Manual de Estudiante Tractor D11T

SERV1845
November 2007
GLOBAL SERVICE LEARNING
TECHNICAL PRESENTATION
D11T TRACK-TYPE TRACTOR

(GEB 160 AND UP)
D11T CD CARRYDOZER
(TPB 160 AND UP)
Service Training Meeting Guide

(STMG)
(GEB 160 AND UP)
D11T CD CARRYDOZER
(TPB 160 AND UP)
MEETING GUIDE 845 VISUALS AND SCRIPT
AUDIENCE
Level II Service personnel who have knowledge of the principles of machine systems
operation, diagnostic equipment, and procedures for testing and adjusting machine systems and
components.
CONTENT
This presentation discusses the operation of the power train, the steering system, the implement
hydraulic system, the demand fan system, the cooling system, and the Caterpillar Monitoring
and Display System with Advisor™ on the D11T Track-type Tractor and the D11T CD
Carrydozer. Also discussed is the operation of the controls in the operator compartment and the
location and identification of the major components of the C32 ACERT™ technology engine.
This presentation may also be used for self-paced and self-directed learning.
OBJECTIVES
After learning the information in this presentation, the serviceman will be able to:
1. locate and identify all of the major D11T and D11T CD machine components;
2. locate and identify all filters, dipsticks, indicators, fill tubes, drains, and test points;
3. locate and identify the major components of the C32 ACERT™ technology engine;
4. trace the flow of fuel through the C32 engine fuel delivery system;
5. trace the flow of air through the C32 engine air intake system;
6. trace the flow of coolant through the cooling system;
7. trace the flow of oil through the engine oil renewal system (ORS) and explain its
operation;
8. identify and explain the function/operation of each major component in the hydraulic
demand fan system;
9. trace the flow of oil through the hydraulic demand fan system and explain its operation;
10. identify and explain the function/operation of each major component in the power train
system;
11. trace the flow of oil through the power train hydraulic system and explain its operation;
12. explain the function/operation of each major component in the implement hydraulic
system;
13. trace the flow of oil through the implement hydraulic system and explain its operation;
14. explain the function/operation of AutoCarry;
15. locate and identify all of the major components in the Caterpillar Monitoring and
Display System, with Advisor™; and
16. explain the function of each component in the Caterpillar Monitoring and Display
System, with Advisor™ and explain the system's basic operation at machine start-up.
SERV1845 -3- Text Reference
11/07
REFERENCES
Engine Specifications (C32 Engine) SENR9936
Engine Systems Operation, Testing & Adjusting (C32 Engine) SENR9937
Engine Troubleshooting Guide (C32 Engine) RENR9327
Systems Operation, Testing & Adjusting (Power Train) RENR8224
Systems Operation, Testing & Adjusting (Hydraulic System) RENR8229
Operation and Maintenance Manual (OMM) SEBU8135
Schematic (Hydraulic System GEB 1-UP) RENR8228
Schematic (Hydraulic System TPB 1-UP) KENR6503
Schematic (Power Train Oil System) RENR8225
Schematic (Electrical) RENR8179
PREREQUISITES
Interactive Video Course "Fundamentals of Mobile Hydraulics" TEMV9001
Interactive Video Course "Fundamentals of Electrical Systems" TEMV9002
STMG 546 "Graphic Fluid Power Symbols SERV1546
SUPPLEMENTARY TRAINING MATERIAL
STMG 816 "D10T Track-type Tractor SERV1816

STMG 790 "Caterpillar Monitoring and Display System, with Advisor™" SERV1790
STMG 714 "D11R Track-type Tractor and D11R CD Carrydozer
Electro-hydraulic Implement Systems" SERV1714
STMG 691 "D11R Track-type Tractor and D11R CD Carrydozer Power Train" SERV1691
Technical Instruction Module "Air Conditioning Principles and Operation" SERV2580
Technical Instruction Module "Air Conditioning Service Procedures" SERV2581
Estimated Time: 8 Hours

Visuals: 162 Slides
Handouts:
Form: SERV1845
Date: 11/12
© 2007 Caterpillar Inc.

11/07
TABLE OF CONTENTS
INTRODUCTION ........................................................................................................................5
OPERATOR'S COMPARTMENT ................................................................................................6
CATERPILLAR MONITORING AND DISPLAY SYSTEM WITH ADVISOR™ ..................22

Start-up .................................................................................................................................28
ENGINE .....................................................................................................................................33
Fuel Delivery System ...........................................................................................................67
Oil Renewal System .............................................................................................................69
Engine Air System ................................................................................................................73
Cooling System .....................................................................................................................75
Hydraulic Demand Fan System ............................................................................................81
POWER TRAIN .........................................................................................................................91

Torque Divider.......................................................................................................................92
Power Shift Transmission .....................................................................................................95
Power Train Hydraulic System............................................................................................109
Steering Clutch and Brake Valve ........................................................................................113
IMPLEMENT HYDRAULIC SYSTEM ..................................................................................121

Pilot Hydraulic System .......................................................................................................130
Dozer Lift Circuit ................................................................................................................137
Dozer Float Circuit..............................................................................................................142
Dozer Tilt Circuit ................................................................................................................145
Dual Tilt Valve Operation (D11T).......................................................................................148
Dual Tilt Valve With Pitch Regenerate Valve Operation (Carrydozer) ..............................157
Dozer Ripper Circuit ...........................................................................................................161
Quick-drop Valve Operation ...............................................................................................170
AutoCarry ...........................................................................................................................176
Ladder Ready Operation (Attachment)...............................................................................184
ELECTRICAL SYSTEM .........................................................................................................191
CONCLUSION .........................................................................................................................196
HYDRAULIC SCHEMATIC COLOR CODE .........................................................................197
VISUAL LIST...........................................................................................................................198
SERVICEMAN'S HANDOUTS
11/07

D11T CD CARRYDOZER
© 2007 Caterpillar Inc.
INTRODUCTION
The serial number prefix for the D11T Track-type tractor is GEB and for the D11T CD
Carrydozer the serial number prefix is TPB.
This presentation discusses the major design features and changes, the component location and
identification, and the systems operation of the D11T Track-type Tractor (Serial Number GEB
160 and up) and the D11T CD Carrydozer (Serial number TPB 160 and up).
The D11T is similar in appearance to the D11R. The operator's station incorporates the common
cab, which is also used for the D8T, D9T, and the D10T Track-type Tractors. The D11T is
powered by the C32 ACERT™ (Advanced Combustion Emissions Reduction Technology)
electronic engine, which is equipped with a Mechanical Electronic Unit Injection (MEUI)
fuel system and Air to Air After Cooling (ATAAC) for intake air. This engine also utilizes the
A4 Electronic Control Module (ECM) engine control. The C32 engine is a 12-cylinder "V"
arrangement with a displacement of 32 liters. The C32 is rated at 689 kW (923 horsepower) at
1800 rpm.
Other standard features include an electro-hydraulic demand fan, an electro-hydraulic implement

system, the Advanced Modular Cooling System (AMOCS) radiator, and the new Caterpillar
Monitoring and Display System with Advisor™.
The D11T can also be equipped with optional attachments such as an engine pre-lubrication
system, a cold weather arrangement, a fan bypass arrangement, dual tilt blade control with the
Automatic Blade Assist (ABA) feature, and AutoCarry. The D11T can be ordered ready to
accept the Computer Aided Earthmoving System (CAES).
11/07
OPERATOR'S COMPARTMENT
The operator's compartment for the D11T incorporates the "Common Cab" design, which is used
on the D8T, the D9T, and the D10T Track-type Tractors. The cab is eight inches wider than the
cab used for previous track-type tractor models. The cab has wider doors that open 20° further
for easier entry and exit. It contains more glass area which allows better overall visibility for the
operator.
The new cab design also includes:
- the Caterpillar Monitoring and Display System with Advisor™;

- a new dash with an automotive style instrument cluster; and
- a new right-hand console with redesigned controls for lighting and other machine systems.
11/07
The padded left armrest is adjustable fore and aft using the mechanical sliding lever (1). Pulling
the sliding lever up allows the armrest to be moved to the desired position. Releasing the sliding
lever mechanically locks the armrest into position.
Power height adjustment of the arm rest is controlled using the rocker switch (2). Depressing
and holding the top of the rocker switch raises the armrest height. Depressing and holding the
bottom of the rocker switch lowers the armrest height.
The Finger Tip Control (FTC) console is located at the front of the left armrest. The left (3) and
right (4) steering levers allow the operator to control left and right turns. The steering levers are
connected to rotary position sensors (5), which sends PWM signals to the Power Train ECM
when the levers are pulled rearward. The strength of the PWM signals are proportional to the
movement of the steering levers. The Power Train ECM then sends a signal to the electronic
steering clutch and brake control valve, which controls the hydraulic circuits for the left and
right steering clutch and brake pistons. Pulling the left steering lever (3) toward the rear of
machine (approximately one-half the full travel distance) releases the left steering clutch, which
disengages power to the left track. This action will result in a gradual left turn. Pulling the left
steering lever (3) the full travel distance engages the left brake. This action will result in a sharp
left turn.
11/07
The steering response is directly proportional to the amount of steering lever movement. The
right steering lever (4) operates the same as the left steering lever.
The status of the steering lever position sensors (percent of duty cycle/percent of lever position)
may be viewed through the Advisor™ panel (Service/System Status/Steering screens) or by
using Caterpillar Electronic Technician (Cat ET).
11/07
The tractor direction is controlled by rotating the F/N/R direction lever (1). Pushing on the top
of the lever selects the FORWARD direction. Pushing on the bottom of the lever selects the
REVERSE direction. The center position of the lever selects NEUTRAL. Each lever position is
identified with a corresponding detent that holds the lever in place.
Depressing the top yellow button (2) upshifts the transmission one gear range at a time.
Depressing the bottom yellow button (3) downshifts the transmission one gear range at a time.
The parking brake switch (4) shifts the transmission to FIRST gear NEUTRAL and energizes
the parking brake solenoid and the secondary brake solenoid (as a backup measure) on the
electronic steering clutch and brake valve, which fully engages the brakes.
The status of the F/N/R direction lever position sensor (percent of duty cycle/percent of lever
position), the transmission upshift and downshift switches, and the parking brake switch may
be viewed through the Advisor™ panel (Service/System Status/Power train screens) or by using
Cat ET.
NOTE: When the parking brake is engaged, the secondary brake solenoid is also
energized, as a back-up measure.
SERV1845 - 10 - Text Reference
11/07
7
6
4
3
1 2
The right console contains the implement controls and most of the controls and switches for
machine systems and functions. The dozer control lever (1) allows the operator to control all of
the blade functions with one lever.
If the machine is equipped with a ripper, the ripper control handle (2) is located to the rear of
the dozer control lever. The ripper control handle allows the operator to control all of the ripper
functions.
Located to the rear of the ripper handle and on the vertical panel of the right console is the rear
action lamp (3), which alerts the operator of a machine system that is operating out of its normal
range. Forward of the action lamp is a 12 volt, switched power adapter (4).
To the right of the dozer control lever is the horn button (5).
The key start switch (6) is located on the vertical panel above the horn button.
The Cat Advisor™ graphical display module (7) is located forward of the dozer control lever.
Cat Advisor™ will be discussed later in this presentation.
11/07
4 2
The dozer control lever (1) allows the operator to control all of the blade functions with one
lever. When the lever is moved FORWARD, the blade will LOWER. Moving the lever forward
to a point within 3°- 4° of the soft FLOAT detent causes the quick-drop valve to activate.
Moving the lever completely forward to the soft FLOAT detent activates the blade FLOAT
function. The lever can be returned to the centered position and maintain the FLOAT function.
Moving the lever either forward or rearward from the centered position will deactivate the
FLOAT function. Moving the lever to the rear of the center (HOLD) position causes the blade
to RAISE. Moving the dozer control lever to the right tilts the right side of the blade down.
Moving the lever to the left tilts the left side of the blade down.
Moving the thumb lever (2) to the right allows the operator to DUMP the blade
(PITCH FORWARD). Moving the thumb lever to the left allows the operator to LOAD the
blade (RACK BACK).
The left yellow button (4) allows the operator to activate sequential segments in the Auto
Blade Assist (ABA) cycle and/or the AutoCarry cycle, if the machine is equipped with ABA or
AutoCarry. The ABA and/or AutoCarry modes must be armed with the appropriate switches for
this button to perform this function.
11/07
The right yellow button (3) cancels the ABA or AutoCarry cycle. The blade may be controlled
manually at any time during the ABA or AutoCarry cycles.
The trigger switch (not visible) is located on the front of the dozer control lever. Activating the
trigger switch allows the operator to DUMP the blade (PITCH FORWARD). This function is
the same as moving the thumb lever (2) to the right for blade PITCH FORWARD.
The left rocker switch (5) on the panel ahead of the dozer control lever, and below the Advisor™
panel, is the ABA switch. This switch is used to arm the ABA mode. All of the Auto Blade
Pitch settings for LOAD, CARRY, and SPREAD may be configured using Cat Advisor™.
The status of the ABA switch may be viewed through the Advisor™ panel (Service/System
Status/Implement screens) or by using Cat ET. The FLOAT function may be disabled through
Advisor™, using the "Implement Setup" option from the "Settings" menu.
The dual tilt function may be disabled and single tilt activated through Advisor™, using the
"Implement Setup" option from the "Settings" menu. By default, the D11T will always have
dual tilt activated unless the single tilt function has been activated through the Advisor™ panel.
The D11T Carrydozer does not have a single tilt activation option.
The status of all of the switches and the status of the position sensors (percent of duty cycle/
percent of lever position) used on the dozer control lever may be viewed through the Advisor™
panel (Service/System Status/Implement screens) or by using Cat ET.
11/07
3 2 1
The ripper control handle (1) is located to the rear of the dozer control lever. Pulling back on
the left side of the finger switch (2) moves the tip of the ripper SHANK IN. Pulling back on the
right side of the finger switch moves the tip of the ripper SHANK OUT.
At the left of the ripper control handle is the thumb switch (3), which controls RIPPER RAISE
and RIPPER LOWER. Pushing against the top of the thumb switch RAISES the ripper.
Pushing against the bottom of the thumb switch LOWERS the ripper.
Pushing the auto stow button (4) raises the ripper to the maximum height and can move the
ripper tip to the full SHANK IN or full SHANK OUT position. There are three auto stow
positions that may be configured in Advisor™. The three positions are: RIPPER RAISE,
RIPPER RAISE/SHANK IN, or RIPPER RAISE/SHANK OUT.
The status of the auto stow switch and the status of the position sensors used on the ripper
control handle (percent of duty cycle/percent of lever position) may be viewed through the
Advisor™ panel (Service/System Status/Implement screens) or by using Cat ET.
11/07
2 3 4 5 6
The panel on the outside of the right console contains a number of switches that control various
machine functions. To the immediate right of the key start switch is the High/Low Idle
switch (1).
Just above the High/Low Idle switch is the Implement Lockout switch (2), which disables
implement movement and illuminates the Implement Lockout indicator light in the instrument
cluster when activated. Activating the Implement Lockout switch de-energizes the implement
lockout solenoid which shuts off the flow of pilot oil to the implement control valves. The
implements cannot move with no pilot oil available to the implement control valves.
The AutoShift mode switch (3) activates the AutoShift mode. The AutoShift strategies are:
1F/2R, 2F/2R, 2F/1R. The AutoShift mode may be configured using Cat Advisor™, or by using
Cat ET.
If the machine is equipped with AutoCarry, the AutoCarry mode switch (4) arms the AutoCarry
mode when activated. Blade pitch angles for the LOAD and CARRY segments of the
AutoCarry cycle may be configured using Cat Advisor™.
11/07
The ripper pin puller switch (5) is used to automatically retract and extend the ripper shank pin,
if the machine is equipped with a single shank ripper. The depth of the ripper shank may be
changed by using the ripper pin puller switch and raising or lowering the shank in the ripper
frame.
The four switches (6) at the rear of the console activate all the exterior machine lights.
The status of the High/Low Idle switch may be viewed through the Advisor™ panel (Service/
System Status/Engine screens) or by using Cat ET.
The status of the AutoShift mode switch may be viewed through the Advisor™ panel (Service/
System Status/Power train screens) or by using Cat ET.
The status of the Implement Lockout switch and the AutoCarry mode switch may be viewed
through the Advisor™ panel (Service/System Status/Implement screens) or by using Cat ET.
NOTE: Dual Tilt and Auto Blade Assist must be installed on machine to have AutoCarry
functionality.
11/07
2 6
The main fuse panel, the circuit breakers, and the diagnostic connector are located at the bottom
of the left console, inside the left cab door. Opening the hinged door gains access to:
- the air conditioning remote condenser circuit breaker (if equipped - not shown, above) (1)
- the HVAC blower motor circuit breaker (2)
- the diagnostic connector for the Cat ET (3)
- the 12 volt switched power supply (for powering a laptop computer or other devices) (4)
- the 175 amp alternator fuse (5)
- the main electrical fuse panel, using automotive type fuses (6)
A fuse and breaker identification chart (7) is affixed to the inside of the hinged door. The chart
identifies fuse locations and their associated electrical circuits.
Several spare fuses, a spare 175 amp alternator fuse, and a fuse puller tool are also stored inside
the hinged door.
NOTE: The hinge on the panel door is spring loaded and the door may be easily
removed, if necessary.
11/07
1 2 3 4 5 6 7
10
The HVAC controls and the wiper/washer controls are located overhead, above the right
console. From left to right, these controls are:
- HVAC blower fan speed switch, with four fan speed positions (1)
- HVAC temperature control (2)
- air conditioning selector switch (ON/OFF) (3)
- front windshield wiper/washer control switch (4)
- left cab door wiper/washer control switch (5)
- right cab door wiper/washer control switch (6)
- rear cab window wiper/washer control switch (7)
The wiper/washer control switches allow for intermittent wiper settings and for high/low speed
settings. The further the wiper control switch is turned to the right in the intermittent delay
setting, the shorter the delay time for the wipers to cycle. Turning the control switch further to
the right beyond the intermittent delay setting, activates the low wiper setting and then the high
wiper setting.
11/07
3
2
1 4
5
6
11
The dash in the new cab contains a sealed instrument cluster, which replaces the quad gauge
module, the speedometer/tachometer module, and the Vital Information Display System (VIDS)
message center module used in the D11R Track-type Tractor. The instrument cluster is a sealed
unit that contains the following four analog gauges:
- hydraulic oil temperature gauge (1)
- engine coolant temperature gauge (2)
- torque converter oil temperature gauge (3)
- fuel level gauge (4)
The instrument cluster also contains the tachometer (5) and up to fifteen indicator icons that
alert the operator of different operational modes or conditions.
The LCD display (6) is positioned below the tachometer. It displays the service hours at the
bottom of the display, the track speed at the upper left, and the selected transmission gear and
direction at the upper right.
The Action Alarm and the 24V-12V power converter are installed behind the storage bin (7).
The dash panel must be removed to access these components.
INSTRUCTOR NOTE: The instrument cluster and the new monitoring system will be
discussed in more detail, later in this presentation.
11/07
INSTRUMENT CLUSTER
Parking Charging Autocarry
AutoShift Brake On (3) System Fault (5) Active (7)
Activated (2) Implement
Action ABA Lockout
Not Used Activated (8)
Lamp (4) Enabled (6)
Float
Not Used Active (9)
15 20
Single Tilt
Not Used AUTO Enabled (10)
10 25
AUTO
X100
5 n/min 30 Dual Tilt
Not Used Enabled (11)
0 35
Engine Not
Prelube Used
Activated (1)
2.3 1F
Not
132.1 Used
12
The instrument cluster may contains up to fifteen LED indicators that show the operator
the status of a number of machine functions. The LED’s are used to indicate the following
functions:
1. Engine prelube activated (active only if equipped with a prelube system)
2. AutoShift Activated
3. Parking Brake ON
4. Action Lamp
5. Charging System Fault (abnormal output at the "R" terminal)
6. Auto Blade Assist Enabled (active only if the machine is equipped with ABA)
7. AutoCarry Active (active only if the machine is equipped with AutoCarry)
8. Implement Lockout Activated
9. FLOAT Active
10. Single Tilt Enabled
11. Dual Tilt Enabled
11/07
1 2
13
Below the dash is the service brake pedal (1) and the decelerator pedal (2). Pushing the service
brake pedal downward applies the service brakes (both left and right) proportionately with the
amount of pressure applied by the operator. Pedal movement provides an electrical signal to the
Power Train ECM from a rotary position sensor connected to the pedal pivot. The Power Train
ECM then sends a corresponding signal to the electronically controlled brake valve. The brakes
are fully engaged when the pedal is completely depressed.
The smaller pedal on the right is the decelerator pedal. During normal operation, the machine
operates at high idle. Depressing the decelerator pedal decreases the engine rpm by a signal to
the Engine ECM from a rotary position sensor connected to the pedal pivot.
Intermediate engine speeds are attained in the following manner. Set the high/low idle switch to
the HIGH IDLE position, and then depress the decelerator pedal to the desired engine speed.
Press and hold the high idle (rabbit) side of the high/low idle switch for approximately three
seconds. Release the switch to set the intermediate engine speed. The engine speed may then
be reduced from this intermediate engine speed by again depressing the decelerator pedal. The
engine speed will return to the intermediate setting when the decelerator pedal is released. The
intermediate engine speed setting may be cancelled by pressing either the high idle (rabbit) or
low idle (turtle) side of the switch again.
The status of the brake pedal position sensor (percent of duty cycle/percent of pedal position)
and the secondary brake switch may be viewed through the Advisor™ panel (Service/System
Status/Power train screens) or by using Cat ET.
The status of the decelerator pedal position sensor (percent of duty cycle/percent of pedal
position) may be viewed through the Advisor™ panel (Service/System Status/Engine screens) or
by using Cat ET.
11/07
2 1
3 4 5 6 7 8
14
The Power Train ECM (1) and the Implement ECM (2) are located at the rear of the cab. These
ECM's can be accessed by removing the operator seat and the sound panel at the rear of the cab.
The panel under the right console must also be removed to access the Implement ECM. Other
components and service points located here are:
- J1/P1 connector for the Implement ECM (3)
- J2/P2 connector for the Implement ECM (4)
- J1/P1 connector for the Power Train ECM (5)
- J2/P2 connector for the Power Train ECM (6)
- external lighting relays (7)
- 24V DC to 12V DC power converter (attachment) (8)
NOTE: The Implement ECM and Power Train ECM code plugs are tied to the wiring
harness, which is routed through the channel below the ECMs. The 24V to 12V power
converter shown above is used to power accessories other than the standard machine
equipment. It is an attachment that can be ordered from the factory. The optional
Product Link ECM is located above the cab headliner.
11/07
2 1
15
CATERPILLAR MONITORING AND DISPLAY SYSTEM, WITH ADVISOR™
The monitoring system for the D11T has been upgraded to the Caterpillar Monitoring and
Display System with Advisor™. This system is standard equipment for the "T" Series Track-
type Tractors.
The major components in the new monitoring system consist of the Advisor™ graphical display
module (1) and the in-dash instrument cluster (2). The graphical display module has a
self-contained ECM (Advisor™ ECM).
Cat Advisor™ allows the operator to configure machine and implement operation and Advisor™
display options, and then save those configurations to an operator profile that may be selected
whenever the operator desires.
Advisor™ also allows the serviceman to configure certain password protected machine
functions and to view system status information for the engine, the power train, the steering, and
the implement systems. Additionally, the serviceman can use the Advisor™ panel to perform
calibrations of the machine and implement controls, the brakes and the transmission, and the
steering system.
11/07
CATERPILLAR MONITORING AND DISPLAY SYSTEM COMPONENTS
Key Start
Switch
Power
Implement J2 J1 J2 J1
Engine J2 J1
( )
Train CAN A CAES
ECM ECM Data Link
ECM Attachments
Product
CAN A Data Link
Link
CAT Data Link
15 20
AUTO
10 25
X100
5 n/min 30
0 35
2.3 1F
Dynamic CAN C 132.1
Inclination Data Link Instrument

Sensor CAN B Advisor Cluster
Data Link Comm
Adapter II
Fuel Level Sensor
Rear Action Alarm

Action Lamp ET
Alternator
(R-Terminal)
16
The Caterpillar Monitoring and Display System (CMDS) continuously monitors all machine
systems. CMDS consists of both software and hardware components. The hardware
components consist of the Cat Advisor™ graphical display module, a sealed instrument cluster,
the Engine ECM, the Implement ECM, the Power Train ECM, the Action Alarm, the rear Action
Lamp, and various switches, sensors, and senders. The CMDS may also include connections to
a Product Link ECM, and/or a Computer Aided Earthmoving System (CAES).
The CMDS components communicate with each other and with electronic controls on the
machine's components through the Cat Data Link and through Controller Area Network (CAN)
Data Links. A machine with standard equipment uses the Cat Data Link, the CAN A Data Link,
and the CAN C Data Link. With AutoCarry attachments (an option with the D11T and the D11T
CD), CMDS will also include a CAN B Data Link (shown in dashed lines, above) and a CAN D
Data Link (not shown, above).
Advisor™ constantly monitors all of the ECMs, the alternator R-Terminal, the system input
voltage, and the fuel level sensor. Advisor™ then drives the instrument cluster and activates the
mode and alert indicators, the displays, and the gauges. This information may also be accessed
and displayed on the Advisor™ screens or with Cat ET.
11/07
17
The heart of the CMDS is the graphical display module, which is located on the right console, in
front of the dozer control lever. The graphical display module is referred to as Advisor™.
Advisor™ consists of the display screen (1), the navigational buttons (2), and an internal,
self-contained ECM (not visible).
Advisor™ is used to access, monitor, and display operating characteristics, diagnostics and
events, and modes of operation. Advisor™ is also used to view and change operator preferences
and parameters, much like the Vital Information Display System (VIDS) on the D10R (with
serial numbers starting AKT) and D11R Track-type Tractors.
Advisor™ allows the serviceman to troubleshoot and adjust machine systems by:
- viewing active and logged codes and events, and clearing logged codes;
- viewing the status of machine systems and their components; and
- performing calibrations for the steering, the implement, and the power train systems.
11/07
ADVISOR TM GRAPHICAL DISPLAY MODULE

Gear / Direction Dozer Mode AutoShift Mode
Display Area Display Area Display Area
(1) Left / Up Arrow Button
1F Float 1F-2R (2) Right / Down Arrow Button

Home Menu
Performance (3) Back Button
(Delete / Backspace Button)
Settings
Operator
(4) Home Button
Service OK
(2) Right / Down Arrow Button

(5) OK Button
(Enter / Select Button)
"More Options" Icon Data Display / Menu Selection

Display Area
18
Cat Advisor™ is the interface between the operator or serviceman and the CMDS. Information
is displayed on a backlit LCD screen.
The top portion of the screen is called the "Top Banner" and displays vital machine information
at all times. The Top Banner may display different information from machine to machine,
depending on the attachments and the machine configuration. The banner displays:
- Transmission Gear and Direction, at the left;

- Dozer Mode, in the center;
- AutoShift Mode, at the right
The Transmission Gear and Direction display area shows the transmission gear and direction
that is currently selected. The display may show any of the following transmission gear and
direction combinations: "1F, 2F, 3F, 1R, 2R, 3R, or 1N."
11/07
The Dozer Mode display area can display a number of messages which show the current dozer
mode, the current segment during the Auto Blade Assist (ABA) cycle or AutoCarry cycle, or the
status of the implement or the implement system. The Dozer Mode display area may show any
of the following messages:
- Carry (CARRY segment active - blade is in CARRY position)

