SENR5389-02

January 2001

Systems Operation
Testing and Adjusting
D9R Track-Type Tractor
Hydraulic System
7TL1-Up (Machine)
 i01097883

Important Safety Information

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.
Improper operation, lubrication, maintenance or repair of this product can be dangerous and
could result in injury or death.
Do not operate or perform any lubrication, maintenance or repair on this product, until you have
read and understood the operation, lubrication, maintenance and repair information.
Safety precautions and warnings are provided in this manual and on the product. If these hazard
warnings are not heeded, bodily injury or death could occur to you or to other persons.
The hazards are identified by the “Safety Alert Symbol” and followed by a “Signal Word” such as
“DANGER”, “WARNING” or “CAUTION”. The Safety Alert “WARNING” label is shown below.

The meaning of this safety alert symbol is as follows:

Attention! Become Alert! Your Safety is Involved.
The message that appears under the warning explains the hazard and can be either written or
pictorially presented.
Operations that may cause product damage are identified by “NOTICE” labels on the product and in
this publication.
Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard. The
warnings in this publication and on the product are, therefore, not all inclusive. If a tool, procedure,
work method or operating technique that is not specifically recommended by Caterpillar is used,
you must satisfy yourself that it is safe for you and for others. You should also ensure that the
product will not be damaged or be made unsafe by the operation, lubrication, maintenance or
repair procedures that you choose.
The information, specifications, and illustrations in this publication are on the basis of information that
was available at the time that the publication was written. The specifications, torques, pressures,
measurements, adjustments, illustrations, and other items can change at any time. These changes can
affect the service that is given to the product. Obtain the complete and most current information before
you start any job. Caterpillar dealers have the most current information available. For a list of the most
current publication form numbers available, see the Service Manual Contents Microfiche, REG1139F.

When replacement parts are required for this

product Caterpillar recommends using Caterpil-
lar replacement parts or parts with equivalent
specifications including, but not limited to, phys-
ical dimensions, type, strength and material.

Failure to heed this warning can lead to prema-

ture failures, product damage, personal injury or
death.
 3
Table of Contents

Table of Contents
Systems Operation Section
General Information ................................................ 4
Hydraulic Oil Cooler ............................................... 4
Hydraulic Pump - Piston ........................................ 5
Implement Hydraulic System ................................ 14
Implement Control Valve ...................................... 15
Inlet Manifold ........................................................ 16
Main Relief Valve ................................................. 16
Charging Valve ..................................................... 17
Steering Pump ..................................................... 18
Steering Pilot Valve ............................................... 27
Steering Motor ..................................................... 28
Oil Filter (Steering Charge Loop) .......................... 29
Bulldozer Lift Control Valve .................................. 30
Bulldozer Tilt Control Valve .................................. 33
Dual Tilt Control Valve ......................................... 36
Ripper Lift Control Valve ...................................... 39
Ripper Tip Control Valve ...................................... 41
Pin Puller Hydraulic System ................................ 44
Pressure Control Valve ........................................ 45
Quick-Drop Valve .................................................. 47

Testing and Adjusting Section

Testing and Adjusting
Testing and Adjusting ............................................ 52

Index Section
Index ..................................................................... 92
4
Systems Operation Section

Systems Operation Section Oil Cooler Bypass Valve

i01021015

General Information
SMCS Code: 5050

The implement system and the differential steering

system have separate pumps. The separate pumps
provide a better performance match for combined
and simultaneous operation. The steering circuit is
a closed loop hydraulic system that has a variable
displacement axial piston pump with over-the-center
capability. The implement hydraulic system is a
load sensing, pressure compensated system. Also, Illustration 1
g00532404
the system has a variable displacement axial piston Oil Cooler Bypass Valve
pump.
(1) Port (inlet from charge pump)
(2) Blocked port
The machine has following features: pilot operated (3) Bypass valve
steering control, steering motor with internal flushing (4) Port (outlet to filter base)
valve, three-section hydraulic pump, priority and (5) Port (outlet to oil cooler)
makeup valve, and combined parking and service
brake. The steering loop charge pump takes oil from the
tank and the pump sends the oil to inlet port (1). If
the oil temperature is below 57 C (135 F), most of
i01033715 the oil is sent through bypass valve (3) to outlet port
(4). Then, the oil flows to the steering pump charge
Hydraulic Oil Cooler circuit. When the oil temperature is 66 C (150 F),
bypass valve (3) is completely closed. The oil flows
SMCS Code: 1374
through outlet port (5) to the oil cooler. The oil flows
to the steering motor case and steering pump case
The hydraulic oil cooler is an oil-to-air design. The
for cooling purposes.
cooler is located in the top of the radiator. After the
charge pump oil is cooled, the oil is sent to the filter.
The oil then flows to the steering pump. The cooler
dissipates the heat from the implement and steering
systems in order to prevent overheating.
 5
Systems Operation Section

i01022539

Hydraulic Pump - Piston

SMCS Code: 5070

g00525193
Illustration 2
Variable Displacement Piston Pump and Compensator Valve
(1) Spring (8) Piston shoe
(2) Spring (9) Piston
(3) Compensator valve (10) Bias piston
(4) Actuator piston (11) Bias spring
(5) Shoe plate (12) Cylinder barrel
(6) Drive shaft (13) Pressure compensator spool
(7) Swashplate (14) Flow compensator spool
6
Systems Operation Section

The hydraulic pump has two control pistons:bias

piston (10) and actuator piston (4). The bias piston
is used to upstroke the pump. The piston is spring
loaded by spring (11) and the piston is assisted
by pump discharge pressure. Actuator piston (4) is
used to destroke the pump and the piston has a
larger area than the bias piston. Flow compensator
spool (14) and pressure compensator spool (13)
change the pump displacement by regulating the
pressure in actuator piston (4). The larger area of
actuator piston (4) enables the piston to overcome
bias piston (10) and spring (11) in order to destroke
the pump when compensator valve (3) applies
pump discharge pressure to the piston. Pump outlet
pressure is maintained at about 2100 kPa (305 psi)
above work port pressure. Also, the compensator
valve has a pressure limiting ability. The pressure
limiting ability prevents overloads of the pump
and system. When work port pressure goes over
26200 kPa (3800 psi), pressure compensator spool
(13) overrides flow compensator spool (14) and
lowers pump output. The action starts at about
690 kPa (100 psi) below the maximum pressure
setting.

The following schematics show the pump and the

compensator valve under different conditions in the
hydraulic system.
 7
Systems Operation Section

Upstroking

g00525716
Illustration 3
Pump and Compensator Operation (Upstroke)
(1) Spring (8) Case drain (15) Cavity
(2) Spring (9) Passage (16) Signal line from control valve
(3) Line to control valve (10) Passage (AA) High pressure oil
(4) Actuator piston (11) Passage (EE) Pilot oil
(5) Swashplate (12) Passage (LL) Tank oil
(6) Bias piston (13) Pressure compensator spool
(7) Bias spring (14) Flow compensator spool
8
Systems Operation Section

Upstroking means that the pump is increasing

the displacement. Upstroking occurs when the
signal pressure increases due to an increased load
pressure. The highest resolved signal pressure from
the implement valve flows through line (16). The
highest resolved signal pressure then fills cavity
(15). Signal pressure plus the force of spring (1)
will move spool (14) downward. Spool (14) blocks
the flow of supply oil to actuator piston (4). When
flow compensator spool (14) moves downward,
the oil under the actuator piston can drain past
flow compensator spool (14). The oil flows through
the pressure compensator spring cavity, and out
through passage (10) to case drain (8). Supply
oil flows through passage (9) to bias piston (6).
The oil combines with the force of bias spring
(13). The combined force moves the swashplate
toward the maximum angle. Thus, pump output
increases. The pump output pressure increases
until the pressure in passage (11) moves spool (14)
up to the metering position. The pump pressure is
greater than the combined force of spring (1) and
the signal pressure in cavity (15). Spool (14) moves
up. Pressure is sent to actuator piston (4).

The force of the actuator piston that is moving

swashplate (5) closer to the minimum angle is
greater than the force of the bias piston and of the
bias spring that is moving swashplate (5) closer
to the maximum angle. The angle of swashplate
(5) decreases. Pump output decreases. When
pump pressure has decreased, the signal pressure
in cavity (15) and the spring force in cavity (15)
move spool (14) downward. The oil pressure that is
behind actuator piston (4) flows back to the case
drain. Bias piston (6) and spring (7) force the angle
of swashplate (5) to increase.

g00485284
Illustration 4
Metering Position

The slight movement of spool (14) is called

metering. Metering keeps the force on both
ends of spool (14) 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.
 9
Systems Operation Section

Destroking

g00525724
Illustration 5
Pump and Compensator Operation (Destroke)
(1) Spring (8) Case drain (15) Cavity
(2) Spring (9) Passage (16) Signal line from control valve
(3) Line to control valve (10) Passage (AA) High pressure oil
(4) Actuator piston (11) Passage (FF) Reduced pilot oil
(5) Swashplate (12) Passage (LL) Tank oil
(6) Bias piston (13) Pressure compensator spool
(7) Bias spring (14) Flow compensator spool

Destroking means that the pump is decreasing the As the system pressure approaches 2100 kPa
displacement. Destroking occurs when the signal (305 psi) (margin pressure) or 3600 kPa (520 psi)
pressure decreases due to a decreasing load (low pressure standby), flow compensator spool (14)
pressure. The lower signal pressure flows through moves down to the metering position. Swashplate
line (16) and the signal pressure fills cavity (15). (5) maintains a slight angle that is sufficient to make
Signal pressure plus the force of spring (1) in cavity up for system leakage and swashplate (5) provides
(15) is less than the pump pressure in passage the lower required pressure.
(11). Spool (14) is pushed up. Oil behind actuator
piston (4) can not go through passage (10) to case
drain (8). Pump oil flows through passage (11), past
spool (14), through passage (12) and into actuator
piston (4). Pump pressure behind actuator piston
(4) is now greater than the combined force of bias
piston (6) and spring (7). The angle of swashplate
(5) decreases. Pump output decreases. System
pressure decreases.
10
Systems Operation Section

Low Pressure Standby

g00525779
Illustration 6
Pump and Compensator Operation (Low Pressure Standby)
(1) Spring (7) Bias spring (13) Pressure compensator spool
(2) Spring (8) Case drain (14) Flow compensator spool
(3) Line to control valve (9) Passage (15) Cavity
(4) Actuator piston (10) Passage (16) Signal line from control valve
(5) Swashplate (11) Passage (BB) Pressure reduction oil
(6) Bias piston (12) Passage (LL) Tank oil

Low pressure standby occurs when the machine

is running and the implements are in the HOLD
position. There are no flow or pressure demands on
the pump. Therefore, there is no signal pressure
in line (16).
 11
Systems Operation Section

Before the engine is started, bias spring (7) holds
swashplate (5) at the maximum angle. As the pump
begins to turn, the pressure builds up in the system
because of the closed center implement valves. The
pressure in passage (11) is felt at the bottom of the
pressure compensator and of the flow compensator
spools. As the pressure increases, the pressure
pushes the flow compensator spool against spring
(1). When system pressure becomes greater than
2100 kPa (305 psi), spool (14) moves up 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. The actuator piston
compresses bias spring (7) and the actuator piston
moves the swashplate toward the minimum angle.
The actuator piston continues to move to the right
until the actuator piston uncovers the cross-drilled
passage of the actuator piston rod. This allows the
oil to drain to the case.
Note: Low pressure standby is not adjustable. The
pressure varies on different machines. The pressure
also varies in the same pump as the system
leakage or the pump leakage increases. As leakage
increases, the pump upstrokes slightly in order
to compensate for the leakage, and the actuator
piston covers more of the cross-drilled hole. As the
actuator piston covers more of the cross-drilled
hole, low pressure standby drops toward margin
pressure. When the piston completely covers the
cross-drilled hole, low pressure standby will equal
margin pressure.

Pump output is not good enough to make up for

the system leakage and for the additional leakage
through the cross-drilled hole. The piston moves
to the left until only part of the cross-drilled hole
is open to the case. This further increases oil
pressure behind the actuator piston. Also, this limits
the maximum travel of the piston to the right. The
pump output is good enough to make up for the
system leakage and for the leakage to the pump
case through the cross-drilled hole. Also, the pump
maintains the system pressure at a maximum of
3600 kPa (520 psi).

The pump is at low pressure standby. The

pressure is different from the margin pressure
because of system leakage and because of the
cross-drilled hole in the actuator piston rod. The
flow compensator spool must remain open and the
spool must move up higher against spring (1) in
order to provide enough flow to the back side of
the actuator piston to make up the leakage through
the cross-drilled hole. The flow must be enough to
maintain the pressure required at the back of the
piston to overcome the bias spring and the pressure
behind the bias piston. Low pressure standby must
be approximately1500 kPa (220 psi) higher than
margin pressure in order to shift the spool up the
additional amount against spring (1). Oil pressure
behind the actuator piston is less than the system
pressure. The pressure drop is created by the oil
that flows past the orifice. The orifice is created by
the flow compensator spool.
12
Systems Operation Section

High Pressure Stall (Cutoff)

g00525787
Illustration 7
Pump and Compensator Operation (High Pressure Stall)
(1) Spring (8) Case drain (15) Cavity
(2) Spring (9) Passage (16) Signal line from control valve
(3) Line to control valve (10) Passage (AA) High pressure oil
(4) Actuator piston (11) Passage (BB) Pressure reduction oil
(5) Swashplate (12) Passage (LL) Tank oil
(6) Bias piston (13) Pressure compensator spool
(7) Bias spring (14) Flow compensator spool
 13
Systems Operation Section

When the hydraulic system stalls under load or

when the cylinders reach the end of the stroke,
system pressure increases. The signal pressure
in line (16) and cavity (15) becomes equal to the
pump output pressure. Spring (1) keeps spool
(14) shifted downward. When system pressure
reaches 26200 kPa (3800 psi) in passage (11), the
upward force on pressure compensator spool (13)
compresses spring (2). The pressure compensator
spool (13) moves upward. Supply oil flows through
passage (12) to actuator piston (4). The pressure
that is felt on the actuator piston destrokes the
pump. Pump output (flow) decreases while system
pressure is limited to 26200 kPa (3800 psi). At
26200 kPa (3800 psi), the swashplate angle is
sufficient to make up for the system leakage. Also,
the pump maintains the maximum pressure.

If a control lever is moved to HOLD during a

high pressure stall, the signal pressure in cavity
(15) flows through passage (16). The signal
pressure flows to the control valve, and then to the
tank. System pressure begins to bleed down. At
approximately 25100 kPa (3640 psi), spring (2)
moves pressure compensator spool (13) downward.
The system pressure in passage (11) acts against
the force of spring (1) to move flow compensator
spool (14) upward.

Supply oil flows past flow compensator spool (14)

and the oil flows past pressure compensator spool
(13). Through passage (12) to actuator piston (4).
Actuator piston (4) destrokes swashplate (5) until
system pressure decreases. As system pressure
approaches 3600 kPa (520 psi) (low pressure
standby), flow compensator spool (14) moves down
to the metering position. Swashplate (5) maintains a
slight angle that is sufficient to make up for system
leakage. The angle also provides the required
pressure.
14
Systems Operation Section

i01021158

Implement Hydraulic System

SMCS Code: 5050

g00523975
Illustration 8
Hydraulic System Diagram
(1) Steering motor (7) Hydraulic tank (14) Ripper tilt control valve
(2) Steering pump (8) Implement pump (15) Ripper lift control valve
(3) Steering charge pump (9) Quick-drop valve (16) Bulldozer tilt control valve section
(4) Steering pilot valve (10) Lift cylinders (17) Bulldozer lift control valve section
(5) Steering bypass and pressure control (11) Tilt cylinders (18) Inlet manifold
group (12) Dual tilt valve (19) Ripper cylinders
(6) Steering charge loop (13) End cover

The above block diagram shows the steering
and implement hydraulic systems. While both the
steering and implement hydraulic systems are
essentially independent systems, there are several
interconnections. The pump provides oil for the
steering charge loop. The oil flows through a line
from the implement control valve to the pressure
control valve. Case drain oil from the steering pump
and the steering motor and return oil from the
pilot valve flows from the pressure control valve to
the implement pump. The oil combines with the
implement case drain oil before flowing to the tank.
The implement hydraulic system controls the
operation of the bulldozer and ripper (if equipped).
The system is a closed center, load sensing,
pressure compensated, and manually operated.
In a pressure compensated, load sensing system,
the oil flow does not change according to the load
on the machine. The cylinder speeds are equal
under all load conditions. When an implement
control lever is moved to an operating position, the
pressure in the system increases. The increase is
high enough to move the load.
 15
Systems Operation Section

The hydraulic pump is a variable displacement i01023342

piston pump that is load sensing and pressure
compensated. The pump provides oil for all Implement Control Valve
implement circuits. When the implements are not
active, the pump is destroked. The pump will SMCS Code: 5051; 5115; 5123; 5136; 5140
make up any system leakage and the pump will
maintain a pressure of approximately 3600 kPa
(520 psi) maximum to the control valves. If an
implement circuit is activated, the load sensing
valve senses the load increase through the valve
bank signal network and the valve upstrokes the
pump. The pump upstrokes until the pump pressure
is approximately 2100 kPa (305 psi) over the
load signal from the control valve. The maximum
pressure in the circuit is controlled by the cutoff
spool in the compensator valve. When the pressure
in the implement circuit reaches approximately
26200 kPa (3800 psi), the pump destrokes in order
to maintain the pressure until the system pressure
decreases. A main relief valve is in the system in
order to limit pressure increases over approximately
29600 kPa (4290 psi).

The implement control valve bank has an inlet

manifold, a end cover, and four control sections.
The sections are the following valves: bulldozer lift
control valve, bulldozer tilt control valve, ripper lift
control valve, and ripper tilt control valve.

The main relief valve and the charging valve are

installed on the inlet manifold. When the implement
control levers are in HOLD position, pump oil flows
to the inlet manifold and through all the control g00525959
valves to the end cover. Pump oil at the end cover Illustration 9
is blocked. The pump destrokes in order to keep Implement Control Valve
the pressure in the system at the minimum. There is (1) Inlet manifold
no need for higher oil pressure in the system until a (2) Bulldozer lift control valve
control lever is moved to an operating position. (3) Bulldozer tilt control valve
(4) Ripper lift control valve
(5) Ripper tilt control valve
Working with the bulldozer lift control valve and lift (6) End cover
cylinders is a single quick-drop valve. The valve (7) Main relief valve
senses the lever position. The quick-drop valve (8) Charging valve
(9) Check valve
directs flow from the rod end of the cylinders to
the head end of the cylinders, as needed. The
lift cylinders also have bypass valves in order to The main components of the implement control
prevent high pressure at the end of the stroke. valve bank are the following components: inlet
manifold (1), bulldozer lift control valve (2), bulldozer
All the control valves are actuated manually by tilt control valve (3), ripper lift control valve (4),
linkages that are fastened directly to the valve ripper tilt control valve (5), end cover (6), main relief
spools. The ripper control valve has the following valve (7), charging valve (8), and check valve (9).
three positions: RAISE, HOLD, and LOWER. The
ripper tilt control valve has the following three All of the machines have the same configuration
positions: TIP IN, HOLD, and TIP OUT. The bulldozer of the implement control valve bank, even if the
lift control valve has the following four positions: machine was ordered without a ripper.
RAISE, HOLD, LOWER, and FLOAT. FLOAT is a
detent position. The bulldozer tilt control valve has
the following three positions: TILT RIGHT, HOLD,
and TILT LEFT.
16
Systems Operation Section

i01023351 i01023384

Inlet Manifold Main Relief Valve

SMCS Code: 1058 SMCS Code: 5069; 5117

g00525987
Illustration 11
(1) Inlet passage
(2) Dump valve
(3) Spring
(4) Retainer
(5) Nut
(6) Drain passage
(7) Drain passage

The main relief valve is in front of all other valves

g00525972
Illustration 10
Inlet Manifold
(1) Charging valve
(2) Main relief valve
(3) Inlet manifold
Inlet manifold (3) gets oil from the pump and
the manifold sends the oil through the control
valves. Manifold (3) also sends return oil from the
control valves back to the tank. Also, the manifold
sends the signal oil from the control valves to the
compensator valve on the pump. Main relief valve
(2) and charging valve (1) are installed on the inlet
manifold.
in the implement hydraulic system. The valve is a
cartridge type valve. The pressure setting of the
valve is approximately 29600 kPa (4290 psi). The
setting of the relief valve is above all the operating
pressures. The relief valve is used only as a backup
valve and the valve limits any increases (spikes)
in pump pressure.
Pump oil flows into inlet passage (1). The pressure
of the oil is against dump valve (2). The force of
spring (3) keeps the dump valve closed when the oil
pressure is less than the setting of the relief valve.
When the pressure of the oil reaches the setting
of the relief valve, dump valve (2) opens. The oil
in the chamber for spring (3) flows through drain
passage (6) to the oil tank. The pressure of the oil
in the system can not go higher than the setting
of the relief valve.

An increase or a decrease in the force of spring

(3) changes the pressure setting of the relief valve.
Loosen nut (5) and turn retainer (4) clockwise in
order to increase the pressure setting. Turn retainer
(4) counterclockwise in order to decrease the
pressure setting of the relief valve.
 17
Systems Operation Section

i01023397 The second source of signal pressure to the

charging valve is from cylinder return oil through
Charging Valve passage (7) and check valve (8). When the signal
pressure in passage (9) is below the return oil
SMCS Code: 5051 pressure in passage (7), check valve (8) will open.
The oil flows to chamber (3) in order to move valve
(4) upward. The pressure that is required in order to
move valve (4) is controlled by the pressure that is
needed for the makeup valve. Also, the pressure is
controlled by the oil line restrictions in the hydraulic
circuit.

Orifice (2) is used in the circuit in order to keep the

return oil in passage (7) from going to the drain.
The orifice controls the loss of pressure so that the
return oil pressure to the charging valve is constant.

g00526017
Illustration 12
(1) Inlet manifold
(2) Orifice
(3) Chamber
(4) Valve
(5) Passage for cylinder return oil
(6) Outlet passage to tank
(7) Passage
(8) Check valve
(9) Passage

The charging valve is located in inlet manifold (1)

of the implement control valve. The charging valve
restricts the flow of the cylinder return oil through
outlet passage (6). The valve keeps oil pressure
in the return oil passage of the implement control
valve. The oil pressure can be used with the makeup
valves to prevent cavitation in the cylinders. The
charging valve is normally closed and the valve is
opened by signal pressure from one of two sources.

