RENR7094

March 2006

Specifications
Systems Operation
Testing and Adjusting
D7R Series II Track-Type Tractor
Power Train
AEC1500-Up (Machine)
ABJ1500-Up (Machine)
AGN1500-Up (Machine)
 i01658146

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.

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.
RENR7094
Table of Contents
Specifications Section
Torque Divider ........................................................ 4
Gear Pump (Power Train) ....................................... 5
Relief Valve (Torque Converter Outlet) ................... 6
Relief Valve (Torque Converter Inlet) ...................... 7
Transmission Hydraulic Control ............................. 8
Relief Valve (Main) .................................................. 9
Modulating Valve (Transmission) ............................ 9
Oil Filter (Power Train) ............................................ 9
Magnetic Screen (Transmission) .......................... 10
Steering and Transmission Control ........................ 11
Transmission ........................................................ 12
Transmission Mounting ......................................... 13
Bevel and Transfer Gears .................................... 14
Drive Shaft ........................................................... 15
Control Valve (Brake) ............................................ 16
Decelerator Pedal and Brake Pedal ..................... 17
Steering Differential and Brakes ........................... 18
Final Drive ............................................................ 19
Equalizer Bar ....................................................... 21
Track Roller Frames ............................................ 22
Pivot Shaft ........................................................... 22
Recoil Group ........................................................ 23
Track Carrier Rollers (If Equipped) ....................... 24
Track Rollers ........................................................ 24
Idlers (Track) ........................................................ 25
Track Roller Guard (If Equipped) .......................... 26
Track Guide Guard (If Equipped) .......................... 26
Track Guide Guard (If Equipped) .......................... 26
Tracks .................................................................. 27
Systems Operation Section
General Information ..............................................
Power Train Hydraulic System .............................
Electronic Control System Components ...............
Magnetic Screen ..................................................
Gear Pump (Power Train) .....................................
Oil Cooler (Power Train) .......................................
Relief Valve (Main) ................................................
Accumulator .........................................................
Torque Divider ......................................................
Relief Valve (Torque Converter Inlet) (Lubrication
Distribution Manifold) ..........................................
Relief Valve (Torque Converter Outlet) .................
Transmission ........................................................
Transmission Hydraulic Control ...........................
Transmission Lubrication .....................................
Oil Filter (Power Train) ..........................................
Transfer and Bevel Gears ....................................
Brake Control Valve .............................................
Steering Differential and Brake ............................
Final Drive ............................................................
Undercarriage ......................................................
Pivot Shaft ...........................................................
Equalizer Bar .......................................................
Track Roller Frame ..............................................
Tracks ..................................................................
3
Table of Contents
Track Carrier Roller .............................................. 77
Track Idler ............................................................ 78
Track Roller .......................................................... 78
Testing and Adjusting Section
Testing and Adjusting
Schematic ............................................................. 80
Machine Preparation ............................................. 83
Pressure Charts .................................................... 86
Pressure Taps ....................................................... 87
Transmission Controls .......................................... 88
Brake Pressure - Test ........................................... 90
Relief Valve (Main) - Adjust .................................. 93
Relief Valve (Torque Converter Inlet) Pressure - Test
and Adjust ........................................................... 95
Relief Valve (Torque Converter Outlet) Pressure -
Test and Adjust ................................................... 96
Accumulator - Test ................................................ 97
Track - Adjust ...................................................... 100
Flywheel Lubrication Oil Pressure - Test ............ 101
Transmission Lubrication Oil Pressure - Test ..... 102
Speed Sensor - Adjust (Output Speed of the Torque
Converter) ......................................................... 104
Troubleshooting
Symptom List ...................................................... 105
Troubleshooting Procedures ............................... 105
Visual Inspection ................................................. 107
Brake Troubleshooting ......................................... 110
Hour Meter Troubleshooting ................................ 113
Machine Troubleshooting ..................................... 114
Oil (Air in Oil) Troubleshooting ............................. 116
Oil Pressure Troubleshooting .............................. 117
Oil Temperature Troubleshooting ......................... 119
Software Troubleshooting ................................... 121
Torque Converter Troubleshooting ..................... 122
Transmission Clutch Troubleshooting ................. 122
28
Transmission Troubleshooting ............................ 125
30
32
34 Index Section
34
36 Index ................................................................... 142
37
37
38
40
41
41
49
51
52
53
54
58
69
70
71
73
74
75
4 RENR7094
Specifications Section

Specifications Section
i02516218

Torque Divider
SMCS Code: 3113
Part No.: 273-4944

g00717858
Illustration 1

(1) Torque for six bolts that hold the retainer to the
housing ......................... 50 ± 7 N·m (37 ± 5 lb ft)
RENR7094 5
Specifications Section

(2) Apply 9S-3263 Thread Lock Compound to the i02466393

threads of eight bolts that hold the stator to the
carrier. Torque for the bolts ............... 40 ± 5 N·m Gear Pump (Power Train)
(30 ± 4 lb ft)
SMCS Code: 3066
(3) Torque for 24 bolts that hold the impeller to the
Part No.: 270-1762
housing ......................... 50 ± 7 N·m (37 ± 5 lb ft)

(4) Depth from the face of the carrier for installation

of the seal .... 2.5 ± 0.5 mm (0.098 ± 0.020 inch)

(5) Lubricate the lip of the seal with SAE 30 oil.

(6) Torque for eight bolts that hold the carrier to the
impeller ......................... 50 ± 7 N·m (37 ± 5 lb ft)

(7) Lubricate the bore lightly with clean oil for the
power train.

(8) Torque for one bolt that holds the yoke to the
shaft ........................ 115 ± 15 N·m (85 ± 11 lb ft)

(9) Outside diameter of the shaft at the bearing area

........ 44.437 ± 0.013 mm (1.7495 ± 0.0005 inch)

Inside diameter of the bearings after installation

........ 44.551 ± 0.039 mm (1.7540 ± 0.0015 inch)

(10) Torque for eight bolts .. 50 ± 7 N·m (37 ± 5 lb ft)

(11) Inside diameter of the planetary gears

........ 34.399 ± 0.008 mm (1.3543 ± 0.0003 inch)

(12) Diameter of the planetary shafts

........ 26.439 ± 0.005 mm (1.0409 ± 0.0002 inch)

Table 1

Clearance Diameter
Running(1)
Between the Across the
Clearance
Components Components
1.76 to 1.94 mm 0.88 to 0.97 Illustration 2
g01205905
(A) new (0.070 to 0.077 mm (0.035 to
Stator inch) 0.039 inch)
and Torque for two studs in the case and frame
Turbine 100% 2.15 mm 1.08 mm ....................................... 30 ± 5 N·m (22 ± 4 lb ft)
worn (0.085 inch) (0.043 inch)
1.17 to 1.32 mm 0.59 to 0.66 (1) Apply 6V-6640 Sealant to the bore for the seal
(B) new (0.046 to 0.052 mm (0.023 to and the bore for the plug. Install the plug to the
Stator inch) 0.026 inch) following depth. .......................... 1.25 ± 0.25 mm
and (0.05 ± 0.010 inch)
Impeller 100% 1.54 mm 0.77 mm
worn (0.060 inch) (0.030 inch) (2) Lubricate the lip of the seal with SAE 30W oil.
(1) Half the clearance across the diameter
(3) Torque for four bolts that hold the cage to the
cover ............................. 30 ± 4 N·m (22 ± 3 lb ft)

Note: Lubricate the pump with oil before operation.

The pump must turn freely before installation and
after installation. Assemble the pump to the case of
the case and frame.
6 RENR7094
Specifications Section

(8) Original bore of the bearings

........ 31.786 ± 0.008 mm (1.2514 ± 0.0003 inch)

i01584582

Relief Valve (Torque Converter

Outlet)
SMCS Code: 3133
Part No.: 9W-5596

g01205909
Illustration 3

Table 2

Section(1) A B C
Torque Illustration 4
g00409321
Converter
Torque Transmission
and
Function Converter Charge Pump (1) 5M-9623 Spacer
Transmission
Charge Section
Scavenge
Section
Thickness of one spacer .. 0.90 mm (0.035 inch)
Outside diameter .................... 20.62 ± 0.25 mm
135 L/min 50 L/min 102 L/min (0.812 ± 0.010 inch)
Output (35 US (13.21 US (26.95 US Pressure increase per spacer ... 20 kPa (2.9 psi)
gpm) gpm) gpm)
RPM 1800 1800 900 (2) 9W-5595 Inner Spring
1035 kPa 2760 kPa 70 kPa Length under test force .. 43.26 mm (1.703 inch)
Pressure
(150 psi) (400 psi) (10 psi) Test force ........... 98.26 ± 4.9 N (22.09 ± 1.10 lb)
(1) Rotation is counterclockwise in all sections. Free length after test ..... 56.21 mm (2.213 inch)
Outside diameter ............ 15.88 mm (0.625 inch)
(4) Clearance is between the gears and
the cover. Section (C) is the original (3) 7M-1297 Outer Spring
dimension. ............................. 0.104 ± 0.043 mm Length under test force ...... 50.8 mm (2.00 inch)
(0.0041 ± 0.0017 inch) Test force ......................... 175 ± 15 N (40 ± 3 lb)
Free length after test ......... 75.7 mm (2.98 inch)
(5) Clearance is between the gears and Outside diameter ............ 22.35 mm (0.880 inch)
the body. Section (B) is the original
dimension. ............................. 0.086 ± 0.021 mm Pressure Test
(0.0034 ± 0.0008 inch)
Pressure Setting ........ 414 ± 14 kPa (60 ± 2 psi)
(6) Clearance is between the gears and Flow rate for above test .......... 106.0 ± 0.8 L/min
the cover. Section (A) is the original (28.0 ± 0.2 US gpm)
dimension. .............................. 0.115 ± 0.033 mm Back pressure .................................................. 0
(0.0045 ± 0.0013 inch)

(7) Original diameter of the

shafts ................................... 31.742 ± 0.005 mm
(1.2497 ± 0.0002 inch)
RENR7094 7
Specifications Section

i02411338

Relief Valve (Torque Converter

Inlet)
SMCS Code: 3133-IL
Part No.: 263-9949

g01205373
Illustration 5

(1) Use SAE 10 oil that is 50 °C (122 °F) to test the

relief valve.
Cracking pressure .. 900 ± 70 kPa (130 ± 10 psi)
Maximum Override pressure at 120 L/min
(32 US gpm) ......................... 1100 kPa (160 psi)
Minimum Reset pressure ........ 760 kPa (110 psi)

(2) Torque for the plug .... 14 ± 4 N·m (124 ± 35 lb in)

(3) Depth from the face of the manifold for installation

of the orifice ............................... 1.25 ± 0.25 mm
(0.05 ± 0.001 inch)
8 RENR7094
Specifications Section

i02506894

Transmission Hydraulic
Control
SMCS Code: 3073
Part No.: 265-5278

g01254955
Illustration 6

(1) Main relief valve
(2) Torque for four bolts ....... 48 ± 4 N·m (35 ± 3 lb ft)
(3) Transmission output speed sensors
(8) Lubricate the lip of the seal with the lubricant that
is being sealed.
(9) Torque for nut ................. 9 ± 1 N·m (80 ± 9 lb in)

(4) Torque for nuts that hold the coil assemblies in

place ................... 13.0 ± 1.5 N·m (115 ± 13 lb in)

(5) Torque for ten bolts ... 30 ± 4 N·m (265 ± 35 lb in)

(6) Torque for five hydraulic fittings ......... 14 ± 4 N·m

(124 ± 35 lb in)

(7) Modulating valves ........................................ Five

RENR7094 9
Specifications Section

i02466396 i02506937

Relief Valve (Main) Modulating Valve

SMCS Code: 5069
(Transmission)
Part No.: 213-4540 SMCS Code: 3139
Part No.: 220-4324

g01161451
Illustration 7

g01254975
(1) Torque for plug .......... 85 ± 10 N·m (65 ± 7.0 lb ft) Illustration 8

(2) Torque for six bolts ....... 30 ± 4 N·m (22 ± 3 lb ft) (1) Torque for nut ........ 13 ± 1.5 N·m (115 ± 13 lb in)

(3) 4M-2381 Spring

i02466407

Length under test force .. 12.19 mm (0.480 inch)

Test force ........... 2.30 ± .18 N (0.517 ± 0.041 lb)
Oil Filter (Power Train)
Free length after test ..... 22.60 mm (0.890 inch)
SMCS Code: 3067
Outside diameter .............. 7.62 mm (0.300 inch)
Part No.: 260-7604
(4) 106-9212 Spring
Length under test force ...... 62.0 mm (2.44 inch)
Test force ....................... 530 ± 30 N (120 ± 5 lb)
Free length after test ..... 78.07 mm (3.074 inch)
Outside diameter .............. 19.0 mm (0.748 inch)

(5) Torque for nut .......... 18 ± 4 N·m (160 ± 35 lb in)

(6) Torque for plug ............ 23 ± 2 N·m (17 ± 2.0 lb ft)

g01205951
Illustration 9

Bypass valve setting ......... 345 ± 21 kPa (50 ± 3 psi)

(1) 133-2198 Spring

Length under test force ..... 54.41 mm (2.14 inch)
Test force .......... 58.18 ± 2.91 N (13.08 ± 0.65 lb)
10 RENR7094
Specifications Section

Free length after test ........ 68.95 mm (2.72 inch)

Outside diameter ................... 16 mm (0.63 inch)

(2) 7M-1297 Spring

Length under test force ......... 50.8 mm (2.0 inch)
Test force ...... 175.88 ± 14.06 N (39.54 ± 3.16 lb)
Free length after test ........ 75.69 mm (2.98 inch)
Outside diameter ............ 22.35 mm (0.880 inch)

(3) Torque for the switch ... 80 ± 10 N·m (60 ± 7 lb ft)

(4) Lubricate the seal with the oil that is being sealed
prior to installation.

(5) Torque for the filter housing ............... 55 ± 5 N·m

(40 ± 4 lb ft)

i02466477

Magnetic Screen
(Transmission)
SMCS Code: 3067
Part No.: 231-4166

g00404918
Illustration 10

(1) Torque for nuts .............. 30 ± 5 N·m (22 ± 4 lb ft)

(2) The end of the screen with the part number and
the note must be assembled in the indicated
position.
RENR7094 11
Specifications Section

i01059824

Steering and Transmission

Control
SMCS Code: 3033

g00412068
Illustration 11

(1) Torque for two bolts ...... 25 ± 6 N·m (18 ± 4 lb ft) 3. Place a punch in the blind hole in collar (CC).
Angle the punch off-center in the clockwise
(2) Torque for three bolts .... 25 ± 6 N·m (18 ± 4 lb ft) direction. Hit the punch sharply with a hammer.

(3) Torque for one bolt ........ 25 ± 6 N·m (18 ± 4 lb ft) 4. Tighten the setscrew in collar (CC).

(4) Align the timing mark on the tube with the cut in
the lever.

Procedure for Assembly of the

Bearing and of the Collar
1. Install bearing (AA), two flanges (BB), and collar
(CC). Orient the control assembly with the tiller
at the top.

2. Rotate collar (CC) clockwise. Lock the eccentric

groove in the collar with bearing (AA).
12 RENR7094
Specifications Section

i02466479

Transmission
SMCS Code: 3030
Part No.: 223-5981

g01254980
Illustration 12

Reference: Guideline For Reusable Parts, Thickness of one new 6Y-5911 Disc
SEBF8014, “Guideline For Reusable Parts: .................. 5.59 ± 0.10 mm (0.220 ± 0.004 inch)
Identification And Applications Of Transmission Thickness of one new 6I-8500 Plate
Clutch Plates.” .................. 5.00 ± 0.08 mm (0.197 ± 0.003 inch)

(1) Thickness of four friction discs and three (3) Thickness of two friction discs and one plate for
plates for the No. 1 clutch and for the No. 2 the No. 4 clutch ....................... 16.18 ± 0.28 mm
clutch ...... 37.36 ± 0.56 mm (1.471 ± 0.021 inch) (0.637 ± 0.011 inch)

Thickness of one new 9P-7390 Disc Thickness of one new 6Y-5911 Disc
.................. 5.59 ± 0.08 mm (0.220 ± 0.003 inch) .................. 5.59 ± 0.10 mm (0.220 ± 0.004 inch)
Thickness of one new 8P-2051 Plate Thickness of one new 6I-8500 Plate
.................. 5.00 ± 0.08 mm (0.197 ± 0.003 inch) .................. 5.00 ± 0.08 mm (0.197 ± 0.003 inch)

(2) Thickness of three friction discs and two plates (4) Thickness of four friction discs and three plates
for the No. 3 clutch ................. 26.77 ± 0.46 mm for the No. 5 clutch ................. 31.80 ± 0.64 mm
(1.054 ± 0.018 inch) (1.251 ± 0.025 inch)
RENR7094 13
Specifications Section

Thickness of one new 6Y-5912 Disc

.................. 4.95 ± 0.10 mm (0.195 ± 0.004 inch)
Thickness of one new 8P-1964 Plate
.................. 4.00 ± 0.08 mm (0.157 ± 0.003 inch)

(5) Lubricate each groove and the O-ring seal with

oil immediately before the assembly of each
bearing.

(6), (7) Torque for 10 bolts .. 115 ± 7 N·m (85 ± 5 lb ft)

(8) 4M-9592 Spring

Quantity .......................................................... 20
Length under test force .. 34.93 mm (1.375 inch)
Test force ................. 117 ± 6 N (26.30 ± 1.35 lb)
Free length after test ....... 44.7 mm (1.760 inch)
Outside diameter ............ 14.27 mm (0.562 inch)

(9) 3K-2511 Dowel

Quantity .......................................................... 10 g01206299
Length .......................... 176.23 mm (6.938 inch) Illustration 13
Outside diameter ................. 12.637 ± 0.013 mm
(0.4975 ± 0.0005 inch) (17) Torque for three plugs .................. 105 ± 10 N·m
(77 ± 7.5 lb ft)
(10) Diameter of the shafts for the planetary gears
........ 26.439 ± 0.005 mm (1.0409 ± 0.0002 inch) i02412074

(11) Inside diameter of the planetary gears Transmission Mounting

........ 34.399 ± 0.008 mm (1.3543 ± 0.0003 inch)
SMCS Code: 3030
(12) Diameter of the shafts for the planetary gears
........ 35.255 ± 0.006 mm (1.3880 ± 0.0002 inch) Part No.: 276-4798

(13) Inside diameter of the planetary gears

........ 43.221 ± 0.008 mm (1.7016 ± 0.0003 inch)

(14) 7H-7658 Spring

Quantity .......................................................... 10
Length under test force .................... 105.56 mm
(4.156 inch)
Test force ................. 187 ± 15 N (42.0 ± 3.25 lb)
Free length after test ..... 140.5 mm (5.532 inch)
Outside diameter ................ 14.2 mm (0.56 inch)

(15) Inside diameter of the planetary

gears .................................... 44.666 ± 0.008 mm
(1.7585 ± 0.0003 inch)

(16) Diameter of the shaft for the planetary

gears .................................... 33.523 ± 0.005 mm
(1.3198 ± 0.0002 inch)

g00412044
Illustration 14

(1) Torque for 22 bolts .. 105 ± 20 N·m (77 ± 15 lb ft)

(2) Torque for four bolts ...................... 270 ± 40 N·m

(200 ± 30 lb ft)
14
Specifications Section
i02412235
Bevel and Transfer Gears
SMCS Code: 3011; 3256
Part No.: 162-6874
g01206376
Illustration 15
(1) Torque for six bolts ....................... 135 ± 20 N·m
(100 ± 15 lb ft)
(2), (9) Use the needed shims at these positions.
End play for gear ...................... 0.10 ± 0.05 mm
(0.004 ± 0.002 inch)
Note: See “Procedure to Adjust Lower Transfer Gear
Bearings”.
(3) Torque for six bolts ....................... 135 ± 20 N·m
(100 ± 15 lb ft)
(4) Torque for 12 bolts ........................ 270 ± 40 N·m
(200 ± 30 lb ft)
Note: Use the following torque for the four bolts
that hold the transmission mounting brackets:
......................270 ± 40 N·m (200 ± 30 lb ft)
(5) Torque for bolt ....... 270 ± 40 N·m (200 ± 30 lb ft)
(6) Torque for six bolts ....................... 135 ± 20 N·m
(100 ± 15 lb ft)
(7) Before you install the lip seal, coat the bore.
Coat the surface which contacts the retainer.
Apply 7M-7260 Liquid Gasket. Allow the gasket
material to dry. Do NOT apply gasket material
to the lip seal case. Lubricate the seal of the
lip with SAE 30 oil.
RENR7094
(8) Torque for four bolts .... 55 ± 10 N·m (41 ± 7 lb ft)
g01206379
Illustration 16
(10) Apply 5P-3931 Anti-Seize Compound on the
threads and tighten the nut. Torque for the nut
............................... 612 ± 68 N·m (450 ± 50 lb ft)
(11) Torque for six bolts ...................... 135 ± 20 N·m
(100 ± 15 lb ft)
(12) Adjust the backlash (free play) between
the pinion and the bevel gear. Use (12)
needed shims. Backlash for pinion gear
........................................ 0.30 + 0.12 − 0.10 mm
(0.012 + 0.005 − 0.004 inch)
Note: See “Procedure to Adjust End Play of Bevel
Pinion Bearings”.
Note: Use bolt (A) of an appropriate selection
through the case. Tighten the bolt to 7 N·m (62 lb in).
Position the bevel and transfer gear group so that the
bevel gear shaft is in the vertical position with the
bevel gear at the bottom. Add shims (12) in order to
reduce the backlash or remove the shims in order
to increase the backlash.
NOTICE
Make sure the set screw that holds the pinion gear in
place (for backlash checks) is removed when adjust-
ments are complete.
(13) Torque for 12 bolts ...................... 475 ± 60 N·m
(350 ± 40 lb ft)
Procedure to Adjust Lower Transfer
Gear Bearings
1. Make sure that the bearing cups and the cones are
seated correctly. Use a 0.038 mm (0.0015 inch)
shim or a standard feeler gauge.
2. Assemble the input gear in a vertical position in the
case. Install the bearing cage without shims (9).
RENR7094 15
Specifications Section

3. Install two bolts with two washers on opposite 8. Rotate or oscillate the pinion for three full turns.
sides of the gear. Torque the bolts again to 9.0 N·m (80 lb in).

4. Use 4.5 N·m (40 lb in) increments to alternately 9. Measure the space between the case and the
torque the two bolts to 13.5 N·m (120 lb in). outside diameter of the cage. Measure this space
Loosen the bolts. Then finger tighten the bolts. by the flange next to each bolt.

5. Torque the bolts to 4.5 N·m (40 lb in).
6. Rotate the input gear for three full turns.
7. Torque the bolts to 9.0 N·m (80 lb in) and repeat
Step 6. Torque the bolts to 9.0 N·m (80 lb in).
8. Measure the space between the case and the
outside diameter of the bearing cage flange next
to each bolt.
9. Add the dimensions from Step 8 and divide by two.
10. Add the measurements from Step 9 and divide
by two.
11. Add 0.43 mm (0.017 inch) to the dimension from
Step 10.
12. Use shims at location (2) in order to equal the
dimension from Step 11.
13. Install the bolts and washers. Torque the bolts
to 135 ± 20 N·m (100 ± 15 lb ft). Check end play
with a dial indicator.

10. Add 0.36 mm (0.014 inch) to the dimension from

i01361881
Step 9.

Note: Repeat Steps 2 through 10 if the dimension

Drive Shaft
from Step 10 is questionable or if the bearing SMCS Code: 3253
adjustment is questionable. If the second dimension
is within 0.05 mm (0.002 inch) of the original
dimension, use the smaller dimension.

11. Use shims at location (9) in order to equal the

dimension from Step 10.

12. Install the bearing cage, shims, bolts, and

washers. Torque the bolts to 135 ± 20 N·m
(100 ± 15 lb ft). Check end play with a dial
indicator.

Procedure to Adjust End Play of

Bevel Pinion Bearing
g00708745
Illustration 17
1. Make sure that the bearing cups are seated
against the shoulders in the case and that the (1) Torque for eight bolts between the bearing and
bearing cones are seated against the shoulders the flange ............... 135 ± 20 N·m (100 ± 15 lb ft)
of the pinion shaft. Use a 0.038 mm (0.0015 inch)
shim or a standard feeler gauge. (2) Torque for eight bolts between the bearing and
the yoke ................. 135 ± 20 N·m (100 ± 15 lb ft)
2. Place the pinion in a vertical position. Install the
cage in the case without shims (2).

3. Install two bolts with two washers on opposite

sides of the gear.

4. Use 4.5 N·m (40 lb in) increments to alternately

torque the two bolts to 13.5 N·m (120 lb in).
Loosen the bolts. Then finger tighten the bolts.

5. Torque the bolts to 4.5 N·m (40 lb in).

6. Rotate or oscillate the pinion for three full turns.

7. Torque the bolts to 9.0 N·m (80 lb in).

16 RENR7094
Specifications Section

i02466509 (5) Torque for four mounting bolts ........... 55 ± 4 N·m

(40 ± 3 lb ft)
Control Valve (Brake)
(6) Torque for six bolts ....... 30 ± 4 N·m (22 ± 3 lb ft)
SMCS Code: 4265
(7) Torque for two plugs ..... 50 ± 7 N·m (37 ± 5 lb ft)
Part No.: 201-7274
(8) 108-4430 Spring
Quantity ........................................................... 2
Length under test force .... 19.51 mm (0.77 inch)
Test force ....... 39.12 ± 2.22 N (8.795 ± 0.499 lb)
Free length after test ....... 39.27 mm (1.55 inch)
Outside diameter .............. 20.83 mm (0.82 inch)

(9) 188-7067 Spring

Quantity ........................................................... 2
Length under test force .. 37.16 mm (1.463 inch)
Test force ................. 1516 ± 132 N (341 ± 30 lb)
Free length after test ............ 47 mm (1.85 inch)
Outside diameter ................ 29.5 mm (1.16 inch)

(10) Torque for one plug ..... 50 ± 5 N·m (37 ± 4 lb ft)

(11) 137-8793 Spring

Quantity ........................................................... 1
Length under test force .... 30.55 mm (1.20 inch)
Test force ................. 63.0 ± 3.2 N (14.2 ± 0.7 lb)
Free length after test ....... 38.65 mm (1.52 inch)
Outside diameter .............. 15.60 mm (0.61 inch)

(12) Torque for one plug ..................... 5.5 ± 0.5 N·m

(49 ± 4 lb in)

(13) Torque for one solenoid valve ......... 50 ± 5 N·m

(37 ± 4 lb ft)

(14) Torque for one nut .................... 13.0 ± 1.5 N·m

(9.5 ± 1 lb ft)

Pressure Test
Pressure Setting ....................... 2860 ± 240 kPa
(415 ± 35 psi)
Flow rate for above test .. 25 L/min (6.6 US gpm)
Supply pressure ..... 3100 ± 50 kPa (450 ± 7 psi)
g01205781 Power for above test ................ 1.10 ± 0.01 amp
Illustration 18
Maximum leakage ...... 2.0 L/min (0.53 US gpm)
(1) Torque for nuts that hold the coil
assemblies .............. 9.5 ± 1.5 N·m (84 ± 13 lb in)

(2) Torque for two solenoid valves ......... 50 ± 5 N·m

(37 ± 4 lb ft)

(3) Torque for four bolts ...... 30 ± 4 N·m (22 ± 3 lb ft)

(4) Torque for two fittings ... 37 ± 7 N·m (27 ± 5 lb ft)

RENR7094 17
Specifications Section

i01788974

Decelerator Pedal and Brake

Pedal
SMCS Code: 1276; 4251

g00718735
Illustration 19

Adjust the Brake Pedal 5. Drive bearings on the stamped end only.

1. Adjust setscrew (2) so that the actuation of switch 6. Use the tread on the surface of the pedals to
(7) is at the correct percent duty cycle of control align both of the pedals. At the same time, keep
(8). the saw cut in the pedals roughly in line with the
timing mark on the shaft.
2. Obtain the correct reading for the percent duty
cycle while brake pedal (1) is in the rest position
(fully up position).

Add 19 to the reading. The result will be the correct

actuation point for the switch. The switch should
always activate within ± 1 of that calculation.

3. Apply 4C-4030 Thread Lock Compound to the

threads of the bolts that hold the sensor in place.

4. Install the lip seals 1 ± 0.5 mm

(0.0394 ± 0.0197 inch) below the face.
18 RENR7094
Specifications Section

i02412547

Steering Differential and

Brakes
SMCS Code: 4129; 4130
Part No.: 231-5968, 231-5990

g01205823
Illustration 20

(1) Thickness of four new friction discs and three
new clutch plates .................... 28.50 ± 0.95 mm
(1.115 ± 0.037 inch)
Thickness of new 6Y-9373 Disc
.................. 4.70 ± 0.18 mm (0.185 ± 0.007 inch)
Thickness of new 7T-6994 Plate
.......... 3.175 ± 0.075 mm (0.1250 ± 0.0030 inch)
Note: Measure the backlash on three equally spaced
teeth.
(7) Inside diameter of new planetary gear
........ 51.948 ± 0.010 mm (2.0452 ± 0.0004 inch)
(8) Diameter of new planetary shaft
........ 42.395 ± 0.006 mm (1.6691 ± 0.0002 inch)

(5) Apply 5P-3413 Sealant before you install the (9) Inside diameter of new planetary gear
four plugs. ........ 58.298 ± 0.010 mm (2.2952 ± 0.0004 inch)

(6) Use the required shims in order to (10) Diameter of new planetary shaft
provide the following backlash in the bevel ........ 42.395 ± 0.008 mm (1.6691 ± 0.0003 inch)
gears. ..................................... 0.210 ± 0.075 mm
(0.0083 ± 0.0030 inch)
RENR7094 19
Specifications Section

(12) Thickness of four new friction discs and three Procedure for the Preload Torque
new brake plates .................... 28.50 ± 0.95 mm
(1.115 ± 0.037 inch)
of the Carrier Bearings
1. Gradually tighten three equally spaced bolts (2).
Thickness of new 6Y-9373 Disc
Then, check the torque. Measure the torque by
.................. 4.70 ± 0.18 mm (0.185 ± 0.007 inch)
rotation of the planetary carrier within the bearings.
Thickness of new 7T-6994 Plate
The correct preload torque is 2.25 to 4.0 N·m
.......... 3.175 ± 0.075 mm (0.1250 ± 0.0030 inch)
(20 to 35 lb in).
(13) Apply 5P-3413 Sealant to the flanges which
2. Measure the gap between plate (3) and carrier
contact the carriers.
housing (17). Select a shim pack (4) of equal
thickness to the measurement.
(14) Inside diameter of new planetary gear
........ 51.948 ± 0.010 mm (2.0452 ± 0.0004 inch)
3. Remove bolts (2) and install shim pack (4).
(15) Diameter of new planetary shaft
4. Install bolts (2) and tighten the bolts.
........ 42.395 ± 0.008 mm (1.6691 ± 0.0003 inch)
5. Measure the torque and adjust the torque again
(16) Torque for three bolts .................... 50 ± 10 N·m
in Step 1.
(37 ± 7 lb ft)

Procedure for the Preload Torque i02466518

of the Pinion Bearings Final Drive

1. Gradually tighten nut (11). Then, check the torque. SMCS Code: 4050
Measure the torque by rotation of the pinion
within the bearings. The correct preload torque is
0.3 to 1.35 N·m (2.66 to 12.0 lb in).

2. Bend the tab on the lockwasher into the slot on

the nut.

g00438923
Illustration 21

(1) Torque for 26 bolts ........................ 800 ± 90 N·m

(590 ± 70 lb ft)
20 RENR7094
Specifications Section

(2) Rubber toric seals must be clean and dry at

assembly. All surfaces that contact the toric seals
must be clean and dry at assembly. At assembly,
apply a thin film of oil to the contacting surfaces
of the metal seal. Seal rings must be assembled
squarely with the bore. The toric ring must not
bulge and the toric ring must not be twisted.
Refer to 6Y-0300 Installation Instructions for
Conventional Duo-Cone Seal Assemblies.

Note: Low Ground Pressure (LGP) machines have

an inner spindle (3) that is wider than the spindle
on the standard machines. Both machines have
the same specifications and the same installation
procedures.

Note: Be sure that there is metal to metal contact

between retainer (4) and spindle (3) before the bolts
are tightened.

(5) Torque for 15 bolts ........................ 135 ± 20 N·m

(100 ± 15 lb ft)

(6) Torque for 29 bolts ........................ 430 ± 60 N·m

(320 ± 40 lb ft)

(7) Torque for six bolts ..... 50 ± 10 N·m (37 ± 7 lb ft)

(8) Torque for plug .......... 105 ± 10 N·m (75 ± 5 lb ft)

(9) Apply SAE 30W oil to 25 bolts and 25 washers.

Initial torque .......... 300 ± 50 N·m (220 ± 40 lb ft)

Then, tighten the sprocket bolts by an additional

120° turn.
Minimum torque after the additional 120° turn
.............................................. 570 N·m (420 lb ft)

(10) Lubricate the seal surfaces with SAE 50 oil.

Then install the seal.
RENR7094 21
Specifications Section

i02466520

Equalizer Bar
SMCS Code: 7206

g00445023
Illustration 22

(1) Apply 129-1938 Desert Gold Grease to the
front bore of the equalizer bar saddle. Then
apply 129-1938 Desert Gold Grease on the rear
portion of the pin for the equalizer bar. Do not
apply Desert Gold Grease to the bearing area.
(2) Install the equalizer bar with the word “FRONT”
toward the front of the machine.
(6) Apply a light coating of gear oil to seal surfaces
before installation.
Note: Low Ground Pressure (LGP) machines have a
wider equalizer bar. Both machines have the same
specifications and the same installation procedures.

(3) Apply 7M-7456 Compound to these surfaces

of the equalizer bar before installation of the
six seals. Install the seals with the part number
toward the outside of the equalizer bar.

(4) Add SAE 90W gear oil through fitting until the oil
covers the hex on the fitting. Refill after operating
the machine once.