- Spread (blade is moving from CARRY to a preset SPREAD position)
- Ready To Return (blade is at end of SPREAD segment - gear is Neutral)
- Return (blade has reset - not in Forward gear)
- Ready To Carry (blade is loading, next move will position for CARRY)
- Manual (Manual blade mode active - ABA or AutoCarry not armed)
- Not Reset (ECM does not know blade position)
- Resetting (blade automatically moving to find load position)
- Float (blade is in FLOAT - dozer control lever is in FLOAT position)
- Low Engine Speed (engine speed too low for ABA/AutoCarry modes)
- Wrong Gear (wrong gear for AutoCarry mode - shift the transmission to 1F)
- Service (displayed during implement calibrations)
- Implements Off (Implement Shutoff is ON, or active)
- Stowing Ripper (ripper moving to stow position - AutoStow activated)
The AutoShift Mode display area shows the current AutoShift Mode that is selected, using the
AutoShift Mode selector switch on the right operator console. Depending on how the tractor
is configured, it can display "1F-2R," "2F-2R," "2F-1R," or "Inactive," if no AutoShift Mode is
selected.
The bottom portion of the Advisor™ display screen is the Data Display/Menu Selection Display
Area. It displays numerous menus and sub-menus used for navigation from screen to screen. It
may also display operator warnings, system information, and system status, depending on what
menu or sub-menu selection has been made.
A "More Options" icon may also appear on the display screen. This is an indicator that more
information is available for selecting or displaying from the current highlighted position. This
icon may point down, up, left, or right. Using the arrow button that corresponds to the "More
Options" icon will allow the operator or serviceman to move to and/or view the additional
information.
At the right of the display screen is a column of five User Interface buttons. These buttons are
used to navigate through the numerous Advisor™ screens, to make menu selections, or to enter
data.
11/07
The five User Interface buttons, from top to bottom, are:
1. LEFT/UP Arrow button - This button is used for screen navigation or data entry. It can be
used:
- to scroll up a vertical list or scroll left across a horizontal list;
- to decrease a setting value, such as decreasing brightness/contrast.
2. DOWN/RIGHT Arrow button - This button is also used for screen navigation or data entry.
It can be used:
- to scroll down a vertical list or scroll right across a horizontal list;
- to increase a setting value, such as increasing brightness/contrast.
3. BACK button - This button is used:

- to go up one level in a stair-step (hierarchical) menu structure, or to return to the previous
screen, much the same as the BACK button is used in Windows Internet Explorer™;
- as a backspace or cancel key when the operator or serviceman wishes to delete entered
characters.
4. HOME button - This button is used to return to the home menu screen, regardless of what
screen is currently displayed.
5. OK button - This button is used:

- to make selections from a screen;
- to confirm an entry, such as a password, or for saving an operator profile entry.
Navigation through the menus and sub-menus is accomplished by using the ARROW buttons to
highlight the desired selection, then pressing the OK button. The ARROW buttons are also used
to highlight a mode or to set a parameter. Pressing the OK button selects that option. (Example:
Choosing either "Enabled" or "Disabled" for the FLOAT option in the Implement Settings
menu.)
NOTE: The column of five buttons at the left of the display screen currently have no
function.
11/07
1F Float 1F- R
Recall Operator Settings
Default Settings
Activated in 10 Seconds
Or
(1) Left / Up Arrow Button Press
OK
To Recall
Previous Settings OK
19
Start-up
Advisor™ will perform a self-test routine at machine start-up (key ON). The preliminary screen
(Illustration No. 19) displays, "Default Settings Activated in 10 Seconds Or Press OK To Recall
Previous Settings." To use the operator profile (settings) that were active the last time the
machine was operated, the operator must press the OK button.
Default settings (or factory settings) will be loaded into the Advisor™ memory if no action is
taken.
If the operator wishes to use an operator profile (settings) other than the profile last used or the
default settings, another operator profile may be selected from the "Operator" menu selection,
from the Home Menu.
If there are any active faults in any of the machine systems (see Illustration No. 20) they will be
displayed after the preliminary screen has timed out.
11/07
1F Float 1F- R
Engine ECM
MID 36 ID 164-3
Injection Actuation Pressure Sensor
Voltage Above Normal Shorted High
ACKNOWLEDGE
PRESS THE OK KEY TO ACKNOWLEDGE OK
20
The illustration above shows a "pop-up" warning screen generated by the Engine ECM and
reported by Advisor™. There may be more warning screens if there are any other active
faults or events reported to Advisor™ by the Engine ECM, or any other ECM on the machine.
Advisor™ will scroll through all of the warning screens generated by all of the active faults and
events. Each of these warning screens must be individually acknowledged by pressing the "OK"
button.
Each of these warning screens contains the following information:

- The reporting ECM (in text)
- The reporting MID (module identifier, or ECM code)
- The ID (Component ID and Failure Mode Identifier)
- A text message stating the failed component
- A text message stating the failure mode of the component
- A prompt for the operator to acknowledge the warning
Acknowledging these warnings does not clear them from the reporting ECM's memory.
Acknowledging them only clears them from the screen, or "snoozes" them. They may reoccur
after a pre-determined amount of time, depending on their severity.
The CMDS provides three Warning Category Indicators (levels), utilizing "pop-up" warning
messages on the Advisor™ screen (see above). The warning indicators are: the front Action
Light (contained in the instrument cluster), the rear Action Lamp, and an Action Alarm.
11/07
The three warning category indicators and the resulting combinations of the Action Lamps and
the Action Alarm are:
- Warning Category Indicator 1: A warning appears on the Advisor™ screen, describing

the event or diagnostic failure. The forward Action Lamp will illuminate to solid amber.
The warning can be acknowledged (snoozed) by pressing the OK button, and will not
reappear for several hours, depending on the failure or event (or if the event or failure does
not reoccur).
the event or diagnostic failure. The Action Light and Lamp will flash red, alerting the
operator to change the machine operation mode. The warning can be acknowledged
(snoozed) by pressing the OK button, and will not reappear for one hour, depending on the
event or failure (or if the event or failure does not reoccur) and the Action Light and Lamp
will stop flashing.
the event or diagnostic failure. The Action Light and Lamp will flash red, and the Action
Alarm will pulse to alert the operator to shut down the machine. The warning can be
acknowledged (snoozed) and will continue to appear every five minutes. The Action Light
and Lamp will continue to flash red and the Action Alarm will continue to pulse after the
operator acknowledges the warning.
NOTE: If the Warning Category Indicator (fault) is related to an implement control

failure, Advisor™ will prompt the operator to go to "Limp Home Mode." Choosing
"YES" at this prompt will display the Limp Home Screen. The Limp Home screen allows
the operator to use Advisor™ to slowly and incrementally move the implements to a
position that will allow the machine to be moved for service work. Gear selections for
the transmission in Limp Home Mode will be limited to first gear forward, or first gear
reverse.
NOTE: At machine start-up (key ON), the LCD display in the Instrument Cluster will
briefly display the Instrument Cluster's part number. Although the "T" Series tractors
all have a common cab the Instrument Cluster is different for the D8T, the D9T, and the
D10T, this is due mainly to differences in engine rpm between these models.
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PERFORMANCE SCREEN 1 OF 2
1F Float 1F- R
Performance 1 of 2
Engine Engine
Coolant Temp Speed
n/min 21
87.8 C 1410 RPM
(1) Left / Up Arrow ButtonOil
Hydraulic TCO
Temperature Temperature
76.6 C 68.8 C
Next OK
PERFORMANCE SCREEN 2 OF 2
1F Float 1F- R
Performance 2 of 2
Engine Oil Air Inlet
Pressure Temperature 22
506.0 kPa 40 C
Fuel Level System
Voltage
75 % 26.3 Volts
Previous OK
The "Performance 1 of 2" screen will appear on the display (Illustration No. 21) after any
warning screens have been acknowledged. The "Performance" screens are the default machine
operation screens. Pressing the right ARROW button will display the "Performance 2 of 2"
screen (Illustration No. 22).
Using the left and right ARROW buttons allows the operator to switch back and forth between
the two Performance screens. Vital information about the machine's major systems may be
easily monitored using these two screens and the in dash Instrument Cluster.
11/07
The two Performance screens display real-time text information for the following:
- Engine Coolant Temperature
- Engine Speed
- Hydraulic Oil Temperature
- Torque Converter Oil Temperature
- Engine Oil Pressure
- Air Inlet Temperature (engine intake air temperature)
- Fuel Level
- System Voltage
The Home Menu may be displayed from any screen by pressing the HOME button.
NOTE: A simple reset mode has been added to the most recent software for Advisor™
if the screen contrast, the screen backlight, or the display language is set such that the
operator or serviceperson cannot see or read the display. Use the following procedure
to correct these problems:
1. Set the key switch to OFF and then back to ON.
2. Wait approximately 15 seconds.
3. If the Action Lamp is illuminated or flashing, press the OK button a number of times
until the Action Lamp is no longer illuminated. If the Action Lamp is not illuminated,
proceed to step 4.
4. Press and hold the OK button for five seconds.
Performing this procedure will cause the brightness and contrast to be reset to 50%, the
screen will display the language selection menu, and the operator or serviceperson may
then select the desired language.
The above information supersedes the Service Training publication SERV1790,

"Caterpillar Monitoring and Display System with Advisor™ for Track-type Tractors."
INSTRUCTOR NOTE: For more detailed information about the new monitoring system
with Advisor™ and how to access and use all of the options, refer to SERV1790 (STMG
790), "Caterpillar Monitoring and Display System with Advisor™ for Track-type
Tractors."
SERV1790 also contains several structured, hands-on lab exercises that require the
students to create operator profiles, change machine settings and save them, access
and record machine systems status information, and perform several machine system
calibrations.
STMG 790 will provide a thorough understanding and a practical application of this
informational and diagnostic tool when used in conjunction with this presentation.
11/07
23
ENGINE
The C32 ACERT™ technology engine is new for the D11T Track-type Tractor and D11 CD
Carrydozer. The engine is equipped with Mechanical Electronic Unit Injection (MEUI), and an
electro-hydraulic demand fan system.
The C32 engine also utilizes the A4 Engine Electronic Control Module (ECM), which is air
cooled. The C32 is rated at 634 kW (850 horsepower) at 1800 rpm.
The C32 engine is a 12 cylinder "V" arrangement with a displacement of 32 liters. Many of the
service points for the C32 have been located on the left side of the engine. The fuel filter and
coolant S•O•S valve are located at the right front of the engine compartment.
The C32 ACERT™ engine meets U.S. Environmental Protection Agency (EPA) Tier II
Emissions Regulations for North America and Stage II European Emissions Regulations.
Engine oil and filter change intervals have been increased to 500 hours, under most operating
conditions. Engine load factor, sulfur levels in the fuel, lube oil quality, and operating altitude
may negatively affect the extended oil change intervals. Regular engine oil samplings (S•O•S)
must be performed every 250 hours to confirm oil cleanliness.
11/07
The C32 engine is mechanically similar to the C27 engine used in the D10T.
An electro-hydraulic demand fan is standard equipment for the D11T Track-type Tractor and
D11T CD Carrydozer.
The engine performance specifications for the D11T Track-type Tractor and D11T CD are:
- Serial No. Prefix: LJW

- Performance Spec: 0K7173 (for North America)
- Max Altitude: 3657 m (12,000 ft.)
- Gross Power: 689 kW (923 hp)
- Net Power: 634 kW (850 hp)
- Full Load rpm: 1800
- High Idle rpm (full throttle, neutral): 1980 ± 10
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3
2
6
5
24
Major components and service points accessible from the left side of the engine are:
- two engine oil filters and associated service points (1) (discussed later in this presentation)
- engine oil dipstick (2)
- left side air filter (3)
- left side gear train lube line (engine oil) (4)
- starter (5)
- left side turbocharger (6)
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1 3
2
8
7 4
5 6
25
Major components and service points accessible from the right side of the engine are:
- Engine ECM (1)
- secondary fuel filters (2)
- primary fuel filter (3)
- hydraulic oil cooler (4) (the external engine oil cooler is behind the hydraulic cooler)
- secondary starter for cold weather attachment (5)
- right side turbocharger (6)
- right side gear train lube line (engine oil) (7)
- right side air filter (8)
NOTE: The exhaust manifolds, the turbine side of the turbochargers, and the exhaust
pipes connecting the turbochargers to the mufflers are covered with "soft wrap"
insulation, or heat shields. This insulation is used to prevent preheating the outside
air that is drawn in through the engine compartment doors by the hydraulic demand
fan. This air is used for cooling purposes (the radiator, the hydraulic oil cooler, and the
ATAAC cores).
11/07
26
Illustration No. 26 shows the refrigerant compressor (1) and the 95 amp alternator (2) at the rear
of the engine.
11/07
4 3
6 7
2
5
27
The 10 micron primary fuel filter (1) and water separator (2) are located at the right front of the
engine. The primary fuel filter contains a water separator which removes water from the fuel.
Water in a high pressure fuel system can cause premature failure of the fuel injectors due to
corrosion and lack of lubricity. Water should be drained from the water separator daily, using
the drain valve located at the bottom of the filter.
Fuel is drawn through the primary fuel filter by the fuel pump (shown later) and is directed to
the secondary fuel filters (5). The secondary fuel filter removes contaminants that could damage
the fuel injectors. The fuel filters should be replaced regularly, according to the guidelines in
the D11T Operation and Maintenance Manual (SEBU8135), to ensure that clean fuel is always
delivered to the fuel injectors.
The electric fuel priming pump (3) is integrated into the primary fuel filter base. It is enabled by
activating the electric fuel priming pump switch (4). The fuel priming pump is used to fill the
fuel filters after they have been replaced. The fuel priming pump is capable of forcing the air
from the entire fuel system.
NOTE: For production units, the fuel priming switch (4) will be relocated to the bottom
right side of the primary fuel filter mounted on a bracket.
11/07
Activate the priming pump and crack open the fuel line fitting at the outlet of the primary fuel
filter after any fuel filters have been replaced to purge air from the primary fuel filter, the fuel
lines, and the priming pump. (Always place a suitable container under the primary fuel filter to
collect any fuel that escapes through the fitting while purging air from the system.)
Trapped air and some fuel will escape through the loosened fuel line fitting as the pump primes
the system. When the fitting drips only fuel, the fitting should be re-tightened. Continue
operating the priming pump until it is determined that all air has been forced from the entire fuel
system from the priming pump back to the fuel tank.
The priming pump produces enough pressure to force fuel past the bypass valve in the fuel
transfer pump and past the fuel pressure regulator.
Note that the main disconnect switch must be turned to the ON position and the key start switch
must be in the OFF position for the fuel priming pump to operate.
The fuel supply line (6) connects the fuel tank to the fuel priming pump and the primary fuel
filter.
The Oil Renewal System (ORS) inlet hose (7) connects the ORS metering valve to the primary
fuel filter for oil injection into the fuel system (ORS will be discussed later in this presentation).
11/07
1
2
28
The fuel shutoff valve (1) is located on the bottom side of the fuel tank (2) at the rear of the
machine. When the fuel shutoff handle is moved to a position that is perpendicular to the fuel
line, the flow of fuel from the fuel tank to the primary fuel filter is shut off.
11/07
1 4 8
2 3
29
The fuel transfer pump (1) is located on top of the engine, at the rear. The fuel transfer pump is
installed in the front side of the timing gear cover and is driven by a gear in the rear gear train.
The fuel transfer pump draws fuel from the primary fuel filter through a fuel line connected to
the pump inlet port (3). The fuel transfer pump forces the fuel through the pump outlet (2) to the
secondary fuel filter which is located at the right front of the engine.
Also shown in Illustration No. 29 is the fuel pressure regulator manifold (4). Unused fuel from
the fuel gallery in the left cylinder head enters the manifold at the top inlet (6). Unused fuel
from the fuel gallery in the right cylinder head enters the manifold at the rear inlet (5). The fuel
pressure regulator is a check valve (8) that is installed in the front of the manifold. The fuel
pressure regulator maintains the fuel pressure at approximately 550 kPa (80 psi), with a full load
on the engine (torque converter stall).
Fuel that flows past the fuel pressure regulator is directed back to the fuel tank through a fuel
line connected to the manifold outlet port (7).
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30
3
4
31
The 4-micron secondary fuel filters (1) are located at the right front of the engine below the
primary fuel filter (2). The fuel temperature sensor (3), the fuel pressure sensor (4), and the
fuel pressure differential switch (5) are installed in the secondary fuel filter base. The fuel filter
pressure differential switch compares the filter inlet pressure to the filter outlet pressure. This
is a normally closed switch. A preset pressure differential between the filter inlet and the filter
outlet will cause the switch to open and the Advisor™ panel will warn the operator, "Fuel Filter
Is Plugged - Change Fuel Filter Soon."
Engine performance may be degraded when the fuel flow is restricted and the fuel injectors may
be starved of fuel. This condition, if ignored, could cause damage to the fuel injectors.
11/07
The status of the fuel pressure sensor, the fuel temperature sensor, and the filter pressure
differential switch may be viewed through the Advisor™ panel (Service/System Status/Engine
screens) or by using Cat ET.
11/07
2
1
32
The two engine oil filters (1) are located at the left front of the engine. The engine oil sampling
(S•O•S) port (4) is located on the front of the outer filter base. The S•O•S port provides an oil
sample before the oil is filtered.
The engine oil pressure test port (2) is located behind the filters and is positioned at the oil filter
outlet (after oil filtering).
Also shown in Illustration No. 32 is the engine oil dipstick (3).

11/07
3
5
4
6
33
34
A number of engine sensors are located on top of the engine, near the front. These sensors are:
- left intake manifold air pressure (boost) sensor (1) and (6)
- engine coolant temperature sensor (2)
- atmospheric pressure sensor (3)
- right intake manifold air pressure (boost) sensor (4)
- intake air temperature sensor (5)
11/07
Boost pressure (both left and right) may be read on the status screen in Cat ET. The boost
pressure is a calculation of the difference between the signal from the atmospheric pressure
sensor and the signal from the intake manifold air pressure sensor. The signal from the right
hand intake manifold air pressure sensor is used by the Engine ECM to calculate boost for the
left and the right cylinder banks. The left hand air pressure sensor is not being used to control
the engine. This sensor is for display in ET and used for diagnosing engine problems in the
machine. A failure of an intake manifold air pressure sensor can cause the Engine ECM to
perceive a "zero boost" condition, resulting in a reduction in power (derate) by as much as 60%.
The status of all five of these engine sensors may be viewed through the Advisor™ panel
(Service/System Status/Engine screens) or by using Cat ET. The intake manifold air
temperature may also be viewed on the Advisor™ panel in the Performance 2 screen
The Engine ECM only uses the right intake manifold air pressure sensor for calculating the
air-to-fuel ratio. Engine derate will occur if the right intake manifold air pressure sensor fails
or goes out of range. This engine derate is caused by the Engine ECM's inability to calculate
correct boost pressure.
Cat ET may be used to compare the left and right intake air pressures for diagnostic and
troubleshooting purposes, such as turbocharger failure or air filter restriction.
The signal from the atmospheric pressure sensor is used by the Engine ECM to calculate a
number of pressure measurements in most electronic engines. The signal from the atmospheric
pressure sensor is compared to the signal from the other engine pressure sensors to determine
the following:
- ambient (absolute) pressure is the atmospheric pressure;

- boost pressure is determined by comparing the atmospheric pressure (sensor) to the intake
manifold air pressure (sensor);
- engine oil (gauge) pressure is determined by comparing the atmospheric pressure (sensor)
to the engine oil pressure (sensor);
- air filter restriction is determined by comparing the atmospheric pressure (sensor) to the
turbo inlet pressure (sensor);
- fuel (gauge) pressure is determined by comparing the atmospheric pressure (sensor) to the
fuel pressure (sensor).\
The engine ECM uses the signal from the atmospheric pressure sensor to set a reference point
for calibration of the other pressure sensors on the engine. If the key start switch is turned to the
ON position for at least five seconds, the engine ECM will interrogate all engine sensors.
11/07
AIR INLET RESTRICTION DERATE

16
14
12
10
% Derate
0%
kPa 0 2 4 6 8 10 12 14 16
psi 0 0.3 0.6 0.9 1.2 1.5 1.7 2.0 2.3
Air Restriction Difference
Level 1 Warning Level 2 Warning / Derates
35
The air inlet restriction is the pressure difference between the turbo inlet pressure sensor and
the atmospheric sensor. The turbo inlet pressure sensor measures the air inlet pressure at the
turbocharger compressor housing.
As the air restriction increases, the pressure difference will increase. If the engine has been
running for over 4 minutes and the air inlet restriction is 7.5 kPa (30 in. of water) for 30 seconds,
the Engine ECM will initiate a Level 1 Warning. If the air restriction increases to
9.0 kPa (36 in. of water) for 30 seconds or the turbo inlet pressure sensor fails, then a Level 2
Warning will occur and the engine will enter the air inlet restriction derate.
When the pressure difference between the turbo inlet pressure sensor and the atmospheric
pressure sensor reach a difference of 10.0 kPa (40 in. of water), the Engine ECM will derate the
engine approximately 2%. The Engine ECM will then derate the engine 2% more for every
1 kPa (2 in. of water) difference up to 20%.
11/07
ENGINE INTAKE MANIFOLD TEMPERATURE DERATE

21
18
15
12
% Derate
0
C 82 86 87 88 89 90 91 92 93
F 180 187 189 190 192 194 196 198 199
Intake Manifold Temperature

Level 1 Warning Level 2 Warning / Derates
36
The intake manifold air temperature sensor measures the temperature of the air that is flowing to
the intake manifold. The sensor is used to initiate warning levels and engine derates.
After the engine is running for at least 3 minutes and if the intake manifold air temperature goes
above 82° C (180° F), the Engine ECM will initiate a Level 1 Warning.
After the engine is running for at least 3 minutes and if the intake manifold air temperature
goes above 86° C (187° F), the Engine ECM will initiate a Level 2 Warning. With the Level
2 Warning, the Engine ECM signals the engine to initiate a 3% derate. This derate will have a
20% upper limit.
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3
38
The primary speed/timing (crankshaft speed) sensor (1) is located at the lower left front of the
engine, behind the crankshaft damper. This sensor provides engine speed information to the
Engine ECM. This information is also shared with the Power Train ECM through the CAT data
link, eliminating the need for an engine output speed sensor.
The starter (3) is installed on the front side of the flywheel housing, at the left rear of the engine.
A second starter can be installed in the same place on the right side of the engine if the tractor is
equipped with a cold weather arrangement. The ports for inserting the 9S9082 engine turning
tool and the TDC timing pin (not visible) are also located on the front side of the flywheel
housing, above the starter mounting port.
The engine oil pressure sensor (2) is installed above the crankshaft speed sensor (1). The status
of the engine oil pressure sensor may be viewed through the Advisor™ Panel (Service/System
Status/Engine screen and the Performance 2 screen) or by using Cat ET.
11/07
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1
40
The ecology drain (1) for engine oil is located on the front left side of the engine oil pan. It may
be accessed through a plate in the bottom guard, directly below the drain valve.
The engine prelube pump (2) is mounted to the inside of the left frame rail (4), adjacent to the
engine oil pan (not shown), if the machine is equipped with this attachment. The engine prelube
pump (2) is driven by an electric motor (3). The prelube pump is no longer driven by the starter
motor, as in previous models.
The engine prelube strategy prevents premature wear of critical engine components by ensuring
a minimum engine oil pressure throughout the engine oil system before the engine starts.
The engine prelube pump may run for a short time before the starter engages when the key start
switch is moved to the START position,.
11/07
The Engine ECM determines when to activate the engine prelube pump by monitoring the
engine oil pressure sensor. The Engine ECM will activate the prelube pump until the oil
pressure reaches 15 kPa (2.3 psi), if the oil pressure is already less than 15 kPa (2.3 psi), or for a
maximum of 45 seconds, whichever occurs first.
Turning the key start switch to the START position, back to the OFF position, and then back
to the START position within one second will allow the starter to engage without cycling the
engine prelube pump.
NOTE: Advisor™ will inform the operator if the engine prelube routine is activated.
Advisor™ will instruct the operator to hold the key start switch in the "START" position
until the engine cranks and starts.
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41
3
5
42
7
The starter disconnect switch (1) and the main electrical disconnect switch (2) may be accessed
by opening the left rear engine compartment door. The starter disconnect switch will disable the
starters when the switch is set to the OFF position. The auxiliary start connector (4) is installed
in this same compartment. A block heater receptacle (3) is also located here if the machine is
equipped with the cold weather arrangement. (A 120V AC or a 240V AC version of the block
heater is available.)
The ether aid solenoid (5) and the ether bottle mounting bracket (6) are located below the
electrical disconnect switches (the ether canister is not installed). When the ether aid solenoid is
energized, ether is injected into the air inlet elbow through the small diameter line (7) to aid in
starting the engine in cold weather.
11/07
The Engine ECM controls ether injection when the conditions warrant its use. The Engine ECM
monitors the intake air temperature sensor and the coolant temperature sensor to determine when
ether injection is required. Ether injection will be activated if the temperature of the engine
coolant or the intake air is less than 0° C (32° F), AND the engine speed is greater than 35 rpm,
but less than 700 rpm (low idle speed). Once the engine starts and the low idle speed is attained,
the Engine ECM then looks to the ether injection map (contained in the engine software) to
determine how long and how often to provide ether injection. The extended ether injection
period helps attain emissions regulations by eliminating white smoke when a cold engine is first
started.
The status of the ether aid solenoid may be viewed through the Advisor™ Panel (Service/
System Status/Engine screens) or by using Cat ET.
11/07
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44
The coolant temperature regulator (thermostat) housing (1) is located at the right front of the
engine. Two thermostats are contained in the thermostat housing. Jacket water is diverted
directly back to the jacket water pump through the bypass tube (3) when the jacket water is cold
and the thermostats have not yet opened. The jacket water pump forces coolant through the
engine oil cooler and the power train oil coolers before the coolant enters the engine block and
then the cylinder heads.
Jacket water (coolant) samples (S•O•S) may be taken at the coolant sampling port (5), which is
identified by the green protective cap. Coolant samples should be taken only when the engine is
at operating temperature and the coolant is circulating through the entire system.
11/07
Always use a clean, lint-free towel to clean the test port prior to taking a fluid sample. Always
replace the protective cap after a fluid sample has been taken. Doing so will prevent damage
to the test port and lessen the likelihood of introducing contamination into subsequent fluid
samples.
The jacket water pump (4) is also located at the right front of the engine, below the thermostat
housing.
The hot coolant supply line to the cab heater connects to the lower water shutoff valve (6). The
return coolant line from the cab heater connects to the upper water shutoff valve (7).
The engine oil fill tube (2) is located at the right front of the engine above the oil filter base and
near the oil level dipstick.
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45
The air cooled A4 Engine ECM (1) is installed above the right front valve cover. The J1/P1
connector (2) is a 70-pin connector and the J2/P2 connector (3) is a 120-pin connector.
The C32 engine in the D11T does not use a timing calibration probe. Instead, the engine uses
only the primary speed/timing sensor (crankshaft speed) and the secondary speed/timing sensor
(camshaft speed) when performing the timing calibration routine in Cat ET.
11/07
46
The secondary (camshaft) speed/timing sensor (1) is installed in the rear of the timing gear
cover, at the right front of the engine. This sensor monitors the rotation and position of the cam
gear.
The fuel supply line for the right cylinder head (2) is also visible above.
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1
4
48
5
3
The turbo air inlet pressure sensor (1) is in the plenum that connects the left and right air filter
canisters. The Engine ECM compares the signal from the turbo inlet air pressure sensor to the
signal from the atmospheric air pressure sensor and calculates the difference between the two
pressures. If this pressure differential is too great, it can indicate that the air filter is clogged and
needs to be replaced. Too great a pressure differential (air restriction) will cause the engine to
derate and will degrade engine performance.
The "Crank-Without-Inject" connector (4) and plugs (3) and (5) are fastened to the wiring
harness below the right air filter canister.
11/07
Removing the plug (5) from the "Crank-Without-Inject" connector (4) and inserting plug (3)
onto connector (4), will electronically disable the fuel injectors. This allows the engine to be
turned (cranked) using the starter, but without the engine starting. No fuel will be injected into
the cylinders in this mode. The engine cannot start and run.
The status of the turbo inlet pressure sensor and the "Crank-Without-Inject" status may be
viewed through the Advisor™ panel (Service/System Status/Engine screens) or through Cat ET.
NOTE: Before engaging the starter to turn the engine always ensure that the either aid
solenoid is unplugged. Even though the fuel injectors are electronically disabled, the
Engine ECM will still allow ether injection on a cold engine. The engine can start and
run with ether injection.
11/07
1 3
49
The external engine oil cooler is an oil-to-water type cooler (1). Engine oil flows from the
engine oil pump into the rear of the engine oil cooler where it flows around a tube bundle that is
filled with coolant. Some lube oil flows through the cooler bypass tube (not visible) when the
oil is cold. Engine oil flows to the front of the cooler where it exits through the cooler bonnet
and is routed to the engine oil filters. From the oil filters, the engine oil enters an oil galley in
the engine block where it is used for lubrication purposes.
Shown above are the hydraulic oil cooler (2) and the coolant flow switch (3).
The status of the coolant flow switch may be viewed through the Advisor™ panel (Service/
System Status/Engine screens) or through Cat ET.
Loss of the coolant flow switch signal to the engine ECM will cause a Level 3 fault to be set.
Immediate safe engine shut down must be performed.
11/07
2
1
50
The C32 ACERT™ engine contains a cam in each cylinder head, instead of a single cam in the
engine block, as in the 3508B engine that was used in the D11R. The timing gear train for the
C32 has been moved to the rear of the engine. The above illustration shows the front gear train
with the front gear cover removed. The components identified in Illustration No. 50 are:
- idler gear (drives the oil pump drive gear) (1)
- front crankshaft gear (2)
- idler gear (3)
- idler gear for the jacket water pump drive gear (not shown) (4)
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9 10
11
8
12
13
6
51
Illustration No. 51 shows the rear timing gear train of the C32 with the rear gear train cover
removed. The components identified in Illustration No.51 are:
- rear crankshaft gear (5)

- idler gear (drives the implement pump and power train oil pump) (6)
- idler gear (driven by gear No. 6) (7)
- left camshaft drive/timing gear (8)
- left camshaft timing mark (stamped into the machined surface) (9)
- idler gear (drives both camshafts and the fuel transfer pump) (10)
- right camshaft timing mark (stamped into the machined surface) (11)
- right camshaft drive/timing gear (12
- implement pump gear (13)
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15
14
52
Illustration No. 52 shows the remainder of the C32 rear gear train that are installed in the rear
cover. The components identified in Illustration No.52 are:
- implement pump idler gear (driven by gear No. 13) (14)
- fan pump idler gear ( driven by gear No. 6) (15)
- power train idler gear (driven by gear No. 6) (16)
Cylinder No. 1 will be at TDC of its compression stroke and cylinder No. 11 will be at TDC of
its exhaust stroke when the timing pin is used to locate top dead center.
The firing order for the C32 engine is: 1, 10, 9, 6, 5, 12, 11, 4, 3, 8, 7, 2.
The rear timing gear cover has two separate inspection covers for the camshaft gears. Correct
camshaft timing can be checked by removing the camshaft gear covers and indexing the
crankshaft to top dead center (compression stroke) of the No. 1 cylinder.
11/07
53
The two turbochargers used on the C32 use a wastegate.