The first source of signal pressure to the charging

valve is from the control valves. When an implement
control lever is moved to an operating position,
signal oil from the control valve spool is sent to the
charging valve in inlet manifold (1). Signal oil flows
into passage (9), through orifice (2), into chamber
(3), and around valve (4). When the signal oil
pressure is approximately 1050 kPa (150 psi), valve
(4) moves upward. The valve allows the cylinder
return oil in passage (5) to flow to the tank through
outlet passage (6) without restriction.
18
Systems Operation Section

i01031535

Steering Pump
SMCS Code: 4306-QP

g00530985
Illustration 13
Steering Pump
(1) Control valve (6) Port plate
(2) Swashplate (7) Charge pressure relief valve
(3) Drive gear (8) Pump head
(4) Shaft (9) Through drive
(5) Piston and barrel assembly (10) Charge pump
 19
Systems Operation Section

g00530998
Illustration 14
Steering Pump
(11) Centering springs (12) Actuators (13) Crossover relief and makeup valves

The steering pump is mounted on the left rear side

of the engine. The steering pump is an axial piston
pump with over-the-center capability. The pump is
controlled by a pilot valve that is connected to the
bottom of the steering tiller. The pump displacement
is proportional to the signal range of the pilot
pressure. The signal range is 400 to 1100 kPa
(58 to 160 psi). For example, if the pilot pressure is
750 kPa (110 psi), the swashplate would be stroked
to 50 percent of the maximum output.
20
Systems Operation Section

Charge Pump Relief Valve

g00531257
Illustration 16
Charge Pump Relief Valve
(1) Drain passage to pump case
(2) Passage to pump case
(3) Spring
g00531002 (4) Chamber
Illustration 15
(5) Spring
Steering Pump (6) Adjustment
(1) Passage to high pressure closed loop (7) Poppet
(2) Passage to high pressure closed loop (8) Drain passage
(3) Pump control (9) Body
(4) Charge pump (10) Orifice
(5) Charge pressure relief valve (11) Valve
(6) Crossover relief and makeup valve (12) Passage from charge pressure inlet

Illustration 15 of the steering pump shows the The charge pump relief valve is located in the head
location of crossover relief and makeup valves (6), of the steering pump. The relief valve maintains the
the charge pressure relief valve (5), and control charge pressure at 1485 ± 70 kPa (215 ± 10 psi)
valve (3). after the oil has been cooled and filtered.

Oil from the charge pump enters the relief valve

through passage (12). Oil enters chamber (4)
through orifice (10). The pressure on both sides of
valve (11) eventually equalizes. Valve (11) is held
closed by the force of spring (3). The pressure of
the oil in chamber (4) acts against poppet (7). The
force of spring (5) keeps poppet (7) closed until the
pressure of the oil reaches the relief setting.

When the pressure of the oil in chamber (4)

becomes greater than the force of spring (5),
poppet (7) will open. Oil in chamber (4) passes
around poppet (7) and out through drain passage
(8). This causes the pressure of the oil in chamber
(4) to decrease due to orifice (10). The force of
spring (3) and the pressure of the oil in chamber
(4) are not enough to hold valve (11) closed. The
force on the opposite side of the valve from the oil
in passage (12) is higher. Valve (11) will move to the
right. Oil from passage (12) can now flow through
passage (1), to passage (2), and to the pump case.

When little makeup oil is required in the rest of the

steering mechanism, valve (11) stays partially open.
The valve continuously meters oil through passage
(1) to the pump case for flushing and cooling.
 21
Systems Operation Section

Pressure Compensator Valve

g00531345
Illustration 17
Pressure Compensator Valve
(1) Spool resolver (5) Passage (9) Cavity
(2) Cavity (6) Cavity (10) Spring
(3) Passage (7) Passage (11) Jam nut
(4) Hole (8) Valve stem (12) Adjusting screw

The pressure compensator valve limits the maximum When the loop pressure reaches the pump cutoff
pressure in both sides of the steering loop. The setting, stem (8) allows hole (4) to uncover passage
valve prevents the continuous dumping of excess (5). Also, the stem allows the oil in cavity (2) to
flow through the crossover relief valves in the drain into cavity (9). The oil in cavity (2) is resolved
pump. The crossover relief valves are not designed pilot pressure from spool resolver (1). Oil in cavity
to handle high pump flow for extended periods. (2) drains to cavity (9) through passages that are
Also, the pressure compensator valve prevents not shown. Oil in passage (9) drains back through
overheating. The pressure compensator is set at spool resolver (1) and back to the pilot valve. The
40500 kPa (5875 psi). When the relief setting is cutoff setting is adjusted by turning adjusting screw
reached, the valve drains the resolved pilot pressure (12) and jam nut (11).
through the pilot valve to the tank. As the pressure
is drained, the pressure that is acting on the sleeve
is lowered. The lower pressure allows the centering
springs to return the sleeve to the near neutral
position. The feedback linkage causes the pump to
destroke. The pump destrokes enough to maintain
the pressure in the steering loop while the pump
keeps the steering loop full of oil.

Oil from the high pressure side of the closed loop

enters the compensator valve at passage (7). The
pressure acts in cavity (6) on stem (8). Stem (8) has
two sealing diameters. The diameter of stem (8) at
location (A) is larger than the diameter at location
(B). Because the area at location (A) is larger than
the area at location (B), there is a net force to the
right when there is pressure in cavity (6). Movement
of stem (6) to the right is resisted by spring (10).
22
Systems Operation Section

Crossover Relief and Makeup Charge Pump

Valves

g00531353
Illustration 18
Crossover Relief and Makeup Valve
(1) Adjustment screw
(2) Jam nut
(3) Cover
(4) Valve
(5) Relief valve
(6) Passage
(7) Passage
(8) Passage to charge pressure
(9) Spring
(10) Spring
(11) Spacer
g00531398
Illustration 19
The two crossover relief and makeup valves are
Charge Pump
designed to take high pressure spikes out of the
loops. The valves are not capable of handling large (1) Charge pump assembly
(2) External gear
flows. The valves also contain makeup valves. (3) Internal gear
When the low pressure side of the loop needs oil, (4) Through drive
the appropriate makeup valve opens and the valve (5) Retainer
satisfies the need. (6) Spring

The oil from the closed loop enters through passage
(6). The oil presses against valve (5) through
passage (6). Valve (5) is held closed by spring (9)
and the pressure of the oil in the spring cavity. The
valve stays closed until the pressure of the oil in
passage (6) is above the relief setting in the valve.
When the pressure of the oil in the loop is greater
than the relief setting, valve (5) opens and the valve
moves to the left. Oil from the loop travels through
passages (7) and (8) into the charge pressure port.
When the oil pressure in the low pressure closed
loop drops below the pressure of the oil in passage
(8), valve (4) opens. Oil flows into the low pressure
side of the loop past valve (4). When the pressure
in the low pressure side of the loop reaches charge
pressure, the force of spring (10) closes the valve.
Spacer (11) prevents valve (4) from opening too far.
The charge pump fills the high pressure loop with
oil during start-up and the pump provides cooled,
filtered oil for the steering pilot circuit. Also, the
pump provides oil in order to compensate for the
internal leakage within the high pressure closed
loop. Charge pressure is limited to 1485 ± 70 kPa
(215 ± 10 psi) by the charge pressure relief valve.
The charge pump assembly (1) is mounted to the
rear of the steering pump head. The pump is a
crescent type gear pump with internal gear (3) and
external gear (2). The pump has a through drive (4)
that is used to drive the transmission pumps. The
through drive is held to the pump drive shaft by
retainer (5) and spring (6).
 23
Systems Operation Section

Pump Control Valve

g00531403
Illustration 20
Pump Control Valve
(1) Orifice (8) Loop pressure passage (15) Loop pressure cavity
(2) Chamber (9) Actuator passage (16) Cavity
(3) Centering spring (10) Passage to pump case (17) Spool
(4) Sleeve (11) Orifice (18) Cavity
(5) Cavity (12) Chamber (19) Passage
(6) Feedback spool (13) Passage (20) Resolver spool
(7) Actuator passage (14) Cavity (21) Passage

The pilot valve sends pilot oil at a controlled Left Turn

pressure from 400 to 1484 kPa (58 to 215 psi).
The pump output flow is proportional between
400 to 1100 kPa (58 to 160 psi). The pressure is
determined by the varied movement of the steering
tiller by the operator. The pilot valve will produce
pilot pressure that is greater than 1100 kPa (160 psi)
prior to full tiller rotation. Additional pressure above
1100 kPa (160 psi) does not result in any additional
pump output.
During a left turn, oil from the pilot valve is directed
to chamber (2) through orifice plug (1). The
pressure shifts sleeve (4) to the right against the
force of spring (3). Spool (6) is connected to the
swashplate by the feedback linkage. When sleeve
(4) moves to the right, passages in sleeve (4) are
uncovered by spool (6).
24
Systems Operation Section
Resolved loop pressure is in passage (8). The oil
flows into passage (8) through passages that are
not shown, and from the ball resolver that is located
in the pump head. Oil from passage (8) flows into
passage (7) by passing through the holes in sleeve
(4) that have been uncovered by spool (6). The oil
in passage (7) flows to the left stroking actuator and
the oil causes the pump swashplate to upstroke.
The pump sends oil to the motor. When the pump
moves to an upstroked position, the oil flows from
the right actuator through passage (9). Then, the oil
flows through the holes in sleeve (4) and out through
passage (10). Passage (10) is connected to the
pump case through a passage that is not shown.
As the swashplate moves to an upstroked position,
feedback spool (6) is also moved. Movement of
feedback spool (6) to the right closes off the holes
in sleeve (4). The oil can not flow into the actuators
and the oil can not flow out of the actuators. The
swashplate stays at the upstroked position until pilot
pressure is increased or the pressure is decreased.
Some oil is metered into the actuators in order to
counteract leakage.
As sleeve (4) moves to the right, some oil in
chamber (12) is forced through orifice (11) and the
oil drains through the pilot valve.
Right Turn
During a right turn, oil from the pilot valve is
directed to chamber (12) through orifice plug (11).
The pressure shifts sleeve (4) to the left against the
force of spring (3). Spool (6) is connected to the
swashplate by the feedback linkage. When sleeve
(4) moves to the left, passages in sleeve (4) are
uncovered by spool (6). Resolved loop pressure
is in passage (8). The oil flows into passage (8)
through passages that are not shown, and from the
ball resolver that is located in the pump head. Oil
from passage (8) flows into passage (9) by passing
through the holes in sleeve (4) that have been
uncovered by spool (6). The oil in passage (9) flows
to the right stroking actuator and the oil causes the
pump swashplate to upstroke. The pump sends oil
to the motor. As the pump moves to an upstroked
position, oil flows out of the left actuator, through
passage (7) through the holes in sleeve (4) and
out passage (5). Passage (5) is connected to the
pump case directly.
As the swashplate moves to an upstroked position,
feedback spool (6) is moved. Movement of
feedback spool (6) to the left closes off the holes in
sleeve (4). The oil can not flow into the actuators
and the oil can not flow out of the actuators. The
swashplate stays in the upstroked position until
the pilot pressure is increased or the pressure is
decreased. Some oil is metered into the actuators
in order to counteract leakage.
As sleeve (4) moves to the left, some oil in chamber
(2) is forced through orifice (1) and the oil drains
through the pilot valve.
Cutoff Operation During Left Steering
During steering to the left, pilot pressure oil flows
through passage (21) and the oil pushes spool (20)
to the right. As the spool moves to the right, the
spool uncovers passage (19) so oil in passage (21)
can flow into cavity (16).
As the torque load on the motor increases, the
pressure in the left high pressure loop increases.
The ball resolver in the pump head sends the
resolved loop pressure to cavity (15). Cavity (15) is
connected to passage (8) through a passage that is
not shown. As the pressure in cavity (15) increases,
the setting of the cutoff control is reached and spool
(17) moves to the right. A hole in spool (17) allows
oil in cavity (16) to flow into cavity (18). Oil in cavity
(18) flows to cavity (14) through small passages
that are not shown. This oil in cavity (14) flows to
spool (20) through a passage that is not shown and
the oil flows through passage (13) to chamber (12).
The oil that is flowing into cavity (12) flows out of
orifice (11). Orifice (11) causes the pressure to
increase in cavity (12). The higher pressure in cavity
(12) moves sleeve (4) back to the near neutral
position. This causes the swashplate to return to the
near neutral position. The swashplate will maintain a
slight angle in order to supply a small oil flow. This
flow replaces any leakage in the system.
Cutoff Operation During Right Steering
During steering to the right, pilot pressure oil flows
through passage (13) and the oil pushes spool (20)
to the left. As the spool moves to the left, the spool
uncovers passage (19) so oil in passage (13) can
flow into cavity (16).
As the torque load on the motor increases, the
pressure in the right high pressure loop increases.
The ball resolver in the pump head sends the
resolved loop pressure to cavity (15). Cavity (15) is
connected to passage (8) through a passage that is
not shown. As the pressure in cavity (15) increases,
the setting of the cutoff control is reached and spool
(17) moves to the right. A hole in spool (17) allows
oil in cavity (16) to flow into cavity (18). Oil in cavity
(18) flows to cavity (14) through small passages
that are not shown. This oil in cavity (14) flows to
spool (20) through a passage that is not shown and
the oil flows through passage (21) to chamber (2).
 25
Systems Operation Section

The oil that is flowing into cavity (2) flows out

of orifice (1). Orifice (1) causes the pressure to
increases in cavity (2). The higher pressure in
cavity (2) moves sleeve (4) back to the near neutral
position. This causes the swashplate to return to the
near neutral position. The swashplate will maintain a
slight angle in order to maintain the cutoff pressure
by replacing the oil that is lost to leakage in the high
pressure steering loop.

Pump Feedback Linkage

g00531454
Illustration 21
Pump Feedback Linkage
(1) Ball and socket joint (6) Swashplate
(2) Feedback spool (7) Spring
(3) Pivot pin (8) Bracket
(4) Feedback lever (9) Null adjustment screw
(5) Ball and socket joint (10) Pin and spacer

Feedback spool (2) is moved by feedback lever (4)
as swashplate (6) moves. The lever is connected
to the swashplate by ball and socket joint (5). The
other end of the lever is connected to the feedback
spool by ball and socket joint (1).
The feedback linkage must be adjusted in order
to provide proper timing between the swashplate
displacement and the feedback stem. When
the linkage is properly timed, the pump will not
develop flow in the loops with the tiller in NEUTRAL.
Also, both loop pressures will be equal to charge
pressure. The condition is called hydraulic null.
26
Systems Operation Section

Null is adjusted by screw (9). When adjustment

screw (9) is turned, bracket (8) is rotated slightly.
The bracket is rotated around the pin and spacer
(10). The location of pivot pin (3) is moved as
bracket (8) is rotated. Bracket (8) is held firmly
against adjustment screw (9) by spring (7).

Pump Stroking Actuators

g00531520
Illustration 22
Pump Stroking Actuators
(1) Spring (8) Swashplate
(2) Spring retainer (9) Link
(3) Passage to right actuator (10) Piston
(4) Right actuator (11) Left actuator
(5) Piston (12) Spring retainer
(6) Link (13) Spring
(7) Bearing (14) Passage to left actuator
 27
Systems Operation Section

Oil from the pump control valve flows through
passage (14) to left actuator (11). Piston (10) moves
to the right due to the increased pressure. Link
(9) connects piston (10) to swashplate (8). As the
piston moves to the right link (9) moves to the right
and the piston causes swashplate (8) to rotate.
Swashplate (8) rotates around bearing (7) and the
swashplate pushes link (6) to the left. Piston (5)
is also moved to the left and the piston causes
oil to flow out of passage (3) to the pump control
valve. As piston (5) moves to the left, spring (1)
is compressed. As piston (10) moves to the right,
spring (13) is released.
The pilot valve contains two pressure reducing
valves that control the displacement of the steering
pump. One valve is for the STEER RIGHT position
and the other valve is for the STEER LEFT position.
Pressure output from the pressure reducing valves
is set to start the pump displacement at 400 kPa
(60 psi) and the full displacement is achieved at
1100 kPa (160 psi).

i01033904

Steering Pilot Valve

SMCS Code: 5059

g00532504
Illustration 23
Dual Twist Steering Tiller and Pilot Valve
(1) Steering pilot valve
(2) Dual twist steering tiller
(3) Roller
(4) Lever

Steering pilot valve (1) is located inside the left

operator’s console and the valve is connected to g00532514
the bottom of dual twist steering tiller (2). Oil for the Illustration 24
pilot valve is supplied by a hose that is connected Steering Pilot Valve
to the steering pump charge circuit. (4) Lever
(5) Dust boot
The pilot valve is controlled manually by the (6) Plunger for left steer
(7) Centering spring
operator. The pilot valve controls the direction and (8) Drain port
the displacement of the steering pump. Roller (3) (9) Metering springs
on the dual twist steering tiller is positioned in the (10) Stem
opening in lever (4). When the tiller is moved to turn (11) Holes
(12) Supply port
the machine, roller (3) moves the lever on the pilot (13) Passage
valve. The lever depresses one of the plungers. (14) Control port for left steer
When a plunger is depressed, pilot pressure is (15) Control port for right steer
directed to the steering pump control in order to (16) Passage
upstroke the pump to the desired output. The output (17) Holes
(18) Stem
of the steering pump is directly proportional to the (19) Metering springs
position of the steering tiller. (20) Centering spring
(21) Plunger for right steer
28
Systems Operation Section

NEUTRAL Position STEER RIGHT Position

When the steering tiller is in the NEUTRAL position, The operation of the pilot valve for STEER RIGHT is
plungers (6) and (21) are in the position that is identical to the operation for a STEER LEFT except
shown. Pressure oil from the steering charge circuit that the other pressure reducing valve is used.
flows through supply port (12) and the oil is stopped
by the position of stems (18) and (10). Passages
i01034564
(16) and (13) to the pump control valve are open
to drain port (8) through holes (11) and (17). The Steering Motor
steering pump remains in the destroked condition.
SMCS Code: 5050
STEER LEFT Position
When the operator moves the steering tiller slightly
to the STEER LEFT position, roller (3) moves lever
(4) to the right. Lever (4) pushes plunger (6) against
the force of spring (7). Stem (10) moves down with
the plunger. Holes (11) are closed from the tank
and the holes opened to supply port (12). Charge
circuit oil from port (12) flows through holes (11) and
through passage (13). Then, the oil flows through
port (14) to the steering pump control valve, and the
oil begins to upstroke the steering pump. Return oil
from the opposite end of the steering pump control
valve enters the pilot valve through port (15) and
flows through passage (16), through holes (17) and
out through drain port (8).

The increased oil pressure in passage (13) pushes

stem (10) against the force of springs (9). The flow
of pressure oil through the holes (11), passage
(13) and port (14) is stopped. The pressure is held
in passage (13). When the pressure in passage
(13) begins to drop, springs (9) force stem (10)
downward until the correct pressure is reached in
passage (13).

Stem (10) modulates in order to maintain the

pressure that is required by the pump control for the
turn that is selected by the operator. The steering
pump swashplate is held in position in order to
supply the proper amount of oil that is required to
maintain the turning radius.

The control pressure to the pump is dependent on

the displacement of the steering tiller. When the tiller Illustration 25
g00533341
is moved farther, the control pressure is greater. The
Steering Motor
control pressure causes the pump to upstrokes and
the machine turns faster. (1) Barrel
(2) Pin (pivot)
(3) Pistons (seven)
When the operator releases the steering tiller, the (4) Retaining plate
tiller returns to the NEUTRAL position. The force of (5) Shaft
plunger (6) on lever (4) moves the steering tiller (6) Case
back to NEUTRAL. Spring (7) pushes plunger (6) (7) Port plate
(8) Head
upward. The force on springs (9) is relieved. This (9) Spring
allows stem (10) to move up. Pilot pressure in (10) Control slot
passage (13) flows through holes (11) and through (11) Pin
port (8) to the drain. With no pressure to the pump (12) Passage to case
(13) Control slot
control, the pump destrokes and the machine is in
a NEUTRAL condition.
 29
Systems Operation Section

The steering motor is a fixed displacement bent axis
motor with a self-contained flushing valve. The valve
is located in port plate (7). The motor is operated
by pressure oil from the steering pump. A change
in the direction of oil flow through the motor does
not change the amount of output torque from the
shaft of the motor.
Oil flow through the motor can be in either direction.
A change to the direction of oil flow changes the
direction of rotation of barrel (1), pistons (3), and
shaft (5).
The components of the motor that turn are the
following components: shaft (5), retaining plate (4),
pistons (3), and barrel (1). The parts that do not
turn are the following components: head (8), case
(6), and port plate (7).
Oil from the pump flows to the steering motor. Oil
then flows through a port in head (8). The direction
of the oil flow from the steering motor determines
the port in head (8) that is the inlet or the outlet. The
oil flows through the corresponding control slot of
port plate (7). Oil through port plate (7) flows into
the cylinders of barrel (1).
Pressure oil in control slot (10) or (13) moves pin
(11) toward the low pressure slot. Slots in pin (11)
allow low pressure return oil to flow into passage
(12). A drilled passage in pivot pin (2) allows the
oil to flow to the pivot pin socket and on through
passages to the motor bearings. The flushing oil
from the motor case then flows through an external
line to the pressure control valve. Then, the oil flows
to the filter and the hydraulic tank.
The flushing valve only shifts when the machine is
in a turning condition and pressure oil is available to
shift pin (11). The steering motor also gets additional
cooling oil from the pressure control valve.
i01033676
Oil Filter (Steering Charge
Loop)
SMCS Code: 4107

The spherical heads of pistons (3) are held in

sockets in shaft (5) by retaining plate (4). The seal
end of pistons (3) are positioned in barrel (1).
Barrel (1) rotates about pivot pin (2). Because of
the arrangement between the pistons and the shaft,
pistons (3) move in and out of the barrel. The pistons
move as the pressure oil leaves the cylinders and
the oil enters the cylinders. The pressure oil from
the inlet control slot forces the pistons out of the
barrel. This causes shaft (5) and barrel (1) to rotate.

As shaft (5), pistons (3) and barrel (1) continue to

rotate, the pistons reach the top center position.
At the same time, the cylinder begins to overlap
the outlet control slot in port plate (7). At this point,
the piston starts to move back into the barrel. By
moving into the barrel , the pistons push oil out of
the cylinder into the outlet control slot in port plate
(7). The oil flows through the outlet port in head (8)
and back to the pump. The ball (head) of center pin
(2) is the pivot point for barrel (1).

The flushing valve is located in port plate (7). The

g00532400
valve allows a portion of the return oil to flow from Illustration 26
the low pressure side to case (6). The oil is used to Oil Filter Components
cool the components of the motor and the steering (1) Bypass valve
closed loop. Also, the oil lubricates the motor. The (2) Spring
oil that is lost through the flushing valve is replaced (3) Switch
(4) Inlet passage from pump
with oil from the charge circuit.
(5) Outlet passage
(6) Filter element
(7) Housing assembly
30
Systems Operation Section

The steering charge filter is located in the engine

compartment. Oil from the charge pump enters the
filter housing through inlet passage (4) and the
oil fills the space between the inside of housing
assembly (7) and filter element (6). During normal
operation, the oil flows through filter element (6) and
out through outlet passage (5) to the bypass and
pressure control group. Filter element (6) stops the
debris that is in the oil.

If the filter element becomes full of debris, the

restriction to the flow of oil causes a pressure
increase inside the filter. The pressure increase
in passage (4) causes bypass valve (1) to move
against the force of spring (2). The oil then flows
past the open bypass valve and through outlet
passage (5). When the oil does not flow through the
filter element, the debris in the oil causes damage
to other components in the hydraulic system.

The filter bypass valve opens when the pressure on

the outside of the filter element is 175 kPa (25 psi)
higher than the pressure on the inside of the filter
element. Switch (3) is installed in inlet passage (4).
Switch (3) is a normally open switch that is held
closed by bypass valve (1). When the bypass valve
opens to bypass oil flow around the filter element,
the switch opens. The EMS panel indicator and the
fault light comes on. Also, the fault alarm sounds. If
the oil is at the operating temperature, inspect the
filter element for the cause of the restriction.