(5) Apply 4C-4030 Thread Lock to threads on eight

setscrews.
22 RENR7094
Specifications Section

i01788706

Track Roller Frames

SMCS Code: 4151

g00445959
Illustration 23

(1) Length of dowel after assembly ........ 22 ± 1 mm (5) Diameter of bearing after assembly
(0.87 ± 0.04 inch) ............... 304.65 ± 0.18 mm (11.99 ± 0.007 inch)

(2) Apply 6V-6640 Sealant to these surfaces before (6) Length of dowel after assembly ........ 22 ± 1 mm
the seals are installed. Apply a light coating of (0.86 ± 0.04 inch)
SAE 30 oil to the seal surfaces before installation.
i02466528
(3) Torque for four bolts that attach each idler to the
roller frame ........... 700 ± 90 N·m (520 ± 60 lb ft) Pivot Shaft
(4) Torque for four bolts that attach each track roller SMCS Code: 4153
to the roller frame .. 750 ± 90 N·m (550 ± 60 lb ft)
Part No.: 6T-9204
Front Frame

g01027405
Illustration 25
g00445624
Illustration 24
(1) Lubricate the bore with SAE 30 oil before
(5) Maximum temperature of bearing during assembly.
installation ................................... 175°C (347°F)
RENR7094 23
Specifications Section

(2) Assemble the plate into the bore. Then install

the plug. Torque for the plug is 120 ± 10 N·m
(90 ± 7 lb ft).

(3) Diameter of the bearing after assembly

................ 160.30 ± 0.08 mm (6.31 ± 0.003 inch)

(3) Diameter of the shaft in the bearing area

................ 160.00 ± 0.08 mm (6.30 ± 0.003 inch)

(4) Diameter of the bearing after assembly

................ 171.82 ± 0.08 mm (6.76 ± 0.003 inch)

(4) Diameter of the shaft in the bearing area

................ 171.50 ± 0.08 mm (6.75 ± 0.003 inch)

Note: The bearings must be flush with the bore.

(5) Apply 4C-9507 Retaining Compound on both

the inner diameter and the outer diameter of the
seal and the outer retainer and the inner retainer
prior to installing the seal.

i01341236

Recoil Group
SMCS Code: 4151; 4157

g00445222
Illustration 26

(1), (2) Torque for valves ..... 35 ± 7 N·m (26 ± 5 lb ft) (4) Install the recoil spring. Turn the retainer to
12.0 ± 2.0 mm (0.47 ± 0.08 inch) from the face of
(3) Torque for plug ...... 250 ± 30 N·m (185 ± 20 lb ft) the roller frame. Then install the stops.

(5) 8E-2112 Spring

24
Specifications Section
Length under test force ....... 675 mm (26.6 inch)
Test force ........... 244 ± 20 kN (55000 ± 4000 lb)
Free length after test ...................... 787 ± 9 mm
(31.0 ± 0.4 inch)
Outside diameter .................. 219 mm (8.6 inch)
100% compressed length ... 615 mm (24.2 inch)
(6) Fill the cylinder with SAE 30W oil and evacuate
all the air prior to installation into the track roller
frame. When the cylinder is properly purged,
the cylinder should have a maximum piston
movement of 3 mm (0.12 inch) under a load of
4500 kPa (650 psi).
i02466531
Track Carrier Rollers
(If Equipped)
SMCS Code: 4154
Part No.: 1P-8717
g00446110
Illustration 27
(1) Diameter of unused roller .................. 190.5 mm
(7.50 inch)
(2) Assemble the roller with the machined face of the
plate toward the end of the shaft and the bearing.
(3) Lubricate the bore of the roller with SAE 30 oil
before installation of the cover assembly.
(4) Torque for plug ............... 75 ± 7 N·m (55 ± 5 lb ft)
Note: Rubber toric seals must be clean and dry at
assembly. All surfaces that contact the toric seals
must be clean and dry at assembly. At assembly,
apply a thin film of oil to the contacting surfaces of the
metal seal. Seal rings must be assembled squarely
with the bore. The toric ring must not bulge and the
toric ring must not be twisted. Refer to 6Y-0300
Installation Instructions for Conventional Duo-Cone
Seal Assemblies.
RENR7094
i02466538
Track Rollers
SMCS Code: 4180
Part No.: 125-4178, 125-4179
Single Flange and Double Flange
g00446106
Illustration 28
End play (clearance) of the roller shaft:
Minimum ........................... 0.26 mm (0.010 inch)
Maximum .......................... 1.24 mm (0.049 inch)
Torque for the bolts that attach the rollers to the
track roller frame .... 750 ± 90 N·m (550 ± 60 lb ft)
(1) Rubber toric seals must be clean and dry at
assembly. All surfaces that contact the toric seals
must be clean and dry at assembly. At assembly,
apply a thin film of oil to the contacting surfaces
of the metal seal. Seal rings must be assembled
squarely with the bore. The toric ring must not
bulge and the toric ring must not be twisted.
Refer to 6Y-0300 Installation Instructions for
Conventional Duo-Cone Seals.
(2) Original clearance across the diameter between
the shaft and the bushings ....... 0.76 ± 0.08 mm
(0.030 ± 0.003 inch)
(3) At assembly, lubricate the surface of the
bushings.
(4) At assembly, lubricate the seals.
(5) Original diameter of the track roller rim .. 222 mm
(8.74 inch)
(6) Assemble the plug into the stopper to dimension
(A). The plug must not be recessed below the
surface of the stopper.
(A) Dimension .................. 0 to 5 mm (0 to 0.2 inch)
RENR7094 25
Specifications Section

Roller Placement i02466539

Note: When you assemble the rollers to the track Idlers (Track)
roller frame orient the lube holes outward.
SMCS Code: 4159
Standard or STD Undercarriage Part No.: 192-0216

The standard undercarriage has seven track rollers,

four single flange and three double flange.

Start at the front of the machine:

No. 1 ............................................... single flange
No. 2 .............................................. double flange
No. 3 ............................................... single flange
No. 4 .............................................. double flange
No. 5 ............................................... single flange
No. 6 .............................................. double flange
No. 7 ............................................... single flange

Low Ground Pressure or LGP

Undercarriage
The LGP undercarriage has seven track rollers, four
single flange and three double flange.

Start at the front of the machine:

No. 1 ............................................... single flange
No. 2 .............................................. double flange
No. 3 ............................................... single flange
No. 4 .............................................. double flange
No. 5 ............................................... single flange
No. 6 .............................................. double flange
No. 7 ............................................... single flange

Extended Undercarriage Arrangement

The XR undercarriage has eight track rollers, four
single flange and four double flange.

Start at the front of the machine: g01230297

Illustration 29
No. 1 ............................................... single flange
No. 2 .............................................. double flange End play (clearance) of the idler shaft:
No. 3 .............................................. double flange Minimum ........................... 0.38 mm (0.015 inch)
No. 4 ............................................... single flange
Maximum .......................... 1.24 mm (0.049 inch)
No. 5 .............................................. double flange
No. 6 ............................................... single flange (1) Dimension for installing the stopper below the
No. 7 .............................................. double flange
chamfer .................... 0 to 5 mm (0 to 0.197 inch)
No. 8 ............................................... single flange
(2) Dimension of plug above the surface of the
stopper ....................... 7 ± 7 mm (0.275 ± 0.275)

Note: The plug must not be recessed below the

surface of the stopper.

(3) Original clearance across the diameter between

the shaft and the bearings ......... 0.50 ± 0.06 mm
(0.020 ± 0.002 inch)

(4) Idler tread for the STD machine and for the LGP
machine
26 RENR7094
Specifications Section

Original diameter of the tread of the track i01363260

idler .................................... 628 mm (24.75 inch)
Track Guide Guard
(5) Idler tread for the XR machine (If Equipped)
Original diameter of the tread of the track
SMCS Code: 4177
idler ......................................... 585 mm (23 inch)

(6) Dimension for the extension of the shaft from the

collar on both sides .................. 51.42 ± 0.13 mm
(2.0244 ± 0.0051 inch)

(7) Torque for four bolts that hold the track idler to the
track roller frame ... 700 ± 90 N·m (520 ± 60 lb ft)

Note: Tighten the bolt on the abutment side of the

idler cap first. Then, tighten the other bolt in the cap.

(8) Bearing depth from the face of the idler on each

side ............. 13.0 ± 0.5 mm (0.512 ± 0.020 inch)

(9) Torque for 24 bolts .... 85 ± 15 N·m (63 ± 11 lb ft) Illustration 31

g00719096

Note: Rubber toric seals must be clean and dry at (1) Torque for eight bolts ..................... 750 ± 80 N·m
assembly. All surfaces that contact the toric seals (553 ± 59 lb ft)
must be clean and dry at assembly. At assembly,
apply a thin film of oil to the contacting surfaces of the (2) Torque for eight nuts ...................... 300 ± 40 N·m
metal seal. Seal rings must be assembled squarely (220 ± 30 lb ft)
with the bore. The toric ring must not bulge and the
toric ring must not be twisted. Refer to 6Y-0300
Installation Instructions for Conventional Duo-Cone i01363507
Seal Assemblies.
Track Guide Guard
i01363606
(If Equipped)
Track Roller Guard SMCS Code: 4177
(If Equipped) S/N: AGN1500-Up

SMCS Code: 4177

g00719160
Illustration 32

g00719197
Illustration 30 (1) Torque for 12 bolts .. 750 ± 80 N·m (553 ± 59 lb ft)
(1) Torque for 24 bolts .. 750 ± 80 N·m (553 ± 59 lb ft) (2) Torque for 12 nuts .. 300 ± 80 N·m (220 ± 60 lb ft)
(2) Torque for 24 nuts .. 300 ± 40 N·m (220 ± 30 lb ft)
RENR7094 27
Specifications Section

i02466543 (2) Apply SAE 30W oil to the bolt threads and the
washer faces that hold the track shoes to the
Tracks track links.
SMCS Code: 4170 Torque for these bolts ................... 340 ± 70 N·m
(250 ± 50 lb ft)
Part No.: 115-6301, 115-6302, 115-6303
Tighten the bolts by an additional 120 degree turn.

Note: Install the nuts so that the radii on the corner

of the nut are against the track link.

(3) Original height (grouser) for extreme utilization

............................................ 71.5 mm (2.81 inch)

Original height (grouser) for moderate utilization

............................................ 70.0 mm (2.76 inch)

Note: The dimensions of the grouser are not

applicable to self-cleaning track shoes.

Illustration 33
g00407220 (4) Height of an unused track link ............ 139.9 mm
(5.5 inch)

(5) Distance from the center of one pin to the center

of the next pin (pitch) ..... 215.9 mm (8.500 inch)

(6) Extension of pin at each end for power shift

machines and for direct drive machines
...................... 4.9 ± 0.8 mm (0.193 ± 0.032 inch)

(7) Bushings
Diameter of an unused bushing ......... 78.45 mm
(3.08 inch)

(8) Thickness of an unused thrust ring

................ 10.70 ± 0.08 mm (0.421 ± 0.003 inch)

(9) Distance from the face of the track link to the end
of the bushing ........................... 1.80 ± 0.13 mm
(0.071 ± 0.005 inch)

(10) Maximum permissible end clearance (end play)

g00407222
Illustration 34 .......................................... 0.20 mm (0.008 inch)

Reference: For instruction on reusability, refer to

Guideline For Reusable Parts, SEBF8022, “Sealed Track Adjustment
And Lubricated Track”.
Reference: Refer to the procedure in Testing and
Maximum track press assembly force .......... 710 kN Adjusting, “Track - Adjust” in the Service Manual for
(160000 lb) your machine.

(1) Apply 4C-5592 Anti-Seize Compound to the

threads and the washer face of each bolt that
holds the half links together.

Torque for these bolts ................... 340 ± 70 N·m

(250 ± 50 lb ft)

Tighten the bolts by an additional 180 degree turn.

28 RENR7094
Systems Operation Section

Systems Operation Section

i02463746

General Information
SMCS Code: 3000; 4000

References
Reference: Disassembly and Assembly, “D7R Series
II Track-Type Tractor Power Train”

Note: If the information in the above service modules

does not match the information in this service
module, then compare the printing date on each
service module. Use the information that is printed in
the service module with the latest date.
RENR7094 29
Systems Operation Section

Primary Power Train Components

g00829957
Illustration 35
Power Train Components
(1) Steering differential and brake (5) Torque divider
(2) Final drive (6) Drive shaft
(3) Engine (7) Bevel and transfer gears
(4) Tracks (8) Power shift transmission

Transfer of Mechanical Power
Engine (3) is the source of the mechanical power.
Power flows from engine (3) to tracks (4) through the
power train: torque divider (5), drive shaft (6), power
shift transmission (8), bevel and transfer gears (7),
steering differential and brake (1), planetary gears
and brake (9), and final drives (2).
Drive shaft (6) transfers power to transmission (8).
Transmission (8) has three speeds in the FORWARD
position and three speeds in the REVERSE position.
The speed clutches and the direction clutches are
electronically controlled. The clutches engage in
order to transfer power. The power output from
transmission (8) turns bevel and transfer gears (7).

Engine (3) transfers power from the engine flywheel
to torque converter (5).
Torque divider (5) consists of a planetary gear
arrangement and a torque converter. Torque divider
(5) transfers power through the planetary gears and
through the torque converter turbine to drive shaft
(6). The planetary gears are a mechanical connection
and the torque converter is a hydraulic connection.
Bevel and transfer gears (7) turn the inner axle shaft.
The inner axle shaft sends power to the steering
differential and brake (1). The inner axle shaft sends
power to the planetary gears and brake (9).
The steering differential is used to turn the machine.
The brakes are used to stop the machine. The
steering differential and brake (1) works with the
planetary gears and brake (9) in order to send power
through the two outer axle shafts to final drives (2).
30 RENR7094
Systems Operation Section

Final drives (2) use two planetary gear arrangements

for double speed reduction. The planetary gears
increase the torque in each stage. The sprockets on
the final drives transfer mechanical power to tracks
(4) that move the machine.

i02463749

Power Train Hydraulic System

SMCS Code: 3000; 4000
RENR7094 31
Systems Operation Section

g01229260
Illustration 36
Schematic for the power train hydraulic system
32 RENR7094
Systems Operation Section

(1) Transmission Lubrication Pressure (L1)
(2) Accumulator
(3) Main Relief Pressure (P)
(4) Main Relief Valve
(5) Passage for the lubrication of the
transmission and the bevel gear
(6) Steering Differential and Brake
(7) Lubrication Pressure for the Left Brake
(LB1)
(8) Brake Pressure for the Left Brake
(9) Brake Pressure (B1)
(10) Electronic Brake Control Valve
(11) Lubrication Distribution Manifold
(12) Torque Converter Inlet Relief Valve
(13) Torque Converter Inlet Pressure (M)
(14) Torque Converter Outlet Pressure (N)
(15) Torque Converter Outlet Relief Valve
(16) Screen
(18) Lubrication Pressure for the Flywheel
(L2)
(19) 3176C Engine
(20) Power Train Oil cooler
(21) Torque Converter
(22) Vent line
(23) Magnetic Screen
(24) Torque converter and lubrication section
(A)
(25) Transmission and controls section (B)
(26) Transmission and torque converter
scavenge section (C)
(27) Scheduled Oil Sampling (S.O.S.)
(28) Transmission Oil Filter and Bypass
Valve
(29) Passages for lubrication of the steering
differential
(30) Lubrication Pressure for the Right
Brake (LB2)
(31) Brake Pressure for the Right Brake
(32) Planetary Gears and Brake
(33) Screen
(34) Transmission and Transmission
Modulating Valves

The power train hydraulic system uses a three-section The oil that flows past the main relief valve provides
pump. The oil pump is mounted on the gear case for part of the lubrication and cooling for the transmission
the bevel and transfer gears. The pump is driven by and bevel gear (5). The primary use of oil from
an auxiliary drive shaft from the engine. section (B) is for control of the brakes and of the
transmission clutches.
Torque Converter and Lubrication
Section Scavenge Section
Section (C) removes oil from torque converter
Section (A) sends oil from the bevel gear case. The
(21) and from the transmission (34). The oil goes
oil goes through a magnetic screen (23). Next, the oil
flows to torque converter inlet relief valve(12). Torque through screen (16) or screen (33). The oil is used as
lubrication for the steering differential and brake (29).
converter inlet relief valve (12) is located in lubrication
The oil is then allowed to flow back into the bevel
distribution manifold (11). Torque converter inlet relief
valve (12) limits the maximum oil pressure to torque gear case.
converter (21). The inlet relief valve sends most of
the oil to torque converter (21). The rest of the oil is i02463759
sent to the lubrication distribution manifold. The oil is
used to lubricate the brakes and the transmission. Electronic Control System
The oil from torque converter (21) exits through outlet
Components
relief valve (15). Next, the oil is routed to oil cooler
SMCS Code: 3000; 4000
(20). Then, the oil flows back to lubrication distribution
manifold (11). At the lubrication distribution manifold,
the oil combines with the oil that bypassed torque
converter (21).

The combined oil flows from lubrication distribution

manifold (11) in order to lubricate the transmission
and brakes. Then, the oil drains to the bevel gear
case. A small portion of the oil is diverted from the
torque converter inlet in order to lubricate the drive
gears and bearings.

Transmission and Controls Section

Section (B) of the pump draws oil from the bevel gear
case. The oil goes through a magnetic screen (23).
Then, oil flows to oil filter (28). Next, the oil flows to
brake control valve (10), the modulating valves (34),
the accumulator (2), and main relief valve (4). The
main relief valve is located in the manifold on the top
of the transmission. The main relief valve controls
the pressure in the circuit.
RENR7094 33
Systems Operation Section

g01229268
Illustration 37
Electronic control system of the D7R Series II Power Train

The Power Train control module (ECM) on the D7R Refer to Systems Operation, RENR9867, “Machine
Series II tractor enables electronic control for the Electronic Control System” for more information on
transmission. The ECM electronically controls the the components that are controlled by the Power
operation of the braking system. Train ECM of the D7R Series II tractor.
34 RENR7094
Systems Operation Section

i02463770 After the oil flows through the screen, the oil flows
around magnets (3). Magnets (3) are arranged on
Magnetic Screen tube assembly (4) with the same magnetic ends next
to each other.
SMCS Code: 3050
Smaller metal particles that flow through screen (2)
are stopped and held by magnets (3). The small
particles are prevented from entering the power train
oil system.

Then, the oil flows through outlet passage (1) to the

power train oil pump.

i02463774

Gear Pump (Power Train)

SMCS Code: 3066

g01232088
Illustration 38
(A) Location of the magnetic screen

g01232097
Illustration 40
Location of power train oil pump

g00465058
Illustration 39
Magnetic screen
(1) Outlet passage
(2) Screen
(3) Magnets
(4) Tube assembly

A magnetic screen is attached to the bevel gear case

at the inlet to the power train oil pump. Oil from the
bottom of the bevel gear case flows through an inlet
passage.

As the oil flows through screen (2), foreign particles

in the oil are stopped by the screen. The screen
prevents the particles from entering the power train
oil system.
RENR7094 35
Systems Operation Section

g01220899
Illustration 41
Power train oil pump with section views
(1) Pump inlet (transmission scavenge oil) (5) Pump outlet (torque converter and (9) Gear
(2) Pump outlet (transmission and torque lubrication) (10) Cover
converter scavenge oil) (6) Pump inlet (transmission and torque (11) Gear
(3) Pump inlet (torque converter scavenge converter charging section) (12) Gear
oil) (7) Gear (13) Gear
(4) Pump outlet (transmission and controls) (8) Gear

The power train oil pump is mounted on the front Section (C) – Transmission and torque converter
of the bevel gear case. The pump is driven by an scavenge section
auxiliary drive shaft from the engine. The bevel gear
case is the sump for the power train oil system. A single auxiliary drive shaft from the engine drives
all three sections.
The transmission oil pump is a gear type pump that
contains three sections.
Pump Sections
Section (A) – Torque converter and lubrication
section Torque Converter and Lubrication
Section
Section (B) – Transmission and controls section
Section (A)
36 RENR7094
Systems Operation Section

Section (A) draws oil from the bevel gear case
through a screen and a magnet. The oil enters the
pump through pump inlet (6).
Within the pump, oil passes between gear (9) and
gear (11). An auxiliary drive shaft from the engine
drives gear (9). Gear (9) turns idler gear (11). The oil
exits at pump outlet (5).
Next, oil flows to the lubrication distribution manifold.
The lubrication distribution manifold sends a portion
of the oil to the torque converter. The rest of the oil
is sent as lubrication for the steering differential and
brakes and the transmission.
The oil for operation of the torque converter exits
through the outlet relief valve. The oil then flows
to the oil cooler. The cooled oil is sent back to the
lubrication distribution manifold. The oil is combined
with the oil that bypassed the torque converter.
The oil that is combined at the lubrication distribution
manifold flows to the transmission and the steering
differential and brakes. This oil serves as lubrication
for the transmission and the steering differential and
brakes before returning to the bevel gear case. A
small portion of the flow is diverted from the torque
converter inlet in order to lubricate the gears of the
pump drive and the bearing.
Transmission and Torque Converter
Scavenge Section
Section (C)
Section (C) draws oil from the torque converter
housing and from the transmission. Transmission
scavenge oil from the transmission enters the
pump through pump inlet (1). Also, torque converter
scavenge oil from the torque converter enters the
pump through pump inlet (3).
Within the pump, oil passes between gear (7) and
gear (13). An auxiliary drive shaft from the engine
drives gear (7). Gear (7) turns idler gear (13). The
oil exits at pump outlet (2) and the oil returns to the
bevel gear case. The oil is drawn through screens at
the torque converter and the transmission.
i02463872
Oil Cooler (Power Train)
SMCS Code: 1375

The lubrication distribution manifold normally sends

oil from section (A) to the torque converter. A
portion of this oil is also sent to the transmission for
lubrication.

Transmission and Controls Section

Section (B)

Section (B) draws oil from the bevel gear case

through a screen and through a magnet. The oil
enters the pump through pump inlet (6).

Within the pump, oil passes between gear (8) and

gear (12). An auxiliary drive shaft from the engine
drives gear (8). Gear (8) turns idler gear (12). The oil g01229287
exits at pump outlet (4). Then, the oil flows to both Illustration 42
the brake control valve and the transmission controls. (1) Power Train Oil Cooler
(2) Coolant Outlet
(3) Coolant Inlet
At the transmission controls, the oil that flows past (4) Inlet for Power Train Oil
the main relief valve provides part of the lubrication (5) Outlet for Power Train Oil
and the cooling for the transmission and the bevel
gear case. Oil from section (B) is primarily used to Power train oil cooler (1) is mounted vertically on the
control the brakes and the transmission clutches. A right side of the engine. The oil cooler is a water to oil
portion of the oil is sent to the accumulator in order to type cooler. The oil cooler uses the coolant from the
charge the accumulator. The accumulator is used to engine cooling system to cool the oil.
supplement power train oil flow in low flow conditions.
RENR7094 37
Systems Operation Section

The engine coolant enters the oil cooler at inlet (3)
of the oil cooler. Coolant flows through the tubes in
the cooler. The coolant removes heat from the oil.
The coolant then flows out of the oil cooler through
outlet passage (2) of the oil cooler. The coolant is
then cooled by the engine cooling system.
High temperature power train oil enters the cooler
from the torque converter outlet relief valve. This oil
enters the oil cooler at inlet (4) at the bottom of the oil
cooler. The oil flows along the tubes in the oil cooler.
The heat is removed from the oil and the heat
is transferred to the engine coolant. The coolant
temperature is cooled by the engine cooling system.
The power train oil exits through outlet passage (5)
at the top of the oil cooler. The oil now has a cooler
temperature.
The oil acts on slug (8). Slug (8) cannot move to the
left. Therefore, the oil pressure will push spool (6)
to the right. When the oil pressure in slug chamber
(7) exceeds the force of spring (5), the spool moves
to the right.
When the spool moves to the right, pump oil is
allowed to exit through passage (3). This oil is used
to lubricate the transmission.
When the pressure in passage (2) is no longer high
enough to overcome the force of spring (5), spool
(6) shifts back to the left.
The pressure setting of the main relief valve may be
adjusted with adjustment screw (4).
i02463840

The cooled oil then flows to the lubrication distribution

manifold. The lubrication distribution manifold divides
Accumulator
the flow between the transmission and brakes for SMCS Code: 5077
lubrication and for cooling.

i02463703

Relief Valve (Main)

SMCS Code: 3182

g01232102
Illustration 44
Location of the Accumulator for the Power Train

The accumulator for the power train is located on the

bottom of the fuel tank at the back of the machine.

The accumulator stores potential energy by

g01219617
Illustration 43 accumulating a quantity of pressurized power train
Main Relief Valve oil. The pressurized oil is stored in an accumulator
(1) Drain cylinder. The accumulator is charged to 1725 kPa
(2) Pump Supply Oil (250 psi) with dry nitrogen.
(3) Line to Transmission Lubrication
(4) Adjustment Screw
The pressurized power train oil enters the
(5) Spring
(6) Spool accumulator and the oil creates pressure within
(7) Slug Chamber the accumulator. Energy is stored within the
(8) Slug accumulator as the gas behind the cylinder inside the
accumulator is compressed by the power train oil.
Pump supply oil enters the main relief valve through The accumulator supplements power train oil flow in
passage (2). This oil enters a hole in spool (6) and low flow conditions.
flows through an internal passage in the spool. The
pressure of this oil is felt in slug chamber (7).
38 RENR7094
Systems Operation Section

i02516194

Torque Divider
SMCS Code: 3113

g00465167
Illustration 45
(1) Flywheel (8) Output shaft
(2) Ring gear (9) Outlet passage
(3) Housing (10) Stator
(4) Impeller (11) Turbine
(5) Inlet passage (12) Sun gear
(6) Carrier (13) Planetary gears
(7) Yoke (14) Planetary carrier

The torque divider is a unit of a planetary gear set
and of a torque converter turbine.
The torque divider connects the engine to the
planetary transmission. The connection is both a
hydraulic connection and a mechanical connection.
The hydraulic connection is through the torque
converter turbine. The mechanical connection is
through a planetary gear set.
The torque converter uses oil from the torque
converter charging section of the pump in order
to multiply the torque to the transmission. When
the machine works against a low load, the torque
multiplication is low. When the machine works against
a high load, the torque multiplication is higher. A
higher torque can then be sent to the transmission
during high load conditions.
The planetary gear set also multiplies the torque from
the engine by increasing the mechanical advantage
through the gears. The torque multiplication increases
as the load on the machine increases.
RENR7094
During no-load conditions, neither the torque
converter nor the planetary gears can multiply the
torque from the engine.
The torque divider is installed onto engine flywheel
(1). The torque divider housing is installed on
the engine flywheel housing. Output shaft (8) is
connected to yoke (7). Yoke (7) is connected to the
planetary transmission through a drive shaft.
These components are the main components of the
planetary gear set: sun gear (12), planetary carrier
(14), planetary gears (13), and ring gear (2).
Sun gear (12) is connected to the flywheel by splines.
Planetary gears (13) are mounted on planetary
carrier (14). The planetary gears are engaged with
sun gear (12) and with ring gear (2).
These components are the main components of the
torque converter: housing (3), impeller (4), turbine
(11), and stator (10).
Housing (3) is connected to flywheel (1) by splines.
Impeller (4) is connected to housing (3). Turbine (11)
is connected to ring gear (2) by splines. Stator (10) is
connected to carrier (6). The stator cannot turn.
Torque Converter Operation
Oil for the operation of the torque converter flows
through inlet passage (5) in carrier (6) to impeller
(4). The rotation of the impeller gives force to the
oil. The impeller sends the oil toward the outside of
the impeller, around the inside of housing (3), and
to turbine (11).
The force of the oil against the blades of the turbine
turns the turbine. Since the turbine is connected to
ring gear (2), torque is sent to planetary gears (13).
The torque that is sent to the turbine by the force of
the oil from the impeller can not be more than the
torque output of the engine to the impeller.
The oil that is flowing from the turbine moves in a
direction that is opposite to the rotation of impeller (4).
Stator (10) changes the direction of the oil. The stator
is connected to carrier (6) and the stator can not turn.
Therefore, most of the oil is sent back to impeller
(4). The remainder of the oil flows from the stator,
through outlet passage (9), and to the oil cooler.
The force of the oil from the stator can now add to
the torque output from the engine to the impeller. The
extra force adds to the torque output of the engine to
the turbine. The force of the oil that is coming from
the stator is determined by the difference in speed
between the turbine and the impeller. The amount
of force of the oil increases as the difference in the
speed of the two components increases.
39
Systems Operation Section
The load on the machine changes the speed of
the turbine. When the load is higher, the difference
in speed between the turbine and the impeller
increases. The different loads on the machine control
the amount of torque multiplication that can be added
by the force of the oil from the stator.
Torque Divider Operation
The torque converter is driven by the engine through
housing (3). The planetary gear set is driven by the
engine through sun gear (12). These connections
allow the torque output of the engine to go in two
separate directions.
Because of the larger radius of ring gear (2), most of
the torque is sent by the torque converter through the
ring gear to planetary gears (13). The remainder of
the torque is sent by sun gear (12) to planetary gears
(13). Sun gear (12), planetary gears (13), planetary
carrier (14) and ring gear (2) turn at the same speed
when planetary carrier (14) has no resistance to
rotation.
The torque from the torque converter turbine and
from the planetary gear set is sent through the
planetary carrier to output shaft (8) and to the
planetary transmission. When the torque converter
and the planetary gears turn at the same speed,
torque from the engine can not be multiplied.
When the machine operates under a load, planetary
carrier (14) has a resistance to rotation. Since sun
gear (12) turns at the speed of the engine, the
resistance to rotation turns planetary gears (13).
The rotation is opposite to the rotation of ring gear
(2). The opposite rotation of planetary gears (13)
decreases the speed of the ring gear.
Since turbine (11) is connected to the ring gear, a
decrease in speed causes the torque converter to
multiply the torque of the engine from housing (3).
The torque multiplication is sent to planetary carrier
(14) and to the output shaft through the ring gear.
As the speed of the ring gear decreases, the torque
of the engine is multiplied through sun gear (12)
and through the planetary gear set. The torque
multiplication is sent to planetary carrier (14) and to
the output shaft.
When the machine operates under higher load,
the resistance to rotation of planetary carrier
(14) increases. Then, the speed of the ring gear
decreases. The slower speed allows higher torque
multiplication through the torque converter turbine
and through the sun gear.
40 RENR7094
Systems Operation Section

If the resistance to rotation of the planetary carrier

becomes high enough, the ring gear stops. During
some very high load conditions, the rotation of the
planetary carrier and the rotation of the output shaft
also stop. The stopped output shaft causes the ring
gear to turn slowly in the opposite direction. The
torque multiplication of the torque converter turbine
and of the sun gear is at the maximum.

Torque Divider Lubrication

Lubrication oil for the torque divider bearings and for
the planetary gears comes from the supply to the
torque converter. The bearings constantly run in oil.
Bearings and gears in the planetary gear set and the
pilot bearings receive lubrication through passages
in the output shaft.

i02463863

Relief Valve (Torque Converter

Inlet)
(Lubrication Distribution
Manifold)
SMCS Code: 3133

g01220995
Illustration 47
(1) Chamber
(2) Spool
(3) Spring
(4) Outlet port to Torque Converter
(5) Orifice
(6) Inlet port from the Power Train Oil Cooler
(7) Orifice to Right Brake Lubrication
(8) Outlet port for Lubrication of the Transmission and Bevel Gear
(9) Orifice to Left Brake Lubrication
(10) Inlet port from the Torque Converter Charging Section of the
Power Train Oil Pump
(11) Passage

The torque converter inlet relief valve is part of the

lubrication distribution manifold.

Illustration 46
g01232104 The torque converter inlet relief valve limits the
Location of the lubrication distribution manifold
maximum oil pressure to the torque converter. The
purpose of inlet relief valve is preventing damage to
the torque converter when the engine is started and
the oil is cold.
RENR7094 41
Systems Operation Section

Under normal operation, oil flow from the torque

converter charging section of the power train oil
pump enters the lubrication distribution manifold at
port (10). The oil fills chamber (1). The oil then flows
through port (4) to the torque converter. A small
amount of the oil flows through orifice (5) in order to
be combined with oil that enters through port (6) from
the power train oil cooler. This oil is then sent through
orifice (7) and orifice (9) to the brakes for lubrication.
The remainder of the oil is sent through port (8) to the
transmission and bevel gear for lubrication.

The inlet relief valve limits the maximum oil pressure

to 900 ± 70 kPa (130 ± 10 psi). When the pressure
in chamber (1) exceeds 900 ± 70 kPa (130 ± 10 psi), g00833832
the spool (2) shifts to the right against spring (3). This Illustration 49
shift allows the oil to drain into the bevel gear case Components of the outlet relief valve
through passage (11). (1) Valve body
(2) Inlet passage
When the pressure drops below 900 ± 70 kPa (3) Outlet passage
(4) Spring
(130 ± 10 psi), spool (2) shifts back to the left. This (5) Spring
shift blocks the flow of oil to the drain. (6) Shims
(7) Valve spool

i02463866
The outlet relief valve for the torque converter is
Relief Valve (Torque Converter fastened to the torque divider case. The outlet relief
valve maintains pressure in the torque converter.
Outlet)
Oil flows into valve body (1) through inlet passage
SMCS Code: 3133 (2). The oil moves valve spool (7) against the force of
spring (4) and spring (5). When the pressure of the
oil becomes greater than the force of the springs, the
movement of valve spool (7) allows the oil to flow
through outlet passage (3).