The turbocharger bearings are lubricated with engine oil. Oil is supplied through the upper oil
line (1). Oil returns to the engine block through the lower oil line (4). Engine coolant is used to
cool the turbocharger bearings. Coolant is supplied to the bearings through the lower tube (3).
Coolant is returned to the shunt tank through the upper tube (2).
11/07
54
The ultrasonic fuel level sensor (1) is installed on the underside of the fuel tank, near the right
side of the machine. The fuel tank is located at the rear of the machine.
Fuel capacity is 1611 liters (425 U.S. gal.).

11/07
ULTRASONIC FUEL SENSOR

TYPICAL SENSOR FLOAT INSTALLATION
Fuel Tank
Float Assembly
Metal Face
Slot for Fuel Access

and Water Drain
Sensor
55
Light is reflected from the reflective metal face on the bottom of the float back to the sensor at
the bottom of the fuel tank. The sensor determines the fuel level by calculating the amount of
time the light takes to reflect between the bottom of the float and the sensor. The higher the fuel
level in the tank, the more time it takes for the light to reflect back to the sensor. The lower the
fuel level in the tank, the less time it takes for the light to be reflected back to the sensor.
The fuel level sensor is directly monitored by the Advisor™ ECM. The Advisor™ ECM then
provides a signal to the analog type fuel level gauge in the instrument cluster. The Performance
2 screen on the Advisor™ panel also displays a digital readout showing the percent of remaining
fuel.
Advisor™ will alert the operator with a pop-up warning when the fuel level reaches 10% of
tank capacity (Warning Category Level I). A second, and more severe pop-up, warning will be
generated by Advisor™ (Warning Category Level II) if the fuel tank reaches 5% of capacity.
The fuel tank should be filled immediately if the second (Level II) warning is generated.
The fuel injectors can be badly damaged if they are starved of fuel, due to the lack of cooling
and lubrication properties provided by the fuel.
11/07
Electric Fuel
C32 ACERT ENGINE FUEL DELIVERY SYSTEM
Priming Pump
Primary (Optional)
Fuel Filter Fuel Tank
Fuel Heater
Fuel
Secondary Transfer
Fuel Filter Pump
Right Fuel Gallery
Fuel
Pressure
Regulator
Fuel
Shutoff
Left Fuel Gallery
56
Fuel Delivery System
Fuel is drawn from the fuel tank through the primary fuel filter (10 micron) and water separator
by a gear-type fuel transfer pump. The fuel transfer pump forces the fuel through the secondary
fuel filters (4 micron).
The fuel is then directed through a fuel line to a "tee" fitting that divides the fuel flow and
directs the fuel to both the left and right cylinder heads. The fuel enters the front of the cylinder
heads and flows into the fuel galleries where it is made available to each of the twelve MEUI
fuel injectors. Any excess fuel not injected into the cylinders by the fuel injectors leaves the rear
of the cylinder heads and is directed to the fuel pressure regulator. The fuel pressure regulator
maintains a fuel system pressure of approximately 560 kPa (80 psi).
The excess fuel flow returns to the fuel tank from the fuel pressure regulator. The ratio of fuel
used for combustion and fuel returned to tank is approximately 3:1 (i.e. four times the volume
required for combustion is supplied to the system for combustion and injector cooling purposes).
11/07
A pressure differential switch is installed in the secondary fuel filter base and will alert the
operator via an Advisor™ message of a fuel filter restriction. The pressure differential switch
compares the filter inlet pressure to the filter outlet pressure. When the difference in the inlet
and outlet pressures causes the switch to activate, the Advisor™ panel will warn the operator
that the secondary fuel filter is clogged and that fuel flow is restricted. The secondary fuel filter
will not be bypassed but engine performance will be degraded due to the restriction of fuel flow
to the injectors. The injectors themselves can be damaged due to a lack of cooling provided by
the fuel. The fuel used by the injectors also lubricates and protects small component parts inside
the fuel injectors.
The status of the fuel pressure differential switch may be viewed through the Advisor™ panel
(Service/System Status/Engine screens) or by using Cat ET.
11/07
57
58
4
Oil Renewal System (ORS)
The Oil Renewal System (ORS) is intended to increase the time between oil changes without
shortening the life of the engine. Using ORS leads to cleaner engine oil for a longer period of
time. ORS will allow an engine oil and filter change interval to be extended to a minimum of
500 hours after the first engine oil and filter change at 250 hours.
The ORS is cycled ON and OFF by the engine ECM. During an ON cycle, pressurized oil from
the left side engine oil galley is allowed to flow through the ORS metering valve (1) located at
the lower left forward portion of the engine block. Oil that passes through the metering valve,
flows to an inlet passage in the primary fuel filter base (2). This oil is blended with incoming
clean fuel and flows through the low pressure fuel system to the engine injectors.
11/07
The metering valve also controls the flow of clean oil from the ORS make-up tank (3) into the
engine sump. The make-up tank is located on the left fender of the machine. The service fill
cap (4) can be accessed by raising the access door (5).
The Engine ECM monitors the machine fuel rate for a period of 5 minutes to determine an
approximate fuel usage rate. During the next 5 minutes the Engine ECM will allow pressurized
engine oil to flow from the crankcase into the engine's primary fuel filter, based on the amount
of fuel used during the previous 5 minutes. The amount of pressurized engine oil allowed to
flow to the primary fuel filter will not be more than 0.5% of the total fuel used. During each
cycle, .000803083 gallons of oil flows to the primary fuel filter.
ORS injection cycle frequency will vary depending on the amount of time the engine operates
under load, and the amount of load placed on the engine. An engine that frequently operates
under a heavy load, will have a higher ORS cycle frequency. The cycle frequency is determined
by the Engine ECM.
There are several parameters that are monitored to determine if it is appropriate to inject oil. If
any of these are not true, then operation of the ORS strategy is halted until all conditions are met
or the ECM power is recycled.
The parameters that are monitored are as follows:

- engine must be running for 5 minutes
- engine speed must be greater than 1100 rpm
- coolant temperature must be between 63° C (145° F) and 107° C (224° F) before ORS start
up
- coolant temperature sensor fault check ( open or short to ground)
- oil pressure sensor fault check (open or short to ground)
- oil pressure event check (active or inactive)
- low oil level in make up tank as determined by the make up oil level sensor
NOTE: A technician can change the ORS cycle frequency by a value of +/- 50% from
the factory setting through Cat ET. Advisor™ will not support an operator modified oil
injection rate and ORS enable/disable status.
11/07
1
3 2
59
The ORS makeup tank is equipped with 3 sight glasses (1) and a makeup tank level sensor (2)
that can be seen by opening up the side access door (3) on the left side fender. The level sensor
will disable ORS when oil in the makeup tank is low. The oil level sensor is an electro-optic
sensor.
The electro-optic sensor contains an infrared LED and a light receiver. Light from the LED is
directed into a prism which forms the tip on the sensor. With no oil present, light from the LED
is reflected within the prism of the sensor to the receiver signaling a low level condition. When
oil immerses the prism, the light is refracted out into the oil, leaving little or no light to reach the
receiver. electronic switching within the sensor sends a signal to the Advisor™ panel.
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6 5 8
4
2
3 1
60
The metering valve assembly (1) is made up of a check valve (2), a solenoid valve (3), and a
shuttle valve (not shown). When the solenoid valve (3) is energized, pressurized oil from the
left hand engine oil gallery (4) fills the engine oil side of the shuttle valve. As pressure builds
in the engine oil side of the shuttle, the valve shifts and forces clean oil from the replenishment
side of the shuttle (5) to flow into the crankcase.
When the solenoid (3) is de-energized, a spring moves the shuttle back sending oil that came
from the engine oil side of the shuttle out through an eject hose (6) to the primary fuel filter (7).
At this same time, oil is being drawn into the metering valve from the make-up tank supply
hose (8). This hose attaches to the makeup tank (not shown).
The size of both chambers of the shuttle valve are equal ensuring that the amount of replenished
oil from the makeup tank equals the amount of oil extracted from the engine block oil gallery
and injected into the fuel system.
11/07
1
2
8
4 10
5 5
11 6
61
Engine Air System

Engine intake air is drawn into the engine pre-air cleaners (1) by the vacuum created by the
compressor wheels in the turbochargers.
The engine intake air flows through the left and right precleaner canisters and into the air cleaner
canisters (2). Fine contaminants are removed by the air filter elements inside the canisters. The
filtered engine intake air is then drawn into the air inlets of the turbochargers (3).
Simultaneously, the exhaust gasses passing through both mufflers (4) flows past a dust ejector
tube in each exhaust stack. As the exhaust flows past the ejector tubes, it creates a vacuum
(Venturi effect) in the ejector tubes. The dust ejector tubes are connected to the precleaner by
flexible hoses (5). These connections create a secondary vacuum in the precleaner housing
which serves to draw large contaminant particles from the engine intake air as it passes through
the precleaner. The large contaminant particles drawn through the ejector tubes are then ejected
through the exhaust stacks (9).
The turbochargers compress the engine intake air and forces the air out of the compressor outlets
and into the Air To Air AfterCooler (ATAAC) inlet tubes (10). The compressed engine intake air
then enters the top of both the left and the right ATAAC heat exchanger cores (7).
11/07
As the intake air passes through the ATAAC heat exchanger cores, the air is cooled by outside
air that is drawn through the ATAAC cores by the demand fan. The cooled engine intake air
then exits the ATAAC cores through the lower ATAAC outlets (6).
The compressed and cooled engine intake air is then directed to the intake manifolds through
the ATAAC outlet air tubes (8). From the intake manifolds, the engine intake air enters the
cylinder heads. The cooler, more dense intake air then enters the cylinders through the intake
valves in the cylinder heads. As the pistons rise in their respective cylinders, they compress the
air. The compressed air then becomes super-heated. Combustion occurs when fuel is injected
into the super-heated air near the top of the compression stroke. The combustion of the fuel/air
mixture forces the pistons down. As the pistons are forced down, the energy is transferred to the
crankshaft through the piston rods. As the crankshaft rotates, it causes the pistons to rise and fall
in their respective cylinders.
The exhaust gasses flow out of the exhaust valves in the cylinder heads as the pistons rise during
their exhaust strokes and enters the exhaust manifolds.
The exhaust manifolds then direct the hot exhaust gasses into the inlets of the turbine side of
the turbochargers. These hot, high-pressure gasses are used to spin the turbine wheels as they
expand and pass through the turbochargers. The turbine wheel is connected to the compressor
wheel by a shaft in each turbocharger. As the turbines rotate, so do the compressor wheels.
The exhaust gasses exit the turbochargers through the exhaust outlets, which direct the gasses to
the mufflers (4) and the exhaust stacks (9).
NOTE: The optional air conditioning condenser (11) is mounted in the hood above the
ATAAC cores and ahead of the mufflers and precleaners.
11/07
D11T COOLING SYSTEM

ENGINE AT OPERATING TEMPERATURE
Vent Line Shunt

Tank
Radiator
Turbo
Thermostat
> 92° C Hottest
Housing
Increasing C27 Engine

87° C Coolant
Temperature
< 82° C Coldest Cab

Heater
Turbo
Power Train Oil Cooler 2
Power Power
Engine Oil Cooler Jacket Water
Train Train
Pump Oil
Oil
Cooler 1 Cooler 2
62
Cooling System
Shown above is a schematic of the cooling system for the D11T Track-type Tractor.
The AMOCS radiator contains twelve cores that are the standard "two-pass" type cores. The
hydraulic demand fan is mounted in front of the radiator and is controlled by the Engine ECM.
This arrangement draws air in from the sides and/or the top of the engine compartment, through
the ATAAC cores, the radiator, and out the front of the tractor. This "draw through" design
reduces the possibility of the fan ejecting debris into the radiator cores.
Coolant exits the radiator at the bottom of the radiator through an outlet and enters the engine
water pump.
Coolant flows from the jacket water pump through the hydraulic, engine, and power train oil
coolers, and then to the engine block. Coolant next flows through the engine block and into the
cylinder heads. The coolant next flows to the temperature regulators (thermostats) and either
goes directly to the water pump through the bypass tube or to the radiator, depending on the
temperature of the coolant. If the thermostats are open, the hot coolant enters the bottom of
the radiator and flows up through the front side of the cores and then down the back side of the
cores.
11/07
A small amount of coolant flows to the turbochargers to cool the bearings, and is then directed
to the shunt tank. Coolant from the shunt tank is directed to the jacket water pump.
The air vent lines allow air to escape from the cooling system while the system is being filled
and during operation. The vent lines also aid in draining the system by eliminating any vacuum
in the system caused by draining.
The shunt tank is a reservoir which retains the expansion volume of the coolant as the coolant
temperature increases. The level of the coolant in the shunt tank will rise as the coolant
temperature increases. The coolant level in the shunt tank will fall as the temperature of the
coolant decreases.
A drain valve (Illustration 65) is installed below the radiator and is used to drain coolant from
the radiator cores, the hydraulic oil cooler, the engine oil cooler, the power train oil coolers, and
the cab heater circuit.
NOTE: The thermostat housing for the C32 engine contains two thermostats. The
opening temperature for these thermostats is 81° - 84° C (178° - 183° F). The
thermostats should be fully open at 92° C (198° F).
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4
3
7
5
8 6 9
63
Hot coolant enters the radiator (1) through the inlet tube (2) at the bottom left of the radiator.
The hot coolant flows up through the front side of the AMOCS cores, then down the back side,
passing twice through the cores. The coolant exists the radiator at the bottom center of the
radiator through the outlet tube (3) and flows to the water pump inlet bonnet (4). Coolant flows
from the water pump to the engine oil cooler (5), the hydraulic oil cooler ( not shown), and
the two power train oil coolers (6). The engine, hydraulic, and power train coolers are "oil-to-
water" type coolers. The combined coolant flow from hydraulic and engine oil coolers exit both
coolers and enter the engine block coolant system (7) on the right side of the engine. Coolant
exists the power train oil coolers (8) and enters the engine block coolant system on the left side
of the engine (9).
11/07
64
2
1
65
4 6 3
Shown in the coolant system above are:

- hydraulic oil cooler (1)
- coolant inlet for power train oil coolers (2)
- power train oil coolers (3)
- drain lines for the engine block, engine oil cooler, and power train oil coolers (5)
- radiator ecology drain (4)
The coolant drain lines from the engine oil cooler, power train oil coolers, and from the engine
block all connect to fitting (6). This arrangement allows coolant to be drained from the entire
system through the coolant drain valve (4).
11/07
66
67
The radiator fill cap (1) is located under the spring-hinged door (2) on the top left front of the
hood. The coolant level sight glass (3) is installed below the radiator fill cap on the left side of
the hood. A correct coolant level will completely fill the sight glass lens.
11/07
3
1
68
The hydraulic fan motor (1) can be accessed by opening the grill doors (not shown) on the
front of the radiator guard. The hydraulic fan motor is mounted to a bracket at the front of the
radiator guard. Shown in the above illustration is the fan motor case drain line (2), and the fan
motor inlet and outlet ports (3).
11/07
D11T HYDRAULIC FAN DRIVE SYSTEM

MAXIMUM FAN SPEED
Engine
ECM Fan Pump
Engine Coolant Pressure Control
Temp. Sensor Solenoid
Intake Manifold
Air Temp. Sensor Main Pump
Control Valve
Fan Pump Main

Pressure Fan Pump
Sensor
To Pilot
Oil Supply
Fan Motor with HDFP

Makeup Valve Supplemental
Fan Pump
Hydraulic Oil Cooler

Bypass Valve
Hydraulic
To Tank Oil Cooler
69
Hydraulic Demand Fan System

The hydraulic demand fan is standard on the D11T Track-type Tractor. The fan is part of the
hydraulic system but is controlled by the Engine ECM. The Engine ECM considers three inputs
for controlling the fan.
The engine coolant temperature sensor and the intake manifold air temperature sensor provide
temperature information to the Engine ECM. The Engine ECM constantly monitors these
temperature inputs. The fan pump discharge pressure sensor is the third input to the Engine
ECM. Fan pump discharge pressure is controlled by the Engine ECM. Fan speed is determined
by fan system pressure.
Illustration No. 69 shows a schematic of the standard hydraulic demand fan system with the fan
system at maximum controlled pressure, resulting in maximum controlled fan speed.
11/07
Cat ET may be used to reset the maximum controlled fan system pressure (from the maximum
pressure set at the factory). This adjustment may be necessary to correct the maximum
controlled fan speed due to differences in the initial factory settings and the tractor's current
working environment. The Systems Operation Test and Adjust manual for the D11T hydraulic
system (Form No. RENR8229) provides details of the fan speed/pressure adjustment procedure.
A photo-tachometer must be used to determine the fan speed at any given pressure. If the fan
speed is not within the specification at the given pressure, Cat ET must be used to override the
pump control solenoid until the correct fan speed is obtained. The pressure observed at the
correct fan speed must then be entered and saved to the Engine ECM (Clip Pressure, found in
the Engine Configuration screen). The new clip pressure then becomes the target pressure that
the Engine ECM seeks under the maximum controlled fan system pressure condition.
The Engine ECM may utilize an engine software strategy called "Cool Engine Elevated Idle
Strategy" in cool ambient temperatures when the following conditions are met:
- Coolant Temperature is less than 70° C (158° F)
- Parking brake is set to ON
- Transmission is in NEUTRAL
- Throttle switch is set to LOW IDLE
Under the above conditions, the Engine ECM will automatically increase engine speed, up to
1100 rpm, in an effort to increase coolant temperature.
NOTE: Refer to the Hydraulic Schematic Color Code chart at the end of this
presentation to interpret the meaning of each color/pattern in the schematic.
11/07
D11T DEMAND FAN SPEED VS FAN PUMP CURRENT

1400
1200
1000
Fan Speed rpm
800
600
400
0 500 1000 1500 2000
Fan Pump Control Current mA
70
Illustration 70 shows the relationship between pump current and fan speed.
The Engine ECM monitors the temperature inputs and also considers fan pump discharge
pressure to provide a signal to the proportional fan pump pressure control solenoid. Maximum
flow is sent to the fan motor, causing the fan to turn at the maximum controlled rpm when
the solenoid receives minimum current from the Engine ECM. Maximum mechanical pump
pressure (high pressure cutoff) can be achieved by disconnecting the electrical connection to the
solenoid or by using Cat ET to turn OFF the fan control (Engine ECM/Configuration screen).
The fan pump pressure control solenoid is de-energized when maximum fan speed is required.
Maximum controlled fan speed is attained when the fan pump pressure control solenoid receives
the least amount of current from the Engine ECM.
The fan will default to the maximum mechanical pressure setting (high pressure cutoff) if
communication is lost between the Engine ECM and the fan pump pressure control solenoid. A
failure of the pressure control solenoid will produce a higher system pressure and fan speed than
the maximum controlled pressure and speed allowed by the Engine ECM.
11/07
D11T HYDRAULIC FAN DRIVE SYSTEM

MINIMUM FAN SPEED
Engine
ECM Fan Pump
Engine Coolant Pressure Control
Temp. Sensor Solenoid
Intake Manifold
Air Temp. Sensor Main Pump
Control Valve
Fan Pump Main

Pressure Fan Pump
Sensor
To Pilot
Oil Supply
Fan Motor with HDFP

Makeup Valve Supplemental
Fan Pump
Hydraulic Oil Cooler

Bypass Valve
Hydraulic
To Tank Oil Cooler
71
Shown above is a schematic of the D11T standard hydraulic demand fan system with the fan at
minimum speed.
The fan pump pressure control solenoid is energized, causing the fan to turn at a slower speed
if maximum fan speed is not required. Minimum fan speed is attained when the fan pump
pressure control solenoid is completely energized.
The pressure control spool is unseated by the solenoid, allowing pump pressure to drain to tank
when the fan pump pressure control solenoid is completely energized. This action lowers the
pressure in the spring chamber of the pump control spool and the pump control spool shifts up.
Pump flow is then allowed to fill and pressurize the large actuator in the fan pump and the pump
destrokes. Oil flow to the fan motor is reduced and the fan speed is reduced when the main
pump is destroked.
11/07
D11T FAN PUMP AND CONTROL VALVE

Pressure MAXIMUM FAN SPEED
Control Pump Output
Solenoid to Fan Motor
Pressure Case
Control Drain Large
Spool Passage Actuator Swashplate
Spring
Spring
Orifice
Drive
Shaft
Pump
Control
Spool
Small Actuator
and Bias Spring
Adjustment Signal Passage Piston and
Screw to Actuator Piston Barrel Assembly
72
The Engine ECM de-energizes the pressure control solenoid, sending the least amount of current
when conditions require maximum controlled fan speed. With no current, the mechanical high
pressure cutoff will raise the fan speed to its absolute maximum rpm. This state can be achieved
by disconnecting the fan pump control solenoid or by using Cat ET to turn fan control OFF.
This procedure is required when making adjustments to the fan system pressure settings.
The pressure control spool spring forces the top half of the pressure control spool up against the
solenoid pin and holds the land of the upper pressure control spool against the seat when the
solenoid receives minimum signal. This spool shift blocks most of the pump output oil in the
pump control spool spring chamber from draining to tank through the case drain passage, which
causes the pump control spool spring chamber to become pressurized. The force of the spring
at the top of the pump control spool, plus the pressure of the oil, is greater than the oil pressure
at the bottom of the pump control spool. The pump control spool is held down, blocking pump
output oil from entering the signal passage to the large actuator piston in the pump. The large
actuator piston is then open to drain and is at tank pressure.
11/07
The bias spring moves the main pump swashplate to an increased angle, which causes the main
pump to UPSTROKE when only tank pressure is present in the large actuator piston. This
condition provides a controlled maximum flow of oil to the fan motor and creates maximum
controlled fan pump system pressure, which results in maximum controlled fan speed.
The solenoid pin does not force the top half of the pressure control spool down against the
spring if the solenoid fails (no current to the solenoid). This condition causes the pressure
control spool to be completely seated. Pump pressure will then increase until the upper half
of the pressure control spool is forced down by oil pressure, against the force of the pressure
control spool spring. The oil in the pump control spool spring chamber can then flow past the
upper control spool and drain to tank through the case drain passage. This lowers the pressure
in the pump control spool spring chamber. The force of the spring at the top of the pump control
spool plus the pressure of the oil in the pump control spool spring chamber is now less than
the oil pressure at the bottom of the pump control spool, due to the orifice effect of the passage
through the pump control spool. The higher pressure at the bottom of the pump control spool
forces the spool up, allowing pump output oil to enter the signal passage. This causes pressure
in the pump's large actuator piston to increase.
The increased pressure in the large actuator piston overcomes the pressure in the pump's small
actuator plus the force of the pump bias spring. This causes the swashplate to move to a
decreased angle and the pump DESTROKES until a balance is attained in the pressures. This
condition results in mechanical high pressure cutoff. The pump then provides maximum flow
to the fan motor, resulting in a higher fan pump system pressure than that allowed by the control
of the Engine ECM. The fan motor will then turn at its highest speed, which is higher than the
maximum controlled fan speed.
The mechanical high pressure cutoff is adjusted using the adjustment screw. Turning the
adjustment screw clockwise increases the force of the pressure control spool spring, which in
turn increases the pump pressure required to unseat the land of the upper pump control spool
and increases maximum cutoff pressure.
Maximum cutoff pressure will be lowered when the screw is turned counterclockwise.
NOTE: Maximum cutoff pressure is adjusted 1740 psi per turn of the adjustment screw.
11/07
D11T FAN PUMP AND CONTROL VALVE

