HEMM Dumper01

Service Training COURSE REFERENCE
Course Materials MATERIALS
773D Off highway Truck

Service Training Reference Material
Table of Contents
773D OHT Features and Specifications ................................. 3
2
773D OHT Features and Specifications

RATED PAYLOAD 50.00 Tons (45.4 MetricTons)
Body Struck Capacity 26.6 Cubic Meters
Heaped 3:1 32.4 Cubic Meters
Heaped 2:1 (SAE) 35.2 Cubic Meters
Heaped 1:1 43.3 Cubic Meters
ENGINE CAT 3412E

(65° V-12 Turbocharged Aftercooled HEUI
with 137mm (5.4") bore and 152mm
(6.0")stroke.)
At 79 to 94 Deg. C
High idle RPM 2285630
Low idle RPM 635 + 30 - 10
Stall Speed 1825665
Displacement 27.0 Litres (1649cu.in.)
Flywheel Power 485 kw (650HP)
TRANSMISSION Caterpillar seven speed electronically

controlled automatic transmission with
seven FWD & one REV. First gear has
both torque converter & direct drive and
Reverse gear only torque converter drive
and 2 to7 gears are direct drive.
Forward speed First gear 9.6 KMPH

Forward speed Seventh gear 63.4 KMPH
Reverse gear speed 11.6 KMPH
Converter out-let pressure 45 to75 psi.

Trans. Charging pump flow 160 lpm at 400 psi and 1800RPM
Trans. Scavenging pump flow 200 lpm at 10 psi and 1800RPM
Transmission oil pressure 500 psi (max) At high idle rpm in all gears
360 psi (min) At low idle rpm in R-N-1
3
6 Reference Material
Service Training
Transmission lube oil pressure 2.5 to 10 psi At 1000 RPM

25 to 40 psi At high idle RPM
Transmission lock-up pressure 250 610 psi

Conv. To LU 1610 630 RPM
LU To Conv 1399 6 30 RPM
FINAL DRIVE
Differential reduction ratio 3.64:1

Final drive reduction ratio 4.80:1
Total reduction 17.8:1
HYDRAULIC SYSTEM Twin ,Two stage hydraulic cylinders

mounted out side main frame, power
raise in both stages and power down in
second stage.
Pump flow 490 lpm at 1000 psi and 2100 RPM

Relief pressure (Raise) 2500 675 psi
Relief pressure (Lower) 500 6 50 psi
Relief pressure (Float) 250 psi(max)
Body Raise time (High idle) 9.5 Seconds
Body Lower time (Float) 14.2 Seconds
Body Lower time (Power down) 12.5 Seconds
STEERING SYSTEM Separate hydraulic system with two

double acting cylinders. Front
suspension cylinders act as king pins.
Automatic electrical supplement steering
is standard.
Steering angle 31 Deg.

Turning circle Dia. Front wheels 22.0m
Vehicle clearance circle Dia. 24.0m
Primary steering pressure 3085650 psi at 2000 RPM
Secondary steering pressure 2200645 psi
Stand by pressure 475650 psi at high idle RPM
Front wheels alignment 58.7 mm (toe out)
Pump discharge at max. stroke 150 lpm at stand by pr. And at 2100 RPM
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773D Off highway Truck Transmission
SUSPENSION SYSTEM Independent self contained oil

pneumatic suspension cylinders on
each wheel. Rear sway bar is attached
to frame and differential housing to
minimize lateral sway.
Effective cylinder stroke (Front) 209mm

Effective cylinder stroke (Rear) 149mm
Rear axle oscillation (max) + 8 Deg.
BRAKE SYSTEM Front brakes are caliper disc type

actuated by air over hydraulic pressure,
operator can switch off if not needed.
Braking surface Front 1395 sq. cm

Rear service/retarder brakes are oil
cooled disc brakes actuated by air over
hydraulic pressure and the parking
brakes are applied by spring force and
released by oil pressure. The emergency
brakes are applied on all four wheels; At
front by the air over hydraulic pressure
and at rear by the spring force.
Braking surface Rear 61264 sq. cm.
Brake cooling pressure 25 psi (max) at high idle RPM

2 psi (min) at 1000 RPM
Parking brake retract pressure 680630 psi at high idle RPM

650 psi (min) at low idle RPM
Brake pump flow (Gear) 97 lpm at 800 psi and 2100 RPM
Brake pump flow (electrical) 19 lpm at 1800 RPM
TYRES 21.00 X 35.00 - 36 PR E4
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SERVICE REFILL CAPACITIES (IN LITRES)
Fuel Tank 700

Cooling system 137
Crank case 68
Differential & Final Drive 140
Steering Tank 34
Steering System 56
Brakes, Hoist & Hydraulic Tank 133
Brake & Hoist System 277
Transmission / Converter Sump 53
Transmission System 72
OPTIONALS Air Conditioner, Body Liners, Fast Fuel

Filling, Exhaust Muffler, Tachograph,
Tool Kit, Auto Fire Suppression Kit, Auto
Lubrication Kit, Wind Shield Washer
WEIGHT DISTRIBUTION
Total Empty Weight 37,772 kg

Chassis with Hoists 28,772 kg
Body Empty 9,000 kg
Empty Weight Distribution

Front Axle 47.30% 17,866 kg
Rear Axle 52.70% 19,906 kg
Loaded Weight Distribution

Front Axle 33.3% 27,682 kg
Rear Axle 67.7% 55,499 kg
Total Gross Weight 83,131 kg
DIMENSIONS
Wheel Base 4191 mm

Length 9210 mm
Width at body 4398 mm
Width at rear tyres 4418 mm
Height with body fulley lifted 8736 mm
Ground clearance 540 mm
Height with body on the frame 4342 mm
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General Description Of Power Train Systems
The power train is made up of four basic systems. The following systems are
the four systems:
Power Train Electronic Control Module

Torque Converter
Transfer Gears and Transmission
Differential and Final Drives
The four basic systems have a hydraulic connection, an electrical connection, a

magnetic connection, or a mechanical connection.
The operation of the power train begins at the Power Train Electronic Control
Module (Power Train ECM). The Power Train ECM receives information of
the selected speed of operation through the shift lever switch in the electrical
system. The Power Train ECM uses the information from several switches and
sensors in the electrical system to control the power train hydraulic system. This
is done by energizing the appropriate solenoids.
The torque converter has a lockup clutch for direct drive and a one-way clutch
for torque converter drive mode. During the torque converter drive mode, the
torque converter hydraulically drives the transmission. The torque converter is
fastened directly to the flywheel of the engine.
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The basic components of the transmission hydraulic control group are downshift
solenoid, upshift solenoid, pressure control valve, selector valve and rotary
actuator. The solenoids are the connection between the electrical and hydraulic
systems. The solenoids are activated electrically and send oil to the rotary
actuator. The actuator turns the rotary selector spool in the selector valve which
sends pilot oil to the pressure control valve. The pressure control valve then
sends oil at the correct rate to smoothly engage the correct clutches in the
transmission.
The transmission (3) has seven forward speeds and one reverse speed. The
selection of speed is done manually, in REVERSE, NEUTRAL and FIRST. The
selection of SECOND through SEVENTH speeds is done automatically.
REVERSE is torque converter drive only. FIRST has both a torque converter
drive and a direct drive. SECOND through SEVENTH speeds are direct drive
only with a very short time of converter drive during transmission clutch
engagement to make shifts smooth.
The transmission output shaft is fastened directly to the differential and bevel
gear (1). The differential and bevel gear are fastened directly to the rear axle
housing. After the transmission and torque converter are connected, power can
now be supplied from the engine through the torque converter and transmission
to the differential. The rear axles mechanically connect the differential to the final
drives. The final drives are connected to the rear wheels. Power is then sent to
the tires.
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Power Train ECM
Brief Summary of 1. The shift lever switch selects the desired speed and direction.
Operation
2. The transmission speed sensor magnetically measures tne transmission
speed.
3. The Power Train ECM determines the proper moment for shifting by using
the signals from the transmission speed sensor, tne shift lever switch and the
transmission gear switch. The Power Train ECM activates the solenoids in
order to make shifts.
4. The hoist control position sensor prevents any reverse operation of the
transmission during the raise operation of the dump body. The hoist control
position sensor also prevents any reverse operation of the transmission
during the lowering operation of the dump body. The dump body position
sensor will signal the limiting function on the gears. This limits the speed of
the machine while the dump body is up.
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5. The switch for the parking and secondary brake and the retarder and
service brake switch send input signals to the Power Train ECM. When the
secondary parking brake switch or the retarder and service brake switch
are activated, the antihunt timer is deactivated. When the service brake and
retarder switch is activated, the Power Train ECM will allow rapid speed
shifts.
6. When an upshift solenoid or a downshift solenoid is activated, pressure oil is

sent to the rotary actuator. The rotary actuator turns the rotary selector
spool. This sequence causes the correct pair of clutches to be engaged for
the next desired speed.
7. The transmission hydraulic control will individually control the maximum

pressure in each clutch. The transmission hydraulic control will individually
modulate each clutch in order to control the fill time and the release time.
8. When the lockup clutch solenoid is activated, pressure oil is sent to the
modulation reduction valve of the lockup clutch valve. The oil engages the
lockup clutch of the torque converter for direct drive.
9. The transmission gear switch tells the Power Train ECM the engaged gear
of the transmission. The transmission gear switch is mechanically turned by
the rotary selector spool.
10. The Power Train ECM uses the Caterpillar Data Link to communicate with
the Caterpillar Monitoring System. The Caterpillar Monitoring System
informs the operator of the transmission gear that is actually engaged.
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Power Train Hydraulic System

Block Diagram
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Torque Converter
In the converter the impeller is driven by the engine flywheel. The turbine is
connected to the output shaft. The lock up clutch permits the machine to
operate in the direct drive. The one way clutch holds the stator when the torque
converter is in converter drive mode. The oil for the torque converter comes
from the inlet relief valve of the transmission selector and pressure control valve.
The impeller directs the oil to the blades of the turbine and causes the turbine to
rotate. The oil leaving the turbine is directed to the stator causes the stator to try
to turn in the opposite direction. This movement of the stator causes the rollers
of the one way clutch to move between the stator and the carrier for the stator.
This locks the stator and directs the oil from the turbine to the impeller. A small
portion of the oil goes through the outlet passage of the converter. The oil which
is redirected onto the impeller has energy and flows in the direction of the
impeller, multiplies the torque output of the converter.
As the speed of the turbine increases with impeller the directed oil from the
turbine turns the stator in the same direction of the turbine. Due to this the cam
of the one way clutch turns causing the rollers to move out from the wedged
condition in the tapered openings. The mechanical connection between the cam
and the race is broken. At this condition the stator and the cam turn freely and
the stator does not send the oil back to the impeller, simultaneously due to the
increased speed of the turbine the power train ECM sends signal to the lock up
solenoid for supplying the pressurized oil to the lock up piston to mechanically
connect the engine and the turbine (Isolating the converter mode function) for
direct drive operation.
The drive shaft connects output shaft of the torque converter to the transfer
gears whose driven gear is connected to the input of the planetary transmission.
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One-way Clutch
Detail of One way clutch

(10) Cam
(11) Rollers
(12) Spring
(13) opening
(14) Race
Direct Drive
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Torque Converter
Drive
Releif Valve (Torque

Converter Outlet)
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Lockup Clutch and

Solenoid Valve
(Torque Converter)
A part of the delivered oil from the transmission charging pump enters the
lockup clutch & solenoid valve at the pressure reduction valve which sends the
oil to
1. Pilot passage up to the solenoid valve and

2. The supply passage of modulation reduction valve.
(In the pressure reduction valve the incoming oil flows through an orifice,
opening the ball check valve, to the slug chamber at the end of the valve and the
pressurized oil acts against the spring of the spool, moves the spool to close the
pilot passage and open the drain passage. This controls the pressure of the pilot
oil). The pump supply oil to the modulation reduction remains full at pump
pressure. The power train ECM energizes the lock up clutch solenoid when the
direct drive is necessary. Due to this passage in the solenoid valve opens, the
incoming oil pushes the shuttle valve ball and closes the drain passage and
enters the top of the selector piston. The pressure of this oil moves the
modulation valve and allows the pump oil to flow to the lock up clutch and
gradually increases the pressure on the lock up piston to change the converter
drive to direct drive.
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Transmission Description
The Power Train ECM will activate the lockup clutch solenoid when direct
drive is neccessary. When the lockup clutch solenoid is activated, the lockup
clutch is hydraulically engaged. The rotating housing of the torque converter
becomes mechanically connected to the output shaft of the torque converter
through the lockup clutch. The drive shaft mechanically connects the torque
converter to the transfer gears. The transfer gears are fastened directly to the
transmission. When the lockup clutch is not activated, the torque converter
drives the transmission hydraulically.
The upshift solenoid and the downshift solenoid hydraulically activate the rotary
actuator of the transmission. Movement of the rotary actuator mechanically
selects the position of the rotary selector spool. The flow through the rotary
selector spool hydraulically activates the correct valves in the pressure control
valve. These valves engage the correct transmission clutches. This mechanically
connects the transmission input shaft to the output shaft and to the differential.
The transmission will not drive the output shaft unless power is flowing through
the torque converter. The power that is flowing through the torque converter
can be hydraulic or mechanical.
The transmission has forward speeds and one reverse speed. The selection of
reverse, neutral or first speed is done manually. The selection of second speed
through the highest speed is done automatically.
Reverse uses only the torque converter drive mode. First speed has both a
torque converter drive and a direct drive. All speeds above first speed use the
direct drive. The torque converter will be in torque converter drive for a short
time during transmission shifts. This provides smoother engagement of the
transmission clutch. The transmission output shaft is fastened directly to the
differential and the bevel gear. The differential and the bevel gear are fastened
directly to the rear axle housing.
Power is supplied from the engine to the torque converter. Power goes from the
torque converter to the transfer gears. The power then goes to the transmission.
If the transmission is in gear, power flows from the transmission to the
differential. The rear axles mechanically connect the differential to the final
drives. The final drives are connected to the rear wheels. Power is then sent to
the tires.
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When the transmission is in the correct speed position, the mechanical

movement of the rotary selector spool causes the transmission gear switch to
electronically signal the Power Train ECM that the shift is complete. When the
output shaft of the transmission is rotating the transmission speed sensor
electrically signals the Power Train ECM that the machine has moved.
The lower section of the torque converter housing is the torque converter sump.
The torque converter sump is the oil sump for power train system.
The power train gear pump is located at the rear of the torque converter. This is
a two-section gear pump. The rear section is the power train scavenge pump
section and the front section is the power train charging pump section.
The power train scavenge pump section will pull oil through the magnetic
screen. The magnetic screen is located at the bottom of the transmission case.
The oil from the bottom of the transmission case is transferred into the torque
converter sump.
The power train charging pump section pulls oil from the torque converter sump
through a suction screen. Oil flows from the power train charging pump section
to the power train oil filter. The flow of oil is split after going through the power
train oil filter. Some of the oil is sent to the torque converter lockup clutch and
solenoid valve. The rest of the oil is sent to the transmission hydraulic control.
The oil that is sent to the torque converter lockup clutch and solenoid valve is
used to engage the torque converter lockup clutch. When the lockup clutch
solenoid is energized by the Power Train ECM, the lockup clutch valve will
send oil to the lockup clutch. The lockup clutch is engaged. The machine will be
in direct drive. When the lockup clutch solenoid is de-energized the lockup
clutch valve will allow the oil in the lockup clutch to drain to the torque
converter housing. The lockup clutch will disengage and the machine will be in
torque converter drive.
The oil that is sent to the transmission hydraulic control also is sent to the upshift
solenoid and the downshift solenoid. The basic components of the transmission
hydraulic control are the rotary actuator, the selector and pressure control
valve, and the pressure control valve.
When the upshift solenoid or the downshift solenoid is activated, oil is sent to
the rotary actuator. The rotary actuator turns the rotary selector spool in the
selector and pressure control valve. This sends oil to the pressure control valve.
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The pressure control valve sends oil at the correct rate so that the correct
clutches in the transmission are engaged smoothly.
The rotary selector spool can be manually moved through all the positions when
the engine is stopped. This is done by removing a plug on the side of the
transmission case. The rotary selector spool is in the NEUTRAL position when
the spool is turned manually in a clockwise direction to the farthest point. The
counterclockwise order of each detent position after the NEUTRAL position is
REVERSE, FIRST, SECOND, THIRD, FOURTH, FIFTH, SIXTH,
SEVENTH and EIGHTH speed. SEVENTH and EIGHTH speed may not be
used.
The relief valve in the selector and pressure control valve will control the
maximum pressure in the transmission charging system. When the relief valve
opens oil is sent past the torque converter inlet relief valve and to the torque
converter. If the torque converter inlet oil pressure gets too high, the torque
converter inlet relief valve will open. This oil will flow into into the transmission
case.
The oil that is sent to the torque converter is used as the hydraulic coupling
inside the torque converter. The oil exits the torque converter through the torque
converter outlet relief valve. The torque converter outlet valve will control the
pressure of the oil inside the torque converter in order to keep the torque
converter full of oil at all times.
The oil flows from the torque converter outlet relief valve to the power train oil
cooler. The oil is sent from the power train oil cooler to the transmission for
lubrication. The transmission lubrication oil flows through the transfer gears and
the transmission. This oil is used for cooling and for lubrication. This oil is then
deposited in the transmission case.
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Gear Pump
(Power Train)
The pump has two sections:
1. Power train charging pump section