Oil flows from outlet passage (3) to the power train

oil cooler.

i02510793

Transmission
SMCS Code: 3030

Introduction
The transmission has five hydraulically activated
clutches. Combinations of the clutches allow the
transmission to provide three speeds FORWARD and
three speeds REVERSE. The speed and direction
Illustration 48
g01232108 are electronically controlled.
Location of outlet relief valve
42 RENR7094
Systems Operation Section

Transmission Clutch Engagement

(Table)
Table 3
Transmission Clutch Engagement
Engaged
Speed Direction Clutches
First Speed FORWARD 2 and 5
Second Speed FORWARD 2 and 4
Third Speed FORWARD 2 and 3
NEUTRAL 3
First Speed REVERSE 1 and 5
Second Speed REVERSE 1 and 4
Third Speed REVERSE 1 and 3

Both a speed clutch and a direction clutch must

g00489563 be engaged in order to send power through the
Illustration 50
Clutch operation (typical example) transmission. Table 3 lists the combination of
(A) Piston
the clutches that are engaged for the different
(B) Spring FORWARD and REVERSE speeds.
(C) Clutch Plates
(D) Clutch housing
(E) Friction Discs
(F) Ring gear

The five transmission clutches are disc types. These

clutches are in separate housings.

Each clutch has friction discs (E) and clutch plates

(C). The inside teeth of friction discs (E) are engaged
with the outside teeth of ring gear (F). Notches on the
outside diameter of clutch plates (C) are engaged
with pins in the clutch housing. The pins prevent the
rotation of the clutch plates.

Spring (B) is located between clutch housing (D) and

piston (A). The spring is in compression.

When the pressure of the oil in the area behind the

piston increases, the piston moves to the right. The
piston moves against the force of spring (B), pushing
the friction discs and clutch plates together. The
clutch is now engaged. The friction discs keep ring
gear (F) from rotation.

The clutch is released when the pressure in the area

behind piston (A) decreases and the force of spring
(B) moves the piston to the left. The friction discs
and clutch plates now move apart and the clutch is
not engaged.
RENR7094 43
Systems Operation Section

Transmission Components

g01221193
Illustration 51
Section view of the transmission
The clutches are identified within the numbered circles.
(1) Coupling gear (9) Ring gear (No. 4 Clutch) (17) Sun gear (No. 3 Clutch)
(2) Reverse (No. 1 Clutch) (10) First speed (No. 5 Clutch) (18) Planetary gear (No. 3 Clutch)
(3) Carrier (No. 2 and No. 3 Clutches) (11) Hub (19) Planetary gear (No. 2 Clutch)
(4) Forward (No. 2 Clutch) (12) Carrier (No. 4 Clutch) (20) Sun gear (No. 2 Clutch)
(5) Ring gear (No. 2 Clutch) (13) Sun gear (No. 4 Clutch) (21) Ring gear (No. 1 Clutch)
(6) Third speed (No. 3 Clutch) (14) Input shaft (22) Planetary gear (No. 1 Clutch)
(7) Ring gear (No. 3 Clutch) (15) Output shaft (23) Sun gear (No. 1 Clutch)
(8) Second speed (No. 4 Clutch) (16) Planetary gear (No. 4 Clutch) (24) Carrier (No. 1 Clutch)

The transmission is fastened to the main case at the
rear of the machine. Power from the torque divider
is sent to input shaft (14) by a drive shaft. Power
flows from the transmission through output shaft (15).
Then, the power flows from the output shaft to the
transfer gears.
The No. 3, No. 4, and No. 5 clutches are the speed
clutches. The No. 3 clutch actuates THIRD speed.
The No. 4 clutch actuates SECOND speed. The No.
5 clutch actuates FIRST speed. The No. 5 clutch is
the only clutch that turns.

The transmission has five hydraulically activated

clutches. The No. 1 and the No. 2 clutches are the
direction clutches. These clutches are located at
the rear of the transmission. The No. 1 clutch is the
REVERSE direction clutch. The No. 2 clutch is the
FORWARD direction clutch.
44 RENR7094
Systems Operation Section

NEUTRAL

g01221209
Illustration 52
Power flow with the transmission in NEUTRAL. The No. 3 clutch is engaged.
The clutches are identified within the numbered circles.
(3) Carrier (No. 2 and No. 3 Clutches) (7) Ring gear (No. 3 Clutch) (15) Output shaft
(6) Third speed (No. 3 Clutch) (14) Input shaft

When the transmission is in NEUTRAL, the No. 3

clutch (6) is engaged. The No. 3 clutch holds ring
gear (7) stationary. Ring gear (7) is connected to No.
2 and No. 3 carrier.

When the No. 3 clutch (6) is engaged, input shaft (14)

turns but output shaft (15) remains stationary.
RENR7094 45
Systems Operation Section

First Speed Forward

g01221211
Illustration 53
Power flow with the transmission in First Speed Forward. The No. 2 clutch and No. 5 clutch are engaged.
The clutches are identified within the numbered circles.
(3) Carrier (No. 2 and No. 3 Clutches) (9) Ring gear (No. 4 Clutch) (15) Output shaft
(4) Forward (No. 2 Clutch) (10) First speed (No. 5 Clutch) (16) Planetary gear (No. 4 Clutch)
(5) Ring gear (No. 2 Clutch) (11) Hub (17) Sun gear (No. 3 Clutch)
(6) Third speed (No. 3 Clutch) (12) Carrier (No. 4 Clutch) (18) Planetary gear (No. 3 Clutch)
(7) Ring gear (No. 3 Clutch) (13) Sun gear (No. 4 Clutch) (19) Planetary gear (No. 2 Clutch)
(8) Second speed (No. 4 Clutch) (14) Input shaft (20) Sun gear (No. 2 Clutch)

When the transmission is in First Speed Forward,
No. 5 clutch (10) and No. 2 clutch (4) are engaged.
The No. 2 clutch holds ring gear (5) stationary. The
No. 5 clutch connects hub (11) to No. 4 carrier (12)
and to No. 3 ring gear (7).
The No. 3 planetary gears turn ring gear (7) for the
No. 3 clutch. The No. 3 planetary gears also turn No.
3 sun gear (17). The No. 3 sun gear turns output
shaft (15).
Ring gear (7) turns No. 4 carrier (12).

Input shaft (14) turns No. 2 sun gear (20). No. 2 sun
gear turns No. 2 planetary gears (19). The No. 2
clutch holds ring gear (5) stationary. Then, planetary
gears (19) rotate inside the ring gear.
The movement of the planetary gears turns the No.
2 and No. 3 carrier (3) in the same direction as input
shaft (14). As the No. 2 and No. 3 carrier turns, No. 3
planetary gears (18) turn.
No. 4 planetary gears (16) are connected to No. 4
ring gear (9). Ring gear (9) is connected to hub (11)
through the engaged No. 5 clutch. Power flows from
carrier (12) to planetary gears (16), to ring gear (9),
and to the No. 5 clutch. Then, power flows through
hub (11) to output shaft (15).
46 RENR7094
Systems Operation Section

As a result, torque to output shaft (15) is divided
through No. 3 sun gear (17), through No. 4 sun gear
(13), and through hub (11). From the output shaft,
power flows through the transfer and bevel gears to
the steering differential and planetary gears.
Second Speed Forward
When the transmission is in Second Speed Forward,
No. 4 clutch (8) and No. 2 clutch (4) are engaged.
Ring gear (7) is held stationary by the No. 3 clutch.
The movement of No. 2 and No. 3 carrier (3) turns
No. 3 planetary gears (18) inside the ring gear.
The movement of planetary gears (18) turns No. 3
sun gear (17). No. 3 sun gear turns output shaft (15).
From the output shaft, power flows through the
transfer and bevel gears to the steering differential
and planetary gears.

The No. 2 clutch holds ring gear (5) for the No. 2
clutch stationary. The No. 4 clutch holds ring gear
(9) for the No. 4 clutch stationary. Input shaft (14)
turns No. 2 sun gear (20). No. 2 sun gear turns No. 2
planetary gears (19).

Ring gear (5) is held stationary by the No. 2 clutch.

Then, planetary gears (19) rotate inside the ring
gear. The movement of planetary gears (19) turns
No. 2 and No. 3 carrier (3) in the same direction as
input shaft (14).

As the No. 2 and No. 3 carrier turns, No. 3 planetary

gears (18) turn. The No. 3 planetary gears turn ring
gear (7) for the No. 3 clutch. The No. 3 planetary
gears also turn No. 3 sun gear (17). No. 3 sun gear
(17) turns output shaft (15). Ring gear (7) turns No.
4 carrier (12).

Ring gear (9) is held stationary by the No. 4 clutch.

Then, planetary gears (16) rotate inside the ring gear.
The movement of planetary gears (16) turns No. 4
sun gear (13). The No. 4 sun gear turns output shaft
(15).

As a result, torque to output shaft (15) is divided

through No. 3 sun gear (17) and through No. 4
sun gear (13). From the output shaft, power flows
through the transfer and bevel gears to the steering
differential and planetary gears.

Third Speed Forward

When the transmission is in Third Speed Forward,
No. 2 and No. 3 clutches are engaged.

The No. 2 clutch holds ring gear (5) for the No. 2
clutch stationary.

The No. 3 clutch holds ring gear (7) for the No. 3
clutch stationary. Input shaft (14) turns No. 2 sun gear
(20). No. 2 sun gear turns No. 2 planetary gears (19).

Ring gear (5) is held stationary by the No. 2 clutch.

Then, planetary gears (19) rotate inside the ring
gear. The movement of planetary gears (19) turns
No. 2 and No. 3 carrier (3) in the same direction as
input shaft (14).
RENR7094 47
Systems Operation Section

First Speed Reverse

g01221212
Illustration 54
Power flow with the transmission in First Speed Reverse. The No. 1 clutch and No. 5 clutch are engaged.
The clutches are identified within the numbered circles.
(1) Coupling gear (10) First speed (No. 5 Clutch) (17) Sun gear (No. 3 Clutch)
(2) Reverse (No. 1 Clutch) (11) Hub (18) Planetary gear (No. 3 Clutch)
(3) Carrier (No. 2 and No. 3 Clutches) (12) Carrier (No. 4 Clutch) (21) Ring gear (No. 1 Clutch)
(6) Third speed (No. 3 Clutch) (13) Sun gear (No. 4 Clutch) (22) Planetary gear (No. 1 Clutch)
(7) Ring gear (No. 3 Clutch) (14) Input shaft (23) Sun gear (No. 1 Clutch)
(8) Second speed (No. 4 Clutch) (15) Output shaft (24) Carrier (No. 1 Clutch)
(9) Ring gear (No. 4 Clutch) (16) Planetary gear (No. 4 Clutch)

When the transmission is in First Speed Reverse,
No. 1 clutch (2) and No. 5 clutch (10) are engaged.
The No. 1 clutch holds ring gear (21) for the No. 1
clutch stationary. The No. 5 clutch connects hub (11)
to No. 4 carrier (12) and to No. 3 ring gear (7).
As the No. 2 and No. 3 carrier turns, No. 3 planetary
gears (18) turn. The No. 3 planetary gears turn ring
gear (7) for the No. 3 clutch. The No. 3 planetary
gears also turn No. 3 sun gear (17). No. 3 sun gear
(17) turns output shaft (15).

Input shaft (14) turns No. 1 sun gear (23). No. 1 sun
gear turns No. 1 planetary gears (22). No. 1 carrier
(24) has a direct mechanical connection with ring
gear (21).
Ring gear (21) and No. 1 carrier (24) are held
stationary by the No. 1 clutch. The rotation of No. 1
planetary gears (22) turns coupling gear (1) in the
opposite direction as input shaft (14). Coupling gear
(1) has a direct mechanical connection with No. 2
and No. 3 carrier (3).
Ring gear (7) turns No. 4 carrier (12). No. 4 carrier
is connected to No. 4 planetary gears (16). No. 4
planetary gears are connected to No. 4 ring gear (9).
Ring gear (9) is connected to hub (11) through the
engaged No. 5 clutch. Therefore, power flows from
carrier (12) to planetary gears (16), to ring gear (9),
and to the No. 5 clutch. Then, power flows through
hub (11) to output shaft (15).
48
Systems Operation Section
As a result, torque to output shaft (15) is divided
through No. 3 sun gear (17), through No. 4 sun gear
(13 ), and through hub (11). From the output shaft,
power flows through the transfer and bevel gears to
the steering differential and planetary gears.
Second Speed Reverse
When the transmission is in Second Speed Reverse,
the No. 1 clutch (2) and No. 4 clutch (8) are engaged.
The No. 1 clutch holds ring gear (21) for the No. 1
clutch stationary. The No. 4 clutch holds ring gear (9)
for the No. 4 clutch stationary.
Input shaft (14) turns No. 1 sun gear (23). No. 1 sun
gear turns No. 1 planetary gears (22). No. 1 carrier
(24) has a direct mechanical connection with ring
gear (21).
Ring gear (21) and No. 1 carrier (24) are held
stationary by the No. 1 clutch.
The rotation of the No. 1 planetary gears (22) turns
coupling gear (1) in the opposite direction as input
shaft (14). Coupling gear (1) has a direct mechanical
connection with No. 2 and No. 3 carrier (3).
As the No. 2 and No. 3 carriers turn, No. 3 planetary
gears (18) turn. The No. 3 planetary gears turn ring
gear (7) for the No. 3 clutch. The No. 3 planetary
gears also turn No. 3 sun gear (17). No. 3 sun gear
turns output shaft (15). Ring gear (7) turns No. 4
carrier (12).
Ring gear (9) is held stationary by the No. 4 clutch.
Then, planetary gears (16) rotate inside the ring gear.
The movement of planetary gears (16) turns No. 4
sun gear (13). The No. 4 sun gear turns output shaft
(15).
As a result, torque to output shaft (15) is divided
through No. 3 sun gear (17) and through No. 4
sun gear (13). From the output shaft, power flows
through the transfer and bevel gears to the steering
differential and planetary gears.
Third Speed Reverse
When the transmission is in Third Speed Reverse,
the No. 1 clutch (2) and No. 3 clutch (6) are engaged.
The No. 1 clutch holds ring gear (21) for the No. 1
clutch stationary. The No. 3 clutch holds ring gear (7)
for the No. 3 clutch stationary.
Input shaft (14) turns No. 1 sun gear (23). No. 1 sun
gear turns No. 1 planetary gears (22). No. 1 carrier
(24) has a direct mechanical connection with ring
gear (21).
RENR7094
Ring gear (21) and No. 1 carrier (24) are held
stationary by the No. 1 clutch.
The rotation of No. 1 planetary gears (22) turns
coupling gear (1) in the opposite direction as input
shaft (14).
Coupling gear (1) has a direct mechanical connection
with No. 2 and No. 3 carrier (3).
As ring gear (7) is held stationary by the No. 3 clutch,
the movement of No. 2 and No. 3 carrier (3) turns No.
3 planetary gears (18) inside the ring gear.
The movement of planetary gears (18) turns No. 3
sun gear (17). No. 3 sun gear (17) turns output shaft
(15). From the output shaft, power flows through the
transfer and bevel gears to the steering differential
and planetary gears.
Neutral Default Strategy
Neutral default strategy is a feature that is
programmed into the machine’s transmission
control module. Neutral default strategy will prevent
movement of the machine or damage to the
transmission when the transmission is in neutral and
the transmission ECM expects that one or more
components in the transmission control are failed.
The transmission ECM checks for unnecessary load
on the drive train by constantly comparing the data
from the torque converter output speed sensor to the
data from the engine speed sensor.
The neutral default strategy in the transmission ECM
will disengage the No. 3 clutch if the transmission
ECM detects a machine component that has failed.
If the power train oil is below 40 °C (104 °F) and the
neutral default strategy is also active, the service
brake will automatically be applied.
Note: Neutral default strategy is only active when
the machine is in the neutral position. Neutral default
strategy is disengaged when a speed or a direction
clutch is commanded by the operator.
The neutral default strategy requires a stabilized
speed of the torque converter and a temperature
of the power train oil in order to function properly.
During start-up of the machine, the service brakes
will automatically be applied for 10 seconds in
order for the power train to stabilize. During this 10
second period, if the machine is shifted into gear the
transmission ECM will release the service brakes.
If the parking brake is released within the first 10
seconds, and the tractor is not shifted into gear, the
service brakes will remain applied until the parking
brake switch is cycled after the 10 second period.
RENR7094 49
Systems Operation Section

The neutral default strategy will become active on
machines that are equipped with attachments that
are driven by the PTO in neutral. If the machine is
in the neutral position and brake engagement is
undesirable, warm the power train oil above 40 °C
(104 °F).
i02507000
Transmission Hydraulic
Control
SMCS Code: 3073
The transmission hydraulic controls are attached to
the top of the planetary transmission on the inside
of the transmission case.
Proportional solenoid valves (7) are mounted on
the relief valve manifold. The machine has one
modulating valve (7) for each clutch.
Each modulating valve has a pilot stage that is similar
to the type of proportional solenoid valve that is used
for the brakes. Each modulating valve also contains a
pressure reducing spool. Modulating valve (7) allows
the corresponding clutch to fill to a pressure that is
proportional to the current to solenoid (5).

Modulating Valves The electronic control module determines the amount

of current that is required by the solenoids. The
current is based on the response of the machine,
which is measured by speed sensors.

Modulating valves (7) are designed to be individually

replaced if a malfunction occurs.

Transmission clutch pressures can be measured

from the pressure taps that are remotely located on
the back of the transmission case.

Note: Transmission modulating valves (7) must be

recalibrated when any of the following tasks are
performed:

Illustration 55
g01255057 • A transmission modulating valve and/or a solenoid
is replaced.
Transmission modulating valve
(1) Cartridge
(2) Valve housing
• The transmission is serviced or the transmission
(3) Valve spool
is replaced.
(4) Spring
• The electronic control module is replaced.
Reference: Refer to Service Manual, RENR9867,
“Machine Electronic Control Systems” for the
calibration procedures.

g01255059
Illustration 56
Transmission modulating valve
(5) Solenoid
(7) Modulating valve
(C) Clutch
(J) Pilot Drain Passage
(K) Drain
(L) Supply
50 RENR7094
Systems Operation Section

Relief Valve Manifold

g00465277
Illustration 58
Top view of the relief valve manifold
The main relief valve is in the left side of the manifold.
(E) No. 1 clutch
(F) No. 2 clutch
Illustration 57
g01255060 (G) No. 3 clutch
(H) No. 4 clutch
Transmission hydraulic control (J) No. 5 clutch
(5) Solenoids (K) Drain
(7) Modulating valves (L) Supply
(8) Transmission output speed sensor
(9) Transmission output speed sensor
(E) No. 1 clutch
(F) No. 2 clutch
(G) No. 3 clutch
(H) No. 4 clutch
(J) No. 5 clutch

Main Relief Valve

The main relief valve is located in the relief valve
manifold on the top of the planetary transmission.
The main relief valve maintains the system pressure
in the high pressure circuit (control section) of the
power train oil pump. Refer to Systems Operation,
“Main Relief Valve” that is in this manual for more
information about the operation of the main relief
valve.

g00465279
Illustration 59
Bottom view of the relief valve manifold
(E) No. 1 clutch
(F) No. 2 clutch
(G) No. 3 clutch
(H) No. 4 clutch
(J) No. 5 clutch
RENR7094 51
Systems Operation Section

i02442947

Transmission Lubrication
SMCS Code: 3030

Planetary Lubrication

g01180576
Illustration 60
Planetary lubrication
(3) No. 2 and 3 carrier (26) Passage
(11) Hub (27) Cavity
(14) Input Shaft (28) Tube Assembly
(24) No. 1 carrier (29) Manifold
(25) Cavity (30) Cavity

The oil for lubrication of the transmission comes from
the lubrication distribution manifold and the main
relief valve.
Oil from the oil cooler flows through tube assembly
(28) to manifold (29). Oil from manifold (29) flows
through passage (26) to cavity (30) and the drilled
passages in input shaft (14). Passage (26) is formed
by the clutch housings.
Cavity (30) sends oil to cavity (25). Drilled passages
in the No. 1 carrier (24) and the No. 2 and 3 carrier (3)
send oil to the direction clutches and the No. 3 clutch.
Oil is metered to the direction clutches. The
FORWARD ring gear and the REVERSE ring gear
have drilled oil passages. Oil flows through the drilled
passages to the direction clutches.
Oil comes through the drilled passages in input shaft
(14) and flows to the clearance between the input
shaft and the output shaft. The oil lubricates bearings
at both ends of the output shaft. The oil then flows
through drilled passages in the output shaft to cavity
(27) and hub (11).
52 RENR7094
Systems Operation Section

Planetary bearings and thrust discs get oil from
cavities (30) and (27) through the drilled passages in
the planetary shafts. Drilled passages in hub (11) and
the ring gear for the No. 4 clutch send oil to the No. 5
and No. 4 clutches for lubrication.
The gears throw oil around the housing and this
lubricates the rest of the components. Oil is also
released at pressure/flow points. Lubrication oil flows
through the clutches and drains to the bottom of the
transmission case.
i02466616
Oil Filter (Power Train)
During normal operation, the oil flows through the
filter element and out through passage (4) to outlet
passage (3). The oil then travels to the transmission
main relief valve and the brake control valve. The
filter element stops any debris that is in the oil. The
springs (7) force the bypass valve spool (8) to the left.
If the filter element becomes full of debris, the
restriction to the flow of oil causes a pressure
increase inside chamber (9) and a pressure decrease
in chamber (6). The pressure oil that is in chamber
(9) can now force bypass valve spool (8) to move
to the right against the force of springs (7). The oil
is then allowed to flow from passage (12) through
passage (13) to outlet passage (3).

SMCS Code: 3067 When bypass valve spool (8) is shifted to the right
this allows switch (10) to open. The switch informs
the electronic control module that the filter element
is being bypassed.

When the oil pressure increases above the bypass

valve setting of 345 ± 21 kPa (50 ± 3 psi), the oil
bypasses the filter element .

NOTICE
When the oil does not go through the filter element, the
debris in the oil causes damage to other components
in the hydraulic system.

Correct maintenance must be used in order to make

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

g01220545
Illustration 61
Oil filter components
(1) Passage
(2) Inlet passage from pump
(3) Outlet passage
(4) Passage
(5) Passage
(6) Chamber
(7) Springs
(8) Bypass valve spool
(9) Chamber
(10) Switch
(11) Switch housing
(12) Passage
(13) Passage

Pressure oil from the pump goes into the housing

assembly through inlet passage (2). The oil flows
through passage (1) in order to fill the space between
the inside of the housing assembly and the filter
element . The oil also flows through passage (12) in
order to fill chamber (9).
RENR7094 53
Systems Operation Section

i02507017 When a speed clutch and a direction clutch

are engaged, power is sent from the planetary
Transfer and Bevel Gears transmission to transmission output shaft (5). Then,
the power is sent to transfer gear (3).
SMCS Code: 3011; 3256
Transfer gear (3) turns transfer gear (2). Transfer
gear (2) is connected to pinion (1) by splines. Pinion
(1) turns bevel gear (6).

Bevel gear (6) is fastened to bevel gear shaft (7) by

bolts. The inner axle shafts send power to the brakes.

The bevel gear, the pinion, and the transfer gears are
lubricated with oil from the power train oil system.
Oil flows through passages in the transfer case and
through a tube in the bevel gear case. Oil from the
tube lubricates the gears by spray lubrication.

g00552298
Illustration 62

g00465532
Illustration 63
Section view of transfer and bevel gears
(1) Pinion
(2) Transfer gear
(3) Transfer gear
(4) Transmission input shaft
(5) Transmission output shaft
(6) Bevel gear
(7) Shaft (bevel gear)

The transfer and bevel gears are located in the

transfer case. The transfer case is attached to the
transmission case. The transfer and bevel gears
transfer mechanical power from the transmission
through the brakes to the final drive.

A drive shaft connects the yoke on the torque

converter to the yoke on the transfer case. The yoke
on the transfer case is connected to transmission
input shaft (4) by splines.
54 RENR7094
Systems Operation Section

i02456318

Brake Control Valve

SMCS Code: 4262

g00797801
Illustration 64
Brake control valve (side view of valve)
(1) Solenoids for the parking or secondary (7) Reducing spool (14) Shutoff valve
brake valve (8) Chamber for pressure feedback (15) Chamber for pilot pressure
(2) Accumulator piston (9) Chamber for supply oil (16) Chamber for drain
(3) Parking and secondary brake valves (10) Chamber for pilot pressure (17) Pilot valve
(4) Drain (11) Spool (18) Proportional solenoid valve
(5) Brake chamber (12) Drilled hole
(6) Passage (13) Passage

The brake control valve is installed on top of the
case above the left front side. The brake control
valve is operated electrically by the electronic control
module (ECM). The ECM responds to the operator’s
movement of the service brake pedal.
The service brake pedal modulates the engagement
of both of the brakes in order to stop the machine.
The parking brake switch engages both of the brakes
in order to prevent movement of the machine.
The brakes are engaged with spring force. Hydraulic
pressure is required to disengage the brakes. If
hydraulic pressure is lost the brakes fully engage due
to the action of the spring force.
The brake control valve includes a valve body and a
manifold. The valve contains a separate manifold for
the service brakes. The valve also contains parking
or secondary valves for the brakes. One pilot valve
(17) is used for both brakes. Proportional valve (18),
accumulator piston (2), and reducing spool (7) are
used to operate the pilot valve.
These components control the brake pressure for
both brakes. In addition, the brake control includes
shutoff valve (14). If the pressure from pilot valve (17)
drops suddenly, the shutoff valve gradually drains the
brake pressure. This shutoff valve prevents sudden
brake engagement due to an electrical failure. At the
same time, the operator can rapidly apply the brakes.
RENR7094
The brakes also have parking and secondary valves
(3) operated by two on/off solenoids (1). The two
solenoids (1) are connected to the parking brake
switch and to the service brake switch (end of
travel). The two solenoids (1) for brake valves (3)
are controlled by these two switches and by the
ECM. The parking brake valve and the secondary
brake valve enable the operator to apply the brakes
immediately without modulation by the shutoff valve.
Solenoid (18) is controlled by the ECM. This solenoid
sets the pressure in pilot valve (17).
Pilot valve (17) regulates the pilot pressure in
chamber (15), in passage (13), and in chamber (10).
The applied force from solenoid (18) determines the
pilot pressure in the passage and in the chambers.
This solenoid also determines the pressure setting of
reducing spool (7).
Reducing spool (7) regulates the flow of oil to the
brakes. The pressure that is maintained is slightly
lower than the pilot pressure in chamber (10) which
is located at the left end of the spool. This pressure
differential is due to a spring, which ensures that the
brake pressure can be reduced to zero.
Accumulator piston (2) reduces fluctuations in pilot
pressure. Also, the accumulator piston sends oil to
shutoff valve (14).
The transmission charging section of the power train
oil pump supplies oil to the brake control valve. Part
of the oil from the transmission charging section flows
to the brake control valve. Part of the oil flows to the
modulating valves for the transmission.
Oil to the brake control valve flows into the supply
port and through an orifice in chamber (9). Oil
from the supply port also flows through a screened
orifice to chamber (15). The pressure in chamber
(15) is regulated by pilot valve (17). The screened
orifice separates the pilot pressure from the supply
pressure.
Pressure in chamber (15) increases until the poppet
in pilot valve (17) is forced open. The open poppet
sends oil from chamber (15) into chamber (16) (drain)
in order to maintain a constant pressure in chamber
(15). The pressure that is required to open the poppet
in pilot valve (17) is determined by the force that is
applied to the poppet by solenoid (18).
Oil from chamber (15) flows into chamber (10)
(through passage (13) in shutoff valve (14) for brake
control). Also, the brake pressure in chamber (5)
flows through passage (6) and into chamber (8).
55
Systems Operation Section
When the pilot pressure in chamber (10) is greater
than the brake pressure in chamber (8) plus a small
amount determined by the spring at the right end
of the spool, spool (7) moves to the right. This
movement opens the passage from chamber (9) into
chamber (5). The oil then flows through a passage
and into the brakes.
When the brake passages are full of oil and when the
chambers are full of oil, the pressure in chamber (8)
increases. The increased pressure moves reducing
spool (7) to the left. The passage from chamber (9)
to the brakes closes.
When the brake pressure reaches the preset
pressure under the control of pilot pressure, reducing
spool (7) sends oil into chamber (5). The oil maintains
the brake pressure. The reducing spool supplies an
allowance for leakage.
Accumulator piston (2) accumulates oil at pilot
pressure. The pressure in chamber (10) moves
accumulator piston (2) to the left. The movement
increases the supply of the oil to reducing spool (7).
Fluctuations in pilot pressure due to the movement
of reducing spool (7) are reduced. A supply of oil is
provided for operation of shutoff valve (14) for brake
control.
When the operator calls for increased brake
engagement, the ECM lowers the current to solenoid
(18). The reduced current allows pilot pressure in
chamber (15) to open the poppet in pilot valve (17).
The open pilot valve relieves the pressure from
chambers (10) and (15). The higher brake pressure
in chambers (5) and (8) moves reducing spool (7)
to the left.
This movement to the left opens chamber (5) to
drain (4). Oil flows from the brakes to drain (4) until
pilot pressure in chamber (10) and brake pressure
in chamber (8) are again balanced. Then, reducing
spool (7) closes the passage to drain (4).
If an electrical failure causes pilot valve (17) to
suddenly lower the pressure in chamber (15) of
the brake control valve, shutoff valve (14) reacts in
order to maintain the pressure in chamber (10). One
example follows: the pilot pressure in chamber (15)
is lowered faster than the rate that is possible by
modulation of the service brake pedal by the operator.
The higher pressure in chamber (10) moves spool
(11) to the left. The spool movement covers drilled
hole (12) which reduces the flow out of chamber (10).
This action of the control valve produces a gradual
reduction in pressure in chamber (10). Also, the
machine brakes gradually.
56 RENR7094
Systems Operation Section

When the switch (end of travel) for the service brake

pedal makes contact, one of the two solenoids (1) on
the parking or secondary valves is connected directly
to the battery. When both the parking brake switch
and the key start switch are in the ON position, the
other solenoid (1) is connected directly to the battery.

These solenoids are also connected to the ECM. The

ECM performs diagnostics on the solenoids. Also,
the ECM provides a redundant supply of voltage to
the solenoids for parking or secondary valves (1).
Solenoids for the parking or secondary valves are
connected to the service brake switch if the sensor
for the pedal is at the maximum position.

When a solenoid (1) is ON, the corresponding

secondary valve (3) opens and the valve drains
the pilot oil in chamber (10). Reducing spool (7) for
the brakes immediately relieves all pressure to the
brakes. The brakes are fully engaged.

This method of brake engagement is in addition to

the control of brake solenoid (18) which is provided
by the ECM.

A calibration procedure is used in order to adjust the

settings for the brake pressure. Refer to the Service
Manual, RENR9867, “Machine Electronic Control
System” for a description of the calibration procedure.

Note: If any of the following items are replaced or if

any of the following items are serviced, recalibrate
the brakes:

• Brake control valve

• Solenoids
• Brake components
• ECM
RENR7094 57
Systems Operation Section

Service Brake Pedal Operation

g00628390
Illustration 65
Brake control valve
(1) Solenoid valves for parking brake and (5B) Circuit for oil to left brake (18) Proportional valve
for secondary brake (7A) Pressure reducing spool for right brake (AA) Supply oil
(5A) Circuit for oil to right brake (7B) Pressure reducing spool for left brake (LL) Drain oil

When the operator pushes the service brake pedal
toward the floor, the rotary sensor sends a signal to
the electronic control module (ECM). This signal tells
the ECM the brake pedal position. The electronic
control module (ECM) decreases the current to
proportional valve (18) relative to the brake pedal
position.
The decreased current reduces pilot oil pressure
which moves reducing spools (7A) and (7B) to the
left. The movement drains the oil in brake circuit (5A)
and in brake circuit (5B). When the oil is drained the
brake oil pressure is lowered.
The current to the proportional solenoid valve is
dependent upon the position of the brake pedal. The
solenoid sets the pilot oil pressure. The pressure in
the brake circuit is directly affected by the position
of the brake pedal.
When the brake pedal is partially depressed the pilot
pressure is reduced. The machine brakes lightly.
When the brake pedal is fully depressed, the pilot
pressure is reduced until the pressure reaches zero
kPa (psi). Also, the oil is drained from the brake
circuit. The machine brakes fully.
58 RENR7094
Systems Operation Section

Once the pedal is to the floor the switch (end of

travel) for the service brake opens. The switch
connects one of the secondary solenoid valves (1)
to the battery. The electronic control module (ECM)
sends an electrical signal to the other secondary
solenoid valve (1). The energized solenoid valves
move reducing spools (7A) and (7B) to the left. The
movement routes the oil in brake circuit (5A) and in
brake circuit (5B) to the drain. When the pilot oil is
drained the machine brakes fully.

i02507024

Steering Differential and Brake

SMCS Code: 4129; 4130
RENR7094 59
Systems Operation Section

g00489452
Illustration 66
Components of the differential steering system
(1) Brake housing (10) Housing (20) Brake piston
(2) Motor support (11) Carrier (21) Belleville spring
(3) Pinion gear for steering differential (12) Belleville spring (22) Carrier
(4) Ring gear (13) Brake piston (23) Planetary gears
(5) Carrier (14) Friction discs and brake plates (24) Sun gear
(6) Planetary gears (15) Hub (36) Chamber
(7A) Sun gear (16) Planetary gears (37) Chamber
(7B) Sun gear (17) Stationary ring gear (38) Retainer
(8) Bevel gear (18) Friction discs and brake plates
(9) Ring gear (19) Brake housing

Reference: This section provides a short introduction
to the hydraulic motor, the hydraulic pump and
the steering controls. Refer to Systems Operation,
“Hydraulic System” for a detailed description.
The machine uses a differential steering system.
The basic system includes a steering differential,
a hydraulic pump, a hydraulic steering motor and
steering controls.
The steering motor feeds hydraulic power to
the steering differential. The steering differential
increases the speed of one track. The steering
differential decreases the speed of the other track.
The speed difference of the tracks turns the machine.
The direction of rotation of the hydraulic motor
determines the direction of the turn. A higher motor
speed results in a sharper turn of the machine.

