the machine being diagnosed, see the Electrical System Schematic in the machine Service
Manual.
When the troubleshooting procedure instructs you to REPAIR THE HARNESS, use the Electrical
System Schematic in the machine Service Manual to trace the circuit. Perform continuity checks
at connectors to locate harness failures. At component connectors, always check the ground
circuit. Less than approximately 5 ohms of resistance is required between the connector ground
contacts and frame ground. Excessive ground resistance, greater than approximately 5 ohms, can
cause incorrect diagnosing of problems.
During troubleshooting, inspect all component and harness connections before any component is
replaced. If these connections are not clean and tight, electrical problems can occur, either
permanent or intermittent. Make sure that the connections are tight before other tests are made.
Failure of an electrical component can cause (or be caused) by the failure of one or more other
components. Always attempt to find and correct the CAUSE of an electrical system failure before
replacing of a component.


Troubleshooting
i06708259
Troubleshooting
SMCS - 7569
Display for the EMS
Alert indicators show the status of switch inputs. The switch inputs can be open or grounded. If an
alert indicator is off, then the corresponding switch input is grounded. If an alert indicator is
flashing, the corresponding switch input is open. A fault occurs when the operation of an indicator
does not correspond to a known machine condition.
Before troubleshooting, ensure that a fault exists. Refer to the Operation and Maintenance Manual
for a description of abnormal machine conditions that cause the alert indicators to flash. Perform
the following procedures only if a fault is suspected.
Note: Alert indicator "8" is often used to indicate an electrical system problem. The alert indicator
for the electrical system gets information from a sensor input or the alternator "R" terminal. The
alert indicator does not get information from a switch input.
The operator or the service person discovers a fault in an indicator when the operation of an
indicator does not correspond to a known machine condition. The following scenario is an
example: The alert indicator for brake oil temperature flashes continuously. The indicator flashes
after extended periods of shutdown. The possible fault conditions for the indicators are shown
below:
• The alert indicator is always flashing: Refer to Diagnostic System Procedures, "Alert
Indicator is Always Flashing".
• Alert indicator never flashes: Refer to Diagnostic System Procedures, "Alert Indicator
Never Flashes".
The indicators reflect the open or grounded condition of the uncommitted switch inputs. When a
switch input is open, the corresponding alert indicator flashes. When a switch input is grounded,
the corresponding alert indicator is OFF. Open and ground the corresponding switch wire to check
a circuit. Watch for the correct result on the alert indicators.
Other fault conditions in EMS are also possible. These faults are the following:
• The action alarm sounds while the engine is off. Refer to Diagnostic System Procedures,
"Action Alarm Sounds with Engine Off".
• The action alarm sounds continuously. Refer to Diagnostic System Procedures, "Action
Alarm On Continuously".
• The action alarm does not sound. Refer to Diagnostic System Procedures, "Action Alarm
Does Not Sound".
• The action lamp is on continuously: Refer to Diagnostic System Procedures, "Action Lamp
On Continuously".
• Action lamp does not light: Refer to Diagnostic System Procedures, "Action Lamp Does
Not Flash".
• All the alert indicators and the action lamps are flashing. Refer to Diagnostic System
Procedures, "All Alert Indicators and Action Lamp Are Always Flashing".
• The test switch does not operate properly. Refer to Diagnostic System Procedures, "Test
Switch".
• Engine oil pressure indicator flashes when engine speed exceeds 1200 rpm to 1500 rpm:
Refer to Diagnostic System Procedures, "Alert Indicator For Engine Oil Pressure".
Electronic Monitoring System Troubleshooting

Begin your troubleshooting by gathering reliable information. Perform these four tests and write
down your results. Compare the results of each of the steps with the expected results. If the actual
results differ from the expected results, proceed to the probable cause to begin the diagnostic
procedure.
The EMS can be checked for correct operation with four basic test procedures. The test procedures
must be followed in order. Start with Test 1. The results from Test 2 depend on the results from
Test 1, etc.
There are many types of starting systems in the different vehicles with EMS. In the tests that
follow, you will be instructed to place the key start switch in the ON position. Vehicles with the
key type start switch have an OFF, ON, and START position. There are many vehicles with EMS
that have a start switch with an OFF, HEAT, and START position. This second type of start
switch will not have an ON position. The disconnect switch and the key start switch have the same
ON position. The disconnect switch and the key start switch have the same OFF position for the
second type of starting system.
The disconnect switch and the parking brake must be in the ON position during all these tests.
Test 1
• Test Switch ON
• Engine OFF
Expected Results
1. All indicators flash.
2. The action lamp flashes.
Test 2
• Test Switch OFF
• Engine OFF
Expected Results
3. Indicators on the operator monitor panel must match the positions in Table 1.
Table 1
Position Indicator Condition of Indicator
1 Coolant Temperature OFF
Coolant Flow FLASH
2
3 Engine Oil Pressure FLASH

Brake Air Pressure OFF or FLASH
4
5 Hydraulic Oil Temperature OFF
Torque Converter Oil Temperature OFF
6 Power Train Oil Temperature OFF
Transmission Oil Temperature OFF
Parking Brake ON FLASH
7 Power Train Oil Filter Bypass OFF
Accumulator Pressure FLASH or OFF
8 Alternator FLASH
9 Fuel Level FLASH or OFF
Power Train Oil Filter Bypass OFF
10 Steering FLASH
Transmission Filter OFF
The low fuel level indicator must flash if the fuel level is 10% of capacity or less.
Note: This circuit has a 10 second delay.
The Parking Brake ON indicator must flash when the parking brake is engaged.
The brake air pressure indicator must flash if the machine has been sitting and the air in the
reservoir has drained off.
If the indicators match Table 1, check the harnesses and the switches, except for the indicators that
are OFF or flashing.
1. Check the wiring.
2. If you cannot find the problem in the wiring, drain the fuel tank to check the low fuel level
switch.
3. Remove the control wire from the fuel level switch to check the wiring. After approximately
12 seconds of the control wire being removed, the indicator must flash.
4. Put the control wire to vehicle ground. The indicator must turn OFF.
Note: Know the amount of fuel in the fuel tank.
Activate the brakes repetitively until the air pressure goes down and the accumulator pressure
indicator flashes. This checks the brake air pressure switch and the wiring. When the engine is
operated for several minutes, the indicator must turn OFF.
Activate the hydraulic controls repetitively until the hydraulic pressure goes down and the
accumulator pressure indicator flashes. This checks the accumulator pressure switch and the
wiring. When the engine is operated for several minutes, the indicator must turn OFF.
Test 3
• Test Switch OFF
Expected Results
1. The action lamp must be OFF.
3. All indicators on the operator monitor panel must be OFF. If the fuel level is low, the low
fuel level indicator can be ON.
Note: With the parking brake ON, the parking brake ON indicator must flash. Engage the
transmission in a forward speed. The action lamp must flash and the action alarm must sound.
Test 4
• Test Switch ON
Expected Results
2. The action alarm must be ON.
3. All indicators on the operator monitor panel must flash.


Troubleshooting
i06708261
Action Alarm Does Not Sound

SMCS - 7407-038
Test Step 1. CHECK FUEL PRESSURE SWITCH
A. Remove the signal wire from the EMS fuel pressure switch.
B. Perform the Output Test. See Output Test.
Expected Result:
The alarm sounds.
Results:
• OK - Fuel pressure switch is faulty.
Repair: Replace the fuel pressure switch.
STOP
Expected Result:
Results:
• OK - EMS control and harness are correct.

Go to Test Step 3.
• NOT OK - The EMS control or harness is faulty. Go to Test Step 4
C. At the machine harness connector for the EMS control, place a jumper from connector
Expected Result:
The alarm does not sound.
Results:
• OK - The harness has an open circuit or the alarm is faulty.
Repair: Repair or replace the harness or the alarm.
STOP
STOP
Test Step 4. CHECK FUEL PRESSURE SWITCH CIRCUIT
Expected Result:
Results:
• OK - Harness is faulty.
STOP
STOP


Troubleshooting
i06708262
Action Alarm Is On Continuously

SMCS - 7407-038
A. Turn the disconnect switch to the OFF position.
B. Turn the key start switch to the OFF position.
D. Turn the disconnect switch to the ON position.
E. Listen for the sounding of the action alarm.
F. Turn the key start switch to the ON position.
Expected Result:
The alarm sounds.
Results:
• OK - The harness circuit 410-WH(White)is shorted to the +battery.
Repair: Replace the harness.
STOP
STOP


Troubleshooting
i06708264
Action Alarm Sounds with Engine Off

SMCS - 7407-038
Test Step 1. CHECK FOR OPEN FUEL PRESSURE SWITCH
A. Disconnect the signal wire from the fuel pressure switch.
B. Touch the signal wire to the other switch terminal (frame ground).
Expected Result:
Results:
• OK - The fuel pressure switch is open. Go to Test Step 2.
STOP
• NOT OK - The harness circuit (signal or ground) is open. Go to Test Step 3.
STOP
Test Step 2. CHECK FOR FUEL PRESSURE SWITCH
A. Check for fuel pressure.
B. Check for plugged filter inside the switch.
C. Check for faulty switch.
Expected Result:
The fuel pressure switch should be closed when fuel pressure is below the specified value.
Results:
• OK - The fuel pressure switch is closed when fuel pressure is below the specified value. Go
to Test Step 3.
STOP
• NOT OK - The fuel pressure switch is not closed when fuel pressure is below the specified
value. Go to Test Step 3.
STOP
Test Step 3. CHECK FOR EMS Control
A. Using a 7X-1710 Multimeter Probe, place a jumper from contact 13 to contact 2 at the
machine harness connector for the EMS control. Do not remove the connector from the
control.
Expected Result:
Results:
• OK - The harness circuit is open.
STOP
STOP


Troubleshooting
i06708265
Action Lamp Does Not Flash

SMCS - 7400-038
Note: Use the EMS test switch to test the operation of the action lamp.
Test Step 1. CHECK LAMP
A. Check for a faulty lamp.
Note: For the purposes of this procedure, the correct resistance for a lamp is less than 200 ohms.
Expected Result:
Lamp is faulty.
Results:
• OK - Lamp is faulty.
Repair: Replace the lamp.
STOP
• NOT OK - Lamp is NOT faulty. Go to Test Step 2.
Test Step 2. CHECK LAMP CIRCUIT
C. Turn the disconnect and the key start switch to the ON position.
D. At the machine harness connector for the EMS control, place a jumper from connector
Expected Result:
The lamp is OFF.
Results:
• OK - The harness has an open circuit.
STOP
STOP


Troubleshooting
i06708266
Action Lamp Is On Continuously

SMCS - 7400-038
Test Step 1. CHECK ACTION LAMP CIRCUIT
C. Turn the disconnect switch to the ON position.
D. Observe the action lamp.
E. Turn the key start switch to the ON position.
Expected Result:
The lamp is ON.
Results:
• OK - Harness circuit 411-PK(Pink)is shorted to +battery.
STOP
STOP


Troubleshooting
i06708268
Alert Indicator Never Flashes

SMCS - 7490-038-IND
Note: This procedure is for an alert indicator that never FLASHES. The never FLASHING
condition is most likely caused by a short to ground or a faulty EMS control (unlikely).
Test Step 1. CHECK ALERT INDICATOR
Perform the Output Test. Observe the alert indicators for FLASHING during the Output Test. See
Output Test.
Expected Result:
The alert indicator does NOT FLASH, but others do.
Results:
STOP
A. Locate the switch which corresponds to the indicator which never FLASHES. If necessary,
Expected Result:
The alert indicator FLASHES.
Results:
• OK - The circuit is operating correctly. The switch is faulty.
STOP
At the machine harness connection for the switch, measure the voltage (DCV) between the signal
circuit and the ground circuit.
Note: EMS controls with part numbers 3T-1321 and 3T-3136 should measure 10.0 DCV ± 0.5
DCV instead of 8.0 DCV ± 0.5 DCV.
Expected Result:
Results:
• OK - EMS control is faulty.
STOP
Test Step 4. CHECK HARNESS
A. Turn the disconnect switch to the OFF position. The signal wire remains disconnected from
the switch. Do not allow the signal wire to touch anything.
B. On the Electrical System Schematic, trace the signal circuit from the switch to the EMS
control. Determine the signal contact (connector contact) of the machine harness at the EMS
control.
D. At the machine harness connector for the EMS control, measure the resistance between the
signal contact and contact 2 (ground).
Expected Result:
Results:
STOP
• NOT OK - The harness is faulty. The signal wire within the harness is shorted to ground.
STOP


Troubleshooting
i06708269
Alert Indicator Is Always Flashing

SMCS - 7490-038-IND
Note: This procedure is for an alert indicator that is FLASHING all the time. The always
FLASHING condition is most likely caused by an undesired open circuit, a short to +battery, a
faulty switch, or a faulty EMS control (unlikely).
A. Locate the switch that corresponds to the indicator that is always FLASHING. If necessary,
C. Touch the signal circuit to the switch ground circuit. If a switch ground wire is not present,
touch the signal circuit to frame ground.
D. Turn the disconnect and key start switches to the ON position.
Expected Result:
The alert indicator is OFF.
Results:
• OK - The switch is faulty.
STOP
• NOT OK - The machine harness is open or the EMS control is faulty. Go To Test Step 2.
Expected Result:
Voltage is 8.0 DCV ± 0.5 DCV.
Results:
• OK - Harness is correct. The EMS control is faulty.
STOP
• NOT OK - EMS control or harness is faulty. Go to Test Step 3.
Test Step 3. CHECK HARNESS GROUND CIRCUIT
A. The switch remains disconnected. Turn the disconnect and key start switch to the OFF
position.
C. At the machine harness connection for the switch, measure the resistance between the
Expected Result:
Resistance is greater than 5.0 ohms.
Results:
• OK - The ground circuit in the harness is faulty. There is an open circuit between the
STOP
• NOT OK - Harness resistance is correct. Go to Test Step 4.
Test Step 4. CHECK FOR SHORTED HARNESS
disconnect and key start switch remain OFF. At the machine harness for the EMS control,
measure the resistance between the signal circuit and +battery (contact 1).
Expected Result:
Results:
• OK - The machine harness is faulty. There is a short between the +battery circuit and the
signal circuit in the machine harness.
STOP
Test Step 5. CHECK FOR OPEN HARNESS
disconnect and key start switch remain OFF. On the Electrical System Schematic, trace the
signal circuit from the switch to the EMS control.
B. Determine the signal contact (connector contact) of the machine harness at the EMS control.
C. Measure the resistance of the signal circuit from the EMS machine harness connector to the
machine harness connection for the switch.
Expected Result:
Resistance is less than 5.0 ohms.
Results:
STOP
• NOT OK - The signal circuit is faulty. The signal circuit is open in the machine harness.
STOP


Troubleshooting
i06708271
All Alert Indicators and Action Lamp Are Always Flashing

SMCS - 7490-038-IND
Expected Result:
Results:
• OK - Harness and/or test switch is shorted.
STOP
STOP


Troubleshooting
i06708273
Alert Indicator for Engine Oil Pressure

SMCS - 7490-038-IND
Test Step 1. CHECK EMS INPUT
EMS control thinks that there is an open oil pressure switch at connector contact 18.
Results:
• No oil pressure switch is connected to contact 18. -
Repair: Connect contact 18 to ground.
STOP


Troubleshooting
i06708274
Test Switch
SMCS - 7332-038
C. Check the continuity of the test switch circuit in the machine harness. At the machine
harness connector for the EMS control, measure the resistance from contact 15 to frame
ground. Hold the EMS test switch in the TEST position while doing the check.
Expected Result:
Results:
• OK - The machine harness or test switch is faulty.
STOP
STOP


Specifications
i03001616
SMCS - 1802
S/N - 01X1-6361
S/N - 01Y1-UP
S/N - 02X1-370
S/N - 03X1-UP
S/N - 03Y1-UP
S/N - 04X1-UP
S/N - 04Z1-UP
S/N - 05X1-UP
S/N - 05Z1-UP
S/N - 06X1-UP
S/N - 06Z1-UP
S/N - 10K1-UP
S/N - 10R1-UP
S/N - 10W1-UP
S/N - 11K1-UP
S/N - 11R1-UP
S/N - 11W1-1350
S/N - 11Z1-UP
S/N - 12K1-UP
S/N - 12W1-UP
S/N - 13K1-UP
S/N - 13U1-UP
S/N - 13W1-UP
S/N - 13X1-UP
S/N - 14H1-UP
S/N - 14K1-UP
S/N - 14S1-UP
S/N - 14U1-UP
S/N - 14X1-UP
S/N - 14Y1-UP
S/N - 14Z1-UP
S/N - 15R1-UP
S/N - 15S1-UP
S/N - 15Z1-1412
S/N - 17R1-UP
S/N - 18Z1-UP
S/N - 19X1-UP
S/N - 19Z1-UP
S/N - 1AB1-1509
S/N - 1AG1-UP
S/N - 1DD1-6005
S/N - 1DF1-UP
S/N - 1FB1-570
S/N - 1FD1-UP
S/N - 1FJ1-5541
S/N - 1GF1-UP
S/N - 1HF1-UP
S/N - 1HL1-UP
S/N - 1JB1-UP
S/N - 1JD1-UP
S/N - 1JK1-UP
S/N - 1KD1-5599
S/N - 1NB1-UP
S/N - 1NK1-UP
S/N - 1SD1-UP
S/N - 1SJ1-UP
S/N - 1XJ1-UP
S/N - 1YD1-5521
S/N - 20X1-UP
S/N - 20Z1-UP
S/N - 21Z1-UP
S/N - 22X1-UP
S/N - 22Z1-UP
S/N - 23X1-UP
S/N - 24W1-UP
S/N - 24X1-UP
S/N - 25K1-UP
S/N - 25W1-UP
S/N - 25X1-UP
S/N - 26W1-UP
S/N - 26X1-UP
S/N - 26Z1-UP
S/N - 27W1-UP
S/N - 27X1-UP
S/N - 28X1-UP
S/N - 29S1-UP
S/N - 29X1-UP
S/N - 2AC1-UP
S/N - 2BW1-UP
S/N - 2GB1-UP
S/N - 2KC1-UP
S/N - 2KD1-5617
S/N - 2LJ1-UP
S/N - 2NJ1-UP
S/N - 2PD1-UP
S/N - 2PG1-UP
S/N - 2SD1-5548
S/N - 2SJ1-UP
S/N - 2TG1-5592
S/N - 2TK1-78
S/N - 2XB1-UP
S/N - 2XC1-UP
S/N - 2XD1-UP
S/N - 2YC1-UP
S/N - 2YD1-UP
S/N - 2ZD1-UP
S/N - 30X1-UP
S/N - 31R1-UP
S/N - 31X1-UP
S/N - 31Y1-UP
S/N - 32K1-UP
S/N - 32X1-UP
S/N - 32Z1-UP
S/N - 33X1-UP
S/N - 33Z1-UP
S/N - 35N1-UP
S/N - 35S1-UP
S/N - 36A1-UP
S/N - 36H1-UP
S/N - 38K1-UP
S/N - 38W1-UP
S/N - 3AC1-UP
S/N - 3ED1-UP
S/N - 3HD1-UP
S/N - 3MD1-5593
S/N - 3ND1-UP
S/N - 3RL1-34
S/N - 3SJ1-UP
S/N - 3SK1-409
S/N - 3WC1-1737
S/N - 3YD1-UP
S/N - 3YG1-5771
S/N - 3ZF1-5735
S/N - 41K1-UP
S/N - 42X1-UP
S/N - 43E1-UP
S/N - 43N1-UP
S/N - 44N1-UP
S/N - 44W1-UP
S/N - 44Z1-UP
S/N - 45P1-UP
S/N - 45W1-UP
S/N - 45Z1-UP
S/N - 46A1-UP
S/N - 46P1-UP
S/N - 46Z1-UP
S/N - 47X1-UP
S/N - 48X1-UP
S/N - 48Z1-UP
S/N - 49G1-UP
S/N - 49X1-UP
S/N - 49Z1-UP
S/N - 4AB1-5531
S/N - 4DG1-UP
S/N - 4FB1-UP
S/N - 4FG1-5536
S/N - 4GG1-5631
S/N - 4HD1-UP
S/N - 4HK1-365
S/N - 4JC1-UP
S/N - 4KD1-5584
S/N - 4LG1-5597
S/N - 4LK1-UP
S/N - 4NB1-UP
S/N - 4RC1-5588
S/N - 4SB1-UP
S/N - 4XJ1-366
S/N - 4YC1-UP
S/N - 4YF1-5574
S/N - 4ZD1-UP
S/N - 50W1-UP
S/N - 50X1-UP
S/N - 51U1-UP
S/N - 51X1-UP
S/N - 52X1-UP
S/N - 53Y1-UP
S/N - 57U1-UP
S/N - 58U1-UP
S/N - 58X1-UP
S/N - 5BF1-5689
S/N - 5FJ1-UP
S/N - 5GD1-UP
S/N - 5HF1-5581
S/N - 5KC1-UP
S/N - 5MD1-UP
S/N - 5MK1-UP
S/N - 5PC1-UP
S/N - 5SD1-UP
S/N - 5TF1-UP
S/N - 5WB1-5585
S/N - 5WJ1-UP
S/N - 61M1-15357
S/N - 61X1-UP
S/N - 61Z1-UP
S/N - 62K1-UP
S/N - 62X1-UP
S/N - 63R1-UP
S/N - 63W1-4010
S/N - 63X1-UP
S/N - 64V1-UP
S/N - 64W1-194
S/N - 65K1-UP
S/N - 65M1-UP
S/N - 65R1-UP
S/N - 65V1-UP
S/N - 66A1-UP
S/N - 66G1-UP
S/N - 66M1-UP
S/N - 67K1-UP
S/N - 67M1-UP
S/N - 68K1-UP
S/N - 69U1-UP
S/N - 6AB1-UP
S/N - 6BB1-UP
S/N - 6CB1-UP
S/N - 6CF1-5564
S/N - 6EB1-UP
S/N - 6FC1-5541
S/N - 6GB1-UP
S/N - 6HK1-UP
S/N - 6JC1-UP
S/N - 6RG1-UP
S/N - 6TC1-UP
S/N - 72G1-UP
S/N - 72V1-UP
S/N - 72W1-UP
S/N - 73U1-UP
S/N - 74V1-UP
S/N - 74Z1-UP
S/N - 75J1-UP
S/N - 76J1-UP
S/N - 76V1-UP
S/N - 76X1-UP
S/N - 76Y1-UP
S/N - 77V1-UP
S/N - 77Y1-UP
S/N - 77Z1-UP
S/N - 78Y1-UP
S/N - 79P1-UP
S/N - 79Z1-5610
S/N - 7BC1-UP
S/N - 7EG1-UP
S/N - 7EK1-UP
S/N - 7JC1-UP
S/N - 7NC1-5526
S/N - 7PC1-UP
S/N - 7WC1-UP
S/N - 7XJ1-123
S/N - 7YB1-UP
S/N - 7ZB1-UP
S/N - 80H1-UP
S/N - 80Z1-5517
S/N - 81J1-UP
S/N - 81X1-UP
S/N - 82J1-UP
S/N - 82X1-UP
S/N - 82Z1-UP
S/N - 83J1-UP
S/N - 84A1-UP
S/N - 84J1-UP
S/N - 84W1-UP
S/N - 85J1-UP
S/N - 85X1-UP
S/N - 86G1-UP
S/N - 86J1-UP
S/N - 86X1-1103
S/N - 87A1-UP
S/N - 87V1-9731
S/N - 87X1-1699
S/N - 89J1-UP
S/N - 89P1-UP
S/N - 89Z1-270
S/N - 8ED1-UP
S/N - 8FC1-5611
S/N - 8GB1-UP
S/N - 8JB1-UP
S/N - 8KB1-UP
S/N - 8NB1-UP
S/N - 8PB1-UP
S/N - 8RC1-5566
S/N - 8RJ1-4386
S/N - 8YC1-UP
S/N - 90L1-UP
S/N - 90P1-UP
S/N - 90V1-UP
S/N - 90Z1-222
S/N - 91L1-UP
S/N - 91P1-UP
S/N - 91V1-UP
S/N - 91Z1-452
S/N - 92V1-UP
S/N - 92X1-UP
S/N - 92Z1-UP
S/N - 93J1-UP
S/N - 93N1-UP
S/N - 93U1-UP
S/N - 94J1-UP
S/N - 94N1-UP
S/N - 94X1-UP
S/N - 94Z1-UP
S/N - 95J1-UP
S/N - 95V1-UP
S/N - 96J1-UP
S/N - 96U1-UP
S/N - 97V1-UP
S/N - 98J1-UP
S/N - 99J1-UP
S/N - 99V1-UP
S/N - 99X1-UP
S/N - 99Y1-UP
S/N - 9DB1-UP
S/N - 9HC1-5520
S/N - 9NB1-UP
S/N - 9PC1-UP
S/N - 9TC1-UP
S/N - 9WB1-UP
S/N - 9ZC1-UP
(1) Relief Valve
Opening pressure of relief valve ... 3309 kPa (480 psi)

Sealing pressure of relief valve ... 2964 kPa (430 psi)
(2) Final installation torque ... 35 ± 3 N·m (25.8 ± 2.2 lb ft)
(3) Oil capacity ... 310.0 ± 14.5 mL (10.50 ± .50 fl oz)
(4) Torque for oil plug ... 10 ± 2 N·m (89 ± 18 lb in)
Note: Oil plug (4) is pressurized.
(5) V-belt tension
New V-belt ... 535 ± 22 N (120 ± 5 lb)

Used V-belt ... 400 ± 44 N (90 ± 10 lb)
Note: Used belt tension is for a belt that has been operated for at least 30 minutes at the rated
speed. Operate the air conditioner for 30 minutes. Then, adjust the tension of the drive belt to 400
N (90 lb).
Displacement per revolution ... 207 mL (7 fl oz)
Refrigerant Oil
Mineral Oil for the Air Conditioning
Oil capacity ... 310.0 ± 14.5 mL (10.50 ± .50 fl oz)
Magnetic Clutch
Clutch 24 DCV coil resistance ... 12.5 ohms
Minimum voltage for engagement ... 16 DCV
Maximum Current ... 1.9 amp


Specifications
i01727000
System Capacities for Refrigerant

SMCS - 1809


lit cigarette.


gas may be present.
Note: The information in the table should be used for reference. Use the sight glass that is located
on the receiver-dryer. When the refrigerant is clear, the system is fully charged. If the refrigerant
contains bubbles, the system is undercharged.
Table 1
Model Product Identification Number Amount of Charge
Agricultural Tractors
65 7YC227-UP
2.2 kg (4.8 lb)
65C 2ZJ1-374
2.2 kg (4.8 lb)
75 4CJ1-UP
2.2 kg (4.8 lb)
75C 4KK1-373
2.2 kg (4.8 lb)
Backhoe Loaders
416 5PC1-UP
1.8 kg (4.0 lb)
416B 8ZK1-1768
1.8 kg (4.0 lb)
416B 8SG1-5326
1.8 kg (4.0 lb)
426 7BC1-UP
1.8 kg (4.0 lb)
426B 6KL1-UP
1.8 kg (4.0 lb)
426B 5YJ1-1545
1.8 kg (4.0 lb)
428 6TC1-UP
1.8 kg (4.0 lb)
428B 7EJ1-2811
1.8 kg (4.0 lb)
436B 7FL1-UP
1.8 kg (4.0 lb)
436B 6MJ1-649
1.8 kg (4.0 lb)
438B 3KK1-1135
1.8 kg (4.0 lb)
446 6XF1-UP
2.2 kg (4.8 lb)
446B 5BL1-385
1.5 kg (3.3 lb)
Compactors
814 90P1-UP
1.9 kg (4.2 lb)
815 91P1-UP
1.9 kg (4.2 lb)
815 15R1-UP
1.9 kg (4.2 lb)
816 57U1-UP
1.9 kg (4.2 lb)
816B 15Z1-1412
1.4 kg (3.1 lb)
824B 36H1-UP
1.9 kg (4.2 lb)
(1)
824C 85X1-UP
825B 43N1-UP
1.9 kg (4.2 lb)
826B 58U1-UP
1.9 kg (4.2 lb)
825C 86X1-1103
1.4 kg (3.1 lb)
826C 87X1-1699
1.4 kg (3.1 lb)
834 43E1-UP
1.9 kg (4.2 lb)
834B 92Z1-UP
2.5 kg (5.5 lb)
835 44N1-UP
1.9 kg (4.2 lb)
836 3RL1-34
2.5 kg (5.5 lb)
Excavators
215 14Z1-UP
2.4 kg (5.3 lb)
215 61Z1-UP
2.4 kg (5.3 lb)
215B 2XC1-UP
2.4 kg (5.3 lb)
215B 4JC1-UP
2.4 kg (5.3 lb)
215D 9TF1-UP
2.4 kg (5.3 lb)
219D 5XG1-UP
2.4 kg (5.3 lb)
225 51U1-UP
2.4 kg (5.3 lb)
225 61X1-UP
2.4 kg (5.3 lb)
225B 2ZD1-UP
2.4 kg (5.3 lb)
225B 3YD1-UP
2.4 kg (5.3 lb)
225D 6RG1-UP
2.4 kg (5.3 lb)
225D 2SJ1-UP
2.4 kg (5.3 lb)
227 10W1-UP
2.4 kg (5.3 lb)
229 1GF1-UP
2.4 kg (5.3 lb)
229 1AG1-UP
2.4 kg (5.3 lb)
229D 2LJ1-UP
2.4 kg (5.3 lb)
231D 1NK1-UP
2.4 kg (5.3 lb)
231D 5WJ1-UP
2.4 kg (5.3 lb)
235 32K1-UP
2.4 kg (5.3 lb)
235 62X1-UP
2.4 kg (5.3 lb)
235 81X1-UP
2.4 kg (5.3 lb)
235B 7WC1-UP
2.4 kg (5.3 lb)
235B 9PC1-UP
2.4 kg (5.3 lb)
235B 1FD1-UP
2.4 kg (5.3 lb)
235C 2PG1-UP
2.4 kg (5.3 lb)
235C 4DG1-UP
2.4 kg (5.3 lb)
235C 5AF1-UP
2.4 kg (5.3 lb)
235C 3WG1-UP
2.4 kg (5.3 lb)
235D 8KJ1-UP
2.4 kg (5.3 lb)
235D 8TJ1-UP
2.4 kg (5.3 lb)
245 95V1-UP
2.9 kg (5.7 lb)
245 82X1-UP
2.9 kg (5.7 lb)
245B 1SJ1-UP
2.9 kg (5.7 lb)
245B 6MF1-UP
2.9 kg (5.7 lb)
245D 4LK1-UP
2.9 kg (5.7 lb)
245D 7ZJ1-UP
2.9 kg (5.7 lb)
311 9LJ1-261
1.0 kg (2.2 lb)
312 6GK1-392
1.0 kg (2.2 lb)
320 4ZJ1-596
1.0 kg (2.2 lb)
320L 3XK1-1908
1.0 kg (2.2 lb)
320L 9KK1-1358
1.0 kg (2.2 lb)
320L 1KL1-441
1.0 kg (2.2 lb)
320 2DL1-213
1.0 kg (2.2 lb)
320 8LK1-1275
1.0 kg (2.2 lb)
320 3RK1-UP
1.0 kg (2.2 lb)
320 4BK1-UP
1.0 kg (2.2 lb)
320 9WG1-1160
1.0 kg (2.2 lb)
320S 6KM1-212
1.0 kg (2.2 lb)
322 7WL1-121
1.0 kg (2.2 lb)
322 8CL1-129
1.0 kg (2.2 lb)
325 7TG1-UP
1.0 kg (2.2 lb)
325 9SG1-UP
1.0 kg (2.2 lb)
325 2JK1-UP
1.0 kg (2.2 lb)
325 7CJ1-UP
1.0 kg (2.2 lb)
325 7LJ1-UP
1.0 kg (2.2 lb)
325 8YK1-UP
1.0 kg (2.2 lb)
325 9ZK1-142
1.0 kg (2.2 lb)
325 8NK1-UP
1.0 kg (2.2 lb)
325 2SL1-527
1.0 kg (2.2 lb)
325 3LL1-677
1.0 kg (2.2 lb)
325 2SK1-UP
1.0 kg (2.2 lb)
330 9WJ1-UP
1.0 kg (2.2 lb)
330 9PJ1-1000
1.0 kg (2.2 lb)
330 6ZK1-63
1.0 kg (2.2 lb)
330 8FK1-UP
1.0 kg (2.2 lb)
330L 6SK1-1000
1.0 kg (2.2 lb)
330L 2EL1-331
1.0 kg (2.2 lb)
330LN 8CK1-205
1.0 kg (2.2 lb)
330 9NG1-UP
1.0 kg (2.2 lb)
350 7RK1-240
2.4 kg (5.3 lb)
350 8HK1-143
2.4 kg (5.3 lb)
350L 9DK1-142
2.4 kg (5.3 lb)
350L 9FL1-120
2.4 kg (5.3 lb)
375 8WJ1-UP
2.4 kg (5.3 lb)
375 8XG1-193
2.4 kg (5.3 lb)
375L 6RL1-UP
2.4 kg (5.3 lb)
5080 6XK1-88
2.4 kg (5.3 lb)
Integrated Toolcarriers
IT12 2YC1-UP
1.5 kg (3.3 lb)
IT12B 1KF1-819
1.5 kg (3.3 lb)
IT12F 1KF820-UP
1.5 kg (3.3 lb)
IT14B 3NJ1-UP
1.5 kg (3.3 lb)
IT14F 4EL1-195
1.5 kg (3.3 lb)
IT18 9NB1-UP
1.5 kg (3.3 lb)
IT18 7ZB1-UP
1.5 kg (3.3 lb)
IT18B 1DF1-UP
1.5 kg (3.3 lb)
IT18B 4ZD1-UP
1.5 kg (3.3 lb)
IT18B 2NJ1-UP
1.5 kg (3.3 lb)
IT18F 6ZF1-306
2.5 kg (5.5 lb)
IT18F 5EJ1-UP
2.5 kg (5.5 lb)
IT18F 3CL1-UP
2.5 kg (5.5 lb)
IT18F 1JL1-UP
2.5 kg (5.5 lb)
IT28 2KC1-UP
1.5 kg (3.3 lb)
(1)
IT28 8JB1-UP
IT28B 1JK1-UP
1.5 kg (3.3 lb)
(1)
IT28B 5SD1-UP
(1)
IT28B 1HF1-UP
Motor Graders
12F 89J1-UP
1.8 kg (4.0 lb)
(1)
12F 13K1-UP
(1)
12G 61M1-15357
12G 3WC1-1737
1.8 kg (4.0 lb)
(1)
14E 72G1-UP
(1)
14E 12K1-UP
(1)
14G 96U1-UP
16 49G1-UP
1.6 kg (3.5 lb)
(1)
16G 93U1-UP
112F 89J1-UP
1.8 kg (4.0 lb)
(1)
120 14K1-UP
(1)
120 13U1-UP
(1)
120 10R1-2881
(1)
120 10R2882-UP
(1)
120G 87V1-9731
120G 11W1-1350
1.8 kg (4.0 lb)
(1)
120G 4HD1-UP
(1)
130G 74V1-UP
(1)
130G 12W1-UP
(1)
140 11R1-UP
(1)
140 14U1-UP
(1)
140G 72V1-UP
140G 13W1-UP
1.8 kg (4.0 lb)
(1)
140G 5MD1-UP
Off-Highway Trucks
768C 02X1-370
1.9 kg (4.2 lb)
769C 01X1-6361
1.9 kg (4.2 lb)
771 3BJ1-99
1.9 kg (4.2 lb)
772B 64W1-194
1.9 kg (4.2 lb)
773B 63W1-4010
1.9 kg (4.2 lb)
775B 7XJ1-123
1.9 kg (4.2 lb)
776 14H1-UP
1.9 kg (4.2 lb)
776B 6JC1-UP
1.9 kg (4.2 lb)
776C 2TK1-78
1.9 kg (4.2 lb)
777 84A1-UP
1.9 kg (4.2 lb)
777B 4YC1-UP
1.9 kg (4.2 lb)
777C 4XJ1-366
1.9 kg (4.2 lb)
785 8GB1-UP
1.9 kg (4.2 lb)
(1)
785B 6HK1-UP
789 9ZC1-UP
1.9 kg (4.2 lb)
(1)
789B 7EK1-UP
(1)
789C 2BW1-UP
793 3SJ1-UP
1.9 kg (4.2 lb)
(1)
793B 1HL1-UP
Track-Type Loaders
941 80H1-UP
1.9 kg (4.2 lb)
943 04Z1-UP
1.6 kg (3.5 lb)
943 19Z1-UP
1.6 kg (3.5 lb)
943 31Y1-UP
1.6 kg (3.5 lb)
943 03Y1-UP
1.6 kg (3.5 lb)
943B 8WF11-UP
2.3 kg (5.1 lb)
953 76Y1-UP
1.6 kg (3.5 lb)
953 77Y1-UP
1.3 kg (2.9 lb)
953 78Y1-UP
1.3 kg (2.9 lb)
953 05Z1-UP
1.3 kg (2.9 lb)
953 20Z1-UP
1.3 kg (2.9 lb)
953 44Z1-UP
1.3 kg (2.9 lb)
953B 5MK1-UP
1.3 kg (2.9 lb)
955K 85J1-UP
1.9 kg (4.2 lb)
955L 13X1-UP
1.8 kg (4.0 lb)
963 11Z1-UP
1.7 kg (3.7 lb)
963 21Z1-UP
1.7 kg (3.7 lb)
963 48Z1-UP
1.7 kg (3.7 lb)
963 06Z1-UP
1.7 kg (3.7 lb)
963 18Z1-UP
1.7 kg (3.7 lb)
963 29S1-UP
1.7 kg (3.7 lb)
973 26Z1-UP
2.6 kg (5.7 lb)
973 86G1-UP
2.6 kg (5.7 lb)
973 91L1-UP
2.6 kg (5.7 lb)
973 32Z1-UP
2.6 kg (5.7 lb)
973 66G1-UP
2.6 kg (5.7 lb)
973 90L1-UP
2.6 kg (5.7 lb)
977K 11K1-UP
1.9 kg (4.2 lb)
977L 14X1-UP
1.8 kg (4.0 lb)
(1)
977L 94X1-UP
983 38K1-UP
1.9 kg (4.2 lb)
983B 58X1-UP
1.8 kg (4.0 lb)
Track-Type Tractors
951B 86J1-1991
1.9 kg (4.2 lb)
951C 86J1992-UP
1.9 kg (4.2 lb)
D4D 82J1-UP
1.9 kg (4.2 lb)
D4D 83J1-UP
1.9 kg (4.2 lb)
D4D 84J1-UP
1.9 kg (4.2 lb)
D4E 27X1-UP
1.6 kg (3.5 lb)
D4E 50X1-UP
1.6 kg (3.5 lb)
D4E 28X1-UP
1.6 kg (3.5 lb)
D4E 51X1-UP
1.6 kg (3.5 lb)
D4E 29X1-UP
1.6 kg (3.5 lb)
D4E 52X1-UP
1.6 kg (3.5 lb)
D4H 2AC1-UP
1.3 kg (2.9 lb)
D4H 3AC1-UP
1.3 kg (2.9 lb)
D4H 8PB1-UP
1.3 kg (2.9 lb)
D4H 9DB1-UP
1.3 kg (2.9 lb)
D4H 8PJ1-532
1.3 kg (2.9 lb)
D4H 9GJ1-944
1.3 kg (2.9 lb)
D4H 4NK1-146
1.3 kg (2.9 lb)
D4H 8ZF1-UP
1.3 kg (2.9 lb)
D4H 7PK1-134
1.3 kg (2.9 lb)
D5 93J1-UP
1.9 kg (4.2 lb)
D5 94J1-UP
1.9 kg (4.2 lb)
D5 95J1-UP
1.9 kg (4.2 lb)
D5 96J1-UP
1.9 kg (4.2 lb)
D5 98J1-UP
1.9 kg (4.2 lb)
D5B 22X1-UP
1.6 kg (3.5 lb)
D5B 23X1-UP
1.9 kg (4.2 lb)
D5B 47X1-UP
1.9 kg (4.2 lb)
D5B 24X1-UP
1.9 kg (4.2 lb)
D5B 25X1-UP
1.9 kg (4.2 lb)
D5B 48X1-UP
1.9 kg (4.2 lb)
D5B 26X1-UP
1.9 kg (4.2 lb)
D5B 49X1-UP
1.9 kg (4.2 lb)
D5H 7NC1-5526
1.3 kg (2.9 lb)
D5H 1YD1-5521
1.3 kg (2.9 lb)
D5H 8RC1-5566
1.3 kg (2.9 lb)
D5H 3MD1-5593
1.3 kg (2.9 lb)
D5H 9HC1-5520
1.3 kg (2.9 lb)
D5H 2SD1-5548
1.3 kg (2.9 lb)
D5H 1DD1-6005
1.3 kg (2.9 lb)
D5H 4KD1-5584
1.3 kg (2.9 lb)
D5H 7EG1-UP
1.3 kg (2.9 lb)
D5H 8RJ1-4386
1.3 kg (2.9 lb)
D6C 10K1-UP
1.9 kg (4.2 lb)
D6C 99J1-UP
1.9 kg (4.2 lb)
D6C 17R1-UP
1.9 kg (4.2 lb)
D6C 69U1-UP
1.9 kg (4.2 lb)
D6D 03X1-UP
1.6 kg (3.5 lb)
D6D 19X1-UP
1.6 kg (3.5 lb)
D6D 30X1-UP
1.6 kg (3.5 lb)
D6D 04X1-UP
1.6 kg (3.5 lb)
D6D 20X1-UP
1.6 kg (3.5 lb)
D6D 31X1-UP
1.6 kg (3.5 lb)
D6D 05X1-UP
1.6 kg (3.5 lb)
D6D 01Y1-UP
1.6 kg (3.5 lb)
D6D 32X1-UP
1.6 kg (3.5 lb)
D6D 06X1-UP
1.6 kg (3.5 lb)
D6D 33X1-UP
1.6 kg (3.5 lb)
D6H 4RC1-5588
1.3 kg (2.9 lb)
D6H 7PC1-UP
1.3 kg (2.9 lb)
D6H 4LG1-5597
1.3 kg (2.9 lb)
D6H 2KD1-5617
1.3 kg (2.9 lb)
D6H 8KB1-UP
1.3 kg (2.9 lb)
D6H 1FJ1-5541
1.3 kg (2.9 lb)
D6H 3ED1-UP
1.3 kg (2.9 lb)
D6H 8FC1-5611
1.3 kg (2.9 lb)
D6H 6FC1-5541
1.3 kg (2.9 lb)
D6H 8YC1-UP
1.3 kg (2.9 lb)
D6H 2TG1-5592
1.3 kg (2.9 lb)
D6H 1KD1-5599
1.3 kg (2.9 lb)
D6H 3YG1-5771
1.3 kg (2.9 lb)
D6H 5HF1-5581
1.3 kg (2.9 lb)
D6H 4GG1-5631
1.3 kg (2.9 lb)
D6H 3ZF1-5735
1.3 kg (2.9 lb)
D6H 6CF1-5564
1.3 kg (2.9 lb)
D6H 4YF1-5574
1.3 kg (2.9 lb)
D6H 8ZJ1-UP
1.3 kg (2.9 lb)
D6H 8KK1-313
1.3 kg (2.9 lb)
D6H 9KJ1-440
1.3 kg (2.9 lb)
D6H 9LK1-463
1.3 kg (2.9 lb)
D6H 8SK1-368
1.3 kg (2.9 lb)
D6H 5KK1-UP
1.3 kg (2.9 lb)
D6H 2BL1-346
1.3 kg (2.9 lb)
D6H 7ZK1-348
1.3 kg (2.9 lb)
D6H 6CK1-353
1.3 kg (2.9 lb)
D6H 1YL1-319
1.3 kg (2.9 lb)
D6H 2TL1-345
1.3 kg (2.9 lb)
D7F 93N1-UP
1.9 kg (4.2 lb)
D7F 94N1-UP
1.9 kg (4.2 lb)
D7G 91V1-UP
1.9 kg (4.2 lb)
D7G 64V1-UP
1.9 kg (4.2 lb)
D7G 92V1-UP
1.9 kg (4.2 lb)
D7G 65V1-UP
1.9 kg (4.2 lb)
D7G 45W1-UP
1.9 kg (4.2 lb)
D7G 72W1-UP
1.9 kg (4.2 lb)
D7G 44W1-UP
1.9 kg (4.2 lb)
D7G 35N1-UP
1.9 kg (4.2 lb)
D7H 25B1-UP
2.0 kg (4.4 lb)
D7H 77Z1-UP
2.0 kg (4.4 lb)
D7H 79Z1-5610
2.0 kg (4.4 lb)
D7H 80Z1-5517
2.0 kg (4.4 lb)
D7H 82Z1-UP
2.0 kg (4.4 lb)
D7H 4FG1-5536
2.0 kg (4.4 lb)
D7H 4AB1-5531
2.0 kg (4.4 lb)
D7H 5WB1-5585
2.0 kg (4.4 lb)
D7H 3XG1-5514
2.0 kg (4.4 lb)
D7H 5BF1-5689
2.0 kg (4.4 lb)
D7H 2RG1-5621
2.0 kg (4.4 lb)
D8H 36A1-UP
1.9 kg (4.2 lb)
D8H 46A1-UP
1.9 kg (4.2 lb)
D8K 76V1-UP
1.9 kg (4.2 lb)
D8K 77V1-UP
1.9 kg (4.2 lb)
D8L 53Y1-UP
2.2 kg (4.8 lb)
D8L 7YB1-UP
2.2 kg (4.8 lb)
D8L 7JC1-UP
2.2 kg (4.8 lb)
D8L 4FB1-UP
2.2 kg (4.8 lb)
D8N 9TC1-UP
2.1 kg (4.6 lb)
D8N 1XJ1-UP
2.1 kg (4.6 lb)
D8N 5TJ1-1316
2.1 kg (4.6 lb)
D8N 7TK1-UP
2.1 kg (4.6 lb)
D9G 66A1-UP
1.9 kg (4.2 lb)
D9H 97V1-UP
1.9 kg (4.2 lb)
D9H 90V1-UP
1.9 kg (4.2 lb)
D9H 99V1-UP
1.9 kg (4.2 lb)
D9L 14Y1-UP
2.0 kg (4.4 lb)
(2)
D9N 1JD1-UP
2.2 kg (4.8 lb)
(3)
D9N 1JD1-UP
2.4 kg (5.3 lb)
D9N 5FJ1-UP
2.1 kg (4.6 lb)
D9N 6XJ1-522
2.2 kg (4.8 lb)
D10 76X1-UP
2.0 kg (4.4 lb)
D10 84W1-UP
2.0 kg (4.4 lb)
D10N 2YD1-UP
2.3 kg (5.1 lb)
D10N 3SK1-409
2.3 kg (5.1 lb)
D11N 74Z1-UP
2.5 kg (5.5 lb)
D11N 4HK1-365
2.5 kg (5.5 lb)
Wheel Loaders
910E 1YK1-2047
1.5 kg (3.3 lb)
910E 1SF1-819
1.5 kg (3.3 lb)
910F 1SF820-1336
1.5 kg (3.3 lb)
(1)
916 2XB1-UP
(1)
916 9WB1-UP
(1)
916 5KC1-UP
G 916 5GD1-UP
1.5 kg (3.3 lb)
918F 3TJ1-362
2.5 kg (5.5 lb)
918F 2CK1-UP
2.5 kg (5.5 lb)
918F 5DL1-166
2.5 kg (5.5 lb)
920 62K1-UP
1.9 kg (4.2 lb)
920 75J1-UP
1.9 kg (4.2 lb)
G 926 1SD1-UP
1.5 kg (3.3 lb)
926 8NB1-UP
1.8 kg (4.0 lb)
926 94Z1-2208
1.8 kg (4.0 lb)
926E 94Z2209-UP
1.8 kg (4.0 lb)
(1)
926E 4NB1-UP
928F 8AK1-700
2.5 kg (5.5 lb)
930 41K1-UP
1.9 kg (4.2 lb)
930 73U1-UP
1.9 kg (4.2 lb)
G 936 3HD1-UP
1.5 kg (3.3 lb)
(1)
G 936 4ND1-UP
G 936 8ED1-UP
1.5 kg (3.3 lb)
(1)
936 33Z1-3090
(1)
936 45Z1-3056
(1)
936 4SB1-1623
(1)
936E 33Z3091-UP
(1)
936E 45Z3057-UP
(1)
936E 4SB1624-UP
(1)
936F 4TK1-UP
(1)
936F 9MK1-349
(1)
936F 8AJ1-854
950 81J1-UP
1.9 kg (4.2 lb)
950B 31R1-UP
1.3 kg (2.9 lb)
950B 22Z1-UP
1.3 kg (2.9 lb)
950B 65R1-UP
1.3 kg (2.9 lb)
950B 63R1-UP
1.3 kg (2.9 lb)
(1)
950F 7ZF1-UP
(1)
950F 6YG1-UP
950F 4DJ1-2239
2.6 kg (5.7 lb)
960F 9ZJ1-166
2.6 kg (5.7 lb)
960F 6XL1-169
2.6 kg (5.7 lb)
966C 76J1-UP
1.9 kg (4.2 lb)
966D 99Y1-UP
1.3 kg (2.9 lb)
966D 35S1-UP
1.3 kg (2.9 lb)
(1)
966F 4YG1-UP
(1)
966F 3XJ1-UP
966F 8BG1-2190
2.6 kg (5.7 lb)
970F 7SK1-224
2.6 kg (5.7 lb)
970F 9JK1-360
2.6 kg (5.7 lb)
970F 7PL1-102
2.6 kg (5.7 lb)
973 26Z1-UP
2.6 kg (5.7 lb)
973 86G1-UP
2.6 kg (5.7 lb)
973 91L1-UP
2.6 kg (5.7 lb)
973 32Z1-UP
2.6 kg (5.7 lb)
973 66G1-UP
2.6 kg (5.7 lb)
973 90L1-UP
2.6 kg (5.7 lb)
977K 11K1-UP
1.9 kg (4.2 lb)
977L 14X1-UP
1.8 kg (4.0 lb)
(1)
977L 94X1-UP
980B 89P1-UP
1.9 kg (4.2 lb)
(1)
980C 63X1-UP
980C 2XD1-UP
2.3 kg (5.1 lb)
980F 8CJ1-1220
2.3 kg (5.1 lb)
(1)
980F 3HK1-UP
980F 5XJ1-576
2.3 kg (5.1 lb)
983 38k1-UP
1.9 kg (4.2 lb)
983B 58X1-UP
1.8 kg (4.0 lb)
988 87A1-UP
1.9 kg (4.2 lb)
988B 50W1-UP
2.5 kg (5.5 lb)
988F 2ZR1-UP
28 kg (6.2)
(1)
992 25K1-1169
(1)
992B 25K1170-UP
992C 42X1-UP
3.4 kg (7.5 lb)
992C 49Z1-UP
3.4 kg (7.5 lb)
Wheel Tractor-Scraper
613B 38W1-UP
1.7 kg (3.7 lb)
613C 92X1-UP
1.7 kg (3.7 lb)
613C 8LJ1-883
1.7 kg (3.7 lb)
615 46Z1-UP
1.7 kg (3.7 lb)
615C 5TF1-UP
1.7 kg (3.7 lb)
615C 9XG1-342
1.7 kg (3.7 lb)
621B 45P1-UP
1.9 kg (4.2 lb)
621B 2GB1-UP
1.9 kg (4.2 lb)
621E 6AB1-UP
1.9 kg (4.2 lb)
621E 2PD1-UP
1.9 kg (4.2 lb)
(1)
621E 6BB1-UP
623B 46P1-UP
1.9 kg (4.2 lb)
623E 6CB1-UP
1.9 kg (4.2 lb)
623E 6YF1-UP
1.9 kg (4.2 lb)
627B 14S1-UP
1.9 kg (4.2 lb)
627B 15S1-UP
1.9 kg (4.2 lb)
627E 6EB1-UP
1.9 kg (4.2 lb)
627E 6GB1-UP
1.9 kg (4.2 lb)
627E 7CG1-UP
1.9 kg (4.2 lb)
631C 67M1-UP
1.9 kg (4.2 lb)
631D 24W1-UP
1.9 kg (4.2 lb)
631E 3ND1-UP
1.9 kg (4.2 lb)
631E 1AB1-1509
1.9 kg (4.2 lb)
(1)
631E 1NB1-UP
633C 66M1-UP
1.9 kg (4.2 lb)
633D 25W1-UP
1.9 kg (4.2 lb)
637 65M1-UP
1.9 kg (4.2 lb)
637 79P1-UP
1.9 kg (4.2 lb)
637D 26W1-UP
1.9 kg (4.2 lb)
637D 27W1-UP
1.9 kg (4.2 lb)
637E 1FB1-570
1.9 kg (4.2 lb)
(1)
637E 1JB1-UP
639D 99X1-UP
1.9 kg (4.2 lb)
641B 65K1-UP
1.9 kg (4.2 lb)
651B 67K1-UP
1.9 kg (4.2 lb)
651E 89Z1-270
1.9 kg (4.2 lb)
657B 68K1-UP
1.9 kg (4.2 lb)
657E 90Z1-222
1.9 kg (4.2 lb)
657E 91Z1-452
1.9 kg (4.2 lb)
(1)
Refill until clear refrigerant is visible in the sight glass.
(2)
Radiator mount
(3)
Remote mount