2. Power train scavenge pump section
The pump is driven by a gear on the torque converter.
Power train charging pump section (1) is located on the drive end of the power
train gear pump. This pump section takes oil from the torque converter sump.
The oil flows through a suction screen. The oil is then sent to the power train oil
filter (3). The oil is then split. Some of the oil is sent to the torque converter
lockup clutch and solenoid valve. This oil is used to engage the torque converter
lockup clutch. The rest of the oil is sent to the transmission hydraulic control.
This oil will be used to engage the proper clutches in the transmission. Some oil
will flow from the transmission hydraulic control to the torque converter. This oil
will be used as the hydraulic coupling during torque converter drive. Oil that
leaves the torque converter is sent to the power train oil cooler. The oil will flow
from the power train oil cooler to the transfer gears and to the transmission for
lubrication.
Power train scavenge pump section (2) takes oil from the transmission case
reservoir. The oil flows from the transmission case reservoir through a magnetic
screen. The oil flows from the magnetic screen to power train scavenge pump
section (2). Oil will flow from power train scavenge pump section (2) to the
torque converter sump.
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Magnetic Screen
(Transmission)
The magnetic screen is fastened to transmission case reservoir (4). As the oil
flows through tube assembly (1), the oil flows through the openings that are
between magnets (2). The magnets are installed on the tube assembly so that
the same magnetic ends are next to each other.
As the oil flows over magnets (2), metal particles are stopped by magnets (2).
The oil then flows through screen (3). Other foreign particles are stopped as the
oil flows through screen (3). The particles are not allowed to go into the power
train system. The oil flows from screen (3) to the power train scavenge pump
section of the power train gear pump. The oil is sent back to the torque
converter sump.
Construction of the magnetic screen

(1) Tube assembly (2) Magnets (3) Screen
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Oil Filter Power train oil filter (1) is fastened to the left side of the main frame rail behind
(Power Train) the front wheel. The oil sampling valve (3) is located on power train oil filter (1).
Oil from the power train charging pump section flows to power train oil filter (1)
through inlet (2). Power train oil filter (1) has two filter elements. During normal
operation, the oil flows through the elements. The oil flows from the elements to
outlet (5) and to outlet (6). The oil that flows through outlet (5) is sent to the
transmission hydraulic control. This oil is used to engage the proper clutches in
the transmission. Some oil will flow from the transmission hydraulic control to
the torque converter.
This oil will be used as the hydraulic coupling during torque converter drive. Oil
that leaves the torque converter is sent to the power train oil cooler. The oil will
flow from the power train oil cooler to the transfer gears and to the transmission
for lubrication. The oil that flows through outlet (6) is sent to the torque
converter lockup clutch and solenoid valve. This oil is used to engage the torque
converter lockup clutch. The filter elements stop any debris that is in the oil.
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Transmission
Hydraulic Control
Top view of the transmission hydraulic control
(1) Upshift solenoid

(2) Rotary actuator
(3) Pressure control valve
(4) Downshift solenoid
(5) Selector and pressure control valve
(6) Outlet to the torque converter
(7) Manifold
(8) Inlet from the power train charging pump section
(9) Torque converter inlet relief valve
(10) Inlet for lubrication system
Front view of the transmission hydraulic control

(2) Rotary actuator
(3) Pressure control valve
(5) Selector and pressure control valve
(7) Manifold
(11) Manifold
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Operation of components in the Transmission Hydraulic Control

Component Operation (Function)
Upshift solenoid (1) This solenoid controls the movement of rotary actuator (2) during upshifts.
Rotary actuator (2) This actuator controls movement of the rotary selector spool in selector and
pressure control valve (5).
Pressure control valve (3) This valve controls oil flow, the rate of pressure increase and of pressure
decrease, and oil pressure in the clutches.
Downshift solenoid (4) This solenoid controls the movement of rotary actuator (2) during downshifts.
Selector and pressure This valve controls system pressure and the amount and direction of
control valve (5) pilot pressure oil that is sent to pressure control valve (3).
Manifold (7) This manifold sends pump oil to rotary actuator (2).
Torque converter inlet This relief valve controls the pressure of the inlet oil to the torque
relief valve (9) converter.
Manifold (11) This manifold sends oil to the clutches.
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Selector and Pressure

Control Valve
(Transmission)
Selector and pressure control valve in NEUTRAL with a stopped engine
(1) Passage (6) Chamber (11) Chamber

(2) Passage (7) Chamber (12) Passage
(3) Priority reduction valve (8) Passage (13) spring assemblies (two)
(4) Neutralizer valve (9) Relief valve (14) Cam
(5) Rotary selector spool (10) Torque converter inlet relief valve (15) Passage
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Operation of components in the Selector and Pressure Control Valve

Valve Function
Priority Reduction Valve (3) This valve controls the pressure of the pilot oil that is available to rotary
selector spool (7).
Neutralizer valve (4) When the transmission is not in NEUTRAL and the engine is started, this valve
stops the flow of pilot oil to rotary selector spool (7).
Rotary selector spool (5) This valve sends pilot oil to the pressure control valve. This pilot oil determines
the transmission clutches that will be engaged.
Relief valve (9) This valve controls the maximum pressure in the transmission hydraulic system.
Torque converter inlet This valve controls the maximum inlet oil pressure to the torque
relief valve (10) converter.
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Valve Station
(Clutch Released)
This schematic shows the positions of the valve station components at the start
of modulation before the clutch is fully engaged (primary pressure). Valve
movement is initiated when pilot oil from the rotary selector spool moves the
selector piston to the left as shown. Movement of the selector piston
accomplishes two purposes:
1. The drain passage at the decay orifice is blocked.

2. The load piston springs are compressed.
26
Valve Station
(Clutch Filling)
Compressing the load piston springs moves the reduction valve spool to the left
against the force of the inner spring. This movement opens the supply passage
(from the pump) and permits pressure oil to flow to the clutch. As the clutch
fills, pressure oil opens the ball check valve and fills the slug chamber at the left
end of the reduction valve spool. At the same time, oil flows through the load
piston orifice and fills the chamber between the end of the load piston and the
selector piston. The load piston orifice provides a pressure drop and time elay
in the flow of oil to the load piston chamber. This condition helps control the
rate of modulation. Filling the load piston chamber is made possible when the
selector piston covers the drain passage at the decay orifice.
27
Valve Station
(Clutch Released)
The load piston has now moved completely to the left against the stop. The
modulation cycle is completed and the clutch pressure is at its maximum setting.
Because this is a modulation reduction valve, the maximum pressure setting of
the clutch is lower than the system pressure. At the end of the modulation cycle,
the pressure in the slug chamber moves the reduction valve a small distance to
the right to restrict the flow of supply oil to the clutch. This is the “metering
position” of the reduction valve spool. In this positon, the valve maintains
precise control of the clutch pressure.
During operation, an engaged clutch is designed to leak a relatively small but

steady volume of oil. This leakage help prevent high oil temperatures and
provides additional lubrication for the planetary gears and bearings. As clutch
leakage occurs, the clutch pressure and the pressure of the oil in the slug
chamber will start to decrease. At this point the load piston springs move the
reduction valve spool a small distance to the left to open the supply passage.
Pressure oil from the pump again enters the clutch circuit and replaces the
leakage. Then, the clutch pressure in the slug chamber moves the spool back to
the right thereby restricting the flow of supply oil to the clutch. This metering
action continues during the entire time that the clutch is engaged.
28
Transmission Planetary
Components of the transmission
(1) Input shaft (12) Coupling hub (23) Sun gear

(2) Coupling hub (13) Sun gear (24) No. 3 clutch
(3) No. 2 clutch (14) Planetary carrier (25) Rotating housing
(4) No. 1 clutch (15) Planetary gears (26) No. 4 clutch
(5) Planetary carrier (16) Ring gear (27) Ring gear
(6) Sun gear (17) Planetary gears (28) No. 5 clutch
(7) Planetary gears (18) Planetary carrier and output shaft (29) Sun gear
(8) Ring gear (19) Planetary gears inner (30) No. 6 clutch
(9) Ring gear (20) Ring gear (31) Sun gear
(10) Planetary gears (21) Rotating housing (32) No. 7 clutch
(11) Planetary carrier (22) Center shaft (33) Planetary gear outer
29
Transmission Planetary
Power from the engine goes to the torque converter. The power then goes
through the drive shaft to the transfer gears. The transfer gears are fastened
directly to the front of the transmission case. The power then goes through the
transmission to the differentia.
The transmission has seven forward speeds and one reverse speed. REVERSE
and NEUTRAL use only torque converter drive. At lower ground speeds,
FIRST speed uses torque converter drive. At higher ground speeds, FIRST
speed uses direct drive. As the ground speed increases in FIRST speed, the
lockup clutch of the torque converter engages. This provides FIRST speed with
direct drive. The speeds SECOND through SEVENTH use direct drive. There
is a short period of torque converter drive between the direct drive speeds. This
occurs while the clutches engage in the transmission. After the clutches are
engaged, the torque converter lockup clutch automatically engages. The torque
converter is in direct drive. Torque converter drive during the shifts provides
smooth, automatic shifting.
The transmission has a combination of two rotating clutches, five stationary

clutches, and five planetary units. This provides seven forward speeds and one
reverse speed. No. 2 clutch (3) and No. 4 clutch (26) are the rotating clutches.
Input torque goes from the transfer gears to input shaft (1). Input shaft (1)
drives the transmission input clutch arrangement. NO. 1 clutch (4), NO. 2
clutch (3) and NO. 3 clutch (24) are part of the transmission input clutch
arrangement. The remainder of the clutches are in the outputsection of the
transmission. Center shaft (22) connects the input section to the output section.
Center shaft (22) is splined to planetary carrier (11). Center shaft (22) also
carries the sun gears that drive the output section of the transmission. Center
shaft (22) and input shaft (1) turn the same direction.
30
Engagement of Transmission Speed Engaged Clutches

Transmission in the Transmission
Clutches NEUTRAL 4
REVERSE 1 and 7
FIRST speed 1 and 6
SECOND speed 3 and 6
THIRD speed 2 and 6
FOURTH speed 3 and 5
FIFTH speed 2 and 5
SIXTH speed 3 and 4
SEVENTH speed 2 and 4
31
Lubrication of the Transmission
Lubrication of the transmission
(1) Input shaft (30) No. 6 Clutch (39) Passage

(3) No. 2 Clutch (32) No. 7 Clutch (40) Passage
(4) No. 1 Clutch (34) Passage (41) Balance piston of No. 2 clutch
(22) Center shaft (35) Passage (42) Passage
(24) No. 3 Clutch (36) Passage (43) Balance piston of No. 4 clutch
(26) No. 4 Clutch (37) Passage (44) Passage
(28) No. 5 Clutch(38) Passage
32
Lubrication of the Oil for the lubrication of the transmission comes from the torque converter. The
transmission torque converter outlet relief valve sends oil to the power train oil cooler. The oil
flows from the power train oil cooler to the transmission hydraulic control. The
oil is split. Some of the oil is used to lubricate the transfer gears. The rest of the
oil is used to lubricate the transmission. The transmission lubrication oil goes to a
manifold. The distribution manifold divides the oil for the transmission.
Some of the oil from the distribution manifold goes through passage (34) for
lubrication of the input section of the transmission.
The rest of the oil goes into passage (36) for lubrication of the output section of
the transmission.
The oil in passage (34) goes through passage (35) for lubrication of No. 1
carrier. Oil for the balance piston (41) comes from passage (39). This oil then
goes to passage (42) for lubrication of No. 1 clutch (4) and for lubrication of
No. 2 clutch (3).
The oil in passage (36) goes to several different locations. The oil will go
through drilled passages to No. 3 clutch (24) and to balance piston (43). The oil
also goes through drilled passages to center shaft (22). The oil goes around the
outside of center shaft (22) in order to provide lubrication of the bearings of
No. 4 clutch (26) and of the carriers. Oil flows from passage (38) to passage
(40) for lubrication of the outer planetary gears.
Oil also goes into passage (37) of center shaft (22). This oil is for lubrication of
the bearings for input shaft (1), for lubrication of the bearings for center shaft
(22) and for lubrication of No. 2 carrier.
Oil from passage (36) also goes into passage (44). This oil provides lubrication
for No. 5 clutch (28), for No. 6 clutch (30) and for No. 7 clutch (32).
Operation of the The oil that flows to balance piston (41) of the No. 2 clutch and to balance
Balance Pistons in piston (43) of the No. 4 clutch is used to balance the centrifugal force of the oil.
the Rotating Clutches The centrifugal force of the oil is caused by the rotation of the No. 2 clutch and
the No. 4 clutch. The centrifugal force of the oil that is behind the clutch piston
in the rotating clutches causes a small amount of clutch engagement in the
rotating clutch. The centrifugal force of theoil that is behind the balance piston
balances the centrifugal force of the oil that is on the clutch piston.
33
General Information
Warning Sudden movement of the machine or release of air or oil under pressure
can cause possible injury or death to persons on or near the machine.
To prevent possible injury or death, do the procedure that follows before

testing and adjusting the Hydraulic System.
1. Move the machine to a smooth horizontal location. Move away from any
machines that are working and any personnel.
2. Move the transmission control to the NEUTRAL position. Fully raise the
dump body of the truck.
3. Activate the parking brakes. Stop the engine.
4. Permit only one operator on the machine. Either keep other personnel away
from the machine or keep other personnel in the sight of the operator.
5. Place blocks in front of the wheels and behind the wheels.
6. Install the retaining pin for the dump body.
7. Make sure that the transmission rotary selector spool is in the NEUTRAL
position.
8. Make sure that all air pressure and oil pressure is released before any
fittings, hoses or components are worked on.
9. Push on the brake pedal many times until there is no brake air pressure.
Visual Checks are the first steps for troubleshooting a problem. The visual
checks will determine the problems that can be corrected quickly.
34
Visual Inspection (Power Train)