Correct maintenance must be used in order to make

sure that filter element (6) does not become full of
debris. A clogged filter will stop the flow of clean oil
to the hydraulic system.

i01023427

Bulldozer Lift Control Valve

SMCS Code: 5051; 5115; 5136
 31
Systems Operation Section

g00526058
Illustration 27
Bulldozer Lift Control Valve (Control Valve Spool in HOLD Position)
(1) Outlet passage to tank (12) Shuttle valve (25) Chamber
(2) Passage to rod end of lift cylinders (13) Inner spring (26) Passage
(3) Outlet passage to tank (14) Outer spring (27) Load check valve
(4) Passage to head end of lift cylinders (15) Quick-drop switch (28) Passage for signal oil
(5) Makeup valve (16) Stop (29) Control valve spool
(6) Outlet to tank (17) Detent bolt (30) Spring
(7) Detents for the FLOAT position (18) Chamber for signal oil (31) Lever
(8) Pin (19) Orifice (A) FLOAT
(9) Screws (20) Spring (B) LOWER
(10) Passage for signal oil to the inlet (21) Passage (C) HOLD
manifold (22) Inlet passage for pump oil (D) RAISE
(11) Passage for signal oil from the next (23) Metering slots
control valve (24) Flow control valve

The bulldozer lift control valve is the first valve in the
control valve stack. The valve is used to raise and
the valve is used to lower the bulldozer. The control
valve has the following components: control valve
spool (29), shuttle valve (12), load check valve (27),
makeup valve (5), and flow control valve (24).
Control valve spool (29) is a spring centered closed
center manually operated spool. The control valve
has the following four positions: RAISE, HOLD,
LOWER, and FLOAT. Spring (30) keeps the spool
in the HOLD position when the bulldozer lift control
valve is not active. Movement of the spool is
controlled manually by the operator. A linkage
connects the bulldozer control lever to lever (31).
Lever (31) is connected to control valve spool (29).

Flow control valve (24) limits the pressure drop

across control valve spool (29). This limits the
forces on the control valve spool and this reduces
operator lever efforts.
32
Systems Operation Section
Shuttle valve (12) is a double check valve that
sends the highest signal oil pressure to the inlet
manifold. The inlet manifold sends the signal oil
to the compensator valve on the pump. More
descriptions of the shuttle valve and the flow
control valve are given. Also, descriptions of the
control valve spool in different positions are given.
Descriptions for load check valve (27) and makeup
valve (5) are under separate titles.
HOLD Position
When the control valve spool and all other
implement valve spools are in HOLD position, the
pump oil flows to inlet passage (22), which is
common in all the valve sections and the passage
has no outlet. Oil then flows around the flow control
valve. Also, the oil flows into metering slots (23).
Oil flows through metering slots (23) and the oil
moves the flow control valve against spring (20).
Since all the valve spools are in the HOLD position,
pump oil fills the parallel oil passages of the control
valves and the pump maintains the pressure at
approximately 3600 kPa (520 psi). Now, passage
(28), chamber (18), shuttle valve (12), passage (10),
and passage (11) are drained. The oil in passages
(26), (2) and (4) is blocked.
LOWER Position
When control valve spool (29) is moved to LOWER
position, passage (21) is closed off from outlet
passage (6). Cylinder oil from passage (4) flows
through passage (28) to chamber (18). The oil
becomes signal oil. Some of the signal oil flows
through passage (21) and through orifice (19)
to the spring chamber behind flow control valve
(24), and the oil moves flow control valve (24) to
the left. The remainder of the signal oil pushes
shuttle valve (12) to the right and the oil flows
through passage (10) to the inlet manifold. The inlet
manifold sends the signal oil to the compensator
valve on the pump. The pump upstrokes to margin
pressure approximately 2100 kPa (305 psi) above
the pressure of the signal oil.
The increase of pump oil flows to inlet passage
(22) and through metering slots (23) to chamber
(25) and opens load check valve (27). The oil flows
through load check valve (27), through passage
(26), around control valve spool (29) and through
passage (4). The oil then flows to the head end of
the lift cylinders, and the oil causes the bulldozer
to lower.
Return oil from the rod end of the lift cylinders flows
through passage (2), around control valve spool
(29), and through outlet passage (1). The oil then
flows to the tank.
RAISE Position
When control valve spool (29) is moved to the
RAISE position, passage (21) is closed off from
outlet passage (6). Cylinder oil from passage (2)
flows through passage (28) to chamber (18). The
oil becomes signal oil. Some of the signal oil flows
through passage (21) and orifice (19) to the spring
chamber behind flow control valve (24), and the
oil moves flow control valve (24) to the left. The
remainder of the signal oil pushes shuttle valve (12)
to the right and the oil flows through passage (10)
to the inlet manifold. The inlet manifold sends signal
oil to the compensator valve on the pump. The
pump upstrokes to margin pressure.
The increase of pump oil flows to inlet passage
(22) and through metering slots (23) to chamber
(25), and opens load check valve (27). The oil flows
through load check valve (27), through passage
(26) around control valve spool (29) and through
passage (2). Then, the oil flows to the rod end of
the lift cylinders, and the oil causes the bulldozer
to raise.
Return oil from the head end of the lift cylinders
comes through passage (4), around control valve
spool (29), and through the outlet passage (6). The
oil then flows to the tank.
QUICK-DROP Position
Quick-drop switch (15) is used to trigger the
quick-drop valve. When control valve spool (29) has
been moved approximately 7 mm (0.275 inch) or
70 percent of the maximum travel, detent bolt (17)
contacts stop (16). When control valve spool (29)
has been moved an additional 1.5 mm (0.06 inch) or
85 percent of the maximum travel, pin (8) contacts
screws (9). The electrical circuit is completed and
the solenoid for the quick-drop valve shifts. During
the last 1.5 mm (0.06 inch) of movement, only outer
spring (14) has been compressed. When control
valve spool (29) is moved the remainder of the
distance through lower, outer spring (14) and the
inner spring (13) are compressed. The springs
provide the travel for the float position. Also, the
springs ensure that pin (8) stays in contact with
screws (9).
FLOAT Position
Detents (7) are used to hold control valve spool
(29) in FLOAT position. When the control valve is
in FLOAT position, there is no signal oil pressure.
Chamber (18) is open to outlet passage (6). The
pressure in passage (10) can not increase. The
pump remains destroked and the pressure of the
pump oil at inlet passage (22) is low.
 33
Systems Operation Section

Because of the position of control valve spool (29),

passages (2) and (4) are open to outlet passages
(1) and (6). Both ends of the lift cylinders are open
to the tank. The cylinder rods can move freely
in either direction according to the amount and
direction of the force on the bulldozer.

Load Check Valve

Load check valve (27) prevents reverse oil flow in
the lift cylinders, which can cause cylinder drift or
load loss. The load check valve does not open until
pump oil pressure in chamber (25) becomes greater
than the force of the spring for the load check valve,
and the cylinder oil pressure in passage (26).

Makeup Valve
Makeup valve (5) is in the head end of the lift
circuit. Whenever cylinder oil pressure in passage
(4) is approximately 14 kPa (2 psi) lower than return
oil pressure in outlet passage (3), makeup valve
(5) opens. This allows the return oil to flow through
outlet passage (3) to passage (4). The extra oil
prevents cavitation in the lift cylinders.

i01024619

Bulldozer Tilt Control Valve

SMCS Code: 5051; 5115; 5123
34
Systems Operation Section

g00526583
Illustration 28
Bulldozer Tilt Control Valve (Control Valve Spool in HOLD Position)
(1) Outlet passage to tank (10) Shuttle valve (21) Chamber
(2) Passage to rod end of tilt cylinder (11) Adjustment plunger (22) Passage
(3) Outlet passage to tank (12) Pressure limiter valve (23) Load check valve
(4) Passage to head end of tilt cylinder (13) Poppet valve (24) Spring
(5) Outlet passage to tank (14) Chamber for signal oil (25) Lever
(6) Passage for signal oil (15) Passage (A) TILT LEFT
(7) Control valve spool (16) Spring (B) HOLD
(8) Passage for signal oil to next control (17) Orifice (C) TILT RIGHT
valve (18) Inlet passage for pump oil
(9) Passage for signal oil from the next (19) Metering slots
control valve (20) Control valve

The bulldozer tilt control valve is the second valve
in the control valve stack. The valve is used to tilt
the bulldozer to the right and left. The control valve
has the following components: control valve spool
(7), shuttle valve (10), flow control valve (20), and
load check valve (23).
Control valve spool (7) is a spring centered closed
center manually operated spool. The spool has the
following three positions: TILT RIGHT, HOLD, and
TILT LEFT. Spring (24) keeps the spool in the HOLD
position when the tilt circuit is not active. Movement
of the spool is controlled manually by the operator.
A linkage connects the bulldozer control lever to
lever (25). Lever (25) is connected to control valve
spool (7).

Flow control valve (20) limits the maximum flow of
oil to the bulldozer tilt circuit, and the valve limits
the pressure drop across control spool (7). This
limits the forces on the control valve spool and this
reduces operator lever effort.
Shuttle valve (10) is a double check valve that sends
the highest signal oil pressure to the bulldozer lift
control valve. More descriptions of the shuttle valve,
the load check valve, and the flow control valve are
given.
HOLD Position
When the control valve spool and all other
implement valve spools are in the HOLD position,
pump oil flows to inlet passage (18) which is
common in all valve sections and the passage has
no outlet. Oil flows around flow control valve (20)
and into metering slots (19) and the oil moves the
flow control valve against spring (16). Since all the
valve spools are in the HOLD position, pump oil fills
the parallel oil passages of the control valves and
the pump maintains the pressure at approximately
3600 kPa (520 psi). Passage (6), chamber (14),
shuttle valve (10), passage (8), and passage (9)
are drained. Oil in passages (22), (2), and (4) is
blocked.
TILT LEFT Position
When control valve spool (7) is moved to the TILT
LEFT position, passage (15) is closed off from
outlet passage (5). Cylinder oil from passage (4)
flows through passage (6) to chamber (14). The oil
becomes signal oil. Some of the signal oil flows
through passage (15) and orifice (17) to the spring
chamber behind flow control valve (20), and the
oil moves flow control valve (20) to the left. The
remainder of the signal oil pushes shuttle valve (10)
to the right and the oil flows through passage (8) to
the bulldozer lift control valve, and then to the inlet
manifold. The inlet manifold sends the signal oil to
the compensator valve on the pump. The pump
upstrokes.
The increase of pump oil flows to inlet passage (18)
and then through metering slots (19) to chamber
(21) and opens load check valve (23). The oil flows
through load check valve (23), through passage
(22), around control valve spool (7), and through
passage (4) to the head end of the tilt cylinder, and
the oil causes the bulldozer to tilt to the left.
Return oil from the rod end of the tilt cylinder flows
through passage (2), around control valve spool (7),
and through outlet passage (1) to the tank.
35
Systems Operation Section
TILT RIGHT Position
When control valve spool (7) is moved to the TILT
RIGHT position, passage (15) is closed off from
outlet passage (5). Cylinder oil from passage (2)
flows through passage (6) to chamber (14). The oil
becomes signal oil. Some of the signal oil flows
through passage (15) and orifice (17) to the spring
chamber behind flow control valve (20), and the
oil moves flow control valve (20) to the left. The
remainder of the signal oil pushes shuttle valve (10)
to the right and the oil flows through passage (8) to
the bulldozer lift control valve. Then, the oil flows to
the inlet manifold.
The inlet manifold sends the signal oil to the
compensator valve on the pump. The pump
upstrokes.
The increase of pump oil flows to inlet passage (18)
and then through metering slots (19) into chamber
(21) and opens load check valve (23). The oil flows
through load check valve (23), through passage
(22), around control valve spool (7), and through
passage (2) to the rod end of the tilt cylinder, and
the oil causes the bulldozer to tilt to the right.
Return oil from the head end of the tilt cylinder
comes through passage (4), around control valve
spool (7), and through outlet passage (5) to the
tank.
Load Check Valve
Load check valve (23) prevents reverse oil flow in
the cylinder, which can cause cylinder drift or load
loss. The load check valve does not open until
pump oil pressure in chamber (21) becomes greater
than the force of the spring for the load check valve
and the cylinder oil pressure in passage (22).
Pressure Limiter Valve Operation
Pressure limiter valve (12) is used in the tilt control
valve to control the pressure to the tilt circuit.
The pressure setting of the pressure limiter is
19300 ± 300 kPa (2800 ± 40 psi).
36
Systems Operation Section

When the bulldozer tilt control valve is in an

operating position, cylinder oil enters passage
(6) and the oil becomes signal oil. The signal oil
flows to chamber (14). Then, part of the signal oil
flows to shuttle valve (10). The other part of the
signal oil flows through passage (15) and orifice
(17) to the spring chamber behind the flow control
valve. When the pressure of the signal oil in the
spring chamber reaches approximately 19300 kPa
(2800 psi), poppet valve (13) moves from the valve
seat. The valve sends the oil to outlet passage (5)
through a passage that is not shown. This limits
the signal oil pressure to approximately 19300 kPa
(2800 psi). The pump maintains margin pressure
at approximately 2100 kPa (305 psi) above the
pressure of the signal oil and limits pump pressure
to the bulldozer tilt control valve. If the cylinder
pressure temporarily increases, the difference
between the cylinder pressure and the pump
pressure is less than margin pressure. Flow control
valve (20) moves to the right and the valve restricts
the pump flow to the cylinder.

i01025865

Dual Tilt Control Valve

SMCS Code: 5123
 37
Systems Operation Section

Illustration 29
Schematic of Dual Tilt Control Valve in Dual Tilt position
(1) Line from the bulldozer control valve
(2) Dual tilt cylinder (left)
(3) Dual tilt cylinder (right)
(4) Passage to tank for solenoid valve
(5) Passage for pilot oil to the solenoid valve
(6) Switch handle
(7) Solenoid valve
(8) Coil for tip operation of the cylinders
(9) Coil for single tilt operation of the
cylinders
(10) Passage for pilot oil
(11) Passage for pilot oil
(12) Chamber for pilot oil
(13) Chamber for pump oil from the bulldozer
control valve
(14) Port to head end of right dual tilt cylinder
(15) Port to rod end of right dual tilt cylinder
(16) Chamber for pump oil from the bulldozer
control valve
(17) Chamber for pilot oil
g00527564
(18) Stem in dual tilt control valve
(19) Port to rod end of left dual tilt cylinder
(20) Line from the bulldozer control valve
(21) Dual tilt control valve
(AA) High pressure oil
(BB) First pressure reduction oil
(LL) Tank oil

Dual tilt control valve (21) is an attachment. The Dual Tilt Operation
valve gives the hydraulic circuit for the tilt cylinder
three different types of operation: DUAL TILT, When solenoid valve (7) is not energized by switch
SINGLE TILT, and TIP. The control valve is installed handle (6), dual tilt control valve (21) is in the DUAL
in the radiator guard. The valve is activated by TILT position. Tilt cylinders (2) and (3) will move in
pilot oil pressure from the implement control valve. opposite directions.
Solenoid valve (7) directs the pilot oil to the ends of
stem (18). Switch handle (6) controls the operation
of the solenoid valve with a toggle switch for
SINGLE TILT operation and a trigger switch for TIP
operation.
38
Systems Operation Section
When the bulldozer control lever is moved to the
TILT RIGHT position, pump oil from the bulldozer tilt
control valve is sent through line (1) to the head
end of dual tilt cylinder (2). As cylinder (2) extends,
oil from the rod end flows to port (19) of the dual tilt
control valve. The oil then flows around stem (18)
through port (15) to the rod end of dual tilt cylinder
(3). As cylinder (3) retracts, oil from the head end
of the cylinder flows to port (14) of the dual tilt
control valve. The oil then flows around stem (18) to
chamber (13). Then, the oil flows to the tank through
line (20) and through the bulldozer tilt control valve.
The action of the two dual tilt cylinders causes the
bulldozer to tilt to the right. When the control lever
is released, oil is blocked to the cylinders and the
bulldozer will stay tilted to the right until the control
lever is moved again.
To tilt the bulldozer to the left, the bulldozer control
lever is moved to the TILT LEFT position. Pump oil
from the bulldozer tilt control valve is sent through
line (20) to chambers (13) and (16). Since oil to
chamber (16) is stopped, the oil flows to chamber
(13) and around stem (18) to port (14). Oil then
flows to the head end of dual tilt cylinder (3). As the
cylinder extends, oil from the rod end of cylinder (3)
flows to port (15). Oil at port (15) flows around stem
(18) to port (19). Then, the oil flows to the rod end
of dual tilt cylinder (2). As the cylinder retracts, oil
from the head end of cylinder (2) flows to the tank
through line (1) and the bulldozer tilt control valve.
The action of the two dual tilt cylinders causes the
bulldozer to tilt to the left. When the control lever
is released, oil is blocked to the cylinders and the
bulldozer will stay tilted to the left until the control
lever is moved again.
Single Tilt Operation
When the toggle switch on switch handle (6) is
moved to the ON position, coil (9) is energized. Pilot
oil from the implement control valve in passage (5)
flows through the solenoid valve to passage (11).
Oil through passage (11) flows to chamber (12). The
oil moves stem (18) downward to the SINGLE TILT
position. The stem blocks oil in dual tilt cylinder (3),
and the stem allows the cylinder to act as a brace.
Dual tilt cylinder (2) now acts as a single tilt cylinder.
When the bulldozer control lever is moved to the
TILT RIGHT position, pump oil from the bulldozer tilt
control valve is sent through line (1) to the head
end of dual tilt cylinder (2). As cylinder (2) extends,
oil from the rod end flows to port (19) of the dual tilt
control valve. The oil then flows around stem (18) to
chamber (13). Then, the oil flows back to the tank
through line (20) and the bulldozer tilt control valve.
The action of cylinder (2) causes the bulldozer to tilt
to the right. When the control lever is released, oil is
blocked to cylinder (2) and the bulldozer will stay
tilted to the right until the control lever is moved
again.
To tilt the bulldozer to the left, the bulldozer control
lever is moved to the TILT LEFT position. Pump oil
from the bulldozer tilt control valve is sent through
line (20) to chambers (13) and (16). Since oil to
chamber (16) is topped, the oil flows to chamber
(13) and around stem (18) to port (19). Oil then
flows to the rod end of dual tilt cylinder (2). As
cylinder (2) retracts, oil from the head end flows
to the tank through line (1) and the bulldozer tilt
control valve. The action of cylinder (2) causes
the bulldozer to tilt left. When the control lever is
released, oil is blocked to cylinder (2) and the
bulldozer will stay tilted to the left until the control
lever is moved again.
Tip Operation
When the trigger lever on switch handle (6) is held
backward, and the toggle switch is in the OFF
position, coil (8) is energized. If the toggle switch
on switch handle (6) is in the ON position and the
trigger lever is pulled, coil (8) will be de-energized.
The tip operation of the bulldozer has priority
over either the dual tilt function or the single tilt
function. When coil (8) is energized, pilot oil from
the implement control valve in passage (5) flows
through the solenoid valve to passage (10). Oil
flows through passage (10) to chamber (17) and
the oil moves stem (18) upward to the TIP position.
Oil in chamber (12) flows through passage (11) to
the solenoid valve. Then, the oil flows to the tank
through passage (4). When dual tilt control valve
(21) is in the TIP position, the dual tilt cylinders
move in the same direction in order to tip the
bulldozer forward or backward.
 39
Systems Operation Section

In order to move the bulldozer forward, the bulldozer

control lever is moved to the right or TIP FORWARD
position. Pump oil from the bulldozer tilt control
valve is sent through line (1) to the head end of
dual tilt cylinder (2). As the cylinder extends, the oil
from the rod end of cylinder (2) flows to port (19)
of dual tilt control valve (21). Then, the oil flows
around stem (18) to port (14). Then, the oil flows to
the head end of dual tilt cylinder (3). As cylinder
(3) extends, rod end oil from the cylinder flows to
port (15) and into chamber (16) of the control valve.
Then, the oil flows to the tank through line (20) and
the bulldozer tilt control valve. The action of the
cylinders causes the bulldozer to tip forward. When
the control lever is released, the bulldozer will stay
tipped forward until the trigger lever is held and the
control lever is moved again.

When the trigger lever is held and the bulldozer

control lever is moved to the left or TIP BACK
position, pump oil from the bulldozer control valve
is sent through line (20). The oil flows to chambers
(13) and (16). Since oil to chamber (13) is stopped,
the oil flows to chamber (16) and around stem (18)
to port (15). Oil then flows to the rod end of dual
tilt cylinder (3). As cylinder (3) retracts, head end
oil from the cylinder flows to port (14). The oil then
flows around stem (18) to port (19) and onto the rod
end of dual tilt cylinder (2). As the cylinder retracts,
head end oil from cylinder (2) flows to the tank
through line (1) and the bulldozer tilt control valve.
The action of the cylinders causes the bulldozer to
tip backward. When the control lever is released, the
bulldozer will stay tipped backward until the trigger
lever is held and the control lever is moved again.

i01024901

Ripper Lift Control Valve

SMCS Code: 5351
40
Systems Operation Section

g00526875
Illustration 30
Ripper Lift Control Valve (Control Valve Spool in HOLD Position)
(1) Outlet passage to tank (10) Shuttle valve (19) Chamber
(2) Passage to head end of ripper lift cylinder (11) Passage for signal oil from the next (20) Passage
(3) Outlet passage to tank control valve (21) Load check valve
(4) Passage to rod end of ripper lift cylinder (12) Chamber for signal oil (22) Spring
(5) Makeup valve (13) Passage (23) Lever
(6) Outlet passage to tank (14) Spring (A) RAISE
(7) Passage for signal oil (15) Orifice (B) HOLD
(8) Control valve spool (16) Inlet passage for pump oil (C) LOWER
(9) Passage for signal oil to the next control (17) Metering slots
valve (18) Flow control valve

The ripper lift control valve is the third valve in the
implement control valve bank.
The ripper lift control valve is used to raise the
ripper and the valve lowers the ripper.
The ripper control valve has the following
components: control valve spool (8), shuttle valve
(10), load check valve (21), flow control valve (18),
and makeup valves (5).
Control valve spool (8) is a spring centered closed
center manually operated spool. The spool has
the following three positions: RAISE, HOLD, and
LOWER. Spring (22) keeps the spool in the HOLD
position when the ripper lift circuit is not active.
Movement of the spool is controlled manually by
the operator. A linkage connects the ripper lift
control lever to lever (23). Lever (23) is connected
to control valve spool (8).
Flow control valve (18) limits the maximum flow
of oil to the ripper lift circuit and the valve limits
the pressure drop across control spool (8). This
limits the forces on the control valve spool and this
reduces operator lever effort.