Specifications
i06651127
System Capacities for Refrigerant (Motor Graders)

SMCS - 1809
S/N - 11W1351-UP
S/N - 1241-UP
S/N - 1251-UP
S/N - 1261-UP
S/N - 1AL1-UP
S/N - 2AN1-UP
S/N - 2FM186-UP
S/N - 2GS1-UP
S/N - 2HS1-UP
S/N - 2LR1-UP
S/N - 2WR1-UP
S/N - 2ZK1-UP
S/N - 3AS1-UP
S/N - 3GM1-UP
S/N - 3YK1-UP
S/N - 4ER1-UP
S/N - 4HD1-UP
S/N - 4JD186-UP
S/N - 4MK1-UP
S/N - 4XM1-UP
S/N - 5AK1-UP
S/N - 5FM1-UP
S/N - 5HM1-UP
S/N - 5MD1-UP
S/N - 5ZM1-UP
S/N - 61M5358-UP
S/N - 6NM1-UP
S/N - 6TM1-UP
S/N - 6WM1-UP
S/N - 6YN1-UP
S/N - 6ZJ1-UP
S/N - 72V15940-UP
S/N - 74V2604-UP
S/N - 7KK1-UP
S/N - 7PM1-UP
S/N - 7WJ1-UP
S/N - 87V9732-UP
S/N - 8JM1-UP
S/N - 8KM1-UP
S/N - 8MN1-UP
S/N - 8WN1-UP
S/N - 8ZG1-UP
S/N - 93U3516-UP
S/N - 96U9075-UP
S/N - 9EJ1-UP
S/N - 9FN1-UP
S/N - 9JM1-UP
S/N - 9TN1-UP
S/N - 9YR1-UP
S/N - 9ZN1-UP
S/N - ALZ1-UP
S/N - AMX1-UP
S/N - AMZ1-UP
S/N - APM1-UP
S/N - APN1-UP
S/N - ARL1-UP
S/N - ASD1-UP
S/N - ASE1-UP
S/N - ATS1-UP
S/N - B921-UP
S/N - B931-UP
S/N - B9C1-UP
S/N - B9D1-UP
S/N - B9E1-UP
S/N - B9F1-UP
S/N - B9G1-UP
S/N - B9H1-UP
S/N - B9J1-UP
S/N - B9K1-UP
S/N - B9L1-UP
S/N - B9M1-UP
S/N - B9N1-UP
S/N - B9R1-UP
S/N - B9T1-UP
S/N - B9W1-UP
S/N - BDJ1-UP
S/N - CAF1-UP
S/N - CBC1-UP
S/N - CBK1-UP
S/N - CCA1-UP
S/N - CCP1-UP
S/N - D9G1-UP
S/N - D9T1-UP
S/N - D9W1-UP
S/N - F9B1-UP
S/N - F9M1-UP
S/N - JAP1-UP
S/N - JBP1-UP
S/N - JJA1-UP
S/N - JPA1-UP
S/N - M921-UP
S/N - M9C1-UP
S/N - M9D1-UP
S/N - M9E1-UP
S/N - M9H1-UP
S/N - M9J1-UP
S/N - M9K1-UP
S/N - N9B1-UP
S/N - N9D1-UP
S/N - N9E1-UP
S/N - N9F1-UP
S/N - N9G1-UP
S/N - N9J1-UP
S/N - N9K1-UP
S/N - N9L1-UP
S/N - N9M1-UP
S/N - N9P1-UP
S/N - N9R1-UP
S/N - N9T1-UP
S/N - R9G1-UP
S/N - R9H1-UP
S/N - R9J1-UP
S/N - R9L1-UP
S/N - R9M1-UP
S/N - R9N1-UP
S/N - R9P1-UP
S/N - R9S1-UP
S/N - R9T1-UP
S/N - R9W1-UP
S/N - SZL1-UP
S/N - SZM1-UP
S/N - SZN1-UP
S/N - SZP1-UP
S/N - SZS1-UP
S/N - SZW1-UP
S/N - XZH1-UP
S/N - XZJ1-UP
S/N - XZK1-UP
Reference: For the proper procedure to handle refrigerant, refer to Testing and Adjusting,
"Refrigerant System - Charge".
12 Refrigerant Capacities
12H
4ER1-Up ... 1.9 kg (4.2 lb)

2GS1-Up ... 1.9 kg (4.2 lb)
1251-Up ... 2.1 kg (4.6 lb)
AMZ1-Up ... 2.1 kg (4.6 lb)
CBK1-Up ... 2.1 kg (4.6 lb)
5ZM1-Up ... 1.9 kg (4.2 lb)
XZJ1-Up ... 1.9 kg (4.2 lb)
12H ES
2LR1-Up ... 1.6 kg (3.5 lb)
12H NA
4XM1-3131 ... 1.6 kg (3.5 lb)

4XM3132-Up ... 1.6 kg (3.5 lb)
8MN1-Up ... 1.6 kg (3.5 lb)
2WR1-Up ... 1.6 kg (3.5 lb)
12K
JJA1-Up ... 2.1 kg (4.6 lb)

SZP1-Up ... 2.1 kg (4.6 lb)
12M
B9R1-Up ... 1.8 kg (4.0 lb)

B9F1-Up ... 1.8 kg (4.0 lb)
B921-Up ... 1.8 kg (4.0 lb)
12M Series 2
F9B1-Up ... 1.6 kg (3.5 lb)

F9M1-Up ... 1.6 kg (3.5 lb)
R9P1-Up ... 1.6 kg (3.5 lb)
R9S1-Up ... 1.6 kg (3.5 lb)
12M Series 3
N9R1-Up ... 1.8 kg (4.0 lb)

N9F1-Up ... 1.8 kg (4.0 lb)
N9P1-Up ... 1.8 kg (4.0 lb)
N9B1-Up ... 1.8 kg (4.0 lb)

120G
87V9732-Up ... 1.9 kg (4.2 lb)

11W1351-Up ... 1.9 kg (4.2 lb)
61M15358-Up ... 2.4 kg (5.3 lb)
4HD1-Up ... 1.9 kg (4.2 lb)
120H
2AN1-Up ... 1.6 kg (3.5 lb)

5FM1-Up ... 1.9 kg (4.2 lb)
1241-Up ... 2.1 kg (4.6 lb)
ALZ1-Up ... 2.1 kg (4.6 lb)
CAF1-Up ... 2.1 kg (4.6 lb)
6TM1-Up ... 2.1 kg (4.6 lb)
9FN1-Up ... 2.1 kg (4.6 lb)
120H ES
9YR1-Up ... 1.6 kg (3.5 lb)

6NM1-Up ... 1.6 kg (3.5 lb)
120H NA
4MK1-Up ... 1.6 kg (3.5 lb)

6YN1-Up ... 1.6 kg (3.5 lb)
120K
JAP1-Up ... 2.1 kg (4.6 lb)

SZN1-Up ... 2.1 kg (4.6 lb)
120K Series 2
SZS1-Up ... 2.1 kg (4.6 lb)
120M
B9N1-Up ... 1.8 kg (4.0 lb)

B9C1-Up ... 1.8 kg (4.0 lb)
B9W1-Up ... 1.8 kg (4.0 lb)
D9W1-Up ... 1.8 kg (4.0 lb)
120M Series 2
M9C1-Up ... 1.6 kg (3.5 lb)

M9H1-Up ... 1.6 kg (3.5 lb)
R9N1-Up ... 1.6 kg (3.5 lb)

R9W1-Up ... 1.6 kg (3.5 lb)
M921-Up ... 1.6 kg (3.5 lb)

130G
74V2604-Up ... 1.9 kg (4.2 lb)

135H
8ZG1-Up ... 1.6 kg (3.5 lb)

8WN1-Up ... 1.9 kg (4.2 lb)
7PM1-Up ... 1.9 kg (4.2 lb)
AMX1-Up ... 2.1 kg (4.6 lb)
CBC1-Up ... 2.1 kg (4.6 lb)
135H NA
3YK1-Up ... 1.6 kg (3.5 lb)

BDJ1-Up ... 1.6 kg (3.5 lb)
14G
96U9075-Up ... 1.9 kg (4.2 lb)
14H
7WJ1-2242 ... 1.6 kg (3.5 lb)

7WJ2243-Up ... 1.6 kg (3.5 lb)
ASE1-Up ... 2.1 kg (4.6 lb)
14M
B9J1-Up ... 1.8 kg (4.0 lb)

R9J1-Up ... 1.8 kg (4.0 lb)

140G
72V15940-Up ... 2.4 kg (5.3 lb)

5MD1-Up ... 1.9 kg (4.2 lb)
140H
5HM1-Up ... 1.9 kg (4.2 lb)
3AS1-Up ... 1.6 kg (3.5 lb)

APM1-Up ... 2.1 kg (4.6 lb)
CCA1-Up ... 2.1 kg (4.6 lb)
1261-Up ... 2.1 kg (4.6 lb)
8JM1-Up ... 1.9 kg (4.2 lb)
XZH1-Up ... 1.9 kg (4.2 lb)
140H ES
8KM1-Up ... 1.6 kg (3.5 lb)
140H NA
2ZK1-7566 ... 1.6 kg (3.5 lb)

2ZK7567-Up ... 1.6 kg (3.5 lb)
9TN1-Up ... 1.6 kg (3.5 lb)
9ZN1-Up ... 1.6 kg (3.5 lb)
140K
JPA1-Up ... 2.1 kg (4.6 lb)

SZL1-Up ... 2.1 kg (4.6 lb)
140K Series 2
SZW1-Up ... 2.1 kg (4.6 lb)
140M
B9M1-Up ... 1.8 kg (4.0 lb)

B9D1-Up ... 1.8 kg (4.0 lb)
B9G1-Up ... 1.8 kg (4.0 lb)
D9G1-Up ... 1.8 kg (4.0 lb)
140M Series 2
M9D1-Up ... 1.6 kg (3.5 lb)

R9M1-Up ... 1.6 kg (3.5 lb)
M9J1-Up ... 1.6 kg (3.5 lb)
R9G1-Up ... 1.6 kg (3.5 lb)
140M Series 3
N9M1-Up ... 1.8 kg (4.0 lb)

N9D1-Up ... 1.8 kg (4.0 lb)
N9G1-Up ... 1.8 kg (4.0 lb)
N9J1-Up ... 1.8 kg (4.0 lb)

143H
APN1-Up ... 2.1 kg (4.6 lb)
143H NA
1AL1-Up ... 2 kg (4.5 lb)
16G
93U3516-Up ... 1.9 kg (4.2 lb)
16H
6ZJ1-982 ... 1.6 kg (3.5 lb)

6ZJ983-Up ... 1.6 kg (3.5 lb)
ATS1-Up ... 2.1 kg (4.6 lb)
16M
B9H1-Up ... 2.3 kg (5.0 lb)

R9H1-Up ... 2.3 kg (5.0 lb)

160G
4JD186-Up ... 2.3 kg (5 lb)
160H
2FM186-Up ... 1.9 kg (4.2 lb)

ASD1-Up ... 2.1 kg (4.6 lb)
CCP1-Up ... 2.1 kg (4.6 lb)
2HS1-Up ... 1.6 kg (3.5 lb)
9JM1-Up ... 1.9 kg (4.2 lb)
XZK1-Up ... 1.9 kg (4.2 lb)
160H ES
6WM1-Up ... 1.6 kg (3.5 lb)
160H NA
9EJ1-1264 ... 1.6 kg (3.5 lb)

9EJ1265-Up ... 1.6 kg (3.5 lb)
3GM1-Up ... 1.6 kg (3.5 lb)
160K
JBP1-Up ... 2.1 kg (4.6 lb)

SZM1-Up ... 2.1 kg (4.6 lb)
160M
B9L1-Up ... 1.8 kg (4.0 lb)
B9E1-Up ... 1.8 kg (4.0 lb)

B9T1-Up ... 1.8 kg (4.0 lb)
D9T1-Up ... 1.8 kg (4.0 lb)
160M Series 2
M9E1-Up ... 1.6 kg (3.5 lb)

R9L1-Up ... 1.6 kg (3.5 lb)
M9K1-Up ... 1.6 kg (3.5 lb)
R9T1-Up ... 1.6 kg (3.5 lb)
160M Series 3
N9L1-Up ... 1.8 kg (4.0 lb)

N9E1-Up ... 1.8 kg (4.0 lb)
N9T1-Up ... 1.8 kg (4.0 lb)
N9K1-Up ... 1.8 kg (4.0 lb)

163H
ARL1-Up ... 2.1 kg (4.6 lb)
163H NA
5AK1-Up ... 2 kg (4.5 lb)
24H
7KK1-Up ... 2.6 kg (5.7 lb)
24M
B9K1-Up ... 2.3 kg (5.0 lb)

B931-Up ... 2.3 kg (5.0 lb)



i01790494
Machine Preparation for Disassembly and Assembly

SMCS - 7320-017


lit cigarette.


gas may be present.
When the service work is done on the air conditioning system, it is important to keep the system
clean and free from contamination. Plugs and caps must be used in order to close the components
and hoses when the components and hoses are open. The plugs and caps protect the system from
dirt and air (moisture). Only new refrigerant oil of the correct viscosity and new refrigerant can be
added to the system. Refer to the Service Manual, SENR3334, "Refrigerant Compressor" section
in this manual for the correct oil. Any other material or any other substance is considered non-
condensable and the material will contaminate the system. Keep the work area clean.
• Dust caps on the refrigerant compressor block fitting are the primary seal on the air
• All machines should have an identification tag in the cab that specifies the proper refrigerant
When replacement or repair of components and hoses are required, perform the following
procedure:
1. Remove the refrigerant charge. Refer to the Service Manual, SENR3334, "Refrigerant
2. Remove the component or remove the hose that is being repaired or replaced. Install
protective plugs on components or hoses that are left exposed to the air.
3. Replace any damaged component or hose.
4. Use the following table in order to determine the amount of oil that is lost during individual
replacements of components. Add the correct amount of oil to the compressor before the
system is evacuated. No additional oil should be added to the system if the compressor is
replaced at the same time as other components in the system.
Table 1
Accumulator
30 mL (1 fl oz)
Compressor Refer to the Service Manual, SENR3334, "Refrigerant Compressor Oil
-Check" section in Testing and Adjusting.
Condenser
30 mL (1 fl oz)
Evaporator
90 mL (3 fl oz)
(1)
In-Line Dryer
30 mL (1 fl oz)
Receiver-Dryer
30 mL (1 fl oz)
(1)
Refer to the Service Manual, SENR3334, "In-Line-Refrigerant Dryer - Remove and Install " before
any oil is added.
5. Refer to the Service Manual, SENR3334, "Refrigerant System-Evacuate" section in testing

and adjusting.
6. Refer to the Service Manual, SENR3334, "Refrigerant System-Charge" section in Testing

and Adjusting.



i01790828
General Information
SMCS - 1808; 7309


lit cigarette.


gas may be present.
• All refrigerant lines that are metal or flexible hose must be free of sharp bends. Also, do not
use a refrigerant line that is kinked. Sharp bends will cause a restriction in the refrigerant
flow. Restrictions in the refrigerant lines are identified by cold spots or frost on the line at
the location of the restriction. Restrictions in the lines reduce the performance and the
efficiency of the system.
• The radius of bends in the flexible hose must never be less than 10 times the outside
diameter of the hose.
• Do not allow the flexible hoses to come within 63.5 mm (2.50 inch) of the exhaust
manifold.
• The hoses need to be inspected yearly for leaks and for hardness. Conduct a leak test on all
the hoses and the lines. Refer to the Service Manual, SENR3334, "Refrigerant Leakage -
Test" section in testing and adjusting. Replace hoses if leaks or hardness are in the hoses.
Replace hoses with new hose that is sealed and free of contaminants.
• The correct use of wrenches is very important when connections are made. The type of
wrench that is used is also important. Only use wrenches that are made for use with tube
type fittings. When a hose is connected or disconnected from the system, use a wrench on
the fitting and use a wrench on the nut. When a metal line is connected or disconnected
from the system, use a wrench on the fitting and use a wrench on the nut.
• Install protective plugs or protective caps on all components and hoses that are disconnected
or removed.
• O-ring seals and O-ring seats must be in good condition. Small cuts, scratches, or particles
of dirt will cause a leak in the system. Put new refrigerant oil on all new O-ring seals at the
time of installation. Do not use any kind of sealant on connections.
• Dust caps on the compressor block fittings are the primary seals on the air conditioning
system.
• All machines should have an identification tag that specifies the refrigerant charge for the
machine. The tag should be located in the operator compartment.
• If water is in the vents check the nonreturn valve. If water leaks from the air conditioning
system, check the nonreturn valve. The nonreturn valve should have the proper position and
the proper direction.
• If engine coolant is leaking into the operator compartment, check for loose clamps on the
heater hoses.



i01790832
Refrigerant Compressor - Remove and Install

SMCS - 1802-010
Removal
(1) Bolt
(2) Drive belt
(3) Suction and discharge hoses
(4) Compressor
1. Remove the refrigerant charge. Refer to the Service Manual, SENR3334, "Refrigerant
2. Disconnect electrical wires from the magnetic clutch.
3. Loosen all the mounting bolts and loosen the belt tightener (if equipped). Remove drive belt
(2) .
4. Disconnect hoses (3) and put plugs or caps on the hoses. Put plugs or caps on the fittings of
the compressor. Put identification marks on the hoses. The marks will ensure that the hoses
will be connected correctly at a later time.
5. Remove all the mounting bolts and remove the compressor (4). The weight of the
compressor is approximately 18 kg (40 lb).
Installation
1. Check the amount and condition of the oil in the compressor (4). Refer to the Service
Manual, SENR3334, "Refrigerant Compressor Oil-Test" section in Testing and Adjusting.
2. Inspect the drive belt (2). If the drive belt (2) is damaged or worn replace the belt.
3. Install the compressor (4). Do not tighten the mounting bolts until drive belt (2) is installed
and adjusted.
4. Connect the discharge and the suction hoses (3) to the discharge and suction ports on the
compressor.
5. Connect the electrical wires to the magnetic clutch.
6. Evacuate the system. Refer to the Service Manual, SENR3334, "Refrigerant System -
7. Charge the system. Refer to the Service Manual, SENR3334, "Refrigerant System - Charge"
8. For the correct system operation, refer to the Service Manual, SENR3334, "Troubleshooting
Heating and Air Conditioning Control System" section in Testing and Adjusting.
Note: Refer to the Service Manual, SENR3334, "Refrigerant Compressor" in the

Specifications Section for the correct belt tension.



i01790836
Refrigerant Accumulator - Remove and Install

SMCS - 1808-010; 7320-010
The refrigerant must be recovered before the accumulator is removed. Refer to the Service
Manual, SENR3334, "Refrigerant Recovery" section in Testing and Adjusting.
Refer to the Service Manual, SENR3334, "Machine Preparation for troubleshooting" section in
Testing and Adjusting before service work is performed.
Remove the accumulator. The accumulator has an internal oil drain hole which could become
plugged. The oil could be trapped inside the accumulator. It is necessary to check for excessive oil
when the accumulator is changed. Add the same amount of oil that was drained from the old
accumulator. Add an additional 30 mL (1 fl oz) to the new accumulator before the new
accumulator is installed. Do not add oil if the compressor was changed also. Evacuate the system
and recharge the system. Refer to the Service Manual, SENR3334, "Refrigerant System -
Evacuate" section in Testing and Adjusting. Refer to the Service Manual, SENR3334,
"Refrigerant System - Charge" section in Testing and Adjusting.
Note: If the accumulator has frost on the outside, the air conditioning system still contains
refrigerant.



i01790839
Refrigerant Expansion Valve - Remove and Install

SMCS - 7320-010
To replace the expansion valve, use the procedure that follows. Refer to Service Manual,
SENR3334, "Troubleshooting Heating and Air Conditioning Control System" before service work
is performed on the air conditioning system.
1. Recover the refrigerant.
Note: Cap all disconnected lines and hoses.
2. Remove the insulation and the clip. The insulation and the clip hold the sensing bulb to the
evaporator outlet pipe.
3. Disconnect the sensing line for pressure from the evaporator outlet pipe.
4. Loosen and remove the two connections at the expansion valve. Remove the expansion
valve.
Note: Check the O-ring seals. The seals must be in good condition and the seals must be
properly lubricated with the correct refrigerant oil before assembly.
5. Install the expansion valve for replacement and tighten the two connections.
6. Tighten the pressure sensing connection on the evaporator outlet pipe.
7. Use a 8P-6355 Clip to hold the sensing bulb onto the evaporator outlet pipe. The sensing
bulb should be as close to the coil as possible. The bulb should be upstream of the pressure
sensing connection on the evaporator outlet pipe. The 5P-7070 Insulation should be
wrapped tightly around the clip, the sensing bulb and the outlet pipe. There should be no
insulation between the bulb and the outlet pipe.
8. Tighten all the connections correctly.
9. Evacuate the system. Refer to the Service Manual, SENR3334, "Refrigerant System -
Evacuate" section in testing and adjusting.
10. 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.



i01790843
Receiver-Dryer - Remove and Install

SMCS - 7322-010
(1) Inlet
(2) Outlet
(3) Quick Disconnect Fittings
NOTICE
If the receiver-dryer does not have air conditioner quick disconnects,

the system must be completely recovered, evacuated, and recharged
after the receiver-dryer has been replaced.
The refrigerant that is in the system must be recovered if the receiver-dryer does not have air
conditioner quick disconnects (3). Refer to the Service Manual, SENR3334, "Refrigerant
Recovery" section in Testing and Adjusting before you remove the receiver-dryer. If the receiver-
dryer has air conditioner quick disconnects (3) use the procedure that follows.
Refer to Safety Requirements before service is performed on the air conditioning system.
1. Stop the engine for five minutes. This allows the air conditioning system to equalize the
pressure.
2. Disconnect the inlet hose (1) from the old receiver-dryer at the air conditioner quick
disconnects.
3. Connect the hose that was disconnected in Step 2 to the inlet on the new receiver-dryer.
4. Disconnect the electrical connections on the old receiver-dryer. Connect the electrical
connections to the new receiver-dryer.
5. Add 30 mL (1 fl oz) of refrigerant oil to the system.
Note: Do not add refrigerant oil if the compressor was changed also.
6. Start the engine. Operate the air conditioning system for one minute.
7. With the air conditioning system in operation, disconnect the outlet hose (2) from the old
receiver-dryer. Disconnect the old receiver-dryer at the air conditioner quick disconnects.
8. Stop the engine for five minutes. This allows the air conditioning system to equalize
pressure.
9. Connect the outlet hose (2) that was disconnected in step 6 to the new receiver-dryer.



i01790844
In-Line Refrigerant Dryer - Remove and Install

SMCS - 7322-010
Typical In-Line Dryer
(1) Inlet hose with air conditioner quick disconnects
(2) Outlet hose with air conditioner quick disconnects
In order to replace the in-line dryer and the orifice tube that is in the in-line dryer, use the
procedure that follows.
Before any service work is performed on the air conditioning system, refer to the Service Manual,
SENR3334, "Machine Preparation for Troubleshooting" section in Testing and Adjusting.
1. Stop the engine for five minutes in order to equalize the pressure in the air conditioning
system.
2. Disconnect the inlet hose (1) from the old in-line dryer.
3. Connect the inlet hose that was disconnected in Step 2 to the inlet on the new in-line dryer.
4. Start the engine and operate the air conditioning system.
5. With the air conditioning system in operation, disconnect the outlet hose (2) from the old in-
line dryer.
6. Stop the engine for five minutes in order to equalize the pressure in the air conditioning
system.
7. Connect the outlet hose (2) that was disconnected in Step 5 to the outlet on the new in-line
dryer.
Note: Do not add oil to the in-line dryer.



i01790846
Refrigerant Orifice Tube - Remove and Install

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

Refer to Safety Requirements before service work is performed on the air conditioning system.
The refrigerant must be recovered before removing the accumulator. Refer to the Service Manual,
SENR3334, "Refrigerant Recovery" section in testing and adjusting.
NOTICE
Do not attempt to remove the orifice tube with pliers. Do not twist or
rotate the orifice tube in the tube assembly.
Orifice tube
(1) O-Ring seals
(2) Lugs
(3) Body
(4) Drive screw
(5) Finger lock
1. Disconnect the high side line at the enlarged section of the evaporator inlet port. This will
expose the orifice tube for removal.
2. The short prongs on the 208-1375 Orifice Tool Gp must be aligned with the ribs on the
orifice tube. Insert the tool onto the tube until the tool bottoms out.
3. Turn drive screw (4) clockwise. Turn far enough to engage the lugs (2) on the orifice tube in
the finger lock (5). The finger lock (5) is part of the removal tool.
4. Hold the drive screw (4) stationary. Thread the body (3) forward until the body makes
contact with the inlet port.
5. Continue holding the drive screw stationary, and thread the body forward until the orifice
tube becomes free.
Removing the broken orifice tube
(3) Body
(4) Drive screw
(6) Extractor tip
6. In order to remove the orifice tube assembly, use the extractor tip (6) on 208-1375 Orifice
Tool Gp. Insert the tool into the evaporator inlet tube and thread the tool into the brass
center of the orifice tube.
7. Repeat steps 3 and 4.
8. If only the brass center of the orifice tube is removed, thread the tool into the plastic body
and repeat step 3 and 4.
Orifice Tube Installation

1. Lubricate the O-Ring on the orifice tube with the proper clean refrigerant oil.
2. Place the orifice tube into the 208-1375 Orifice Tool Gp. Insert the orifice tube straight into
the evaporator inlet tube without twisting until the tube is seated.
3. Disengage the removal tool from the orifice tube.
4. Use a new O-Ring that is lubricated with clean refrigerant oil. Reconnect the high side line
at the enlarged section of the evaporator inlet port.
5. Do a leak test. Evacuate the system and recharge the system. Refer to the Service Manual,
SENR3334, "Refrigerant Systems-Evacuate" section in testing and adjusting. Also, refer to
the Service Manual, SENR3334, "Refrigerant Systems-Charge" section in testing and
adjusting.



i05907617
General Information
SMCS - 1808; 7309
Refrigeration System


lit cigarette.