The steering differential receives power from
two components. One power input is from the
transmission for control of the speed and for
FORWARD or REVERSE movement. The other input
is from the hydraulic motor for control of the steering.
The steering differential includes two planetary
gear trains, a bevel gear set, and a set of brakes.
These components are mechanically connected with
the steering differential: the bevel gear set of the
transmission, a planetary gear train, and the brakes.
60 RENR7094
Systems Operation Section

The planetary gears, the bevel gears, and the brakes

are connected by components in the power train.
Two outer axle shafts, an inner axle shaft, and the
bevel gear shaft of the transmission connect these
components of the power train. The brake system is
described in the“Service Brakes” section.

Pinion gear (25) and bevel gear (26) are connected

to carrier (5) by bevel gear shaft (29). Pinion gear (3)
and bevel gear (8) are connected to housing (10).

Ring gear (9) is connected to housing (10). Planetary

gears (16) connect ring gear (9) to carrier (11). Outer
axle shaft (30) connects to carrier (11). Ring gear (4)
connects carrier (11) and carrier (5) through planetary
gears (6).

Sun gears (7A), (7B) and (24) are connected to inner

axle shaft (28). Outer axle shaft (25) is connected to
carrier (22). Stationary ring gear (17) is connected to
the brake housing, which is connected to the bevel
gear case. The outer axle shafts are connected to
the final drives that turn the tracks.

Power flow through the differential steering system is

in three parts:

• Transmission
• Steering
• Combined Transmission and Steering
The word (power) is defined in terms of torque in the
description of power flow in this section. The input
torque from the transmission and the input torque
from the steering motor are described. The flow of
torque through the steering system to the output
torque at the axles is described.
RENR7094 61
Systems Operation Section

Transmission Power Flow

g00489556
Illustration 67
Power flow schematic of the differential steering system with straight movement of the machine
(3) Pinion gear for steering differential (10) Housing (26) Bevel gear
(4) Ring gear (11) Carrier (27) Outer axle shaft
(5) Carrier (16) Planetary gears (28) Inner axle shaft
(6) Planetary gears (17) Stationary ring gear (29) Shaft for bevel gear
(7A) Sun gear (22) Carrier (30) Outer axle shaft
(7B) Sun gear (23) Planetary gears (A) Direction of power flow
(8) Bevel gear (24) Sun gear
(9) Ring gear (25) Pinion gear

In the steering differential, the pinion gear and the

bevel gear are in the HOLD position. Power from the
transmission is transferred through pinion gear (25)
to bevel gear (26). Bevel gear (26) sends the power
through bevel gear shaft (29) to carrier (5). Power
through carrier (5) is sent in two directions. Most of
the power is sent through the planetary gears to ring
gear (4). The rest of the power is transferred through
the planetary gears to sun gear (7B).

Ring gear (4) sends the power through carrier (11) to

outer axle shaft (30). Sun gear (7B) sends the power
through inner axle shaft (28) to sun gear (24). Sun
gear (24), the planetary gears (23), carrier (22) and
stationary ring gear (17) multiply the power. These
power train components send the power to outer axle
shaft (27).

The power to both axles is equal. Both axles have

the same direction of rotation. The machine moves
straight ahead.
62 RENR7094
Systems Operation Section

g00489570
Illustration 68
Rotation of the components during straight movement of the machine
(4) Ring gear (22) Carrier (30) Outer axle shaft
(5) Carrier (23) Planetary gears (31) Steering motor
(6) Planetary gears (24) Sun gear (32) Transfer gear
(7A) Sun gear (25) Pinion gear (33) Sun gear of final drive
(7B) Sun gear (26) Bevel gear (34) Transfer gear
(11) Carrier (27) Outer axle shaft (35) Sun gear of final drive
(16) Planetary gears (28) Inner axle shaft
(17) Stationary ring gear (29) Shaft for bevel gear
RENR7094 63
Systems Operation Section

Steering Power Flow

g00489578
Illustration 69
Power flow schematic of the differential steering system during a sharp left turn of the machine
(3) Pinion gear for steering differential (11) Carrier (28) Inner axle shaft
(7A) Sun gear (17) Stationary ring gear (30) Outer axle shaft
(8) Bevel gear (22) Carrier (B) Direction of power flow for steering
(9) Ring gear (24) Sun gear
(10) Housing (27) Outer axle shaft

The transmission is in the NEUTRAL position. Power

from the steering motor is sent through pinion gear
(3) to bevel gear (8). Bevel gear (8) sends the power
through housing (10), through ring gear (9), and
through the planetary gears (16) to carrier (11).
Power through carrier (11) is sent in two directions.

Half of the power is transferred through the planetary

gears to sun gear (7A). The rest of the power is
sent to outer axle shaft (30). Sun gear (7A) sends
the power through inner axle shaft (28) to sun gear
(24). Sun gear (24), the planetary gears (23), carrier
(22), and stationary ring gear (17) multiply the power.
These power train components send the power to
outer axle shaft (27).

The power to both axles is equal. The axles have the

opposite direction of rotation. The machine rotates
counterclockwise.
64 RENR7094
Systems Operation Section

g00489700
Illustration 70
Rotation of the components during a sharp left turn
(3) Pinion gear (11) Carrier (28) Inner axle shaft
(4) Ring gear (16) Planetary gears (30) Outer axle shaft
(6) Planetary gears (17) Stationary ring gear (31) Steering motor
(7A) Sun gear (22) Carrier (33) Sun gear of final drive
(7B) Sun gear (23) Planetary gears (35) Sun gear of final drive
(8) Bevel gear (24) Sun gear
(10) Housing (27) Outer axle shaft
RENR7094 65
Systems Operation Section

Combined Transmission and

Steering Power Flow

g00489740
Illustration 71
Power flow schematic of the differential steering system for a gradual left turn
(3) Pinion gear for steering differential (10) Housing (27) Outer axle shaft
(4) Ring gear (11) Carrier (28) Inner axle shaft
(7A) Sun gear (17) Stationary ring gear (30) Outer axle shaft
(7B) Sun gear (22) Carrier (A) Direction of power flow for speed
(8) Bevel gear (24) Sun gear (B) Direction of power flow for steering
(9) Ring gear (25) Pinion gear (C) Direction of combined power flow

Power from the steering motor and from the

transmission can act together on the differential
steering system. The power input from the
transmission flows through the system normally. The
power input from the steering motor goes through the
system to one outer axle.

The power to one axle is greater. The speed of

that axle shaft increases. The other axle decreases
speed.

The amount of power to the axle shafts is controlled

by the transmission. The speed of rotation of the axle
shafts is controlled by the transmission.

The difference in speed between the axle shafts

is controlled by the steering motor. The rotation of
the steering motor and pinion gear (3) controls the
direction of turn. Refer to Table 4.

The speed of the steering motor and of the pinion

gear determines the rate of turn. A faster steering
motor speed produces a sharper turn.
66 RENR7094
Systems Operation Section

Table 4
Left Turn in Right Turn in
Left Turn in Reverse Right Turn in Forward
Forward Reverse
Rotation of Steering Motor and
Clockwise Counterclockwise Counterclockwise Clockwise
of Pinion Gear (3)(1)
Rotation of Pinion Gear (25)
Clockwise Counterclockwise Clockwise Counterclockwise
from the Transmission
Position of the Tiller Forward Back Back Forward
(1) The observed rotation from the drive end of the shaft

g00489804
Illustration 72
Rotation of the components during a gradual left turn and during forward movement
(3) Pinion gear (16) Planetary gears (29) Shaft for bevel gear
(4) Ring gear (17) Stationary ring gear (30) Outer axle shaft
(6) Planetary gears (22) Carrier (31) Steering motor
(7A) Sun gear (23) Planetary gears (32) Transfer gear
(7B) Sun gear (24) Sun gear (33) Sun gear of final drive
(8) Bevel gear (25) Pinion gear (34) Transfer gear
(9) Ring gear (26) Bevel gear (35) Sun gear of final drive
(10) Housing (27) Outer axle shaft
(11) Carrier (28) Inner axle shaft

The machine turns gradually to the left.
Pinion gear (3) for steering and pinion gear (25) for
speed rotate in the same direction. Power to pinion
gear (3) is transferred through bevel gear (8) and
through housing (10) to ring gear (9). Ring gear (9)
sends the power through the planetary gears (16)
to sun gear (7A). Sun gear (7A) sends the power to
center axle shaft (27). This power adds to the power
to sun gear (7B).
The combined power through inner axle shaft (28)
is transferred to sun gear (24). Sun gear (24), the
planetary gears (23), carrier (22), and stationary ring
gear (17) multiply the power. This power is sent to
outer axle shaft (27).
Outer axle shaft (27) increases speed. Outer axle
(30) decreases speed equally.
RENR7094 67
Systems Operation Section

The power to sun gear (7A) adds to the power to

sun gear (7B). The increase in power increases the
speed of the sun gears. When the speed of sun gear
(7B) increases, the speed of ring gear (4) decreases.
The decrease in speed of ring gear (4) decreases the
speed of carrier (11). The speed of outer axle (30)
decreases.

Outer axle shaft (27) is turning faster. Due to the

speed difference, the machine turns left.

The machine turns gradually to the right.

Pinion gear (3) for steering and pinion gear (25) for
speed rotate in opposite directions. Power to pinion
gear (3) is transferred through bevel gear (8) and
through housing (10) to ring gear (9). Ring gear (9)
sends the power through the planetary gears (16) to
carrier (11). This power adds to the power through
ring gear (4) to the carrier.

The combined power is transferred through carrier

(11) to outer axle shaft (30).

Carrier (11), ring gear (4), and outer axle shaft (30)
increase speed. When the speed of ring gear (4)
increases, the speed of sun gear (7B) decreases.

When sun gear (7B) decreases speed, inner axle

shaft (28), sun gear (24), carrier (22), and outer axle
shaft (27) decrease speed.

Outer axle shaft (30) is turning faster. Due to the

speed difference, the machine turns right.
68 RENR7094
Systems Operation Section

Service Brakes

g00766479
Illustration 73
Steering differential and brake with the planetary gears and brake
(1) Brake housing (17) Stationary ring gear (22) Carrier
(12) Belleville spring (18) Friction discs and brake plates (36) Chamber
(13) Brake piston (19) Brake housing (37) Chamber
(14) Friction discs and brake plates (20) Brake piston (38) Retainer
(15) Hub (21) Belleville spring

The brakes are included in two different components
of the machine.
One component, which is located on the left side of
the machine, is called the steering differential and
brake. The other component, which is located on
the right side of the machine, is called the planetary
gears and brake.
The brakes are used to stop the machine. The brakes
do not assist in the steering of the machine.
The brakes are engaged by Belleville springs (12)
and (21). The brakes are released by pressure oil
from the brake control valve. The operator controls
the brake control valve with a service brake foot
pedal.
During movement of the machine, pressure oil is sent
through passages in brake housings (1) and (19) to
chambers (36) and (37). Since the brakes are held
in the released position, the outer axle shafts rotate
freely.

The brakes have main components: hub (15), carrier
(22), brake pistons (13) and (20), retainer (38),
stationary ring gear (17), Belleville springs (12) and
(21), housings (1) and (19), and friction discs and
brake plates (14) and (18).
When the service brake pedal is pushed, pressure oil
to chambers (36) and (37) is stopped. The chambers
are opened to the drain.
RENR7094 69
Systems Operation Section

Belleville springs (12) and (21) then push brake

pistons (13) and (20) against friction discs and
brake plates (14) and (18). Friction discs and brake
plates (14) and (18) stop the rotation of power train
components: hub (15), carrier (22), and the outer
axle shafts.

The machine stops. The engine is in torque converter

stall condition.

i02507407

Final Drive
SMCS Code: 4050

g00465568
Illustration 74
Final drives
(1) Outer axle shaft (5) Planetary shafts (9) Outer Planetary Carrier
(2) Sprocket segments (6) Inner sun gear (10) Ring gear
(3) Inner planetary gears (7) Outer sun gear (11) Hub
(4) Outer planetary gears (8) Inner Planetary Carrier (12) Duo-Cone seals

The final drives take power from the outer axle shafts
and the final drives send the power to the tracks.
The final drives give a double reduction through the
planetary gears.
Outer axle shaft (1) sends power to the final drive.
Inner sun gear (6) is fastened by splines to outer axle
shaft (1). The rotation of the axle shaft and inner sun
gear (6) turns inner planetary gears (3). Ring gear
(10) is a stationary component and inner planetary
gears (3) rotate around the inside of ring gear (10).
The rotation of inner planetary gears (3) around the
inside of ring gear (10) turns inner carrier (8). Inner
carrier (8) is connected to outer sun gear (7) by
splines. The rotation of inner carrier (8) and outer sun
gear (7) causes outer planetary gears (4) to turn.
The rotation of outer planetary gears (4) around the
inside of ring gear (10) turns outer carrier (9). Outer
carrier (9) is fastened to hub (11). The rotation of hub
(11) sends power to sprocket segments (2) and the
track.
70 RENR7094
Systems Operation Section

The oil level in the final drives is maintained through

a filler plug. All components receive lubrication oil
as the gears move. The gears throw oil on all of the
components (splash lubrication).

i00961468

Undercarriage
SMCS Code: 4150

g00465573
Illustration 75
Undercarriage
(1) Front idler (4) Carrier roller (7) Rear idler
(2) Front roller frame (5) Track rollers (8) Track
(3) Rear roller frame (6) Pivot shaft

The undercarriage of the machine is not suspended.
Pivot shafts (6) connect the roller frames at the rear
of the machine.
The equalizer bar connects the two roller frames at
the front of the tractor. The equalizer bar keeps the
roller frames in a constant position relative to the
main frame. The equalizer bar also keeps the roller
frames in a constant position relative to each other.
The track roller frames consist of front frame (2) and
rear frame (3). Front idler (1) is installed on the front
frame. Rear idler (7) and track rollers (5) are installed
on the rear frame.
Tracks (8) are sealed and lubricated for increased
wear resistance.
A recoil (group) is installed in the roller frame in order
to keep the track adjusted.
RENR7094 71
Systems Operation Section

Undercarriage Arrangements 1. Single flange

Standard 2. Double flange

For each side of the machine, the standard 3. Double flange

undercarriage has seven track rollers. Four of the
rollers are single flange track rollers and three of the 4. Single flange
rollers are double flange track rollers.
5. Double flange
The installation of the track rollers is arranged from
the front of the machine in the following order: 6. Single flange

1. Single flange 7. Double flange

2. Double flange 8. Single flange

3. Single flange i01611957

4. Double flange Pivot Shaft

5. Single flange SMCS Code: 4153

6. Double flange

7. Single flange

Low Ground Pressure

For each side of the machine, the LGP undercarriage
(low ground pressure) has seven track rollers. Four
of the rollers are single flange track rollers and three
of the rollers are double flange track rollers.

The installation of the track rollers is arranged from

the front of the machine in the following order:

1. Single flange

2. Double flange

3. Single flange

4. Double flange Illustration 76

g00465578

One side of pivot shaft

5. Single flange
(1) Machine frame
(2) Bearings
6. Double flange (3) Track roller frame
(4) Plate
7. Single flange (5) Bolts
(6) Seal
(7) Pivot shaft
Extended Length
Pivot shaft (7) connects the machine frame (1) with
For each side of the machine, the XR undercarriage the two track frames (3). Each track roller frame can
has eight track rollers. The XR undercarriage has rotate about the pivot shaft.
an additional roller that is located to the rear of the
undercarriage. Four of the rollers are single flange Pivot shaft (7) extends through the pivot shaft
track rollers and four of the rollers are double flange cavity in machine frame (1). Two sleeve bearings in
track rollers. machine frame (1) support the tractor on pivot shaft
(7). Pivot shaft (7) is supported by two bearings (2)
The installation of the track rollers is arranged from in track roller frame (3).
the front of the machine in the following order:
72 RENR7094
Systems Operation Section

Track roller frame (3) is filled with oil in order to

lubricate the pivot shaft bearings in track roller frame
(3). Seal (6) contains the oil in the cavity on track
roller frame (3) and in the pivot shaft cavity.

Lubrication of the Pivot Shaft

g00464770
Illustration 77
(1) Machine frame
(7) Pivot shaft
(8) Hose assembly
(9) Bottle

The oil for lubrication of pivot shaft (7) comes from

bottle (9). Oil flows by gravity from the bottle to the
pivot shaft.

The bottle is located above the left fender of the

machine. Hose assembly (8) connects the bottle to
a port that is located in machine frame (1). The port
allows lubrication oil to reach the pivot shaft.

The pivot shaft oil level can be checked on the side

of the bottle. Oil is added by using the cap assembly
that is located on the top of the bottle.
RENR7094 73
Systems Operation Section

i00960773

Equalizer Bar
SMCS Code: 7206; 7207

g00489850
Illustration 78
Equalizer bar
(1) Pin (4) Machine frame (7) Track roller frame
(2) Equalizer bar (5) Spherical bearing
(3) Seal (6) Pin

The track roller frames are connected at the front by Seals (3) prevent foreign material from contacting the
equalizer bar (2). Equalizer bar (2) is a solid steel bearing that is used between the equalizer bar and
piece. the machine frame.

Equalizer bar (2) keeps the roller frames in a constant

position relative to the machine frame. The equalizer
bar also keeps the roller frames in a constant position
relative to each other.

The equalizer bar is connected to roller frames (7) by

pins (6). The equalizer bar is connected to machine
frame (4) by pin (1).

One bearing (5) is installed in each end of the

equalizer bar. Seals (3) prevent foreign material from
contacting the bearings.
74 RENR7094
Systems Operation Section

i00908386

Track Roller Frame

SMCS Code: 4151

Illustration 79
Track roller frame
(1) Recoil group
(2) Seal
(3) Front track roller frame
g00465582
(4) Guide assembly (7) Rear track roller frame
(5) Track adjuster cover
(6) Pivot shaft
RENR7094 75
Systems Operation Section

Track adjustment valves (8) are used for moving

front roller frame (3) in order to adjust the track
tension. Grease is pumped into the filler valve. The
grease causes piston (13) to move to the right. The
movement causes front track roller (3) to move out of
rear roller frame (7). The movement of the recoil rod
and the front idler tightens the track. The tension on
the track is released by a relief valve.

i01523353

Tracks
SMCS Code: 4170

Sealed and Lubricated Track

g00465584
Illustration 80
Recoil group
(8) Track adjustment valves
(9) Cylinder assembly
(10) Recoil spring
(11) Tube
(12) Nut
(13) Piston

Personal injury or death can result from grease

and oil coming out of the relief valve.

Grease and oil are under high pressure coming

out of the relief valve and can penetrate the body.

Do not watch the relief valve to see if grease is es-

caping. Watch the track or track adjustment cylin-
der to see if the track is being loosened.

The track roller frame can be separated into two

sections. Front roller frame (3) has a large tube
g00460732
assembly. The tube assembly slides into rear roller Illustration 81
frame (7). Track Assembly
(1) Track link
Tube (11) contains recoil spring (10) and track (2) Bushing
adjustment valves (8). A groove is machined in the (3) Radial hole
outer diameter of the tube. Guide assemblies (4) (4) Oil reservoir
(5) Track link
are installed in rear roller frame (7). The guides are (6) Pin
aligned with the groove. The guides will prevent (7) Track link
any rotation of tube (11) inside the rear roller frame. (8) Track link
However, the guides allow tube (11) to slide inside (9) Thrust ring
(10) Plug (polyurethane)
the rear roller frame. (11) Stopper (rubber)
(12) Seal assembly

The track that is standard on this machine is sealed

and lubricated. Each track assembly has links, pins,
bushings, thrust rings, polyurethane seal assemblies,
rubber stoppers and polyurethane plugs.
76 RENR7094
Systems Operation Section

Each of track links (1) and (5) fits over the preceding Positive Pin Retention
track link. Link (1) fits over link (8). Link (5) fits over
link (7). The connection of the track links make the
track assembly.

Each track link is designed with a counterbore in

the end in order to fit over the preceding track link.
Seals (12) are installed in the counterbores. Each
seal includes a load ring and a seal ring. The load
ring pushes the seal ring against the end of bushing
(2) and against the link counterbore. The seal ring
makes a positive seal between the bushing and the
link counterbore.

Thrust rings (9) are installed on pin (6). The thrust

rings compress the seals to a specific tolerance. The
thrust rings also control the end play (free movement)
of the track joint. The seals and the thrust rings keep
foreign materials out of the track joint. The seals and
the thrust rings keep lubricating oil in the track joint.

Pin (6) is designed with oil reservoir (4), which runs

most of the length of the axis of the pin. Radial hole
(3) is drilled in the middle of the length of the pin.
Radial hole (3) directs oil to the surface between pin
(6) and bushing (2) and to the lips of the seal rings.

The pin, the bushing, and the lips of the seal rings
are lubricated in order to prevent wear.

The oil is kept in the pin by stopper (11) and by plug

(10). The pin is filled with oil through a hole in the
center of stopper (11). When the chamber in the pin
is filled, plug (10) is installed in stopper (11).

g00551795
Illustration 82
Track Assembly
(1) Track link
(2) Track link
(3) Oil reservoir
(4) Radial hole
(5) Track link
(6) Pin
(7) Bushing
(8) Track link
(9) Plug (polyurethane)
(10) Stopper (rubber)
(11) Retaining ring
(12) Seal assembly
(13) Thrust ring

The track that is optional on this machine has positive

pin retention. Each track assembly has links, pins,
bushings, thrust rings, polyurethane seal assemblies,
rubber stoppers and polyurethane plugs.

Each of track links (1) and (2) fits over the preceding
track link. Link (1) fits over link (8). Link (2) fits over
link (5). The connection of the track links make the
track assembly.
RENR7094 77
Systems Operation Section

Each track link is designed with a counterbore in
the end in order to fit over the preceding track link.
Seals (12) are installed in the counterbores. Each
seal includes a load ring and a seal ring. The load
ring pushes the seal ring against the end of bushing
(7) and against the link counterbore. The seal ring
makes a positive seal between the bushing and the
link counterbore.
Thrust rings (13) are installed on pin (6). The thrust
rings compress the seals to a specific tolerance. The
thrust rings also control the end play (free movement)
of the track joint. The seals and the thrust rings keep
foreign materials out of the track joint. The seals and
the thrust rings keep lubricating oil in the track joint.
Each assembled track link is sealed. Independent
lubrication is provided for components. The seals
and the lubrication oil help to prevent internal wear
on the track joints. Significant wear occurs only on
the outside of the bushings and on the outside of
the track links. As a result, the track pins and the
bushings are replaced less frequently.
i00909824
Track Carrier Roller
SMCS Code: 4154

Pin (6) is designed with oil reservoir (3), which runs

most of the length of the axis of the pin. Radial hole
(4) is drilled in the middle of the length of the pin.
Radial hole (4) directs oil to the surface between pin
(6) and bushing (7) and to the lips of the seal rings.

The pin, the bushing, and the lips of the seal rings
are lubricated in order to prevent wear.

The oil is kept in the pin by stopper (10) and by plug

(9). The pin is filled with oil through a hole in the
center of stopper (10). When the chamber in the pin
is filled, plug (9) is installed in stopper (10).

Retaining ring (11) at each end of pin (6) gives the

pin positive retention. This positive pin retention
eliminates internal end play. Rings (11) are not
removed unless the pins are removed. The removal
of the pins shears the rings. New rings must be g00464250
installed at reassembly. Illustration 84
Track carrier roller

Master Link (1)

(2)
Shaft
Duo-Cone seal
(3) Bearings
(4) End cover
(5) Plug

Track carrier rollers are standard on machines with

the LGP undercarriage. Track carrier rollers are
optional for standard machines.

The machine has a track carrier roller on each side.

The track carrier rollers give support to the track
between the sprocket and the front idler. The carrier
rollers turn on two tapered roller bearings (3).

The shaft on the track carrier roller is fastened to a

support bracket by a clamp. The support bracket is
g00460735
Illustration 83 fastened to the track roller frame.
Master Link and Master Shoe
(13) Master Shoe The track carrier rollers must be in alignment with
(14) Bolts the sprocket and the front idler. The carrier roller
(15) Master Link is aligned by sliding the roller shaft in the support
bracket.
Two-piece master links (15) and master shoe (13)
are bolted together with bolts (14).
78 RENR7094
Systems Operation Section

i00909109 i01062166

Track Idler Track Roller

SMCS Code: 4159 SMCS Code: 4180

g00552022
Illustration 86
Track roller (double flange)
(1) End collar
(2) Snap ring
(3) Rim
(4) Shaft
(5) Stopper
g00465611 (6) Center passage
Illustration 85
(7) Bushing
Idlers (8) Duo-Cone seal
(1) Idler
(2) Retainer Single flange track rollers and double flange track
(3) Shaft
(4) Stabilizer rollers are located on each side of the machine. The
(5) Duo-Cone seal track rollers are fastened to the bottom section of the
(6) Stopper assembly track roller frame.

The machine has a front and a rear idler for each
roller frame.
Stabilizer (4) controls the position of seal (5). The
amount of side movement or end clearance of the
shaft cannot be adjusted.
Idler (1) has Duo-Cone seals (5) at both ends of shaft
(3).
The center of shaft (3) is an oil reservoir. The oil is
used for lubrication of the bearing surfaces.
The track rollers are in contact with the rails on the
track links. The flanges on the track rollers prevent
the lateral movement of the track links.
Bushing (7) puts the side load on the roller. The
amount of lateral movement or end clearance of the
shaft cannot be adjusted.
Duo-Cone seals (8) are attached to both of the ends
of shaft (4).
Track Roller Lubrication
The roller is lubricated with the oil in center passage
(6).
RENR7094 79
Systems Operation Section

Oil is added through shaft (4) at stopper (5). The oil is

forced through center passage (6) to the lubrication
holes in shaft (4). Duo-Cone seals (8) seal oil in the
roller at each end.

Refer to Systems Operation, “Undercarriage” for

information about the arrangements of the track
rollers.
80 RENR7094
Testing and Adjusting Section

Testing and Adjusting

Section

Testing and Adjusting

i02461085

Schematic
SMCS Code: 3030
 1

renr7094-00

PAGES 81-82 1FOLDOUT(S)

RENR7094 83
Testing and Adjusting Section

Power Train Oil System (21) Transmission lubrication

The locations of the following components and (22) Bevel gear case (sump)
pressure taps are shown in Illustration 87.
(23) Lubrication distribution manifold
Components
Pressure Taps
(1) Bevel gear for the differential steering (lubrication)
(B1) Brake
(2) Service brake control valve
(P) Transmission main relief valve
(3) Steering differential and brake (left side)
(M) Torque converter inlet
(4) Relief valve (torque converter inlet)
(N) Torque converter outlet
(5) Relief valve (torque converter outlet)
(L1) Transmission lubrication
(6) Screen
(L2) Pump drive lubrication
(7) Flywheel housing and pump drive
(LB1) Brake lubrication (rear port on left side)
(8) Engine
(LB2) Brake lubrication (front port on right side)
(9) Oil cooler
(A) Pressure tap (No. 1 clutch)
(10) Torque converter
(B) Pressure tap (No. 2 clutch)
(11) Drive shaft (pump)
(C) Pressure tap (No. 3 clutch)
(12) Power train oil pump
(D) Pressure tap (No. 4 clutch)
(12A) Torque converter and lubrication section
(E) Pressure tap (No. 5 clutch)
(12B) Transmission and controls section
i02507415
(12C) Scavenge section

(13) Oil filter bypass valve

Machine Preparation
SMCS Code: 7000
(14) Oil filter

(15) Steering differential and brake (right side) General Information

(16) Screen When you are defining a problem in the power train
system, the following procedure should be followed:
(17) Transmission
1. Prepare the machine for service.
(18) Accumulator
2. Perform the visual checks.
(19) Transmission modulating valves
3. If the problem has not been identified, perform the
(19A) Modulating valve (No. 1 clutch) operation checks.

(19B) Modulating valve (No. 2 clutch) 4. If the problem is not fully understood, perform the
instrument tests.
(19C) Modulating valve (No. 3 clutch)

(19D) Modulating valve (No. 4 clutch)

(19E) Modulating valve (No. 5 clutch)

(20) Main relief valve

84 RENR7094
Testing and Adjusting Section

5. When the problem is defined, go to

Troubleshooting. Troubleshooting information can
be found in this manual. The Troubleshooting
Personal injury can result from hydraulic oil pres-
section lists the probable causes of a known
sure and hot oil.
problem. As there may be more than one cause
for a problem, the Troubleshooting section may
Hydraulic oil pressure can remain in the hydraulic
suggest specific inspections or instrument tests be
system after the engine has been stopped. Seri-
done. The inspections and the tests help identify
ous injury can be caused if this pressure is not re-
the most probable cause of a problem. The list
leased before any service is done on the hydraulic
cannot give all possible problems and corrections.
system.
During a diagnosis of the power train system,
Make sure all of the attachments have been low-
remember that correct oil flow and pressure are
ered, oil is cool before removing any components
necessary for correct operation. The output of the
or lines. Remove the oil filler cap only when the en-
power train oil pump increases with an increase in
gine is stopped, and the filler cap is cool enough
engine speed and decreases when engine speed is
to touch with your bare hand.
decreased. Oil pressure is caused by resistance to
the flow of oil.

Locations of the pressure taps and of the components

are given in this section of the manual.
Escaping fluid under pressure, even a pinhole size
leak, can penetrate body tissue, causing serious
Note: Caterpillar EMS accesses many values that injury, and possible death. If fluid is injected into
are useful in troubleshooting the power train system.
your skin, it must be treated immediately by a doc-
When the situation is appropriate, use Caterpillar
tor familiar with this type of injury.
EMS in order to find a pressure or determine a
system problem.
Always use a board or cardboard when checking
for a leak.
Warnings
Refer to the following warnings and notices for all
inspections and tests of the power train.
Personal injury or death can result from not en-
gaging the parking brake.

Transmission engagement alone will not prevent

Sudden movement of the machine or release of oil machine from rolling when the engine is stopped.
under pressure can cause injury to persons on or
near the machine.

To prevent possible injury, perform the procedure

that follows before testing and adjusting the pow- Personal injury can result if the machine moves
er train. while testing.

If the machine begins to move during test, reduce

the engine speed immediately and engage the
parking brake.
RENR7094 85
Testing and Adjusting Section

NOTICE
Care must be taken to ensure that fluids are contained
during performance of inspection, maintenance, test-
ing, adjusting and repair of the product. Be prepared to
collect the fluid with suitable containers before open-
ing any compartment or disassembling any compo-
nent containing fluids.

Refer to Special Publication, NENG2500, “Caterpillar

Dealer Service Tool Catalog” for tools and supplies
suitable to collect and contain fluids on Caterpillar
products.

Dispose of all fluids according to local regulations and

mandates.

Procedure
Before you troubleshoot, complete the following
procedure.

1. Move the machine to a smooth, horizontal location

that is away from operating machines and away
from personnel.

Note: Permit only one operator on the machine.

Keep all other personnel away from the machine or
in the operator’s sight.

2. Place the steering control lever in the NEUTRAL

position.

3. Engage the parking brake.

4. Lower the attachments to the ground.

5. Stop the engine.

6. Turn the key to the on position, but do not start

the engine.

7. Move the control levers through the full range of

travel. This will relieve any pressure that may be
present in the implement hydraulic system.

8. Make sure that the pressure in the entire hydraulic

system has been released.
86 RENR7094
Testing and Adjusting Section

i02460944

Pressure Charts
SMCS Code: 3030
Table 5

Power Train Oil System

Parking Brake Disengaged Disengaged Disengaged Disengaged Engaged
Service Brake Disengaged Disengaged Disengaged Engaged Disengaged
Setting for
Setting for STD, XR, and
Engine Speed European
USA LGP
Union
2245 + 10 − 2130 + 10 − 1675 ± 35 rpm 800 ± 10 rpm
800 ± 10 rpm
20 rpm 20 rpm
Transmission Gear Neutral Neutral Neutral Third Speed Neutral
Forward
Stall
Power Train Oil SAE 30 SAE 30 SAE 30 SAE 30 SAE 30
80° ± 10°C 80° ± 10°C 80° ± 10°C 80° ± 10°C 80° ± 10°C
Oil temperature
(176° ± 18°F) (176° ± 18°F) (176° ± 18°F) (176° ± 18°F) (176° ± 18°F)

Tap Component Pressures

2350 ± 2550 ± 140 kPa 2550 ± 140 kPa < <
B1 Brake 140 kPa (370 ± 20 psi) (370 ± 20 psi) 70 kPa (10 psi) 70 kPa (10 psi)
(340 ± 20 psi)
2585 ± 2760 ± 140 kPa 2760 ± 140 kPa 2690 ± 140 kPa 2585 ± 105 kPa
Transmission main relief
P 105 kPa (400 ± 20 psi) (400 ± 20 psi) (390 ± 20 psi) (375 ± 15 psi)
valve(1)
(375 ± 15 psi)
380 ± 70 kPa 724 ± 70 kPa 724 ± 70 kPa 515 ± 70 kPa
M Torque converter inlet
(55 ± 10 psi) (105 ± 10 psi) (105 ± 10 psi) (75 ± 10 psi)
380 ± 70 kPa 515 ± 70 kPa 515 ± 70 kPa 415 ± 70 kPa
N Torque converter outlet
(55 ± 10 psi) (75 ± 10 psi) (75 ± 10 psi) (60 ± 10 psi)
24 ± 14 kPa 205 ± 35 kPa 205 ± 35 kPa 105 ± 35 kPa
L1 Transmission lubrication
(3.5 ± 2 psi) (30 ± 5 psi) (30 ± 5 psi) (15 ± 5 psi)
205 ± 70 kPa 310 ± 105 kPa 310 ± 105 kPa
L2 Pump drive lubrication
(30 ± 10 psi) (45 ± 15 psi) (45 ± 15 psi)
18 + 18 − 17 90 ± 35 kPa 90 ± 35 kPa 55 ± 35 kPa
Brake lubrication (rear
LB1 kPa (2.6 + 2.6 (13 ± 5 psi) (13 ± 5 psi) (8 ± 5 psi)
port on left side)
− 2.4 psi)
18 + 18 − 17 90 ± 35 kPa 90 ± 35 kPa 55 ± 35 kPa
Brake lubrication (front
LB2 kPa (2.6 + 2.6 (13 ± 5 psi) (13 ± 5 psi) (8 ± 5 psi)
port on right side)
− 2.4 psi)
(1) Clutches 1 through 4 operate at the main relief pressure for the transmission when the clutch is engaged. Clutch 5 operates at
2240 ± 205 kPa (325 ± 30 psi) when the clutch is engaged.
RENR7094 87
Testing and Adjusting Section

i02463040

Pressure Taps
SMCS Code: 3030

Do not connect the couplings or disconnect the

couplings when pressure exists in the system. High
pressure in the system can damage the seals.