Perform a Visual inspection at the beginning of troubleshooting a problem.
Perform the inspection while the engine is turned off. Put the transmission
control in the NEUTRAL position and put the transmission rotary selector
spool in the NEUTRAL position. Engage the parking brake.
Check the oil level Inspect the oil level in the torque converter sump.
Note: Many problems in the power train are caused by low oil levels or by air
in the oil. If the engine has not been started for several minutes, this oil level
check will ensure that oil is in the transmission and that the engine can be
started. If the machine has not been overnight or an extended period of time
and the engine has not been started, the oil level will be high. An accurate oil
level check can be performed after the oil is hot.
Warning Do not check for leaks with your hands. Pin hole (very small) leaks can
result in a high velocity oil stream that will be invisible close to the hose.
This oil can penetrate the skin and cause personal injury. Use cardboard
or paper to locate pin hole leaks.
Inspect all oil lines, hoses and connections for damage or for leaks. Look for oil
on the gound under the machine.
Note: If oil can leak out of a fitting or a connection, air can leak into the system.
Air in the system can be as bad as a low amount of oil.
Check the electrical Inspect the fuse for the Power Train Electronic Control Module, the harnesses
system and the electrical connectors. Refer to the proper Electrical Schematic.
With the engine start switch and the battery disconnect switch in the OFF
position, check the 10 ampere fuse for the Power Train Electronic Control
Module. If the fuse is open, replace the fuse.
Inspect the electrical harnesses for damaged wires or for broken wires.
Disconnect each connector and look for pins and sockets that have been bent,
broken or removed. Look for any foreign material inside the connectors. The
connectors must be tightened with normal force. The connectors must be
disconnected with the same amount of force.
35
Check the Power Train Electronic Control Module. For procedures, refer to
Power Train Electronic Control System, SENR2668.
Check the batteries Check the batteries. Turn the battery disconnect switch ON.
Check the filters and Inspect the power train oil filter, the transmission magnetic screen and the
the screens suction screen.
Note: The power train oil filter has a bypass valve. A bypass valve allows oil to
bypass the oil filter elements whenever the difference in pressure between the
inlet oil and the outlet oil in the oil filter is too high. Any oil that does not go
through the filter elements goes directly in the hydraulic circuit. Dirty oil causes
restrictions in the valve orifices, the sticking valves, etc.
If any contamination is found in the filter elements or the screens, all the
components of the transmission hydraulic system must be cleaned. Do not use
any damaged parts. Any damaged parts must be removed and new parts must
be installed.
36
Specifications (Power Train)
Shift points at Upshift Engine Speed Transmission

nominal engine speed Output Speed
1C to 1L 1540 6 40 323
1L to 2 2170 6 30 455
2 to 3 2150 630 630
3 to 4 2150 630 853
4 to 5 2150 630 1145
5 to 6 2150 630 1549
6 to 7 2150 630 2089
Downshift Engine Speed Transmission

Output Speed
7 to 6 1500 6 30 1972
6 to 5 1500 6 30 1458
5 to 4 1500 6 30 1081
4 to 3 1500 6 30 799
3 to 2 1500 6 30 595
2 to 1L 1415 6 30 415
1L to 1C 1400 6 30 293
37
Specifications for the Torque Converter
Outlet Relief Valve Pressure setting for the outlet relief valve ............. 414 6 34 kPa (60 6 5 psi)
.
Torque converter outlet pressure at stall speed ........... 414 6 34 kPa (60 6 5 psi)
Torque converter stall speed at operating temperature ...................... 1832 rpm
Spacer chart for the Pt. No. for Thickness of Change in Pressure as a
Outlet Relief Valve the Spacers the Spacers Result of One Spacer
5M-9624 0.25 mm 5 kPa (0.73 psi)
Spacer (0.01 inch)
5M-9623 0.90 mm 18 kPa (2.61 psi)

Spacer (0.035 inch)
5M-9622 1.60 mm 31 kPa (4.50 psi)

Spacer (0.063 inch)
Power Train Oil Filter Pressure setting for the bypass valve ............. 276 6 28 kPa (40.0 6 4.0 psi)
Lockup Clutch and Pressure Reduction Valve

Solenoid Valve
Pilot pressure at low idle .............................. 1725 6 70 kPa (250 6 10 psi)
38
Chart Of Shims For The Pressure Reduction Valve

Pt. No. for Thickness of Change in Primary Pressure
the Shims the Shims as a Result of One Shim
5J-2721 Shim 0.13 mm 10 kPa (1.5 psi)
(0.005 inch)
6J-3993 Shim 0.25 mm 19 kPa (2.8 psi)

(0.01 inch)
5J-1036 Shim 0.80 mm 60 kPa (8.7 psi)

(0.031 inch)
Modulation Reduction Valve
Pressure at low idle ...................................... 1720 6 70 kPa (249 610 psi)
Lockup clutch primary pressure at low idle ....... 960 6 35 kPa (139 6 5 psi)
Chart Of Shims For The Modulation Reduction Valve (1)

Pt. No. for Thickness of Change in Primary Pressure
the Shims the Shims as a Result of One Shim
8J-4452 Shim 0.12 mm 10 kPa (1.4 psi)
(0.005 inch)
2S-0675 Spacer 0.40 mm 32 kPa (4.6 psi)

(0.016 inch)
9J-1330 Shim 0.79 mm 62 kPa (9.0 psi)

(0.031 inch)
(1)
Before an adjustment is performed, be certain that the valve springs are not weak or
broken.
39
Transmission
Pressure Control Valve
(1)
Station A B C E F G H
Engaged Clutch 2 1 7 5 4 6 3
Type of Test Pressure

Clutch 2265 6 115 2940 6 165 2940 6 165 2250 6 125 2240 6 125 2940 6 165 2480 6 140
Pressure At kPa (3296 kPa (426 6 kPa (426 6 kPa (326 6 kPa (325 6 kPa (426 6 kPa (360 6
High Idle 17 psi) 24 psi) 24 psi) 18 psi) 18 psi) 24 psi) 20 psi)
Primary
Clutch 440 6 315 6 315 6 310 6 300 6 315 6 330 6
Pressure 20 kPa 20 kPa 20 kPa 20 kPa 20 kPa 20 kPa 20 kPa
At Low Idle (64 6 3 psi) (46 6 3 psi) (46 6 3 psi) (45 6 3 psi) (44 6 3 psi) (466 3 psi) (48 6 3 psi)
(1)
Station “D” is not used
Shims For The Pressure Control Valve Pressure Change Per Shim
Station(1) A B C E F G H
Engaged clutch 2 1 7 5 4 6 3
Thickness Pressure Pressure Pressure Pressure Pressure Pressure Pressure
of Shim Change Change Change Change Change Change Change
5J-2721 Shim
0.13 mm 14 kPa 20 kPa 20 kPa 15 kPa 15 kPa 20 kPa 17 kPa
(0.005 inch) (2.0 psi) (2.9 psi) (2.9 psi) (2.2 psi) (2.2 psi) (2.9 psi) (2.5 psi)
6J-3993 Shim
4M-1751 Spacer
5J-1036 Shim
(1)
Station “D” is not used.
40
Transmission Hydraulic Control Clutch Pressure - Test
Tools Needed Qty

6V-3079 Pressure Hose Assembly -
6V-4143 Coupler Assembly 14
(1)
6V-6064 Transmission Test Cover 1
8T-0855 Pressure Gauges (4000 kPa (580 psi)) 7
9S-1721 Extension (1/4 inch square drive) 1
9U-6635 Reversible Ratchet 1
(1)
FT1874 Transmission Test Cover 1
(1)
Only one type of transmission test cover is necessary.
Note: An 8T-5200 Signal Generator/Counter can be used to shift the

transmission during the diagnostic tests instead of manual shifting.
Note: Make sure that the filters and the screens are clean before you test any
pressures. Make sure that the oil is at operating temperature before you
perform this test.
This test will determine if the following conditions exist:
l The transmission clutch pressures are correct.

l There is too much oil leakage in a clutch.
Warning Personal injury or death can result from sudden machine movement.
Sudden movement of the machine or release of air pressure or oil

pressure can cause injury to persons on or near the machine.
To help prevent possible injury before testing and adjusting any air
system or hydraulic system, perform the procedure in the Testing and
Adjusting, “General Information” section.
41
Procedure For Manual Shifts Of The Transmission
This procedure will save time when the transmission is tested. Shifts can be
performed on the transmission instead of using the transmission shift lever in the
operator’s station.
Notice To prevent possible damage to the flexible coupling, never manually

shift the transmission by rotating the flexible coupling for the
transmission switch.
1. Be certain that the transmission shift lever is in the NEUTRAL position.
GML
2. Disconnect the wiring harness from the upshift solenoid, the downshift
solenoid and the lockup solenoid.
3. Remove the plug for the rotary selector spool from the left side of the
transmission case while the engine is stopped.
4. Use a 9S-1721 Extension (1/4 inch square drive) and a 9U-6635

Reversible Ratchet to turn the transmission rotary selector spool. When the
ratchet is fully turned in a clockwise direction, the rotary selector spool is in
the NEUTRAL position. The order of the detent positions is NEUTRAL,
REVERSE and FIRST speed through SEVENTH speed.
Note: There is approximately 30 degreesof rotation between each detent of the

rotary selector spool.

42
Procedure Note: If a FT1874 Transmission Test Cover is used, a gauge can be installed at
pressure tap (1) in order to check the pilot pressure. If a 6V-6064
Transmission Test Cover is used, be certain that the plug is installed at pressure
tap (1).
1. Disconnect the electrical harness from the lockup clutch solenoid.
Note: This will allow testing the clutch pressures in a direct drive situation
without removing the drive axles from the machine.
2. Remove the solenoid guard and the large cover from the top of the
transmission case. Install the FT1874 Transmission Test Cover in the place
of the large cover. Use four bolts to hold the test cover in position.
Top view of the transmission hydraulic control
(9) Downshift solenoid valve

(10) Upshift solenoid valve
(E) Pressure tap for the No. 2 clutch
(G) Pressure tap for the charging pressure of the transmission
(H) Pressure tap for the No. 1 clutch
(I) Pressure tap for the No. 5 clutch
(J) Pressure tap for pilot oil of the transmission hydraulic control
(K) Pressure tap for the No. 7 clutch
(L) Pressure tap for the No. 4 clutch
(M) Pressure tap for the No. 6 clutch
(O) Pressure tap for the No. 3 clutch
(P) Pressure tap for the lubrication system
43
3. Connect 8T-0855 Pressure Gauges (4000 kPa (580 psi)) to the nipples at
pressure taps (A), (B), (C), (E), (F), (G) and (H).
4. Start the engine. Run the engine at the low idle rpm with the transmission in
NEUTRAL.
5. Record the pressures on the gauges.
6. Use a 9S-1721 Extension (1/4 inch square drive) and a 9U-6635 Reversible
Rachet. Move the transmission rotary selector spool to the REVERSE position.

8. Manually shift the transmission into all of the forward speeds. Record the
pressures on the gauges during each shift.
9. Increase the engine rpm to the high idle rpm while the transmission is in the
SEVENTH speed.
11. Decreases the engine rpm to the low idle rpm. Manually shift the
transmission to the SIXTH speed. Increase the engine rpm to the high idle
rpm. Record the pressures on the gauges.
12. Repeat Step 11 in all the speeds including REVERSE and NEUTRAL. Be
certain that the engine rpm is decreased before each downshift is per
formed.
13. Stop the engine with the transmission rotary selector spool in NEUTRAL.
14. Compare the actual clutch pressures that were recorded with the pressures
that are provided in Table 41.
15. After the pressures are recorded, remove the test equipment.
Note: There is no adjustment for these clutch pressures. Refer to Testing and
Adjusting, “Transmission Hydraulic Control Primary Clutch Pressure - Test and
Adjust” for the adjustments for the primary pressure.
44
Hydraulic Lines - Truck Body
Hoist Hydraulic
System
Hoist Conrol Valve -