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



i05907618
Machine Preparation for Disassembly and Assembly

SMCS - 7320-017


lit cigarette.


gas may be present.
NOTICE
Note: Before you conduct a performance check, refer to the Troubleshooting, "Visual Inspection
(Troubleshooting)" section.
Note: Refer to the Troubleshooting, "Machine Preparation for Troubleshooting" section before
service work is performed on the air conditioning system.
When the service work is done on the air conditioning system, the service work must keep the
system clean and free from contamination. Plugs and caps must be used in order to close the
components and hoses when the components and hoses are open. The plugs and caps protect the
system from dirt and air (moisture). Only new refrigerant oil of the correct viscosity and new
refrigerant can be added to the system. For the correct oil, refer to the Specifications section of
this manual. Any other material or any other substance is considered non-condensable and the
material will contaminate the system. Keep the work area clean.
• Dust caps on the refrigerant compressor block fitting are the primary seal on the air
• All machines should have an identification tag in the cab that specifies the proper refrigerant
When replacement or repair of components and hoses are required, perform the following
procedure:
1. Remove the refrigerant charge. Measure the amount of oil recovered. Refer to the Testing
and Adjusting, "Refrigerant Recovery" and Testing and Adjusting, "Refrigerant Oil - Test"
section, for proper procedures.
2. Remove the component or remove the hose that is being repaired or replaced. Install
protective plugs on components or hoses that are left exposed to the air.
3. Replace any damaged component or hose.
4. Use the following table in order to determine the amount of oil that is lost during individual
replacements of components. Follow the process provided in Testing and Adjusting,
"Refrigerant Oil - Test" to calculate the correct amount of oil needed for the system.
Table 1
Accumulator 30 mL (1 fl oz)
Refer to the Testing and Adjusting, "Refrigerant
Compressor
Compressor Oil - Check" section.
Condenser
30 mL (1 fl oz)
Evaporator
90 mL (3 fl oz)
(1)
In-Line Dryer before any oil
is installed 30 mL (1 fl oz)
Receiver-Dryer
30 mL (1 fl oz)
(1)
Refer to the Disassembly and Assembly, "In Line Refrigerant Dryer - Remove and Install"
5. Refer to the Testing and Adjusting, "Refrigerant System - Evacuate" section.
6. Refer to the Testing and Adjusting, "Refrigerant System - Charge" section.



i05907621
Air Conditioner Lines - Remove and Install

SMCS - 1808-010


lit cigarette.


gas may be present.
NOTICE
Care must be taken during removal of air conditioner lines. Before disconnecting any tube fittings,
refer to Testing and Adjusting, "Refrigerant Recovery" in order to recover all refrigerant from the
system.
Place dust caps on all hoses and fittings upon disconnecting.
Do not fold or twist hoses when you are routing the new hoses onto the machine. Damage can
occur to the inner layers of the hoses and damage can cause premature failure.
Reassemble fittings by using the correct torque values for assembly of the air conditioning unit.
Refer to Specifications, SENR3130, "Torque Specifications" in order to find the correct torque
value.
Use the following procedure to reassemble the connections.
Proper Technique for Assembly
1. Drip clean mineral oil onto the clean O-ring.
2. Place the O-ring on fitting.
3. Oil the O-ring again.
4. Align fittings and ensure that the seal is seated correctly. Hand tighten the fittings together.
Note: DO NOT CROSS THREAD.
5. Tighten the connection with proper torque. Use a wrench to avoid twisting parts.



i05907622
Refrigerant Compressor - Remove and Install

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



i05907623
Refrigerant Accumulator - Remove and Install

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



i05907624
Refrigerant Expansion Valve - Remove and Install

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



i05907625
Refrigerant Receiver-Dryer - Remove and Install

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

the system must be recovered, evacuated, and recharged after the
receiver-dryer has been replaced.
The refrigerant that is in the system must be recovered if the receiver-dryer does not have air
conditioner quick disconnects (2) . Refer to the Testing and Adjusting, "Refrigerant Recovery"
section before you remove the receiver-dryer. If the receiver-dryer has air conditioner quick
disconnects (2) , use the procedure that follows.
Refer to Safety Requirements before service is performed on the air conditioning system.
1. Stop the engine for 5 minutes to allow the air conditioning system to equalize the pressure.
2. Disconnect the inlet hose (1) from the old receiver-dryer at the air conditioner quick
disconnects.
3. Connect the hose that was disconnected in Step 2 to the inlet on the new receiver-dryer.
4. Disconnect the electrical connections on the old receiver-dryer. Connect the electrical
connections to the new receiver-dryer.
Note: If the receiver-dryer has quick disconnects, do not add additional oil or refrigerant to
the system.
5. Start the engine. Operate the air conditioning system for 1 minute.
6. With the air conditioning system in operation, disconnect the outlet hose (4) from the old
receiver-dryer. Disconnect the old receiver-dryer at the air conditioner quick disconnects.
7. Stop the engine for 5 minutes to allow the air conditioning system to equalize pressure.
8. Connect the outlet hose (4) that was disconnected in step 6 to the new receiver-dryer.
Note: The receiver-dryer must be replaced annually. The receiver-dryer must also be replaced
whenever the system is opened. The receiver-dryer should be replaced if moisture indicator (3) is
filled with moisture. Moisture indicator (3) will display a pink color or white color if the receiver-
dryer is full of moisture.



i05907627
In-Line Refrigerant Dryer - Remove and Install

SMCS - 7322-010-QT
Dryer Installation


lit cigarette.


gas may be present.
NOTICE
Never weld of solder any charged components.
Typical In-Line Dryer with quick disconnects
(1) Inlet hose with air conditioner quick disconnect
(2) Dryer
(3) Outlet hose with air conditioner quick disconnect
Note: Replace dryer (2) annually. Dryer (2) should also be replaced whenever the system is
opened.
In-line dryer without quick disconnects
(4) Inlet hose without air conditioner quick disconnect
(5) Dryer
(6) Outlet hose without air conditioner quick disconnects
320-0562 Refrigerant Dryer As
(7) Dryer
(8) Air conditioner orifice assembly
Note: Every 2 years replace dryer (5) and (7) . Dryer (5) and (7) should also be replaced whenever
the system is opened.
Before removing the dryer, perform the following steps in order to diagnose
the problem
1. Check the following components for blockages:
◦ Condenser
◦ Evaporator
◦ Fresh air filters
2. Check the condition and the tension of the compressor drive belt.
3. Connect a manifold gauge set to the compressor. Refer to Testing and Adjusting, "Manifold
Gauge Set (Refrigerant) - Install".
4. Operate the Air conditioning.
◦ Operate the engine at 1400 rpm.
◦ Place the air conditioning switch in the ON position.
◦ Set the blower switch to the HIGH position.
◦ Open all of the louvers in the cab.
◦ Close the cab doors and close all of the cab windows.
5. Compare the pressures for the manifold gauge to the pressure ranges in Table 1 in order to
ensure that the pressures are normal for the current ambient air temperature.
Table 1
(1)
Pressure Range
Ambient Air
High Pressure Test Fitting Low Pressure Test Fitting
Temperature (2) (3) (4) (5)
kPa (psi) kPa (psi)
C° (F°)

21°C (70°F)
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)
(2)
Pressure may be slightly higher in humid conditions and lower in dry conditions.
(3)
With AC High-pressure Test Fitting is located near the Evaporator Inlet pressure reading will be 83 to 103
kPa (12 to 15 psi) lower.

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



i05907628
Refrigerant Orifice Tube Assembly - Remove and Install

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

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

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


Specifications
SENR34880006
Operator Console Group

SMCS - 7320-010-QT
(1) Torque for steering wheel nut ... 60 ± 5 N·m (44 ± 4 lb ft)
(2) Torque for six screws ... 0.6 ± 0.1 N·m (5 ± 1 lb in)
(3) Use shims (hidden) as required to limit horizontal movement of channels to 1.5 mm (.06 in)
maximum. Put an equal number of shims on each side of channel.
(5) Tighten locknuts as necessary to minimize control lever travel but allow ball to move fully out
of cam detent.
(6) 6B9549 Spring:
Quantity ... two
Test force ... 189 to 222 N (42.5 to 49.8 lb)


Specifications
SENR35550007
Transmission Control Valve Group

SMCS - 7320-010-QT
(1) Torque for bolts (four) ... 45 ± 4 N·m (35 ± 3 lb ft)
(2) Torque for 18 bolts ... 28 ± 4 N·m (22 ± 3 lb ft)


Specifications
SENR35550012
Transmission Control Group

SMCS - 7320-010-QT
(1) Torque for six nuts ... 38 ± 3 N·m (28 ± 2 lb.ft.)


Specifications
SENR35550021
ROPS
SMCS - 7320-010-QT
(3) Torque for six bolts ... 1180 ± 40 N·m (870 ± 30 lb.ft.)
NOTE: Suspend ROPS approximately 12.7 mm (.50 in.) above platform and align mounting
washers (1) and retainers (2) with bolts (3) before assembly. Do not slide ROPS on platform. This
will result in damage to pads (4). Pads (4) are to be centered around bolts (3) within 3 mm (0.12
in.) diameter.


Systems Operation
Systems Operation
Introduction
Reference: For Specifications with illustrations, make reference to SPECIFICATIONS FOR 12G,
120G, 130G, and 140G, MOTOR GRADERS POWER TRAIN, Form SENR3555. If the
Specifications in Form SENR3555 are not the same as in the Systems Operation and the Testing and
Adjusting, look at the printing date on the back cover of each book. Use the Specifications given in
the book with the latest date.
Power Flow
Power Flow
(1) Upper section of the transmission. (2) Engine. (3) Lower section of the transmission. (4) Differential or bevel gear
carrier. (5) Case for the bevel gear. (6) Final drive.
The basic components of the power train are: the engine, transfer gears, power shift transmission,
bevel gear and pinion, final drives and axles and the tandems and wheels. There is no flywheel
clutch or torque converter used in this machine.
Power from the engine goes directly to the upper section of the power shift transmission which has
the forward and reverse direction clutches. The lower section has the speed clutches. Four of the five
speed clutches are stationary, while one clutch is a turning clutch. Three clutches must be engaged at
the same time to have power flow through the transmission.
Power goes from the output flange of the transmission planetary to the pinion gear of the differential
or bevel gear. The differential or bevel gear turns the axles that turn planetary gears of the final
drive.
The sprockets of the final drive are connected to the wheel spindles with chain.
Transfer Gears And Transmission
Transfer Gears
(1) Input gear. (2) FORWARD input gear. (3) REVERSE input gear. (4) Output gear. (5) Output gear. (6) Idler gear. (7)
Planetary input gear.
The planetary transmission has six forward and six reverse speeds. The selection of speed and
direction is done manually. Control of the transmission is done hydraulically. The transmission is
driven by transfer gears which are turned directly by an adapter on the engine flywheel. The transfer
gears have two turning clutches; a forward clutch and a reverse clutch.
The adapter on the engine flywheel turns input gear (1). Input gear (1) turns against FORWARD
input gear (2) which turns REVERSE input gear (3). There is no flow of power when the direction
clutches, in front of input gear (2) and input gear (3), are not engaged. When the FORWARD clutch
(No. 1 clutch) is engaged, output gear (4) turns against idler gear (6) which turns planetary input
gear (7). Since the REVERSE clutch is not engaged, output gear (5) is free to turn with idler gear
(6). When the REVERSE clutch (No. 2 clutch) is engaged, the FORWARD clutch is not engaged,
and output gear (5) turns idler gear (6) which drives planetary input gear (7) in the opposite
direction.
Planetary Transmission
Planetary Transmission
(1) No. 3 and No. 4 Carrier. (2) Ring gear for No. 3 clutch. (3) No. 3 clutch. (4) Planet gear. (5) No. 4 clutch. (6) Ring
gear for No. 4 clutch. (7) No. 5 carrier. (8) Ring gear for No. 5 clutch. (9) No. 5 clutch. (10) Ring gear for No. 6 clutch.
(11) No. 6 clutch. (12) Sun gear. (13) No. 6 carrier. (14) Parking brake clutch. (15) Ring gear for the parking brake. (16)
Hub for the No. 7 clutch. (17) Flange. (18) No. 7 clutch. (19) Cage. (20) Shaft. (21) Planetary gear. (22) Housing for the
No. 3 clutch. (23) Sun gear. (24) Sun gear. (25) Planetary gear. (26) Housing for the No. 4 and No. 5 clutches. (27)
Planetary gear. (28) Housing for the No. 6 clutch. (29) Housing.
The planetary transmission has four stationary clutches: No. 3, No. 4, No. 5, and No. 6, one turning
clutch: No. 7, and a stationary clutch for the parking brake. Two of the five planetary clutches and
one direction clutch (No. 1 or No. 2 clutch) must be engaged for each speed.
Most all the components inside the planetary transmission turn when the controls are in each
FORWARD or REVERSE speed. The illustrations that follow show the flow of power through the
transmission in different speeds.
First Speed
Power Flow In First Speed; No. 5 And No. 6 Clutches Engaged

(1) No. 3 and No. 4 carrier. (4) Planetary gear. (5) No. 4 clutch. (6) Ring gear for the No. 4 clutch. (7) No. 5 carrier. (8)
Ring gear for the No. 5 clutch. (9) No. 5 clutch. (10) Ring gear for the No. 6 clutch. (11) No. 6 clutch. (12) Sun gear.
(13) No. 6 carrier. (15) Ring gear for the parking brake. (17) Flange. (20) Shaft. (23) Sun gear. (24) Sun gear. (25)
Planetary gear. (27) Planetary gear.
Power goes through the No. 1 clutch (FORWARD) or the No. 2 clutch (REVERSE) to the No. 3 and
No. 4 carrier (1). The planetary gears (4) are turned by the No. 3 and No. 4 carrier (1). The planetary
gears (4) are engaged with the ring gear (6) for the No. 4 clutch and make it turn. The No. 4 clutch
(5) is not engaged but the ring gear (6) for the No. 4 clutch is connected to the No. 5 carrier (7) with
a spline. Because the No. 5 clutch (9) is engaged and holding the ring gear (8) for the No. 5 clutch,
the planetary gears (25) (turned by the No. 5 carrier) make the sun gear (24) turn shaft (20).
As the sun gear (24) turns shaft (20), it gives resistance to the planetary gears (25) and to the No. 5
carrier (7). The ring gear (6) for the No. 4 clutch is connected to and has resistance to turning by the
No. 5 carrier (7). Because the ring gear (6) for the No. 4 clutch has a resistance to turning, the
planetary gears (4) (turned by the No. 3 and No. 4 carrier) make the sun gear (23) turn the shaft (20).
Power is divided between the sun gear (23) and the ring gear (6) for the No. 4 clutch.
Sun gear (12) turns with shaft (20) and makes planetary gears (27) turn. Because the No. 6 clutch
(11) is engaged and holding the ring gear (10) for the No. 6 clutch, the planetary gears (27) (turned
by the shaft and the sun gear) make the No. 6 carrier (13) turn. The No. 6 carrier is connected to the
ring gear (15) for the parking brake which is connected to the output flange (17) and power is sent to
the differential or bevel gear.
Second Speed
No. 4 carrier (1). Because the No. 4 clutch (5) is engaged and holding the ring gear (6) for the No. 4
clutch, the planetary gears (4) (turned by the No. 3 and No. 4 carrier) make gear (23) turn shaft (20).
Sun gear (12) turns with shaft (20) and makes planet gears (27) turn. Because the No. 6 clutch (11)
is engaged and holding the ring gear (10) for the No. 6 clutch, the planetary gears (27) (turned by the
shaft and the sun gear) make the No. 6 carrier (13) turn. The No. 6 carrier is connected to the ring
gear (15) for the parking brake which is connected to the output flange (17) and power is sent to the
differential or bevel gear.
Third Speed
Power Flow In Third Speed: No. 3 And No. 6 Clutches Engaged

(1) No. 3 and No. 4 carrier. (2) Ring gear for the No. 3 clutch. (3) No. 3 clutch. (10) Ring gear for the No. 6 clutch. (11)
No. 6 clutch. (12) Sun gear. (13) No. 6 carrier. (15) Ring gear for the parking brake. (17) Flange. (20) Shaft. (27)
Planetary gear.
clutch, the planetary gears (turned by the No. 3 and No. 4 carrier) make the shaft (20) turn.
Sun gear (12) turns with shaft (20) and makes planetary gears (27) turn. Because the No. 6 clutch
(11) is engaged and holding the ring gear (10) for the No. 6 clutch, the planetary gears (27) (turned
by the shaft and the sun gear) make the No. 6 carrier (13) turn. The No. 6 carrier is connected to the
ring gear (15) for the parking brake which is connected to the output flange (17) and power is sent to
the differential or bevel gear.
Fourth Speed
No. 4 carrier (1). The planetary gears (4) are turned by the No. 3 and No. 4 carrier (1). The planetary
gears (4) are engaged with the ring gear (6) for the No. 4 clutch and make it turn. The No. 4 clutch
(5) is not engaged but the ring gear (6) for the No. 4 clutch is connected to the No. 5 carrier (7) with
a spline. Because the No. 5 clutch (9) is engaged and holding the ring gear (8) for the No. 5 clutch,
the planetary gears (25) (turned by the No. 5 carrier) make the sun gear (24) turn shaft (20).
As the sun gear (24) turns shaft (20), it gives resistance to the planetary gears (25) and to the No. 5
carrier (7). The ring gear (6) for the No. 4 clutch is connected to and has resistance to turning by the
No. 5 carrier (7). Because the ring gear (6) for the No. 4 clutch has a resistance to turning, the
planetary gears (4) (turned by the No. 3 and No. 4 carrier) make the sun gear (23) turn the shaft (20).
Power is divided between the sun gear (23) and the ring gear (6) for the No. 4 clutch.
Shaft (20) turns hub (16) for the No. 7 clutch. The No. 7 clutch (18) is engaged and makes the ring
gear (15) for the parking brake turn with hub (16). The ring gear (15) for the parking brake is
connected to the output flange (17) and power is sent to the differential or bevel gear.
Fifth Speed
clutch, the planetary gears (4) (turned by the No. 3 and No. 4 carrier) make sun gear (23) turn shaft
(20).
Sixth Speed
Power Flow In Sixth Speed: No. 3 And No. 7 Clutches Engaged

(1) No. 3 and No. 4 carrier. (2) Ring gear for the No. 3 clutch. (3) No. 3 clutch. (15) Ring gear for the parking brake.
(16) Hub for the No. 7 clutch. (17) Flange. (18) No. 7 clutch. (20) Shaft. (21) Planetary gear.
clutch, the planetary gears (21) (turned by the No. 3 and No. 4 carrier) make the shaft (20) turn.
Transmission Lubrication System
Transmission Lubrication (Typical Illustration)

(1) Oil filter. (2) Main relief valve. (3) Oil cooler. (4) Transfer gear housing. (5) Direction clutches. (6) Two section
pump. (7) Planetary transmission. (8) Selector valve group. (9) Transmission reservoir. (10) Main reservoir in
intermediate housing. (11) Bevel gear reservoir. (12) Magnetic screen filter. (13) Magnetic screen filter.
The oil that is necessary for the operation and lubrication of the transmission is made available by a
gear type pump that has two sections. The shaft that turns the input gear for the transfer gears also
turns the shaft for the pump. The pump turns at engine speed.
There are three oil reservoirs for the transmission; transmission reservoir (9), main reservoir (10),
and bevel gear reservoir (11). (The 120G has only two reservoirs; the transmission reservoir and the
bevel gear reservoir. The main reservoir is the bevel gear reservoir.) The oil is pulled from the main
reservoir (10) by the small section of the pump (6). The flow of oil from the small section of the
pump goes through filter (1) to main relief valve (2). The flow of oil then goes to the selector valve
(8), oil cooler (3) and to the clutches and gears for lubrication.
The large section of the pump pulls oil from transmission reservoir (9) and bevel gear reservoir (11)
through the magnetic screen filters (12) and (13). (On the 120G, oil is pulled from the transmission
reservoir only.) The flow of oil from the large section of the pump goes to main reservoir (10). An
opening in the wall between main reservoir (10) and bevel gear reservoir (11) lets extra oil go from
main reservoir (10) to bevel gear reservoir (11). (On the 120G, the main reservoir is the bevel gear
reservoir.)
Direction Clutch Lubrication
The direction clutches get lubrication oil from the main relief valve. The flow of oil goes through the
center of the forward and reverse clutch shafts. The lubrication of both clutches is the same. For the
purpose of illustration, the lubrication for the FORWARD clutch is shown.
Forward Clutch Lubrication (Clutch not engaged)

(1) Hole. (2) Passage. (3) Passage. (4) Passage.
There are three passages connected to the center passage of the direction clutch shaft. Passage (4) is
used to send oil to the clutch plates for cooling and lubrication. Passage (3) is used for lubrication of
the taper bearings of the output gear. Passage (2) is used only when the direction clutch is engaged.
When the FORWARD direction clutch is engaged, the flow of oil through passages (2) and (4) gives
extra lubrication to the direction clutch. When the direction clutch is not engaged, passage (2) is not
in alignment with hole (1) in the piston and passage (4) is the only passage that gives lubrication to
the direction clutch.
Lubrication For Transfer Gears

The splines on the input shaft and the flywheel adapter get lubrication from a passage in the center
of the pump drive shaft. The passage in the drive shaft is connected to an opening in the large
section of the pump.
Lubrication For Transfer Gears

(1) Hole. (2) Passage. (3) Passage. (4) Passage. (5) Hole. (6) Passage. (7) Passage. (8) Drilled holes.
The taper bearings on the input shaft get lubrication from oil that is thrown by the direction clutches.
The taper bearings on the shaft for the idler gear get lubrication through passage (6). Some of the oil
from the direction clutches goes into hole (5) and through passage (6) to the taper bearings.
The lubrication oil to the planetary transmission goes through passage (7) to the outside of the main
transmission shaft and through four drilled holes (8) to a small passage around the center passage in
the main shaft.
Planetary Lubrication
The main shaft has a tube installed inside it to make a center passage. This center passage lets P1
pressure oil go to the No. 7 clutch.
The lubrication oil flows through a small passage around the center passage in the main shaft.
Drilled holes in the main shaft let lubrication oil (from the small passage around the center passage)
go to the bearings of the planetary gears.
All other gears and clutches get lubrication from oil thrown by the turning components or from
leakage from the shafts with pressure oil. The leakage then goes to the transmission reservoir.
Planetary Lubrication
Transmission Hydraulic Controls
Transmission Oil System

(1) Oil filter. (2) No. 1 clutch lubrication passage. (3) No. 2 clutch lubrication passage. (4) Main relief valve. (5) Oil
cooler. (6) Housing for transfer gears. (7) Oil pump. (8) Planetary transmission. (9) Differential lock valve (on machines
with a differential). (10) Selector valve group. (11) Transmission reservoir. (12) Main reservoir in the intermediate
housing. (13) Bevel gear reservoir.
The basic components of the transmission oil system are oil reservoirs (11), (12), and (13), oil pump
(7), oil filter (1), main relief valve (4), selector valve group (10) and differential lock valve [on
machines with a differential (9)].
The hydraulic controls are: Main relief valve (4), selector valve group (10) and differential lock
valve (9). The location of the selector valve group is inside the transmission housing. Selector valve
group (10) sends pressure oil to the proper clutches for the selection of a speed (six forward and six
reverse). The location of main relief valve (4) and differential lock valve (9) is on the outside of the
transmission housing. Main relief valve (4) controls the pressure in the hydraulic system.
Differential lock valve (9) controls the lock-up clutch in the differential (on machines with a
differential).
Transmission Valves
The chart gives a description of the function of the valves of the transmission controls:
Neutral With Engine Off
Hydraulic Controls With Engine Off And Selector Lever In Neutral

(1) Oil filter. (4) Main relief valve. (5) Oil cooler. (7) Oil pump. (9) Differential lock valve (electric solenoid). (14)
Manual modulation valve. (15) Differential, check, and relief spool. (16) Pilot selector spool. (17) Speed selector spool
(clutch No. 4). (18) Speed selector spool (clutch No. 5). (19) Passage from load piston. (20) Relief valve. (21) Passage to
differential, check, and relief valve. (22) Passage to No. 4 clutch. (23) Passage to No. 5 clutch. (24) Cooler bypass valve.
(25) Lubrication relief valve. (26) Passage to differential lock clutch. (27) Passage to differential, check, and relief valve.
(28) Direction selector valve. (29) Priority reducing valve. (30) Passage to No. 6 clutch. (31) Modulating reducing valve.
(32) Load piston. (33) Passage to No. 1 clutch (FORWARD). (34) Passage to No. 2 clutch (REVERSE). (35) speed
selector spool (clutches No. 6 and No. 7). (36) Speed selector spool (clutch No. 3). (37) Passage to No. 7 clutch. (38)
Passage to No. 3 clutch. (A) Passage for signal pressure. (B) Passage for signal pressure. (E) Passage for signal pressure.
(F) Passage for signal pressure. (G) Passage for signal pressure.
With the engine off, the pump is not being turned and there is no pressure oil in the system. With no
pressure oil, the two position selector spools (17), (18), and (36) and the load piston (32) are held by
spring force against their respective stops. The three position selector spool (35) is held in its center
position by spring force.
The selector valve group has three manually operated spools: pilot selector spool (16), direction
selector spool (28), and manual modulation spool (14). All of the other spools are operated by pilot
pressure. The pilot selector spool (16) sends pilot pressure oil to the speed selector spools which in
turn send pressure oil to the speed clutches. The direction selector spool (28) sends oil to the
direction clutches. The manual modulation spool (14) gives a control for the P2 pressure to the
direction clutches. Make reference to Manual Modulation Valve.
The main relief valve (4) has a relief valve (20) for maximum system pressure, an oil cooler bypass
valve (24) for the oil cooler, and a lubrication relief valve (25) for maximum pressure of the clutch
and planetary lubrication oil. Relief valve (20) keeps the system pressure from getting too high.
Bypass valve (24) prevents the pressure in the oil cooler from getting too high. Relief valve (25)
keeps the lubrication oil for the speed clutches and the planetary gears from getting too high.
Neutral With Engine Running
Hydraulic Controls With Engine Running And Selector Lever In Neutral

(28) direction selector valve. (29) Priority reducing valve. (30) Passage to No. 6 clutch. (31) Modulating reducing valve.
(32) Load piston. (33) Passage to No. 1 clutch (FORWARD). (34) Passage to No. 2 clutch (REVERSE). (35) speed
When the engine is started and the selector valve is in NEUTRAL, oil from the pump goes to main
relief valve (4), around relief valve (20), to the selector valve group. Relief valve (20) lets some oil
go to cooler (5). Oil from the cooler goes behind cooler bypass valve (24) and into a cavity for
clutch and planetary gear lubrication.
At the selector valve group, the flow of oil divides into two separate circuits: signal pressure circuit
and system pressure circuit.
Signal Pressure Circuit
As the engine is started, spring force holds priority reducing valve (29) so the signal pressure
passage to pilot selector valve (16) is the first circuit to get pressure. As the pressure becomes higher
than the spring force, the valve moves to the right and opens the system pressure passage, when the
signal pressure becomes 660 ± 69 kPa (96 ± 10 psi). The valve has moved to the right far enough to
not let any more pressure into the signal pressure passage to the pilot selector valve.
Pilot selector valve (16) has seven positions. When the control lever is in the NEUTRAL position,
the valve sends signal pressure to passages (A) and (F).
The function of the signal pressure circuit is to control the movement of the speed selector spools.
The signal pressure in passages (A) and (F) moves speed selector spool (35) to the left and speed
selector spool (36) to the right.
System Pressure Circuit
After the pressure becomes 660 ± 69 kPa (96 ± 10 psi) in the signal pressure circuit, priority
reducing valve (29) opens the passage to modulating reducing valve (31). The system pressure
moves modulating reducing valve (31) to the left until speed clutch pressure (P1) 660 ± 69 kPa (96 ±
10 psi). Since pilot pressure is holding spool (35) and (36) in the positions shown, system pressure
goes to the passage for No. 7 clutch (37) and to the passage for No. 3 clutch (38).
With speed selector spool (35) held in the position shown by the signal pressure in passage (A), a
passage (27) is opened by speed selector spool (35). This open passage lets pressure oil on the left
end of differential, check, and relief spool (15) go to the reservoir and prevents spool (15) from
moving to the right. Because the differential, check, and relief spool (15) can not move to the right,
the direction clutches have no pressure oil and will not engage.
If the engine is started in any speed except NEUTRAL, system pressure is sent from speed selector
valve (35) through the orifices in the differential, check, and relief valve (15) to the spring side of
valve (15) holding the valve against its stop. In this position, the direction clutches can not get
pressure oil. When the selector lever is moved to the NEUTRAL position, the oil in the spring side
of the valve is free to go to the transmission reservoir. The oil pressure on the left side of the valve
then works against the spring force and differential, check, and relief valve (15) moves to the
NEUTRAL position. In this position, the direction clutches have no pressure and will not engage.
First Speed Forward
Hydraulic Controls With Engine Running And Selector Lever In First Speed Forward
(28) Direction selector valve. (29) Priority reducing valve. (30). Passage to No. 6 clutch. (31) Modulating reducing
valve. (32) Load piston. (33) Passage to No. 1 clutch (FORWARD). (34) Passage to No. 2 clutch (REVERSE). (35)
Speed selector spool (clutches No. 6 and No. 7). (36) Speed selector spool (clutch No. 3). (37) Passage to No. 7 clutch.
(38) Passage to No. 3 clutch. (A) Passage for signal pressure. (B) Passage for signal pressure. (E) Passage for signal
pressure. (F) Passage for signal pressure. (G) Passage for signal pressure.
When the selector lever is moved from NEUTRAL to FIRST FORWARD, the pilot selector valve
(16) lets the signal pressure in passages (A) and (F) go to the reservoir and sends signal pressure to
passages (B) and (G).
When the signal pressure in passage (F) goes to the reservoir, the spring force on the speed selector
spool (36) moves the spool to the left and lets the pressure oil in the passage for the No. 3 clutch
(38) go to the reservoir. The signal pressure in passage (B) moves the speed selector spool (35) to
the right and lets the pressure oil in the passage for the No. 7 clutch (37) go to the reservoir. The No.
3 and No. 7 clutches are now not engaged.
When the speed selector spools (18) and (35) are moved to the positions shown by the signal
pressure in passages (G) and (B), the passages to clutch No. 5 (23) and No. 6 (30) are open to
system pressure.
With the speed selector spool (35) in the position shown, the passage (27) from the left end of the
differential, check, and relief spool (15) (open to the reservoir in NEUTRAL) has pressure oil. This
pressure oil moves the differential, check, and relief valve (15) to the right and lets pressure oil go to
the direction clutches. Since the direction selector valve (28) is in the position shown, pressure oil
will go to the passage (33) for the No. 1 clutch.
When the shift is made from NEUTRAL to FIRST FORWARD and the No. 5 and No. 6 clutches are
being filled, the spring pressure moves the modulating reducing valve (31) to the right. As the
clutches fill, the system pressure has an increase. The increase in pressure works against the slug in
the modulating reducing valve (31) and the valve moves to the left to stop the increase in pressure.
With this higher pressure, the load piston (32) moves to the right and the spring force between the
modulating reducing valve and the load piston has an increase. The increase in spring force moves
the modulating reducing valve (31) to the right and this lets the system pressure have an increase.
This cycle takes place again and again until the system pressure is at a maximum. This gradual
increase in pressure is modulation. The modulating reducing valve (31) gives modulation for all the
clutches (speed and direction).
The differential, check and relief valve (15) causes a pressure difference of 415 kPa (60 psi)
between the P1 pressure and the P2 pressure. The P2 pressure to the direction clutches is always 415
kPa (60 psi) less than the P1 pressure to the speed clutches. This pressure difference lets the speed
clutches engage first. The direction clutches engage last and take the load. When P1 pressure is at a
maximum of approximately 2350 kPa (340 psi) (controlled by the main relief valve), the P2 pressure
is at approximately 1950 kPa (280 psi) with the engine at HIGH IDLE. When the engine is at LOW
IDLE, P1 pressure is approximately 2120 kPa (310 psi) and P2 pressure is approximately 1720 kPa
(250 psi). The shift is now complete.
Fifth Speed Reverse
Hydraulic Controls With Engine Running And Selector Lever In Fifth Speed Reverse
(1) Oil filter. (4) Main relief valve. (5) Oil cooler. (7) Oil pumps. (9) Differential lock valve (electric solenoid). (14)
(28) Direction selector valve. (29) Priority reducing valve. (30) Passage to No. 6 clutch. (31) Modulating reducing valve.
(32) Load piston. (33) Passage to No. 1 clutch (FORWARD). (34) Passage to No. 2 clutch (REVERSE). (35) Speed
When the selector lever is moved from FOURTH REVERSE to FIFTH REVERSE, pilot selector
valve (16) lets the signal pressure in passage (G) go to the reservoir and sends signal pressure to
passage (E).
When the signal pressure in passage (G) goes to the reservoir, the spring force on speed selector
spool (18) moves the spool to the left and lets the pressure oil in the passage for No. 5 clutch (23) go
to the reservoir. The signal pressure in passage (E) moves speed selector spool (17) to the left and
opens the passage to No. 4 clutch (22) to system pressure.
When the passage to No. 4 clutch (22) is opened, system pressure has a decrease as the pressure oils
fills the passage for No. 4 clutch (22). As the No. 4 clutch fills, a decrease in pressure in passage
(21) causes a decrease in pressure on the left end of differential, check, and relief valve (15) and lets
the valve move to the left.
When differential, check, and relief valve (15) moves to the left, pressure oil in the No. 2 direction
clutch goes to the reservoir. The pressure oil in passage (19) also goes to the reservoir through
differential, check, and relief valve (15). A decrease in pressure in line (19) causes load piston (32)
to move to the left and modulating reducing valve (31) to move to the right. Also, a decrease in
pressure in passage (19) causes a decrease in pressure in the passage for No. 7 clutch (37) and the
clutch is now not engaged.
As the passage to No. 4 clutch (22) is filled, an increase in pressure to passage (21) moves
differential, check, and relief valve (15) to the right and closes the passage from passage (19) to the
reservoir. Now the system pressure has an increase.
Modulating reducing valve (31) gives the modulation to the pressure oil until the P1 pressure in the
No. 4 and No. 7 clutches is at approximately 2350 kPa (340 psi) and the P2 pressure in the No. 2
clutch is at approximately 1930 kPa (280 psi) with the engine at HIGH IDLE. When the engine is at
LOW IDLE, P1 pressure is approximately 2120 kPa (310 psi) and P2 pressure is approximately
1720 kPa (250 psi). The shift is now complete.
Pilot Selector Valve

The function of the pilot selector valve is to control the movement of the speed selector spools. This
control is done either by sending signal pressure to the speed selector spool or by letting the signal
pressure in the speed selector spool go to the reservoir.
Pilot Selector Spool In The First Speed Detent
(1) Chamber connected to transmission reservoir. (2) Chamber connected to signal pressure from the priority reducing
valve. (A, B, E, F and G) Signal pressure passages to the speed selector spools.
The pilot selector valve has two chambers in its center. Chamber (1) is connected to a passage that
goes to the transmission reservoir. Chamber (2) is connected to a passage from the priority reducing
valve for signal pressure.
Five more passages connect the speed selector spools to one of the two chambers in the pilot
selector spool. When the selector spool is in NEUTRAL, FIRST, SECOND, or THIRD, two of the
passages have signal pressure because they connect to chamber (2) in these positions. The other
three passages are connected to the transmission reservoir through chamber (1). When the selector
spool is in FOURTH, FIFTH, or SIXTH, only one of the passages is connected to chamber (2) while
the other four are connected to chamber (1).
Manual Modulation Valve

The manual modulation valve lets the operator control the P2 pressure to the directional clutches and
move the machine a little distance at a time. The left foot pedal in the operator's compartment is
connected to the manual modulation valve with a cable.
Hydraulic Controls In Third Speed With Manual Modulation Valve Closed

(1) Passage. (2) Chamber. (3) Orifice. (4) Piston. (5) Slug. (6) Spool. (7) Passage from load piston. (8) Load piston. (9)
Modulating reducing valve.
When the left foot pedal is up and the manual modulation valve is not being used, spool (6) is in the
position shown. P1 pressure from the load piston (8) goes through passage (7) and is stopped by the
spool (6). P2 pressure goes around piston (4) and to the direction clutches. P2 pressure also goes
through orifice (3) and into chamber (2) where the pressure is stopped. P1 and P2 are at their
maximum pressures.
When the left foot pedal is pushed down, spool (6) is moved out as shown. Passage (7) from the load
piston is connected to passage (1) which lets P1 pressure oil from the load piston (8) go to the
reservoir. The location of the orifice for passage (7) at the load piston (8) prevents P1 pressure from
going lower than 620 kPa (90 psi). The clutches are now operating at a lower pressure.
At the same time that passage (7) is connected to passage (1), chamber (2) is also connected to
passage (1) which lets P2 pressure oil in the chamber go to the reservoir. P2 pressure on the slug (5)
moves the piston (4) to the left and causes a restriction to the P2 oil flow around the piston (4). This
restriction causes a decrease in pressure of the P2 oil to the direction clutches.
P2 pressure can be controlled from approximately 69 to 1000 kPa (10 to 145 psi) by the manual
modulation valve. Because the direction clutches are not fully engaged, the operator can slip the
clutch (make the discs slide in relation to the plates) and move the machine a little distance at a time.
When the operator lets the pedal come back up, spool (6) moves back in and the P1 and P2 pressures
increase to their maximum pressures. The modulating reducing valve (9) gives modulation to the
pressure oil and lets the clutches engage smoothly.
Hydraulic Controls In Third Speed With Manual Modulation Valve Opened

(1) Passage. (2) Chamber. (3) Orifice. (4) Piston. (5) Slug. (6) Spool. (7) Passage from load piston. (8) Load piston. (9)
Modulating reducing valve.
Differential And Bevel Gear

Differential (On Machines With a Differential)
The differential is used to send power from the transmission, through the final drives, to the wheels.
When the rear wheels on one side are turning slower than the rear wheels on the other side (as in a
turn) the differential lets the inside wheels stop or turn slower in relation to the outside wheels.
The output flange of the transmission turns the shaft for bevel gear pinion (6). Bevel pinion (6) turns
bevel gear (4) which is fastened to the differential housing. The differential has four pinions (7), a
spider (5) for the pinions, and two side gears (8) and (9). The connection between four pinions (7)
and the two side gears is at right angles through a gear mesh. Splines make the connection between
the side gears and the shafts to the final drives.
Differential (Typical Illustration)

(1) Piston. (2) Cavity. (3) Clutch plates. (4) Bevel gear. (5) Spider shaft for pinions. (6) Bevel pinion. (7) Pinions (four).
(8) Side gear. (9) Side gear.
When the machine is moving straight in a forward direction and the differential is in the UNLOCK
position, the same amount of traction is under the wheels on each side. The same amount of torque
that is sent to each shaft for the final drive stops pinions (7) so they can not turn on spider (5). This
gives the same effect as if both tandem drives were driven by the same shaft.
When the force that is sent to the shaft is not the same (as in a turn) forces that are not the same are
put on opposite sides of the differential. This action makes pinions (7) turn. The rotation of pinions
(7) lets the inside two wheels go slower or stop in relation to the two outside wheels. This moves the
machine through the turn under full power.
The housing for the differential runs on tapered roller bearings. Pinions (7) turn on hardened steel
bearings. Pinions (7) and side gears (8) and (9) turn against thrust washers which take the end thrust
against the differential housing.
The differential gets lubrication from oil thrown about inside the bevel gear housing. A flat surface
on each shaft of spider (5) lets lubrication go to pinions (7) and to the thrust washers.
Differential Lock Valve (On Machines With a Differential)
Electric differential control switch (18) controls a solenoid activated hydraulic valve located on the
differential carrier. When switch (18) is in the off (LOCK) position, indicator light (17) is off. No
current flows to solenoid coil connector (16) and the valve is held open by spring force. P1 pressure
oil from the transmission relief valve group flows through a hose to inlet opening (15). The internal
passages of the solenoid valve act as an orifice.
Electric Solenoid Valve

(11) Opening to reservoir. (12) Opening to clutch. (14) Pressure check test port. (15) Inlet opening. (16) Solenoid coil n
connector.
P1 oil goes into inlet opening (15) and out opening (12) to the differential lock clutch. The oil goes
into the differential through the differential cage assembly to cavity (2) in the differential housing.
The P1 oil pushes piston (1) against clutch plates (3) which cause side gear (9) to turn with bevel
gear (4). Pinions (7) do not turn on spider (5) but turn with side gears (8) and (9).
The speed of the wheels will be equal, even if the traction under each tandem becomes different.
When the differential control switch (18) is in the on (UNLOCKED) position, the indicator light
(17) is on and current flows to the solenoid coil connector (16). The solenoid force then moves the
valve spool against its spring force. The pressure oil in cavity (2) goes through opening (11) to the
reservoir. Pinions (7) and side gears (8) and (9) are now free to turn when traction under each
tandem is different.
The differential with the electric control can be locked in any speed since the P1 pressure source is
taken direct from the transmission relief valve.
On some machines with the electric control, an adapter plate is used between the solenoid valve and
the differential carrier. This plate blocks the flow of oil from the No. 6 transmission clutch on
machines that used the air control. On other machines with electric control, the plate is not used and
the hole to the No. 6 clutch is tapped and blocked with a plug.
Wiring Diagram
(17) Differential unlock indicator light. (18) Toggle switch mounted on operators console. (19) Electric solenoid valve
located on differential and bevel gear housing.
Bevel Gear Group (On Machines Not Equipped With a

Differential)
The bevel gear group is used to send power from the transmission to the final drives. The output
flange of the transmission turns the shaft for the bevel gear pinion (1). The bevel pinion (1) turns the
bevel gear (3) which is fastened to hubs (2) and (4). The hubs are connected to the final drives with
shafts. These shafts have splines at both ends.
The bevel gear (3) is connected directly (through the hubs and shafts) to the final drives. The same
amount of torque is always sent to each tandem. This makes both tandems always run at the same
speed.
The bevel gear group gets lubrication from oil thrown about inside the bevel gear housing.
Bevel Gear Group (120G Illustrated)

(1) Pinion. (2) Hub. (3) Bevel gear. (4) Hub.
Final And Tandem Drives
Final And Tandem Drives

(1) Shaft. (2) Sun gear. (3) Carrier. (4) Outer shaft. (5) Drive sprockets. (6) Drive chain. (7) Drive chain. (8) Driven
sprocket. (9) Planetary gear. (10) Ring gear. (11) Housing. (12) Ring. (13) Housing. (14) Thrust washers. (15) Wheel
spindle.
The final drive is a planetary gear system. Shaft (1) is connected to the differential or bevel gear at
one end and to the sun gear (2) at the other end with splines. The ring gear (10) of the planetary
system is connected to the housing (11). As shaft (1) is turned by the differential or bevel gear, sun
gear (2) turns planetary gears (9). Because the ring gear (10) is held by the housing, the planetary
gears (9) (turned by the sun gear) make the carrier (3) turn at a slower speed than the sun gear (2).
The carrier (3) is connected to the outer shaft (4) and the flow of power goes from the carrier (3),
through the outer shaft (4), and to the drive sprockets (5). Power from the drive sprockets (5) goes
through drive chains (6) and (7) to the driven sprockets (8). The driven sprockets (8) are connected
to the wheel spindles (15) with splines. All gears, bearings, and chains get lubrication from oil
thrown about the housing.
The tandem housing is connected to housing (13) with bolts. This lets the wheels move the ends of
the tandem housing up and down in relation to housing (11). Two rings (12), thrust washers (14) and
two seals are between housing (11) and housing (13).