Locations

g01195181
Illustration 90
The pressure tap for the brakes is located under the floorplate
below the seat on the brake control valve.
(2) Service brake control valve
(B1) Pressure tap for the brakes

g01255395
Illustration 88
These pressure taps are located on the top of the back cover
of the transmission at the rear of the machine.
(17) Transmission
(P) Pressure tap for the transmission main relief valve
(L1) Pressure tap for the transmission lubrication
(A) Pressure tap for the No. 1 clutch
(B) Pressure tap for the No. 2 clutch
(C) Pressure tap for the No. 3 clutch
(D) Pressure tap for the No. 4 clutch g01228963
(E) Pressure tap for the No. 5 clutch Illustration 91
The pressure tap for the pump drive lubrication is located
below the floorplate on the flywheel housing.
(7) Flywheel housing and pump drive
(L2) Pressure tap for the pump drive lubrication

g01195176
Illustration 89
The pressure taps for the torque converter outlet relief valve
and for the torque converter inlet relief valve are located
behind the access door on the right fender of the machine.
(M) Pressure tap for the torque converter inlet
(N) Pressure tap for the torque converter outlet
88 RENR7094
Testing and Adjusting Section

NOTICE
Care must be taken to ensure that fluids are contained
during performance of inspection, maintenance, test-
ing, adjusting, and repair of the machine. Be prepared
to collect the fluid with suitable containers before
opening any compartment or disassembling any com-
ponent containing fluids.

Dispose of all fluids according to local regulations and

mandates.

Introduction
g01228974
Illustration 92
The following test will determine the pressures that
These pressure taps for the brake lubrication and for the are being delivered to each individual transmission
brakes are located on the sides of the machine above the final
drives.
clutch.
(3) Steering differential and brake (left side)
(15) Planetary gears and brake (right side)
Clutches 1 through 4 will operate at the main relief
(LB1) Pressure tap for the brake lubrication (rear port on left side) pressure for the transmission when the clutch is
(LB2) Pressure tap for the brake lubrication (front port on right side) engaged. Clutch 5 operates at 2240 ± 205 kPa
(X1) Pressure tap for the brake pressure (front port on left side) (325 ± 30 psi) when the clutch is engaged.
(X2) Pressure tap for the brake pressure (rear port on right side)

Required Tools
i02507441

Transmission Controls
SMCS Code: 3030

Hydraulic oil pressure can remain in the hydraulic

system on this machine after the engine and pump
have been stopped. Serious injury can result if
this pressure is not released before any service
is done on the hydraulic systems. In order to pre-
vent possible injury, release the hydraulic system
pressure before working on any fitting, hose, or
g01089423
hydraulic component. Illustration 93
Tooling (A)
Lower all attachments to the ground before ser-
vice is started. If the hydraulic system must be ser- Note: The following tests will require five sets of
viced, tested, or adjusted with the attachment in tooling (A).
the raised position, the attachments and lift cylin-
ders must be supported properly.

Always move the machine to a location away from

the travel of other machines. Be sure that other
personnel are not near the machine when the en-
gine is running and tests or adjustments are being
made.
RENR7094 89
Testing and Adjusting Section

Table 6
Required Tools
Part
Tooling Item Description Qty
Number
Pressure Gauge
A1 8T-0855 0 to 4000 kPa 5
(0 to 580 psi)
A2 6V-3989 Fitting 5
A
A3 6V-4143 Coupler 10
Hose As
A4 177-7861 0 to 6000 kPa 5
(0 to 870 psi)

Test Procedure (Transmission

Clutch Pressures)
Table 7

Checklist for Transmission Clutch Pressures

Transmission Pressure Transmission Pressure
Transmission Speed
Clutch Measurement Clutch Measurement
FIRST SPEED FORWARD No. 2 Clutch No. 5 Clutch
SECOND SPEED FORWARD No. 2 Clutch No. 4 Clutch
THIRD SPEED FORWARD No. 2 Clutch No. 3 Clutch
NEUTRAL No. 3 Clutch N/A
FIRST SPEED REVERSE No. 1 Clutch No. 5 Clutch
SECOND SPEED REVERSE No. 1 Clutch No. 4 Clutch
THIRD SPEED REVERSE No. 1 Clutch No. 3 Clutch

Table 8
Transmission Speed Clutches That are
Engaged In The
Transmission
First Speed Forward 2 and 5
Second Speed Forward 2 and 4
Third Speed Forward 2 and 3
Neutral 3
First Speed Reverse 1 and 5
Second Speed Reverse 1 and 4
Third Speed Reverse 1 and 3
g01162047
Illustration 94
The pressure taps for the transmission clutches are located on the
1. Move the machine to a smooth horizontal location. back of the transmission housing.
(A) Pressure Tap for Number One Clutch
2. Lower the implements. Engage the parking brake. (B) Pressure Tap for Number Two Clutch
Turn the engine OFF. (C) Pressure Tap for Number Three Clutch
(D) Pressure Tap for Number Four Clutch
(E) Pressure Tap for Number Five Clutch

3. Attach one set of tooling (A) to each pressure

tap. Label each set of tooling (A) as the tooling
is attached to a valve.
90 RENR7094
Testing and Adjusting Section

4. Run the hydraulic hoses from tooling (A) into the

cab.
5. Start the engine. Warm the power train oil to a
temperature of 80° ± 10°C (176° ± 18°F).
6. Disengage the parking brake. Engage the service
brakes.
NOTICE
Care must be taken to ensure that fluids are contained
during performance of inspection, maintenance, test-
ing, adjusting, and repair of the machine. Be prepared
to collect the fluid with suitable containers before
opening any compartment or disassembling any com-
ponent containing fluids.

7. Operate the engine at LOW IDLE (800 rpm). Move Dispose of all fluids according to local regulations and
the machine with the steering control lever in the mandates.
FIRST SPEED FORWARD position.

8. Check the pressure at tooling (A) for the No. 2 Introduction

clutch. The pressure at tooling (A) should be
2585 ± 105 kPa (375 ± 15 psi).
9. Check the pressure at tooling (A) for the No. 5
clutch. The pressure at tooling (A) for the No. 5
clutch should be 2240 ± 205 kPa (325 ± 30 psi).
10. Use Table 8 in order to check all of the other
combination of clutches. Copy Table 7 and record
the pressure measurements in the table.
The following test will determine if the pressure of the
oil that is delivered to the service brakes from the
brake valve is within the specified limit. Also, this test
will determine whether the oil pressure to the brakes
decreases to the specified limit when the brakes are
activated.
Also, the test for brake lubrication is included in this
story.

i02463016 Required Tools

Brake Pressure - Test
SMCS Code: 4250-081

Hydraulic oil pressure can remain in the hydraulic

systems after the engine and pump have been
stopped. Serious injury can be caused if this pres-
sure is not released before any service is done on
the hydraulic systems. To prevent possible injury,
refer to the section, Testing and Adjusting, “Hy-
draulic System Pressure - Release” before any
fitting, hose or component is loosened, tightened, g01104724
removed or adjusted. Illustration 95
Tooling (A)
When possible, the bucket must always be low-
ered to the ground before service is started. When
it is necessary for the boom to be in the raised po-
sition while tests or adjustments are done, be sure
that the boom, stick and bucket have correct sup-
port.

The swing lock (if equipped) must be engaged be-

fore service is started.

Always move the machine to a location away from

the travel of other machines. Be sure that other
personnel are not near the machine when the en-
gine is running and tests or adjustments are being
made. g01090582
Illustration 96
(C) Tooling
RENR7094 91
Testing and Adjusting Section

Table 9 7. Operate the engine at HIGH IDLE. Make sure

Required Tools that the transmission is in NEUTRAL and that the
parking brake is in the OFF position.
Part
Tooling Item Description Qty
Number 8. Check the pressure at tooling (A1). The pressure
Pressure Gauge at tooling (A1) should be 2550 ± 140 kPa
A1 8T-0855 4000 kPa 1 (370 ± 20 psi).
(580 psi)
9. Operate the engine at LOW IDLE (800 rpm). Make
Pressure Gauge sure that the parking brake is in the OFF position.
A2 8T-0863 1
250 kPa (36 psi)
A 10. Check the pressure at tooling (A1). The pressure
A3 6V-3989 Fitting 1
at tooling (A1) should be 2350 ± 140 kPa
A4 6V-4143 Coupler 2 (340 ± 20 psi).
Hose As
A5 177-7861 41370 kPa 1 11. The pressure at tooling (A1) should be less than
(6000 psi) 70 kPa (10 psi) when the parking brake or the
C1 5P-6944 Adapter 1
service brake is fully engaged.
C
C2 6V-3965 Fitting As 1 Reference: See Testing and Adjusting, “Pressure
Charts” in this module for additional pressure
values.
Test Procedure (Remote Pressure
Tap) Test Procedure (Right Brake)
The following test procedure will determine if the The following test procedure will determine if the oil
pressure of the oil that is delivered from the brake pressure that is delivered to the right brake is within
valve is within the specified limit. the specified limit.

1. Move the machine to a smooth horizontal location. 1. Move the machine to a smooth horizontal location.

2. Lower all of the implements. Engage the parking 2. Lower all of the implements. Engage the parking
brake. Turn the engine OFF. brake. Turn the engine OFF.

g01195237 g01161850
Illustration 97 Illustration 98
The Brake Control Valve is located under the cab. Right Brake
(B1) Pressure Tap for the Brake (2) Location of the brake pressure port (B1) for the right brake
(1) Brake Control Valve (3) Planetary gears and brake

3. Locate pressure tap (B1). This pressure tap is 3. Locate plug (2) inboard of right planetary gears
located on the top of the brake control valve (1). and brake (3) toward the rear.

4. Assemble tooling (A). Make sure that you use 4. Remove plug (2) from the machine.
8T-0855 Pressure Gauge (A1).
5. Assemble tooling (C). Install tooling (C) in the
5. Attach tooling (A) to pressure tap (B1). location for plug (2).

6. Start the engine. Warm the power train oil to a

temperature of 80° ± 10°C (176° ± 18°F).
92 RENR7094
Testing and Adjusting Section

6. Assemble tooling (A). Make sure that you use

8T-0855 Pressure Gauge (A1).

7. Attach tooling (A) to tooling (C).

8. Start the engine. Warm the power train oil to a

temperature of 80° ± 10°C (176° ± 18°F).

9. Operate the engine at HIGH IDLE. Make sure

that the transmission is in NEUTRAL and that the
parking brake is in the OFF position.

10. Check the pressure at tooling (A1). The pressure

at tooling (A1) should be 2550 ± 140 kPa
(370 ± 20 psi). g01161877
Illustration 99
11. Operate the engine at LOW IDLE (800 rpm). Right Brake
Make sure that the transmission is in NEUTRAL (3) Planetary gears and brake
and that the parking brake is in the OFF position. (4) Location of test port for Brake Lubrication (LB2)

12. Check the pressure at tooling (A1). The pressure
at tooling (A1) should be 2350 ± 140 kPa
(340 ± 20 psi).
13. The pressure at tooling (A1) should be less than
70 kPa (10 psi) when the parking brake or the
service brake is fully engaged.
3. Locate plug (4) inboard of right planetary gears
and brake (3) at the rear of the machine.
4. Remove plug (4) from the machine.
5. Assemble tooling (C). Install tooling (C) in the
location for plug (4).

Reference: See Testing and Adjusting, “Pressure
Charts” in this module for additional pressure
values.
Test Procedure (Left Brake)
Note: For the left brake, remove the plug that is
toward the front of the machine.
Perform Step 4 through Step 11 in “Test Procedure
(Right Brake)” for the left brake on the other side of
the machine.
Test Procedure (Right Brake
Lubrication)
The following test procedure will determine if the
pressure of the lubrication oil to the right brake is
within the specified limit.
1. Move the machine to a smooth horizontal location.
2. Lower all of the implements. Engage the parking
brake. Turn the engine OFF.
6. Assemble tooling (A). Make sure that you use
8T-0863 Pressure Gauge (A2).
7. Attach tooling (A) to tooling (C).
8. Start the engine. Warm the power train oil to a
temperature of 80° ± 10°C (176° ± 18°F).
9. Operate the engine at HIGH IDLE. Make sure
that the transmission is in NEUTRAL and that the
parking brake is in the OFF position.
10. Check the pressure at tooling (A2). The pressure
at tooling (A2) should be 90 ± 35 kPa (13 ± 5 psi).
11. Operate the engine at LOW IDLE (800 rpm).
Make sure that the transmission is in NEUTRAL
and that the parking brake is in the OFF position.
12. Check the pressure at tooling (A2). The pressure
at tooling (A2) should be 18 + 18 − 17 kPa
(2.6 + 2.6 − 2.4 psi).
Reference: See Testing and Adjusting, “Pressure
Charts” in this module for additional pressure
values.

Test Procedure (Left Brake

Lubrication)
Note: For the left brake, remove the plug that is
toward the rear of the machine.
RENR7094 93
Testing and Adjusting Section

Perform Step 1 through Step 12 in “Test Procedure
(Right Brake Lubrication)” for the left brake on the
other side of the machine.
i02463705
The following test procedure will verify whether the
pressure setting is within the specified limit. The
adjustment procedure provides the information that is
needed to adjust the main relief valve to the specified
limit.

Relief Valve (Main) - Adjust Required Tools

SMCS Code: 5069-025

Hydraulic oil pressure can remain in the hydraulic

systems after the engine and pump have been
stopped. Serious injury can be caused if this pres-
sure is not released before any service is done on
the hydraulic systems. To prevent possible injury,
refer to the section, Testing and Adjusting, “Hy-
draulic System Pressure - Release” before any
fitting, hose or component is loosened, tightened,
removed or adjusted.
g01161467
When possible, the bucket must always be low- Illustration 100
ered to the ground before service is started. When Tooling (A)
it is necessary for the boom to be in the raised po-
sition while tests or adjustments are done, be sure Table 10
that the boom, stick and bucket have correct sup- Required Tools
port.
Part
Tooling Item Description Qty
Number
The swing lock (if equipped) must be engaged be-
fore service is started. Pressure Gauge
A1 8T-0855 0 to 4000 kPa 1
Always move the machine to a location away from (0 to 580 psi)
the travel of other machines. Be sure that other A2 6V-3989 Fitting 1
personnel are not near the machine when the en- A
gine is running and tests or adjustments are being A3 6V-4143 Coupler 2
made. Hose As
A4 177-7861 0 to 6000 kPa 1
(0 to 870 psi)
NOTICE
Care must be taken to ensure that fluids are contained
during performance of inspection, maintenance, test- Test Procedure (Transmission Main
ing, adjusting, and repair of the machine. Be prepared
to collect the fluid with suitable containers before Relief Valve)
opening any compartment or disassembling any com-
ponent containing fluids. 1. Move the machine to a smooth horizontal location.

Dispose of all fluids according to local regulations and 2. Lower all of the implements. Engage the parking
mandates. brake. Turn the engine OFF.

Introduction
The main relief valve for the transmission maintains
the maximum pressure of the oil that is delivered
to the transmission clutches by the transmission
modulating valves. Also, the main relief valve protects
the transmission hydraulic system from any high
pressure spikes.
94 RENR7094
Testing and Adjusting Section

g01255465 g01255467
Illustration 101 Illustration 102
(P) Pressure Tap for the Transmission Main Relief Valve (1) Bolts
(L1) Pressure Tap for the Transmission lubrication (2) Back Cover

3. Attach tooling (A) to pressure tap (P). 2. Remove bolts (1) from back cover (2). Remove
back cover (2).
4. Start the engine. Warm the power train oil to a
temperature of 80° ± 10°C (176° ± 18°F).

5. Operate the engine at HIGH IDLE. Make sure

that the steering control lever is in the NEUTRAL
position. Disengage the parking brake.

6. Check the pressure at tooling (A). The pressure

at tooling (A) should be 2760 ± 140 kPa
(400 ± 20 psi).

7. Operate the engine at LOW IDLE (800 rpm).

Make sure that the steering control lever is in the
NEUTRAL position. Engage the parking brake.

8. Check the pressure at tooling (A). The pressure

at tooling (A) should be 2585 ± 105 kPa
(375 ± 15 psi).

Reference: Refer to Testing and Adjusting,

“Pressure Charts” in this module for additional
pressure values. g01195281
Illustration 103

9. If the pressure at tooling (A) is within the specified (3) Transmission Main Relief Valve
(4) Locknut
limit, the test is complete. If the pressure at tooling (5) Adjustment Screw
(A) is not within the specified limit, perform the
procedure in “Adjustment Procedure for the Main 3. Loosen locknut (4). Maintain the position of
Relief Valve”. adjustment screw (5).

Adjustment Procedure for the Main 4. Start the engine. Run the engine at low idle
(800 rpm). Rotate adjustment screw (5) in order
Relief Valve to adjust the pressure setting. Adjust the main
relief valve in order to obtain a pressure of
1. Perform the steps in “Test Procedure 2585 ± 105 kPa (375 ± 15 psi).
(Transmission Main Relief Valve)”.
5. Do not allow adjustment screw (5) to rotate when
the locknut is tightened.

6. Tighten the locknut to a torque of 18 ± 4 N·m

(159.0 ± 35.0 lb in).
RENR7094 95
Testing and Adjusting Section

7. Use bolts (1) in order to attach back cover (2). The following test will check the maximum pressure
of the oil that is delivered to the torque converter
section of the torque divider. The pressure setting of
i02463063
the torque converter inlet relief valve is not adjustable.
Relief Valve (Torque Converter
Inlet) Pressure - Test and Required Tools
Adjust
SMCS Code: 3133-036; 3182-036

Hydraulic oil pressure can remain in the hydraulic

system on this machine after the engine and pump
have been stopped. Serious injury can result if
this pressure is not released before any service
is done on the hydraulic systems. In order to pre-
vent possible injury, release the hydraulic system
pressure before working on any fitting, hose, or
hydraulic component. Illustration 104
g01089423

Tooling (A)
Lower all attachments to the ground before ser-
vice is started. If the hydraulic system must be ser- Table 11
viced, tested, or adjusted with the attachment in
the raised position, the attachments and lift cylin- Required Tools
ders must be supported properly. Part
Tooling Item Description Qty
Number
Always move the machine to a location away from
the travel of other machines. Be sure that other Pressure Gauge
personnel are not near the machine when the en- A1 8T-0855 0 to 4000 kPa 1
(0 to 580 psi)
gine is running and tests or adjustments are being
made. A2 6V-3989 Fitting 1
A
A3 6V-4143 Coupler 2
NOTICE Hose As
Care must be taken to ensure that fluids are contained A4 177-7861 0 to 6000 kPa 1
during performance of inspection, maintenance, test- (0 to 870 psi)
ing, adjusting, and repair of the machine. Be prepared
to collect the fluid with suitable containers before
opening any compartment or disassembling any com- Test Procedure (Torque Converter
ponent containing fluids.
Inlet Relief Valve)
Dispose of all fluids according to local regulations and
1. Move the machine to a smooth horizontal location.
mandates.
2. Lower all of the implements. Engage the parking
Use the following procedure in order to check the brake. Turn the engine OFF.
pressure setting for the torque converter inlet relief
valve.

Introduction
The torque converter inlet relief valve limits the
maximum pressure to the torque converter section of
the torque divider. The torque converter inlet relief
valve also prevents damage to the torque converter
when the engine is started and the oil is cold.
96 RENR7094
Testing and Adjusting Section

i02507502

Relief Valve (Torque Converter

Outlet) Pressure - Test and
Adjust
SMCS Code: 3133-036; 3182-036

Personal injury can result from hydraulic oil pres-

sure and hot oil.

Illustration 105
g01195176
The pressure tap for the torque converter inlet relief valve is
located behind the access door on the right fender of the machine.
(M) Pressure Tap for the Torque Converter Inlet
(N) Pressure Tap for the Torque Converter Outlet
Hydraulic oil pressure can remain in the hydraulic
system after the engine has been stopped. Seri-
ous injury can be caused if this pressure is not re-
leased before any service is done on the hydraulic
system.

3. Attach tooling (A) to pressure tap (M).
4. Start the engine. Do not warm the hydraulic oil.
5. Operate the engine starting at LOW IDLE (800
rpm) and slowly increase the speed. Make sure
that the steering control lever is in the NEUTRAL
position.
6. Watch the pressure at tooling (A). The pressure
should rise with the engine speed until the
pressure reaches 900 kPa (130 psi).
7. The torque converter inlet relief valve is not
adjustable. If the pressure continues to rise above
900 kPa (130 psi), replace the relief valve.
Note: The torque converter inlet relief valve is located
under the lubrication distribution manifold.
Make sure all of the attachments have been low-
ered, oil is cool before removing any components
or lines. Remove the oil filler cap only when the en-
gine is stopped, and the filler cap is cool enough
to touch with your bare hand.
Introduction
The relief valve (torque converter outlet) maintains a
minimum oil pressure in the torque converter.
Follow this procedure in order to adjust the pressure
setting for the relief valve (torque converter outlet).
Required Tools

Note: The torque converter inlet relief valve is not

adjustable. If the pressure is wrong the relief valve
must be replaced.

g01089423
Illustration 106
Tooling (A)
RENR7094 97
Testing and Adjusting Section

Table 12 Reference: See Testing and Adjusting, “Pressure

Required Tools Charts” in this module for additional pressure
values.
Part
Tooling Item Description Qty
Number
Pressure Gauge
A1 8T-0855 0 to 4000 kPa 1
(0 to 580 psi)
A2 6V-3989 Fitting 1
A
A3 6V-4143 Coupler 2
Hose As
A4 177-7861 0 to 6000 kPa 1
(0 to 870 psi)

Test and Adjust

g01195460
Illustration 108
1. Move the machine to a smooth horizontal location.
9. If the pressure is incorrect then install spacers
2. Lower all of the implements. Engage the parking (2) or remove spacers in order to change the
brake. Turn the engine OFF. pressure setting of the torque converter outlet
relief valve (1).

Note: One spacer changes the pressure setting by

16.5 kPa (2.4 psi). Adding spacers increases the
pressure and removing spacers lowers the pressure.

Reference: Refer to the procedures in Disassembly

and Assembly, “Torque Converter Outlet Relief Valve”
in the Service Manual for your machine.

i02463118

Illustration 107
g01195176
The pressure tap for the torque converter inlet relief valve is
located behind the access door on the right fender of the machine.
(M) Pressure Tap for the Torque Converter Inlet
(N) Pressure Tap for the Torque Converter Outlet
3. Attach tooling (A) to pressure tap (N).
4. Start the engine. Warm the power train oil to a
temperature of 80° ± 10°C (176° ± 18°F).
5. Operate the engine at HIGH IDLE. Disengage the
parking brake. Make sure that the steering control
lever is in the NEUTRAL position.
Accumulator - Test
SMCS Code: 5077
Introduction
The accumulator supplements power train oil flow
in low flow conditions. The accumulator is located
underneath the fuel tank at the back of the machine.
The following procedure will determine if the
accumulator for the power train is charged to the
appropriate pressure.

6. Check the pressure at tooling (A). The pressure at

tooling (A) should be 515 ± 70 kPa (75 ± 10 psi).

7. Operate the engine at LOW IDLE (800 rpm).

Make sure that the steering control lever is in the
NEUTRAL position.

8. Check the pressure at tooling (A). The pressure at

tooling (A) should be 380 ± 70 kPa (55 ± 10 psi).
98 RENR7094
Testing and Adjusting Section

Required Tools Test Procedure (Accumulator

Charge Pressure)
1. Move the machine to a smooth horizontal location.

2. Lower all of the implements. Engage the parking

brake. Stop the engine.

Note: Allow the machine to sit for two minutes before

attaching any tooling. This will allow the pressure and
the temperature to stabilize.

g01099017
Illustration 109
175-5507 Nitrogen Charging Group

Table 13
g01231781
Illustration 110
Required Tools
(1) Accumulator
Part (2) Transmission
Tool Item Description Qty (3) Valve
Number
(4) Protector
175-5507(1) Nitrogen Charging
- - 1
Group 3. Remove protector (4). Attach tooling (C6), (C7),
C1 2S-5224 1 (C10), and (C11) to valve (3).
8S-1506 Disc Coupling 4. The accumulator charge pressure at tooling (C7)
C2 1
Assembly should be 1725 ± 100 kPa (250 ± 15 psi) when the
C3 162-4147 Hose As 1 oil temperature is 20 °C (70 °F). If the pressure of
the accumulator is low then the accumulator needs
C4 8S-4599 Coupling 1 to be charged. Check the accumulator again in
C5 8S-4600 Fitting 2 order to ensure that the charge is maintained.
C6 1S-8937 Needle Valve 1
C Charging Procedure
C7 8T-0859 Pressure Gauge 1
C8 162-4146 Regulator 1
7S-5106 Nitrogen Charging
C9 1 Dry nitrogen is the only gas approved for use in
Chuck
the accumulator. Charging the accumulator with
1S-8938 Nitrogen Charging oxygen gas will cause an explosion. This danger
C10 1
Chuck
will not happen if nitrogen cylinders with standard
C11 1S-8941 Hose As 1 CGA (Compressed Gas Association, Inc.) Number
580 connections are used. When you order nitro-
123-6700 Laser Infrared
D - 1 gen gas, be sure that the cylinders are equipped
Thermometer Gp
with CGA No. 580 Connections. Do not use col-
(1) Items (C1) through item (C11) are part of the 175-5507 or codes or other methods of identification to tell
Nitrogen Charging Group. These items are preassembled. the difference between nitrogen and oxygen cylin-
ders.
RENR7094 99
Testing and Adjusting Section

A new accumulator should be charged before

installation. Do not charge an accumulator that is
connected to a power train system. Pressure from
the power train oil in the system may interfere with
the charging procedure.

Gas pressure is variable with the temperature. The

accumulator must be at the same temperature as
the surrounding air before the accumulator can be Illustration 112
g01225244

charged. Use the following chart for the correct (1) Accumulator
nitrogen charge. Use dry nitrogen. (3) Valve
(4) Protector
Table 14
Charging Pressure for the Accumulator at 3. Remove protector (4) from valve (3) of
Different Oil Temperatures accumulator (1).
Temperature Pressure 4. Install nitrogen charging chuck (C10) on valve (3).
16 °C (60 °F) 1690 kPa (245 psi)
5. Open the valve handle on nitrogen charging
21 °C (70 °F) 1725 kPa (250 psi) chuck (C10). Use pressure gauge (C7) in order to
27 °C (80 °F) 1760 kPa (255 psi) monitor the nitrogen charge in the accumulator.

6. Check the temperature of the air around the

accumulator. Refer to Table 14 for the correct
charging pressure.

7. Open the valve on the nitrogen cylinder. Adjust

screw (7) on regulator (C8) until pressure
gauge (8) is at the pressure that will charge the
accumulator.

8. Open needle valve (C6) in order to allow nitrogen

to flow into the accumulator.

9. When the pressures on pressure gauge (C7)

and on pressure gauge (8) are identical, turn off
regulator (C8).

10. If the pressure on pressure gauge (C7)

decreases, open regulator (C8).

11. Repeat Steps 9 and 10 until you have the

following results:
g01099041
Illustration 111
175-5507 Nitrogen Charging Group • Pressure readings on pressure gauge (C7) and
(C6) Needle Valve
on pressure gauge (8) are identical.
(C7) Pressure Gauge
(C8) Regulator • Pressure readings do not change.
(C9) Nitrogen Charging Chuck
(C10) Nitrogen Charging Chuck 12. Close the valve on the nitrogen cylinder.
(7) Screw
(8) Pressure Gauge
13. Close needle valve (C6) and close the valve on
1. Connect the 175-5507 Nitrogen Charging Group nitrogen charging chuck (C10).
to the nitrogen cylinder at nitrogen charging chuck
(C9). 14. Remove nitrogen charging chuck (C10) from
valve (3) on the accumulator. Install protector (4)
2. Make sure that needle valve (C6) is closed. Open on valve (3).
the valve on the nitrogen cylinder.
100 RENR7094
Testing and Adjusting Section

i02394091 1. Move the machine forward. Allow the machine to

stop without the use of the service brakes. Adjust
Track - Adjust the tracks while you are in the machine’s typical
operating conditions. If packing conditions prevail
SMCS Code: 4197-025 in the workplace, adjust the tracks with packing
material on the tracks.

2. Make sure that the sag in the track is between

Grease is under high pressure. the sprocket and the front idler. Park the machine
and shut off the engine.
Grease coming out of the relief valve under pres-
sure can penetrate the body causing injury or 3. Establish a straight line from the grouser at the
death. sprocket to the grouser at the front idler. See
Illustration 114.
Do not watch the relief valve to see if grease is es-
caping. Watch the track or track adjustment cylin-
der to see if the track is being loosened.

Loosen the relief valve only one turn.

Introduction
The sag in the track must be maintained.

The following test procedure will verify whether the

sag in the track is within the specified limit.

Test Procedure Illustration 114

g00040329

4. If a machine does not have track carrier rollers,

the sag in the track is measured between the
sprocket and front idler (2). The correct adjustment
of dimension (2) is 115 ± 10 mm (4.5 ± 0.4 inch).

g00040335
Illustration 113

NOTICE
Do not attempt to tighten track when dimension (1) is
150 mm (5.9 inch) or more.
g00104000
Illustration 115
Contact your Caterpillar dealer for track service or in-
structions. 5. If the machine is equipped with track carrier
rollers, calculate the average of dimension (3)
Follow these steps in order to adjust the tension of and dimension (4). The correct average value is
the track: 55 ± 10 mm (2.2 ± 0.4 inch).

Loose Track Adjustment

1. Remove the access cover.
RENR7094
g00104001
Illustration 116
2. Add multipurpose grease (MPGM) through
track adjustment valve (5). Add the MPGM until
dimension (2) is correct.
3. Operate the machine back and forth in order to
equalize the pressure. Allow the machine to coast
to a complete stop. Do not use the brakes.
4. Measure dimension (2) again. Repeat Steps 2 and
3 until dimension (2) is correct.
5. Install the access cover.
Tight Track Adjustment
g00104002
Illustration 117
1. Remove the access cover.
2. Loosen relief valve (6) by one turn of 360 degrees.
Allow the grease to escape.
3. Close the relief valve. Tighten the valve to a torque
of 34 ± 7 N·m (25 ± 5 lb ft).
4. Add MPGM through track adjustment valve (5).
Add grease until dimension (2) is correct.
5. Operate the machine back and forth in order to
equalize the pressure. Allow the machine to coast
to a complete stop. Do not use the brakes.
101
Testing and Adjusting Section
6. Measure dimension (2) again. Repeat Steps 4 and
5 until dimension (2) is correct.
7. Install the access cover.
i02463027
Flywheel Lubrication Oil
Pressure - Test
SMCS Code: 3071-081-PX
Hydraulic oil pressure can remain in the hydraulic
system on this machine after the engine and pump
have been stopped. Serious injury can result if
this pressure is not released before any service
is done on the hydraulic systems. In order to pre-
vent possible injury, release the hydraulic system
pressure before working on any fitting, hose, or
hydraulic component.
Lower all attachments to the ground before ser-
vice is started. If the hydraulic system must be ser-
viced, tested, or adjusted with the attachment in
the raised position, the attachments and lift cylin-
ders must be supported properly.
Always move the machine to a location away from
the travel of other machines. Be sure that other
personnel are not near the machine when the en-
gine is running and tests or adjustments are being
made.
NOTICE
Care must be taken to ensure that fluids are contained
during performance of inspection, maintenance, test-
ing, adjusting, and repair of the machine. Be prepared
to collect the fluid with suitable containers before
opening any compartment or disassembling any com-
ponent containing fluids.
Dispose of all fluids according to local regulations and
mandates.
Introduction
The following test will determine whether the pressure
of the flywheel lubrication oil is at the specified limit.
This oil is delivered from the lubrication distribution
manifold. This oil is then distributed to the flywheel.
102 RENR7094
Testing and Adjusting Section

Required Tools 3. Attach tooling (A) to pressure tap (L2).

4. Start the engine. Warm the power train oil to a

temperature of 80° ± 10°C (176° ± 18°F).

5. Operate the engine at HIGH IDLE. Disengage the

parking brake. Make sure that the steering control
lever is in the NEUTRAL position.

6. Check the pressure at tooling (A). The pressure at

tooling (A) should be 310 ± 105 kPa (45 ± 15 psi).

7. Operate the engine at LOW IDLE (800 rpm).

Disengage the parking brake. Make sure that the
steering control lever is in the NEUTRAL position.
g01089423
Illustration 118 8. Check the pressure at tooling (A). The pressure at
Tooling (A) tooling (A) should be 205 ± 70 kPa (30 ± 10 psi).

Table 15 Reference: See Testing and Adjusting, “Pressure

Required Tools Charts” in this module for additional pressure
values.
Part
Tooling Item Description Qty
Number
i02463026
Pressure Gauge
A1 8T-0854 1000 kPa 1 Transmission Lubrication Oil
(145 psi)
Pressure - Test
A2 6V-3989 Fitting 1
A
A3 6V-4143 Coupler 2 SMCS Code: 3030-081-PX; 3080-032-PX;
3080-081-PX
Hose As
A4 177-7861 41370 kPa 1
(6000 psi)

Hydraulic oil pressure can remain in the hydraulic

Test Procedure
1. Move the machine to a smooth horizontal location.
2. Lower all of the implements. Engage the parking
brake. Turn the engine OFF.
system on this machine after the engine and pump
have been stopped. Serious injury can result if
this pressure is not released before any service
is done on the hydraulic systems. In order to pre-
vent possible injury, release the hydraulic system
pressure before working on any fitting, hose, or
hydraulic component.