Pressure MINIMUM FAN SPEED
Control Pump Output
Solenoid to Fan Motor
Case
Pressure Drain Large
Control Passage Actuator Swashplate
Spool
Spring
Spring
Orifice
Drive
Shaft
Pump
Control
Spool
Small Actuator
and Bias Spring
Adjustment Signal Passage Piston and
Screw to Actuator Piston Barrel Assembly
73
The Engine ECM energizes the pressure control solenoid (proportional to the coolant
temperature sensor signal) when a slower fan speed is required.
The solenoid pin pushes down on the upper half of the pressure control spool when the solenoid
is energized. This unseats the spool against the force of the pressure control spool spring,
allowing oil in the pump control spool spring chamber to drain to tank through the case drain
passage. This lowers the pressure in the pump control spool spring chamber. The force of the
spring at the top of the pump control spool plus the pressure of the oil in the pump control spool
spring chamber is now less than the oil pressure at the bottom of the spool, due to the orifice
effect of the passage through the pump control spool. The higher pressure beneath the pump
control spool then forces the spool up, allowing pump output oil to enter the signal passage.
This causes pressure in the main pump's large actuator piston to increase.
The increased pressure in the large actuator piston overcomes the oil pressure in the pump's
small actuator plus the force of the pump bias spring. This causes the swashplate to move to a
decreased angle, and the pump DESTROKES. The main pump then provides less flow to the
fan motor, resulting in lower fan pump system pressure and a slower fan speed.
11/07
Illustration No. 73 shows the fan pump swashplate at minimum angle, which produces minimum
flow. This will cause the fan motor to turn at its slowest speed.
Refer to RENR8229, "Systems Operation/Testing and Adjusting - D11T Track-type Tractor

Hydraulic System" for information regarding the adjustment of the hydraulic demand fan.
11/07
10
4
3
6
5
9 1
2 8
7 11
74
The D11T and D11T CD are equipped with two hydraulic pumps for the demand fan system.
The tandem axial pumps are located below the floor plate on the right rear of the engine and are
driven off the flywheel housing. The front pump (1) (main) is a variable displacement pump
and the rear pump (2) (supplemental) is a fixed displacement pump. The main pump supplies
the fan motor with the majority of the hydraulic oil while the supplemental pump sends some
oil to assist the main pump and the remainder of the oil is used for pilot supply oil. (The pilot
oil supply system will be discussed in greater detail in the implement hydraulics section of this
presentation).
The pump components shown above are:
- pressure test port on manifold for pilot oil supply discharge pressure (3)
- fan pump pressure control solenoid (4)
- main pump control spool adjustment screw (high pressure cutoff) (5)
- main pump standby pressure adjustment screw (6)
- supplemental pump oil entry port from hydraulic tank (7)
- main pump oil entry port from hydraulic tank (8)
- supplemental pump discharge oil port to main pump (9)
- supplemental pump discharge oil port to pilot pressure reducing valve (10)
- case drain line back to hydraulic tank for the main and supplemental pumps (11)
11/07
2
4
3 5 6
75
The components located on the manifold (1) for the supplemental and main pump demand fan
pumps shown above are:
- pressure test port for Hydraulic Demand Fan Pump discharge pressure (HDFP) (2)
- fan pump pressure sensor (3)
- pilot oil pressure adjustment screw (5)
- main pump discharge oil port to demand fan motor (6)
The status of the fan pump pressure sensor may be viewed through the Advisor™ panel (Ser-
vice/System Status/Engine screens) or by using Cat ET.
If the machine is equipped with a cold weather attachment package, the hydraulic demand fan
system will have a bypass solenoid installed in place of the plug (4) in the manifold shown
above.
The Engine ECM will energize the fan bypass solenoid valve when cold weather requires fan
speeds lower than the minimum fan speed of the standard fan strategy. The solenoid valve
opens and allows most of the oil to bypass the fan circuit. Most of the oil then flows directly to
the hydraulic oil cooler. Some of the oil still flows to the fan motor, but the fan turns slowly and
the cooling effect of the fan is extremely low.
The fan bypass strategy results in minimal air to flow through the radiator.
11/07
D11T POWER TRAIN

COMPONENT LOCATION
Power Train
Oil Cooler No. 2
C32 ACERT Engine
Power Train
Power Train Oil Filter Oil Cooler No. 1
and Dipstick
Torque Converter Torque Divider

Outlet Relief Valve
Transmission
Charge Filter Lube Distribution
Manifold
Five Section Torque Converter
Power Train Oil Pump Charge Filter
Electronic Power Train ECM
Steering Clutch
and Brake Valve Final Drives
Steering Clutches Priority Valve

Torque
and Brakes Converter Transmission
Pinion and Pressure Tab Transmission
Bevel Gears Manifold Hydraulic Control
76
POWER TRAIN
Shown above is an illustration that identifies the relative location of all of the major power train
components for the D11T Track-type Tractor and D11T CD Carrydozer.
The D11T Track-type Tractor and the D11T CD Carrydozer use the same power train system as
the D11R Track-type Tractor and the D11R CD Carrydozer.
The D11T Track-type Tractor and the D11T CD Carrydozer have been equipped with 2 power
train oil coolers instead of the single power train oil cooler design used on the D11R and D11R
CD. Also, the torque converter charge filter housing as been relocated on the D11T and D11T
CD to below the deck plate just outside the right door of the cab. On the D11R and D11R
CD, the torque converter charge filter housing was located with the transmission charge filter
housing below the deck plate just outside the left door of the cab.
11/07
77
Torque Divider
The D11T and D11T CD tractors use a torque divider (1) to transfer engine power to the
transmission. The torque divider is installed on the rear of the engine at the flywheel housing.
The torque divider provides both a hydraulic and a mechanical connection from the engine to
the transmission. The torque converter provides the hydraulic connection while the planetary
gear set provides the mechanical connection. During operation, the planetary gear set and the
torque converter work together to multiply torque as the load on the machine increases. Power
from the torque divider is transmitted through the main drive shaft to the transmission input
shaft.
11/07
TORQUE DIVIDER
Engine Flywheel Rotating
Housing
Outlet
Planet Gears
Passage
Sun Gear
Output Shaft
Stator
Planet Carrier
Ring Gear Inlet

Passage
Turbine
Impeller
78
This illustration above shows a torque divider used on the D11T Track-type Tractor and
D11T CD Carrydozer. The impeller, rotating housing, and sun gear are shown in red. These
components are mechanically connected to the engine. The turbine and ring gear are connected
and are shown in green. The planetary carrier and the output shaft, shown in blue, are also
connected. The stator and carrier are shown in orange, while the planetary gears and shafts are
shown in brown. The bearings in the torque divider are shown in yellow.
Because the sun gear and the impeller are connected to the flywheel, they will always rotate
at engine speed. As the impeller rotates, it directs oil against the turbine blades, causing the
turbine to rotate. Turbine rotation causes the ring gear to rotate. During NO LOAD conditions,
the components of the planetary gear set rotate as a unit at the same rpm. The planet gears will
not rotate on their shafts.
11/07
As the operator loads the machine, the output shaft slows down. A decrease in output shaft
speed causes the rpm of the planetary carrier to decrease. Decreasing the planetary carrier
rotation causes the relative motion between the sun gear and the planet carrier to cause the
planet gears to rotate. Rotating the planet gears decreases the rpm of the ring gear and the
turbine. At this point, the torque converter multiplies torque and the planetary gear set divides
the torque.
An extremely heavy load can cause the machine to stall. If the machine stalls, the output shaft
and the planetary carrier will not rotate. This condition causes the ring gear and turbine to rotate
in the opposite direction of engine rotation. Maximum torque multiplication is achieved just as
the ring gear and turbine begin to rotate in the opposite direction.
During all load conditions, the torque converter provides 75% of the output and the planetary
gear set provides the remaining 25% of the output. The size of the planetary gears establishes
the torque split between the hydraulic torque and the mechanical torque to the output shaft.
11/07
79
Power Shift Transmission
The power shift transmission is located at the rear of the machine for easy removal and
installation (1). The three-speed forward, three-speed reverse planetary power shift transmission
transfers power from the torque divider to the final drives. The transmission contains three
electronically controlled and hydraulically modulated speed clutches and two electronically
controlled and hydraulically modulated directional clutches. When a transmission speed clutch
and directional clutch are engaged, the transmission sends power to the bevel gear and pinion,
the steering clutches and brakes, and the final drives.
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3
5
4
2
80
The transmission lubrication pressure tap L1 (1), torque converter inlet pressure tap P3 (2),
Scheduled Oil Sampling (S•O•S) tap (3), and transmission system temperature plug (4) are
accessible from the rear of the machine.
The speed clutch (P1) pressure tap and the directional clutch (P2) pressure tap are located on the
top of the transmission near the transmission control cover (5). The taps to measure the P1 and
P2 pressures are remotely mounted for easy access.
11/07
POWER SHIFT TRANSMISSION
Ring Gear
Ring Gears
Input Sun Gears

Input Shaft
Output Shaft
Planetary Carrier
5
Output Sun Gears
1 2 3 4
81
This sectional view shows the transmission planetary group. The planetary group has two
directional and three speed clutches which are numbered in sequence (1 through 5). Clutches
No. 1 and 2 are the reverse and forward directional clutches. Clutches No. 3, 4, and 5 are the
third, second, and first speed clutches. Clutch No. 5 is a rotating clutch.
In this sectional view of the transmission, the input shaft and input sun gears are shown in
red with the output shaft and output sun gears shown in blue. The ring gears are shown in
green. The planetary carriers are shown in brown while the planet gears and shafts are shown
in orange. The clutch discs, clutch plates, pistons, springs, and bearings are shown in yellow.
Stationary components are shown in gray.
The input sun gears are splined to the input shaft and drive the directional gear trains. The
output shaft is driven by sun gears No. 3 and 4 and rotating clutch No. 5. When the No. 2, 3,
and 4 clutches are engaged, their respective ring gears are held stationary. The No. 1 planetary
carrier is held when the No. 1 clutch is engaged. When engaged, the No. 5 rotating clutch locks
the output components (for FIRST gear) to the output shaft.
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82
The power train oil fill tube (1) and the power train oil dipstick (2) may be accessed by opening
the left rear engine compartment door. Also accessed through the left rear engine compartment
door is the fill for the pivot shaft oil tank.
The refill capacity of the power train system is 416 Liters (110 gal.). The refill capacity of the
pivot shaft compartment is 71 Liters (18.7 gal.).
Always refer to the maintenance section of the "Operation and Maintenance Manual" (Form No.
SEBU8135-01) for the proper lubricant viscosity based upon the ambient temperature.
11/07
1 3
4
5
83
The power train oil pump is a five section gear-type pump that consists of a torque converter
scavenge section (1), transmission scavenge section (2), brake cooling section (3), torque
converter charge section (4), and a transmission charge section (5).
The power train pump supplies flow to the transmission hydraulic controls, brakes, steering
clutches, torque converter, and transmission planetaries for lubrication.
The power train pump is located at the left front of the main case below the operator's
compartment and is driven by a shaft extending from the left side of the engine.
This power train oil pump arrangement is similar to the D11R, except the torque converter
charge section (4) has been modified with a wider gear to increase torque converter charging
flow. Some of this increased flow has been diverted to the brake cooling section (3) through a
passage between both pump housings. Combining the flow of the torque converter charge pump
and the brake pump increased flow by 5 gpm. This increased flow will extend the life of the
pinion and bevel gears.
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4
3
84
Shown above is the power train oil priority valve.
Oil enters the priority valve (1) from the transmission filter housing outlet (not shown). Oil
passes through the priority valve and exits the valve (2) and flows to the transmission control
valve. Some of the oil is diverted out the top of the priority valve (3) to the electronic clutch and
brake valve. The priority valve ensures that the steering clutch and brake control valve receives
supply oil before the transmission control valve. Some of the oil from the transmission control
valve engages the transmission speed and directional clutches, while the remaining oil flows to
the torque converter.
Also shown in the illustration above is a pressure tap (4) to check transmission charge pump
pressure.
11/07
5
85
4
86
6
The transmission filter (1) can be accessed by removing the deck plate on the left side fender
outside of the cab door (2). The torque converter filter (3) can be accessed by removing the
deck plate on the right side fender outside the right door of the cab (4). Power train oil fluid
samples (S•O•S) maybe taken from test ports (5) and (6) on each filter.
The filter bypass valve (not shown), located in each filter housing, operates when the filter
becomes clogged or when the oil is cold and thick. Filter bypass occurs at approximately
345 kPa (50 psi). The status of the power train oil filter bypass switch may be viewed using the
Advisor™ panel (Service/System Status/Power Train screens) or by using Cat ET.
11/07
87
Access to the drain plug for the transmission case is provided by removing the cover plate from
the guard below the transmission (not shown). The D11T is equipped with an "ecology-type"
drain valve to help prevent spills or oil loss when the system is drained. To drain the oil, remove
the plug (1) and then open the drain valve (2). The valve can be used to control the rate at which
the oil is drained by opening it partially or completely. The transmission scavenge screen is
located behind the drain valve housing.
11/07
88
Access to the drain valve for the torque converter case is provided by removing a plate in the
bottom guard, directly below the drain valve. The torque converter is also equipped with an
"ecology-type" drain valve to help prevent spills or oil loss when the system is drained. To drain
the oil, remove the plug (1) and then open the drain valve (2). The valve can be used to control
the rate at which the oil is drained by opening it partially or completely. The torque converter
scavenge screen is located in front of the torque converter scavenge pump suction hose (3).
11/07
89
The drain plug for the main case sump (1) is located on the bottom of the main case and frame
housing below the tractor. To drain the oil, remove the plug (not shown) that covers the drain
valve. Install a drain tube to unseat the drain valve to start the flow of oil. To stop the flow of
oil, remove the drain tube and a spring will close the valve.
11/07
1
7
6
5
4
2
3
90
Removing the top cover from the transmission provides access to the transmission control valve.
The transmission control valve is mounted on top of the transmission planetary group. The
No. 1 clutch solenoid (REVERSE) (1), No. 2 clutch solenoid (FORWARD) (2), No. 3 clutch
solenoid (THIRD SPEED) (3), No. 4 clutch solenoid (SECOND SPEED) (4), and No. 5 clutch
solenoid (FIRST SPEED) (5) are mounted on the top of the transmission control valve.
The speed clutch (P1) pressure tap (6) and directional clutch (P2) pressure tap (7) are remotely
mounted and can be accessed without removing the top cover.
11/07
4
1 3
91
The torque converter outlet relief valve (1) is mounted on the torque converter case. Torque
converter outlet pressure can be checked at the pressure tap (2). The torque converter oil
temperature sensor (3) is located to the right of the pressure tap. The torque converter
temperature sensor is directly monitored by the power train ECM. The power train ECM then
provides a signal to the analog type torque converter temperature gauge.
Also located at the rear of the torque converter is the torque converter output speed
sensor (4). The Power Train ECM monitors the signal from this sensor and uses it, along with
the signal from the engine primary (crankshaft) speed/timing sensor, to determine engine lug
and shifting points for the AutoShift strategy. This signal is also used as one of the inputs to
determine track speed, which is displayed on the LCD display in the instrument cluster.
11/07
4
1
92
Located to the front left of main frame is the lube manifold (1).
Return oil from the power train oil coolers enters the power train lube manifold (3) to combine
with oil from brake cooling section of the power train oil pump (4). The manifold directs oil to
the transmission, clutches, and the brakes for lubrication and cooling. The pressure tap L2 (2)
on the top of the manifold is used to test the power train hydraulic system lube pressure.
11/07
2 8
1
3
6
4
7
93
The power train oil coolers are located at the front center of the frame in front of the engine
below the radiator. The coolers are an oil-to-water design.
Hot power train oil exits the torque converter outlet relief valve and flows to the power train oil
coolers through the lower steel tube (1). Some of the oil passes through passage (2) into the
No. 2 power train oil cooler (3). The remainder of the oil enters the No. 1 power train
oil cooler (4) at passage (5).
The oil is cooled as it passes from left to right through the oil-to-water type coolers. The cooled
oil exits the No. 2 cooler through the cooler outlet (6), on the right side of the cooler. Cooled
oil exits the No. 1 cooler through the outlet (7) at the right side of the cooler, where it combines
with the oil from the No. 2 cooler. The cooled oil flows to the lube distribution manifold
through the upper steel tube (8).
11/07
POWER TRAIN HYDRAULIC OIL SYSTEM

D11T AND D11T CD CARRYDOZER
Transmission
Oil Filter
Torque
Converter
Outlet
Relief
Steering Valve
Clutch And
Brake
A B C D E
Valve
C32 Oil Oil

Engine Cooler Cooler
Transmission 1 2
Control
Valve
Lube
Manifold
Priority Vent
Manifold Valve Fan Pump
Implement
Group
Case And Clutch Brake Lube
Frame
Torque Converter
Oil Filter
94
Power Train Hydraulic System
This schematic shows the power train hydraulic system components for the D11T Track-type
Tractor and D11T CD Carrydozer.
The power train hydraulic system uses a five section gear-type pump. The torque converter
scavenge section (A) returns oil from the torque converter case sump to the main case sump.
The transmission scavenge section (B) returns oil from the transmission case sump to the main
case sump. The brake cooling section (C) gets oil from the main case sump and sends it through
the lube manifold to the brakes. The torque converter charging section (D) draws oil from the
main case sump and directs flow through the torque converter filter to the torque converter.
Oil from the torque converter flows through the torque converter outlet relief valve to the oil
cooler. By maintaining oil pressure in the torque converter, the outlet relief valve ensures
efficient power transfer between the engine and transmission and also prevents cavitation in the
torque converter. Oil returns from the cooler to the lube manifold and is then directed through
the transmission lubrication circuit to the transmission sump.
The transmission charge section (E) draws oil from the main case sump of the transmission and
directs flow through the transmission filter to the priority valve, transmission control valve, and
the steering clutch and brake control valve.
11/07
POWER TRAIN HYDRAULIC SYSTEM
Torque
2 3 Converter
Lube Oil Filter Torque
Manifold Converter
1 5 4
Oil
Coolers
Outlet
Relief Valve
Steering
Clutch
and Brake Power Train
Valve Oil Transmission
Pump Oil Filter
Speed Priority
Selector Valve
Spool
95
The Power Train Electronic Control System performs the transmission shifting function. The
Electronic Control Module (ECM) responds to operator shifting requests by sending electrical
current to the transmission clutch solenoids. The solenoid valves control the hydraulic circuits
that engage the transmission clutches.
Each transmission clutch has a corresponding solenoid valve. The solenoid valves are used
to shift the selector spools which control the engagement of the clutches. When the operator
requests a transmission shift, the ECM selects and energizes the solenoid valves for the desired
gear. The appropriate clutch pressures are then hydraulically modulated.
The ECM selects the transmission clutches to be engaged, but the clutch pressures are
modulated hydraulically. A common hydraulic valve group controls the modulation of the
clutch pressures.
11/07
The major components of the transmission control valve are: the speed selector spool, the
modulating relief valve and load piston, the ratio valve, the differential valve, the directional
selector spool and the solenoid valves. The speed selector spool directs (P1) oil to the
appropriate speed clutch. The modulating relief valve and the load piston work together to
control the clutch engagement time and to limit the maximum clutch pressure. The ratio valve
limits the pressure of the oil that is sent to the torque converter.
The differential valve controls clutch sequencing by maintaining a 380 kPa (55 psi) difference
between the speed clutches and the directional clutches. The directional selector spool routes
(P2) oil to the appropriate directional clutch for operation in FORWARD and REVERSE.
This schematic shows the valve positions and the oil flow with the engine started and the
transmission in NEUTRAL. In NEUTRAL, only the No. 3 clutch is engaged. Pump flow from
the priority valve goes through the inlet port of the valve body, around the modulating relief
valve, through the ball check relief valve, and fills the slug chamber at the left end of the relief
valve spool. Pressure in the slug chamber moves the spool to the right and opens a chamber and
passage which permit some of the oil to be sent to the torque converter.
Pump oil is also sent through an orifice to the chamber around the center of the speed spool.
The orifice causes a pressure drop and a time delay in the flow of oil to the clutches. The oil in
the chamber around the speed selector spool goes in three directions.
First, some of the oil starts to fill and engage the No. 3 clutch. Second, some of the oil (P1)
is sent to the slug chamber in the ratio valve. The primary function of the ratio valve is for
protection of the torque converter when the oil is cold and thick. If the torque converter oil is
cold and thick, it will move the ratio valve to the right against the pressure in the slug chamber
and allow some of the torque converter oil to go to drain.
From the speed selector spool, the third path for oil is to the chamber around the center of
the differential valve. Oil from this chamber flows through an inlet orifice in the differential
valve (near the center of the spool), fills the chamber at the left end of the spool, and causes
the spool to move a small distance to the right. This is the "set" position of the valve. In the
"set" position, the cross-drilled holes near the left end of the differential valve are not open to
drain because the chamber around them is filled with pressure oil. With the transmission in
NEUTRAL, the differential valve passage near the left end of the spool is open to drain. In the
"set" position, no oil (P2) can flow from the differential valve to the directional clutch.
Oil also flows through the load piston orifice to the chamber at the right end of the load piston
and shifts the load piston to the left. The movement of the load piston compresses the spring
and shifts the modulating relief valve to the left. Flow from the pump will cause an increase
of pressure in the slug chamber in the modulating relief valve and move the valve back to the
right. This left and right movement of the modulating relief valve and the load piston permits
a gradual increase in system pressure. Pressure in the system will increase until the load piston
opens the vertical drain passage just above the center of the load piston. Maximum pressure in
the system is then controlled by the spring force on the modulating relief valve. At this time, the
valve will meter the flow between the clutch circuit and the torque converter circuit.
11/07
POWER TRAIN HYDRAULIC SYSTEM

1ST SPEED FORWARD
Torque
2 3 Converter
Lube Oil Filter Torque
Manifold
Converter
1 5 4
Oil
Coolers
Outlet
Relief Valve
Steering
Clutch
and Brake Power Train
Valve Oil Transmission
Pump Oil Filter
Speed Priority
Selector Valve
Spool
96
In this view, the operator has shifted the transmission from NEUTRAL to FIRST SPEED
FORWARD.
To make the shift, the ECM receives an input signal for the operator's request for FIRST SPEED
FORWARD. The ECM sends an output signal to the transmission control valve which
de-energizes the No. 3 clutch solenoid and energizes the No. 2 and 5 clutch solenoids. Oil from
the No. 3 clutch is drained as the spool is returned to the center position by the spring force.
Pilot oil is sent to the right end of the speed selector spool and the directional selector spool
when the No. 2 and 5 solenoids are energized. The spools shift and open the clutches to supply
oil. The differential valve ensures that the speed clutch fills first. After the speed clutch is full
and pressure in the clutch increases above 380 kPa (55 psi), the differential valve moves to the
left allowing oil to fill the directional clutch. The differential valve will maintain a 380 kPa
(55 psi) pressure differential between P1 and P2 during directional clutch fill, modulation to
maximum pressure, and during normal operation. The 380 kPa (55 psi) pressure differential
between P1 and P2 ensures the speed clutch will engage first.
11/07
97
3 98
1
Steering Clutch and Brake Valve
The steering clutch and brake valve is located on top of the main case just below the operator's
compartment. Valve operation is controlled by the Power Train Electronic Control Module
(ECM).
The valve group contains four proportional solenoid valves (1) which control the position of the
pressure reducing valve spools. These solenoids receive an output signal from the ECM based
on operator input.
Four pressure taps (2) are aligned across the top of the valve. The pressure taps provide test
points for the left steering clutch pressure, the left brake pressure, the right brake pressure, and
the right steering clutch pressure.
11/07
The steering clutch and brake valve contains four pressure reducing valves. Each pressure
reducing valve controls maximum pressure in a steering clutch or brake. The steering clutches
are hydraulically engaged, while the brakes are spring engaged and hydraulically released.
The two solenoids (3) mounted on top of the steering clutch and brake valve are the secondary
and parking brake solenoids. These solenoids are energized when the parking brake switch is
turned on or the service brake pedal is depressed.
Located at the rear of the valve is the steering oil temperature sensor (4).
11/07
Parking and
Secondary Brake
Solenoids
STEERING AND BRAKE

CONTROL VALVE
SERVICE BRAKES ENGAGED
To Right Clutch
To Right Brake
Supply Oil
To Left Brake
To Left Clutch
99
When the service brake pedal is depressed, a switch signals the operator’s request to the ECM.
The ECM acts upon the brake request by de-energizing the right and left brake solenoid valves
on the steering and brake control valve.
When no braking is requested, both brake solenoid valves are energized and the brakes are
hydraulically released.
11/07
Parking and
Secondary Brake
Solenoids
STEERING AND BRAKE

CONTROL VALVE
STRAIGHT LINE OPERATION
To Right Clutch
To Right Brake
Supply Oil
To Left Brake
To Left Clutch
100
This schematic shows the oil flow and the valve positions during STRAIGHT TRAVEL
operation of the machine when the steering and brake levers are not moved and the brake pedal
is not depressed.
When no steering requests are received from the operator, both steering clutch solenoids
are energized with maximum current. The corresponding pressure reducing valves provide
maximum oil pressure to engage the steering clutches. The plungers and springs control the
modulating reducing valve pressure settings based on the pressure from the energized solenoids
of the steering clutches.
Both brake solenoids are also energized with maximum current to open the corresponding brake
valves. Maximum oil pressure then releases the brakes.
The steering clutches are hydraulically engaged, while the brakes are spring engaged and
11/07
Parking and
Secondary Brake
Solenoids
STEERING AND BRAKE

CONTROL VALVE
GRADUAL RIGHT TURN
To Right Clutch
To Right Brake
Supply Oil
To Left Brake
To Left Clutch
101
In this view, the operator has pulled the right steering brake lever toward the rear of the machine
approximately one-half of its total travel distance to make a GRADUAL RIGHT TURN.
Movement of the lever causes the ECM to send a signal to the proportional solenoid for the
right steering clutch. The plunger (valve) retracts and blocks the flow of oil from the supply
chamber to the outlet chamber. The outlet chamber, clutch, and reaction chamber in the pressure
reducing valve are open to drain past the reducing valve spool. Therefore, the steering clutch is
completely released.
In this condition, the ECM did not send a signal to the solenoid for the right brake valve. This
valve is still at its maximum setting and the right brake remains fully released. Releasing just
the right steering clutch allows the tractor to make a GRADUAL RIGHT TURN.
11/07
Parking and
Secondary Brake
Solenoids
STEERING AND BRAKE

CONTROL VALVE
SHARP RIGHT TURN
To Right Clutch
To Right Brake
Supply Oil
To Left Brake
To Left Clutch
102
After the steering clutch is released, moving the right steering lever rearward the full travel
distance will engage the brake. The ECM de-energizes the proportional solenoid for the right
brake spool. The cartridge assembly attached to the brake solenoid retracts to provide residual
or modulated draining of the oil which gradually engages the brake. Now, no power train oil
pressure is available to release the right brake. The right brake is fully engaged allowing the
tractor to make a SHARP RIGHT TURN.
When no braking is requested, the brake solenoid valve is energized and the brake is
11/07
3
2
103
The service brake pedal (1) is connected to a rotary position sensor (2). The rotary position
sensor sends a PWM signal to the Power Train ECM which, in turn, controls the proportional
solenoids for the service brakes. The secondary brake switch may be accessed through the
cover (3).
The status of service brake pedal position sensor and the secondary brake switch may be viewed
through the Advisor™ panel (Service/System Status/Power Train screens) or by using Cat ET.
11/07
Parking and
Secondary Brake
Solenoids
STEERING AND BRAKE