12G, 120G, 130G & 140G MOTOR GRADERS POWER SHIFT TRANSMISSIO
Testing & Adjusting
Introduction
NOTE: For Systems Operation and Troubleshooting, make reference to Systems Operation, Testing
and Adjusting, 12G, 120G, 130G & 140G Motor Grader Power Train, Form SENR3556.
NOTE: For specifications with illustrations, make reference to Specifications, 12G, 120G, 130G &
140G Motor Grader Power Train, Form SENR3555. If the specifications given in Form SENR3555
are not the same as given in the Systems Operation and the Testing and Adjusting, look at the
printing date on the back cover of each book. Use the Specifications given in the book with the latest
date.
When tests and adjustments are made to the transmission, the parking
brake must be OFF. To prevent movement of the machine and personal
injury do the procedure that follows.
1. Lower all implements to the ground.
2. Put blocks in front of and behind the wheels.
3. Install anti-pivot pin in the locked position.
4. Remove the axles from both tandems.
5. Let only approved personnel on the machine and keep other

personnel off of the machine and in clear view of the operator.
NOTE: All tests and adjustments must be made with the oil in the power train hydraulic system at
normal temperature for operation. Make sure that the linkage adjustments are correct before any
tests are made.
Power Train Hydraulic Controls Schematic
Hydraulic Controls (First Speed Forward)

(1) Main relief valve. (2) Manual modulation valve. (3) Pilot selector spool. (4) Differential, check, and relief spool. (5)
Speed selector spool (Clutch No. 4). (6) Speed selector spool (Clutch No. 5). (7) Passage to No. 4 clutch. (8) Passage to
No. 5 clutch. (9) Cooler bypass valve. (10) Relief valve. (11) Clutch lubrication relief valve. (12) Differential lock valve
(on machines with a differential). (13) Passage to differential lock clutch (on machines with a differential). (14) Oil
filter. (15) Oil cooler. (16) Direction selector valve. (17) Priority reducing valve. (18) Load piston. (19) Modulating
reducing valve. (20) Oil pump. (21) Passage to No. 1 clutch (FORWARD). (22) Passage to No. 2 clutch (REVERSE).
(23) Speed selector spool (Clutches No. 6 and No. 7). (24) Passage to No. 6 clutch. (25) Speed selector spool (Clutch
No. 3). (26) Passage to No. 7 clutch. (27) Passage to No. 3 clutch.
Location Of The Pressure Taps
(A) Pump. (F) Transmission lubrication oil. (H) Oil cooler.
(B) Speed clutch (P1). (C) Direction clutch (P2).
(G) Transmission lubrication oil.
(D) Direction clutch (P2), [with FT1387 Tool, (fittings)].

NOTE: To make FT1387 Tools, drill a 8.43 mm (.332 in) hole in two 9S4188 Plugs and tap the holes with a 1/8" NPTF
Pipe Tap. Then put an 7S8888 Nipple in each 9S4188 Plug.
(B) Speed clutch (P1). (C) Direction clutch (P2).
(B) Speed clutch (P1). (C) Direction clutch (P2). (E) Pilot pressure.
Transmission Pressure Chart

(1) Pilot valve group (first level). (2) Direction selector and pressure control valve group (second level). (3) Selector and
pressure control group (third level). (4) Selector and pressure control group (fourth level). (5) Manifold (fifth level). (B)
Pressure tap for speed clutch (P1). (C) Pressure tap for direction clutch (P2). (E) Pressure tap for pilot pressure.
Pilot Valve Group (First Level)

(1) Pilot valve group. (6) Spool. (7) Drain cavity. (8) Pilot pressure cavity.
Direction Selector And Pressure Control Valve Group (Second Level)

(2) Direction selector and pressure control valve group. (8) Pilot pressure cavity. (9) Spool. (10) System pressure cavity.
(11) Priority reducing valve. (12) Passage to forward (No. 1) clutch. (13) Passage to reverse (No. 2) clutch.
Selector And Pressure Control Group (Third Level)
(3) Selector and pressure control group. (14) Manual modulation valve. (15) Differential, check and relief valve. (16)
Speed selector spool. (17) Speed selector spool. (18) Passage to No. 4 clutch. (19) Passage to No. 5 clutch.
Selector And Pressure Control Group (Fourth Level)

(4) Selector and pressure control group. (20) Load piston. (21) Modulating reducing valve. (22) Spacers. (23) Speed
selector spool (three position). (24) Passage to No. 6 clutch. (25) Passage to No. 7 clutch. (26) Speed selector spool. (27)
Passage to No. 3 clutch.
Relief Valve Group

(28) Relief valve group. (29) Spacers. (30) Main relief valve. (31) Relief valve for oil cooler. (32) Relief valve for
transmission lubrication oil.
Transmission Oil Pump Bench Test Specifications

Rotation is clockwise when seen from driven end.
Bench test using SAE 10W at 49°C (120°F).
Pump must rotate freely by hand.
(A) Pump section for transmission and differential sump scavenge.
Minimum input from differential sump scavenge ... 16.5 ± 2.5 liter/min (4.36 ± .07 U.S. gpm)
Minimum output ... 132 liter/min (34.9 U.S. gpm)
(B) Pump section for transmission charging.
Adjustment Of Cables For Transmission Control
Transmission control linkage adjustment should be made only with the

engine OFF. Accidental transmission engagement and sudden machine
movement could cause personal injury.
Speed And Direction Cables
1. Be sure all of pins (4) for the ends of the cables are in slots (3) of the valve spools.
2. Make an adjustment to nuts (2) on the ends of the cable housing so the extension of the threads on
both sides is the same.
Speed And Direction Cable Controls

(1) Selector lever. (2) Nuts. (3) Slot. (4) Pin.
3. Put selector lever (1) in the REVERSE-NEUTRAL position. Remove the front cover for the
controls.
4. Remove the bolt and lockwasher that holds end (5) to lever (6).
5. Pull up on the end of the cable as far as it will go. Make an adjustment to end (5) until the hole in
the end is in alignment with the hole in lever (6).
Direction Control Adjustment

(5) End. (6) Lever.
6. Put selector lever (1) in the FORWARD-NEUTRAL position.
7. Push down on the end of the cable as far as it will go. If the hole in end (5) is not in alignment
with the hole in lever (6), use the following procedure:
a. Measure the total distance that the holes are out of alignment.
b. Make an adjustment to end (5) until it is one-half the distance out of alignment.
Direction Control Adjustment

(5) End. (6) Lever.
8. Install the lockwasher and bolt in end (5) and lever (6).
9. Remove the bolt and lockwasher that hold end (7) to lever (8).
10. Push down on end (7) of the cable as far as it will go (the selector spool will be in SIXTH
speed). Now pull up on the end of the cable until three detents are felt (detents for FIFTH, FOURTH
and THIRD speeds). The selector spool is now in THIRD speed.
11. Put selector lever (1) in the THIRD FORWARD position and be sure the lever is in the center of
the notch.
12. Make an adjustment to end (7) until the hole in end (7) is in alignment with the hole in lever (8).
Speed Control Adjustment

(7) End. (8) Lever.
13. Install the lockwasher and bolt in end (7) and lever (8).
14. Check the position of lever (1) in all of the speeds in FORWARD and REVERSE. Make sure a
detent engagement is felt for each position of lever (1).
Control Cable For Manual Modulation Valve

1. Remove the cover for the control housing.
Pedal For Manual Modulation Valve

(1) Block. (2) Pedal.
2. Put a block (1) between pedal (2) and the floor plate so the horizontal portion of the pedal is
parallel with the floor plate.
3. Push down on end (3) against the resistance of the spring for the valve spool. Make an adjustment
to end (3) until the hole in the end is in alignment with the hole in lever (4).
Cable For Manual Modulation Valve

(3) End. (4) Lever.
4. Install the lockwasher and bolt in end (3) and lever (4). Remove block (1).
5. Make an adjustment to screw (5) until it is all of the way down.

(5) Screw.
This part of the adjustment procedure must be done with the axles
installed and the engine running. Keep all personnel away from the
working area and let only one person on the machine.
6. Install the axles and start the engine.
7. Hold down on pedal (6) and put selector lever in FIRST FORWARD.

(5) Screw. (6) Pedal.
8. Slowly release the pedal until the wheels start to turn. Make an adjustment to screw (5) until it
comes in contact with pedal (6) in this position. Tighten the locknut.
9. Put the selector lever in NEUTRAL-FORWARD and turn screw (5) in one turn. Tighten the
locknut.
10. Push down on pedal (6) and put the selector lever in all FORWARD and REVERSE speeds. If
the machine begins to move in any speed, loosen the locknut and turn screw (5) in one more turn.



Troubleshooting
Reference: For Specifications with illustrations, make reference to SPECIFICATIONS FOR 12G,
120G, 130G, and 140G, MOTOR GRADERS POWER TRAIN, Form SENR3555. If the
Specifications in Form SENR3555 are not the same as in the Systems Operation and the Testing
and Adjusting, look at the printing date on the back cover of each book. Use the Specifications
given in the book with the latest date.
Use this as a reference for the location and correction of problems in the power train. When more
checking is necessary, use the 7S8875 or 8M2736 Hydraulic Test Box. Locations of the pressure
taps, and procedures for testing and adjusting are given in the 12G, 120G, 130G and 140G
POWER SHIFT TRANSMISSION TESTING AND ADJUSTING, Form No. SENR3557.
Always make visual checks first. Then check the operation of the machine and go on to check
with the instruments.
Visual Checks
1. Check the oil level in the transmission.
2. Check all oil lines, hoses and connections for leaks and damage. Look for oil on the ground
under the machine.
3. Move the control lever to all REVERSE and all FORWARD positions. The detents must be felt
in all positions.
4. Let the oil out of both screen housings. Remove and check the screens for loose particles.
a. Paper particles give the indication of a direction clutch failure.

b. Bronze particles give the indication of a speed clutch failure.
c. Shiny steel particles give the indication of a pump failure.
d. Rubber particles give the indication of a rubber seal or hose failure.
If you find paper, bronze, rubber, or steel particles, all components of the hydraulic systems must
be washed clean. Do not use parts with damage. Use new parts.
Checks During Operation
With the engine running, move the selector lever to all speed positions. The detents must be felt in
all positions.
Operate the machine in each direction and in all speeds. Make note of all noises that are not
normal and find their sources. If the operation is not correct, make reference to the CHECK LIST
DURING OPERATION for "problems" and "probable causes."
Check List During Operation

Transmission
PROBLEM: Transmission does not operate in any speed or does not engage (slips) in all
speeds.
PROBABLE CAUSE:
1. Low oil pressure caused by:
a. Low oil level.

b. Control linkage loose or adjustment not correct.
c. Failure of the oil pump or the pump drive.
d. Air leaks on inlet side of pump.
e. Leakage inside the transmission.
f. Adjustment of the modulating relief valve not correct, or valve does not close.
g. Load piston not closing.
2. Mechanical failure in transmission.

3. Failure of the differential or bevel gear.
4. Failure of the final drive planetaries.
PROBLEM: Transmission does not shift.
PROBABLE CAUSE:
1. Low oil pressure.

2. Air leaks on inlet side of pump.
3. Control cable loose or adjustment not correct.
PROBLEM: Transmission engages very suddenly (rough shifting).
PROBABLE CAUSE:
1. Primary setting of the relief valve not correct.

2. Adjustment of control linkage not correct.
3. Load piston not closing.
4. Valve springs that are weak or have damage.
PROBLEM: Slow shifting.
PROBABLE CAUSE:
1. Low oil pressure.

2. Inside and outside linkage adjustment not correct.
3. Air leaks on inlet side of pump.
4. Load piston not closing.
PROBLEM: Transmission does not operate in FIRST and FOURTH speeds forward or
reverse.
PROBABLE CAUSE:
1. No. 5 clutch not engaged (slips) because of:
a. Low oil pressure.

b. Discs and plates have too much wear.
PROBLEM: Transmission does not operate in SECOND and FIFTH speeds FORWARD or
REVERSE.
PROBABLE CAUSE:

PROBLEM: Transmission does not operate in THIRD and SIXTH speeds FORWARD or
REVERSE.
PROBABLE CAUSE:

PROBLEM: Transmission does not operate in REVERSE but does not operate in all
FORWARD speeds.
PROBABLE CAUSE:
1. No. 2 clutch does not engage (slips) because of:
a. Low oil pressure (P2).

PROBLEM: Transmission does not operate in FORWARD but does operate in all
REVERSE speeds.
PROBABLE CAUSE:
1. No. 1 clutch does not engage (slips) because of:

PROBLEM: Transmission does not operate in FIRST, SECOND, and THIRD speed but
does operate in FOURTH, FIFTH, and SIXTH.
PROBABLE CAUSE:

PROBLEM: Transmission does not operate in FOURTH, FIFTH, and SIXTH speed but
does operate in FIRST, SECOND, and THIRD.
PROBABLE CAUSE:

PROBLEM: Transmission does not shift out of a speed when the shift lever is moved.
PROBABLE CAUSE:
1. Control linkage and/or cable has damage or wrong adjustment.

2. Clutch not releasing.
PROBLEM: Transmission engages but the machine does not move and the engine stops.
PROBABLE CAUSE:
1. The gears in the transmission cannot turn because of:
a. Parking brake is on.

b. Planetary in the final drive has broken gears and cannot turn.
c. Differential or bevel gear group has broken gears and will not turn.
d. Too many transmission clutches are being engaged in the transmission.
PROBLEM: Transmission gets hot.
PROBABLE CAUSE:
1. Bad temperature gauge.

2. Low oil level.
3. Core of oil cooler not completely open.
4. Too much resistance in the clutch.
5. Low oil flow as a result of pump wear.
PROBLEM: Pump noise is not normal.
PROBABLE CAUSE:
1. Loud sounds at short intervals that give an indication that particles are going through the
pump is caused by pump cavitation.
2. A constant loud noise is an indication of pump failure.


Troubleshooting
i06222412
SMCS - 7000-035
Know the Machine


may be useful:

machine
unusual noises.
Verify the Symptom



resolved.

information.


Troubleshooting
i06222413

SMCS - 7000-035
information.


Specifications
SENR35550001
Introduction
SMCS - 7000-035
determine if a part can be used again. If the part is equal to or within the specification given, use
the part again.
Reference: For Systems Operation and Testing and Adjusting make reference to 12G, 120G,
130G and 140G Power Train, Form No. SENR3556. For Power Shift Transmission Testing And
Adjusting make reference to Form No. SENR3557.
NOTE: A "C" in the left margin is an indication of a change from the former issue.


Specifications

5D4382
SMCS - 7000-035
(1) 4J3957 Spring:


Specifications

SMCS - 7000-035
(1) 2G3765 Spring:
Test force ... 67 ± 5.3 N (15 ± 1.2 lb.)


Specifications

5T925
SMCS - 7000-035
(1) 8K8467 Spring:


Specifications
Parking Brake
SMCS - 7000-035
in.)



SENR36490003
Drive Chains
SMCS - 3261-012; 3261-011
Remove Drive Chains
Start By:
a. remove rear wheels
b. remove axles
1. Drain the oil from the tandem housing.
2. Remove bolts (1) and cover (2) from the top of the tandem housing. Remove bolts (3) and cover
(4) from each side of the tandem housing.
3. Turn the wheel spindle until the master link of the chain is at the openings.
4. Remove cotter pins (5) from the master link.
5. Install tooling (A) on the master link as shown.
6. Remove master link bar (6).
7. Remove the master link and tooling (A).
8. Turn the wheel spindle counterclockwise while pulling drive chain (7) out of the tandem
housing. Weight of the drive chain is 23 kg (50 lb.).
9. Do Steps 1 through 8 for the other drive chains.
Install Drive Chains
1. Put the drive chain in position on the drive sprocket and the wheel spindle sprocket with the
ends of the chain at the openings.
2. Install tooling (B) on the chain. Put the master link in position in the ends of the chain.
NOTE: Install the master link so the end where the cotter pins are installed is toward the other
chain. Make sure the master links of the two chains are not side by side on the same tooth of the
drive sprockets or they can hit each other. A bar (1) can be used to keep the wheel spindle from
turning.
3. Install tooling (A) on the chain.
5. Install the link bar (2) on the master link. Remove tooling (A).
6. Install the cotter pins in the master link.
7. Put cover (3) and the gasket in position on the tandem housing. Install the bolts and the washers
that hold the cover.
8. Put covers (4) and the gaskets in position on each side of the tandem housing. Install the bolts
and the washers that hold the covers.
End By:
a. install rear wheels
b. install axles



SENR36500044

SMCS - 3273-010

pressure is zero.


Specifications
SENR35550007

SMCS - 3273-010



SENR36490016
Transmission Hydraulic Control Valves

SMCS - 3152-016; 3152-015
Disassemble Transmission Hydraulic Control Valves
NOTE: See Disassemble Transmission for removal of transmission hydraulic control valves.
1. Remove bolts (1). Remove cover (3).
2. Remove the snap ring from the cover with tool (A). Remove retainer (2), the spring and poppet
from the cover.
3. Remove bolts (6). Remove pilot valve (4).
4. Remove pin (5) with a hammer and punch.
5. Remove stop (7). Remove the O-ring seal from the stop. Remove valve spool (8) from the pilot
valve body.
6. Remove detents (9) from the body.
7. Remove bolts (15). Remove directional control valve (10).
8. Remove bolts (11) and (14). Remove plates (12) and (13) from the directional control valve.
9. Remove valve spool (16) from the valve body.
10. Remove springs (18) and (19). Remove valve spool (17) from the valve body.
11. Remove differential control valve (20).
12. Remove the bolts that hold the two covers. Remove covers (21) and (22). Remove the O-ring
seal from cover (21).
13. Remove spring (23) and a valve spool (24) from each side of the differential control valve.
14. Remove valve spool (26) and spring (27).
15. Remove plug (30), spring (29), and washer (28). Remove the O-ring seal from the plug.
16. Remove valve spool (25) from the valve.
17. Remove spring (31) from sleeve (32).
18. Remove piston (34) and springs (33). Remove the slug from the piston.
19. Remove sleeve (32) from valve spool (25).
20. Remove dowel (35) from the valve and the stop with a hammer and punch.
21. Remove stop (36) from the valve. Remove the dowels and the eight dampers from the valve.
22. Remove modulating control valve (39) from the manifold.
seals from the covers.
24. Remove spring (46) and a valve spool (47) from each side of the modulating control valve.
25. Remove piston (40), two springs (41), and spacer (42) from the valve.
26. Remove valve spools (44) and (45) from the valve. Remove spacers (43) and the slug from
spool (44).
27. Remove the snap ring from valve spool (44) with tool (C).
28. Remove retainer (49), spring (51), and plunger (50) from the valve spool.
29. Remove pin (48) from the spool.
30. Put the spring in compression and remove snap ring (52) with tool (B).
31. Remove washer (53), spring (54), and washer (55) from valve spool (45).
Assemble Transmission Hydraulic Control Valves
1. Put valve spools (46) and (47) into position in the modulating control valve. Put springs (56 and
57) in position on the spools.
2. Put washer (53), spring (54), and washer (55) in position on the spool. Put the spring in
compression and install snap ring (52) with tool (B).
3. Put valve spool (45) in position in the valve.
4. Put two springs (41) in position on the spacer and piston (40). Put piston (40) into position in
the valve.
5. Put plunger (50), spring (51) and retainer (49) into position in the valve spool. Install the snap
ring in the spool with tool (C). Put pin (48) and spacers (58) in position on the spool. Put the slug
into position in the spool.
6. Put valve spool (44) into position in the valve.
7. Install the O-ring seals in the two covers. Put covers (37) and (38) in position on the valve.
Install bolts (59) that hold the two covers. Tighten bolts (59) to a torque of 30 ± 4 N·m (22 ± 3
lb.ft.).
8. Put modulating control valve (39) in position on manifold (60).
9. Put valve spools (24) in position in the differential control valve. Put springs (23) in position on
the spools.
10. Put spring (27) in position in valve spool (26). Put spool (26) into position in the valve.
11. Install O-ring seal (61) on the plug.
12. Put washer (28), spring (29), and plug (30) in position in the valve.
13. Put valve spool (25) into position in sleeve (32).
14. Put slug (62) and two springs (33) in position in piston (34).
15. Put piston (34) and the springs into position in the valve.
16. Put sleeve (32) and the valve spool into position in the valve. Put spring (31) in position on the
sleeve.
17. Put stop (36) into position in the valve. Install dowel (35) that holds the stop.
18. Install O-ring seal (63) in cover (21). Put covers (21) and (22) in position on the valve. Install
bolts (64) that hold the two covers. Tighten bolts (64) to a torque of 30 ± 4 N·m (22 ± 3 lb.ft.).
Install the eight dampers and the dowels.
19. Put differential control valve (20) in position on the modulating control valve.
20. Put valve spool (16) into position in the directional control valve.
21. Put valve spool (17) into position in the valve. Put springs (18) and (19) into position in the
spool.
22. Put plates (12) and (13) in position on the valve. Install bolts (65) that hold the two plates.
Tighten bolts (65) to a torque of 30 ± 4 N·m (22 ± 3 lb.ft.).
23. Put directional control valve (10) in position on the differential control valve.
24. Install bolts (15). Tighten bolts (15) to a torque of 30 ± 4 N·m (22 ± 3 lb.ft.).
25. Put detents (9) in position in the pilot valve. Install the pin that holds the detent in the valve.
27. Install the O-ring seal on the stop. Install stop (7) in the valve.
28. Put pilot valve (4) in position on the directional control valve.
29. Install bolts (6). Tighten bolts to a torque 30 ± 4 N·m (22 ± 3 lb.ft.).
30. Put poppet (66), spring (67), and retainer (2) in position in the cover.
31. Install snap ring (68) into the cover with tool (A).
32. Put cover (3) in position on the pilot valve.
NOTE: See Assemble Transmission for installation of transmission hydraulic control valves.


Specifications
SENR35550013

9W0706 (12G)
SMCS - 3152-016; 3152-015


Specifications
SENR35550014
Differential And Bevel Gear

2G6010 (12G)
SMCS - 3152-016; 3152-015
(1) After all internal parts are in place, torque housing bolts to ... 80 ± 7 N·m (60 ± 5 lb ft)
(2) Thickness for 15 new discs for the differential clutch ... 32.28 ± 1.55 mm (1.271 ± .061 in)
Thickness of one new 7D8185 Disc ... 1.52 ± 0.13 mm (.060 ± .005 in)
(Earlier) Thickness of one new 3T6338 Disc ... 2.87 ± 0.08 mm (.113 ± .003 in)
(Later) Thickness of one new 6Y7954 Disc ... 2.87 ± 0.08 mm (.113 ± .003 in)
(4) Torque for studs (in the case) ... 100 ± 14 N·m (75 ± 10 lb ft)
(7) Torque for studs ... 149 ± 20 N·m (110 ± 15 lb ft)
(10) Torque for studs ... 100 ± 14 N·m (75 ± 10 lb ft)
Adjustment Procedure For The 2G6010 Differential And

Bevel Gears:
1. Before the differential group is installed in the carrier, tighten nut (8) on pinion shaft (9) finger
tight, and check torque needed to turn the pinion shaft (any resistance to turning will be caused by
seal (11) on the pinion shaft). Make a record of the torque.
2. Tighten nut (8) on pinion shaft (9) until the torque needed to turn the pinion shaft is 0.7 ± 0.5
N·m (6.00 ± 4.00 lb.in) more than the torque found in Step 1.
3. Install the differential group in the carrier and tighten nuts (6) to a torque of ... 100 N·m (75 lb
ft)
4. Put the carrier in a position so the centerline for the axle is vertical and bevel gear (13) is on the
bottom.
5. Make an adjustment to nut (5) until free movement (backlash) between bevel gear (13) and
pinion shaft (9) is: ... 0.203 + 0.102 - 0.076 mm (.0080 + .0040 - .0030 in)
6. Tighten nut (12) to be sure the bearings and cages are against their seats. Loosen nut (12), then
finger tighten the nut to remove end play.
7. Use a dial indicator to measure the amount of change in dimension (X) when nut (12) is
tightened 1 to 2 notches further after it is finger tight. Dimension (X) must change by ... 0.178 ±
0.051 mm (.0070 ± .0020 in)
Install the locks.
8. Tighten nuts (6) to a torque of ... 380 ± 27 N·m (280 ± 20 lb ft)
Install the wire.
9. Turn the differential in the carrier and check the free movement (backlash) again between the
bevel gear and the pinion.


Specifications
SENR35550015
Bevel Gear Group

2G5885 (130G, 140G)
SMCS - 3152-016; 3152-015
(4) Torque for nuts ... 380 ± 27 N·m (280 ± 20 lb.ft.)
(9) Torque for studs (in the case) ... 100 ± 14 N·m (75 ± 10 lb.ft.)
Adjustment Procedure For The Bevel Gear Group:

1. Before the bevel gear group is installed in the carrier, tighten nut (6) on pinion shaft (7) finger
tight, and check torque needed to turn the pinion shaft (any resistance to turning will be caused by
seal (8) on the pinion shaft). Make a record of the torque.
2. Tighten nut (6) on pinion shaft (7) until the torque needed to turn the pinion shaft is 0.7 to 0.5
N·m (6 ± 4 lb.in.) more than the torque found in Step 1.
3. Install the bevel gear group in the carrier and tighten nuts (4) to a torque of ... 102 N·m (75
lb.ft.)
bottom.
pinion shaft (7) is ... 0.203 + 0.102 - 0.076 mm (.008 + .004 - .003 in.)
Make adjustments to nut (10) to remove end play while the adjustment is made to nut (3).
6. Tighten nut (10) to be sure the bearings and cages are against their seats. Loosen nut (10), then
0.051 mm (.007 ± .002 in.)
Install the locks.
8. Tighten nuts (4) to a torque of ... 380 ± 27 N·m (280 ± 20 lb.ft.)
Install the wire.
9. Turn the bevel gear in the carrier and check the free movement (backlash) again between the


Specifications
SENR35550016
Bevel Gear Group

SMCS - 3152-016; 3152-015
9D3340 (120G)
(4) Torque for nuts ... 380 ± 25 N·m (280 ± 20 lb.ft.)
(9) Apply 5P3413 Sealant to threads. Torque for studs (in the case) ... 55 ± 7 N·m (40 ± 5 lb.ft.)
(12) Apply Loctite #271 Red Anaerobic Sealant to plug. Install plug 2.3 ± 0.8 mm (.09 ± .03 in.)
below surface of carrier.
Adjustment Procedure For The 9D3340 Bevel Gear Group:

1. Before the bevel gear group is installed in the carrier, tighten nut (6) on the pinion shaft (7)
finger tight and check torque needed to turn the pinion shaft (any resistance to turning will be
caused by the seal (8) on the pinion shaft). Make a record of the torque.
2. Tighten nut (6) on the pinion shaft (7) until the torque needed to turn the pinion shaft is 0.7 ±
0.5 N·m (6 ± 4 lb.in.) more than the torque found in Step 1.
3. Install the bevel gear group in the carrier and tighten nuts (4) to a torque of 102 N·m (75 lb.ft.)
bottom.
pinion shaft (7) is ... 0.254 ± 0.051 mm (.010 ± .002 in.)
Make adjustments to nut (10) to remove end play while the adjustment is made to nut (3).
6. Tighten nut (10) to be sure bearings and cages are against their seats. Loosen nut (10), then
0.051 mm (.007 ± .002 in.)
Install the locks.
8. Tighten nuts (4) to a torque of ... 380 ± 25 N·m (280 ± 20 lb.ft.)
Install the wire.
9. Turn the bevel gear in the carrier and check the free movement (backlash) again between the
Adjustment Procedure For Backlash Of Ring Gear And

Preload Of Differential Support Bearings Through The Side
Bores In The Differential Case
1. Disconnect the parking brake actuator by releasing it with air pressure and removing the cotter
pin and pin or use air to keep the brake disengaged while adjustments are being made.
2. Remove locks (1) and (2) on bearing nuts (4) and (6). These nuts are used to adjust the
differential side bearing preloads.
3. Insert a drive axle shaft through both side gears of the differential from the ring gear side (on
nondifferentials, insertion in one spline is enough). Turn the shaft with a pipe wrench to rotate the
differential as the bearings are being adjusted.
4. Tighten nut (6) (on the side opposite the ring gear) as tight as possible by hand while rotating
the ring gear with the axle shaft. The ring gear must be rotated for the bearings to seat properly.
While tightening nut (6) and rotating the ring gear periodically, rock the ring gear against the
bevel gear so the backlash can be felt. An approximate backlash of 0.25 mm (.010 in.) should be
established by loosening or tightening nut (4) (ring gear side) while nut (6) is being tightened.
5. When the approximate backlash of 0.25 mm (.010 in.) has been established, rotate the ring gear
and tighten nut (4) as tight as can be done with hands. Mark the position of nuts (4) and (6) with a
marking pen or something similar.
6. Tighten nut (4) an additional three notches.
7. An accurate backlash setting must now be made. Refer to the Specifications section of the
model being adjusted.
8. To measure the pinion to ring gear backlash, mount a 8S2328 Dial Indicator with a magnetic
base (5) to the end of the differential housing assembly.
9. Fasten a 7D2844 Block or similar to one of the final drive mounting studs on the main frame.
Assemble dial indicator (5) so the indicator plunger is against this block at a radius equal to the
ring gear diameter and will indicate the rotational movement of the ring gear when it is rocked
through its backlash with the pinion gear.
10. Adjust nuts (4) and (6) equally to obtain the specified backlash. Check the marks made in Step
5 to assure a total preload of three notches from hand tight to the final locking position has been
maintained.
Example: If nut (4) has to be loosened two notches, then nut (6) should have been tightened two
notches.
11. Install locks (1) and (2) that hold nuts (4) and (6) in position. If the locks do not perfectly align
in the notches, do not advance the nuts more than a total of one half notch to align the two locks.



SENR36500044

SMCS - 3273-010

pressure is zero.



SENR36490011
Differential
SMCS - 3258-012; 3258-011
Remove Differential
Stand By:
a. remove fuel tank
b. remove fan drive
c. remove radiator and guard
d. remove air tank
e. remove rear bumper
f. remove parking brake rotochamber and release valve
g. remove differential lock actuator valve (if so equipped)
h. remove axles
1. Drain the oil from the transmission. Loosen clamps (1) on each end of the tube assembly slide
hose (3) onto the tube assembly. Remove tube assembly (2).
2. Remove hose assemblies (4).
3. Remove bolts (6) and retainer that hold couplings (8) to the transmission.
4. Loosen nuts (5) and slide couplings (8) free of the transmission. Lift control cables (7) out of
the links on the transmission control valves.
5. Remove bolts (9) to free the cable from the transmission.
6. Put tool (A) in position on the top of the transmission.
7. Install bolts (10), that were used with the lifting eyes, to hold the lifting bracket to the
transmission.
NOTE: The lifting eyes are used to remove the transmission only.
8. Fasten a hoist to tool (A).
9. Remove bolts (11) that hold the transmission housing to the flywheel housing.
10. Remove nuts (12) that hold the differential carrier to the bevel gear case. Install three 5/8" - 11
NC forcing screws in the differential carrier. Move the differential away from the bevel gear case
with the forcing screws.
11. Remove differential and transmission (13) as a unit. Weight is 907 kg (2000 lb.).
12. Remove four bolts from the manifold at the rear of the transmission.
13. Put the transmission and the differential in position on tool (B).
14. Install four bolts to hold the transmission to the bracket on tool (B).
15. Remove the hoist and tool (A) from the transmission.
16. Fasten a hoist and straps to the differential as shown.
17. Remove nuts (15) that hold differential (14) to the transmission.
18. Remove differential (14). Weight of the direct drive differential is 206 kg (455 lb.). Weight of
the unlocking differential is 227 kg (500 lb.).
Install Differential
1. Fasten a hoist to differential (1) as shown. Put the differential in position on the transmission.
Install the lockwashers and the nuts that hold the differential to the transmission. Remove the hoist
and the straps.
2. Install tooling (A) on transmission (2). Fasten a hoist to tooling (A). Remove the bolts that hold
the transmission on to the bracket on tool (B). Install the manifold and the bolts.
3. Put the transmission and the differential in position in the bevel gear housing and against the
flywheel housing. Turn the transmission oil pump to put the coupling in alignment with the
flywheel.
4. Install the nuts and the lockwashers that hold the differential to the bevel gear case. Install bolts
(5) that hold the transmission to the flywheel housing. Remove tooling (A). Install lifting eyes (3)
and the bolts that hold them.
5. Put filler tube (4) in position on the differential carrier. Install the bolts that hold it.
6. Loosen nuts (7) on each side of the machine. Turn bolts (6) away from the frame. Tighten nuts
(7).
7. Put cables (8) in position in the links of the transmission control valves. Push couplings (12)
into position in the transmission.
8. Tighten nuts (9) against the couplings. Put retainer (11) in position over the couplings.
9. Install bolts (10) that hold the retainer to the transmission.
10. Install bolts (13) that hold wiring harness to the transmission
11. Install hose assemblies (14).
12. Install tube assembly (16). Slide hose (17) onto the tube assembly. Tighten hose clamp (15).
13. Fill the transmission with oil to its correct level. See the Maintenance Manual.
End By:
a. install axles
b. install differential lock actuator valve (if so equipped)
c. install parking brake rotochamber and release valve
d. install rear bumper
e. install air tank
f. install radiator and guard
g. install fan drive
h. install fuel tank



SENR36490012
Differential (Unlocking)
SMCS - 3258-016; 3258-015
Disassemble Differential (Unlocking)
Start By:
a. remove differential
1. Bend the lock away from nut (1) and loosen nut (1) with tool (A).
2. Remove nut (1), lock (3) and washer (2).
3. Put the differential and the carrier in position as shown.
4. Remove wire (5) from the nuts on each side of the differential. Remove nuts (8).
5. Bend the locks away from bolts (6). Remove the bolts, the locks and locks (7) from the cap.
6. Remove cap (4) from the carrier.
7. Remove the dowel that holds the small cage in alignment with the cap.
8. Fasten a hoist and a strap to the differential (9) as shown. Lift the differential and remove it
from the carrier. Weight is 240 lb. (109 kg).
9. Remove the ring and seal (10) from the carrier.
10. Remove small cage (11) from the differential. Remove the nut and the bearing cup from the
cage.
11. Remove bearing (12) from housing (14) with tooling (B).
12. Remove bolts (13) and the washers that hold housing (14) to the clutch housing. Remove
housing (14). Remove the brass washer from the inner face of housing (14).
13. Remove gear (15) from the spinder gears.
14. Remove spider (18) and the gears and washers from the clutch housing.
15. Remove brass washers (16) and gears (17) from the spider.
16. Remove the brass bearings from the gears with tooling (C).
17. Remove gear (19) from the housing.
18. Turn the bevel gear, clutch housing and the piston housing over.
19. Remove cage (20). Remove the nut, the bearing cup, the ring and the two seals from cage (20).
20. Remove bolts (21) and the washers that hold piston housing (22) to the bevel gear and the
clutch housing. Remove piston housing (22).
21. Remove bearing (23) from the piston housing with tooling (B).
22. Turn the piston housing over.
23. Remove brass washer (24) and piston (25) from the piston housing. Remove the two seals
from the piston.
24. Remove discs (26) and disc assemblies (27) from the clutch housing.
25. Remove the pressure disc from the housing.
26. Remove pinion (28) from the carrier with tooling (D).
27. Remove bearing cups (29) and (31) from the carrier with a punch and a hammer.
28. Remove seal (30) from the carrier.
29. Remove bearing (32) from the pinion with tooling (E).
Assemble Differential (Unlocking)
1. Heat bearing (32) in oil to a temperature of 135° C (275° F). Install bearing (32) on pinion (1).
2. Lower the temperature of the two bearing cups for the pinion. Install the bearing cups in
differential carrier (33).
3. Install the seal in the differential carrier. Install the seal with the lip toward the bevel gear. Put a
small amount of oil on the lip of the seal.
4. Put pinion (28) in position on a block as shown. Install tooling (A) on carrier (33) and fasten a
hoist to tooling (A). Lift the carrier and put it in position over pinion (28) so bearing (32) is in its
seat in the bearing cup.
5. Heat bearing (34) in oil to a temperature of 135° C (275° F).
6. Install bearing (34) on pinion (28). Make sure the bearing is in its seat in the bearing cup. Lift
the carrier and remove the block from under the pinion. Put the carrier on the floor. Remove
tooling (A) from the carrier.
7. Install the washer, the lock and nut (35) on the pinion. Do not tighten the nut.
8. Put two 6.35 mm (.250 in.) dowels in the splines of the pinion. Put the dowels in position 180°
apart. Install tooling (B) over the pinion and the dowels.
9. Check the amount of torque needed to move the pinion without any preload on the pinion
bearings. Remove the torque wrench from tooling (B).
10. Install a ratchet on tooling (B).
11. Install tool (C) on nut (35). Tighten nut (35) with tool (C) while holding the pinion with the
ratchet. Tighten the nut enough to get a torque of 0.7 ± 0.5 N·m (6 ± 4 lb.in.) more than the torque
needed to turn the pinion when the bearings were not preloaded. Remove tooling (B) and (C).
12. Put clutch housing (36) in position on the floor as shown. Put a block of wood 63.5 mm (2 1/2
in.) high in the center of the housing. Put gear (37) in position on the block.
13. Put the pressure disc in position in clutch housing (36). Install the eight discs and the seven
disc assemblies in the housing starting with a disc.
NOTE: Put clean SAE 30 oil on the discs and disc assemblies (27) at installation.
14. Put the large brass washer on the face of gear (37). Make sure the hole in the washer is in
alignment with the dowel in the housing.
15. Install the seals on the outside and the inside of the piston. Install the seals so the lips are
toward the bottom of the bore for the piston in the piston housing. Put some clean SAE 30 oil on
the lips of the seals. Install the piston in housing (22).
16. Heat bearing (38) in oil to a temperature of 135° C (275° F). Install bearing (38) on the hub of
piston housing (22).
17. Put piston housing (22) and the bevel gear in position on clutch housing (36). Make sure the
holes in both housings and the bevel gear are in alignment.
18. Install three 5/8" - 11 NC forged eyebolts (39) in piston housing (22). Install the bolts and the
washers that hold the piston housing to the bevel gear and the clutch housing. Put a bar in position
as shown in the eyebolts. Tighten bolts (21) to a torque of 250 ± 13 N·m (185 ± 10 lb.ft.).
19. Remove the bar and the eyebolts.
20. Turn the housings and the bevel gear over. Be careful that gear (37) does not fall out.
21. Install the brass bearings in spider gears (17) with tool (E) and an arbor press.
22. Install gears (17) and brass washers (16) on spider (18). Put the spider and the gears in position
on the clutch housing as shown.
NOTE: Make sure the notches in the brass washers are up.
23. Install gear (15) as shown on the spider gears. Install the large brass washer on the face of gear
(15). Make sure the hole in the washer is in alignment with the dowel in the housing.
24. Put housing (14) in position on the clutch housing. Tool (F) can be used to make sure the
notches in washers (16) are in alignment with the dowels in housing (14). Install bolts (13) the
washers. Tighten the bolts to a torque of 80 ± 7 N·m (60 ± 5 lb.ft.).
housing (14).
26. Install the bearing cup and nut (39) in cage (11). Install ring (40) and the two seals on the cage.
27. Put the cage in position over the bearing.
28. Install the nut and the bearing cup in cage (41). Put cage (41) in position over the bearing.
29. Fasten a hoist and a strap to the differential. Put the differential in position on the carrier.
Install the ring and seal between the carrier and cage (11). Make sure the opening in the cage is in
alignment with the ring and seal.
30. Put cap (4) in position over the studs in the carrier. Install the dowel in cage (41). Make sure
the dowel is in alignment with the hole in cap (4).
31. Install nuts (8) that hold the cap to the carrier. Tighten the four nuts to a torque of 380 ± 25
(280 ± 20 lb.ft.).
32. Put the differential in position as shown. Put tooling (D) in position on the differential and
against a tooth on the bevel gear. Turn the bevel gear to measure the gear clearance (backlash)
between the pinion and the bevel gear.
33. Make an adjustment to nut (39) under the bevel gear with tool (C), while keeping nut (42)
finger tight against the top bearing, to get a gear clearance (backlash) of 0.20 - 0.05 mm (.008
± .002 in.).
34. Loosen nut (42). Tighten the nut by hand to remove the end play. Tighten nut (42) 1 to 1
1/2notches and measure the amount of change in dimension (X) with tooling (D). Dimension (X)
must change by 0.13 ± 0.05 mm (.005 ± .002 in.).
35. Tighten nuts (8). Turn the differential and measure the gear clearance (backlash) again.
36. Put locks (7) in position on the cap. Install the locks and bolts that hold locks (7). Bend the
locks against the bolts. Install wires (5) through the studs and nuts on each side of the differential.
37. Install all the O-ring seals on the differential.
End By:
a. install differential



SENR36490013
Differential (Direct Drive)