Lower all attachments to the ground before ser-

vice is started. If the hydraulic system must be ser-
viced, tested, or adjusted with the attachment in
the raised position, the attachments and lift cylin-
ders must be supported properly.

Always move the machine to a location away from

the travel of other machines. Be sure that other
personnel are not near the machine when the en-
gine is running and tests or adjustments are being
made.

g01228963
Illustration 119
The pressure tap (L2) for the flywheel lubrication oil is located on
the top of the flywheel housing.
(L2) Pressure Tap for the flywheel lubrication oil
RENR7094 103
Testing and Adjusting Section

NOTICE
Care must be taken to ensure that fluids are contained
during performance of inspection, maintenance, test-
ing, adjusting, and repair of the machine. Be prepared
to collect the fluid with suitable containers before
opening any compartment or disassembling any com-
ponent containing fluids.

Dispose of all fluids according to local regulations and

mandates.

Introduction
The following test will determine whether the pressure
of the transmission lubrication oil is at the specified
limit. This oil is delivered from the power train oil
cooler to the lubrication distribution manifold. The oil
also comes from the transmission main relief valve.
Required Tools
g01255465
Illustration 121
(L1) Pressure Tap for the Transmission Lubrication
(P) Pressure Tap for the Main Relief Valve
3. Locate pressure tap (L1) on the machine.
Pressure tap (L1) is located on the back of the
transmission housing.
4. Attach tooling (A) to pressure tap (L1).

5. Start the engine. Warm the power train oil to a

temperature of 80° ± 10°C (176° ± 18°F).

6. Operate the engine at HIGH IDLE. Disengage the

parking brake. Make sure that the steering control
lever is in the NEUTRAL position.

7. Check the pressure at tooling (A). The pressure at

tooling (A) should be 205 ± 35 kPa (30 ± 5 psi).

8. Operate the engine at LOW IDLE (800 rpm).

Disengage the parking brake. Make sure that the
g01089423
steering control lever is in the NEUTRAL position.
Illustration 120
Tooling (A) 9. Check the pressure at tooling (A). The pressure at
tooling (A) should be 24 ± 14 kPa (3.5 ± 2 psi).
Table 16
Required Tools Reference: See Testing and Adjusting, “Pressure
Charts” in this module for additional pressure
Part values.
Tooling Item Description Qty
Number

Pressure Gauge
A1 8T-0853 1
400 kPa (58 psi)

A2 6V-3989 Fitting 1
A
A3 6V-4143 Coupler 2
Hose As
A4 177-7861 41370 kPa 1
(6000 psi)

Test Procedure
1. Move the machine to a smooth horizontal location.

2. Lower all of the implements. Engage the parking

brake. Turn the engine OFF.
104 RENR7094
Testing and Adjusting Section

i02507512

Speed Sensor - Adjust

(Output Speed of the Torque
Converter)
SMCS Code: 1907-025; 1912-025; 3175-025

g00289497
Illustration 122
Speed Sensor
(1) Speed Sensor
(2) Locknut
(A) Air Gap

1. Remove the speed sensor. Align a gear tooth

directly in the center of the opening for the sensor.

2. By hand, screw the speed sensor (1) into the hole

until the end of the sensor contacts the gear tooth.

3. Set the air gap (A) of the speed sensor to 0.89 mm

(0.035 inch). The air gap (A) is set by turning
the sensor 180 degrees in the counterclockwise
direction.

4. Tighten the locknut (2) to 25 ± 5 N·m (18 ± 4 lb ft).

Note: Do not allow the speed sensor (1) to turn as

the locknut (2) is tightened.
RENR7094 105
Testing and Adjusting Section

Troubleshooting Transmission Clutch

Troubleshooting
i01103861
• The Transmission Clutch Is Engaged and the
Symptom List Clutch Does Not Release.

SMCS Code: 3030 • The Transmission Clutch Does Not Engage.

Note: The table of contents lists the topics for
troubleshooting. The index lists the titles of symptoms
for each corresponding topic that is shown in the
table of contents.
Note: Before you troubleshoot, read ,
“Troubleshooting Procedures” in this module.
The topics and the corresponding symptoms are
identified in the following list.
Brake Troubleshooting
• The Brake Does Not Engage.
Transmission Troubleshooting
• The Transmission Does Not Operate in Any Gear.
• Harsh Shifting of Transmission
• The Transmission Does Not Change Gears but the
Machine Moves.
• The Machine Makes an Abrupt Stop When You
Shift into the NEUTRAL Position.
• The Transmission Operates in FORWARD Gears
Only.

• The Brake Does Not Release. • The Transmission Operates in REVERSE Gears
Only.
Hour Meter Troubleshooting • The Transmission Does Not Operate in FIRST
GEAR FORWARD or REVERSE.
• The Hour Meter Is Flashing.
• The Transmission Does Not Operate in SECOND
Machine Troubleshooting GEAR in FORWARD or REVERSE.

• The Machine Does Not Move or the Machine • The Transmission Does Not Operate in THIRD
Moves Slowly. GEAR FORWARD or REVERSE.

• Unusual Noise i02452249

Oil (Air in Oil) Troubleshooting Troubleshooting Procedures

• Air in Oil SMCS Code: 3030

The troubleshooting section includes procedures

Oil Pressure Troubleshooting for troubleshooting using symptoms. Use Service
Manual, RENR9867, “Machine Electronic Control
• System Pressure Is Low. System” for troubleshooting using fault codes.

Oil Temperature Troubleshooting The troubleshooting section in this module contains

procedures for several of the main components of
• High Power Train Oil Temperature the power train. Each topic in the table of contents
may contain several symptoms.
Software Troubleshooting For each topic, the list of symptoms is shown within
the troubleshooting section. The symptoms are listed
• Software Will Not Flash. after the title of the topic.

Torque Converter Troubleshooting The troubleshooting procedures follow the list of

symptoms.
• The Torque Converter Gets Hot.
Note: The index lists the titles of symptoms for each
corresponding topic in the table of contents.
106 RENR7094
Testing and Adjusting Section

Table 17 You need to speak with the operator about the

Example of a Topic and Symptoms
symptom.

Item Example Locations • Ask about the performance of the machine prior
Transmission Listed in the table of
to the problem.
Topic Clutch contents
Troubleshooting • Determine the time of the first occurrence of the
Listed in the index symptoms.
The Listed in the
Transmission index under the • Determine the operating conditions at the time
Clutch Is corresponding topic of the problem.
Engaged and
the Clutch Does • Ask the operator about the sequence of events
Symptoms Not Release. prior to the problem. Determine the order of the
The Listed after the
occurrences.
Transmission topic in the
Clutch Does Not troubleshooting • Ask the operator about the steps that have been
Engage. section taken to troubleshoot the machine.
Located after the
symptoms in the
• Check the history of repairs of the machine.
Procedures
troubleshooting
section • Ask about the preventive maintenance of the
machine.

Troubleshooting can be complicated. A problem may
be caused by one component. A problem may be
caused by the relation of one component with other
components.
4. Check the component data display mode.
Not all possible problems and corrections can be
included in the list of procedures for troubleshooting.
Consultation with other technical personnel may be
necessary in the process of troubleshooting.
Service personnel must find the source of the
problem. Then, complete the necessary repairs.
Inspect the machine. Look for problems. Notice
any unusual odors in the air. Listen for unusual
noises.
The component data display mode will show
the values of the data that are received by the
electronic control module (ECM) or the values that
are sent by the ECM. The components include
sensors, switches, etc. Each of the components is
referenced by a unique CID (component identifier).

General Procedure The required tools, procedures, and CID

descriptions are provided in the following
1. Know the Machine. reference.

Understand the operation of the machine. Know if
the symptom is characteristic of normal operation
or if the symptom is a problem.
Read the systems operation information in order
to understand the systems of the machine. You
must understand the interaction of the machine
systems.
2. Prepare the machine for troubleshooting.
a. Complete Testing and Adjusting, “Machine
Preparation” in this module.
b. Complete Troubleshooting, “Visual Inspection”
in this module.
3. Identify the Symptoms.
Reference: Refer to “Accessing Calibration
And Display Modes of The Monitoring System”
under “System Calibrations” in Service Manual,
RENR9867, “Machine Electronic Control System”.
5. Troubleshoot the faults with the service codes.
Determine if the ECM has detected any faults.
A service code is used to specify each detected
fault. The methods for determining the active
service codes are listed.
• “Using The Caterpillar Monitoring System To
Determine Service Codes”
• “Using Caterpillar Electronic Technician (ET) To
Determine Service Codes”
RENR7094
The procedures for determining the service
codes and the procedures for troubleshooting the
machine are located in the following reference.
Reference: Refer to “Troubleshooting Faults With
Service Codes” in Service Manual, RENR9867,
“Machine Electronic Control System”.
6. Troubleshoot using the description of the
symptom.
If you troubleshoot the service codes and the
problem is not resolved, continue troubleshooting
using the symptom. Identify the component that is
the most probable cause of the symptom.
7. Refer to the table of contents for a list of the topics
that are located in the troubleshooting section.
8. Turn to the selected topic. Select a symptom from
the available list.
Note: Symptoms for each topic are also listed in the
index.
9. Complete the procedure.
10. After the problem is resolved, prepare the
machine for operation. Complete a maintenance
record for the machine: problem, symptoms, and
repairs.
i02463121
Visual Inspection
SMCS Code: 3030
Machine Visual Checks
Personal injury can result from hydraulic oil pres-
sure and hot oil.
Hydraulic oil pressure can remain in the hydraulic
system after the engine has been stopped. Seri-
ous injury can be caused if this pressure is not re-
leased before any service is done on the hydraulic
system.
Make sure all of the attachments have been low-
ered, oil is cool before removing any components
or lines. Remove the oil filler cap only when the en-
gine is stopped, and the filler cap is cool enough
to touch with your bare hand.
107
Testing and Adjusting Section
When you are troubleshooting a problem, a visual
inspection of the system is the first step. Turn the
engine OFF before you inspect the machine. Lower
the implements to the ground. Place all controls in
the PARK or HOLD position. After performing the
visual inspection, check the operation of the machine
and note any unusual noises.
1. Check the power train oil level.
a. Use the dipstick in order to check the power
train oil level.
Reference: Refer to the Operation and
Maintenance Manual, “Transmission Oil Level
- Check”.
Expected Results
• The oil level is between the “ADD” mark and
the “FULL” mark.
Results
• OKAY: Proceed to Step 2.
• NOT OKAY: Add oil if the oil level is low.
Drain oil if the oil level is high. Maintain the
level of the oil between the “ADD” mark
on the dipstick and the“FULL” mark on the
dipstick. Check the machine for the original
problem. If the conditions are not resolved,
proceed to Step 2.
2. Check the level of the final drive oil.
a. Position one final drive so that the oil level
mark is horizontal.
b. Remove the check/fill plug at the final drive.
c. Check the plug for debris.
d. Use the final drive oil level mark to check the
level of the final drive oil.
e. Repeat the procedure in order to check the final
drive oil level for the other side of the machine.
Reference: Refer to the Operation and
Maintenance Manual, “Final Drive Oil Level -
Check”.
Expected Results
• The oil level is at the bottom of the filler plug
opening.
Results
• OKAY: Proceed to Step 3.
108
Testing and Adjusting Section
• NOT OKAY: Add oil if the level of the oil is
low. Drain oil if the level of the oil is high.
Inspect the seal that is used for the check/fill
plug. Replace the seal if the seal is damaged.
Clean the plug and install the check/fill plug.
Check the machine for the original problem.
If the conditions are not resolved, proceed
to Step 3.
3. Check for oil leaks.
a. Inspect these components for leaks and for
damage: oil lines, hoses, and fittings.
b. Look under the machine for oil that has leaked
from the machine onto the ground.
Expected Results
• No leaks exist.
Results
• OKAY: Proceed to Step 4.
• NOT OKAY: Repair all leaks. Check the
machine for the original problem. If the
conditions are not resolved, proceed to Step
4.
4. Check the electrical system.
a. Inspect the wires and check the electrical
connectors to the transmission and to the
brake control valves.
Reference: Refer to Service Manual,
SENR8367, “Power Train Electronic Control
System”.
Reference: Refer to the Schematic for the
electrical system in the Service Manual for your
machine.
Expected Results
• The wires and the electrical connectors are
not damaged. The electrical connectors are
clean.
Results
• OKAY: Proceed to Step 5.
• NOT OKAY: Replace any damaged wires.
Replace any damaged electrical connectors.
Ensure that all of the seals are properly in
place. Check the machine for the original
problem. If the conditions are not resolved,
proceed to Step 5.
RENR7094
5. Check the track.
a. Check the track for wear and for excessive
dirt buildup.
b. Visually check the adjustment of the track.
Reference: Refer to the procedure in Testing
and Adjusting, “Track - Adjust” in this module.
c. Check the torque of the track shoe bolts.
Reference: Refer to Specifications, “Tracks” in
the Service Manual for your machine.
Expected Results
• The bolt torque for the track shoes is correct.
• The track is adjusted correctly.
Results
• OKAY: Proceed to Step 7.
• NOT OKAY: Repair components and/or
replace components, if necessary. Use the
references that are listed for the correct
procedures and for the specifications. Check
the machine for the original problem. If the
conditions are not resolved, proceed to Step
6.
6. Adjust the track.
Reference: Refer to Testing and Adjusting, “Track
- Adjust” in this module.
Expected Results
• The track is adjusted correctly.
• The torque for the track shoes is correct.
Results
• CONTINUE: Proceed to Step 7.
7. Check for oil contamination.
a. Check the oil for air and for excessive particles.
Air in the oil causes the oil to foam. If particles
are in the oil, the oil appears sandy.
b. Check the power train oil system for
contamination by examining the oil on the
dipstick or by taking an oil sample from the
S·O·S Sampling Valve.
RENR7094 109
Testing and Adjusting Section

NOTICE
Care must be taken to ensure that fluids are contained
during performance of inspection, maintenance, test-
ing, adjusting and repair of the product. Be prepared to
collect the fluid with suitable containers before open-
ing any compartment or disassembling any compo-
nent containing fluids.

Refer to Special Publication, NENG2500, “Caterpillar

Tools and Shop Products Guide” for tools and supplies
suitable to collect and contain fluids on Caterpillar
products.

Dispose of all fluids according to local regulations and

mandates.

c. Check the torque converter scavenge screen

for foreign particles.

Note: Some oil will drain from the torque converter g01256098
when the screen is removed. Use a suitable container Illustration 124
to collect the oil.
e. Check the transmission screen. The screen is
located behind an access cover on the back of
the transmission case.

Note: Some oil will drain from the transmission when

the screen is removed. Use a suitable container to
collect the oil.

f. Check the element of the transmission oil filter

for foreign particles.

Reference: Refer to Operation and

Maintenance Manual, “Transmission Oil
Sample - Obtain”.

Expected Results

• An excessive amount of air is not present in

the oil. Excessive amounts of particles are
not present in the oil.

g01232088
Illustration 123
(A) Transmission Magnetic Screen
d. Check the transmission magnetic screen. The
magnetic screen is located between the bevel
gear case and the inlet side of the power train
oil pump.
Note: Some oil will drain from the suction line when
the magnetic screen is removed. Use a suitable
container to collect the oil.
Results
• OKAY: Continue troubleshooting if the
original problem exists.
• AIR IS PRESENT IN THE OIL: Proceed to
Step 8.
• PARTICLES ARE PRESENT IN THE OIL:
Proceed to Step 9.
8. Follow the procedure in this reference.

Refer to “Air In Oil” in this module under

Troubleshooting, “Oil (Air in Oil) Troubleshooting”.

Results

• OKAY (REPAIRED): Stop.

110
Testing and Adjusting Section
• NOT OKAY: The cause of the problem is
uncertain. Please call technical support with the
information that has been gathered.
9. Check for particles in the oil.
a. Crystal particles and/or particles of grit indicate
a failure of a clutch.
b. Shiny steel particles indicate a pump failure.
c. Rubber particles indicate a seal failure or hose
failure.
d. Aluminum particles indicate a torque converter
failure.
e. If metal particles or rubber particles are found,
then all components of the power train must
be washed.
f. Replace all damaged parts with new parts.
Reference: Refer to Disassembly and
Assembly in the Service Manual for your
machine.
Expected Results
• The original problem is resolved.
Results
• OKAY: Stop.
• NOT OKAY: The cause of the problem is
uncertain. Please call technical support with
the information that has been gathered.
i02509356
Brake Troubleshooting
SMCS Code: 4250
Symptoms
Before you complete any procedure, read
Troubleshooting, “Troubleshooting Procedures”.
• “The Brake Does Not Engage”
• “The Brake Does Not Release”
The Brake Does Not Engage
If the brakes are applied and the machine does not
slow down or if the machine does not stop, follow
this procedure.
RENR7094
Initially, a check of the brake pressure guides the
diagnosis of the problem to the brakes or to the brake
control valve.
If the brake pressure is correct then the brake control
valve is eliminated as the probable cause of the
problem. Thus, the brakes are the probable cause.
If the brake pressure is not correct then the brake
control valve is the probable cause of the problem.
If the brake pressure is corrected and the symptom
still exists, then the brakes could be the second
contributor of the problem.
1. Check the brake pressure.
Reference: Refer to Testing and Adjusting, “Brake
Pressure - Test” that is in this module.
Expected Results
• The pressure is correct.
Results
• OKAY: Since the pressure at the brake control
valve is correct the brake control valve is
eliminated as the cause of the problem. The
probable cause of the problem is the brakes.
Proceed to Step 2.
• NOT OKAY: The brakes are engaged by spring
force. The brakes are released by pressure oil
which is sent from the brake control valve to the
brakes. Therefore, high pressure oil from the
brake control valve to the brakes is a probable
cause of the symptom. Proceed to Step 3.
2. Check the brakes.
a. Disassemble the brakes.
b. Check these components of the brakes for
failure: seals, splines, friction discs, and brake
plates
c. If necessary, replace any components that are
damaged.
d. Calibrate the brakes.
Reference: Refer to “System Calibrations”
in Service Manual, RENR9867, “Machine
Electronic Control System”.
Expected Results
• The original problem is resolved.
Results
RENR7094
• OKAY: Stop.
• NOT OKAY: Stop. The probable causes
that were analyzed in this procedure did
not identify the cause of the problem. Use
the information from the original problem to
troubleshoot.
3. Manually inspect the brake control valve.
a. Disassemble the brake control valve and
inspect the valve for damage.
b. Repair the components and/or replace the
components, if necessary.
c. Calibrate the brakes.
d. Repeat Step 1 in order to check the brake
pressure.
Reference: Refer to “System Calibrations”
in Service Manual, RENR9867, “Machine
Electronic Control System”.
Expected Results
• The brake pressure is correct.
• The original problem is resolved.
Results
• OKAY: Stop.
• NOT OKAY: If no problems with the brake
control valve were observed then the
probable causes that were analyzed in this
procedure did not identify the cause of the
problem. If the pressure is correct but the
original symptom still exists then proceed
to Step 4.
4. Replace the proportional solenoid valve.
a. Replace the proportional solenoid valve.
b. Calibrate the brakes.
Reference: Refer to “System Calibrations”
in Service Manual, RENR9867, “Machine
Electronic Control System”.
c. Check the brake pressure.
Reference: Refer to Testing and Adjusting,
“Brake Pressure - Test” that is in this module.
d. Check the operation of the machine for the
original problem.
Expected Results
111
Testing and Adjusting Section
• The original problem is resolved.
Results
• OKAY: Stop.
• NOT OKAY: The cause of the problem is
uncertain. Please call technical support with
the information that has been gathered.
The Brake Does Not Release
Follow this procedure if the machine does not move
or if the machine moves slowly.
Initially, make sure that the symptom is active. If the
symptom is intermittent then a probable cause is oil
contamination.
Next, a check of the brake pressure guides the
diagnosis of the problem to the brake system or to
the transmission.
If the brake pressure is correct then the brake system
is eliminated as the probable cause of the problem.
Thus, sufficient pressure is sent to the brake in order
to release the brake. Therefore, clutch engagement
in the transmission is the probable cause.
If the brake pressure is not correct then the brake
system is the probable cause of the problem.
Next, a check of the system pressure determines if
the system pressure is high enough. The system
pressure allows the brake control valve to supply
sufficient pressure to the brakes.
If the system pressure is correct then check the
proportional solenoid valve. This check guides the
diagnosis of the problem to the brake control valve or
to the brakes.
1. Check for the symptom.
a. Determine that the symptom is active.
b. Complete this procedure only if the symptom
is active.
Results
• ACTIVE: Proceed to Step 2.
• NOT ACTIVE: If the symptom is not active,
oil contamination could be the problem.
Change the power train oil. Change the oil
filter element and clean the screens. Stop.
2. Check the brake pressure.
112
Testing and Adjusting Section
The brakes are engaged by spring force. The
brakes are released by pressure oil which is
sent from the brake control valve to the brakes.
Therefore, insufficient pressure oil to the brakes is
a probable cause of the symptom.
Reference: Refer to Testing and Adjusting, “Brake
Pressure - Test” that is in this module.
Expected Results
• The pressure is correct.
Results
4. Check the system pressure.
• OKAY: Proceed to Step 3.
• NOT OKAY: Proceed to Step 4.
Personal injury can result if the machine moves
while testing.
If the machine begins to move during test, reduce
the engine speed immediately and engage the
parking brake.
3. Check for transmission drag.
a. Place pressure gauges on all transmission
clutches.
b. Start the engine.
5. Check the brakes.
c. Disengage the parking brake.
d. Press down the service brake pedal in order
to engage the brakes.
e. Shift through all the transmission gears.
f. Check that the proper clutches engage for
each gear.
g. Check that the clutches disengage properly
for each gear. The clutch that is disengaged
should have a pressure below 137 kPa (20 psi).
Refer to Testing and Adjusting, “Transmission
Controls” in this module.
Expected Results
• The transmission clutches engage and the
transmission clutches disengage properly.
Results
RENR7094
• OKAY: The engagement of the transmission
clutches was eliminated as the source of
the problem. Since the brake pressure was
correct then the brake control valve was
eliminated as the cause of the problem.
Therefore, the brake is the probable cause
of the problem. Proceed to Step 5.
• THE CLUTCH DOES NOT ENGAGE:
Proceed to Step 6.
• THE CLUTCH DOES NOT DISENGAGE:
Proceed to Step 7.
Reference: Refer to Testing and Adjusting, “Main
Relief Vave - Adjust” that is in this module.
Expected Results
• The system pressure is correct.
Results
• OKAY: The brake pressure is not correct. The
system pressure is correct. Next, inspect the
brake control valve. Proceed to Step 9.
• NOT OKAY: The cause of the problem may
be the adjustment of the main relief valve. The
main relief valve maintains the system pressure
in the control section of the power train oil
pump. Proceed to Step 8.
The brake pressure is correct and the engagement
of the transmission clutches is correct. Therefore,
the brakes are the probable cause of the problem.
a. Disassemble the brakes.
b. Check these components of the brakes for
failure: seals, splines, friction discs, and brake
plates.
c. Replace any damaged components, if
necessary.
d. Calibrate the brakes.
Reference: Refer to “System Calibrations”
in Service Manual, RENR9867, “Machine
Electronic Control System”.
Expected Results
• The original problem is resolved.
Results
RENR7094
• OKAY: Stop.
• NOT OKAY: The cause of the problem is
uncertain. Please call technical support with
the information that has been gathered.
6. Follow the procedure in this reference.
Refer to “The Transmission Clutch Does Not
Engage” in this module under Troubleshooting,
“Transmission Clutch Troubleshooting”.
Results
• REPAIRED OKAY: Stop.
• NOT OKAY: The cause of the problem is
uncertain. Please call technical support with the
information that has been gathered.
7. Follow the procedure in this reference.
Refer to “The Transmission Clutch Is Engaged
And The Clutch Does Not Release” in this module
under Troubleshooting, “Transmission Clutch
Troubleshooting”.
Results
• REPAIRED OKAY: Stop.
• NOT OKAY: The cause of the problem is
uncertain. Please call technical support with the
information that has been gathered.
8. Follow the procedure in this reference.
Refer to “System Pressure Is Low” in this
module under Troubleshooting, “Oil Pressure
Troubleshooting”.
Results
• REPAIRED OKAY: Stop.
• NOT OKAY: Proceed to Step 9.
9. Manually inspect the brake control valve.
a. Disassemble the brake control valve and
inspect the valve for damage.
b. Repair the components and/or replace the
components, if necessary.
c. Calibrate the brakes.
Reference: Refer to “System Calibrations”
in Service Manual, RENR9867, “Machine
Electronic Control System”.
Expected Results
113
Testing and Adjusting Section
• The original problem is resolved.
Results
• OKAY: Stop.
• NOT OKAY: Proceed to Step 10.
10. Replace the proportional solenoid valve.
a. Replace the proportional solenoid valve.
b. Calibrate the brakes.
Reference: Refer to “System Calibrations”
in Service Manual, RENR9867, “Machine
Electronic Control System”.
c. Check the brake pressure.
Reference: Refer to Testing and Adjusting,
“Brake Pressure - Test” that is in this module.
d. Check the operation of the machine for the
original problem.
Expected Results
• The original problem is resolved.
Results
• OKAY: Stop.
• NOT OKAY: The cause of the problem is
uncertain. Please call technical support with
the information that has been gathered.
i01101831
Hour Meter Troubleshooting
SMCS Code: 7480
Symptoms
Before you complete any procedure, read
Troubleshooting, “Troubleshooting Procedures” in
this module.
• “The Hour Meter Is Flashing”
The Hour Meter Is Flashing
When the hour meter is flashing, the probable cause
is damage to the wires in the electrical connector.
1. Inspect the electrical connector.
a. Inspect the wires that are located in the
electrical connector.
114
Testing and Adjusting Section
b. Repair the components and/or replace the
components, if necessary.
Expected Results
• The original problem is resolved.
Results
• OKAY: Stop.
• NOT OKAY: The cause of the problem is
uncertain. Please call technical support with
the information that has been gathered.
i02509365
Machine Troubleshooting
SMCS Code: 7000
Symptoms
Before you complete any procedure, read
Troubleshooting, “Troubleshooting Procedures” in
this module.
• “The Machine Does Not Move or the Machine
Moves Slowly.”
• “Unusual Noise”
The Machine Does Not Move or the
Machine Moves Slowly.
Follow this procedure if the machine does not move
or if the machine moves slowly in some of the gears
or all of the gears.
Initially, make sure that the symptom is active. If the
symptom is intermittent then a probable cause is oil
contamination.
Next, a check of the brake pressure guides the
diagnosis of the problem to the brake system or to
the transmission.
If the brake pressure is correct then the brake system
is eliminated as the probable cause of the problem.
Thus, sufficient pressure is sent to the brake in order
to release the brake. Therefore, clutch engagement
in the transmission is the probable cause.
If the brake pressure is not correct then the brake
system is the probable cause of the problem.
Next, a check of the system pressure determines if
the system pressure is high enough. The system
pressure allows the brake control valve to supply
sufficient pressure to the brakes.
RENR7094
If the system pressure is correct then check the
proportional solenoid valves. This check guides the
diagnosis of the problem to the brake control valve or
to the brakes.
1. Check for the symptom.
a. Determine that the symptom is active.
b. Complete this procedure only if the symptom
is active.
Results
• ACTIVE: Proceed to Step 2.
• NOT ACTIVE: If the symptom is not active,
oil contamination could be the problem.
Change the power train oil. Change the oil
filter element and clean the screens. Stop.
2. Check the brake pressure.
The brakes are engaged by spring force. The
brakes are released by pressure oil which is
sent from the brake control valve to the brakes.
Therefore, insufficient pressure oil to the brakes is
a probable cause of the symptom.
Reference: Refer to Testing and Adjusting, “Brake
Pressure - Test” that is in this module.
Expected Results
• The pressure is correct.
Results
• OKAY: Proceed to Step 3.
• NOT OKAY: Proceed to Step 4.
Personal injury can result if the machine moves
while testing.
If the machine begins to move during test, reduce
the engine speed immediately and engage the
parking brake.
3. Check for transmission drag.
a. Place pressure gauges on all transmission
clutches.
b. Start the engine.
c. Disengage the parking brake.
RENR7094
d. Press down the service brake pedal in order
to engage the brakes.
e. Shift through all the transmission gears.
f. Check that the proper clutches engage for
each gear.
g. Check that the clutches disengage properly
for each gear. The clutch that is disengaged
should have a pressure below 137 kPa (20 psi).
Expected Results
• The transmission clutches engage and the
transmission clutches disengage properly.
Results
• OKAY: The engagement of the transmission
clutches was eliminated as the source of
the problem. Since the brake pressure was
correct then the brake control valve was
eliminated as the cause of the problem.
Therefore, the brake is the probable cause
of the problem. Proceed to Step 5.
• THE CLUTCH DOES NOT ENGAGE:
Proceed to Step 6.
• THE CLUTCH DOES NOT DISENGAGE:
Proceed to Step 7.
4. Check the system pressure.
Reference: Refer to Testing and Adjusting, “Main
Relief Valve - Adjust” that is in this module.
a. Expected Results
• The system pressure is correct.
Results
• OKAY: The brake pressure is not correct.
The system pressure is correct. Next, inspect
the brake control valve. Proceed to Step 9.
• NOT OKAY: The cause of the problem may
be the adjustment of the main relief valve.
The main relief valve maintains the system
pressure in the control section of the power
train oil pump. Proceed to Step 8.
5. Check the brakes.
The brake pressure is correct and the engagement
of the transmission clutches is correct. Therefore,
the brakes are the probable cause of the problem.
a. Disassemble the brakes.
115
Testing and Adjusting Section
b. Check these components of the brakes for
failure: seals, splines, friction discs, and brake
plates.
c. Replace any damaged components, if
necessary.
d. Calibrate the brakes.
Reference: Refer to “System Calibrations”
in Service Manual, RENR9867, “Machine
Electronic Control System”.
Expected Results
• The original problem is resolved.
Results
• OKAY: Stop.
• NOT OKAY: The cause of the problem is
uncertain. Please call technical support with
the information that has been gathered.
6. Follow the procedure in this reference.
Refer to “The Transmission Clutch Does Not
Engage” in this module under Troubleshooting,
“Transmission Clutch Troubleshooting”.
Results
• REPAIRED OKAY: Stop.
• NOT OKAY: The cause of the problem is
uncertain. Please call technical support with the
information that has been gathered.
7. Follow the procedure in this reference.
Refer to “The Transmission Clutch Is Engaged
And The Clutch Does Not Release” in this module
under Troubleshooting, “Transmission Clutch
Troubleshooting”.
Results
• REPAIRED OKAY: Stop.
• NOT OKAY: The cause of the problem is
uncertain. Please call technical support with the
information that has been gathered.
8. Follow the procedure in this reference.
Refer to “System Pressure Is Low” in this
module under Troubleshooting, “Oil Pressure
Troubleshooting”.
Results
• REPAIRED OKAY: Stop.
116
Testing and Adjusting Section
• NOT OKAY: Proceed to Step 9.
9. Manually inspect the brake control valve.
a. Disassemble the brake control valve and
inspect the valve for damage.
b. Repair the components and/or replace the
components, if necessary.
c. Calibrate the brakes.
Reference: Refer to “System Calibrations”
in Service Manual, RENR9867, “Machine
Electronic Control System”.
Expected Results
• The original problem is resolved.
Results
• OKAY: Stop.
• NOT OKAY: Proceed to Step 10.
10. Replace the proportional solenoid valve.
a. Replace the proportional solenoid valve.
b. Calibrate the brakes.
Reference: Refer to “System Calibrations”
in Service Manual, RENR9867, “Machine
Electronic Control System”.
c. Check the brake pressure.
Reference: Refer to Testing and Adjusting,
“Brake Pressure - Test” that is in this module.
d. Check the operation of the machine for the
original problem.
Expected Results
• The original problem is resolved.
Results
• OKAY: Stop.
• NOT OKAY: The cause of the problem is
uncertain. Please call technical support with
the information that has been gathered.
RENR7094
Unusual Noise
Many possible sources exist for unusual noises. One
potential source of this type of unusual noise is a
brake control valve that is not adjusted.
1. Calibrate the brake control valve.
a. Calibrate the brake control valve.
b. Check the operation of the machine for the
original problem.
Reference: Refer to “System Calibrations”
in Service Manual, RENR9867, “Machine
Electronic Control System”.
Expected Results
• The original problem is resolved.
Results
• OKAY: Stop.
• NOT OKAY: The cause of the problem is
uncertain. Please call technical support with
the information that has been gathered.
i02509411
Oil (Air in Oil) Troubleshooting
SMCS Code: 3030
Symptoms
Before you complete any procedure, read
Troubleshooting, “Troubleshooting Procedures” in
this module.
• “Air in Oil”
Air in Oil
Follow this procedure if the oil is foaming in the power
train oil system. The oil could also be discolored. A
small amount of air in the power train oil is normal.
1. Check the inlet side of the pump.
a. Check the lines and check the fittings on
the inlet side of the power train oil pump for
leaks. Repair components and/or replace
components, if necessary.
Reference: Refer to Specifications,
“Transmission and Torque Converter Pump” in
the Service Manual for your machine.
RENR7094
Expected Results
• The original problem is resolved.
Results
• OKAY: Stop.
• NOT OKAY: Repair all leaks that are found.
Check the operation of the machine for
the original problem. If conditions are not
resolved, proceed to Step 2.
Personal injury can result from hot oil spray and
raised work tools.
Make sure all the work tools have been lowered,
the oil is cool and the pressure has been released
from the hydraulic system before removing any
components or lines.
Do not allow hot oil or components to contact
skin.
2. Check the main screen and check the torque
converter scavenge screen for obstructions.
a. Drain the oil from the power train system.
b. Remove the bottom guard in order to gain
access to the main screen and to the torque
converter scavenge screen.
c. Remove the cover and remove the main
screen. The cover and the main screen are
located in front of the bevel gear case.
d. Remove the screens from the housing.
e. Check the screens for obstructions.
Reference: Refer to Disassembly and
Assembly, “Bottom Guards” in the Service
Manual for your machine.
Reference: Refer to Operation and
Maintenance Manual, “Maintenance Interval
Schedule”.
Expected Results
• The original problem is resolved.
Results
• OKAY: Proceed to Step 3.
117
Testing and Adjusting Section
• NOT OKAY: Determine the source of the
obstructions. Repair the component. Wash
the screens in a nonflammable solvent. If
conditions are not resolved, proceed to Step
3.
3. Assemble the components and install the
components that were removed.
a. Inspect the seal. If the seal is damaged,
replace the seal.
b. Install these components: the screens, the
cover, and the bottom guard.
c. Fill the power train system with oil.
Reference: Refer to the Operation and
Maintenance Manual, “Lubricant Viscosities”
and Operation and Maintenance Manual, “Refill
Capacities” for your machine.
d. Start the engine.
e. Maintain the oil between the “ADD” mark and
the “FULL” mark on the dipstick.
Reference: Refer to the Operation and
Maintenance Manual, “Transmission Oil Level -
Check” for your machine.
f. Stop the engine.
Expected Results
• The air has been removed from the oil
system.
Results
• OKAY: Stop.
• NOT OKAY: The cause of the problem is
uncertain. Please call technical support with
the information that has been gathered.
i02509493
Oil Pressure Troubleshooting
SMCS Code: 3030
Symptoms
Before you complete any procedure, read
Troubleshooting, “Troubleshooting Procedures” in
this module.
• “System Pressure Is Low”
118 RENR7094
Testing and Adjusting Section

System Pressure Is Low • The system pressure is correct.