CONTROL VALVE
PARKING BRAKE ENGAGED
To Right Clutch
To Right Brake
Supply Oil
To Left Brake
To Left Clutch
104
Shown here are the conditions which occur when the parking brake is engaged. The brakes
are spring engaged and hydraulically released. The parking brake switch signals the ECM that
the operator wants the parking brake ENGAGED. The ECM acts upon the brake request by
de-energizing the brake solenoid on the steering clutch and brake control valve and energizing
the parking brake solenoid to drain any residual oil remaining in the brakes. With this solenoid
valve energized (current applied), the oil is instantaneously drained directly to the tank with
no residual or modulated drop in oil pressure. Now, no power train oil pressure is available to
release the brakes and the brakes are FULLY ENGAGED.
The secondary brake solenoid operates the same as the parking brake solenoid. When the
service brake pedal is fully depressed, the ECM sends a signal to the secondary brake solenoid.
The solenoid is energized and any residual oil is drained to the tank and the brakes are fully
engaged by the springs. Also, even when the key is in the OFF position and the ECM is
powered down, fully depressing the brake pedal will energize the secondary brake solenoid.
11/07
IMPLEMENT HYDRAULIC SYSTEM COMPONENTS

D11T TRACK-TYPE TRACTOR AND D11T CD CARRYDOZER
Ripper Steering Clutch Diverter Hydraulic Dynamic Ground
Pin Puller and Valve Ladder Valve Inclination Speed Radar
Valve Brake Valve (AutoCarry (Attachment) Sensor (AutoCarry Only)
Only) (AutoCarry Only)
Electro-hydraulic Quick-drop Valve (D11T)
Lift Cylinder
Pilot Valve
Position Sensor (D11T CD)
Manifold
Implement
Control Valve Dual Tilt Valve
Ripper Pitch Regenerate

Control Valve Valve ( D11T CD)
Implement
ECM Fan Pump
Hydraulic Tank
Quick-drop Valve (D11T)
Pilot Oil Filter Lift Cylinder
Position Sensor
(D11T CD or D11T/AutoCarry)
Oil Filters Resolver Pilot Pressure Pilot Oil Implement Oil Cooler and
and Bypass Manifold Reducing Pump Pumps Bypass Valve
Manifold
105
IMPLEMENT HYDRAULIC SYSTEM

The implement hydraulic system for the D11T Track-type Tractor and D11T CD Carrydozer
are similar to the D11R and D11R CD. Listed below are improvements made to the implement
hydraulic system on the D11T from the D11R Track-type Tractor.
- improved electro-hydraulic pilot manifold (similar to D10T);
- the pilot oil filter has been relocated from below the right side floor plate to the front of the
hydraulic tank for easy access;
- the hydraulic demand fan return filter has been relocated from the front of the tank to the
inside of the tank;
- the main pump pressure sensor and the tilt pump pressure sensor along with the
corresponding pressure taps have been installed in the dozer control valve;
- the manual implement lower valve has been incorporated into pilot pump oil pressure
reducing valve;
- the ripper valve has been modified to include 2 warming valves (standard) for increased oil
flow to keep the valve stem from sticking;
- AutoCarry available now as an attachment
- hydraulic Ladder Ready option.
11/07
The status of all of the sensors and solenoids in the implement hydraulic system may be viewed
through the Advisor™ panel (Service/System Status/Implement screens) or by using Cat ET.
The D11T Track-type Tractor and D11T CD Carrydozer are equipped with an electro-hydraulic
(EH) implement system similar to the implement system used in the D10T. The Implement
ECM receives input signals from the blade control lever position sensors, the ripper control
lever position sensors, and various other sensors and switches. The Implement ECM sends
corresponding output signals to energize the appropriate solenoid controlled pilot valves on the
EH pilot manifold. The solenoid controlled pilot valves control the amount of pilot oil that is
sent to the dozer or the ripper control valves to shift the appropriate spools and direct implement
pump oil to the head ends or rod ends of the implement cylinders.
The Implement ECM also sends corresponding output signals to energize the pitch and single tilt
ON/OFF solenoid valve on the dual tilt valve. The pitch and single tilt ON/OFF solenoid valve
directs oil to shift the dual tilt valve, which controls blade tilt modes and pitch angles.
The implement hydraulic system for the D11T Track-type Tractor and D11T CD Carrydozer
are fixed displacement designs that provide a minimum pressure in the system when no control
valves are activated. Oil flow for operation of the bulldozer and the ripper is provided by two
sections (lift and tilt) of the implement gear pump.
The supplemental engine demand fan pump (discussed in the engine section of this presentation)
provides pilot oil for operation of the dual tilt valve. The supplemental engine demand fan
pump also provides oil to the pressure reducing manifold, which supplies pilot oil to the EH
pilot manifold for operation of the implement control valves.
A Pressure Compensation Override (PCO) valve provides engine overspeed protection when
energized by the Engine ECM. The PCO valve is also energized by the Implement ECM
whenever a ripper function is requested. The PCO valve allows the dozer lift relief valve to act
as the relief valve for the ripper circuit.
The resolver network transmits the highest implement cylinder pressure back to the pressure
reducing manifold. The highest resolved pressure is directed through the pressure reducing
manifold by the diverter valve and acts as pilot oil for lowering the implements in the event that
the engine will not run or the implement pump fails.
If the engine will not run and machine electrical power is not available, the "dead electric lower"
(or manual lower) valve is used to lower the implements. The dead electric lower valve allows
the flow of oil from the implement cylinders through the resolver network, and then to the
hydraulic oil tank. This allows the serviceman to slowly lower the implements.
11/07
5 6 7
10
9
8 11
3
106
The hydraulic tank is located on the right fender just outside the operator's compartment. The
hydraulic tank capacity is 228 liters (60.4 gal.). This oil is used to operate the dozer implements
and the demand fan for the engine.
The oil fill tube and locking cap are located on the top of the tank (1) along with the vacuum
breaker relief valve (2). The vacuum breaker relief valve has a pressure setting of 3.5 kPa
(.5 psi) and a pressure relief setting of 210 kPa (30 psi).
The hydraulic oil level sight glass (3) and the tank ecology drain (4) are located on the front side
of the tank.
Three hydraulic oil filters are located inside the tank.
- the 25 micron case drain filter (5) (for the demand fan pump housing drain, demand fan
motor housing drain, and implement lift pump bearing drain)
- the 6 micron engine demand fan return filter (6)
- the 25 micron main pump return filter (7)
A 15 micron spin-on pilot oil filter is located on the front of the tank (8). Pressurized pilot oil
enters the filter base (9) from the pressure reducing manifold (not shown). A pilot oil sampling
(S•O•S) port (10) is provided for an oil sample before the pilot oil is filtered. Pressurized pilot
oil exits the filter base (11) after being filtered and enters the EH pilot manifold (not shown).
The filter base contains a filter bypass valve, but no filter bypass switch.
NOTE: The vacuum breaker on the hydraulic oil tank should always be used to equalize the
pressure inside the hydraulic oil tank with the atmospheric pressure before removing the cap
from the filler tube by pushing the button on top of the vacuum breaker. This will prevent
scalding injuries due to hot hydraulic oil being expelled through the filler tube when the cap is
removed.
11/07
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7
6
4 3
5
2
107
Listed below are the components that can be found on the underneath side of the hydraulic tank
from Illustration 107:
- the hydraulic oil temperature sensor (1)

- the case drain return filter bypass switch (2)
- the case drain return port (3)
- the implement suction port (4)
- the implement return port (5)
- the engine demand fan suction port (6)
- the return port from the pilot oil pressure reducing valve (7)
The hydraulic oil temperature sensor (1) provides a signal to the Implement ECM. This signal
is considered when using the Advisor™ panel or Cat ET to perform calibration routines of
the implement pilot valve solenoids. Implement calibration will not be possible if the oil
temperature sensor signal indicates the temperature of the oil is above or below the temperature
specified in the calibration routine conditions.
The status of the hydraulic oil temperature sensor and the hydraulic oil filter bypass switch
may be viewed through the Advisor™ panel (Service/System Status/Implement screens) or by
using Cat ET. Advisor™ also displays a digital readout of the hydraulic oil temperature on the
Performance 1 screen.
11/07
108
Listed below are the components located on the rear of the hydraulic tank from the above
illustration:
- the engine demand fan return port (8)

- the engine demand fan return filter bypass switch (9)
The implement valve return drain port (not shown) is located to the right of the engine demand
fan return port.
The filter bypass switch for the engine demand fan return filter and for the case drain return
filter are normally open pressure switches that sense the pressure of the return oil in the circuit
(before the filter). The switch provides a signal to the Implement ECM when the bypass valve
opens, indicating a filter restriction. Advisor™ will illuminate the rear Action Lamp and dash
Action Lamp, and display a warning on the Advisor™ panel that the hydraulic oil filter is
clogged and is being bypassed.
11/07
1
5
3
6
2
109
The two-section fixed displacement gear-type implement pump is mounted to the rear of the
flywheel housing, at the lower right. These pumps supply oil to the implement and ripper
valves.
The lift (front) section (1) supplies oil to the blade lift section of the dozer control valve and to
the ripper control valve. Pump discharge from the lift section is through pump outlet (2).
The tilt (rear) section (3) supplies oil to the blade tilt section of the dozer control valve. Pump
discharge oil from the tilt section is through outlet (4).
Both pumps receive oil from the hydraulic tank through inlet port (5).
The lift (front) implement pump has a port to drain the bearing housing back to the tank (6).
11/07
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7
8
3
1
4
12
11
2
110
Shown above is the dozer control valve. It is mounted to the inside of the right fender, above the
right frame rail. It may be accessed by removing the floor plates in the operator's compartment.
The dozer control valve is supplied with oil from the lift and tilt sections of the implement
pump. The oil from both sections of the pump is combined when raising or lowering the blade.
The oil from the two sections is segregated so that only the oil from the tilt section of the
implement pump is used for tilting the blade and the oil from the lift section of the implement
pump is used for raising and lowering the blade when tilting the blade left or right.
High pressure pump supply oil from the lift (front) section of the implement pump enters the
dozer valve at the dozer lift valve inlet (1). High pressure pump supply oil from the tilt (rear)
section of the implement pump enters the dozer valve at the dozer tilt valve inlet (2).
The lift pump pressure sensor and corresponding pressure tap where a gauge may be connected
to test system pressure (3) are installed at the dozer lift valve inlet. This sensor detects the
Hydraulic Pump Discharge pressure (HPD1) in the lift circuit. The status of this sensor may be
viewed using the Advisor™ panel (Service/System Status/Implement screens) and is identified
as "Main Hyd Pump Oil Pressure." The tilt pump pressure sensor and corresponding pressure
tap where a gauge may be connected to test system pressure (4) are installed at the dozer tilt
valve inlet. This sensor detects the Hydraulic Pump Discharge pressure (HPD2) in the tilt
circuit. The status of this sensor may also be viewed using the Advisor™ panel (Service/System
Status/Implement screens) and is identified as "Tilt Hyd Pump Oil Pressure."
11/07
High pressure pump supply oil is sent to and returns from the dozer lift cylinders through the
larger high pressure hydraulic lines (5). High pressure pump supply oil is sent to and returns
from the dozer tilt cylinder (or the dual tilt valve) through the smaller high pressure hydraulic
lines (6).
Return oil from the ripper cylinders flows into the implement return oil manifold (not shown)
through the manifold inlet where it combines with the return oil from the lift cylinders and the
tilt cylinders. The combined return oil is then directed back to the hydraulic tank where it is
filtered before being recirculated by the implement pump.
Other lines shown in Illustration 110 are:

- the relief for blade tilt drain line (8)
- the pilot oil line for blade right tilt (7)
- the pilot oil line for blade raise (9)
- the pilot oil line (10) from resolver manifold (12) for rod end blade lift cylinder
- the pilot oil line (11) from resolver manifold (12) for rod end and head end blade tilt
cylinders
The functionality of the resolver manifold will be discussed later in this presentation.
The signals from the two implement pump pressure sensors are considered by the Implement
ECM for the operation of several implement system strategies. The following list outlines when
the sensors are used:
- During the solenoid calibration routines for the implement pilot valves (using Advisor™
or Cat ET), the Implement ECM looks for a drop in implement pump discharge pressure
to determine the amount of solenoid current needed to move an implement. High pressure
supply oil begins to flow past the main valve spool and out to the implement cylinders
when the pilot pressure becomes great enough to move the implement control valve spool.
This will cause a brief drop in pressure in that circuit. The drop in pressure causes a
change in the electrical signal from the sensor indicating the valve spool has shifted. The
Implement ECM will store the current value into memory.
- The signal from the lift pump sensor is also used for the ripper AutoStow strategy. When
the operator presses the AutoStow switch, the Implement ECM energizes the ripper raise
solenoid and the PCO valve solenoid and either the ripper tip in or ripper tip out solenoid,
depending on how AutoStow is configured. The ripper will then raise until the end of
the cylinder stroke is reached. The hydraulic system pressure rises and the sensor signal
reflects the change in pressure when the end of cylinder stroke is attained. The Implement
ECM will then de-energize the implement solenoids.
- The Implement ECM looks for a change in the signal from either sensor during the
operation of the ABA or the AutoCarry cycles. The change in signals indicate when
the tilt cylinders have reached the end of stroke during the "spread" and "blade reset"
segments of the automatic cycles, and when the lift cylinders have reached the end of
stroke during the "raise" and "return" segments of the automatic cycles.
11/07
4 2
111
The hydraulic oil cooler (1) is an oil-to-water type cooler. The cooler is located on the right side
of the engine. Return oil from the hydraulic demand fan enters the cooler at the cooler
inlet (2). The cooler bypass valve (3) is mounted on the hydraulic oil cooler housing. Only
return oil from the hydraulic demand fan passes through the hydraulic oil cooler.
The cooler bypass valve is a normally closed valve. Cold, high viscosity oil causes the bypass
valve to open and bypass the cooler. Warm, low viscosity oil will not cause the valve to open
and the oil will flow through the cooler. All warm engine demand fan return oil will flow to the
hydraulic tank through the cooler outlet (4).
11/07
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10 8
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4
1
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3
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6
13
5
112
Pilot Hydraulic System
The pressure reducing manifold (1) is mounted to the front of the main case. The pressure
reducing manifold contains a pressure reducing valve (10). The pressure reducing valve lowers
the pressure of the pilot pump oil flowing to the EH pilot manifold. The pump supply oil enters
the pressure reducing manifold at the inlet (3). The Hydraulic Pilot Supply (HPS) pressure may
be tested at the pressure test port (5), installed on the bottom of the pressure reducing manifold.
After the oil is reduced to pilot pressure it is directed to the pilot oil filter through a hose
connected to the fitting at the manifold outlet (4).
The implement lockout valve is operated by the solenoid (6) that is installed in the left side of
the pressure reducing manifold. Pilot oil is blocked when the solenoid is de-energized.
Oil that flows past the dead electric lower valve (9) or oil that flows past the pilot relief valve (8)
combines with return drain oil from the demand fan pump (12) to return back to the hydraulic
tank through hose (7).
The dual tilt valve and pitch regenerate valve (D11T CD) solenoids receive pilot oil from the
hose connection (13).
Port (14) is used for pilot oil supply to the hydraulic ladder if the machine is equipped with the
Ladder Ready option.
11/07
Pilot pump output pressure (HFPD) may be checked at the pressure test port (not shown)
installed on the left side (15) of the pressure reducing manifold.
Flow from the resolver network circuit (2) supplies pilot oil to the diverter valve (11) when the
engine is OFF and the implements are raised above the ground.
11/07
D11T PRESSURE REDUCING MANIFOLD
To EH Pilot Manifold Pilot Filter
Pilot Relief
Dead Electric Valve Filter Bypass
Lower Valve Valve
To Tank
From
Resolver
Network
HPS
Diverter
Valve
Implement
Lockout Valve
Screen
From Supplemental Pressure

Demand Fan Pump HFPD Reducing Valve
(Pilot Pump)
113
The pressure reducing manifold supplies pilot supply oil to the EH pilot manifold via the pilot
oil filter. The pressure reducing manifold is supplied with oil from the rear demand fan pump.
Oil enters the pressure reducing manifold and passes through a screen before it reaches the
diverter valve. High pressure pump supply oil acts on the end of the diverter valve to move
it up, against the spring. The supply oil passes through the diverter valve, where it enters the
pressure reducing valve. The pressure reducing valve is infinitely variable, and meters the oil to
provide pilot oil pressure of approximately 3630 ± 207 kPa (526 ± 30 psi), at low idle.
The reduced pressure pilot oil next flows through the implement lockout valve. The implement
lockout valve is solenoid controlled and is ENERGIZED in the UNLOCKED position. The
ON/OFF solenoid is controlled by the implement lockout switch, which is located on the right
console in the operator's compartment. The implement lockout valve is DE-ENERGIZED in
the LOCKED position and the supply of pilot oil to the EH pilot manifold is blocked. The
implements cannot be moved using the implement controls when the implement lockout valve
solenoid is DE-ENERGIZED and the valve is in the LOCKED position.
11/07
When engine speed is below 900 rpm, the Implement ECM automatically DE-ENERGIZES the
implement lockout solenoid and the valve is in the LOCKED position. The solenoid will be
ENERGIZED as soon as an implement control is moved above 900 rpm. This strategy helps
prevent inadvertent implement movement during service procedures by shutting off the pilot
supply to the EH manifold.
From the implement lockout valve, the pilot oil flows to the remote mounted pilot oil filter. The
oil is directed to the EH pilot manifold from the pilot oil filter.
Also contained in the pressure reducing manifold is the pilot relief valve. The pilot relief valve
limits the pressure past the pressure reducing valve to approximately 6500 kPa (940 psi). This
valve opens to dissipate the excess pressure, in the event of pressure spikes in the pilot system.
When the pilot relief valve opens, oil is directed back to the hydraulic oil tank.
The pilot oil pressure reducing diverter valve is used to provide pilot pressure for lowering
the implements in a dead engine situation. When the engine is OFF and any implements are
suspended above the ground, the weight of the implements creates pressure in the rod ends
of the ripper and/or blade lift cylinders. The highest resolved pressure from the implement
cylinders is transmitted through the resolver network and is directed into the passage between
the diverter valve and the dead electric lower valve. With no supply oil pressure from the pilot
pump, the spring in the pilot operated diverter valve moves the valve down, allowing the highest
resolved pressure from the resolver network to pass through to the pressure reducing valve. This
oil now becomes pilot oil for lowering the implements. The implements may be lowered using
the EH implement controls in the operator's compartment until all implements come into contact
with the ground (if there is electric power available to the implement controls) in this condition.
In a dead (no) electric situation, the EH implement controls will not function. The implements
must be slowly lowered by manually adjusting out the dead electric lower valve (screw and
locknut). This will allow all the oil from the rod ends of the ripper lift cylinders and the dozer
lift cylinders to slowly drain to the hydraulic tank through the resolver network until the
implements come into contact with the ground.
11/07
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114
The EH pilot manifold (1) is located on top of the main case, below the floor plate in the
operator's compartment. Filtered pilot oil flows to the EH pilot manifold and enters the
manifold at the inlet fitting (4). The pilot oil is next distributed to each of the solenoid valves
through internal passages in the manifold.
The Implement ECM energizes the appropriate solenoid (2), sending pilot oil to the implement
control valve, which shifts the main valve spool when an implement lever is moved. The pilot
pressure to that implement control valve may be tested at the corresponding pressure test
ports (3) while the implement is moving.
Return oil from the pilot manifold exits the manifold at the hose connection (5) and flows to the
hydraulic oil tank.
11/07
D11T EH PILOT MANIFOLD

BLADE RAISE
To Ripper Tip To Ripper Lift To Ripper Tip To Ripper Lift
Control Valve Control Valve Control Valve Control Valve
(Shank Out) (Ripper Lower) (Shank In) (Ripper Raise)
To Blade Lift Control Valve
(Blade Lower / Float)
DR
RV TL TR
DR TL TR
TO Drain from Blade
Pilot Supply from RD TI RU Tilt Relief on
Pilot Filter / Pressure RV Dozer Control Valve
Reducing Manifold DL
Pilot Supply to
AutoCarry Diverter Valve
To Tank (If Equipped)
Drain From Autocarry

Diverter Valve Solenoid
(If Equipped)
TO RD TI RU
DL
To Blade Lift
Control Valve
To PCO Valve
(Blade Raise)
To Blade Tilt Control Valve
(Blade Tilt Left)
To Blade Tilt Control Valve
(Blade Tilt Right)
115
The EH pilot manifold receives pilot supply oil from the pressure reducing manifold, after
passing through the pilot oil filter. The EH pilot manifold contains eight proportional solenoid
valves that receive PWM signals from the Implement ECM for operating the blade lift and the
blade tilt functions, and the ripper raise/lower function and the ripper shank in/out function.
One ON/OFF solenoid is installed in the EH pilot manifold for engine overspeed protection and
ripper operation (PCO valve). All of these solenoid valves are present as standard equipment,
regardless of attachments. Each solenoid valve has a corresponding pressure tap for checking
the pilot pressure to the implement control valve (except the PCO valve, which has a plug
installed instead of a pressure tap).
These nine solenoid valves are:
- blade raise, or dozer raise solenoid (DR)
- PCO valve solenoid (RV)
- blade tilt left solenoid (TL)
- blade tilt right solenoid (TR)
- blade lower/float, or dozer lower solenoid (DL)
- ripper shank out, or tip out solenoid (TO)
- ripper lower, or ripper down solenoid (RD)
- ripper shank in, or tip in solenoid (TI)
- ripper raise, or ripper up solenoid (RU)
11/07
The solenoid plunger movement is proportional to the electrical current sent from the Implement
ECM for blade and ripper control. Solenoid plunger position determines the amount of pilot oil
pressure felt at the ends of the dozer lift and tilt spools. An increase in electrical current causes
an increase in oil pressure which moves the dozer lift and the dozer tilt control valve spools
proportionately. The electrical current sent to the blade lift, blade tilt, ripper raise, and ripper
shank solenoids by the Implement ECM is in direct proportion to the amount of movement of
the dozer and ripper controls by the operator.
The Implement ECM sends only a high current signal to the Pressure Control Override (PCO)
valve solenoid. This solenoid valve is an ON/OFF solenoid valve. The ON/OFF solenoid
controlled pilot valve provides full pilot oil pressure dozer lift relief shuttle valve.
The PCO valve provides engine overspeed protection when it is energized by the Engine ECM.
Energizing the PCO valve solenoid directs pilot oil to the end of the shuttle valve (contained in
the dozer control valve). The shuttle valve then directs high pressure implement pump supply
oil to the end of the dump valve, shutting off the flow of high pressure pump oil to tank. This
condition causes an extra load on the fixed displacement implement pump, which increases the
load on the engine and slows engine rpm.
The PCO valve is also energized whenever a ripper function is requested. The PCO valve is
energized by the Implement ECM when the operator requests a ripper function. The PCO valve
directs pilot oil to shift the shuttle valve (in the dozer control valve), shutting off the flow of
high pressure pump oil to tank. This ensures that maximum oil pressure is available for ripper
operation. In either of these situations, the PCO valve causes the dozer lift relief valve to act as
the pressure relief valve for the ripper circuit and for the engine overspeed situation.
11/07
D11T DOZER CONTROL VALVE

HOLD
Tilt Relief
Valve
Dump To Rod End To Head End Load

Tilt Spool Valve Tilt Cylinder Tilt Cylinder Check Valve
From Tilt Section Pump
From Pilot Manifold
Lift Relief From Lift Section Pump

Valve
To Rod End To Head End Lift Cylinder
Lift Cylinder
From Pilot From Pilot

Manifold Manifold
Signal Resolver
Valve
Shuttle Valve
From Pressure
Compensation
Override Signal Port
116
Dozer Lift Circuit
The lift spool has four positions: RAISE, HOLD, LOWER, and FLOAT. The lift spool is
hydraulically operated by pilot oil from the electro-hydraulic pilot valve manifold. When
the valve spools in both the dozer control valve and the ripper control valve are in the HOLD
position, the pressure of the supply oil (from both the tilt and lift sections of the pump) through
the dozer control valve is maintained at approximately 700 kPa (100 psi) by the dump valve.
The dozer lift spool is a "closed-center" spool, and the blade tilt spool is an "open-center" spool.
In this view, both spools are in the HOLD (or center) position. Oil from the lift pump section
enters the valve and fills the chamber in the center of the valve body. Flow from the tilt section
of the pump enters the valve body, flows around the open-center tilt spool, and joins with the
oil from the lift section in the center chamber. All the oil around the closed-center lift spool is
blocked. Because both spools are in the HOLD position, no oil flows to or from the lift and tilt
cylinders, and the load check valve does not open.
The load check valve prevents reverse oil flow from the implement cylinders when the main
valve spool moves from the HOLD position and system pressure is lower than the cylinder,
or work port pressure. Without the load check valve, the implement could drift down slightly
(droop) before moving as commanded. The load check valve will open to allow supply oil to
flow through the control valve when the system pressure is higher than the work port pressure.
11/07
The spring for the dump valve plus the pressure of the oil in the tank have a combined force
that provides a restriction to flow. When the pressure in the center chamber increases above
the spring force plus the tank oil pressure, the dump valve will open and permit the combined
flow from the two sections of the pump to return to the tank. With both spools in the HOLD
position, the dump valve provides a constant low system pressure which is available for instant
implement response or for "feathering" action of the controls when activated by the operator.
The shuttle valve resolves which hydraulic function (dozer raise and lower or ripper) will
provide pressure feedback to the spring chamber of the dump valve. The shuttle valve is spring
biased to the dozer lift and lower function. The stem shifts to the right when the pressure
compensation override solenoid valve is ENERGIZED. This condition occurs when the ripper
function is requested by the operator or during an engine overspeed condition. When the
pressure compensation override solenoid valve is DE-ENERGIZED, the spring chamber of the
dump valve is connected to the tank. Tank pressure is transmitted through passages in the lift
and lower spool that travel through the ball resolver valve and the shuttle valve before filling
the spring chamber of the dump valve. During blade lift and lower functions, the cylinder load
pressure signal is transmitted to the signal resolver valve, through the shuttle valve, to the spring
chamber of the dump valve. The cylinder load pressure signal is from the lift cylinder rod end
during LIFT and from the cylinder head end during LOWER or FLOAT. The signal resolver
valve directs the higher of the cylinder rod or head end pressure to the shuttle valve.
When the shuttle valve spool is moved completely to the left, pressure oil from the center
chamber cannot fill the spring chamber of the dump valve. For this reason, only the 700 kPa
(100 psi) dump valve spring plus the tank oil pressure are limiting the pressure in the center
chamber. This pressure will remain low during the time when the lift and tilt spools are in the
HOLD position, and the ripper circuits are not activated.
11/07
D11T DOZER CONTROL VALVE

RAISE
Dump To Rod End To Head End Load
Valve Tilt Cylinder Tilt Cylinder Check Valve
From Tilt
Section Pump
From Pilot From Pilot Manifold