SMCS - 3258-016; 3258-015
Disassemble Differential (Direct Drive)
Start By:
1. Remove all the O-ring seals from the differential. Bend the lock away from nut (1) and remove
nut (1) with tool (A).
2. Remove lock (2) and washer (3) from the shaft.
3. Put the differential in position with the bevel gear up as shown.
4. Remove wire (7) from each side of the differential. Remove nuts (6) that hold the cap to the
carrier.
5. Remove bolt (4) from each side of the differential.
6. Remove lock (5) from each side of the differential.
8. Remove dowel (9) from each of the cages on the differential.
9. Fasten a hoist and a strap to the differential.
10. Remove differential (10). Weight is 73 kg (160 lb.).
11. Remove cages (11) and (12). Remove the nuts and the bearing cups from the cages.
13. Remove bearing cone (13) with tooling (B).
14. Turn the differential on its other end. Put it on blocks as shown. Remove bolts (14) and the
washers that hold the hub and the bevel gear to the other hub.
15. Install three 5/8" - 11 NC forged eyebolts in hub (17) as shown. Fasten a hoist to eyebolts (15).
16. Remove hub (17) from the bevel gear. Remove the bevel gear from the other hub.
17. Remove bearing cone (16) from hub (17) with tooling (B).
18. Remove pinion (18) from the differential carrier with tooling (C).
19. Remove bearing cups (20) and (21) from the differential carrier.
20. Remove seal (19) from the differential carrier.
21. Remove bearing cone (22) from pinion (18) with tooling (D).
Assemble Differential (Direct Drive)
1. Heat bearing (22) in oil to a temperature of 135°C (275°F). Install bearing (22) on pinion (18).
13. Install bearing (13) on hub (26).
14. Heat bearing (16) in oil to a temperature of 135° C (275° F). Install the bearing on hub (17).
15. Put hub (26) in position on blocks with its bearing down. Put bevel gear (27) in position on
hub (26). Install three 5/8" - 11 NC forged eyebolts in hub (17). Fasten a hoist to eyebolts (15). Put
the hub in position on the bevel gear. Remove the hoist.
16. Install bolts (14) and the washers that hold the hub and the bevel gear to hub (26). Tighten the
bolts to a torque of 250 ± 13 N·m (185 ± 10 lb.ft.).
17. Remove the eyebolts from the differential.
18. Install the bearing cups and nuts (28) in cages (14). Put the cages in position on the hubs.
20. Lift the differential and put it in position on the carrier. Remove the hoist and the strap.
NOTE: Make sure the holes in the cages are up.
21. Install dowels (9) in the cages.
22. Put cap (8) in position on the cages and the studs. Make sure the dowels in the cages are in
alignment with the holes in the cap.
23. Install nuts (6) that hold the cap to the carrier. Tighten the nuts to a torque of 380 ± 25 N·m
(280 ± 20 lb.ft.).
against a tooth on the bevel gear. Turn bevel gear (27) to measure the gear clearance (backlash)
25. Make an adjustment to the nut under the bevel gear with tool (C), while keeping nut (29)
finger tight against the top bearing, to get a gear clearance (backlash) of 0.20 + 0.10 - 0.08 mm
(.008 + .004 - .003 in.).
26. Loosen nut (29). Tighten the nut by hand to remove the end play. Tighten nut (29) 1 1/2 to 2
notches and measure the amount of change in dimension (X) with tooling (D). Dimension (X)
28. Put locks (5) in position on the cap. Install the locks and bolts (4) that hold the locks. Bend the
locks against the bolts.
29. Install wires (7) on the studs on each side of the differential.
End By:



SENR36490021
Differential (120G)
SMCS - 3258-012; 3258-011
Remove Differential
Start By:
a. remove fuel tank
b. remove fan drive
c. remove radiator and guard
d. remove air tank
e. remove rear bumper
g. remove axles
h. remove differential lock actuator valve (if so equipped)
1. Drain the oil from the transmission and the bevel gear case. Put identification on oil lines (2) as
to their location on the relief control valve. Disconnect lines (2).
2. Loosen the nut on bolts (1) on each side of the engine. Tighten bolts (1) until they are against
the frame. Tighten the nuts.
3. Remove the bolts that hold retainer (3) to the transmission. Remove the nuts from couplings (4).
Slide the retainer and the couplings away from the transmission. Remove cable ends (5) from the
links in the control valves.
4. Remove the lifting eyes from the top of the transmission. Install tool (A) on the transmission.
Fasten a hoist to tool (A).
5. Remove bolts (6) that hold the flange of the transmission to the flywheel housing.
6. Remove nuts (7) that hold the differential carrier to the bevel gear case.
7. Install three 1/2" - 13 NC forcing screws in the differential carrier. Move the carrier off the
studs with the forcing screws.
8. Remove the transmission and the differential as a unit. Weight is 862 kg (1900 lb.).
9. Remove four of the bolts from manifold (8).
10. Put the transmission and differential in position on tool (B). Install four bolts to hold the
transmission to the bracket on tool (B).
11. Remove the hoist and tool (A) from the transmission.
12. Fasten a hoist and straps to the differential as shown. Remove nuts (9) that hold the differential
to the transmission.
13. Remove differential (10). Weight of the direct drive differential is 136 kg (300 lb.). Weight of
the unlocking differential is 181 kg (400 lb.).
Install Differential
1. Fasten a hoist and straps to the differential as shown. Put the differential in position on the
transmission. Install the lockwashers and the nuts that hold differential (1) to the transmission.
Remove the hoist and the straps.
2. Install tool (A) on the transmission. Fasten a hoist to tool (A). Remove the bolts that hold the
transmission to the bracket on tool (B). Install the four bolts in the manifold.
3. Put the differential and transmission in position in the bevel gear case and in alignment with the
flywheel.
NOTE: Turn the transmission oil and scavenge pump to put the coupling in alignment with the
flywheel.
4. Install the lockwashers and nuts (2) that hold the differential carrier to the bevel gear case.
5. Install bolts (3) and the lockwashers that hold the flange of the transmission to the flywheel
housing.
6. Remove tool (A) and install lifting eyes (5).
7. Connect oil lines (4) to their correct locations on the relief control valve.
8. Loosen the nuts on bolts (6) and turn the bolts away from the frame. Tighten the nuts.
9. Connect cable ends (8) to the links for the control valves. Slide couplings (7) into the
transmission. Tighten the nuts against the couplings. Install retainer (9) and the bolts that hold it.
10. Fill the bevel gear case and the transmission with oil to their correct levels.
End By:
a. install differential lock actuator valve (if so equipped)
b. install axles
c. install air tank
d. install fan drive
e. install radiator and guard
f. install rear bumper
g. install fuel tank
h. install parking brake rotochamber and release valve



SENR36490022
Differential (Unlocking) (120G)

SMCS - 3258-016; 3258-015
Disassemble Differential (Unlocking) (120G)
Start By:
1. Bend the lock away from nut (1) and loosen nut (1) with tool (A).
2. Remove nut (1), lock (3) and washer (2).
3. Put the differential and the carrier in position as shown.
4. Remove wire (5) from the nuts on each side of the differential. Remove nuts (8).
5. Bend the locks away from bolts (6). Remove the bolts, the locks and locks (7) from the cap.
7. Remove the dowel that holds the small cage in alignment with the cap.
8. Fasten a hoist and a strap to the differential (9) as shown. Lift the differential and remove it
from the carrier. Weight is 109 kg (240 lb.).
9. Remove the ring and seal (10) from the carrier.
10. Remove small cage (11) from the differential. Remove the nut and the bearing cup from the
cage.
11. Remove bearing (12) from housing (14) with tooling (B).
12. Remove bolts (13) and the washers that hold housing (14) to the clutch housing. Remove
housing (14). Remove the brass washer from the inner face of housing (14).
13. Remove gear (15) from the spider gears.
14. Remove spider (18) and the gears and washers from the clutch housing.
15. Remove brass washers (16) and gears (17) from the spider.
16. Remove the brass bearings from the gears with tooling (C).
17. Remove gear (19) from the housing.
18. Turn the bevel gear, clutch housing and the piston housing over.
19. Remove cage (20). Remove the nut, the bearing cup, the ring and the two seals from cage (20).
20. Remove bolts (21) and the washers that hold piston housing (22) to the bevel gear and the
clutch housing. Remove piston housing (22).
21. Remove bearing (23) from the piston housing with tooling (B).
22. Turn the piston housing over.
23. Remove brass washer (24) and piston (25) from the piston housing. Remove the two seals
from the piston.
24. Remove discs (26) and disc assemblies (27) from the clutch housing.
25. Remove the pressure disc from the housing.
26. Remove pinion (28) from the carrier with tooling (D).
27. Remove bearing cups (29) and (31) from the carrier with a punch and a hammer.
28. Remove seal (30) from the carrier.
29. Remove bearing (32) from the pinion with tooling (E).
Assemble Differential (Unlocking)
12. Put clutch housing (36) in position on the floor as shown. Put a block of wood 63.5 mm (2 1/2
in.) high in the center of the housing. Put gear (37) in position on the block.
13. Put the pressure disc in position in clutch housing (36). Install the nine discs and the eight disc
assemblies in the housing starting with a disc.
NOTE: Put clean SAE 30 oil on the discs and disc assemblies (27) at installation.
14. Put the large brass washer on the face of gear (37). Make sure the hole in the washer is in
alignment with the dowel in the housing.
15. Install the seals on the outside and the inside of the piston. Install the seals so the lips are
toward the bottom of the bore for the piston in the piston housing. Put some clean SAE 30 oil on
the lips of the seals. Install the piston in housing (22).
16. Heat bearing (38) in oil to a temperature of 135° C 275° F). Install bearing (38) on the hub of
piston housing (22).
17. Put piston housing (22) and the bevel gear in position on clutch housing (36). Make sure the
holes in both housings and the bevel gear are in alignment.
18. Install three 5/8" - 11 NC forged eyebolts (39) in piston housing (22). Install the bolts and the
washers that hold the piston housing to the bevel gear and the clutch housing. Put a bar in position
as shown in the eyebolts. Tighten bolts (21) to a torque of 251 ± 14 N·m (185 ± 10 lb.ft.).
19. Remove the bar and the eyebolts.
20. Turn the housings and the bevel gear over. Be careful that gear (37) does not fall out.
21. Install the brass bearings in spider gears (17) with tool (E) and an arbor press.
22. Install gears (17) and brass washers (16) on spider (18). Put the spider and the gears in position
on the clutch housing as shown.
NOTE: Make sure the notches in the brass washers are up.
23. Install gear (15) as shown on the spider gears. Install the large brass washer on the face of gear
(15). Make sure the hole in the washer is in alignment with the dowel in the housing.
24. Put housing (14) in position on the clutch housing. Tool (F) can be used to make sure the
notches in washers (16) are in alignment with the dowels in housing (14). Install bolts (13) and the
washers. Tighten the bolts to a torque of 55 ± 7 N·m (40 ± 5 lb.ft.).
housing (14).
26. Install the bearing cup and nut (39) in cage (11). Install ring (40) and the two seals on the cage.
27. Put the cage in position over the bearing.
28. Install the nut and the bearing cup in cage (41). Put cage (41) in position over the bearing.
29. Fasten a hoist and a strap to the differential. Put the differential in position on the carrier.
Install the ring and seal between the carrier and cage (11). Make sure the opening in the cage is in
alignment with the ring and seal.
30. Put cap (4) in position over the studs in the carrier. Install the dowel in cage (41). Make sure
the dowel is in alignment with the hole in cap (4).
31. Install nuts (26) that hold the cap to the carrier. Tighten the four nuts to a torque of 380 ± 25
N·m (280 ± 20 lb.ft.).
against a tooth on the bevel gear. Turn the bevel gear to measure the gear clearance (backlash)
33. Make an adjustment to nut (39) under the bevel gear with tool (C) or a punch, while keeping
nut (25) finger tight against the top bearing, to get a gear clearance (backlash) of 0.25 ± 0.05 mm
(.010 ± .002 in.).
34. Loosen nut (42). Tighten the nut by hand to remove the end play. Tighten nut (42) to 1 1/2
36. Put locks (7) in position on the cap. Install the locks and bolts that hold locks (7). Bend the
locks against the bolts. Install wires (5) through the studs and nuts on each side of the differential.
End By:



SENR36490023
Differential (Direct Drive) (120G)

SMCS - 3258-016; 3258-015
Disassemble Differential (Direct Drive)
Start By:
1. Remove all the O-ring seals from the differential. Bend the lock away from nut (1) and remove
nut (1) with tool (A).
2. Remove lock (3) and washer (2) from the shaft.
3. Put the differential in position with the bevel gear up as shown.
4. Remove wire (7) from each side of the differential. Remove nuts (6) that hold the cap to the
carrier.
5. Remove bolt (4) from each side of the differential.
6. Remove lock (5) from each side of the differential.
8. Remove dowel (9) from each of the cages on the differential.
10. Remove differential (10). Weight is 73 kg (160 lb.).
11. Remove cages (11) and (12). Remove the nuts and the bearing cups from the cages.
13. Remove bearing cone (13) with tooling (B).
14. Turn the differential on its other end. Put it on blocks as shown. Remove bolts (14) and the
washers that hold the hub and the bevel gear to the other hub.
15. Install three 5/8" - 11 NC forged eyebolts in hub (17) as shown. Fasten a hoist to eyebolts (15).
16. Remove hub (17) from the bevel gear. Remove the bevel gear from the other hub.
17. Remove bearing cone (16) from hub (17) with tooling (B).
18. Remove pinion (18) from the differential carrier with tooling (C).
19. Remove bearing cups (20) and (21) from the differential carrier.
20. Remove seal (19) from the differential carrier.
21. Remove bearing cone (22) from pinion (18) with tooling (D).
Assemble Differential (Direct Drive)
13. Install bearing (13) on hub (26).
14. Heat bearing (16) in oil to a temperature of 135° C (275° F). Install the bearing on hub (26).
15. Put hub (26) in position on blocks with its bearing down. Put bevel gear (27) in position on
hub (26). Install three 5/8" - 11 NC forged eyebolts in hub (17). Fasten a hoist to eyebolts (5). Put
the hub in position on the bevel gear. Remove the hoist.
16. Install bolts (14) and the washers that hold the hub and the bevel gear to hub (26). Tighten the
bolts to a torque of 251 ± 14 N·m (185 ± 10 lb.ft.).
17. Remove the eyebolts from the differential.
18. Install the bearing cups and nuts (28) in cages (11). Put the cages in position on the hubs.
20. Lift the differential and put it in position on the carrier. Remove the hoist and the strap.
NOTE: Make sure the holes in the cages are up.
21. Install dowels (9) in the cages.
22. Put cap (8) in position on the cages and the studs. Make sure the dowels in the cages are in
alignment with the holes in the cap.
23. Install nuts (17) that hold the cap to the carrier. Tighten the nuts to a torque of 380 ± 25 N·m
(280 ± 20 lb.ft.).
against a tooth on the bevel gear. Turn bevel gear (27) to measure the gear clearance (backlash)
25. Make an adjustment to the nut under the bevel gear with tool (C) or a punch, while keeping
nut (29) finger tight against the top bearing, to get a gear clearance (backlash) of 0.25 ± 0.05 mm
(.010 ± .002 in.).
26. Loosen nut (29). Tighten the nut by hand to remove the end play. Tighten nut (29) 1/2 to 2
27. Tighten nuts (6) to a torque of 380 ± 25 N·m (280 ± 20 lb.ft.). Turn the differential and
measure the gear clearance (backlash) again.
28. Put locks (5) in position on the cap. Install the locks and bolts (4) that hold the locks. Bend the
locks against the bolts.
29. Install wires (7) on the studs on each side of the differential.
End By:


Specifications
SENR35550022
Tandem Groups
8D8830 (Old) 8W8881 (New) (120G); 7D8280 (12G & 140G);
7D8280 (Old) 8W8945 (New) (130G)
SMCS - 3258-016; 3258-015
(7D8280 Shown)
NOTE: Cover assembly must be installed on housing assembly (4) so plunger assembly (3) is
toward centerline of machine.



SENR36490005
Tandem Housings
SMCS - 4064-012; 4064-011
Remove Tandem Housings
Start By:
1. Fasten a hoist to tandem housing (2) as shown. Install tooling (A) on the brake and wheel
spindle housings and the hoist.
2. Release the air pressure from the air tank by loosening the bleed valves.
Do not disconnect the air line from the tandem housing until the air
pressure is zero.
3. Disconnect air line (1) from the junction block on the frame.
4. Remove nuts (4) and the washers that hold tandem housing (2) to final drive housing (3).
5. Remove tandem housing (2). Weight is 594 kg (1310 lb.).
6. Do Steps 1 through 5 for the other tandem housing.
Install Tandem Housings
1. Fasten a hoist and tooling (A) to the tandem housing.
2. Put tandem housing (1) in position on final drive housing (3).
3. Install nuts (2) and the washers that hold the tandem housing to the final drive housing. Tighten
the nuts to a torque of 250 ± 13 N·m (185 ± 10 lb.ft.).
4. Remove the hoist and tooling (A) from the tandem housing.
5. Connect the air line to its correct location.
End By:



SENR36490006
Drive Sprockets
SMCS - 4072-011; 4072-012
Remove Drive Sprockets
Start By:
a. remove tandem housings
1. Remove nut (1) with tool (A).
2. Remove sprockets (2) and (3). Weight of one sprocket is 15 kg (32 lb.).
3. Do Steps 1 through 2 for the other drive sprockets.
Install Drive Sprockets
1. Put sprocket (1) in position on the shaft. Install sprocket (1) with the hub of the sprocket away
from the final drives.
2. Put sprocket (2) in position on the shaft. Install sprocket (2) with the hub toward the hub on
sprocket (1).
3. Put the nut that holds the sprockets on the shaft in position on the shaft. Install the axle in the
differential and final drive.
NOTICE
The following procedure must be used to put the correct amount of

preload on the bearings for the final drives:
a. Tighten the nut to a torque of 135 N·m (100 lb.ft.) with tool (A).
b. Turn the sprockets to put the bearings in their seats.
c. Hit the hub of the sprocket with a large punch and a hammer.
d. Do Steps a, b and c until the nut does not turn when it is tightened.
e. Loosen the nut.
f. Tighten the nut to a torque of 70 N·m (50 lb.ft.).
g. If the nut is in a locking position, install the cover and the bolts that hold it.
h. If the nut is not in a locking position, tighten the nut to the next nearest locking position. Install
the cover and the bolts.
End By:
a. install tandem housings



SENR36490018
Tandem Housings (120G)

SMCS - 4064-011; 4064-012
Start By:
1. Lift the machine and install tooling (A) under the frame as shown. Fasten a hoist and tooling
(B) to the tandem housing and the wheel spindle.
pressure is zero.
3. Disconnect air line (1) for the brakes from block (2) on the tandem housing.
4. Remove nuts (3) and the lockwashers that hold the tandem housing to the final drive. Remove
the tandem housing. Weight is 816.5 kg (1800 lb.).
1. Fasten a hoist and tooling (B) to the tandem housing and the wheel spindle as shown. Put
tandem housing (2) in position on the final drive.
2. Install the lockwashers and nuts (3) that hold the tandem housing to the final drive. Tighten nuts
(3) to a torque of 130 ± 7 N·m (95 ± 5 lb.ft.).
3. Connect air line (1) for the brakes to the block on the tandem housing.
4. Remove tooling (B) and the hoist.
End By:



SENR36490019
Drive Sprockets (120G)

SMCS - 4072-011; 4072-012
Start By:
1. Remove the nut that holds the sprockets on the shaft with tool (A).
3. Do Steps 1 and 2 for the other drive sprockets.
1. Install sprocket (1) on the shaft with the hub of the sprocket away from the final drive.
2. Install sprocket (2) on the shaft with the hub toward the hub on sprocket (1).
3. Install nut (3) that holds the sprockets. Install the axle in the differential and the final drive.
NOTICE

preload on the bearings for the final drive:
a. Tighten nut (3) to a torque of 170 N·m (125 lb.ft.) with tool (A).
e. Loosen the nut.
End By:


Specifications
SENR35550018
Final Drive Groups

SMCS - 4072-011; 4072-012
(5T7155 Shown)
5T7155 (12G, 130G, 140G)

(1) Torque for 38 nuts ... 300 ± 15 N·m (220 ± 11 lb ft)
Lubricate washer faces and stud threads with 2P2506 Thread Lubricant before assembly.
NOTE: Hand check torque for nuts 100%
(2) Torque for studs (in case) ... 149 ± 20 N·m (110 ± 15 lb ft)
(5) Apply 5P0960 Multipurpose Grease to the washers and rings surface.
(6) Press seal flush with end of housing.
(7) Adjust shim pack thickness to provide end play of ... 0.00 to 0.06 mm (.000 to .002 in)
(8) Install retainer with bevel toward sprocket as shown.
Bearing Adjustment Procedure:
NOTE: The procedure that follows must be used to put the correct amount of preload on the
bearings for the final drive:
1. Rotate shaft (9) and hit (strike) the hub of sprockets (10) while tightening nut (11) with spanner
wrench.
2. Tighten nut (11) until a torque of 11.30 ± 1.13 N·m (100.570 ± 10.057 lb in) above seal drag is
required to rotate shaft.
3. Back off nut (11) one locking position and hit (strike) the hub of sprockets (10) again.
4. Final torque to rotate shaft (9) should be 3.95 ± 1.13 N·m (35.155 ± 10.057 lb in) above seal drag.
5T7156 (120G)
(1) Torque for 40 nuts ... 170 ± 15 N·m (125 ± 11 lb ft)
Lubricate washer faces and stud threads with 2P2506 Thread Lubricant before assembly.
NOTE: Hand check torque for nuts 100%
(2) Torque for studs (in case) ... 100 ± 14 N·m (75 ± 10 lb ft)
(5) Apply 5P0960 Multipurpose Type Grease to the washers and rings surface.
(6) Press seal flush with end of housing.
(7) Adjust shim pack thickness to provide end play of ... 0.06 to 0.10 mm (.002 to .004 in)
(8) Install retainer with part number toward the sprocket.
Bearing Adjustment Procedure:
NOTE: The procedure that follows must be used to put the correct amount of preload on the
bearings for the final drive:
1. Rotate shaft (9) and hit (strike) the hub of sprockets (10) while tightening nut (11) with spanner
wrench.
2. Tighten nut (11) until a torque of 7.91 ± 1.13 N·m (70.399 ± 10.057 lb in) above seal drag is
required to rotate shaft.
3. Back off nut (11) one locking position and hit (strike) the hub of sprockets (10) again.
4. Final torque to rotate shaft (9) should be 2.26 ± 1.13 N·m (20.114 ± 10.057 lb in) above seal drag.



SENR36490001
Axles
SMCS - 3259-011; 3259-012
Remove Axles
1. Remove the oil from the tandem housings and the bevel gear case to a level below the axles.
2. Remove bolts (2). Remove cover (1) and the gasket from the tandem housing.
3. Bend locks (4) away from bolts (5) that hold retainer (3). Remove the bolts.
4. Install two 3/8" - 16 NC forcing screws in the retainer. Remove retainer (3) with forcing screws
(6).
5. Install a 1/2" - 13 NC forged eyebolt (7) in the end of the axle. Remove axle (8).
6. Install tooling (A) on the axle and bearing (9). Remove bearing (9) with tooling (A).
7. Repeat steps 1 through 6 for the other axle.
Install Axles
1. Install bearing (1) on the axle with tooling (A).
2. Put axle (2) in position in the final drive.
3. Install the axle in the final drive and differential. The axle must be turned to put the splines on
the axle in alignment with the splines in the final drive and differential.
4. Put retainer (3) in position on the final drive. Install bolts (5) and locks (4) that hold the retainer
to the final drive. Bend the locks against the bolts.
5. Put the cover in position on the tandem housing. Install the bolts that hold the cover.
6. Fill the tandem housing and the bevel gear case with oil to the correct level.
7. Do Steps 1 through 6 for the other axle.



SENR36490006
Drive Sprockets
SMCS - 4072-011; 4072-012
Start By:
1. Remove nut (1) with tool (A).
1. Put sprocket (1) in position on the shaft. Install sprocket (1) with the hub of the sprocket away
from the final drives.
2. Put sprocket (2) in position on the shaft. Install sprocket (2) with the hub toward the hub on
sprocket (1).
3. Put the nut that holds the sprockets on the shaft in position on the shaft. Install the axle in the
differential and final drive.
NOTICE

preload on the bearings for the final drives:
e. Loosen the nut.
End By:



SENR36490007
Final Drives
SMCS - 4050-015
Disassemble Final Drives
Start By:
a. remove axles
1. Remove the nut that holds the sprockets on the shaft with tooling (A). Install tooling (B) on the
shaft.
2. Lift the machine off the ground. Install tooling (D) under the rear frame as shown. Remove the
bolts that hold covers (1) from the tandem housing. Remove covers (1).
3. Install tooling (C) on the rear wheels. Fasten a hoist to the tandem housing and tooling (C).
Install tooling (E) between tooling (C) and the hoist to help keep the tandem housing in balance.
Disconnect the air line from the tandem housing.
4. Remove nuts (2) and the washers that hold the tandem housing to the final drive housing.
5. Move the tandem housing away from the final drive housing and on to tooling (B).
NOTE: Tooling (B) keeps the sprockets in their correct positions in the tandem housing.
6. Remove tooling (B) from the shaft. Do not remove tooling (B) from the sprockets.
7. Move the tandem housing away from the machine. Weight is 1043 kg (2300 lb.).
8. Remove O-ring seal (3) from the housing. Remove bearing (4) from the shaft.
9. Remove bolts (5) that hold retainer (6) to the housing. Remove retainer (6).
10. Remove the washer that is between the final drive housing and retainer (6). The washer is in
three sections.
11. Install two 5/8" - 11 NC forged eyebolts (11) and nuts in the housing as shown. Put a fork lift
truck in position under the housing. Install tooling (F) on the lift truck and the eyebolts.
12. Pull the outer housing (8) from the inner housing with tooling (F).
13. Remove two oscillation bearing rings (9) from the housings. Remove washer (7) from the
inner housing. Washer (7) is in three sections.
14. Put tooling (G) and a floor jack in position under inner housing (13). A rag can be put between
tooling (G) and the housing to prevent damage to the housing.
15. Remove nuts (10) and the washers that hold inner housing (13) to the bevel gear case.
16. Install two 3/4" - 10 NC forcing screws (14) in the housing. Remove the inner housing far
enough to install tooling (H) on the housing. Fasten a hoist to tooling (H). Put an axle in position
in the final drive housing to help keep the housing in balance.
17. Install a wire around the forcing screws and the planet carrier to keep the planet carrier from
falling. Remove inner housing (13) and the planet carrier. Weight is 163 kg (360 lb.). Remove O-
ring seal (12). Remove the O-ring seal from the inside surface of inner housing (13).
18. Put the final drive housing in position on blocks with the planet carrier up. Remove the wire
and the forcing screws from the housing.
19. Remove pinion (16) from planet carrier (15). Fasten a hoist to planet carrier (15) and remove
it. Weight is 41 kg (90 lb.).
20. Bend the locks away from the bolts that hold shafts (17) to the planet carrier. Remove the
locks and the bolts. Remove retainers (18) from the shafts.
21. Remove shafts (17) from the planet carrier. Remove gears (21) and washers (20) from the
planet carrier. Remove rollers (19) from gears (21).
22. Remove ring (23) from the planet carrier with tooling (I). Remove washer (22) from the planet
carrier.
23. Bend the locks away from bolts (25). Remove bolts (25). Remove plates (26) that hold ring
(24) to the housing.
24. Remove ring gear (24). Weight is 17 kg (38 lb.).
25. Remove shaft (27) from the housing. Weight is 18 kg (40 lb.).
26. Remove bearing (28) from shaft (27) with tooling (J).
27. Remove bearing cup (29) from the housing with tooling (K). Remove the lip-type seal from
the housing. Remove the bearing cup from the other end of the housing with a hammer and a
punch.
28. Do Steps 1 through 27 for the other final drive.
Assemble Final Drives
1. Lower the temperature of bearing cup (29). Install bearing cup (29) in the housing.
2. Install the seal in the housing with tooling (J). Install the seal with the lip toward bearing cup
(29). Put clean oil on the seal.
3. Put inner housing (13) in position on blocks as shown. Lower the temperature of the bearing
cup and install it in the housing.
4. Heat bearing (28) in oil to a maximum temperature of 135° C (275° F). Install bearing (28) on
shaft (27). Install the shaft and the bearing in the bearing cup and housing (13).
5. Put ring gear (24) in position on housing (13). Install plates (26) in the groove of the ring gear.
Install the locks and bolts (25) on the plates. Bend the locks against the bolts.
6. Install the washer in the carrier. Install the large retaining ring that holds the washer with tool
(B).
7. Install the rollers in the gears. Install the gears and the washers in planet carrier (30). Install
shafts (17) that hold the gears in the planet carrier. Install the retainers, the bolts and the locks that
hold the retainers. Bend the lock against the bolts.
8. Put the carrier on its other end. Fasten a hoist to the carrier. Put planet carrier (30) in position on
shaft (27) and in ring gear (24). Install pinion (16) in the planet carrier. Install a wire to hold the
planet carrier in position in the housing.
9. Install O-ring seal (31) on the housing. Install tooling (C) on housing (4). Fasten a hoist to
tooling (C). Lift housing (4) and put it in position on tooling (D) and a floor jack. Put axle in
position in the housing to help keep the housing in balance.
10. Move the final drive housing toward the bevel gear case. Remove the wire that holds the
planet carrier in the housing. Remove tooling (C) and the hoist from the housing.
11. Put the final drive housing in position over the studs in the bevel gear case. Install the nuts and
the washers that hold it. Remove tooling (D).
12. Tighten nuts (10) to a torque of 440 ± 20 N·m (320 ± 15 lb.ft.). Install O-ring seal (33) on the
housing. Put STP OIL TREATMENT or CASITE MOTOR HONEY on the seal.
13. Install tooling (E) on the outer housing. Fasten a hoist to tooling (E). Put some oil on the inside
surfaces of the oscillation bearing rings (9) and on the outside surface of the inner housing. Install
rings (9) in outer housing (8). Install washer (7) on the inner housing. Washer (7) is in three
sections. Put some clean grease on the washer.
14. Put housing (8) in position on the inner housing. Rings (9) and housing (8) can be moved with
a soft hammer if necessary. Remove tooling (E).
15. Install bearing (4) on the shaft. Install washer (34) on the face of the outer housing. Washer
(34) is in three sections. Put some clean grease on the washer. Install retainer (6) on the washer.
Install the bolts and the washers that hold the retainer. Tighten the bolts to a torque of 250 ± 15
N·m (185 ± 11 lb.ft.).
16. Install tooling (H) on the rear wheels. Fasten a hoist and chains to the tandem housing. Fasten
chains and tooling (F) to the hoist and the rear wheels. Put the tandem housing and tooling (G) in
position on the final drive housing and the shaft. Install the nuts and the washers that hold the
tandem housing to the final drive housing. Tighten the nuts to a torque of 250 ± 15 N·m (185 ± 11
lb.ft.).
17. Remove tooling (F) and (H) from the tandem housing and the rear wheels. Remove tooling (G)
from the sprockets. Connect air line (35) to its correct location. Install the covers and the gaskets
on the tandem housing. Install the nut that holds the sprockets on the shaft.
NOTICE

a. Tighten the nut to a torque of 135 N·m (100 lb.ft.) with tooling (A).
b. Turn the wheels to put the bearings in their seats.
d. Repeat Steps a, b and c until the nut does not turn when it is tightened.
e. Loosen the nut.
g. If the nut is in a locking position, install the axle, the cover and bolts.
the axle, the cover and the bolts.
18. Bend the locks against the bolts. Fill the tandem housing with oil to its correct level.



SENR36490019
Drive Sprockets (120G)

SMCS - 4072-011; 4072-012
Start By:
1. Remove the nut that holds the sprockets on the shaft with tool (A).
3. Do Steps 1 and 2 for the other drive sprockets.
1. Install sprocket (1) on the shaft with the hub of the sprocket away from the final drive.
2. Install sprocket (2) on the shaft with the hub toward the hub on sprocket (1).
3. Install nut (3) that holds the sprockets. Install the axle in the differential and the final drive.
NOTICE

a. Tighten nut (3) to a torque of 170 N·m (125 lb.ft.) with tool (A).
e. Loosen the nut.
End By:



SENR36490020
Final Drives (120G)

SMCS - 4050-015; 4050-016
Disassemble Final Drives
Start By:
a. remove axles
1. Remove the nut that holds the sprockets on the shaft with tool (A). Install tool (B) in the end of
the shaft.
2. Lift the machine off the ground. Install tooling (D) under the rear frame as shown. Remove the
bolts and covers (1). Remove the bolts and covers (2).
3. Install tooling (C) on the rear wheels. Fasten a hoist to the tandem housing and tooling (C).
Install tooling (E) between tooling (C) and the hoist to help keep the tandem housing in balance.
Disconnect the air line from the tandem housing.
4. Remove the nuts and the washers that hold the tandem housing to the final drive.
5. Move the tandem housing away from the final drive and on to tool (B).
NOTE: Tool (B) keeps the sprockets in their correct positions in the tandem housing.
6. Move the tandem housing away from the machine. Weight is 1157 kg (2550 lb.).
7. Remove O-ring seal (4) from the housing. Remove bearing (5) from the shaft.
8. Remove bolts (3) and the washers that hold retainer (6) to the housing. Remove retainer (6) and
the three-section washer that is behind the retainer.
9. Put tooling (F) and a floor jack in position under outer housing (7). Install tooling (L) on the
housing. Fasten a hoist to tooling (L).
10. Remove the outer housing from the inner housing. Weight is 43 kg (95 lb.).
11. Remove the oscillation bearings from the housings. Remove three-section washer (8). Remove
O-ring seal (9).
12. Put tooling (F) and a floor jack in position under inner housing (11). A rag can be put between
tooling (F) and the housing to prevent damage to the housing.
13. Remove nuts (10) and the washers that hold inner housing (11) to the bevel gear case.
14. Install two 1/2" - 13 NC forcing screws (12) in the housing. Remove the housing far enough to
install tool (G). Fasten a hoist to tool (G). Put an axle in position in the housing to help keep the
housing in balance.
A wire must be installed on the two forcing screws and around the ring
gear and planet carrier to keep them from falling. Do not remove inner
housing (11) further, until the wire is installed.
15. Remove the inner housing. Weight is 136 kg (300 lb.).
16. Put the final drive housing in position on blocks with the planet carrier up. Remove the wire
and the forcing screws.
17. Remove pinion (13) from planet carrier (14). Fasten a hoist to the planet carrier and remove it.
Weight is 25 kg (55 lb.). Remove O-ring seal (15).
18. Bend the locks away from bolts (17) that hold the retainers and shafts (16) to the planet carrier.
Remove the retainers and the shafts.
19. Remove washers (20) and gears (19). Remove the bearings from the gears. Remove the ring
that holds washer (18) in the carrier with tool (H). Remove washer (18).
20. Remove shaft (21) and the bearing from the housing.
21. Remove ring gear (22).
22. Remove bearing (23) from the shaft with tooling (J).
23. Remove two bearing cups (24) from the housing with tooling (K).
Assemble Final Drives
1. Lower the temperature of bearing cup (24) and install it in the housing.
2. Install the seal in the housing with tooling (J). Install the seal with the lip toward bearing cup
(24). Put clean oil on the lip of the seal.
3. Lower the temperature of bearing cup (25) and install it in the housing. Install ring gear (22).
4. Heat bearing (26) in oil to a temperature of 135° C (275° F). Install the bearing on shaft (21).
Install the shaft and the bearing in the housing.
5. Install washer (18) in carrier (14). Install ring (27) in the carrier with tool (B).
6. Install the bearings in gears (19). Put the gears and the washers in position in the carrier.
7. Install shafts (16) that hold the gears in the carrier. Install the retainers in the shafts. Install the
locks and bolts (17). Bend the locks against the bolts. Turn the carrier over. Fasten a hoist to the
carrier.
8. Install the carrier in the ring gear and on the shaft. Install pinion (13) in the carrier.
9. Install O-ring seal (15) on the housing.
10. Install two 1/2" - 13 NC forcing screws (12) in the inner housing as shown. Install a wire on
the forcing screws and around the ring gear and planet carrier.
A wire must be installed to keep the ring gear from falling when the
inner housing is installed on the rear frame.
11. Install tool (C) on housing (11). Fasten a hoist to tool (C).
12. Put 5P960 Multipurpose Type Grease on O-ring seal (28). Lift housing (11) with a hoist and
install O-ring seal (28).
13. Put the inner housing in position on tool (D) and a floor jack. Install an axle to help keep the
housing in balance.
14. Move the housing toward the rear frame. Remove the hoist and tool (C). Remove the wire and
the forcing screws when the housing is as near as possible to the rear frame. Put 2P2506 Lubricant
on studs and washers.
15. Install the housing on the studs. Install nuts (10) and the washers that hold it. Tighten nuts (10)
to a torque of 170 ± 15 N·m (125 ± 11 lb.ft.). Remove the floor jack and tool (D).
16. Put 5P960 Multipurpose Type Grease on three-section washer (8). Install the washer on the
housing. Put clean oil on oscillation bearings (29). Install the bearings on the inner housing.
17. Install tooling (E) on outer housing (7). Put clean oil on the inside surface of housing (7). Put
the housing in position on the end of the inner housing. Tool (D) and a floor jack can be used to
help guide the outer housing on to the inner housing and the bearings.
18. Remove the hoist, tooling (E), tool (D) and the floor jack.
19. Put 5P960 Multipurpose Type Grease on the three-section washer. Install the washer on the
face of the inner housing. Put retainer (6) in position on the washer.
20. Install bolts (3) and the washers that hold the retainer. Tighten bolts (3) to a torque of 135 ± 15
N·m (100 ± 11 lb.ft.).
21. Install O-ring seal (4). Install bearing (5).
22. Lift the tandem housing with a hoist as shown. Put the tandem housing in position on the final
drive. Move the drive sprockets on to the shaft and remove tool (G).
23. Install the washers and the nuts that hold the tandem housing to the final drive. Tighten the
nuts to a torque of 130 ± 7 N·m (95 ± 5 lb.ft.). Remove the hoist, tooling (F) and (H).
24. Install the nut that holds the sprockets on the shaft.
NOTICE

b. Turn the wheels to put the bearings in their seats.
e. Loosen the nut.
g. If the nut is in a locking position, install the axle, the cover and the bolts that hold the cover.
the axle, the cover and the bolts.
25. Bend the locks against the bolts. Fill the tandem housing with oil to correct level.


Specifications
SENR35550004
Transmission Oil Filter

SMCS - 4050-015; 4050-016
NOTICE
Do not use air wrench to tighten housing assembly.
Difference in pressure at which the bypass valve will open ... 248 ± 21 kPa (36 ± 3 psi)
(1) 9M1986 Spring for the bypass valve:
Test force ... 111 ± 9 N (24.9 ± 2.0 lb)
(2) 3S8652 Spring for the filter element:



SENR36490008
Transmission Oil Filter Base

SMCS - 3164-010; 3164-015; 3164-016
Remove And Install Transmission Oil Filter Base
1. Remove the plug at the bottom of oil filter (3) and drain the oil from the filter. Replace the plug.
Remove the filter from the filter base.
2. Remove bolts (1) that hold the base to the transmission. Remove transmission oil filter base (2).
NOTE: The following steps are for the installation of the transmission oil filter base.
3. Put transmission oil filter base (2) in position on the transmission. Install bolts (1) that hold the
base to the transmission.
4. Install oil filter (3) on the oil filter base.
Disassemble Transmission Oil Filter Base

Start By:
a. remove transmission oil filter base
1. Remove large O-ring seal (1) from the inside of the filter base.
2. Remove small O-ring seals (2) and (3) from the filter base.
3. Remove plug (6). Remove the O-ring seal from the plug.
4. Remove valve (5). Remove spring (4).
Assemble Transmission Oil Filter Base
1. Install spring (4) in the oil filter base.
2. Put valve (5) in position in the base and over the spring.
3. Install the O-ring seal on plug (6). Install the plug in the base.
4. Install O-ring seal (1) in the oil filter base.
5. Install the two small O-ring seals in the ports for inlet and outlet oil for the base.
End By:
a. install transmission oil filter base


Specifications
SENR35550002
Transfer Gear Groups

8P5957 (120G), 8P5956 (12G, 130G, 140G)
SMCS - 3164-010; 3164-015; 3164-016
(4) Torque for retainer bolt ... 115 ± 7 N·m (85 ± 5 lb ft)
(5) 1S8478 Spring:
Test force ... 222.9 ± 11.0 N (50.20 ± 2.50 lb)
(6) Torque for the nut with 2P2506 Thread Lubricant on the threads and face of the nut ... 230 ±
20 N·m (170 ± 15 lb ft)
(7) Torque for bolt ... 115 ± 7 N·m (85 ± 5 lb ft)
(8) Torque for the nut (on both FORWARD and REVERSE shafts) with 2P2506 Thread Lubricant
on the threads and face of the nut ... 110 ± 7 N·m (80 ± 5 lb ft)
(13) Thickness of six new plates and six new discs for the No. 1 (FORWARD) and No. 2
(REVERSE) clutches ... 42.66 ± 1.08 mm (1.680 ± .042 in)
Thickness of one new 3P337 Plate ... 2.79 ± 0.08 mm (.110 ± .003 in)
(Earlier) Thickness of one new 3P340 Disc ... 4.32 ± 0.10 mm (.170 ± .004 in)
Adjustment Procedure For FORWARD and REVERSE

Shafts And Input Gear End Play:
1. Assemble shafts (11), gears (3), bearing cages (10) and (14) and bearings. Tighten all bearing
cage bolts (1) and (12) evenly to a torque of ... 1.7 N·m (15 lb in)
2. Rotate shafts and gear back and forth several times to seat bearings.
3. Torque bolts (1) and (12) again to ... 1.7 N·m (15 lb in)
4. Measure gaps (2) and (9) between housing and bearing cages.
5. Add shims the thickness of the gaps plus ... 0.05 to 0.15 mm (.002 to .006 in)
6. Repeat Steps 1, 2 and 3 with shims.
7. Measure end play of the gear and shafts.
8. If end pay is less than 0.05 mm (.002 in), add shims. If end play is greater than 0.15 mm (.006
in), remove shims.
9. Torque bolts (1) and (12) to final torque.