1. Check the system pressure. Results

Reference: Refer to Testing and Adjusting, “Relief • OKAY: Stop.

Valve (Main) - Adjust” that is in this module.
• NOT OKAY: Proceed to Step 4.
Note: Do not adjust the pressure of the main relief
valve at this time. 4. Inspect the main relief valve.

Expected Results a. Disassemble the main relief valve and inspect

the valve for failure.
• The system pressure is correct.
b. Check the stiffness of the spring.
• The original problem is resolved.
Reference: Refer to Specifications, “Main
Results Relief Valve” in the Service Manual for your
machine.
• OKAY: Stop.
c. If necessary, repair the valve or replace the
• NOT OKAY: Proceed to Step 2. valve.

2. Check the transmission modulating valves. d. Check the operation of the machine for the
original problem.
a. Check the installation of the transmission
modulating valves. Make sure that the valves Expected Results
are installed correctly and that the valves are
torqued properly. • The original problem is resolved.
b. If necessary, repair the valves or replace the Results
valves.
• OKAY: Stop.
c. Check the system pressure.
• NOT OKAY: Proceed to Step 5.
Reference: Refer to Testing and Adjusting,
“Main Relief Valve - Adjust” that is in this 5. Inspect the oil pump.
module.
a. Disassemble the oil pump and inspect the
Expected Results pump for failure.

• The system pressure is correct. b. Inspect the oil pump drive for failure.

Results c. Repair the pump drive or replace the pump

drive, if necessary.
• OKAY: Stop.
d. Repair the pump or replace the pump, if
• NOT OKAY: The cause of the problem may necessary.
be the adjustment of the main relief valve.
The main relief valve maintains the system e. Check the operation of the machine for the
pressure in the control section of the power original problem.
train oil pump. Proceed to Step 3.
Refer to Disassembly and Assembly, “Power
3. Adjust the main relief valve. Train Oil Pump” in the Service Manual for your
machine.
Reference: Refer to Testing and Adjusting, “Main
Relief Valve - Adjust” that is in this module. Expected Results

Expected Results • The original problem is resolved.

• The main relief pressure is correct. Results
RENR7094
• OKAY: Stop.
• NOT OKAY: Proceed to Step 6.
6. Inspect the transmission for internal leakage.
a. Disassemble the transmission and inspect the
transmission for leaks.
b. Check all seals for failure.
c. Repair the transmission, if necessary.
Reference: Refer to Disassembly and
Assembly, “Transmission” in the Service
Manual for your machine.
Expected Results
• The original problem is resolved.
Results
• OKAY: Stop.
• NOT OKAY: The cause of the problem is
uncertain. Please call technical support with
the information that has been gathered.
i02509667
Oil Temperature
Troubleshooting
SMCS Code: 3030
Symptoms
Before you complete any procedure, read
Troubleshooting, “Troubleshooting Procedures” in
this module.
• “High Power Train Oil Temperature”
High Power Train Oil Temperature
Follow this procedure if the oil gauge consistently
operates in the warning region (red indicator). Also,
follow this procedure if the light for the oil temperature
comes on.
1. Check the operation of the machine.
a. Determine if the machine has been operating
at stall condition or near stall condition.
Expected Results
• The machine has been operating at stall
condition.
119
Testing and Adjusting Section
Results
• NO: Proceed to Step 7.a.
• YES: The operating conditions are a
probable cause of the symptom. Inform the
operator of the cause of the problem.
2. Check the temperature gauge.
a. Inspect the temperature gauge for proper
operation.
b. Repair the components and/or replace the
components, if necessary.
c. Check the operation of the machine for the
original problem.
Expected Results
• The original problem is resolved.
Results
• OKAY: Stop.
• NOT OKAY: Proceed to Step 7.d.
3. Check the temperature sender.
a. Check the operation of the temperature sender.
b. Repair the components and/or replace the
components, if necessary.
c. Check the operation of the machine for the
original problem.
Expected Results
• The original problem is resolved.
Results
• OKAY: Stop.
• NOT OKAY: Proceed to Step 4.
4. Check the cooling system.
a. Check for restrictions in the oil cooler lines.
b. Check for restrictions in the cores of the oil
cooler.
c. Repair the components and/or replace the
components, if necessary.
d. Check the operation of the machine for the
original problem.
Expected Results
120
Testing and Adjusting Section
• The original problem is resolved.
Results
• OKAY: Stop.
• NOT OKAY: Proceed to Step 5.
Personal injury can result if the machine moves
while testing.
If the machine begins to move during test, reduce
the engine speed immediately and engage the
parking brake.
5. Measure the pressure at the torque converter
inlet.
Note: Measure the pressure when the oil is cold. Do
not allow the machine to reach the normal operating
temperature before you measure the pressure.
Reference: Refer to Testing and Adjusting, “Relief
Valve (Torque Converter Inlet) Pressure - Test and
Adjust” that is in this module.
Expected Results
• The pressure is correct.
Results
• OKAY: Proceed to Step 8.
• NOT OKAY: Change the oil. Change the oil
filter elements and clean the screens. Check
the operation of the machine for the original
problem. If the conditions are not resolved,
proceed to Step 6.
6. Test the pressure of the Torque Converter Inlet
Relief Valve.
a. Start the engine.
b. Warm the power train oil to a temperature of
80° ± 10°C (176° ± 18°F).
c. Operate the engine at HIGH IDLE. Make
sure that the steering control lever is in the
NEUTRAL position. Disengage the parking
brake.
d. Check the pressure setting of the Torque
Converter Inlet Relief Valve.
Expected Results
RENR7094
• The pressure is 724 ± 70 kPa (105 ± 10 psi)
at HIGH IDLE.
• The original problem is resolved.
Results
• OKAY: Proceed to Step 8.
• NOT OKAY: Proceed to Step 7.
7. Inspect the lubrication distribution manifold.
a. Disassemble the lubrication distribution
manifold.
b. Inspect the manifold, the orifices, and the seals
for damage.
c. Inspect the check valve of the torque converter
inlet.
d. Repair the lubrication distribution manifold
and/or replace the lubrication distribution
manifold, if necessary.
e. Check the operation of the machine for the
original problem.
Expected Results
• The original problem is resolved.
Results
• OKAY: Stop.
• NOT OKAY: Proceed to Step 8.
8. Check the system pressure.
Reference: Refer to Testing and Adjusting, “Main
Relief Valve - Adjust” that is in this module.
Expected Results
• The system pressure is correct.
• The original problem is resolved.
Results
• OKAY: Stop.
• NOT OKAY: The cause of the problem may
be the adjustment of the main relief valve. The
main relief valve maintains the system pressure
in the control section of the power train oil
pump. Proceed to Step 9.
9. Adjust the main relief valve.
RENR7094 121
Testing and Adjusting Section

Expected Results • The original problem is resolved.

• The main relief pressure is correct. Results

• The original problem is resolved. • OKAY: Stop.

Results • NOT OKAY: Proceed to Step 13.
• OKAY: Stop. 13. Inspect the torque converter.

• NOT OKAY: Proceed to Step 10. a. Disassemble the torque converter and inspect
the torque converter for failure.
10. System Pressure Is Low.
Reference: Refer to Disassembly and
Repeat the procedure in Step 8. Assembly, “Torque Converter” in the Service
Manual for your machine.
Results
b. Repair the torque converter and/or replace the
• REPAIRED OKAY: Stop. torque converter, if necessary.

• NOT OKAY: Proceed to Step 11. c. Check the operation of the machine for the
original problem.
11. Check the scavenge screen.
Expected Results
a. Inspect the scavenge line screen.
• The original problem is resolved.
b. Check for obstructions.
Results
Reference: Refer to Systems Operation,
“Magnetic Screen” in the Service Manual for • OKAY: Stop.
your machine, if equipped.
• NOT OKAY: The cause of the problem is
Expected Results uncertain. Please call technical support with
the information that has been gathered.
• The original problem is resolved.
i02516117
Results
Software Troubleshooting
• OKAY: Proceed to Step 12.
SMCS Code: 7620
• NOT OKAY: Change the oil. Change the oil
filter elements and clean the screens. Check
the operation of the machine for the original Symptoms
problem. If the conditions are not resolved,
proceed to Step 12. Before you complete any procedure, read
Troubleshooting, “Troubleshooting Procedures”.
12. Inspect the power train oil pump.
• “Software Will Not Flash”
a. Disassemble the power train oil pump and
inspect the pump for failure. Software Will Not Flash
Reference: Refer to Disassembly and Perform this procedure if you cannot install the
Assembly, “Power Train Oil Pump” in the machine application software on the Electronic
Service Manual for your machine. Control Module (ECM).
b. Repair the pump and/or replace the pump, if 1. Inspection
necessary.
a. Check the battery on the PC. A low battery can
c. Check the operation of the machine for the cause ET/Winflash to not complete the flash
original problem. programming.
Expected Results Expected Results
122 RENR7094
Testing and Adjusting Section

• The original complaint is resolved. The Transmission Clutch Is

Results
• OKAY: Stop.
• NOT OKAY: The cause of the problem is
uncertain. Call technical support with the
information that has been gathered.
Engaged and the Clutch Does Not
Release
Follow this procedure if the machine seems to have a
brake that is applied. Also, follow this procedure if the
machine only operates in certain gears.

i01102298
Personal injury can result if the machine moves
Torque Converter while testing.
Troubleshooting If the machine begins to move during test, reduce
SMCS Code: 3101 the engine speed immediately and engage the
parking brake.

Symptoms
1. Check the pressures.
Before you complete any procedure, read
Troubleshooting, “Troubleshooting Procedures” in a. Start the engine. Operate the engine at high
this module. idle.

• “The Torque Converter Gets Hot” b. Push down on the service brake pedal in order
to engage the brakes.
The Torque Converter Gets Hot c. Disengage the parking brake.
1. Follow the procedure in this reference. d. Shift the transmission into the NEUTRAL
position in order to check these clutches: No.
Refer to “High Power Train Oil Temperature” in this 1, No. 2, No. 4, and No. 5. No. 3 clutch should
module under Troubleshooting, “Oil Temperature be the only clutch that is engaged.
Troubleshooting”.
e. Shift the transmission into FIRST GEAR
Results FORWARD in order to check No. 3 clutch. No.
2 clutch and No. 5 clutch should be engaged.
• REPAIRED OKAY: Stop.
f. Measure the pressure for the clutch that does
• NOT OKAY: The cause of the problem is not release.
uncertain. Please call technical support with the
information that has been gathered. See the procedure in Testing and Adjusting,
“Transmission Controls” in this module.
i02507549
Expected Results
Transmission Clutch
• When the clutches are released, all clutch
Troubleshooting pressures are less than 138 kPa (20 psi).
SMCS Code: 3155 Results

Symptoms • OKAY: Stop. The clutch releases properly.

Before you follow any procedure, read
Troubleshooting, “Troubleshooting Procedures” in
this module.
• “The Transmission Clutch Is Engaged and the
Clutch Does Not Release”
• “The Transmission Clutch Does Not Engage”
• NOT OKAY: Proceed to Step 2.
2. Check the bolt torques for the transmission
modulating valves.
a. Check the torque of the bolts that hold
the transmission modulating valves to the
transmission control valve.
RENR7094
Reference: Refer to Specifications,
“Transmission Hydraulic Control Valves” in the
Service Manual for your machine.
Expected Results
• The torque for the valves is correct.
Results
• OKAY: Proceed to Step 3.
• NOT OKAY: Tighten the bolts or loosen
the bolts to the proper torque. Check the
operation of the machine for the original
problem. If conditions are not resolved,
proceed to Step 3.
3. Replace the transmission modulating valve.
a. Replace the transmission modulating valve for
the clutch that does not release.
b. Calibrate the transmission modulating valves.
Reference: Refer to Machine Electronic
Control System, RENR9867, “System
Calibrations”.
c. Check the operation of the machine for the
original problem.
Expected Results
• The original problem is resolved.
Results
• OKAY: Stop.
• NOT OKAY: If the original problem is still
present then the cause of the problem is
uncertain. Please call technical support with
the information that has been gathered.
The Transmission Clutch Does Not
Engage
Follow this procedure if the machine does not operate
in specific gears.
1. Check the system pressure.
Reference: Refer to Testing and Adjusting, “Main
Relief Valve - Adjust” that is in this module.
Expected Results
• The system pressure is correct.
Results
123
Testing and Adjusting Section
• OKAY: If the original problem is not resolved
proceed to Step 4.
• NOT OKAY: The cause of the problem may
be the adjustment of the main relief valve. The
main relief valve maintains the system pressure
in the control section of the power train oil
pump. Proceed to Step 2.
2. Adjust the pressure setting of the main relief
valve.
Reference: Refer to Testing and Adjusting, “Main
Relief Valve - Adjust” that is in this module.
Expected Results
• The pressure setting of the main relief valve is
correct.
Results
• OKAY: The pressure setting of the main relief
valve is correct. If the original problem is not
resolved proceed to Step 4.
• NOT OKAY: Proceed to Step 3.
3. Follow the procedure in this reference.
Refer to “System Pressure Is Low” in this
module under Troubleshooting, “Oil Pressure
Troubleshooting”.
Results
• REPAIRED, OK: The original problem is
resolved. Stop.
• NOT OKAY: The system pressure is correct but
the problem is not resolved. Proceed to Step 4.
4. Check the pressure at the clutch.
Personal injury can result if the machine moves
while testing.
If the machine begins to move during test, reduce
the engine speed immediately and engage the
parking brake.
a. Start the engine. Operate the engine at high
idle.
b. Press down the service brake pedal in order
to engage the brakes.
c. Disengage the parking brake.
124
Testing and Adjusting Section
d. Shift the transmission into a gear that requires
the use of the clutch that is not functioning
correctly.
Reference: Refer to Testing and Adjusting,
“Transmission Controls” in this module.
e. Measure the pressure at the clutch that does
not engage.
Expected Results
• The hydraulic pressure of clutches 1 through
4 is equal to the setting of the main relief
valve. The hydraulic pressure of clutch 5 is
2240 kPa (325 psi).
Results
• OKAY: Proceed to Step 8.
• NOT OKAY: Proceed to Step 5.
5. Interchange modulating valves.
a. Interchange one of the modulating valves that
should be engaged with one modulating valve
that should not be engaged.
b. Determine whether the problem follows one
particular valve.
c. Repeat the procedure for all modulating valves
that affect the gear that is not functioning
properly.
Results
• FOLLOWS: The problem follows one valve.
Proceed to Step 6.
• DOES NOT FOLLOW: Proceed to Step 7.
6. Replace the transmission modulating valve.
a. Replace the transmission modulating valve for
the clutch that does not engage.
b. Calibrate the transmission modulating valves.
Reference: Refer to Machine Electronic
Control System, RENR9867, “System
Calibrations”.
c. Check the operation of the machine for the
original problem.
Expected Results
• The original problem is resolved.
RENR7094
Results
• OKAY: Stop.
• NOT OKAY: Proceed to Step 8.
7. Restore the modulating valve.
a. Restore the modulating valves to the original
locations. Note the suspect valve and the
original location.
b. Check the operation of the machine for the
original problem.
Expected Results
• The original problem is resolved.
Results
• OKAY: Stop.
• NOT OKAY: Proceed to Step 8.
8. Inspect the clutch.
a. Disassemble the clutch and inspect the clutch
for failure.
Reference: Refer to Disassembly and
Assembly, “Transmission” in the Service
Manual for your machine.
b. Check for excessive wear on friction discs and
clutch plates.
c. Inspect the piston seals.
d. Repair the components or replace the
components, if necessary.
e. Check the operation of the machine for the
original problem.
Expected Results
• The original problem is resolved.
Results
• OKAY: Stop.
• NOT OKAY: The cause of the problem is
uncertain. Please call technical support with
the information that has been gathered. Stop.
RENR7094 125
Testing and Adjusting Section

i02507582 Transmission Controls

Transmission Troubleshooting
SMCS Code: 3030

Symptoms
Before you follow any procedure, read
Troubleshooting, “Troubleshooting Procedures” in
this module.

• “The Transmission Does Not Operate in Any Gear”

• “Harsh Shifting of Transmission”
• “The Transmission Does Not Change Gears but
the Machine Moves”

• “The Machine Makes an Abrupt Stop When You

Shift into The NEUTRAL Position”

• “The Transmission Operates in FORWARD Gears

Only”

• “The Transmission Operates in REVERSE Gears

Only”

• “The Transmission Does Not Operate in FIRST g01213211

GEAR FORWARD or in REVERSE”
• “The Transmission Does Not Operate in SECOND
GEAR in FORWARD or in REVERSE”
• “The Transmission Does Not Operate in THIRD
GEAR FORWARD or in REVERSE”
Illustration 125
View from the top side of the transmission
(1) Transmission modulating valves
(2) Main relief valve
(A) Modulation valve (No. 1 clutch for reverse direction)
(B) Modulation valve (No. 2 clutch for forward direction)
(C) Modulation valve (No. 3 clutch for NEUTRAL and THIRD
GEAR)
(D) Modulation valve (No. 4 clutch for SECOND GEAR)
(E) Modulation valve (No. 5 clutch for FIRST GEAR)

Table 18
Transmission Clutch Engagement
Gear Engaged Clutches
FIRST GEAR FORWARD No. 2 and No. 5
SECOND GEAR FORWARD No. 2 and No. 4
THIRD GEAR FORWARD No. 2 and No. 3
NEUTRAL No. 3(1)
FIRST GEAR REVERSE No. 1 and No. 5
SECOND GEAR REVERSE No. 1 and No. 4
THIRD GEAR REVERSE No. 1 and No. 3
(1) The number 3 clutch may not be engaged in neutral if the
neutral default strategy is active in the transmission ECM.
Refer to Systems Operation, “Transmission” that is in this
manual for more information about the neutral default strategy.