Manifold
Lift Relief From Lift
Valve Section Pump
Lift Cylinder
From Pilot From

Manifold Pilot
Manifold
Signal Resolver
Valve
Shuttle Valve
From Pressure
Compensation
117
This view of the dozer control valve shows spool movement and oil flow when the control lever
is moved to the RAISE position. Movement of the dozer lift spool to the RAISE position opens
the chamber at the left center of the spool, which is connected to the rod end of the lift cylinders.
Since the oil around the lift spool is no longer blocked, pressurized oil from the center chamber
of the valve body can open the load check valve and flow around the lift spool to the rod end of
the lift cylinders.
At the same time that pressurized oil is sent to the lift cylinders, oil also flows to the signal
resolver valve. The signal resolver valve operates similarly to a check valve. When the lift
spool is in the RAISE position, the signal resolver valve permits pressurized oil to flow to the
shuttle valve, but blocks flow to the head end and tank at the right end of the ball resolver valve.
During blade RAISE, the lift cylinder rod end pressure is transmitted to the spring chamber of
the dump valve through the signal resolver and the shuttle valve. The dump valve uses the rod
end cylinder pressure plus the spring force to move the dump valve to the right until the supply
pressure is 700 kPa (100 psi) above the cylinder pressure. Flow control and fine modulation
are possible because of the constant 700 kPa (100 psi) pressure behind the dump valve. If the
pressure in the dump valve spring chamber reaches approximately 24135 kPa (3500 psi) for the
D11T CD or 22750 kPa (3300 psi) for the D11T Tractor due to cylinder load, the lift relief valve
located in the dump valve spring chamber will open.
11/07
When the relief valve opens, an imbalance exists between the pressure in the center chamber and
a combination of the dump valve spring and the pressure in the spring chamber. A balance is
achieved when the dump valve shifts to the left allowing oil in the center chamber to drain until
the pressure in the center chamber is equal to the dump valve spring plus the spring chamber
pressure. This method of controlling maximum system pressure is called a "pilot operated relief
valve."
An additional condition can exist during dozer operation which is referred to as "feathering
the blade." If the operator moves the control handle a small distance to gradually raise the
blade, flow to the cylinders goes through the throttling slots in the lift spool. Flow through the
throttling slots can create the same effect as an orifice by restricting the flow of oil to the lift
cylinders. This restriction to flow causes a pressure difference between the oil in the center
chamber of the valve body (system pressure) and the oil transmitted to the spring chamber of the
dump valve (cylinder pressure). If the pressure difference is greater than the spring force, the
dump valve will open and permit some of the pump flow to return to the tank at the same time
that oil flows to the lift cylinders.
When the ripper control spools are activated, pilot oil (from the pressure compensation override
solenoid valve) is sent to the left end of the shuttle valve and moves the shuttle valve to the
right. When the shuttle valve is moved, supply oil fills the spring chamber behind the dump
valve. The relief valve and the dump valve now function as the pressure limiter for the ripper
circuit. Because oil from the tilt pump section goes to both a passage in the dozer control valve
and to the ripper control valve, the pressure of the oil is always the same in both places.
11/07
D11T IMPLEMENT HYDRAULIC SYSTEM

BLADE RAISE
Typical
for Blade
Right Tilt RE
Left Left Right Cylinder
Tilt Lift Lift HE
Cylinder Cylinder Cylinder Dual Tilt Valve
Ouick-drop HTRH
Valves Lift and Tilt
Cylinders To Ladder
Attachment
Single Tilt Drain from
(S2) Ladder Attachment
Resolver Valve Group To Case Drain
Pilot Filter
Pitch
(S1)
Dead Electric
Lower Valve
HDL HDR
EH Pilot Manifold HPS

PCO
HPRV Valve
Dump
Valve HPDR
Pilot Pressure
Blade Blade HPDL Reducing Manifold
Lift Tilt
Lift Spool Dozer Spool
Relief Valve Blade Blade
Valve Lower/Float Raise
Shuttle HPTL
Valve
HPTR
Signal Dump
Resolver Tilt Tilt Pump
Valve Blade Blade
Relief Pressure
Valve Sensor Tilt Right Tilt Left
Lift Pump
Pressure HPRL
Sensor
HPRR
To
Ripper Ripper Demand
Raise Lower Fan
HPSI Pilot Fan

Pump Pump
HPSO
Ripper
Warming Ripper Ripper
Valve Shank Out Shank In
Ripper
Tilt
Lift
Pump
Autocarry Case
Ripper Diverter Valve Drain
Warning Ripper Ripper (If Equipped) Lift
Valve Tip Valve Pump
Vacuum
Valve Case
Group Drain
Ripper Ripper Ripper Ripper

Lift Tilt Tilt Lift
Cylinder Cylinder Cylinder Cylinder
118
Shown above is a color schematic of the D11T implement hydraulic system in the
BLADE RAISE condition. Refer to Illustration No. 117 to see the state of the dozer control
valve components during the BLADE RAISE condition.
An electrical signal is sent to the Implement ECM when the operator moves the dozer control
lever from HOLD to RAISE. The Implement ECM then sends a signal to energize the solenoid
of the BLADE RAISE pilot valve on the EH pilot manifold (HPDR). The BLADE RAISE pilot
valve then directs pilot oil to shift the blade lift spool to the right, into RAISE position.
High pressure oil flows to the lift cylinder resolver during a blade lift command. The blade lift
resolver transmits the pressure through the remainder of the resolver valve network because the
blade lift pressure is higher than implement system pressure.
11/07
D11T DOZER LIFT SPOOL

Dump Valve
FLOAT
Load Check Valve
Lift Relief
Valve
From Lift Section Pump

Lift Cylinder Lift Spool
From Pilot From

Manifold Pilot
Manifold
Signal Resolver
Valve
Shuttle Valve
From Pressure
Compensation
119
Dozer Float Circuit
During a BLADE FLOAT condition, the combined high pressure oil from the lift section and
the tilt section of the implement pump flows past the internal load check valve to the blade lift
spool. The rod ends of the lift cylinders are open to tank when the blade lift spool is shifted all
the way to the left. However, the head ends of the lift cylinders are only partially open to the
tank passage. The head ends of the lift cylinders are partially open to the pump supply passage,
also. This results in a slight pressure in the head-end of both lift cylinders. Although the blade
will follow the contour of the ground in FLOAT, there is a slight resistance to the blade rising
and the blade is quick to fall.
Because the head ends of the lift cylinders have a slight pressure present, the signal passage
from the head ends of the lift cylinders to the signal resolver are at the same pressure. This
slight pressure shifts the resolver ball to the left, allowing this low pressure to be felt at the ends
of the lift relief valve and the lift dump valve.
Although there is a slight pressure in the chamber between the lift relief valve and the lift dump
valve, the high pressure oil in the lift circuit keeps the dump valve in the open position so that
pump flow is returned to tank.
11/07
As the blade follows the contour of the ground in FLOAT, the makeup valve for the head ends of
the lift cylinders will not open if the blade falls quickly over a short distance. This is due to the
slight pressure in the head ends of the lift cylinders, which is also felt against the makeup valve
in that side of the circuit. As the blade falls, pump flow will fill the void, which also serves to
prevent the makeup valve from opening.
11/07

BLADE FLOAT
Typical
for Blade
Right Tilt RE
Tilt Lift Lift HE
Cylinder Cylinder Cylinder Dual Tilt Valve
Ouick-drop HTRH
Valves Lift and Tilt
Cylinders To Ladder
Attachment
Single Tilt Drain from
(S2) Ladder Attachment
Resolver Valve Group To Case Drain
Pilot Filter
Pitch
(S1)
Dead Electric
Lower Valve
HDL HDR

PCO
HPRV Valve
Dump
Valve HPDR
Pilot Pressure
Blade Blade HPDL
Reducing Manifold
Lift Tilt
Lift Spool Dozer Spool
Relief Valve Blade Blade
Valve Lower/Float Raise
Shuttle HPTL
Valve
HPTR
Signal Dump Tilt Pump
Resolver Valve Tilt
Relief Pressure Blade Blade
Lift Pump
Pressure HPRL
Sensor
HPRR
To
Raise Lower Fan
HPSI Pilot Fan

Pump Pump
HPSO
Ripper
Ripper Tilt
Lift Pump
Autocarry
Diverter Valve Case Drain
Ripper (If Equipped)
Warning Ripper Ripper Lift
Valve Tip Valve Pump
Vacuum
Valve Case Drain
Group

Lift Tilt Tilt Lift
120
BLADE FLOAT condition. Refer to Illustration No. 119 to see the state of the dozer control
valve components during the BLADE FLOAT condition.
lever from HOLD to FLOAT. The Implement ECM then sends a signal to energize the
solenoid of the BLADE LOWER/FLOAT pilot valve on the EH pilot manifold (HPDL). The
BLADE LOWER/FLOAT pilot valve then directs pilot oil to shift the blade lift spool to the left,
into the FLOAT position.
11/07
Load Check Valve
DOZER TILT SPOOL

HOLD
SECTION A-A
A A Tilt Left
Tilt Right
From Pump Tilt Section
From From Pilot Manifold

Pilot
Manifold From Pump Lift Section
121
Dozer Tilt Circuit
The tilt spool has three positions: TILT RIGHT, HOLD, and TILT LEFT. The tilt spool is
hydraulically operated by pilot pressure from a pilot valve group which is controlled by the
ECM. In the HOLD position, the oil from the tilt pump section flows around the tilt spool and
joins the oil from the lift pump section. This oil next flows to the dump valve and then returns
to the tank.
11/07
Tilt Relief Load Check Valve

Valve
DOZER TILT SPOOL

TILT RIGHT
SECTION A-A
A A Tilt Right Tilt Left

From Pump Tilt S
From From Pilot

Pilot
Manifold From Pump
From Electro-hydraulic
Pilot Valve Manifold
122
#
Movement of the blade control handle to the right sends an electrical signal to the ECM. The
ECM then sends an output signal to a proportional solenoid on the electro-hydraulic pilot valve
manifold. As the solenoid valve opens, pilot oil flows to the left end of the tilt spool. The pilot
oil pressure moves the spool to the TILT RIGHT position.
In the TILT RIGHT position, the oil from the tilt section of the pump cannot combine with the
oil from the lift section, and the pressure of the oil increases. The increased pressure opens the
load check valve. Before the start of flow to the left tilt cylinder, oil passes through a small hole
in the tilt relief valve and fills the large spring chamber between the relief spool and the poppet.
This condition raises the pressure setting of the tilt relief valve. As the tilt spool moves farther,
the pump flow is sent to the left tilt cylinder, and the supply pressure increases due to the load.
Because the tilt section flow cannot combine with the oil in the center chamber, the dump valve
for the dozer lift circuit does not control the tilt circuit pressure. Instead, the tilt relief valve (at
the top of the valve body) is used to limit the pressure in the tilt circuit. When the tilt cylinder
pressure increases to approximately 24825 kPa (3600 psi) for the D11T Carrydozer or 24300
kPa (3500 psi) for the D11T, the pilot valve for tilt relief will open and drain the spring chamber
behind the valve spool. This condition permits the valve spool to open and limit the pressure in
the tilt circuit.
11/07
The D11T and D11T CD are equipped only with dual tilt. In the TILT RIGHT position, pump
oil is sent to the head end of the left tilt cylinder, which pushes oil to the rod end of the right tilt
cylinder. Handle movement to the left sends pilot pressure oil to the right end of the spool. The
spool moves to the left, sending tilt pump oil to the right tilt cylinder, and the blade tilts left.
When the blade control handle is released from either the TILT RIGHT or TILT LEFT position,
springs return the tilt spool to the HOLD position.
When the blade control handle is released, the pilot oil at the left end of the tilt spool is drained.
The spring at the right end of the tilt spool moves the spool to the HOLD position. In the HOLD
position, the oil in the head and rod ends of the tilt cylinders is blocked. The tilt angle of the
blade will not change until the blade control handle is moved.
11/07
8
1
7
2
3 5
4
6
123
Dual Tilt Operation (D11T)

The dual tilt valve (1) is mounted to the inside of the radiator guard, behind the left grill door. A
second tilt cylinder is installed on the left side of the blade for the blade dual tilt function. The
dual tilt valve is installed between the tilt control valve and the two tilt cylinders in the dual tilt
circuit. The dual tilt valve allows the operator to tilt the blade right and left to a greater degree
than single tilt, to pitch the blade forward (dump), and to rack the blade back.
Components identified in the above illustration are:
- high pressure supply/return from/to blade tilt control valve (depending on tilt direction) (2)
- case drain line (3)
- pilot supply line (from the pilot pump) (4)
- dual tilt solenoid (5)
- high pressure lines to the left tilt cylinder (7)
- high pressure lines to the right tilt cylinder (8)
Oil from the rear supplemental fan pump is used as pilot oil to control the dual tilt valve spool.
The pilot oil is controlled by a dual action solenoid valve. The dual action solenoid valve has
two coils - a "tilt coil" and a "pitch coil ( Illustration 124).
11/07
D11T DUAL TILT VALVE

SINGLE TILT RIGHT
From Tilt Left Tilt To Rod End

Control Valve Cylinder
Right Tilt To Head End

Cylinder
From
Implement
ECM
To Tilt
Control Valve
Pilot Supply
Tilt Coil (S2)
Pitch Coil (S1)
124
The above illustration shows the dual tilt valve in the SINGLE TILT RIGHT condition. The
operator may set SINGLE TILT as the default tilt mode using the Advisor™ panel. This
condition results in the tilt solenoid coil being ENERGIZED and the solenoid valve directs
pilot oil to the top of the dual tilt spool, moving the spool down. With the dual tilt spool in
this position, the right tilt cylinder is isolated from the circuit and acts as a brace to provide the
mechanical leverage needed to tilt the blade.
When the operator moves the dozer control lever to the right, commanding a TILT RIGHT
function in the SINGLE TILT mode, pump supply oil from the head end passage of the blade tilt
control valve flows out to the head end of the left tilt cylinder. The left tilt cylinder rod extends
and forces the rod end oil back to the dual tilt valve. The left cylinder rod end oil flows around
the dual tilt spool. The passages to the right tilt cylinder are blocked, but the passage back to
the blade tilt control valve is open with the spool shifted down. The left tilt cylinder rod end oil
flows back to the rod end passage of the blade tilt control valve and returns to the tank.
When the left tilt cylinder rod extends and the right tilt cylinder remains stationary, the blade
TILTS RIGHT, but the angle of the tilt is not as acute as in the dual tilt mode.
11/07
The flow of oil through the tilt circuit is reversed for SINGLE TILT LEFT. In the
SINGLE TILT LEFT condition, the left tilt cylinder rod retracts and the right tilt cylinder
remains stationary.
11/07
D11T DUAL TILT CIRCUIT

DUAL TILT RIGHT
From Tilt
Control Valve To Rod End
Left Tilt
Cylinder
Right Tilt
Cylinder
To Head End
From
Implement
ECM
To Tilt From Electro-

Control Valve hydraulic Manifold
Tilt Coil (S2)
125
The above illustration shows the dual tilt valve in the DUAL TILT RIGHT condition. This is
the default mode of operation unless the operator has set the default tilt mode to single tilt, using
Cat Advisor™. The tilt solenoid coil is always DE-ENERGIZED in the dual tilt mode and the
dual tilt spool remains centered by the springs on either end of the spool.
When the operator moves the dozer control lever to the right, commanding the TILT RIGHT
function, the tilt control valve operates in the fashion described earlier in this presentation. The
pump supply oil from the head end passage of the blade tilt control valve flows out to the head
end of the left tilt cylinder. The left tilt cylinder rod extends and forces the left tilt cylinder rod
end oil out to the dual tilt valve. The left cylinder rod end oil flows around the dual tilt spool
and out to the rod end of the right tilt cylinder. The right tilt cylinder rod retracts. The right tilt
cylinder head end oil is then forced out, back to the dual tilt valve where it flows around the dual
tilt spool and returns to the rod end passage of the blade tilt control valve as return oil.
The blade tilts right when the left tilt cylinder rod extends and the right tilt cylinder rod retracts.
For DUAL TILT LEFT, the flow of oil through the tilt circuit is reversed. In the DUAL TILT
LEFT condition, the left tilt cylinder rod retracts and the right tilt cylinder rod extends.
The status of the dual tilt solenoid, the dozer control lever tilt position sensor, the rotary thumb
switch (position sensor) on the dozer control lever, and the trigger switch on the dozer control
lever may be viewed through the Advisor™ panel (Service/System Status/Implement screens) or
by using Cat ET.
11/07

BLADE TILT RIGHT
Typical
for Blade
Right Tilt RE
Tilt Lift Lift HE
Ouick-drop Dual Tilt Valve HTRH
Cylinder Cylinder Valves Cylinder Lift and Tilt
Cylinders To Ladder
Attachment
Single Tilt
(S2) Drain from
To Case Drain Ladder Attachment
Resolver Valve Group
Pilot Filter
Pitch
(S1)
Dead Electric
Lower Valve
HDL HDR

PCO
HPRV Valve
Dump
Valve HPDR
Blade Blade HPDL Pilot Pressure

Lift Tilt Reducing Manifold
Lift Spool
Relief
Spool Dozer Blade Blade
Valve Valve Lower/Float Raise
Shuttle HPTL
Valve
HPTR
Signal Dump
Valve Blade Blade
Relief Pressure
Lift Pump
Pressure HPRL
Sensor
HPRR
To
Raise Lower Fan
HPSI Pilot Fan

Pump Pump
HPSO
Ripper
Ripper
Lift Tilt
Pump
Autocarry Case
Ripper Ripper Lift
Warning
Tip
(If Equipped)
Valve Pump
Valve
Vacuum Case
Valve Drain
Group
Lift Tilt Tilt Lift
126
Shown above is a color schematic of the D11T implement hydraulic system in the BLADE TILT
RIGHT condition, with DUAL TILT.
lever from HOLD to TILT RIGHT. The Implement ECM in turn sends a signal to energize
the solenoid of the BLADE TILT RIGHT pilot valve on the EH pilot manifold (HPTL). The
BLADE TILT RIGHT pilot valve then directs pilot oil to shift the blade tilt spool to the right,
into the TILT RIGHT position.
INSTRUCTOR NOTE: Refer to the color cutaway illustration of the dozer tilt valve
(Illustration No. 122) during the next paragraph of the explanation.
The high pressure oil from the tilt section of the implement pump then flows past the internal
load check valve and the blade tilt spool, and out through the tilt cylinder head end passage of
the dozer valve to the dual tilt valve.
11/07
From the dual tilt valve, the oil flows to the head end of the right tilt cylinder and the cylinder
rod extends, which causes the right side of the blade to move up. As the right tilt cylinder rod
extends, oil is forced from the rod end back to the dual tilt valve where it is then directed to flow
to the rod end of the left tilt cylinder. The left tilt cylinder rod then retracts, causing the left side
of the blade to move down.
As the left cylinder rod retracts, oil is forced from the head end of the left tilt cylinder back to
the dual tilt valve. This oil then flows back to the tilt cylinder rod end passage of the dozer
valve where it flows past the tilt valve spool, into the head end tank passage, and back to the
hydraulic oil tank.
At the same time that high pressure oil flows out to the right tilt cylinder, high pressure oil also
flows into the resolver connected to the tilt cylinder head end passage. If this is the highest
pressure in the implement system, this pressure is transmitted from the resolver network to the
diverter valve, contained in the pressure reducing manifold, where it is blocked at the diverter
valve.
The TILT LEFT condition in DUAL TILT operates in the same fashion, except that the oil
flows into the head end of the left tilt cylinder, from the rod end of the left tilt cylinder to the
rod end of the right tilt cylinder, and then from the head end of the right tilt cylinder back to the
hydraulic oil tank.
NOTE: The RIGHT tilt cylinder is isolated by the dual tilt valve and acts as the brace
for the mechanical leverage needed to tilt the blade when a single tilt function is
requested on a machine equipped with dual tilt. This is the opposite strategy used on a
single tilt machine, which uses a single tilt cylinder on the right and a brace on the left.
Dual tilt operation will be discussed in greater detail, later in this presentation.
11/07
D11T DUAL TILT VALVE

BLADE PITCH FORWARD
From Tilt Left Tilt To Rod End

Control Valve Cylinder
Right Tilt To Head End

Cylinder
From
Implement
ECM
To Tilt
Control Valve
Pilot Supply
Tilt Coil (S2)
Pitch Coil (S1)
127
The above illustration shows the dual tilt valve in the PITCH FORWARD condition. To pitch
the blade forward, the operator must move the thumb rocker switch on the dozer control lever to
the right (away from the operator) or depress the trigger switch on the front of the dozer control
lever. This results in the pitch solenoid coil being ENERGIZED and the TILT LEFT pilot valve
solenoid being ENERGIZED. The pitch solenoid valve directs pilot oil to the bottom of the dual
tilt spool, moving it up.
11/07

BLADE FORWARD PITCH
Typical
for Blade
Right Tilt RE
Tilt Lift Lift HE
Dual Tilt Valve
Cylinder Cylinder Ouick-drop Cylinder
HTRH
Lift and Tilt
Valves Cylinders To Ladder
Attachment
Single Tilt
(S2) Drain from
Pilot Filter
Pitch
(S1)
Dead Electric
Lower Valve
HDL HDR

PCO
HPRV Valve
Dump
Valve HPDR

Lift Spool
Relief
Shuttle HPTL
Valve
HPTR
Signal Dump
Tilt Tilt Pump
Resolver Valve Blade Blade
Relief Pressure
Lift Pump
Pressure HPRL
Sensor
HPRR
To
Raise Lower Fan
HPSI Pilot Fan

Pump Pump
HPSO
Ripper
Lift Tilt
Pump Pump
Ripper
Lift
AutoCarry Case
Ripper Ripper
Warning
Tip
(If Equipped)
Valve Valve
Vacuum Case
Valve Drain
Group
Lift Tilt Tilt Lift
128
When the operator has commanded a PITCH FORWARD function, pump supply oil from the
head end passage of the blade tilt control valve flows to the head end of the left tilt cylinder.
The left tilt cylinder rod extends and forces the left tilt cylinder rod end oil to the dual tilt
valve. The left cylinder rod end oil flows around the dual tilt spool. The oil flows through the
passage to the head end of the right tilt cylinder with the spool shifted up. The right tilt cylinder
rod extends also, forcing the right tilt cylinder rod end oil to the dual tilt valve. The right tilt
cylinder rod end oil then flows through the blade tilt control valve and returns to the tank.
Since the volume of rod end oil in the left tilt cylinder is less than the capacity of the head end
of the right tilt cylinder, the left cylinder rod will fully extend before the right tilt cylinder head
is filled with oil. The bypass valve will open and oil will continue to flow to the head end of the
right tilt cylinder when the left tilt cylinder reaches its full extension. This results in the left tilt
cylinder reaching its full extension slightly before the right tilt cylinder.
When the left and the right tilt cylinder rods extend, the blade will PITCH FORWARD.
To RACK BACK the blade, the operator must move the thumb rocker switch on the dozer
control lever to the left (toward the operator). The flow of oil through the tilt circuit is reversed.
Both the left and the right tilt cylinder rods retract in the RACK BACK condition.
11/07
When the left and the right tilt cylinder rods retract, the blade will RACK BACK.
INSTRUCTOR NOTE: When the thumb rocker switch on the dozer control lever is
moved to the PITCH FORWARD position, the TILT RIGHT solenoid controlled pilot
valve on the blade lift control valve is ENERGIZED to send pump supply oil to the dual
tilt valve. When the thumb rocker switch on the dozer control lever is moved to the
RACK BACK position, the TILT LEFT solenoid controlled pilot valve on the blade lift
control valve is ENERGIZED to send pump supply oil to the dual tilt valve.
NOTE: D11T and D11T CD Machines are equipped with the Auto Blade Assist (ABA)
feature. Blade positions for ABA are LOAD, CARRY, and SPREAD (or DUMP). All
three of these functions automatically activate the dual tilt valve and the tilt control
valve and will PITCH FORWARD or RACK BACK the blade to preset positions. These
positions can be adjusted using Cat Advisor™. Briefly, these three blade positions are
defined as:
- LOAD position is when the dozer blade is pitched slightly forward for an aggressive
cutting edge angle to LOAD the blade.
- CARRY position is when the dozer blade is racked back in a fully retracted,
non-aggressive cutting edge angle so that the blade tends to CARRY material.
- SPREAD position is when the dozer blade is pitched fully forward to quickly and cleanly
empty the dozer blade and SPREAD the material.
The blade may be raised and lowered manually during these automatic cycles without
interrupting the cycles.
11/07
1
8
6
4
7
5
10
9
12
2 11
129
Dual Tilt Valve With Pitch Regenerate Valve Operation (D11T Carrydozer only)
The dual tilt solenoid valve (1) on the D11T Carrydozer has the same two blade tilt modes
of operations as the dual tilt valve on the D11T Track-type Tractor: DUAL TILT (LEFT or
RIGHT) and PITCH (FORWARD or BACK). However, the D11T Carrydozer incorporates a
pitch regenerate valve (2) to allow the tilt cylinders to dump faster when the machine is in the
PITCH FORWARD mode.
The dual tilt valve on the D11T Carrydozer is located between the radiator grill doors on the left
side of the machine. The pitch regenerate valve is located just below the dual tilt valve on the
left side of the machine.