SENR36490015
Transfer Gears
SMCS - 3159-015; 3159-016
Disassemble Transfer Gears
Start By:
a. remove transmission
1. Remove bolt (2) and retainer (1). Remove coupling (3).
2. Turn the transmission on its end with tool (E).
3. Remove bolt (6) and retainer (7) that hold the idler shaft. Remove bolts (4) that hold cages (5)
to the cover. Remove the plug (4A) from cages (5).
4. Install two 3/8" - 16 NC forcing screws in each cage. Remove the cages and the shims with the
forcing screws.
5. Remove two O-ring seals (12) from each of the cages. Remove the bearing cup from each cage.
6. Remove carrier seal ring (10) and retaining ring from each cage (5). Remove the retaining ring
and seal ring from the carrier.
7. Remove bolts (9) and the lockwashers that hold cage (11) to the cover.
8. Install two 3/8" - 16 NC forcing screws in cage (11). Remove the cage and the shims. Remove
the bearing cup from the cage.
9. Remove bolts (8). Install three 1/2" - 13 NC forcing screws in the cover. Lift the cover from the
transmission case with the forcing screws.
10. Install two 3/8" - 16 NC forged eyebolts in the cover. Fasten a hoist to the eyebolts.
11. Remove the cover. Weight is 34 kg (74 lb.).
12. Remove input gear (13). Remove the small bearing from the shaft with tooling (A). Remove
the large bearing from the shaft with tooling (A).
13. To remove bearing (14), lift the idler gear. Then put the idler gear in its original position.
Remove bearing (14).
14. Install a 3/4" - 10 NC forged eyebolt in the shaft of the directional clutch. Fasten a hoist to the
eyebolt.
15. Lift idler gear (15) as shown. Remove the directional clutch. Weight is 36 kg (80 lb.).
16. Do Steps 14 and 15 for the other directional clutch.
17. Lift idler gear (15) and tilt the front of the gear up.
18. Lift on shaft (16) and remove the gear and the shaft together.
18A. Remove the carrier seal ring (16A) and retaining ring from the housing.
19. Remove the three bearing cups from the transfer gear case with tooling (B).
20. Remove spacer (17) and bearing (18) from shaft (16).
21. Remove the two bearing cups and the lock ring from idler gear (15).
22. Bend the tab of the lock away from nut (19).
23. Remove nut (19) with tooling (D).
24. Remove bearing (20) with tooling (C).
25. Remove bearing (21) and the spacer from the gear.
26. Remove the two bearing cups, the spacer and the retaining ring from the gear.
27. Remove hub (22) and the gear.
28. Remove clutch piston (24) from the shaft. Remove plate (23) from the clutch piston.
29. Remove the seal ring from the outside diameter of plate (23). Remove the O-ring seal from
under plate (23).
30. Remove plate (26). Remove springs (25). Remove six discs and six plates (27).
31. Turn the shaft, input gear and clutch hub over. Put blocks under the face of the clutch hub as
shown.
32. Remove bolts (28) that hold the clutch hub to the input gear.
33. Remove the shaft.
34. Turn the input gear and the clutch hub over. Remove the clutch hub (29). Remove the seal ring
from the clutch hub.
35. Remove bearing (30) from the shaft with tooling (C).
36. Remove seal rings (31) from the shaft. Remove seal ring (32) and the o-ring seal that is under
seal ring (32) from the shaft.
37. Do Steps 22 through 36 for the other directional clutch.
Assemble Transfer Gears
1. Install the seal ring in clutch hub (29). Put the clutch hub in position on input gear (33).
2. Install seal rings (31) on shaft (34). Install the o-ring seal and seal ring (32) on the shaft. The o-
ring seal must be under seal ring (32).
3. Heat bearing (30) in oil to a temperature of 135°C (275° F). Install the bearing on the shaft.
4. Install the shaft in the clutch hub. Install two bolts that hold the shaft and the clutch hub to the
input gear.
5. Turn the gear, hub and shaft over. Install the remainder of bolts (28) that hold the shaft and the
clutch hub to the input gear.
6. Put clean SAE 10 oil on the clutch plates and discs.
7. Install six plates (36) and six discs (35) on the input gear starting with a plate.
8. Install springs (25) in their correct locations in the shaft.
9. Install plate (26) on the discs and plates.
10. Install clutch piston (24) on the shaft.
NOTE: The piston goes over the seal rings on the shaft. The seal rings must be in a center
position on the shaft to make it possible for the drum for the clutch to be installed.
11. Make sure the groove (slot) in the piston is in alignment with dowel (37) in the shaft.
12. Install seal ring (38) on plate (23). Install the O-ring seal under the plate.
13. Install the plate on the shaft. Make sure the groove (slot) in the plate is in alignment with the
dowel in the shaft.
14. Install the bearing and the spacer on the shaft.
15. Install the lock ring, the spacer and two bearing cups (39) in the gear for hub (22).
16. Install hub (22) and the gear on the shaft and over the clutch plates and discs.
NOTE: The seal rings on the shaft must be in a center position to make it possible for the drum to
be installed.
17. Install the other bearing in the gear for the hub.
18. Heat bearing (20) to a temperature of 135° C (275° F) in oil. Install the bearing on the shaft.
19. Install two 3/8" - 16 NC forged eyebolts (40) in the bottom of the input gear. Put a bar through
the eyebolts. Put 4S9416 Anti-Seize Compound on the threads and the face of nut (19). Install the
lock and nut (19) on the shaft.
20. Tighten nut (19) with tool (A) to a torque of 110 ± 7 N·m (80 ± 5 lb.ft.). Bend the tab of the
lock into the groove (slot) in the nut. Remove tool (A), the bar and the two eyebolts.
21. Do Steps 1 through 20 for the other clutch.
22. Lower the temperature of the three bearing cups. Install bearing cup (41) for the input gear
shaft. Install bearing cups (42) for the two directional clutches.
23. Lower the temperature of the two bearing cups for idler gear (15). Install the lock ring and the
two bearing cups in the gear.
24. Install bearing (18) and spacer (17) on shaft (16). Install the idler gear on the shaft.
25. Tilt the gear on the shaft and install the shaft and gear in the case as a unit.
26. Install a 3/4" - 10 NC forged eyebolt in the directional clutch. Fasten a hoist to the eyebolt.
27. Lift idler gear (15). Install the directional clutch in the case. Remove the hoist and eyebolt.
28. Do Steps 26 and 27 for the other directional clutch. Install the other bearing for the idler gear.
29. Heat bearings (43) for the input gear shaft in oil to a temperature of 135° C (275° F). Install
the bearings on the shaft.
30. Install input gear (13) in the case.
31. Install two 3/8" - 16 NC forged eyebolts (44) in cover (46). Fasten a hoist to the eyebolts.
32. Lift the cover. Install O-ring seal (45) on the cover. Put the cover in position on the case.
NOTE: The dowel in the idler gear shaft must be in alignment with the groove (slot) in the bottom
of the cover.
33. Install bolts (8) and the lockwashers that hold the cover to the case.
34. Install the O-ring seal and retainer (7). Install the bolt that holds the retainer and tighten it to a
torque of 115 ± 7 N·m (85 ± 5 lb.ft.).
NOTE: Do Steps 35 through 38 for each cage.
35. Lower the temperature of bearing cup (48). Install the bearing cup in cage (47). Install the O-
ring seal on the cage. Remove the plug from the center of the cage.
36. Put the original amount of shims in position on the cage. Install the cage in the cover.
37. Install the bolts and the lockwashers that hold the cage to the cover and tighten them evenly.
38. Install a 5/8" - 11 NC × 6" long bolt (49) in the directional clutch shaft and through the hole in
the cage. Make sure the head of the bolt has a smooth surface. Install tooling (B) as shown.
39. Check the end clearance of each directional clutch by prying under the input gear with a
crowfoot bar. The end clearance must be 0.05 to 0.15 mm (.002 to .006 in.). Add or remove shims
to get correct end clearance. Remove tooling (B) and the bolt. Install the plugs in the cages.
40. Lower the temperature of bearing cup (50). Install the bearing cup in the cage for the input
gear shaft.
41. Install the original amount of shims (51) on the cage.
42. Put cage (11) in position on the cover. Install bolts (9) and the lockwashers that hold it.
Tighten the bolts evenly.
43. Install a 3/8" - 16 NC × 4" long bolt (52) in the shaft.
44. Put tooling (B) in position as shown. Check the end clearance of the input gear shaft by
moving the shaft up and down from the bottom side of the case. The end clearance must be 0.05 to
0.15 mm (.002 to .006 in.). Add or remove shims from under cage (40) to get the correct
clearance. Remove tooling (B) and the bolt (9) from the shaft.
45. Install the guide in the end of the input gear shaft.
46. Remove two bolts from the cover. Install two 1/2" - 13 NC forged eyebolts (53) in their place.
Fasten tool (C) to the eyebolts and to the transmission.
47. Turn the transmission with tool (C) to an up position and install it on tool (D).
48. Remove the two eyebolts and the hoist. Install the two bolts and lockwashers in the cover.
49. Put the coupling for the flywheel in position on the input gear shaft. Install the retainer and the
bolt that holds the retainer. Tighten the bolt to a torque of 115 ± 7 N·m (85 ± 5 lb.ft.).
End By:
a. install transmission


Specifications
SENR35550005
Transmission Oil Pump

SMCS - 3159-015; 3159-016
(1) Gear:
Quantity ... two
Width of gear (new) ... 25.395 ± 0.013 mm (.9998 ± .0005 in)
Depth of counterbore (new) ... 25.476 ± 0.020 mm (1.0030 ± .0008 in)
(2), (3) Gear Assembly:
Depth of bore (new) ... 22.306 ± 0.013 mm (.8782 ± .0005 in)
Diameter of shaft (new) ... 31.742 ± 0.005 mm (1.2497 ± .0002 in)
Bore in bearing (new) ... 31.786 ± 0.008 mm (1.2514 ± 0.0003 in)
(4) Gear Assembly:
(5) Distance from gear face to end of shaft ... 25.40 ± 0.25 mm (1.000 ± .001 in)



SENR36490010
Transmission Oil And Scavenge Pump

SMCS - 3153-010; 3153-015; 3153-016
Remove And Install Transmission Oil And Scavenge Pump
1. Loosen bolts (1), (2) and (6) and slide the alternator to loosen fan belts (3).
2. Remove fan belts (3) from the pulley on the transmission oil and scavenge pump.
4. Remove bolts (7) and washers. Remove pulley (8) and the O-ring seal.
5. Remove bolts (9) and remove tubes (11) from the pump.
6. Use two people and remove bolts (10), then lower transmission oil and scavenge pump (12)
from the vehicle.
NOTE: The following steps are for the installation of the transmission and scavenge pump.
7. Put transmission oil and scavenge pump (12) in position with bolts (10).
8. Install tubes (11) on the pump with bolts (9).
9. Install pulley (8) with bolts (7).
10. Install plate (5) with bolts (4) that hold it.
11. Install fan belts (3) on the pulley.
12. Slide the alternator into it's original position and tighten bolts (1), (2) and (6).
Disassemble Transmission Oil And Scavenge Pump
Start By:
a. remove transmission oil and scavenge pump
1. Thoroughly clean the outside of the pump.
2. Remove bolts (3). Remove pulley (2) from pump (1). Remove the gasket from the pump.
NOTE: Pulley (2) can be removed during the removal of the transmission oil and scavenge pump.
3. Remove bolts (5). Remove cage (4) from the manifold.
4. Remove spiral snap ring (8) that holds coupling (6) in the cage.
5. Remove coupling (6) from the cage with tooling (A).
6. Remove seal (7) and the bearing from the cage.
7. Remove bolts (9) that hold cover (10) for the transmission oil pump section to the manifold for
the scavenge pump section.
8. Remove cover (10). Remove the seal from the inside face of cover (10).
9. Remove the bearings from the cover with tooling (B).
10. Remove body (11) from over the gears for the transmission oil pump section.
11. Remove gear (12).
12. Remove manifold (15) and gear (13) from manifold (18). Remove the key and gear (13) from
the manifold.
13. Remove two seals (14) from manifold (15). Remove the bearings from the manifold with
tooling (B).
14. Remove gears (16) and (17) for the scavenge pump section from manifold (18).
Assemble Transmission Oil And Scavenge Pump
1. Install the two bearings in the manifold and the two bearings in the cover with tooling (A).
2. Install the bearings so the joint in the bearing is at an angle 30° ± 15° to a vertical line through
the centers of the bores for the gears.
3. Install the bearings to a depth of 1.57 mm (.062 in.) from the face of the manifold and the cover.
4. Put gears (16) and (17) for the scavenge pump section in position in manifold (18).
5. Install a seal (19) on each side of manifold (15). Put gear (13) in position in manifold (15).
Install key (20) in the shaft of gear (13).
6. Put manifold (15) and gear (13) in position on manifold (18). Make sure key (20) is in
alignment with the groove (slot) in gear (12).
7. Install gear (12) through the bearing in manifold (15) and into gear (17). Gears (13) and (12) are
for the transmission oil pump section.
8. Put body (11) in position on manifold (15). Make sure the dowels in the body are in alignment
with the holes in the manifold.
9. Put seal (21) in position in cover (10). Put cover (10) in position on body (11). Make sure the
dowels in the body are in alignment with the holes in the cover. Install the bolts that hold the
sections of the pump together.
10. Install the seal in cage (4) with tooling (B). Install the seal with the lip toward the inside of the
cage.
11. Install bearing (22) in cage (4).
12. Put coupling (6) in position in the bearing and the cage. Install the spiral snap ring that holds
the coupling in the cage.
13. Install bolts (5) that hold the cage to the pump.
14. Put pulley (2) in position on coupling (6). Install the bolts that hold the pulley to the coupling.
15. See the topic, Bench Test in Powershift Transmission, Testing And Adjusting for the correct
test specifications for the pump.
End By:
a. install transmission oil and scavenge pump


Specifications
SENR35550022
Tandem Groups
8D8830 (Old) 8W8881 (New) (120G); 7D8280 (12G & 140G);
7D8280 (Old) 8W8945 (New) (130G)
SMCS - 3153-010; 3153-015; 3153-016
(7D8280 Shown)
NOTE: Cover assembly must be installed on housing assembly (4) so plunger assembly (3) is
toward centerline of machine.



SENR36490005
Tandem Housings
SMCS - 4064-012; 4064-011
Start By:
1. Fasten a hoist to tandem housing (2) as shown. Install tooling (A) on the brake and wheel
spindle housings and the hoist.
pressure is zero.
3. Disconnect air line (1) from the junction block on the frame.
4. Remove nuts (4) and the washers that hold tandem housing (2) to final drive housing (3).
5. Remove tandem housing (2). Weight is 594 kg (1310 lb.).
1. Fasten a hoist and tooling (A) to the tandem housing.
2. Put tandem housing (1) in position on final drive housing (3).
3. Install nuts (2) and the washers that hold the tandem housing to the final drive housing. Tighten
the nuts to a torque of 250 ± 13 N·m (185 ± 10 lb.ft.).
4. Remove the hoist and tooling (A) from the tandem housing.
5. Connect the air line to its correct location.
End By:



SENR36490018
Tandem Housings (120G)

SMCS - 4064-011; 4064-012
Start By:
1. Lift the machine and install tooling (A) under the frame as shown. Fasten a hoist and tooling
(B) to the tandem housing and the wheel spindle.
pressure is zero.
3. Disconnect air line (1) for the brakes from block (2) on the tandem housing.
4. Remove nuts (3) and the lockwashers that hold the tandem housing to the final drive. Remove
the tandem housing. Weight is 816.5 kg (1800 lb.).
1. Fasten a hoist and tooling (B) to the tandem housing and the wheel spindle as shown. Put
tandem housing (2) in position on the final drive.
2. Install the lockwashers and nuts (3) that hold the tandem housing to the final drive. Tighten nuts
3. Connect air line (1) for the brakes to the block on the tandem housing.
4. Remove tooling (B) and the hoist.
End By:


Specifications
SENR35550003
Transmission
SMCS - 4064-011; 4064-012
(1) 2S5816 Spring:
Quantity ... 30
Test force ... 54.5 ± 4.4 N (12.20 ± .98 lb)
Outside diameter ... 14.27 ± 0.25 mm (.562 ± .010 in)
(2) Thickness of one new plate and two new discs for the No. 3, No. 4, and No. 5 clutches ... 16.26 ±
0.23 mm (.640 ± .009 in)
(3) 9H5537 Spring:
Quantity ... Ten
Test force ... 127.9 ± 10.3 N (28.75 ± 2.30 lb)
(4) Thickness of three new plates and four new discs for the No. 6 and parking brake clutches ...
38.86 ± 0.53 mm (1.530 ± .021 in)
(5) 2B2254 Spring:
Quantity ... Four
Test force ... 82.5 to 95.7 N (18.50 to 21.50 lb)
(6) Outside diameter of shaft (maximum) ... 41.084 ± 0.010 mm (1.6175 ± .0004 in)
Inside diameter of bearing after installation ... 41.224 ± 0.038 mm (1.6230 ± .0015 in)
(7) Outside diameter of shaft (maximum) ... 41.084 ± 0.010 mm (1.6175 ± .0004 in)
Inside diameter of bearing after installation ... 41.224 ± 0.038 mm (1.6230 ± .0015 in)
(8) Thickness of three new plates and four new discs for the No. 7 clutch ... 26.14 ± 0.76 mm (1.029
± 0.030 in)
(9) Torque for the 16 bolts ... 54 ± 7 N·m (40 ± 5 lb ft)
(10) Torque for the 12 bolts ... 115 ± 7 N·m (85 ± 5 lb ft)


Specifications
SENR35550004

SMCS - 4064-011; 4064-012
NOTICE
Test force ... 111 ± 9 N (24.9 ± 2.0 lb)


Specifications
SENR35550005
Transmission Oil Pump

SMCS - 4064-011; 4064-012
(1) Gear:
Quantity ... two
Depth of counterbore (new) ... 25.476 ± 0.020 mm (1.0030 ± .0008 in)
(2), (3) Gear Assembly:
(4) Gear Assembly:


Specifications
SENR35550007

SMCS - 4064-011; 4064-012


Specifications
SENR35550012

SMCS - 4064-011; 4064-012
(1) Torque for six nuts ... 38 ± 3 N·m (28 ± 2 lb.ft.)



SENR36490008

SMCS - 3164-010; 3164-015; 3164-016

Start By:
End By:



SENR36490009
Relief Control Valve

SMCS - 3182-010; 3182-015; 3182-016
Remove And Install Relief Control Valve
1. Put identification on oil lines (1) as to their location on the relief control valve. Remove oil lines
(1) from the valve.
2. Remove bolts (2) that hold the valve to the transmission. Remove relief control valve (3).
NOTE: The following steps are for the installation of the relief control valve.
3. Put relief control valve (3) in position on the transmission. Install bolts (2) that hold the valve to
the transmission.
4. Connect oil lines (1) to their respective locations on the relief control valve.
Disassemble Relief Control Valve
Start By:
a. remove relief control valve
1. Remove the O-ring seals from the valve.
2. Remove bolts (1) that hold the five covers. Remove five covers (2).
3. Remove O-ring seal (6) and three springs (5) from the valve body.
4. Remove O-ring seal (3) and valve spool (4) from the body.
5. Remove spacers (9) from valve spool (4).
6. Remove spiral snap ring (7). Remove retainer (10), spring (8), and poppet (11) from the valve
spool.
7. Remove two plugs (12). Remove the O-ring seal from the plugs. Remove two pins (13) from
the valve body.
8. Remove two O-ring seals (15) and two valves (14).
9. Put tool (A) into position in the collar of the valve.
10. Install the valve in a vise. Put the spring in compression approximately 6.4 mm (.25 in.).
Remove pin (16) with a hammer and punch.
11. Slowly release the pressure on the spring and remove the valve from the vise. Remove tool
(A).
12. Remove pin (21), retainer (20), spring (19) and valve (18) from collar (17).
13. Do Steps 9 through 12 for the other valve removed in Step 8.
Assemble Relief Control Valve
1. Put poppet (11), spring (8), and retainer (10) in position in the valve spool. Install spiral snap
ring (7) in the valve spool.
2. Put pin (21) in position in retainer (20). Put spring (19) and valve (18) in position on the
retainer and pin. Put the side of collar (17) with a chamfer in position on the valve.
3. Install tool (A) in the collar. Install the valve in a vise. Put the hole in pin (21) in alignment with
the small holes in the collar. Install the pin that holds the valve together. Remove the valve from
the vise.
4. Do Steps 2 and 3 for the other valve.
5. Put spacers (9) in position in valve (4). Put three springs (5) in position in the valve.
6. Put the springs and the valve in position in the valve body.
7. Put valves (14) in position in the valve body.
8. Install two pins (13) in the valve body.
NOTE: Turn valves (14) to put the hole in the collar in alignment with pins (13).
9. Install the O-ring seal on the plugs. Install two plugs (12) in the valve body.
10. Install O-rings (3) in the valve body. Put five covers (2) in position on the valve body. Install
bolts (1) that hold the covers.
11. Install the O-ring seals on the back side of the valve body.



SENR36490010
Transmission Oil And Scavenge Pump

SMCS - 3153-010; 3153-015; 3153-016
Remove And Install Transmission Oil And Scavenge Pump
1. Loosen bolts (1), (2) and (6) and slide the alternator to loosen fan belts (3).
2. Remove fan belts (3) from the pulley on the transmission oil and scavenge pump.
4. Remove bolts (7) and washers. Remove pulley (8) and the O-ring seal.
5. Remove bolts (9) and remove tubes (11) from the pump.
6. Use two people and remove bolts (10), then lower transmission oil and scavenge pump (12)
from the vehicle.
NOTE: The following steps are for the installation of the transmission and scavenge pump.
7. Put transmission oil and scavenge pump (12) in position with bolts (10).
8. Install tubes (11) on the pump with bolts (9).
9. Install pulley (8) with bolts (7).
10. Install plate (5) with bolts (4) that hold it.
11. Install fan belts (3) on the pulley.
12. Slide the alternator into it's original position and tighten bolts (1), (2) and (6).
Disassemble Transmission Oil And Scavenge Pump
Start By:
a. remove transmission oil and scavenge pump
1. Thoroughly clean the outside of the pump.
2. Remove bolts (3). Remove pulley (2) from pump (1). Remove the gasket from the pump.
NOTE: Pulley (2) can be removed during the removal of the transmission oil and scavenge pump.
3. Remove bolts (5). Remove cage (4) from the manifold.
4. Remove spiral snap ring (8) that holds coupling (6) in the cage.
5. Remove coupling (6) from the cage with tooling (A).
6. Remove seal (7) and the bearing from the cage.
7. Remove bolts (9) that hold cover (10) for the transmission oil pump section to the manifold for
the scavenge pump section.
8. Remove cover (10). Remove the seal from the inside face of cover (10).
9. Remove the bearings from the cover with tooling (B).
10. Remove body (11) from over the gears for the transmission oil pump section.
11. Remove gear (12).
12. Remove manifold (15) and gear (13) from manifold (18). Remove the key and gear (13) from
the manifold.
13. Remove two seals (14) from manifold (15). Remove the bearings from the manifold with
tooling (B).
14. Remove gears (16) and (17) for the scavenge pump section from manifold (18).
Assemble Transmission Oil And Scavenge Pump
1. Install the two bearings in the manifold and the two bearings in the cover with tooling (A).
2. Install the bearings so the joint in the bearing is at an angle 30° ± 15° to a vertical line through
the centers of the bores for the gears.
3. Install the bearings to a depth of 1.57 mm (.062 in.) from the face of the manifold and the cover.
4. Put gears (16) and (17) for the scavenge pump section in position in manifold (18).
5. Install a seal (19) on each side of manifold (15). Put gear (13) in position in manifold (15).
Install key (20) in the shaft of gear (13).
6. Put manifold (15) and gear (13) in position on manifold (18). Make sure key (20) is in
alignment with the groove (slot) in gear (12).
7. Install gear (12) through the bearing in manifold (15) and into gear (17). Gears (13) and (12) are
for the transmission oil pump section.
8. Put body (11) in position on manifold (15). Make sure the dowels in the body are in alignment
with the holes in the manifold.
9. Put seal (21) in position in cover (10). Put cover (10) in position on body (11). Make sure the
dowels in the body are in alignment with the holes in the cover. Install the bolts that hold the
sections of the pump together.
10. Install the seal in cage (4) with tooling (B). Install the seal with the lip toward the inside of the
cage.
11. Install bearing (22) in cage (4).
12. Put coupling (6) in position in the bearing and the cage. Install the spiral snap ring that holds
the coupling in the cage.
13. Install bolts (5) that hold the cage to the pump.
14. Put pulley (2) in position on coupling (6). Install the bolts that hold the pulley to the coupling.
15. See the topic, Bench Test in Powershift Transmission, Testing And Adjusting for the correct
test specifications for the pump.
End By:
a. install transmission oil and scavenge pump



SENR36490014
Transmission
SMCS - 3150-010; 3150-015; 3150-016
Remove And Install Transmission

Start By:
a. remove fuel tank
b. remove fan support
c. remove transmission oil filter base
d. remove transmission oil and scavenge pump
e. remove alternator
1. Drain the oil from the transmission. Drain the coolant from the system.
2. Remove ten nuts (1) that hold the transmission housing to the studs in the differential housing.
3. Remove bolts (4) that support clips (2) and wiring harness (3).
4. Remove bolts (6) and retainer (7) that hold couplings (8) to the transmission.
5. Loosen nuts (5) and slide couplings (8) free of the transmission. Left control cables (9) out of
the links on the transmission control valves.
6. Fasten a hoist to the lifting eyes on the transmission. Remove tube assembly (13).
7. Disconnect hose assemblies (12).
8. Remove twelve bolts (10) that hold the transmission to the flywheel housing.
9. Move the transmission away from the engine and off the studs in the differential housing.
Remove transmission assembly (11). Weight of the transmission is 680 kg (1500 lb.).
NOTE: The following steps are for the installation of the transmission.
10. Fasten a hoist to the lifting eyes on the transmission. Lower transmission (11) into position in
the machine.
11. Move the transmission onto the studs in the differential housing and into the flywheel housing.
NOTE: To put the splines on the transmission adapter in alignment with the flywheel, turn the
transmission oil pump shaft to put the splines in the transmission in alignment with the splines on
the differential input shaft, the following procedure can be used:
a. drain the oil from the tandem housings
b. remove the axles
c. turn the differential input shaft with a prybar or a screwdriver while the transmission is being
installed on the studs of the differential housing.
d. install the axles and fill the tandem housings with oil to their correct levels.
12. Install twelve bolts (10) that hold the transmission to the flywheel housing.
13. Connect hose assemblies (12).
14. Install tube assembly (13).
15. Put control cables (9) in position on the valve links. Put couplings (8) in position on the
transmission housing. Tighten nuts (5) against the couplings. Put retainer (7) in position over the
couplings. Install volts (6) that hold the retainer to the transmission.
16. Put wiring harness (3) and clips (2) up against the transmission and install bolts (4).
17. Install ten nuts (1) that hold the transmission to the differential housing.
18. Fill the transmission with oil to its correct level. Fill the cooling system with coolant to its
correct level.
End By:
b. install parking brake rotochamber and release valve
c. install fan support
d. install alternator
e. install transmission oil and scavenge pump
f. install fuel tank
Disassemble Transmission
Start By:
a. remove transmission
1. Install the transmission on tooling (C). Remove bolts (1) and the lockwashers that hold the
cover to the transmission. Remove cover (2).
2. Remove links (3) from the transmission hydraulic control valves.
3. Remove bolts (8) and plates (7). Move the four sleeves (5) free of the transmission hydraulic
control valves.
NOTE: Do not remove bolts (4) and (6) at this time. Bolts (4) and (6) hold the control valves to
the transmission.
4. Install a 3/8" - 16 NC forged eyebolt in the transmission case. Install tooling (B) in the eyebolt.
5. Install tooling (A) on the transmission case and on the control valves. Connect tooling (B) to
tooling (A) as shown. Remove bolts (4) and (6). Remove transmission hydraulic control valves (9)
with tooling (B). Weight is 41 kg (90 lb.). See Disassembly Hydraulic Control Valves for
disassembly of the control valves.
6. Remove the four sleeves from the transmission. Fasten tooling (D) to the lifting eyes on top of
the transmission. Remove the bolts that hold the transmission to tooling (C). Remove the bolts and
cover (10).
7. Install two 1/2" - 13 NC forged eyebolts and two nuts in the transmission on top of the output
flange. Fasten tooling (D) to the two eyebolts.
8. Turn the transmission on its end with tooling (D). Put the transmission in position on tooling
(E). Remove tooling (D) and the eyebolts.
9. Remove O-rings (11) and O-ring (12) from the housing.
10. Remove bolt (13) and bolt (14) that hold the planetary transmission in the transmission case.
12. Remove the planetary transmission from the transmission case. Weight is 254 kg (560 lb.).
13. Put the transmission on three blocks.
Make sure the input gear for the planetary transmission is on top of the
blocks. If the input gear is not on top of the blocks, other components
can fall out the bottom of the transmission when a retaining ring is
removed.
14. Remove bolts (16). Remove O-ring seal (18). Lift housing (17) enough to remove springs (19)
and plungers (20). Remove the housing. Weight is 39 kg (85 lb.). Remove the O-ring seal that is
under the flange on housing (17).
15. Remove bolts (22). Bend the locks (23) away from bolts (21). Remove bolts (21) and locks
(23).
16. Remove hub (25). Remove four discs (24) and three plates (26). These discs and plates are for
the parking brake clutch.
17. Install tooling (F) as shown against plate (29). Put springs (28) in compression with tooling (F)
and a press.
18. Remove retaining ring (27). Slowly release the compression on springs (28). Remove tooling
(F). Remove the plate and the springs.
19. Remove cage (30) from the hub. Remove O-ring seal (31) and the internal ring that is under
the O-ring seal.
20. Remove external ring (32) from the hub.
21. Remove piston (34).
23. Remove piston (36). Remove the inserts from the piston.
24. Remove balls (35) from the housing.
25. Remove four discs (37) and four plates (38). These plates and discs are for the No. 7 clutch.
26. Remove retaining ring (40) with a screwdriver.
27. Remove hub (39) from the shaft.
28. Install two 3/8" - 16 NC forged eyebolts (43) in carrier (44). Remove the carrier. Remove the
eyebolts.
29. Remove retaining ring (41) with a screwdriver. Remove bearing (42) from the carrier.
30. Move pin (46) into shaft (45) with a punch and a hammer. Remove shaft (45) from the carrier.
31. Remove gear (48) and thrust washers (47). Remove the bearing from the gear.
32. Repeat Steps 30 and 31 for the other gears. Remove the pins from the shafts.
33. Remove housing (50). Remove the inserts from the housing.
34. Remove springs (51). Remove ring gear (49).
35. Remove the four discs and the three plates. These plates and discs are for the No. 6 clutch.
36. Remove piston (52) from the housing.
37. Remove ring (54) and ring (53) from the piston.
38. Remove sun gear (55) from the shaft.
39. Remove housing (56).
40. Remove bolts (57) from bearing cage (58). Remove the bearing cage.
41. Remove springs (61). Remove dowels (60).
42. Remove two discs (59) and plate (62). These discs and this plate are for the No. 5 clutch.
44. Remove piston (64). Remove the rings from the piston.
45. Remove housing (65). Remove the piston from the under side of the housing. Remove the
rings from the piston.
46. Remove springs (66). Remove two discs (68) and plate (67). These discs and this plate are for
the No. 4 clutch.
47. Remove the cage from carrier (69). Remove the ring from the cage. Remove carrier (69).
Remove dowels (70).
48. Turn the carrier and the ring gear over.
49. Move spring pins (73) down with a punch and a hammer.
50. Put retaining ring (72) into compression with pliers. Remove ring gear (71) from the carrier.
51. Remove the retaining ring.
52. Remove retaining ring (76) from the bearing.
53. Remove bearing (74) from the carrier.
54. Move the pins that hold shafts (75) in the carrier into the shafts. Remove the shafts. Remove
gears (78). Remove thrust washers (77).
55. Remove the bearings from the gears.
56. Remove two dowels (80) from housing (79).
57. Remove housing (79). Remove piston (81) from the housing. Remove the two rings from the
piston.
58. Remove springs (82).
59. Remove two discs (84) and plate (83). These discs and this plate are for the No. 3 clutch.
61. Remove end plate (86).
62. Remove retaining ring (88) with a screwdriver.
63. Remove center shaft (87) from the planetary and the carrier.
64. Remove gear (92) from the center shaft. Remove bearing (89) from the gear. Remove retaining
ring (90) from the bearing.
65. Remove gear (91) from the center shaft.
66. Remove retaining ring (94) with a screw-driver.
67. Remove carrier (93) from the input gear for the transmission.
68. Move the pins that hold the shafts to the carrier into the shafts with a punch and hammer.
69. Remove shafts (98) and (102). Remove gears (97) and (101).
70. Remove thrust washers (95) and (99) from each side of the gears.
71. Remove two bearings (100) from gears (101). Remove bearing (96) from gears (97).
72. Put cage (105) and the input gear in position on cover (10). Install the nuts that hold the cage
to the cover. Put the cover in a vise as shown.
73. Remove nut (104) with tooling (G). Remove the nut and the lock. Remove the bearing and
input gear (103) from the cage. Remove the spacer and the other bearing from the cage. Remove
the cage from the cover. Remove the bearing for the center shaft from the cage. Remove the O-
ring seal from the cage.
Assemble Transmission
1. Install O-ring seal (106) on cage (105). Install bearing (107) for the center shaft with tooling
(A).
2. Install bearing (108) and spacer (109) on cage (105).
3. Put the cage in position in cover (10).
NOTE: Cover (10) is the cover from the transmission case that is over the studs for cage (105).
4. Install the nuts that hold the cover to the cage. Put the cover in position in a vise.
5. Install input gear (103) and bearing (110) on the cage. Put 4S9416 Anti-Seize Compound on the
face and threads of the nut for the bearing. Install the lock and the nut that hold the bearing.
Tighten the nut with tool (B) to a torque of 230 ± 20 N·m (170 ± 15 lb.ft.). Bend the tab of the
lock into the nut.
6. Remove the cage from the cover. Remove the cover from the vise. Put the cage and the input
gear in position on three blocks as shown.
7. Install the bearings in gear (97) and (100). Install the gears and the thrust washers in carrier
(93). Install shafts (98) and (102) in the carrier and the bearings for the gears. Install the pins (110)
that hold the shafts to the carrier. Put carrier (93) in position on the input gear. Install the retaining
ring that holds it to the input gear.
NOTICE
The pins that hold the shafts to the carriers must be installed even with
the outer surface of the carrier. If they are installed further, they will
prevent oil flow for lubrication to the gears. This is the same on all pins
for carriers in this transmission.
8. Install gear (91) on center shaft (87). Heat bearing (89) in oil to a temperature of 135°C (275°
F). Install the bearing on gear (92) so the face of the bearing is even with the face of the gear.
Install ring (90) on the bearing. Install the gear on the center shaft.
9. Install center shaft (87) and the gears and bearing in the carrier.
10. Install retaining ring (88) that holds the bearing to the carrier.
11. Install ring gear (85).
12. Install the end plate on the input gear.
NOTICE
Put clean SAE 10 oil on all discs and the plates when they are installed.
13. Install two discs (84) and one plate (83) on the end plate starting with a disc. These discs and
this plate are for the No. 3 clutch.
14. Install springs (82). Install the dowels in housing (79). Install the inner and the outer ring seals
on piston (81). Install piston (81) in housing (79). Install housing (79). Make sure springs (82) are
in their correct locations in the end plate and piston (81).
15. Install bearings (111) in gears (78). Install gears (78) and thrust washers (77) in carrier (69).
16. Install shafts (75) in the carrier and the bearings for the gears. Install the pins that hold the
shafts in the carrier.
17. Turn the carrier over. Install the ring on bearing (74). Install the bearing in the carrier.
18. Install ring (72) on the carrier. Put the ring in compression. Install ring gear (71) on the carrier
and over the ring. Release the ring to hold the gear.
19. Hit pins (71) with a punch and a hammer from the other side to hold the ring gear to the gear
on the carrier. Install bearing (74) in carrier (69) with the retaining ring that holds it.
20. Install the ring on cage (112). Install the cage in the bearing for the carrier.
21. Put the carrier and ring gear (71) in position over the gears in carrier (93).
22. Install the dowels that hold the No. 3 and No. 4 clutch plates in alignment.
23. Install two discs (113) and one plate (114) starting with a disc. These discs and this plate are
for the No. 4 clutch.
24. Install springs (66) in their correct locations in housing (79).
25. Install the inner and the outer ring seals on pistons (52) and (64). Install piston (64) in housing
(56).
26. Put housing (56) in position over the dowels and springs. Make sure the springs are in their
correct locations in the housing and in piston (64). Install piston (52) in housing (56).
27. Install ring gear (115) over the gears in carrier (81). Install two discs (59) and plate (62) on the
piston starting with a disc. These discs and this plate are for the No. 5 clutch.
28. Put bearing cage (58) in position over the cage on the center shaft.
29. Install bolts (57) that hold the bearing cage to the carrier.
30. Install springs (61) in the piston. Install dowels (60) that hold the plates for the No. 5 and No.
6 clutch in alignment. Put housing (56) in position over the dowels and the springs. Make sure the
springs are in their correct locations in the housing. Put gear (55) in position on the center shaft.
31. Install the inner and the outer ring seals on piston (52). Install piston (52) in housing (56).
32. Install ring gear (49). Install four discs (116) and three plates (117) on the piston starting with
a disc. These discs and plates are for the No. 6 clutch. Install the springs in their correct locations
in piston (52).
33. Install bearings (118) in gears (48). Install the gears and thrust washers (47) in carrier (44).
34. Install shafts (45) that hold the gears in the carrier. Install the pins that hold the shafts in the
carrier.
35. Turn the carrier over. Lower the temperature of bearing (42). Install the bearing in the carrier.
Install the ring that holds the bearing in the carrier. Install the carrier over the center shaft and gear
(55).
36. Install the inserts in housing (119). Put the housing in position over the dowels and the springs.
Make sure the springs are in their correct locations in the housing.
37. Put hub (39) in position over the center shaft. Push down on the housings to put the springs in
compression. Lift up on the center shaft. Install the ring that holds hub (39) to the center shaft.
38. Put balls (35) in position on the inserts in the housing. Install the dowels in the housing. Install
the inserts in piston (36). Put piston (36) in position on the balls.
39. Install four plates (37) and four discs (38) over the hub starting with a plate. These plates and
discs are for the No. 7 clutch.
40. Install ring gear (33) over the plates and the discs.
NOTE: Ring gear (33) can be installed before the discs and plates are installed.
41. Put piston (34) in position over the plates and the discs for the No. 7 clutch.
42. Install four discs (24) and three plates (26) starting with a disc. These plates and discs are for
the parking brake clutch.
43. Install the internal ring and the O-ring seal on the small diameter of cage (30). Install the ring
on the large diameter of cage (30).
44. Put cage (30) in position on hub (25). Put the hub and the cage in position on a press.
45. Put springs (28) and plate (29) in position on cage (30).
46. Install tooling (C) on the press and against the plate as shown.
47. Put the springs in compression with tooling (C) and the press.
48. Install retaining ring (27) on cage (30). Slowly release the compression on the springs and
remove the tooling and the cage and hub from the press.
49. Turn the hub and cage over. Install two locks (29) and four bolts (21) that hold the hub to the
cage. Bend the locks against the bolts. Install the cage and hub (25) in hub (39).
50. Install fourteen washers and bolts (22) that hold the hub (25) to ring gear (64). Tighten bolts
51. Install two 5/8" - 11 NC forged eyebolts in housing (17). Install the two large O-ring seals on
housing (17).
52. Fasten a hoist to the eyebolts. Put the housing in position over the dowels. Install the springs
and plungers (20) before the housing is completely installed.
53. Install twelve washers and bolts (16). Tighten the bolts to a torque of 115 ± 7 N·m (85 ± 5
lb.ft.).
54. Install three O-ring seals (120) on the face of the housing.
NOTICE
Be sure that the parking brake lever enters the notch in the housing
when the transmission is put into position in the transmission case.
55. Lift the transmission with a hoist and put it in position in the transmission case.
56. Remove the hoist and the two eyebolts. Install the bolts that hold the transmission in the case.
57. Install two 1/2" - 13 NC forged eyebolts and two nuts in the transmission case on top of the
output flange. Install a strap around the transmission case and through the two eyebolts.
58. Fasten tooling (D) to the transmission case. Turn the transmission so it is in an up position.
59. Put cover (121) in position on the transmission case. Put the transmission in position on
tooling (E). Install the bolts that hold the transmission to tool (E).
60. Remove tooling (D) and the straps. Install the sleeves in the transmission case.
61. Install a 3/8" - 16 NC forged eyebolt in the cover for the transfer gears as shown.
62. Install tooling (G) in the eyebolt.
63. Install tooling (F) on the transmission and on the transmission hydraulic control valves as
shown. Connect tooling (G) to tooling (F) on the control valves.
64. Put transmission hydraulic control valves (9) in position on the transmission.
65. Install bolts (4) and bolts (6) that hold the transmission hydraulic control valves to the
transmission. Tighten the bolts to a torque of 48 ± 4 N·m (35 ± 3 lb.ft.).
66. Push four sleeves (5) into their correct locations in the control valves.
67. Install plates (7) in their correct locations in the grooves of sleeves (5). Install bolts (8) that
hold the sleeves and the plates. Tighten bolts (88) to a torque of 30 ± 4 N·m (22 ± 3 lb.ft.).
68. Put links (122) in position in stems (3) for the control valves. Tighten the links.
69. Put the gasket and cover (2) in position on the side of the transmission.
70. Install bolts (1) that hold the cover to the transmission.
End By:
a. install transmission



SENR36490016

SMCS - 3152-016; 3152-015
from the cover.
valve body.
spool (44).
the valve.
lb.ft.).
the spools.
sleeve.
spool.