Shuttle valve (10) is a double check valve that sends
the highest signal oil pressure to the bulldozer
tilt control valve. More descriptions of the shuttle
valve and the flow control valve are given. Also,
descriptions of the control valve spool in different
positions are given.
Descriptions for load check valve (21), and makeup
valve (5) are given as well.
HOLD Position
When the control valve spool and all other implement
valve spools are in the HOLD position, pump oil
flows to inlet passage (16), which is common in
all valve sections and the passage has no outlet.
Oil flows around flow control valve (18) and into
metering slots (17). Oil flows through metering
slots (17) and the oil moves the flow control valve
against spring (14). Since all the valve spools are
in the HOLD position, pump oil fills the parallel
oil passages of the control valves and the pump
maintains the pressure at approximately 3600 kPa
(520 psi). Passage (7), chamber (12), shuttle valve
(10), passage (9), and passage (11) are drained.
Oil in passages (2), (4), and (20) is blocked.
RAISE Position
When control valve spool (8) is moved to the RAISE
position, passage (13) is closed off from outlet
passage (6). Cylinder oil from passage (4) flows
through passage (7) to chamber (12). The oil
becomes signal oil. Some of the signal oil flows
through passage (13) and orifice (15) to the spring
chamber behind flow control valve (18), and the
oil moves flow control valve (18) to the left. The
remainder of the signal oil pushes shuttle valve (10)
to the left. The oil flows through passage (9) to
the bulldozer tilt control valve. then, the oil flows
through the bulldozer lift control valve to the inlet
manifold. The inlet manifold sends the signal oil to
the compensator valve on the pump. The pump
upstrokes.
The increase of pump oil flows to inlet passage
(16) and through metering slots (17) to chamber
(19) and opens load check valve (21). The oil flows
through load check valve (21), through passage
(20), around control valve spool (8), and through
passage (4) to the rod end of the lift cylinder. The
oil causes the ripper to raise.
Return oil from the head end of the lift cylinder flows
through passage (2), around control valve spool (8),
and through outlet passage (1) to the tank.
41
Systems Operation Section
LOWER Position
When control valve spool (8) is moved to the
LOWER position, passage (13) is closed off from
outlet passage (6). Cylinder oil from passage (2)
flows through passage (7) to chamber (12). The oil
becomes signal oil. Some of the signal oil flows
through passage (13) and orifice (15) to the spring
chamber behind flow control valve (18), and the
oil moves flow control valve (18) to the left. The
remainder of the signal oil pushes shuttle valve
(10) to the right and the oil flows through passage
(9) to the bulldozer tilt control valve. Then, the oil
flows through the bulldozer lift control valve to the
inlet manifold. The inlet manifold sends signal oil
to the compensator valve on the pump. The pump
upstrokes.
The increase of pump oil flows to inlet passage
(16) and through metering slots (17) to chamber
(19) and opens load check valve (21). The oil flows
through load check valve (21), through passage
(20), around control valve spool (8), and through
passage (2) to the head end of the lift cylinder, and
the oil causes the ripper to lower.
Return oil from the rod end of the lift cylinder flows
through passage (4), around control valve spool (8),
and through outlet passage (6) to the tank.
Load Check Valve
Load check valve (21) prevents reverse oil flow in
the lift cylinders, which can cause cylinder drift or
load loss. The load check valve does not open until
pump oil pressure in chamber (19) becomes greater
than the force of the spring for the load check valve
and the cylinder oil pressure in passage (20).
Makeup Valve
Makeup valves (5) are in the head end and the rod
end of the lift circuit. When cylinder oil pressure in
passage (2) or (4) is approximately 14 kPa (2 psi)
lower than the return oil pressure in outlet passage
(3), makeup valve (5) opens. The valve adds the
return oil in outlet passage (1) to the cylinder oil in
passage (2) or (4). The valves prevent cavitation
(vacuum) in the lift cylinder.
i01025134
Ripper Tip Control Valve
SMCS Code: 5351
42
Systems Operation Section

g00527053
Illustration 31
Ripper Tip Control Valve (Control Valve Spool in HOLD Position)
(1) Makeup valve (10) Passage for signal oil to the next control (19) Flow control valve
(2) Outlet passage to tank valve (20) Chamber
(3) Passage to rod end of ripper tip cylinder (11) Shuttle valve (21) Passage
(4) Outlet passage to tank (12) Passage for signal oil to tank (22) Load check valve
(5) Passage to head end of ripper tip cylinder (13) Chamber for signal oil (23) Spring
(6) Line relief valve (14) Passage (24) Lever
(7) Outlet passage to tank (15) Spring (A) Tip In
(8) Passage for signal oil (16) Orifice (B) Hold
(9) Control valve spool (17) Inlet passage for pump oil (C) Tip Out
(18) Metering slots

The ripper tip control valve is the fourth valve in the
implement control valve bank.
The ripper tip control valve is used to tip the ripper
shank.
The ripper tip control valve has the following
components: control valve spool (9), shuttle valve
(11), load check valve (22), flow control valve (19),
makeup valve (1), and line relief valve (6).
Control valve spool (9) is a spring centered closed
center manually operated spool. The spool has the
following three positions: TIP IN, HOLD, and TIP
OUT. Spring (23) keeps the spool in the HOLD
position when the ripper tip circuit is not active.
Movement of the spool is controlled manually by
the operator. A linkage connects the ripper tip
control lever to lever (24). Lever (24) is connected
to control valve spool (9).
Flow control valve (19) limits the maximum flow of oil
to the ripper circuit and the valve limits the pressure
drop across control spool (9). This limits the forces
on the control valve spool and this reduces operator
lever efforts.

Shuttle valve (11) is a double check valve that
sends the highest signal pressure oil to the ripper
lift control valve. More descriptions of the shuttle
valve and the flow control valve are given. Also,
descriptions of the control valve spool in different
position are given.
Descriptions for load check valve (22) and makeup
valve (6) are under separate titles.
HOLD Position
When the control valve spool and all other
implement valve spools are in the HOLD position,
pump oil flows to inlet passage (17), which is
common in all valve sections and the passage
has no outlet. Oil then flows around flow control
valve (19). Also, the oil flows in metering slots (18).
Oil flows through metering slots (18) and the oil
moves the flow control valve against spring (15).
Since all the valve spools are in the HOLD position,
pump oil fills the parallel oil passages of the control
valves and the pump maintains the pressure at
approximately 3600 kPa (520 psi). Passage (8),
chamber (13), shuttle valve (11), passage (10), and
passage (12) are drained. Oil in passages (3), (5),
and (21) is blocked.
TIP IN Position
When control valve spool (9) is moved to the TIP
IN position, passage (14) is closed off from outlet
passage (7). Cylinder oil from passage (5) flows
through passage (8) to chamber (13). The oil
becomes signal oil. Some of the signal oil flows
through passage (14) and orifice (16) to the spring
chamber behind flow control valve (19), and the
oil moves flow control valve (19) to the left. The
remainder of the signal oil pushes shuttle valve (11)
to the right and the oil flows through passage (10) to
the ripper lift control valve. The oil then flows through
the bulldozer tilt control valve and the bulldozer lift
control valve to the inlet manifold. The inlet manifold
sends the signal oil to the compensator valve on the
pump. The pump upstrokes to margin pressure.
The increase of pump oil flows to inlet passage (17)
and through metering slots (18) to chamber (20).
The oil opens load check valve (22). The oil flows
through load check valve (22), through passage
(21), around control valve spool (9), and through
passage (5) to the head end of the tip cylinder. The
oil causes the ripper to tip inward.
Return oil from the rod end of the tilt cylinder flows
through passage (3), around control valve spool (9),
and through outlet passage (2) to the tank.
43
Systems Operation Section
TIP OUT Position
When control valve spool (9) is moved to the TIP
OUT position, passage (14) is closed off from
outlet passage (7). Cylinder oil from passage (3)
flows through passage (8) to chamber (13). The oil
becomes signal oil. Some of the signal oil flows
through passage (14) and orifice (16) to the spring
chamber behind flow control valve (19), and the
oil moves flow control valve (19) to the left. The
remainder of the signal oil pushes shuttle valve
(11) to the right and the oil flows through passage
(10) to the ripper lift control valve. Then, the oil
flows through the bulldozer tilt control valve and
through the bulldozer lift control valve to the inlet
manifold. The inlet manifold sends signal oil to
the compensator valve on the pump. The pump
upstrokes to margin pressure.
The increase of pump oil flows to inlet passage
(17) and through metering slots (18) to chamber
(20) and opens load check valve (22). The oil flows
through load check valve (22), through passage
(21), around control valve spool (9), and through
passage (3) to the rod end of the tip cylinder, and
the oil causes the ripper to tip outward.
Return oil from the head end of the tilt cylinder flows
through passage (5), around control valve spool (9),
and through outlet passage (7) to the tank.
Load Check Valve
Load check valve (22) prevents reverse oil flow in
the lift cylinders, which can cause cylinder drift or
load loss. The load check valve does not open until
pump oil pressure in chamber (20) becomes greater
than the force of the spring for the load check valve
and the cylinder oil pressure in passage (21).
Makeup Valve
Makeup valve (1) is in the rod end of the lift
circuit. When cylinder oil pressure in passage (3) is
approximately 14 kPa (2.0 psi) lower than the return
oil pressure in outlet passage (4), makeup valve
(1) opens. The valve adds the return oil in outlet
passage (4) to the cylinder oil in passage (3). The
oil prevents cavitation (vacuum) in the lift cylinder.
Line Relief Valve
Line relief valve (6) protects the head end of the tilt
cylinder from excessive pressure spikes. The valve
is a pressure operated cartridge relief valve. The
relief pressure setting of the valve is approximately
34000 kPa (4930 psi). When the pressure in
passage (5) raises above the relief setting, line
relief valve (6) opens and the high pressure oil is
allowed to drain to tank passage (7). The pressure
in passage (5) is reduced and valve (6) is allowed
to close.
44
Systems Operation Section

i01290564

Pin Puller Hydraulic System

SMCS Code: 6313

g00683875
Illustration 32
(1) Supply port (transmission case) (4) Pin puller cylinder (P) Pump pressure
(2) Solenoid valve (pin puller) (C1) Head end pressure (T) Tank pressure
(3) Manifold (C2) Rod end pressure

The pin puller hydraulic system consists of two
main components: solenoid valve (2) and pin puller
cylinder (4). Solenoid valve (2) is controlled by
a toggle switch that is located in the operator’s
compartment.
Oil pressure for the pin puller hydraulic system
is supplied from port (1) on the back of the
transmission housing. This oil flows to manifold (3)
through line (P). The oil is blocked by solenoid valve
(2) when the toggle switch is in the HOLD position.
The oil in both ends of cylinder (4) is also blocked
in the HOLD position.
When the toggle switch in the operator’s
compartment is moved to the DISENGAGE position,
a signal is sent to solenoid valve (2). Solenoid valve
(2) shifts and oil pressure from line (P) is sent to line
(C1). This oil travels to the head end of cylinder (4)
and the rod in cylinder (4) is extended. As cylinder
(4) extends, the ripper shank pin is removed from
the ripper shank. Return oil from the rod end of
cylinder (4) returns to manifold (3) through line (C2).
Solenoid valve (2) directs the return oil through line
(T) to the tank.
When the toggle switch in the operator’s
compartment is moved to the ENGAGE position, a
signal is sent to solenoid valve (2). Solenoid valve
(2) shifts and oil pressure from line (P) is sent to line
(C2). This oil travels to the rod end of cylinder (4)
and the rod in cylinder (4) is retracted. As cylinder
(4) retracts, the ripper shank pin is inserted in
the ripper shank. Return oil from the head end of
cylinder (4) returns to manifold (3) through line (C1).
Solenoid valve (2) directs the return oil through line
(T) to the tank.
 45
Systems Operation Section

i01031101

Pressure Control Valve

SMCS Code: 3073; 3074

g00530811
Illustration 33
Pressure Control Valve
(1) Charge pump port (9) Passage (17) Retainer
(2) Cooler port and charge filter port (10) Passage (18) Tank return passage
(3) Spring (11) Chamber (19) Cooling orifice
(4) Passage (12) Drain passage (20) Tank return port
(5) Makeup valve spool (13) Relief valve (21) Return port from steering pilot valve
(6) Passage (14) Spring (22) Return port from steering motor case
(7) Check valve (15) Nut (23) Supply port to steering motor case
(8) Implement control valve port (16) Cold oil relief valve (24) Return port from steering pump case

The pressure control valve is located under the
steering pump and to the left of the torque converter.
The valve provides a cold oil relief valve (16), a
makeup valve (5), and cooling orifice (19).
Cold oil relief valve (16) protects the cooler and
the charge filter from high pressures. The pressure
setting of the valve is approximately 2200 kPa
(320 psi). During normal operating conditions,
oil from the charge pump enters port (1), flows
through passage (10), and through port (2). The
oil then flows to the cooler and the charge filter.
The pressure of the oil in passage (1) is against
pilot valve (13). The force of spring (14) keeps pilot
valve (13) closed when the pressure is less than the
setting of the relief valve.
46
Systems Operation Section

When the pressure in passage (10) and the charge

line pressure reaches the relief valve setting, pilot
valve (13) opens. Oil flows around pilot valve (13),
into chamber (11) and through drain passage (12)
to tank return passage (18). An increase or a
decrease in the force of spring (14) changes the
relief valve setting. Loosen nut (15) and turn retainer
(17) clockwise in order to increase the setting. Turn
the retainer counterclockwise in order to decrease
the setting.

The makeup valve is a pressure reducing valve.

The valve protects the charge circuit from low
pressure. Also, the valve adds makeup oil to the
steering circuit. The pressure setting of the valve is
approximately 1360 kPa (200 psi). During normal
operating conditions, the charge pump flow enters
port (1), flows through passage (10), and exits
through port (2). Then, the oil flows to the cooler
and the charge filter. The pressure of the oil in
passage (1) also flows through passage (4), around
makeup spool (5), and through passage (6). Then,
the oil moves the spool against spring (3). The
spool shuts off makeup flow from the implement
control valve. When the pressure of passage (10)
decreases and the pressure reaches the setting of
the makeup valve, makeup spool (5) opens. The
makeup valve meters the flow from the implement
control valve. The oil enters port (8), flows through
check valve (7), and through passage (9). Then,
the oil flows into the charge circuit.

Cooling orifice (19) provides additional flow to the

motor case in order to help cool the case. Steering
pump case flow enters port (24). Most of the oil
flows around cooling orifice (19) and into tank return
passage (18). Some of the oil exits port (23) and
flows to the motor case. Return flow from the motor
case enters port (22) and the flow joins with the rest
of the flow in tank return passage (18). Then, the
flow exits port (20) to the tank.
 47
Systems Operation Section

i01025520

Quick-Drop Valve
SMCS Code: 5110

g00527329
Illustration 34
Schematic of the Quick-drop valve
(1) Left bulldozer lift cylinder (5) Main spool valve (9) Solenoid
(2) Dump valve (6) Right bulldozer lift cylinder (HH) Trapped oil
(3) Passage to rod end (7) Passage from head end of control valve (LL) Tank oil
(4) Passage to head end (8) Passage from rod end of control valve

A single quick-drop valve is installed on top of the

radiator guard. The valve allows the bulldozer to
quickly drop to the ground. This is accomplished by
diverting oil from the rod end of the lift cylinders to
the head end of the lift cylinders. The quick-drop
valve also minimizes pause time and the valve
permits full down pressure after the bulldozer hits
the ground. The valve is electrically activated by a
switch on the bulldozer lift control valve.
48
Systems Operation Section

Bulldozer Raise

g00527379
Illustration 35
Quick-drop valve (bulldozer raise)
(1) Valve spool (8) Internal passage of the dump spool (14) Passage to solenoid valve
(2) Passage to rod end of lift cylinders (9) Passage from solenoid valve to dump (15) Passage to spring end of valve spool
(3) Passage to head end of lift cylinders spool (16) Passage to raise port of control valve
(4) Passage to spring end of dump spool (10) Drain passage (17) Springs
(5) Passage to shift end of valve spool (11) Passage to lower port of control valve (AA) High pressure oil
(6) Spring (12) Solenoid valve (LL) Tank oil
(7) Dump spool (13) Drain port

When the bulldozer lift control valve is moved to
the RAISE position, the oil from the lift control valve
enters the quick-drop valve at passage (16). The oil
flows past valve spool (1) and out passage (2) to
the rod end of the bulldozer lift cylinders. Return
oil from the head end of the lift cylinders enters
the quick-drop valve at passage (3). The oil flows
past valve spool (1) and out passage (11) to the
bulldozer lift control valve.
When the bulldozer is raised, the quick-drop
activation switch does not send power to the
solenoid valve. Oil pressure in passage (14) passes
through solenoid valve (12), through passage (15),
and to the spring end of valve spool (1). The oil
pressure and the force of spring (17) keep valve
spool (1) shifted to the right. The actuator end of
valve spool (1) is vented through passage (5). The
oil flows through dump spool (7), through passage
(10), and then to drain port (13). The drain port is
connected to the hydraulic tank. Dump spool (7) is
held in the position shown by the force of spring (6)
and any oil pressure in passage (4). The pressure
of the oil in passage (4) is equal to the pressure in
passage (11).
 49
Systems Operation Section

Bulldozer Slow Lower

Illustration 36
Quick-drop valve (bulldozer slow lower)
(1) Valve spool
(2) Passage to rod end of lift cylinders
(3) Passage to head end of lift cylinders
(4) Passage to spring end of dump spool
(5) Passage to shift end of valve spool
(6) Spring
(7) Dump spool
g00527384
(8) Internal passage of the dump spool (14) Passage to solenoid valve
(9) Passage from solenoid valve to dump (15) Passage to spring end of valve spool
spool (16) Passage to raise port of control valve
(10) Drain passage (17) Springs
(11) Passage to lower port of control valve (AA) High pressure oil
(12) Solenoid valve (CC) Second pressure reduction oil
(13) Drain port (LL) Tank oil

During bulldozer lower at a slow speed, the
quick-drop activation switch is open and the switch
does not send voltage to solenoid valve (12). The
oil flows from the rod end of the bulldozer lift
cylinders enters the valve at passage (2). The oil
flows past valve spool (1) and out passage (16) to
the bulldozer control valve. Oil from the bulldozer
control valve enters the valve at passage (4). The
oil flows through valve spool (1), and out passage
(3) to the head end of the bulldozer lift cylinders.
During bulldozer lower, the oil in passage (14) flows
through solenoid valve (12). Then, the oil flows
through passage (15) to the spring end of valve
spool (1). The oil pressure and spring (17) keep
valve spool (1) shifted to the right. The actuator end
of valve spool (1) is vented through passage (5).
The oil flows through dump spool (7) and through
passage (10) to drain port (13). The drain port is
connected to the hydraulic tank. Dump spool (7) is
held in the position shown by spring (6) and the
pressure of the oil in passage (4). The pressure in
passage (4) is equal to the pressure in passage
(11).
50
Systems Operation Section
Bulldozer Quick Lower
Illustration 37
Quick-drop valve (bulldozer quick lower)
(1) Valve spool
(2) Passage to rod end of lift cylinders
(3) Passage to head end of lift cylinders
(4) Passage to spring end of dump spool
(5) Passage to shift end of valve spool
(6) Spring
(7) Dump spool
g00527446
(8) Internal passage of the dump spool (14) Passage to solenoid valve
(9) Passage from solenoid valve to dump (15) Passage to spring end of valve spool
spool (16) Passage to raise port of control valve
(10) Drain passage (17) Springs
(11) Passage to lower port of control valve (AA) High pressure oil
(12) Solenoid valve (BB) First pressure reduction oil
(13) Drain port (LL) Tank oil
 51
Systems Operation Section

During bulldozer quick lower, the quick-drop

activation switch is closed and battery voltage
is sent to solenoid (12). When voltage is sent to
solenoid (12) a small spool inside the solenoid
valve shifts against the spring force. If the bulldozer
is off the ground, the quick-drop valves go into
operation. Oil pressure in passage (2) is developed
by the weight of the bulldozer. Oil pressure from
passage (2) flows through passage (14), through
solenoid valve (12), and through passage (9) to
dump spool (7). The oil flows through passage (8)
in the end of dump spool (7). The oil moves the
spool upward and the oil compresses spring (6).
After dump spool (7) has shifted, the oil in passage
(9) flows through passage (5) to the activation end
of valve spool (1). Oil pressure in the spring end
cavity is vented through passage (15). The oil flows
through solenoid valve (12) to drain port (13). This
allows valve spool (1) to shift to the left. The spool
compresses spring (17).

When valve spool (1) shifts to the left, the oil that
is flowing to passage (2) is blocked. Also, the oil
that is returning to the bulldozer lift control valve
is blocked. The oil is routed to port (3). The port
is connected to the head end of the bulldozer lift
cylinders. This provides less resistance to the flow
of oil out of the rod end of the bulldozer lift cylinders.
The downward velocity of the bulldozer increases.
The bulldozer quickly reaches the ground. Oil
continues to flow from the bulldozer lift control valve
through passage (11). The oil combines with the oil
from the rod end of the cylinders and the oil fills
the head end of the cylinders, so the pause time at
ground level is minimized.

When the bulldozer hits the ground, there is no

longer significant pressure in passages (5), (9), or
(14). Spring (17) shifts valve spool (1) back to the
right. Spring (6) shifts dump spool (7) downward.
Oil from the bulldozer lift control valve continues to
flow into passage (11), past valve spool (1), and
out passage (3) to the head end of the bulldozer
lift cylinders. When the pump fills the head end of
the cylinder, the pressure at the cylinder head end
starts to increase. The bulldozer begins to move
downward. Because of the “filling” that takes place
during a quick-drop, the pause time is kept to a
minimum.