- dual tilt valve case drain line (4)
- pilot supply line (from the pilot pump) (5)
- dual tilt solenoid (6)
- high pressure lines to the left tilt cylinder (7)
- high pressure lines to the right tilt cylinder (8)
- pilot supply to regenerate valve (9)
- pitch regenerate valve case drain (10)
- pitch regenerate solenoid (11)
- high pressure supply/return from/to dual tilt valve (12)
11/07
D11T DUAL TILT SOLENOID VALVE

WITH PITCH REGENERATE VALVE (CARRYDOZER)
HOLD
To Rod End
From
Supplemental Fan
(Pilot) Pump
To Head End S1
Pitch Regenerate
Tilt Valve
Cylinders
From
Supplemental Fan
(Pilot) Pump
To / From Blade
Tilt Valve
130
The D11T carrydozer has both solenoid coils installed in the dual tilt valve (the same as the
D11T Track-type Tractor). However, only one coil (S1) is used in the carrydozer application.
When the S1 coil is DE-ENERGIZED, the system operates in the DUAL TILT Mode. When
the trigger switch on the blade control handle is depressed, or the thumb switch is moved to the
right, the system energizes the S1 coil in the solenoid and activates the BLADE PITCH Mode.
When the thumb switch on the blade control handle is moved to the left, the S1 coil in the
solenoid valve is ENERGIZED and the system operates in the PITCH BACK Mode.
The solenoid on the pitch regenerate valve is also ENERGIZED when the BLADE PITCH
Mode is selected. In the PITCH FORWARD Mode, rod end oil from the right tilt cylinder
combines with head end oil at the pitch regenerate valve to allow the tilt cylinders to dump
faster. The cylinders dump evenly because the left rod end area is equal to the right head end
area.
Both the left and right tilt cylinder pistons contain bypass valves. These valves allow the
completion of the tilt operation. When one of the cylinders reaches the end of its travel, the oil
flows through the bypass valve to continue filling the other cylinder.
11/07
DUAL TILT CIRCUIT WITH PITCH REGENERATE VALVE (D11T CD)

TILT RIGHT
Pitch
Regenerate To Rod End
Valve
Left Tilt
Cylinder
Right Tilt
Cylinder
To Head End
From
Implement
ECM
From
From
Implement
Supplemental
ECM Fan (Pilot) Pump
To / From Dozer
Tilt Valve
Pitch Coil
(S1)
131
In the DUAL TILT Mode, oil flow is blocked at the solenoid valve and the dual tilt directional
spool remains centered by the spring force. Movement of the tilt cylinders in opposite directions
cause the blade to tilt.
When the operator moves the blade control handle to the TILT RIGHT position, supply oil from
the dozer control valve tilt circuit is sent to the head end of the left tilt cylinder. This condition
causes oil from the rod end of the left tilt cylinder to be forced through the dual tilt control
valve. The oil travels around the spool and is directed to the rod end of the right tilt cylinder.
As the right tilt cylinder retracts, the oil in the head end of the cylinder is directed back through
the dual tilt control valve and the dozer tilt control valve to the tank.
This action of the tilt cylinders causes the blade to tilt to the right. When the control handle is
released, the oil is blocked at the control valve, and the blade remains tilted to the right until the
control handle is moved again.
The bypass valve in the left tilt cylinder piston allows oil to continue flowing to the right
cylinder after the rod is fully extended from the left cylinder. The bypass valve allows oil to
continue to flow to the right tilt cylinder rod end and provides full retraction for maximum
blade tilt. Maximum blade tilting is limited on the Carrydozer by the lift cylinder position
sensors. Limiting the tilt function prevents the blade push arms from interfering with the tracks.
The long stroke of the tilt cylinders on the Carrydozer makes limiting the blade tilt function
necessary.
11/07
DUAL TILT CIRCUIT WITH PITCH REGENERATE VALVE (D11T CD)

PITCH FORWARD
Pitch
Regenerate To Rod End
Valve
Left Tilt
Cylinder
Right Tilt
Cylinder
To Head End
From
Implement
ECM
From From
Implement Supplemental
ECM Fan (Pilot) Pump
To / From Dozer
Tilt Valve
Pitch Coil
(S1)
132
To pitch the blade FORWARD, the trigger switch on the blade control handle is depressed, or
the thumb lever is pushed to the right, and the S1 coil in the solenoid valve is ENERGIZED.
The solenoid valve directs pilot oil to the lower end of the directional spool and opens the upper
end of the spool to drain. The valve spool then shifts up against the spring force to PITCH
FORWARD.
For PITCH FORWARD, flow from the dozer tilt circuit is sent to the head end of the left tilt
cylinder. As the cylinder extends, oil from the rod end is pushed through the dual tilt valve to
the head end of the right tilt cylinder. The oil in the rod end of the right tilt cylinder is pushed
back through the dual tilt valve. When the trigger switch is depressed for PITCH FORWARD,
the pitch regenerate valve located below the dual tilt valve is also activated. The pitch
regenerate valve provides regenerative flow to prevent cylinder voiding and allows the right
cylinder rod end oil to be directed to the head end of the cylinders. This condition allows both
cylinders to extend at the same rate. As both tilt cylinders extend, the blade pitches forward.
When the trigger switch is released, the oil is blocked at the control valve and the blade remains
pitched forward until the thumb lever is moved to the left or RACK BACK MODE.
11/07
133
5
4
134
8
3 6
7
Dozer Ripper Circuit
The ripper control valve assembly is shown in the illustrations above. It is mounted to the rear
of the main case, below the fuel tank. The ripper control valve controls the ripper raise/lower
functions and the shank in/out functions.
The ripper valve contains two valve sections: the ripper shank in/out valve section (1) and the
ripper raise/lower valve section (2).
The ripper valve is supplied with high pressure oil from the lift section of the implement pump
and from the tilt section, when the blade tilt function is not activated. Pump supply oil to the
ripper valve enters at the bottom side of the valve (3). Return oil from the ripper cylinders exits
the ripper valve on the lower backside of the valve (4).
11/07
High pressure supply oil to the right ripper shank cylinder and return oil from the right ripper
shank cylinder is through the top hose connections (5). High pressure supply oil to the right
ripper raise cylinder and return oil from the right ripper raise cylinder is through the lower hose
connections (6). Identical connections for the left ripper lift and shank cylinders are located in
the same positions on the left side of the valve assembly (7).
The ripper lift valve is connected to the external resolver valve through hose connections (8).
The highest resolved pressure is transmitted through the resolver network so that the ripper may
be lowered manually with the dead electric lower valve. If electricity is available, the ripper
control handle can be used to lower the ripper in a dead engine situation.
The ripper valve lift and tilt spools are operated with pilot oil pressure (9) from the EH pilot
manifold. The four pilot operated ripper functions are: ripper raise, ripper lower, ripper shank
in, and ripper shank out.
Two ripper warming valves are installed in the ripper control valve. The warming valve allows
a small amount of hydraulic oil to circulate through the valve body and return to tank when the
ripper is not being operated. The warming valve helps prevent thermal shock from occurring
inside the valve when a ripper function is requested in an extremely cold environment. Without
the ripper warming valve, hot oil could cause a cold valve stem to expand faster than the valve
body, causing the valve stem to seize in the valve body preventing ripper operation.
11/07
1
3
135
The pin puller valve (1) and solenoid (2) are mounted behind the left ripper lift and shank
cylinder connections (5) at the rear of the machine. The pin puller valve is activated with the
pin puller rocker switch, which is located on the right console in the operator's compartment.
When the pin puller switch is moved to the "Pin Out" position, the solenoid is ENERGIZED.
Power train oil is supplied to pin puller cylinder and returns from the pin puller cylinder through
hose connections on the bottom of the valve (5). The valve is supplied with power train oil from
the transmission priority valve at the hose connection (3). Power train oil is returned back to the
left side of the transmission by the hose connection (4).
11/07
D11T RIPPER CONTROL VALVE

RIPPER RAISE
Load Check Pump Inlet (Combined)
Valve Passage t o Head En
Passage t o Rod End

Tank Passage
Tank Passage
Ripper Raise Spool
Pilot Supply
(Ripper Raise) Pilot Supply
(Ripper Lower)
Ripper Warning
Valve
Ripper Warming
Pilot Supply Valve
(Shank In) Pilot Supply
(Shank Out)
Passage t o Passage t o Ripper

Head End Rod End Tip Spool
136
The ripper control valve contains two "closed-center" spools. One spool controls ripper RAISE
and LOWER. The other spool controls ripper SHANK IN and SHANK OUT. The ripper
control valve contains the following major components:
Ripper Raise Spool: A closed-center valve that controls the flow of oil to and from the ripper
lift cylinders. The ripper raise spool also sends oil to an external signal resolver, which in turn
sends the oil through the series of resolvers in the resolver network and then to the diverter valve
in the pressure reducing manifold when in the RAISE or LOWER position.
Ripper Tip Spool: A closed-center valve that controls the flow of oil to and from the ripper
tip cylinders. No oil is sent to the series of resolvers in the resolver network during a ripper tip
function.
Load Check Valve: The load check valve prevents reverse oil flow from the implement
cylinders when the main valve spool moves from the HOLD position and system pressure is
lower than the cylinder, or work port pressure. The implement would drift slightly (droop)
before moving as commanded without the load check valve. The load check valve will open
to allow supply oil to flow through the control valve when the system pressure becomes higher
than the work port pressure.
11/07
Makeup Valve: There are two makeup valves present in the ripper control valve. The makeup
valves open whenever workport pressure falls below tank pressure. One makeup valve is in the
head end circuit for ripper raise and will open if the ripper falls faster than the pump's ability to
supply oil to the head end of the ripper lift cylinders. The other makeup valve is in the rod end
of the circuit for the ripper tip and will open if the ripper shank (tip) is forced rearward when
using the ripper. (The makeup valves are not shown in Illustration No. 136)
The ripper control valve contains no relief valves or dump valves. The PCO pilot valve on the
EH pilot manifold is energized during any ripper operation. The PCO pilot valve sends pilot
oil to the end of the shuttle valve (contained in the dozer valve) to shift it. High pressure pump
supply oil is directed by the shuttle valve to the passage between the lift dump valve and the lift
relief valve when the shuttle valve shifts. This strategy closes the lift dump valve to block the
flow of combined pump supply oil to tank and also uses the lift relief valve as the relief valve
for the ripper circuit.
11/07

RIPPER RAISE
Typical
for Blade
Left Tilt RE
Tilt Lift Lift HE
Dual Tilt Valve HTRH
Cylinder Cylinder Ouick-drop Cylinder Lift and Tilt
Valves Cylinders To Ladder
Attachment
Single Tilt
Drain from
(S2)
Pilot Filter
Pitch
(S1)
Dead Electric
Lower Valve
HDL HDR

PCO
HPRV Valve
Dump
Valve HPDR

Lift Spool
Relief
Shuttle HPTL
Valve
HPTR
Signal Dump
Valve Blade Blade
Relief Pressure
Lift Pump
Pressure HPRL
Sensor
HPRR
To
Raise Lower Fan
HPSI Pilot Fan

Pump Pump
HPSO
Ripper
Ripper
Tilt
Lift
Pump
AutoCarry
Case
Ripper Ripper
Warning
Tip
(If Equipped) Lift
Valve Valve Pump
Vacuum
Case
Valve Drain
Group
Lift Tilt Tilt Lift
137
RIPPER RAISE condition.
An electrical signal is sent to the Implement ECM when the operator moves the ripper lift
control handle from HOLD to RAISE. The Implement ECM sends a signal to energize the
solenoids for the RIPPER RAISE pilot valve and the PCO pilot valve on the EH pilot manifold
(HPRR and HPRV). The RIPPER RAISE pilot valve then directs pilot oil to shift the ripper
raise spool to the right, into the RIPPER RAISE position. The PCO valve directs pilot oil
to shift the shuttle valve down, which directs high pressure pump supply oil into the passage
between the lift dump valve and the lift relief valve (in the dozer valve). The high pressure oil
in this passage plus the force of the spring keeps the dump valve in the closed position so that
maximum oil pressure is available to move the ripper cylinders. The lift relief valve is also
available to be used as the relief valve for the ripper circuit.
INSTRUCTOR NOTE: Refer to the color cutaway illustration of the ripper control
valve (Illustration No. 136) during the next paragraph of the explanation.
11/07
The high pressure oil from the implement pump then flows past the internal load check valve,
the ripper raise spool, and then out through the rod end passages to the ripper lift cylinders. This
causes the ripper cylinder rods to retract and the ripper raises.
As the ripper lift cylinder rods retract, head end oil from the ripper lift cylinders flows back to
the ripper control valve through the ripper raise head end passages in the ripper control valve.
This return oil flows past the ripper raise spool and into the tank passage and then returns to the
hydraulic oil tank.
INSTRUCTOR NOTE: Refer back to the color schematic (Illustration No. 137) for the
rest of the explanation.
High pressure oil flows into the resolver connected to the rod end passage of the ripper lift
cylinders at the same time that high pressure oil flows out to the ripper lift rod ends. If this is
the highest pressure in the implement system, this pressure is transmitted through the rest of
the resolvers in the resolver network, then on to the diverter valve, (contained in the pressure
reducing manifold) where it is blocked at the diverter valve.
The ripper lift relief valve will open to protect the ripper circuit from excessively high pressures
if the ripper lift cylinders reach the end of their stroke, in either direction, or if external forces
cause the ripper lift cylinders to move up.
11/07

RIPPER SHANK IN
Typical
for Blade
Right Tilt RE
Tilt Lift Lift HE
Cylinder Cylinder Ouick-drop Cylinder Lift and Tilt
Valves Cylinders
To Ladder
Attachment
Single Tilt
(S2) Drain from
To Case Drain
Resolver Valve Group Ladder Attachment
Pilot Filter
Pitch
(S1)
Dead Electric
Lower Valve
HDL HDR

PCO
HPRV Valve
Dump
Valve HPDR

Lift Spool
Relief
Shuttle HPTL
Valve
HPTR
Signal Dump
Valve Blade Blade
Relief Pressure
Lift Pump
Pressure HPRL
Sensor
HPRR
To
Raise Lower Fan
HPSI Pilot Fan

Pump Pump
HPSO
Ripper
Ripper
Lift Tilt
Pump
Case
Ripper Drain
Ripper AutoCarry
Warning Ripper Lift
Valve Tip Diverter Valve Pump
Valve
(If Equipped) Vacuum Case
Valve Drain
Group
Lift Tilt Tilt Lift
138
RIPPER SHANK IN condition.
An electrical signal is sent to the Implement ECM when the operator moves the ripper shank
control from HOLD to SHANK IN. The Implement ECM sends a signal to energize the
solenoids for the ripper SHANK IN pilot valve and the PCO pilot valve on the EH pilot
manifold (HPSI and HPRV). The ripper SHANK IN pilot valve then directs pilot oil to shift
the ripper tip spool to the right, into the SHANK IN position. The PCO valve directs pilot oil
to shift the shuttle valve down, which directs high pressure pump supply oil into the passage
between the lift dump valve and the lift relief valve (in the dozer valve). The high pressure oil
in this passage plus the force of the spring keeps the dump valve in the closed position so that
maximum oil pressure is available to move the ripper cylinders. The lift relief valve is also
available to be used as the relief valve for the ripper circuit.
INSTRUCTOR NOTE: Refer to the color cutaway illustration of the ripper control
valve (Illustration No. 139) during the next paragraph of the explanation.
11/07
D11T RIPPER CONTROL VALVE

SHANK IN
Load Check Pump Inlet (Combined)
Valve Passage t o Head En
Passage t o Rod End

Tank Passage
Tank Passage
Ripper Raise Spool
Pilot Supply
(Ripper Raise) Pilot Supply
(Ripper Lower)
Ripper Warning
Valve
Ripper Warming
Pilot Supply Valve
(Shank In) Pilot Supply
(Shank Out)
Passage t o Passage t o Ripper

Head End Rod End Tip Spool
139
The high pressure oil from the implement pump then flows past the internal load check valve
and the ripper tip spool, and out through the head end passages to the ripper lift cylinders. This
causes the ripper cylinder rods to extend and the tip of the ripper shank moves in.
Rod end oil from the ripper tip cylinders flows back to the ripper control valve through the rod
end passages in the control valve as the ripper tip cylinder rods extend. This return oil flows
past the ripper tip spool and into the tank passage and then returns to the hydraulic oil tank.
INSTRUCTOR NOTE: Refer back to the color schematic (Illustration No. 138) for the
rest of the explanation.
The ripper tip circuit has no connection to the resolver network.
The lift relief valve located in the dozer control valve will open to protect the ripper circuit
from excessively high pressures if the ripper tip cylinder reaches the end of its stroke, in either
direction, or if external forces cause the ripper shank to move in or out.
11/07
D11T QUICK-DROP VALVE
From Blade To Blade

Lift Control Valve Lift Control Valve
Rod End Head End
140
Quick-Drop Valve Operation
Two quick-drop valves are used on the D11T. One quick-drop valve is installed on top of each
blade lift cylinder. The quick-drop valves allow the bulldozer blade to drop rapidly to the
ground when the dozer control lever is moved forward to approximately 80% of the control
lever movement. The quick-drop valves help prevent cavitation in the head ends of the blade
lift cylinders by directing rod end return oil into the head ends of the cylinders during quick-
drop mode. The quick-drop valves also help to minimize the pause time after the blade hits the
ground and before full down pressure is exerted. All oil flow to and from the blade lift cylinders
must go through the quick-drop valves.
The quick-drop valves are activated when a sufficient pressure difference occurs between the
cylinder rod end oil and the oil in the spring cavity. This pressure difference is caused by rod
end oil flow through an orifice in the quick-drop valve. The quick-drop valve is de-activated by
high pressure in the head end felt through a slot in the spool. The quick-drop valves help control
four functions of the bulldozer: RAISE, LOWER at slow speeds, rapid LOWER (quick-drop),
and LOWER with down pressure.
These are the same type of quick-drop valves used on the D11R machine.
11/07
QUICK-DROP VALVE
RAISE
Rod End
Inlet Passage
Small Large Valve Rod End
Orifice Orifice Spool Oil
To Blade From Blade

Lift Control Lift Control
Valve Valve
Spring Head End Plunger
Chamber Oil
Head End
Inlet Passage
141
Supply oil from the dozer control valve enters the quick-drop valve through the rod end inlet
passage when the dozer control lever is moved from HOLD to a RAISE position. The oil flows
through the large orifice and is then directed to the rod end of the lift cylinder. A small amount
of oil also flows through the small orifice and fills the spring chamber behind the plunger. Oil
also flows through a small passage in the spool and fills the chamber at the right end of the
spool.
The pressure of the oil in the spring chamber adds to the force of the spring. The combined
pressure and spring force pushes the plunger to the right, against the valve spool. The force
of the plunger is greater than the oil pressure at the right end of the valve spool, so the spool
remains shifted to the right. This condition causes all the of oil entering the quick-drop valve
to be directed to the rod ends of the lift cylinders and all the of oil from the head ends of the lift
cylinders to return to the tank through the head end passage of the quick drop valve and then
through the dozer control valve.
11/07
QUICK-DROP VALVE
LOWER
Rod End
Inlet Passage
From Blade To Blade

Valve Valve
Chamber Oil
Head End
Inlet Passage
142
Blade lowering is controlled when the dozer control lever is moved to a BLADE LOWER
position that is less than approximately 80% of full lever travel. The flow of oil that can
pass through the dozer control valve at any given spool position is a function of the pressure
difference across the spool and the temperature of the oil.
As stated earlier, the quick-drop valve is activated by high oil flow from the lift cylinder rod end
in combination with low lift cylinder head end pressure. For this reason, the actual position of
the control lever when the quick-drop valve is actuated can vary based on oil temperature and
the weight of the blade.
When the dozer control lever is moved to a controlled LOWER position, supply oil from the
dozer control valve enters the quick-drop valve through the head end inlet and flows through the
passage to the head end of the lift cylinders.
The oil being forced from the rod end of the cylinders returns through the quick-drop valve and
then through the dozer control valve to the tank. Because of the weight of the blade and the
resistance to oil flow through the quick-drop valve and the control valve, the pressure of the rod
end oil may be higher than that of the head end oil.
11/07
The flow of cylinder rod end oil through the quick-drop valve's large orifice and also through its
small orifice (into the spring chamber) is not high enough to create a large pressure difference
between the oil in the rod end inlet passage and the oil behind the plunger. The spring force and
oil pressure in the spring chamber is still greater than the oil pressure at the right of the spool.
This keeps the plunger and the valve spool shifted to the right and all of the oil leaving the rod
end of the lift cylinder returns through the dozer control valve to the hydraulic tank.
11/07
QUICK-DROP VALVE
QUICK-DROP
Rod End
Inlet Passage
From Blade To Blade

Valve Valve
Chamber Oil
Head End
Inlet Passage
143
When the dozer control lever is moved forward to a position that exceeds approximately 80%
of lever travel and the blade is raised above the ground, the cylinder head end pressure is lower
than the rod end pressure, and the quick-drop valve is activated. The blade will drop very
rapidly until it contacts the ground. The oil flow for a quick-drop is the same as the controlled
lower except that some of the oil leaving the rod end of the lift cylinder is directed into the head
end of the cylinder.
When the flow of rod end oil through the large orifice is high enough, the large orifice restricts
the oil flow to the dozer control valve. The pressure of the oil flowing through the small orifice
into the spring chamber is the same pressure as the oil returning to the dozer control valve. This
creates a large pressure differential between the rod end oil at the right end of the valve spool
and the combined oil pressure and spring force at the left end of the plunger. The valve spool
and plunger will shift to the left and permit oil leaving the rod end to supplement the supply oil
filling the head end of the lift cylinders.
During a rapid blade drop, the rod end pressure will be higher than the head end pressure due to
the blade weight. The resulting pressure differential and valve movement allows the rod end oil
to flow to the head end of the cylinder and helps minimize cylinder voiding.
11/07
QUICK-DROP VALVE
LOWER WITH DOWN PRESSURE
Rod End
Inlet Passage
From Blade To Blade

Valve Valve
Chamber Oil
Head End
Inlet Passage
144
When down pressure must be applied to the blade, the operator moves the dozer control lever
forward to the LOWER position. High pressure supply oil from the dozer control valve flows
into the quick-drop valve through the head end inlet passage and is sent to the head end of the
lift cylinders.
Simultaneously, this high pressure supply oil fills the chamber at the left end of valve spools.
The head end pressure of the supply oil increases as the resistance to downward movement
increases. The flow of oil from the rod end of the lift cylinder is near tank pressure, as is the
pressure of the oil at the right end of the valve spool. The flow of oil returning through the large
orifice and the oil returning to the dozer control valve are also near tank pressure. This causes
the oil pressure in the spring chamber at the left end of the plunger to also be near tank pressure.
Since the pressure in the chamber at the left end of the valve spool is greater than the pressure
at the right end, the valve spool shifts to the right. The pressure at the right end of the plunger
is less than the combined pressure and spring force at the left end of the plunger, so the plunger
is shifted to the left against the force of the spring. All of the oil from the dozer control valve is
then sent to the head end of the lift cylinders and all the rod end oil is returned through the dozer
control valve to the tank.
11/07
D11T AND D11T CD

LIFT CYLINDER POSITION SENSOR
Sensor Piston Piston

Cover Nut and Seals
Sensor O-ring Magnet Ring Waveguide

Retainer Magnet
Trunion Cylinder
Rod
145
AutoCarry
For machines equipped with AutoCarry (an option), there are three major components included
in the implement system (not including software and wiring harnesses). These components are:
- dozer lift cylinder position sensor (right lift cylinder only)
- dynamic inclination sensor
- ground speed radar
The illustration above shows the lift cylinder position sensor installed on the top of the right
dozer lift cylinder for the D11T. The D11T Carrydozer comes standard with a position sensor in
each lift cylinder to electronically keep the blade/push arms out of the track.
The position sensor provides a feedback signal to the Implement ECM. The Implement ECM
uses this information to determine how much the lift cylinder piston moves when cylinder
movement is automatically commanded by the Implement ECM during the CARRY segment of
the slot dozing cycle when AutoCarry is active.
11/07
The wiring harness for the position sensor is attached at the sensor cover. The lift cylinder
position sensor replaces the right quick-drop valve. The oil from both lift cylinders passes
through the quick-drop valve when the quick-drop mode is invoked on the D11T.
There is a calibration routine for the lift cylinder position sensor. It may be performed by
accessing the Blade Calibrations within the Service option of Cat Advisor™, or by using Cat ET.
11/07
1
146
147
A dynamic inclination sensor (1) is an additional component present on machines equipped with
AutoCarry. The dynamic inclination sensor (Illustration No. 146) is installed to the left of the
EH pilot manifold, on top of the main case in front of the steering clutch and brake
valve (2). The dynamic inclination sensor determines the angle of incline on which the machine
is operating. The sensor transmits that information to the Implement ECM. This data is used
when determining blade height adjustments during the Carry segment of the slot dozing cycle
when AutoCarry is active.
Also present on machines with AutoCarry is the Ground Speed Radar (3), as shown in
Illustration No. 147. This component is mounted to the rear most bottom guard and points
rearward. The radar senses actual ground speed through an opening in the bottom guard (not
shown).
11/07
The ground speed signal is sent to the Implement ECM which compares actual ground speed to
the target ground speed. This information as well as torque converter output speed and the slope
on which the machine is operating is used by the Implement ECM when making blade height
adjustments during the "Carry" segment of the slot dozing cycle, ensuring maximum dozing
cycle efficiency. Ground speed is also compared to the track speed (calculated from the torque
converter output speed sensor) to determine the amount of track slippage.
The Implement ECM calculates "Target speed" by considering the following variables:
- the torque converter output speed sensor (from the Power Train ECM);
- the slope on which the machine is operating (from the dynamic inclination sensor); and
- the Load Factor setting (which is a traction capability setting that the operator can adjust
using Cat Advisor™).
All of this information is used by the Implement ECM (which contains the AutoCarry software)
to make automatic adjustments to blade height during the CARRY segment of the slot dozing
cycle.
AutoCarry's primary goal is to maintain an optimal blade load, by targeting an optimal ground
speed, during the CARRY portion of a dozing push. This goal is attained by controlling blade
height. Track slip should be a temporary event and the Implement ECM will command the
dozer lift spool shift to raise the blade until normal levels of track slip are once again attained.
However, once track slip is back under control, the Implement ECM will command the dozer lift
spool to shift and start lowering the blade. This strategy will lower the ground speed back to the
optimal target ground speed. If track slip occurs frequently, the load factor should be decreased
by one or two percent, which causes the AutoCarry software to target a higher ground speed.
This translates into less torque on the ground and less track slip occurrences.
The Load Factor adjustment can be found in the Advisor™ menu and is provided as an
adjustment to AutoCarry to modify it's operation point for changes in ground conditions and
machine conditions that AutoCarry cannot sense directly. The load factor allows for adjustment
between 80% to 105% blade load factor. Increasing the load factor increases the load carried,
and decreasing the load factor decreases the load carried.
The dynamic inclination sensor measures the slope the tractor is on. The slope information
affects the ground speed AutoCarry maintains. As a slope becomes steeper going uphill,
AutoCarry decreases the ground speed to maintain a similar blade load. AutoCarry increases the
ground speed when dozing downhill to avoid stalling the tractor with excessive track slip.
AutoCarry's strategy is to ensure that the optimum amount of material is kept in the blade during
the CARRY segment. This results in improved efficiency when pushing material over long
distances, and ensures maximum dozing cycle efficiency. (Dozing cycle efficiency refers to the
amount of material moved per gallon of fuel consumed.)
NOTE: AutoCarry will only function during the "CARRY" cycle and only in first gear
forward.
11/07
2 1
4
5
8
3
6
7
148
The diverter valve (1) is a component that is present on the D11T and D11T Carrydozer if the
machine is equipped with AutoCarry. It is mounted to the left of the main case on the left frame
rail towards the bottom of the rail.