Specifications
SENR35550008
Direction Selector And Pressure Control Valve

SMCS - 3152-016; 3152-015
(1) 2P5700 Spring:
Test force ... 93.9 ± 7.6 N (21.1 ± 1.7 lb.)
(2) 2P5701 Spring:
Test force ... 129.5 ± 10.0 N (29.1 ± 2.3 lb.)
(3) Torque for bolts (four) ... 28 ± 4 N·m (22 ± 3 lb.ft.)
(4) Install dowel ... 3.0 mm (.12 in.) below face of body


Specifications
SENR35550009

SMCS - 3152-016; 3152-015
(1) 3P8042 Spring:
Test force ... 17.8 ± 1.4 N (4.00 ± .32 lb.)
(2) 2P4547 Spring:
Test force ... 50.7 ± 4.0 N (11.4 ± .9 lb.)
(3) 3P812 Spring:
Test force ... 9.9 ± 0.8 N (2.22 ± .18 lb.)
(4) 3P6669 Spring:
Test force ... 105.5 ± 4.3 N (23.7 ± .95 lb.)
(5) 3S9949 Spring:
Test force ... 5.5 ± 2.2 N (12.4 ± .50 lb.)
(6) 2P4501 Spring:
Test force ... 44.3 ± 3.6 N (9.95 ± .80 lb.)


Specifications
SENR35550010
Modulating Selector And Pressure Control Valve Group

SMCS - 3152-016; 3152-015
(1) 2P4499 Spring:
Test force ... 49.2 ± 2.5 N (11.04 ± .55 lb)
(2) 2P4500 Spring:
Test force ... 48.6 ± 2.5 N (10.92 ± .55 lb)
(3) Thickness of 5M3492 Spacer ... 0.25 mm (.010 in)
One spacer will change pressure ... 14.0 kPa (2.01 psi)
Thickness of 7M1396 Spacer ... 1.57 mm (.062 in)
(4) Torque for bolts (six) ... 28 ± 7 N·m (22 ± 5 lb ft)
(5) Install dowel ... 6.4 mm (.25 in) below face of body
(6) 2P4501 Spring:
Quantity ... three
Test force ... 44.3 ± 3.6 N (9.95 ± .80 lb)



SENR36490016

SMCS - 3152-016; 3152-015
from the cover.
valve body.
spool (44).
the valve.
lb.ft.).
the spools.
sleeve.
spool.


Specifications
SENR35550006
Relief Valve Group

SMCS - 3152-016; 3152-015
(1) 2P5677 Spring (outer):
Test force ... 135.0 ± 10.5 N (30.00 ± 2.40 lb)
(2) 8P2893 Spring (inner):
Test force ... 1000 ± 80 N (225 ± 18 lb)
(3) 3P7685 Spring:
Quantity ... Two
Test force ... 184.15 ± 9.34 N (41.400 ± 2.100 lb)
(4) 5M9548 Spring:
Test force ... 4.5 ± 0.4 N (1.00 ± .08 lb)
(5) 1P562 Valve for Main Relief.
Pressure needed to open valve ... 2379.0 ± 34.5 kPa (345.00 ± 5.00 psi)
One spacer will change pressure ... 43 kPa (6.2 psi)
(7) 2P4548 Valve for oil and lubrication oil.
Quantity ... two
Pressure needed to open cooler bypass valve ... 1230 ± 114 kPa (178.5 ± 16.5 psi)
Pressure needed to open lubrication relief valve ... 614 ± 69 kPa (89 ± 10 psi)



SENR36490009
Relief Control Valve

SMCS - 3182-010; 3182-015; 3182-016
Remove And Install Relief Control Valve
1. Put identification on oil lines (1) as to their location on the relief control valve. Remove oil lines
(1) from the valve.
2. Remove bolts (2) that hold the valve to the transmission. Remove relief control valve (3).
NOTE: The following steps are for the installation of the relief control valve.
3. Put relief control valve (3) in position on the transmission. Install bolts (2) that hold the valve to
the transmission.
4. Connect oil lines (1) to their respective locations on the relief control valve.
Disassemble Relief Control Valve
Start By:
a. remove relief control valve
1. Remove the O-ring seals from the valve.
2. Remove bolts (1) that hold the five covers. Remove five covers (2).
3. Remove O-ring seal (6) and three springs (5) from the valve body.
4. Remove O-ring seal (3) and valve spool (4) from the body.
5. Remove spacers (9) from valve spool (4).
6. Remove spiral snap ring (7). Remove retainer (10), spring (8), and poppet (11) from the valve
spool.
7. Remove two plugs (12). Remove the O-ring seal from the plugs. Remove two pins (13) from
the valve body.
8. Remove two O-ring seals (15) and two valves (14).
9. Put tool (A) into position in the collar of the valve.
10. Install the valve in a vise. Put the spring in compression approximately 6.4 mm (.25 in.).
Remove pin (16) with a hammer and punch.
11. Slowly release the pressure on the spring and remove the valve from the vise. Remove tool
(A).
12. Remove pin (21), retainer (20), spring (19) and valve (18) from collar (17).
13. Do Steps 9 through 12 for the other valve removed in Step 8.
Assemble Relief Control Valve
1. Put poppet (11), spring (8), and retainer (10) in position in the valve spool. Install spiral snap
ring (7) in the valve spool.
2. Put pin (21) in position in retainer (20). Put spring (19) and valve (18) in position on the
retainer and pin. Put the side of collar (17) with a chamfer in position on the valve.
3. Install tool (A) in the collar. Install the valve in a vise. Put the hole in pin (21) in alignment with
the small holes in the collar. Install the pin that holds the valve together. Remove the valve from
the vise.
4. Do Steps 2 and 3 for the other valve.
5. Put spacers (9) in position in valve (4). Put three springs (5) in position in the valve.
6. Put the springs and the valve in position in the valve body.
7. Put valves (14) in position in the valve body.
8. Install two pins (13) in the valve body.
NOTE: Turn valves (14) to put the hole in the collar in alignment with pins (13).
9. Install the O-ring seal on the plugs. Install two plugs (12) in the valve body.
10. Install O-rings (3) in the valve body. Put five covers (2) in position on the valve body. Install
bolts (1) that hold the covers.
11. Install the O-ring seals on the back side of the valve body.


Specifications
SENR34880012

SMCS - 3182-010; 3182-015; 3182-016
Quantity ... two
Test force ... 12.9 ± 1.0 N (2.9 ± .2 lb)


Specifications
SENR35550008
Direction Selector And Pressure Control Valve

SMCS - 3182-010; 3182-015; 3182-016
(1) 2P5700 Spring:
Test force ... 93.9 ± 7.6 N (21.1 ± 1.7 lb.)
(2) 2P5701 Spring:
Test force ... 129.5 ± 10.0 N (29.1 ± 2.3 lb.)
(3) Torque for bolts (four) ... 28 ± 4 N·m (22 ± 3 lb.ft.)
(4) Install dowel ... 3.0 mm (.12 in.) below face of body


Specifications
SENR35550009

SMCS - 3182-010; 3182-015; 3182-016
(1) 3P8042 Spring:
Test force ... 17.8 ± 1.4 N (4.00 ± .32 lb.)
(2) 2P4547 Spring:
Test force ... 50.7 ± 4.0 N (11.4 ± .9 lb.)
(3) 3P812 Spring:
Test force ... 9.9 ± 0.8 N (2.22 ± .18 lb.)
(4) 3P6669 Spring:
Test force ... 105.5 ± 4.3 N (23.7 ± .95 lb.)
(5) 3S9949 Spring:
Test force ... 5.5 ± 2.2 N (12.4 ± .50 lb.)
(6) 2P4501 Spring:
Test force ... 44.3 ± 3.6 N (9.95 ± .80 lb.)


Specifications
SENR35550010
Modulating Selector And Pressure Control Valve Group

SMCS - 3182-010; 3182-015; 3182-016
(1) 2P4499 Spring:
Test force ... 49.2 ± 2.5 N (11.04 ± .55 lb)
(2) 2P4500 Spring:
Test force ... 48.6 ± 2.5 N (10.92 ± .55 lb)
(4) Torque for bolts (six) ... 28 ± 7 N·m (22 ± 5 lb ft)
(5) Install dowel ... 6.4 mm (.25 in) below face of body
(6) 2P4501 Spring:
Quantity ... three
Test force ... 44.3 ± 3.6 N (9.95 ± .80 lb)



SENR36490016

SMCS - 3152-016; 3152-015
from the cover.
valve body.
spool (44).
the valve.
lb.ft.).
the spools.
sleeve.
spool.


Specifications
SENR35550009

SMCS - 3152-016; 3152-015
(1) 3P8042 Spring:
Test force ... 17.8 ± 1.4 N (4.00 ± .32 lb.)
(2) 2P4547 Spring:
Test force ... 50.7 ± 4.0 N (11.4 ± .9 lb.)
(3) 3P812 Spring:
Test force ... 9.9 ± 0.8 N (2.22 ± .18 lb.)
(4) 3P6669 Spring:
Test force ... 105.5 ± 4.3 N (23.7 ± .95 lb.)
(5) 3S9949 Spring:
Test force ... 5.5 ± 2.2 N (12.4 ± .50 lb.)
(6) 2P4501 Spring:
Test force ... 44.3 ± 3.6 N (9.95 ± .80 lb.)


Specifications
SENR35550013

9W0706 (12G)
SMCS - 3152-016; 3152-015



SENR36500044

SMCS - 3273-010

pressure is zero.


Specifications
SENR35550007

SMCS - 3273-010



SENR36490016

SMCS - 3152-016; 3152-015
from the cover.
valve body.
spool (44).
the valve.
lb.ft.).
the spools.
sleeve.
spool.


Specifications
SENR35550019
Wheel Group
SMCS - 3152-016; 3152-015
(1) Tighten large nut on valve to ... 21 ± 1 N·m (186 ± 9 lb in)
Then tighten small nut to ... 9 ± 1 N·m (80 ± 9 lb in)
NOTE: Mating surfaces must be free of paint.



SENR36500015
Front Wheels
SMCS - 4200-010
Remove And Install Front Wheels
1. Lift the front of the machine until the tires are off the ground. Install tooling (A) under the front
of the machine.
2. Fasten a hoist to the front wheel (1). Remove bolts (2).
3. Remove front wheel (1) from wheel spindle (3). The weight of the wheel is 219 Kg (485 lb.).
NOTE: The following steps are for installation of the front wheels.
4. Fasten a hoist to front wheel (1). Put it in position on the wheel spindle (3).
NOTE: Mating surfaces must be free of paint.
5. Install the bolts (2) that hold the front wheel on the wheel spindle (3).
6. Lift the front of the machine. Remove tooling (A) from under the machine. Lower the machine
to the ground.
7. Tighten bolts (2) that hold the front wheel (1) to a torque of 610 ± 40 N·m (450 ± 30 lb.ft.).



SENR36490002
Rear Wheels
SMCS - 4200-011; 4200-012
Remove Rear Wheels
1. Lift the machine off the ground. Install tooling (A) under the tandem housing.
2. Fasten a hoist to the rear wheel and tire.
3. Remove nuts (2) and the washers.
4. Remove rear wheel (1). Weight is 195 kg (430 lb.).
5. Do Steps 2 through 4 for the other rear wheel.
Install Rear Wheels
1. Fasten a hoist to the rear wheel. Put it in position on the wheel spindle over the studs.
2. Install the washers and nuts that hold rear wheel (1) to the wheel spindle.
3. Lift the tandem housing and remove tooling (A).
4. Tighten the nuts that hold the rear wheel to a torque of 500 ± 35 N·m (370 ± 26 lb.ft.)
5. Do Steps 1 through 4 for the other rear wheel.


Systems Operation
i01728039
Cab Air Filters

SMCS - 7342
The cab air filters are designed to provide clean air to the air conditioning and the heating coils.
The cab air filters are designed to pressurize the cab. If the filters are not properly maintained, the
coils will be coated with dirt. Dirty coils will result in loss of heating. Dirty coils will result in loss
of cooling. Dirty coils could also result in failure of the compressor.
Cab air filters should be inspected weekly. Inspect the filter for holes. Look through the filter
toward a bright light. Check for damaged gaskets or dented metal parts. Do not use a damaged
filter. A damaged filter will allow dust into the cab. A damaged filter will allow dust onto the
cooling and heating coils.
In moderate dust conditions, the cab air filters should be cleaned weekly. In extreme dust
conditions, the filters should be inspected daily. In extreme dust conditions, clean the filters
whenever it is necessary.
an eighth inch in diameter. Keep the air nozzle at least 50.8 mm (2 inch) inches away from the
filter.
The filters that are made of foam can be blown out with low pressure air. The filters can be gently
washed with a mild detergent. After washing the filters, dry the filters with low pressure air.
Carbon impregnated filters may be blown out with low pressure air. Do not wash the carbon
impregnated filters.
Standard filters or high efficiency filters may be blown out with low pressure air. Do not wash the
standard filters. Do not wash the high efficiency filters.


Systems Operation
i05907558
Cab Pressurization and Filtration System

SMCS - 7320; 7342
Caterpillar machines with an enclosed cab area need to provide adequate air flow to the operator
inside the cab area so that a standard air pressure is met. Maintaining a proper air pressure level is
accomplished by ensuring that the appropriate seals are used. When the appropriate seals are
correctly installed, the cab will be pressurized by the ventilation system.
Maintaining the proper pressurization level in the cab area is important to the health of the
operator because changes to the air pressure may lead to problems with breathing. Low pressure
can cause dust to enter the cab and the Heating Ventilation Air Conditioning (HVAC) system,
which can lead to premature system deterioration. Low pressure is often caused by improper
sealing of the cab. Poor sealing of the cab requires an increase in the fresh air flow to maintain
pressurization. The increase in fresh air flow will lead to a lower air conditioning and heater
performance. The increase in fresh air flow will also lead to increased intervals in filter service.
Additional noise that is entering the cab can also result from poor sealing of the cab.
Cab sealing objectives for the operator cab environment are for the cab to pressurize to a
minimum of 50 Pa (0.2 inch of H2O) with no more than 76 m3/hr (45 cfm) of fresh air flow. The
minimum cab fresh air flow while the ventilation system is operating on any fan speed is 43 m3/hr
(25 cfm). This objective satisfies the requirements for fresh air flow from SAE J1503 and ISO
10263-4. In HVAC systems with a mode door that controls the balance of fresh air and
recirculation air, the control shall be set to minimum fresh air flow while measuring cab pressure.
The air flow of a HVAC system is used to pressurize a cab as the air flow passes through different
components. First, outside air is drawn into the HVAC compartment after being filtered for dust
particles. Air is drawn in with the help of a blower fan. The blower fan pulls air or pushes air
across the heater and/or the evaporator coil. The air flow is then directed into the ventilation ducts
of the system. The air flow travels into the environment of the cab through the directional louvers.
Finally, the air inside the cab area returns to the HVAC system through the recirculation filter.
Some ventilation systems can be enhanced by using different options. One option that is available
for a wide variety of Caterpillar machines is the inclusion of a powered precleaner unit. As part of
the pressurized system of the cab, a precleaner removes additional dirt/dust from the fresh air flow
that is entering the cab. This provides extended life for the filter to the fresh air filter. These
precleaners are coupled with higher efficiency fresh air filters in order to prevent finer particles of
dirt from entering the cab area. In addition to the precleaner, some newer systems may include
filters that are low restriction. A media filter that is low restriction can filter dust effectively, and
offer more air flow through the HVAC system.
Cab Air Filters

Most Caterpillar machines with the R134a system have two cab air filters. One type of air filter is
the fresh air filter and the other type of filter is a recirculation filter inside the cab. Some of the
machines have a third air filter that is made of foam. The third filter is designed to remove large
debris before the air reaches the fresh air filter.
Some Caterpillar machines are equipped with a precleaner for the cab. The system is designed to
remove excessive dust and dirt from the air that is entering the cab. The precleaner is part of the
pressurized cab.
There are optional replacement filters that are available for use in the field with certain machine
applications. Carbon impregnated filters are used for improved odor reduction in place of the fresh
air filter. High efficiency filters are also used as a replacement for the fresh air filter in
environments with high concentrations of dust. High efficiency filters also provide better filtering
efficiencies in order to reduce the intake of dust into the cab. Filters that are low restriction are
also available for certain applications as a way to reduce the system restriction through the filter.
Filters that are low restriction reduce the restriction that is in the system, and the filters continue to
maintain efficiencies in filtering dust.
ReferenceFor optional replacement of filters, see Datasheet, PEHJ0092, "Cat Cabin Air Filters
Datasheet".
Air filters for Caterpillar cabs are not intended for filtering out hazardous materials. When you are
working in an environment with potentially hazardous materials, all of the safety precautions for
working with that material should be followed. As the requirements are defined by the local
agencies, additional personal protection equipment may be required for the operator.



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)
208-1317 Refrigerant Filter-Drier
4C-2964 Refrigerant Leak Detector
208-1355 Oil Pump
9U-5793 Refrigerant Tank (22.7 kg (50 lb))
208-1382 Vacuum Pump (1.2 CFM, 220 V / 50-60 Hz)
1U-8085 Eye Protection Goggles (Vented)

9U-5325 Thermometer
138-6629 Refrigerant Identifier (110/220 Volt 60/50 Hz)
153-9032 Air Conditioner Flushing Unit (Portable)
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



i01732100

SMCS - 7465-012


lit cigarette.


gas may be present.
air conditioning system is R-12.
R-12 from contaminating the recovery and charging tools.



i01735725

SMCS - 7465-011


lit cigarette.


gas may be present.
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
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.



i03862454

SMCS - 7465-012


lit cigarette.


gas may be present.
air conditioning system is R134a.
R134a from contaminating the recovery and charging tools.



i06258260

SMCS - 7465-011


lit cigarette.


gas may be present.
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
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.
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.



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"
Multi Terrain "Installing the 233-5870 Installation Arrangement (Air
REHS1798
REHS1799 Multi Terrain "Installing the 233-5873 Installation Arrangement (Air

REHS1801
REHS1802
"Refrigerant Compressor Functional Test for All
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
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
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
Machines"
Caterpillar Products" released prior to June 2014
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
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
SEPD0723 "The Fan Drive Groups Have Changed"
Off-Highway
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


Troubleshooting
i05026830
Required Tools
SMCS - 7309
Table 1
Required Tools
Part Number
Part Description
Recovery, Recycling, and Recharging Systems

285-7352 Refrigerant Service Unit (Recovery/Recyling/Recharging) (115 V / 60 Hz)
Refrigerant Service Unit (Recovery/Recyling/Recharging) (220-240 V / 50
285-7353
Hz)
197-1915 Refrigerant Service Unit (230 V / 50/60 Hz)
208-1317 Refrigerant Filter-Dryer
Charging Scales and Manifold Gauges
Tanks and Hoses
300-3526 Refrigerant Tank (22.7 kg (50 lb))
208-1352 Heater Blanket As
272-3090 Refrigerant Charging Hose

208-1339 Refrigerant Coupler (Low Pressure)
208-1340 Refrigerant Coupler (High Pressure)
Vacuum Pumps and Accessories
Miscellaneous Air Conditioning Tools
262-4934 Refrigerant Identifier (110/220 V 60/50 Hz)
208-1374 Leak Detector Kit
9U-6494 Refrigerant Oil Injector
208-1375 Orifice Tool Gp
144-0235 Belt Tension Gauge
208-1350 Radiator Tool Gp
9U-5325 Thermometer
270-1540 O-ring Kit
383-3518 Air Conditioner Kit
Miscellaneous Tools
233-8583 Eye Protection Goggles (Vented)
269-3123 Pen Light UV Leak Detection
146-4080 Digital Multimeter Gp
Note: The schrader valves used in the high and low-pressure sides of the A/C system are located
in 149-2491 Air Conditioner Fitting As which contains 3E-4051 Seal Cap and 3E-4057 Valve As
for the low-pressure side. 236-9888 Air Conditioner Fitting As which contains 3E-4052 Seal Cap
and 3E-4058 Valve As for the high-pressure side.
Note: Use of a portable flushing unit is permissible only if 153-8538 Refrigerant Flushing
Solution is used and all procedures are followed per Testing and Adjusting, SENR5664,
"Refrigerant System - Flush". The refrigerant flushing solution can ONLY be reused after being
filtered.
Note: The 383-3518 Air Conditioner Kit provides the valves and caps required when replacing the
lines group air conditioner. The kit includes the following: one 3E-4051 Seal Cap , one 3E-4052
Seal Cap , one 3E-4057 Valve As and one 3E-4058 Valve As .


Specifications
SENR35550004

SMCS - 7309
NOTICE
Test force ... 111 ± 9 N (24.9 ± 2.0 lb)



SENR36490008

SMCS - 3164-010; 3164-015; 3164-016

Start By:
End By:


Specifications
SENR35550011

SMCS - 3164-010; 3164-015; 3164-016

Dimension A ... 0.50 ± 0.25 mm (.020 ± .010 in)


Specifications
SENR34880024
Blade Lift Group

SMCS - 3164-010; 3164-015; 3164-016
(1) Use shims as required so yoke assembly will rotate without bending.
Endplay (maximum) ... 0.25 mm (.010 in)
(2) Distance to install clamp above center of cap assembly ... 76 ± 12 mm (3.0 ± .5 in)
(3) Torque for bolt ... 130 ± 7 N·m (95 ± 5 lb ft)
(4) Use shims as required to get 2.3 ± 0.8 mm (.09 ± .03 in) clearance between link bar and lock
plate.



SENR36500022

SMCS - 5102-010
and the insert.
arm.
NOTICE
prevent damage.



SENR36500024
Blade Lift Arms

SMCS - 5219-011; 5219-012
Remove Blade Lift Arms
Start By:
a. remove blade lift cylinders
Typical Example
1. Remove bolts (6) and the lock from the blade lift arm. Remove pin (7) that holds the blade lift
arm to blade lift bar (5).
2. Fasten a hoist to blade lift arm (4). Remove bolts (1) and the lock. Remove bolt (3) and plate (2)
from the pin. Remove the pin that holds the blade lift arm to the frame. Remove the washers from
between the blade lift arm and the frame.
3. Remove blade lift arm (4). Weight is 90 Kg (200 lb.).
Typical Example
4. Remove seals (8) and bearings (9) from the frame with tooling (A).
Typical Example
5. Remove bolts (11) and retainer (12). Remove the washers and the shims from under the
retainer. Push yoke (10) out of the lift arm enough to fasten a hoist to it. Remove yoke (10).
Weight is 18 Kg (40 lb.). Remove the washers and the seal from the yoke.
Typical Example
6. Remove two bearings (13) from the lift arm by putting a saw cut down the length of each
bearing. Be careful not to cause damage to the inside surface of the lift arm.
7. Repeat Steps 1 through 6 for the other blade lift arm.
Install Blade Lift Arms
Typical Example
1. Install the small bearing in blade lift arm (4) with tooling (B). Install large bearing (13) in the
lift arm with tooling (C). Install the bearings so they make contact with their respective shoulders.
Typical Example
NOTICE
Tooling (B) and tooling (D) must be used to install the bearings to
prevent damage.
2. Install new seal (14) on yoke (10) with tooling (C). Install washers (16) on the yoke. Fasten a
hoist to yoke (10). Put it in position in the lift arm.
3. Install a new seal on retainer (6). Put shims (17), washers (15) and the retainer in position on the
lift arm. Install the bolts that hold the retainer to the yoke. The shims are used to get .25 mm (.010
in.) maximum end clearance of the yoke. The yoke must rotate freely in the lift arm.
Typical Example
4. Install new bearings in the frame with tooling (B). Install the bearings to a depth of 9.53 ± 0.41
mm (.375 ± .016 in.).
NOTE: Lower the temperature of the bearings to -21° C to -32° C (-6° F to -25° F).
NOTICE
Tooling (B) must be used to install the bearings to prevent damage.
Typical Example
5. Install four new seals (8) in the frame with tooling (A). Install the seals with the lip toward the
outside and even with the outside surface.
Typical Example
6. Fasten a hoist to blade lift arm (4). Put it in position on the frame. Put the washers in position
between the lift arm and the frame. Install the pin that holds the lift arm and the frame. Install the
pin that holds the lift arm to the frame. Make sure the groove in the pin is in alignment with the
opening in the lift arm. Put the lock in position in the lift arm. Install bolts (1) that hold it.
7. Put lift arm (4) in position in blade lift bar (5). Install the washers between the lift bar and the
lift arm. Install pin (7). Make sure the groove in the pin is in alignment with the opening in the lift
arm. Put the lock in position in the lift arm. Install bolts (6) that hold it.
8. Put plate (2) in its correct position on the pin. Install bolt (3) that holds it. Tighten bolt (3) to a
torque of 130 ± 7 N·m (95 ± 5 lb.ft.).
End By:
a. install blade lift cylinders



SENR36500027
Blade Lift Bar

SMCS - 5222-011; 5222-012
Remove Lift Bar
Start By:
a. remove centershift lock
Typical Example
2. Fasten a hoist to centershift cylinder (8). Remove the bolts and cap (7) from the cylinder.
Remove the insert and the shims from the ballstud. Move cylinder (8) free of the blade lift bar (3).
Remove the insert from the rod end of the cylinder.
3. Remove the bolt and clip (6) from the lift bar.
4. Fasten a hoist to the lift bar.
5. Remove bolts (1) and lock (5) from each end of the lift bar. Remove pins (2) and (4). Remove
the washers from between the lift arm and the lift bar.
6. Remove blade lift bar (3). Weight is 115 Kg (253 lb.). Move the lift bar out toward the rear of
the machine. Lower it to the ground. Move the hoist free of the frame. Remove the lift bar out the
side of the machine.
Typical Example
7. Remove the seals and the bearings from each end of the lift bar with tooling (A).
Typical Example
8. Remove seal (9) from the lift bar. Remove snap ring (10). Remove two bearings (11) and the
spacer from the lift bar with tooling (A).
Install Blade Lift Bar
Typical Example
1. Install new bearings (11) in each end of the blade lift bar with tooling (A). Install the bearings
to a depth of 10.31 ± .406 mm (.406 ± .016 in.) from the outside surfaces of the lift bar.
NOTICE
Tooling (B) must be used to install the bearings to prevent damage.
2. Install the four new seals in each end of the lift bar with tooling (A). Install with the lip of the
seals toward the outside of the bore. Install the seals even with the outside surfaces of the lift bar.
Typical Example
3. Install the snap ring in the centershift lock bore of the lift bar. Install the two bearings and the
spacer between the bearings with tooling (C). Install the bearings and the spacer so they make
contact with the snap ring.
4. Install a new seal in the centershift lock bore of the lift bar with tooling (A). Install the lip of the
seal toward the outside surface. Install the seal so it makes contact with the snap ring.
Typical Example
5. Fasten a hoist to blade lift bar (3). Put it in position on blade lift arms (12). Install the washers
between the lift bar and the lift arms. Install the two pins that hold the lift bar. Make sure the
grooves in the pins are in alignment with the openings in the lift arms.
6. Put the locks in position in the openings in the lift arms. Install the bolts that hold the locks.
Typical Example
7. Fasten a hoist to centershift cylinder (8). Put it in position on ballstud (14). Put the inserts in
position on cylinder rod (13) and cap (7). Put cap (7) in position on the ballstud. Install the bolts
that hold the cap to the cylinder rod.
NOTE: Refer to Remove and Install Ball and Socket Joint.
8. Put clip (6) in position on the lift bar. Install the bolt that holds it.
End By:
a. install centershift lock



SENR36500031
Blade Tip Cylinder

SMCS - 5106-010
Remove And Install Blade Tip Cylinder (If So Equipped)
1. Extend cylinder (2). Remove oil lines (7) and (8) from the cylinder (2). Fasten a hoist to the
cylinder.
2. Remove cotter pin (3) from pin (6). Remove pin (6) from the cylinder (2) and circle (1).
3. Remove bolt (4) from pin (5). Remove pin (5) from the cylinder and the blade assembly.
4. Remove blade tip cylinder (2). Weight is 33.5 Kg (74 lbs.).
NOTE: The following steps are for installation of the blade tip cylinder.
5. Fasten a hoist to the cylinder (2). Put blade tip cylinder (2) in position on circle (1) and the
blade.
6. Install two pins (5) and (6) that hold the cylinder (2) on the machine. Install bolt (4) that holds
the pin (5) to the blade. Install cotter pin (3) that holds the pin (6) to the circle (1).
7. Connect oil lines (7) and (8) to their correct locations on the cylinder.



SENR36500032
Swivel Joint
SMCS - 5060-010; 5060-017; 6151-010; 6154-010

Start By:
(4) that hold it.
End By:
(4).
Start By:
lbs.).
18 lb.ft.).
15. End By:



SENR36500051
Blade Assembly
SMCS - 6151-010
Remove And Install Blade Assembly
1. Tip the blade forward as shown.
2. Fasten a hoist to tip cylinder (2). Put identification on two hose assemblies (5) and disconnect
them.
3. Remove bolt (3) and pin (4). Remove cotter pin, pin (1), and spacers from the opposite end of
tip cylinder (2). Remove tip cylinder (2).
4. Install tool (A) and fasten a hoist.
5. Remove four bolts (7) and cap (8). Remove the shims from between bracket assembly (6) and
cap (8).
6. Remove cotter pin (10), nut (9), and the washer. Remove shaft (11) and washers (12).
7. Remove the blade assembly. The weight is 888 Kg (1960 lbs.).
NOTE: The following steps are for installation of the blade assembly.
8. Install tool (A) and fasten a hoist to the blade assembly.
9. Put the blade assembly in position under the machine.
10. Install shaft (11) and washers (12). Install washer and nut (9). Tighten nut (9) to zero clearance
and back off one slot. Install cotter pin (10).
11. Install shims between bracket assembly (6) and cap (8). Install bolts (7).
12. Fasten a hoist to tip cylinder (2). Put tip cylinder (2) in position. Install pin (1), spacers, and
cotter pin. Install pin (4) and bolt (3). Connect hose assemblies (5).


Specifications
SENR34880020
Scarifier Group
SMCS - 6151-010
(2) Assemble collar to allow minimum free play of shaft.
(3) Use shims as required to obtain a 0.38 to 1.14 mm (.015 to .045 in) loose fit.
NOTE: Do not use impact driver to assemble bearings in cylinder ends.


Torque Specifications
i07167422
General Information
SMCS - 7553
Mismatched or incorrect fasteners can result in damage or malfunction,

or personal injury.
Take care to avoid mixing metric dimensioned fasteners and inch

dimensioned fasteners.
Introduction to Torque
"Torque" is measured in terms of force and distance. Force is the amount of pushing or pulling
applied at the end of the lever. Distance is the length of the lever that is being used. Torque values
are given in the following units: NEWTON meters (N·m), pound inches (lb in), and pound feet (lb
ft)
This manual is intended to provide the operator with a reference. This manual will provide the
standard torque settings for the following: bolts, nuts, plugs, fittings, and clamps.
Exceptions to these torques are given in the Service Manual, if necessary.
Be sure to use a torque wrench that has the proper range. Torque wrenches must be used properly
in order to ensure that the correct torque is applied. Always use a smooth pull for torque wrenches.
Do not jerk a torque wrench. Do not use adapters that change the length of the torque wrench. For
the correct use of your torque wrench, refer to the instructions that were packaged with your
torque wrench. For more information on the correct use of torque wrenches, refer to Special
Publication, SEBV0516, "An Introduction to Torque". This publication is available on the
Caterpillar Media Information Center (CMIC) and through the normal literature distribution
system at your local Cat ® dealer.
Prior to installation of any hardware, ensure that components are in near new condition. Bolts and
threads must not be worn or damaged. Threads must not have burrs or nicks. Hardware must be
free of rust and corrosion. Clean reused fasteners with a noncorrosive cleaner. Lightly lubricate
the threads of reused fasteners. Lightly lubricate the mating surface of the head of reused
fasteners. Other applications for lubricating fasteners may also be specified in the Service Manual.
The Service Manual may also specify the use of sealants and compounds.
Note: Do not use sealants that are not specified in the Service Manual. Do not use
compounds that are not specified in the Service Manual. Clean old compound from the bolt
and from the hole before installation.
Torque-Turn
The torque-turn method is used when precise control over clamping force is required. There is an
initial torque and an additional turn. The initial torque is required to bring all parts of the joint into
contact. The additional turn provides the desired clamping force. Ensure that all fasteners have
been torqued before you perform the additional turns. Turn the fastener according to the specified
amount. The specified amount will normally be equal to or greater than 90°. The specified amount
will normally be in 30° increments. Turns of 120° or 180° are preferred. Turns of 120° or 180° are
easily measured by the points of the hex head of the fastener. Lubrication may be specified in
order to reduce the effort that is required for the final turn. The use of the torque-turn method will
allow the following:
• Increase the life of the fastener.
• Maximize the potential clamping force of a fastener.
Typical applications are the following:
• Track bolts
• Sprocket bolts
• Connecting rod bolts
• Engine Cylinder Heads
• Drive Shaft bolts
Note: Too much tension on the bolt will cause the bolt to be stretched beyond the point of yield.
The bolt will be permanently stretched. The bolt will loosen the grip on the parts that are being
fastened. If the bolt is tightened again, the bolt will break. Do not reuse bolts that have been
permanently stretched.
Torque Sequence
Unless the bolt tightening sequence is specified by the Service Manual, the fasteners should be
tightened in a cross pattern. Use Step 1 through Step 5 unless the tightening sequence is specified:
1. Hand tighten all fasteners. Larger fasteners may require the use of a small hand wrench.
2. Torque all fasteners to 40% of full torque.
3. Torque all fasteners to 70% of full torque.
4. Torque all fasteners to full torque by using a cross pattern. Large flanges may require
additional passes.
5. Apply at least one final full torque to all fasteners in a clockwise direction until all torque is
uniform. Large flanges may require additional passes.
Note: Final torque may be a turn.
Torque Marking (Best Practices)

Basic Process
1. Torque all bolts in the joint to a low torque or a snug torque.
2. Mark bolt head corner to abutment.
3. Tighten bolt to specified torque.
4. Verify that the lines are broken.
Circular Process
1. Torque all bolts in the joint to a low torque or a snug torque.
2. Mark bolt heads in a circular pattern.
3. Tighten bolt to specified torque.
4. Verify that the lines are no longer in a circular pattern.
Torque-Turn
Torque-Turn applies to fasteners that need turned to a set angle after the initial torque is applied.
1. Torque the fastener to the initial torque.
Example of 120° torque angle
2. Mark a line on the fastener and on the abutment.
3. Mark another line in a different color at the required angle on the abutment.
4. Turn the fastener to the appropriate torque angle.
Note: Marking the socket and aligning the mark on the socket with the original starting
mark can aide in turning the fastener to the correct angle.
Example of 120° torque angle
5. Verify the mark on the fastener is in-line with the torque angle mark.


i06242090
Metric (ISO) Fasteners

SMCS - 7553
Metric (ISO) Nuts and Bolts
Note: The following table has the recommended standard torque values for metric nuts and bolts
for use on all Caterpillar equipment and Mitsubishi engines.
Table 1
Thread Size
Torque
mm
M6 12 ± 3 N·m (105 ± 27 lb in)
M8 28 ± 7 N·m (250 ± 62 lb in)
M10 55 ± 10 N·m (41 ± 7 lb ft)
M12 100 ± 20 N·m (75 ± 15 lb ft)
M14 160 ± 30 N·m (120 ± 22 lb ft)
M16 240 ± 40 N·m (175 ± 30 lb ft)
M20 460 ± 60 N·m (340 ± 44 lb ft)
M24 800 ± 100 N·m (590 ± 75 lb ft)

M30 1600 ± 200 N·m (1180 ± 150 lb ft)
M36 2800 ± 350 N·m (2060 ± 260 lb ft)
Note: The following table has the recommended standard torque values for metric nuts and bolts
for use on Perkins engines.
Table 2
Thread Size
Torque
mm
M6 5 N·m (44 lb in)
M8 22 N·m (195 lb in)
M10 44 N·m (32 lb ft)
M12 78 N·m (60 lb ft)
M14 124 N·m (90 lb ft)
M16 177 N·m (130 lb ft)
M18 200 N·m (150 lb ft)
M20 400 N·m (300 lb ft)
M24 790 N·m (580 lb ft)
Note: The difference between Caterpillar standard torque values and Perkins standard torque
values are due to different classes of fasteners. Caterpillar uses class 10.9 fasteners. Perkins uses
class 8.8 fasteners. The different class of fasteners have different tensile strengths.
Metric (ISO) Machine Screws
Table 3
Thread Size
Torque
mm
M2.5 0.40 ± 0.10 N·m (3.5 ± 0.9 lb in)

M3 0.70 ± 0.15 N·m (6.2 ± 1.3 lb in)
M4 1.70 ± 0.40 N·m (15.1 ± 3.5 lb in)
M5 3.30 ± 0.70 N·m (29.2 ± 6.2 lb in)
Hex Button Head Screw and Set Screws
Table 4
Thread Size
Torque
mm
M3 .6 ± .1 N·m (5 ± 0.9 lb in)
M4 2 ± .3 N·m (18 ± 3 lb in)
M5 4 ± .5 N·m (35 ± 4 lb in)
M6 6 ± 1 N·m (55 ± 9 lb in)
M8 15 ± 2 N·m (135 ± 18 lb in)
M10 30 ± 7 N·m (265 ± 62 lb in)
M12 50 ± 10 N·m (37 ± 7 lb ft)
M14 80 ± 15 N·m (60 ± 11 lb ft)
M16 125 ± 20 N·m (90 ± 15 lb ft)
M20 250 ± 40 N·m (185 ± 30 lb ft)
M24 425 ± 50 N·m (310 ± 37 lb ft)
M30 850 ± 100 N·m (620 ± 75 lb ft)
M36 1500 ± 200 N·m (1100 ± 150 lb ft)


i06242141
English (SAE) Fasteners

SMCS - 7553
English (SAE) Nuts and Bolts
Table 1
Thread Size
Torque
Inch
1/4 12 ± 3 N·m (105 ± 27 lb in)
5/16 25 ± 6 N·m (220 ± 53 lb in)
3/8 47 ± 9 N·m (35 ± 7 lb ft)
7/16 70 ± 15 N·m (50 ± 11 lb ft)
1/2 105 ± 20 N·m (75 ± 15 lb ft)
9/16 160 ± 30 N·m (120 ± 22 lb ft)
5/8 215 ± 40 N·m (160 ± 30 lb ft)
3/4 370 ± 50 N·m (275 ± 37 lb ft)
7/8 620 ± 80 N·m (460 ± 60 lb ft)
1 900 ± 100 N·m (660 ± 75 lb ft)