Hold
45

Raise

Float
46
Truck Body Hydraulic system

The truck body hydraulic system consists 1. Hydraulic tank 2. Hoist brake gear
pump 3. Hoist control 4. Hoist control position sensor 5. Body up down switch
6. Output from the power train ECM to proportioning solenoids 7. Hydraulic
control valve 8. Hoist cylinders.
The Hydraulic Tank It supplies oil to the Hoist & brake gear pump and to the parking brake release
section of the secondary steering & brake pump. It has screens at the suction
port to the hoist & gear pump and brake cooling oil return port. Oil returns to
tank from Brake cooling system, hoist control valve and towing diverter valve.
It has drain ports for the secondary brake control valve, lip seal case of the
parking brake valve, brake make up tank. It has an air breather and two sight
gauges for checking oil levels during hoist lowered & raised conditions.
Hoist & Brake gear This is a two section pump supplying oil to 1. Hoist control valve 2. Parking
pump brake release, rear brake cooling system & pilot oil to hoist proportioning
solenoids.
The hoist control This is located at the left of the operator seat and has four positions Raise,
Hold, Float and Lower. The machine should normally be operated with the
hoist in float position.
Hoist control position This is a pulse width modulated position sensor and sends duty cycle signals to
sensor the power train ECM. The power train ECM processes and energizes the
proportioning solenoids for moving the hydraulic control valve spool. The signal
for the hoist control position sensor is also used to neutralize the transmission if
the hoist control position is in reverse position.
The body up & down This is located on a bracket on the rear of the frame. The magnet assembly is
connected to the dump body. The switch assembly is used to limit the top gear
while the dump body is up. The signal is also used to control the snub position
while the dump body is lowered. The signal from this is also used to provide
warnings to the operator when the truck is moving with the dump body up.
The hydraulic control This consists of 1. Pilot oil lines from the brake pump section 2. Supply line from the
valve hoist pump section 3. Pilot operated and spring centered direction control spool 4.
Proportioning solenoids to move the actuators 5. High pressure & low pressure
relief valves 6. Three delivery lines leading to hoist rod end, base end & rear brake
cooling system 7. Drain lines from the actuators, cooling relief line, high & low
pressure relief lines 8. Hoist system relief lines having a dump spool & stem assembly.
47
The hydraulic control In the hydraulic control valve in the hold condition does not receive current from
valve in hold condition the power train ECM to either of the proportioning solenoids. Hence the pilot
oil is blocked by the actuators and the centering springs hold the control valve
spool in the hold condition. In this condition, the inlet pump oil flows to the rear
brake cooling system through one of its delivery lines. The brake cooling relief
valve relieves excess oil and returns to the hydraulic tank through the return line.
The hydraulic control In the raise condition, the raise proportioning solenoid receives 1.9 Amps
valve in raise condition current. Pilot oil in the actuator is allowed to drain. Pilot oil in the other side
actuator pushes the direction spool to the left which allows the pump oil to flow
through the head end line to the hoist cylinder. Oil in the rod end of the cylinder
is allowed to go the hoist cylinder. Orifices in the cylinder will control the rate of
oil that leaves the rod end of the hoist to control the speed of the raise of the
hoist. This can happen when a load shifts during the dump. Some of the oil is
also sent as signal oil to the stem. This shifts the stem so that a low pressure
relief valve is blocked and the pump oil flowing through the dump spool to flow
to the high pressure relief valve. If the pressure opens the valve, the dump spool
will shift upward and the pump oil is sent to the tank.
The hydraulic control In the lower condition of the hoist control the proportioning solenoid for the
valve in lower condition lower position receives a current of 1.9 Amps and pulls the actuator so that the
pilot oil is drained. The spool moves to the right by the other side pilot oil. In
this condition pump oil flows to the rod end line to the hoist cylinders. Base end
oil of the hoist is sent to the tank through the control valve, in this condition no
signal pressure is sent to the stem and hence pump oil can flow to the low
pressure relief valve. If the low pressure relief valve opens the spool will shift
upward and the pump is sent to the hydraulic tank.
The hydraulic control In the float condition, the respective solenoid receives 1.69 Amps of current
valve in float condition from the power train ECM. Pilot oil in that side of that actuator is given the
passage to drain. The pilot oil in the other side of the spool pushes the direction
spool to the right. As only small amount of pilot oil is drained the control valve
spool does not move all the way to the lower position. The pump oil flow
divides in both the hoist rod end line and brake oil cooling line.
In Snub condition In this snub position, the proportioning solenoid receives only 0.810Amps
current. The pilot oil that is draining is restricted and hence the direction spool
will move to the left. This restricts the oil flow from the head end of the cylinder
and lowers the speed of the dump body. The pump oil flows to the rod end and
to the rear brake cooling system. Oil in the head end of the hoist is drained to
the tank through the control valve.
48
The hoist cylinders The hoist cylinders raise the dump body in two stages. The pump oil flows
through a tube in the rod assembly to the head end of the hoist cylinders. The
pressure of the pump oil moves the outer cylinder and the body connected to it.
While the cylinder is moving up, the oil in the chamber between the inner and
the outer cylinder flows into the outer cylinder chamber through the grooves in
the inner tube. When the cylinder end cap portion moves all along the inner
cylinder tube is also pushed up by the oil pressure in the head end of the outer
cylinder. While the inner cylinder is moved up the oil in the chamber between
the inner cylinder and the rod assembly flows through the orifices into the tube
of the rod assembly and from there to the control valve. The inner cylinder is
pushed up until the tube end cap contacts the piston which is bolted to the top
of the rod assembly. The orifices control the travel speed of the actuator at the
end of the second stage.
When the hoist are lowered on the truck frame by keeping the lever in the lower
or float positions the pump oil flows through the openings in the rod assembly
through the orifices into the chamber between the rod and the inner cylinder
tube. The oil pushes the cylinder tube downwards as the chamber is filled with
oil until the inner tube is fully retracted. Further lowering occurs due to the
weight of the dump body. When the body gets to the specified position the flow
that is leaving the cylinder is restricted due the snub position and the dump body
moves at a very reduced speed, the body sits on the frame.
49
Cylinder Drift
Note: Perform this test with an empty dump body and hydraulic oil above 38°C
(100°F).
1. Move the hoist control to the RAISE position.
2. When the first stage of the hoist cylinders is extended by 305 mm (12 inch),
move the hoist control to the HOLD position.
3. The dump body wiil push the cylinder head of the first stage by 6.35 mm
(0.250 inch) onto the second stage of the hoist cylinders. Use a stopwatch
and record the required time.
The acceptable time for cylinder drift is relative to the temperature of the
hydraulic oil in the hoist cylinders. See Table for the acceptable time.
Acceptable Cylinder Minutes Oil Temperature Cylinder Drift

Drift 7.0 38° to 48°C 6.35 mm
(100° to 119°F) (0.250 inch)
4.1 49° to 64°C 6.35 mm
(120° to 149°F) (0.250 inch)
3.0 65 °C (150°F) 6.35 mm
(0.250 inch)
Excessive cylinder drift can be caused by the following conditions:
l Leaks in the lines between the hydraulic oil tank and the hoist cylinders.
l Worn control valve spool.
l Worn seals in the hoist cylinders.
50
Steering System
Hydraulic Schematic
The steering system in addition to the mechanical linkages has 1. Suspension