The Transmission Does Not

Operate in Any Gear
1. Operate the machine.
126
Testing and Adjusting Section
The two primary causes of this symptom are the
transmission and the brakes. This step guides the
diagnosis of the problem to the brakes or to the
transmission.
a. Start the engine. Operate the engine at high
idle.
b. Attempt to operate the machine. Shift the
transmission into third speed forward. Observe
the engine speed during shifts.
Expected Results
• The engine speed decreases. The engine is
near stall condition during shifts.
Results
• NEAR STALL: Proceed to Step 2.
• NO SIGNIFICANT DECREASE: The engine
speed does not decrease significantly.
Therefore, check the transmission first.
Proceed to Step 3.
Personal injury can result if the machine moves
while testing.
If the machine begins to move during test, reduce
the engine speed immediately and engage the
parking brake.
2. Check the brake pressure.
Reference: Refer to Testing and Adjusting, “Brake
Pressure - Test” that is in this module.
a. Expected Results
• The pressure is correct.
Results
• OKAY: The brake pressure is correct but the
original problem is not resolved. Therefore,
the transmission is the probable cause of the
problem. Proceed to Step 5.
• NOT OKAY: Proceed to Step 4.
3. Check for transmission drag.
Reference: Refer to Testing and Adjusting,
“Transmission Controls” that is in this module.
a. Place pressure gauges on all transmission
clutches.
RENR7094
Refer to “Transmission Controls” in this topic.
Table 18 shows the clutches that are used for
the corresponding gears.
b. Start the engine. Make sure that the parking
brake is disengaged. Shift through all of the
transmission gears.
c. Check that the proper clutches engage for
each gear.
d. Check that the clutches disengage properly for
each gear.
Expected Results
• The pressure for a clutch that is disengaged
is less than 138 kPa (20 psi).
Results
• OKAY: Proceed to Step 6.
• NOT OKAY: Proceed to Step 7.
4. Follow the procedure in this reference.
Refer to “The Machine Does Not Move or the
Machine Moves Slowly” in this module under
Troubleshooting, “Machine Troubleshooting”.
Results
• REPAIRED OKAY: Stop.
• NOT OKAY: Proceed to Step 8.
5. Follow the procedure in this reference.
Refer to “The Transmission Clutch Is Engaged
and the Clutch Does Not Release” in this module
under Troubleshooting, “Transmission Clutch
Troubleshooting”.
Results
• REPAIRED OKAY: Stop.
• NOT OKAY: Proceed to Step 8.
6. Eliminate other possible causes.
The condition can be caused by several other
components. Eliminate the following components
as possible causes of the problem.
a. Torque divider (converter)
b. Transfer or bevel gears
c. Final drives
RENR7094
d. Drive shaft
e. Axle shafts
Expected Results
• The original problem is resolved.
Results
• OKAY: Stop.
• NOT OKAY: The cause of the problem
is unknown. Use the information from the
original problem to troubleshoot.
7. Follow the procedure in this reference.
Refer to “The Transmission Clutch Does Not
Engage” in this module under Troubleshooting,
“Transmission Clutch Troubleshooting”.
Results
• REPAIRED OKAY: Stop.
• NOT OKAY: The cause of the problem is
uncertain. Please call technical support with the
information that has been gathered.
8. Inspect the transmission.
a. Disassemble the transmission. Inspect the
transmission for damage.
Reference: Refer to Disassembly and
Assembly, “Transmission” in the Service
Manual for your machine.
b. Replace components or repair components
that are not functioning correctly, if necessary.
c. Check the operation of the machine for the
original problem.
Expected Results
• The original problem is resolved.
Results
• OKAY: Stop.
• NOT OKAY: The cause of the problem is
uncertain. Please call technical support with
the information that has been gathered.
127
Testing and Adjusting Section
Harsh Shifting of Transmission
Follow this procedure if harsh shifts occur. Harsh
shifting can occur when the transmission shifts into
certain gears or when the transmission shifts from
certain gears.
1. Operate the machine.
a. Operate the machine. Determine the shift or
shifts that are harsh shifts.
b. Determine the clutches that are used. Refer
to Table 18 in “Transmission Controls” in this
topic. The table shows the clutches that are
used for the corresponding gears.
Expected Results
• One clutch is common for all harsh shifts.
Results
• YES: Proceed to Step 5.
• NO: Proceed to Step 2.
2. Check the system pressure.
Reference: Refer to Testing and Adjusting, “Main
Relief Valve - Adjust” that is in this module.
a. Expected Results
• The system pressure is correct.
Results
• OKAY: Proceed to Step 5.
• NOT OKAY: The cause of the problem may
be the adjustment of the main relief valve.
The main relief valve maintains the system
pressure in the control section of the power
train oil pump. Proceed to Step 3.
3. Adjust the main relief valve.
Reference: Refer to Testing and Adjusting, “Main
Relief Valve - Adjust” that is in this module.
Expected Results
• The pressure setting of the main relief valve is
correct.
Results
• REPAIRED, OKAY: Proceed to Step 5.
• NOT OKAY: Proceed to Step 4.
4. Follow the procedure in this reference.
128
Testing and Adjusting Section
Refer to “System Pressure Is Low” in this
module under Troubleshooting, “Oil Pressure
Troubleshooting”.
Results
• REPAIRED OKAY: Stop.
• NOT OKAY: Proceed to Step 5.
5. Check the accumulator charge pressure.
a. Adjust the accumulator charge pressure.
Reference: Refer to Testing and Adjusting,
“Accumulator - Test” for more information about
the test and adjust of the accumulator charge
pressure.
b. Check the operation of the machine for the
original problem.
Results
• REPAIRED OKAY: Stop.
• NOT OKAY: Proceed to Step 6.
6. Calibrate the transmission modulating valves.
a. Calibrate the transmission modulating valves.
Reference: Refer to Machine Electronic
Control System, RENR9867, “System
Calibrations”.
b. Check the operation of the machine for the
original problem.
Expected Results
• The original problem is resolved.
Results
• OKAY: Stop.
• NOT OKAY: Proceed to Step 7.
7. Replace the transmission modulating valve.
a. Replace the modulating valve, or valves, for
the shifts that are harsh.
b. Calibrate the transmission modulating valves.
Reference: Refer to Machine Electronic
Control System, RENR9867, “System
Calibrations”.
RENR7094
c. Check the operation of the machine for the
original problem.
Expected Results
• The original problem is resolved.
Results
• OKAY: Stop.
• NOT OKAY: Disassemble the transmission
and inspect the transmission for failure.
Repair the components and/or replace
the components, if necessary. Check the
operation of the machine for the original
problem.
Reference: Refer to Disassembly and
Assembly, “Transmission” in the Service
Manual for your machine.
The Machine Makes an Abrupt Stop
When You Shift into the NEUTRAL
Position
The machine functions correctly when the
transmission is in gear. However, the machine stops
when the transmission is placed in the NEUTRAL
position.
1. Check for the symptom.
a. Determine that the symptom is active.
b. Follow this procedure only if the symptom is
active.
Results
• ACTIVE: Proceed to Step 2.
• NOT ACTIVE: The symptom is intermittent.
Follow this procedure when the problem is
active. Stop.
2. Check the brake pedal.
a. Inspect the brake pedal. Determine if the pedal
is returning to the original position.
b. Repair the components or replace the
components, if necessary.
Reference: Refer to Operation and
Maintenance Manual, “Machine Adjustments”
in the Service Manual for your machine.
RENR7094
c. Check the operation of the machine for the
original problem.
Expected Results
• The original problem is resolved.
Results
• OKAY: Stop.
• NOT OKAY: Proceed to Step 3.
3. Check the brake pressure.
Reference: Refer to Testing and Adjusting, “Brake
Pressure - Test” that is in this module.
Follow this procedure in order to check the
hydraulic pressure at the brake control valve.
a. Start the engine. Operate the engine at low idle.
b. Select the NEUTRAL position of the
transmission.
c. Disengage the parking brake.
d. Check the hydraulic pressure for the brake.
Expected Results
• The pressure is correct.
Results
• OKAY: Proceed to Step 7.
• NOT OKAY: Proceed to Step 4.
4. Check the system pressure.
Reference: Refer to Testing and Adjusting, “Main
Relief Valve - Adjust” that is in this module.
a. Operate the engine at low idle.
b. Press down the service brake pedal in order
to engage the brakes.
c. Place the transmission in the NEUTRAL
position.
d. Disengage the parking brake.
e. Check the system pressure.
Expected Results
• The system pressure is correct.
Results
129
Testing and Adjusting Section
• OKAY: Proceed to Step 8.
• NOT OKAY: The cause of the problem may
be the adjustment of the main relief valve.
The main relief valve maintains the system
pressure in the control section of the power
train oil pump. Proceed to Step 5.
5. Adjust the main relief valve.
Reference: Refer to Testing and Adjusting, “Main
Relief Valve - Adjust” that is in this module.
a. Expected Results
• The pressure setting of the main relief valve
is correct.
• The original problem is resolved.
Results
• OKAY: Stop.
• NOT OKAY: Proceed to Step 6.
6. Follow the procedure in this reference.
Refer to “System Pressure Is Low” in this
module under Troubleshooting, “Oil Pressure
Troubleshooting”.
Results
• REPAIRED OKAY: The system pressure is
correct but the original problem exists. Proceed
to Step 8.
• NOT OKAY: The cause of the problem is
uncertain. Please call technical support with the
information that has been gathered.
7. Follow the procedure in this reference.
Refer to “The Transmission Clutch Is Engaged
and the Clutch Does Not Release” in this module
under Troubleshooting, “Transmission Clutch
Troubleshooting”.
Results
• REPAIRED OKAY: Stop.
• NOT OKAY: The cause of the problem is
uncertain. Please call technical support with the
information that has been gathered.
8. Follow the procedure in this reference.
Refer to “The Machine Does Not Move or the
Machine Moves Slowly” in this module under
Troubleshooting, “Machine Troubleshooting”.
130
Testing and Adjusting Section
Results
• REPAIRED OKAY: Stop.
• NOT OKAY: The cause of the problem is
uncertain. Please call technical support with the
information that has been gathered.
The Transmission Does Not
Change Gears but the Machine
Moves
Follow this procedure if the machine operates in both
directions, but the machine only operates in a single
gear.
1. Check the lockout control.
a. Check the configuration of the gear lockout
control in order to determine whether the gear
is available.
Using Caterpillar Electronic Technician. The
Caterpillar Electronic Technician service tool
is used in order to access the configuration
screens. For more information, refer to the
manual that was provided with the ET.
Follow these instructions to get to the
configuration screen:
• Connect the communications adapter and
the computer to the diagnostic service tool
connector.
• Start the Caterpillar Electronic Technician
(ET).
• Select “File”. Go to “Select ECM”. Choose
the appropriate electronic control module.
• Go to the “Service” Menu. Select
“Configuration”. Click “OK”. Certain
operations or characteristics can be changed
for attachments or preferences.
• Look at the “Max Gear Lockout Status”.
Check the status of SECOND and THIRD
gears for both forward and reverse.
Using Caterpillar Monitoring System.
Service personnel access the configuration
modes by using the 4C-8195 Control Service
Tool.
To Enter A Mode – Press the “SCROLL”
switch and “CLEAR” switches simultaneously.
Release both of the switches when the Mode 6
is shown in the display area.
RENR7094
To Enter a Submode – Press and hold the
“CLEAR” switch.
To Scroll Through The Submodes – Press
and hold the “SERVICE/SELECT” switch.
Release the “SCROLL” switch when the correct
number for the submode is being shown.
To Scroll Through The Component
Identifiers Of Component Data Display
Mode – Use the “+” and “-” positions of
“CLEAR” switch in order to move through the
component list.
To Adjust A Value Within A Submode – The
“+” and “-” positions of “CLEAR” switch are
used to change the value within a submode.
Access the following submodes and check the
status of SECOND and THIRD gears for both
forward and reverse.
• Mode 6 - Submode 20 Set Forward High
Speed Lockout
• Mode 6 - Submode 21 Set Reverse High
Speed Lockout
Expected Results
• SECOND and THIRD gears are not
available.
Results
• YES: The transmission does not operate in
second or third gear because second and
third gear are locked out.
• NO: Proceed to Step 2.
2. Follow the procedure in this reference.
Reference: Refer to Transmission Clutch
Troubleshooting, “The Transmission Clutch Is
Engaged and the Clutch Does Not Release” that
is in this manual.
Results
• REPAIRED OK: Stop.
• NOT OK: Proceed to Step 3.
3. Identify the operation.
a. Determine the operation of the machine.
Results
• AUTOSHIFT: Proceed to Step 4.
RENR7094
• AUTO KICKDOWN: Proceed to Step 5.
• MANUAL SHIFT: Proceed to Step 6.
4. Test the autoshift operation.
a. Turn the start switch key to the ON position.
Do not start the engine.
b. Fully disengage the parking brake.
c. Press the button for the autoshift function that
is located on the left side of the dash. A LED
that shows “1F2R”, “2F1R”or “2F2R” lights for
the appropriate mode.
d. Press the button for the autoshift function until
the LED for “1F2R” is ON.
e. Move the transmission control from the
FORWARD position to the REVERSE position.
Then, move the transmission control back
to the FORWARD position. The gear display
progresses through the following sequence:
“1F”, “N”, “2R”, “N”, and “1F”.
f. Press the button for the autoshift function until
the LED for “2F1R” is ON.
g. Move the transmission control from the
FORWARD position to the REVERSE position.
Then, move the transmission control back
to the FORWARD position. The gear display
progresses through the following sequence:
“2F”, “N”, “1R”, “N”, and “2F”.
h. Press the button for the autoshift function until
the LED for “2F2R” lights.
i. Select the FORWARD position. Then select
the REVERSE position. Select the FORWARD
position. The gear display progresses through
the following sequence: “2F”, “N”, “2R”, “N”,
and “2F”.
j. Press the button for the autoshift function until
no LED is “ON”.
Expected Results
• The autoshift function operates properly.
Results
• OKAY: Proceed to Step 6.
• NOT OKAY: Check these components: the
wiring, the electrical connectors, the circuit
boards, and the electronic control module
(ECM). Stop.
5. Auto Kickdown Operation
131
Testing and Adjusting Section
a. Turn the key start switch to the ON position.
Do not start the engine.
b. Fully disengage the parking brake.
c. Shift the transmission into THIRD GEAR
FORWARD.
d. Press the switch in the upper right corner of the
dash to turn on the auto kickdown operation.
The “AUT” LED lights.
e. The gear display shows “3F” for two seconds.
Then, the gear display shows “2F” for two
seconds. Then, the gear display shows “1F”.
f. Apply the service brake. Upshift to THIRD
GEAR FORWARD again. The transmission
does not downshift until the service brake is
released.
g. Release the service brake. Then, the
transmission downshifts.
h. Press the button for the auto kickdown
operation in order to return the machine to the
normal operating mode.
Expected Results
• The auto kickdown operation functions
properly.
Results
• OKAY: Proceed to Step 6.
• NOT OKAY: Check these components: the
wiring, the electrical connectors, the circuit
boards, and the ECM. Stop.
6. Check the switches.
a. Check the operation of the up shift switch.
Check the operation of the down shift switch.
b. Repair the components and/or replace the
components, if necessary.
c. Check the operation of the machine for the
original problem.
Expected Results
• The original problem is resolved.
Results
• OKAY: Stop.
• NOT OKAY: The cause of the problem is
uncertain. Please call technical support with
the information that has been gathered.
132
Testing and Adjusting Section
The Transmission Operates in
FORWARD Gears Only
Follow this procedure if the machine shifts freely
between all forward gears. However, the machine
does not move when the transmission is shifted into
any reverse gears.
Personal injury can result if the machine moves
while testing.
If the machine begins to move during test, reduce
the engine speed immediately and engage the
parking brake.
1. Check the pressure for the No. 2 transmission
clutch.
Reference: Refer to Testing and Adjusting,
“Transmission Controls” that is in this module.
a. Start the engine. Operate the engine at low idle.
b. Disengage the parking brake.
c. Press down the service brake pedal in order
to engage the brakes.
d. Shift the transmission into REVERSE.
e. Check the pressure on the No. 2 clutch. The
No. 2 clutch is used for forward gears.
Expected Results
• The pressure is less than 138 kPa (20 psi).
Results
• OKAY: The pressure to the No. 2 clutch is
not preventing disengagement of the clutch.
Proceed to Step 2.
• NOT OKAY: The No. 2 clutch is not
disengaging correctly. The engagement
of the No. 2 clutch may be preventing the
reverse movement of the machine when
REVERSE is selected. Proceed to Step 5.
RENR7094
Personal injury can result if the machine moves
while testing.
If the machine begins to move during test, reduce
the engine speed immediately and engage the
parking brake.
2. Check the pressure at the No. 1 transmission
clutch.
Reference: Refer to Testing and Adjusting,
“Transmission Controls” that is in this module.
a. Start the engine. Operate the engine at low idle.
b. Engage the parking brake.
c. Shift the transmission into a REVERSE gear.
d. Check the pressure at the modulating valve for
the No. 1 clutch. The No. 1 clutch is used for
the reverse direction.
Expected Results
• The pressure is equal to pressure setting of
the main relief valve.
Results
• OKAY: The modulating valve is receiving the
correct pressure. Proceed to Step 6.
• NOT OKAY: Proceed to Step 3.
3. Interchange the modulating valves.
a. Interchange the transmission modulating valve
for the No. 1 clutch with the transmission
modulating valve for the No. 2 clutch.
b. Determine whether the problem follows the
valve.
Results
• FOLLOWS: Proceed to Step 5.
• DOES NOT FOLLOW: Proceed to Step 4.
4. Restore the modulating valves.
a. Restore the modulating valves to the original
locations.
b. Note the suspect valve.
c. Operate the machine under normal conditions.
RENR7094
Expected Results
• The original problem is resolved.
Results
• OKAY: An obstruction in the control valve
may have been displaced during the
procedure. Change the oil. Change the
oil filter elements and clean the screens.
Calibrate the transmission modulating valve.
Reference: Refer to Machine Electronic
Control System, RENR9867, “System
Calibrations”.
• NOT OKAY: Proceed to Step 6.
5. Replace the transmission modulating valve.
a. Replace the suspect transmission modulating
valve.
b. Calibrate the transmission modulating valves.
Reference: Refer to Machine Electronic
Control System, RENR9867, “System
Calibrations”.
c. Check the operation of the machine for the
original problem.
Expected Results
• The original problem is resolved.
Results
• OKAY: Stop.
• NOT OKAY: Perform the following tests for
the No. 1 clutch only. Proceed to Step 6.
6. Follow the procedure in this reference.
Refer to “The Transmission Clutch Does Not
Engage” in this module under Troubleshooting,
“Transmission Clutch Troubleshooting”.
Results
• REPAIRED OKAY: Calibrate the transmission
modulating valve.
Reference: Refer to “System Calibrations” in
Service Manual, RENR9867, “Machine Electronic
Control System”.
• NOT OKAY: The cause of the problem is
uncertain. Please call technical support with the
information that has been gathered.
133
Testing and Adjusting Section
The Transmission Operates in
REVERSE Gears Only
Follow this procedure if the machine shifts freely
between all reverse gears. However, the machine
does not move when the transmission is shifted into
any forward gears.
Personal injury can result if the machine moves
while testing.
If the machine begins to move during test, reduce
the engine speed immediately and engage the
parking brake.
1. Check the pressure at the No. 1 transmission
modulating valve.
Reference: Refer to Testing and Adjusting,
“Transmission Controls” that is in this module.
a. Start the engine. Operate the engine at low idle.
b. Disengage the parking brake.
c. Press down the service brake pedal in order
to engage the brakes.
d. Shift the transmission into a FORWARD gear.
e. Check the pressure on the No. 1 clutch. The
No. 1 clutch is used for the REVERSE direction.
Expected Results
• The pressure is less than 138 kPa (20 psi).
Results
• OKAY: The pressure to the No. 1 clutch is
not preventing disengagement of the clutch.
Proceed to Step 2.
• NOT OKAY: The No. 1 clutch is not
disengaging correctly. The engagement
of the No. 1 clutch may be preventing the
forward movement of the machine when a
FORWARD gear is selected. Proceed to
Step 5.
2. Check the pressure at the No. 2 transmission
modulating valve.
Reference: Refer to Testing and Adjusting,
“Transmission Controls” that is in this module.
a. Start the engine. Operate the engine at low idle.
b. Engage the parking brake.
134
Testing and Adjusting Section
c. Shift the transmission into the FORWARD
position.
d. Check the pressure for the No. 2 clutch. The
No. 2 clutch is used for FORWARD gears.
Expected Results
• The pressure is equal to the pressure setting
of the main relief valve.
Results
• OKAY: The pressure to the No. 2 clutch is
correct. Proceed to Step 6.
• NOT OKAY: The transmission modulating
valve is the probable cause of the problem.
Proceed to Step 3.
3. Interchange the modulating valves.
a. Interchange the transmission modulating valve
for the No. 2 clutch with the transmission
modulating valve for the No. 1 clutch.
b. Determine whether the problem follows the
valve.
Expected Results
• The original problem is resolved.
Results
• FOLLOWS: Note the suspect valve. Proceed
to Step 5.
• DOES NOT FOLLOW: Proceed to Step 4.
4. Restore the modulating valves.
a. Restore the transmission modulating valves to
the original locations.
b. Note the suspect valve.
c. Operate the machine under normal conditions.
Expected Results
• The original problem is resolved.
Results
• OKAY: An obstruction in the valve may
have been displaced during the procedure.
Change the oil. Change the oil filter elements
and clean the screens. Calibrate the
transmission modulating valve.
RENR7094
Reference: Refer to Machine Electronic
Control System, RENR9867, “System
Calibrations”.
• NOT OKAY: Proceed to Step 6.
5. Replace the transmission modulating valve.
a. Replace the suspect transmission modulating
valve.
b. Calibrate the transmission modulating valves.
Reference: Refer to Machine Electronic
Control System, RENR9867, “System
Calibrations”.
c. Check the operation of the machine for the
original problem.
Expected Results
• The original problem is resolved.
Results
• OKAY: Stop.
• NOT OKAY: Perform the following tests for
the No. 2 clutch only. Proceed to Step 6.
6. Follow the procedure in this reference.
Refer to “The Transmission Clutch Does Not
Engage” in this module under Troubleshooting,
“Transmission Clutch Troubleshooting”.
Results
• REPAIRED OKAY: Calibrate the transmission
modulating valve.
Reference: Refer to Machine Electronic Control
System, RENR9867, “System Calibrations”.
• NOT OKAY: The cause of the problem is
uncertain. Please call technical support with the
information that has been gathered.
RENR7094
The Transmission Does Not
Operate in FIRST GEAR FORWARD
or REVERSE
Personal injury can result if the machine moves
while testing.
If the machine begins to move during test, reduce
the engine speed immediately and engage the
parking brake.
1. Operate the machine.
The following steps guide the diagnosis of the
problem to the transmission clutches or to the
transmission modulating valves.
a. Start the engine. Operate the engine at high
idle.
b. Shift the transmission into FIRST GEAR
FORWARD.
c. Attempt to operate the machine.
Expected Results
• The engine speed decreases.
Results
• YES: Check the transmission clutches first.
An engaged clutch could be preventing
the transmission from operating properly.
Proceed to Step 2.
• NO: Check the pressure at the transmission
modulating valve first. Proceed to Step 3.
2. Follow the procedure in this reference.
Refer to “The Transmission Clutch Is Engaged
and the Clutch Does Not Release” in this module
under Troubleshooting, “Transmission Clutch
Troubleshooting”.
Results
• REPAIRED OKAY: Stop.
• NOT OKAY: The cause of the problem is
uncertain. Please call technical support with the
information that has been gathered.
135
Testing and Adjusting Section
Personal injury can result if the machine moves
while testing.
If the machine begins to move during test, reduce
the engine speed immediately and engage the
parking brake.
3. Check the pressure at the transmission
modulating valve.
Reference: Refer to Testing and Adjusting,
“Transmission Controls” that is in this module.
a. Start the engine. Operate the engine at high
idle.
b. Disengage the parking brake.
c. Press down the service brake pedal in order
to engage the brakes.
d. Shift the transmission into FIRST GEAR
FORWARD.
e. Wait at least 5 seconds after you shift the
transmission. Then, measure the pressure at
the No. 5 clutch.
Expected Results
• The pressure is approximately 2240 kPa
(325 psi).
Results
• OKAY: The pressure to the No. 5 clutch
is correct but the No. 5 clutch may not be
engaging properly. Perform the following
tests for only the No. 5 clutch. Proceed to
Step 7.
• NOT OKAY: Check the transmission
modulating valve. Proceed to Step 4.
4. Interchange the modulating valves.
a. Interchange the transmission modulating
valve for the No. 5 clutch (first gear) with the
transmission modulating valve for the No. 4
clutch (second gear).
b. Determine whether the problem follows the
valve.
Results
• FOLLOWS VALVE: Proceed to Step 6.
• DOES NOT FOLLOW: Proceed to Step 5.
136
Testing and Adjusting Section
5. Restore the modulating valve.
a. Restore the transmission modulating valves to
the original locations.
b. Operate the machine under normal conditions.
Expected Results
• The original problem is resolved.
Results
• OKAY: An obstruction in the valve may
have been displaced during the procedure.
Change the oil. Change the oil filter elements
and clean the screens. Calibrate the
transmission modulating valve.
Reference: Refer to Machine Electronic
Control System, RENR9867, “System
Calibrations”.
• NOT OKAY: Perform the following tests for
only the No. 5 clutch. Proceed to Step 7.
6. Replace the modulating valve.
a. Replace the suspect transmission modulating
valve.
b. Calibrate the transmission modulating valves.
Reference: Refer to Machine Electronic
Control System, RENR9867, “System
Calibrations”.
c. Check the operation of the machine for the
original problem.
Expected Results
• The original problem is resolved.
Results
• OKAY: Stop.
• NOT OKAY: Perform the following tests for
only the No. 5 clutch. Proceed to Step 7.
7. Follow the procedure in this reference.
Refer to “The Transmission Clutch Does Not
Engage” in this module under Troubleshooting,
“Transmission Clutch Troubleshooting”.
Results
• REPAIRED OKAY: Calibrate the transmission
modulating valve.
RENR7094
Reference: Refer to Machine Electronic Control
System, RENR9867, “System Calibrations”.
• NOT OKAY: The cause of the problem is
uncertain. Please call technical support with the
information that has been gathered.
The Transmission Does Not
Operate in SECOND GEAR in
FORWARD or REVERSE
1. Check the lockout control.
a. Check the configuration of the gear lockout
control in order to determine whether the gear
is available.
Using Caterpillar Electronic Technician. The
Caterpillar Electronic Technician service tool
is used in order to access the configuration
screens. For more information, refer to the
manual that was provided with the ET.
Follow these instructions to get to the
configuration screen:
• Connect the communications adapter and
the computer to the diagnostic service tool
connector.
• Start the Caterpillar Electronic Technician
(ET).
• Select “File”. Go to “Select ECM”. Choose
the appropriate electronic control module.
• Go to the “Service” Menu. Select
“Configuration”. Click “OK”. Certain
operations or characteristics can be changed
for attachments or preferences.
• Look at the “Max Gear Lockout Status”.
Check the status of SECOND and THIRD
gears for both forward and reverse.
Using Caterpillar Monitoring System.
Service personnel access the configuration
modes by using the 4C-8195 Control Service
Tool.
To Enter A Mode – Press the “SCROLL”
switch and “CLEAR” switches simultaneously.
Release both of the switches when the Mode 6
is shown in the display area.
To Enter a Submode – Press and hold the
“CLEAR” switch.
RENR7094
To Scroll Through The Submodes – Press
and hold the “SERVICE/SELECT” switch.
Release the “SCROLL” switch when the correct
number for the submode is being shown.
To Scroll Through The Component
Identifiers Of Component Data Display
Mode – Use the “+” and “-” positions of
“CLEAR” switch in order to move through the
component list.
To Adjust A Value Within A Submode – The
“+” and “-” positions of “CLEAR” switch are
used to change the value within a submode.
Access the following submodes and check the
status of SECOND and THIRD gears for both
forward and reverse.
• Mode 6 - Submode 20 Set Forward High
Speed Lockout
• Mode 6 - Submode 21 Set Reverse High
Speed Lockout
Expected Results
• SECOND and THIRD gears are not
available.
Results
• YES: The transmission does not operate in
second or third gear because second and
third gear are locked out.
• NO: Proceed to Step 1.
Expected Results
• SECOND gear is not available.
Results
• YES: The transmission does not operate in
second gear because second gear is locked
out. Stop.
• NO: Proceed to Step 2.
2. Operate the machine.
The probable cause of the problem is the
transmission or the brakes. The following
step helps you determine a starting point for
troubleshooting.
a. Start the engine. Operate the engine at high
idle.
b. Shift the transmission into SECOND GEAR
FORWARD.
137
Testing and Adjusting Section
c. Attempt to operate the machine.
Expected Results
• The engine speed decreases.
Results
• OKAY: Check the brake pressure first. If the
brake pressure is low, then the brake does
not release. Proceed to Step 3.
• NOT OKAY: Check the pressure to the
transmission modulating valve first. Proceed
to Step 4.
Personal injury can result if the machine moves
while testing.
If the machine begins to move during test, reduce
the engine speed immediately and engage the
parking brake.
3. Check the brake pressure.
Reference: Refer to Testing and Adjusting, “Brake
Pressure - Test” that is in this module.
a. Start the engine. Operate the engine at low idle.
b. Select the NEUTRAL position of the
transmission.
c. Disengage the parking brake.
d. Check the hydraulic pressure for the brake.
Expected Results
• The pressure is correct.
Results
• OKAY: If the symptom is not resolved,
an engaged transmission clutch could be
preventing the transmission from operating
properly. Proceed to Step 6.
• NOT OKAY: A brake that is engaged could
be preventing the movement of the machine.
Proceed to Step 5.
4. Check the pressure at the transmission
modulating valve.
Reference: Refer to Testing and Adjusting,
“Transmission Controls” that is in this module.
a. Start the engine. Operate the engine at high
idle.
138
Testing and Adjusting Section
b. Disengage the parking brake.
c. Shift the transmission into SECOND GEAR
FORWARD.
d. Wait at least five seconds after you shift the
transmission. Then, measure the pressure at
the No. 4 clutch.
Expected Results
• The pressure is equal to the pressure setting
of the main relief valve.
Results
• OKAY: Perform the following tests for only
the No. 4 clutch. Proceed to Step 10.
• NOT OKAY: Proceed to Step 7.
5. Follow the procedure in this reference.
Refer to “Brake Does Not Release” in this module
under Troubleshooting, “Brake Troubleshooting”.
Results
• REPAIRED OKAY: Stop.
• NOT OKAY: The cause of the problem is
uncertain. Please call technical support with the
information that has been gathered.
6. Follow the procedure in this reference.
Refer to “The Transmission Clutch Is Engaged
and the Clutch Does Not Release” in this module
under Troubleshooting, “Transmission Clutch
Troubleshooting”.
Results
• REPAIRED OKAY: Calibrate the transmission
modulating valve.
Reference: Refer to Machine Electronic Control
System, RENR9867, “System Calibrations”.
• NOT OKAY: The cause of the problem is
uncertain. Please call technical support with the
information that has been gathered.
7. Interchange the modulating valves.
a. Interchange the transmission modulating valve
for the No. 4 clutch with the transmission
modulating valve for the No. 5 clutch.
b. Determine whether the problem follows the
valve.
RENR7094
Results
• FOLLOWS VALVE: Proceed to Step 9.
• DOES NOT FOLLOW: Proceed to Step 8.
8. Restore the modulating valve.
a. Restore the transmission modulating valves to
the original locations.
b. Operate the machine under normal conditions.
Expected Results
• The original problem is resolved.
Results
• OKAY: An obstruction in the control valve
may have been displaced during the
procedure. Change the oil. Change the
oil filter elements and clean the screens.
Calibrate the transmission modulating valve.
Reference: Refer to Machine Electronic
Control System, RENR9867, “System
Calibrations”.
• NOT OKAY: Perform the following tests for
only the No. 4 clutch. Proceed to Step 10.
9. Replace the modulating valve.
a. Replace the suspect transmission modulating
valve.
b. Calibrate the transmission modulating valves.
Reference: Refer to Machine Electronic
Control System, RENR9867, “System
Calibrations”.
c. Check the operation of the machine for the
original problem.
Expected Results
• The original problem is resolved.
Results
• OKAY: Stop.
• NOT OKAY: Perform the following tests for
only the No. 4 clutch. Proceed to Step 10.
10. Follow the procedure in this reference.
RENR7094
Refer to “The Transmission Clutch Does Not
Engage” in this module under Troubleshooting,
“Transmission Clutch Troubleshooting”.
Results
• REPAIRED OKAY: Calibrate the transmission
modulating valve.
Reference: Refer to Machine Electronic Control
System, RENR9867, “System Calibrations”.
• NOT OKAY: The cause of the problem is
uncertain. Please call technical support with the
information that has been gathered.
The Transmission Does Not
Operate in THIRD GEAR FORWARD
or REVERSE
1. Check lockout control.
a. Check the configuration of the gear lockout
control in order to determine whether the gear
is available.
Using Caterpillar Electronic Technician. The
Caterpillar Electronic Technician service tool
is used in order to access the configuration
screens. For more information, refer to the
manual that was provided with the ET.
Follow these instructions to get to the
configuration screen:
• Connect the communications adapter and
the computer to the diagnostic service tool
connector.
• Start the Caterpillar Electronic Technician
(ET).
• Select “File”. Go to “Select ECM”. Choose
the appropriate electronic control module.
• Go to the “Service” Menu. Select
“Configuration”. Click “OK”. Certain
operations or characteristics can be changed
for attachments or preferences.
• Look at the “Max Gear Lockout Status”.
Check the status of SECOND and THIRD
gears for both forward and reverse.
Using Caterpillar Monitoring System.
Service personnel access the configuration
modes by using the 4C-8195 Control Service
Tool.
139
Testing and Adjusting Section
To Enter A Mode – Press the “SCROLL”
switch and “CLEAR” switches simultaneously.
Release both of the switches when the Mode 6
is shown in the display area.
To Enter a Submode – Press and hold the
“CLEAR” switch.
To Scroll Through The Submodes – Press
and hold the “SERVICE/SELECT” switch.
Release the “SCROLL” switch when the correct
number for the submode is being shown.
To Scroll Through The Component
Identifiers Of Component Data Display
Mode – Use the “+” and “-” positions of
“CLEAR” switch in order to move through the
component list.
To Adjust A Value Within A Submode – The
“+” and “-” positions of “CLEAR” switch are
used to change the value within a submode.
Access the following submodes and check the
status of SECOND and THIRD gears for both
forward and reverse.
• Mode 6 - Submode 20 Set Forward High
Speed Lockout
• Mode 6 - Submode 21 Set Reverse High
Speed Lockout
Expected Results
• THIRD gear is not available.
Results
• YES: The transmission does not operate in
third gear because third gear is locked out.
• NO: Proceed to Step 2.
2. Operate the machine.
The probable cause of the problem is the
transmission or the brakes. The following
step helps you determine a starting point for
troubleshooting.
a. Start the engine. Operate the engine at high
idle.
b. Shift the transmission into THIRD GEAR
FORWARD.
c. Attempt to operate the machine.
Expected Results
• The engine speed decreases.
140
Testing and Adjusting Section
Results
• OKAY: Check the brake pressure first. If the
brake pressure is low, then the brake does
not release. Proceed to Step 3.
• NOT OKAY: Check the pressure to the
transmission modulating valve first. Proceed
to Step 4.
3. Check the brake pressure.
Reference: Refer to Testing and Adjusting, “Brake
Pressure - Test” that is in this module.
a. Start the engine. Operate the engine at low idle.
b. Select the NEUTRAL position of the
transmission.
c. Disengage the parking brake.
d. Check the hydraulic pressure for the brake.
Expected Results
• The pressure is correct.
Results
• REPAIRED OKAY: If the symptom is not
resolved, an engaged transmission clutch
could be preventing the transmission from
operating properly. Proceed to Step 6.
• NOT OKAY: A brake that is engaged could
be an interference in the movement of the
machine. Proceed to Step 5.
Personal injury can result if the machine moves
while testing.
If the machine begins to move during test, reduce
the engine speed immediately and engage the
parking brake.
4. Check the pressure at the transmission
modulating valve.
Reference: Refer to Testing and Adjusting,
“Transmission Controls” that is in this module.
a. Start the engine. Operate the engine at high
idle.
b. Disengage the parking brake.
RENR7094
c. Depress the brake pedal in order to engage
the brakes.
d. Shift the transmission into THIRD GEAR
FORWARD.
e. Wait at least five seconds after you shift the
transmission. Then, measure the pressure at
the No. 3 clutch.
Expected Results
• The pressure is equal to the pressure setting
of the main relief valve.
Results
• OKAY: Perform the following tests for only
the No. 3 clutch. Proceed to Step 10.
• NOT OKAY: Proceed to Step 7.
5. Follow the procedure in this reference.
Refer to “The Brake Does Not Release” in
this module under Troubleshooting, “Brake
Troubleshooting”.
Results
• REPAIRED OKAY: Stop.
• NOT OKAY: The cause of the problem is
uncertain. Please call technical support with the
information that has been gathered.
6. Follow the procedure in this reference.
Refer to “The Transmission Clutch Is Engaged
and the Clutch Does Not Release” in this module
under Troubleshooting, “Transmission Clutch
Troubleshooting”.
Results
• REPAIRED OKAY: Calibrate the transmission
modulating valve.
Reference: Refer to Machine Electronic Control
System, RENR9867, “System Calibrations”.
• NOT OKAY: The cause of the problem is
uncertain. Please call technical support with the
information that has been gathered.
7. Interchange the modulating valves.
a. Interchange the transmission modulating valve
for the No. 3 clutch with the transmission
modulating valve for the No. 5 clutch.
RENR7094 141
Testing and Adjusting Section

b. Determine whether the problem follows the
valve.
Results
• FOLLOWS VALVE: Proceed to Step 9.
• DOES NOT FOLLOW: Proceed to Step 8.
Refer to “The Transmission Clutch Does Not
Engage” in this module under Troubleshooting,
“Transmission Clutch Troubleshooting”.
Results
• REPAIRED OKAY: Calibrate the transmission
modulating valve.

8. Restore the modulating valve. Reference: Refer to Machine Electronic Control

a. Restore the transmission modulating valves to
the original locations.
b. Operate the machine under normal conditions.
System, RENR9867, “System Calibrations”.
• NOT OKAY: The cause of the problem is
uncertain. Please call technical support with the
information that has been gathered.

Expected Results

• The original problem is resolved.

Results

• OKAY: An obstruction in the valve may

have been displaced during the procedure.
Change the oil. Change the oil filter elements
and clean the screens. Calibrate the
transmission modulating valve.

Reference: Refer to Machine Electronic

Control System, RENR9867, “System
Calibrations”.

• NOT OKAY: Perform the following tests for

only the No. 3 clutch. Proceed to Step 10.

9. Replace the modulating valve.

a. Replace the suspect transmission modulating

valve.

b. Calibrate the transmission modulating valves.

Reference: Refer to Machine Electronic

Control System, RENR9867, “System
Calibrations”.

c. Check the operation of the machine for the

original problem.

Expected Results

• The original problem is resolved.

Results

• OKAY: Stop.
• NOT OKAY: Perform the following tests for
only the No. 3 clutch. Proceed to Step 10.

10. Follow the procedure in this reference.

142 RENR7094
Index Section

Index
A Flywheel Lubrication Oil Pressure - Test .............
Accumulator........................................................... 37
Accumulator - Test................................................. 97
Charging Procedure........................................... 98
Introduction ........................................................ 97
Required Tools ................................................... 98
Test Procedure (Accumulator Charge
Pressure).......................................................... 98
B Primary Power Train Components ..................... 29
Bevel and Transfer Gears ..................................... 14
Procedure to Adjust End Play of Bevel Pinion
Bearing............................................................. 15
Procedure to Adjust Lower Transfer Gear
Bearings ........................................................... 14
Brake Control Valve............................................... 54
Service Brake Pedal Operation.......................... 57
Brake Pressure - Test ............................................ 90
Introduction ........................................................ 90
Required Tools ................................................... 90
Test Procedure (Left Brake Lubrication) ............ 92
Test Procedure (Left Brake) ............................... 92
Test Procedure (Remote Pressure Tap)............. 91
Test Procedure (Right Brake Lubrication) .......... 92
Test Procedure (Right Brake)............................. 91
Brake Troubleshooting ......................................... 110
Symptoms ......................................................... 110
The Brake Does Not Engage ............................ 110
The Brake Does Not Release ........................... 111
C Machine Troubleshooting ..................................... 114
Control Valve (Brake) ............................................ 16
D Magnetic Screen.................................................... 34
Decelerator Pedal and Brake Pedal ...................... 17
Adjust the Brake Pedal ...................................... 17
Drive Shaft............................................................. 15
101
Introduction ...................................................... 101
Required Tools ................................................. 102
Test Procedure................................................. 102
G
Gear Pump (Power Train) ................................. 5, 34
Pump Sections................................................... 35
General Information............................................... 28
References......................................................... 28
H
Hour Meter Troubleshooting................................. 113
Symptoms ......................................................... 113
The Hour Meter Is Flashing .............................. 113
I
Idlers (Track) ......................................................... 25
Important Safety Information ................................... 2
M
Machine Preparation ............................................. 83
General Information ........................................... 83
Procedure .......................................................... 85
Warnings ............................................................ 84
Symptoms ......................................................... 114
The Machine Does Not Move or the Machine
Moves Slowly. ................................................. 114
Unusual Noise................................................... 116
Magnetic Screen (Transmission) ........................... 10
Modulating Valve (Transmission)............................. 9
O

E Oil (Air in Oil) Troubleshooting ............................. 116

Electronic Control System Components................ 32
Equalizer Bar ................................................... 21, 73
F Symptoms ......................................................... 117
Final Drive ....................................................... 19, 69
Air in Oil ............................................................ 116
Symptoms ......................................................... 116
Oil Cooler (Power Train) ........................................ 36
Oil Filter (Power Train) ...................................... 9, 52
Oil Pressure Troubleshooting ............................... 117
System Pressure Is Low ................................... 118
Oil Temperature Troubleshooting ......................... 119
High Power Train Oil Temperature.................... 119
Symptoms ......................................................... 119
RENR7094
P Steering Differential and Brakes............................ 18
Pivot Shaft ....................................................... 22, 71
Lubrication of the Pivot Shaft ............................. 72
Power Train Hydraulic System .............................. 30
Scavenge Section .............................................. 32
Torque Converter and Lubrication Section......... 32
Transmission and Controls Section ................... 32
Pressure Charts..................................................... 86
Pressure Taps........................................................ 87
Locations............................................................ 87
R Torque Converter Troubleshooting .................. 105
Recoil Group.......................................................... 23
Relief Valve (Main) ............................................ 9, 37
Relief Valve (Main) - Adjust ................................... 93
Adjustment Procedure for the Main Relief
Valve ................................................................ 94
Introduction ........................................................ 93
Required Tools ................................................... 93
Test Procedure (Transmission Main Relief
Valve) ............................................................... 93
Relief Valve (Torque Converter Inlet)....................... 7
Relief Valve (Torque Converter Inlet) (Lubrication
Distribution Manifold) ........................................... 40
Relief Valve (Torque Converter Inlet) Pressure - Test
and Adjust............................................................ 95
Introduction ........................................................ 95
Required Tools ................................................... 95
Test Procedure (Torque Converter Inlet Relief
Valve) ............................................................... 95
Relief Valve (Torque Converter Outlet).............. 6, 41
Relief Valve (Torque Converter Outlet) Pressure -
Test and Adjust .................................................... 96
Introduction ........................................................ 96
Required Tools ................................................... 96
Test and Adjust .................................................. 97
S Track Roller Lubrication ..................................... 78
Schematic.............................................................. 80
Power Train Oil System ..................................... 83
Software Troubleshooting.................................... 121
Software Will Not Flash.................................... 121
Symptoms ........................................................ 121
Specifications Section ............................................. 4
Speed Sensor - Adjust (Output Speed of the Torque
Converter).......................................................... 104
Steering and Transmission Control ........................ 11
Procedure for Assembly of the Bearing and of the
Collar................................................................. 11
Steering Differential and Brake.............................. 58
Combined Transmission and Steering Power
Flow.................................................................. 65
Service Brakes................................................... 68
Steering Power Flow.......................................... 63
Transmission Power Flow .................................. 61
143
Index Section
Procedure for the Preload Torque of the Carrier
Bearings ........................................................... 19
Procedure for the Preload Torque of the Pinion
Bearings ........................................................... 19
Symptom List....................................................... 105
Brake Troubleshooting..................................... 105
Hour Meter Troubleshooting ............................ 105
Machine Troubleshooting................................. 105
Oil (Air in Oil) Troubleshooting......................... 105
Oil Pressure Troubleshooting .......................... 105
Oil Temperature Troubleshooting..................... 105
Software Troubleshooting ................................ 105
Transmission Clutch Troubleshooting.............. 105
Transmission Troubleshooting ......................... 105
Systems Operation Section ................................... 28
T
Table of Contents..................................................... 3
Testing and Adjusting ............................................ 80
Testing and Adjusting Section ............................... 80
Torque Converter Troubleshooting ...................... 122
Symptoms ........................................................ 122
The Torque Converter Gets Hot....................... 122
Torque Divider ................................................... 4, 38
Torque Converter Operation .............................. 39
Torque Divider Lubrication ................................. 40
Torque Divider Operation ................................... 39
Track - Adjust ...................................................... 100
Introduction ...................................................... 100
Loose Track Adjustment .................................. 100
Test Procedure................................................. 100
Tight Track Adjustment .................................... 101
Track Carrier Roller ............................................... 77
Track Carrier Rollers (If Equipped) ........................ 24
Track Guide Guard (If Equipped) .......................... 26
Track Idler.............................................................. 78
Track Roller ........................................................... 78
Track Roller Frame ................................................ 74
Track Roller Frames .............................................. 22
Front Frame ....................................................... 22
Track Roller Guard (If Equipped)........................... 26
Track Rollers ......................................................... 24
Roller Placement................................................ 25
Single Flange and Double Flange...................... 24
Tracks .............................................................. 27, 75
Master Link ........................................................ 77
Positive Pin Retention........................................ 76
Sealed and Lubricated Track ............................. 75
Track Adjustment ............................................... 27
Transfer and Bevel Gears ..................................... 53
Transmission ................................................... 12, 41 U
First Speed Forward .......................................... 45
First Speed Reverse .......................................... 47 Undercarriage........................................................ 70
Introduction ........................................................ 41 Undercarriage Arrangements............................. 71
NEUTRAL .......................................................... 44
Neutral Default Strategy..................................... 48
Second Speed Forward ..................................... 46 V
Second Speed Reverse ..................................... 48
Third Speed Forward ......................................... 46 Visual Inspection ................................................. 107
Third Speed Reverse ......................................... 48 Machine Visual Checks.................................... 107
Transmission Clutch Engagement (Table) ......... 42
Transmission Components ................................ 43
Transmission Clutch Troubleshooting ................. 122
Symptoms ........................................................ 122
The Transmission Clutch Does Not Engage .... 123
The Transmission Clutch Is Engaged and the
Clutch Does Not Release............................... 122
Transmission Controls........................................... 88
Introduction ........................................................ 88
Required Tools ................................................... 88
Test Procedure (Transmission Clutch
Pressures)........................................................ 89
Transmission Hydraulic Control......................... 8, 49
Main Relief Valve ............................................... 50
Modulating Valves.............................................. 49
Relief Valve Manifold ......................................... 50
Transmission Lubrication....................................... 51
Planetary Lubrication ......................................... 51
Transmission Lubrication Oil Pressure - Test ...... 102
Introduction ...................................................... 103
Required Tools ................................................. 103
Test Procedure................................................. 103
Transmission Mounting ......................................... 13
Transmission Troubleshooting............................. 125
Harsh Shifting of Transmission ........................ 127
Symptoms ........................................................ 125
The Machine Makes an Abrupt Stop When You
Shift into the NEUTRAL Position.................... 128
The Transmission Does Not Change Gears but the
Machine Moves .............................................. 130
The Transmission Does Not Operate in Any
Gear ............................................................... 125
The Transmission Does Not Operate in FIRST
GEAR FORWARD or REVERSE ................... 135
The Transmission Does Not Operate in SECOND
GEAR in FORWARD or REVERSE ............... 136
The Transmission Does Not Operate in THIRD
GEAR FORWARD or REVERSE ................... 139
The Transmission Operates in FORWARD Gears
Only................................................................ 132
The Transmission Operates in REVERSE Gears
Only................................................................ 133
Transmission Controls ..................................... 125
Troubleshooting................................................... 105
Troubleshooting Procedures ............................... 105
General Procedure........................................... 106

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