During bulldozer power down, the activation switch

is closed. Power is sent to solenoid valve (12).
When there is cold oil, pressure in passage (2)
could shift valve spool (1) against spring (17). Dump
spool (7) prevents the valve from shifting. During
bulldozer power down, the head end pressure
is higher than the rod end pressure. Head end
pressure in passage (3) flows through passage (4).
The pressure and spring (6) keep dump spool (7)
in the down position. This blocks the pressure in
passage (9) from going to passage (5).
52
Testing and Adjusting Section
Testing and Adjusting
Section
Testing and Adjusting
i01026123
Testing and Adjusting
SMCS Code: 5050-036
Implement and Steering Hydraulic
System (7TL)
Personal injury or death can result from sudden
machine movement.
Sudden movement of the machine can cause in-
jury to persons on or near the machine.
Prevent possible injury by performing the proce-
dure that follows before working on the machine.
Move the machine to a smooth horizontal location.
Move away from working machines and personnel
and lower the buckets or implements (loader and
backhoe) and stabilizers to the ground.
Permit only one operator on the machine. Keep all
other personnel away from machine or in view of
the operator.
Engage the parking brake. Stop the engine.
Move the hydraulic control levers to all positions
to release the pressure in the hydraulic system.
Procedure
When you are defining a hydraulic system problem,
do the procedures that follow. First, do Visual
Checks. If the problem has not been identified, do
Operation Checks. If the problem is not understood,
do the Instrument Tests. The procedure helps
identify hydraulic system problems. When the
problem is identified, go to the Troubleshooting
Section. The Troubleshooting Section lists 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. The
inspections and the tests identify the most probable
cause of the problem.
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 increases with an increase in
engine speed and decreases when the engine
speed is decreased. Oil pressure is caused by
resistance to the flow of oil.
In order to perform the tests, use the following
hardware:1U-5796 Pressure Differential Gauge,
6V-4161 Hydraulic Testing Group, stopwatch,
magnet, thermometer, and ruler. Use the tools to
perform the following tests.
1. Check the pump pressure settings for the
implement circuit and the steering circuit.
Settings that are too low cause a decrease
in the implement operation and the steering
characteristics of the machine. Settings that are
too high can cause a decrease in the life of
the hoses and the components. Also, settings
that are too high can cause engine overheating.
Finally, settings that are too high can cause the
engine to lug.
2. Check the Drift rates in the implements. Circuit
drift can be caused by the following problems:
leakage past the cylinder pistons, leakage past
the cylinder piston bypass valves, leakage past
the control valve spools, leak past the load
check valves, leakage past the makeup valves,
and leakage in the quick-drop valve. Excessive
drift can be caused by a problem with any one
or any combination of components.
3. Check the cycle times in the implement circuits.
The cycle times that are greater than shown can
be caused by the following problems: leakage,
displacement of the valve stem, pump wear,
and pump speed. If the basic operation checks
indicate excessive circuit leakage, the pressure
tests are needed to determine the problem.
4. Perform the steering operation checks. The
steering turn diameter check and the sprocket
speed check give a good indication of the
steering circuit problem.
Visual Checks
A visual inspection of the hydraulic system is the
first step when a diagnosis of a problem is made.
Stop the engine. Lower the bulldozer and the ripper
to the ground. In order to remove the tank filler cap,
slowly turn the filler cap until the cap is loose. If
the oil comes out of the bleed hole, then allow the
pressure to 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 in-
jury. Use cardboard or paper to locate pin hole
leaks.
1. Check tank oil level.
2. Check all implement and steering oil line
connections for damage and leaks.
3. Follow all implement and steering oil lines from
the implement connections to valve connections.
Check the lines and connections for damage
and leaks.
4. Check the control valves for leaks.
5. Check the pumps and connections for damage
and leaks.
6. Follow the pump lines to the tank and valves.
Check the lines and the tank for damage and
leaks.
7. Look for air in the oil that is in the tank. Check the
oil immediately after the machine has stopped.
Use a clear bottle or a clear container in order
to get a sample of the oil. A milky appearance
indicates air or water in the oil. Look for air
bubbles in the oil that is in the bottle.
8. Remove the filter elements and look for particles
that were removed from the oil by the filter
element. A magnet separates ferrous particles
from nonferrous particles.
9. Inspect the control linkage for damaged
components.
Troubleshooting
Problem Checklist
Problem List of Problems that are
Common to Both the Steering System
and the Implement System
1. The temperature of the oil is too hot.
2. The pump or the pumps make unusual noises.
The machine does not turn smoothly or the
implement cylinders do not move smoothly.
3. There is a large amount of air in the oil.
4. There is a loss of oil from the hydraulic system.
53
Testing and Adjusting Section
Hydraulic Steering Pump and System
Problem List
1. There is a pause before the machine starts to
steer.
2. The steering speed is slow in both directions.
The oil output of steering pump is low.
3. The steering speed is slow in one direction.
The oil output of steering pump is low in one
direction.
4. The machine has low turning force in both
directions. The output pressure of the steering
pump is low in both directions.
5. The machine has low turning force in one
direction. The pressure output of the steering
pump is low in one direction.
6. There is no steering in both directions.
7. The pump remains at neutral in one direction.
There is no steering in one direction.
8. Steering pump pressures in NEUTRAL are too
high or too low.
9. There is a step in steering speed or steering
modulation is poor.
10. Machine steers in the wrong direction.
11. Steering is jerky or unstable.
12. The steering improves when the implement
hydraulics are used.
13. The machine turns when the steering tiller is
returned to NEUTRAL.
14. There is no charge pump pressure or flow.
Implement Pump and System Problem
List
1. Response of one implement is slow.
2. All implement cycle times or speeds are slow.
3. The implement droops when the control lever is
moved from HOLD to LIFT.
4. There is too much implement drift.
5. All implement circuits are unstable.
6. The bulldozer tilt is too fast or too slow. The
ripper lift and the ripper tip is too fast or too slow.
54
Testing and Adjusting Section
7. Any implement moves with the control lever in
HOLD position.
8. When the blade is lowered to the ground, there
is excessive pause time at the ground line.
9. The implement surges when the implement is
first activated.
10. The effort that is needed in order to move the
control lever is too high.
11. The response of the implement is too fast.
12. The pump does not return to standby pressure
when the implement lever is returned to neutral.
13. Too little lever travel before the bulldozer
quick-drop valve is activated.
14. Too much lever travel before the bulldozer
quick-drop valve is activated.
15. The bulldozer quick-drop valve is not working
properly.
16. The ripper does not function properly.
17. Weak hydraulics (low pressure)
Problems that are Common to Both the
Steering System and the Implement
System
The temperature of the oil is too hot.
1. The oil cooler core is plugged. The flow of air
over the core is low.
2. The viscosity of the oil is wrong.
3. The oil level is low.
4. Oil aeration
5. The pressure setting on the cooler bypass valve
is wrong. The valve is providing low flow to the
cooler.
6. Outside air temperature is too hot.
7. The implement control valve stem is partially
shifted.
8. The settings on the crossover relief valve are
too low.
9. The setting on the implement main relief valve
is too low.
10. The pressure cutoff setting for the steering pump
is too high.
11. The pressure cutoff setting for the implement
pump is too high.
12. The setting for the charge pump relief valve is
too high.
13. There is a restriction in an oil passage.
14. The setting for the implement pump margin
pressure is too high.
15. The implement pump has wear. The steering
pump has wear. The steering motor has wear.
The pump or the pumps make unusual noises.
The machine does not turn smoothly. The
implement cylinders do not move smoothly.
Problem Checklist
1. The viscosity of the oil is wrong.
2. The steering pump has too much wear. The
steering motor has too much wear.
3. The implement pump has too much wear.
4. The oil level is low.
5. Oil aeration from a loose connection or restriction
on the inlet side of either the charge pump or
the implement pump.
6. The cylinders and lines are not properly purged
of air.
7. There is either a porous weld or a broken baffle
in the hydraulic tank.
There is a large amount of air in the oil.
Problem Checklist
1. There is a leak in the oil line from the tank to
the pump.
2. There was a failure to correctly bleed the air from
the hydraulic system.
3. The main implement relief valve is unstable.
4. The oil level is too low.
5. There is a broken baffle in the hydraulic tank.
There is a loss of oil from the hydraulic system.
Problem Checklist

1. There is leakage through a hole in a hydraulic
hose or fitting.
2. Leakage past the cylinder rod seals.
3. There is leakage past the seal on the steering
pump shaft.
4. There is leakage past the shaft seal on the
implement pump.
5. There is leakage past the shaft seal on the
steering motor.
Hydraulic Steering Pump and
System Problem List
There is a pause before the machine starts to
steer.
Problem Checklist
1. The hydraulic oil is too thick or the type of oil
is incorrect.
2. The connection from the tiller handle to the pilot
valve is improperly adjusted.
3. The pilot valve is improperly adjusted or the pilot
valve is worn.
4. Charge pressure or flow is low.
5. The steering pump controls are worn.
6. The orifice in the pump control is partially
plugged.
7. The neutral setting for the steering pump is
improperly adjusted.
The Steering speed is slow in both directions. Oil
output of steering pump is low.
Problem Checklist
1. The connection from the tiller handle to the pilot
valve is improperly adjusted.
2. There is low pilot pressure due to a improperly
adjusted pilot valve.
3. There is a blocked pressure source to the pilot
valve or a restricted pressure source to the pilot
valve.
4. Charge pressure or flow is low.
5. The steering pump controls are worn.
6. The setting for the pump cutoff pressure is low.
55
Testing and Adjusting Section
7. The pump has failed or the pump has wear. The
motor has failed or the motor has wear.
8. There is a spool that is stuck in the pilot valve.
9. There is a pilot spool that is stuck in the steering
pump.
Steering speed is slow in one direction. The oil
output of steering pump is low in one direction.
Problem Checklist
1. The connection from the tiller handle to the pilot
valve is improperly adjusted.
2. There is low pilot pressure due to a improperly
adjusted pilot valve.
3. The flushing valve is worn or the valve is stuck
open.
4. Steering pump control is improperly adjusted or
the control is worn.
The machine has low turning force in both
directions. The output pressure of the steering
pump is low in both directions.
Problem Checklist
1. The pressure cutoff setting for the pump is too
low.
2. Both the pressure settings for the crossover
relief/makeup valve are low or the valves are
worn.
3. Charge pressure is too low.
4. The pump or the motor has too much wear.
The machine has low turning force in one
direction. The pressure output of the steering
pump is low in one direction.
Problem Checklist
1. One pressure setting for the crossover
relief/makeup valve is low or the valve is worn.
2. The flushing valve is stuck open or there is high
leakage through the valve.
3. There is high wear or leakage in the pump or
the motor.
The machine will not turn in either direction.
Problem Checklist
1. Low charge pump pressure or flow.
56
Testing and Adjusting Section
2. There is no pilot pressure that is caused by the
following causes:
a. The tiller handle is not connected to the pilot
valve or the linkage is out of adjustment.
b. There is no supply pressure to the pilot valve
due to a blocked hose or low pilot supply
pressure.
c. The pilot valve is worn or improperly adjusted.
d. The supply pressure to the pilot valve is low
due to high leakage through the solenoid
valve in the ripper diverter valve.
3. The pump cutoff valve is worn.
4. The pump or the motor has failed.
5. The pump or the motor is loose. The pump or the
motor has backed out of the drive splines.
6. The parking brake is not releasing. The problem
is caused by the following causes:
a. The linkage is not properly adjusted.
b. The spool in the brake valve is stuck.
c. There is internal leakage in the brake valve.
The pump remains at neutral in one direction.
The machine does not turn in one direction.
Problem Checklist
1. The linkage from the tiller handle to the pilot
valve is not properly adjusted.
2. There is no pilot pressure from the pilot valve
due to a blocked hose.
3. The controls in the steering pump are worn.
4. The flushing valve in the motor is stuck open.
5. The null setting on the pump is improperly
adjusted.
6. The pilot valve is worn or improperly adjusted.
7. There is high leakage in the steering pump
controls.
Steering pump pressures in NEUTRAL are too
high or too low.
Problem Checklist
1. The pressure setting for the charge relief valve
is too high or too low.
2. The setting for the cold oil bypass relief valve
is low.
3. There is high leakage through the pilot valve
due to wear.
4. There is high leakage through the solenoid valve
in the ripper diverter valve.
There is a step in steering speed or steering
modulation is poor.
Problem Checklist
1. The hydraulic oil is too thick or the oil is the wrong
type. Warm the oil to operating temperature.
2. The pilot valve is not adjusted properly.
3. The pilot valve is worn.
4. There is a restriction in the hose to the pilot valve.
5. There is a restriction in the drain hose for the
pilot valve.
6. There is a worn bearing in the linkage.
7. The pump control is worn or the control needs
adjustment.
Machine steers in the wrong direction.
Problem Checklist
1. The pilot lines are connected incorrectly at the
pilot valve or at the pump.
2. The high pressure hoses are connected
incorrectly between the pump and the motor.
Steering is jerky or unstable.
Problem Checklist
1. There is a interaction between the pump cutoff
valve and the crossover relief/makeup valve(s).
2. The hydraulic oil is too thick or the oil is the
wrong type. Warm oil to operating temperature.
3. The charge relief valve is unstable.
Machine steers correctly only when implement
hydraulics are used.
Problem Checklist

1. The charge pump has wear that is causing low
charge flow.
2. The setting on the pressure reducing valve for
the implement pump is too high. The valve will
not shift until the implement pump pressure is
high enough to shift the spool.
3. There is high leakage in the high pressure
steering loop.
4. The pilot valve is worn.
5. The low pressure standby pressure for the
implement pump is set too low.
The machine continues to turn when the steering
tiller is returned to NEUTRAL.
Problem Checklist
1. The pilot valve is not adjusted properly. The
linkage is loose or there is not enough deadband.
2. Adjustment of mechanical zero position in
steering pump is not correct.
3. Adjustment of hydraulic zero position at neutral
is not correct.
4. The pilot valve is not adjusted properly. There is
high pilot pressure in one direction in neutral.
5. The linkage for the tiller is not adjusted properly
or the linkage is loose.
6. The pump control is worn. The problem is
caused by the following causes:
a. There is a broken spring.
b. The pilot spool is sticking.
7. The spool is sticking in the pilot valve.
8. The pump has failed.
Low charge pump pressure or flow.
Problem Checklist
1. The hydraulic oil tank level is too low.
2. The pump inlet or The suction line is blocked
or crushed.
3. The charge pump has failed or the pump is worn.
4. The cold oil bypass relief valve in the pressure
control valve is worn. The valve setting is too low.
5. The charge pressure relief valve in the steering
pump is worn or the valve setting is too low.
57
Testing and Adjusting Section
6. There is high leakage through the pilot valve.
7. There is high leakage through the solenoid valve
on the ripper diverter valve.
Implement Pump and System
Problem List
Response of one implement is too slow.
Problem Checklist
1. The implement valve spool is not fully shifted.
2. The lever linkage or lever travel is restricted.
3. The wrong control valve for the implement is
installed in the valve bank.
4. The control valve is worn.
All implement cycle times are too slow.
Problem Checklist
1. The air purge valve on the controls for the
implement pump is open.
2. The margin pressure setting is too low.
3. There is a blockage or a leakage in the signal
network. The problem is caused by the following
causes:
a. The signal line is plugged or the line is not
hooked up.
b. The shuttle valve is stuck open or the valve
has a failed seal.
c. The flow control sleeve that is behind the flow
control spring has a failed seal.
d. The plug that is in the end of the control valve
spool has a failed seal.
4. The pump control is worn.
5. The pump is not at full stroke.
6. The diameter of the hoses or the fittings is
incorrect.
The implement droops when the control lever is
moved from HOLD to LIFT.
Problem Checklist
1. The load check valve is not closing. The problem
is caused by the following causes:
a. The spring is weak or broken.
58
Testing and Adjusting Section
b. The valve has dirt or debris.
c. There is a worn seat.
There is too much implement drift.
Problem Checklist
1. The valve spool in the control valve is not
correctly centered. The problem is caused by
the following causes:
a. There is a broken spring.
b. There is a sticky valve spool.
c. There is a misadjusted linkage.
2. There is leakage around the seals on the piston.
3. There is leakage past the makeup valve or the
makeup valve seals have failed.
4. The quick-drop valve is leaking. The end stroke
bypass valves is leaking.
5. The control valve has too much wear.
All implement circuits are unstable.
Problem Checklist
1. Hydraulic oil is too thick or the oil is the wrong
type. Warm oil to operating temperature.
2. The hydraulic pump is worn.
3. Air in oil or air is trapped in signal line.
Implement cycle times are too fast.
Problem Checklist
1. The flow control valve(s) failed or there is a
incorrect spool.
Any implement moves with the control lever in
the HOLD position.
Problem Checklist
1. The control valve and the valve spool have a
large amount of wear.
2. The seals in the cylinder piston have failed or
the seals are worn.
3. The load check valve is worn.
When the blade is lowered to the ground, there is
excessive pause time at the ground line.
Problem Checklist
1. The quick-drop valve is not operating correctly.
2. The makeup valve is stuck open.
3. There is a restriction in a hose.
The implement surges when the implement is
first activated.
Problem Checklist
1. The slots in the control stem are not machined
correctly.
The effort that is needed in order to move the
control lever is too high.
Problem Checklist
1. The lever linkage is restricted or the linkage has
interference.
2. The wrong control valve is installed in the valve
bank.
3. The flow control spool in the control valve is
sticking or worn.
The response of the implement is too fast.
Problem Checklist
1. The wrong control valve is installed in the valve
bank.
2. The control valve is worn.
The pump does not return to standby pressure
after the implement is used.
Problem Checklist
1. The control lever has interference and the lever
does not return to HOLD position.
2. The hydraulic pump or the compensator valve
is worn.
There is too little lever travel before the bulldozer
quick-drop valve is activated.
Problem Checklist
1. There is the wrong number of shims under the
springs in quick-drop valve.
2. There is the wrong diameter of the orifice sleeve
in the quick-drop valve.

3. There is a weak spring in the quick-drop valve.
There is too much lever travel before the bulldozer
quick-drop valve is activated.
Problem Checklist
1. There is a missing or a worn orifice sleeve in the
quick-drop valve.
2. There is a wrong spring or too many shims in the
quick-drop valve.
3. The orifices or the passages in the quick-drop
spool are plugged with debris.
4. The quick-drop spool is stuck. The quick-drop
spool is jammed with debris.
The quick-drop valve is not working properly.
Problem Checklist
1. The orifice sleeve is stuck.
2. The quick-drop spool is stuck.
3. The spring force is weak or there is a broken
spring.
4. The lower linkage is not adjusted properly.
5. The plug in the quick-drop spool is loose or
missing.
The ripper does not function properly.
Problem Checklist
1. There is no pilot pressure to the ripper diverter
valve.
2. There is no electrical current at the solenoid
valve on the ripper diverter valve.
3. The solenoid valve on the ripper diverter valve
is worn.
4. The spool in the ripper diverter valve is stuck.
5. The main spool is stuck or damaged.
6. There is a broken main spool spring.
There is weak hydraulics.
Problem Checklist
1. The air purge valve on the controls for the
implement pump is open.
2. The signal line is not connected or plugged.
59
Testing and Adjusting Section
3. There is a stuck ball resolver.
4. The end pressure resolver is not drained to the
tank.
5. The setting for the pump cutoff pressure is low.
6. There is a broken load sensing spring or a
broken pressure cutoff spring.
7. There is a improperly adjusted linkage.
8. The pump is worn.
9. There is leakage in the system.
10. The makeup valve is stuck open.
11. The main relief valve pressure setting is wrong
or the relief valve is worn.
Implement Hydraulic System (8BL)
Personal injury or death can result from sudden
machine movement.
Sudden movement of the machine can cause in-
jury to persons on or near the machine.
Prevent possible injury by performing the proce-
dure that follows before working on the machine.
Move the machine to a smooth horizontal location.
Move away from working machines and personnel
and lower the buckets or implements (loader and
backhoe) and stabilizers to the ground.
Permit only one operator on the machine. Keep all
other personnel away from machine or in view of
the operator.
Engage the parking brake. Stop the engine.
Move the hydraulic control levers to all positions
to release the pressure in the hydraulic system.
60
Testing and Adjusting Section
Procedure
When you are defining a hydraulic system problem,
do the procedures that follow. First, do Visual
Checks. If the problem has not been identified, do
Operation Checks. If the problem is not understood,
do the Instrument Tests. The procedure helps
identify hydraulic system problems. When the
problem is identified, go to the Troubleshooting
Section. The Troubleshooting Section lists 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. The
inspections and the tests identify the most probable
cause of the problem.
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 increases with an increase in
engine speed and decreases when the engine
speed is decreased. Oil pressure is caused by
resistance to the flow of oil.
In order to perform the tests, use the following
hardware:1U-5796 Pressure Differential Gauge,
6V-4161 Hydraulic Testing Group, stopwatch,
magnet, thermometer, and ruler. Use the tools to
perform the following tests.
1. Check the pump pressure settings for the
implement circuit and the steering circuit.
Settings that are too low cause a decrease
in the implement operation and the steering
characteristics of the machine. Settings that are
too high can cause a decrease in the life of
the hoses and the components. Also, settings
that are too high can cause engine overheating.
Finally, settings that are too high can cause the
engine to lug.
2. Check the Drift rates in the implements. Circuit
drift can be caused by the following problems:
leakage past the cylinder pistons, leakage past
the cylinder piston bypass valves, leakage past
the control valve spools, leak past the load
check valves, leakage past the makeup valves,
and leakage in the quick-drop valve. Excessive
drift can be caused by a problem with any one
or any combination of components.
3. Check the cycle times in the implement circuits.
The cycle times that are greater than shown can
be caused by the following problems: leakage,
displacement of the valve stem, pump wear,
and pump speed. If the basic operation checks
indicate excessive circuit leakage, the pressure
tests are needed to determine the problem.
4. Perform the steering operation checks. The
steering turn diameter check and the sprocket
speed check give a good indication of the
steering circuit problem.
Visual Checks
A visual inspection of the hydraulic system is the
first step when a diagnosis of a problem is made.
Stop the engine. Lower the bulldozer and the ripper
to the ground. In order to remove the tank filler cap,
slowly turn the filler cap until the cap is loose. If
the oil comes out of the bleed hole, then allow the
pressure to 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 in-
jury. Use cardboard or paper to locate pin hole
leaks.
1. Check tank oil level.
2. Check all implement and steering oil line
connections for damage and leaks.
3. Follow all implement and steering oil lines from
the implement connections to valve connections.
Check the lines and connections for damage
and leaks.
4. Check the control valves for leaks.
5. Check the pumps and connections for damage
and leaks.
6. Follow the pump lines to the tank and valves.
Check the lines and the tank for damage and
leaks.
7. Look for air in the oil that is in the tank. Check the
oil immediately after the machine has stopped.
Use a clear bottle or a clear container in order
to get a sample of the oil. A milky appearance
indicates air or water in the oil. Look for air
bubbles in the oil that is in the bottle.
8. Remove the filter elements and look for particles
that were removed from the oil by the filter
element. A magnet separates ferrous particles
from nonferrous particles.
9. Inspect the control linkage for damaged
components.

Troubleshooting
Problem Checklist
Implement System Problem List
1. The temperature of the oil is too hot.
2. The pump makes unusual noises. The implement
cylinders do not move smoothly.
3. There is a large amount of air in the oil.
4. There is a loss of oil from the hydraulic system.
5. Cycle time of one implement is slow.
6. All implement cycle times or speeds are slow.
7. The implement droops when the control lever is
shifted from HOLD to LIFT.
8. There is too much implement drift.
9. One or more implement circuits are unstable.
10. The bulldozer tilt function is too fast or too slow.
The ripper lift function and the ripper tip function
is too fast or too slow.
11. Any implement moves with the control lever in
the HOLD position.
12. When the blade is lowered to the ground, there
is excessive pause time at the ground line.
13. The implement surges when the implement is
first activated.
14. The effort that is needed in order to move the
control lever is too high.
15. The response of the implement is too fast.
16. The pump does not return to standby pressure
after the implement lever is returned to NEUTRAL.
17. There is too little lever travel before the bulldozer
quick-drop valve is activated.
18. There is too much lever travel before the
bulldozer quick-drop valve is activated.
19. The quick-drop valve is not working properly.
20. There is weak hydraulics (low pressure).
21. The force of the bulldozer tilt is weak.
Implement System Problem List
The temperature of the oil is too hot.
61
Testing and Adjusting Section
Problem Checklist
1. The viscosity of the oil is wrong.
2. The oil level is low.
3. Oil aeration
4. Outside air temperature is too hot.
5. The implement control valve stem is partially
shifted.
6. The setting on the implement main relief valve
is too low.
7. The pressure cutoff setting for the implement
pump is too high.
8. There is a restriction in an oil passage.
9. The setting for the implement pump margin
pressure is too high.
10. The implement pump has wear.
The pump or the pumps make unusual noises.
The implement cylinders do not move smoothly.
Problem Checklist
1. The viscosity of the oil is wrong.
2. The implement pump has too much wear.
3. The oil level is low.
4. Oil aeration from a loose connection or restriction
on the inlet side of the implement pump.
5. The cylinders and lines are not properly purged
of air.
6. There is either a porous weld or a broken baffle
in the hydraulic tank.
There is a large amount of air in the oil.
Problem Checklist
1. There is a leak in the oil line from the tank to
the pump.
2. There was a failure to correctly bleed the air from
the hydraulic system.
3. The main implement relief valve is unstable.
4. The oil level is too low.
5. There is a broken baffle in the hydraulic tank.
There is a loss of oil from the hydraulic system.
62
Testing and Adjusting Section
Problem Checklist
1. There is leakage through a hole in a hydraulic
hose or fitting.
2. Leakage past the cylinder rod seals.
3. There is leakage past the shaft seal for the
implement pump.
Cycle time of one implement is too slow.
Problem Checklist
1. The implement valve spool is not fully shifted.
2. The lever linkage or lever travel is restricted.
3. The wrong control valve for the implement is
installed in the valve bank.
4. The control valve is worn.
5. There is debris in the ball resolver network. The
debris may be caused by the following causes:
a. The flow control sleeve behind the flow
control spring has failed seals or the sleeve is
improperly adjusted.
b. The plug in the end of a control valve spool
has a failed seal or the plug is loose.
c. The shuttle valve is stuck open or the valve
has failed seals.
6. When the bulldozer will not raise, the quick-drop
valve may be energized or the valve is stuck.
All implement cycle times are too slow.
Problem Checklist
1. The air purge valve on the controls for the
implement pump is open.
2. The margin pressure setting is too low.
3. There is a blockage or a leakage in the signal
network. The problem is caused by the following
causes:
a. The signal line is plugged or the line is not
hooked up.
b. The shuttle valve is stuck open or the valve
has a failed seal.
c. The flow control sleeve that is behind the flow
control spring has a failed seal.
d. The plug that is in the end of the control valve
spool has a failed seal.
4. The pump control is worn.
5. The pump is not at full stroke.
6. The diameter of the hoses or the fittings is
incorrect.
The implement droops when the control lever is
moved from HOLD to LIFT.
Problem Checklist
1. The load check valve is not closing. The problem
is caused by the following causes:
a. The spring is weak or broken.
b. The valve has dirt or debris.
c. There is a worn seat.
There is too much implement drift.
Problem Checklist
1. The valve spool in the control valve is not
correctly centered. The problem is caused by
the following causes:
a. There is a broken spring.
b. There is a sticky valve spool.
c. There is a misadjusted linkage.
2. There is leakage around the seals on the piston
or the piston is loose on the cylinder rod.
3. There is leakage past the makeup valve or the
makeup valve seals have failed.
4. The quick-drop valve or the end stroke bypass
valves are leaking.
5. The control valve has too much wear.
One or more implement circuits are unstable.
Problem Checklist
1. Hydraulic oil is too thick or the oil is the wrong
type. Warm oil to operating temperature.
2. The hydraulic pump is worn.
3. Air in oil or air is trapped in signal line.