struts 2. Steering spindle 3. Tie rod arms 4. Bell crank 5. Tie rod assemblies
contains hydraulic system to move the steering boosters.
Steering hydraulic The steering hydraulic system consists 1. Steering hydraulic tank 2. Flow &
system pressure compensated axial piston pump 3. Steering check & relief valve 4.
Steering metering pump 5. Steering cylinder check & relief valves 6. Secondary
steering & brake release electric drive pump 7. Secondary steering solenoid
valve 8. Load sensing line connecting steering metering pump, piston pump and
the secondary steering solenoid valve 9. Pressure reducing valve 10. Steering
pump oil pressure switch 11. Steering cylinders.
Pump The pump is a pressure compensated variable displacement axial piston pump.
When the steering wheel is turned and the cylinders need oil the steering pump
sends pressurized oil through load sensing line to pressure and flow
compensatory valve. Due to this, the oil in the actuator piston is drained and the
pump is at the maximum stroke. If the pressure of the steering system reaches
51
the pressure setting of the high pressure cut off valve, the pressurized oil flows
to the actuator piston and acts against the bias piston spring force. This creates
a minimum, swash plate angle to destroke the pump to low pressure stand by
condition. Now the pump output is equal to the pressure setting of the high
pressure cut off valve.
No steer position In the no steer position, the load sensing line from the steering pump is at low
pressure. Due to the low signal pressure to the flow and pressure compensatory
valve, the pump oil flows to the actuator piston and creates a minimum swash
plate angle to destroke the pump to a low pressure standby condition. This
output needs the requirements of lubrication and normal leakages in the piston
pump. The leakage oil flows to the steering hydraulic tank through a screen
assembly.
Steering check & The steering check & pressure valve acts as a manifold for the steering system.
pressure valve Pressurized oil from the primary and the secondary steering systems has check
valves before both the above pump deliveries enter this valve. It has backup
relief valves for both primary and secondary steering systems separately. These
relief valves protect both the primary and secondary steering systems if the high
pressure cut off valve in the primary system or secondary system mail relief
valve fails. The pressurized oil from the piston pump also flows to the pressure
reducing valve in this check & relief valve. The pump oil flows from this valve to
the steering metering pump. Also, the return oil from the steering metering pump
flow to the steering hydraulic tank. The pressure reducing valve protects the
steering pressure switch from damages during high pressures.
Steering metering The steering metering pump has a metering section and a control section. Oil
pump from the pump goes into the control section when the steering wheel is turned
control section sends oil to the metering section. Metered oil again flows into
the control section and from there either through left or right end ports the oil
goes to the steering cylinders. The return oil from tne steering cylinders flows to
the steering check & relief valve for returning to the tank.
In the no steer condition there is no alignment between the holes and the sleeve
and the slots in the spool. The small amount of flow (Thermal Bleed) in the
centered position which is normal keeps the metering pump full of oil. This will
give a quick response time to the steering demands. This also helps the oil in the
metering pump warmed up during cold weather operations. As the steering
52
wheel is turned faster there is an increase in the flow the metered oil causing the
steering cylinder piston rods move with increased speed. When the steering
wheel is not turned, centering springs brings the spool and the sleeve to the
neutral condition.
The steering metering pump has a load sensing port. The load sensing port is
connected to the inlet of the metering pump through an orifice. Oil pressure in
the inlet is felt in the load sensing line. This signal pressure is communicated
through the flow & pressure compensatory valve and to the secondary steering
solenoid valve.
Steering cylinder Steering cylinder check & relief valves located in the steering metering pump
check & relief valves prevents the damage from high pressure oil in the steering circuit when the
steering wheel is stationary and the outside force an a wheel moves the steering
cylinder rod into or out of the cylinder by allowing the oil flow to the low
pressure side of the cylinders.
Pressure switch Pressure switch monitors the output of the piston pump. The alarm will sound
and the action light and the secondary steering alert indicator will flash until the
steering pressure reaches the deactuation pressure. If the system pressure drops
to the actuation pressure the alarm should sound and the action light should
flash. If the system pressure is below the deactuation pressure the power train
ECM will energize the secondary steering relay behind the cab and then
energize a second larger relay located on the frame near the suspension
cylinder. This relay will activate the secondary steering and brake release
electric drive pump. If the alarm sounds and the alert indicator is flashing this is
an indication of primary steering oil flow.
Note: A warning light is displayed only if the ground speed is above 8 Km/hr.
Secondary steering Secondary steering parking brake release pump when activated the power train
parking brake release ECM will de-energize the secondary steering solenoid valve. Load sensing
pump signal pressure oil from the steering metering pump will flow through the
solenoid valve to the load sensing valve and the load sensing valve spool is
moved. The load sensing valve controls the flow of oil from the secondary
steering and brake release electric drive pump to steering check & relief valve.
53
Primary Steering Operation
The steering system is a closed centre system. Oil from the piston pump flows
through the primary steering check valve to the steering metering pump. When
the steering wheel is turned the metering pump sends fixed amount of oil to the
steering cylinders. The speed of the turn is decided by the rate of steering wheel
rotation. The steering linkage is designed in order to use the head end of each
cylinder as a mechanical stop. Return oil from the steering boosters flows
through the steering metering pump, steering check & relief valve to the tank
through the filter.
Secondary Steering Operation
Oil from the secondary steering pump flows through the secondary steering
check valve and flows to the primary steering check valve. But the oil flow
behind the check valve (This pressurized oil does not open the primary steering
check valve). The secondary steering main relief valve is located in the load
sensing valve of the secondary steering and brake release electric drive pump
behind the plug. This controls the maximum pressure in the steering system. Oil
flow after the oil passes through the primary steering check valve is similar to
the primary steering operation.
54
Brake System - Air Control Components
(1) Air tank check valve (16) Front brake air control valve
(2) Air relief valve for primary air tanks (17) Front brake air ratio valve
(3) Primary air tanks (18) Air system pressure protection valve
(4) Drain valve (19) Service brake air control valve
(5) Front brake inverter valve (20) Air suspension seat
(6) Brake air relay valve for the front brakes (21) Remove these lines when the Automatic Retarder
(7) Brake air relay valve for the rear brakes Control (ARC) is installed. Also remove this pressure
(8) Brake air system pressure protection valve switch.
(9) Brake air relay valve for the Automatic (22) Air horn solenoid
Retarder Control (ARC) (23) Retarder air control valve
(10) Air compressor with an air compressor governor (24) Secondary brake air control valve
(11) Air dryers with air relief valves (25) Parking brake air control valve
(12) Parking and secondary brake valve (26) Secondary brake inverter valve
(13) Brake master cylinder (front) (27) Automatic Retarder Control (ARC) valve (attachment)
(14) Brake master cylinder (rear) (28) Secondary air tank
(15) Air horn (29) Cab wall
55
(A) This is the brake cylinder overstroke limit switch (overstroke switch). The overstroke switch is normally closed. The
overstroke switch opens when the pistons in the master cylinder travel too far. A brake overstroke condition can result
from low brake fluid level, air in the brake hydraulic circuit, leakage in the brake hydraulic lines, and master cylinder piston
seal leaks. An indicator will come on in the cab and the alarm will sound. Do not operate the machine until the cause for
the overstroke has been corrected.
(B) This is the secondary brake and parking brake pressure switch. This pressure switch is normally open. The pressure
switch is closed by air pressure when the parking brakes or secondary brakes are released. When this pressure switch is
open, this pressure switch signals the Power Train Electronic Control Module (Power Train ECM) to allow rapid shifts.
(C) This is the brake air pressure sensor. The brake air pressure sensor monitors brake air pressure. The operator will be
alerted to a condition of low air pressure.
(D) This is the manual retarder pressure switch. This pressure switch is normally open. This pressure switch is closed when
the retarder air control valve is applied. This switch operates the indicator in the cab.
(E) This is the service brake and retarder pressure switch. This pressure switch is normally closed. This pressure switch is
opened by air pressure when the service brakes, the retarder, or the Automatic Retarder Control (ARC) are applied. When
this pressure switch is open, the pressure switch signals the Power Train ECM in order to allow the transmission to
perform rapid shifts. The Power Train ECM also indicates that higher engine rpm is needed for upshifts or for downshifts
of the transmission when this pressure switch is open.
(F) This is the stop lights pressure switch. This pressure switch is normally open. This pressure switch is closed by air
pressure when the service brakes, the retarder, or the Automatic Retarder Control (ARC) are applied. When this pressure
switch is closed, this pressure switch activates the stop lights.
(G) This is the Automatic Retarder Control pressure switch. This pressure switch is normally closed. This pressure switch is
opened by air pressure in order to indicate that the Automatic Retarder Control (ARC) is operating. The pressure switch
verifies that air pressure is being provided through the Automatic Retarder Control valve.
(H) Standard air lines.
(I) Air lines for the Automatic Retarder Control (ARC) valve (27) (attachment)
56
Brake System - Component Description
The brake system can be divided into 2 major groups. Brake air system and
brake hydraulic system. The components of the air system are
1. Air Compressor 2. Compressor Governor 3. Air Drier 4. Primary Air Tanks
5. Secondary Air Tanks 6. Air System Pressure Protection Valve 7. Brake Air
System Pressure Protection Valve 8. Service Brake Air Control Valve
9. Secondary Brake Control Valve 10. Secondary Brake Inverter Valve
11. Front Brake Inverter Valve 12. Front Brake Ratio Valve 13. Brake Air
Relay Valve 14. Air /Hydraulic Cylinder (Master Cylinder) 15. Front Brake
On/Off Valve 16. Parking Brake Valve 17. Retarder Control Valve 18. Double
Check Valves
Air compressor The air compressor driven by the engine power draws air from the air inlet
manifold and supplies to the air reservoirs through the air drier.
Compressor governor The (compressor) governor operates with compressor unloader pistons to
control the air pressure in the system. The cut out pressure setting is
120 6 5 psi and the min cut in pressure is 95 psi.
Air drier The air drier removes the moisture from the air system and also protects the air
system from damages. The air drier relief valve which is set to 175 psi cannot
be adjusted.
Primary air tanks The primary air tanks whose relief pressure is set permanently to 150 psi
supplies air to service brakes, automatic lubrication system, air horn and the
retarder.
Secondary air tank The secondary air tank located in the compartment behind the cab supplies air
to the secondary brake circuit.
Check valves Two check valves, one for primary reservoir and one for secondary reservoir to
prevent the reverse flow of air from the tanks.
57
Pressure protection The two pressure protection valves one of air system located in the
valves compartment behind the cab and the other for brake air system located above
the primary tank prevents complete loss of air pressure in the event of failure of
either secondary air system or any accessories device and in the event of failure
of the relay valve for ARC respectively. Pressure protection valves allow flow
of air through them only when the supply pressure reaches the value of the
preset spring pressure and closes when the air pressure reaches the value of
closing pressure.
Foot operated service The foot operated service brake air control valve when pushed down closes the
brake air control valve exhaust port and modulates the air pressure. Then this air is sent for the primary
tank to the brake air reiay valve. When the pedal is released the delivered air is
discharged through its exhaust port.
Secondary brake The secondary brake control valve is red in color and is foot operated. When
control valve pushed down its exhaust port is closed and sends the modulated air from the
secondary brake tank to the secondary brake invertor valve. When the pedal is
released the delivered air is discharged through its exhaust port.
Secondary brake The secondary brake invertor valve is located in the compartment behind the
invertor valve cab. When the secondary brake applied restricts, modulates the air pressure
which is sent to the parking and secondary brake valve and front brake invertor
valve to control the braking force. When released, air pressure flowing to signal
port is blocked by the secondary brake valve and to front brake invertor valve
and all the four brakes are released.
Front brake invertor The front brake invertor valve located above the primary tanks, when the
valve secondary brake control is applied this valve modulates front brake invertor
valve air to flow to front brake master cylinder. When released full air pressure
flows to signal port. Outlet port is connected to exhaust port to discharge the
delivered air.
Front brake ratio valve Front brake ratio valve located at the rear of the cab behind the cover controls
the air pressure to front brake relay valve. When the service pedal is partially
applied and the supply pressure is below 65 psi this valve allows only 50 % of
the air pressure to flow from the outlet port to the relay valve to apply the front
brakes partially, if the supply pressure at-least 65 psi the full air pressure flows
through the valve. This is for the rear brakes to engage first for the operator to
have maximum control of the machine.
58
Brake air relay valve Brake air relay valve when air pressure is available at the signal port the primary
air tank air port of the valve is connected to the delivery line to go to the master
cylinder.
Air / Hydraulic cylinder Air / Hydraulic cylinder (Master cylinder) when air is supplied to the air
chamber of the cylinder the pressurized air pushes the piston and rod down
compressing the spring to close the supply oil passage this moves the power
(oil) piston down top send the oil to slack adjustor. In the front the oil pressure
is approximately 23 times of the air pressure due to the difference in the areas
of oil and air pistons. In the rear the oil pressure is 6.6 times of the air pressure
due to the oil and air piston sizes.
Note: In the rear master cylinder over stroke indicator switch is provided which
actuates when the piston moves beyond 75% of the full travel contacting the
over stroke pin for warning purposes through CEMS.
Air control valves Air control valves for parking and front brake are similar in construction and
operation. If the lever is in the on condition the air flows from the inlet to outlet
and if the lever is in off condition the inlet (supply) is blocked and the delivered
air is exhausted through the exhaust passage of these valves.
Slack adjuster Slack adjuster ensures constant timing between pushing the service brake pedal
and stopping of the machine with new or worn out brakes. Slack adjuster is in
the oil system for the rear brakes and is full of oil. A low pressure oil is always
available at the outlets of the slack adjuster to the brake group due to the small
spring between the small piston and the plate closing the above outlet passage.
Brake group Rear wheel assembly is splined into the hub assembly in the brake group.
Friction discs which have inner teeth are engaged with the teeth of the hub and
reaction plates which have external teeth kept adjacent to friction discs are
engaged with the fixed ring gear of the anchor group. Service piston and the
emergency piston over the service piston are kept under the spring tension. In
this condition wheel is in the braked condition pressurized oil in the parking and
secondary brake valve when supplied on the parking piston chambers acts
against the springs and keeps the brakes in the released condition. The brake
group has inlet and outlet lines for the cooling oil circulation. It has oil line for
service brake application which acts on the service piston, further it has two
sets of ducone seals, one for preventing the leakage of cooling oil externally and
the other for preventing of mixing of cooling oil with planetary oil.
59
Towing diverter valve Towing diverter valve located on the side of the hydraulic tank allows oil from
the electrically driven pump to parking and secondary brake valve when the
spool of the valve is moved to the left. When moved to the right the passage to
the above valve is blocked and opens another passage to the hoist hydraulic
tank.
Brake oil cooler Brake oil cooler, the bottom most in the cooler group is located on the right side
of the engine. Oil comes to the cooler from the hoist control valve and from the
parking and secondary brake valve. Cooled oil from the cooler goes to make
up tank for supplying the necessary oil for the brake master cylinders. The
excess oil from the make up tank returns to the hoist hydraulic tank. The oil
from the cooler also goes to both rear brake groups and after cooling the same
returns to the hoist hydraulic tank through a strainer.
60
Brake Air Lines
When the engine is started air from the compressor flows to the air drier and
from there through one way check valve enters the primary tank. When the air
pressure in the tanks builds up above the cutting pressure of the pressure
protection valve the valve opens and air flows to the front brake inverter valve,
service brake air control valve, air horn solenoid, (optional air suspension seat)
and to the secondary brake tank. When the air pressure reaches the cut out
pressure of the compressor governor air flow to the system is stopped by the
governor arrangement. When the air pressure drops below 60 psi the action
alarm in the cab will sound. Air pressure flows from the secondary brake tank
to the secondary break inverter valve. With secondary brake inverter valve in
off position air pressure from secondary tank flows through secondary brake
inverter valve to parking brake air control valve. If the parking braking valve is
in on position the flow of air to the parking and secondary brake control valve is
stopped and due to this the flow of oil is blocked. If the parking brake control
valve is in off position the opposite will happen and the spring applied brakes in
the brake group are released by the oil pressure.
Service brake When the service brake pedal is pushed down air pressure from the primary air
application tank flows through service brake air control valve to the rear brake air control
valve which connects primary tank air line to the rear brake master cylinder.
Also this air pressure closes the passage to ARC due to the double check valve
61
over the master cylinder. The air pressure also flows to the front brake air
control valve and if it is in ON position (air line is blocked there only if the front
brake air control valve is in OFF condition) and from there it flows through
front brake ratio valve to the front brake relay valve which connects the primary
tank line to the front brake master cylinder.
When the pedal is released the flow of air through the service brake control
valve is blocked and the delivered air to the relay valves is exhausted through
the exhaust port of the service brake air control valve and the delivered air to
the master cylinders is exhausted through the respective brake air relay valves.
Note: If the retarder air control valve is applied the primary tank air which is
supplied through the service brake air control flows through double check valve
to the rear brake air relay valve. The double check valve over the master
cylinder closes the passage to the ARC relay valve and allows the air flow to
act on the rear brake master cylinder air piston to apply only the rear brakes.
The engine must be kept between 1500 to 1900 rpm to keep the sufficient flow
of oil through the brake groups. The braking force is controlled by the position
of the retarder brake lever. When the reatrder lever is moved to the released
position the flow through this valve is blocked and the delivered air is exhausted
through this retarder valve. Do not increase the speed while the retarder is on.
62
Emergency brake Air pressure from secondary air tank flows to the secondary brake air control
application valve and secondary brake inverter valve. When the pedal for secondary brake
air control valve is partially depressed to the ON position, a portion of the full
supply pressure is sent to the control passage of secondary brake inverter valve.
The secondary brake inverter valve will block some of the air pressure that is
flowing to parking and secondary brake valve and to the signal passage of front
brake inverter valve. The result is modulated secondary braking action.
When the pedal on secondary brake air control valve is held in the full ON
position, air pressure from secondary air tank flows through the secondary
brake air control valve to the control passage of secondary brake inverter valve.
The secondary brake inverter valve blocks all of the air pressure that was
flowing to the parking and secondary brake valve as a result the oil pressure to
the brake housing will also be blocked and the springs will apply the parking
brake.
When the pedal on the secondary brake air control valve is held in the full ON
position, the secondary brake inverter valve also block all of the air pressure
that was flowing signal passage of front brake inverter valve. When the air flow
to the signal passage is blocked, full air flow is allowed to flow through the front
brake inverter valve. The air flow then passes through a double check valve at
the front brake master cylinder. The pressurized oil flows to the caliper brake
assembly to apply the front brakes.
63
Schematic for the Rear Parking Brake
64
Hydraulic Lines - Brake and Hoist
65
When you release the pedal for the secondary brake air control valve, the pedal
is returned by a spring to the OFF position and the air is not sent to the control
passage of the secondary brake inverter valve. Due to this air pressure from the
secondary air tank flows to parking and secondary brake valve and to front
brake inverter valve. This air flow will cause parking and secondary brake
valve to send oil to the brake housing. The oil pressure will release parking
brakes for the rear wheels. The air flow to front brake inverter valve blocks the
air that is flowing to the master cylinder for hydraulic caliper service brakes for
the front wheels. As a result the hydraulic caliper for the front wheels will be
released.
Front wheel brakes The front wheel brakes of are of caliper disc type. A plate assembly fastened to
the axle is used the support the caliper assembly. Front wheel supported on the
axle by two taper roller bearings is bolted with a disc. Brake carrier linings of
the caliper assembly on each side of the disc are used for braking the front
wheels. The hydraulic oil from the front brake master cylinder flows into the
passage of the caliper which connects all the piston bores. Pressurized oil forces
the pistons against brake caliper linings causing friction to slow the rotation of
the disc and the front wheels. Continued application of the brakes stops the
rotation of the wheel.
66
Service Brake When the service or retarder brake is applied oil pressure from the master
Application cylinder is sent through slack adjuster to the service & retarder brake oil
chamber of the brake group. As the oil pressure increases, the service &
retarder piston pushes the friction discs and steel plates together and the friction
between them causes the rotation of the wheel to slow down. A continued
application of the above brakes stops the rotation of the wheel assembly. When
the above brakes are released, the return springs will push back the
service & retarder piston and in turn the piston pushes the oil back into the
slack adjuster. The cooling oil which flows through the brake group cools the
discs & plates and returns the hydraulic tank.
67
Parking brake In the normal condition when parking brakes are not applied i.e., the parking &
application secondary brake valve is not supplied with air pressure, the parking &
secondary brake springs push on the parking & secondary brake piston against
the service & retarder brake piston. As a result the friction discs and the steel
reaction plates are held together and hence the connected hub and the rear
wheel which is splined to the hub are stopped from rotation. When the parking
& secondary brake valve is supplied with air pressure, pressurized oil from
the brake section of the hoist & brake pump section is sent to the Parking &
secondary brake release oil chamber of the brake group through the Parking &
secondary brake valve. The oil pressure pushes the Parking & secondary brake
piston and spring & guide along with service & retarder piston away from the
friction discs & steel plates separating them from contacting each other and
there by releasing the spring applied brakes.
68
Gauges, Switches and Warnings
69
Warning Operation
WARNING OPERATION
Warning Indications 1
Alert Action Action
Warning Indicator Lamp
Category Flashes 3 Flashes 4 Sounds 4 Required Operator Action Possible Result 2
1 X No immediate action required. No harmful or damaging effects.

The system needs attention soon.
2 X X Change machine operation or Severe damage to components.

perform maintenance to the system.
3 X X X Immediately perform a safe engine Operator injury or severe damage

shutdown. to components.
1
The warning indications which are active, are marked with an X.
The Caterpillar Monitoring System notifies the operator of an immediate or impending problem with a machine
system. Warning operation begins when the main display module receives a problem signal that reflects an
abnormal machine condition or the main display module detects a control system problem. Switches, sensors
and other electronic control modules on the machine provide signals to the main display module.
l FLASHING of the alert indicator (approximately nine times per second).

l FLASHING of the action lamp (ON one second, OFF two seconds).
l SOUNDING of the action alarm (ON one second, OFF two seconds).
70
Approved Lubricants
HINDUSTAN 773D-I & 773D-II SERIES DUMPERS
Application Change Period Capacity Lubricant

(Hours) in Liters Specifications
Under Normal (Approx.)
Conditions
Engine Crankcase 250 68 SAE 15W 40
Trarsmission / Torque 53
converter
1000 C4 SAE 30
Hoist and Brake Tank 133
Steering Tank 34
1000 SAE 10 W
Ride cylinders - Front
& Rear 50
Differential and Final 2000 140

drives
SAE 50
Front Wheel Bearing 500 8
(Both LH & RH)
Coolant conditioner System 6 HPL - INTAC Liquid

Drained (Refer Engine Manual)
Grease points
Rod brgs.*
Rear suspension cyl. brgs.* *50
Body pivot brgs.*
Front suspension cyl. brgs.*
Fan drive brg and belt tightener.° °250 As NLGI NO.2 OR
Steering cyl. brgs.° Required MPGM
Steering tie rod and pin brgs.°
Hoist control bellcrank.°
Driveshaft U.J and spline.°
Hoist cyl. brgs.°
Rear axle housing ‘A’ frame brg.°
The Lubricants must meet the requirements of API CG4 grade at the minimum. The CH4 are the preferred
grade of lubricants
71
Compartment Recommended Oil Change Recommended Sampling Sampling Valve

Interval Interval
Engine 250 Hours 250 Hours Yes

Transmission and 1000 Hours 500 Hours Yes
Torque Converter
Steering 1000 Hours 500Hours Yes
Hoist and Brake 1000 Hours 500 Hours Yes
Differential and 2000 Hours 500 Hours No
Final Drive
Front Wheel 500 Hours 500 Hours No
Sampling the compartments at every 250 hours provides information about the condition of the oil. This
information can be used to determine the performance of a particular oil. Also, data from frequent sampling
enables close monitoring of component wear rates.
72
Maintenance Interval Schedule
When Required Air Conditioner Filter - Clean

Brake Oil Cooler Screen - Clean
Cab Air Filter - Clean/Replace
Circuit Breakers - Reset
Engine Air Filter Primary Element - Clean/Replace
Engine Air Filter Secondary Element - Replace
Engine Air Precleaner - Clean
Ether Starting Aid Cylinder - Replace
Frame and Body - Inspect
Fuses - Replace
Hoist and Brake Tank Suction Screen - Inspect/Clean/Replace
Oil Filter - Inspect
Torque Converter Sump Screen - Clean
Traction Control System (TCS) - Test
Window - Clean
Window Washer Bottle - Fill
Window Wiper- Inspect Replace
Every 10 Service Air Tank Moisture and Sediment - Drain

Hours or Daily Backup Alarm - Test
Brakes, Indicators and Gauges - Test
Cooling System Level - Check
Engine Oil Level - Check
Fuel System Water Separator- Drain
Fuel Tank Water and Sediment - Drain
Hoist and Brake Tank Oil Level - Check
Seat Belt - Inspect
Secondary Steering - Test
Steering System Oil Level - Check
Torque Converter Sump Oil Level - Check
Walk-Around Inspection
Initial 50 Service Hours Parking Brake Release Oil Filter - Replace

Power Train Oil Filter - Replace
Steering System Oil Filter - Replace
73
Every 50 Service Body Pivot Bearings - Lubricate

Hours or Weekly Front Suspension Cylinder Rods - Lubricate
Hoist Cylinder Bearings - Lubricate
Rear Axle A-Frame Bearing - Lubricate
Rear Axle Housing Lateral Control Rod Bearings - Lubricate
Rear Suspension Cylinder Bearings - Lubricate
Steering Cylinder Bearings - Lubricate
Steering Tie Rod and Pin Bearings - Lubricate
Every 2000 Service Cooling System Coolant Sample - Obtain