1 1/8 1300 ± 150 N·m (960 ± 110 lb ft)
1 1/4 1800 ± 200 N·m (1320 ± 150 lb ft)
1 3/8 2400 ± 300 N·m (1780 ± 220 lb ft)
1 1/2 3100 ± 350 N·m (2280 ± 260 lb ft)
English (SAE) Machine Screws
Table 2
Thread Size
Torque
No.
No. 4 (.112) 0.50 ± 0.10 N·m (4.4 ± 0.9 lb in)
No. 5 (.125) 0.70 ± 0.15 N·m (6.2 ± 1.3 lb in)
No. 6 (.138) 0.90 ± 0.20 N·m (8.0 ± 1.8 lb in)
No. 8 (.164) 1.70 ± 0.40 N·m (15.0 ± 3.5 lb in)
No. 10 (.190) 2.30 ± 0.50 N·m (20.4 ± 4.4 lb in)
No 12 (.216) 3.40 ± 0.70 N·m (30.1 ± 6.2 lb in)
Hex Button Head Screw and Set Screws
Table 3
Thread Size
Torque
inch
# 4 & #5 .6 ± .1 N·m (5 ± 0.9 lb in)
#6 & #8 2 ± .3 N·m (18 ± 3 lb in)
#10 & #12 4 ± .5 N·m (35 ± 4 lb in)
1/4 6 ± 1 N·m (55 ± 9 lb in)
5/16 13 ± 3 N·m (115 ± 27 lb in)
3/8 25 ± 6 N·m (220 ± 53 lb in)
7/16 40 ± 8 N·m (20 ± 6 lb ft)
1/2 60 ± 12 N·m (44 ± 9 lb ft)
9/16 85 ± 15 N·m (65 ± 11 lb ft)
5/8 115 ± 20 N·m (85 ± 15 lb ft)
3/4 200 ± 40 N·m (150 ± 30 lb ft)
7/8 325 ± 40 N·m (240 ± 30 lb ft)
1 500 ± 65 N·m (370 ± 48 lb ft)
1 1/8 700 ± 90 N·m (520 ± 65 lb ft)
1 1/4 1000 ± 125 N·m (740 ± 90 lb ft)
1 3/8 1300 ± 150 N·m (960 ± 110 lb ft)
1 1/2 1700 ± 200 N·m (1260 ± 150 lb ft)


i03518060
Ground Engaging Tool (G.E.T.) Fasteners

SMCS - 7553
Ground Engaging Tools (G.E.T.) are secured by many types of bolts. Refer to Table 1 for the
correct torque for the following combinations of fasteners for G.E.T.:
• Plow bolts and nuts
• Hex head bolts and nuts
Table 1
(1)
Thread Size Torque

Inch N·m lb ft
5/8 inch 270 ± 40 200 ± 30
3/4 inch 475 ± 60 350 ± 45
7/8 inch 750 ± 90 550 ± 65
1 inch 1150 ± 150 850 ± 110
1 1/4 inch 2300 ± 300 1700 ± 220
(1)
These values are only for Caterpillar bolts for cutting edges.
Personal injury can result when installing plow bolts. The appropriate
safety equipment must be worn when striking the plow bolts. To avoid
injury to your eyes and ears, wear protective glasses and hearing
protection during this procedure.
View of a typical plow bolt
Plow bolts must be installed properly. Refer to the following procedure for the correct installation
of plow bolts.
1. Clean all surfaces that contact the bolt. Remove all occurrences of the following
conditions:rust, paint, nicks and burrs
2. Tighten the nut to the correct torque. Refer to Table 1 for the correct torque.
3. Use a hammer to strike the head of the bolt. The bolt must be struck with significant force.
Note: The head of the bolt may be recessed below the mounting surface. Use a suitable
punch in order to transfer the hammer blow to the bolt head.
4. Tighten the nut to the correct torque. Refer to Table 1 for the correct torque.


i04556274
Installation of Fittings
SMCS - 7553
Note: The tightening sequence of the threaded adapters that attaches a tube assembly or hose
assembly to the machine is critical to the proper function of the machine. The sealing surfaces of
the tube assembly or hose assembly should be secured squarely. The sealing surfaces of the tube
assembly or hose assembly should be tightened to the serviced component (control valve,
cylinder, hydraulic motor, etc.). Perform this procedure prior to the final tightening of any clamps
or clips that are used in order to fasten the tube assembly or the hose assembly to the machine.
Fittings have different connections. Fittings may have two different ends. Be sure to use the
proper torque for the end of the fitting that is used. The following list contains some common
types of fittings.
Protective caps and plugs should not be removed until the connector is ready to be assembled. All
sealing surfaces should be free of contamination and damage. If a connector is damaged before or
after assembly, it should be replaced.
• Straight Thread O-Ring (STOR)
• O-Ring Face Seal (ORFS)
• Tapered Pipe Thread (NPT and NPTF)
• 37 Degree Flare Fitting
• 45 Degree Flare Fitting
• Inverted Flare Fitting
• Hydraulic Four Bolt Flange
Installation of Hydraulic Four Bolt Flange
1. Position the flanges parallel over the port.
2. Evenly install bolts hand-tight, keeping the gap between flanges at a minimum.
3. Put the hose in a position so that the hose does not contact the machine or with another
hose.
4. Tighten using one of the assembly torque values for bolts, used in Illustration 1 for proper
torque sequence of various flange fittings.
5. Start the engine.
6. Move the implement control levers to all of the positions.
7. Look at the hose during movement of the implement. Ensure that the hose is not in contact
with the machine or with other hoses.
Note: For hoses that cross an articulation hitch, check for contact during articulation. For
hoses that connect to the steering system, check for contact during steering.
8. Shut off the engine.
9. If the hose contacts other hoses or the machine during the test, loosen the bolts and
reposition the hose. Repeat steps 3 through 8 until there is no contact.
Installation of Adjustable STOR Fittings

This type of fitting is used in many applications. One end of the fitting will be an adjustable STOR
fitting. The other end will be different. Always use the same installation procedure for the STOR
end. Adjustable STOR fittings can be positioned before tightening.
Elbow body assembly
(1) End that connects to the tube or hose
(2) Fitting body
(3) Locknut
(4) Backup washer
(5) O-ring seal
(6) End that is assembled to the mating part
1. Put locknut (3), backup washer (4) and O-ring seal (5) as far away from the threads as
possible. Hold these components in this position. Turn the fitting into the mating part. Turn
the fitting until backup washer (4) contacts the surface of the mating part.
Note: Excessive use of the wrench will distort the washer. Distortion of the washer will
prevent proper sealing.
2. Put the fitting assembly in the correct position. loosen fitting (2) until the correct assembly
position is achieved. Do not loosen the fitting more than 360 degrees. Install the tube or
hose hand tight in order to verify the orientation of the fitting. Tighten the fitting (2) to the
torque that is shown in the correct chart for the fitting that is used. Tighten locknut (3) to the
torque that is shown in the correct chart for the fitting that is used. Use a backup wrench,
when the locknut is tightened.
Note: Torque the fitting prior to the locknut.
Note: If the fitting is not adjustable, the hex on the body replaces the locknut. To install this type
of fitting, tighten the hex against the face of the mating part.
Excessive tightening of the connectors can cause failure. Connectors that are under tightened can
also cause failures. The following failures occur:
• Excessive tightening can expand a loose ferrule into the nut. This will cause the ferrule to
lock up in the nut and the nut will not function properly.
• Excessive tightening can split the nut on the end of the tube or can split the ferrule.
• Excessive tightening can gall or excessive tightening can strip the threads of the nut.
Note: If the above conditions occur due to excessive tightening, the damaged fluid connector must
be scrapped and the fluid connectors must be replaced.


i05212369
Straight Thread O-Ring Fittings

SMCS - 7553
Note: For torques for plugs, refer to Specifications, "Plugs".
Note: Straight Thread O-Ring fittings for medium pressure usage will have shorter threaded ends
than high-pressure fittings. The torque value for medium pressure Straight Thread O-Ring fittings
will be lower than the torque values that are required for Straight Thread O-Ring fittings for high-
pressure fittings.
Table 1
Ferrous Straight Thread O-Ring Fitting
Torques for Mating with Ferrous Materials
Medium Pressure use Fittings
Thread Size
Nominal Outer Diameter of the Tube Standard Torque
Inch
3.18 mm (0.125 inch) 5/16 - 24 10 ± 2 N·m (89 ± 18 lb in)
4.76 mm (0.188 inch) 3/8 - 24 13 ± 2 N·m (115 ± 18 lb in)
6.35 mm (0.250 inch) 7/16 - 20 30 ± 5 N·m (266 ± 44 lb in)
7.94 mm (0.312 inch) 1/2 - 20 30 ± 5 N·m (266 ± 44 lb in)
9.52 mm (0.375 inch) 9/16 - 18 40 ± 6 N·m (30 ± 4 lb ft)
12.70 mm (0.500 inch) 3/4 - 16 80 ± 12 N·m (59 ± 9 lb ft)

15.88 mm (0.625 inch) 7/8 - 14 110 ± 17 N·m (81 ± 13 lb ft)
19.05 mm (0.750 inch) 1 1/16 - 12 130 ± 20 N·m (96 ± 15 lb ft)
22.22 mm (0.875 inch) 1 3/16 - 12 200 ± 30 N·m (148 ± 22 lb ft)
25.40 mm (1.000 inch) 1 5/16 - 12 180 ± 27 N·m (133 ± 20 lb ft)
31.75 mm (1.250 inch) 1 5/8 - 12 300 ± 45 N·m (221 ± 33 lb ft)
38.10 mm (1.500 inch) 1 7/8 - 12 350 ± 53 N·m (258 ± 39 lb ft)
50.80 mm (2.000 inch) 2 1/2 - 12 420 ± 63 N·m (310 ± 46 lb ft)
Note: Use 50 percent of the torque values from Table 1 when the fitting or the port material is
nonferrous.
Note: Straight Thread O-Ring fittings for high-pressure usage will have longer threaded ends than
medium pressure fittings. The torque value for high-pressure Straight Thread O-Ring fittings will
be higher than the torque values that are required for Straight Thread O-Ring fittings for medium
pressure fittings.
Table 2
Ferrous Straight Thread O-Ring Fittings
High Pressure use Fittings
Thread Size
Inch
4.76 mm (0.188 inch) 3/8 - 24 20 ± 3 N·m (177 ± 27 lb in)
6.35 mm (0.250 inch) 7/16 - 20 30 ± 5 N·m (266 ± 44 lb in)
7.94 mm (0.312 inch) 1/2 - 20 45 ± 7 N·m (33 ± 5 lb ft)
9.52 mm (0.375 inch) 9/16 - 18 55 ± 8 N·m (41 ± 6 lb ft)
12.7 mm (0.500 inch) 3/4 - 16 100 ± 15 N·m (74 ± 11 lb ft)
15.88 mm (0.625 inch) 7/8 - 14 140 ± 21 N·m (103 ± 15 lb ft)
19.05 mm (0.750 inch) 1 1/16 - 12 220 ± 33 N·m (162 ± 24 lb ft)
22.22 mm (0.875 inch) 1 3/16 - 12 260 ± 39 N·m (192 ± 29 lb ft)
25.40 mm (1.000 inch) 1 5/16 - 12 350 ± 53 N·m (258 ± 39 lb ft)
31.75 mm (1.250 inch) 1 5/8 -12 400 ± 60 N·m (295 ± 44 lb ft)
38.10 mm (1.500 inch) 1 7/8 - 12 420 ± 63 N·m (310 ± 46 lb ft)
50.80 mm (2.000 inch) 2 1/2 - 12 500 ± 75 N·m (369 ± 55 lb ft)
nonferrous.
Table 3
Metric Ferrous Straight Thread O-Ring Fittings
Medium Pressure use Fittings
Standard
Thread
Ref Nominal Outer Diameter of the Tube Torque
Size
Tolerance
4 mm M8 X 1 10 ± 2 N·m (89 ± 18 lb in)
5 mm M10 X 1 17 ± 3 N·m (150 ± 27 lb in)
6 mm M12 X 1.5 30 ± 5 N·m (266 ± 44 lb in)
8 mm M14 X 1.5 35 ± 5 N·m (26 ± 4 lb ft)
10 mm M16 X 1.5 45 ± 7 N·m (33 ± 5 lb ft)
12 mm M18 X 1.5 50 ± 8 N·m (37 ± 6 lb ft)
16 mm M22 X 1.5 80 ± 12 N·m (59 ± 9 lb ft)
20 mm M27 X 2 120 ± 18 N·m (89 ± 13 lb ft)
22 mm M30 X 2 160 ± 24 N·m (118 ± 18 lb ft)
25 mm M33 X 2 180 ± 27 N·m (133 ± 20 lb ft)
30 mm M42 X 2 260 ± 39 N·m (192 ± 29 lb ft)
38 mm M48 X 2 300 ± 45 N·m (221 ± 33 lb ft)
50 mm M60 X 2 350 ± 53 N·m (258 ± 39 lb ft)
nonferrous.
Table 4
Metric Ferrous Straight Thread O-Ring Fittings
High Pressure use Fittings
Standard
Thread
Ref Nominal Outer Diameter of the Tube Torque
Size
Tolerance
5 mm M10 X 1 20 ± 3 N·m (177 ± 27 lb in)
6 mm M12 X 1.5 40 ± 6 N·m (30 ± 4 lb ft)
8 mm M14 X 1.5 50 ± 8 N·m (37 ± 6 lb ft)
10 mm M16 X 1.5 60 ± 9 N·m (44 ± 7 lb ft)
12 mm M18 X 1.5 80 ± 12 N·m (59 ± 9 lb ft)

16 mm M22 X 1.5 140 ± 21 N·m (103 ± 15 lb ft)
20 mm M27 X 2 220 ± 33 N·m (162 ± 24 lb ft)
22 mm M30 X 2 260 ± 39 N·m (192 ± 29 lb ft)
25 mm M33 X 2 350 ± 53 N·m (258 ± 39 lb ft)
30 mm M42 X 2 400 ± 60 N·m (295 ± 44 lb ft)
38 mm M48 X 2 420 ± 63 N·m (310 ± 46 lb ft)
50 mm M60 X 2 500 ± 75 N·m (369 ± 55 lb ft)
nonferrous.


i05212431
Plugs
SMCS - 7553
Straight Thread O-Ring Plugs
Table 1
Ferrous Straight Thread O-Ring Plug
Thread Size
Internal Hex Plug Torque External Hex Plug Torque
Inch
5/16 7 ± 1 N·m (62 ± 9 lb in) 13 ± 2 N·m (115 ± 18 lb in)
3/8 13 ± 2 N·m (115 ± 18 lb in) 20 ± 3 N·m (177 ± 27 lb in)
7/16 20 ± 3 N·m (177 ± 27 lb in) 40 ± 6 N·m (30 ± 4 lb ft)
1/2 25 ± 4 N·m (221 ± 35 lb in) 45 ± 7 N·m (33 ± 5 lb ft)
9/16 45 ± 7 N·m (33 ± 5 lb ft) 60 ± 9 N·m (44 ± 7 lb ft)
3/4 80 ± 12 N·m (59 ± 9 lb ft) 100 ± 15 N·m (74 ± 11 lb ft)
7/8 110 ± 17 N·m (81 ± 13 lb ft) 130 ± 20 N·m (96 ± 15 lb ft)
1 1/16 180 ± 27 N·m (133 ± 20 lb ft) 220 ± 33 N·m (162 ± 24 lb ft)

1 3/16 220 ± 33 N·m (162 ± 24 lb ft) 260 ± 39 N·m (192 ± 29 lb ft)
1 5/16 300 ± 45 N·m (221 ± 33 lb ft) 350 ± 53 N·m (258 ± 39 lb ft)
1 5/8 350 ± 53 N·m (258 ± 39 lb ft) 400 ± 60 N·m (295 ± 44 lb ft)
1 7/8 420 ± 63 N·m (310 ± 46 lb ft) 420 ± 63 N·m (310 ± 46 lb ft)
2 1/2 500 ± 75 N·m (369 ± 55 lb ft) 500 ± 75 N·m (369 ± 55 lb ft)
nonferrous.
Table 2
Metric Ferrous Straight Thread O-Ring Plug
Thread Size
Internal Hex Plug Torque External Hex Plug Torque
Metric
M8 10 ± 2 N·m (89 ± 18 lb in) 10 ± 2 N·m (89 ± 18 lb in)
M10 17 ± 3 N·m (150 ± 27 lb in) 20 ± 3 N·m (177 ± 27 lb in)
M12 25 ± 4 N·m (221 ± 35 lb in) 35 ± 5 N·m (26 ± 4 lb ft)
M14 45 ± 7 N·m (33 ± 5 lb ft) 45 ± 7 N·m (33 ± 5 lb ft)
M16 55 ± 8 N·m (41 ± 6 lb ft) 55 ± 8 N·m (41 ± 6 lb ft)
M18 70 ± 11 N·m (52 ± 8 lb ft) 90 ± 13 N·m (66 ± 10 lb ft)
M20 80 ± 12 N·m (59 ± 9 lb ft) 110 ± 17 N·m (81 ± 13 lb ft)
M22 100 ± 15 N·m (74 ± 11 lb ft) 130 ± 20 N·m (96 ± 15 lb ft)
M27 180 ± 27 N·m (133 ± 20 lb ft) 220 ± 33 N·m (162 ± 24 lb ft)
M30 220 ± 33 N·m (162 ± 24 lb ft) 260 ± 39 N·m (192 ± 29 lb ft)
M33 300 ± 45 N·m (221 ± 33 lb ft) 350 ± 53 N·m (258 ± 39 lb ft)
M42 350 ± 53 N·m (258 ± 39 lb ft) 400 ± 60 N·m (295 ± 44 lb ft)
M48 420 ± 63 N·m (310 ± 46 lb ft) 420 ± 63 N·m (310 ± 46 lb ft)
M60 500 ± 75 N·m (369 ± 55 lb ft) 500 ± 75 N·m (369 ± 55 lb ft)
nonferrous.
Drain Plugs with Straight Threads
Note: Plug (A), plug (B) and plug (C) are used with a gasket. Conical seal plug (D) does not use a
gasket.
Table 3
Thread Size
Type of Plug Torque
Inch
1/2 - 13 20 ± 3 N·m (177 ± 27 lb in)
5/8 - 11 35 ± 5 N·m (26 ± 4 lb ft)
A 3/4 - 12
50 ± 8 N·m (37 ± 6 lb ft)
3/4 - 16
7/8 - 14
70 ± 11 N·m (52 ± 8 lb ft)
1 1/8 - 12
1 5/16 - 12
90 ± 13 N·m (66 ± 10 lb ft)
B 1 1/2 - 12
2 - 12 130 ± 20 N·m (96 ± 15 lb ft)
1 1/8 - 12 70 ± 11 N·m (52 ± 8 lb ft)
C
1 5/16 - 12 90 ± 13 N·m (66 ± 10 lb ft)
1/2 - 20 13 ± 2 N·m (115 ± 18 lb in)
7/8 -14 55 ± 8 N·m (41 ± 6 lb ft)
D
1 3/8 -13 90 ± 13 N·m (66 ± 10 lb ft)
1 1/2 - 12 110 ± 17 N·m (81 ± 13 lb ft)
nonferrous.


i05213389
O-Ring Face Seal Fittings

SMCS - 7553
O-ring face seal fitting (ORFS fitting)
(1) O-ring face seal connector
(1A) O-ring groove
(2) O-ring seal
(3) Nut for the O-ring face seal
Table 1
Ferrous ORFS Fitting
Thread Size
Torque
Inch
9/16 - 18 27 ± 4 N·m (239 ± 35 lb in)
11/16 - 16 45 ± 5 N·m (33 ± 4 lb ft)
13/16 - 16 65 ± 10 N·m (48 ± 7 lb ft)

1 - 14 110 ± 17 N·m (81 ± 13 lb ft)
1 13/16 - 12 140 ± 21 N·m (103 ± 15 lb ft)
1 7/16 - 12 220 ± 33 N·m (162 ± 24 lb ft)
1 11/16 - 12 300 ± 45 N·m (221 ± 33 lb ft)
2 - 12 350 ± 53 N·m (258 ± 39 lb ft)
nonferrous.


i05213391
Bulkhead Nuts
SMCS - 7553
(1) Bulkhead connector
(1A) Bulkhead nut
Note: The bulkhead connector may have different connections. The type of fluid connection does
not affect the torque for nut (1A).
Note: When you assemble the fluid connection, do not use the bulkhead nut (1A) as leverage for a
backup wrench. Use the hex on the body (1) of the connector for leverage.
Table 1
Thread Size
Torque for O-ring Face Bulkhead Nuts
Inch
9/16 45 ± 7 N·m (33 ± 5 lb ft)
11/16 80 ± 12 N·m (59 ± 9 lb ft)

13/16 100 ± 15 N·m (74 ± 11 lb ft)
1 130 ± 20 N·m (96 ± 15 lb ft)
1 3/16 180 ± 27 N·m (133 ± 20 lb ft)
1 7/16 350 ± 53 N·m (258 ± 39 lb ft)
1 11/16 420 ± 63 N·m (310 ± 46 lb ft)
2 500 ± 75 N·m (369 ± 55 lb ft)
Table 2
Thread Size
Torque for 37 degree Flare Bulkhead Nuts
Inch
5/16 13 ± 2 N·m (115 ± 18 lb in)
3/8 17 ± 3 N·m (150 ± 27 lb in)
7/16 30 ± 5 N·m (266 ± 44 lb in)
1/2 35 ± 5 N·m (26 ± 4 lb ft)
9/16 40 ± 6 N·m (30 ± 4 lb ft)
3/4 70 ± 11 N·m (52 ± 8 lb ft)
7/8 100 ± 15 N·m (74 ± 11 lb ft)
1 1/16 160 ± 24 N·m (118 ± 18 lb ft)
1 3/16 180 ± 27 N·m (132 ± 20 lb ft)
1 5/16 260 ± 39 N·m (192 ± 29 lb ft)
1 5/8 350 ± 53 N·m (258 ± 39 lb ft)
1 7/8 400 ± 60 N·m (295 ± 44 lb ft)
2 1/2 500 ± 75 N·m (369 ± 55 lb ft)


i05213411
Flare Fittings
SMCS - 7553
The torques in Table 1 are for 37 degree flare fittings. The torques in Table 2 are for 45 degree
flare fittings and 45 degree inverted flare fittings.
37 Degree Flare Fittings
(1) 37 degree flare fitting
(2) Swivel nuts
Table 1
Nuts for 37 Degree Flare Fittings
Thread Size
Inch
3.18 mm (0.125 inch) 5/16 - 24 10 ± 2 N·m (89 ± 18 lb in)

4.76 mm (0.188 inch) 3/8 - 24 13 ± 2 N·m (115 ± 18 lb in)
6.35 mm (0.250 inch) 7/16 - 20 20 ± 3 N·m (177 ± 27 lb in)
7.94 mm (0.312 inch) 1/2 - 20 25 ± 4 N·m (221 ± 35 lb in)
9.52 mm (0.375 inch) 9/16 - 18 30 ± 5 N·m (266 ± 44 lb in)
12.70 mm (0.500 inch) 3/4 - 16 60 ± 9 N·m (44 ± 7 lb ft)
15.88 mm (0.625 inch) 7/8 - 14 90 ± 13 N·m (66 ± 10 lb ft)
19.05 mm (0.750 inch) 1 1/16 - 12 120 ± 18 N·m (89 ± 13 lb ft)
22.22 mm (0.875 inch) 1 3/16 - 12 130 ± 20 N·m (96 ± 15 lb ft)
25.40 mm (1.000 inch) 1 5/16 - 12 160 ± 24 N·m (118 ± 18 lb ft)
31.75 mm (1.250 inch) 1 5/8 - 12 260 ± 39 N·m (192 ± 29 lb ft)
38.10 mm (1.500 inch) 1 7/8 - 12 260 ± 39 N·m (192 ± 29 lb ft)
50.80 mm (2.000 inch) 2 1/2 - 12 350 ± 53 N·m (258 ± 39 lb ft)
nonferrous.
45 Degree Flare and Inverted Flare Fittings
(3) Inverted Flare Fittings
(4) 45 Degree Flare Fittings
Table 2
45 Degree Flare Fittings and 45 Degree Inverted Flare Fittings

Thread Size
Inch
3.18 mm (0.125 inch) 5/16 7 ± 1 N·m (62 ± 9 lb in)
4.76 mm (0.188 inch) 3/8 10 ± 2 N·m (89 ± 18 lb in)
6.35 mm (0.250 inch) 7/16 13 ± 2 N·m (115 ± 18 lb in)
7.94 mm (0.312 inch) 1/2 20 ± 3 N·m (177 ± 27 lb in)
9.52 mm (0.375 inch) 5/8 35 ± 5 N·m (26 ± 4 lb ft)
11.11 mm (0.438 inch) 11/16 35 ± 5 N·m (26 ± 4 lb ft)
12.70 mm (0.500 inch) 3/4 40 ± 6 N·m (30 ± 4 lb ft)
15.88 mm (0.625 inch) 7/8 55 ± 8 N·m (41 ± 6 lb ft)
19.05 mm (0.750 inch) 1 1/16 100 ± 15 N·m (74 ± 11 lb ft)
22.22 mm (0.875 inch) 1 1/4 110 ± 17 N·m (81 ± 13 lb ft)


i05215253
Air Conditioning Fittings

SMCS - 7553
(1) O-ring seal
(2) 45 degree flare fitting
Table 1
Air Conditioning Fittings
Thread O-Ring Fitting End 45 Degree Flare Fitting End

Size Torque for Aluminum
Inch Torque Torque for Steel Tubes
Tubes
13 ± 2 N·m 30 ± 5 N·m 25 ± 4 N·m
5/8
(115 ± 18 lb in) (266 ± 44 lb in) (221 ± 35 lb in)
3/4 25 ± 4 N·m 50 ± 8 N·m 35 ± 5 N·m (26 ± 4 lb ft)
(221 ± 35 lb in) (37 ± 6 lb ft)
7/8 40 ± 6 N·m 60 ± 9 N·m

40 ± 6 N·m (30 ± 4 lb ft)
1 (30 ± 4 lb ft) (44 ± 7 lb ft)
45 ± 7 N·m 70 ± 11 N·m
1 1/16 50 ± 8 N·m (37 ± 6 lb ft)
(33 ± 5 lb ft) (51 ± 8 lb ft)
Table 2
Quick Disconnect Air Conditioning Fittings
Thread Size
Torque
Inch
7/8 45 ± 7 N·m (33 ± 5 lb ft)
1 1/4 60 ± 9 N·m (44 ± 7 lb ft)


i04562529
Air Brake Fittings

SMCS - 7553
Put nut (1) and sleeve (2) over the tube. Push the tube into the counterbore of the fitting body as
far as possible. There are two methods that may be used to tighten the nut. Tighten the nut with
one of two methods.
• Tighten nut (1) to the torque that is specified in Table 1.
• Tighten nut (1) by the number of turns that is specified in Table 1. The number of turns is
for the turns after the nut is finger tight.
Table 1
Turn Tightening
Nominal Outer Diameter of
Torque Nonmetallic Copper
the Tube
Tubing Tubing
11 ± 3 N·m
6.35 mm (0.250 inch) 3 2
(97 ± 27 lb in)
20 ± 3 N·m
9.53 mm (0.375 inch) 4 2
(175 ± 27 lb in)
35 ± 6 N·m
12.70 mm (0.500 inch) 4 2
(26 ± 4 lb ft)
15.88 mm (0.625 inch) 40 ± 6 N·m 3 1/2 3

(30 ± 4 lb ft)
50 ± 6 N·m
19.05 mm (0.750 inch) 3 1/2 3
(37 ± 4 lb ft)
Note: Clean the connectors and the seals and lubricate the connectors and seals by using
Refrigerant Mineral Oil. This is a special oil that is compatible with R−134a.


i06542139
Tapered Pipe Thread Fittings

SMCS - 7553
Torque is based on the diameter of the thread. The torque values are identical for coarse threads
and fine threads.
Note: The following table has the recommended standard torque value for tapered pipe thread
fitting for use on all Caterpillar equipment and Mitsubishi engines. Use Table 1 as a general
recommendation only. Actual values may vary due to variations in the material of the connector.
Actual values may vary due to variations in the characteristics of the threads.
Table 1
Tapered Pipe Thread Fittings
Standard Torque
Diameter of the Pipe Thread
(Inch) Assembly Turns after Hand
Torque
Tight
1/16 2 10 ± 2 N·m (89 ± 18 lb in)
17 ± 3 N·m
1/8 2
(150 ± 27 lb in)
25 ± 4 N·m
1/4 2
(221 ± 35 lb in)
3/8 2 40 ± 6 N·m (30 ± 4 lb ft)
1/2 2 55 ± 8 N·m (41 ± 6 lb ft)
3/4 2 70 ± 11 N·m (52 ± 8 lb ft)
100 ± 15 N·m
1 1 1/2
(74 ± 11 lb ft)
110 ± 17 N·m
1 1/4 1 1/2
(81 ± 13 lb ft)
1 1/2 1 1/2 120 ± 18 N·m
(89 ± 13 lb ft)
160 ± 24 N·m
2 1 1/2
(118 ± 18 lb ft)
Note: Use 50 percent of the torque values from Table 1 when fitting, plug, or the port material is
nonferrous.
Table 2
Grease Fittings (Zerk Fittings)
Diameter of the Pipe Thread Assembly Turns after Hand
Torque
(Inch) Tight
1/8–27 PTF Special Short
Torque Values Specified in Table 1
1/8–27 NPTF
6 N·m
1/4–28 SAE-LT 8.5 ± 1 N·m (75.23 ± 8.85 lb in)
(53.11 lb in)
Note: Torque values listed above are recommended when assembling a steel fitting to a steel port.
Other materials require additional validation.
1. Torque values for tapered external pipe threads (e.g., NPT, NPTF, BSPT) mated with NPSF
or BSPP straight internal pipe threads shall use 50% of the value and tolerance shown in
Table 1. Values for NPSM connections are shown in Table 1.
Note: “Turns After Hand Tight” method shall not be used for straight internal pipe threads.
2. Apply thread sealant to male tapered pipe threads, unless one of the following conditions
exists:
◦ Connector is a lubrication (grease) connector.
◦ Connector is used in non water-cooled exhaust-related engine parts.
◦ On pipe threads which have pre-applied sealants.
Connector is mated with an NPSM swivel nut.
3. Hand-tighten swivel nut/connector to connector/port.
4. Apply assembly torque by using the "Assembly Turns after Hand Tight" values or the
"Dynamic Assembly Torque" values from Table 1.
5. One clockwise rotation past the "Maximum Assembly Torque" is allowed for orientation.


i04563054
Miscellaneous Fittings
SMCS - 7553
Hi Duty Tube Fittings (Shear Sleeve)
Put nut (1) over the tube and push the tube into the counterbore of the fitting body as far as
possible. Turn the nut with a wrench until a small decrease in torque is felt. The small decrease in
torque indicates that the sleeve (1A) has been broken off the nut. Hold the tube in order to prevent
the tube from turning. Tighten the nut for an additional 1 1/2 turns.
SAE Flareless Fittings
Installing a New Flareless Fitting
Put nut (1) and sleeve (2) over the tube. The head end of the sleeve should be next to the nut. The
head end has a shoulder. The nut will be seated against this shoulder when the nut is tightened.
Push the tube into the counterbore of the fitting body as far as possible. Turn nut (1) clockwise
until the sleeve grips the tube. The sleeve must prevent all movement of the tube. Tighten the nut
for an additional 1 1/4 turns. The sleeve should be seated and the sleeve should give a locking
action.
Installing a Used Flareless Fitting
Less turns are required for a used fitting. Put nut (1) and sleeve (2) over the tube. The head of the
sleeve should be next to the nut. Push the tube into the counterbore of the fitting body as far as
possible. Tighten the nut until a sudden increase in torque is felt. Next, tighten the fitting for an
additional 1/6 to 1/3 turn in order to seat the sleeve.
Flex Fittings
Put nut (1) and sleeve (2) over the tube and push the tube into the counterbore of the fitting body
as far as possible. Tighten the nut until the nut is against the hex part of the fitting body.


i06704854
Hose Clamps
SMCS - 7553
Worm Drive Band Type Clamps
Table 1
Width (A) of Clamp Torque for New Hose
7.5 mm (0.3 inch) or greater 1.4 ± 0.3 N·m (12 ± 3 lb in)
12 mm (0.5 inch) or greater 4.5 ± 0.7 N·m (40 ± 6 lb in)
14 mm (0.6 inch) or greater 7.5 ± 1 N·m (66 ± 9 lb in)
(1)
Width (A) of Clamp Torque for Reused Hose
7.5 mm (0.3 inch) or greater 0.8 ± 0.3 N·m (7 ± 3 lb in)

(1)
Use this value when the hose is reused. The clamp may be new or reused.
Constant Torque Hose Clamps

Use a constant torque hose clamp in place of any worm drive band type clamp. Ensure that the
constant torque hose clamp is the same size as the worm drive band type clamp. Due to extreme
temperature changes, the hose will heat set. Heat setting can cause worm drive band type clamps
to loosen. Loose hose clamps can result in leaks. There have been reports of component failures
that have been caused by worm drive band type clamps that have loosened. The constant torque
hose clamp will help prevent these failures.
(1) Constant Torque Hose Clamp (Belleville Washer)
(2) Constant Torque Hose Clamp (Tee bolt and Spring)
Use a torque wrench for proper installation of all constant torque hose clamps. There are two types
of constant torque hose clamps: Belleville washer (1) and Tee bolt and spring (2)
When the constant torque hose clamp (Belleville washer) (1) is assembled correctly, the Belleville
washers (1A) are nearly collapsed flat. The proper torque for screw (1B) is based on the diameter
(B) of the clamp. Refer to the following table for the correct torque.
Table 2
Constant Torque Hose Clamps
Clamp Type Diameter (B) Standard Torque
Constant Torque Hose Clamp (Belleville 7.5 ± 1 N·m
Up to 50.8 mm (2 inch)
Washer) (1) (65 ± 10 lb in)
Greater than 50.8 mm 11 ± 1 N·m

(2 inch) (95 ± 10 lb in)
Constant Torque Hose Clamp (Tee bolt 7.5 ± 1 N·m
N/A
and Spring) (2) (65 ± 10 lb in)
Wave Liner Clamps

The wave liner worm drive clamp is a clamp with a special liner. this liner has a "v grove" that
causes greater pressure points on the hose. This greater compression will offer better sealing
capability at the hose connection.
Table 3
Width (A) of Clamp Torque for New Hose
14 mm (0.6 inch) or greater 7.5 ± 1 N·m (66.4 ± 8.9 lb in)


i06269737
Tie Rods
SMCS - 4318
Locking nuts used to orient rod assemblies shall be torqued according to the torque specifications
in the chart below.
Table 1
Tie Rods
Dynamic Torque Values
Thread Size Thread Size
These Values Apply to the Jam Nuts on Swaged Tube
Metric Inch
Assemblies
No. 10
M5 4.5 ± 1 N·m (40 ± 9 lb in)
(.190)
M6 1/4 6 ± 1 N·m (53 ± 9 lb in)
M8 5/16 7 ± 1 N·m (62 ± 9 lb in)
M10 3/8 10 ± 2 N·m (88.5 ± 17.7 lb in)
- 7/16 17 ± 3.4 N·m (150.5 ± 30.1 lb in)
M12 1/2 20 ± 4 N·m (177 ± 35 lb in)
M14 9/16 25 ± 5 N·m (221 ± 44 lb in)
M16 5/8 25 ± 5 N·m (221 ± 44 lb in)

M18 11/16 35 ± 7 N·m (25.8 ± 5.2 lb ft)
3/4 35 ± 7 N·m (25.8 ± 5.2 lb ft)
M20 13/16 40 ± 8 N·m (29.5 ± 5.9 lb ft)
M22 7/8 45 ± 9 N·m (33.2 ± 6.6 lb ft)
M24 1 60 ± 12 N·m (44.3 ± 8.9 lb ft)
M27 1 1/16 40 ± 14 N·m (29.5 ± 10.3 lb ft)
M30 1 3/16 80 ± 16 N·m (59.0 ± 11.8 lb ft)
M33 1 5/16 110 ± 22 N·m (81.1 ± 16.2 lb ft)
M36 1-7/16 120 ± 24 N·m (88.5 ± 17.7 lb ft)
M40 1 5/8 140 ± 28 N·m (103.3 ± 20.7 lb ft)
M42 1-11/16 160 ± 32 N·m (118.0 ± 23.6 lb ft)
M48 1 7/8 180 ± 36 N·m (132.8 ± 26.6 lb ft)
M50 2 200 ± 40 N·m (147.5 ± 29.5 lb ft)
M64 2 1/2 220 ± 44 N·m (162.3 ± 32.5 lb ft)


i06269753
Cable
SMCS - 5154
To prevent undesired assembly twisting use two wrenches. Use one wrench as a torque wrench
and the other wrench as a backup wrench. Using two wrenches, hold the assembly in the desired
position to prevent assembly movement and tighten the locknut suing the values from the figure
below.
Table 1
Cable
Thread Standard Torque
Thread Size
Size Use 50% if the Torque Values Listed When the Hub
Inch
Metric Fitting is Nonferrous
M5x0.8 10-32 4.5 ± 1 N·m (39.8 ± 8.9 lb in)
M6x1 1/4-28 6 ± 1 N·m (53.1 ± 8.9 lb in)
M8x1.25 5/16-24 7 ± 1.4 N·m (62 ± 12.4 lb in)
M10x1.5 3/8-24 10 ± 2 N·m (88.5 ± 17.7 lb in)
7/16-20 or 7/16-
17 ± 3 N·m (150.5 ± 26.6 lb in)
28
M12x1.75 1/2-20 18 ± 3 N·m (159.3 ± 26.6 lb in)

9/16-12 or 9/16-
M14x2 27 ± 3 N·m (239.0 ± 26.6 lb in)
18
M16x2 5/8-18 27 ± 3 N·m (239.0 ± 26.6 lb in)
M18x1.5 11/16-16 35 ± 5 N·m (25.8 ± 3.7 lb ft)
3/4-16 35 ± 5 N·m (25.8 ± 3.7 lb ft)
M20x2.5 13/16-16 40 ± 5 N·m (29.5 ± 3.7 lb ft)
7/8-14 or 7/8-
M22x2.5 45 ± 5 N·m (33.2 ± 3.7 lb ft)
20
M24x3 1-14 60 ± 6 N·m (44.3 ± 4.4 lb ft)


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120G MOTOR GRADER

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Printed by Heavy Equipment Manuals Printed in U.S.A

Product: MOTOR GRADER

Air Compressor Governor

Cut-in pressure ... 758 kPa (110 psi) min.

Cutout pressure ... 930 ± 34 kPa (135 ± 5 psi)

Turn screw under cap (1) counterclockwise to lower cut-in pressure.

Copyright 1993 - 2022 Caterpillar Inc.

Product: MOTOR GRADER

Disassembly and Assembly

Air Compressor - Remove and Install

Keep all parts clean from contaminants.

Contaminants may cause rapid wear and shortened component life.

Care must be taken to ensure that fluids are contained during

Refer to Special Publication, NENG2500, "Caterpillar Tools and Shop

Dispose of all fluids according to local regulations and mandates.

Keep all parts clean from contaminants.

Contaminants may cause rapid wear and shortened component life.

Copyright 1993 - 2022 Caterpillar Inc.

Product: MOTOR GRADER

Disassembly and Assembly

Engine Balancer Shaft - Remove and Install

Keep all parts clean from contaminants.

Contaminants may cause rapid wear and shortened component life.

Care must be taken to ensure that fluids are contained during

Refer to Special Publication, NENG2500, "Caterpillar Tools and Shop

Dispose of all fluids according to local regulations and mandates.

2. Remove balancer shafts (1) from the cylinder block.

Keep all parts clean from contaminants.

Contaminants may cause rapid wear and shortened component life.

1. Install the balancer shafts in each side of the cylinder block.

Copyright 1993 - 2022 Caterpillar Inc.

Product: MOTOR GRADER

Disassembly and Assembly

Engine Balancer Shaft Bearings - Remove and Install

Keep all parts clean from contaminants.

Contaminants may cause rapid wear and shortened component life.

Care must be taken to ensure that fluids are contained during

Refer to Special Publication, NENG2500, "Caterpillar Tools and Shop

Dispose of all fluids according to local regulations and mandates.

Keep all parts clean from contaminants.

Contaminants may cause rapid wear and shortened component life.

Care must be taken to ensure that fluids are contained during

Refer to Special Publication, NENG2500, "Caterpillar Tools and Shop

Dispose of all fluids according to local regulations and mandates.

Copyright 1993 - 2022 Caterpillar Inc.

Product: MOTOR GRADER

Disassembly and Assembly

Camshaft - Remove and Install

Keep all parts clean from contaminants.

Contaminants may cause rapid wear and shortened component life.

2. Remove the bolts, the lock and washer (1) .

Do not damage the lobes or the bearings when the camshaft is

3. Carefully remove camshaft (3) from the engine.

Keep all parts clean from contaminants.

Contaminants may cause rapid wear and shortened component life.

3. Carefully install camshaft (3) into the engine.

Copyright 1993 - 2022 Caterpillar Inc.

Product: MOTOR GRADER

Disassembly and Assembly

Camshaft Bearings - Remove and Install

Keep all parts clean from contaminants.