4. A damping orifice is missing in the signal hose
or the orifice is missing in the signal network.
Implement cycle times are too fast.
Problem Checklist
1. Margin pressure in the compensator valve is set
too high.
2. The flow control valve(s) failed or there is a
incorrect spool.
Any implement moves with the control lever in
the HOLD position.
Problem Checklist
1. The control valve and the valve spool have a
large amount of wear.
2. The seals in the cylinder piston have failed or
the seals are worn.
3. The load check valve is worn.
4. The control valve spool is not centered.
When the blade is lowered to the ground, there is
excessive pause time at ground line.
Problem Checklist
1. The quick-drop valve is not operating correctly.
2. The makeup valve is stuck open.
3. There is a restriction in a hose.
The implement surges when the implement is
first activated.
Problem Checklist
1. The slots in the control stem are not machined
correctly.
The effort that is needed in order to move the
control lever is too high.
Problem Checklist
1. The lever linkage is restricted or the linkage has
interference.
2. The wrong centering spring is installed in the
valve section.
3. The flow control spool in the control valve is
sticking or worn.
The response of the implement is too fast.
63
Testing and Adjusting Section
Problem Checklist
1. The wrong control valve is installed in the valve
bank.
2. The flow control valve is worn or the valve is
improperly adjusted.
The pump does not return to standby pressure
after the implement lever is returned to NEUTRAL.
Problem Checklist
1. The control lever has interference and the lever
does not return to HOLD position.
2. The hydraulic pump or the compensator valve
is worn.
There is too little lever travel before the bulldozer
quick-drop valve is activated.
Problem Checklist
1. There is the wrong number of shims under the
springs in quick-drop valve.
2. There is a weak spring in the quick-drop valve.
There is too much lever travel before the bulldozer
quick-drop valve is activated.
Problem Checklist
1. There is a wrong spring or too many shims in the
quick-drop valve.
2. The drain hose for the quick-drop valve is
blocked.
3. The orifices or the passages in the quick-drop
spool are plugged with debris.
4. The quick-drop spool is stuck. The quick-drop
spool is jammed with debris.
The quick-drop valve is not working properly.
Problem Checklist
1. The fuse is blown. The activation switch is worn
or there is a wiring problem.
2. The solenoid valve is not energized or the valve
is stuck.
3. The seals on the solenoid are cut or damaged.
4. The spool(s) is installed incorrectly or the
spool(s) is stuck.
5. The drain hose or a internal passage is blocked.
64
Testing and Adjusting Section
6. A electrical contact is pitted due to faulty
operation of a diode.
There is weak hydraulics.
Problem Checklist
1. The air purge valve on the controls for the
implement pump is open.
2. The signal line is not connected or plugged.
3. There is a stuck resolver ball.
4. The end pressure resolver is not drained to the
tank.
5. The setting for the pump cutoff pressure is low.
6. There is a broken load sensing spring or a
broken pressure cutoff spring.
7. There is an improperly adjusted linkage.
8. The pump is worn.
9. There is leakage in the system.
10. The makeup valve is stuck open.
11. The main relief valve pressure setting is wrong
or the relief valve is worn.
The force of the bulldozer tilt is weak.
Problem Checklist
1. The pressure limiter is improperly adjusted or
the limiter is worn.
2. The end stroke bypass valves are leaking. The
problem is for machines with dual tilt cylinders.
Implement Operation Checks
Personal injury or death can result from sudden
machine movement.
Sudden movement of the machine can cause in-
jury to persons on or near the machine.
Prevent possible injury by performing the proce-
dure that follows before working on the machine.
Move the machine to a smooth horizontal location.
Move away from working machines and personnel
and lower the buckets or implements (loader and
backhoe) and stabilizers to the ground.
Permit only one operator on the machine. Keep all
other personnel away from machine or in view of
the operator.
Engage the parking brake. Stop the engine.
Move the hydraulic control levers to all positions
to release the pressure in the hydraulic system.
The operation checks can be used to find leakage
in the system. Also, the tests can be used to find
a bad valve or a bad pump. The speed of the
rod movement can be used in order to check the
condition of the cylinders and the condition of the
pump.
Raise and lower the bulldozer and the ripper
several times. Operate the tilt control valve until the
tilt cylinder has been fully extended and retracted
several times.
1. Watch the cylinders as the cylinders are
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.
Cylinder Speed Tests
The oil in the system must be SAE 10. Also, the oil
must be at a temperature of 65 ± 3C (150 ± 5F)
in order to get correct results. All speed tests are
made with the engine rpm at HIGH IDLE.
 65
Testing and Adjusting Section

The speeds that are shown in the chart indicate that If the cylinder speeds are incorrect follow the
the circuit operation is normal. following steps:
Table 1
Bulldozer Lift Cylinders Drift Tests
Machines That Are Equipped With A
Single Tilt Cylinder The drift rates change with the different conditions
Bulldozer Blade Speed Test for Time in of the hydraulic components. Before measuring drift
the Bulldozer Seconds on the cylinder rod, the cylinders must be extended
Tilt Cylinder and retracted at least five times. Measure the rod
drift by using the following procedure:
All Blades Full tilt left to 2.4 to 2.8
full tilt right 1. Check the hydraulic oil temperature.
All Blades Full tilt right to 3.1 to 3.5
full tilt left 2. Lift the bulldozer until the cutting edge is
approximately 300 mm (12 inch) off the ground.
Table 2 With the lift control lever in the HOLD position,
stop the engine.
Machines That Are Equipped With A Dual Tilt Cylinder
Bulldozer Blade Speed Test for Time in 3. Measure the extension of the lift cylinder rods
the Bulldozer Seconds from the lift cylinders. Record the distance that
Tilt Cylinder was measured.
SINGLE TILT MODE 4. Record the distance and the time. Compare the
All Blades Full tilt left to 3.1 to 3.5 readings with the chart.
full tilt right
Note: The drift distance in the chart is for new
All Blades Full tilt right to 2.4 to 2.8
machines.
full tilt left
DUAL TILT MODE Table 5

All Blades Full tilt left to full 3.1 to 3.5 Bulldozer Lift Cylinder Drift
28 to 48C 49 to 69 to
tilt right Oil
All Blades Full tilt right to full 2.9 to 3.3 Temperature (83 to 68C 88C
tilt left 118F) (120 to (156 to
155F) 190F)
PITCH MODE
38 mm 5 minutes 2.7 1.7
All Blades Full pitch back to 3.5 to 3.9 (1.5 inch) minutes minutes
full pitch out
All Blades Full pitch out to 2.3 to 2.7 Note: If excessive cylinder drift is noted, run the
full pitch back following tests in order to determine the cause.

Table 3 Tests
Bulldozer Blade Speed Test for Time In
the Bulldozer Seconds 1. Raise the front of the machine off the ground
Lift Cylinder by lowering the bulldozer on level ground. Put
the control lever in the HOLD position. Shut off
All Blades Ground to full up 5.3 to 5.5
the engine and watch the lift cylinder rods for
Full up to ground .9 to 1.2 movement.
(Quick-drop)
2. Raise the front of the machine off the ground
Pause at ground 1.2 to 1.7
(Quick-drop). by lowering the bulldozer on level ground. Shut
off the engine. Hold the lift control lever in the
LOWER position. Watch the lift cylinder rods for
Table 4 movement.
Ripper Cylinder Speed Time In Seconds
Test 3. Raise the bulldozer off the ground. Put the control
lever in the HOLD position. Shut off the engine
Full down to full up 4.6 to 5.0
and watch the lift cylinder rods for movement.
Full shank out to full 4.3 to 4.7
shank in
66
Testing and Adjusting Section

4. Raise the bulldozer off the ground. Shut off Tests

the engine. Hold the lift control lever in the
RAISE position. Watch the lift cylinder rods for
movement.
Table 6
Test Results Most Probable Causes
Drifting occurs in tests 1 The lift circuit makeup valve
and 2. (head ends) is leaking.
Drifting occurs in tests 1 There is leakage between
and 3. the lift valve spool and the
valve body.
Drifting occurs in tests 1, There is leakage between
2, 3 and 4. pistons and cylinders.
The piston valves in the
cylinders are bad. The
quick-drop valve is leaking.
Drifting occurs in tests 2 The lift load check valve
and 4. or the flow control valve is
leaking.
1. Put the bulldozer flat on the ground. Raise the
front of the machine off the ground by lowering
the right side of the blade. Put the tilt circuit
in the HOLD position. Shut off the engine and
watch the tilt cylinder rod for movement.
2. Put the bulldozer flat on the ground. Raise the
front of the machine off the ground by lowering
the left side of the blade. Put the tilt circuit in the
HOLD position. Shut off the engine and watch
the tilt cylinder rod for movement.
Table 8
Test Results Most Probable Causes
Drifting occurs in tests There is leakage between
1 and 2. the piston and the cylinder.
There is leakage between
the tilt valve spool and
the body.

Note: Remember that an O-ring seal failure in the Note: Remember that an O-ring seal failure in the
circuit has the same effect as a major component circuit has the same effect as a major component
failure. failure.

Bulldozer Tilt Cylinder Drift Tests Ripper Lift Cylinders Drift Tests
Measure the tilt cylinder rod drift by using the Measure the ripper lift cylinder drift by using the
following procedure: following procedure:

1. Check the hydraulic oil temperature. 1. Check hydraulic oil temperature.

2. Fully retract the tilt cylinder.
3. Lower the bulldozer in order to lift the front idlers
off the ground. When the lift/tilt control valve is in
HOLD, stop the engine.
4. Measure the extension of the rods from the
cylinders. Record the distance that was
measured. Compare the values with the chart.
2. Position the ripper so that the lowest point on the
ripper is approximately 300 mm (12 inch) above
ground. Position the tip cylinders at midstroke.
3. Measure the drift distance and the time. Compare
the values with the chart.
Note: The drift distance in the chart is for new
machines.

Note: The drift distance in the chart is for new Table 9

machines. Ripper Lift Cylinder Drift

Table 7 Oil 28 to 48C 49 to 69 to

Temperature (83 to 68C 88C
Bulldozer Tilt Cylinder Drift 118F) (120 to (156 to
Oil 28 to 48C 49 to 68C 69 to 155F) 190F)
Temperature (83 to (120 to 88C 10 mm 5 minutes 2.7 1.7
118F) 155F) (156 to (.39 inch) minutes minutes
190F)
11 mm 5 minutes 2.7 minutes 1.7 Note: If excessive cylinder drift is noted, run the
(.43 inch) minutes following tests in order to determine the cause.

Note: If excessive cylinder drift is noted, run the

following tests in order to determine the cause.
 67
Testing and Adjusting Section

Tests Tests
1. Raise the rear of the machine off the ground by 1. Tip the ripper until the tip cylinders are fully
lowering the ripper. Put the ripper control lever retracted. Lower the ripper until the lift cylinders
in HOLD position. Shut off the engine and watch are fully extended. Put the ripper control lever in
the ripper lift cylinder rods for movement. HOLD position. Shut off the engine and watch
the ripper tip cylinder rods for movement.
2. Raise the ripper off the ground. Put the control
lever in HOLD position. Shut off the engine and 2. Tip the ripper forward until the tip cylinders
watch the ripper lift cylinder rods for movement. are fully extended. Lower the ripper until the
lift cylinders are fully extended. Put the ripper
Table 10 control lever in HOLD position. Shut off the
Test Results Most Probable Causes engine and watch the ripper tip cylinder rods
for movement.
Drifting occurs in tests There is leakage between
1 and 2. the piston and the cylinder. Table 12
There is leakage between
the ripper lift valve spool Test Results Most Probable Causes
and the body. Drifting occurs in tests There is leakage between
Drifting occurs in test 1. Lift circuit makeup valve 1 and 2. the piston and the cylinder.
is leaking. There is leakage between
the ripper tip valve spool
and the body.
Note: Remember that an O-ring seal failure in the
circuit has the same effect as a major component Drifting occurs in Test 1. The tip circuit makeup
valve is leaking.
failure.

Note: If excessive cylinder drift is noted in both the Note: Remember that an O-ring seal failure in the
ripper lift cylinder and the ripper tip cylinder, the circuit has the same effect as a major component
problem may be in the ripper diverter valve. failure.

Ripper Tip Cylinders Drift Tests Note: If excessive cylinder drift is noted in both the
ripper lift cylinder and the ripper tip cylinder, the
Measure the ripper tip cylinder drift by using the problem may be in the ripper diverter valve.
following procedure:
Quick-Drop Valve Test
1. Check hydraulic oil temperature.
Measure the actuation point of the quick-drop valve.
2. Fully retract the ripper tip cylinders and fully Use the following procedure:
extend the ripper lift cylinders.
1. Measure the distance from the neutral point of
3. Measure the extension of the rods from the the lower lever to the activation point for the
cylinders. Record the distance that was quick-drop valve.
measured. Compare the values with the chart.
2. Measure the distance from the neutral point of
Note: The drift distance in the chart is for new the lower lever to the float detent.
machines.
3. Apply the measurements that are taken in step 1
Table 11 and step 2 to the following formula. The percent
Ripper Tip Cylinder Drift of lever travel equals (Distance 1 ÷ Distance
2) × 100.
Oil 28 to 48C 49 to 69 to
Temperature (83 to 68C 88C Note: The quick-drop valve should activate at
118F) (120 to (156 to approximately 85 percent lever travel.
155F) 190F)
6.0 mm 5 minutes 2.7 1.7 Steering Operation Checks (7TL)
(.24 inch) minutes minutes
The steering operation checks indicate that the
Note: If excessive cylinder drift is noted, run the steering circuit operation is normal. The sprocket
following tests in order to determine the cause. speed and steering turn checks are the checks that
give an indication of steering circuit problems.
68
Testing and Adjusting Section

To prevent personal injury when checks are made

while the machine is in operation, make sure on-
ly approved personnel are on the machine. Keep
other personnel off the machine and in view of the
operator. Make sure checks are done in an open
area.

Steering Turn Diameter Check

1. Move the machine to a flat, dry open area.
Ensure that there is a limited amount of track slip.
Make sure that the steering linkage is adjusted. Illustration 38 g00491216

Full turn Diameter

2. Start and run the engine at HIGH IDLE. Raise all
the implements to the FULL RAISE position and (A) Diameter of the turn
return the levers to the HOLD position.
The machine will not turn. The turning radius is
3. Release the parking brake and put the very gradual.
transmission in FIRST SPEED FORWARD.
Problem Checklist
4. Place the steering control handle in the full steer
left position. Keep all implement controls in the 1. The steering linkage is disconnected or broken.
HOLD position.
2. The pump is not connected to the pump drive or
5. Make a full 360 degree turn. the pump drive shaft is broken.

6. Stop the machine after the full turn. Lower all
implements to the ground and stop the engine.
7. Measure the distance (A), as shown. Distance
(A) should be 1.4 to 2.0 m (4.6 to 6.6 ft).
3. The oil level in the hydraulic tank is low.
4. The steering pump or the motor has failed.
5. There is no charge or pilot pressure.

8. Repeat steps 1 through 7 with the steering control 6. The parking brake is ON. The problem is caused
handle in the FULL STEER RIGHT position. by the following causes:

9. The steering hydraulic system is operating a. The linkage is misadjusted.

correctly if the distance is within the specification.
If the distances are not within the specification,
proceed to Step 10.
10. Repeat Steps 1 through 6 with the steering
control handle in the FULL STEER RIGHT and the
FULL STEER LEFT positions. Hold the bulldozer
control lever in the FULL RAISE position.
11. Measure distance (A), as shown. Distance (A)
should be 1.4 to 2.0 m (4.6 to 6.6 ft).
12. In order to diagnose the steering system, refer
to the following procedures.
b. The powertrain oil pressure is low.
c. Internal leakage in brake valve
7. There is a mechanical problem in the drive train.
Distance (A) is too large in step 7 and step 8.
Distance (A) is within the specification in step
10 and step 11.
Problem Checklist
1. The implement pressure reducing valve is not
shifting at the correct pressure.

2. The implement pump standby pressure is too

low.

Distance (A) is too large in Steps 7, 8, 10 and 11.

Problem Checklist

1. The charge pressure is low. The problem is
caused by the following causes:
a. The charge pump is worn.
b. The cold oil bypass valve is worn.
c. The charge pressure relief valve is set too low.
d. There is high leakage at the motor flushing
valve.
e. The steering pump or the steering motor has
failed.
2. There is low pilot pressure. The problem is
caused by the following causes:
a. The tiller is improperly adjusted.
b. Improperly set pilot valves.
c. There is excessive leakage in the pilot valve.
d. There is a blocked supply line to the pilot
valve.
3. Steering pump
a. The crossover relief/makeup valve is leaking.
b. The pump controls are misadjusted or worn.
c. The stops are incorrect or worn.
4. Steering motor
a. The motor is worn or failed.
b. The flushing valve is worn.
Distance (A) is too large in one direction in Steps
7, 8, 10, and 11.
Problem Checklist
1. There is Low charge pressure. The problem is
caused by the following causes:
a. There is high leakage at the motor flushing
valve.
b. The steering pump or the steering motor has
failed.
2. There is low pilot pressure. The problem is
caused by the following causes:
a. The steering tiller is improperly adjusted.
b. Improperly set pilot valves.
69
Testing and Adjusting Section
c. There is excessive leakage on one side of
the pilot valve.
d. There is a blocked pump signal line from the
pilot valve.
3. Steering pump
a. The crossover relief/makeup valve is leaking.
b. The pump controls are misadjusted or worn.
c. The pump is worn or failed.
4. Steering motor
a. The motor is worn or failed.
b. The flushing valve is worn.
Sprocket Speed Check
Note: The check should be used primarily in a shop
area after the machine has been repaired or rebuilt.
1. Move the machine to a flat open area. Lower the
implements to the ground and stop the engine.
2. Separate the tracks and remove the final
drive sprockets. Power Train Disassembly and
Assembly, senr5387.
3. Before the checks are made, make sure that the
steering linkage is correctly adjusted. Also, put a
mark on both final drives.
4. Start the engine and run at HIGH IDLE.
5. Release the parking brake and move the steering
control lever to the FULL STEER RIGHT position
with the transmission in NEUTRAL.
6. In order to check the pump flow through the
system, use a stopwatch. Count the revolutions
per minute of the sprockets. Subtract the right
sprocket speed from the left sprocket speed.
Forward rotation is positive and reverse rotation
is negative. The speed difference between the
left sprocket and the right sprocket should be
25.75 ± 1.25 rpm.
7. To check the mechanical drag balance between
left and right sprockets, add the left sprocket
speed and the right sprocket speed. The sum
should be 0 ± 3.5 rpm.
8. Do steps 5, 6, and 7 again, but move the steering
control lever to the FULL STEER LEFT position.
Sprocket speed difference for the full steer left
position should be −25.75 ± 1.25 rpm.
70
Testing and Adjusting Section

9. If the sprocket speeds are not within the

tolerances, check the component operation.
Also, check the adjustment of the tiller handle. If
Personal injury or death can result from sudden
Step 6 is low, check the engine speed. If Step 7
machine movement.
is out of tolerance, excessive mechanical drag
may be present in the differential steer unit and
Sudden movement of the machine can cause in-
the final drives.
jury to persons on or near the machine.
10. If a problem had been indicated by the checks,
Prevent possible injury by performing the proce-
use Diagnostic Instrument Tests to get a more
dure that follows before working on the machine.
accurate indication of the location of the specific
problem.
Move the machine to a smooth horizontal location.
Move away from working machines and personnel
11. If the values that are found in Steps 6, 7, and 8
and lower the buckets or implements (loader and
for both the FULL STEER RIGHT and the FULL
backhoe) and stabilizers to the ground.
STEER LEFT are within the specification, perform
the following calculation in order to check the
Permit only one operator on the machine. Keep all
steering balance. Use the values that are found
other personnel away from machine or in view of
in Step 6. Add the value for FULL STEER LEFT
the operator.
to the value for FULL STEER RIGHT. The value
should be 0 ± 1.1 rpm.
Engage the parking brake. Stop the engine.
12. The value that is found in step 11 is out of the
Move the hydraulic control levers to all positions
specification: The problem may be caused by a
to release the pressure in the hydraulic system.
misadjusted pump control or a faulty pilot control
valve.
Table 13
13. When the checks, and the adjustments are Required Tools
complete, stop the engine. Remove all test
equipment and connect the track. 1U-5796 Pressure Differential Gauge
6V-3121 Multitach
Diagnostic Instrument Tests for the
Implement Hydraulic System 1. Move the machine to a flat open area. Lower the
implements to the ground and stop the engine.
The test is used mainly to determine the location of
a problem in the implement hydraulic circuit.

g00527723
Illustration 39
Implement Valve Bank
(A) Pump Discharge Pressure tap
(B) Pressure tap (signal oil)

2. Remove the seat and the floor panel. Install a

1U-5755 Hose Assembly on pressure taps (A)
and (B).