Hours or 1 Year Differential Thrust Pin Clearance - Check
Differential and Final Drive Breather - Replace
Differential and Final Drive Oil - Change
Every 6000 Service Cooling System Coolant (ELC) - Change

Hours or 4 Years Cooling System Relief Valve - Clean
Cooling System Water Temperature Regulator - Replace
Engine Water Pump - Inspect
Initial 250 Service Engine Valve Lash and Bridge - Check

Hours (or at first oil Engine Valve Rotators - Inspect
change) Frame and Body Support Pads - Clean / lnspect
Every 250 Service Air Conditioner - Test

Hours or Monthly Air Conditioner Filter - Clean
Air Dryer - Check
Belts - Inspect / Adjust / Replace
Battery - Recycle
Battery Electrolyte Level - Check
Battery, Battery Cable or Battery Disconnect Switch - Replace
Braking System - Test
Cab Air Filter - Clean / Replace
Cooling System Coolant Additive (DEAC) - Add
Differential and Final Drive Oil Level - Check
Drive Shaft Slip Joint - Lubricate
Engine Oil and Filter - Change
Engine Oil Sample - Obtain
Fan Drive Bearing and Belt Adjusting Pulley - Lubricate
Front Wheel Oil - Inspect
Front Wheel Oil Level - Check
Master Cylinder Breather - Clean
74
Magnetic Plug (Differential) - Check

Magnetic Plug (Wheels) - Check
Tire Inflation - Check
Initial 500 Service Cooling System Coolant Sample - Obtain

Hours
Every 500 Service Differential and Final Drive Oil - Inspect

Hours or 3 Months Engine Crankcase Breather - Clean
Frame - Clean/lnspect
Front Wheel Oil - Change
Fuel System - Prime
Fuel System Primary Filter - Clean / Replace
Fuel System Secondary Filter - Replace
Fuel Tank Cap and Strainer - Clean
Hoist and Brake Tank Breather - Replace
Obtain S.O.S Samples
Parking Brake Release Oil Filter - Replace
Power Train Oil Filter - Replace
Steering System Oil Filter - Replace
Suspension Cylinder - Check
Torque Converter Sump Breather - Clean
Transmission Magnetic Screen - Clean
Every 1000 Service Air Dryer Desiccant - Replace

Hours or 6 Months Frame and Body Support Pads - Clean/lnspect
Hoist and Brake Tank Oil - Change
Rollover Protective Structure (ROPS) - Inspect
Every 3000 Service Cooling System Coolant (DEAC) - Change

Hours or 2 Years Cooling System Coolant Extender (ELC) - Add
Cooling System Pressure Cap - Clean/Replace
Engine Valve Lash and Bridge - Check
Engine Valve Rotators - Inspect
Radiator Core - Clean
75
Maintenance Procedure
Rear Wheel Bearing Adjust
(1) Spindle
(2) Shims
(3) Retainer Plate
(4) Bolts
View A-A
(3) Retainer Plate
(4) Bolts
Note: Before performing this adjustment, you will need to release the brakes. In
order to release the parking brake, remove the purge valve from opening (A).
This opening is marked with a “P”. Then, connect a manual hydraulic pump or
an electric hydraulic pump to opening (A). Continue to operate the pump until
the brake is fully released. To learn more about releasing the brakes, refer to the
information about towing that is located in the Air System and Brakes Systems
Operation and Testing And Adjusting.
Notice If it becomes necessary to use an outside hydraulic source to release

the parking brake do not exceed the relief pressure of the parking and
secondary brake control valve. Exceeding the relief pressure can dam
age seals and other parts in the circuit.
76
Adjustment Procedure
1. Thoroughly, clean all of the tapped holes in the end of spindle (1).
2. Install retainer plate (3) with five new bolts (4) to spindle (1). Install bolts
(4) so that each bolt is equally spaced around retainer plate (3).
Note: Do not use any shims (2) at this time.
3. Tighten bolts (4) to a torque of 140 N.m (103 lb ft). Turn the wheel for two
complete revolutions.
4. Tighten bolts (4) to 140 N.m (103 lb ft). Turn the wheel for two complete
revolutions.
5. Loosen bolts (4) by 120 degrees. Turn the wheel for two complete
revolutions.
6. Tighten bolts (4) to a torque of 70 6 5 N.m (52 6 4 lb ft). Turn the wheel
for two complete revolutions.
7. Repeat Step 6 until no further movement of bolts (4) occurs.
8. Use a depth micrometer to determine the distance from the outside face of
retainer plate (3) to the end of spindle (1). Measure the depth of the two
holes that are opposite to each other on retainer plate (3). Calculate an
average depth from these two measurements.
9. Use an outside micrometer to determine the thickness of retainer plate (3)

at the bolt holes. Measure the thickness of retainer plate (3) at the same
locations that were used in Step 8. Calculate an average thickness from
these two measurements.
10. Find the gap between the end of spindle (1) and the inside face of retainer
plate (3). To find this gap, subtract the dimension that was found in Step 9
from the dimension that was found in Step 8.
11. Calculate the shim pack thickness.

Add 0.230 + 0.000 - 0.050 mm
(0.009 + 0.000 - 0.002 inch) to the distance that was found in Step 10.
77
12. Assemble shim pack (2) so that the shim pack thickness is the value that
was found in Step 11. Remove bolts (4) and retainer plate (3).
13. Install shim pack (2).
14. Install retainer plate (3) over shim pack (2). Install ten new bolts (4).
15. Evenly torque opposite bolts (4) to 250 6 15 N.m (185 6 10 lb ft).
16. Repeat Step 15 until no further movement of bolts (4) occurs.
78
Fault Codes & ET
Component Identifiers (CID) 1 for

Caterpillar Monitoring System (MID030) 2
CID No. Component
0096 Level Sender (Fuel)
0177 Temperature Sensor
0248 Data Link
0263 Sensor Power Supply
0271 Alarm
0324 Lamp (Action)
0601 Pressure Sensor (Brake Air)
0819 Display Data Link
0821 Display Power Supply
0830 Temperature Sensor (Brake Oil)
1
The CID is a diagnostic code that indicates which component is faulty.
2
The MID is a diagnostic code that indicates which electronic control module diagnosed
the fault.
79

the XMSN/Chassis ECM (MID027)2
CID No. Component
0168 System Voltage
0190 Eng Speed Sensor Signal
0248 Data Link
0269 Sensor Power Supply
0420 Relay (Secondary Steering)
0444 Start Relay
0562 Caterpillar Monitoring System
0590 Eng Electronic Control Module
0627 Parking Brake Press Switch
0700 Transmission Gear Sensor
0701 Speed Sensor (Transmission Output)
0702 Transmission Position Sensor
0704 Pressure Switch (Service Brake)
0706 Electronic Control (Body Up Switch)
0707 Solenoid Valve (Upshift)
0708 Solenoid Valve (Downshift)
0709 Solenoid Valve (Lockup Clutch)
0724 Solenoid Valve (Body Raise)
0725 Solenoid Valve (Body Lower)
0773 Rotary Position Sensor
0967 Machine Application
1236 Body Up Indicator Lamp
1362 Location Code
1394 Solenoid Valve (Exhaust Diverter)
1
2
The MID is a diagnostic code that indicates which electronic control module diagnosed
the fault.
80
Failure Mode Identifiers (FMI) 1

FMI No. Failure Description
0 Data valid but above normal operational range
1 Data valid but below normal operational range
2 Data erratic, intermittent or incorrect
3 Voltage above normal or shorted high
4 Voltage below normal or shorted low
5 Current below normal or open circuit
6 Current above normal or grounded circuit
7 Mechanical system not responding properly
8 Abnormal frequency, pulse width or period
9 Abnormal update
10 Abnormal rate of change
11 Failure mode not identifiable
12 Bad device or component
13 Out of calibration.
14 Parameter failures
16 Parameter not available
17 Module not responding
18 Sensor supply fault
19 Condition not met
1
The FMI is a diagnostic code that indicates what type of failure has occurred.
81

the Engine Control (MID036) 2
CID No. Component
0001 Cylinder 1
0002 Cylinder 2
0003 Cylinder 3
0004 Cylinder 4
0005 Cylinder 5
0006 Cylinder 6
0007 Cylinder 7
0008 Cylinder 8
0009 Cylinder 9
0010 Cylinder 10
0011 Cylinder 11
0012 Cylinder 12
0042 Injection Actuation Pressure Control Valve
0091 Throttle Sensor Output
0100 Oil Pressure Signal
0101 Crankcase Pressure Signal
0110 Coolant Temperature
0164 Injection Actuation Pressure Signal
0168 Battery Voltage
0174 Fuel Temperature Signal
0175 Oil Temp Signal
0190 Engine RPM Signal
0248 CAT Data Link
0253 Personality Module Mismatch
0254 ECM
0261 Timing Calibration
0262 Analog Sensor Supply
0263 Digital Sensor Supply
0267 Shutdown Inputs
0268 System Parameters
0273 Turbocharger Outlet Pressure
0274 Atmospheric Pressure
0275 Right Turbocharger inlet Pressure
0291 Engine Cooling Fan Solenoid
0338 Prelube Pump Relay
0544 Engine Fan Speed Sensor Signal
0545 Start Aid Relay
1
2
The MID is a diagnostic code that indicates which electronic control module diagnosed the fault.
82
Using Caterpillar Electronic Technician (ET)

to Determine Diagnostic Codes
Connections for the Electronic Technician (ET)
The components that are needed to use CAT ET to determine diagnostic codes
are shown below.
(1) IBM-compatable personal computer with Caterpillar Electronic Technician software.

(2) 139-4166 Data Link Cable or 7X-1570 Data Link Cable.
(3) 7X-1425 Cable and 4C-6805 Adapter.
(4) Caterpillar Electronic Technician software.
(5) 7X-1700 Communication Adapter Tool.
Note: Caterpillar Electronic Technician (ET) is a software program that can be

used on an IBM compatible personal computer.
Reference: In order to use ET, order the Special Publication, JERD2124, “ET
Single Use Program License”, Special Publication, JEHP1026, “Information
and Requirements Sheet”, Special Publication, JERD2129, “ET Engine and
Machine Data Subscript”, Special Publication, JEBD3003, “ET Software -
Getting Started Book”, and Special Publication, JERD2142, “Data
Subscription”. The Special Publication, JEHP1026, “Information and
Requirements Sheet” lists the required hardware and the features of ET.
The ET service tool is not necessary to determine the diagnostic codes but the
tool makes the tasks easier and faster. The ET service tool can display
information on the history of the diagnostic codes and the status of other
parameters. These features make the ET service tool useful for troubleshooting.
83
The ET service tool connects to the machine service connector in order to

communicate with the ECMs over the data link. The service connector is
located behind the operator’s seat in the cab. For more information and the
locations of the connectors, see Testing and Adjusting, “Electrical Components
and Connector Locations” and the Electrical System Schematic in your
machine’s Service Manual.
Connect the ET to the machine. Turn the key start switch to the RUN position.
Start the ET. The ET will initiate communications with the electronic control
modules on the machine. The ET will list the available electronic control
modules on the machine after communication has been established. Choose the
menu item “Transmission”. Use the ET in order to determine the diagnostic
codes. Follow the troubleshooting procedures that correspond to the diagnostic
codes. See Troubleshooting Procedures.
Location of the Power Train Electronic Control Module
The Power Train ECM receives current through a fuse on the fuse block. This
current is used to activate the upshift solenoid, the downshift solenoid and the
lockup clutch solenoid. These solenoids control the option of converter drive or
the option of direct drive. These solenoids also control the direction and the
speed. The Power Train ECM also controls the electrical system for the hoist.
The Cat Data Link is used to share information with other systems such as the
Brake Electronic Control Module (Brake ECM), the Engine Electronic Control
Module (Engine ECM), and the Caterpillar Monitoring System. Signals that are
sent to the Engine ECM result in reduced engine speed during upshifts and
84
Front Suspension Cylinder Charging Procedure
Oil Charge
Warning Read all warning labels on the suspension cylinders before servicing. Do
not check the oil in the suspension cylinder until all the nitrogen pres
sure has been released. Do not, under any condition, remove valves,
cover or plugs from the cylinder unless the rod is fully retracted and all
the nitrogen pressure is released. Do not stand under the truck when
testing or adjusting the suspension cylinders. Sudden movement, up or
down, can cause the clearance above your head to change rapidly.
Before servicing the suspension cylinders, the truck must be empty and on level
ground. Check for and eliminate leakage at all possible locations.
Both suspension cylinders must be charged at the same time. If only one
cylinder needs servicing, perform the servicing procedure on both cylinders.
1. Put the open end of the suspension charging lines into an approved
container. Connect the charging lines to the suspension cylinder charging
valves. Turn the charging chuck T-handle clockwise to open the charging
valves and allow the oil and nitrogen to drain into the container.
2. After the cylinders have bottomed, leave the charging valves open for
approximately five minutes to allow the pressure in the cylinders to equalize.
3. After the pressure has equalized, close the charging valves by turning the
charging chuck T-handle counterclockwise. Disconnect the charging lines
from the cylinders.
4. Position a thin strip of sheet metal (banding strap) on both suspension

cylinders. Place a piece of masking tape on the sheet metal strips with the
top edge of the tape even with the top of the spindle.
Put a line across the tape below the top edge of the tape. (This line will be used
for the oil charge.)
5. Connect the charging lines to the oil charging pump. Put the end of the
suspension charging hoses with the charging chuck into an approved
container. Cycle some oil through the charging lines to fill them with clean
oil.
85
Note: Use SAE 10W service classification CC or CD oil for the cylinder oil
charging procedure.
In remote locations, if an oil charge pump is not available, it is possible to use

the hoist system to charge the suspension cylinders with oil. Install a tap in the
LOWER port of the hoist system and connect the charging lines to the tap. With
the engine at LOW IDLE, carefully move the hoist lever to the LOWER
position to inject oil into the cylinders. Follow the oil charging procedure the
same as if the oil charging pump was being used.
6. Connect the charging lines to the charging valves and turn the charging
chuck T-handle clockwise to open the charging valves. Inject oil into the
cylinders until each cylinder extends to the line made on the masking tape.
Reference Line For The Oil Charging Procedure................25.4 mm (1.00 inch)