- case drain line back to EH Pilot Manifold (2)
- pilot oil supply line from EH Pilot Manifold (3)
- return oil line back to tank (4)
- high pressure oil line from lift pump (5)
- high pressure oil line to dozer control valve (6)
- diverter valve solenoid (7)
The HPD3 pressure test port (8) will allow the serviceman to test the hydraulic oil pressure in
the lift pump circuit when the solenoid is either energized or de-energized. When the diverter
valve solenoid is DE-ENERGIZED, HPD3 pressure should be equal to HPD1.
11/07
The diverter valve is solenoid operated. Its purpose is to divert all of the pump flow from the
large (front) section of the implement pump (lift pump) back to the tank during the CARRY
segment of the AutoCarry cycle. The purpose of this strategy is to prevent overheating the
hydraulic oil when using AutoCarry.
The Implement ECM constantly makes automatic adjustments to the blade height during the
CARRY segment. The combined flow of both the lift pump and the tilt pump creates too much
heat in the hydraulic system when the dozer valve is being constantly manipulated during the
CARRY segment of the AutoCarry cycle. Only the tilt pump is supplying oil to the dozer valve,
with all the flow from the lift pump diverted to the tank. The reduced flow through the dozer
valve during automatic valve manipulation creates less heat in the hydraulic oil system.
The diverter valve solenoid (2) and a pressure test port (3) for HPD3 are located on the front of
the diverter valve. The HPD3 pressure test port will allow the serviceman to test the hydraulic
oil pressure in the lift pump circuit when the solenoid is either energized or de-energized. When
the diverter valve solenoid is DE-ENERGIZED, HPD3 pressure should be equal to HPD1.
11/07

BLADE RAISE / AUTOCARRY DIVERTER VALVE ACTIVE
Typical
for Blade
Right Tilt RE
Tilt Lift Lift HE
Cylinder Cylinder Cylinder Lift and Tilt
Cylinders To Ladder
Attachment
Single Tilt
Autocarry (S2) Drain from
Resolver Valve Group Position
Sensor Pilot Filter
Pitch
(S1)
Dead Electric
Lower Valve
HDL HDR

PCO
HPRV Valve
Dump
Valve HPDR
Blade HPDL Pilot Pressure

Blade
Lift Spool
Relief
Shuttle HPTL
Valve
HPTR
Signal Dump
Valve Blade Blade
Relief Pressure
Lift Pump
Pressure HPRL
Sensor
HPRR
To
Raise Lower Fan
HPSI Pilot Fan

Pump Pump
HPSO
Ripper
Ripper
Lift Tilt
Pump
AutoCarry Case
Ripper Ripper
Warning
Tip
(If Equipped) Lift
Valve Valve Pump
Vacuum Case
Valve Drain
Group
Lift Tilt Tilt Lift
149
D11T and D11T CD have six slot dozing cycles which are used as part of Auto Blade Assist
(ABA). These cycles are invoked by pushing the left yellow button on the dozer control lever
and/or by shifting the transmission from FORWARD to REVERSE and back to FORWARD.
However, AutoCarry just provides automatic function during the CARRY portion of the slot
dozing cycle. These six slot dozing cycles are:
- READY TO CARRY (blade is pitched to the LOAD position - aggressive cutting angle)
- CARRY (blade is racked back to the CARRY position - less aggressive cutting angle)
- SPREAD (blade automatically pitches all the way forward to DUMP the blade contents)
- READY TO RETURN (blade pitch all the way forward and is at the end of stroke)
- RESETTING (blade raises to top of lift cylinder stroke during REVERSE direction)
- RETURN (blade height returns to ground level and pitches forward to LOAD position)
During the CARRY segment, the Implement ECM constantly makes numerous automatic
adjustments to the blade height due to changes in the operating incline and variations in ground
speed. The combined flow of both the lift pump (front section) and the tilt pump (middle
section) creates too much heat in the hydraulic system when the dozer valve is being constantly
manipulated. This is due to the high volume of oil that flows through the dozer lift circuit,
the orifice effect of the blade lift spool when it opens and closes, and the flow of oil through
passages to the dump valve and other components in the dozer control valve.
11/07
The diverter valve helps reduce heat by dumping the entire flow from the lift pump directly back
to the hydraulic oil tank.
Illustration No. 149 shows the implement hydraulic system in a condition during the CARRY
segment when the Implement ECM is commanding an automatic BLADE RAISE function.
When the blade is in the LOAD position and the operator determines that the blade is full of
material, the operator must push the left yellow button on the dozer control lever to invoke the
CARRY segment of the slot dozing cycle. The Implement ECM will then automatically rack
the blade back to the preset CARRY position. In this position, the cutting angle of the blade
is less aggressive and will serve to push the material already in the blade. AutoCarry will then
automatically make adjustments to the blade height in order to compensate for changes in slope,
ground speed, and track slip.
When the Implement ECM initiates the CARRY segment of a slot dozing cycle, it also energizes
the solenoid operated pilot valve on the diverter valve. The pilot valve directs pilot oil to
the bottom of the pilot operated diverter valve spool, shifting it up against the spring. In this
position, the diverter valve spool directs the flow of high pressure oil from the lift pump back
to the hydraulic oil tank. The diverter valve spool also blocks the flow of oil from the dozer lift
circuit that is now filled with oil exclusively by the tilt pump, through the open-center tilt valve
spool.
When the next segment in the slot dozing cycle is invoked, the pilot valve solenoid on the
diverter valve is DE-ENERGIZED and normal pump flow and operation of the dozer lift circuit
is resumed.
11/07
2
1
150
Ladder Ready Operation (Attachment)

The Ladder Ready option makes it easier for the operator to access the cab. The above
illustration shows the ladder in the lowered position.
The hydraulic motor (2) rotates the ladder from lowered position to the raised position.
11/07
151
The Ladder Ready operator control box (1) is mounted on the left side handrail outside of the
operator's compartment door. A toggle switch (not shown) is mounted in the box which allows
the operator to raise and lower the ladder. When the toggle switch is actuated to either raise
or lower the ladder, a signal is sent from the toggle switch to energize either the raise or lower
solenoid on the Ladder Ready valve depending on which way the toggle switch is moved. The
toggle switch must be held in the up or down position for the entire raise and lower sequence to
keep the hydraulic motor actuated. Six relays (not shown) located next to the left ROPS post on
top of the main case provide the inputs and output signals for the Ladder Ready option.
The Ladder Ready option will raise and lower if either the tractor is parked or moving.
However, the status of the parking brake is being monitored from the power train ECM by
the Ladder Ready relay assembly. If the toggle switch is activated to raise or lower the ladder
without the parking brake enabled, an output signal will be sent from the relay assembly to
activate the strobe light (2) on top of the operator's control box (1) and an outside of the cab
buzzer (not shown) will sound.
11/07
4 1
5 3
152
Components of the Ladder Ready valve (1) shown above are:
- pilot oil supply from pressure reducing manifold port (2)

- return oil back to tank port (3)
- supply/return oil ports to and from ladder motor (depending on motor direction) (4)
- ladder raise solenoid (valve housing stamped with M2) (5)
- ladder lower solenoid (valve housing stamped with M1) (6)
The Ladder Ready valve bracket (7) is mounted to the left of the EH pilot manifold on the left
side of the main case.
11/07
D11T LADDER HYDRAULIC CIRCUIT

RAISE
Motor To
Case Drain
Pilot Operated
Check Valves
Valve Spool
Ladder Lower Ladder Raise

Solenoid Solenoid
From Pressure
To Tank Reducing Manifold
153
Shown above is a color schematic of the D11T and D11T CD Ladder Ready option in the
RAISE condition.
An electrical signal is sent from the toggle switch on the Ladder Ready operator's control box
through the relay assembly to energize the ladder raise solenoid on the Ladder Ready control
valve which allows pilot oil to be directed to the valve spool, shifting the spool to the right.
This allows oil to flow past the valve spool. The pressurized oil holds open both pilot operated
check valves allowing the oil to enter and actuate the hydraulic motor to raise the ladder. Return
oil exits the motor and flows back to the Ladder Ready valve and past the valve spool through
a passage in the valve block as the ladder is being raised. Return oil exits the valve block and
returns back to tank through a hose connection at the EH Pilot Manifold.
The pilot operated check valves keep the ladder from drifting down if the ladder was raised only
part of the way up.
11/07
154
1
155
When the ladder is in the raised position, two shot pins (1) lock the ladder in the transport
position. The shot pins are activated from an electric motor (not shown) mounted behind the
shot pins. The shot pins have internal limit switches that once activated, turn off the shot pin
motor. The motor has an internal 600 ft lb. clutch in the event that the shot pins engage the
ladder without the holes in the side of the ladder being lined up with the shot pins. There is an
LED light (not shown) mounted in the operator's control box ( Illustration 151) that illuminates
to notify the operator if the shot pin motor is running.
When the proximity switch (2) is activated from the magnet mounted on the left inside ladder
rail (3), an input signal is sent to the Ladder Ready relay assembly that the ladder is in the raised
transport position. The Ladder Ready relay assembly sends an output signal to the shot pin
11/07
motor to energize and actuate the shot pins. If the proximity switch is not activated with the
ladder raised and the parking switch in the OFF position, the strobe light on top of the Ladder
Ready operator's control box ( Illustration 151) and the outside buzzer will be energized.
11/07
3 2
156
157
The above illustrations show the ladder folded with the proximity switch magnet (1) energizing
the proximity switch (2) and both shot pins engaged in the left and right ladder rail holes (3)
which lock the ladder in transport position.
11/07
CATERPILLAR MONITORING AND DISPLAY SYSTEM COMPONENTS
Key Start
Switch
Power
Implement J2 J1 J2 J1
Engine J2 J1
ECM
Train
ECM
ECM
CAN A
Data Link ( CAES
Attachments )
Product
CAN A Data Link
Link
CAT Data Link
15 20
AUTO
10 25
X100
5 n/min 30
0 35
2.3 1F
Dynamic CAN C 132.1
Inclination Data Link Instrument

Sensor CAN B Advisor Cluster Comm
Data Link
Adapter II
Fuel Level Sensor
Rear Action Alarm

Action Lamp ET
Alternator
(R-Terminal)
158
ELECTRICAL SYSTEM
The illustration above shows a graphical representation of the Caterpillar Monitoring and
Display System for the D11T Track-type Tractor and D11T Carrydozer. The hardware
components in the system include Cat Advisor™, the instrument cluster, the Engine ECM, the
Implement ECM, the Power Train ECM, the Action Alarm, the rear Action Lamp, and various
switches, sensors and senders. The illustrations on the following pages show the engine, the
power train, and the implement electrical systems. They also identify all of the switches, the
sensors, the senders, and the solenoids that are the input and the output devices used in each
system. Depending on how the machine is equipped, some or all of these devices may be
present. Also shown in these illustrations is the means by which these components and systems
communicate with each other and how the information from the input and output devices is
shared between systems. Communication of information on standard machines occurs through
the following data links:
- Cat Data Link
- CAN A Data Link (high speed)
- CAN C Data Link (high speed)
With AutoCarry or other automated earthmoving attachments, the D11T will also include a
CAN B Data Link (shown in dashed lines, above) and a CAN D Data Link (not shown). These
data links are used to connect components of the CAES system or other automated earthmoving
systems.
11/07
D11T ENGINE ELECTRICAL SYSTEM

C32 ACERT Engine
Key Start Switch
J2 J1 Pre-lube
Engine
ECM Relay
CAN A Data Link CAN A Data Link

CAT Data Link Advisor
CAT Data Link
Right Intake Air Secondary Fuel Filter

Pressure Sensor Pressure Switch Injector No. 7 Injector No. 1
Left Intake Air Coolant
Pressure Sensor Flow Switch Injector No. 8 Injector No. 2
Intake Manifold Coolant Injector No. 9 Injector No. 3

Air Temp. Sensor Temp. Sensor
Injector No. 10 Injector No. 4
Engine Oil Fuel Pressure Sensor
Pressure Sensor
Injector No. 11 Injector No. 5
Engine Oil Filter High / Low Idle Switch Injector No. 12 Injector No. 6
Bypass Switch
Fuel Temp. Sensor
Decelerator Fan Pump
Position Sensor Control Solenoid
Turbo Inlet
Cam Speed / Timing Pressure Sensor Ether Aid Solenoid
Sensor
Demand Fan Pump Fan Bypass Solenoid
Crank Speed / Timing Pressure Sensor (Attachment)
Sensor
Oil Renewal
Atmospheric
Crank without Inject Plug Solenoid
Pressure Sensor
(Attachment)
Makeup Oil
Ultrasonic Fuel Level Sensor
Level Switch
INPUT COMPONENTS OUTPUT COMPONENTS
159
Shown above is an illustration of the electrical system for the C32 ACERT™ engine used in the
D11T Track-type Tractor and D11T CD.
The Engine ECM considers only the engine coolant temperature as an input for controlling the
hydraulic demand fan.
To view the status of all the engine components shown above using Cat Advisor™:
- select the "Service" option from the Home Menu to display the Service Menu
- select "System Status" from the Service Menu to display the System Status Menu
- select "Engine" from the System Status Menu
- use the ARROW buttons to page through the list of components
Cat ET may also be used to view the status of these components.

11/07
D11T TTT POWER TRAIN ELECTRICAL SYSTEM
Key Start Switch
J2 J1 J2 J1
Engine Power Train
ECM ECM
CAN A Data Link

Advisor
CAT Data Link
CAT Data Link
Transmission Reverse Clutch

Trans. Charge Filter Parking Brake Switch (Solenoid No. 1)
Bypass Switch
Transmission Forward Clutch
Steering Oil Service Brake (Solenoid No. 2)
Torque Converter Temperature Sensor Position Sensor
Oil Temp. Sensor Transmission Third Gear Clutch
(Solenoid No. 3)
Secondary
Brake Switch Transmission Second Gear Clutch
Torque Converter Torque Converter (Solenoid No. 4)
Charge Filter Output Speed AutoShift Switch
Bypass Switch Sensor Transmission First Gear Clutch
(Solenoid No. 5)
Left Steering Clutch

Solenoid Valve
Left FTC Lever Left Steering Brake
Position Sensor Right FTC Lever Solenoid Valve
Position Sensor
Right Steering Clutch
Forward Switch Solenoid Valve
F/N/R
Position Sensor Right Steering Brake
Solenoid Valve
Reverse Switch
Secondary Brake
Upshift Switch Solenoid Valve
Crank Parking Brake Switch Parking Brake Dump

Speed / Timing Solenoid Valve
Downshift
Sensor Switch
Finger Tip Control Back-up Alarm
Harness Code Plug
Location Code Service Brake Dump
Solenoid Valve
160
Shown above is an illustration of the electrical system for the D11T Track-type Tractor and
D11T CD Carrydozer Power Train system.
The Power Train Electronic Control System consists of the Power Train ECM and all the inputs
to and outputs from the Power Train ECM. The Power Train ECM and its software considers
the input information, such as the service brake pedal position sensor, and controls the power
train output components, such as the electronic steering clutch and brake control valve.
The Power Train ECM will update the Caterpillar Monitoring and Display System if any of
the controls or components are operating improperly or performing outside their operating
parameters. Advisor™ will then warn the operator or serviceman of the specific abnormal
condition.
Refer to STMG 790, "Caterpillar Monitoring and Display System, with Advisor™ for Track-
type Tractors" (SERV1790) for more information and instructions for:
- accessing and viewing the status of the power train components;
- how to change the parameters or the power train configuration; and/or
- how to perform calibrations for any of the power train components.
11/07
The Power Train ECM determines engine lug and torque curves by comparing engine speed
data to the torque converter output speed data. The D11T and D11T CD do not have an engine
output speed sensor. The primary (crankshaft) speed/timing sensor provides engine speed data
to the Engine ECM, which shares that data with the Power Train ECM through the CAN A Data
Link.
To view the status of all the power train components shown above using Cat Advisor™:
- select "Powertrain" from the System Status Menu
Cat ET may also be used to view the status of these components. Calibrations for the power
train system (transmission, brakes, etc.) may be performed through the Advisor™ panel, or by
using Cat ET.
11/07
D11T IMPLEMENT HYDRAULICS ELECTRICAL SYSTEM
Key Start
Switch
J2 J1 J2 J1 Implement J2 J1
Engine Power Train
ECM ECM Hydraulics
ECM
CAT Data Link Advisor
CAN A Data Link
Lift Pump Tilt Pump

Pressure Sensor Pressure Sensor PCO Valve Blade Raise
Blade Raise / Lower Solenoid Solenoid
Position Sensor Fan Return Filter
(Forward / Rearward) Implement Bypass Switch Blade Tilt Right
Lockout Switch Blade Lower
Solenoid Solenoid
Hydraulic Oil
Blade Tilt Auto Blade Temp. Sensor
Position Sensor Assist Switch Blade Tilt Left Shank In
(Left /Right) (Attachment) Harness Code Plug Solenoid Solenoid
Location Code
Blade Mode AutoCarry Switch AutoCarry Dual Tilt Shank Out
Select Switch Ground Speed Solenoid Solenoid
(Left Push-Button) AutoCarry Radar
Crank Speed Torque Converter
Sensor Output Dynamic Inclination Ripper Pin
Speed Sensor Blade Manual Sensor Pulley Switch
Select Switch Diverter Valve Ripper Raise
(Right Push-Button) Solenoid Solenoid
Hydraulic Oil Filter AutoCarry
Bypass Switch Right Lift
Blade Pitch Forward Cyl Pos Sensor Implement
Toggle Ripper Lower
Ripper Tip Lockout
Trigger Switch Solenoid
In / Out Ripper Auto Stow Solenoid
Position Sensor Switch Pitch
Blade Pitch /Angle (Control Handle) Ripper Pin
Position Sensor Regenerate
Ripper Solenoid Solenoid
(Thumb Switch) Raise / Lower (CD only)
Position Sensor
Blade Control (Control Handle) Ripper Control
Lever Handle
161
Shown above is an illustration of the electrical system for the D11T Track-type Tractor and
D11T Carrydozer implement hydraulic system.
The Implement ECM requires torque converter output speed data to determine track speed, if the
machine is equipped with AutoCarry. Track speed is determined by a calculation using torque
converter output speed sensor data. The Power Train ECM monitors this sensor and shares this
information with the Implement ECM through the CAN A Data Link. The Implement Lockout
switch is automatically DE-ENERGIZED by the Implement ECM when engine speed is below
900 rpm. The Engine ECM shares the engine speed information (from the crank speed/timing
sensor) with the Implement ECM to accomplish this strategy.
To view the status of all the implement hydraulic system components shown above using Cat
Advisor™:
- select "Implement" from the System Status Menu
Cat ET may also be used to view the status of these components.

11/07
162
CONCLUSION
This presentation has discussed locations of components and the systems operation of the
engine, the cooling system, the power train, the implement hydraulics, the electrical system, and
the Caterpillar Monitoring and Display System (Advisor™) for the D11T Track-type Tractor and
D11T Carrydozer.
The information in this package will help the service person analyze problems in any of the
major systems of the D11T Track-type Tractor and D11T Carrydozer when used in conjunction
with the Service Manual and the STMG 790, "Caterpillar Monitoring and Display System with
Advisor™ for Track-type Tractors."
11/07
HYDRAULIC SCHEMATIC COLOR CODE
Black - Mechanical Connection. Seal Red - High Pressure Oil
Dark Gray - Cutaway Section Red / White Stripes - 1st Pressure Reduction
Light Gray - Surface Color Red Crosshatch - 2nd Reduction in Pressure
White - Atmosphere or Air (No Pressure) Pink - 3rd Reduction in Pressure
Purple - Pneumatic Pressure Red / Pink Stripes - Secondary Source Oil Pressure
Yellow - Moving or Activated Components Orange - Pilot, Charge or Torque Converter Oil
Cat Yellow - (Restricted Usage) Orange / White Stripes - Reduced Pilot, Charge, or
Identification of Components TC Oil Pressure
within a Moving Group
Orange / Crosshatch - 2nd Reduction in Pilot,
Brown - Lubricating Oil Charge, or TC Oil Pressure
Green - Tank, Sump, or Return Oil Blue - Trapped Oil
Green / White Stripes -

Scavenge / Suction Oil or Hydraulic Void
HYDRAULIC SCHEMATIC COLOR CODE
This illustration identifies the meanings of the colors used in the hydraulic schematics and
cross-sectional views shown throughout this presentation.
11/07
VISUAL LIST
1. Title (model
Model view (right
view) side) 40. Engine prelube pump
2. Model views
Operator's compartment
(four machine 41. Starter disconnect switch
3. configurations)
Left console controls - front view 42. Ether aid and solenoid engine
3.
4. Left console controls - overhead view 43. Coolant water pump
5. Right console controls 44. Engine coolant sampling port (S•O•S) and
6. Dozer control lever cab heater coolant supply ports
7. Ripper control handle 45. A4 Engine ECM
8. Machine function switches - right console 46. Secondary speed/timing sensor
9. Fuse panel and ET Comm port 47. Turbo air inlet pressure sensor
10. HVAC and wiper/washer controls 48. "Crank-Without-Inject" connector
11. D11T dash 49. Hydraulic and engine oil coolers
12. Instrument cluster ID 50. C32 front gear train
13. Service brake pedal and decelerator pedal 51. C32 rear timing gear train
14. Power Train ECM and Implement ECM 52. C32 rear timing gear train
15. CAT monitoring and display system with 53. Engine turbocharger
Advisor™ components view 54. Ultrasonic fuel level sensor location
16. CAT monitoring and display system 55. Ultrasonic fuel sensor - operation
components ID 56. C32 ACERT™ engine fuel delivery
17. Advisor™ panel system
18. Advisor™ graphical display module 57. Oil renewal system
19. Advisor™ Start-Up screen 58. ORS makeup tank
20. Advisor™ warning screen 59. ORS makeup tank components
21. Advisor™ Performance 1 of 2 screen 60. ORS metering valve assembly
22. Advisor™ Performance 2 of 2 screen 61. Engine air system components
23. C32 ACERT™ engine 62. Engine cooling system schematic
24. Engine view (left side) 63. Engine cooling system components
25. Engine view (right side) 64. Engine cooling system components
26. Engine view (rear) 65. Engine cooling system components
27. Primary fuel filter and water separator 66. Radiator fill cap
28. Fuel tank shut-off valve 67. Coolant level sight glass
29. Fuel transfer pump and pressure regulator 68. Hydraulic demand fan motor
30. Secondary fuel filters 69. Hydraulic fan drive system schematic -
31. Fuel temperature and pressure sensors MAXIMUM FAN SPEED
32. Engine oil filters 70. Demand fan speed vs fan pump current
33. Engine sensors and engine coolant sensor chart
(overhead view) 71. Hydraulic fan drive system schematic -
34. Left intake manifold air pressure sensor MINIMUM FAN SPEED
35. Air inlet restriction derate 72. Fan pump and control valve cutaway -
36. Engine intake manifold temperature MAXIMUM FAN SPEED
derate 73. Fan pump and control valve cutaway-
37. Primary speed/timing sensor and engine MINIMUM FAN SPEED
oil pressure sensor 74. Demand fan pumps component ID
38. Engine starter (left side) 75. Demand fan pump manifold component
39. Engine pan ecology drain ID
11/07
VISUAL LIST
76. D11T power train - component location 112. Pilot pressure reducing valve
77. Torque divider 113. Pilot pressure reducing manifold
78. Torque divider schematic schematic
79. Power shift transmission (side view) 114. EH pilot manifold component ID
80. Power shift transmission (rear view) 115. EH pilot manifold operation
81. Power shift transmission schematic 116. Dozer control valve cutaway- HOLD
82. Power train oil fill tube 117. Dozer control valve cutaway- RAISE
83. Power train oil pump arrangement 118. Implement hydraulic system schematic-
84. Power train oil priority valve BLADE RAISE
85. Transmission charge filter 119. Dozer lift spool cutaway- FLOAT
86. Torque converter charge filter 120. Implement hydraulic system schematic-
87. Transmission case drain plug BLADE FLOAT
88. Torque converter drain valve 121. Dozer tilt spool cutaway - HOLD
89. Main case sump drain plug 122. Dozer tilt spool cutaway- TILT RIGHT
90. Transmission control valve 123. Dual tilt valve component ID
91. Torque converter outlet relief valve 124. Dual tilt valve cutaway- SINGLE TILT
92. Power train lube manifold RIGHT
93. Power train oil coolers 125. Dual tilt CIRCUIT cutaway- DUAL TILT
94. Power train oil system schematic RIGHT
95. Power train hydraulic system schematic 126. Implement hydraulic system schematic -
96. Power train hydraulic system schematic - BLADE TILT RIGHT
FIRST SPEED FORWARD 127. Dual tilt valve cutaway- BLADE PITCH
97. Steering clutch and brake valve pressure FORWARD
taps 128. Implement hydraulic system schematic -
98. Steering clutch and brake valve BLADE FORWARD PITCH
proportional solenoid valves 129. Carry dozer dual tilt valve with pitch
99. Steering and brake control valve - regenerate valve component ID
SERVICE BRAKES ENGAGED 130. Carry dozer dual tilt valve with pitch
100. Steering and brake control valve - regenerate valve schematic - HOLD
STRAIGHT LINE OPERATION 131. Carry dozer dual tilt circuit with pitch
101. Steering and brake control valve schematic regenerate valve cutaway - TILT RIGHT
- GRADUAL RIGHT TURN 132. Carry dozer dual tilt circuit with pitch
102. Steering and brake control valve schematic regenerate valve cutaway - PITCH
- SHARP RIGHT TURN FORWARD
103. Service brake pedal position sensor 133. Dozer ripper control valve
104. Steering and brake control valve schematic 134. Dozer ripper control valve component ID
- PARKING BRAKE ENGAGED 135. Pin puller valve and solenoid
105. Implement hydraulic system component 136. Ripper control valve cutaway - RIPPER
location RAISE
106. Hydraulic tank component ID 137. Implement hydraulic system schematic -
107. Hydraulic tank component ID RIPPER RAISE
108. Hydraulic tank component ID 138. D11T implement hydraulic system
109. Implement pumps schematic - RIPPER SHANK IN
110. Dozer control valve component ID 139. Ripper control valve cutaway - SHANK
111. Hydraulic oil cooler and bypass IN
11/07
VISUAL LIST
140. Quick-drop valve circuit schematic
141. Quick-drop valve cutaway- DOZER
RAISE
142. Quick-drop valve cutaway- DOZER
LOWER
143. Quick-drop valve cutaway- QUICK-
DROP
144. Quick-drop valve cutaway- LOWER
WITH DOWN PRESSURE
145. Lift cylinder position sensor
146. Dynamic inclination sensor
147. Ground speed radar
148. Autocarry diverter valve
149. Implement hydraulic system schematic-
BLADE RAISE/AUTOCARRY
DIVERTER VALVE ACTIVE
150. Ladder ready hydraulic motor
151. Ladder ready operator control box
152. Ladder ready control valve component ID
153. Ladder ready hydraulic circuit schematic
- RAISE
154. Ladder ready proximity switch
155. Ladder ready shot pins
156. Ladder ready shot pins engaged
157. Ladder ready in transport position
158. Caterpillar monitoring and display system
components
159. C32 ACERT™ engine electrical system
160. Power train electrical system
161. Implement hydraulics electrical system
162. D11T (right side view)

Manual de Estudiante Tractor D11T

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Manual de Estudiante Tractor D11T

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SERV1845

GLOBAL SERVICE LEARNING

D11T TRACK-TYPE TRACTOR

Service Training Meeting Guide

SUPPLEMENTARY TRAINING MATERIAL

STMG 816 "D10T Track-type Tractor SERV1816

Estimated Time: 8 Hours

© 2007 Caterpillar Inc.

OPERATOR'S COMPARTMENT ................................................................................................6

CATERPILLAR MONITORING AND DISPLAY SYSTEM WITH ADVISOR™ ..................22

POWER TRAIN .........................................................................................................................91

IMPLEMENT HYDRAULIC SYSTEM ..................................................................................121

ELECTRICAL SYSTEM .........................................................................................................191

HYDRAULIC SCHEMATIC COLOR CODE .........................................................................197

D11T TRACK-TYPE TRACTOR

© 2007 Caterpillar Inc.

Other standard features include an electro-hydraulic demand fan, an electro-hydraulic implement

The new cab design also includes:

- the Caterpillar Monitoring and Display System with Advisor™;

CATERPILLAR MONITORING AND DISPLAY SYSTEM, WITH ADVISOR™

CATERPILLAR MONITORING AND DISPLAY SYSTEM COMPONENTS

Dynamic CAN C 132.1

Inclination Data Link Instrument

Fuel Level Sensor

Rear Action Alarm

ADVISOR TM GRAPHICAL DISPLAY MODULE

(1) Left / Up Arrow Button

1F Float 1F-2R (2) Right / Down Arrow Button

(2) Right / Down Arrow Button

"More Options" Icon Data Display / Menu Selection

- Transmission Gear and Direction, at the left;

- Carry (CARRY segment active - blade is in CARRY position)

The five User Interface buttons, from top to bottom, are:

3. BACK button - This button is used:

5. OK button - This button is used:

(2) Right / Down Arrow Button

(2) Right / Down Arrow Button

Each of these warning screens contains the following information:

- Warning Category Indicator 1: A warning appears on the Advisor™ screen, describing

NOTE: If the Warning Category Indicator (fault) is related to an implement control

(2) Right / Down Arrow Button

(2) Right / Down Arrow Button

The above information supersedes the Service Training publication SERV1790,

- Serial No. Prefix: LJW

Also shown in Illustration No. 32 is the engine oil dipstick (3).

- ambient (absolute) pressure is the atmospheric pressure;

AIR INLET RESTRICTION DERATE

ENGINE INTAKE MANIFOLD TEMPERATURE DERATE

Intake Manifold Temperature

- rear crankshaft gear (5)

The two turbochargers used on the C32 use a wastegate.

Fuel capacity is 1611 liters (425 U.S. gal.).

ULTRASONIC FUEL SENSOR

Slot for Fuel Access

Right Fuel Gallery

Fuel Delivery System

Oil Renewal System (ORS)

The parameters that are monitored are as follows:

Engine Air System

D11T COOLING SYSTEM

Vent Line Shunt

Increasing C27 Engine

< 82° C Coldest Cab

Power Train Oil Cooler 2