3. Connect the other ends of the hoses to the
1U-5796 Pressure Differential Gauge. Connect
the hose for pressure tap (A) to the tee side of
1
the P gauge. Connect the hose from pressure
1
tap (B) to the elbow side of the P gauge.
4. Install the 8T-0861 Gauge (60000 kPa
1
(8700 psi)) on the tee side of the P gauge.
5. Make sure that the implement control linkage is
correctly adjusted for the implement valves.
6. Install the 6V-3121 Multitach on the tachometer
drive.
7. Start and run the engine at HIGH IDLE. Record
the rpm. The reading should be 2080 ± 40 rpm.
Refer to the Fuel Specifications (Zero T) for the
most current specification for the engine.
8. With the engine at HIGH IDLE, move the
bulldozer control lever halfway between HOLD
and FULL RAISE. Record the readings on the
1 P gauge while the bulldozer is still moving up.
1
The reading on the P gauge is margin pressure
or the difference between pump discharge
pressure and signal pressure from the implement
control valve.
The margin pressure should be 2100 ± 275 kPa
(305 ± 40 psi). If the margin pressure is not
correct then see the topic Compensator Valve
Adjustments/Margin Pressure Adjustments for
the correct procedure to make an adjustment. If
the margin pressure is adjusted, the differential
pressure should be held to 2100 ± 100 kPa
(305 ± 15 psi).
9. With the engine at HIGH IDLE, move the
bulldozer blade tilt lever to the maximum TILT
LEFT or TILT RIGHT position. After the cylinder
has hit the end of the stroke, the implement
pump is at a stall or cutoff condition.
Note: Blocking plates may be used on the lift circuit
hoses for machines that are not equipped with tilt
cylinders or an installed bulldozer.
10. With the machine in the implement pump stall
condition, record the following readings:
a. Pump discharge pressure (read gauge on tee
1
side of P gauge).
b. Engine rpm
c. Pressure on the 1P gauge
Note: Do not hold the machine in the implement
stall condition for more than 15 seconds at a time.
Do not hold the machine in the implement stall
condition for more than one time per minute.
71
Testing and Adjusting Section
11. Readings from Step 10 should be the following
readings:
a. 26200 ± 450 kPa (3800 ± 65 psi)
b. 30 rpm or less below the reading that is
recorded in Step 7
c. 350 kPa (50 psi) maximum with a maximum
oil temperature of 66C (150F)
If all the readings are within the specification,
the implement hydraulic pump should be
good, but there could be a problem in the
individual implement circuits.
12. Use the following checklists to help diagnose
implement system problems that are based
on the results of the above tests. Remove test
equipment after all tests, adjustments, and
needed repairs are completed.
Reading A is too high or the reading is too low.
Problem Checklist
1. The pressure cutoff needs to be adjusted.
Note: If the pressure cutoff can not be adjusted, the
pump or the compensator valve has failed.
Reading A is within the specification. Reading A
is too low. Reading B is correct and reading C is
too high. The readings indicate a leak(s) in the
signal network between the implement control
valve and the implement pump compensator
valve. The leak(s) could be caused by the
following causes:
Problem Checklist
1. There is dirt or foreign material in the orifice in
the signal line at the implement valve.
2. There is a ball that is stuck in the resolver
network.
3. The end resolver of the signal resolver network is
not drained to the tank.
4. There is air in the signal hose.
5. The compensator valve is not adjusted correctly
or the valve is worn.
6. The implement valve spool or the spool bore is
badly scratched.
7. Signal line is not hooked up properly.
8. There is leakage around the implement pump
air bleed valve.
72
Testing and Adjusting Section
Reading B is not correct and reading A is correct
or too low. The readings indicate that excessive
power is used by the pump in the implement
pump stall condition.
Problem Checklist
1. The setting on the main implement relief valve is
too low or the valve is leaking.
2. The implement pump has failed.
3. The implement valve spool or the spool bore is
badly scratched.
Implement Pump Discharge
Pressure Tests
The maximum and minimum implement pump
discharge pressures are known values and the
pressures can be tested. The tests are the following
tests:Low Pressure Standby Test, High Pressure
Stall Test, and Margin Pressure Test.
Personal injury or death can result from sudden
machine movement.
Sudden movement of the machine can cause in-
jury to persons on or near the machine.
Prevent possible injury by performing the proce-
dure that follows before working on the machine.
Move the machine to a smooth horizontal location.
Move away from working machines and personnel
and lower the buckets or implements (loader and
backhoe) and stabilizers to the ground.
Permit only one operator on the machine. Keep all
other personnel away from machine or in view of
the operator.
Engage the parking brake. Stop the engine.
Move the hydraulic control levers to all positions
to release the pressure in the hydraulic system.
Low Pressure Standby Test
Table 14
Required Tools
6V-7830 Tetragauge Gauge
1. Remove the operator seat and the floor panel
from the machine.
g00527723
Illustration 40
Implement Valve
(A) Pump Discharge Pressure tap
(B) Pressure tap (signal oil)
2. Install the tetragauge on pressure tap (A).
3. Start the engine and run at minimum rpm. Ensure
that the parking brake is fully engaged.
4. Leave all controls in the HOLD position.
5. The reading on the tetragauge should be
approximately 3000 kPa (435 psi). The reading
is the pump pressure output in the low pressure
standby condition. If the pressure reading is
below 2100 kPa (305 psi) or above 3600 kPa
(520 psi), check the margin pressure setting.
6. Adjustments to the pump output should not be
made based on the results of the test. If the
results are not correct, the Margin Pressure Test
should be run.
High Pressure Stall Test
Table 15
Required Tools
1U-5796 Pressure Differential Gauge
1. Remove the operator seat and the floorplate
beneath the seat.
2. Install one 1U-5755 Hose Assembly on pressure
tap (A). Install the other hose assembly on
pressure tap (B). Connect the other ends of the
hoses to 1U-5793 Pressure Differential Gauge.
Connect the hose from pressure tap (A) to the
1
tee side of the P gauge. Connect the hose
from pressure tap (B) to the elbow side of the
1P gauge.
3. Install the 8T-0861 Gauge (60000 kPa
1
(8700 psi)) on the tee side of the P gauge.
 73
Testing and Adjusting Section

4. Start the engine and run at HIGH IDLE.

5. With the engine at HIGH IDLE, move the

Personal injury or death can result from sudden
bulldozer blade tilt lever to the maximum TILT
machine movement.
LEFT or TILT RIGHT position. After the cylinder
is at the end of the stroke, the implement pump
Sudden movement of the machine can cause in-
is at the stall condition.
jury to persons on or near the machine.
Note: Use Blocking plates on the lift circuit hoses for
Prevent possible injury by performing the proce-
machines that are not equipped with tilt cylinders.
dure that follows before working on the machine.
Use Blocking plates on the lift circuit hoses for
machines that do not have an installed bulldozer.
Move the machine to a smooth horizontal location.
Move away from working machines and personnel
6. The pressure reading on the 8T-0861 Gauge
and lower the buckets or implements (loader and
should be 26200 ± 450 kPa (3800 ± 65 psi).
1
The pressure reading on the P gauge should
backhoe) and stabilizers to the ground.
be less than 345 kPa (50 psi) at a maximum oil
Permit only one operator on the machine. Keep all
temperature of 66C (150F).
other personnel away from machine or in view of
the operator.
Note: Do not hold the machine in the implement
stall condition for more than 15 seconds at a time.
Engage the parking brake. Stop the engine.
7. If the maximum pressure is too high or too low,
Move the hydraulic control levers to all positions
the pressure cutoff needs to be adjusted.
to release the pressure in the hydraulic system.
Margin Pressure Test
Put the engine at HIGH IDLE. Move the bulldozer
control lever to a position that is halfway between
the HOLD and the FULL RAISE. Record the
1
readings on the P gauge while the bulldozer is
1
still moving up. The reading on the P gauge is
margin pressure or the difference between pump
discharge pressure and signal pressure from the
implement control valve. The margin pressure
should be 2100 ± 275 kPa (304 ± 40 psi). If
the margin pressure is not correct, see “Margin
Spool Adjustment” under the topic “Compensator
Valve Adjustments”. If the margin pressure is
adjusted, the differential pressure should be held to g00527724
Illustration 41
2100 ± 100 kPa (305 ± 15 psi).
Pressure Compensator Valve
(3) Margin spool
Compensator Valve Adjustments (6) Pressure cutoff spool

The compensator valve on the pump can be tested

by running one of the pump discharge tests. The
Pressure Cutoff Spool Adjustment
high pressure stall test tells if the pressure cutoff
If an adjustment to the pressure cutoff spool is
spool needs to be adjusted. The margin pressure
required, use the following procedure:
test tells if the margin spool needs to be adjusted.
1. Lower all implements to the ground.

2. Shut off the engine and move all of the implement

control levers in order to release the system
pressure.

3. Hold screw (4) with a hex wrench and loosen

locknut (5) with a combination wrench. Turn
screw (4) counterclockwise in order to decrease
the pressure setting and turn the screw clockwise
in order to increase the setting.
74
Testing and Adjusting Section

4. When the pressure setting is adjusted, hold Signal Network Bleed Procedure
screw (4) with a hex wrench and tighten locknut
(5) to a torque of 9 ± 1 N·m (7 ± 1 lb ft).

5. Do the High Pressure Stall Test again in order

to make sure that the pressure setting is Personal injury or death can result from sudden
23990 ± 515 kPa (3480 ± 75 psi). machine movement.

Sudden movement of the machine can cause in-

jury to persons on or near the machine.

Prevent possible injury by performing the proce-

dure that follows before working on the machine.

Move the machine to a smooth horizontal location.

Move away from working machines and personnel
and lower the buckets or implements (loader and
backhoe) and stabilizers to the ground.

Permit only one operator on the machine. Keep all

other personnel away from machine or in view of
the operator.
g00491586
Illustration 42
Implement Pump Pressure Compensator Valve
Engage the parking brake. Stop the engine.
(1) Screw
Move the hydraulic control levers to all positions
(2) Locknut
(3) Margin spool to release the pressure in the hydraulic system.
(4) Screw
(5) Locknut
(6) Pressure cutoff spool

Margin Spool Adjustment

If an adjustment to the margin spool is required, do
the following procedure:

1. Lower all implements to the ground.

2. Shut off the engine and move all of the control

levers in order to release the system pressure.

3. Hold screw (1) with a hex wrench and loosen

locknut (2) with a combination wrench. Turn Illustration 43 g00491594
screw (1) counterclockwise in order to decrease
Compensator Valve
the pressure setting and turn the screw clockwise
in order to increase the setting. (1) Purge valve

4. When the pressure setting is adjusted, hold
screw (1) with the hex wrench and tighten
locknut (2) to a torque of 9 ± 1 N·m (7 ± 1 lb ft).
5. Do the Margin Pressure Test again in order to
make sure that the differential pressure setting is
2100 ± 100 kPa (305 ± 15 psi).
1. Open purge valve (1) by three turns. Purge valve
(1) is metric.
2. Start the engine and run at LOW IDLE. A small
amount of oil may leak by the purge valve during
the procedure.
3. In order to bleed the signal network, start with
the TILT control valve. The valve is located at
the cover end.

4. Move the control lever in each direction for

5 seconds. The implement may move or the
implement may not move.
 75
Testing and Adjusting Section

5. Repeat Step 4 for the LIFT valve and for the

RIPPER valve.

6. Close off purge valve (1).

Note: The procedure bleeds the signal network,

only if the procedure is done in the above order.
Any other order does not bleed all of the air from
the signal network.

Resolver Network Check (Implement)

A resolver is a check valve. The resolver compares
two pressures. The lower pressure of the two
pressures is blocked. The higher pressure or the Illustration 44 g00491596
higher signal goes to the next component in the
Resolver
resolver network.

Each implement control valve has a resolver. The
resolver compares the highest primary signal in the
control valve to the highest primary signal in the
next control valve. The signal resolver network is
arranged in a series. The series stops at the pump
compensator valve.
The resolver in each section is located directly
behind the actuator lever housing on the top of the
valve body.
Quick-Drop Valve Adjustment

The signal network can be easily checked. Start

the engine and warm up the oil. Run the engine
at HIGH IDLE for the check. Operate each control
lever in the following order:

1. Tilt

2. Lift

3. Ripper

If valve sections fail, check the resolver that is in

the valve section that is closest to the pump that
malfunctions.
When any resolver is suspected of being bad, do
the following check. Stall any control valve that is
closer to the pump supply. The resolver should
supply pump stall pressure to the entire system. Try
to use the malfunctioning valve. If the malfunctioning
valve works properly, the resolver is bad. If the
valve does not work properly, the problem is not a
resolver problem. If a resolver is bad, remove the
resolver. Check the seals and the resolver. Clean
the resolver or replace the resolver.
g00527725
Illustration 45
Quick-drop valve
(1) Shims
(2) Pin
(3) Terminal screws
(4) Retainer
If the quick-drop valve activates too late or the
quick-drop valve activates too early, adjust the
activation switch. Shims (1) are located on center
contact pin (2) for this purpose. Move one shim
from side (A) of retainer (4) to side (B) of retainer
(4) in order to cause the pin to contact terminal
screws (3) sooner. Move a shim from side (B) to
side (A) in order to cause the lever to be moved
further before contact is made. Each shim changes
the amount of lever travel that is required to activate
the quick-drop valve by approximately 5 percent.
Transfer shims from one side to the other side. Do
not remove shims or add shims.
76
Testing and Adjusting Section

Main Relief Valve Adjustment (Implement) Diagnostic Instrument Tests for the
Table 16 Steering Hydraulic System (7TL)
Required Tools The test is used mainly to determine the location of
1U-5216 Test Block Manifold a problem in the steering hydraulic system.

Personal injury or death can result from sudden

machine movement.

Sudden movement of the machine can cause in-

jury to persons on or near the machine.

Prevent possible injury by performing the proce-

dure that follows before working on the machine.

Move the machine to a smooth horizontal location.

Move away from working machines and personnel
and lower the buckets or implements (loader and
g00527726
Illustration 46 backhoe) and stabilizers to the ground.
Implement Main Relief Valve
(1) Retainer Permit only one operator on the machine. Keep all
(2) Nut other personnel away from machine or in view of
(3) Relief valve the operator.

The implement main relief valve has a setting that
is higher than the pump cutoff pressure. Use the
1U-5216 Manifold to test the relief valve on the test
bench. The pressure setting for the relief valve is
29600 ± 350 kPa (4300 ± 50 psi). The main relief
valve is located on the front of the inlet manifold
near the top.
1. Turn retainer (1) counterclockwise in order
to increase the pressure setting and turn the
retainer clockwise in order to decrease the
pressure setting.
2. After setting the pressure, tighten retaining nut
(2) to a torque of 18 ± 2 N·m (13 ± 1.5 lb ft).
Engage the parking brake. Stop the engine.
Move the hydraulic control levers to all positions
to release the pressure in the hydraulic system.
Table 17
Required Tools
Two 8T-0861 Pressure Gauges(0 to 60000 kPa
(0 to 8700 psi)) or equivalent
Two 8T-0855 Pressure Gauges(0 to 4000 kPa
(0 to 580 psi)) or equivalent
Four 1U-5755 Hose Assemblies or equivalent
6V-3121 Multitach
Instrumentation that is used to measure the temperature
of the oil

1. Move the machine to a flat open area. Lower all

implements to the ground and stop the engine.

g00527728
Illustration 47
Location of the Implement Main Relief Valve
(1) Main relief valve
 77
Testing and Adjusting Section

d. The pilot control valve is worn.

9. The reading on pressure gauges at pressure

taps (C) and (D) should be 2500 ± 300 kPa
(365 ± 45 psi). If the pressures on the gauges
at pressure taps (C) and (D) are too high, then
the charge pressure relief valve is improperly
adjusted or worn or the oil temperature is too
low. If the pressures are too low, then there is a
problem in the charge circuit. The causes could
be the following causes:

a. The charge pressure relief valve is improperly

adjusted or failed.
g00527729
Illustration 48 b. There is a leak in the charge circuit.
(1) Steering Motor
(C) Pressure tap for the left steer pressure c. The motor or the motor flushing valve has
(D) Pressure tap for the right steer pressure
wear.
2. Remove the floorplate and install a 1u-5755
d. The cold oil bypass valve that is in the
Hose Assembly on pressure taps (C), (D), (Y1),
pressure control valve is worn or improperly
and (Y2).
adjusted.
3. Connect the other ends of the hoses from taps
e. The oil level is low.
(C) and (D) to two 0 to 60000 kPa (0 to 8700 psi)
gauges.
f. The charge pump is worn.
4. Connect the other ends of the hoses from taps
g. The steering pump is worn.
(Y1) and (Y2) to two 0 to 4000 kPa (0 to 580 psi)
gauges.
10. Make sure that the transmission is in NEUTRAL.
Release the parking brake and fully activate the
Note: If only two hose assemblies and gauges are
service brake (foot brake). Record the engine
available, install the hoses alternately on pressure
speed.
taps (C) and (Y1). Then install the hoses on
pressure taps (D) and (Y2).
11. With the engine at HIGH IDLE, slowly move the
steering control lever to the MAXIMUM STEER
5. Install the floorplate.
RIGHT position. The steering system is in a steer
stall condition. Do not hold the machine in a
6. Install 6V-3121 Multitach on the engine
steer stall condition for more than 20 seconds
tachometer drive.
at a time.
7. Start the engine and run at HIGH IDLE. The
Note: The machine must not move. If the machine
reading should be 2240 ± 40 rpm.
moves, the brake system must be checked.
8. Fully engage the parking brake and place all
12. With the machine in a right steer stall condition,
controls in the HOLD position. With the engine at
record pressures (D) and (Y2). Also record the
HIGH IDLE, record the pressures on the gauges
engine speed and the hydraulic oil temperature.
at pressure taps (C), (D), (Y1), and (Y2). The
Compare the measured pressure with the
readings on pressure gauges (Y1) and (Y2)
pressure in the chart below. Use the pressure
should be below 200 kPa (30 psi). If either of the
that is closest to the oil temperature that was
pressures is higher than 200 kPa (30 psi), the
measured. Warm up the oil or allow the oil to
steering pump could be trying to steer in one
cool until the oil more closely matches the values
direction. The cause(s) could be the following
in the chart. Repeat the test.
cause:
13. Repeat Steps 11 and 12 for a MAXIMUM STEER
a. The tiller handle or the pilot valve linkage is
LEFT condition and record pressures (C) and
improperly adjusted.
(Y1).
b. The pilot valve is improperly adjusted.
14. Compare the pressure (C) and the pressure (D)
with the chart.
c. The steering pump controls are worn.
78
Testing and Adjusting Section

Table 18
Steering Pump Cutoff Pressure
Engine Speed Oil Temperature
65 ± 5C 80 ± 5C
 
(150 ± 10 F) (175 ± 10F)
2240 rpm 40000 ± 39500 ±
1050 kPa 1050 kPa
(5800 ± 150 psi) (5730 ± 150 psi)

Note: The above test conditions must be matched

as closely as possible. Lower temperatures or
speeds may result in higher pressures.
g00527730
Illustration 49
15. Determine if pressure (C) and pressure (D)
(E) Charge pump relief pressure tap
are within the specification. Then determine if
pressure (Y1) and pressure (Y2) are within the
specification. If pressure (Y1) and pressure (Y2)
are not within the specification, see “Steering
Pilot Valve Tests and Adjustments”.

If the measured pressure (C) and pressure (D)

are too high, lower the pump cutoff pressure.

If the pressure (C) or pressure (D) are too low,

check the following items.

a. The pump cutoff controls are misadjusted or

the controls have failed.

b. The motor flushing valve is stuck or the valve

is not functioning properly.

c. The motor is worn or leaking.

d. Low charge pressure.

e. The pump is worn or leaking. g00527731

f. The crossover relief/makeup valves are
leaking or set too low.
16. If the engine speed drops more than 30 rpm
from the recorded HIGH IDLE speed during
Steps 11 through 13, the crossover valve(s) may
be leaking or the valves may be set too low.
Checking and Adjusting Charge Pump
Pressure
1. Move the machine to a flat open area. Lower all
implements to the ground and stop the engine.
Illustration 50
Pressure Control Valve
(F) Charge pump discharge pressure tap
2. Remove the floorplate and install a 1u-5755
Hose Assembly on pressure taps (E) and (F).
3. Connect the other ends of the hoses to the
0 to 4000 kPa (0 to 580 psi) pressure gauges.
4. Install the floorplate.
5. Start the engine and run at HIGH IDLE. With all
controls in the NEUTRAL position, record the
pressures for taps (E) and (F).

6. The pressure on the gauge for tap (F) should

be 1380 to 2380 kPa (200 to 345 psi) higher
than the pressure on the gauge for tap (E). The
pressure at tap (E) should be 1380 to 2000 kPa
(200 to 290 psi).
 79
Testing and Adjusting Section

7. If the charge pressure is higher than the Charge Pressure Relief Valve Adjustment
pressures that are specified, then the charge
pressure relief valve could be worn or out of
adjustment.

8. If the pressure on the gauge for tap (E) is lower

than 1700 ± 300 kPa (245 ± 45 psi) during
a neutral steer condition, check the following
causes.

a. There is a worn charge relief valve in the

steering pump.

b. There is a worn cold oil bypass valve in the

pressure control valve.

c. The motor flushing valve is worn or stuck

open.

d. There is a worn motor.

e. There is a worn steering pump.

g00527793
Illustration 51
f. The charge pump has failed.
Steering Pump
9. The cold oil relief valve could be worn if the (1) Locknut
reading at tap (F) is less than 1380 kPa (200 psi). (2) Adjustment screw

10. If the charge pressure is correct, there could be
a problem with the charge circuit. The following
test needs to be run. With the engine at HIGH
IDLE, release the parking brake and apply the
service brake (foot brake). Move the steering
lever slowly to the MAXIMUM STEER RIGHT
position. Do not hold the machine in a steer stall
condition for more than 20 seconds at a time.
Note: The machine must not move. If the machine
moves, the brake system must be checked.
1. Stop the engine.
2. Loosen locknut (1) (17 mm (0.67 inch)). Turn
adjustment screw (2) (5 mm allen head screw)
clockwise in order to increase the pressure
setting or turn the screw counterclockwise in
order to decrease the pressure setting.
3. Tighten locknut (1) and recheck the pressure
setting.

11. Record the pressure on the gauge for tap (E).

If the pressure on the gauge for tap (E) is lower
than 1380 kPa (200 psi), then one of the following
problems could be the cause:

a. The motor flushing valve is stuck open or

there is leakage through the valve.

b. The motor is worn.

c. The steering pump is worn.

d. The makeup valve is not functioning properly

or the valve is set too low.

e. There is a worn cold oil bypass valve in the

pressure control valve.

12. Repeat Steps 8 and 9 for MAXIMUM STEER

LEFT position.
80
Testing and Adjusting Section

Neutral Adjustment for the Steering

Pump Control Valve (Hydraulic Zero)

Personal injury or death can result from sudden

machine movement.

Sudden movement of the machine can cause in-

jury to persons on or near the machine.

Prevent possible injury by performing the proce-

dure that follows before working on the machine.
g00527729
Move the machine to a smooth horizontal location. Illustration 52
Move away from working machines and personnel (1) Steering motor
and lower the buckets or implements (loader and (C) Pressure tap for left steer pressure
(D) Pressure tap for right steer pressure
backhoe) and stabilizers to the ground.

Permit only one operator on the machine. Keep all 3. Connect the other ends of the hoses from taps
other personnel away from machine or in view of (C) and (D) to two 0 to 60000 kPa (0 to 8700 psi)
the operator. gauges.

Engage the parking brake. Stop the engine. 4. Install a 1u-5755 Hose Assembly on pressure
taps (X1) and (X2). Connect the other ends
Move the hydraulic control levers to all positions of the hoses from taps (X1) and (X2) to two
to release the pressure in the hydraulic system. 0 to 4000 kPa (0 to 580 psi) gauges.

