More than

Meets the Eye

Inside the 793F Powertrain

JULY 2009
 Contents

The 793F contains numerous changes

that have increased productivity over
the 793D. This document will walk you
through the significant changes to each
piece of the Powertrain system.

Engine
Torque Converter
Drive & PTO Shafts
Transmission
Differential
Final Drives
 Engine

The heart beat of the 793F is the new

C175-16 engine. This engine provides
10% more power then the 3516 in the
793D.

Model 793D 793F

Engine 3516B HD C175-16

Bore and Stroke 170 X 215 175 X 220

Displacement 78.1 L 84.7 L

Gross Power 2415 hp (1801 kW) 2650 hp (1976 kW)

Torque Rise 19.4% 20.0%

 Torque Converter

New features in the Torque converter to compensate

for the power increase include:
Split Race Output Bearing
The new split race bearing replaces the existing
ball bearing located on the output shaft of the
torque converter. The new bearing can withstand
greater axial loading and driveshaft weight.
14.5C Yoke with Seal to Overhaul
STO is an improved seal design developed to
address lip seal durability.
Dirt inclusion is minimized by the addition of the
axial excluder lip seal. This part reduces the
amount of external debris that can interact with the
sealing surface of the triple lip seal.
The STO system allows for the journal wear
surface to be replaced, instead of machining and
welding a new surface to an existing yoke with
excessive wear.
 Torque Converter

Increased LUC Pressure

The five disc lock up converter (LUC) is
retained from the 793D, but LUC pressure
has been raised to 23.4 bar (340 psi) to
accommodate higher horsepower and
maintain durability.
ECPC LUC Control
The lock-up clutch features new ECPC
controls. LUC engagement has been
tuned for different shift types. During
coasting downshifts, the LUC remains
engaged to improve shift quality and
clutch life by reduced clutch cycling.
AAA Turbine Blade Impeller
The AAA turbine blade boosts torque
converter performance, provides greater
output torque and reduces parasitic heat
loads. The output torque is limited to 1917
kgm (13,860 ft-lb) at stall by electronic
engine torque limiting.
 Drive & PTO Shafts

Larger Drive Shaft

Power flows from the torque converter through a
new 14.5C drive shaft (same diameter used on early
797Bs). This new drive shaft features larger spiders
for improved durability.
Swing diameter increased from 273 mm to 320 mm.
Compensates for additional time in a higher gear
while on grade.
HP increase gives capability to run 2nd gear on
typical grades with reduced gear hunting. Engine is
therefore running at a higher torque and passing this
to the transmission.
Larger PTO Shaft
The PTO shaft transfers power to the pump drive.
The swing diameter of the PTO shaft spiders have
increased from 158 to 175 mm.
Continuous torque capability rating increases from
900 ft-lbs to 1520 ft lbs.
 Transmission

The transmission is comprised of five groups with

changes to all:

1. Input Transfer Gear

The new input transfer gear group has the same
gear ratio as the 793D extra top speed attachment.
This boosts top speed from 55 to 60 km/h (34 to 37
mph). The new ITG reduces torque by an equivalent
10 percent in all ranges compared to the Standard
793D configuration. To compensate for the faster
gear ratios, net power was boosted in converter
drive and direct drive providing an approximately
equivalent net transmission output torque when
compared to the Standard 793D configuration. This
increase in power, along with the torque converter
changes, allows the 793F to outperform the 793D in
both high rim pull and high-speed applications.
 Transmission

2. The planetary group is located between the input

transfer group and the differential. Changes in the
planetary group were designed to improve
transmission durability.
Thrust disc wear in Trains 3 and 4 has been
addressed by improving control of planet needle
bearing surface finish, planet gear thrust face
lapping, and 30-degree rotation of planet shaft lube
holes.
Planet gear tolerance classes have been improved to
Class 9 on all gears, and the Train #3 planet gear
teeth have increased crown. These changes to the
planet gears will help improve pitting life.
Train 1 planet shafts feature an improved heat
treatment called X-Carb that will increase the pitting
life of the shaft.
Separator springs have been added to clutches 5
and 6 to reduce horsepower loss.
 Transmission

3. Case
The new transmission case was designed in
conjunction with the ITG case to provide
ease of maintenance. The case has drains
collocated on the rear of the case for ease of
draining. The main sump has an ecology
drain for safely draining the primary sump.
Also, the sump is large enough to allow for
suction screen removal without draining the
case. A new transmission housing
accommodates the ECPC lockup clutch
valve and metric fasteners on all external
service points.
4. Wiring
To provide consistent protection for
transmission, software crosschecks the
transmission input and dual output speeds.
This redundant speed sensor system
protects the powertrain in the event of
sensor or control system malfunction.
 Transmission

5. Controls
The all-new Electronic Clutch Pressure
Control Group (ECPC) provides maximum
performance, improved shift feel and longer
clutch life. ECPC valves along with newly
developed software provide customized
clutch fill profiles for each clutch. The
Control Throttle Shift (CTS) feature has
been improved to provide better speed
matching during both loaded and coasting
shifts. Directional Shift Management is also
carried over from the 793D to limit clutch
load during forward to reverse shift cycles.
In conjunction with ECPC, Caterpillar F37x
clutch material and steel end faces have
been introduced into all 793F clutches.
 Differential

The transmission output speed sensor has been

relocated to the differential group. This
eliminates a spline wear issue associated
with the long through shaft in the
transmission used on previous models. In
this location, the sensor can also be serviced
through an access panel on the axle housing.
On previous models, the transmission had to
be removed.
Features that monitor the differential include:
Differential oil temperature sensor to provide a
signal to warn the operator of a high rear axle
oil temperature condition.
Differential pressure sensor to provide a
warning to the operator if rear axle oil
pressure is either too low or too high.
For easy service, there is an ecology drain plug
for the oil on the rear axle.
 Final Drives

Cat final drives work as a system with the planetary

power shift transmission to deliver maximum power to
the ground. Built to withstand the forces of high torque
and impact loads, double reduction final drives
provide high torque multiplication to further reduce
drive train stress. The 793F final drives feature a new
cover which allows removal of the axle shaft and
thrust button on level ground without completely
draining the rear axle. This feature reduces down time
during certain inspections. The 793F final drives have
a quick connection to add fluids, allowing for easier
serviceability and less chance of contamination.
Improvements to the Rear Axle Lubrication System
A 2x increase in turns per hour.
Larger 2 stage filters (20 to 13 micron).
Cleanliness from 21/17 to 19/14
Same final drive gear set with improved sun and
planet gear finish Isotropic Finish (IF)
Reduces break-in debris generation
Improved pitting resistance
Improved 2nd reduction bearing durability
 Power vs. Torque

Review
More Power = More Speed on Grade
While the Caterpillar C175-16 engine is
producing more power and higher torque
allowing the 793F to attain higher speeds.
The transmission is supplying the same
torque to the rear wheels. This is
accomplished by the ITG (Inlet Transfer
Gear).
All key areas have been addressed to assure
optimal lower powertrain life.
Ultimately you will attain higher performance
without taking a hit against powertrain life.