Height Of The FT1680 Gauge Block (1) ...........................170.0 mm (6.69 inch)
7. Turn the charging chuck T-handle counterclockwise to close the charging

valves and disconnect the charging lines from the oil charging pump.
Note: If one cylinder reaches the oil charge line on the tape before the other
cylinder, close the gate valve to that cylinder. Continue injecting oil into the other
cylinder until it reaches the oil charge line on the tape.
Nitrogen Charge 1. If the temperature outside is more than 11°C (20°F) different from the shop
temperature, calculate the amount of shims required under the gauge block.
2. Connect the charging lines to a dry nitrogen cylinder. To prevent oil flow
from the suspension cylinders, adjust the nitrogen cylinder regulated
pressure to 4150 kPa (600 psi), and open the gate valves.
3. Turn the charging chuck T-handle clockwise to open the charging valves.
Raise the suspension cylinders with nitrogen until the gauge blocks (and
shims if required) can be installed between the spindle and the cylinder
housing. (See the chart for the correct gauge block dimensions.)
Notice To protect the front cylinder wiper seals from damage when the gauge
blocks are installed, make sure the chamfer on the blocks is positioned
toward the seals.
86
4. Drain nitrogen from the suspension cylinders until the cylinder housings rest
on the gauge blocks and the regulated nitrogen pressure is less than 2070
kPa (300 psi).
5. Adjust the regulator on the nitrogen supply to:
Initial Pressure Setting For The Nitrogen charging Procedure......4150 kPa (600 psi)
Final Pressure Setting For The Nitrogen charging Procedure......2400 kPa (350 psi)
2300 kPa (330 psi) for the 793B
6. Open the charging valves and let the nitrogen flow into both cylinders.
Leave the valves open for approximately five minutes to allow the pressure
in both front suspension cylinders to equalize.
7. Close the charging valves and the gate valves and shut off the nitrogen
pressure at the nitrogen supply tanks. Remove the Nitrogen Charging
Group. Install the charging valve caps and torque to 3 to 5 N.m (30 to 45
lb. in.).
8. To remove the gauge blocks, raise the truck body and steer the front wheels
from side to side. The suspension cylinders should raise so the blocks can
be removed.
9. After the suspension cylinders are properly charged, operate the truck for
several load cycles. Then, measure and record the exposed chrome length
of both front suspension cylinders and measure and record the amount of
chrome that was wiped clean by the wiper seals. These measured
dimensions should then be used as a reference whenever inspecting the front
suspension cylinder charge condition.
87
Front Suspension Cylinder Charging Procedure
Reference Line For The Oil Charging Procedure................25.4 mm (1.00 inch)

Reference Line For The Nitrogen Charging Procedure(1)... 24.0 mm (4.90 inch)
Reference Line For The Nitrogen Charging Procedure(1)..137.0 mm (5.40 inch)
Nitrogen Charge 1. Connect the charging lines to a dry nitrogen cylinder, To prevent oil flow
from the suspension cylinders, adjust the nitrogen cylinder regulated
pressure to:
Pressure Setting For The Nitrogen Charging Procedure.......2400 kPa (350 psi)
Then, open the gate valves.
2. Turn the charging chuck T-handle clockwise to open the charging valves.
Raise the suspension cylinders with nitrogen until the top of the suspension
cylinder housing is within the two nitrogen charge lines made in Step 6 of the
oil charge procedure.
3. When both suspension cylinders are within the nitrogen charge lines, shut off
the nitrogen pressure at the supply tanks. Leave the charging valves and the
gate valves open for approximately five minutes to allow the pressure in
both rear suspension cylinders to equalize.
Note: If one cylinder is within the nitrogen charge lines before the other cylinder,
close the gate valve to the cylinder that is within the nitrogen charge lines.
Continue charging nitrogen until the other cylinder reaches the same extension.
4. Close the charging valves and the gate valves. Remove the Nitrogen
Charging Group. Install the charging valve caps and torque to 3 to 5 N.m
(30 to 45 lb. in.).
5. After the suspension is properly charged, operate the truck for several load
cycles. Then, measure and record the dimension between the center line of
the top mounting pin and the top of the cylinder head of both rear
suspension cylinders.
Also, measure and record the amount of chrome that was wiped clean by the
wiper seals.
These measured dimensions should be used as a reference whenever inspecting

the rear suspension cylinder charge condition.
88
Electronic Control (Body Down or Up Switch) - Adjust
View A
(1) Magnet Assembly
(2) Body Down or Up switch electronic control
(3) Bracket
Note: Before making adjustments to body down or up switch electronic control

(2), the pad assembly and the shims must be installed and the dump body must
be in the DOWN position. Refer to the Hydraulic System Systems Operation/
Testing and Adjusting, “Pad Assembly (Dump Body) - lnstall and Adjust” for
the proper installation of the pad assemblies.
1. Adjust bracket (3) in order to get the correct distance (X) between magnet
assembly (1) and body down or up switch electronic control (2). Distance
(X) should be 4.0 6 1.0 mm (0.16 6 0.04 inch).
2. Raise the dump body 360 mm (14 inch) above the frame.
3. Use blocking to support the dump body.
4. Adjust body down or up switch (2) until the second light on top of the
switch illuminates.
Note: The second light is yellow.
5. Remove the blocking.
6. Lower the dump body onto the frame.
89
Pad Assembly (Dump Body) Install and Adjust
Proper installation of the body support pads will effectively balance the load
weight. This will reduce the risk of possible damage to the chassis. If the body
support pads indicate uneven wear, readjusting the shims may correct the
problem. Also, if the paint on the frame indicates uneven wear, readjusting the
shims may correct the problem.
Procedure To Install
Pad Assemblies To
The Main Frame
View B
(1) Pad assembly
(2) Shim
Note: The truck should be on a level surface. The pivot pin for the truck body
should be installed. The hoist cylinders should be installed.
1. Mark the location of pad assemblies (1) on the frame rail using the center
mounting block on the dump body as a guide.
2. Raise the dump body and install the proper safety device in order to secure
the dump body in the RAISE position. Stack one pad assembly (1) and one
shim (2) at each location for a pad assembly (1) on the frame rail.
90
3. Remove the safety device and lower the dump body. Locate any gaps and
add shims (2) in order to close the gaps.
the dump body in the RAISE position. Bolt pad assemblies (1) and the shim
packs to the dump body. Remove the safety device and lower the dump
body.
Procedure To Install
Pad Assemblies To
The Top Of The Main
Crossbeam
View A-A
(1) Pad assembly
(2) Shim
(3) Shoe
Note: The truck should be on a level surface. The pivot pin for the truck body
should be installed. The hoist cylinders should be installed.
1. Place a pad assembly (1) on each shoe (3) at the front of the dump body.
Install as many shims (2) as possible between pad assembly (1) and shoe
(3). Remove pad assembly (1) and the shim pack. Add one shim (2) to
each shim pack.
the dump body in the RAISE position. Bolt pad assemblies (1) and the shim
packs to shoes (3). Remove the safety device and lower the dump body.
No gaps should be visible between pad assemblies (1) and the dump body.
91
Relief Valve (Hoist Dual Stage) - Test and Adjust
Tools Needed Qty

6v-3079 Pressure Hose Assembly 1
6v - 4143 Coupler Assembly 2
8T-0856 Pressure Gauge (6000 kPa (870 psi)) 1
8T-0860 Pressure Gauge (40000 kPa (5800 psi)) 1
Note: Make sure that the filters and the screens are clean before you test any
pressures. Make sure that the oil is at operating temperature before you per
form this test.
Note: Before you perform any tests, visually inspect the entire hydraulic system
for oil leaks and for damaged components.
1. Lower the dump body. Stop the engine.
2. Connect a hose assembly with an 8T-0860 Pressure Gauge (0 to 40000

kPa (0 to 5800 psi)) to pressure taps (5).
3. Start the engine. Operate the dump body repeatedly until the temperature of
the hydraulic oil is above 38°C (100°F).
4. Run the engine at high idle and move the hoist control to the RAISE
position.
5. After the dump body is fully raised, look at the gauge and hold the hoist
control in the RAISE position. The high pressure gauge reading is the relief
valve pressure setting of high pressure relief valve (1). The correct pressure
setting is 17225 to 17745 kPa (2500 to 2575 psi).
92
6. Loosen nut (6). Turn retainer (7) in order to adjust the setting of high pres
sure relief valve (1).
7. When high pressure relief valve (1) is correctly set, tighten nut (6).
Relief Valve Test (Low Pressure)
1. Lower the dump body. Stop the engine.
2. Connect a hose assembly with an 8T-0856 Pressure Gauge (0 to 6000 kPa

(0 to 870 psi)) to pressure tap (8).
3. Start the engine. Operate the dump body repeatedly until the temperature of
the hydraulic oil is above 38°C (100°F).
93
4. Lower the dump body onto the truck frame.
Note: The body down or up switch must be in the RAISE position before low
pressure relief valve (2) can be measured. If the body down and up switch is in
the LOWER position the Power Train Electronic Control Module will keep the
hoist control valve in the SNUB position. Low pressure relief valve (2) cannot
be measured in this condition.
5. Move a magnet in front of the body down or up switch until the alert
indicator on the dash turns on.
6. Run the engine at high idle and move the hoist control to the LOWER
position.
7. Look at the gauge and hold the hoist control in the LOWER position. The
high pressure gauge reading is the relief valve pressure setting. The correct p
ressure setting is 3450 6 350 kPa (500 6 51 psi).
8. Loosen nut (10). Turn retainer (9) in order to adjust the setting of low
pressure relief valve (2).
9. When low pressure relief valve (2) is correctly set, tighten nut (10).
94
Front Wheel - Align
Steetring linkage
(1) Clamps on left side tie bar

(2) Clamps on right side tie bar
(B) Distance between the front tires at the back
(F) Distance between the front tires at the front
Procedure to adjust Use the following Procedure to adjust the front wheel alignment:
the front wheel
alignment 1. Raise the axles until the strut rods in the suspension cylinders are fully
extended.
2. Move the wheels to a straight ahead position.
3. Measure the distance between the front wheels at location (F).
4. Mark location (F) at each tire. Rotate the tires by 180 degrees.
5. Measure the distance at location (B) between the same marks.
6. Use Table to determine the correct toe-out when the front wheels are off
the ground.
Correct Toe Out

B = F - 58.7 mm (2.31 inch)
7. If the difference that was found in the previous step is not correct, adjust
each link assembly by the same number of turns.
95
Note: After the adjustment has been made, the tie rods must be of equal length.
8. When the Toe-Out measurement is correct, tighten clamps (1) and (2) to
183 N.m (135 lb ft) and lower the front of the truck.
Note: The front wheel toe-in will be correct if the difference between distance
(F) and distance (B) is properly adjusted. Also, the suspension cylinders must
be properly charged and the suspension cylinders must be at the normal
operating range.
96
Steering System
Operation Checks The front wheels must be on a dry, smooth hard surface and the hydraulic oil in
the steering system must be warm.
Start the machine. In first gear, slowly drive the machine while you turn the
steering wheel. Drive the machine until the hydraulic oil temperature is
approximately 38°C (100°F).
Test the steering system with the engine at high idle. Rotate the steering wheel.
Measure the time that is required to turn the front wheels from the full right turn
position to the full left turn position and back to the full right turn position. If the
time is more than 6.0 seconds, there could be a problem in the steering
hydraulic system. If the time is less than 5.0 seconds, there could be a problem
in the steering hydraulic system.
Failures in the steering system can be at least one of the following items:
l Broken oil line or a leak in an oil line connection

l Worn steering piston pump
l Pressure setting of the flow compensator valve in the pressure and flow
compensator valve
l Pressure setting of the high pressure cutoff valve in the pressure and flow
compensator valve
l Low pressure setting of the primary steering backup relief valve
l Open secondary steering check valve
l Worn steering metering pump
Performance Checks Performance checks of the steering system can be used for the following
purposes:
l Diagnosis of poor performance

l Source of oil leakage inside the hydraulic system
97
Duo-Cone Seals - Install
Installation Procedure Note: This procedure is only for Duo-Cone conventional seals. This procedure
does not pertain to Duo-Cone floating seals.
It is extremely important to follow the correct procedure for installing Duo-

Cone seals. Many seal failures are the direct result of mistakes during installation
of the seal components.
Note: To aid in assembling the Duo-Cone seals, a 169-0503 Installation Kit

(Duo-Cone Seal) is available. The installation kit contains wipes, seal cleaner
and seal lubricant.
(1) Toric ring. (2) Seal ring. (3) Housing retaining lip. (4) Housing ramp.
(5) Seal ring housing.
(6) Seal ring face. (7) Seal ring ramp. (8) Installation tool. (9) Seal ring retaining lip.
98
Warning Use caution when you are using isopropyl alcohol. Avoid prolonged skin
contact with isopropyl alcohol.
Vapours may be harmful if inhaled. Use only in a well ventilated area.

Do not smoke while using isopropyl alcohol.
Isopropyl alcohol is flammable. Do not use near an open flame or near

welding operations. Keep isopropyl alcohol away from heated surfaces
exceeding 482°C (900°F).
1. Remove any oily film, dust or other foreign matter from all of the seal
components. Use isopropyl alcohol and a clean cloth that is free of lint or a
paper towel to clean the components
Note: All components should be complete!y dry prior to proceeding. Do not

allow Oil to contact toric ring (1), housing ramp (4) or seal ring ramp (7) before
both seal rings (2) are assembled in Step 11.
2. Position toric ring (1) on seal ring (2). Make sure that toric ring (1) is at the
bottom of seal ring ramp (7) and against seal ring retaining lip (9).
Note: Make sure that toric ring (1) is straight on seal ring (2). There must not
be a twist in toric ring (1). Handle toric ring (1) carefully. Nicks, cuts and
scratches can cause leaks.
99
3. Position installation tool (8) on seal ring (2) with toric ring (1).
4. Lightly dampen the lower half of toric ring (1) with isopropyl alcohol.
Techniques that can be used to dampen toric ring (1) include wiping with a
clean cloth that is free of lint. Toric ring (1) can also be dipped into a
container with towels or with a foam mat that is saturated with isopropyl
alcohol.
Note: Do not use Stanisol or any other liquid that evaporates slowly. Do not
use a liquid that leaves an oily film
5. Make sure that the lower half ot toric nng (1) is still wet. Use Installation
tool (8) to posttion seal ring (2) and toric ring (1) squarely against seal ring
housing (5) and under housing retaining lip (3) of seal ring
housing (5), as shown.
100
6. Measure dimension (A) from seal ring face (6) to the top surface of seal ring
housing (5). Check dimension (A) in at least four places (90 degree
intervals). The measurements must not differ by more than 1 mm (0.04
inch).
Note: If small adjustments are necessary, do not push seal ring (2) directly and
do not pull seal ring (2) directly. Use installation tool (8).
7. Toric ring (1) can twist if the toric ring is not completely wet during
installation. Burrs on housing retaining lip (3) or on seal ring housing (5) can
also cause a twist.
Notice Misalignments, twists and bulges of the toric ring will cause Duo-Cone
seal failures. If any of these occur, perform the assembly process over
from the beginning.
8. Toric ring (1) must never slip on housing ramp (4) or seal ring ramp (7). To
prevent slippage, allow adequate time for evaporation to occur before you
proceed with the assembly process Toric ring (1) must roll only on seal ring
ramps (7) and on housing ramps (4).
9. Use a clean cloth that is free of lint or a paper towel to wipe off seal ring
faces (6).
Note: No particles of any kind can be left on the sealing surfaces. A small piece
from a paper towel can cause a leak by keeping the sealing surfaces from
contacting each other.
101
10. Apply a thin film of clean oil on seal ring faces (6) of seal ring (2). Use an
appilcator, a disposable tissue or a clean finger to distribute the oil evenly.
Ensure that no oil contacts the toric rings.
Notice Do not slam the seal rings together. High impact can scratch or break
the seal components. When all of the seal components are properly
aligned, secure all parts tightly.
11. Make sure that both seal ring housings (5) are correctly aligned and con
centric. Slowly move the seals toward each other.
102
Brake System Air - Purge
Tools Needed Qty

6V-4055 Pressure Hose Assembly 1
6V-4143 Coupler Assembly 2
There are purge valves for the hydraulic brakes on each wheel. Before you use
the purge valves to remove air from the oil in the system, the makeup oil tank
for the hydraulic brakes must be full. Also, the air system pressure must be
more than 550 kPa (80 psi).
Warning Personal injury or death can result from air in the oil for the brake
hydraulic system.
Air in the system can prevent complete brake application and it is
possible that the wheels on the machine can not be stopped.
Air must not be in the oil for the brake hydraulic system to function
properly.
Warning Personal injury or death can result from machine movement.