5. Start and run the engine at HIGH IDLE.

Table 19
Required Tools
Two 8T-0861 Pressure Gauges(0 to 60000 kPa
(0 to 8700 psi)) or equivalent
Two 8T-0855 Pressure Gauges(0 to 4000 kPa
(0 to 580 psi)) or equivalent
Four 1U-5755 Hose Assemblies or equivalent
6V-3121 Multitach

1. Move the machine to a flat open area. Lower all

implements to the ground and stop the engine.

2. Remove the floorplate and install a 1u-5755 Illustration 53 g00527794

Hose Assembly on pressure taps (C) and (D).
Steering Pump
(2) Adjustment screw
(X1) Pressure tap
(X2) Pressure tap

6. Look at the pressure gauges that are connected

to pressure taps (C) and (D). The readings
should be equal. The pressures should be equal
to the charge pressure.

7. Look at the pressure gauges that are connected

to pressure taps (X1) and (X2). Both readings
should be within 100 kPa (15 psi) of each other.

8. If the readings are not within 100 kPa (15 psi),
the control valve must be adjusted.
g00527795
Illustration 54
Steering Pump Control
(2) Adjustment screw
(3) Locknut
Note: Adjustment screw (2) is an eccentric adjuster.
One half of a revolution of the screw is possible. A
small amount of movement of screw (2) makes a
large pressure difference.
9. Loosen locknut (3). Turn screw (2) until the
pressure gauges have equal readings. Tighten
the locknut.
10. When the readings are correct, remove the
gauges.
11. If the control valve can not be adjusted, the
control valve must be repaired or replaced.
81
Testing and Adjusting Section
Checking and Adjusting Steering Pump
Cutoff Pressure
Personal injury or death can result from sudden
machine movement.
Sudden movement of the machine can cause in-
jury to persons on or near the machine.
Prevent possible injury by performing the proce-
dure that follows before working on the machine.
Move the machine to a smooth horizontal location.
Move away from working machines and personnel
and lower the buckets or implements (loader and
backhoe) and stabilizers to the ground.
Permit only one operator on the machine. Keep all
other personnel away from machine or in view of
the operator.
Engage the parking brake. Stop the engine.
Move the hydraulic control levers to all positions
to release the pressure in the hydraulic system.
Table 20
Required Tools
Two 8T-0861 Pressure Gauges (0 to 60000 kPa
(0 to 8700 psi)) or equivalent
Two 1U-5755 Hose Assemblies or equivalent
6V-3121 Multitach
Appropriate instrumentation for measuring oil
temperature
1. Move the machine to a flat open area. Lower all
implements to the ground and stop the engine.
2. Remove the floorplate and install a 1u-5755
Hose Assembly on pressure taps (C) and (D).
82
Testing and Adjusting Section

Table 21
Steering Pump Cutoff Pressure
Engine Speed Oil Temperature
65 ± 5C 80 ± 5C
 
(150 ± 10 F) (175 ± 10F)
2240 rpm 40000 ± 700 kPa 39500 ± 700 kPa
(5800 ± 150 psi) (5730 ± 150 psi)

Note: The above test conditions must be matched

as closely as possible. Temperatures and speeds
that are lower than shown may result in pressures
that are higher.
g00527729
Illustration 55
12. If one pressure (C) or (D) is low and the other
(1) Steering motor
(C) Pressure tap for left steer pressure pressure is correct, the problem is probably with
(D) Pressure tap for right steer pressure the cross port relief/makeup valve for the side
with the low pressure. If the pressures for taps
3. Connect the other ends of the hoses from taps (C) and (D) are higher than the pressures that
(C) and (D) to two 0 to 60000 kPa (0 to 8700 psi) are shown in the chart, then lower the pump
gauges. cutoff pressure.

4. Install the floorplate. If the measured pressures for taps (C) and (D)
are lower than the pressures that are shown in
5. Install the 6v-3121 Multitach on the engine the chart, then the cause could be one of the
tachometer drive. following causes:

6. Start the engine and record the rpm. The reading a. The pump cutoff controls are misadjusted or
should be 2240 ± 40 rpm. failed.

7. Make sure that the transmission is in NEUTRAL. b. Low pilot pressure.

Release the parking brake and fully activate the
service brakes (foot brake). c. The motor flushing valve is stuck or the valve
is not functioning properly.
8. With the engine at HIGH IDLE, slowly move the
steering control lever to the MAXIMUM STEER d. The motor has failed or the motor is leaking.
RIGHT position. The maximum position puts the
steering system in a steer stall condition. Do not e. Low charge pressure.
hold the machine in a steer stall condition for
more than 20 seconds at a time. f. The pump has failed or the pump is leaking.

Note: The machine must not move. If the machine g. The pump crossover relief/makeup valves are
moves, the brake system must be checked. set too low or the valves are not functioning
properly.
9. With the machine in a right steer stall condition,
record pressure (D), engine speed and hydraulic
oil temperature. Compare the measured pressure
with the pressure that is specified in the chart
below. Warm up the oil or allow the oil to cool
until the temperature matches the values in the
chart. Repeat the test.

10. Repeat Steps 8 and 9 for a MAXIMUM STEER

LEFT condition and record pressure (C).

11. If pressure (C) and pressure (D) are the same

pressures that are shown in the chart, then the
cutoff valve is set correctly.
 83
Testing and Adjusting Section

Steering Pump Cutoff Pressure Steering Pump Case Pressure Test

Adjustment

Personal injury or death can result from sudden

machine movement.

Sudden movement of the machine can cause in-

jury to persons on or near the machine.

Prevent possible injury by performing the proce-

dure that follows before working on the machine.

Move the machine to a smooth horizontal location.

Move away from working machines and personnel
and lower the buckets or implements (loader and
backhoe) and stabilizers to the ground.

Permit only one operator on the machine. Keep all

other personnel away from machine or in view of
the operator.

Engage the parking brake. Stop the engine.

g00527796
Illustration 56
Steering Pump Control Valve Move the hydraulic control levers to all positions
to release the pressure in the hydraulic system.
(1) Locknut
(2) Adjustment screw

1. Stop the engine.

2. Loosen locknut (1). Turn adjustment screw (2)

clockwise in order to increase the pressure
setting or turn the screw counterclockwise in
order to decrease the pressure setting.

3. Tighten locknut (1) and recheck the pressure

setting.

g00527861
Illustration 57
Pressure Control Valve
(G) Pressure tap for steering pump case drain

1. Move the machine to a flat open area. Lower all

implements to the ground and stop the engine.

2. Remove the floorplate and install a 1u-5755

Hose Assembly on pressure tap (G).

3. Connect the other ends of the hose from tap (G)

to a 0 to 1400 kPa (0 to 200 psi) gauge.

4. Install the floorplate.

84
Testing and Adjusting Section

5. Start and run the engine at HIGH IDLE.
6. The gauge reading must be less than 175 kPa
(25 psi).
7. If the gauge reading is more than 175 kPa
(25 psi), check the hose from the pressure
control valve to the tank for restrictions.
8. Stop the engine and remove the test equipment.
Procedure to Prime Steering Pump
5. Place the throttle in the shut off position. Without
starting the engine, crank the engine for 15
seconds at a time until the pressure starts to
show on the pressure gauge. Crank the engine
at one minute intervals in order to allow the
starter to cool.
6. Continue to crank the engine until the charge
pressure is a minimum of 1000 kPa (150 psi).
After a reasonable number of attempts, if the
charge pressure does not show on the gauge,
stop and determine the cause.

When the steering pump has been worked on,
ensure that the pump case is half full of oil prior to
starting the engine. Also, ensure that the charge
pump has been primed and that the pump is
pumping oil. Perform the following procedure.
7. Check for oil leaks.
8. If no oil leaks are detected, the machine can be
started. The pressure on the gauge at HIGH IDLE
should be 1380 to 2000 kPa (200 to 290 psi). If
the pressure is correct, shut off the engine and
remove the pressure gauge.

g00527900
Illustration 58
Prime Steering Pump
(A) Location A
(B) Location B

1. Remove the tube at location (A). Fill the case

with hydraulic oil. The case must be half full of
oil. Install the tube.

2. Remove two high pressure hoses at location (B)

and fill each port with clean hydraulic oil. Install
both hoses.

3. Fill the hydraulic tank to the full mark with clean

hydraulic oil and install the tank cap.

4. Install a 3500 kPa (500 psi) pressure gauge on

the quick disconnect. The quick disconnect is
located on the filter for the charge circuit.
 85
Testing and Adjusting Section

Steering Pilot Valve

g00492426
Illustration 60
Tiller Assembly and Pilot Valve
(1) Lever
(2) Hole
(8) Mounting plate assembly
(9) Hole
(10) Housing
(11) Bolt
(12) Roller

2. Insert a 3.2 mm (0.125 inch) pin through hole (2)

and hole (9). If the pin does not go through both
holes, an alignment adjustment is required.

3. If the pin goes through both holes (2) and (9),

remove the pin. Release the parking brake, and
insert the pin through holes (2) and (9) again. Do
not move the tiller in order to align the holes. If
the pin goes through both holes the alignment of
the valve is correct and no further adjustment
is needed. If the pin does not go through both
g00492423
holes, an alignment adjustment is required.
Illustration 59
Pilot Valve 4. If an adjustment is required, engage the parking
(1) Lever brake and disconnect all hydraulic lines to the
(2) Hole pilot valve.
(3) Jam nut
(4) Bolt
(5) Plunger
5. Loosen two bolts (11) that hold the pilot valve to
(6) Jam nut mounting plate assembly (8).
(7) Sleeve
6. Insert a pin into hole (2) and insert the pin
Note: If the pilot valve has unequal pressure right in lever (1). Insert the pin through hole (9) in
to left or unequal steering turn diameter, complete housing (10).
the following tests:
7. Line up the pilot valve so that roller (12) is at the
Alignment of the Steering Pilot Valve bottom of lever (1) and there is no preload on
either plunger (5). Tighten mounting bolts (11)
1. Shut off the engine and engage the parking and remove the pin.
brake.
8. Check the adjustment by releasing the parking
brake and reinserting the pin through holes (2)
and (9). Do not move the tiller in order to align
the holes. If the pin goes through both holes the
alignment of the valve is correct and no further
adjustment is needed. If the pin does not go
through both holes, the alignment is not correct
and the adjustment should be repeated.
86
Testing and Adjusting Section

Note: The pilot valve may move if the transmission

control cables are too tight or misadjusted.

9. Verify that the tiller moves smoothly in both

directions.

10. Connect the hydraulic lines. Start the engine,

and remove the air in the pilot circuit.

Actuator Adjustment
1. Shut off the engine. Engage the parking brake.
Remove the boot or pull up the boot in order to
access jam nut (3).
2. Loosen two jam nuts (3) and adjust two bolts
(4) inward until there is a gap between the head
of bolts (4) and plungers (5) on both sides of
the valve.
3. Adjust bolts (4) outward in order to remove all
free play between the head of bolts (4) and
plungers (5). Do not preload plunger (5).
4. Tighten jam nuts (3) to a torque of 12 ± 4 N·m
(9 ± 3 lb ft) and reinstall the boot.
g00492486
Illustration 61
Angle Measurement Guide
4. Start and run the engine at LOW IDLE. Read
the pressure on the two gauges. The pressure
should be between 0 to 200 kPa (0 to 30 psi).
If the pressure is greater than 200 kPa (30 psi)
on either gauge, loosen jam nut (6) for the side
with the high pressure reading. Loosen sleeve
(7) until the pressure on the gauge is less than
200 kPa (30 psi).

5. If the pressure on either gauge reads 0 kPa

Pressure Adjustment
Note: Check the charge pressure before making
any adjustments to the pilot pressure.
1. Shut off the engine. Engage the parking brake.
Remove the boot or pull up the boot in order to
allow access to jam nuts (6).
2. Install a 6v-3081 Hose to pressure taps (Y1)
and (Y2). Install a 0 to 4000 kPa (0 to 580 psi)
pressure gauge to the hose.
3. Make a copy of the angle measurement guide.
Cut out the guide. Move the parking brake to
the ON position. Tape the portion of the guide
with the letters to the housing of the tiller. See
the photo below. The point that corresponds with
the letter “N” should be in line with the center
of the stud. Make a mark on the end of the
stud. The mark should line up with the point that
corresponds with the letter “N”.
(0 psi), loosen jam nut (6) for the side with no
pressure reading. Tighten sleeve (7) until the
pressure is 0 and 200 kPa (0 and 30 psi).
6. Tighten jam nuts (6) to a torque of 30 ± 15 N·m
(22 ± 11 lb ft).
7. Place the transmission in NEUTRAL. Firmly
depress the service brake pedal and release
the parking brake. The pressure readings on
the gauges should not change. If the pressures
change, the pilot valve needs to be aligned.
8. Use the guide while the pedal is depressed. Shift
the tiller so that positions (A), (B), and (C) in both
STEER LEFT and STEER RIGHT line up with the
mark on the end of the stud. Note the pressure
on each gauge in each position and compare the
pressures to the pressures in the following table.
 87
Testing and Adjusting Section

Table 22
Pilot Pressure
Tiller Position Y1 Y2
(A) Steer Left 745 ± 100 kPa 0 to 200 kPa
(108 ± 15 psi) (0 to 29 psi)
(B) Steer Left 1200 ± 170 kPa 0 to 200 kPa
(174 ± 25 psi) (0 to 29 psi)
(C) Steer Left 2060 ± 240 kPa 0 to 200 kPa
(300 ± 35 psi) (0 to 29 psi)
(A) Steer Right 0 to 200 kPa 745 ± 100 kPa
(0 to 29 psi) (108 ± 15 psi)
(B) Steer Right 0 to 200 kPa 1200 ± 170 kPa
(0 to 29 psi) (174 ± 25 psi)
(C) Steer Right 0 to 200 kPa 2060 ± 240 kPa
(0 to 29 psi) (300 ± 35 psi)

9. If the pressures are low in both directions,

increase the engine speed. If the pressures
increase, the problem is in the charge loop.

10. If the pressure is low in one direction only, the

pilot valve may be dirty or worn. Check the pilot
valve for debris or damage.

Steering Motor Rotary Group

g00492490
Illustration 62
Motor Rotary Group
(1) Port plate (5) Compression springs (four) (9) Shims
(2) Cylinder barrel (6) Piston (seven) (10) Cover assembly
(3) Spacer (7) Shaft (11) Ring
(4) Center pin (8) Bearings
88
Testing and Adjusting Section

The steering motor rotary group is divided into a

mechanical drive group (shaft (7), bearings (8),
and cover (10)) and a hydraulic group ( barrel (2),
port plate (1), spacer (3), compression springs (5),
pistons (6), and center pin (4)).

If parts of the motor are serviced, there are two

critical dimensions which should be checked during
assembly of the motor rotary group. Shims (9) on
the mechanical drive and one of the four spacers
(3) on the hydraulic group are used to get the
respective dimensions.

NOTICE
To avoid system damage, make sure that the hydraulic
motor is properly filled with hydraulic oil before start-
up.

Use the following chart for the adjustment

dimensions for servicing the rotary group.
Table 23
Type of Motor Pt. No. Gauge Block Dial Indicator Gauge Block Dial Indicator
Dimension (A) Reading Dimension (B) Reading
Steering 9T-8345 107.3 mm -0.1 mm (-.004 in) 136.5 mm -0.1 to -0.2 mm
(4.224 in) (5.374 in) (-.004 to -.008 in)

Illustration 63
Adjusting Dimensions
(12) Centering pin (tooling)
(A) Distance from ring (11) to shaft (7)
g00492543
(B) Distance from shaft (7) to centering pin (C) Play (spacer (3) to center pin (4))
(12)
 89
Testing and Adjusting Section

40 Degree Motor Displacement Angle

Table 24
Required Tools
Standard Gauge Blocks
8S-2328 Dial Indicator
8T-7760 Measuring Kit
8T-7756 Support

g00492548
Illustration 65
Measurement for Shim Thickness
(14) Support
(15) Cover
(16) Ring location
(17) Shims
(18) Boss

Place support (14) on a surface plate. Position

gauge blocks (13) on the support in order to get
dimension (A). Set the indicator in position over the
g00492547 gauge blocks and zero the dial.
Illustration 64
Dial Indicator Setup
Position the mechanical drive group on support
(13) Gauge blocks
(14) Support (14) so that boss (18) is located over the hole in
the support. Place cover (15) without the seal and
The shim adjustment is necessary in order to without the O-ring on the drive group. Do not install
maintain an exact angle between the center lines of the ring at location (16). Slide the drive group and
drive shaft (7) and center pin (4). The adjustment the support under the dial indicator. Add shims (17)
maintains the proper alignment between barrel (2) in order to get a reading on the indicator between
and pistons (6). 0 and -0.10 mm (0 and -.004 in).
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Testing and Adjusting Section

Lift Off Limitation Place support (19) on a surface plate. Use gauge
blocks (13) to build up dimension (B). Set up the
Table 25 dial indicator and zero.
Required Tools
Motor 9T-8345
Gauge Blocks -

Dial Indicator 8S-2328

8T-7760 Support 8T-7756
Measuring Kit
Cylinder 8T-7764
Centering Pin 8T-7763
Centering Disc 8T-7759
with two screws

The clearance from spacer (3) to pin (4) maintains

the separation between barrel (2) to port plate (1).
The maximum separation limits the leakage during
downhill operation.

The adjustment procedure determines the correct

size of the spacer that is required for the distance
between the center pin and centering pin (12).
Clearance (C) is 0.10 to 0.25 mm (.004 to .010 in).

g00492639
Illustration 67
Spacer Installation
(1) Port plate
(2) Cylinder barrel
(3) Spacer
(20) Wire
(21) Cylinder

Use wire (20) to guide spacer (3) into cylinder

(21). Place center pin in cylinder (21) without
compression springs (5).

NOTICE
In order to avoid damage to center pin (4) and support
(19) in the next step, place measuring kit cylinder (24)
over support and lay cylinder on its side (horizontal).

g00492634
Illustration 66
Dial Indicator Setup
(13) Gauge blocks
(19) Support
 91
Testing and Adjusting Section

Table 26
Motor Spacer Thickness Difference
From
Minimum
Spacer
9T-8345 9T-1650 9.6 mm 0 mm (0 in)
(0.38 inch) Minimum
Spacer
9T-1651 9.7 mm .1 mm
(0.382 inch) (0.004 inch)
9T-1646 9.8 mm .2 mm
(0.386 inch) (0.008 inch)
9T-1648 9.9 mm .3 mm
(0.39 inch) (0.012 inch)

For example, tolerance for dimension (B) is

−0.40 mm (−0.016 inch) on the dial indicator.
Remove the spacer with the minimum thickness and
replace the spacer with a spacer that increases the
indicator reading by 0.20 mm (0.008 inch) in order
to give a dimension (B) of 136.3 mm (5.37 inch).

Once the correct spacer has been selected, center

pin (4) can be removed. Compression springs (5)
can be inserted by using wire (20) as a guide.
g00492668
Illustration 68
Measurement for Spacer Thickness
(1) Port plate
(2) Cylinder barrel
(3) Spacer
(4) Center pin
(12) Centering pin
(19) Support
(22) Centering disc
(23) Lifting screws
(24) Measuring kit cylinder
(25) Centering hole

Insert barrel (2), spacer (3), and center pin (4) into
the centering hole (25) in support (19). Move the
cylinder into a vertical position. Insert centering
pin (12) in port plate (1) and barrel (2). Position
centering disc (22) and lifting screws (23) over
the port plate. Slide the assembly under the dial
indicator.

The dial indicator must read -0.10 and -0.20 mm

(-.004 to -.008 in). The motor has four different sizes
of spacers. There is a minimum spacer size. Read
the dial indicator and select the correct spacer.

g00492802
Illustration 69
Installation of the Compression Springs
(5) Compression springs
(20) Wire
92
Index Section
Index
B O
Bulldozer Lift Control Valve.................................... 30
FLOAT Position .................................................. 32
HOLD Position ................................................... 32
Load Check Valve .............................................. 33
LOWER Position ................................................ 32
Makeup Valve..................................................... 33
QUICK-DROP Position ...................................... 32
RAISE Position .................................................. 32
Bulldozer Tilt Control Valve.................................... 33
HOLD Position ................................................... 35
Load Check Valve .............................................. 35
Pressure Limiter Valve Operation ...................... 35
TILT LEFT Position ............................................ 35
TILT RIGHT Position .......................................... 35
C
Charging Valve ...................................................... 17
D Load Check Valve ..............................................
Dual Tilt Control Valve ........................................... 36
Dual Tilt Operation ............................................. 37
Single Tilt Operation .......................................... 38
Tip Operation ..................................................... 38
G Makeup Valve.....................................................
General Information................................................. 4
H S
Hydraulic Oil Cooler................................................. 4
Oil Cooler Bypass Valve ...................................... 4
Hydraulic Pump - Piston .......................................... 5
Destroking............................................................ 9
High Pressure Stall (Cutoff) ............................... 12
Low Pressure Standby ....................................... 10
Upstroking............................................................ 7
I Pressure Compensator Valve ............................ 21
Implement Control Valve ....................................... 15
Implement Hydraulic System................................. 14
Important Safety Information ................................... 2
Inlet Manifold ......................................................... 16
M
Main Relief Valve ................................................... 16
Oil Filter (Steering Charge Loop) .......................... 29
P
Pin Puller Hydraulic System .................................. 44
Pressure Control Valve .......................................... 45
Q
Quick-Drop Valve................................................... 47
Bulldozer Quick Lower ....................................... 50
Bulldozer Raise.................................................. 48
Bulldozer Slow Lower......................................... 49
R
Ripper Lift Control Valve ........................................ 39
HOLD Position ................................................... 41
41
LOWER Position ................................................ 41
Makeup Valve..................................................... 41
RAISE Position .................................................. 41
Ripper Tip Control Valve........................................ 41
HOLD Position ................................................... 43
Line Relief Valve ................................................ 43
Load Check Valve .............................................. 43
43
TIP IN Position ................................................... 43
TIP OUT Position ............................................... 43
Steering Motor....................................................... 28
Steering Pilot Valve ............................................... 27
NEUTRAL Position ............................................ 28
STEER LEFT Position ....................................... 28
STEER RIGHT Position ..................................... 28
Steering Pump....................................................... 18
Charge Pump..................................................... 22
Charge Pump Relief Valve................................. 20
Crossover Relief and Makeup Valves ................ 22
Pump Control Valve ........................................... 23
Pump Feedback Linkage ................................... 25
Pump Stroking Actuators ................................... 26
Systems Operation Section ..................................... 4
T
Table of Contents..................................................... 3
 93
Index Section

Testing and Adjusting ............................................ 52

Compensator Valve Adjustments....................... 73
Diagnostic Instrument Tests for the Implement
Hydraulic System ............................................. 70
Diagnostic Instrument Tests for the Steering
Hydraulic System (7TL).................................... 76
Hydraulic Steering Pump and System Problem
List.................................................................... 55
Implement and Steering Hydraulic System
(7TL)................................................................. 52
Implement Hydraulic System (8BL) ................... 59
Implement Operation Checks ............................ 64
Implement Pump and System Problem List....... 57
Implement Pump Discharge Pressure Tests...... 72
Procedure .................................................... 52, 60
Steering Motor Rotary Group............................. 87
Steering Operation Checks (7TL) ...................... 67
Steering Pilot Valve............................................ 85
Troubleshooting............................................ 53, 61
Visual Checks .............................................. 52, 60
Testing and Adjusting Section ............................... 52
94
Index Section
 95
Index Section
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