Place blocks in front of and behind the wheels to make sure the machine
does not move while the parking brakes are disengaged.
Notice Care must be taken to ensure that fluids are contained during
performance of inspection, maintenance, testing, adjusting and repair of
the machine. Be prepared to collect the fluid with suitable containers
before opening any compartment or disassembling any component
containing fluids.
Refer to Special Publication, NENG2500, “Caterpillar Tools and Shop
Products Guide”, for tools and supplies suitable to collect and contain
fluids in Caterpillar machines.
Dispose of all fluids according to local regulations and mandates.
Note: Purge only one wheel at a time.
103
Service Brakes and Retarder
Rear Brakes 1. Use a 6V-4055 Pressure Hose Assembly and two 6V-4143 Coupler
Assemblies to construct a jumper hose.
2. Apply the parking brake. This will release the pressure in the lines.
(1) Pressure tap on the rear slack adjuster

(2) Pressure tap for parking brake release pressure
3. Put one end of the jumper hose on pressure tap (1).
4. Put the other end of the jumper hose on a pressure tap (2).
(P) Purge valve for the parking brake

(S) Purge valve for the service brake
104
Note: Identification letters are embossed on the purge valves at the top of the
brake housing. The purge valve for the parking brake is labelled with a “P”. The
purge valve for the service brake is labelled with an “S”.
5. Connect a drain hose from the “S” port to the hydraulic tank or to a suitable
container.
6. Run the engine at low idle. Move the parking brake lever to the OFF
position.
7. Pull down the retarder control.
8. Open the purge valve “S” on a rear wheel brake housing and purge the
brake system. Leave the purge valve open until there is a constant flow of
oil.
9. Close the purge valve. Repeat Step 8 for the other rear wheel brake.
10. Close the purge valve. Move the retarder control to the OFF position.
Activate the parking brake in order to release the pressure. Remove the jumper
hose.
Note: In order to verify that all of the air was removed from the service brake
lines for the rear brakes, perform the following steps.
Note: In order to make sure that the makeup oil tank is full, operate the engine
at high idle for 20 seconds before each brake application.
11. Move the parking brake lever to the OFF position in order to allow full
travel of the service brake piston.
12. Push down on the brake pedal or pull down the retarder control.
13. Open the purge valve “S” on a rear wheel brake housing and purge the
brake system.
14. Repeat Steps 12 through 13 until there is a continuous flow of oil.
15. Close the purge valve. Release the brake pedal or move the retarder
control to the OFF position.
105
16. Do Steps 12 through 15 on the other rear brake.
Note: After you purge the brakes, you may need to reset the actuating pins for
the overstroke switch. The actuating pins for the overstroke switch are on the
master cylinders. A brake overstroke condition is a Level III warning.
When you need to reset the actuating pin, you will push the actuating pin into the
housing. Push the actuating pin into the housing until the bottom of the pin is
flush with the bottom of the housing.
Front Brakes Note: In order to make sure that the makeup oil tank is full, operate the engine
at high idle for 20 seconds before each brake application.
1. Move the parking brake lever to the OFF position in order to allow full
travel of the service brake piston.
2. Push down on the brake pedal or pull down the retarder control.
3. Open the purge valve (3) on a front wheel brake housing and purge the
brake system.
4. Repeat Steps 2 through 3 until there is a continuous flow of oil.
5. Close the purge valve. Release the brake pedal or move the retarder
control to the OFF position.
6. Do Steps 2 through 5 on the other front wheel brake.
Note: After you purge the brakes, you may need to reset the actuating pins for
the overstroke switch. The actuating pins for the overstroke switch are on the
master cylinders. A brake overstroke condition is a Level III warning.
When you need to reset the actuating pin, you will push the actuating pin into the
housing. Push the actuating pin into the housing until the bottom of the pin is
flush with the bottom of the housing.
106
Parking Brake Though the parking brake application is mechanic it is very important to remove
the air from the parking brake release system.
1. Connect a drain hose from the “P” port to the hydraulic tank or to a suitable
container.
2. While the engine is operating, move the lever for the parking brake to the
OFF position.
3. Open the purge valve “P” on a rear wheel brake housing. Close the purge
valve when there is a constant flow of oil.
4. Repeat this procedure for the other rear wheel brake housings.
Front Wheel Bearing Adjustment
Note: Hand tap or wire brush the threaded holes to remove thread lock
material prior to doing Step 1.
Note: If the wheel assembly has 5P-9118 Self Locking Bolts (5), DO NOT use
them for the bearing preload.
107
Use 0S-1625 Bolts to set the bearing preload. Also use the 0S-1625 Bolts for
final assembly.
1. Install wheel and bearings on axle.
2. Install retainer (4) with three bolts (5) equally spaced (no shims).
3. Tighten bolts (5) to a torque of 100 N.m (74 lb ft) and rotate the wheel.
4. Tighten bolts (5) again to a torque of 140 N.m (103 lb ft) and rotate the
wheel.
5. Release the torque from bolts (5) and tighten to a torque of 70 N.m
(52 lb ft). Rotate the wheel.
6. Tighten bolts (5) again to a torque of 70 N.m (52 lb ft) and rotate the
wheel.
7. To find distance from end of spindle to cone face, measure the distance
through the two holes with threads in retainer (4). Find the average of the
two measurements.
8. Remove bolts (5) and retainer (4). Measure the thickness of retainer (4)
near the holes with threads. Find the average of these measurements.
9. The DIFFERENCE between the average measurements in Steps 7 and 8

PLUS 0.279 mm (.0110 in) is the correct thickness of shims (3) to use.
Note: Apply 9S-3263 Thread Lock to bolts (5) before assembly.
10. Install the correct thickness of shims (3), retainer (4) and bolts (5). While
the wheel is turned, tighten bolts (5) to a torque of 250 6 14 N.m
(185 6 10 lb ft).
108
Differentail Thrust Pin Gap Adjustment
Install the thrust pin in the differential housing without the O-ring seal. Put cover
(2) in position on the differential housing, and install the bolts. Tighten the bolts
evenly until the thrust pin is against the bearing cap.
Use a feeler gauge, and measure the gap between the differential housing and
cover (2). Use this measurement minus 0.05 6 0.03 mm (.002 6 .001 in) for
the shim thickness needed.
Remove cover (2) and the thrust pin from the differential housing.
Put the O-ring seal in position on thrust pin (4). Put clean oil on the O-ring seal.
Install thrust pin (4) in the differential housing. Put the correct amount of shims
(3) found in Step 4 in position, and install cover (2) on the differential housing.
Note: The thrust pin will make contact with the bearing cap.
109
General Torque Information
Warning Mismatched or incorrect fasteners can result in damage or malfunction,

or possible injury.
Take care to avoid mixing metric dimensioned fasteners and inch
dimensioned fasteners.
Exceptions to these torques are given in the Service Manual, if necessary.
Prior to installation of any hardware, ensure that components are in near new
condition. Bolts and threads must not be worn or damaged. Threads must not
have burrs or nicks. Hardware must be free of rust and corrosion. Clean the
hardware with a noncorrosive cleaner. Do not lubricate the fastener threads
except for the rust preventive. The rust preventive should be applied by the
supplier of that component for purposes of shipping and storage. Other
applications for lubricating components may also be specified in the Service
Manual.
110
Standard Torque for Metric Fasteners
Metric Nuts and Bolts

Thread Size Standard Torque
Metric
M6 12 6 3 N.m (9 6 2 lb ft)
M8 28 6 7 N.m (21 6 5 lb ft)
M10 55 6 10 N.m (41 6 7 lb ft)
M12 100 6 20 N.m (75 6 15 lb ft)
M14 160 6 30 N.m (120 6 22 lb ft)
M16 240 6 40 N.m (175 6 30 lb ft)
M20 460 6 60 N.m (340 6 44 lb ft)
M24 800 6 100 N.m (590 6 75 lb ft)
M30 1600 6 200 N.m (1180 6 150 lb ft)
M36 2700 6 300 N.m (2000 6 220 lb ft)
Metric Taperlock Studs
Metric
M6 8 6 3 N.m (6 6 2 lb ft)
M8 17 6 5 N.m (13 6 4 lb ft)
M10 35 6 5 N.m (26 6 4 lb ft)
M12 65 6 10 N.m (48 6 7 lb ft)
M16 110 6 20 N.m (80 6 15 lb ft)
M20 170 6 30 N.m (125 6 22 lb ft)
M24 400 6 60 N.m (300 6 44 lb ft)
M30 750 6 80 N.m (550 6 60 lb ft)
M36 1200 6 150 N.m (880 6 110 lb ft)
111
Standard Torque for Inch Fasteners
Inch Nuts and Bolts

Inch
1/4 12 6 3 N.m (9 6 2 lb ft)
5/16 25 6 6 N.m (18 6 4 lb ft)
3/8 47 6 9 N.m (35 6 7 lb ft)
7/16 70 6 15 N.m (50 611 lb ft)
1/2 105 6 20 N.m (75 6 15 lb ft)
9/16 160 6 30 N.m (120 6 22 lb ft)
5/8 215 6 40 N.m (160 6 30 lb ft)
3/4 370 6 50 N.m (275 6 37 lb ft)
7/8 620 6 80 N.m (460 6 60 lb ft)
1 900 6 100 N.m (660 6 75 lb ft)
1 1/8 1300 6 150 N.m (960 6 110 lb ft)
1 1/4 1800 6 200 N.m (1320 6 150 lb ft)
1 3/8 2400 6 300 N.m (1780 6 220 lb ft)
1 1/2 3100 6 350 N.m (2280 6 260 lb ft)
Inch Taperlock Studs
Inch
1/4 8 6 3 N.m (6 6 2 lb ft)
5/16 17 6 5 N.m (13 6 4 lb ft)
3/8 35 6 5 N.m (26 6 4 lb ft)
7/16 45 6 10 N.m (33 6 7 lb ft)
1/2 65 6 10 N.m (48 6 7 lb ft)
5/8 110 6 20 N.m (80 6 15 lb ft)
3/4 170 6 30 N.m (125 6 22 lb ft)
7/8 260 6 40 N.m (190 6 30 lb ft)
1 400 6 60 N.m (300 6 44 lb ft)
1 1/8 525 6 60 N.m (390 6 44 lb ft)
1 1/4 750 6 80 N.m (550 6 60 lb ft)
1 3/8 950 6 125 N.m (700 6 90 lb ft)
1 1/2 1200 6 150 N.m (880 6 110 lb ft)
112
Conversion Tables
LINEAR MEASURE
Inches x 2.54 = Centimeters Centimeters x .3937 = inches
Yards x 0.9144 = Meters Metres x 3.2808 = Feet
SQUARE MEASURE
Sq. Inches x 6.452 = Sq. Cent. metrs Cent. mtrs. x 0.155 = Sq. Inches
Sq. Feet x 0.0929 = Sq. Meters Sq. Metres x 10.764 = Sq. Feet
CUBIC MEASURE
Cu. Feet x 28.316 = Litres Cu. Metres x 35.314 = Cu. Feet
Cu. Yards x 0.7646 = Cu Metres Cu. Metres x 1.308 = Cu. Yards
U.S. Pints x 0.473 = Litres Litres x 2.1134 = U.S. Pintss
U.S. Quarts x 0.946 = Litres Litres x 1.0567 = U.S. Quarts
Litres x 0.2642 = Gallons (USA) Gallons x 3.785 = Litres
Litres x 0.2199 = Gallons (UK) Gallons x 4.546 = Litres
WEIGHTS
Pounds x 0.45359 = Kilograms Kilograms x 2.2046 = Pounds
Tonnes x 0.9842 = Tonnes Tonnes x 1.0161 = Tonnes
PRESSURE & TORQUE

Lbs. Per. Sq. Inch x 0.0703 = Kgs. per Sq. Centimeter x 14.244 =
Kgs. per Sq. Centimeter Lbs. per Sq. Inch
Kilopascal x 0.145 = Pounds per Pounds per square inch x 6.895 =
square inch kilopascal
Newton metres x 0.7376 = Pound feet Pound feet x 1.356 = Newton metres
Newton metres x 0.1019 = KGF metre KGF metre x 9.807 = Newton metres
TEMPERATURE
5 x (F° - 32) 9 x C°
= C° + 32 = F°
9 5
113

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Service Training COURSE REFERENCE

Course Materials MATERIALS

773D Off highway Truck

773D OHT Features and Specifications ................................. 3

773D OHT Features and Specifications

ENGINE CAT 3412E

Displacement 27.0 Litres (1649cu.in.)

Flywheel Power 485 kw (650HP)

TRANSMISSION Caterpillar seven speed electronically

Forward speed First gear 9.6 KMPH

Converter out-let pressure 45 to75 psi.

Transmission lube oil pressure 2.5 to 10 psi At 1000 RPM

Transmission lock-up pressure 250 610 psi

Differential reduction ratio 3.64:1

HYDRAULIC SYSTEM Twin ,Two stage hydraulic cylinders

Pump flow 490 lpm at 1000 psi and 2100 RPM

STEERING SYSTEM Separate hydraulic system with two

Steering angle 31 Deg.

SUSPENSION SYSTEM Independent self contained oil

Effective cylinder stroke (Front) 209mm

BRAKE SYSTEM Front brakes are caliper disc type

Braking surface Front 1395 sq. cm

Braking surface Rear 61264 sq. cm.

Brake cooling pressure 25 psi (max) at high idle RPM

Parking brake retract pressure 680630 psi at high idle RPM

TYRES 21.00 X 35.00 - 36 PR E4

SERVICE REFILL CAPACITIES (IN LITRES)

Fuel Tank 700

OPTIONALS Air Conditioner, Body Liners, Fast Fuel

Total Empty Weight 37,772 kg

Empty Weight Distribution

Loaded Weight Distribution

Total Gross Weight 83,131 kg

Wheel Base 4191 mm

General Description Of Power Train Systems

Power Train Electronic Control Module

The four basic systems have a hydraulic connection, an electrical connection, a

Power Train ECM

6. When an upshift solenoid or a downshift solenoid is activated, pressure oil is

7. The transmission hydraulic control will individually control the maximum

Power Train Hydraulic System

Detail of One way clutch

Releif Valve (Torque

Lockup Clutch and

1. Pilot passage up to the solenoid valve and

When the transmission is in the correct speed position, the mechanical

The pump has two sections:

1. Power train charging pump section

The pump is driven by a gear on the torque converter.

Construction of the magnetic screen

Top view of the transmission hydraulic control

(1) Upshift solenoid

Front view of the transmission hydraulic control

Operation of components in the Transmission Hydraulic Control

Manifold (11) This manifold sends oil to the clutches.

Selector and Pressure

Selector and pressure control valve in NEUTRAL with a stopped engine

(1) Passage (6) Chamber (11) Chamber

Operation of components in the Selector and Pressure Control Valve

1. The drain passage at the decay orifice is blocked.

During operation, an engaged clutch is designed to leak a relatively small but

Components of the transmission

(1) Input shaft (12) Coupling hub (23) Sun gear